Highway Research Record No. 39 - Indian Roads Congress

Written Comments on this highWay researCh reCord 

are invited 

edited and Published by the secretary, 

irC highway research Board, new delhi - 110 011 

Printed at : aravali Printers & Publishers Pvt. Ltd., W-30, okhla industrial area Phase-ii, 

new delhi-110020

ISSN 0970-2598 

CONTENTS 

i 

Page No. 

INTRODUCTION 1 

EXECUTIVE SUMMARY 2 

I. PAVEMENT ENGINEERING AND PAVING MATERIALS 8 

1. FLEXIBLE PAVEMENTS 8 

sUmmary 8 

a. ProJeCts rePorted For the First time 9 

1. development of Low energy (Warm) PmB and CrmB mixes. 9 

2. study on Use of emulsion Based Warm mix asphalt Using half Warm aggregates for 9 

Bituminous road Construction 

3. studies on Use of reclaimed asphalt Pavement (raP) in Construction and maintenance 10 

of roads 

4. Verification of Flexible Pavement Design by IRC:37-2001 Using heavy vehicle simulator 10 

(hvs-aPtF) 

5. development of improved materials, mixes and design methods achieving reduced 11 

Pavement thickness 

6. Chrome shavings as stabilizing additive and alternate Filler in Bituminous mixes 11 

7. Zycosoil Nanotechnology Multilayer Waterproofing Treatment of Soil & Asphalt Concrete 12 

in road Construction at tarsali-dhaniyavi road, dist.-vadodara 

B. on-going / ComPLeted ProJeCts 12 

1. Zycosoil as an Additive for Bituminous Road Works 13 

2. Zycosoil Nanotechnology Application in Leh Road, BRO 13 

3. Zycosoil Nanotechnology in Road Construction 

4. resource mapping of road Construction materials in Kerala - thiruvananthapuram district 14 

5. study on the Use of Waste Plastic for road Construction in Urban areas 14 

6. Study to Prevent Reflecting Cracks on Bituminous Overlay over Cracked Concrete 15 

Pavement Using geotextile. 

7. “Asphaltoseal” (Asphalt to Seal Mastic Pad) 15 

8. Use of Laterite stone in the road Construction 16 

9. Use of Waste Plastic in Construction of roads 16 

10. Zycosoil Nanotechnology Multilayer Waterproofing Treatment of Soil & Asphalt Concrete 17 

in road Construction; Bharthana-Bharthali road tal.-Karjan, dist.-vadodara

2. RIGID PAVEMENTS 18 

sUmmary 18 


1. investigation of Causes of Longitudinal Cracking in Concrete Pavements on national 19 

highways 

2. Utilization of Waste Foundry sand in Pavement Quality Concrete and dry Lean Concrete 19 

3. Caso 4 - derived from tannery Fleshing- for Use in Cement Formulation (Binary/ ternary 20 

Cementitious mix) 

3. PAVEMENT EVALUATION AND PERFORMANCE 21 

A. PAVEMENT EVALUATION 21 

sUmmary 21 


1. evaluation of ndmC roads/ Lanes for needed strengthening and remedial measures 22 

2. road inventorisation and Pavement Condition survey on the selected road stretches 22 

using vehicle mounted digital video imaging system integrated with gPs 

3. Functional and structural evaluations of dnd Flyway and mayur vihar Link road towards 23 

determining the maintenance and strengthening requirements 

B. on–going / ComPLeted ProJeCt 23 

1. development of management system for maintenance Planning and Budgeting of high 23 

speed road Corridors (supra institutional Project) 

B. PAVEMENT PERFORMANCE 25 

sUmmary 25 


1. study on the Performance of highways developed Under KstP 26 

2. Pavement Performance studies on Coir geo-textile reinforced rural roads in tamilnadu 26 

3. Urban Pavement Maintenance Management System for Tiruchirappalli City 27 

4. Performance evaluation of Coir geotextiles in rural roads of Kerala 28 


1. applications of rhinophalt Preservative and its Performance evaluation on three toll 28 

roads (trial stretches) in rajasthan and gujarat states 

ii

2. design, Construction and Performance evaluation of new materials and mixes towards 29 

Development and Upgradation of Standards / Specifications 

3. development of national document/ guidelines on the Use of Weigh-in-motion system in 29 

india for axle Load monitoring 

4. Zycosoil Nanotechnology Multilayer Waterproofing Treatment of Soil and Asphalt 29 

Concrete in road Construction 

II. GEOTECHNICAL ENGINEERING 31 

sUmmary 31 


1. design of remedial measures at Lukhbir slide on nh – 31 a 32 

2. guidelines for Landslide management on indian roads and highways 32 

3. site stabilisation for Platform at diglipur (north andaman) 33 

4. geotechnical study of Jugsalai Cinder dump area for Construction Purposes 33 

5. development of non nuclear density gauge for determination of dry density of 34 

Compacted fills 

6. Experimental Test Track Construction Using Jarofix Waste Material 34 

7. Feasibility Study of a Patented Commercial Soil Stabiliser 35 

8. Feasibility studies on vedanta iPP Coal ash samples for road & embankment Construction 35 

9. Feasibility study on Usage of super Fine Copper slag in Land Filling and road Construction 36 

10. Feasibility study of Cinder Waste material for road Construction 36 

11. Suitability of Granular Materials for Capillary Cut-Off 37 

12. Feasibility Study on Utilisation of Phosphogypsum as Road Construction Material 37 

13. design and Construction of embankment and Pavement Layers using Copper slag 38 

B. ComPLeted ProJeCts 39 

1. engineering of structures against natural and other disasters 39 

2. design and Construction of roads in submerged/ Flood affected areas of rann of 40 

Kutch, gujarat 

3. design of approach embankment Using Pond ash in Waterlogged area near yamuna 40 

river, delhi 

4. Pilot Project for Construction of Pmgsy roads Using Jute geotextiles 41 

5 Use of Coir geotextiles in road Construction 41 

C. r & d aCtivity rePort By ConsULtanCy Firms / ContraCtors / ConCessionaries 41 

1. design & Construction of Base Course and sub grade Pavement Layers with soil 41 

stabilized Base Course (ssB) for Lighter and durable highway Crust 

iii

III. BRIDGE ENGINEERING 43 

sUmmary 43 


1. distress diagnosis and rehabilitation of a PsC girder Bridge on maskararo river, Chilkana - 44 

gandved route near saharanpur (UP) 

2. Assessment of Noise and Vibrations Induced by Movement of Heavy Vehicular Traffic on 44 

the munirka Flyover on outer ring road, delhi 


1. structural health assessment and management of Bridges 45 

2. Behaviour of Shear Deficient Beams Strengthened by Externally Embedded Reinforcement 47 

3. development of one Prototype of the Bridge inspection Unit 48 

4. development of structural health monitoring schemes for Civil engineering infrastructure 49 

in india Using smart sensing technologies 

5. mathematical modeling for repaired Concrete structures 50 

6. study on Corrosion susceptibility of steel reinforcement Protected with anti-Corrosive Coatings/ 50 

special treatments on ordinary and high Performance Concrete (B-42 research scheme) 

7. Creation of Complete range of independent Facility for testing of expansion Joints at 51 

Csir-Crri, new delhi (B-34 research scheme) 

IV. TRAFFIC & TRANSPORTATION 53 

1. PLANNING & MANAGEMENT 53 

sUmmary 53 


1. assessment of drivers’ driving Characteristics Using advance driving simulator 54 

2. driving effect on visual Fatigue and Blood Pressure of the drivers 54 

3. analysis of driver Behaviour and Crash Characteristics during adverse Weather Conditions 55 

4. Traffic Studies for Junction Improvement of Major Road Corridors in Ahmedabad 56 

5. Effect of Headway Due to Type of Lead Vehicle for Urban and Non-Urban North-East Region– 57 

a Case study in two City in north-east region 

6. Mobility Plan for West Kallada Grama Panchayath in Kollam District 57 

7. Road Development Plan for an Emerging Town – A Case Study of Kottarakkara 58 

8. route network Planning of inland Water transport for Kerala – Phase 1 – Central Kerala 58 

9. Traffic Improvement Plan for Kottayam Town 59 

10. shortest Path analysis and service area allocation for ambulance services in 60 

thiruvananthapuram Corporation – a gis approach 

11. integration of Public transport - a Case study of thiruvananthapuram City 60 

12. Predictive accuracy of Urban transport studies –a Case study of trivandrum and Cochin 62 

in Kerala 

13. transport infrastructure development Plan for harippad town in alappuzha district, Kerala 63 

iv

14. Traffic Forecasts for Personal Rapid Transit (PRT) System for Thiruvananthapuram City 63 

15. role of iPt modes in medium size City in Kerala –a Case study of Kozhikode 64 

16. study on gender issues of mobility of Working Women 65 

17. Urban Speed Management Using ITS 65 

18. Pre-Feasibility study for Constructing a green Field highway between nedumbassery 66 

and vytilla in Kochi 

19. Widening, Strengthening and Extension of Existing Tippu Sultan Road 67 

20. micro-simulation Based driving Cycle in delhi City for sustainable transportation system 68 

(emPoWer scheme) 

21. effect of headway due to type of Lead vehicle for Urban and non-Urban north-east region – 69 

a Case study in two City in north-east region 

B on-going / ComPLeted ProJeCts 69 

1. Feasibility study on requirement of Pedestrian Underpass/ vehicular Underpass between 69 

Palanpur-deesa-radhanpur section of nh-14 & nh-15 

2. Comprehensive Traffic and Transportation Studies of Goa 70 

3. Travel Time Related Performance Measures for Evaluation of Sustainable 71 

road transportation system 

4. Preparation of Inventory of Roads for two Block Panchayaths in Kannur District 72 

5. Constraints in Developing West Coast Canal in Kerala – Case Study of National Waterway 72 

no. iii 

6. Constraints in Developing West Coast Canal in Kerala – Phase II – Case Study of Selected 73 

stretches in north Kerala (Kozhikkode, Kannur and Kasargode districts) 

7. Study on Stage Carriages in Kerala – Computation of PISCO 74 

8. Development of Toolkit on Analysis of Urban Traffic Systems/ Urban Traffic System 74 

design and evaluation (sponsored by World Bank-geF-UndP assisted sustainable Urban 

transport Project (sUtP), institute of Urban transport (india), ministry of Urban development 

2. SAFETY & ENVIRONMENT 76 

sUmmary 76 


1. Performance Assessment & Product Behaviour Observation of Crash Tested Road Safety 77 

Barrier (Plastic) Model Cosmos Road Liner 2000 S in Indian Varied Climate & Traffic Pattern 

2. Safety Auditing of Public Transport Systems in Kerala 78 

3. Identification of Accident Prone Locations and Improvement Measures in National Highways 79 

17 and 212 Segments in Kozhikode District 

4. Analysis of Driver Behaviour and Crash Characteristics during Adverse Weather Conditions 79 

5. road safety audit of dasve road network in Lavasa to Comply the Pre-Conditions set by 80 

environmental impact assessment expert appraisal Committee 

6. measurement of air Quality and noise Level at Proposed iiser Campus at vithura in 81 

thiruvananthapuram district 

7. Feasibility Study for the Setting up of Monorail between Pallipuram (Techno City) and 81 

neyyattinkara in thiruvananthapuram district 

v


1. Comparative study of national expressway -1 with nh 8 for accident analysis from amdavad to 83 

vadodara 

2. micro Level study of accident hazards on national highway no. 8 from amdavad to vadodara 83 

3. micro Level study of accident hazards on national expressway-1 from amdavad to vadodara 83 

4. development of most economical design standards for anti-glare screen Barrier 84 

5. road safetyaudit study on vadodara-Padra-Jambusar road 84 

6. air Pollution surveys on road network Connecting darlaghat–ropar and darlaghat–nalagarh 85 

7. Variability in Vehicle Fuel Consumption Under Controlled Conditions 85 

8. study of non-methane hydrocarbons in the atmospheric environment of delhi region 86 

C. r&d aCtivity rePort By ConsULtanCy Firms/ 87 

ContraCtors/ ConCessionaires 

1. Travel During Night 87 

2. Study on Ambient Air Quality and its Contribution to Climate Change in Kerala 87 

V. RESEARCH WORK DONE IN ACADEMIC INSTITUTIONS RELATED 89 

TO THESIS WORK 

A. PAVEMENT ENGINEERING AND MATERIALS 89 

sUmmary 89 

1. Urban Pavement maintenance management system for tiruchirappalli City 91 

2. Prioritization of highway Pavements for maintenance management at Project Level 91 

3. network Level Pavement maintenance management Using road network evaluation tool 92 

(ronet) 

4. sustainable design for Upgradation of national highway Pavement 93 

5. decision support system for maintenance management of Low volume rural roads 94 

6. development of Pavement deterioration model for the road networks of trivandrum City 95 

7. Investigating the Role of Activity Characteristics, Spatial Variation and Timing Dimension in 98 

trip and tour Frequency models 

8. stress strain analysis on Composite structure of two viscoelastic Layered structures 98 

9. experimental study on Properties of Pervious Concrete and its applicability in Pavement 98 

10. Fatigue Behaviour study of subgrade soil with Performance enhansers. 99 

11. Experimental Investigations on Modification of Subgrade Characteristics by Chemical 100 

addictives and effect of Coir geotextile on Pavement distress in overlays 

12. experimental investigations and modeling of rutting in asphalt Concrete mixtures 101 

13. study on temperature susceptibility and aging Behaviour of Paving grade Bitumen with 102 

different Filler material 

14. dynamic mechanical analysis and development of master Curves for Bitumen Processed in 103 

india 

15. experimental investigation and Constitutive modeling of the transitory Behavior of asphalt 104 

16. Rheology of Modified Binders 105 

17. Recycled Asphalt Pavement and Foamed Bitumen 105 

vi

18. rheological investigations on Foamed Bitumen and development of half-warm Foamed 105 

Bitumen mixes 

19. Performance of Stone Matrix Asphalt using Crumb Rubber Modified Bitumen and Modified 106 

aggregates 

20. Performance of Stone Matrix Asphalt Using PMB 40 and PMB 70 107 

21. Performance study of Bituminous Concrete Using treated aggregates 108 

22. Laboratory investigation of Warm mix asphalt Using Chemicals and Comparision with hot 109 

mix asphalt (Bituminous Concrete) 

23. Predictive accuracy of Urban transport studies - a Case study of trivandrum and Kochi City 110 

in Kerala 

24. measurement of dynamic modulus using asphalt mixture Performance tester (amPt) 111 

25. a methodology for Pavement design evaluation and Back analysis using markov Chain 112 

monte Carlo simulation 

26. reliability analysis of Pavement rutting models 112 

27. Application of Study on Structural Characteristics of Bituminous Mix with Added Fibres 113 

28. Life-Cycle Cost analysis of Long Lasting Pavements 114 

29. development of Partial safety Factors for Flexible Pavements 115 

30. evaluation of Flexible Pavement by Kenpave software for the Blended soils 115 

31. Experimental Investigation of the Influence of Coir Geotextiles on Adherence Property 117 

of Bituminous mixes 

32. mix design of Pervious Concrete – an experimental study Using Crushed stone and river 118 

sand as Fine aggregate 

B. GEOTECHNICAL ENGINEERING 120 

sUmmary 120 

1. effect of Wheel Load on Underground tunnels 121 

C. BRIDGE ENGINEERING 122 

sUmmary 122 

1. development of techniques for in-situ stress assessment in Concrete structures 123 

2. application of Pushover analysis to rC Bridges 123 

3. experimental study of rC Beams strengthened with CFrP Fabric under Pure torsion 124 

4. Analysis of Anchorage Zone Stresses in Post Tensioned Girder Bridges 124 

5. effect of overweight vehicles on rC t girder Bridge 125 

D. TRAFFIC & TRANSPORTATION 126 

sUmmary 126 

1. Study of Traffic Impacts of Construction Work Zones Using Simulation 128 

vii

2. Capacity analysis of three Legged signalized intersection Using Cellular automata 128 

3. evaluation of roundabouts versus Unsignalized and signalized intersections in trivandrum City 129 

4. travel time reliability study at Urban Corridors on selected route Pairs in trivandrum City 130 

5. Impact of Traffic Composition on PCU Values of Road Vehicles 131 

6. Study of Flow Characteristics at Signalised Intersections Under Heterogeneous Traffic Conditions 132 

7. Model Based Analysis and Control of Indian Traffic 133 

8. analysing the relation between Land Use and travel demand Using 3s technology 133 

9. application of multi-criteria decision making methods in mode Choice analysis - a Case study 134 

10. highway assignment modeling in Cube voyager software for Feasibility study of Proposed 135 

Coastal road in navi mumbai area 

11. Estimation of Road User Cost of Highway Construction Zones 136 

12. impact of Land Use on trip generation- a Case study 136 

13. Algorithms for Reliability based Optimal Routing and Traffic Assignment in Stochastic 137 

ransportation networks 

14. Application of Dynamic Traffic Assignment (DTA) Packages Under Indian Traffic Conditions 139 

15. Urban speed management for tiruchirappalli City Using its 139 

16. Adaptive Traffic Signal Control as an ITS Measure for Urban Arterials in Chennai City 140 

17. Land Use and Transportation Planning (Ph.D.) 140 

18. application of multicriteria decision making methods in mode Choice analysis - a Case study 141 

19. impact of Pmgsy roads on socio-economic aspects and travel Characteristics – 143 

a Case study of tiruchirappalli district 

20. development of gis Based Framework to Plan and monitor Pmgsy roads 143 

21. gis Based safe Bus stop Location in trichy City 144 

22. simulation of vehicle Queuing at a toll Plaza 145 

23. Modelling Heterogeneous Traffic in VISSIM 146 

24. Dynamic Traffic Assignment Simulation and Evaluation of Advanced Traveler Information 146 

systems 

25. Dynamic Traffic Assignment for Multi Vehicle Class Traffic 147 

26. Activity Based Trip Distribution Models for Indian Conditions 147 

viii

27. The Impact of Built Environment on Pedestrian Motor Vehicle Collision along Tiruchirappalli 147 

City Urban road network 

28. algorithms on stochastic networks 148 

29. estimation of dynamic origin-destination matrices for general networks 148 

30. Corridor Signal Optimisation under Heterogeneous Traffic Using Cluster Analysis 149 

31. Capacity analysis of signalised intersections Under heterogeneous Conditions Using area 149 

occupancy Concept 

32. Facilities for Pedestrians and Physically Challenged in rural highways 150 

33. development of Fuzzy Logic Based Performance evaluation model for Bus transit 151 

34. intercity Passenger travel demand modelling and mode Choice analysis for mysore- 153 

mangalore City Pair 

35. Study of Traffic Characteristics Under Varying Degrees of Lane Following 153 

36. Congestion Analysis of Heterogeneous Traffic Using GPS-Fitted Probe Vehicles 154 

37. Data Fusion Based Spatial Traffic Parameter Estimation and Prediction 155 

38. development of traveller information and route guidance system Using gPs-gis integration 156 

39. Traveller Preferences for Advanced Traveller Information System in Trivandrum City 157 

40. A Lumped Parameter Model-Based Approach for Estimation Of Traffic Density 159 

41. Travel Time and Congestion Analysis Under Heterogeneous Traffic Conditions 160 

42. Microsimulation Study of the Effect of Vulnerable Road Users on Traffic Flow Characteristics 162 

43. Road Safety with Emphasis on Non-Motorized Traffic 162 

44. analysis of road accidents Based on accident severity index (asi) method and gis: 163 

a Case study of trivandrum City 

45. Studies on Safety Performance of Two-Lane Rural Highways Under Mixed Traffic 164 

46. Prediction of roadside Pollutant Concentration 165 

ACKNOWLEDGEMENTS 167 

LIST OF ORGANISATIONS 168 

APPENDIX: PROFORMA SHEET FOR REPORTING R&D WORK FOR 169 

THE GENERAL REPORT 

ix

General report on 

roaD reSearCH In InDIa 2011-2012 

IntroDUCtIon 

Highway Research Record No.39 describes the General Report on Road Research Work done in India during the 

year 2011-2012. This document has been prepared by compiling the progress of research work reported by 18 

Research Organisations and Academic Institutions in the country. The names of reporting organizations have been 

listed at the end of the report. As the General Report on Road Research is intended to provide information on 

research works carried out under various research projects, works reported on routine investigations and laboratory/ 

field testing have been omitted from the document. 

As per the classification, the entire material has been divided into four sections, namely, Pavement Engineering 

& Paving Materials; Geotechnical Engineering; Bridge Engineering and Traffic & Transportation Engineering. The 

projects in each section are further classified into two broad categories namely (i) Projects Reported First Time, i.e., 

New Projects and (ii) Ongoing Projects/ Completed Projects. The research works carried out as a part of Master and 

Doctoral thesis in the Academic Institutions have also been reported separately in Section V of the report. 

The research work in each section has been reported as per the standard Proforma for the three broad categories of 

projects. The proforma along with other related information are given in Appendix. 

Each sectional report begins with a brief overview in the form of summary followed by a few salient points towards 

channelising the discussions during the presentation of the report in the IRC Annual session.

2 

GENERAl REPORT ON 

eXeCUtIVe SUMMarY 

In the General Report on Road Research Work Done in India for the year 2011-2012, published as Highway Research 

Record No. 39, the research work done by 18 organisations on various aspects has been reported. The report has 

been compiled by CRRI. The R&D work reported under the following four major areas and the research work done 

in Academic Institutions related to the thesis work is reported under Section V: 

1. 

2. 

3. 

4. 

Pavement Engineering and Paving Materials 

Geotechnical Engineering 

Bridge Engineering 

Traffic & Transportation Engineering 

1. pavement engineering and paving Materials 

1.1 Flexible pavements 

The research topics covered in this section include 

development of low energy (warm) PMB and CRMB 

mixes, half warm emulsion based bituminous mixes, 

reclaimed asphalt pavement (RAP), validation of 

flexible pavement design procedure, development of 

improved materials and mixes for thinner pavements, 

utilization of tannery solid waste, plastic waste and 

zycosoil in bituminous mixes, resource mapping of 

road construction materials, and prevention of reflective 

cracking on bituminous overaly using geotextiles. 

laboratory performance of polymer modified bitumen 

warm asphalt mixes is better than conventional polymer 

modified bitumen mixes indicate suitability of these 

mixes for road construction under heavy traffic. Half 

warm asphalt mixtures manufactured using cationic 

bitumen emulsion investigated in laboratory have 

properties identical to traditional hot asphalt mixture. 

Mechanistic analysis revealed that cumulative damage 

in fatigue will be less in modified pavement as compared 

to unmodified pavement. Use of Zycosoil resulted in 

faster working, good finishing & glossy water repellent 

surface. 

1.2 rigid pavements 

In this section longitudinal cracking of concrete 

pavements on National Highways, utilization of foundry 

sand as fine aggregates in concrete road construction, 

use of CaSO 4 derived from tannery fleshings in cement 

formulation has been discussed. Full depth longitudinal 

cracking has led to the premature structural failure 

of rigid pavements on many National Highways. An 

investigation into the possible reasons of such cracks is 

reported. Foundry sand, a waste of foundry industries, 

is being investigated for its possible use as a partial 

replacement of fine aggregate in cement concrete road 

construction. 

1.3 pavement evaluation 

Research work reported in this area includes projects 

on structural and functional evaluation of pavements 

and pre-mature distress / failure investigations for 

pavements. On-going projects include development 

of management system for maintenance planning 

and budgeting of high speed road corridors (supra 

institutional project); development of national document/ 

guideline on the use of weigh-in-motion system for axle 

load monitoring. 

Projects reported for the first time include evaluation 

of NDMC roads / lanes for needed strengthening and 

remedial measures; road inventorisation and pavement 

condition survey on the selected road stretches using 

vehicle mounted digital video imaging system integrated 

with GPS; functional and structural evaluations of DND 

flyway and Mayur Vihar link Road towards determining 

the maintenance and strengthening requirements. 

1.4 pavement performance 

This sub-section on pavement performance covers 

projects related to laboratory characterization of 

materials / mixes and design of Stone Matrix Asphalt 

(SMA), Microsurfacing and Hot Asphalt Mixes using 

waste plastic; construction supervision and quality 

checking during execution of road sections laid with 

Stone Matrix Asphalt (SMA), Microsurfacing and Waste 

Plastic Modified Hot Mix Asphalt and time series Periodic 

Performance Monitoring of road sections laid with 

SMA, Microsurfacing and Waste Plastic Modified Hot 

Mix Asphalt and finally refinement / revision of present 

Codes of Practice viz. IRC: SP: 79-2008 for SMA, IRC: 

SP: 81-2008 for Microsurfacing and Development 

of Specifications for Waste Plastic Modified Hot Mix 

Asphalt. 

On-going projects reported include application of 

Rhinophalt preservative for studying/evaluating 

its performance on three toll roads in Rajasthan

and Gujarat states; and design, construction and 

performance evaluation of new materials and mixes 

towards development and upgradation of standards / 

specifications. 

2. Geotechnical engineering 

The projects reported in the Geotechnical Engineering 

area relate to landslide Hazard Mitigation and 

Management on Indian Roads and Highways, Site 

Stabilization work, Use of jute geotextiles in PMGSY 

roads to study efficacy of Jute Geotextile (JGT) and 

utilization of various solid industrial wastes in road works. 

Waste materials have been evaluated in the laboratory 

as well in the field by constructing experimental test 

sections. Performance observations are being taken up. 

The issues related with road infrastructure development 

in disaster prone areas have also received attention 

of researchers. Early warning system for landslides 

by simple and economical instrumentation like steel 

pedestals and DGPS, design and construction of roads 

in submerged/ flood affected areas of Rann of Kutch, 

Gujarat, formulation of guidelines for road construction 

in such areas have been reported. Design and 

construction of embankments in waterlogged areas by 

using fly ash, a novel construction methodology involving 

back-dumping of pond ash directly into water pond 

was also devised. CRRI- GTE Division is developing 

a non nuclear, non destructive type of equipment for 

determination of dry density of compacted soils. 

Research work has been performed on soil stabilization 

using commercially available materials, use of fly ash, 

copper slag, cinder waste, and phosphogypsum in 

subgrade and embankment construction. Based on 

laboratory data, it was found that in case of all the four 

types of soils as mentioned above, the unconfined 

compressive strength of soil stabilized with 2, 4 and 6 

Per cent cement gives higher strength as compared to 

with 2, 4 and 6 Per cent commercial stabiliser for 7, 14 

and 28 days curing period. The fly ash, bottom ash and 

pond ash samples can be used in embankment and 

road works. The study indicated that 10-15 Per cent of 

fine aggregate can be replaced by super fine slag. The 

optimum bitumen content was obtained as 4.8 Per cent 

and 5.5 Per cent respectively for DBM and BC mixes. The 

bituminous samples with superfine copper slag satisfied 

the design requirements as per MORTH specifications. 

A combination of waste recycled products and cinder 

can satisfy density requirements of the materials for the 

embankment construction. It was observed that both 

deflection and roughness characteristics of copper slag 

embankment was comparable to soil embankment. By 

providing geo-textiles the CBR value of weaker sub 

grades could be enhanced. Thereby, the pavement 

layer thickness can be considerably reduced and this 

facilitates the construction of roads in poor sub-grade 

ROAD RESEARCH IN INDIA 2011-12 3 

soil areas. SoilTech MK-III- engineered a SSB layer 

with much more strength then WMM (a ideal base 

course with more than 3000 Mpa strength). SoilTech 

MK-III-economized the project substantially. The 

ecological contribution of SoilTech MK-III used roads 

is excellent and over 50% then the conventional crust 

reducing man, machine and material consumption. 

3. Bridge engineering 

In this Chapter, the projects related to various aspects 

of bridges such as structural health monitoring, 

techniques for distress diagnostics, effect of corrosion on 

performance, remaining life assessment, strengthening 

techniques etc. are reported. 

Most of these projects are useful for Bridge 

Management, consisting of inventorization, condition 

assessment of the existing bridge with the help of 

inspection or NDTs, distress diagnostics, load carrying 

capacity evaluation of existing bridges with the help 

of analytical or experimental or a combination of both 

considering an appropriate degradation model, loading 

and environmental conditions, and choosing a suitable 

rehabilitation and strengthening techniques. All these 

aspects require in-depth knowledge, expertise as well 

as technology for which research is being carried out 

at a fast pace. Further, there is an immediate attention 

required for effective implementation of BMS in our 

country for prioritizing the maintenance of bridges in a 

road network. 

Indigenous design and development of tool for 

inspection of bridges such as Mobile Bridge Inspection 

Unit and Creation of Bridge Expansion Joint Test facility 

are of great interest to professionals. 

Also, the studies to assess the impact of noise and 

vibration levels after construction of transportation 

structure on built environment, their cause and remedial 

measure needs to be well taken at the planning stage 

of the infrastructure development. 

4. Traffic & Transportation 

4.1 planning and Management 

Research works reported in the area of Traffic 

Engineering, Transportation Planning and Management 

were briefly summarised in this section. In this section 

there are eight completed projects and eighteen 

new projects were reported. In this area most of the 

projects works were related to comprehensive traffic 

and transportation studies, route network planning, 

integration of Public Transportation, Urban speed 

management using ITS technologies. The salient area 

covered in this area are listed as follows:

4 

Assessment of Drivers Driving Characteristics 

relationship between driver distraction level and 

different distraction stimuli with the frequency and types 

of risk taking practices while driving were studied. This 

study identified that professional drivers and more 

experienced drivers were taking more risks e.g. high 

speeding, signal violations as compared to learner and 

newly experienced drivers. 

Study on analysis of Driver Behaviour and Crash 

Characteristics during Adverse Weather Conditions 

were carried out, the main objective of this study is to 

capture drivers’ visual and measurable fatigue during 

fog driving under simulated environment and realistic 

setting. The study mainly focused on crash modelling in 

fog, which will provide insight about possible damages 

and injuries in fog related crashes. 

Traffic Studies for Junction Improvement of Major Road 

Corridors in Ahmedabad were studies for identified 34 

intersections as identified by the Ahmedabad Municipal 

Corporation. The main objective this study is to conduct 

appropriate traffic studies to quantify the traffic problems 

and traffic characteristics at identified intersections 

and preparation of typical junction improvement 

plans conceptual for identified Intersections. This 

study identified the three priorities for improving the 

intersections based on the base year and horzon year 

traffic demand and provided conceptual intersection 

improvement plans. 

The study on Route Network Planning of Inland Water 

Transport for Kerala, the objective of this study is to 

assess the utilization of the waterway network for 

transport and to identify new routes for boat trips so as 

to establish an efficient and integrated transportation 

system for Kerala. 

The study on Integration of Public Transport was carried 

out for a Thiruvananthapuram City. The objective of 

the study is to develop a methodology for optimizing 

the public transport services by providing effective 

coordination for transfer of passengers arriving by 

trains, to reach their destination in and around the City 

of Trivandrum. This study was formulated to find the 

optimum frequency of buses to meet the travel demand 

considering various factors like waiting time, number of 

passengers and operator cost. 

The study on Traffic Forecasts for Personal Rapid 

Transit (PRT) system for Thiruvananthapuram city 

was carried, the objective of the study is to identify 

major travel corridors for operating PRT system in 

Thiruvananthapuram city, estimate expected ridership 

between different stations and forecast ridership for 

various horizon years. 

Feasibility Study on requirement of Pedestrian 

Underpass/ Vehicular Underpass between Palanpur- 


Deesa-Radhanpur section of NH-14 & NH-15 were 

studied and the the objective of this study is to the 

requirement of Pedestrian Underpass/ Vehicular 

Underpasses between Palanpur-Deesa-Radhanpur 

section of NH-14 (@ km. 356/300 (Chadotar), 

km. 361/400 (Chandisar) & km. 397/400 (Bhildi). This 

study identified the Provision of the VUP and PUP at 

the respective lcoations. This will ehnace the safety of 

local traffic well as national highway traffic. 

A study on Comprehensive Traffic and Transportation 

Studies of Goa proposed the short term and long term 

solutions after conducting the traffic and transportation 

studies to reduce the congestion and the accidents on 

Goa road network and further to suggest the phase 

wise development based on based the forecasted 

travel demand. 

A study on ‘Travel Time Related Performance Measures 

for Evaluation of Sustainable Road Transportation 

System’ is to identify various performance Measures 

for evaluating sustainability of road Transportation 

System and analyse the variability of travel time under 

various uncertainties from demand side and supply 

side of the system. This study evaluated the influence 

of traffic volume,the road incidents and signal failure on 

travel time with the help of Microsimulation modeling 

techniques. 

Study on Preparation of Inventory of Roads for two 

Block Panchayaths in Kannur District were carried out 

this study focused on developing an authentic spatial 

data base on Grama Panchayath roads together with 

supporting information required for the development of 

plan documents and rural road management system in 

GIS platform. 

The reported construction of green field highway 

between Nedumbassery and Vytilla in Kochi will 

be feasible because of the heavy commuters and 

goods traffic in and around Kochi. Study related 

to widening, strengthening and extension of Tippu 

Sultan Road in Kozhikode has been carried out 

to provide connectivity to the Malabar region of 

other regions of Kerala. Development of microsimulation 

based driving cycle for application to fuel 

consumption and emission in real world condition 

has been undertaken. Application of headway 

and driving cycle to understand traffic condition 

in Silchar and Shilong city is being carried out. 

The use of GIS and GPS for the development of a 

pavement management system is being explored 

for Tiruchirappalli city. A test section was laid using 

Jarofix, a waste of zinc metallurgical industry. It 

has been concluded that mixture of Jarofix and 

soil can be used for embankment and subgrade

construction. Utilization of laterite stone is being 

investigated for road construction in Ratnagiri 

District of Maharashtra. Data management and 

information system, landslide mitigation measures, 

road user cost models and bridge maintenance 

and management system has been developed. 

4.2 Safety and environment 

In the area of Safety and Environment relate 

Road Safety Audit, Identification of Accident 

Prone location on National Highways, Variability 

in vehicle fuel consumption, Measurement of air 

quality Hazard on National Highway and study of 

Non methane hydrocarbons in the atmospheric 

environment at commercial residential and the 

signalized intersection in India. In this section 

there are seven completed projects and eight new 

projects were reported. The salient areas covered 

in this area are briefly discussed. 

Study on Performance Assessment & Product 

Behaviour Observation of Crash Tested 

Road Safety Barrier (Plastic) Model in Indian 

Varied Climate & Traffic Pattern. The main 

objective of this study is to attract the kind 

attention of key decision makers to specify, 

standardize the technical specification of Road 

Safety Barrier (Plastic) prior deployment on road 

sites, study & underline the salient features to 

draw differential benefits. 

Safety Auditing of Public Transport Systems in 

Kerala was reported and the objective of this 

study is to analyse the accidents pertaining to 

K.S.R.T.C., private, and institutional buses, to 

study safety practices of different type of public 

transport buses and to analyse the safety attitude 

of bus drivers. 

The study on Identification of Accident Prone 

locations and Improvement Measures in National 

Highways 17 and 212 Segments in Kozhikode 

District, the objective of this study is to collect the 

accident details pertaining to the past three to four 

years, to analyze the accident causative factors, 

to evolve a suitable methodology to confine the 

accident prone locations and to carry out a micro- 

level analysis of the accident prone locations 

under safety auditing. 

Study on Analysis of Driver Behaviour and Crash 

Characteristics during Adverse Weather Conditions 


were reported. The main objective of this study is 

to capture drivers visual and measurable fatigue 

during fog driving under simulated environment 

and realistic setting and to to investigate and 

analyze drivers’ choice of headway and speed 

in fog under simulated environment and realistic 

setting. This study is in progress. 

Study on Road Safety Audit of Dasve Road 

Network in lavasa to Comply the Pre-Conditions 

set by Environmental Impact Assessment Expert 

Appraisal Committee, the objective of this study 

is to conduct the road safety audit of Dasve road 

network in lavasa and suggest the road safety 

measures and contingency plans to deal with the 

road traffic mishaps/accidents. This study is in 

progress. 

Measurement of air quality and noise level 

at proposed IISER campus at Vithura in 

Thiruvananthapuram district was studied and 

reported. The aim of the project is to assess the 

ambient air quality and noise levels in and around 

the proposed IISER construction site as the part 

Environmental Impact Assessment (EIA) study. 

Study on Micro level Study of Accident Hazards 

on National Highway No. 8 from Amdavad to 

Vadodara was reported. This study identified 14 

accident prone locations on the stretch and then by 

actual site visit of the locations remedial measures 

are suggested to minimize the accidents. 

Variability in vehicle fuel consumption 

under controlled conditions was studied 

and reported. In this study variability in 

steady speed fuel consumption is up to 

8.2 Per cent with the various steady speeds was 

identified for both Petrol and Diesel driven light 

duty vehicles almost uniform variability in value 

of fuel consumption was observed. Optimum fuel 

consumption was observed consistently for both 

vehicle types to be either at steady speed of 40 

or 50 km/h. 

Study of Non methane hydrocarbons in the 

atmospheric environment of Delhi region was 

completed. This study shows that the proportion 

of propane is highest in traffic area i.e. 98 Per cent 

followed by ethane (2 Per cent). Butane shows a 

negligible concentration in this area. The study 

results show that the only expected source of 

propane is traffic in the ambient air. The results

6 

show that in residential area also concentration of 

ethane is maximum. This could also be attributed 

to the lPG leakage in houses. lPG is normally 

used in residential areas for cooking purposes. 

Residential sampling site like Maharani Bagh 

have underground lPG pipelines even any small 

leakage during handling and usage can increase 

concentration of ethane in ambient air. 

5. research Work Done in academic Institutions 

related to thesis Work 

5.1 pavement engineering and Materials 

The research work done under various thesis projects 

have concluded the following: 

i) Delay in the maintenance application increases 

the maintenance cost approximately two times for 

every year of delayed maintenance. This leads to 

increase in Vehicle operating cost. 

ii) Recycled Asphalt Pavement can be partially or 

completely reused in fresh construction. 

iii) Study of pervious concrete has revealed that 

compressive strength of pervious concrete is 

39 Per cent less than normal concrete. Split tensile 

strength is 15 Per cent less than normal concrete. 

Modulus of rupture of pervious concrete is 22 Per 

cent less than normal concrete. The average coefficient 

of permeability was found to be 0.155 cm/ 

sec. 

iv) From experiments, Geotextile placed at bottom of 

overlay performed better than geotextile placed at 

one-third from bottom in the overlay followed by 

geotextile placed at middle in the overlay. 

v) From the results of aging index, for VG 20 grade 

bitumen, lime added at 2 Per cent shows maximum 

increase in viscosity after aging process, but 

cement added at 1 Per cent has less effect on 

viscosity with aging. 

vi) For VG 10 grade bitumen, fly ash added at 

2 Per cent shows maximum increase in viscosity 

after aging process, but lime added at 1.5 Per cent 

has less effect on viscosity with aging. 

vii) Analysis of the 100 sample database for their 

penetration at 25 ºC and viscosity at 60 ºC revealed 

that samples having good temperature and shear 

susceptibility always had higher penetration for 

a given viscosity range. For instance, samples 

having R value of 0.9 and above, shows a higher 

penetration value of 60 within a viscosity range of 

1600-2400. 


viii) Fatigue life of SMA mix prepared with PMB 40 

was 5.19 Per cent greater than that of SMA mix 

prepared with PMB 70. 

ix) WMA binder treated with Zycosoil and Densicryl 

showed very negligible draindown values. This 

indicates that separation of fines and bitumen 

noticed during transportation and placing of the 

mixture is restricted to a large extent. 

x) In pavement design, the application of reliability 

methods in pavement design is underutilized, 

particularly in codes and design guides that depend 

heavily on empirical data and the criterion for 

selecting the reliability level is primarily governed 

by the importance of the road section. Study 

shows the importance of incorporating parametric 

uncertainty in the determination of pavement 

reliability through the estimation of partial factors, 

the drawbacks of assigning such reliability levels 

without the explicit consideration of the design 

uncertainties is highlighted. 

xi) From the lab investigations it was observed that 

the temperature of the mix influences the skid 

resistance 

xii) It was seen that skid resistance under dry and wet 

conditions for mixes with added fibers higher than 

that of control mix. 

xiii) The study shows that although the concept of 

perpetual pavements advocates the increase of 

HMA thickness to keep the critical strains within the 

threshold limits, the provision of a stable foundation 

and the high stiffness base materials are equally 

significant from a financial perspective. 

xiv) The minimum cement content for any pervious 

cement concrete is 230 kg/m 3 . Addition of 

50 Per cent more cement content resulted 

in a minimum of 66 Per cent increase in the 

compressive strength. The lowest compressive 

strength exhibited is 5.67 N/mm 2 . 

xv) By decreasing the height of the soil above the 

tunnel, the surcharge pressure coming over the 

tunnel decreases, but if a road comes over a tunnel 

due to the reduction of soil thickness above the 

tunnel, wheel loads has more significance. 

5.2 Traffic & Transportation 

A total of 46 Research projects related to thesis 

for post-graduation/ PhD reported in the area of 

Traffic & Transportation area. Mainly these studies 

focused on, Traffic Engineering and management

elated studies, Transportation Planning, Advanced 

Modeling techniques and vulnerable road user studies. 

These are briefly in the following: 

Traffic Engineering Management Related Studies: 

The studies include capacity analysis of three legged 

signalized intersection, Evaluation of Roundabouts 

versus Unsignalized and signalized intersections, 

Impact of Traffic Composition on PCU Values of Road 

Vehicles, Estimation of Road User Cost of Highway 

Construction Zones, Adaptive Traffic Signal Control 

as an ITS Measure for Urban Arterials, Traveller 

preferences for Advanced Traveller Information 

system, Travel time and congestion analysis under 

heterogeneous traffic conditions and Analysis of road 

accidents based on Accident Severity Index (ASI) 

Transportation Planning Related Studies: Application 

of dynamic traffic assignment (DTA) packages under 

Indian traffic conditions, Algorithms for reliability based 

optimal routing and traffic assignment in stochastic 

transportation networks, Travel Time Reliability Study 

at Urban Corridors on Selected Route Pairs, Highway 


Assignment Modelling in Cube Voyager Software for 

Feasibility Study of Proposed Coastal Road, GIS Based 

Safe Bus Stop location , land use and Transportation 

Planning, Development of GIS Based Framework 

to Plan and Monitor PMGSY Roads, Dynamic traffic 

assignment simulation and evaluation of Advanced 

traveler information systems. 

Advanced Modelling Techniques: These studies 

include Application of Multicriteria Decision Making 

Methods in Mode Choice Analysis and Development 

of Fuzzy logic Based Performance Evaluation Model 

for Bus Transit. The Micro simulation Based Studies 

includes Modelling Heterogeneous traffic in VISSIM 

and Simulation of Vehicle Queuing at a Toll Plaza. 

Vulnerable Road User Studies: Mainly focused on the 

Impact of Built Environment on Pedestrian Motor Vehicle 

Collision, Facilities for Pedestrians and Physically 

Challenged in Rural Highways, Micro simulation Study 

of the Effect of Vulnerable Road Users on Traffic Flow 

Characteristics, Road Safety with Emphasis on Non- 

Motorized Traffic

8 


I. PAVEMENT ENGINEERING AND MATERIALS 

1. FleXIBle paVeMentS 

SUMMarY 

The research topics covered in this section include development of low energy (warm) PMB and CRMB mixes, half 

warm emulsion based bituminous mixes, Reclaimed Asphalt Pavement (RAP),validation of flexible pavement design 

procedure, development of improved materials and mixes for thinner pavements, utilization of tannery solid waste, 

plastic waste and zycosoil in bituminous mixes, resource mapping of road construction materials, and prevention of 

reflective cracking on bituminous overaly using geotextiles. laboratory performance of polymer modified bitumen 

warm asphalt mixes is better than conventional polymer modified bitumen mixes indicate suitability of these mixes 

for road construction under heavy traffic. Half warm asphalt mixtures manufactured using cationic bitumen emulsion 

investigated in laboratory have properties identical to traditional hot asphalt mixture. Mechanistic analysis revealed 

that cumulative damage in fatigue will be less in modified pavement as compared to unmodified pavement. Use of 

Zycosoil resulted in faster working, good finishing & glossy water repellent surface. 

1. 

2. 

3. 

4. 

5. 

6. 

SalIent poIntS For DISCUSSIon 

PMB, CRMB and emulsion based warm and half warm mix asphalt mixes 

Reclaimed Asphalt Pavement (RAP) 

Validation of flexible pavement design using Heavy Vehicle Simulator 

Utilization of tennary solid waste in road construction 

Utilization of Zycosoil in bituminous road construction 

Reflective cracking prevention using geotextiles

a. proJeCtS reporteD For tHe FIrSt tIMe 

1. Development of Low Energy (Warm) PMB and 

CRMB mixes. 

Date of Start : 01/04/2011 

Date of Completion (Targeted) : 31/03/2013 

CSIR-Central Road Research Institute, New 

Delhi – 110 025 (R) 

Scope and Objectives 

• 

• 

Development of low energy PMB and CRMB 

mixes. 

Mechanistic characterization of low energy mixes. 

Methodology 

laboratory Study of Materials, Design of Mixes, 

Performance testing, Inferences, observations. 

Interim Conclusions/Supporting Data 

• 

• 

• 

Polymer modified warm mix asphalt leads to 

significant reduction in temperature related to 

pavement construction such as mixing, lay down, 

and compaction of bituminous mixtures. 

Results of void analysis indicate that polymer 

modified bitumen mix containing 2 Per cent warm 

mix additive can be compacted at 15-25°C lower 

temperature to achieve design voids in mix. 

Indirect tensile strength ratio indicate better 

performance of polymer modified warm mix asphalt 

compared to traditional hot polymer modified mix. 

• The modified mix with 2 Per cent surfactant has 

higher resistance to permanent deformation 

and higher creep recovery at high temperature 

indicating better performance of warm polymer 

modified mixes. 

• 

laboratory performance of polymer modified 

bitumen warm asphalt mixes is better than 

conventional polymer modified bitumen mixes 

indicate suitability of these mixes for road 

construction under heavy traffic. 

Reports/Publications 

laboratory performance of polymer modified warm mix 

asphalt. IRC Journal Accepted. 

Further information/Copy of report can be obtained 

from 

Dr. P. K. Jain, Chief Scientist & Head, Flexible Pavement 

Division, Central Road Research Institute, New Delhi 

– 110025, Mobile 9910113992, phone 011-26311117, 

Fax 011-26845943, e-mail ID: pramodj.crri@nic.in 


2. Study on Use of Emulsion Based Warm Mix 

Asphalt Using Half Warm Aggregates for 

Bituminous Road Construction 


Date of Completion (Targeted/Actual): 

31/12/2014 

I. CSIR-Central Road Research Institute New 

Delhi – 110 025 (R) 

II. Yala Construction 


The objective of this study is to investigate performance 

of half warm mixes (emulsion based) on a National 

Highway in India to draft guidelines for large scale 

constructions and to reduce carbon footprint. 

Methodology 

Evaluation of Materials, Design of Mix, Construction of 

Experimental Section using hot mix plant with minor 

modifications and periodic performance evaluation for 

three years. 

Interim Conclusions/Conclusions/Supporting Data 

The study presented in the present paper is aimed to 

design half warm mixes using half warm aggregate and 

bitumen emulsion heated to a moderate temperature 

of 70+10°C. The results of performance parameters 

such as rutting, resilient modulus, creep deformation, 

and retained strength upon immersion in water are 

also investigated. A pilot field study has also been 

conducted dealing with construction of 1 km long test 

section for study of the performance of half warm dense 

mixes using bitumen emulsion on a National Highway 

(NH-27, km 160.00 to 160.932 near Gondal, Rajkot) in 

Gujarat. 

• 

• 

• 

• 

• 

• 

• 

Half warm asphalt mixtures manufactured using 

cationic bitumen emulsion investigated in laboratory 

have properties identical to traditional hot asphalt 

mixture. 

Performance properties like rutting resistance, 

indirect tensile strength ratio resilient modulus and 

static creep test results are acceptable. 

The WMA mixture appears to have good coating, 

and workability at a temperature of 80-90°C 

WMA mixture can be manufactured laid with 

conventional construction equipment. 

The energy saving due to reduced fuel consumption 

is high. 

WMA can be stored if laying is not feasible due to 

adverse weather, Paving window is wider. 

Reduces global warming.

10 

Significance/ Utilisation potential 

Technology shall be useful in saving of energy in rural 

construction. 


Use of Emulsion Based Warm Mix Asphalt Using Half 

Warm Aggregates for Bituminous Road Construction, 

Interim Report. 


from 


Division, Central Road Research Institute, New Delhi – 

110025, Mobile 9910113992 phone 011-26311117 


3. Studies on Use of Reclaimed Asphalt Pavement 

(RAP) in Construction and Maintenance of 

Roads 



CSIR- Central Road Research Institute, New 

Delhi – 110 025 (R) 


• 

• 

• 

• 

• 

• 

Characterization (Physical and Chemical) of 

oxidised binder in RAP 

To develop method for rejuvenation of oxidized 

bitumen 

To develop process for use of RAP in road 

construction 

Evaluation of RAP sections by APTF 

Estimation of carbon credit 

To develop design guidelines for use of RAP in 

construction and maintenance of bituminous roads 

Methodology 

Characterization of RAP from different sources, 

recovery of bitumen, chemical characterization of 

oxidized bitumen. Development of rejuvenating agent, 

mix design with rejuvenating agent, foam bitumen, 

and bitumen emulsion, evaluation of mechanistic 

characteristic of treated RAP. Design analysis and 

preparation of guidelines. 


from 




110025, Mobile 9910113992, phone 011-26311117 


4. Verification of Flexible Pavement Design by 

IRC:37-2001 Using Heavy Vehicle Simulator 

(HVS-APTF) 

Date of Start: July 2011 

Date of Completion: February 2012 


Delhi – 110 025 (R,I) 


To assess the performance of flexible pavement test 

segment designed as per IRC:37-2001, using the APTF 

facility and thereby verify the design recommendations 

for the set of parameters. 

Methodology 

The methodology involves: 

• 

• 

• 

• 

• 

• 

Design of a flexible pavement test segment as per 

IRC:37-2001 

Construction of test strip as per design 

Instrumentation for performance data 

Data compilation and analysis 

Inferences 

Observations 

Significance/ Utilisation Potential 

The study is expected to help understanding by the 

concerned about the design method in vogue, the type/s 

of distress and deterioration and the occurrence period. 

The actual failure pattern and the life of pavement 

in terms of time or standard load repetitions help in 

improving the design by understanding the mechanism 

properly. 

limitations of Conclusions/recommendations for 

further work 

Considering the design life of pavement segment and 

the actual life derived and the distress mode/s, the 

level of support provided by the design procedure is 

established. 


from 


Division, Central Road Research Institute, New Delhi 

– 110025, Mobile 9910113992, phone 011-26311117, 

Fax 011-26845943, e-mail ID: pramodj.crri@nic.in

5. Development of Improved Materials, Mixes 

and Design Methods Achieving Reduced 

Pavement Thickness 




Delhi – 110 025 (R) 


• 

• 

• 

• 

Improvement of available materials and mixes for 

various layers of pavements 

Determination of mechanistic properties of modified 

materials and mixes 

Development of new design templates for reduced 

thickness 

Validation of new designs by APTF evaluation 

Methodology 

Firstly various laboratory testing such as fatigue test, 

resilient modulus, static creep etc, will be done to see the 

improvement in the mechanistic properties of modified 

materials and mixes for various layers of pavements. 

Based upon above laboratory test results mechanistic 

analysis will be performed to check the scope for 

reduction of thickness based upon critical strains value. 

Finally validation of proposed new structure will be 

done with the help of APTF facility and producing the 

results in the form of new design templates. 


• 

• 

• 

• 

Polymer modified binder improve the tensile 

strength of the bituminous mix under dry and moist 

conditions. Modified mix also has higher retained 

Marshall Stability and tensile strength ratio, which 

indicates improved resistance towards moisture 

susceptibility. 

The Creep Modulus of Modified mix indicates 

improved rut resistance of modified pavement 

at higher pavement temp. Utilization of modified 

bitumen in bituminous layer reduces the permanent 

deformation by 45 Per cent, 60.5 Per cent and 

74.4 Per cent at 25, 35 and 45°C temperature. 

The final rut achieved in slabs made with PMB 

40 binder indicates lower rutting susceptibility of 

modified mix as compared to unmodified mix made 

with VG 30 binder. 

The phase angle of unmodified mix is about 

20 Per cent higher as that of modified mixture 

which leads to more dissipation of energy during 

flexural fatigue test and finally less resistance to 

fatigue failure. 


• Mechanistic 

analysis revealed that cumulative 

damage in fatigue will be less in modified pavement 

as compared to unmodified pavement. 


Effect of Elastomeric Polymer Modification on Fatigue 

and Rutting Performance of Bituminous Pavement. 


from 



110025, Mobile 9910113992, phone 011-26311117 


6. Chrome Shavings as Stabilizing Additive and 

Alternate Filler in Bituminous Mixes 

Date of Start : July 2012 

Date of Completion (Targeted): March 2017 

I. Council of Scientific and Industrial Research 

(CSIR), New Delhi (S) 

II. CSIR- Central Road Research Institute, 

New Delhi (R,I) 

III. CSIR – Central Leather Research Institute, 

Chennai (C,I) 


The scope and objective of the project focuses on the 

utilization of tannery solid waste as an ingredient in the 

formulation of road construction materials (road). The 

main objective includes: 

i. Collection of chrome shavings waste from 

tanneries, and its processing. 

ii. Preparation of modified bituminous mixes using 

Chrome Shavings (CS). 

iii. laying of experimental road sections to verify its 

durability and long lasting characteristics. 

Methodology 

i. Collection of solid waste from various tanneries 

and processing, Identification and quantum of 

solid generated from various tanneries. 

ii. Design of Mixes on: 

• 

• 

• 

Chrome Shavings as Bitumen Modifier and 

Alternate Filler in Bituminous Mixes 

Design of Micro-surfacing mix 

Design of perpetual pavement mixes like 

Stone Matrix Asphalt (SMA) and Bituminous 

Concrete (BC)

12 

iii Analysis of test results and submission of 

research report. 

Significance/ utilization Potential 

Every 100 tons of leather generate 2.5-3.5 tons of CS 

as waste, which is currently under utilized for leather 

board making or widely wasted in the name of landfill 

which ultimately pollutes the soil as well as ground 

water owing to its chromium content. Since, this project 

proposes to utilize CS as filler in bituminous mix for 

road construction, the disposal problem of CS will be 

solved. Secondly, the CS upon mixing with bitumen, 

gets embedded or encapsulated and hence its contact 

with water is prevented and therefore, the chances of 

leachability of chromium is more unlikely. 

This apart, the use of CS in bitumen mix replaces the 

sand to certain level which to some extent prevents 

the sand quarrying and thereby restores the natural 

resources. Moreover, the waste material CS, when 

finds new application its collection and processing 

would provide opportunity for new industry, more 

employments. Additionally, the waste would bring 

added revenue to the tanning industry. Hence, this 

project will have potential impact on the development 

of society, economy and environment. 

Limitations of Conclusions/ further proposed work 

Apart from utilizing waste for social, economic and 

environmental benefit, the following outputs are 

expected in this project. 

i. Publication 

ii. Process/ Product development 

iii. And/ or patent 

Reports/ Publications 

Zero Emission Research Initiative for Solid Wastes (for 

leather sector) ZERIS 

Further information/ Copy of report can be obtained 

from 

The Director, CSIR- Central Road Research Institute, 

New Delhi – 110025. address: Mathura Road, New 

Delhi-110025., Mobile: +919841293435, phone: 011- 

26848917, Fax: 011-26845943, e-mail ID: director. 

crri@nic.in, directorclri@gmail.com, kamarajcrri@ 

gmail.com 

7. Zycosoil Nanotechnology Multilayer 

Waterproofing Treatment of Soil & Asphalt 

Concrete in Road Construction at Tarsali- 

Dhaniyavi road, Dist.-Vadodara 


Date of Start: January 2011 

Date of Completion (Actual): May 2012 

Gujarat Engineering Research Institute, 

Racecourse, Vadodara (R,C) 


To observe the effectiveness of application of Terrasil 

Nanotechnology in sub-grade, metalling layer 

waterproofing treatment & Zycosoil in hot bitumen 

mixes on bridge approach. 

Methodology 

• 

In earthwork in high embankment, the waterproofing 

is done in various layers of earthwork by spray 

technique. 

• In metalling one layer waterproofing is done with 

spray technique & 

• 

Zycosoil additive is added in hot bitumen binder & 

mix prepared for carpet & seal coat. 

Significance/Utilisation Potential 

Significance could be generated after three years 

successful post monsoon evaluation. 


Treatment is completed, evaluation become due in 

Nov. 2012 onwards. 


from 

Gujarat Engineering Research Institute, Race course 

Vadodara, phone: 0265-2313412 Fax : 0265-2313416 

e-mail ID: rorrd12006@rediffmail.com 

B. onGoInG / CoMpleteD proJeCtS 

1. Zycosoil as an Additive for Bituminous Road 

Works 

Date of start: Jan- 2009 

Date of completion (Targeted): March- 2013 

Gujarat Engineering Research Institute (GERI), 

Vadodara 

present status and progress 

Status: On-going 

Year of last Report: August 2009 (in Govt. of Gujarat) 

also Published in General Report on Road Research 

work done in India during 2008-09 IRC HRB No. 36

progress: Govt. of Gujarat has instructed this office 

for extension of this scheme with laboratory study 

using more samples from other regions of Gujarat. 

Accordingly the testing of samples from all the regions 

was completed. Evaluation and analysis of testing part 

and report are under progress. 

Further information / copy of report can be obtained 

from 

Road Research Division-1, Gujarat Engineering 

Research Institute (GERI), Race course, Vadodara- 

390007, phone : 0265 2313413-14-15, Fax : 0265 

2313416 e-mail ID: rorrd12006@rediff.com 

2. Zycosoil Nanotechnology Application in Leh 

Road, BRO 

Date of Start: March 2011 

Date of Completion: April 2012 

M/s Zydex Industries, Vadodara, Gujarat 

present Status and progress 

Status: Ongoing/Completed: On-going continued 

long term evaluation 

Year of Last Report: Year 2011 

progress: One post snowfall evaluation completed 

Scope and objectives 

Zycosoil additive mixed with hot asphalt binder for 

improving asphalt-aggregate bonding, eliminating 

moisture sensitivity (anti-stripping) and to improve 

compaction and workability. 

Methodology 

Zycosoil added in hot asphalt binder @ 0.15% by weight 

of binder and mixed thoroughly with circulating pump. 

The hot modified asphalt binder (VG 10) was mixed 

with heated aggregates in drum mix plant at site. 

Significance / Utilisation potential 

• 

• 

• 

• 

laying and compaction of asphalt concrete was 

found to be better and no sticking was observed on 

the compactor’s roller. It took 4 passes as against 

8 passes in conventional material, for same amount 

of compaction. 

Asphalt coating on aggregates found to be a very 

uniform coating and mixture was found shiny. 

Field lab test report: 

Stripping value at 0.1 Per cent to 0.15 Per cent 

dosage was found 90 to 100 Per cent. 


• Better bonding 

and improved stability laboratory 

test samples of Zycosoil mixed asphalt – concrete 

mixture. 

• 

Zycosoil mixed easily in hot melted asphalt tank. 

Further findings / supporting data 

The site visit was observed in May 2012. The surface 

was found in good condition without potholes or 

cracks. 


from 

M/s Zydex Industries, 25-A, Gandhi Oil Mill Compound, 

Gorwa, Vadodara, Gujarat, Mobile : 9687607350 

phone :0265-2290322 Fax : 0265-2290332, e-mail 

ID: himanshu@zydexindustries.com 

3. Zycosoil Nanotechnology in Road 

Construction 


Date of Completion (Actual): April 2012 

Zydex Industries, Vadodara, Gujarat 

Present Status and Progress 

Status: Completed 

Year of Last Report: 2012 

progress: First monsoon observation and evaluation 

done 

Methodology 

Terrasil solution [ratio 1:500 (Terrasil : water)] applied 

over WBM/ stone base and left to dry for 30 minutes. 

Cationic bitumen emulsion SS 1 mixed with Terrasil 

solution (Terrasil: water: SS1 emulsion ratio 1:400:100) 

and sprayed @ 2 ltr/sqm. It was observed that the prime 

coated surface dried within 30-45 minutes. 

Zycosoil modified Tack coat applied over dried prime 

coat surface (Hot tack-coat grade 60/70 using Zycosoil 

@ 0.1 Per cent by weight of bitumen) followed with chip 

carpeting done. 

Sealcoat done using Zycosoil @ 0.1 Per cent by weight 

of bitumen binder. 

Significance / Utilization potential 

i. Faster setting time for Prime coat to enable 

immediate tack coat application and asphalt 

layers on the same day as well road can be 

opened to traffic immediately. 

ii. Protection against infiltration of water through the 

bituminous layer.

14 

iii. Cost negative as it optimizes the use of cationic 

bitumen emulsion. 

iv. Increase in the construction phase/faster schedule 

due to reduction in setting time first prime coat. 

Field lab test report 

• 

• 

• 

• 

Terrasil application forms impervious layer of 

98 Per cent and above on “Soil” and “Stone-base” 

to prevent top-down entry of water. 

Terrasil modified Emulsion for prime-coat results 

waterproofed and well bonded prime coat in 1 hour 

setting time. 

The average depth of penetration is observed to 

be 8 mm. 

Better compaction & faster setting of the bituminous 

course (mix seal or chip carpet) is observed even 

at relatively longer hawling distance. 

Further findings / Conclusions / supporting data 

Use of Zycosoil resulted in faster working, good 

finishing & glossy water repellent surface. 

Further information / Copy of report can be obtained 

from 



phone :0265-2290322, Fax : 0265-2290332, 

e-mail ID: himanshu@zydexindustries.com 

4. Resource Mapping of Road Construction 

Materials in Kerala - Thiruvananthapuram 

District 

Date of Start: April 2010 

Date of Completion: On-going 

National Transportation Planning and Research 

Centre (NATPAC) – R 


Status : On-going 

A comprehensive database with quantum and quality 

of the resources available along with their engineering 

properties and suitability to various construction 

activities are prepared. A detailed database regarding 

the resource locations distributed within the district is 

prepared with attribute data containing the physical 

and engineering properties of the resources, geo 

coordinates, photos and bitmaps showing the 

accessibility of resource locations. Similar work is being 

done for other districts in Kerala. 


Further Findings/Conclusions/Supporting Data 

In the case of coarse aggregate, most of the samples 

tested have desirable values of Specific Gravity, Water 

absorption, Bulk density and Aggregate Impact Value. 

As regards to the shape of the coarse aggregates, higher 

values is obtained for the combined index for majority 

of samples showing their unsuitability for construction 

purpose when compared with the present MORTH 

specifications. This calls for a thought on the need for 

revision of the current specification of combined index 

values. The properties of the fine aggregate lies within 

the values stipulated for construction. For few of the 

aggregates, some of the engineering properties are 

beyond the desired limits and hence their suitability to 

various types of construction works is assessed. 

recommendations for further Work 

Similar work can be done for other districts within 

the state and within the country so that suitability of 

the resources and their locations can be determined. 

This research work can be extended and stepped to 

more resources and their locations so that the use 

of locally available materials can be enhanced and a 

database can be created on their performance and cost 

effectiveness for adoption in road construction in a big 

way. Research can also be extended to investigate the 

possible effects of shape of the aggregates on other 

aggregate properties. 


• 

Interim Report 

• A paper entitled “ A Comparative Study on the 

Characteristic Properties of the Coarse Aggregates 

Available in Southern Kerala” ;by Salini P N and 

B G Sreedevi was presented as a Contest Paper 

for Young Scientist Award in 24th Kerala Science 

Congress held at Kottayam on 29th of January 2012 

and the paper got published in the proceedings. 


from 

Director, National Transportation Planning and 

Research Centre, Sasthra Bhavan, Pattom Palace P. O., 

Thiruvananthapuram- 695 004, Mobile: 9446342828; 

phone: 0471- 2548300, 2543678; Fax: 0471-2543677 

e-mail ID: bgsreedevi@yahoo.com 

5. Study on the Use of Waste plastic for road 

Construction in Urban areas 




Centre (NATPAC) – R


Marshal Mix design of Bituminous Concrete, Semi 

Dense Bituminous Concrete and Dense Bituminous 

Macadam using ordinary aggregate and waste plastic 

coated aggregate is done and the results are compared. 

Dry mixing is adopted for prepration of modified mix. Test 

stretches are resurfaced using modified mix with plastic 

coated aggregates and control section using ordinary 

aggregates. Periodical evaluation of the test stretches 

is done. Both functional and structural evaluation is 

done. Condition survey, roughness, skid resistance 

and texture depth studies were done and the results 

are compared. More demonstration stretches are laid 

in collaboration with local bodies using modified mix 

with waste plastic coated aggregates. 


Further Findings/ Supporting Data 

It was found from the studies that the optimum binder 

content gets reduced by using modified mix in all types 

resulting in savings in bitumen. The stability increases 

by 1.2 times for DBM and 1.5 times for BC and SDBC. 

Aggregates coated with plastic waste showed zero 

stripping even after 72 hours of soaking. Roads laid 

with modified mix showed delayed distress. 


Final Report submitted to Chief Engineer (local Self 

Govt Dept) 


from 




phone: 0471- 2548300, 2543678, Fax: 0471-2543677, 


6. Study to Prevent Reflecting Cracks on 

Bituminous Overlay over Cracked Concrete 

Pavement using Geotextile 

Date of start: May 1999 

Date of completion: January 2011 


Vadodara 

Present status and progress 


Year of Last Report: 2009-10 

progress: Completed 


Further Findings/ Conclusions/Supporting Data 

The careful study of the field data collected during the 

periodic observations indicated that the deflection, the 

total distress and the serviceability index over a period of 

time are minimal in Geotextile test sections as compared 

to the control panel. Since all the above parameters are 

measure of the performance and structural capacity 

of road pavement, the results clearly indicate that the 

inclusion of a Geotextile can improve the performance 

of the road pavement possibly due to its ability to 

reinforce and strengthen the pavement and to control 

the degradation of structural behavior of pavement as 

compared to pavement without Geotextile. 

Report / Publications 

Final Report submitted to Govt. of Gujarat vide GERI 

office letter No. JD(R)/PB/12/ ‘ of 2011. Dt. : 07 : 01 : 

2011 


from 


Research Institute (GERI), Race course, Vadodara- 

390007, phone : 0265 2313413-14-15 Fax : 0265 

2313416, e-mail ID: rorrd12006@rediff.com 

7. “Asphaltoseal” (Asphalt to Seal Mastic Pad) 

Date of Start : June, 2007 

Tiki Tar Industries (Baroda) Limited (R, C). 

Methodology 

i. 

ii. 

The surface must be completely free of dust, oil, 

protruding nibs, nails etc. 

A coat of Tiki Primer is to be applied at 

200-300 g/m2 (Primer is to be mixed with 

water in 1:1 ratio) and must be allowed to dry 

completely. 

iii. ASPHAlTOSEAl rolls are lined up and spread 

near to the area to which they are to be 

fixed with overlapping by minimum 50 cm. 

ASPHAlTOSEAl is then to be rolled back without 

changing its orientation. 

iv. Unroll half of ASPHAlTOSEAl and heat 

underside evenly and sufficiently to cause 

surface melting. Proper care should be taken 

that heated roll is pressed simultaneously 

and impression of the concrete deck be 

reflected irrespective of unevenness. 

v. 

vi. 

Side overlap of each roll should be sealed 

properly, also, end overlap joints. 

No tack coat is required above 

ASPHAlTOSEAl.

16 

vii. 

viii. 

ix. 

x. 

AC / BC / DBM may be laid with Wheeled 

Pavers. 

Overlay may be laid immediately on installation of 

ASPHAlTOSEAl. No curing period is required. 

Proper protection of laid ASPHAlTOSEAl from 

damage is to be ensured in the event of delay of 

AC / BC / DBM overlay. 

Traffic should not be allowed before laying overlay 

on ASPHAlTOSEAl. 


Status: 

• 

• 

ASPHAlTOSEAl has been renewed accreditation 

by IRC, New Delhi, vide their communication IRC- 

24(12)/2008(ACC20) dated 22.03.2012 for a period 

up to 22.03.2014. 

The Highway Research Board / NHAI has 

advised the relevant Committees (all Officers and 

Employees of HQ / ZO / ROs / PIUs / CMUs / 

Site Offices ) of IRC for continuing consideration 

/ recommendation of the usage of this accredited 

new material / technique in the on-going projects 

within the existing contract conditions. 

Year of Last Report : October 2012 

Significance and utilization potential 

ASPHAlTOSEAl is a bitumen pad consisting of a high 

strength, heat resistance with reinforcement in APP 

Modified Asphalt. The roll is supplied in thickness of 

3 mm. 

ASPHAlTOSEAl bitumen pad has been specifically 

designed to waterproof concrete structures that 

utilize and Asphaltic Concrete Wearing Surface 

such as on Bridges, overpasses and parking decks. 

ASPHAlTOSEAl bitumen pad protects the concrete 

structure from the corrosive affects of decicing salts. 

ASPHAlTOSEAl bitumen pad has been uniquely 

formulated to perform under the most demanding 

conditions. The mesh strengthens and reinforces the 

system. The mesh and rubberized asphalt interact to 

form a tough pad that remains flexible through a wide 

range of temperature and substrate movements. The 

tacky rubberized asphalt assures quick adhesion to 

the concrete deck. Asphaltic concrete will flow into 

the mesh when the asphalt mix is compacted on 

laid asphalt at the minimum temperature of 135 o C 

(275 o F). The asphalt does not require any protection 

system when applied under asphalt wearing course. 

ASPHAlTOSEAl bitumen pad provides good bonding 

and a homogeneous waterproof layer between the 

Concrete Deck and the asphaltic concrete overlay. 

Full adhesion of the Mastic Pad to the concrete deck 


prevents water migration below. ASPHAlTOSEAl is 

manufactured to stringent quality standards (ASTM D 

622), and is delivered ready to apply by thermofusion. 

Another unique advantage is the ability of 

ASPHAlTOSEAl to self-seal. The pad can be applied 

over active cracks, less than 6 mm in width without 

any tapping of the crack or special preparation. 

ASPHAlTOSEAl will withstand foot traffic and light 

construction traffic immediately after installation. Paving 

can commence as soon as ASPHAlTOSEAl is laid. 

Further information/Copy of the report can be 

obtained from 

Mr. Hardik Shah, Director, Tiki Tar Industries (Baroda) 

limited, 8 th Floor, Neptune Tower, Productivity Road, 

Vadodara-390 007, Mobile (0) 93201 11042, phone 

(022) 41266664, Fax (022) 25667830, e-mail ID: 

hardik@tikitar.com 

8. Use of Laterite Stone in the Road Construction 

Date of Start : April 2011 

Date of Completion (Targeted): December 

2014 

Maharashtra Engineering Research Institute 

(M.E.R.I), Nashik-422 004 


Use of locally available material i.e., laterite stone 

B.B.M in road construction to minimize the cost of 

construction. 

Methodology 

Experiment of using laterite stone in place of trap 

besalt stone in B.B.M is carried out in Ratnagiri District 

of Maharashtra, on One test track having W.B.M. 

Surface (Kapadgoan-ODR-95 to Joshiwadi, V.R.-100, 

km 2/850 to 3/350) and Second test track having B.T. 

surface (Phansawale Bhoke Masebao V.R.-8, km. 0/00 

to 0/500) in April 2011. Premansoon & postmansoon 

observations o these test tracks will be taken for next 

three years till Nov, 2014. 


from 

The Research Officer, Highway Research Division No.1, 

Maharashtra Engineering Research Institute (M.E.R.I), 

Dindori Road, Nashik-422004, phone: 0253-2530956 

Fax: 0253-2530764, e-mail ID: mahamargmeri@ 

gmail.com 

9. Use of Waste Plastic in Construction of 

Roads. 

Date of start: June-2010 

Date of completion (Targeted): December- 

2013


Vadodara 

Scope and Objective 

(i) To find improvement in Quality, serviceability & 

life of road constructed using waste plastic. 

(ii) To find out improvement in quality of bitumen 

by adding waste plastic. 

(iii) To find the way of scientific disposal of plastic 

waste, especially the low end type with value 

addition. 

Methodology 

An experimental stretch using waste plastic of 

500 m. length in km 7/900 to 8/400 and a control panel 

(i.e. without using waste plastic) of 500 m. length in 

km. 7/400 to 7/900 were laid in June-2010 on Surat 

– Dandi road, Gujarat. The plastic waste was added 

5 Per cent by weight of bitumen to hot aggregate by 

replacing the same weight of bitumen. The tests like 

BBD test, Distress measurement and Riding Quality of 

surface are being carried out under Pre & post monsoon 

observations under performance study of the road. 

Interim Conclusions/ Supporting Data 

It can be drawn after significant data of observations 

collected during performance study. 


from 


Research Institute (GERI), Race Course, Vadodara- 

390007, phone : 0265 2313413-14-15 Fax : 0265 

2313416, e-mail ID: rorrd12006@rediff.com 


Waterproofing Treatment of Soil & Asphalt 


Concrete in Road Construction; Bharthana- 

Bharthali road Tal.-Karjan, Dist.-Vadodara 

Date of Start: March-2010 

Date of Completion (Targeted): June-2012 

Gujarat Engineering Research Institute, Race 

Course Vadodara 


Status: Ongoing 


progress: Under evaluation. 


Second post monsoon intermediate brief report as 

given below: 

Second post monsoon intermediate brief report 

location: 

700 m road of Bharthana-Bharthali Tal. – Karjan. Dist.- 

Vadodara. The break up treatment on stretch alongwith 

status of road after second post monsoon Year 2011 

limitations of Conclusions or Interim Conclusions 

Conclusive report could be generated after third 

successful monsoon. 


from 

Gujarat Engineering Research Institute, Racecourse 

Vadodara, phone: 0265-2313412, Fax: 0265-2313416 

e-mail ID: rorrd12006@rediffmail.com 

Section Chainage length, m Width, m Details observations 

A 1520 to 1770 250 3.75 Untreated section Part section damaged after first monsoon was 

patched. After second monsoon patch work 

again damaged with cracks and depressions. 

Cracks, depression also observed in other 

length in the section 

B 1770 to 1920 150 3.75 Soil subgrade multilayer Small pot holes observed on BT surface. 

treatment with Zycosoil 

C 1920 to 2130 210 3.75 Zycosoil treatment in 

Soil subgrade, prime 

coat, tack coat and hot 

bitumen mixes 

D 2130 to 2220 90 3.75 Zycosoil mixed in 

Bitumen at plant site for 

wearing course 

(carpet and sealcoat) 

The wearing surface is observed without potholes 

or cracks, however surface smoothness has 

been affected. 

In this section no potholes or no cracks, 

no depression observed, however surface 

smoothness has been affected.

18 


2. rIGID paVeMentS 

SUMMarY 

In this section longitudinal cracking of concrete pavements on National Highways, utilization of foundry sand as 

fine aggregates in concrete road construction, use of CaSO 4 derived from tannery fleshings in cement formulation 

has been discussed. Full depth longitudinal cracking has led to the premature structural failure of rigid pavements 

on many National Highways. An investigation into the possible reasons of such cracks is reported. Foundry sand, 

a waste of foundry industries, is being investigated for its possible use as a partial replacement of fine aggregate in 

cement concrete road construction. 

1. 

2. 

longitudinal cracking of concrete pavements on NH 

Utilization of waste foundry sand in cement concrete 


3. Utilization of ennary fleshing CaSO in cement formulation 

4


1. Investigation of Causes of Longitudinal 

Cracking in Concrete Pavements on National 

Highways 

Date of Start : June 2012 

Date of completion : March 2013 

CSIR – Central Road Research Institute, New 

Delhi-110 025 (R) 

Scope & Objective 

Concrete pavements at many locations have been 

constructed in the last 8-10 years under NHDP. 

These concrete pavements have been designed and 

constructed for the design life of 25-30 years. The 

structural failure at some of these concrete highways, 

for examples Indore By-pass, Kanpur-Allahabad, 

Balasore-Orissa, Chittorgarh – Mangalwar, have 

occurred because of full depth longitudinal cracking. A 

thorough investigation of causes of longitudinal cracking 

is urgently required to help built better concrete roads 

in future. The objective of the project is to carry out 

detailed investigation and possible ways of avoidance 

of such cracking. 

Methodology 

The investigation will be carried out by taking concrete 

cores over the longitudinal joints and cracks to measure 

the in-situ strength of concrete, to measure the depth of 

saw cut and crack. Surface strain gauges will be used to 

measure dynamic strain induced at the top of concrete 

slabs under traffic loads. Axle load survey and traffic 

survey will be conducted and the data will be utilized 

for stress – strain analysis. 


Premature failure, as has happened at the location of 

the proposed project, of concrete pavements which 

are expected to provide long lasting durable roads, 

is a major concern for the development of such 

pavements in the country. The findings of the project 

will help the agencies involved in the development of 

highways especially that of concrete to take care in 

future construction of such pavements that will not fail 

prematurely. 


from 


Mathura Road, New Delhi-110025, Mobile: 

+919841293435, phone: 011-26848917, Fax: 011- 

26845943, e-mail ID: director.crri@nic.in , binod.crri@ 

nic.in 


2. Utilization of Waste Foundry Sand in Pavement 

Quality Concrete and Dry Lean Concrete 

Date of Start : August 2012 

Date of completion : August 2014 

CSIR – Central Road Research Institute, New 

Delhi-110 025 (R) 

Scope & Objective 

Foundry sand is a waste of foundry industries. The 

objectives of the study are: 

I. To evaluate the engineering properties of foundry 

sand 

II. To evaluate the properties of Pavement Quality 

Concrete (PQC) and Dry lean Concrete (DlC) 

mixtures prepared with foundry sand as partial 

replacement of natural sand. 

III. To develop the methodology of possible beneficial 

use of foundry sand in PQC and DlC mixes for 

road construction. 

Methodology 

Foundry sand will be collected from metal casting 

industries. Engineering properties like gradation, 

fineness modulus, water absorption, specific gravity, 

strength etc. of all the materials including foundry sand 

will be tested in the laboratory. Control concrete mixes 

for PQC and DlC will be designed for two-three different 

water –cement ratios using natural sand/crushed stone 

dust as fine aggregate. Different amounts of foundry 

sand then will be used as partial replacement of fine 

aggregate used in the control mixes. Samples will be 

prepared in the laboratory with different contents of 

foundry sand at all the water-cement ration. Samples 

will be tested for various properties of concrete like 

compressive and flexural strength, drying shrinkage, 

abrasion resistance etc. Based upon the analysis of 

test results, the feasibility and extent of using foundry 

sand in concrete will be determined. 


The study will lead to possible innovative utilization of 

foundry sand in construction of concrete roads apart 

from its present use in land fill application. The use 

of waste foundry sand, if could be feasible, will not 

only provide for its better utilization but also will help 

in conserving the precious natural resource of natural 

sand. 


from 

The Director, CSIR- Central Road Research 

Institute, Mathura Road, New Delhi-110025,

20 

Mobile: +919841293435, phone: 011-26848917, Fax: 

011-26845943, e-mail ID: director.crri@nic.in , binod. 

crri@nic.in 

3 CaSo 4 - Derived from Tannery Fleshing- for 

Use in Cement Formulation (Binary/ Ternary 

Cementitious Mix) 

Date of start: July 2012 


I. Council of Scientific and Industrial Research 




III. CSIR – Central Leather Research Institute, 

Chennai (C,I) 


The scope and objective of the project focuses on the 

utilization of tannery solid waste as an ingredient in the 

formulation of road construction materials (road). The 

main objective includes: 

• 

Collection and neutralization of limed tannery 

fleshing. 

• Formulation of cementitious mix using CaSO , an 4 

inorganic derivative of limed fleshing. 

• The solid waste (CaSO derived from limed 

4 

fleshing) could be used as ingredients in road/ 

building application. 

• 

Evaluation of the formulated cementitious product 

(Concrete) for its durability and long lasting 

characteristics by conducting performance related 

test. 

Methodology 

I. Collection and processing of limed fleshings and 

neutralization of lime to recover water, CaSO 4 

and the fleshing. 

• CaSO – for cementitious binder formulation 

4 

• 

Water – for reuse 


• 

Fleshing – for protein product preparation 

II. Design of Mixes: 

• CaSO (Gypsum) in Cement Formulation 

4 

(Binary/Ternary cementitious Mix) 

• 

Several trial and error Mix design will be 

formulated using blended cement. 

III. Analysis of test results and submission of 

research report. 


The total hide/skin available in India is about 

1359085 ton/annum. This requires about 203860 ton of 

Ca(OH) 2 for liming and re-liming process, out of which 

about 374660 tons of CaSO 4 could be generated by 

neutralization process in order to avoid the discharge 

of an alkali into the effluent. By salvaging this inorganic 

compound, binary or ternary blend could be formulated 

to develop a new cementitious binder for road/ building 

application. 


Apart from utilizing waste for social, economic and 

environmental benefit, the following outputs are 

expected in this project. 

i. Publication 

ii. Process/ Product development 

iii. And/ or patent 


Zero Emission Research Initiative for Solid Wastes (for 

leather sector) ZERIS 


from 


New Delhi – 110025, address: Mathura Road, New 

Delhi-110025, Mobile: +919841293435, phone: 011- 

26848917, Fax: 011-26845943, e-mail ID: director. 

crri@nic.in, directorclri@gmail.com, kamarajcrri@ 

gmail.com


3. paVeMent eValUatIon anD perForManCe 

a. paVeMent eValUatIon 

SUMMarY 

Research work reported in this area includes projects on structural and functional evaluation of pavements and premature 

distress/ failure investigations for pavements. On-going projects include development of management system 

for maintenance planning and budgeting of high speed road corridors (supra institutional project); development of 

national document/ guideline on the use of weigh-in-motion system for axle load monitoring. 

Projects reported for the first time include evaluation of NDMC roads / lanes for needed strengthening and remedial 

measures; road inventorisation and pavement condition survey on the selected road stretches using vehicle mounted 

digital video imaging system integrated with GPS; functional and structural evaluations of DND flyway and Mayur 

Vihar link Road towards determining the maintenance and strengthening requirements. The use of GIS and GPS for 

the development of a pavement management system is being explored for Tiruchirappalli city. 

1. 

2. 

3. 

4. 


Use of Weigh-In-Motion (WIM) system for monitoring of axle loads 

Vehicle mounted digital video imaging system 

Use of laterite stone for road aggregates 

Road user cost models

22 


1. Evaluation of NDMC Roads/ Lanes for Needed 

Strengthening and Remedial Measures 

Date of Start: September 2011 

Date of Completion (Targeted): August 2012 

I. CSIR- Central Road Research Institute 

(CRRI), New Delhi (R, I) 

II. M/s New Delhi Municipal Council (NDMC) – 

Division V (S) 


To evaluate the present condition of twenty two 

numbers of roads scattered in NDMC area (Division-V) 

and to recommend the needed remedial / resurfacing 

treatments. 

Methodology 

Field investigations and and laboratory evaluation 

were undertaken to recommend the needed remedial 

/ resurfacing treatments for the improvement of roads 

under study in NDMC area. Scope of work included the 

following: 

• 

• 

• 

• 

• 

• 

• 

Assessment of pavement surface condition of all 

the roads by visual inspection to find out the extent 

and severity of variousdistress types developed. 

Pavement surfae roughness measurement by 

Roughometer-III. 

Benkelman Beam deflection measurements, as 

per IRC:81-1997. 

Classified traffic volume counts at few selected 

roads. 

Test Pits observations. 

laboratory evaluationof subgrade soil retrieved 

through test pits dug upto thesubgrade level layer. 

Analyses of data / results to make recommendations 

on resurfacings / needed remedial measures. 


Study reveals that Dense Bituminous Macadam (DBM), 

as a structural layer, is not required on any of the roads 

under evaluation because all the colony roads and 

connecting roads are found to be structurally adequate. 

However, DBM may perhaps be required as profile 

correction course only on certain stretches mainly 

(i) to reduce high distresses and roughness levels of the 

existing pavement surface and, (ii) to correct / improve 

profile of the existing roads. 


limitations of Conclusions/ further proposed work 

i. Benkelman Beam deflections were done only 

on few selected roads and not on entire network 

covering all types of homogeneous sections. 

ii. Classified traffic volume count was conducted on 

four selected roads only for 16 hours since there 

was not significant traffic on other roads / lanes 

during night hours. 


Report on “Evaluation of NDMC Roads / lanes for 

Needed Strengthening and Remedial Measures” 

Further information /Copy of the report can be 

obtained from 

The Director, Central Road Research Institute, Mathura 

Road, New Delhi, phone: 011- 26313569, Fax: 011- 

26313569, e-mail ID: director.crri@nic.in 

2. Road Inventorisation and Pavement Condition 

Survey on the Selected Road Stretches using 

Vehicle Mounted Digital Video Imaging System 

Integrated with GPS 

Date of Start: February 2012 

Date of Completion: September 2012 

I. Central Road Research Institute (CRRI), 

New Delhi (R, I) 

II. M/s RITES Limited (S) 


This was taken up at the request of M/s RITES limited, 

for road inventory and pavement condition survey 

under Road Safety Audit project activity of NHAI for a 

total length of about 1238 km covering eight national 

highways. 

Methodology 

Two equipments namely Automated Road Survey 

System (ARSS) and Network Survey Vehicle (NSV) 

have been used for Road Inventory and Pavement 

Condition Survey. The field work for collection of road 

inventory and pavement condition data was started in 

the month of February 2012. The project report includes 

data on road inventory and pavement condition as per 

the Road Information System (RIS) format of National 

Highways Authority of India. Information on GPS 

coordinates, average survey vehicle speed, travel time 

based on survey vehicle speed has been worked out 

for both Up and Down directions of travel.


Information on road inventory and condition data of 

the project highways collected using Vehicle Mounted 

Digital Video System Integrated with GPS was given 

to RITES. 


National Highways Authority of India (NHAI) initiated 

Road Safety Audit of National Highways which is being 

widened from two to four lanes and four lanes to six 

lanes etc. Information on road inventory and condition 

data of the project highways collected using Vehicle 

Mounted Digital Video System Integrated with GPS 

was given to RITES. 


Report on “Road Inventorisation and Pavement 

Condition Survey on the Selected Road Stretches 

using Vehicle mounted Digital Video Imaging System 

Integrated with GPS” 


obtained from 

address: The Director, Central Road Research 

Institute, Mathura Road, New Delhi, phone: 011- 

26313569, Fax: 011- 26313569, e-mail ID: director. 

crri@nic.in 

3. Functional and Structural Evaluations of 

DND Flyway and Mayur Vihar Link Road 

towards Determining the Maintenance and 

Strengthening requirements 

Keywords: Maintenance and strengthening 

requirements, Structural evaluation, Benkelman 

Beam Deflection 

Date of Start: May 2011 

Date of Completion: March 2012 



II. M/s Noida Toll Bridge Company Limited 

(NTBCL), Noida (S) 


Structural and functional evaluation of DND Flyway 

and Mayur Vihar link Road towards determining the 

maintenance and strengthening requirements. 

Methodology 

Field investigation undertaken for DND Flyway included 

assessment of pavement surface condition, pavement 

deflections using Benkelman Beam, traffic volume 


and axle load surveys and roughness measurements 

using Automated Road Survey System. Based on 

the data analyses and findings, recommendations on 

maintenance and strengthening requirements required 

for improvement of DND Flyway, Mayur Vihar link 

Road and Delhi Side and Noida Side Ramps were 

suggested. 


Recommendations on maintenance and strengthening 

requirements. 


Report on “Functional and Structural Evaluations 

of DND Flyway and Mayur Vihar link Road towards 

Determining the Maintenance and Strengthening 

Requirements” 


obtained from 

address: The Director, Central Road Research 

Institute, Mathura Road, New Delhi, phone: 011- 


crri@nic.in 

B. on–GoInG/ CoMpleteD proJeCtS 

1. Development of Management System for 

Maintenance Planning and Budgeting of High 

Speed Road Corridors (Supra Institutional 

Project) 


Date of Completion: December 2013 



II. Council of Scientific and Industrial Research 





progress: 

i. Pavement Related Aspects 

• 

• 

Data Management and Information System (DMIS) 

established. 

nd 2 series of performance observations on identified 

test sections completed. 

Axle lo 

• ad survey using Weigh-in-Motion (WIM) 

system is in progress.

24 

• 

Calibration of HDM-4 Pavement Deterioration 

Models is in progress 

ii. Landslide Related Aspects 

Based on geological, geomorphological and 

geotechnical studies undertaken on all the critical / 

identified locations on NH-39 in Nagaland and Mumbai- 

Pune Expressway, remedial measures have been 

designed and implementation of the same has been 

completed in all the identified locations. 

iii. Road User Cost Related Aspects 

Road User Cost Models along with software for the 

same has been developed. 


iv. Bridge Related Aspects 

Bridge Maintenance and Management System (BMMS) 

has been developed. 


obtained from 

The Director, CSIR-Central Road Research Institute, 

Mathura Road, New Delhi - 110025, phone: 011- 


crri@nic.in


B. paVeMent perForManCe 

SUMMarY 

This sub-section on pavement performance covers projects related to laboratory characterization of materials/ 

mixes and design of Stone Matrix Asphalt (SMA), Microsurfacing and Hot Asphalt Mixes using waste plastic; 

construction supervision and quality checking during execution of road sections laid with Stone Matrix Asphalt (SMA), 

Microsurfacing and Waste Plastic Modified Hot Mix Asphalt and time series Periodic Performance Monitoring of road 

sections laid with SMA, Microsurfacing and Waste Plastic Modified Hot Mix Asphalt and finally refinement / revision 

of present Codes of Practice viz. IRC: SP: 79-2008 for SMA, IRC: SP: 81-2008 for Microsurfacing and Development 

of Specifications for Waste Plastic Modified Hot Mix Asphalt 

On-going projects reported include application of Rhinophalt preservative for studying / evaluating its performance 

on three toll roads in Rajasthan and Gujarat states; and design, construction and performance evaluation of new 

materials and mixes towards development and upgradation of standards / specifications. 

1. 

2. 

3. 

4. 

Fatigue behaviour of flexible pavements 

Coir geo-textile reinforcement for subgrade soil 

Use of waste plastic in road construction 


Use of rhinophalt preservative for bituminous construction

26 


1. Study on the Performance of Highways 

Developed Under KSTP 




Centre (R) 


Evaluation of structural and functional performance 

of the study road pavements, conduct traffic studies 

and assess the traffic characteristics and its effects. 

Assessment of socio-economic impacts of the highway 

development project and a broad assessment of 

the capacity and level of service of the developed 

highways. 

Methodology 

Collection of baseline data, traffic studies, structural 

evaluation of the pavements including Inventory studies 

(width, camber etc.), data collection on pavement 

history, Deflection measurement using Benkelman 

Beam, (Benkelman Beam Deflection technique will be 

used for the structural evaluation of flexible pavements 

as per the specifications of IRC: 81-1997), functional 

evaluation of the pavements by roughness surveys 

using fifth wheel Bump Integrator. 

Detailed surface condition Surveys will be carried out to 

investigate the occurrence of cracks, ravelling, potholes, 

rutting, corrugation, edge break etc. Measurement Skid 

resistance and Texture Depth studies using Sand Patch 

Method, Axle load studies and Capacity Analysis. 

Interim Conclusions 

Pavement evaluation data collected so far supports that 

improved sections of the developed highway has better 

structural and functional performance when compared 

with unimproved sections. 


A critical evaluation of the highway development 

projects will contribute constructively towards the 

highway development process of the state. Moreover 

this will help in making a comprehensive database on 

structural and functional performance of the upcoming 

highways which may help in formulation of deterioration 

models. 


from 





phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


2. Pavement Performance Studies on Coir Geotextile 

Reinforced Rural Roads in Tamilnadu 

Date of Start: 2011 

Date of Completion (Target): 2013 

I. National Institute of Technology, 

Tiruchirappalli (R, I) 

II. Coir Board, Ministry of MSME, Government 

of India (S) 


Scope: 

• 

• 

• 

The most common reason of pavement failures is 

because of the presence of weak subgrade. 

To improve the strength of the subgrade by using 

natural friendly and easily available material coir. 

To increase the life of the low volume rural roads 

and make a better connectivity to villages for long 

time with in the economic consideration. 

Objectives: 

• 

• 

• 

• 

• 

• 

To review the use of coir geotextiles in Rural 

road (Other district roads and village roads) 

construction. 

To investigate the physical and chemical properties 

of weak subgrade soils in Tamilnadu. 

To formulate innovative design procedure for rural 

roads by incorporating coir geotextile layer. 

To study the short and long term pavement 

performance studies on these roads. 

To develop human resources by training engineering 

students and road engineers. 

To disseminate the knowledge through workshops 

and training programmes. 

Methodology 

• 

• 

• 

• 

Review of literature related to coir geotextile 

reinforcement. 

Selection of about 50 Km rural roads passing 

through week/soft subgrade soil with the help of 

rural development department/local body. 

Identification of physical and chemical properties of 

subgrade and pavement materials. 

Design of pavement incorporating coir geotextile 

layer.

• Selection and laboratory testing of coir geotextiles. 

• 

• 

• 

• 

Construction of roadway by the implementing 

agency under the guidance and supervision of 

coir board and National Institute of Technology, 

Tiruchirappalli. 

Monitoring the performance of pavement by 

National Institute of Technology, Tiruchirappalli. 

Documentation of the experience in the 

construction of low cost rural roads coir geotextiles 

and performance studies of these roads. 

Organizing workshop/seminar for the dissemination 

of expertise to the roads engineers jointly by the 

coir board and National Institute of Technology, 

Tirchirappalli. 


obtained from 

address: Dr. Samson Mathew, Professor, Dept. of 

Civil Engineering, National Institute of Technology, 

Tiruchirappalli, Tamilnadu – 620 015, phone: 

04312503160 e-mail ID: sams@nitt.edu 

3. Urban Pavement Maintenance Management 

System for Tiruchirappalli City 


Date of Completion (Targeted): 2013 

I. National Institute of Technology, 

Tiruchirappalli (R, I) 

II. Ministry of Urban Development (S) 

II. Indian Institute of Technology Madras (C) 


Objectives: 

• 

• 

• 

• 

• 

To provides the means of developing annual work 

programs, resource requirements and budgets. 

To ensure an equitable distribution of funds over 

the country or locality and to enable priorities of 

allocations to determined in a rational way when 

available funds are inadequate. 

To authorize and schedule work. 

To provide a system of monitoring the efficiency 

and effectiveness of maintenance works. 

To provide comfort, convenience and safety to 

the road users and minimize the total cost of 

maintenance measures and road used cost. 

Scope: 

• To explore the 

use of GIS and GPS for the 

development of a PMMS. 


• To collect pavement condition data during various 

seasons using different equipments and methods. 

• 

• 

• 

To develop pavement performance prediction 

models for urban roads. 

To prioritize urban road network for routine 

maintenance, resurfacing and rehabilitation under 

budget constraints. 

To develop a decision support system for optimal 

maintenance of urban roads in varying traffic 

conditions. 

Methodology 

• 

• 

• 

• 

• 

• 

• 

• 

Development of a GIS/GPS based digital road 

network map for Tiruchirappalli city. 

Collection of pavement condition (both functional 

and structural) and traffic data. 

Estimation of Pavement Condition Index. 

Development of Pavement Deterioration Models. 

Identification of appropriate maintenance and 

rehabilitation strategies depending on pavement 

condition (both functional and structural) and traffic 

data. 

Assessing the impact of different maintenance 

strategies on the performance of pavement. 

Economic 

strategies. 

analysis of various maintenance 

Quantification 

maintenance. 

of penalties due to delayed 

Conclusions 

• 

• 

• 

• 

• 

• 

An urban road network in Tiruchirappalli City 

containing 19 roads of 15.250 km was analyzed to 

highlight the pavement condition of 25 m sections 

of each road. 

Pavement Condition was studied for four seasons 

during pre-monsoon and post- monsoon in each 

half year. 

Roughness details of the road sections were 

collected for three seasons. It was observed that 

the IRI value on the roads varied from 2.5 m/km to 

5.5 m/km. 

The progression of various distresses with and 

without maintenance works was studied. 

For majority of the road sections, 25 mm SDBC 

overlay at an earlier stage was found to be the 

optimum solution over 40 mm BM at a later stage. 

In HDM – 4, budget allocation for a specific year 

on road maintenance to a particular road section 

was done based on maximum budget utilization 

technique.

28 


obtained from 

Dr. Samson Mathew, Professor, Dept. of Civil 

Engineering, National Institute of Technology, 


04312503160 e-mail ID: sams@nitt.edu 

4. Performance Evaluation of Coir Geotextiles in 

Rural Roads of Kerala. 

Date of Start: 31 March 2011 

Date of Completion (Targeted): 31 March 2014 

I. College of Engineering, Trivandrum (R) 

II. Coir Board through Central Coir Research 

Institute, Alappuzha (S) 


The main objective of the project is to increase the 

pavement longevity of roads in rural roads using Coir 

Geoxtextiles. 

Methodology 

Construct 25 km stretch coir geotextiles reinforced rural 

roads of kerala and study the performance. 


4.672 km rural roads constructed by Kerala State 

Rural Development passing through soft soil have 

been selected and constructed. The road stretches are 

0.620 km in Trivandrum Dist., 1.168 km in kollam 

Dist., 2660 km in Patthanamtitta Dist, and 0.222 km in 

Emakulam Dist, Performance study is yet to be done. 

Reports / Publications 

Three numbers of reports presented to sponsoring 

agency – i.e., Coir Board, Kochi 


from 

Dr. Sheela Evangeline, Principal Investigator & Associate 

Professor, College of Engineering, Trivandrum, 

Mobile: 9895217551 phone: 0471-2515611, e-mail 

ID: sheelabala2000@gmail.com 

B. on-GoInG/CoMpleteD proJeCtS 

1. Applications of Rhinophalt Preservative and 

its Performance Evaluation on Three Toll 

Roads (Trial Stretches) in Rajasthan and 

Gujarat States 




2013 



II. IL & FS Transportation Network Limited, 

Ahmedabad (S) 




progress: 

As planned, the study is being implemented in three 

different phases, as described below: 

i. Phase-I: Pre-Application Investigations 

ii. Phase-II: Post-Application Investigations 

iii. Phase-III: Periodic Performance Monitoring/ 

Evaluation 

Besides monitoring of construction quality with regard 

to application of Rhinophalt preservative treatment on 

trial stretches, pre and post application investigations 

were undertaken to study the efficacy / effectiveness 

of Rhinophalt preservative on three Toll Roads. 

Performance observations are being undertaken on 

three selected road sections / stretches on Three Toll 

Roads in Rajasthan and Gujarat States for a period 

of three years. The second series of performance 

observations has been completed. Analyses of data, 

based on laboratory evaluation and field investigations, 

is in progress. 


• 

• 

• 

• 

Benkelman Beam deflection studies have not 

shown any significant difference in rate of change 

in deflection values in case of control and trial 

sections respectively on all the three sections in 

one year. 

Distress conditions have not changed significantly 

on all the three sections in one year. 

There is very little change in one year in roughness 

values on the three sections. 

There is no significant difference in the rate of 

oxidation between control and trial sections so far 


obtained from 


Road, New Delhi - 25, phone: 011- 26313569, 

Fax: 011- 26313569, e-mail ID: director.crri@nic.in

2. Design, Construction and Performance 

Evaluation of New Materials and Mixes towards 

Development and Upgradation of Standards / 

Specifications 


Date of Completion (Targeted): October 2015 

Central Road Research Institute, New Delhi 

(R, S, I) 




progress 

The second series of performance observation on 

various road sections laid with Stone Matrix Asphalt 

(SMA), Hot Mix Asphalt mixes using Waste Plastic and 

Microsurfacing were undertaken during November/ 

December, 2011. Further work with regard to processing 

/ analysis of 2 nd series of performance data is in progress 

and third series of periodic observations are being 

planned to be undertaken in the month of November 

/ December 2012. Performance observations being 

taken for time series data include (i) Assessment of 

Pavement Surface Distress by visual observation (ii) 

Measurement of Pavement surface roughness by 

using Roughometer-II (iii) Deflection measurements by 

using Benkelman Beam Method and (iv) Traffic volume 

survey, 24 hours round the clock. 


Time series data collected for the two series of 

observations reveal that pavement surface distress 

and riding quality of test sections has not changed 

significantly. 


obtained from 

The Director, Central Road Research Institute, 

Mathura Road, New Delhi, phone: 011- 26313569, 

Fax: 011- 26313569, e-mail ID: director.crri@nic.in 

3. Development of National Document/ 

Guidelines on the Use of Weigh-In-Motion 

System in India for Axle Load Monitoring 

Keywords : Weigh-In-Motion, Axle load 

Date of Start: 01.10.2009 


2012 



(R, S, I) 




progress 

• 

• 

Procurement 

completed. 

of Weigh-In-Motion (WIM) 

Field data collection using Weigh-In-Motion (WIM) 

system on few selected road sites has been 

completed. Data analyses / processing are in 

progress. 


obtained from 


Road, New Delhi - 25, phone: 011- 26313569, 

Fax: 011- 26313569, e-mail ID: director.crri@nic.in 


Waterproofing Treatment of Soil and Asphalt 

Concrete in Road Construction 


Date of Completion (Actual): June 2010 

Zydex Industries, Vadodara, Gujarat 


Status: On-going continued long term evaluation 


progress: Two post monsoon evaluations completed 

Methodology 

Soil base 

Zycosoil (new name Terrasil for soil application) applied 

on the compacted soil layers for making waterproofed 

vapour permeable layer. 

WBM / Carpet layer 

Prime / Tack coat using Zycosoil (new name Terrasil) 

solution with cationic bitumen emulsion and sprayed on 

WBM/ Carpet layer for improved wetting, penetration, 

bonding and quick set. 

Asphalt layer 

Zycosoil added in hot asphalt binder @ 0.1 Per cent by 

weight of binder and mixed thoroughly with circulating

30 

pump. The hot modified asphalt binder (VG 10) was 

mixed with heated aggregates in drum mix plant at 

site. 

Section a: (Control – No waterproofing treatment): The 

depression formed in some area was repaired before 

monsoon Year 2011. The cracks and raveling observed 

on repaired section as well as other part of the section 

Year 2012. 

Section B: (Subgrade waterproofing): Bituminous 

surface was damaged and small pot holes in few places 

observed. 

Section C: (Waterproofing of subgrade and sub-base, 

WBM primecoat, tack coat on carpet layer and antistripping 

additive on carpet & wearing coat (BUSG 

between WBM and carpet not treated) : The surface 

was found good without pot holes or cracks. The 


smoothness of surface has been affected with passage 

of time. 

Section D: Only carpet and seal coat is treated: The 

surface was found good without pot holes or cracks. 

The smoothness of surface has been affected with 

passage of time. 

limitations of Conclusions 

3 rd year post monsoon evaluation is awaited 


from: 



phone :0265-2290322, Fax : 0265-2290332, 

e-mail ID: himanshu@zydexindustries.com


II. GEOTECHNICAL ENGINEERING 

SUMMarY 

The projects reported in the Geotechnical Engineering area relate to landslide hazard mitigation, Guidelines on 

landslide Management on Indian Roads and Highways, Site Stabilisation work, Use of jute geotextiles in PMGSY 

roads to study efficacy of Jute Geotextile (JGT) and utilization of various solid industrial wastes in road works. Waste 

materials have been evaluated in the laboratory as well in the field by constructing experimental test sections. 

Performance observations are being taken up. The issues related with road infrastructure development in disaster 

prone areas have also received attention of researchers. Design and construction of roads in submerged/ flood 

affected areas of Rann of Kutch, Gujarat, formulation of guidelines for road construction in such areas have been 

reported. A project on equipment development for determination of dry density of compacted soils (Non nuclear, Non 

destructive type) has also been reported. 

A test section was laid using Jarofix, a waste of zinc metallurgical industry. It has been concluded that mixture 

of jarofix and soil can be used for embankment and subgrade construction. Utilization of laterite stone is being 

investigated for road construction in Ratnagiri District of Maharashtra. Data management and information system, 

landslide mitigation measures, road user cost models and bridge maintenance and management system has been 

developed. 

Research work has been performed on soil stabilization using commercially available materials, use of fly ash, copper 

slag, cinder waste, and phosphogypsum in subgrade and embankment construction. Based on laboratory data, it 

was found that in case of all the four types of soils as mentioned above, the unconfined compressive strength of soil 

stabilized with 2, 4 and 6% cement gives higher strength as compared to with 2, 4 and 6% commercial stabiliser for 

7, 14 and 28 days curing period. The fly ash, bottom ash and pond ash samples can be used in embankment and 

road Works. The study indicated that 10-15% of fine aggregate can be replaced by super fine slag. The optimum 

bitumen content was obtained as 4.8% and 5.5% respectively for DBM and BC mixes. The bituminous samples 

with superfine copper slag satisfied the design requirements as per MORTH specifications. A combination of waste 

recycled products and cinder can satisfy density requirements of the materials for the embankment construction. It 

was observed that both deflection and roughness characteristics of copper slag embankment was comparable to 

soil embankment. By providing geo-textiles the CBR value of weaker sub grades could be enhanced. Thereby, the 

pavement layer thickness can be considerably reduced and this facilitates the construction of roads in poor subgrade 

soil areas. SoilTech MK-III- engineered a SSB layer with much more strength then WMM (a ideal base course 

with more than 3000 Mpa strength). SoilTech MK-III-economized the project substantially. The ecological contribution 

of SoilTech MK-III used roads is excellent and over 50% then the conventional crust reducing man, machine and 

material consumption. 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

Optimising use of waste materials in road works. 


Engineering of Structures against Natural and Other Disasters 

Equipment for in-situ ground characterization 

Soil stabilizers 

Jarofix and soil mixtures for subgrade and embankment 

Performance of commercially available soil stabilizers 

Utilization of coal ash, copper slag, phosphogypsum for subgrade and embankment construction

32 


1. 

Design of Remedial Measures at Lukhbir Slide 

on NH – 31 A 

Keywords: Benching of slopes, sealing of cracks, 

retaining walls 

Date of Start: Sept. 2010 


I. 

II. 

Border Roads Organisation (S) 

CSIR- Central Road Research Institute, 

New Delhi (R) 


lukhbir slide is located at km 26.8 on NH 31- A. 

This landslide is active since 1968. Border Roads 

Organisation sponsored this study undertaken by 

CSIR-CRRI for design of suitable remedial measures. 

Methodology 

The rocks found at lukhbir slide area, are in highly 

weathered condition. Although these rocks dip away 

in to the hills from the roadway, at an angle of nearly 

40-45°, due to highly weathered conditions they are 

vulnerable to failure. Sometimes, rocks are found in 

the form of powder due to excess overburden pressure 

and ingress of moisture. Rocks here occur in very thin 

layered form, but seem to be compacted probably again 

due to the overburden. There are traces of fractures on 

the weathered rock surface in different directions. The 

slope has plenty of seepage water which makes the 

slope vulnerable to failure. 


For stabilising the downhill slope the following remedial 

measures were designed: 

• 

• 

• 

• 

• 

Design of gabion wall on downhill slope 

Design of 15m high cantilever wall on downhill 

slope 

Design of 10m high cantilever wall with cladding 

Design of cladding on downhill slope 

Design of cladding with anchors on downhill slope 


The designed remedial measures are proposed to be 

implemented. 


from 

The Head, Geotechnical Engg. Division, CSIR- 

Central Road Research Institute, New Delhi - 110025, 


Mobile: 9868858380 phone: 26832173, Fax: 011- 

26845943, e-mail ID: vittal.crri@gmail.com 

2. 

Guidelines for Landslide Management on 

Indian Roads and Highways 

Keywords: landslide Hazard Mapping, 

Vulnerability and Risk Assessment, 


Date of Completion (Targeted): Dec. 2012 

I. 

II. 

Indian Roads Congress (S) 


New Delhi (R) 


The Guidelines being prepared by CRRI would be 

including following details: 

• 

• 

• 

• 

• 

• 

Case Records of Some Major landslides and 

Identification of Areas of Concern 

landslide Hazard Mapping, Vulnerability and Risk 

Assessment 

Scientific Investigation of Slopes and landslides 

landslide Instrumentation, Monitoring, Prediction, 

Forecasting and Early Warning 

landslide Risk Reduction through Improved 

Planning, Design and Construction Practices 

Technology 

Remediation 

for landslide Prevention and 

Methodology 

These guidelines are being prepared for usage by 

State Public Works Departments, and other agencies 

who are responsible for building road infrastructure. 

The preparation of guideline is in progress. These 

guidelines are being prepared by consolidating CRRI 

experiences over last six decades, literature review for 

international and national expertise, interactions with 

road construction agencies in hill states, etc. The first 

chapter of the Guidelines will be Introduction to landslide 

hazard involving road infrastructure, International and 

Indian scenario. The other chapters include Terminology 

and Classification of Mass Movements, landslide 

Hazard Mapping, Vulnerability and Risk Assessment, 

Scientific Investigation of Slopes and landslides and 

Design of Remedial Measures. 


The Guidelines will be prepared in the form of Practical 

Usage Handbook for Road Construction Agencies.


from 

The Head, Geotechnical Engg. Division, CSIR- Central 

Road Research Institute, New Delhi - 110025, Mobile: 

9868858380 phone: 26832173 Fax: 011-26845943, 

e-mail ID: vittal.crri@gmail.com 

3. 

Site Stabilisation for Platform at Diglipur 

(North Andaman) 

Keywords: landslide Stabilisation, Debris, Hill 

Cutting 

Date of Start: Feb 2012 


I. 

II. 

Military Engineering Services( MES) (S) 


(R) 


Stabilisation of Hill-Cut Slope at North Andaman Island 

(Near Diglipur) using appropriate landslide remediation 

measure 

Methodology 

The area under the study falls in the Northern Part of 

Andaman Islands. Diglipur is the main township of the 

North Andaman Island, which is about 325 km from 

Port Blair. Most of the hill ranges in these islands, 

show a parallel trend to each other. The Platform was 

constructed after cutting two adjoining hillocks. The 

hilltop is at an elevation of 148m from mean sea level. 

The terrain is fully covered with dense vegetation. 

Nearly 3.5 lakhs cubic meters of earth was excavated 

to create platforms on the hilltop. Debris excavated from 

that area was loosely dumped on side slopes. Berms 

were provided on the slope. These hill cut platforms 

now face instability problems due to landslides. Heavy 

rainfall during monsoon contributes to slope stability 

problems in this area. The first landslide was observed in 

one side of the hill cut platform during September 2008. 

Presently another slide has occurred in the opposite 

side of the first slide. MES authorities requested CRRI 

to investigate and suggest Slope Stabilisation and 

other remedial measures. The field investigations are 

in progress. 


The project is presently under progress. 


The instability problems have occurred mainly due to 

(a) Highly weathered and soft nature of rocks in the 


area and (b) Creation of additional overburden pressure 

due to dumping of hill cut materials (c) High rainfall and 

inadequate drainage measures which saturate the 

landmass 


from 

address: The Head, Geotechnical Engg. Division, 

CSIR- Central Road Research Institute, New Delhi 

- 110025, Mobile: 9868858380 phone: 26832173, 

Fax: 011-26845943, e-mail ID: vittal.crri@gmail.com 

4. 

Geotechnical Study of Jugsalai Cinder Dump 

Area for Construction Purposes 

I. 

II. 

Keywords: Cinder dump, SPT,DCPT and Plate 

load tests 



Tata steel limited, Jamshedpur, Jharkhand 

( S) 


New Delhi (R) 


• 

• 

Determining Feasibility for using cinder dump site 

for construction purposes 

Determining the type of foundations to be adopted 

for structures built on cinder dump 

Methodology 

Cinder is a waste material of coal burning residue 

from blast furnaces/ power plants. Slag is another 

waste material generated as a by-product during the 

manufacturing of iron. At Jamshedpur, both cinder and 

slag have been dumped together in the form of a dump. 

The slope of the mound is around 45 0 and the height 

is varying from 10 m to 45 m. Tata Steel works now 

intend to use this dump area to build structures and 

connecting roads on this dump. Sub-soil investigation 

was carried out at this dump area and different field tests 

viz. SPT, DCPT and Plate load tests were conducted. 

Data analysis work is in progress. 


The project is presently under progress. 


from 


CSIR- Central Road Research Institute, New Delhi - 

110025, Mobile: 9868858380, phone: 26832173, Fax: 

011-26845943, e-mail ID: vittal.crri@gmail.com

34 

5. Development 

of non nuclear Density Gauge 

for Determination of Dry Density of Compacted 

fills. 

Keywords: Density gauge, Fine grained soil, 

Penetration resistance 

Date of Start: January 2010 

Date of Completion: Continuing 


Delhi (R) 


• 

• 

• 

Design and fabrication of model equipment 

Devewlopment of calibration charts 

Modification and development of final model for 

field applications. 

Methodology 

The model is being developed based on the principle 

that penetration resistance would vary with the variation 

in the dry density of compacted fills. A fine grained 

soil has been selected for carrying out laboratory 

investigations. Experiments indicated such variations 

and first model equipment has been fabricated. 


The project is presently under progress. First model 

equipment has been fabricated and calibration charts 

are being developed for the same. 


from 




011-26845943, e-mail ID: vittal.crri@gmail.com 

6. 

Experimental Test Track Construction Using 

Jarofix Waste Material 

Keywords: Jarofix waste, International 

Roughness Index (IRI), Deflection 

Date of Start: Nov. 2011 

Date of Completion (Targeted): Nov. 2012 

I. Hindustan Zinc Ltd., Chanderia, Chittorgarh, 

Rajasthan (S) 

II. 


(R) 



• 

• 

Construction of experimental test tracks to study 

performance of Jarofix under actual traffic and 

environmental conditions 

Pavement performance study of the experimental 

test section constructed using Jarofix by visual 

condition survey, deflection study by Benkelman 

beam, roughness observation by dipstick, and 

auto level observation for the predicting the surface 

settlement. 

Methodology 

Experimental test tracks were constructed to study 

behaviour of Jarofix waste material as embankment 

fill and subgrade material under actual traffic and 

environmental conditions. Pavement performance 

study of the experimental test section was evaluated by 

visual condition survey, deflection study by Benkelman 

beam, roughness observation by dipstick, and auto level 

observation for the predicting the surface settlement. 

First set of performance study was carried out on all 

four sections of the experimental test sections. The 

performance of Jarofix/Jarofix-soil sections would be 

compared with that of conventional soil embankment 

section. 


1. 

2. 

3. 

4. 

Overall condition of the embankment test 

sections constructed using Jarofix waste material 

is comparable to that section constructed with 

conventional soil. 

It was observed that rebound deflections values of 

sections with Jarofix and mix of jarofix:soil material 

(0.49 – 0.66 mm) are comparable to that obtained 

for conventional section (0.61 mm). 

The values of IRI (m/km) for Jarofix and mix 

of Jarofix:soil ( 3.96 – 5.90) are comparable to 

conventional soil ( 5.09) pavement section. 

It is concluded that performance of Jarofix and 

mix of jarofix:soil embankment and sub grade is 

comparable to conventional soil construction. 


It is concluded that Jarofix and mix of jarofix:soil can be 

used in embankment and sub grade construction.. 


from 

The Head, Geotechnical Engg. Division, CSIR- 

Central Road Research Institute, New Delhi - 110025, 

Mobile: 9868858380, phone: 26832173, Fax: 011- 

26845943, e-mail ID: vittal.crri@gmail.com

7. Feasibility Study of a patented Commercial 

soil stabiliser 

Keywords: Soil stabilisation, silt and Clay 

Date of Start: Feb. 2011 

Date of Completion: March. 2012 


Delhi (R) 


• 

• 

To investigate the efficacy of a commercial soil 

stabiliser for stabilization of different types of soils 

used in road construction. 

To carry out this study on four types of soils - 

Coarse grained soils (Badarpur sand and Granular 

sub base soil) and fined grained soils (Delhi silt and 

Clayey soil). 

Methodology 

In order to assess the efficacy of Patented commercial 

Stabiliser via-a-vis Cement (a conventional soil 

stabilizer), two types of coarse grained soils (Badarpur 

sand and Granular sub base material) and two types 

of fine grained soils (Delhi silt and Clayey soil) were 

stabilized both with cement and commercial soil 

stabilizer separately. Strength gain was determined in 

terms of Unconfined compressive strength and CBR. 

The durability tests were also conducted to assess the 

performance of stabilized soils under the wetting and 

drying cycles which simulate the environment condition 

in field. 


Based on laboratory data, it was found that in case 

of all the four types of soils as mentioned above, the 

unconfined compressive strength of soil stabilized 

with 2, 4 and 6% cement gives higher strength as 

compared to with 2, 4 and 6% commercial stabiliser 

for 7, 14 and 28 days curing period. The increase in 

soaked CBR value with 2%, 4% and 6% cement and 

commercial stabiliser was also evaluated. It was found 

that CBR values increase significantly with the addition 

of both cement as well as commercial stabiliser. From 

durability test, it was concluded that silty soil sample 

stabilized with 2% Cement as well as commercial 

stabiliser failed, indicating necessity for higher dosage 

of stabiliser. Accordingly, Delhi silt stabilised with 4 and 

6% cement and commercial soil stabilizer, satisfied 

durability test criteria as stipulated in ASTM D559 and 

in IRC :SP:98-2010. In case of Badarpur sand samples 

stabilized with 2%, 4% Cement and 2%, 4% and 6% 

commercial stabiliser failed in durability test. However, 

Badarpur sand sample stabilized with 6% Cement 


could pass the durability test. In case of clayey soil the 

samples made with both cement as well as commercial 

stabiliser could not satisfy the criterion as stipulated 

in ASTM D559 and prescribed by IRC: SP:98-2010. 

However in case of Granular soil it was concluded that 

soil sample stabilized with 2%, 4% and 6% Cement as 

well as 2%, 4% and 6% commercial stabiliser could 

pass the durability test. 


Based on laboratory studies, it was concluded that 

Delhi silt treated with both 4 and 6% cement as well 

as commercial soil stabilizer, Badarpur sand with 6% 

cement only and granular soil with 2%, 4% and 6% 

cement as well as commercial soil stabilizer, can be 

considered for its use for subgrade improvement as 

well as in sub-base layer of a road pavement. However, 

before recommending for large scale application, an 

experimental section be constructed and monitored 

over a period of time to assess the performance of 

road. 


from 



110025, Mobile: 9868858380, phone: 26832173, 

Fax: 011-26845943, e-mail ID: vittal.crri@gmail.com 

8. Feasibility Studies on Vedanta IPP Coal 

Ash Samples for Road & Embankment 

Construction 

Keywords: Fly ash, bottom ash and pond ash, 

clinker grinders 



I. 

Vedanta Group of Industries (S) 

II. Central Road Research Institute, New Delhi 

(R) 


• 

• 

• 

To determine the suitability of pond ash for road 

and embankment construction 

Characterisation of different types of ash samples 

produced at Vedanta Independent Power Plant 

(IPP’) 

Providing suggestions/recommendations regarding 

their usage in road construction works 

Methodology 

Different types of ash samples produced at Vedanta 

Independent Power Plant (IPP’) viz., fly ash, bottom

36 

ash and pond ash samples were characterised in 

the laboratory for their physical and engineering 

properties. On the basis of laboratory data suggestions/ 

recommendations regarding their usage in road 

construction works were made. 

Conclusions/Supporting Data 

The fly ash, bottom ash and pond ash samples can be 

used in embankment and road Works. 


Several road improvement/ widening projects are 

being taken up in Orissa State. Ash can be used in 

these road works gainfully and also result in reduction 

of environment pollution. 


from 


CSIR-Central Road Research Institute, New Delhi - 



9. Feasibility Study on Usage of Super Fine 

Copper Slag in Land Filling and Road 

Construction 

Keywords: Dense Bituminous Macadam (DBM) 

and Bituminous Concrete (BC) 



I. 

II. 

M/S Hindalco Industries Limited, Dahej, 

Gujrat.( S) 

CSIR - Central Road Research Institute, 

New Delhi (R) 


Feasibility study of super fine copper slag waste 

material in land filling and road construction. 

Methodology 

Super fine copper slag is a waste material produced 

during extraction of copper concentrate from high 

copper ore by floatation and filtration processes. At 

present, the accumulated super fine copper slag is 

about 2 lac MT, while its annual production is about 1.5 

lac MT per year at Hindalco Industries limited, Dahej, 

Gujrat. After investigating its feasibility for construction 

of road embankment, laboratory studies were also 

carried out for evaluating the suitability of material as 

a replacement of fine aggregates in various bituminous 

mixes. The feasibility of its utilization was tried in 


different bituminous mixes viz. Dense Bituminous 

Macadam (DBM), Grade 2 and Bituminous Concrete 

(BC), Grade 2. 


The study indicated that 10-15% of fine aggregate can 

be replaced by super fine slag. The optimum bitumen 

content was obtained as 4.8% and 5.5% respectively 

for DBM and BC mixes. The bituminous samples with 

superfine copper slag satisfied the design requirements 

as per MORTH specifications. 


It is concluded that super fine copper slag waste 

material can be used in embankment and DBM and BC 

mixes for road construction. 


from 





10. Feasibility Study of Cinder Waste Material for 

Road Construction 

Keywords: Cinder waste, Waste Recycled 

Product (WRP) 


Date of Completion (Targeted): Oct. 2012 

I. 

II. 

Tata steel limited, Jamshedpur, Jharkhand.( 

S) 

CSIR - Central Road Research Institute, New 

Delhi (R) 


Feasibility study of cinder waste material for use in 

embankment, sub base, base course and bituminous 

layers of road pavement. 

Methodology 

Cinder, WRP (Waste Recycled Product), local soil 

and their various mixes in different proportions are 

being studied for their use in different layers of road 

construction. These materials are being tested to 

determine whether they satisfy the criteria laid down by 

MORTH specifications for use in road works. 


These materials have been found to be granular in 

nature having good drainage properties and high

angle of friction. A combination of WRP and cinder can 

satisfy density requirements of the materials for the 

embankment construction. 


Interim results show that cinder waste material can be 

used in embankment for road construction. 


from 





11. Suitability of Granular Materials for Capillary 

Cut-Off 

Keywords: capillary cut-off, Sub grade, 

geotextile 


Date of Completion (Targeted): March. 2012 

I. 

II. 

PWD, Jhajjar, Haryana.( S) 


(R) 


To assess the suitability of locally available granular 

materials, locally known as Tibba sand for the 

construction of embankment, sub grade and capillary 

cut-off. 

Methodology 

A stretch of about 4.2 km length of NH-71 near Jhajjar 

in Haryana experiences frequent failures due to low 

embankment height of the road and presence of an 

canal adjacent to this road at this location. The subgrade 

soil of this road gets saturated and subsequently it 

results in failure. The water from canal saturates the 

sub grade layer by capillary action. To rectify this 

problem, it was decided that the height of embankment 

be raised and a capillary cut-off layer be provided. For 

this, locally available materials commonly known as 

Tibba sand and GSB materials were investigated for the 

construction of embankment, sub grade and capillary 

cut-off. It was observed that Tibba sand may be used 

for the construction of embankment and a mix of Tibba 

sand and soil can be used for sub grade construction. 


Granular materials, available locally, did not satisfy the 

required filter/drainage specifications for capillary cut- 


off. However, these materials may be used along with 

geosynthetic materials for construction of capillary cut. 


Raising of the embankment height has now been taken 

up based on CRRI recommendations. 


from 





12. Feasibility Study on Utilisation of 

Phosphogypsum as Road Construction 

Material 

Keywords: Phosphogypsum, Fly ash, concrete 

road, Bituminous mixes 

Date of Start: April. 2011 

Date of Completion (Targeted): June. 2012 

I. M/s Paradeep Phosphates Ltd., Orissa, 

India 




In order to assess suitability of Phosphogypsum as a 

road construction material, a laboratory study has been 

taken up. The broad scope of work is as follows: 

• 

• 

• 

• 

Characterization of Phosphogypsum 

Characterization of locally available Soil /Fly ash 

and Phosphogypsum mixes 

Use of Phosphogypsum in concrete roads 

Use of Phosphogypsum in Bituminous mixes of 

flexible pavements. 

Methodology 

To carry out the study, Phosphogypsum samples 

and locally available soil was collected. The locally 

available soil is fine grained soil and clayey in nature. 

Since fly ash is available in plentiful nearby, mixes of 

phosphogypsum and fly ash at various proportions have 

also been characterised. Physical and engineering 

properties of phosphogypsum as such and mixes of 

Phosphogypsum and soil/ fly ash have been determined 

in CRRI laboratory. The properties determined include 

specific gravity, particle size distribution, consistency 

limits such as liquid limit and Plastic limit, OMC and 

MDD, etc. The strength and engineering characteristics

38 

of phosphogypsum alone and in combination with local 

soil, lime and fly ash, etc were determined in terms of its 

Shear strength (c, φ) and California Bearing Ratio (CBR). 

In order to assess the efficacy of phosphogypsum for 

the purpose of stabilisation, mechanical stabilization 

of soil and phosphogypsum and lime stabilization of 

phosphogypsum has been carried out separately and 

strength gain was determined in terms of Unconfined 

Compressive Strength and California Bearing Ratio 

(CBR). The durability tests were also conducted to 

assess the performance of stabilized soils when 

subjected to wetting and drying cycles. 


Based on laboratory data, it was found that 

phosphogypsum as such when compacted at OMC & 

MDD, has very good shear strength. The unconfined 

compressive strength (UCS) was good enough for 

its use in different pavement layers. However when 

this sample was soaked in water for the purpose of 

durability, it was found to lose some strength but still 

it has sufficient strength for use in sub base layer or 

as a capping layer. The local soil was stabilized with 

different percentages of phosphogypsum going upto 

50%. The gain in strength was determined in terms of 

Unconfined Compressive Strength. It was found that 

with the addition of phosphogypsum, the UCS increased 

but only upto 20% of phosphogypsum addition. When 

the quantity of phosphogypsum was increased beyond 

20%, UCS strength decreased. However, when the 

mixes of soil and phosphogypsum, were subjected to 

durability tests none of the samples could withstand 

the durability test criteria. During the determination of 

unconfined compressive strength, it was observed that 

compacted specimen of phosphogypsum behaved like 

a semi rigid material. 


Based on laboratory studies, it is concluded that 

phosphogypsum as such can be used as a fill material 

and in sub-grade/sub-base layer of a road pavement. 

However, before recommending for large scale 

application, an experimental section be constructed 

and monitored over a period of time to assess the 

performance of road. Further work is currently under 

progress. 


from 






13. Design and Construction of Embankment and 

Pavement Layers using Copper Slag 

Keywords: Copper slag, Roughness, settlement, 

deflection 

Date of Start: April. 2011 


I. 

II. 

M/s Sterlite Industries( S ) 




• 

• 

Construction of experimental test section 

embankment in the bridge approaches of Madurai- 

Tuticorin Highway (NH-45B) using copper slag 

Performance observation of experimental test 

section of copper slag embankment and bituminous 

concrete layer in terms of Roughness, settlement 

and deflection of the test track 

Methodology 

The construction of experimental test section using 

copper slag was carried out as per the methodology 

developed by CRRI. The embankment was constructed 

in the bridge approaches of Madurai-Tuticorin Highway 

(NH-45B). The approaches towards Madurai (200m 

on both lanes) were constructed with copper slag 

while the approach towards Tuticorin (200m) was 

constructed with soil. The maximum height of copper 

slag embankment was 4m. Copper slag is sand 

sized cohesionless material, hence construction of 

embankment using copper clag alone is not feasible. 

Hence Copper slag was mixed with locally available 

pond ash in equal proportion and embankment was 

successfully constructed. Copper slag which was 

found suitable as a replacement of fine aggregates in 

bituminous construction, was tried for its field usage, by 

constructing a 350m length experimental Bituminous 

concrete layer. The first performance observation of 

experimental test section of copper slag embankment 

and bituminous concrete layer has been recorded. 

Roughness, rutting and deflection of the test track 

was noted using different equipment, viz. Benkelman 

beam, dip stick and Total station. Bituminous core was 

taken from the surface layer of bituminous concrete 

constructed by using copper slag to evaluate its in-situ 

density. 


It was observed that both deflection and roughness 

characteristics of copper slag embankment was 

comparable to soil embankment.

Significance/ Utilisation potential 

Based on laboratory studies, it is concluded that the 

copper slag mixed with locally available pond ash by 

50 per cent was found suitable as a road construction 

material, especially for embankment construction. 


from 





B. CoMpleteD proJeCtS 

1. Engineering of Structures against Natural and 

Other Disasters 

Keywords: Cyclone disaster, Differential global 

Positioning System, steel pedestals, lanslides 

I. 

II. 


Central Road Research Institute, New Delhi( 

R ) 

Structural Engineering Research Centre (C) 


Status: Continued 



This project has been taken up as a network project 

coordinated by SERC, Chennai. Preparation of 

Guidelines for Cyclone prone areas and studies on two 

large landslide affected areas were carried out under 

this project. Under the second project, two landslides 

namely Patalganga and Kaliasaur landslides have 

been selected for detailed investigations under this 

project. 

Work done on Kaliasaur landslide: 

1. Base Map Preparation: A total 231.49 Ha area 

was covered for the topographical survey with 

scale of 1:500. The topographic base map which 

was produced with the help of high precision total 

station and the DGPS was used to develop a 

Digital terrain model and its derivatives maps such 

as slope and aspects. The DTM and its derivatives 

give opportunity of logical thinking about the 

possible influence and activities on the basis of 

visual observation on the ground. 

ROAD RESEARCH IN INDIA 2011-12 39 

2. 

3. 

Geomorphological Assessment: 

Geomorphological studies of the area have been 

carried out on the base map of the 1:500 scale. 

The morphology of slide has changed regularly 

since the slide first appeared. Repeated sliding 

of minor magnitude have been occurring from 

the main scarp of the slide making the slide 

retrogressively moved because the surface of 

rupture was extending in the direction opposite the 

movement of the displaced material. However, at a 

later date the surface of rupture started extending 

at the lateral margin as well widening the slide 

making it advancing in nature. The cliff, the steep 

rupture surface of the top has got enlarged by 40m 

since 1984. In 2010 alone it has got enlarged by 

20 m during one event of sliding. The cliff between 

the crown and displaced material become irregular 

because of the numerous gullies. There are many 

cracks above the crown part. Below the main scarp 

there are a few minor scarp developed, indicating 

successive sliding. 

Investigating the Role of Geology in Slope 

Instability: Detailed geological map of the area 

was prepared to find out the role played by 

lithology and structures to affect the slope stability. 

The independent geology and structural mapping 

revealed the fact that structures are formed by 

tectonic deformations in past geological times. The 

detailed study of major and minor structures was 

carried out with an intention of figuring out their role 

in inducing instability and causing the slope failures 

in the area. In the area of study it has been observed 

that contacts between two litho-units (e.g. pink and 

white quartzite) are often a fault, i.e. their contact 

surface is actually faulted. Prominent foliation of 

the area shows that the strata are folded synclinally 

and anticlinally. Wedge failure is the most common 

mode of failure in highly jointed quartzite rock in 

this area. 

In a similar manner, Micro-Zonation Analysis Based 

on Rock Mass Rating (RMR) and Slope Mass Rating 

(SMR), Kinematic Slope Stability Analysis, Microhazard 

evaluation has been carried out for this slide. 

The landslide activity reactivated during Sep-Oct 2010 

and NH 58 had to be closed to traffic and vehicles had to 

take a longer detour. CRRI has carried out estimation of 

indirect landslide losses due to reactivation of Kaliasaur 

landslide using unit cost estimation method. 

Detour cost = (Extra operating costs in detouring + 

Extra fuel used * Fuel price) * Number of travelers 

affected. 

The estimation was based on traffic affected due to 

detouring due to blockage of National Highway–58.

40 

The total detouring cost for 45 days during September- 

October, 2010 has been estimated to be about Rs. 25 

million(approx). 


Project Report has been submitted to SERC, Chennai. 


from 





2. Design and Construction of Roads in 

Submerged/ Flood affected areas of Rann of 

Kutch, Gujarat 

Date of Start: Oct-09 

Date of Completion: Dec - 2011 

I. 

II. 


Delhi (R) 

National Buildings Construction Corporation 

(S, I) 


• 

• 

Providing design methodology for construction of 

roads in perennially waterlogged areas of Rann of 

Kutch 

Road construction adjacent to sea – in tidal areas 

Methodology 

The National Buildings Construction Corporation has 

taken up certain road works in Rann of Kutch, Gujarat. 

In the Rann of Kutch area, due to flat terrain of the 

land, Arabian Sea water transgresses and regresses 

frequently leaving inland marshy and swampy, dotted 

with small to very large salt water bodies. CRRI team 

carried out extensive field work, recording the damages 

to embankment and road pavement, site conditions 

and after analysis of data, design of erosion control 

measures was carried out. The remedial measures 

broadly comprise of energy dissipation armour system 

of gabions and geotextiles to prevent loss of fill material. 

To undertake road embankment construction in 

waterlogged stretch, use of granular material has been 

suggested. Presently road embankment construction 

is under progress using back dumping technique 

and granular materials in water. Basal reinforcement 

using geogrids has been provided to facilitate road 

construction in tidal areas. 



from 

The Head, Geotechnical Engg. Division, CSIR- Central 

Road Research Institute, New Delhi - 110025, Mobile: 

9868858380, phone: 26832173, Fax: 011-26845943, 

e-mail ID: vittal.crri@gmail.com 

3. Design of Approach Embankment Using Pond 

Ash in Waterlogged Area near Yamuna River, 

Delhi 

Date of Start : April-09 

Date of Completion (Targeted): Dec - 2012. 

I. 

II. 


Delhi (R) 

Delhi Tourism & Transportation Development 

Corporation (S, I) 


The Government of Delhi has entrusted construction 

of Signature Bridge and its approaches at Wazirabad 

across River Yamuna to Delhi Tourism & Transportation 

Development Corporation ltd. (DTTDC). The eastern 

approach of this bridge comprises of an embankment of 

about 1.8 km length and a flyover over the embankment 

at the intersection. During September 2008, flooding 

of the Yamuna basin occurred due to torrential rains. 

A part of the stretch in which embankment is to be 

constructed, was still submerged in water (2 to 2.5 m 

deep) even in March 2009. DTTDC approached CRRI 

to provide ‘Design and Construction Methodology for 

approach embankment in water logged area’. The road 

embankment construction is now nearing completion 

based on CRRI design and construction methodology. 

Methodology 

CRRI team carried out detailed field investigations 

including static cone penetration (SCP) tests at the 

proposed site to obtain a clear picture of sub-soil 

strength profile. Samples of proposed fill materials like 

pond ash, local soil and Yamuna sand were collected 

and these were subjected to various tests to determine 

their physical and engineering properties. The stability 

analysis for the approach embankment was carried 

out using the stability analysis software available in 

CRRI. The stability analysis showed that embankment 

side slope of 1V:2.5 H with a berm of 4 m width to be 

provided at a height of 4 m from ground level would 

be the most appropriate choice. A novel construction 

methodology involving back-dumping of pond ash 

directly into water pond was also devised. DTTDC have 

now taken up construction of embankment in water 

pond area. Presently the construction of embankment 

from chainage0.00m-1000m and guide bund at ch:0.00 

is nearing completion.


from 





4. Pilot Project for Construction of PMGSY 

roads Using Jute Geotextiles 


Date of Completion: Continuing 

I. 

II. 

III. 

Central Road Research Institute (R), 

Jute Manufactures Development Council (S), 

National Rural Roads Development Agency (I) 


This is a sponsored by Jute Manufactures Development 

Council (JMDC) under the aegis of NRRDA. Under 

this project 5 PMGSY roads in four states (Assam, 

M.P, Chattisgarh and Orissa), where construction 

work has been completed, have now been taken up 

for performance monitoring. The objective of the 

project is to study efficacy of Jute Geotextile (JGT) for 

drainage, erosion control, capillary cut-off and subgrade 

improvement and hence performance monitoring 

forms an important component of this project. Each 

of these PMGSY Roads, comprise of several subsections 

in which JGT of different varieties (woven, 

non woven and open weave), of different strengths 

and rot treated as well as non treated varieties have 

been laid to study their relative performance. Control 

sections without JGT have also been constructed. 

A distinguishing feature of these test roads is the 

construction of reduced pavement thickness sections 

where in JGT as drainage improvement layer has been 

laid above subgrade. During last year, Second cycle of 

visual condition survey of the test sections, recording 

of various types of distress in the pavement, shoulder 

area, embankment side slopes, Benkelman Beam 

deflection studies and determination of field CBR of 

subgrade soil using DCP test were carried out. Project 

Report has been prepared and submitted to JMDC. 


Report has been submitted to Jute Manufactures 

Development Council. 


from 






5. Use of Coir Geotextiles in Road Construction 







progress: 

laboratory experiments are conducted on weak soil 

reinforced using natural geotextiles like coir mattings 

with different mesh size (half inch and one inch), panama 

weave (commercial name given by manufacturer) 

and also polymeric geotextile like High Density Poly 

Ethylene (HDPE). The improvements in soil properties 

obtained with the use of coir geotextiles were found 

out. It is proposed to lay test tracks and canal bank 

protection using biodegradable geotextiles like coir. 

The performance of the same will be monitored and 

evaluated. 


By providing geo-textiles the CBR value of weaker sub 

grades could be enhanced. Thereby, the pavement 

layer thickness can be considerably reduced and this 

facilitates the construction of roads in poor sub-grade 

soil areas. 


from 




phone: 0471- 2548300, 2543678, Fax: 0471-2543677, 


proForMa – D: 

C. R & D ACTIVITY REPORT BY CONSULTANCY 

FIrMS/ContraCtorS/ConCeSSIonarIeS 

1. 

Design & Construction of Base Course 

and Sub grade Pavement Layers with Soil 

Stabilized Base Course (SSB) for Lighter and 

Durable Highway Crust. 

I. 

II. 

Date of Starting and Duration: 10.12.2011 

Date of Completion: 17.12.2011 

India Polyroads Pvt. Ltd. (IPPL), Gurgaon, 

Haryana 

Border Road Organisation (BRO), New Delhi

42 


• 

• 

• 

• 

• 

• 

To assess the suitability of SSB layer with Nano 

Polymer base “SoilTech MK-III” for Road, Runway, 

Hard Strand Construction by comparing their 

Physical, Engineering, Financial and Execution 

time properties with those already implemented 

vide IRC Codes, MORT&H, MORD, NNRDA and 

State PWD’s specifications by detailed laboratory 

investigations. 

To correlate design procedure with IRC: 37; As per 

the Pavement Crust Catalogue frizzed in IRC: 37, 

Though; how the crust derived in catalogue not 

detailed but formulas are given for layer Theory 

of Crust Design. Considering the same formula but 

different E-module value of higher strength layer 

like SSB, design establishment has been derived 

for failure of Rutting & Fatigue and need to be 

endorsed. 

Design of Pavement Cross Section using SoilTech 

MK-III, considering the actual traffic to be stimulated 

over design life and site condition. 

Geotechnical laboratory & field investigation to 

evaluate the suitability of material/design mix/ 

product application for real time construction. 

Quality execution and control assurance, guideline 

and its implementation at site. 

Monitoring of performance of Constructed Road 

over a period of time including monsoon which 

includes DCP Test and APTF simulates. 

Methodology 

As per IRC:37-2001, trail pavement design are to 

be analyzed using linear elastic layered theory and 

maximum vertical strain on sub-grade and maximum 

tensile strain at the bottom of bituminous layer are 

computed for a standard load. Design thickness 

combination is so selected that the computed critical 

strain values, which correspond to the initial condition 

of the pavement, are less than the limiting strain 

values given by the performance criteria adopted in the 

guidelines. limiting strain criteria have been given in 

IRC: 37 for two distresses: - rutting along wheel paths 

and fatigue cracking in bituminous layers. No separate 

criterion is available for rutting in bituminous layers. The 


criteria for rutting and fatigue cracking in bituminous 

layers are given as Equations 1 and 2 respectively. 

There after the highway stretch had been constructed 

with an over strength Nano Polymer Base liquid called 

SoilTech MK-III, as a composite SSB (Soil Stabilized 

Base) layer. While calculating the stress/strain failures 

in layer Theory formulated in IRC: 37 for this crust, it 

was found the reduced crust itself is more than enough to 

take 9 CBR & 6 MSA design over a period of 15 years. 

Interim Conclusion 

a) The usage of Nano Polymer base SoilTech MK-III 

has been optimized at 0.5 to 0.55% by weight of 

Mix to be stabilized for cost effective SSB layer. In 

case, soil criteria don’t suit, then additional blending 

of material recommended. 

b) The Geotechnical Characteristics, laboratory 

results and field in-situ results of many type of soil 

stabilization are available. It is now time to evaluate 

the standard of each based on Strength, Durability 

and Ease of Application. The outcome results of 

SoilTech MK-III is substantially higher than any 

other stabilizer and as it is used in OMC Ratio with 

water to be pulverized, the ease of application and 

misuse in this case is zero. 

c) Performance of real time traffic stimulation for 

last six (06) month shows that ; this SSB layer in 

construction enhances the pavement life and also 

minimizes the maintenance cost of pavement. 

d) Alternate composite design and pavement save 

Time and enable first construction. 

e) SoilTech MK-III- Engineered a SSB layer with 

much more strength then WMM (A IDEAl 

BASE COURSE WITH more than 3000 Mpa 

strength). SoilTech MK-III-Economized the project 

substantially. The Ecological contribution of 

SoilTech MK-III used roads is excellent and over 

50% then the conventional crust reducing MAN, 

MACHINE & MATERIAl consumption. 

Further Details can be obtained from 

India Polyroads Pvt. ltd., Plot No.-115, Sector-44, 

Gurgaon-122 002, Haryana, Mobile: +91 9560106662 

phone: +91124 4477743/47, Fax: +91124 4477748, 

e-mail id: ippl-gurgaon@ippl.net.in


III. BRIDGE ENGINEERING 

SUMMarY 

Bridge management consists of inventory, condition assessment with inspection or NDTs, distress diagnostics, load 

carrying capacity evaluation of existing bridge, prioritization and strengthening and rehabilitation. All these demand 

appropriate knowledge as well as technology for which research in our country is going on in a fast pace. Some of the 

research projects reported here in highlight the analytical and experimental studies. Also, in this context, field study 

of a PSC girder bridge including the rehabilitation scheme is presented. 

Health monitoring using smart materials, damage prognostics and mitigation are also interesting fields of study. 

Experimental Modal Analysis is being extensively used worldwide for distress diagnostics. Studies on fatigue remaining 

life assessment of bridge structures are also of great interest. Developing theoretical capability and assessing efficacy 

of different rehabilitation and strengthening techniques for bridge and its components using external prestressing or 

wrap methods (CFRP etc) is also another field of research. Understanding the process of material degradation due 

to chloride attack, carbonation, ASR etc, under aggressive environmental condition is ongoing research interest. 

Also, establishing the efficacy of mitigating efforts such as steel reinforcement with different anti-corrosive coatings in 

normal concrete or use of materials such as HPC with uncoated reinforcement is a need of hour. 

The impact of noise and vibration in congested urban built environment is another important issue. For example, 

noise and vibrations were enhanced in vicinity of a flyover due to movement of heavy vehicular traffic over it, causing 

intolerable conditions for residents in the nearby buildings. Assessment of noise and vibration levels, their cause and 

remedial measure is a point of study. 

Development of suitable inspection tools such as Mobile Bridge Inspection Unit and test facilities such as for testing 

of expansion joints for bridges is of interest to professionals. 

A total of 9 projects have been reported out of which four are completed and five are on-going. 

1. 

2. 

3. 

4. 

5. 

6. 


Distress Diagnostics and Rehabilitation of PSC girder Bridges 

New techniques for Structural Health Monitoring of Bridges 

Development of tools for Bridge Management and their implementation 

Efficacy of Strengthening and Rehabilitation Techniques for bridges 

Assessment of Noise and Vibrations Induced by Movement of Heavy Vehicular Traffic on Bridges and Flyover 

and their impact on nearby buildings 

Indigenous Design and Development of Mobile Bridge Inspection Unit

44 


1. 

Distress Diagnosis and Rehabilitation of a PSC 

Girder Bridge on Maskararo River, Chilkana - 

Gandved route near Saharanpur (UP). 

Date of Start: Oct 2011 



Delhi (R,I) 

UP Public Works Department, Lucknow (S) 


The objective of this project is distress diagnostics of a 

PSC girder bridge and prescription of the rehabilitation 

scheme. 

Methodology 

This 2- lane bridge of 7.5m wide carriageway was built 

in 1973-74 and opened to the traffic around that time. 

The total length of this bridge is about 120 m arranged 

in a four span configuration of 29.0 m, 28.25 m, 28.25 

m and 29 m length (approx) resting on three piers 

and two abutments, through steel roller-rocker type 

bearings and separated by expansion joints. The deck 

comprises the slab supported by two PSC girders and 

RC cross- girders. 

The investigations comprised of identification of causes 

of distresses in the girders, assessment of quality of 

in-situ concrete in different components of the bridge 

through NDT, and load testing of one span of the bridge 

to assess the existing load carrying capacity of bridge. 


Based on the investigations it is observed that the 

bridge is deficient in load carrying capacity and suitable 

scheme for rehabilitation and strengthening of the 

bridge are proposed. 

Significance/ Utilization Potential 

The findings of the study is useful for strengthening of 

the bridge 


Report on “Distress diagnostics and rehabilitation 

of a PSC girder Bridge on Maskarao River, near 

Saharanpur”, CSIR-CRRI, New Delhi, 2012 

Further Information can be obtained from 


Delhi-Mathura Road, New Delhi –110 025, phone: 011- 


26832173, 26831760, Fax: 011-26845943, 26830480, 

e-mail: director.crri@nic.in 

2. 

Assessment of Noise and Vibrations induced 

by Movement of Heavy Vehicular Traffic on the 

Munirka Flyover on Outer Ring Road, Delhi 

Date of Start: Feb 2012 


I. 

II. 



Public Works Department, Delhi (S) 


To study the noise and vibrations due to movement 

of heavy vehicular traffic on the Munirka Flyover, its 

impact on the buildings in its vicinity and suggesting 

remedial measures for reduction of noise and vibration 

levels. 

Methodology 

The following methodology was adopted: 

• 

• 

• 

• 

• 

Field measurements of parameters such as noise 

levels, acceleration and vibration velocity in X, Y & 

Z directions at various locations of the flyover and 

nearby residential buildings 

Measurement of displacement of the flyover 

superstructure during the movement of vehicles 

Analysis and comparison of field data with respect 

to noise and vibration with permissible limits 

Identify the cause for noise and vibration 

Suggestion of remedial measures to mitigate the 

noise and vibration problem of residents of nearby 

areas. 


The measured noise levels at many residential buildings 

on both sides of the Munirka flyover are found to be high 

in night time compared to the CPCB recommended 

value of 45 dB by CPCB as the existing noise barriers 

was not fully effective in eliminating the airborne noise/ 

vibrations therefore, suggestions have been given to 

modify these noise barriers. 

Based on the instrumentation and monitoring of the 

flyover and the surrounding buildings it has been 

observed that the frequencies of vibration of the flyover 

were quite close to the surrounding buildings which may 

cause enhancement of the vibratory response of the 

buildings particularly in night. However, the buildings 

were found to be safe due to traffic induced vibrations 

since these are RCC framed buildings.

The measured displacements of bridge superstructure 

were found to be within the prescribed limits as per IRC 

guidelines. 

Several measures have been proposed to reduce the 

noise and vibration levels felt at the nearby buildings 

due to the movement of vehicular traffic. 

Significant Utilization /Potential 

The findings of the study when suitably implemented 

will help to mitigate the noise and vibration felt by the 

residents in the vicinity of the said flyover. 

recommendations for Further Work 

More detailed studies are required to establish the 

serviceability criteria with respect to displacement and 

vibration of flyovers with steel –concrete composite 

deck. 


Report on “Study of Vibration due to movement of 

heavy vehicular traffic on Munirka Flyover on Outer 

Ring Road”, CSIR-CRRI, New Delhi, 2012 




26832173, 26831760, Fax: 011-26845943, 26830480, 


B. on-GoInG / CoMpleteD proJeCtS 

1. 

Structural Health Assessment and 

Management of Bridges 

Date of start : April 2009 

Target date of completion: March 2012 

CSIR-Structural Engineering Research Centre, 

Chennai 


Status : Completed 

Year of last report : 2011 

progress: 

I. 

Studies on damage assessment using 

Experimental Modal Analysis 

Experimental modal analysis has been carried out 

on the reinforced concrete slab strip to study the 

effect of damage on vibration characteristics towards 

identification of damage. Damage has been induced 

on the beam by applying static load in increments 


and observed the damage behaviour at pre-yielding, 

yielding, post-yielding and ultimate stages. The 

reinforcement of the slab was instrumented with strain 

gages to get strain response during the static and 

dynamic loading. Vibration testing has been carried 

out on the slab by exciting with electro dynamic shaker 

and instrumented impact hammer. Vibration responses 

have been measured using the set of accelerometers 

fixed at bottom of the slab. Vibration testing has been 

carried out at undamaged as well as after each level of 

damage introduced by static loading. Because of limited 

number of sensors, roving acceleration testing was 

performed using five roving accelerometers with two 

reference accelerometers. The roving accelerometer 

setup as well as the excitation being applied using 

APS400 shaker and impact hammer is shown in Fig.1. 

First three bending modes were extracted from the 

synchronised roving accelerometer test data using 

enhanced frequency domain decomposition technique 

after restraining the support vertical displacements. 

Based on the signal analysis of the vibration data, two 

linear parameters; viz., frequency and damping which 

can be used as damage indicators were analysed. The 

linear damage indicators which can be immediately 

identified are the changes in frequencies and mode 

shapes. The frequency changes at different levels 

of damages were plotted and from which it can be 

observed that reinforced concrete immediately starts 

to crack in a continuous process and thus reduces 

stiffness and eigen frequencies. 

Fig.1 Roving acceleration setup, excitation using 

electrodynamic shaker and instrumented impact 

hammer 

II. Studies on effect of corrosion on static and 

dynamic behaviour of rC structures 

Experimental investigations were carried out on 

post-tensioned prestressed concrete beams of size 

150x300x3000mm with M45 grade concrete, to study 

the effect of tendon corrosion on the static and dynamic 

behaviour of the beam. The prestressing wires used in 

the beam have been subjected to predetermined level 

of accelerated corrosion. At different corrosion levels, 

static and vibration testing of the beams were carried 

out to obtain the static and vibration responses which 

further were analysed for identifying the corrosion 

damage in the beam. 

Initial corrosion test was conducted on two prestress 

wires to study the change in stress and strain with

46 

corrosion. Accelerated corrosion was induced on 

two 7mm dia HTS wires, length 600mm to induce 

uniform corrosion in the wire as it occurred natural 

way and to find reduction in the capacity and diameter 

of wire. Measured average weight of metal loss and 

final diameter of the corroded bar were 34 grams and 

5.6mm, respectively. Tension test on the corroded and 

uncorroded bars were conducted. From the tests, it 

was found that the ultimate stress of corroded bar was 

reduced by 22% compared to that of uncorroded bar. 

Ultimate strain of corroded bar was 0.44 times that of 

the uncorroded bar. 

Static and vibration tests have been conducted on 

the beam with and without prestress before the start 

of the accelerated corrosion test. Fig.2(a) shows the 

experimental test setup of the beam and Fig.2(b) 

shows the setup for accelerated corrosion testing. Static 

loading was applied up to first cracking stage and the 

load deflection curve up to first cracking stage and the 

tensile and compressive strains at bottom and top on 

concrete surface at mid-span of beam were plotted. 

III. 

Studies on fatigue remaining life assessment 

of bridge structures 

Studies were carried out on fatigue remaining life 

assessment of a typical plate girder steel bridge. 

Different fatigue damage models and Linear Elastic 

Fracture Mechanics (LEFM) have been considered for 

evaluating the remaining service life of a typical steel 

railway bridge. The models were used to evaluate the 

reimaging service life of the bridge using the data of 

strain-time histories obtained from the experimental 

investigations. The strain response (Fig.3) from the 

weld due to passage of the train has been considered. 

By considering the uncertainties in load model and 

model factor obtained from stress analysis, the reliability 

index versus fatigue remaining service life curves were 

developed. The fatigue remaining life of the girder by 

incorporating corrosion effect was also evaluated by 


assuming uniform surface corrosion rate of 0.03mm/ 

year. The reliability index curve was modified to account 

for corrosion effect. 

Fig.3: Strain-time history at welded section 

Further findings / Conclusions / Supporting Data 

Fig.2 (a) Experimental setup (b) accelerated corrosion test 

• 

• 

• 

• 

• 

Formulation of procedures for experimental modal 

analysis of reinforced concrete structural elements 

for evaluation of changes in vibration characteristics 

with the progression of damage 

Studies on effect of corrosion on fatigue remaining 

life of the girder and the evaluation of reliability 

index curve incorporating corrosion effect 

Experimental investigations on post-tensioned 

prestressed concrete beams to study the effect 

of tendon corrosion on the static and dynamic 

behaviour of the PSC beams. 

Exclusive vibration testing procedure to identify 

linear and nonlinear damage indicators based on 

modal data and signal analysis techniques 

Identification of two important nonlinear damage 

indicators, viz., phase plane and super-harmonics 

for identification of damage in non-homogeneous 

structures such as reinforced concrete

• Development 

of procedures for fatigue remaining 

life assessment of steel plate girder bridges using 

various fatigue damage models 

• 

• 

Numerical finite element simulation of reinforced 

concrete structural components using nonlinear 

transient dynamic analysis for evaluating damage 

indicators based on vibration characteristics. 

Numerical simulation studies on performance 

upgradation of masonry arch bridges based on 

nonlinear analysis incorporating soil-structure 

interaction. 


In the present project, relative damage assessment 

of structural components was carried out by exciting 

them with impact hammer / electrodynamic shaker. 

Single shaker with multiple outputs (SIMO) is found 

to give good estimate of modal information. For large 

scale structures, procedure involving multiple shakers 

with multiple outputs (MIMO) needs to be developed. 

Also, as the sensor technology is improving, a potential 

application of dynamic testing is linking this with wireless 

communications and GPS (global positioning systems) 

which will certainly make dynamic system identification 

a possibility for remote health monitoring. 


1. 

2. 

3. 

4. 

5. 

Srinivas V., Saptarshi Sasmal, Ramanjaneyulu K., 

and Nagesh R.Iyer, “Experimental investigations 

on the performance evaluation of plate girder 

bridge under increased axle loads”, The Bridge & 

Structural Engineer – ING-IABSE, Vol. 41, No.4, 

Jan 2012, pp. SIV-1 – SIV-12. 

Saravana Kumar, K., Saptarshi Sasmal, Srinivas, 

V. and Ramanjaneyulu, K., ‘Evaluation of dynamic 

amplification factors for a typical railway bridge’, 

Journal of The Bridge & Structural Engineer, Vol. 

41, No. 3, 2011, pp. 1-16 

Srinivas V., Antony Jeyasehar C., Ramanjaneyulu 

K., Saptarshi Sasmal, “Experimental Investigations 

on Effect of Damage on Vibration Characteristics 

of a Reinforced Concrete Beam”, Journal of The 

Institution of Engineers (India): Series A:, Volume 

93, Issue 1 (2012), Page 45-54 

Srinivas V., Antony Jeyasehar C., Saptarshi Sasmal 

and Ramanjaneyulu K., “Modal characteristics 

based computational approaches for structural 

damage identification” Journal of Structural 

Engineering [JoSE], Vol.39, No.1, 2012, pp.61-68. 

Saibabu.S, Jayaraman,R., lakshmanan.N., and 

Nagesh R. Iyer, “Experimental study on behaviour of 

segmental joints” Journal of Structural Engineering 

[JoSE], CSIR-SERC, Chennai, Vol. 39, No.1, 2012, 

pp 84-89. 


6. 

7. 

8. 

9. 

Srinivas, V. and Ramanjaneyulu, K., ‘Development 

of inventory and inspection modules for bridge 

management system’, The Bridge and Structural 

Engineer, Vol. 41, No. 2, 2011, 1-8 

Srinivas, V., Ramanjaneyulu, K. and Antony 

Jeyasehar, ‘Multi-Stage approach for structural 

damage identification using modal strain energy 

and evolutionary optimization techniques’, Intl. 

Journal of Structural Health Monitoring, Vol. 10, 

No. 2, 2011, pp. 219-230. (IF : 2.115) 

Srinivas, V., Saptarshi Sasmal, Ramanjaneyulu, K. 

and Nagesh R. Iyer, ‘Vibration testing of a concrete 

bridge for evaluation of modal characteristics’, 

Journal of the Bridge & Structural Engineer, Vol. 

39, No. 3, September 2010, pp. 31-44 

Srinivas, V. and Ramanjaneyulu, K., ‘Artificial neural 

networks for structural damage detection using 

modal data’, Journal of the Institution of Engineers 

(India), Vol. 91, May 2010, pp. 3-9 

10. Srinivas, V., Saptarshi Sasmal and Ramanjaneyulu, 

K., ‘Studies on methodological developments in 

structural damage identification’, Int. Journal of 

Structural Durability and Health Monitoring, Vol.5, 

No.2, 2009, pp.133-160 

recommendations for Dissemination / revision of 

Codes 

The developed procedures/ methodologies and the new 

knowledge created is being implemented on existing 

steel, reinforced concrete, prestressed concrete and 

masonry arch bridges for assessment of health under 

real time loading conditions. 

2. 

Behaviour of Shear Deficient Beams 

Strengthened 

Reinforcement 

by Externally Embedded 


Date of Completion: June 2011 


Delhi (R, I) 

Scope and objective 

The objective of the project is to study the performance of 

rectangular reinforced concrete (RC) beam specimens 

strengthened by externally embedded reinforcement. 

Also, to study the enhancement of shear capacity in 

comparison to standard specimens for field applications 

for strengthening of bridge component. 


Rectangular reinforced concrete beams of size 

150x250x2000 mm were fabricated in the laboratory

48 

with different deficiency in shear capacity. The specimen 

were strengthened by using near surface mounted 

reinforcement such as steel strips and Carbon Fiber 

Reinforced plastic (FRP) strips at an inclination of 

about 45 degree to the longitudinal axis of the beam. 

The strips were embedded after carving out grooves on 

the both vertical face of the beam in shear region. The 

minimum groove width of the groove was kept 3 times 

the thickness of the strip and depth about 1.5 times the 

depth of the strip. The specimens were instrumented for 

strain measurements and deflection during the testing. 

Specimens were tested under three-point loading which 

was applied through hydraulic jack 

Fig. 1 Failure modes of some of the tested specimens 

Further findings/Conclusions/Supporting Data 

Strengthening of structures with Near-Surface Mounted 

(NSM) –FRP as well as steel reinforcement is an 

economical and feasible technique. From the laboratory 

study it has been observed that NSM technique 

reduced the risk of debonding in comparison to 

externally bonded technique due to better bond. Further 

it is also observed that the rehabilitation of concrete 

structure using externally embedded reinforcement in 

the concrete cover (NSM) technique is quite effective 

for shear deficient elements. The carbon FRP strips 

did not rupture as the recorded strain was less than 

the effective strain. The ratio test to theory shear 

test thry contribution by NSM strips (V / Vf ) of the NSM 

fd 

strips obtained was more than one (safety condition) in 

all the specimens. The same is the case on considering 

the ratio of V u 

test and Vu 

thry . The NSM shear strengthened 

specimens have exhibited a higher stiffness, mainly 

after the initiation of the shear crack. The contribution 


of FRP for shear strengthening is comparable with the 

specimen having internal shear stirrups. 


The study does not cover the behaviour under the 

dynamic loading. 

recommendations for Further Work 

More studies are needed to consider the affect of the 

shear stirrups in NSM shear strengthening. 


1. 

2. 

3. 

Report entitled “Behavior of shear deficient 

Beams strengthened by Externally embedded 

Reinforcement”( OlP-470)”, CRRI, New Delhi. 

S. K. Sharma Narendra Kumar, Sushil Kumar 

lakshmy P. (2011), Study of Cracked RCC Beam 

Strengthened in Shear with CFRP laminates”, 

Proceedings, National Conference on Repair and 

Rehabilitation of Concrete Structures, Noida, May 

6-7, pp:248-257. 

S.K Sharma, lakshmy P, Sushil Kumar, Narendra 

Kumar (2012),” Performance of Shear Deficient 

RC Beams Strengthened by Using Near Surface 

Mounted (NSM) CFRP Plates”, Vol 40. No. 6,June 

2012, pp105-115. 




26832173, 26831760, Fax: 011-26845943, 26830480, 


3. 

Development of one Prototype of the Bridge 

Inspection Unit 

I. 

II. 


Date of Completion (Targeted) : March 2013 


Delhi (R,I) 

Department of Science & Technology, New 

Delhi (S) 


Status: Ongoing/Completed: Ongoing 


progress 

To facilitate the distress diagnostics and repair of 

a bridge situated over a river, it was planned to 

indigenously develop a truck mounted device called

the Mobile Bridge Inspection Unit (MBIU). The MBIU 

is being designed developed jointly by CSIR-CRRI and 

(CSIR-CMERI-CoEFM, ludhiana (erstwhile MERADO 

renamed as Centre of Excellence for Farm Machinery) 

with partial grants from DST. The objective of this 

project is to design and fabricate indigenously a mobile 

bridge inspection unit. 

The major activities involved in the development of the 

MBIU are 

a) 

b) 

c) 

d) 

e) 

f) 

g) 

Design of the structural frame and joints 

Fabrication of the frame and the joints, 

Procurement of a truck and the modification of its 

the suspension system, fixing of additional axles 

and modification of chassis, 

Construction of the test platform along with ramp 

(mimicking the bridge) for testing of various 

components over it before fitting on the truck, 

Fitting of the frames on the truck, 

Development and installation of the control 

system, to integrate the operations of various 

components of MBIU 

Testing and Demonstration of the functions of the 

MBIU. 

Regarding the present progress of the project, the 

activities (a) to (c) have been completed. The activity d) 

is in progress. Under the activity e), the frame and the 

joints have been tested individually for their intended 

functionality at the raised test platform. Design of 

control system to integrate the operations of various 

components of MBIU is complete and its installation 

and testing is in progress. 

Significance /Utilization Potential 

The Mobile Bridge Inspection Unit being designed and 

fabricated indigenously could be very useful for visual 

inspection/repair of inaccessible parts of a bridge with 

ease. The technology could be used in the fabrication 

of more number of less expensive MBIU’s, which are 

very much required in our country. 


Applicable for 2-3 lane bridges only. 

Reports / Publications: Interim reports 


from 



26832173, 26831760, Fax: 011-26845943, 26830480, 



4. 

Development of Structural Health Monitoring 

Schemes For Civil Engineering Infrastructure 

In India Using Smart Sensing Technologies 


Date of Completion (Targeted) : March 2013 

CSIR – Structural Engineering Research Centre, 

Chennai 


Status : Ongoing 

Year of Last Report : 2011 

Conclusions 

• 

• 

Development of novel feature extraction techniques 

for damage identification of bridges 

laboratory level demonstration of remote structural 

health 

platform 

monitoring techniques using IMote2 


• 

• 

• 

• 

The work involves development of low cost remote 

/ wireless smart structural health monitoring (SHM) 

strategies for ageing infrastructure especially 

railway / highway bridges. Further, the applicability 

of the developed strategy is demonstrated through 

an on-field pilot project. Guidelines are proposed 

to be prepared for scaling up the bridge monitoring 

of railway and highway bridges in India, which 

can be used to develop appropriate strategies for 

health monitoring of generic railway and highway 

bridges. 

The work also involves experimental demonstration 

of remote structural health monitoring techniques 

using MOTES (a sensor node, is also termed as 

a mote) at controlled conditions in laboratory and 

on-field and studies on structural health monitoring 

using electro-mechanical impedance techniques 

(EMI) using piezo-patches 

A report titled “Experimental studies on remote 

structural health monitoring”, covers the following 

areas of work carried out. 

The report covers the study carried out on remote 

structural health monitoring techniques using 

Imote-2 at laboratory and at a bridge site (Velacheri- 

ROB), Chennai. Experiments on EMI techniques 

for a metallic specimen and a bridge pier model are 

also covered. Response measurements carried 

out on an old and deteriorated bridge across 

Amaravathy River at Dharapuram and relevant 

conclusions on the condition of the bridge is briefly 

stated. Both wired and wireless sensors are used 

in both the bridge sites.

50 

Reports / publications 

N.Gopalakrishnan, et al, “Experimental studies on 

remote structural health monitoring”, Report on Grantin-aid 

Project GAP 4341-2, CSIR-SERC, May-2012. 


The Director, Structural Engineering Research Centre, 

Chennai - 600 113, phone : 044- 22549201, Fax: 044- 

22541508, e-mail ID: director@serc.res.in 

5. 

Mathematical Modeling for Repaired Concrete 

Structures 

Date of start : October 2008 

Date of completion : September 2012 

CSIR – Structural Engineering Research Centre, 

Chennai 


Status : Ongoing 

Year of Last report : 2011 

progress 

Experimental investigation has been conducted for two 

simply supported RC beams of span 3.74 m (section 

size: 150 mm x 275 mm) strengthened by external 

prestressing using straight and trapezoidal tendon 

profiles, as follow: 

Phase-I: Inducing cracks in the RC member under twopoint 

loading such that the strain in untensioned steel is 

around 80% of the yield strain, and removal of load. 

Phase-II: Strengthening by external prestressing while 

the member is subjected to 25 % of the calculated 

ultimate load to simulate the dead weight of a bridge 

girder. 

Phase III: load testing of the strengthened member 

to study the post-strengthening flexural behavior till 

failure. 


1. 

2. 

Flexural capacity of RC beams strengthened by 

external prestressing of trapezoidal tendon, singledraped 

tendon and straight tendon profiles was 

compared with experimental investigations. 

External prestressing with trapezoidal tendon profile 

has performed better than that of deviated tendon 

profile and straight tendon profile in increasing 

flexural capacity, deflection recovery and reducing 

the deflection at post-strengthening stage. 


3. 10% loss of prestress has been observed due to 

friction at deviations 


The conclusions are applicable only for the cracked 

RC Beams strengthened by external prestressing with 

straight tendon and trapezoidal tendon profiles, in which 

limitation of the crack is such that the untensioned steel 

is not yielded. 


• 

Manisekar, R., Sivakumar, P., lakshmikandhan 

K.N., and Ravichandran, R., (2012), “Analysis 

of RC Beams by Section Analysis – A Numerical 

Model and Validation”, Proceeding of the National 

conference on Quest for Advancements in Civil 

Engineering, (QACE ’12), SRM University, Chennai, 

15th Mar. 2012, pp 131-135. 

• Manisekar, R., 

Sivakumar, P., lakshmikandhan, 

K.N, and Ravichandran, R., ‘A Numerical Model 

on Ultimate Flexural Behaviour of RC Beams 

strengthened by External Prestressing using 

straight tendons’, SERC Research Report No. 

R&D 04-CAD/OlP14441 – RR -11, May 2011. 

• 

R. Manisekar delivered a lecture on ‘Numerical 

and Experimental Investigations on the Behaviour 

of Distressed RC Beams Strengthened by 

External Prestressing’ in the Expert Talk session 

of 72nd Annual session, Indian Roads Congress at 

lucknow, India, on 4th November 2011. 

Further information can be obtained from 

The Director, Structural Engineering Research Centre, 

Chennai-600 113, phone: 044- 22549201 Fax: 044- 

22541508, e-mail ID: director@serc.res.in 

6. 

Study on corrosion susceptibility of steel 

reinforcement protected with anti-corrosive 

coatings/ special treatments on ordinary and 

high performance concrete (B-42 Research 

Scheme) 

Date of Start: June 2010 

Date of Completion (Targeted): May 2015 


Delhi (R, I) 

Ministry of Road Transport & Highways, New 

Delhi (S) 

present Status: Ongoing 

Year of Last Report: 2011

progress: 

The objective of this project is to evaluate the corrosion 

susceptibility of coated reinforcements embedded in 

ordinary concrete against high performance concrete 

made with un-coated reinforcement. 

The scope of the project consists of study of corrosion 

susceptibility of fusion bonded epoxy coated 

reinforcement (FBECR), hot-dip galvanized (HDG) 

bars, and thermo-mechanically treated (TMT) bars, 

embedded in the ordinary concrete with a 28 day 

compressive strength of 35 and 40 MPa, and the 

high performance concrete (HPC), of similar strength 

ranges, embedded with un-coated reinforcement bar. 

An Rapid Chloride Permeability Test (RCPT) value of 

800 coulombs and 1200 coulombs has been chosen as 

requirement for HPC. For the HPC mixes the following 

combinations (i) GGBFS + Silica fume, (ii) Fly ash + 

Silica fume, (iii) GGBFS + Fly ash + Silica fume have 

been selected. 

During the reporting period the material properties of 

epoxy coated rebars, hot dip galvanized bars and TMT 

bars were evaluated prior to their use for casting of 

various test specimens. 

Also, Six nos. of beam moulds, of size 2000 x 200 x 

150 mm, and three nos. of slab moulds of size 100 x 

500 x 500 mm were got fabricated in CRRI. Although, 

the conventional (carbon) steel was to be used as uncoated 

(reference) steel bar in the study, it was noticed 

that the same was not available in the market and 

only the TMT bars are available. Accordingly, with the 

permission from the sponsor, the TMT bars were used 

as un-coated reference bars. Accordingly, the TMT 

steel bars were purchased, and rebar cages for beams 

were fabricated 

One set comprising of rebars of different diameters and 

lengths (required for rebar cages and other tests) were 

sent to a zinc-coating applicator located in Delhi and 

got the galvanizing done on the rebars. Fusion bonded 

epoxy coated rebars (FBECR), of desired lengths and 

diameters in sufficient quantity, were procured from its 

manufacturer. Rebar cages of both the above special 

types of reinforcement were got fabricated. 

Concrete casting was carried out using ready mixed 

(conventional) concrete of grades M 35 and M 40. 

Reports/ Publications: 

Study on corrosion susceptibility of steel reinforcement 

protected with anti-corrosive coatings/ special 

treatments on ordinary and high performance concrete, 

Interim Research Reports B-42, CSIR-CRRI, March 

2012. 





26832173, 26831760, Fax: 011-26845943, 26830480, 


7. 

Creation of complete range of Independent 

facility for testing of expansion joints at CSIR- 

CRRI New Delhi ( B-34 Research Scheme) 

Date of Start : June 2005 



Delhi (R,I) 

Ministry of Road Transport & Highways, New 

Delhi (S) 


The objective of this Research Scheme is to establish 

the complete test facilities for testing of different types 

of expansion joints widely used in bridges as well 

modular joints, such as 

(i) Testing of raw materials used in the fabrication of 

expansion joints such as chloroprene and steel 

(ii) Performance evaluation of expansion joints by 

(a) cyclic motion test (ii) debris expulsion test, (iii) 

Pullout test (iv) Opening movement vibration test 

and (v) fatigue test and (vi) seal push out test 

present status and progress: 

present Status: Ongoing 


progress: 

During the reporting period, the facilities created 

for testing of raw materials used in the fabrication of 

expansion joints are enlisted in Table 1. 


1. 

2. 

First Interim Report on “Creation of complete range 

of Independent facility for testing of expansion joints 

at CRRI, Research Report Research Scheme, 

B-34, CSIR-CRRI, July-2011. 

Second Interim report of the project “Creation of 

Complete range of Independent Testing Facility for 

Expansion Joints at CRRI, New Delhi”, Research 

Report Research Scheme, B-34, CSIR-CRRI, 

March 2012.

52 


table: 1 Test Facilities Created at CSIR- CRRI for Testing Raw Materials Used In Expansion Joints 

S. no. Type of Material Type of Property to Evaluate name of Standard 

A. Chloroprene Seal Hardness 

Tensile Strength 

Elongation of Fracture 

Tear Propagation Strength 

Shock Elasticity 

Abrasion 

Residual Compression Strain 

Ageing in hot air 

Change in hardness 

Change in tensile strength 

Change in elongation 

Ageing in Ozone 

Swelling behaviour in oil 

(ASTM Oil No. 1) 

Change in Volume 

Change in hardness 

Cold Hardening Point 

Adhesion Strength 

Polymer Identification test 

B. Edge Beam (Steel) Mechanical Properties 

Tensile Strength 

Elongation at fracture 

Impact 

Thickness of Paint Coating 

Inspection of Weld Joints 

Inspection of Flaws in the material 

Further Information/ Copy of the Report Can be 

obtained from 

The Director, CSIR- Central Road Research 

Institute, Delhi-Mathura Road, New Delhi –110 025, 

ASTM D2240 

ASTM D412 

ASTM D412 

ASTM D 624 C 

ASTM D 7121/DIN 53512 

ASTM D 5963/DIN 53516 

ASTM D 395, Method B 

ASTM D 573-04/DIN 53508 

ASTM D 1149/DIN 53509 

DIN 53509 

ASTM D1043 

IS:3400 Part 14 

ASTM D 3677 

IS: 2062, Grade B 

phone: 011-26832173, 26831760, Fax: 011-26845943, 

26830480, e-mail: director.crri@nic.in


IV. TRAFFIC & TRANSPORTATION 

1. PLANNING & MANAGEMENT 

SUMMarY 

Research works reported in the area of Traffic Engineering, Transportation Planning and Management were briefly 

Summarised. In this category most of the projects works were related to comprehensive traffic and transportation 

studies, route network planning, integration of Public Transportation, Urban speed management using ITS 

technologies. In this section there are eight completed projects and eighteen new projects 

Project reported on the construction of green field highway between Nedumbassery and Vytilla in Kochi will be feasible 

because of the heavy commuters and goods traffic in and around Kochi. Study related to widening, strengthening and 

extension of Tippu Sultan Road in Kozhikode has been carried out to provide connectivity to the Malabar region of 

other regions of kerala. Development of micro-simulation based driving cycle for application to fuel consumption and 

emission in real world condition has been undertaken. Application of headway and driving cycle to understand traffic 

condition in Silchar and Shilong city is being carried out. 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

Assessment of Drivers Driving Characteristics. 

Route Network Planning 

Integration of Public Transportation. 

Comprehensive Traffic and Transportation Studies 

Travel Time Related Performance Measures 

Urban Speed Management Using ITS 

Green field highways 

Micro-simulation based driving cycle 

Application of headway and and driving cycle 

SalIent poIntS For DISCUSSIon

54 


1. Assessment of Drivers’ Driving Characteristics 

Using Advance Driving Simulator. 

Date of Start: Sept 2011 

Date of Completion: August 2012 


Delhi (R) 


The aim of this study was to explore the relationship 

between driver distraction level and different distraction 

stimuli with the frequency and types of risk taking 

practices while driving. 

Methodology 

Sample: 55 male, female learner and professional 

drivers participated in this study. 

Process: In the present study participants were 

conducted driving tests in both highway and city area 

under simulated high traffic conditions. They were 

tested by under various distractions levels e.g. using 

cell phone dialling and SMS while driving, chatting 

to the peer group, listening music, changing CD and 

doing hand movements while driving and the number 

of correct responses and numbers of errors committed 

were measured . The data collected was analysed 

on the basis of driver’s age, gender, profession, 

qualification and driving experience. 


The study highlights various distraction levels of the 

drivers of both genders and pattern of risk associated 

with using mobile phones while driving and also 

analysis of crash patterns due to the lack of his/her 

concentration level while driving. 

Conclusions/ Findings 

• 

• 

• 

• 

Overall percentage of all the sample committed 

less errors without distraction 

Female drivers performed more safe with and 

without distraction 

Professional drivers and more experienced drivers 

were taking more risks e.g. high speeding, signal 

violations as compared to learner and newly 

experienced drivers 

Male drivers committed more errors while calling 

on cell phone while females did more errors while 

typing text messages 

• Highly professional 

drivers were showing false self 

perception and over confidence 


Further Information/ Copy of Report can be obtained 

from 

The Head, Traffic Engineering and Safety Division, 

CSIR- Central Road Research Institute, Mathura Road, 

New Delhi - 25, E mail ID: director.crri@nic.in 

2. Driving Effect on Visual Fatigue and Blood 

Pressure of the Drivers 

Date of Start: August 2011 

Date of Completion: September 2012 


Delhi (R) 

Objective and Scope of the Study 

The main purpose behind this study was to test the 

physiological status of the drivers before and after 

exposure in real traffic environment. 

Methodology 

Data collected from 15 drivers participated in pilot study 

whereas 56 drivers participated in the main study. All 

the drivers were aged between 26 to 36 year age group. 

The drivers were administered Visual fatigue test after 

Blood Pressure monitoring and before starting the on 

field driving test and again the same test were repeated 

with the blood pressure monitoring after returning from 

the driving test (without resting). The data collected 

was analysed on the basis of driver’s age, gender, 

profession, qualification and driving experience. 

Findings 

• 

• 

• 

• 

Drivers were showing very high BP and showing 

hypertension situation before going to field test. 

14% drivers had pulse rate before above 92 pulse 

rate. Only 36% drivers were showing up to 72 BPM 

pulse rate which highlight that the drivers were very 

stressful and hyper tensed during the pretesting 

conditions 

During post trip session only 26% drivers were 

having above150 mmhg systolic blood pressure 

while other were showing lesser B.P. ; while 68% 

driver were having 80 mmhg or below diastolic 

blood pressure level which is showing a good sign 

of mental relaxation 

Data analysis revealed that VF values i.e Visual 

Fatigue Values decreased after field test. 4% 

drivers and 5% drivers have shown 50-55 Hz and 

45-50 Hz VF values i.e. both eyes visual fatigue 

values before field test period which is very high 

and showing high Visual Fatigue but after field test 

i.e. Post test period drivers were somehow relaxed 

and shown lesser visual fatigue values on higher

side i.e. 0% at 50-55 Hz for both eyes and 2% for 

45-50 Hz. 

Significance/Utilization Potential 

The findings of this study are significant enough to 

address the present working conditions and hours of 

working schedule of the professional drivers in India. 

As per Motor Vehicle Act 1988, 8 hour is the norm to 

be followed in terms of maximum working hours in a 

day for the commercial drivers, it is invariably seen 

that Indian commercial work more than 12 hours which 

is not only hazardous for the driver’s health but also 

increases the chances of road crashes due to physical 

and mental fatigue. It is essential to follow a realistic 

work schedules that takes care of the realities of traffic 

congestion, needs for breaks and rest periods. This 

should be kept in mind to ensure that drivers do not 

become the principal victims in absorbing the failures 

of the transport system and the workers that bear the 

brunt of cost cutting. Drivers should be given longer 

breaks and wherever possible breaks that facilitate 

adequate rest. 

Further Information/ Copy of Report can be obtained 

from 



New Delhi – 25, e mail ID: director.crri@nic.in 

3. Analysis of Driver Behaviour and Crash 

Characteristics during Adverse Weather 

Conditions 


Date of Completion: May 2014 


Delhi (R) 


• 

• 

• 

To capture drivers visual and measurable fatigue 


and realistic setting. 

To investigate and analyze drivers’ choice of 

headway and speed in fog under simulated 

environment and realistic setting. 

To investigate if the choice of speed and headway 

are affected by the vehicle they drive or follow (under 

simulated environment and realistic setting). 

Methodology 

This study has been conducted in two parts: 

a) the observation and analysis of driver’s r.t. and 

other behaviour in laboratory setting under foggy 


and rainy conditions: During the data collection, 

primary focused was on individual reactions to 

driving conditions. There was increasing focus on the 

behaviour of individual driver’s age, and other factors 

like fatigue etc. which impact driver behaviour. In this 

part psychophysical tests e.g. visual fatigue test, visual 

acuity test along with the driving simulation tests were 

conducted to analyze the driver behaviour i.e. crash 

characteristics, risk taking practices, reaction time 

under rainy and foggy conditions. 

b) the observation and analysis of driver’s driving 

characteristics in field setting: Field observations 

of driver’s speed variations have been measured to 

understand how individual drivers respond to certain 

stimuli, and how specific categories of drivers respond. In 

this part this driver’s characteristic have been measured 

with the help of the GPS based instrument Velocity- 

Box (V-Box) fitted with the three cameras to measure 

driver’s reaction time, behavioural movements and 

road assests during the acquisition. First camera was 

allowed to monitor of eye movements and other facial 

movements. Its field-of-view accommodated drivers of 

varying heights and seating positions. Second camera 

was providing a wide view of the forward roadway 

without substantial distortion. This Camera was located 

in the center rear-view mirror and did not obscure any 

part of the driver’s view of the roadway or impair his/ 

her use of the mirror. This camera served to collect 

relevant data from the forward scene (e.g. traffic density, 

signs and markers, and headway). Third camera was 

providing a view of driver’s foot movements which was 

stored automatically for measuring the reaction time of 

the driver during different traffic conditions. 

The study second part will be conducted during extreme 

winter foggy conditions (December and January) and 

an evaluation of relationships of all drivers’ personality 

characteristics. Factor analysis will be conducted 

to analyse several at-risk driving behaviours and 

a cluster of correlated driving behaviours will be 

identified which will share a common characteristic as 

aggressive/impatient driving. This correlated cluster 

of driving behaviour will provide objective support 

for the assumptions of response generalization and 

characteristics and driving style will be analysed to find 

out the driver’s problem behaviour theory. Results 

will be discussed with regard to implications for safe 

driving interventions and a suggesting remedial for 

problem behaviour syndrome. 


Human factors research is an important element in the 

analysis and design of these systems. Significant part 

of the project would be obtaining driver behavioural 

data at reverse weather conditions. The study will also 

focus on crash modelling in fog, which will provide

56 

insight about possible damages and injuries in fog 

related crashes. The final project report will address 

the answers of the four research questions identified 

in this study. Specifically there will be findings related 

to drivers’ state, and pattern of crashes during rain and 

foggy conditions. Based on these findings the research 

team will also recommend ways by which frequency 

and severity of incidents can be reduced by providing 

drivers with enough information about the roadway 

and traffic conditions as well as through better traffic 

management during adverse weather conditions. 

Field observations of decreased speeds and greater 

headways can be better understood by observing how 

individual drivers respond to certain stimuli, and how 

specific categories of drivers respond. This information 

is particularly helpful in light of the growing deployment 

of ITS technologies. Motorist warning systems that 

notify drivers through roadside Dynamic Message 

Signs (DMS) about weather-related conditions such 

as fog, flooding, or slippery pavement are deployed by 

some transportation agencies. The benefits of these 

systems can be maximized if agencies can optimize 

the location and provide the most effective warning on 

the sign itself. 

Further Information /Copy of Report can be obtained 

From 



New Delhi - 25, e mail ID: director.crri@nic.in 

4. Traffic Studies for Junction Improvement of 

Major Road Corridors in Ahmedabad 

Date of Start: Jan 2011 

Date of Completion: Jan 2012 


Delhi (R) 


• 

• 

• 

• 

To conduct appropriate traffic studies to quantify 

the traffic problems and traffic characteristics at 

identified intersections. 

Estimation of future traffic and its distribution at 

peak hours for each intersection for the next 10 

years. 

Preparation of typical junction improvement plans 

conceptual for identified Intersections. 

The traffic studies shall be conducted for 34 (Thirty 

Four) intersection as identified by the Ahmedabad 

Municipal Corporation 


Methodology 

a) 

b) 

c) 

d) 

Field studies and data collection: Collecting the 

following primary data to understand the existing 

problems and to analyze traffic demand 

i. 

ii. 

iii. 

iv. 

Road Inventory Survey 

Classified Traffic Volume Count Surveys 

Speed and Delay Survey 

Pedestrain Voulme Count Survey 

Secondary Data Collection: Secondary information 

such as vehicles population, land-use data, 

ongoing and future envisaged developments in the 

surrounding areas will be useful in evolving junction 

improvement plans. Existing available detailed 

project reports and proposed land use plans/ 

master-plans, by local governments on traffic and 

transportation situations on AMC road network. 

Data analysis and interpretation: Estimating the 

Traffic volume based on traffic volume survey and 

estimating future demand by considering primary 

and time series data (secondary data) for next 10 

years. 

Preparation of Junction improvement Plans: 

Interim Conclusions 

• 

• 

• 

• 

• 

The Share of Car in total vehicle composition 

varied from 8% (Dinesh Chamber Bapu Nagar 

Intersection) to 49% (Prahlad Nagar Intersection 

on SG Road). The average share iof Car s about 

22%. 

The Share of Two wheeler in total vehicle 

composition varies from 28% (Dinesh Prahlad 

Nagar Intersection on SG Road) to 66% (Pragati 

NagarChar Rasta). The average share of Two 

Wheeler is about 46%. 

The share of Buses ranges from 0.5% to 5%. The 

average share at all intersection is about 1%. 

The percentage share of Buses is higher on BRT 

corridor (average 3%). The highest percentage 

share of Buses was observed at Paldi Intersection 

(5%). 

The average Travel Time per kilometer is about 4.5 

minutes on speed and delay study road network 

(45.87Km). 

The average total delay per kilometer varies in 

between1 to 2 minutes on study corridors. 

recommendations 

• 

Provision of Grade Separated Facility: 17 Junctions 

are categorized as top priority, 9 Junctions fall

under second priority and 8 Junctions fall under 

third priority, based on Base year and Horizon year 

traffic flow. For these junctions It is recommended 

to provide Grade separated facility in Phase wise 

• 

• 

• 

• 

• 

• 

Provision of Continuous NMT lanes : 

Provision of Foot Paths at Intersection 

Island Improvements 

Signs and Road Markings 

Redesign of Signal Phase 

Parking Regulations 


• 

• 

Conceptual 

Improvements. 

Drawings for Intersection 

Draft Final Report submitted to Ahmedabad 

Municipal Corporation (AMC) 


from 


Road, New Delhi - 25, e mail ID: director.crri@nic.in 

phone 011-26312268 Fax 011-26845943 

5. Effect of Headway Due to Type of Lead 

Vehicle for Urban and Non-Urban North East 

Region– A case study in two city in North East 

Region. 

I. 

II. 

Date of start: March 2011 

Date of completion (Targeted/Actual): March 

2013 


Delhi (R) and 

NIT Silchar 


• 

• 

• 

Application of headway and driving cycle to 

understand traffic condition in city. 

Effect of lead vehicle on headway 

Scope of the work will be initially restricted to 

Silchar and Shillong city corridors. 

Methodology 

• 

• 

• 

literature review 

Instrumentation of Vehicle 

Instrumented vehicle Video V box will be used in 

car to follow the heavy vehicles that will record 

video picture of driver, real and foreward view along 

with road side video will be taken. NH3 and NH4 


• 

• 

• 

test routes will be selected both in urban and free 

driving conditions on morning, noon and evening 

peak. 

Data Collection: Data will be collected in to two 

different types of driver one young and old age. 

The driving will be carried out on five different days 

and week off days. 

Selection of data variable 

Data analysis and result 


from 



phone 011-26312268 Fax 011-26845943 

6. Mobility Plan for West Kallada Grama 

Panchayath in Kollam District 

Date of Start : April- 2011 

Date of Completion : March- 2012 


Centre (NATPAC) - R 


The scope of the study is to understand the quality and 

extent of roads in the West Kallada Grama panchayath 

in Kollam District and to prepare a mobility plan for 

West Kallada Panchayath. 

Methodology 

The methodology adopted for the study includes: 

• 

• 

• 

• 

• 

Collection of Secondary Data 

Reconnaissance Survey 

Inventory Survey 

Prioritization of roads and 

Phasing of Roads 


The road transport network available in West Kallada 

Grama Panchayath of Kollam District was prioritized 

based on various geometric, social and economic 

indicators and a priority list of roads which are to be 

improved was prepared. 

limitations of Conclusions/ recommendations for 

further work 

The list includes a total of 18 roads (37.32 km), including 

to PWD roads. Of this, immediate attention should be

58 

given to the PWD roads as they have been found to be 

damaged all along its length. Water logging has been 

the main reason, causing damage to roads. The two 

district Panchayath roads also need to be improved at 

the earliest as they will serve a large population and 

other societal needs and have adequate Right of Way 

for widening. Other roads listed may be improved in 

a phase wise manner, taking into consideration of its 

weightage values. The roads need to be given priority 

those road width having six metres or above. The roads 

have a width of eight metres; they could be improved 

under some of the centrally sponsored schemes like 

Pradhan Mantri Gram Sadak Yojana (PMGSY). 


Mobility Plan for West Kallada Grama Panchayath in 

Kollam District – Final Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


7. Road Development Plan for an Emerging 

Town – A Case Study of Kottarakkara 




Centre (NATPAC) -R 


The scope of the study was to understand the existing 

transport infrastructure facilities available in the 

Kottarakkara Panchayath and to suggest and formulate 

strategies for improving the mobility within the region. 

Methodology 

• 

• 

• 

Discussion with local Administration 

Inventory of Roads/other transport infrastructure 

facilities 

Traffic Surveys 

♦ 

♦ 

♦ 

♦ 

♦ 

Traffic Volume Surveys – Midblock and 

Intersection 

Speed and Delay Survey 

Parking Survey 

Pedestrian Volume Count Survey 

Data Analysis 


Interim Conclusions/ Conclusions/ Supporting 

Data: 

The study identified the major bottlenecks for road 

development and proposed alternate solutions for 

diluting the problems. 

Significance /Utilisation Potential: 

The data obtained will be used for assessing the need 

for new infrastructure facilities required to be developed 

in the town taking into account its future developments 

also. 

limitations of Conclusions 

The scope for developing bypass/ ring road for the 

town to be assessed and the alignment for the same 

to be identified. 


Road development plan for an emerging Town –a case 

study of Kottarakkara –Final Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


8. Route Network Planning of Inland Water 

Transport for Kerala – Phase 1 – Central 

Kerala 




Centre - (R) 


To assess the utilization of the waterway network for 

transport and to identify new routes for boat trips so as 

to establish an efficient and integrated transportation 

system for Kerala. 

Methodology 

The methodology involved a detailed survey of the 

waterways in the study area in order to take stock of 

the existing condition. The details regarding the boat 

operation, no. of trips, no. of passengers, location of 

jetties and connectivity to road etc. will be found out 

from primary surveys as well as sources like Tourism 

Department, Inland Waterways Authority of India,

District Tourism Promotion Council (DTPC), local bodies 

and private operators. O-D Survey and questionnaire 

survey will be conducted for finding out the travel 

demand. An integrated transportation plan will be 

prepared for the area including suggestions to develop 

the waterways so as to make them fit for navigation, 

by provision of navigational aids, jetties, landings and 

other infrastructure facilities. Proposals for integration 

of the waterways with other modes like road and rail 

etc. will be worked out so as to make the transportation 

system more efficient. Tourism potential of the area also 

will be studied and sustainable improvement proposals 

will be prepared. 


The outcome of the study will be an integrated transport 

network plan for Central Kerala, which will help the 

Govt. as well as private operators in the unorganized 

sector to efficiently plan their services. Improved water 

transport network will enhance the connectivity as well 

as economy of the region as a whole and will also result 

in increased tourism revenue. 


further work 

The use of waterways is reduced due to the 

construction of new bridges and roads. Waterways are 

to be developed for tourism purposes. Central Kerala 

including Ernakulam, Kottayam, Alappuzha and Kollam 

Districts has a dense network of feeder canals, well 

connected with NW-3. Even today, some of the habitats 

of Kuttanad region are not connected by all weather 

roads. There are other locations which are connected 

by road, but closer to canals. Congestion of roads due 

to increase in population and industries are another 

major concern. Improving navigation across the canal 

system will therefore change the very socio- economic 

scenario of the region. A comprehensive planning of the 

water transport system will help in achieving an efficient 

and well integrated transport system for the region. 

The cargo potential of the waterway is to be studied and 

a strategy for suitable vessel design is to be developed. 

Cargo availability is another important aspect to be 

studied in detail. 




from 





phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


9. Traffic Improvement Plan for Kottayam Town 


Date of Completion : March 2012 


Centre (NATPAC) –R 


The scope of the study was to propose a traffic 

improvement plan for Kottayam town. 

Methodology 

Short term survey to assess the problems and to 

suggest suitable remedial measures: 

• 

• 

• 

Discussions with various agencies 

Traffic Surveys 

Data Analysis 

Significance /Utilisation Potential 

The short term measures suggested by NATPAC can 

reduce the overall traffic congestion in Kottayam town 

area. 


further work 

In the long run, it has to be ensured that by-passes in 

the form of a ring road are constructed for the city. Also 

suitable strategies should be adopted so that the town 

gets expanded in the horizontal direction. As two more 

Grama panchayaths has been recently added to the 

Municipal area, development activities may be spread 

in these areas and suitable land use planning may be 

done. 


Traffic improvement plan for Kottayam Town – Final 

Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 

e-mail ID: bgsreedevi@yahoo.com

60 

10. Shortest Path Analysis and Service Area 

Allocation for Ambulance Services in 

Thiruvananthapuram Corporation – a GIS 

Approach 

Date of Start : May 2011 

Date of Completion : May 2012 




• 

• 

• 

Understand the existing transport infrastructure 

facilities available in the Corporation area. 

Find the shortest path for the ambulance to reach the 

site of accident and back to hospital and demarcate 

the service area served by each ambulance. 

Generate service area covered by a single 

ambulance, based on travel time (5 minutes or 10 

minutes) and allocate ambulance in areas which 

are less served by them. 

Methodology 

Analysis of data using the Arc GIS Network Analyst 

extension. 


Reliable and scientific data base of road network in 

Thiruvananthapuram Corporation generated, which will 

be beneficial for user agencies like PWD, Police and 

Health Department for planning and decision making. 

limitations of Conclusions/recommendations for 

further work/further proposed work: 

• 

• 

• 

• 

Shortest path for the Ambulance to reach the spot 

of accident and back to Hospital was calculated, 

which is having less impedance and shortest 

travelling time. 

The study suggested judicial placements of 

ambulances in the areas where there is inadequacy 

of Ambulances. 

Standalone GIS based software developed 

for finding shortest path and service area of 

Ambulances. 

An ambulance information system (AIS) can be 

developed which runs independent of the GIS 

software and can be uploaded in Internet. 


from: 





phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


11. Integration of Public Transport - A Case Study 

of Thiruvananthapuram City 






The public transport services provided by State 

transport undertakings and private operators are 

seldom coordinated, causing hardships to travellers 

and regular commuters. Although it is possible to 

coordinate the transfer of passengers from one mode 

of public transport to the other, a holistic attempt has 

not been made to integrate public transport services 

through optimum utilization of available infrastructure 

and services. 

The objective of the study is to develop a methodology 

for optimizing the public transport services by providing 

effective coordination for transfer of passengers arriving 

by trains, to reach their destination in and around the 

City of Trivandrum. 

Towards this the following tasks have been performed: 

• 

• 

• 

• 

• 

• 

Study the present travel pattern of commuters at 

terminals 

Identification of data and survey to be conducted 

for the study 

Arrival and departure pattern of passengers by train 

at Trivandrum Central Railway Station between 

06.00 hrs – 22.00 hrs 

Collection of data on passengers boarding the 

existing bus services from the Central Railway 

Station to various destinations in the city 

Formulation of Objective Function and constraint 

equations of linear programming approach for 

optimization focusing on minimizing passenger 

waiting time, and minimizing operator costs of the 

public transport providing the feeder services 

Working out an optimal bus frequency schedules 

for the feeder services 

Methodology 

Optimization of passenger waiting time and operator 

cost are carried out by linear programming approach. 

The objective function and the constrain equation are 

formulated. The optimum frequency of buses along

each sub route was computed using a non-linear 

optimization model implemented using Solver in 

Microsoft Excel. Additionally a sensitivity analysis was 

performed for each route separately considering the 

effect of bus- frequencies on waiting time, the cost of 

waiting time and the bus operating cost. 

Rail passenger survey was performed on 1% of the 

total passengers arriving at Thiruvananthapuram 

Central Railway station from 6am to 10pm. Details 

on the preferred mode of travel, and the destinations 

were obtained in addition to information on the income 

and occupation, economic class, cost to travel to 

their destination and the average waiting time. The 

data obtained from the survey was used as inputs for 

objective function in order to get optimized frequencies 

for different routes. 

Conclusions 

From the traffic survey conducted at Trivandrum Central 

Railway Station, the general trend of arrival passengers 

during different hours of the day was found. It was 

found that the peak hours of travel were 6-8 hrs, 9-12 

hrs, and 19-20 hrs, which contributed to 43% of the 

total passenger arrivals. 

The optimum frequency of buses was derived using 

the model for different routes and during different hours 

of day. It was observed that travel demand and the 

optimum frequency to meet the demand were different 

during different hours. Accordingly, the frequencies 

should be changed based on the demand rather than 

following a fixed schedule throughout the day. It was 

also found that the user cost and operator cost involved 

could be minimized by changing the frequency of 

buses operating along that sub-route. The analyses 

conducted proved that the bus-trips could be curtailed 

or diverted when the number of passengers along any 

route is below the specified limits. Optimization was 

done for all the three sub-routes of each route and the 

savings obtained when frequency of buses operating 

along the sub-routes is varied and the observations are 

as follows 

The observations on the optimization carried for Route 

1 

• 

The average load factor at peak, mid-peak, and 

off-peak hours were found to be 0.857, 0.70, and 

0.650 respectively, which were found to be within 

the operating load-factor constraints. 

• The bus-trips operating at off-peak hours along the 

sub-routes A, B, and C, was between 40 and 51% 

when compared to buses operating during the peak 

hours. This proves that the frequency of buses 

operating along the Route 1 could be curtailed by 

50% during the off peak hours. This could save a 


lot of resources particularly from operator side. 

• The bus-trips operating at mid-peak hours along 

the sub-routes were between 46% and 90% when 

compared to buses operating during the peak 

hours. 


2 are as follows: 

• 


off-peak hours were found to be between 0.50 and 

0.70 which were found to be within the operating 

load-factor constraints. 


sub-routes A, and B, were about 63%, and 68 % 

respectively when compared to buses operating 

during the peak hours. 

• Similarly, it be seen that bus-trips operating at midpeak 

hours along the sub-routes A, and B, were 

about 86%, and 77% respectively when compared 

to buses operating during the peak hours. 


3 are as follows: 

• 


off-peak hours were found to be between 0.54 and 

0.650 which were found to be within the operating 

load-factor constraints. 


sub-routes A, and B, were about 79% and 85% 



• The bus-trips operating at mid-peak hours along 

the sub-routes A, and B, were about 79% and 107% 



Significance of the study 

A methodology was formulated to find the optimum 

frequency of buses to meet the travel demand 

considering various factors like waiting time, number 

of passengers and operator cost. An attempt has been 

made to reach at the optimum frequency of buses desired 

in each route, which satisfies both the commuters and 

operators. Optimized frequencies for different routes 

during different time period was generated using the 

model. It was observed that for economic operation 

of services the number of buses should be changed 

as per the demand. The study proves that number of 

buses required during the mid peak and off peak hours 

is less than those for peak hours. Hence it is suggested 

to alter the frequency of buses during different category 

of time as per demand.

62 


Final Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


12. Predictive Accuracy of Urban Transport 

Studies –A Case Study of Trivandrum and 

Cochin in Kerala 

Date of start : Aprl 2011 





The scope of study is confined to selected cities in 

Kerala State. A case study of Trivandrum and Kochi 

Urban Area were selected to analyze the variations 

in the forecasts made. The objectives of the study are 

given below: 

i. 

ii. 

iii. 

iv. 

To undertake an analysis of forecasting of socio- 

economic variables, travel behaviour and traffic 

flow pattern that has influence on demand 

forecasting; 

To evaluate the accuracy of forecast variables 

by comparing the study forecasts with the actual/ 

observed data in the selected city; 

To critically examine the assumptions made 

in forecasts and the cause-effect in predictive 

accuracy of these variables; 

To prepare general guidelines for realistic 

assumption and forecasting of input variables in 

such studies. 

Methodology 

Different organizations have undertaken comprehensive 

Traffic and Transportation studies for a number of towns 

in Kerala during the last 30 years. Over 35 towns have 

been covered under various urban transport studies in 

Kerala. Available data from these studies have been 

utilized to assess the accuracy of various parameters by 

comparing the study forecasts with the actual changes 

that have taken place. An evaluation of variations in 

planning variable like population growth, employment, 

land use, vehicle ownership, traffic volume etc was 

performed. The assumptions made in the study were 


also critically examined. Based on the evaluation of 

predictive accuracy of selected parameters, a general 

guideline for realistic assumptions and forecasting of 

variables has been recommended. 

Major findings and conclusions 

Considerable attention has been given, over the last 

decade or so, to improve the specification of models 

and the estimation of the planning variables, but little 

attention has been given to the effect of errors on the 

accuracy of the forecast. Data from 19 urban transport 

studies of Trivandrum and Kochi cities, undertaken 

between 1981 and 2011, were used to evaluate their 

predictive accuracy. The comparison of demographic 

and socio-economic variables forecast showed a trend 

of overestimation while the traffic parameters indicated 

a lack of incorporation of fundamental shifts in economic 

growth and societal changes. 

On an average, demographic variables (population and 

employment) of both cities were overestimated by 24 

percent for a forecasting period of 10 years. Almost 

all forecasts for land use types were overestimated 

by an average of 39 per cent in case of Trivandrum 

city, whereas for Kochi city, the forecasts were 

underestimated by an average of 17 percent. Traffic 

parameters like vehicle population and traffic flow were 

heavily under estimated for both cities by 13 to 94 

percent. 

The changes in household income for the horizon year 

was not at all foreseen and accounted for in the modelling 

process. Thus an important variable like per-capita 

income was not forecasted for the horizon year and the 

base year value was incrementally taken which further 

led to irregularities in predicting the vehicle ownership 

levels and the total vehicle population. Therefore, there 

occurred a flaw in the traffic flow assignment on the 

road network. 

Further analysis of the data showed that an assumption 

of zero variation from base year situation had mixed 

response. Such an assumption would have produced 

smaller errors for socio-economic variables like 

population, employment in case of Trivandrum City and 

larger errors in case of Kochi City. Assumption of zero 

variation would have produced larger errors for traffic 

parameters. 

The traffic forecasts which were highly inaccurate 

combined with large standard deviations translate 

into large financial and economic risks. But such 

risks are typically ignored or downplayed by planners 

and decision-makers, to the detriment of social and 

economic welfare.


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


13. Transport Infrastructure Development Plan for 

Harippad Town in Alappuzha district, Kerala 

Date of start : July 2011 

Date of completion : December 2012 


Centre (NATPAC)- R 


The aim of the study is to prepare a Transport 

Infrastructure Development Plan for Harippad Town 

in Kerala. The broad objectives of the study are given 

below: 

(i) 

(ii) 

To assess the present level of service of road and 

other transportation systems and to identify the 

traffic bottlenecks, in the study area; 

To collect traffic volume data on major roads and to 

assess the extent of shortfall of the road system; 

(iii) To assess geometric deficiency of road sections 

and requirement of parking and pedestrian facilities 

in Harippad; 

(iv) To formulate suitable short-term and medium-term 

improvement schemes for Harippad town; 

(v) To prepare long term Transport Development Plan 

for the study region. 

Methodology 

Keeping the general objectives of the study, the 

following tasks were carried out: 

i) Review of development proposals; 

ii) Collection of data through primary surveys; 

iii) Analysis and interpretation of data; 

iv) Preparation of improvement proposals and future 

development plan. 

For forecasting of future travel demand for the study, a 

horizon year of 2030 was considered and accordingly 

future levels of traffic on the road system were 

estimated. Based on the field studies and analysis of 

data, shortcomings in the existing road system have 

been identified and appropriate improvement proposals 

prepared. Improvement proposals are suggested in 


two stages namely: (i) Short-term improvements and 

(ii) long-term transport development. Short-term 

measures are those schemes that involve no land 

acquisition which could easily be implemented in the 

next six months to one year period. These are intended 

to optimise the use of available road space and other 

transport facilities at minimum cost with maximum 

benefits. These schemes can, effectively, cater to the 

needs of Harippad Region the next five to 10 years. 

The various short-term schemes suggested are: Traffic 

improvement plan for central areas, road signage 

plan, parking-lots, provision of pedestrian facilities, 

segregated bus bay at selected bus stops and roadway 

beautification scheme. 

long-term schemes are those that are essentially 

required to meet the anticipated traffic demand for the 

next 10-20 years period. The suggested proposals 

include: widening of existing roads to meet the 

required standards, construction of missing links, 

and improvement of road connectivity to Harippad 

Railway Station, development of off-street parking lots, 

integrated bus terminal and Transport Infrastructure 

Development Plan for the year 2030. A ring road for the 

town has been recommended as a part of long term 

road network plan. 


Final Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


14. Traffic Forecasts for Personal Rapid Transit 

(PRT) System for Thiruvananthapuram City 

Date of start : March 2012 

Date of completion : August 2012 

I. 

II. 



Infrastructures Kerala Ltd. (INKEL) 


Personal Rapid Transit system is a modern, demand 

responsive transit which uses automated pod-cars 

with battery operations running on elevated guide-way. 

Each pod will carry up to 6 passengers and operate 

with an average speed up 40 km/hour. It is intended to 

provide last mile connectivity to travellers in cities. The 

objective of the study is to identify major travel corridors

64 

for operating PRT system in Thiruvananthapuram City, 

estimate expected ridership between different stations 

and forecast ridership for various horizon years. 

Methodology 

The methodology adopted for the study is split up into 

a set of tasks as given below; 

a) 

b) 

c) 

d) 

e) 

f) 

Collection of traffic data and other relevant 

information both from primary surveys and 

secondary sources for arriving at base year travel 

demand models; 

Generation of base year travel pattern in the form 

of O-D matrices; 

Development of transit networks and validation of 

trips through traffic assignment; 

Calibration of base year travel demand models; 

Forecasting of transit ridership on selected routes 

of PRT network for a concession period taking into 

account of various alternative scenarios and fare 

sensitivity; 

Conducting fare sensitivity and risk analysis with 

respect to projected ridership. 

Conclusions 

It has been estimated that more than 8 lakh person trips 

were performed in a day in the study region, of which, 

almost 80 per cent of the movement had either origin 

or destination outside Thiruvananthapuram city region. 

The expected ridership for PRT system in the base 

year (2012) works out to 1.42 lakh person trips. The 

potential users of PRT system would include 46% of 

existing two wheeler users, 27% of bus users, 17% from 

among the car users and the rest of demand come from 

intermediate public transport modes like auto rickshaw 

and taxi users. The ridership would increase to 1.80 

lakh trips if adequate parking facilities are provided at 

major transfer points and the time of operation of the 

system is enhanced to 20 hours a day. 

It is estimated that the ridership for PRT system would 

increase to 2.88 lakhs in the year 2020, and further 

increase to 8.45 lakh trips by 2045. The fare elasticity 

of travel demand is worked out as -0.81 implying that an 

increase of 10% fare level will result in 8.1% decrease 

in travel demand. 

Considering the anticipated passenger demand on 

different corridors of the proposed PRT network, 

a phased programme for implementation has 

been recommended for a distance of 12.5 Km in 

Thiruvananthapuram city. 


Phase - 1: East Fort – Thampanoor - Palayam with a 

connection to Govt. Secretariat. (Distance 3.8 Km.) 

Phase - 2: Palayam –Museum -Vellayambalam - 

Kowdiar Square (Raj Bhavan) and also a connection to 

Vellayambalam via Vazhuthacaud. (Distance 5.0 Km.) 

Phase - 3: East Fort –Sreekandeswaram - Vanchiyoor 

– General Hospital – Kerala University and Palayam 

(Distance 3.5 Km.) 

The traffic demand estimated for the base year as 

well as for different horizon years justifies the guide 

way based pod-car operation in selected corridors of 

Thiruvananthapuram city. The proposed PRT System 

will serve as feeder transit service, providing last mile 

connectivity to Bus/Railway Stations, Govt. Secretariat 

and various activity centres in the city. With the 

introduction of PRT system, a substantial reduction of 

journeys by private vehicles and auto/ taxis would be 

possible, thereby resulting in significant reduction of 

traffic congestion in Thiruvananthapuram city. 


Final Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


15. Role of IPT Modes in Medium Size City in 

Kerala –A Case Study of Kozhikode 




Centre - (R) 


• 

• 

• 

To analyze the growth and availability of IPT 

vehicles in the urban context 

To study the socio- economic aspects of the runners 

of the system 

To assess the role of the IPT system in the total 

urban transport as a case study including their 

adequacy aspects 

Methodology 

Primary data collections such as vehicle operation, 

passenger attitude, were collected through questionnaire

and interview method. Further surveying involved 

with drivers and their socio- economic information. 

Necessary supportive statistics was collected through 

secondary data collection. Secondary data are available 

with sources like Unions, Motor Vehicle Departments, 

Police and City Administration. Necessary intra-city 

traffic and inter-city traffic studies were also conducted. 

Number of earlier studies conducted on city’s traffic and 

transportation system were also used as secondary 

sources for the study. 

Interim Conclusions/ Conclusions 

The study results will be of interest for Motor Vehicle 

Department, Travel Operators, Trade Unions in the 

field and Travelling Public, The District Administration 

with Road Safety Council and local Corporation can 

also benefit in policy formations with regard to timely 

actions on IPT system in the city as well as related 

stakeholders in general. 


Role of IPT Modes in Medium Size City in Kerala – A 

case Study of Kozhikode - Final Report 


from 



Thiruvananthapuram - 695 004, Mobile: 9446342828; 

phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


16. Study on Gender issues of Mobility of Working 

Women 




Centre - (R) 


Working women form an important share on the 

working population in the state. The scope of the study 

consists of analyzing the issues related in the following 

aspects: 

• 

• 

• 

Women do not have equal access to Private Motor 

Vehicles 

Women walk for work at times with head loads 

Women and Public Transport 

The main objectives of the study are: 

• To study the mobility 

levels of working women and 

to compare with non-working women and 


• To suggest 

policies to improve the mobility aspects 

of working women 

Methodology 

Primary surveys in institutions and households with 

questionnaires were carried out to elicit their socio- 

economic characteristics, mobility pattern and issues. 

The Case studies on selected cross sections like: 

i. Low Income Group e.g. Fish Marketing class 

women, Kudumba sree members etc. 

ii. Middle Income Group e.g. Women staying away 

from homes, typical case of women’s hostels. 

iii. High Income Group e.g. Women working in High 

salaried firms like IT industry - were covered under 

the study. 

Data collection through interview approach was 

initiated supported by secondary data collection. Trip 

characteristics like Origin-Destination, travel time, 

travel cost, purpose and frequency of trips, occupation 

and problems if any during the previous trips were 

collected from railway commuter survey and from 

women’s hostel. 

Interim Conclusions/ Conclusions 

This study will help in making policies related to gender 

bias there by formulating problem solving measures by 

Governmental and Non-Governmental Agencies. 


Study on Gender issues of Mobility of Working 

Women 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


17. Urban Speed Management Using ITS 


Date of Completion (Target): 2013 

i. 

ii. 

National Institute of Technology, Tiruchirappalli 

(R, I) 

Ministry of Urban Development (S) 

iii. Indian Institute 

of Technology Madras (C)

66 


Objectives: 

• 

• 

• 

• 

• 

• 

To identify and implement ITS tools in the area 

of urban speed management, applicable to 

Tiruchirappalli city traffic conditions. 

To explore the use of ANPR cameras for vehicle 

identification and speed detection of individual 

vehicles. 

To identify and propose the technology for providing 

appropriate speed warnings to those users violating 

speed limits and to study the influence of such 

warnings on the speed pattern. 

To explore the use of image processing technique 

in estimating speed of moving vehicles. 

To evolve guidelines and best practices for 

maintaining proper speed management. 

To develop human resources by training planners, 

traffic enforcement personnel and road users. 

Scope: 

The scope of the study is to implement an efficient 

traffic regulatory and management system to regulate 

speed and in turn reduce the number of accidents as a 

result of increased speed through an efficient ITS tool 

and ensure safe and efficient travel in the study area, 

Tiruchirappalli City. 

Methodology 

Stage I: Identifying the required tools and locations for 

installing the tools 

The tools identified for the urban traffic speed 

management study are ANPR cameras that would 

capture images (of number plates of vehicles), at 

suitable resolution and frame rate; and RADAR/lIDAR 

speed meter and identifying the locations for installing 

the tools, based on traffic characteristics, accident 

data etc. The data collected would be transferred to 

a computer setup at a suitable location via long cable 

wires or Wi-Fi systems. 

Stage II: Analysing Urban Traffic Speed 

Using video detection technology the speed of vehicles 

is estimated using the ANPR cameras. The speed and 

the number plate of the vehicle extracted is transferred 

to a database for further operation. 

Stage III: Dissemination/utilization of information 

It is then proposed to utilize the information obtained on 

speed profiles estimated using both the technologies 

for managing the traffic by providing suitable driver 


feedback signs of the over speeding vehicles using 

VMS, Voice messages, Image display systems and 

studying the effect of speed warnings on the speed 

pattern. 

Stage IV: Implementation of the ITS technologies 

considered and assessing their suitability 

The chosen technologies have to be tried out on an 

experimental basis and in collaboration with City 

Corporation and Traffic Police of Tiruchirappalli city. 

The results of the implementation will be evaluated and 

compared with experiences in Delhi, Mumbai, etc. 

Conclusions 

• 

• 

• 

Cars contribute around 50% of excess speed on 

Bharathidasan road, while on rest of the road excess 

speed is mainly contributed by two wheelers. 

There has been a significant variation of speed 

along previous non-accident zones following the 

accident zones. 

Speed prediction models were developed for roads 

with and without median. linear and generalized 

linear models were used for developing models. 


obtained from 

Dr. S. Moses Santhakumar, Professor, Dept. of 



04312503155 e-mail ID : moses@nitt.edu 

18. Pre-Feasibility Study for Constructing a Green 

Field Highway between Nedumbassery and 

Vytilla in Kochi 

Date of start : February 2012 

Date of completion : Draft Final Report on April 

2012 




The main objectives of the study are: 

1. 

2. 

To assess the existing and projected traffic situation 

in Kochi and adjoining region; 

To explore the scope for constructing a new 

Bypass between Kundannur and Athani along NH 

47 connecting the Nedumbassery International Air 

port and and Vyttila Hub entirely on a Greenfield 

alignment; and

3. To carry 

out necessary techno-economic evaluations 

for selecting the most feasible alignment for the 

above green field road. 

The scope of the study covers only the preliminary 

technical aspects of identifying all possible alignments, 

assessment of existing land uses, traffic demand, 

and evaluation of alternative alignments, preliminary 

(conceptual) alignment drawings and preliminary 

design and preparation of rough cost estimate. 

Methodology 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

Capacity and service level assessments of various 

existing routes between Vytila and Airport through 

reconnaissance survey followed by detailed 

inventory survey of roads; 

Collection of satellite imageries of the areas, 

assessment of existing land use and identification of 

all possible alignments for the Greenfield highway; 

Conducting traffic surveys for studying the volume, 

origin-destination and other characteristics of traffic 

passing through the region; 

Assessment of bye passable traffic and forecasting 

traffic for the horizon year; 

Evaluation of economic and financial benefits for 

choosing the new alignment; 

Evaluation of the alternative routes/alignment and 

selection of most feasible route/alignment including 

alternative proposal to the road alignment, if any; 

Broad assessment of final route/alignment selected 

by conducting reconnaissance, inventory and GPS 

Surveys and verification with topo sheets; 

Preparation of preliminary (conceptual) drawings 

and designs; 

Preparation of rough cost estimate; 

Interim Conclusions/Conclusions 

Although Kochi is well connected to other regions 

with rail, road and air linkages, the quality of transport 

infrastructure and mobility standards are far from 

satisfactory. The vertical growth and land use expansion 

in and around Kochi are bound to generate and attract 

heavy commuter and goods traffic which the existing 

transport network system cannot handle. Government of 

Kerala and Government of India are evolving many new 

schemes to improve the existing transport infrastructure 

of Kochi and adjoining region substantially. The concept 

of Kochi Metro and constructing a new Greenfield road 

between Kundannur, Vytila and Nedumbassery has 

emerged as a result of this thinking. 



from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


19. Widening, Strengthening and Extension of 

Existing Tippu Sultan Road 

Date of start : January 2012 

Date of completion : May 2012 




The Objective of the study is to suggest a most feasible 

alignment for constructing 4 lane roadways from 

Ponnani to Francis Road Junction in Kozhikode. 

The Scope of work covers the following: 

1. 

2. 

3. 

4. 

5. 

Technical evaluation of the alignments; 

Assessment of existing land use; 

Assessment of traffic demand; 

Selection of best alignment; 

Updation of cost estimate. 

Methodology 

1. 

2. 

3. 

4. 

5. 

Capacity and service level assessments of various 

existing routes in the study stretch between Ponnani 

and Francis Road junction through reconnaissance 

survey followed by sample cross checking of the 

inventory survey data contained in the DPR; 

Collection and sample cross checking of land use 

data, assessment of existing land use and technical 

evaluation of identified alternative alignments for 

the new road as found in the DPR study; 

A broad assessment of the existing socio-economic 

conditions in the hinterland has been made with 

a view to assess the potential growth in various 

regions; 

Verification and critical assessment of projected 

traffic along the new road as per the DPR study; 

Evaluation of technical, economical and financial 

aspects alternatives proposed in the DPR and 

selection of most feasible route/alignment through 

sample verification of field data collected from 

reconnaissance and inventory surveys;

68 

6. The estimate on cost of road construction is made 

for two lane or four lane road standards based 

on the unit rates available for each items of civil 

works. 

Significance of the study 

The Malabar region remains undeveloped as compared 

to other regions in the State. The Government of Kerala 

intends to provide the much needed connectivity to the 

Malabar region especially along the coastal belt. The 

coastal belt of Ponnani-Vengalam region in Malabar 

mostly depends on the existing Tippu Sultan road for 

connection to the hinterland. This road was constructed 

centuries ago and does not meet the required standards 

and also not well-maintained. 

limitations 

Based on the analysis of secondary data and reports 

of other agencies, detailed field reconnaissances were 

conducted by NATPAC on the proposed coastal highway 

alignment. The report contains the brief features of the 

selected alignment, its economical and social impacts, 

pavement design, updated cost estimates, economic 

analysis and other relevant engineering features. It is 

proved beyond doubt that the new coastal highway 

between Ponnani and Vengali in Malabar region will go 

a long way for the overall economic development of the 

State. 


Final Report, May 2012 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


20. Micro-Simulation Based Driving Cycle in Delhi 

City for Sustainable Transportation System 

(EMPOWER Scheme) 


Date of Completion: 2012 


Delhi (R) 


The objective of this study is two folds (i) to derive the 

driving cycle and compare it with existing regulatory 

driving cycle using micro-simulation and real world 


data (ii) to estimate the emission based on real world 

driving cycle for Delhi. 

Proposed Methodology 

As part of this research, a real-world driving profile 

in Delhi will be observed using a Global Positioning 

System (GPS). The driving cycle will be developed 

and compared with real world driving, showing the real 

world acceleration and deceleration. The following is 

the methodology 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

Identification of study area and roads based on 

–IVEM Model and traffic load 

♦ 

♦ 

Seven routes have been identified in different 

part of Delhi covering East, West, North, South 

direction 

Part of the road selected based on IVEM model 

study 

Development of questionnaire 

♦ 

Three different types of questionnaire were 

developed. The questionnaire covered vehicle, 

roads, driver aspect. 

Collection of real world driving data using GPS 

based Performance Box and Vbox 

♦ 

Pilot database of 15 days driving cycles survey 

were created covering four different roads in 

Delhi 

Traffic data for input data for micro simulation 

♦ 

Traffic data were collected at 9 location on 

different roads in Delhi 

Signal data for input data for micro simulation. 

♦ 

Traffic Signal time phase were collected at all 

available corridor in different time of day in 

Delhi 

BRT corridor has been analyzed roads to see 

driving pattern 

Micro simulation model is developed 

Results are calibrated and validated to see driving 

pattern and its scenario. 

Driving cycle developed 

Workshop being organized for dissemination 

Analysis, comparisons and evaluations 


• 

Kumar, Ravindra., Durai, B.K., Saleh, Wafaa., 

Boswell, Colin. (2011) Comparison and evaluation 

of emissions for different driving cycles of

• 

• 

• 

motorcycles: A note Transportation Research Part 

D 2011 Pages 61-64. 

Kumar Ravindra, Saleh Wafaa, B.K.Durai and 

Boswell Colin (2011) “Micro simulation based 

driving cycle for motorcycle, Transport Research 

Part-D Communicated. 

Kumar Ravindra, Kamini Gupta, B.K. Durai (2011)” 

Development of Real World Driving Cycles At Delhi 

Bus Rapid Transit Corridor (BRT) And Air Pollution 

Scenario: Hindi Journal of Bhartiya Audaugic 

Anusndhan Patrika Volume 19 Issue 2, December 

2011 pp174-182. 44 

Ravindra Kumar, Wafaa Saleh, B.K.Durai, and 

S. Gangopadhya (2011) Development of micro 

simulation based driving cycle for motorcycle 

–Journal of Environmental Protection, 

recommendations for Dissemination/ revision of 

Codes/Specifications 

India needs to develop driving cycle for application to 

fuel consumption and emission in real world condition. 

Microsimulation tools can be used to derive driving 

cycle. 


obtained from 


Mathura Road, New Delhi - 25. 

e mail ID: director.crri@nic.in 

21. Effect of Headway Due to Type of Lead 

Vehicle for Urban and Non-Urban North East 

Region – A Case Study in two city in North 

East region. 

Date of start: March 2011 

Date of completion (Targeted): March 2013 

I. 

II. 


NIT, Silchar 


• 

• 

• 

Application of headway and driving cycle to 

understand traffic condition in city. 

Effect of lead vehicle on headway 

Scope of the work will be initially restricted to 

Silchar and Shillong city corridors . 

Methodology 

• 

• 

• 


Instrumentation of Vehicle 

Instrumented vehicle Video Vbox will be used in 

car to follow the heavy vehicles that will record 


• 

• 

• 

video picture of driver, real and foreward view along 

with road side video will be taken. NH3 and NH4 

test routes will be selected both in urban and free 

driving conditions on morning, noon and evening 

peak. 

Data Collection - Data will be collected in to two 

different types of driver one young and old age. 

The driving will be carried out on five different days 

and weekoff days. 

Selection of data variable 

Data analysis and result 


Data collection of headway in Silchar city is done 


from 


Mathura Road, New Delhi - 25, e mail ID: director. 

crri@nic.in 

B. on - GoInG/CoMpleteD proJeCtS 

1. 

Feasibility Study on Requirement of 

Pedestrian Underpass/ Vehicular Underpass 

between Palanpur-Deesa-Radhanpur Section 

of NH-14 & NH-15 




Delhi (R) 

Objectives 

To study the requirement of Pedestrian Underpass/ 

Vehicular Underpasses between Palanpur-Deesa- 

Radhanpur section of NH-14 (@ Km. 356/300 

(Chadotar), Km. 361/400 (Chandisar) & Km. 397/400 

(Bhildi). 

Methodology 

To achieve the mentioned objective, the devised study 

methodology for this study is presented bellow 

• 

• 

• 

Reconnaissance Survey 

Conceptualization of Study 

Data Collection : Classified Volume count, 

Pedestrian Volume count and Spot Speed survey 

has been collected. 

♦ 

Classified Traffic Volume Counts of turning 

movements at Chandisar Intersection (Km. 

359/000) for 24hrs

70 

• 

• 

• 

• 

♦ 

♦ 

Pedestrian counts across the NH-14 at three 

locations: Chadotar (Km. 356/300), Chandisar 

(Km. 359/000) and Bhildi (Km. 397/400) 

Spot Speed survey at above three locations 

Data Analysis and Interpretation 

Assessment of Safety Situation and comparison 

with Standards 

Need and Requirement of PUP/ VUP and Other 

Safety Remedial Measures. 

IRC and other international standards and 

practices 


Completed 

Conclusions 

With reference to Road Safety Cell, NHAI, Dwarka, 

New Delhi and Project Director (PIU, Gandhidham) 

regarding the study in view of the frequent accidents 

on Palanpur- Bhildi section of NH-14 covering the three 

locations at Chadotar (Km. 353/000), Chandisar (Km. 

357/000) and Bhildi (Km. 397/000). The CRRI study 

team visited the site in the month of April – May 2012 

and identified methodology to conduct the traffic studies 

and the following are the observations from the study 

• 

• 

• 

• 

• 

The analysis of above traffic studies clearly 

indicating that as per the IRC norms the required 

traffic volume is not exisitng to propose any grade 

seperated facility. However the pedestraina studies, 

spot spott studies and accidents stuides reveal that 

accidents are occuring mainly due to mix of local 

traffic travelling about 15-20 kmph with high speed 

naitonal highway traffic travelling with average 

speeds above 65 Kmph. 

In addition to this, the highway traffic also mixing 

up with local Non-motorized and Pedestrain traffic. 

Further the accidents stuides on this streatch 

clearly indicates that these three locations has very 

high potential for the accidents. 

In view of all these, the Vehicualr Underpass ( VUP) 

at the two locations i.e. at Chatodar (Km. 353/000) 

and Chandisar (Km. 357/000) and Pedesstrain 

Underpass (PUP) at Bhildi in recommded. 

Further it is mentioned that desining of these 

intersections as staggered intersections are not 

recommeded considering the high speeds on 

the national highway which in turn creates more 

problems to the local as well as national highway 

traffic. 

Provision of the VUP and PUP at the respective 

lcoations will ehnace the safety of local traffic well 


as national highway traffic. Since these locations 

are situiated very proximitly to the urban settlements 

where the lcoal traffic expected to increase very 

rapidly. 


Final Report on title ‘Feasibility Study on requirement 

of Pedestrian Underpass/ Vehicular Underpasses 

between Palanpur-Deesa-Radhanpur section of NH- 

14 & NH-15’ Submitted to PD, Palanpur PIU, Gujarat, 

2012 


from 



phone 011-26312268 Fax 011-26845943 

2. 

Comprehensive Traffic and Transportation 

Studies of Goa. 

Date of Start: Sep 2010 

Date of Completion : Oct 2012 


Delhi 


The study would be conducted in two phases namely 

short term (Phase-I) and long term (Phase II). 

The scope of the study in Phase-I encompasses 

conducting field studies for the preparation of Traffic 

System Management Plans for all the five traffic circles. 

Study of major intersections on national highways 

corridors in addition to the other major roads. On the 

basis of set of traffic surveys proposed to be conducted 

on the identified road network of the city, short term 

traffic improvement plans would be recommended. 

Comprehensive road network plan such as multi-modal 

transport system considering transport requirements 

of existing and future travel demands is to prepare in 

Phase II. In the long term study under phase II, the 

household travel characteristics and establishment 

surveys will form the basis for recommending transport 

plan for the horizon years. 

Methodology 

The short term solutions will provide relief to the 

congestion and chaotic situations of traffic. To achieve 

perceivable relief certain minimum required structural 

changes and mandatory controls will have to be devised. 

These changes may be in the form of geometric design 

of intersections and provision of signals to control the 

movements at intersections by allocating the right of

way. Besides this, the parking characteristics would be 

analyzed and polices for parking regulations in terms 

of time rationing, physical restrictions, designing and 

control of off-street facilities will be undertaken. Safety 

measures at some accident prone zones along the 

National Highways passing through the Goa cities to 

be recommended. 

The parking needs of the central business area will be 

assessed at more detailed level to work out regulatory 

steps which might include physical and fiscal measures. 

Pedestrian facilities will be recommended on the basis 

of scientific study of pedestrian counts along the roads 

and across the roads. 

long term solutions are aimed at developing the 

transport infrastructure and related system in a scientific 

manner by considering the planned growth of the city 

and estimating the future travel demand. This shall be 

accomplished by systematically conducting the primary 

surveys to assess the transport demand of passenger 

and goods as existing and evolve transport models 

to project this demands for the horizon years. On the 

basis of estimating demands the master plans of roads 

with appropriate hierarchical set-up will be prepared. 

Efforts will also be made to identify the phase wise 

development of this proposed master plan: 


The recommendations were made to implement the 

action plan on ground expecting to reduce traffic, 

parking problems and pedestrian problems. And Phase 

wise development of road network would immensely 

help to reduce the congestion as well as accidents on 

road network of Goa. 


Inception Report, Traffic and Transportation Studies at 

Mining areas of Goa 


from 



phone 011-26312268 Fax 011-26845943 

3. 

Travel Time Related Performance Measures for 

EvaluationofSustainableRoadTransportation 

System. 

Date of Start: September 2010 

Date of Completion: October 2012 


Delhi (R,S) 





progress: Completed. This project is one of the CSIr- 

eMpoWer Scheme Project 

Further Findings/Conclusions 

The variation of Travel Time was investigated under 

the influence of various uncertainties from the Supply 

and Demand side of the Transportation system with the 

help of Micro simulation techniques 

Travel distributions Observed Vs Simulated 

• 

• 

• 

• 

Travel time obtained by simulation model is well 

distributed between 7 minutes and 25 minutes 

which is closely follows observed travel time 

distribution 

The error in observed and estimated travel time is 

about 7%. 

The average Planing Time Index value for the peak 

hour is about 4.25 for the observed travel time and 

it is 3.9 for simulated travel time 

Micro simulation models are capable to analyze 

the behavior of uncertain variable and better than 

the other aggregated models 

Influence of Demand Side Variation on Travel Time 

• 

• 

• 

• 

• 

The influence of traffic flow on travel time is 

estimated for 50 % increasing and 50 % decrease 

to the existing traffic demand 

If 50% traffic demand situation arises, road users 

should plan their travel for about 5.5 times of travel 

time as against free flow travel time. 

If the demand reduced by 50%, the PTI also 

reduced to 2.3. 

PTI value are as high as around 7.4 was observed 

for the period between 9.45 AM to 10:00 AM during 

the peak hour period. 

Whereas in the case of 50% less demand, PTI 

value is 2.6 for the period between 9:15 AM to 9:30 

AM 

Influence of Supply Side Variation on Travel Time 

• 

• 

Road under working are defined in the VISSIM as 

an event that effect or impeded the normal traffic 

flow at identified location (considered 200 mts) 

If the one lane is blocked for 30 minutes during the 

peak hour, road users should plan about 6 times of 

travel time as against free flow travel time.

72 

• 

If extra one lane is provided for the entire corridor, 

road users should plan about 3 times of travel time 

as against free flow travel time 

Influence of Signal Failure on Travel Time 

• 

With Signal the average Travel time is 17.51 minutes 

and if the signal is failure, the average travel time is 

about 25 minutes for the study corridor 

recommendations for Further work 

• 

Further research to be pursued on Travel Time 

Reliability Vs Capacity Reliability Studies for urban 

road network towards building up of a new research 

domain 


• 

• 

• 

EMPOWER Project Completion Report submitted 

CSIR 

Ch.Ravisekhar.,B. Kanagadurai, Asakura Yasuo 

and S. Gangopadhyay” Use of Travel Time Reliability 

for Measuring Traffic Congestion Variation” 1st 

Conference of Transportation Research Group of 

India (CTRG) 

Dr.Ch.Ravi Sekhar, E.Madhu, B.Kanagadurai 

and Dr. S.Gangopadhyay” Analysis of Travel 

Time Reliability of an Urban Corridor using Micro 

Simulation Techniques”, Journal of Current Science 

(Submitted) 


from 



phone 011-26312268 Fax 011-26845943 

4. 

Preparation of Inventory of Roads for two 

Block Panchayaths in Kannur District 

Date of Start : April- 2010 

Date of Completion : On-going 




Completed the task for 30 Grama Panchayaths in 

Kannur District 



progress 

Developing an authentic spatial data base on Grama 

Panchayath roads together with supporting information 


required for the development of plan documents and 

rural road management system in GIS platform 


• 

• 

• 

• 

Assessment of settlement level connectivity 

Total settlements 

Connected/unconnected 

Road length required for connectivity 

improvements 


Updated road details along with settlement level data 

can be used for the preparation of Road Development 

Plan required for PMGSY, Bharath Nirman or NABARD 

funded road development schemes 


Preparation of Inventory of Roads for two Block 

Panchayaths in Kannur District (2011-12) –Final 

Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


5. 

Constraints in Developing West Coast Canal 

in Kerala – Case Study of National Waterway 

No. III 






The current status of development of the NW-3 is 

studied and the problems encountered during execution 

are identified. The status of the canal in terms of traffic 

achieved and regional development are also studied. 

After discussion with the IWAI Authorities, state 

departments and other stake holders like industries, 

boat operators, shipping companies etc. the constraints 

in cargo movement are identified and suggestions for 

improvement are proposed. 


It is necessary to study the socio economic impacts of 

the development of the waterways. Specific problems

are to be addressed and necessary additional facilities 

are to be provided. It is required to work out an efficient 

management system for the smooth operation of the 

waterways. 

Suggestions for improvement of the navigability of the 

NW-3 are: 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

Completion of capital dredging work in NW-3 

Removal of fishing nets from the navigable channel 

of the waterways 

Widening of lock gates at Thaneermukkom and 

Thrikkunnapuzha locks 

Development of feeder canals of NW-3 

Encourage transportation of containers through 

NW-3 

Providing container handling facilities at terminals 

of IWAI 

Exploring the possibility of usage of bullet containers 

on NW-3 

Conceptualisation of cargo oriented projects with 

guaranteed quantity of cargo for a specified time 

frame for movement by waterways 

Encouraging facilities for construction of ship 

building and ship repair in Kerala 

Taking adequate measures for effective integration 

of IWT and coastal shipping 

Integration of IWT with rail and road to improve 

connectivity 

Revival of inland vessels building subsidy scheme 

and operationalisation of freight subsidy scheme 

Formation of an inland vessel leasing company 

Strengthen the set up of Kerala Govt. for fulfilling its 

obligation as a regulator under Inland Vessel Act 


Cross structures not confirming to the standards 

of horizontal and vertical clearances, fishing nets 

obstructing the waterway are the main constraints for 

the operationalisation of the waterway. 







from 





phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


6. 

Constraints in Developing West Coast Canal 

in Kerala – Phase II – Case Study of Selected 

Stretches in North Kerala (Kozhikkode, 

Kannur and Kasargode Districts) 






The waterways in North Kerala (Kozhikode, Kannur 

and Kasargod Districts) were studied for its navigability. 

Inventory of the waterways were conducted and 

proposed routes identified. Survey of industries was 

also conducted to identify the availability and origin 

of cargo, and to identify the constraints for cargo 

movement. 


The outcome of the study will be the development of 

a water transportation network for North Kerala, which 

will help the Govt as well as private operators in the 

unorganized sector to efficiently plan their services. 

Improved water transport network will enhance the 

connectivity as well as economy of the region as a whole 

and will also result in increased tourism revenue. 


The use of waterways is reduced due to the construction 

of new bridges and roads. 









from 



Thiruvananthapuram- 695 004, Mobile: 9446342828;

74 

phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


7. 

Study on Stage Carriages in Kerala – 

Computation of PISCO 


Date of Completion: January 2012 



Present Status & Progress: 


Year of last Report: January 2012 


As per the Cost model, the fixed cost for ordinary bus 

per day is 2685/- to be assigned to 957 passengers 

travelling in ordinary buses per day, which comes to 

2.78/-. The variable cost of operation is estimated as ` 

0.54 per passenger kilometer. Thus the total fare rate 

for a distance of 5 km (first fare stage) works out as ` 5. 

This can be rounded as ` 5.50 and fixed as rate for the 

minimum fare. On an average 717 passengers are found 

to be travelling in intercity fast/express bus services per 

day per bus. The average occupancy is found as 40. 

The fare for travelling minimum 10 kilometres works 

to be 7.28. Hence it is recommended that a minimum 

fare of 7.00 can be fixed for fast services and 10.00 for 

express services. 

limitations of Conclusions or Interim 

Conclusions: 

Computation Periodical updating of Price Index for 

Stage Carriage Operations (PISCO) gives a scientific 

basis of fare revision of Stage Carriage Operation. The 

value of inputs compiled for PISCO refers to survey 

based on limited sample basis conducted by NATPAC 

in 2012 and accurate demand forecast have not been 

made for any particular route. Frequent fluctuations in 

fuel and other cost inputs and also the load and lead 

parameters could not be realistically estimated. The 

cost of components and weights used for computing 

the values of these factors remain unaltered. 


Draft Final Report, January 2012 


from 





phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


8. 

Development of Toolkit on Analysis of 

Urban Traffic Systems/ Urban Traffic System 

Design and Evaluation (Sponsored by World 

Bank-GEF-UNDP assisted Sustainable 

Urban Transport Project (SUTP) Institute of 

Urban Transport (India)) Ministry of Urban 

Development) 


Date of Completion: December 2012 

National Institute of Technology, Warangal (R) 

Present Status & Progress: 

Status: On Going 

Year of last Report: January 2012 


The prime user for whom the Tool kit is being prepared 

is the person/agency charged with the responsibility of 

undertaking the relevant task. The toolkits are aimed 

at providing step by step guidance to cities and other 

concerned authorities to enable them to plan and 

implement projects related to urban transport, without 

referring to any other material and also to facilitate public 

decision makers and transport planners/engineers in 

overseeing urban transport projects. Each toolkit is to 

be a self contained and in depth document that includes 

various survey /other required formats etc. 

Understanding of various traffic flow characteristics 

and Traffic Analysis, Capacity & lOS analysis are 

prerequisites for design of facilities and for subsequent 

performance evaluations of these facilities under 

varied traffic operational conditions. The following is 

the suggested grouping of the toolkits. 

Analysis of Urban Traffic Systems (Traffic Analysis, 

Capacity and lOS Analysis of Urban Streets) 

Urban Traffic System Design & Evaluation (Traffic 

System Design and Performance Measurement of 

Urban Streets) 

limitations of Conclusions or Interim 

Conclusions: 

Computation Periodical updating of Price Index for 

Stage Carriage Operations (PISCO) gives a scientific 

basis of fare revision of Stage Carriage Operation. The 

value of inputs compiled for PISCO refers to survey 

based on limited sample basis conducted by NATPAC 

in 2012 and accurate demand forecast have not been

made for any particular route. Frequent fluctuations in 

fuel and other cost inputs and also the load and lead 

parameters could not be realistically estimated. The 

cost of components and weights used for computing 

the values of these factors remain unaltered. 


Presentation of State of the Art Report to the Standing 

Committee, Institute of Urban Transport (India), Ministry 


of Urban Development, Government of India in July 

2012. 


from 

Prof. CSRK. Prasad, Civil Engineering Department, NIT 

Warangal – 506004, Mobile 91-9490165341 phone 

0870 246 2117 e-mail ID: csrk@nitw.ac.in

76 


2. SAFETY & ENVIRONMENT 

SUMMarY 

Research works reported in the area of Safety and Environment relate road safety Audit, Identification of Accident 

Prone location on National Highways, Variability in vehicle fuel consumption, Measurement of air quality Hazard on 

National Highway and study of Non methane hydrocarbons in the atmospheric environment at commercial residential 

and the signalized intersection in India 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

Safety Auditing 

Identification of Accident Prone locations 


Analysis of Driver Behaviour and Crash Characteristics 

Measurement of air quality and noise level 

Micro level study of Accident Hazards on National Highway 

Variability in vehicle fuel consumption 

Study of Non methane hydrocarbons in the atmospheric environment


1. 

Performance Assessment & Product 

Behaviour Observation of Crash Tested Road 

Safety Barrier (Plastic) Model Cosmos Road 

Liner 2000 S in Indian Varied Climate & Traffic 

Pattern. 

Date of Start: June 2011. 

Date of Completion (Actual): September, 2012 

i. 

ii. 

M/s Cosmos Fibre Glass Ltd., Faridabad 

(R,C) 

The Commissioner of Police, Traffic 

Department, Faridabad ( I ). 


Plastic products used in Road safety Barrier like traffic 

delineators, safety barriers, cones etc. need to be 

specified in terms of capacity, dimensions, raw material 

specification, thickness, approx. weight etc. so as to 

avoid monopolistic approach and to protect the usage 

of sub-standard raw material, lookalike light weight 

products etc. This shall also determine no compromise 

at quality front & would be in the best interest of 

civic society. There also emerges the strong need 

to locate temporary road safety barriers on highway 

under construction, 4 lane to 6 lane conversions and 

Rural roads which could offer road safety to the 

satisfaction. 

The main of this study are 

• 

• 

To attract the kind attention of key decision makers 

to specify, standardize the technical specification 

of Road Safety Barrier (Plastic) prior deployment 

on road sites, study & underline the salient features 

to draw differential benefits 

Quick temporary arrangement to offer road safety 

on new highway projects to replace efficiently 

the use of traditional mud/soil filled sacs as per 

contemporary safety solution 

• To work on standardization of effective temporary 

road safety plastic barrier systems. 

• 

To place the Crash Tested Road Safety Plastic 

Barrier System on heavy traffic zone for performance 

assessment, the suitability of system under varying 

climate conditions 


The traditional safety options are insufficient for such 

roads which deploy no other traditional means whether it 

is latest technology for road development, Engineering, 

Enforcement etc. is concerned. The increasing traffic 

congestion has made it requisite to seriously look into 


temporary road safety solutions for Highways & Rural- 

Urban Roads. Performance evaluation of barrier system 

was carried out through Crash Test on a trial stretch 

at Badhkal Circle, Faridabad as a temporary median 

adjoining NH-2. The errant vehicle crashed with the 

water filled crash tested barrier system and following 

observations were noted: 

eValUatIon CrIterIa reSUltS aCHeIVeD 

Crash barrier shall contain & 

redirect the vehicle. the vehicle 

shall not penetrate, under ride 

or override the installation. 

Controlled lateral deflection of 

plastic barrier is acceptable. 

Detached elements or debris 

from the plastic barrier should 

not penetrate or show potential 

for penetrating the occupant 

compartment. 

Shall not present an undue hazard 

to other traffic, pedestrians 

or personnel in a work zone. 

The vehicle should remain upright 

during & after collision. 

After collision it is preferable 

that the vehicle’s trajectory 

not intrude into adjacent traffic 

lanes. 

Significance/Utilization Potential 

Vehicle contained & redirected. 

Almost nil lateral deflection. 

No evidence of any potential 

of intrusion of 

detached article was 

found. 

No undue hazard was 

found to the other traffic, 

pedestrians or personnel 

in a work zone. 

Vehicle remained upright. 

Vehicle came to rest 

close to the barrier. No 

potential of intruding into 

adjacent traffic lanes. 

There is a significant application to introduce such 

temporary barrier systems on highways as well which 

could render support to preclude the accident injuries 

and fatalities involved. 

In fact, to motivate & promote standard code of 

practices, all the present temporary barricading system 

like cones, plastic barricades etc. should have material, 

properties, dimensions, color, approx. weight, water 

capacity, level indicator to ensure the product behavior 

as road safety product and it needs to be redefined. 

This shall bring a pause to sub-standard utilization 

of raw material, practices & protect the compromises 

made if any in terms of quality of road safety products. 

The huge utilization potential is evident & need no 

introduction in present scenario. We see the huge scope 

of remedial actions to be yet taken at the forefront of 

introducing these temporary road safety contemporary 

measures on rural & urban highways/roads under 

development or near future projects of Central & State 

owned planned developments. 

On above lines, we installed our crash tested water 

filled road safety plastic barrier system in conjunction

78 

with Traffic Police Department, Faridabad at an 

identified location which has serious requirement of 

placing some temporary road safety barrier system 

as a median to stop the infiltration of either side traffic 

while without compromising the road safety aspects. 

This traffic junction is critical since the traffic load is 

pretty heavy & accident chances are prominent 

The results are astonishing, the demarcation is great, 

accident occurred but the injuries were nil, system 

debris was nil, clear traffic movement continued post 

accident, vehicle dents were reduced, occupants were 

safe etc. This is significant & establishes that such 

systems are to be ideally encouraged & proposed for 

all traffic applications whether it is traffic delineation or 

excavated road site protection on highways, urban & 

rural areas. 


further work/further proposed work. 

• 

• 

• 

• 

• 

The wide usage of traditional woven sacks filled 

with sand as temporary marking of work under 

progress or light weight plastic cones / light weight 

water ballasted other plastic barricades has also 

imposed limitations during project execution. 

The Cosmos Crash Tested Barrier installed at 

Badhkal Circle as median has demonstrated only 

a piece of application; the appropriate application 

is highway roads with work under progress where 

we wish to carry it for road safety application in our 

further work. 

Recommended to be installed at all work zones 

where road development projects are to be initiated, 

are in full swing, semi-finished road sites, gaps 

created on medians, exposed excavated roads on 

highways, V.I.P pockets for temporary diversions, 

Consulates, Airports etc. 

Development of standard code of practices for all 

the temporary barricading system like cones, plastic 

barricades, crash tested barriers etc. should have 

material, properties, dimensions, color, approx. 

weight, water capacity, level indicator to ensure 

that product meets the specific definition of road 

safety product. 

Trial executions of crash tested road safety barriers 

through Concessionaires & place it as one of the 

best substitute options in their road safety proposal 

of new upcoming projects for temporary road safety 

applications. 


M/s Cosmos Fibre Glass ltd., 60, DlF Induatrial Area, 

Phase I, Faridabad (Harayana), Mobile: 09818649116 

phone: (0129) 2277172, 2274797, e-mail ID: rohit. 

rungta@cosmosfg.com; info@cosmosfg.com 


2. 

Safety Auditing of Public Transport Systems 

in Kerala 






i. 

ii. 

iii. 

iv. 

v. 

To study the accident trend in Kerala. 

To analyse the accidents pertaining to K.S.R.T.C., 

private, and institutional buses. 

To study safety practices of different type of public 

transport buses. 

To analyse the safety attitude of bus drivers and 

To study the bus condition with respect to safety of 

passengers. 

Methodology 

i. 

i. 

ii. 

Primary and Secondary data are to be collected 

to study the accident situation in Kerala. It is also 

required to study the part of buses in accidents. 

Interview of bus drivers are to be conducted to 

understand the road safety awareness of them and 

their attitude towards it. 

Sample Survey of Buses is to be conducted in 

order to realize the operational condition of buses 

like age and other aspects. 


Public transportation services are the way to transport 

large number of passengers at a relatively low cost on 

a relatively fixed route at scheduled times. The public 

transportation system in Kerala includes Road, Rail, 

Air, and Water transportation. Road transportation 

is one of the major modes among these. Buses, the 

mode of Public transportation system through roads 

comprise two types: Stage carriages and Contract 

carriages. Stage carriages like K.S.R. T. C buses and 

private buses are having an important role in road 

transportation. Institutional buses are coming under 

contract carriages. While going through the overall 

accident data and matters relating to that in Kerala, 

it is clear that the buses are having an unavoidable 

role. So, it is required to study the causes and related 

factors of bus accidents in detail. Safety aspects of bus 

passengers are also need to be studied. 

Now the study is conducted for Thiruvananthapuram 

and Kozhikode districts. Through this study, the present 

condition of buses, bus depots, bus stops, driver and 

conductor behaviours etc. revealed. According to

study, the condition of most of the buses and bus stops 

are very bad. They are not having adequate facilities. 

Most of the bus accidents occur due to brake failure 

and axle breakdown, so mechanical condition of buses 

should also be considered. There should be methods 

to assess the suitability of bus crew by means of their 

mental and physical ability. Proper training also should 

be given to the crew members. 


Safety Auditing of Public Transport Systems in Kerala 

–Study Report 

Further information/copy of report can be obtained 

from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


3. 

Identification of Accident Prone Locations and 

Improvement Measures in National Highways 

17 and 212 Segments in Kozhikode District 




Centre - (R) 


a) 

b) 

c) 

d) 

To collect the accident details pertaining to the past 

three to four years. 

To analyze the accident causative factors. 

To evolve a suitable methodology to confine the 

accident prone locations. 

To carry out a micro- level analysis of the accident 

prone locations under safety auditing. 

Methodology 

Road accidents have occurred due to the increase 

in motor vehicles and the corresponding inadequacy 

of road infrastructure developments. Therefore a 

practical solution is necessary by identifying the facts 

as it featured alignment drawbacks too.Accident data 

has a prominent role in establishing the factors causing 

accidents and in order to control, regulate and manage 

the problem, an effective support relied on the matters 

of previous occurrences are found extremely helpful 

to substantiate the proximity towards accidents at the 

locations identified. 


Data Collections: Three types of data such as Accident 

frequency and characteristics, Geometric features of 

the road and traffic data have been collected. 

By using the data following methods have been applied 

to determine accident prone locations. 

• 

• 

• 

Quantum of Accident Method was adopted i.e. 

higher the number of accidents on any stretch, 

higher would be the accident proneness of that 

stretch. 

Two accidents in a year may be due to minor 

design defect while three or more accidents in 

a year definitely indicate serious deficiencies in 

Geometrics of the road stretch. 

Estimated Accident Risk Index (ARI) consisting of 

Consistency, Tendency and level of accidents. 

The three components of accidents have been formed 

into groups with assigned scores based on number of 

accidents occurring in a year. later identified stretches 

of one kilometre were put under a Road Safety 

Auditing. 

Interim Conclusions/Conclusions 

Identification of accident prone locations and 

improvement measure packages will be useful to 

Public Works Department and local authorities 

including District Administration, Police, Motor Vehicle 

Department and Stakeholders in road safety. 


Identification of Accident Prone locations and 

Improvement Measures in National Highways 17 and 

212 Segments in Kozhikode District –Final Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


4. 

Analysis of Driver Behaviour and Crash 

Characteristics 

Conditions 

during Adverse Weather 




Delhi (R)

80 


• 

• 

• 

To capture drivers visual and measurable fatigue 


and realistic setting. 

To investigate and analyze drivers’ choice of 

headway and speed in fog under simulated 

environment and realistic setting. 

To investigate if the choice of speed and headway 

are affected by the vehicle they drive or follow (under 

simulated environment and realistic setting). 

Methodology 

This study will be conducted in two parts 

a) 

b) 

The observation and analysis of driver’s R.T. and 

other behaviour in laboratory setting: In this part 

different psycho physical tests along with the 

skill tests will be conducted in driving simulator 

to analyze in simulated rainy and fog condition 

the driver’s behaviour e.g. crash characteristics, 

risk taking practices, reaction time etc The driving 

simulator will be used to obtain behavioural data 

from the drivers of different age groups under 

simulated adverse weather condition. 

The observation and analysis of driver’s R.T. 

and other behaviour in field setting (in adverse 

weather): In this part of the test will be conducted 

during rainy seasons and in the winter settings 

under fog condition to observe the driver behaviour. 

In continuation of this driver’s characteristic will be 

measured with the help of the V-Box and with the 

three cameras to measure driver’s reaction time, 

behavioural movements and road assests during 

the acquisition. 

Finally Real World Data will be processed for modelling 

during the all seasons. An evaluation of relationships 

between age, personality and driving style will reveal 

the relationship between the driver age and type A 

or B personality characteristics and which type of 

personality is a good predictor of vehicle speed and 

following distance. A factor analysis of several at-risk 

driving behaviours will be identified a cluster of correlated 

driving behaviours that appeared to share a common 

characteristic identified as aggressive/impatient driving. 

This correlated cluster of driving behaviour will provide 

objective support for the assumptions of response 

generalization and problem behaviour theory. Results 

will be discussed with regard to implications for safe 

driving interventions and a suggesting remedial for 

problem behaviour syndrome. 


Significant part of the project would be obtaining driver 

behavioural data at reverse weather conditions. The 


study will also focus on crash modelling in fog, which 

will provide insight about possible damages and 

injuries in fog related crashes. The final project report 

will address the answers of the four research questions 

identified in this study. Specifically there will be findings 

related to drivers’ state, their car following behaviour 

as well as type and pattern of crashes in fog. Based on 

these findings the research team will also recommend 

ways by which frequency and severity of incidents 

can be reduced by providing drivers with enough 

information about the roadway and traffic conditions as 

well as through better traffic management in fog. Study 

is under progress. 

Further Information /Copy of Report Can Be 

obtained From 



New Delhi - 25., e mail ID: director.crri@nic.in 

5. 

Road Safety Audit of Dasve Road Network 

in Lavasa to Comply the Pre-Conditions set 

by Environmental Impact Assessment Expert 

Appraisal Committee 




Delhi (R) 


Considering the conditions set by the Environmental 

Appraisal committee under the Ministry of Environment 

and Forests, and the letter received from the lavasa 

Corporation ltd., the main objectives of the present 

study are as follows: 

i) 

ii) 

To conduct the road safety audit of Dasve road 

network in lavasa 

Suggest the road safety measures and contingency 

plans to deal with the road traffic mishaps/ 

accidents. 

Methodology 

In carrying out the safety audit of the road project 

following methodology was adopted. For carrying out 

the road safety for this study three stages of Road 

safety Audits will be conducted 

a) 

b) 

c) 

Safety Audit on Existing Roads (Monitoring) 

Safety Audit at the Construction Stage 

Safety Audit on Design stage

Collection of Data: Collection of detailed engineering 

drawings from the client. These drawings provide the 

Information relating to the design standards adopted 

for the road project. to get an idea of the project from 

the point of adequacy in design. 

The other required secondary data also collected and 

Check list was prepared according to (IRC:SP-88- 

2010) and IRC:67-2010. The check list broadly covers, 

Alignment, cross sections, shoulders footpaths, side 

slopes, drainage facilities, Road markings, Road 

signage, Road lighting and other road asset information 

and available Cross drainage facilities and NMT 

facilities. 

Field Studies: Field visits were made by driving / walking 

along the project road to appreciate other physical and 

environmental features that required special attention 

from the point of view of safety. Some examples are 

pedestrians, roadside developments, sociological 

aspects that need special attention and appropriate 

facilities. 

Review and Analysis has been carried out through 

primary surveys and Data collected from Client on 

Detailed Engineering drawings 

Recommendations / remedial measures: 

Recommendations / remedial measures for the 

identified safety deficiencies, along with the action plan 

for implementation. 


from 



phone 011-26312268 Fax 011-26845943 

6. 

Measurement of Air Quality and Noise Level 

at Proposed IISER Campus at Vithura in 

Thiruvananthapuram District 

I. 

II. 

Date of start: June 2011 

Date of completion: March 2012 

National Transportation Planning and 

Research Centre - (R) 

Centre for Water Resources Development 

and Management (CWRDM ) –(C) 


• 

The aim of the project is to assess the ambient air 

quality and noise levels in and around the proposed 

IISER construction site as the part Environmental 

Impact Assessment (EIA) study. 


Methodology 

• 

• 

Measure the concentration of air pollutants such as 

particulate matter, Nitrogen dioxide (NO ), lead (Pb), 

2 

Carbon Monoxide (CO) and Ammonia (NH ) at five 

3 

locations at proposed IISER Campus as per CPCB 

guidelines with varying number of anthropogenic 

sources. The measurement will be done in four 

seasons such as Season I (June-August), Season 

II (September-November), Season III (December- 

February) and Season IV (March-May). 

Measure the Noise level at five locations during 

four seasons in and around IISER Campus with 

the guidelines of International Electro Technical 

Commission (IEC). 


The concentration of particulate matter and carbon 

monoxide at two sampling stations namely Physical 

Science Building and Main Plant are closer to the 

prescribed limit of CPCB standards may be due to the 

continues operation of concrete mixture plant, Diesel 

Power Generator and vehicular movement. But the 

overall result shows that the pollutant levels are within 

the permissible limit. 


After construction, the air quality and noise levels will 

be under the prescribed standards. The green belt of 

Ponmudi hills will serve as the best absorbent of both 

air and noise pollution in this area. 


The construction of IISER campus is under progress. 

It is suggested that the monitoring of air pollution and 

noise levels should be monitored until the completion 

of the construction work. 


Interim and Final Report 


from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677, 


7. 

Feasibility Study for the Setting Up of 

Monorail between Pallipuram (Techno city) 

and Neyyattinkara in Thiruvananthapuram 

District 

Date of Start: September 2011

82 

Date of Completion (Targeted/Actual): March 

2012 

I. 

II. 


Research Centre - (R) 

Department of Transport, Government of 

Kerala (C) 


The major scope of the work is to prepare a feasibility 

report for the proposed monorail system between 

Techno city near Pallipuram and Neyyattinkara in 

Thiruvananthapuram district. 

The following objectives are derived based on the 

scope of the work: 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

Review of available Master Plan and all earlier study 

reports related to the development of transport 

infrastructure in Thiruvananthapuram 

Collection of secondary data from all the available 

sources regarding the study area, existing and 

future land use pattern, population growth, traffic 

volume, travel characteristics, modal split, etc. 

Conduct comprehensive traffic surveys to 

generate sufficient database regarding the traffic 

characteristics and travel demands of the study 

corridor. 

Conduct 

surveys. 

topographical and road inventory 

Identification of most suitable alignment corridor for 

the proposed monorail system 

A thorough review on travel characteristics and 

the existing public transport system and the 

possible efficacy of monorail system in meeting the 

transportation requirements of the city 

Travel demand forecasts and projection of future 

modal shift and provide estimates of fare revenues 

under a range of fare, service level and integration 

assumptions 

Identification of the potentialities of the monorail 

system in the further development as a network 

plan to be used in future 

Identification of the possible sites of terminals, 

depots and workshops 

Financial and economical analysis of the project 

and the steps to ensure a robust viability of the 

system 

Identification of the financial structure and risks 

associated with the project 

• Preparation of an action plan for the successful 

financing and implementation of the project 


Methodology 

Methodology for the study involves the following 

activities: 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

Review of Master Plan and review of earlier 

reports 

Data Collection and Development of Transport 

Model 

Forecast model development 

Development of Monorail 

Alignment Identification and development of 

Operations Plan 

Costing, Economic and Financial Analysis 

Preparation of Feasibility report 

Environmental and Social Constraints 

Preparation of Request for Quotation 

Preparation of Bid Documents and action plan for 

the implementation of 

Advise on institutional arrangements required for 

the successful and timely implementation and 

completion of the project 

Advise on the possible funding possibilities and 

resources for the financing of the project 

Tendering of Technical Bid and Technical assistance 

in Bid Evaluation 

Conclusions 

The study findings and appropriate recommendations 

evolved in this study are briefly summarized below: 

• 

• 

• 

The monorail alignment proposed from Technocity 

(Pallipuram) to Neyyattinkara.The total distance 

of the proposed project stretch is about 41.8 km. 

The route of alignment is “Pallipuram (Technocity) 

– Kazhakoottam – Ulloor- Kesavadasapuram – 

Pattom – lMS- Palayam – Statue – Overbridge 

–Thampanoor – Killipalam – Karamana – 

Pappanamcode – Balaramapuram – Neyyattinkara” 

and is proposed to be implemented in two phases. 

The Financial Internal Rate of Return (FIRR) has 

been computed by using the revenue and cost 

streams with a conservative and optimum fare 

structure. Financial analysis shows that FIRR 

varies from 7% to 13% depends on the various 

scenarios adopted for the feasibility study 

The economic evaluation of the project corridor 

has been carried out by applying the Social Cost- 

Benefit Analysis Technique. The technique uses the 

incremental costs and benefits under the ‘with’ and

‘without’ project scenarios. The Economic Internal 

Rate of Return (EIRR) for the project computed 

using Discounted Cash Flow technique showed 

the value of 12.6%. 


Based on the recommendations of the report, 

Government of Kerala is planning to setup the monorail 

system in Thiruvananthapuram. 


Final Report submitted to Government of Kerala 


from 


Research Centre Sasthra Bhavan, Pattom Palace P. O., 

Thiruvananthapuram- 695 004; Mobile: 9446342828; 

phone: 0471- 2548300, 2543678; Fax: 0471-2543677 


B. on-GoInG / CoMpleteD proJeCtS 

1. 

Comparative Study of National Expressway 

-1 with NH 8 for Accident Analysis from 

Amdavad to Vadodara. 

Date of Start: November-2008 

Date of completion: november -2011 


Vadodara 



progress: Completed 

Conclusions 

• 

• 

• 

The accident density was calculated at 4.58 

accidents/km/year on NH 8 where as it was 0.54 

accident/km/year on NE 1. 

There were 14 Accident prone locations identified 

on NH 8 where as on NE 1 three Accident prone 

locations were identified. 

There are reduction in economic loss to the state 

in which the total saving of Rs. 3,45,78,095/- due 

to reduction in accidents after opening of N.E. – 1 

is done. 

limitations of conclusions or interim conclusions 

The comparative study is carried out for accident prone 

locations and volume of accidents only. 



from 

Gujarat Engineering Research Institute, RO RRD4, 

GERI, Racecourse Vadodara. phone: 0265- 

2313413/14/15 Fax : 0265-2324067 e-mail ID: 

rorrd4@gmail.com 

2. 

Micro Level study of Accident Hazards on 

National Highway No. 8 from Amdavad to 

Vadodara 

Date of Start: April-2008 

Date of completion: May-2011 


Vadodara 


Status: completed 

Further Findings/conclusions/ supporting data 

• 

14 Accident prone locations have been identified 

on the stretch and then by actual site visit of the 

locations remedial measures are suggested to 

minimize the accidents. 


The study is carried out for accident prone locations 

only. 


from 



2313413/14/15 Fax : 0265-2324067 e-mail ID: 


3. 

Micro Level study of Accident Hazards on 

National Expressway-1 from Amdavad to 

Vadodara 

Date of Start: April-2008 

Date of completion: May-2011 


Vadodara 



Further Findings/conclusions/ supporting data 

• 

3 Accident prone locations have been identified 

on the stretch and then by actual site visit of the

84 

locations remedial measures are suggested to 

minimize the accidents. 



only 


from 



2313413/14/15 Fax : 0265-2324067 e-mail ID: 


4. 

Development of Most Economical Design 

Standards for Anti-Glare Screen Barrier. 

Date of Start: October - 2011 

Date of completion (Targeted): October - 2014 


Vadodara (R) 

Scope & Objectives 

The night accidents are the results of the fact that 

headlights are involved in its occurrence directly or 

indirectly. Thus most of the fatal and serious injuries 

are sustained by drivers at night. This leads to the 

conclusion that an Anti Glare Barrier can go a long way 

towards safety enhancement and thus in reducing the 

fatality rate on roads at night. An Anti Glare Barrier will 

improve visibility by minimizing glare, a major cause 

of momentary loss of vision. The realization of the 

ultimate goal of total road safety through creating ideal 

visibility. 


Data collection of the various fields affecting like 

1. 

2. 

3. 

4. 

5. 

Driver Vision and Glare 

Sight Distance 

Headlight Beam Pattern 

Different kind of AGB and its design 

kind of materials available 

analysis: analysis of the above data based on road 

network and topography of India and its application and 

set its design standard. 

Significance/ Utilization potential 

To avoid the problem of glare this impairs the visibility 

for safe driving in a meeting situation during the night. 


This leads to the conclusion that an Anti Glare Barrier 

can go a long way towards safety enhancement and 

thus decrease in most of the fatal and serious injuries 

sustained by drivers at night. 


from 



2313413/14/15 Fax : 0265-2324067 e-mail ID: 


5. 

Road Safety Audit Study on Vadodara-Padra- 

Jambusar road. 

Date of Start: September-2011 

Date of completion (Targeted): September 

-2014 


Vadodara (R) 

Scope & Objectives 

The main objective is to find out the black spots on 

study stretch and to suggest the remedial measures 

and ensure safety. The short term low cost remedial 

measures to minimize the number of accidents will be 

prepared for smooth movement of traffic. 


Data collection: The traffic accident data for six 

years i.e. from 2005 to 2010 were collected from 

Jambusar, Makrpura, Padra & Vedaj Police Stations. 

As recommended by IRC, Road Accident form A-1 & 

4 were sent to concern Police authorities in order to 

have correct information for the purpose of analysis. 

The data so collected was compiled according to 

form 4. 

Data analysis: The data were analysed as per primary 

causes, types of collision, km. wise accidents to find 

out Accident Prone locations (APl) etc. 

Study of apl: The accident prone locations were 

studied & evaluated and remedial measures for their 

improvement were suggested 

Significance/ Utilization potential 

• 

• 

By improving junctions and curves at accident 

zones, accidents will be reduced. 

Reduces congestion and provides smooth vehicular 

movement. 

• RSA offers saving 

of money, time and lives.

limitations of conclusions 


and improvement of road geometric characteristics as 

per IRC. 


from 


GERI, Racecourse Vadodara, phone: 0265- 

2313413/14/15 Fax : 0265-2324067 e-mail ID: 


6. 

Air Pollution Surveys on Road Network 

Connecting Darlaghat–Ropar and Darlaghat– 

Nalagarh 

Date of Start : November 2009 

Date of Completion: February 2012 

Central Road Research Institute, New Delhi (R) 


Status: Completed, Final Report submitted 

Year of last report : 2011 

Further findings/conclusions/supporting data 

M/s Ambuja Cements limited requested CSIR-Central 

Road Research Institute to carry out air pollution and 

traffic studies to predict the impact on air quality of the 

road network in the influence area which are likely to 

be affected due to the expansion of one of its cement 

plant at village Rauri, Darlaghat (H.P) (clinker capacity 

increasing from 1.8 MTPA to 2.6 MTPA) and a new 

grinding unit at village Panjehra in Nalagarh (H.P) 

which is situated at a distance of about 20 km from its 

existing grinding plant at Ropar (Punjab). 

Air pollution measurement and traffic flow studies were 

carried out in order to evaluate the influence on air 

quality, air dispersion modelling (CAlINE 4 model) was 

attempted to obtain the base line information for the 

same. In addition, vehicular emission loads of CO, HC, 

NO x and PM at selected locations were estimated. 

Continuous measurements were carried out for these 

air pollutants at each of the selected locations on 24-hr 

basis by using CRRI’s sophisticated state-of-art mobile 

air pollution laboratory equipped with pollutant-specific 

automatic analyzers. To predict the CO concentrations 

along the road corridor(s), vehicular pollution modelling 

was carried out using CAlINE 4 model. The vehicular 

emission loads of CO, HC, NO x and PM) at selected 

locations (sites) were estimated for base year 2009 

and projected year 2012. 


The Concentrations of most of the air pollutants 

at almost all the locations except for CO and PM at 

Nalagarh (Panjehra) did not exceed the ambient air 

quality standards as specified by CPCB. The CO 

prediction using CAlINE 4 model was carried out for all 

four pre-identified road corridors. The modelling results 

indicated that the predicted CO concentrations for the 

year 2012 were slightly higher as compared to the base 

year 2009. That was due to natural growth in the traffic 

volume and additional trucks that have increased after 

the capacity expansion of the plant were added for the 

projected year 2012. 

Vehicular emission load along the road corridors were 

calculated for CO, HC, NO x and PM. Vehicular emission 

loads were calculated for both the base year (2009) 

as well as for the projected year 2012. No significant 

change in total emission load and contribution from 

individual pollutant(s) in the projected year 2012 visà-vis 

base year 2009 was observed due to improved 

engine technology in the vehicles and fuel quality 


limited to the identified road corridor 

recommendation for further work 

Similar work could be taken up in the future 

Reports/Publications: Final Report 

Further information/copy of the report can be 

obtained from 

The Head, Environmental Science Division, Central 

Road Research Institute, New Delhi – 110025, phone: 

011-26921830 e-mail ID: anilsingh1234@gmail.com 

7. 

Variability in Vehicle fuel Consumption Under 

Controlled Conditions 


Date of Completion : September 2012 

Central Road Research Institute, New Delhi (R) 


Field studies and analysis of field data completed 

Status: Report preparation is under progress 


Variability in steady speed fuel consumption is up to 

8.2 % with the various steady speeds. For both Petrol 

and Diesel driven light duty vehicles almost uniform 

variability in value of fuel consumption was observed. 

Optimum fuel consumption was observed consistently

86 

for both vehicle types to be either at steady speed of 

40 or 50 km/hr. 


The steady speed fuel consumption study was 

conducted on two vehicles only by covering a section 

length of 1 km considering 10 runs for each of the steady 

speed. The work was conducted for light vehicles only; 

the effect of wind speed, temperature and humidity 

effect were neglected. 


obtained from 




8. 

Study of Non methane hydrocarbons in the 

atmospheric environment of Delhi region 

Date of Start : Dec 2007 

Date of Completion : Jan 2012 


Delhi (R) 



The present study shows the following results. The 

proportion of propane is highest in traffic area i.e. 98% 

followed by ethane (2%). Butane shows a negligible 

concentration in this area. The results show that the 

only expected source of propane is traffic in the ambient 

air. Traffic congestion is the main problem which 

leads to increased concentration of propane. First 

Traffic sampling site, i.e. Ashram intersection shows 

the highest and abnormal concentration of propane. 

The probable reason is the traffic congestion on the 

intersection area. Most of the time vehicle is in idling 

mode and in this condition there are more chances to 

get an incomplete combustion of CNG (Compressed 

Natural Gas) yielding plethora of propane. 

In the second traffic sampling site, i.e. Dhaula Kuan 

there was a moving traffic and least congestion was 

present at the time of sampling which is reflected in the 

results. So it was concluded that the high concentration 

of propane may be attributed to the incomplete 

combustion of CNG in the internal combustion engine. 

The pattern of the NMHCs is more or less similar in 

commercial area and residential area. The probable 

reason of this could be the close proximities of 

commercial and residential areas in Delhi.In commercial 

area the shopkeepers usually uses petromax for lighting 


in case of power failures. These petromax are not very 

well maintained and so there is always a probability of 

leakage during usage, also the filling of these petromax 

is usually done from lPG cylinders which results in 

leakage of lPG in atmosphere. This lPG could be 

the probable source of high concentration of ethane 

in these commercial areas. Commercial sampling site 

(C2) had a restaurant in the vicinity of sampling place 

which uses lPG. 

The results show that in residential area also 

concentration of ethane is maximum. This could also 

be attributed to the lPG leakage in houses. lPG is 

normally used in residential areas for cooking purposes. 

Residential sampling site like Maharani Bagh have 

underground lPG pipelines even any small leakage 

during handling and usage can increase concentration 

of ethane in ambient air. 

The maximum contribution of butane comes from 

industrial areas i.e. 47% and also if individual results 

for distribution of NMHCs in industrial areas are 

speculated it was observed that ethane shows a 

maximum contribution. This scene could be realized if 

the various industrial activities like welding, usage of 

solvents etc. are taken into account. 

Satyam Puram, Jharoda Kalan Border which was taken 

as a background area is nearly undeveloped rural area 

which has no industrial or commercial activities going 

on nearby. Since it is a rural area not very good traffic 

facilities are present. All these conditions made this 

zone a completely pollution free area which is reflected 

in the results thereby proving a very good background. 


The study dealing with NMHCs in Ambient Air 

described above is concluded on the following 

grounds The concentrations of NMHCs in Commercial, 

Residential, and industrial Area shows a similar order 

Ethane>Propane>Butane even though the butane is 

contributed to a maximum extent by Industrial Areas 

(47%) followed by Residential Areas (29%), Commercial 

Areas (14%) and Traffic Area (7%). A different pattern 

is observed for distribution of Ethane with following 

percentage composition viz. Residential Areas (40%), 

Industrial Areas (39%), Commercial Areas (14%) and 

Traffic Area (10%). Propane showed a monopoly in 

the Traffic Areas with a negligible contribution in other 

areas. 

recommendation for further work 

We propose the following which can be done in this 

regard 

• 

Altitudinal profiling of NMHCs in the various areas 

viz. Traffic Areas, Residential Areas, Commercial 

Areas, and industrial Area.

• Diurnal variations 

in the pattern of concentrations 

of NMHCs in above said and other areas. 

• 

• 

• 

• 

• 

Seasonal Variations in the pattern of concentrations 

of NMHCs in above said and other areas. 

Fate of NMHCs in atmosphere. 

Kinetics of reactions of NMHCs with NOx, SOx and 

PAN. 

Finding Correlation between concentrations of 

PAHs, NMHCs and Ozone by forming Equations 

among the three components and finding coefficient 

of regressions. 

Molecular modeling of Compounds and chelating 

agents which can bind with NMHCs for easier 

arrest of the NMHCs from atmosphere. 


1. 

2. 

Excessive emissions of non methane hydrocarbons 

in Delhi by Nidhi Tarsolia, Sippy K chauhan & 

Anuradha Shukla online periodicals CSIR – 

NISCAIR, 19(2), Dec 2011, pp 188 – 193 

Preliminary Studies on the characterization of non 

methane hydrocarbons in ambient air of Delhi 

by Nidhi Tarsolia, Sippy K Chauhan, Anuradha 

Shukla, Prabhat K Gupta. Presented in the National 

conference on bioremediation at JNU, New Delhi, 

from 26th to 28th Dec 2011 


obtained from 




C. R&D ACTIVITY REPORT BY CONSULTANCY 

FIrMS/ ContraCtorS/ ConCeSSIonS 

1. 

Travel During Night 

Date of Start and Duration: Ongoing 

M/s Sylos Engineering Pvt. Ltd. (C) (R) 

Special situations / problems faced during 

investigations / Constructions 

Accident-prone location study during night travel due to 

lack of proper lighting. 

Methodology / Procedure adopted for solving the 

problems 

Proposed for lighting of highways with particular 

reference to junctions 


Any New Materials / New Technologies if adopted 

lED lights proposed, which can also be solar 

powered. 

performance of such new Materials/ technology 

Shown in the paper-economic, better lighting, less 

energy consumption though initial investment is high, 

but forms insignificant cost compared to construction 

cost of highways. 

Additional R&D / work required in the area 

Induction of lED lights with solar 

Further details can be obtained from 

M/s Sylos Engineering Pvt. ltd, 14 Deluxe, B-5 

Vasundhara Enclave, Delhi-110096, Mobile: 

9810077284 phone: 22621559, e-mail ID: p.aich@ 

sylosengineering.com 

2. 

Study on Ambient Air Quality and its 

Contribution to Climate Change in Kerala 

Date of Start: March, 2009 

Date of Completion (targetted): March, 2013 




Ongoing 

Conclusions/Supporting Data 

The 24 hourly average value of particulate matter 

concentration at few sampling stations is exceeding the 

prescribed standards of CPCB may be due to heavy 

traffic density and other anthropogenic activities. 


The monitoring will be carried out for 3 years and 

the prediction of air pollution will be evaluated. The 

correlation of vehicular emission into air pollution will 

also be assessed. The impacts of air pollution on 

atmosphere will be determined. 


1. 

2. 

3. 

• 


Annual Report 

Seminar Papers 

“Energy consumption in transport sector and its 

effect on climate”, P.Kalaiarasan,B.G.Sreedevi - 

Kerala Environment Congress -2011, 25th to 27th

88 

• 

August 2011, organized by Centre for Environment 

and Development, Thiruvananthapuram. 

“Study on air quality and estimation of vehicular 

emission in South Kerala”, P.Kalaiarasan, 

B.G.Sreedevi - National Conference on Advances in 

Civil Engineering (NACE2011), 3rd December 2011, 

organized by Mar Baselios College of Engineering 

and Technology, Thiruvananthapuram. 



from 




phone: 0471- 2548300, 2543678; Fax: 0471-2543677 

e-mail ID: bgsreedevi@yahoo.com


V. RESEARCH PROJECTS RELATED TO THESIS FOR 

POST- GRADUATION/ Ph.D 

a. paVeMent enGIneerInG anD MaterIalS 

SUMMarY 

The various research topics related to thesis work include pavement management and maintenance systems for 

highways and rural roads, deterioration models, design analysis for composite layered pavements, pervious concrete 

pavements, use of RBI grade 81and coir geo-textiles for improving performance of pavements, and development of 

rutting model for bituminous pavements. 

It has been concluded that 25mm SDBC overlay at an earlier stage is better than 40mm BM at a later stage. Network 

level Pavement Maintenance Management Using Road Network Evaluation Tool (Ronet) has revealed that the 

maximum benefits are obtained if higher threshold standards and thicker overlays are selected to ensure that the 

selected road network always remains in good condition. 

In case of low volume rural roads the clustering can be used in categorizing the pavement sections for efficient 

rural road maintenance management. From the optimisation results, it is seen that in the necessary fund model, the 

minimum budget required to keep the pavements in a specified threshold level is less for the clustered pavement 

sections than that for the unclustered sections. 

Investigating the role of Activity Characteristics, Spatial Variation and Timing Dimension in Trip and Tour Frequency 

Models, it has been observed that Activity based trip frequency models perform better than the conventional trip 

frequency models. Trips were found to vary across the different zones. Incorporating spatial effect increased the 

goodness-of-fit of the trip frequency models significantly. 

Study of pervious concrete has revealed that compressive strength of pervious concrete is 39% less than normal 

concrete. Split tensile strength is 15% less than normal concrete. Modulus of rupture of pervious concrete is 22% less 

than normal concrete. The average co-efficient of permeability was found to be 0.155 cm/sec 

Stabilization of soil with RBI Grade 81, phosphogypsum and ecobase stabilizers resulted in decrease in PI value 

and increase in CBR, ultimate tensile strength and fatigue strength of the soil. 400 GSM woven geotextile placed at 

bottom position of the overlay specimen showed maximum decrease in rut deformation compare to control specimen. 

Geotextile placed at bottom of overlay performed better than geotextile placed at one-third from bottom in the overlay 

followed by geotextile placed at middle in the overlay. 

The research topics covered in various thesis work are aging behaviour of bitumen with different fillers, Dynamic 

Mechanical Analysis and Development of Master Curves for Bitumen Processed in India, Recycled Asphalt 

Pavement, Foamed Bitumen, Stone Matrix Asphalt, Bituminous Concrete Using Treated Aggregates, Pavement 

Design Evaluation and Back analysis using Markov chain Monte Carlo Simulation, Bituminous Mix with Added Fibres, 

life-Cycle Cost Analysis of long lasting Pavements, Evaluation of Flexible Pavement by Kenpave Software for the 

Blended Soils, and Mix Design of Pervious Concrete. 

It has been concluded that So in terms of aging, for VG 20 grade bitumen, it is better to use cement added at 1% 

as filler material and for VG 10 grade bitumen fly ash and lime added at 2 and 1.5% can be used as filler material. 

Fatigue life of SMA mix prepared with PMB 40 was 5.19% greater than that of SMA mix prepared with PMB 70. 

Stiffness modulus and surface characteristics of bituminous mixes can be enhanced by adding fibers. Bituminous 

mix with Coir fiber shows better structural and creep characteristics than mix with other fibers. The study shows that 

although the concept of perpetual pavements advocates the increase of HMA thickness to keep the critical strains 

within the threshold limits, the provision of a stable foundation and the high stiffness base materials are equally 

significant from a financial perspective.

90 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

Pavement management system 

Pavement deterioration models 



Soil stabilizers – ecobase, RBI grade 81, phosphogypsum 

Coir geo-textiles 

Pervious concrete pavement 

Rutting depth models 

Recycled Asphalt Pavement 

Warm mix and half warm mix asphalt mixes 

Fibre additives to bituminous mixes 

10. 

Stone matrix asphalt

C. reSearCH proJeCtS relateD to tHeSIS 

For poSt GraDUatIon/ph.D 

1. Urban Pavement Maintenance Management 

System for Tiruchirappalli City 

Date of start and duration: 15th JUlY 2011, 

1 year 

Date of completion: 30 th MAY 2012 



Objective: 

• 

• 

• 

• 

To develop a standardized procedure for collection 

of data during various seasons using different 

equipments and methods. 

To collect pavement condition data during various 

seasons using different equipments and methods. 

To develop pavement performance prediction 

models for urban roads of Tiruchirappalli City. 

To prioritize urban road network for various 

maintenance strategies under budget constraints. 

Scope: 

The study looks forward to implementing the effective 

and economical urban pavement maintenance and 

management strategy for the nineteen arterial and 

sub – arterial roads selected under the Tiruchirappalli 

Corporation. The focus lies on developing a deterioration 

model for the selected roads using HDM–4 and to 

find the optimized solution among the maintenance 

strategies proposed. 

Proposed Methodology (Type of study, Laboratory/ 

Field) 

Primary data like Classified Volume Count, Pavement 

distress data including PCI (Pavement Condition Index) 

values and IRI (International Roughness Index) values 

for the post - monsoon season were collected. The 

collected data was used in HDM–4 to compute the net 

benefit to society based on a simulation of the history of 

pavement deterioration and a prediction of the stream 

of road user costs and maintenance costs during the 

analysis period.A couple of maintenance strategies 

were tested for the optimal choice of road maintenance 

for various constraints of budgets. 

Salient-Findings and conclusion(s) 

• 

Roughness details of the road sections were 

collected for three seasons. It was observed that 

the IRI value on the roads varied from 2.5m/km to 

5.5m/km. 


• 

• 

• 

For majority of the road sections, 25mm SDBC 

overlay at an earlier stage was found to be the 

optimum solution over 40mm BM at a later stage. 

In HDM – 4, budget allocation for a specific year 

on road maintenance to a particular road section 

is done based on maximum budget utilization 

technique. 

Average periodicity interval required for renewing 

the road surface is 4 years. However it varies for 

4 - 6 years for the individual roads. 


obtained from 

Bhargava Sai B V, M.Tech., Transportation engineering 

and management, Department of civil engineering, NIT 

Trichy. Trichy -15, e-mail ID bhargavsmilin@gmail. 

com 

2. Prioritization of Highway Pavements for 

Maintenance Management at Project Level 

Date of Start and Duration: 1 August 2011, 1 

year 

Date of Completion: 1 May 2012 

Indian Institute of Technology Madras, Chennai 

- 600 036 


The data for project is from 37 corridors with 85 links 

consisting about 2477 km of roads in Tamilnadu. The 

periodical performance data was analyzed to calculate 

overlay thickness as per IRC 81 for each project duly 

considering the pavement condition, traffic volume etc. 

Alternate maintenance strategies are considered during 

the life cycle period of 15years. The cost-economics is 

computed and the projects are prioritized for the best 

funding options, depending on the viability. 

The main objectives of the present study are 

1. 

2. 

3. 

Analyze the periodical performance data of selected 

highway pavements 

Prioritization of the selected project roads for 

maintenance based on traffic level and importance 

Evaluation of alternate maintenance strategies 

for different projects and selection of the best 

maintenance strategy considering life cycle cost 

analysis. 


• 

Collection of last five years data 

♦ 

Pavement condition data (Structural data and 

Functional data)

92 

• 

• 

• 

• 

• 

• 

♦ Pavement 

composition data 

♦ 

♦ 

♦ 

Traffic data 

Axle load survey data 

Existing soil and Strength (CBR) of soil data 

Analysis of data and identifying homogeneous 

sections 

Computation of characteristic deflection and 

cumulative standard axles for each section 

Computation of overlay thickness for each section 

as per IRC 81 

Application of alternative maintenance strategies for 

each section i,e routine, preventive and corrective 

maintenance 

Computation of life cycle cost analysis for the 

design period of 15 years 

Selection of optimal maintenance strategy from 

selected 

section 

maintenance alternatives for each 

Salient-Findings and Conclusions 

1. 

2. 

3. 

4. 

5. 

Optimal maintenance option for each project road 

section results in low maintenance cost with desired 

performance for the design period of 15 years. 

Delay in the maintenance application increases 

the maintenance cost approximately two times for 

every year of delayed maintenance. This leads to 

increase in Vehicle operating cost. 

Timely application of appropriate maintenance 

option controls the roughness, pothole and cracking 

progression within the intervention limits, whereas 

in case of base alternative, roughness reaches the 

maximum limit. 

Adopting periodic-preventive maintenance for all 

the pavements when they are in good condition 

increases the benefits for agency and road users. 

Under budget constraint scenario, the suggested 

analysis is helpful for the prioritization of the road 

projects for maintenance. 


obtained from 

Mahesh S Zalaki, S/o: S K Zalaki, EWS-8, Adarsha 

Nagar, Bijapur, Karnataka, 586103, Mobile : 

7200494008, 9035632752 e-mail ID: mahesh.zalaki@ 

gmail.com 

3. Network Level Pavement Maintenance 

Management Using Road Network Evaluation 

Tool (Ronet) 





- 600 036 


1. 

2. 

3. 

4. 

Study the periodical performance data from a 

network of selected state highways and major 

district roads in Tamil Nadu and development 

of transition probability matrices for different 

maintenance scenarios based on the data 

availability and judgement. 

Determination of appropriate maintenance 

strategies for the group of pavement sections 

based on traffic and pavement condition states. 

Determination of optimum level of budget 

requirements for the desired performance levels 

for the study network for single year. 

Development of multi-year maintenance planning 

and the budget requirements for the study 

road network to achieve the desired levels of 

performance. 


1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

Compilation of data: The following data on the road 

network is collected and compiled. 

Traffic data 

Pavement condition data 

Roughness data 

The extent and severity of various distresses 

obtained from the pavement condition data are 

combined into an index called the pavement 

condition index (PCI) using the deduct value 

method. 

The network is then classified into homogeneous 

sections based on traffic levels, pavement condition 

index (PCI) and International Roughness Index 

(IRI). 

Performance of pavements is predicted using 

the Markov method wherein transition probability 

matrices are developed for different scenarios. 

Various maintenance strategies are identified 

based on the IRI threshold levels and the overlay 

thicknesses. The costs and benefits for an analysis 

period of 20 years at a discount rate of 12% are 

computed and compared for all the strategies. 

Benefit/cost ratio is used as an economic indicator 

to find the optimal strategy that leads to minimization 

of any combination between agency costs and 

road user costs and the maximization of the whole 

network quality or performance subject to annual 

budget constraints.


The study is conducted to decide an optimal threshold 

standard as well as optimal overlay thickness for 1646 

km of roads divided based on traffic and pavement 

condition. The costs and benefits of various strategies 

are computed for 20 year analysis period, discounted 

at a rate of 12% and compared. 

1. 

2. 

3. 

The maximum benefits are obtained if higher 

threshold standards and thicker overlays are 

selected to ensure that the selected road network 

always remains in good condition. Highest benefits 

are obtained if BC overlay of 100 mm thickness 

is adopted at very high threshold standard at an 

agency cost of Rs. 835crores (167M$). 

For an unconstrained budget scenario, adopting a 

BC overlay of 75 mm thickness at an agency cost 

of Rs.700 crores (140M$) is found to be optimal. A 

very high threshold standard is considered for all 

traffic classes. 

For a constrained budget scenario, the following 

strategies can be adopted as per the availability of 

funds. For a constrained budget policy, the scenario 

with the greatest NPV/cost need to be selected that 

gives the highest returns for the amount spent. 

• 

• 

If 75% of Rs. 835 crores (167M$), i.e. Rs. 625 

crores (125M$) is only available, adopting 

an BC overlay of 40 mm thickness for roads 

in good and fair condition and BC overlay of 

75 mm thickness for roads in poor condition 

at an agency cost of Rs. 595 crores (119M$) 

is found to be optimal. The overlay serves as 

preventive maintenance for the roads in good 

condition and as corrective maintenance for 

the roads in fair condition. 

If only 50% of Rs. 835crores (167M$), i.e. Rs. 

415crores (83M$) is available, adopting a BC 

overlay of 25 mm thickness for roads in good 

and fair condition and BC overlay of 75 mm 

thickness for roads in poor condition at an 

agency cost of Rs. 390 crores (78M$) is found 

to be optimal. 

4. A minimum of Rs. 295 crores (59M$) is required to 

provide a BC overlay of 25 mm thickness at a very 

low threshold level. 


obtained from 

Chithra Prabhakaran, 

Thanikkal (H), P.O. Rayarangoth, Vadakara, Calicut- 

673102, Mobile: 09747353372 phone: 04962511566, 

e-mail ID: chithra.prabhakaran@gmail.com, 


4. Sustainable Design for Upgradation of 

National Highway Pavement 


Year 



- 600 036 


Objectives: 

1. 

2. 

3. 

4. 

Study the structural and functional condition of the 

road under study 

Group homogeneous pavement sections for 

maintenance 

Assess the maintenance needs for each 

homogeneous section 

Suggest cost-effective and sustainable rehabilitation 

treatments for the project road 

Scopes: 

1. 

2. 

3. 

4. 

Evaluation of the structural and functional condition 

of a typical four lane National Highway Pavement 

using automated distress evaluation equipment 

Evaluation the pavement component layer material 

properties from field core samples and trial pits 

Structural design of upgraded pavement in a 

sustainable way 

Evaluation of recycling method by using Marshall 

Mix design and Superpave Technology 


The sequence of steps that were followed to achieve 

the objectives is as follows: 

• 

• 

Collection of Data from Chennai-Tada road Project 

♦ 

♦ 

♦ 

♦ 

♦ 

♦ 

♦ 

Traffic Data 

Benkelman Beam Deflection (BBD) Data 

Falling Weight Deflectometer (FWD) Data 

Pavement Condition Survey – Distress 

(Cracking, Rutting, Shoving) Data 

Axle load Data 

Traffic Growth Data 

In-Situ Samples 

Calculations of Characteristic Deflection based on 

BBD data 

Identifying Homo 

• genous Sections based on Traffic, 

BBD, FWD and PCI

94 

• 

• 

• 

• 

• 

• 

• 

• 

• 

Calculation of Modulus values based on FWD data 

using Evercalc 5.0 software 

Design of Overlay based on deflection values for 

homogenous section 

Calculations of Pavement Condition Index (PCI) 

based on Distress data and given maintenance 

option for each section 

Determination of Bitumen content of In-Situ 

samples and Grading of the same 

Design of Recycling Method based on analysis of 

experimental data on In-Situ samples 

Mix Design of Hot Mix Asphalt Recycling by both 

Marshall Mix Design and Superpave Technology 

Determination of Stability and Flow based on 

Marshall Mix Design 

Determination of Dynamic Modulus and Phase 

Angle based on Simple Performance Test (SPT) 

Determination of Fatigue and Rutting Criteria using 

Dynamic Modulus based on IRC-37 


1. 

2. 

3. 

4. 

5. 

The project stretch (km 11.000 to 54.400) is 

divided into three homogenous sections based on 

Benkelman Beam Deflection (BBD) Data, Falling 

Weight Deflectometer (FWD) Data, Pavement 

Condition Index (PCI) and Traffic Criteria as 

follows: 

• 

• 

• 

Section 1 – km 11.000 to 27.600 

Section 2 – km 27.600 to 39.500 

Section 3 – km 39.500 to 54.400 

The bitumen content of In-Situ samples were 

found to be in the range of 3.88% to 7.64% 

The size of the aggregates of the in-situ samples 

are within the desired size range of BC layer 

Grade II, as per MORT&H-Fourth revision 

(2001) 

Of all the binder percentage for trial mix design, 

the binder percentage which lies within the 

specification limits of MORT&H is 5.5%. Hence 

the binder content was fixed at 5.5% 

Dynamic modulus and phase angle were 

calculated for 30% RAP and 70% Virgin 

Aggregate mixing samples for 4% air voids and 

7% air voids compacted samples at 40ºC and 

60ºC temperatures respectively. These values 

were compared with 100% virgin aggregate 

mixed samples and the results are approximately 

equal 


6. 

Using dynamic modulus values for 4% and 

7% air voids at 40ºC and 60ºC temperatures 

respectively, the Fatigue (N ) and Rutting Criteria 

F 

(N ) were calculated. The number of cumulative 

R 

standard axles are: 

• Fatigue Criteria (N ) = 1.1968E+13 and 

F 

1.1558E+13 for 4% air voids at 40ºC using 

RAP and 100% Virgin mix respectively 

• Rutting Criteria (N ) = 15227745279 and 

R 

1.462E+10 for 4% air voids at 40ºC using RAP 

and 100% Virgin mix respectively 

• Fatigue Criteria (N ) = 1.30348E+13 and 

F 

7.7367E+12 for 4% air voids at 60ºC using 

RAP and 100% Virgin mix respectively 

• Rutting Criteria (N ) = 3155006281 and 

R 

4.673E+09 for 4% air voids at 60ºC using RAP 

100% Virgin mix respectively 

So RAP was given equal performance with 100% Virgin 

mix 

7. 

RAP can be partially or completely reused in fresh 

construction 


obtained from 

Rajesh Khanna, Sri RajaRajeshwari Winding Works, 

Main Road Parkal, Warangal, Andhra Pradesh - 

506164, Mobile: +919444359030 e-mail ID: khanna. 

nani@gmail.com 

5. Decision Support System for Maintenance 

Management of Low Volume Rural Roads 

Date of Start and Duration: 20.07.2007 


- 600 036 


The following objectives are pursued in this research: 

• 

• 

• 

• 

Formulation of indices for pavement condition 

rating using factor analysis 

Cluster analysis application in rural road 

maintenance management 

Development of performance prediction models for 

low volume rural roads 

Development of a decision support system for 

optimal maintenance of low volume rural roads 


The management of low volume rural roads in 

developing countries presents a range of challenges to

oad designers and managers. Rural roads comprise 

over 85 percent of the road network in India and their 

being kept in serviceable condition is crucial to rural 

economy. The present study aims at developing an 

optimum maintenance strategy for the rural roads under 

rural road programme namely Pradhan Mantri Gram 

Sadak Yojana in Tiruchirappalli District, Tamilnadu in 

India. Visual condition survey of the selected roads 

which includes condition of shoulders, drains, cross 

drainage structures, and camber; and pavement 

distresses viz., potholes, crack area, edge break are 

collected in 2009, 2010 and 2011. GPS coordinates 

and photographic images depicting the condition of the 

pavement are taken at every 200 m interval. An index 

namely Visual Condition Index is formulated from the 

above measured parameters based on factor analysis. 

This study also aims at investigating the efficacy of 

using cluster analysis as an aiding tool for Pavement 

Management System. K-means and latent Class 

Clustering were conducted for grouping the pavement 

sections into homogeneous clusters. Deterioration 

models were development for clusters separately. 

linear regression models relating VCR with age 

were developed for clustered and unclustered data. 

Optimisation of maintenance strategies were done in 

GAMS. Both the budget bound and necessary fund 

scenarios were considered for optimization with the 

models with and without cluster. 


The results obtained from the work reveals that the 

clustering can be used in categorizing the pavement 

sections for efficient rural road maintenance 

management. From the optimisation results, it is seen 

that in the necessary fund model, the minimum budget 

required to keep the pavements in a specified threshold 

level is less for the clustered pavement sections than 

that for the unclustered sections. Also, in budget 

bound condition, the total effectiveness (area under 

performance curve) are with the clustered modelled 

pavement sections. 


obtained from 

V. Sunitha, Ph.D. Research Scholar, Transportation 

Engineering Division, Deptt. of Civil Engg, Indian 

Institute of Technology Madras, Chennai 600 036, 

Mobile: 09443302930 e-mail ID: sunitha@nitt.edu 

6. Development of Pavement Deterioration 

Model for the Road Networks of Trivandrum 

City 

Date of Start: August 2011. 

Date of Completion: August 2012. 

College of Engineering, Trivandrum (R) 



The quality and efficiency of road network affects the 

quality of life, the health of the social system, and 

the continuity of economic and business activities of 

a country. Maintenance and up gradation of such a 

large network is a challenging task because of the 

logistics and constraints of resources. There is a need 

to manage the network more efficiently in a scientific 

manner. Pavement Maintenance and Management 

System(PMMS) can be defined as a scientific tool 

for managing the pavements so as to make the best 

possible use of resources available or to maximize 

the benefit of society. A well-designed geographic 

information system (GIS) provides a platform on 

which all aspects of the PMMS process can be built. 

A comprehensive GIS includes procedures for data 

input, either from maps, aerial photographs, satellites, 

surveys or other sources; data storage, retrieval, and 

querying; data transformation, analysis, and modelling; 

and output generation, including maps, reports, and 

plans. 

The development of a strong database is the primary 

part of any PMMS.The Dynamic Segmentation (DS) 

capability of a GIS can be used to enhance PMMS. 

Dynamic segmentation has allowed for increased 

accuracy of the PMMS as the data can be displayed 

to closely reflect the changing condition of a pavement 

segment. Application of pavement maintenance 

management systems requires the ability of system 

to predict future pavement conditions. Modeling of 

pavement performance deterioration in terms of riding 

comfort or pavement roughness and surface distress is 

a critical engineering process in PMMS. As a primary 

component of a PMMS, dynamic performance prediction 

models are crucial for one or more of the following 

analyses: maintenance planning, budgeting, life-cycle 

analysis, multi-year optimization of maintenance works 

program, and authentication of design alternatives. The 

main focus of the study is to develop a dynamic hybrid 

pavement deterioration model from the database in 

ArcGIS. Four cycles of pavement condition data and the 

required inventory data are compiled from the ArcGIS 

database. In MATlAB a composite index get developed 

for every inspection period by coding. A deterioration 

model get developed to determine the pavement 

condition for ant time as a function of index of previous 

period, axle load, age of pavement, maintenance 

history and drainage details. The correlation between 

the road roughness and composite index developed 

also get determined. 

The developed model is illustrated considering the 

study corridor in Trivandrum city. The study network 

was delineated into homogeneous section of 500m 

and the composite index gets developed with respect 

to visual rating, riding comfort and free flow speed.

96 

The model was developed to determine the present 

and future pavement condition. In this study strategy 

analysis is carried by Matlab coding and Hybrid Neural 

network. The testing of model with final dataset shows 

linear relation between actual and predicted values of 

pavement condition. 

The objectives of this study are: 

• 

• 

• 

• 

• 

• 

a. 

• 

• 

Development of database management system of 

selected road networks of Trivandrum city using 

ArcGIS software 

Collection of pavement inventory data, pavement 

condition data, drainage data, traffic data and 

maintenance history at four inspection periods 

linear referencing & Dynamic Segmentation of 

road network to assist development of database in 

ArcGIS environment 

Development of composite condition index(CI) 

using fuzzy logic (CI-1)& Matlab coding (CI-2) 

Attributes used: visual rating, riding comfort and 

free flow speed 

Development of pavement deterioration model 

(Hybrid Dynamic model) 

It is a function of CI of previous periods, drainage, 

age and CSAl and maintenance history 

Collection of roughness data using fifth wheel bump 

integrator and calibration using MERlIN for the last 

inspection period 

Comparison of developed composite indices and 

Roughness 

The scope of this study is, present study restricted to 

selected routes in Thiruvananthapuram corporation 

road network and it can be extended to full road network 

for its maintenance management 

Methodology 

It consists of six modules 

a) 

The development of database management 

system is the most important step for any pavement 

maintenance management system. It consists of 

following steps 

1. 

2. 

3. 

a. 

Identification of study area 

The network identification of pavement 

segments has to be done. 

Collection of relevant data which consists of 

Traffic volume, Free flow speed, pavement 

condition rating by visual aid, Riding comfort 

, Section definition, Facility, Maintenance 


b) 

c) 

history, Footpath details, Shoulder details, 

Carriageway, Right of way, Adjacent land 

use, Drainage facility and Roughness 

Creating a database management system in 

ArcGIS software. This module consists of following 

procedures 

a. 

b. 

c. 

Georeferencing of base map in ArcGIS 

Digitisation 

Corporation. 

of toposheet of Trivandrum 

Dynamic segmentation of road networks 

i. 

ii. 

iii. 

iv. 

v. 

Creating routes(i.e. linear features with 

measurements) 

Buffering of unwanted points 

Segmentation of each stretch into length of 

500m 

Creating route events(recording the 

attributes as data) 

Display of attributes 

Development of composite condition indices by 

fuzzy logic method and MATlAB Coding 

a. 

Development of composite index by fuzzy 

logic 

Fuzzy logic method can be used for 

estimating of pavement condition rating 

by giving factors as input variables and 

deduct value as output variable. Pavement 

condition rating is based upon visual 

inspection of pavement condition, free flow 

speed and by riding comfort. Although the 

relationship between pavement condition 

and performance is not well defined, there 

is a general agreement that the ability of a 

pavement to sustain traffic loads in a safe 

and smooth manner is adversely affected 

by the occurrence of distresses .For the 

condition rating by fuzzy logic, a model is 

established with input variables as visual 

pavement condition rating, riding comfort, 

and free flow speed. Visual rating is classified 

as excellent, v.good, good, fair, poor and 

v.poor. The free flow speed is classified as 

v.high, high, medium and low. The riding 

comfort is classified as v.good, good fair and 

poor. A range is assigned for each class as 

there is only crisp value input in fuzzy logic. 

Output variable will give the final pavement 

condition. Fuzzy logic is a heuristic method 

to obtain very good results. In the established 

model, triangular membership functions were 

trained using existing data.

d) 

e) 

f) 

b. Development 

of composite index by MATLAB 

coding 

The procedure consists of developing 

composite index in Matlab consists of giving 

input variables, pre processing of data by 

normalizing the input values, giving weightage 

to each input, sum the condition and finally 

post processing of data by normalizing the 

output values. Here also the input variables 

are visual rating, riding comfort and free 

flow speed. The classifications also remain 

same. But here the input variables remain as 

such i.e. class and crisp values without any 

conversion to get the output index. 

Development of dynamic hybrid deterioration 

model for pavement performance analysis 

• 

• 

• 

This module consists of development of 

deterioration model by MATlAB coding. The 

model get trained and tested in Neural Network 

training tool. The model inputs consist of both 

class and crisp values. The class input consists 

of condition rating such as good, fair etc. The 

crisp values are numeric values. Hence both 

type of data input is done here, it can be called 

as Hybrid Model. 

The database gets updated with respect to 

inspection period, and this dataset is a direct 

input to program, result gets changed with 

respect to it. As pavement condition is dynamic 

in nature, the result is also dynamic with 

respect to the database. Hence it can be called 

as dynamic model. 

Eventhough the training and testing is 

conducted in Neural Network Training tool, 

due to the MATlAB coding of direct input of 

both class and crisp values, it can be named 

as HNN (Hybrid Neural Network) instead of 

Artificial Neural Network. 

Determination of IRI value from roughness data 

The IRI value can be obtained using fifth wheel 

bump integrator and MERlIN. Bump Integrator 

gives speedily a quantitative integrated evaluation 

of surface irregularities on an electromagnetic 

counter. It gives the BI counts in cm/km. MERlIN 

device can be used for direct measurement of 

unevenness usually called Roughness or for 

calibrating other instruments like Bump Integrator. 

It is get converted to IRI in m/km with the calibration 

of MERlIN-D. 

Determine the correlation between the composite 

index developed and the International Roughness 

Index 


The composite index for each inspection period can be 

developed from fuzzy logic (CI-1) and MATlAB coding 

(CI-2). The index values get compared with the IRI 

values and the correlation coefficients get determined. 

Findings/Conclusions 

Following conclusions were drawn 

• 

• 

• 

• 

• 

A strong database is created for pavement 

maintenance management of selected road 

network of Trivandrum city 

From the traffic data, the growth rate was 

calculated as 5.7% d VDF as 4.6. Classified traffic 

volume count has been noted for entire stretches. 

Comparison of pavement condition changes in all 

inspection periods has been done. Final pavement 

condition rating prove that in the selected network 

6% are in excellent ,42% in v.good, 49% in good 

and 3% in fair condition finally. 

Dynamic segmentation of road network in ArcGIS 

has been done by 500 m segmentation 

a. 

b. 

c. 

For easy accessibility of data on each segment 

of road network by click on to the particular point 

on screen. The display of each attribute gives 

us a sudden clear picture about its condition 

for any time. 

It gives the Graphical display of data trends 

which is an effective method of communication 

between the system and user. 

The dynamic segmentation enhancing PMMS 

output results more interpretable through 

dynamic color coding and sophisticated 

visualization techniques 

Developed two composite indices for representing 

pavement condition as a function of visual rating, 

riding comfort and free flow speed by fuzzy logic 

and Matlab coding. Two composite indices get 

developed by Fuzzy logic approach and BY 

MATlAB coding. For large scale database CI-2 

proves to be more efficient and effective.CI-1 needs 

crisp value inputs and input data for every segment 

is a tedious job. For each inspection periods for 

each segment we have to give inputs to get the 

output. But CI-2 can accommodate both class and 

crisp values and once we create a database, the 

file can be exported to Matlab to get result 

Develop a hybrid dynamic deterioration model 

for pavement performance analysis. It gives the 

pavement condition for any time, t with respect to 

previous conditions (CI), age, axle load, drainage 

and maintenance history. The model shows a linear 

relationship between the actual and predicted 

values of the pavement condition. The mean

98 

• 

• 

square error is also proved to be minimum for both 

validation and testing. 

Collected the roughness values using fifth wheel 

bump integrator and MERlIN for the entire study 

routes. 

The correlation of CI-1 and roughness proves to be 

medium while CI-2 by Matlab coding proved to be 

more efficient as it proves to be strong. 

publications 

1. 

Soumya.R.S, R.Priya and B.TulaseedharanNair 

(2012), “Dynamic Segmentation of Road Network 

for Pavement Maintenance Management System 

in Trivandrum City”, ‘National Conference on 

Technological Trends (NCTT-2012)’, August 10-11, 

2012, College of Engineering, Trivandrum, Kerala. 

Further Information/Copy of the report can be 

obtained from 

Dr. Priya.R, Assistant Professor, College of Engineering, 

Trivandrum. 

7. Investigating the Role of Activity 

Characteristics, Spatial Variation and Timing 

Dimension in Trip and Tour Frequency 

Models 

Date of Start and Duration: 17 - 07 - 2009 



- 600 036 


1. 

2. 

3. 

Propose and analyze an activity-based model for 

trip frequency 

Analyze of spatial dependency and spatial variation 

in trip frequency 

Analyze the timing dimension in tour generation 

Attention is focused only on trip and tour generation 

stages, specifically production phase. Demand 

dimensions considered (trip, tours and stop) on 

the whole day at person and household levels of 

aggregation. 


Develop trip frequency equations that capture the effect 

of activity characteristics and bridge the gap between 

the trip-based and the activity-based approach. 

Salient-Findings and Conclusion 

Activity based trip frequency models perform better 

than the conventional trip frequency models. Trips were 


found to vary across the different zones. Incorporating 

spatial effect increased the goodness-of-fit of the trip 

frequency models significantly. 


obtained from 

Vishnu B., Research scholar, Transportation Engineering 

Division, Department of Civil Engineering, IIT Madras., 

Mobile : 9445069977 phone:044-22575292, 

e-mail ID: vishnubaburajan@outlook.com 

8. Stress Strain Analysis on Composite Structure 

of two Viscoelastic Layered Structures 

Date of Start and Duration: 26 - 07 - 2012 


- 600 036 


Investigate the stress strain response of composite 

structure of a two viscoelastic layered structures. 


Co-related analytical solutions on the structural analysis 

of two bituminous concrete layers with stress strain 

analysis using Abaqus software. 


obtained from 

Selva Kumar, Research Scholar, Transportation 

Engineering Division, Department of Civil Engineering, 

IIT Madras., Mobile: 9840268028 phone: 044- 

22575292 , e-mail ID: selvakumar_nc@yahoo.com 

9. Experimental Study on Properties of Pervious 

Concrete and Its Applicability in Pavement 

Date of start and duration 15 th JUlY 2011, 1 

year. 

Date of completion 30 th MAY 2012 

National Institute of Technology,Tiruchirappally 


The objectives of the study are as follows: 

• 

• 

• 

To study the strength and permeability properties 

of pervious concrete by adding polymer and super 

plasticizer and comparing with normal concrete. 

To determine the Young’s Modulus and Poisson’s 

ratio for the design mix. 

To analyse stress of pervious concrete and 

normalconcrete slab using KENPAVE software.

Proposed Methodology (Type of study,Laboratory/ 

Field) 

The admixtures used are Glenium B233, Rheomix-141. 

The mix design was obtained. The tests conducted 

were 

• 

• 

• 

• 

• 

Compressive strength 

Split tensile strength 

Flexural strength 

Permeability Test 

Young’s Modulus test. 


The following are the major conclusions 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

Compressive strength of normal concrete is 

38.5MPa, for pervious concrete is 27.7MPa, which 

is 39% less than normal concrete 

Split tensile strength of normal concrete is 3.9MPa, 

for previous concrete is 3.4MPa, which is 15% less 

than normal concrete 

Modulus of rupture of normal concrete is 5MPa, 

for pervious concrete is 4.1MPa, which is 22% less 

than normal concrete 

The experimental observations have shown an 

average co-efficient of permeability as 0.155 cm/ 

sec 

The young’s modulus of pervious and normal 

concrete is 16478 N/mm2 and 27290 N/mm2 respectively. 

The Poisson’s ratio of pervious and normal concrete 

is 0.21 and 0.20 respectively. 

Stresses in both normal and pervious concrete slab 

decreases as thickness of slab increases. 

Edge stresses are more critical compared to corner 

and interior stresses. 


obtained from 

Gourshetty Raju, M.Tech Transportation engineering 


Trichy.Trichy 15, e-mail ID: gourshettyraju@gmail.com 

10. Fatigue Behaviour Study of Subgrade Soil 

with Performance Enhansers. 


year. 


National Institute of Technology, Tiruchirappally 



The objectives of the study are as follows: 

• 

• 

• 

To understand the engineering properties of the 

soil. 

To review the enhancement of soil characteristics 

using Eco base. 

To study the fatigue behaviour of soil using RBI 

grade 81 and Eco base 


Field) 

The test was conducted after 4 days soaking,which 

gives the general field condition. Clayey black cotton 

soil showing a lower CBR value of 2% in soaked 

condition as it is weak in sustaining penetration due to 

loads. The tests conducted were 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

Atterberg’s limits 

liquid limit 

Plastic limit 

Standard proctor test 

CBR test 

Unconfined compression test 

Fatigue test 

Salient-Findings and conclusions 

Based on the comparison of the test results of virgin soil 

and the stabilised soil with RBI grade 81 and ecobase, 

the following conclusions are drawn, 

• 

• 

• 

• 

• 

After addition of ecobase stabilizer, OMC was 

reduced from 24.5% to 19 % and PI was reduced 

from 32% to 18.5 % whereas after addition of 5% 

of rBI grade 81 stabilizer the clayey soil which is 

highly plastic become non plastic. 

After addition of ecobase stabilizer the cbr value 

increased from 2% to 49% whereas after addition 

of 5% grade 81 RBI the cbr value increased to 

59%. 

After addition of ecobase stabilizer the ultimate 

strength of soil was increased from 2.5 kg/cm2 to 7 

kg/cm2 for 3 day cured sample and 13 kg/cm2 for 7 

day and 15.9 kg/cm2 for 28 day cured sample. 

The strain at failure of specimen is more or less 

same even after addition of both stabilizers. 

From experimental studies it was found that as 

the stress ratio increases the number of repeated 

loads for specimen failure is decreasing.

100 

• After addition of ecobase, 

at various ages of curing, 

the number of cycles for fatigue failure is drastically 

increased. 

• 

After addition of RBI grade 81, the number of cycles 

drastically increased. 


obtained from 

Ramadevi K, M.Tech Transportation engineering and 

management, Department of civil engineering, NIT 

Trichy. Trichy 15, e-mail ID: konarama31@gmail.com 

11. Experimental Investigations on Modification 

of Subgrade Characteristics by Chemical 

Addictives and Effect of Coir Geotextile on 

Pavement Distress in Overlays 





In today’s world, there is an ever increasing demand 

for construction due to population expansion and 

shortage of building materials. Utilization of various 

industrial wastes such as phosphogypsum not only 

solves environmental problems but also provides a 

new resource for construction industry. In the present 

study, an industrial by-product phosphogypsum has 

been used to improve the subgrade for pavement 

construction. About 5 tons of phosphogypsum are 

generated per ton of phosphoric acid production, and 

worldwide phosphogypsum generation is estimated to 

be around 100–280 Mt per year. 

One of the more serious problems associated with 

the use of thin overlays is reflective cracking. Many 

pavements, which are considered to be structurally 

sound after the construction of an overlay, prematurely 

exhibit a cracking pattern similar to that which existed 

in the underlying pavement. This propagation of an 

existing crack pattern, from discontinuities in the old 

pavement, into and through a new overlay is known 

as reflective cracking. This movement may be caused 

by either traffic loading (tire pressure) or by thermal 

loading (expansion and contraction). Because a number 

of variables are involved in the nature of reflection 

cracking, no solution for the complete prevention 

of crack propagation has yet been suggested. Only 

retardation of crack progress is the best solution 

strategy adopted so far. The commercial finite element 

package ABAQUS version 6.9 is used for the stressstrain 

analysis. 

In this study, an attempt has been made to study the 

effects of coir geotextiles reinforcement in asphalt 


overlays and to study the effect on addition of 

phosphogypsum on subgrade soil. The objectives of 

the study are, 

part 1 

• 

• 

• 

part 2 

• 

• 

• 

To determine the effect of adding phosphogypsum 

to subgrade soil on its properties. 

To find the improvement in California Bearing Ratio 

(CBR) strength and Unconfined Compressive (UCC) 

strength of subgrade soil using phosphogypsum. 

To make a comparative study of results obtained 

before and after the addition of phosphogypsum. 

To conduct laboratory experiments in order to 

determine the effects of coir geotextile, in the 

behaviour of asphalt overlays. 

To locate the ideal position of Geo textile in 

overlay for mitigating permanent deformation by 

experimentation. 

To model the behaviour of pavement structure with 

geotextile as intermediate layer between existing 

pavement layer and overlay using ABAQUS 

software. 

Methodology 

The following are the overall steps followed in this 

investigation: 

part 1 

• 

• 

• 

• 

• 

• 

part 2 

• 

• 

• 

Selection of subgrade soil. 

Determining the engineering properties of selected 

soil. 

Determining the chemical properties of additive 

phosphogypsum. 

Conducting laboratory experiments. 

Determining the increase in California Bearing 

Ratio (CBR) strength and Unconfined Compressive 

(UCC) strength using phosphogypsum content in 

subgrade soil. 

Make a comparative study of subgrade soil 

before and after using phosphogypsum content in 

subgrade soil. 

Selection of mix materials and Geo Textiles. 

Determining the properties of mix materials and 

Geo Textiles. 

Construction of test specimens.

• 

• 

• 

Conducting laboratory Experiments. 

Make a comparative study of results obtained with 

and without coir geotextile. 

Results are analysed and modelling is done to 

determine interaction between geotextile and 

overlay, using ABAQUS finite element software. 

Findings/ Conclusions 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

By the addition of phosphogypsum content in 

subgrade soil, showed improvement in CBR value 

and UCC strength. 

10% addition of phosphogypsum is the optimum 

dosage for maximum CBR value and UCC 

strength. 

10% Addition phosphogypsum content in the 

lateritic soil showed an increase in CBR value of 

23.63% compare to control specimen 

10% Addition phosphogypsum content in the 

lateritic soil showed an increase in UCC strength of 

49.20% compare to control specimen 

From experiments, 400 GSM (Gram per Square 

Meter) woven geotextile placed at bottom position 

of the overlay specimen showed minimum decrease 

in stiffness modulus compare to control specimen. 

From experiments, 400 GSM woven geotextile 

placed at bottom position of the overlay specimen 

showed maximum decrease in rut deformation 

compare to control specimen. 

From experiments, Geotextile placed at bottom of 

overlay performed better than geotextile placed at 

one-third from bottom in the overlay followed by 

geotextile placed at middle in the overlay 

From experiments, 400 GSM woven geotextile 

specimen performed better than 740 GSM woven 

geotextile specimen followed by 800 GSM nonwoven 

geotextile specimen. 

From analysis, coir geotextile placed in the models 

showed decrease in stress compare to control 

model. 

From analysis, coir geotextile placed in the models 

showed increase in strain compare to control 

model. 

From analysis, Geotextile placed at bottom of 

overlay model performed better than geotextile 

placed at one-third from bottom in the overlay 

model followed by geotextile placed at middle in 

the overlay model. 

From result drawn from experiments and analysis 

it conclude that, geotextiles placed at bottom of 

overlay performed better than other two position. 


publications 

Bowney John A, loui T.R & Dr. M. Satyakumar (2010), 

“Experimental Investigation on Modification of Subgrade 

Soil Characteristics by Addition of Phosphogypsum”, 

‘National Conference on Technological Trends (NCTT- 

2011)’, August 19-20, 2011, College of Engineering, 

Trivandrum, Kerala. 


obtained from 

Mr. loui T.R, Dept. of Civil Engineering, College of 

Engineering Trivandrum 

12. 

Experimental Investigations and Modeling of 

Rutting in Asphalt Concrete Mixtures 

Date of Start and Duration: 17-07-2009, 3 

years 

Date of Completion: July 2013 


- 600 036 


Scope: 

• 

• 

• 

The experimental investigation will be carried 

out on bituminous concrete grade 1 mixture (as 

specified in MoRTH specifications) and unmodified 

VG 30 binder. 

Superpave gyratory compacted specimens will be 

tested in the Asphalt Mixture Performance Test 

equipment at three temperatures of 20, 40 and 

55oC. The test will be carried out at unconfined 

condition and two confinement levels of 100 kPa 

and 200 kPa. 

Qualitative comparison of laboratory experiment 

results will be carried out with rut wheel testing 

only. 

Objectives: 

• 

• 

• 

• 

• 

Design laboratory experiments to differentiate 

densification and shear flow 

Investigate the influence of confinement pressure 

on densification and shear flow 

linear and nonlinear viscoelastic modeling of 

creep and recovery response of asphalt concrete 

mixtures 

Simulation of asphalt concrete layer to predict rut 

wheel testing 

Develop qualitative comparison between rut wheel 

testing and creep and recovery testing

102 


Proposed methodology of work involves the following 

steps: 

• 

• 

• 

• 

Experimental investigation includes creep and 

recovery test, Flow number test, dynamic modulus 

test and dry wheel tracker test. 

Constitutive modeling of the material response will 

be carried out for linear regime in the experimental 

data and a non linear modeling will be carried out 

to predict the whole creep and recovery data. 

Rut prediction will be carried out using Mechanistic 

empirical pavement design guide. 

A qualitative comparison of the responses predicted 

will be carried out with the rut wheel test data. 


Repeated creep and recovery experiments on 

bituminous concrete mixtures resulted in different three 

stage creep responses for mixes tested at different 

temperatures and confinement conditions. An empirical 

approach was used to classify the various stages of 

three stage creep curve. Here primary stage was 

modeled using a power law, secondary stage using 

a straight line and tertiary stage using an exponential 

function. Four types of creep curves were observed. 

Type I curve has distinct three stages. Type II has both 

primary and secondary stage, but the tertiary stage 

was not reached within the test duration. Creep curves 

having only primary stage till the end of the experiment 

duration was named as Type III. Type IV had a primary 

stage suddenly going to the tertiary stage without any 

distinct secondary stage. 

A three stage creep curve was observed for 2 % air 

void specimens when tested at both confined and 

unconfined condition at 55 o C. A 7 % air void specimen 

reached a tertiary stage when tested in the unconfined 

condition at 55 o C. However the material did not show 

any distinct region of secondary stage. Also, the 7 % 

air void specimen tested at confined condition could 

not reach a secondary stage in the experimental time. 

These observations highlights the requirement of 

testing a 7 % air void specimen at sufficiently long time 

at confined condition, so that the material response as 

experienced in the field can be properly captured. 


obtained from 

Neethu Roy, Ph.D. Research Scholar, Transportation 


IIT Madras, Chennai – 600 036, Mobile: 09566169941; 

phone: 044 22575292, e-mail ID: neethumbt@gmail. 

com 


13. Study on Temperature Susceptibility and 

Aging Behaviour of Paving Grade Bitumen 

with Different Filler Material 

Date of Start and Duration : June 2011, 10 

months 


National Institute of Technology Karnataka, 

Surathkal 


The main purpose of this study was to investigate 

the rheological behaviour of virgin and aged asphalt 

cement by addition of various filler materials which are 

readily available. The objectives of this research work 

are as follows: 

a) 

b) 

c) 

d) 

To obtain mixing and compaction temperatures of 

asphalt cement by adding various filler materials. 

To study viscosity – temperature behaviour of 

asphalt cement by adding various filler materials. 

To study aging behaviour of the asphalt cements 

with various filler materials. 

To study viscosity – temperature susceptibilities 

of virgin and aged asphalt cement mixes using 

Penetration Index (PI), Pen - Vis Number (PVN) 

and Viscosity – Temperature Susceptibility (VTS). 

Two plain bitumen of viscosity grade VG 20 and VG 

10 (equivalent to penetration grade 60-70 and 80-100 

respectively) were used for this research study. Four 

materials namely stone dust, cement, lime and fly ash 

were used as filler materials. These fillers were added 

at different percentages like 1, 1.5 and 2%. 

Rotational viscometer (Brookfield viscometer) was 

used to obtain viscosity values of bitumen binders at 

different temperatures filled with various filler materials. 

Viscosity test were conducted at temperatures ranging 

from 80 to 180°C. Mixing and compaction temperatures 

of different asphalt cement mixes were obtained using 

viscosity – temperature graphs .Short term aging 

was conducted by using thin film oven test to obtain 

aging characteristics of asphalt cement and how such 

pavements can be rapidly aged and evaluated in the 

laboratory. 

The penetration test is conducted at 4°C and 25°C to 

measure the consistency of paving asphalt cement. 

Penetration values are used to determine the 

temperature susceptibility of asphalt cements in terms 

of Penetration Index (PI), Pen - Vis Number (PVN) and 

Viscosity – Temperature Susceptibility (VTS).


Experimental studies were conducted in laboratory as 

mentioned above. 


Following conclusions are made based on the results 

obtained in the present investigation: 

• 

• 

• 

• 

• 

• 

• 

Both in aged and unaged conditions for VG 10 and 

VG 20 grade bitumen, stone dust added at 2% have 

maximum mixing and compaction temperature 

compared to other filler materials. This is due to 

specific surface area of stone dust is lower than 

other filler materials. 

There is no much difference in mixing and 

compaction temperature for both binders, at aged 

and unaged conditions. 

From the results of retained penetration, for VG 

20 grade bitumen, cement added at 1% shows 

maximum stability against aging effect while lime 

added at 1% shows minimum stability against aging. 

Similarly for VG 10 grade bitumen, fly ash added at 

2%, shows maximum stability and cement added 

at 2%, shows minimum stability against aging. 

From the results of aging index, for VG 20 grade 

bitumen, lime added at 2% shows maximum 

increase in viscosity after aging process, but 

cement added at 1% has less effect on viscosity 

with aging. 

For VG 10 grade bitumen, fly ash added at 2% 

shows maximum increase in viscosity after aging 

process, but lime added at 1.5% has less effect on 

viscosity with aging. 

From penetration index value, for VG 20 grade 

bitumen, lime added at 2% is highly temperature 

susceptible whereas fly ash added at 1% is less 

temperature susceptible, at unaged and aged 

condition. 

From penetration index value, for unaged VG 

10 grade bitumen, lime added at 2% is highly 

temperature susceptible whereas cement added 

at 1% is less temperature susceptible. Similarly 

for aged bitumen, fly ash added at 2% is highly 

temperature susceptible whereas stone dust added 

at 1% is less temperature susceptible. 

• From Pen – Vis Number (PVN), for unaged VG 

20 grade bitumen, lime added at 2% is highly 

temperature susceptible whereas stone dust added 

at 2% is less temperature susceptible. Similarly, for 

aged VG 20 grade bitumen, fly ash added at 2% is 

highly temperature susceptible whereas stone dust 

added at 1.5% is less temperature susceptible. 


• From Pen – Vis Number (PVN), for unaged VG 10 

grade bitumen, cement added at 1.5% is highly 

temperature susceptible whereas lime added at 

2% is less temperature susceptible. Similarly, for 

aged VG 10 grade bitumen, lime added at 2% is 

highly temperature susceptible whereas stone dust 

added at 1% is less temperature susceptible. 

• 

• 

From Viscosity – Temperature Susceptibility (VTS), 

for unaged VG 20 grade bitumen, fly ash added at 

1% is highly temperature susceptible whereas stone 

dust added at 2% is less temperature susceptible. 

Similarly, for aged VG 20 grade bitumen, stone 

dust added at 1% is highly temperature susceptible 

whereas stone dust added at 2% is less temperature 

susceptible. 

From Viscosity – Temperature Susceptibility (VTS), 

for unaged VG 10 grade bitumen, cement added 

at 1% is highly temperature susceptible whereas 

lime added at 2% is less temperature susceptible. 

Similarly, for aged VG 10 grade bitumen, fly ash 

added at 1% is highly temperature susceptible 

whereas lime added at 2% is less temperature 

susceptible. 



Cement added at 1% showed better resistant to aging 

for VG 20 grade bitumen. Similarly, for fly ash and lime 

added at 2 and 1.5% respectively showed better results 

for VG 10 grade bitumen. So in terms of aging, for VG 

20 grade bitumen, it is better to use cement added at 

1% as filler material and for VG 10 grade bitumen fly 

ash and lime added at 2 and 1.5% can be used as filler 

material. 

Stone dust and lime added at 2% have less temperature 

susceptibility for both binders at aged and unaged 

conditions. So in terms of temperature susceptibility, it is 

better to use stone dust added at 2% as filler material. 


obtained from 

Dr. A U Ravi Shankar, Professor and Head, Department 

of Civil Engineering, National Institute of Technology 

Karnataka, Surathkal, Srinivasnagar P O, Mangalore 

– 575025, Karnataka, Mobile : 09886525453 phone 

: 0824-2474000 (Ext: 3041), Fax: 0824-2474033, 

e-mail ID: aurshankar@gmail.com , aurshankar@ 

yahoo.com 

14. 

Dynamic Mechanical Analysis and 

Development of Master Curves for Bitumen 

Processed in India 


Date of Completion: March 2012

104 


- 600 036 


• 

• 

• 

To conduct dynamic mechanical analysis of 

unmodified binders under unaged and short-term 

aged conditions in the temperature range of 25 to 

75 ºC 

To investigate the thermo-rheological behaviour 

and construct master curves under unaged and 

short-term aged conditions and 

To carry out parametric analysis of the temperature 

and shear susceptibility parameters of unaged and 

aged bitumen. 


The present study focused on unmodified binders 

under unaged and short-term aged conditions. 

The mechanical characterizations were carried out 

using small amplitude oscillatory shear tests using 

the Dynamic Shear Rheometer (DSR) in the linear 

viscoelastic regime. All the dynamic analysis was 

carried out over a temperature range of 25-75 o C and 

over a frequency range of 0.5-25.5 Hz. The master 

curve model proposed by Dickinson and Witt (1974) 

& Christensen and Anderson (1992) were used in the 

analysis. 


• 

• 

• 

• 

• 

All the samples tested exhibited discontinuity in 

the Black diagrams in the 65-75 ºC temperature 

range. This was true even under short-term aged 

conditions. Hence, the use of time-temperature 

superposition for the bitumen samples tested here 

is valid only in the temperature range of 25-55 ºC. 

The cross-over frequency for all the samples 

decreased with the aging condition. However, 

one cannot say the same thing about the dynamic 

modulus master curve under unaged and shortterm 

aged conditions. 

Of all the master curve model parameters, the 

parameter β as per Dickinson and Witt (1974) and 

the parameter R as per Christensen and Anderson 

(1992) were quite sensitive to the variability of the 

binders tested. 

Based on the analysis of β and R, the air blown 

samples exhibited better temperature and shear 

susceptibility when compared to blended samples 

for a given aging conditions. 

Aging changes the temperature susceptibility of 

the material and such changes are captured by the 

master curve model parameters, especially β and 

R. 


• When compared 

with the performance grade 

database for all the bitumen samples tested, 

samples exhibiting good temperature and shear 

susceptibility exhibited a wider performance grade 

temperature range. 

• 

Analysis of the 100 sample database for their 

penetration at 25 ºC and viscosity at 60 ºC revealed 

that samples having good temperature and shear 

susceptibility always had higher penetration for 

a given viscosity range. For instance, samples 

having R value of 0.9 and above, shows a higher 

penetration value of 60 within a viscosity range of 

1600-2400. 


obtained from 

Reashma P. S., M.S. Research Scholar, Department 

of Civil Engineering, IIT Madras, Chennai - 600 036. 

Mobile: 9902417494 e-mail ID: psreashma@gmail. 

com 

15. 

Experimental Investigation and Constitutive 

Modeling of the Transitory Behavior of 

Asphalt 

Date of Start and Duration: 18.12.2007, 4 years 

8 months 



- 600 036 


1. To characterize the non–Newtonian to Newtonian 

transition of asphalt 

2. To characterize the viscoelastic fluid to viscoelastic 

solid transition of asphalt 

3. To propose constitutive relations for asphalt at 

different temperatures across the transitory regimes 

and conduct parametric analysis 


Experiments have been conducted in the temperature 

region of 20 to 160 ºC to identify the transition of asphalt. 

Dynamic shear rheometer was used in the temperature 

region of 20 to 90 ºC and rotational viscometer was 

used in the temperature region of 90 to 160 ºC 


• 

• 

Asphalt exhibited non-Newtonian to Newtonian 

transition in 100 to 140 ºC 

Viscoelastic solid-like to viscoelastic fluid-like 

transition occurred in 20 to 50 ºC temperature 

region.

• These transition temperature depends on 

processing method and aging condition of asphalt. 

• 

Transition was shifted to higher side on aging 


obtained from 

A. Padmarekha, G - 4 - 9, IITM, Chennai - 600 036, 

Mobile: +919600003735 e-mail ID: apadmarekha@ 

gmail.com 

16. 

Rheology of Modified Binders 

Date of Start and Duration: Oct 2011 



- 600 036 


Objective 

To understand the interaction of various types of 

modifiers with bitumen at the molecular level and 

identify how these changes will influence the rheological 

properties of the modified binders. 

Scope 

Only three modifiers PPA, CR and SBS will be 

considered for the study. The commercially available 

forms of these modifiers only will be used. 


• 

• 

• 

An understanding of modification process, 

interaction mechanisms, compatibility issues and 

the influence of the modification process on the 

mechanical properties will be studied for three 

modifiers - PPA, CR and SBS. 

Using suitable analytical tools available, the 

changes taking place at the molecular level will be 

quantified 

Selected tests will be performed on the modified 

binders to ascertain the rheological properties 

It is a laboratory based study. 


obtained from 

Nivitha M. R., Ph.D. Research Scholar, Transportation 


IIT Madras, Chennai- 600 036, Mobile: 09585534754 

e-mail ID: rite2nivi@gmail.com 


17. Recycled 

Bitumen 

Asphalt Pavement and Foamed 

Date of Start and Duration: 1/01/2012 

Date of Completion: Work in progress 


- 600 036 


To develop proper mix design procedure of recycled 

pavement materials with foamed asphalt. 


The work will consist of the following: 

1. 

2. 

3. 

4. 

5. 


Characterization of foamed bitumen and RAP 

Identification of cold mix recycling technology as 

the one with the most wide application potential 

with consideration of climate, location, availability 

of materials and equipments. 

Development of new facts/ specifications or 

modification of existing mix design procedure 

Validation 


obtained from 

Nivedya M.K., Ph.D. Research Scholar, Transportation 


IIT Madras, Chennai - 600 036, Mobile: 9445113669 

e-mail ID: nivedyamk@gmail.com 

18. 

Rheological Investigations on Foamed 

Bitumen and Development of Half-warm 

Foamed Bitumen Mixes. 


Date of Completion: Work in progress 


- 600 036 


1. 

2. 

Characterization of Foamed Bitumen. 

Develop the mix design procedure for Half-warm 

foamed bitumen Mixes. 


laboratory study

106 

Further information/ Copy of the report can be 

obtained from 

lakshmi Roja, Ph.D. Research Scholar, Transportation 

Engineering Division, Deptt. of Civil Engg, Indian 

Institute of Technology, Madras, Chennai - 600 036., 

Mobile: 8148216544 e-mail ID: lakshmiroja1988@ 

gmail.com 

19. 

Performance of Stone Matrix Asphalt using 

Crumb Rubber Modified Bitumen and Modified 

Aggregates 

Date of Start and Duration: June 2011, 10 

months 



Surathkal 


The scope of the present work involves the determination 

of various physical properties of the bitumen and 

aggregates used for SMA Mix. SMA samples are 

prepared by varying the binder content in Marshall 

Method and Superpave Gyratory Compactor (SGC). 

These specimens are analyzed for the density-voids 

and stability-flow. The optimum bitumen content for the 

mix with CRMB-55 and Terrasil treated aggregates are 

determined. The laboratory performances of the SMA 

mixes are checked for moisture susceptibility, rutting 

and repeated load tests. Drainage test was conducted 

to check for the binder drainage. Permeability tests 

were conducted to study permeable nature of SMA 

mixes with CRMB-55 and treated aggregates. Moisture 

susceptibility tests include the evaluation of Indirect 

Tensile Strength, Tensile Strength Ratio and boiling test 

for stripping. The rutting studies include determination 

of rutting depth by using Immersion Wheel Tracking 

Device (IWTD). Repeated load tests were carried out on 

SMA samples with CRMB-55 and treated aggregates 

to determine its fatigue life. 

Objectives: 

Disposal of waste tires is a serious environmental 

concern in many countries. In order to solve this 

environmental problem partly and at the same time to 

improve the performance of Stone Matrix Asphalt (SMA), 

CRMB-55 was used for the investigation. Another 

attempt of SMA Mix using an anti-stripping additive 

was done. The objective of the present investigation is 

given below: 

1. 

To reduce anti-stripping by treating aggregates 

using anti-stripping agents. 


2. To study 

the characteristics of SMA mixes using 

CRMB-55 binders and a mix using treated 

aggregates and VG-30. 

3. 

4. 

5. 

To evaluate the stability, flow value and volumetric 

properties of SMA mixes with CRMB-55 and 

treated aggregates by using Marshall Method and 

Superpave Gyratory Compactor. 

To study the indirect tensile strength, permeability, 

rut depth and amount of stripping of SMA mixes 

with CRMB-55 and treated aggregates. 

To study the performance of SMA mixes with 

CRMB-55 and treated aggregates under repeated 

loads. 



mentioned in the Scope. 


On the basis of analysis of results obtained in the 

present investigation, the following conclusions can be 

made: 

• 

• 

• 

• 

• 

• 

The results obtained from Marshall and SGC 

method provides similar results. Marginal difference 

in density values were observed for SMA samples 

prepared by SGC method because of its compactive 

effort. 

Addition of CRMB-55and modified aggregates 

improves the volumetric properties of SMA. The 

OBCof the SMA mixes with CRMB-55 and modified 

aggregates were 6.2% and 6% using Marshall 

and SGC respectively. From the results, it is clear 

that there is not much difference in the volumetric 

properties of SMA prepared using Marshall and 80 

gyrations in SGC. 

The SMA mixes were found to be having good 

stone-on-stone contact. Addition of CRMB-55 and 

modified aggregates decreased the draindown 

value and hence the stabilizer additives can be 

avoided. 

The boiling test proved that there is no stripping in 

the SMA mixprepared using modified aggregates 

and 10% stripping in the mix with CRMB-55. 

TSR was found to be more than 80% for all the SMA 

mixes used in the study. Higher TSR is obtained for 

SMA mix using modified aggregates which indicate 

better cohesive strength of this mix as compared to 

SMA mix using CRMB-55. 

Test results indicate that the SMA specimen 

using CRMB-55 is less susceptible to permanent

• 

deformation (rutting) than that with modified 

aggregates. 

Repeated load test results prove that the fatigue 

life of SMA specimen using CRMB-55 was higher 

as compared to the fatigue life of SMA specimen 

using modified aggregates. 


obtained from 




– 575025, Karnataka, Mobile : 09886525453 phone: 

0824-2474000 (Ext: 3041) Fax: 0824-2474033, e-mail 

ID: aurshankar@gmail.com , aurshankar@yahoo.com 

20. 

Performance of Stone Matrix Asphalt Using 

PMB 40 and PMB 70 


months 



Surathkal 


The primary objective is to evaluate the engineering 

properties of Polymer Modified Bitumen and for its 

potential application in wearing courses like SMA. The 

objective of the present investigation is given below: 

1. 

2. 

3. 

4. 

5. 

To evaluate the Performance of Polymer Modified 

Bitumen formulations by testing Various Physical & 

Engineering properties. 

Comparative study of all characteristics of Stone 

Matrix Asphalt (SMA) mixes, using PMB 40 and 

PMB 70. 

To characterize the SMA mixes for different 

laboratory compaction efforts using the standard 

Marshall Compaction (MC) method and the 

SuperpaveGyratory Compactor (SGC) and to 

evaluate their stability, flow value and volumetric 

properties. 

To study the indirect tensile strength, rut depth 

and moisture susceptibility characteristics of Stone 

Matrix Asphalt (SMA) mixes. 

To study the performance of Stone Matrix Asphalt 

(SMA) mixes under repeated loads. 

The scope of the present work involves the determination 

of various physical properties of the polymer modified 

bitumen and aggregates used for Stone Matrix Asphalt 

(SMA) mix. SMA is mixed with Polymer Modified 

Bitumen (PMB 70 and PMB 40). Marshall Specimens 


and Superpave Gyratory Compactor Specimens 

were prepared by varying the binder content. These 

specimens are analyzed for the density-voids, and 

stability-flow. The optimum bitumen content for the 

mix is determined. The laboratory performances of 

the Stone Matrix Asphalt (SMA) mixes are checked 

for moisture susceptibility, rutting and repeated load 

Tests. Drainage test was conducted to check for the 

binder drainage. Moisture susceptibility tests include 

the evaluation of Indirect Tensile Strength, Tensile 

Strength Ratio and boiling test for stripping. The 

rutting studies include determination of rutting depth 

by using Immersion Wheel Tracking Device (IWTD). 

Repeated load tests are carried out using accelerated 

loading instrument. Tests are carried out on Superpave 

Gyratory Compactor Specimens at unsoaked condition 

for different stress level. 






present investigation, the following conclusions are 

drawn: 

Marshall Stability 

• 

Addition of PMB improves the volumetric properties 

of SMA.The OBC at 4% air voids was found 

to be 6.4% and 6.3% for PMB 70 and PMB 40 

respectively. The Marshall Stability value at OBC 

for SMA mix prepared with PMB 70 was found to 

be 3.05% more than that of SMA mix prepared with 

PMB 40. 

Superpave Gyratory 

• 

• 

• 

• 

The OBC at 4% air voids was found to be 6.3% and 

6.32% for PMB 70 and PMB 40 respectively. The 

SGC Stability value at OBC for SMA mix prepared 

with PMB 40 was found to be 5.44% more than that 

of SMA mix prepared with PMB 70. 

PMB 40 and PMB 70 binder showed very negligible 

draindown values. This indicates that separation 

of fines and bitumen noticed during transportation 

and placing of the mixture is restricted to a large 

extent. 

The Tensile Strength Ratio was found to be more 

than 85%. This shows that addition of PMB increases 

the moisture resistivity of the SMA Mix, which is 

due to the coating of PMB to the aggregates. 

SMA mix modified with PMB was resistant to 

stripping even when subjected to worst moisture 

conditions.

108 

• 

• 

• 

SMA mix modified with PMB showed that the mixes 

are impermeable. 

PMB modified SMA mixes are less susceptible to 

permanent deformation (rutting), as the deformation 

obtained was less than 2mm. Use of PMB 70 

reduced the total depression depth by 46% less to 

that of the mix prepared with PMB 40. 

Fatigue life of SMA mix prepared with PMB 40 was 

5.19% greater than that of SMA mix prepared with 

PMB 70. 

Further information/Copy of the reportcan be 

obtained from 




– 575025, Karnataka, Mobile : 09886525453, phone : 

0824-2474000 (Ext: 3041) Fax: 0824-2474033, e-mail 


21. 

Performance Study Of Bituminous Concrete 

Using Treated Aggregates 


months 



Surathkal 


The objectives of the present work involves: 

1) 

2) 

3) 

4) 

5) 

To investigate the performance of BC mixes with 

treated aggregate compacted by Superpave 

Gyratory compactor and Marshall Compactor. 

To know the effects on stripping properties on 

aggregates after treating aggregate with chemical. 

To study the moisture susceptibility characteristics 

of bituminous concrete mixtures in terms of their 

tensile strength ratio and retained stability. 

To study the rut depth (permanent deformation) of 

mixes with and without treated aggregate. 

Study the number of cycles to crack initiation at 

different load levels. (Repeated load test). 

The scope of the present work involves: 

Marshall test: Marshall and Superpave Gyratory 

Compactor Specimens were prepared by varying the 

binder content, with and without stabilizer and the 

Properties such as Stability, flow, unit weight and air 

void content of the Bituminous Concrete mixes have 

been studied. Optimum Binder Content (OBC) was 


found out from these parameters and the next sets of 

experiments were carried out on mixes prepared at 

OBC. 

Moisture susceptibility tests: The loss of adhesion 

of bitumen from aggregates has been studied using 

retained stability test, boiling test and tensile strength 

ratio test. The test results show that the BC mixes with 

treated aggregates have better resistance to moisture 

damage than the mixes with untreated aggregates. 

permanent deformation: Permanent deformation 

or rutting potential of mixes has been studies using 

Immersion Wheel Tracking Device (IWTD). The test 

results show that the BC mixes with treated aggregates 

have better resistance to rutting damage than the mixes 

with untreated aggregates. 

Repeated load test: The repeated load indirect 

tensile test has been adopted to study the fatigue life 

characteristics of BC mixes. Repeated load tests have 

been conducted at three different load levels. The 

resilient modulus of elasticity, resilient Poisson’s ratio, 

tensile stress, tensile strain etc. has been computed. It 

has been observed from the test results that, BC mixes 

with treated aggregate offer highest resilient modulus 

and fatigue life. 

Proposed Methodology (Type of Study, Laboratory/ 

Field) 



Salient-Findings and Conclusions: 

Based on the results and discussions of experimental 

investigations carried out on Bituminous Concrete 

mixes the following conclusions are drawn: 

• 

• 

• 

• 

The results obtained from Marshall and SGC 

method provides similar results. Marginal difference 

in density and stability values were observed for 

Bituminous Concrete samples prepared by SGC 

method. 

The boiling test proved that there is no stripping in 

the mix prepared by treated aggregates. 

The percentage retained stability obtained is 

increased by 11 per cent for the mixes with treated 

aggregate as compare to mixes with untreated 

aggregate. 

When compared to the untreated mixes the ITS 

values for unconditioned and conditioned samples 

with treated aggregates increased by 6 %, 22 % 

respectively. 

TSR was found to be 

• more than 80% for all the 

BC mixes. Higher TSR values are obtained for

• 

• 

• 

mixes using treated aggregates which indicate 

better cohesive strength of this mix as compared 

to normal mix. This shows that mixes with treated 

aggregate are not susceptible to moisture. 

Test results indicate that the bituminous mixes with 

treated aggregates are less susceptible to rutting 

than normal bituminous concrete mixes. It was 

observed that total depression depth with mixes 

with treated aggregate has reduced by 42% as 

compared to normal mixes. 

Based on the skid resistance test conducted after 

10000 wheel passes it was found that the surface 

with treated aggregates has slightly higher skid 

resistance value (72) than conventional mix (62). 

It was observed that the fatigue life (number of 

cycles) for mixes with and without treated aggregate 

were 2312 and 2263 respectively. Therefore the 

fatigue life of treated aggregate is marginally higher 

than the normal mix. 

Further information/Copy of the reportcan be 

obtained from 




– 575025, Karnataka, Mobile : 09886525453 phone: 

0824-2474000 (Ext: 3041) Fax: 0824-2474033, e-mail 


22. 

Laboratory Investigation of Warm Mix Asphalt 

Using Chemicals and Comparision with Hot 

Mix Asphalt (Bituminous Concrete) 


months 



Surathkal 


This study mainly deals about the properties of 

bituminous concrete (BC) mix produced using Zydex 

Warm Mix Technology and to compare them with that 

of HMA. 

1. 

2. 

To compare the properties of WMA to that of HMA 

for the BC grade specified by MoRT&H. 

To know whether the WMA produced by Zydex 

Warm Mix technology meets the requirements and 

will it be used as the alternative for HMA. 

The primary objective of this research is to find out 

whether warm mix asphalt is a viable option for the 

paving industry in India. In the process of answering 


that question, WMA’s advantages and disadvantages 

compared to traditional HMA are explored and the 

question of whether WMA is a viable paving option for 

cold weather conditions in general is also answered. 

The conclusions of this work are primarily drawn from a 

literature review that was conducted on warm mix asphalt 

to evaluate what is known about its performance. 

The Zydex Warm Mix Technology is evaluated using 

multiple laboratory tests to determine the effect of this 

additive on mixture rutting resistance and moisture 

damage resistance. This verification was also used to 

determine if the addition of the Zycosoil and Densicryl 

had any tangible effect on the compaction of the 

mixture. The WMA samples were then tested for Tensile 

Strength Ratio (TSR) and Immersion Wheel-Tracking 

Tests (IWT) and are compared with that of HMA. The 

TSR and IWT can be used to determine a mixture’s 

laboratory moisture susceptibility and resistance to 

rutting respectively. 






present investigation, the following conclusions are 

drawn 

• 

• 

• 

• 

• 

• 

• 

The OBC at 4% air voids was found to be 5.5% 

and 5.33% for HMA and WMA respectively as 

the addition of chemicals reduces the viscosity of 

the binder. Thus making the binder to cover the 

aggregates easily. The Marshall Stability value at 

OBC for WMA was found to be 9.3% more than 

that of HMA. 

WMA binder treated with Zycosoil and Densicryl 

showed very negligible draindown values. This 

indicates that separation of fines and bitumen 

noticed during transportation and placing of the 

mixture is restricted to a large extent. 

The Tensile Strength Ratio was found to be more 

than 85% for WMA. This shows that WMA exhibits 

better resistance to moisture susceptibility, which is 

due to the coating of binder to the aggregates. 

WMA mix is highly resistant to stripping even when 

subjected to worst moisture conditions. 

WMA mixes are impermeable. 

WMA mix exhibits lower rutting property compared 

to HMA because of the reduced oxidation. 

WMA shows slightly better resistance against 

fatigue when compared to HMA.

110 

Cost Comparison of WMa and HMa 

The use of chemicals in the preparation of WMA resulted 

in improved workability that can ensure a higher quality 

in road construction. This ensures that a higher level of 

compaction can be achieved with fewer roller-passes. 

Thus by reducing the operation cost also. The cost of 

HMA of BC Grade-1 per m 3 as per latest Schedule of 

Rates (SOR) of Public Welfare Department, Karnataka 

state is RS 8724.00 /m 3 and the cost of WMA produced 

by Zydex Technology is Rs 8479.00. The rates indicate 

a large amount of difference in the costs. The WMA 

reduces the construction cost by 2.8% when compared 

to HMA. 


obtained from 




– 575025, Karnataka, Mobile: 09886525453 phone: 

0824-2474000 (Ext: 3041) Fax: 0824-2474033, e-mail 


23. 

Predictive Accuracy of Urban Transport 

Studies - A Case Study of Trivandrum and 

Kochi City in Kerala 


months 


I. 

II. 


Surathkal 


Research Centre (NATPAC), Trivandrum, 

Kerala 


The scope of study will be confined to selected cities 

in Kerala State. A case study of Trivandrum and Kochi 

Urban Area will be selected to analyse the variations 

in the forecasts made. The objectives of the study are 

given below: 

i) 

ii) 

To undertake an analysis of socio-economic 

variables, travel behaviour and traffic flow pattern 

that has influence on demand forecasting; 

To evaluate the accuracy of selected variables 

by comparing the study forecasts with the actual/ 

observed data in the selected city; 

iii) To critically examine the assumptions made 

in forecasts and the cause-effect in predictive 

accuracy of these variables; 


iv) To prepare general guidelines for realistic 

assumption and forecasting of input variables in 

such studies. 


National Transportation Planning and Research Centre 

(NATPAC) has undertaken Traffic and Transport 

studies for a number of towns in Kerala during the last 

30 years. This includes five City Corporations namely: 

Thiruvananthapuram, Kollam, Cochin, Thrissur and 

Kozhikode and over 30 small and medium size towns 

in the state. Available data from these studies will be 

utilised to assess the accuracy of various parameters by 

comparing the study forecasts with the actual changes 

that have taken place. An evaluation of variations in 

planning variables like population growth, employment, 

land use, vehicle ownership, traffic volume etc will be 

undertaken. The assumptions made in the study will also 

be critically examined and suitable recommendations 

will be made. Based on the evaluation of predictive 

accuracy of selected parameters, a general guide line 

will be prepared for future use. 

Salient Findings and Conclusions 

Sample data from 19 transport studies of Trivandrum 

and Kochi city, undertaken between 1981 and 2011, 

were used to evaluate their predictive accuracy.The 

comparison of demographic and socio-economic 

forecasts shows a trend of overestimation while the 

comparison of traffic characteristics indicates a lack 

of incorporation of fundamental shifts and societal 

changes. On an average, land use input variables 

(population and employment) of both cities were 

overestimated by 1 to 24 per cent for a forecasting 

period of 10 years. Almost all forecasts for land use 

types were overestimated by an average of 39 per 

cent in case of Trivandrum city where for Kochi city 

the forecasts were underestimated by an average of 

17 percent. Traffic parameters like expected vehicle 

population and traffic flow on corridors were heavily 

under estimated for both cities by 13 to 94 per cent. 

The average income for the horizon year was not 

foreseen and accounted for during the modeling 

process. Thus an important variable like per-capita 

income was not for forecasted for the horizon year 

and the base year value taken which further led to 

irregularities in predicting the vehicle ownership levels 

and the total vehicle population of the city.This increase 

in the vehicle population led to an increase in the number 

of trips. Therefore, there occurred a flaw in the traffic 

flow assignment on the road network. Parameters like 

land use and vehicle population were borrowed from 

various governmental departments instead of being 

forecasted by the transport planners. The development 

of the city and improvement in the economy was not 

considered during the planning. This combined with the 

rapid motorization that took place in Kerala during the

last two decades, resulted in large number of trips that 

was not accounted for during trip assignments. 

Further analysis of the data showed that an assumption 

of zero variation from base year situation had mixed 

response. Such an assumption would have produced 

smaller errors for socio-economic variables like 

population, employment in case of Trivandrum City and 

larger errors in case of Kochi City. Assumption of zero 

variation would have produced larger errors for traffic 

parameters. However, when the studies were ranked 

according to their forecast percentage variations 

and observed percentage variations, the rankings by 

population and daily traffic volume were found to be 

positively correlated. This implied that for these, but 

not for other items, transport planners as a whole 

were successful in predicting whether the variations or 

changes applicable to their own specific areas would 

be greater or less than average, but as a group they 

tended to overestimate these changes. 

Although the results were necessarily based on studies 

that started between 1981 and 2000, to allow sufficient 

time to have elapsed to test their predictive accuracy, 

many of the modeling methods used in those studies 

is still in use. However, no evidence could be found 

to suggest that the more recent studies or the more 

sophisticated of the studies investigated performed 

better than the others. 

The overriding factor affecting the accuracy of trip 

forecasts was over prediction of the growth in variables 

such as population, employment and under prediction 

of travel costs, household income and economic 

growth. So the errors of prediction outweighed the 

errors of measurement and model specification. There 

was also evidence that transport models used in the 

studies contained errors of specification, particularly 

in their forecasting of vehicle population and traffic 

volume. The possible effect of specification errors was 

obscured by the dominating effect of the errors in the 

planning input variables. 


obtained from 




– 575025, Karnataka, Mobile: 09886525453 phone : 

0824-2474000 (Ext: 3041) Fax: 0824-2474033, e-mail 


24. 

Measurement of Dynamic Modulus using 

Asphalt Mixture Performance Tester (AMPT) 

Date of Start and Duration: 02-07-2011, 1 year 

Date of Completion: 11-05-2012 


- 600 036 



Dynamic modulus testing was done on bituminous 

concrete mixture (BC G2) using unmodified VG 30 

binder. The test was done for six different frequencies 

(0.01, 0.1, 1, 5, 10, 25 Hz) at six test temperatures 

(5, 15, 25, 35, 45, 55 °C). The tests were done by 

conducting amplitude sweeps using AMPT. 

Objectives: 

1. 

2. 

3. 

4. 

To check the efficacy of dynamic modulus testing 

procedure provided within AMPT 

To evaluate the influence of data quality statistics 

on dynamic modulus measurement 

To determine the linear viscoelastic (lVE) regime 

for dynamic modulus measurement 

To construct lissajous Plots for asphalt concrete 

mixture 


Experimental Studies (Amplitude Sweep Tests) were 

conducted using AMPT at different temperatures for 

different frequencies. Seven test specimens were used 

each having target air voids of 4% with a tolerance of 

±0.5 % and 5 % binder content. The specimens were 

cylindrical in shape of 165 mm height and 150 mm 

diameter. Dynamic Modulus was calculated using two 

existing protocols (AASHTO TP: 62 – 07 & AASHTO 

TP: 79 – 10) based on a linear summation model. The 

maximum amplitudes of stresses and corresponding 

strains were obtained using curve fitting of sinusoidal 

functions and then dynamic modulus was obtained as 

the ratio of maximum stress amplitude to maximum 

strain amplitude. 


Dynamic Modulus is a linear viscoelastic parameter. 

Hence when measurement becomes nonlinear, the 

dynamic modulus starts depending on applied loads 

as well as corresponding strains. linear viscoelastic 

regime was determined for asphalt concrete mixture 

using AMPT to determine dynamic modulus. The study 

was conducted at different temperatures for different 

frequencies since dynamic modulus is a function of 

temperature and frequency. 

Conclusions: 

• 

• 

lVE Regime of asphalt concrete mixtures can be 

obtained by conducting stress amplitude sweep 

tests on cylindrical specimens using AMPT 

The results obtained from study shows that for 

asphalt concrete mixtures, the measurement 

of dynamic modulus with the existing protocol

112 

• 

• 

(AASHTO TP:79–10) is done within linear 

viscoelastic regime for very high temperatures like 

55 °C and very low temperatures like 5 ° C 

The nonlinear measurement of dynamic modulus 

is seen at intermediate temperatures like 15, 25 

and 35 ° C. For 15 and 45 ° C, the measurement 

of dynamic modulus becomes nonlinear at lower 

frequencies 

The data quality statistics (dqs) have greater 

influence on the measurement of dynamic modulus. 

The measured dynamic modulus will not be correct 

if the value of data quality statistics obtained is 

above the permissible limits 


obtained from 

Jezna Fatima, Fatimas, T. C. 11/806, Krishna Nagar, 

Ulloor, Pattom P O, Trivandrum, Kerala, Pincode – 

695004., Mobile: +91-8891512072 phone: 0471- 

2443424 , e-mail ID: jeznafatima@gmail.com 

25. 

A Methodology for Pavement Design 

Evaluation and Back analysis using Markov 

chain Monte Carlo Simulation 

Indian Institute of Science, Bangalore 


The scope of the work is to implement the concepts 

of reliability in flexible pavement design and analysis 

using Monte Carlo simulation-based M-E procedure. 

The objectives can be stated as follows 

• 

• 

• 

To address the need for reliability analysis in 

pavement design and to consider the influence of 

the uncertainties in the design parameters on the 

pavement performance 

Toincorporate the inherent variability as well as 

the model uncertainty in the mechanistic-empirical 

design approach 

To study the effect of pavement failure on the design 

reliability through a probabilistic back-analysis, and 

to identify the design parameters that the most 

significantly contribute to premature pavement 

failure. 


The methodology proposed for the reliability analysis 

of pavement structures design in the Mechanistic- 

Empirical framework is a numerical simulation technique 

based on reliability analysis methods including the First 

Order Reliability Method (FORM) and Monte Carlo 

Simulation. 



The findings from the study are as follows: 

a) 

b) 

A probabilistic back-analysis approach that couples 

the Bayesian approach and Markov chain Monte 

Carlo simulation was found advantageous for 

pavement failure analysis and it was seen that the 

parameters that contribute significantly to pavement 

failure are the base modulus and bituminous layer 

modulus. 

The methodology can also be extended to the case 

of pavements designed for a specified Factor of 

Safety (FOS), wherein the Bayesian back-analysis 

can be used to estimate the design parameters 

that will realize the desired FOS during the design 

period and the corresponding probability of failure 

can be estimated . 


Dilip, D.M., and Sivakumar Babu, G.l. (2013), “A 

Methodology for Pavement Design Reliability and 

Back Analysis using Markov Chain Monte Carlo 

Simulation”, Journal of Transportation Engineering, 

ASCE (accepted May 16, 2012, doi 10.1061/(ASCE) 

TE.1943-5436.0000455). 


obtained from 

Dept of Civil Engg, Indian Institute of Science, Bangalore, 

560012, Mobile: 9448480671 phone: 23600671, Fax 

: 23600404, e-mail ID: glsivakumar@gmail.com 

26. 

Reliability 

Models 

Analysis of Pavement Rutting 



The scope of the study includes an analysis of the 

rutting models used in design of asphalt pavements 

by mechanistic-empirical method, based on reliability 

theory. The objectives can be stated as follows 

• 

• 

To address the need for reliability analysis in 

pavement design and to review the rutting models 

developed for design of asphalt pavements by 

mechanistic-empirical method, at the different 

levels of specified reliability. 

To consider the effects of the inherent variability of 

the input parameters on the pavement performance 

and to evaluate the consequence of choosing 

different reliability level on the design. 


The methodology proposed for the reliability analysis of 

the rutting models is a numerical simulation technique

ased on reliability analysis methods including the 

First Order Reliability Method (FORM) and load and 

Resistance Factor Design (lRFD). 


The findings from the study are as follows: 

• 

• 

The effect of the variability of the design parameters 

on the pavement performance was studied through 

reliability analysis and it was found that variability 

of the thickness of the surface and base layers, 

and the subgrade modulus has a significant impact 

on the design reliability of pavements. 

In pavement design, the application of reliability 

methods in pavement design is underutilized, 

particularly in codes and design guides that depend 

heavily on empirical data and the criterion for 

selecting the reliability level is primarily governed 

by the importance of the road section. This study 

shows the importance of incorporating parametric 

uncertainty in the determination of pavement 

reliability through the estimation of partial factors, 

the drawbacks of assigning such reliability levels 

without the explicit consideration of the design 

uncertainties is highlighted. 


Dilip, D.M., and Sivakumar Babu, G.l. (2012), 

“Reliability Analysis of Pavement Rutting Models ”, 

Journal of Transportation Engineering, ASCE (under 

review) 


obtained from 




27. 

Application of Study on Structural 

Characteristics of Bituminous Mix with Added 

Fibres 





Flexible pavements are the most common pavement 

structure. The surface course of the structure is 

bituminous mixture, i.e. a mixture of graded aggregates 

(either well graded or gap graded) and bitumen 

(asphalt cement). Asphalt pavements are a crucial part 

of our nation’s strategy for building a high performance 

transportation network for the future. Asphalt construction 


is fast and relatively simple; it is economical, and the 

materials to make it are widely available .Attempts are 

constantly made to improve these pavement through 

several programmes. As a result of these programmes, 

asphalt binder specifications and asphalt concrete 

mixture design methods have been completely revised 

and combined in a new system known as Superpave, 

which stands for superior performing pavements. 

Extensive research continues in an attempt to optimize 

the superpave system and construct better performing, 

long lasting pavements. 

Flexible pavements are prone to various distresses such 

as ravelling, fatigue crack etc one of the most common 

method to reduce these distresses is to reinforce the 

bituminous mix. Commonly fibers are used to reinforce 

the bituminous mix. Synthetic as well as natural fibers 

could be used for reinforcement. Studies on stability, 

flow and volumetric properties of FRBC revealed that 

by adding fibers showed varied result which is as 

follows. Generally, Stability increases because addition 

resistance provided by the fibers. Flow decreases 

because flow (deformation) was resisted by fibers. Air 

voids increases because fibers absorb binder needed 

to coat the aggregate there by introduces a air gap 

between aggregates. 

Present study is to investigate the effect of using fibers 

such as Recron fiber, Coir fiber and Polypropylene fiber 

on the Structural, Creep, Surface Characteristics of the 

bituminous mix. 


• 

• 

• 

• 

To develop a mix design for bituminous mix with 

added Recron fiber, Coir fiber, and Polypropylene 

fiber 

To study the creep characteristics of the bituminous 

mix with added Recron fiber, Coir fiber and 

Polypropylene fiber 

To study the skid resistance of the mix with added 

Recron fiber, Coir fiber and Polypropylene fiber 

To make a comparative study of the results obtained 

before and after the addition of Recron fiber, Coir 

fiber and Polypropylene fiber 

The scope of the work is limited to laboratory 

investigations in the bituminous mix with added Recron 

fiber, Coir fiber and Polypropylene fiber. The study is 

also limited to stress strain characteristic and surface 

characteristics of bituminous concrete mix. 

Methodology 

a) 

b) 

Selection of materials 

Determination of Optimum Bitumen Content

114 

c) Determination of Optimum Fiber Content 

d) 

e) 

f) 

ii. 

iii. 

iv. 

Determination of Optimum Recron Fiber 

Content. 

Determination 

Content. 

of Optimum Coir Fiber 

Determination of Optimum Polypropylene 

Fiber Content. 

Determination of Creep Characteristics of the 

Bitumonous Mix using Servo Pneumatic Asphalt 

Tester 

Determination of surface characteristics using 

British Pendulum Tester 

Comparison of the results obtained with and without 

the addition of the fibers to the mix 


Findings 

• 

• 

• 

Optimum Binder Content 

♦ 

♦ 

♦ 

♦ 

♦ 

♦ 

♦ 

♦ 

Optimum Binder Content(OBC) is 5.9 % by 

weight of aggregate blend 

Optimum Fiber Content 

Optimum Recron fiber Content is 0.2% by 

weight of aggregate blend 

Optimum coir fiber Content is 0.3% by weight 

of aggregate blend 

Optimum Polypropylene fiber Content is 0.3% 

by weight of aggregate blend 

Creep Test Results 

The stiffness modulus value was increased by 

12%by the addition of 0.3% coir fiber to the 

mix 


7%by the addition of 0.2% Recron fiber to the 

mix 


4%by the addition of 0.3% polypropylene fiber 

to the mix 

Skid Resistance of the Mix 

♦ 

♦ 

Control mix have skid resistance lower than 

the mixes with added fibers 

As the temperature increases skid resistance 

also decreases for all the mixes 


Conclusion 

The main conclusion drawn from the investigation is: 

• 

• 

• 

• 

• 

Stiffness modulus and surface characteristics of 

bituminous mixes can be enhanced by adding 

fibers 

Bituminous mix with Coir fiber shows better 

structural and creep characteristics than mix with 

other fibers 

From the lab investigations it was observed that 

the temperature of the mix influences the skid 

resistance 

It was seen that skid resistance under dry and wet 

conditions for mixes with added fibers higher than 

that of control mix 

As the mix become stiffer the vertical strain are 

reduced hence the deflections at various points 

are reduced and the stiffness of the mix increases 

when the creep strain decreases 

publications 

Savitha T Sudhakaran , R Satheesh Chandran 

& Satyakumar M (2012), “Study on Structural 

Characteristics of Bituminous Mix with Added Fibers”, 





obtained from 

Prof R Satheesh Chandran, Associate Professor, 

College of Engineering, Trivandrum. 

28. 

Life-Cycle Cost Analysis of Long Lasting 

Pavements 



The study explores the feasibility of designing longlasting 

pavements based on the theory of limiting 

structural responses and the economic advantages 

of such long-lasting designs was evaluated through a 

life Cycle Cost Analysis (lCCA). The objectives of the 

study are 

• 

• 

To highlight the effect of increasing the thickness of 

the Hot Mix Asphalt (HMA) over the granular layer on 

the critical pavement responses and overall design 

thickness, by designing pavements according to 

the philosophy followed in IRC:37(2012). 

To examine the effect of providing stiffer base 

materials on the pavement design for conventional

• 

pavements (15 years) and long-lasting 

pavements. 

To design long-lasting pavements and to perform 

lCCA for all the design alternatives to highlight 

the economic advantages of providing perpetual 

pavements over an equivalent conventional 

pavement designed according to IRC:37(2012), 

over a period of 50 years. 


The methodology proposed for the design of long 

lasting Pavements employs the concepts of perpetual 

pavements, wherein the critical pavement responses 

are computed using the pavement analysis software, 

KENPAVE and the economic feasibility of the design 

is evaluated through a life-cycle cost analysis, using 

lCCA Express. 


The study shows that although the concept of perpetual 

pavements advocates the increase of HMA thickness 

to keep the critical strains within the threshold limits, 

the provision of a stable foundation and the high 

stiffness base materials are equally significant from 

a financial perspective. This can be attributed to the 

increasing cost of asphalt in India, with the rising price 

of crude oil. Thus, the implementation of long-lasting 

pavements in India calls for development in the area of 

soil stabilization or the provision of treated subgrade, 

and the use of high stiffness base materials. 


Dilip, D.M., Ravi, P and Sivakumar Babu, G.l. (2012), 

“life-Cycle Cost Analysis of long lasting Pavements”, 

(IRC-6(13)/2012) (under review) 


obtained from 




29. 

Development of Partial Safety Factors for 

Flexible Pavements 



The objective of this study is to calibrate a set of Partial 

Safety Factors for the deterioration models implemented 

in the Mechanistic-Empirical design approach 

developed within a system reliability framework. The 

study also attempts to highlight the advantages of the 

reliability-based design over the deterministic approach 


and evaluates the influence of individual pavement 

parameters on the reliability index through a sensitivity/ 

elasticity analysis. The effect of changing Coefficient Of 

Variation (COV) in pavement parameters and varying 

traffic load on the Partial Safety Factors were also 

analysed. 


The probabilistic analysis of the pavement within the 

Mechanistic-Empirical framework was carried out 

based on the First Order Reliability Method (FORM), 

using the software STRUREl which is capable of 

determining both component and system reliability. 


The following conclusions were drawn from the study 

1) 

2) 

From the perspective of design reliability, the most 

critical parameter was identified as the surface layer 

thickness as evaluated from the sensitivity/elasticity 

values. The determination of the most significant 

parameter is useful in attaining the designs with 

a target reliability level or the specified reliability 

range since higher levels of reliability can be 

achieved with small variations in this parameter. 

The study shows that while the Partial Safety Factors 

are influenced considerably by the uncertainties in 

material properties such as layer thickness and 

layer moduli, the variations in the traffic load have 

a minimal impact on these factors. 


Dilip, D.M., Ravi, P and Sivakumar Babu, G.l. (2012), 

“Development of Partial Safety Factors for Flexible 

Pavements ”, Journal of Transportation Engineering, 

ASCE (under review) 


obtained from 




30. 

Evaluation of Flexible Pavement by Kenpave 

Software for the Blended Soils 


months 



Surathkal 


The objective of present study is to design flexible 

pavements using finite element method of analysis.

116 

The following different pavements subjected to different 

conditions have been analyzed effectively using the 

available software packages KENPAVE (for flexible 

pavements). 

The main objective of this research is to improve the 

locally available lateritic soil. Due to high silt and clay 

content, the soil is blended with sand and quarry dust to 

improve its engineering properties (ll≤25%, PI≤ 6%). 

The soil is further strengthened by placing a coir mat 

geotextile. load-settlement behavior is analysed by 

conducting plate load tests. An FEM software package 

‘KENPAVE’ is used to study the vertical stress, vertical 

displacements and radial stress with respect to different 

radial coordinates. The strengthened soil is used as a 

modified soil layer above the sub-grade so as to obtain 

the modified thickness of pavement as given by IRC 

SP72-2007. 

Flexible Pavement analysis for low volume roads: 

• 

• 

• 

• 

The following sets of problems were performed 

over the selected flexible pavements:- 

Analysis using KENlAYER is performed on 

the standard cases from the Pavement Design 

Catalogues, of IRC: SP: 72-2007. 

Analysis is performed on all the pavement sections 

subjected to stresses induced due to multiple axle 

loads 

Analysis is performed using modified soil with coir 

by replacing GSB and modified soil. 

Flexible Pavement analysis for high volume roads: 

• 

• 

• 

Analysis using KENlAYER is performed on 

the standard cases from the Pavement Design 

Catalogues, of IRC: 37-2001. 

Calculating modulus of elasticity values based on 

subgrade strength for base and sub-base courses. 

Introducing modulus of elasticity of subgrade, subbase 

and base independently. In this case the CBR 

values of sub-base (GSB) considered are 20%, 

25%, 30%. 





The following conclusions are drawn: 

low volume roads: 

For all the layer materials the modulus of Elasticity 

values are given independently 


Case 1: GSB is replaced by modified soil, without 

varying WBM thickness. 

Case 2: GSB is replaced by modified soil, by varying 

WBM thickness. 

Heavy volume roads: 

Case 1: Modulus of elasticity values based on subgrade 

strength for base and sub-base courses. 

Case 2a: Sub-base (GSB CBR20%) is introduced and 

corresponding E values are used for the analysis. 

Case 2b: Sub-base (GSB CBR25%) is introduced and 


Case 2c: Sub-base (GSB CBR30%) is introduced and 


Conclusions for low volume roads 

1. 

2. 

3. 

4. 

5. 

6. 

The soil blended with 50% sand and coir mat 

can be a substitute for the modified soil and GSB 

(Granular Sub Base). 

The vertical stress at the interface of modified soil 

for S1T3 is 28.09KPa, whereas for conventional 

pavement it is 29.21KPa. 

By introducing of modified soil layer above the sub 

grade, the pavement section thickness is reduced 

by 75mm for S1T3 and similar trend is observed for 

other combinations of traffic. 

The analysis indicates that as the number of axles 

increases the stress at interface of all the layers 

decreases. Maximum stress values are observed 

when a single axle single wheel load is applied . 

For pavement thickness of 475mm for S2T6 

the vertical stress at the interface of WBM-GSB, 

GSB-modified soil and modified soil-subgrade is 

119.6KPa, 61.89KPa and 32.39KPa respectively. 

Whereas for conventional pavement having 

thickness of 400mm when GSB is replaced by 

modified soil of CBR 45% the vertical stress at the 

interface of WBM-modified soil and modified soilsubgrade 

is 101.5KPa and 30.6KPa respectively. 

For conventional pavement having thickness of 

375mm when GSB is replaced by modified soil 

of CBR 60% the vertical stress at the interface of 

WBM-modified soil and modified soilsubgrade is 

98.32KPa and 32.13 KPa respectively. 

For pavement thickness of 300mm for S3T4 the 

vertical stress at the interface of WBM-GSB and 

GSB-subgrade is 220.92KPa and 83.69KPa 

respectively. Whereas for conventional pavement 

having thickness of 275mm when GSB is replaced 

by modified soil of CBR 45% the vertical stress at the

7. 

8. 

9. 

interface of WBM-modified soil and modified soilsubgrade 

is 195.4KPa and 75.47KPa respectively. 

For conventional pavement having thickness of 

275mm when GSB is replaced by modified soil 

of CBR 60% the vertical stress at the interface of 

WBM-modified soil and modified soil-subgrade is 

207.36KPa and 71.29 KPa respectively. 

When GSB layer is replaced by modified soil without 

changing the thickness of WBM the stresses at 

interface of WBM-GSB and GSB-modified soil are 

not within the limits. Hence the thickness of WBM 

has to be changed when modified soil is replaced 

with GSB. 

When GSB is replaced by modified soil and 

increasing the thickness of WBM the stresses are 

within the limits. Therefore, when modified soil is 

introduced as sub-base layer, then the thickness of 

WBM has to be enhanced(150 to 175mm and 225 

to 250mm) 

When GSB is replaced by modified soil having 

CBR 45 and 60% there is a considerable reduction 

in pavement section. 

Conclusion for high volume roads 

1. 

2. 

3. 

4. 

When modulus of elasticity of subgrade, sub-base 

and base course are introduced separately in the 

analysis for all the cases (case 2a, case 2b, case 

2c) there is a reduction in pavement thickness. 

When modulus of elasticity values of GSB are 

introduced according CBR values (20%, 25%, 

30%) the variation in thickness of pavement is 

negligible. Therefore by changing GSB grades 

(1, 2, 3, 4) the reduction in pavement thickness is 

marginal. Hence any grade of GSB recommended 

by IRC can be used. 

The pavement thickness has reduced when E 

values of subgrade, sub-base and base course are 

given separately. 

For case 1 for subgrade CBR of 2% with 10msa 

cumulative traffic with a pavement thickness of 

850mm the vertical stresses at interface of DBM- 

GB, GB-GSB and GSB-subgrade is 146.29KPa, 

56.84KPa and 13.68KPa respectively. For case 

2a with pavement thickness of 500mm the vertical 

stresses at interface of DBM-GB, GB-GSB and 

GSB-subgrade is 136.27KPa, 27.42KPa and 

13.46KPa respectively and for case 2b with 

pavement thickness of 500mm the vertical stresses 

at interface of DBM-GB, GB-GSB and GSBsubgrade 

is 139.47KPa, 29.52KPa and 13.23KPa 

respectively. For case 2c with pavement thickness 

of 500mm the vertical stresses at interface of DBM- 

GB, GB-GSB and GSB-subgrade is 142.39KPa, 

31.44KPa and 13.02KPa respectively. From the 


above results it is concluded that if the material 

properties (E values) are given independently there 

is reduction in pavement thickness. 


obtained from 




– 575025, Karnataka, Mobile: 09886525453, phone 

: 0824-2474000 (Ext: 3041) Fax: 0824-2474033, 


yahoo.com 

31. 

Experimental Investigation of the Influence 

of Coir Geotextiles on Adherence Property of 

Bituminous Mixes 

Date of Start: January 2011. 




The scope of the work is limited to laboratory 

investigations by using five types of coir geotextiles 

collected from Charankattu Coir Mfg. co. (P). lTD, 

Cherthala. The coir geotextiles are cheap and easily 

available. The study was limited to finding the adherence 

stress between the bituminous concrete mix and coir 

geotextiles. The other limitation of this study was that 

the effect of variation in temperature, even though an 

important factor, was not considered in this study. This 

is because all the adherence tests were carried out at 

room temperature due to the absence of temperature 

controlled cabinet. 


• 

• 

• 

• 

To determine the optimum tack coat content for 

obtaining the highest adherence stress 

To determine the maximum improvement in ultimate 

load of a pavement section when using different 

types of coir geotextiles 

To determine the type of coir geotextile which 

gives maximum adherence stress for a particular 

displacement 

To Model the behavior of pavement structure with 

Coir geotextiles as intermediate layer between 

existing pavement layer and new overlay using 

Regression Model Analysis. 

Methodology 

For conducting the test, specimens were prepared with 

three layers of bituminous mix with two inter layers of

118 

coir geotextiles and tack coat content between them. 

In this case, a new procedure was used to find the 

adherence stress between bituminous mixes and coir 

geotextiles. This configuration does not correspond to 

the one used in roads. No special testing equipment 

was required for this test and only a static press is 

needed for the testing of samples using UTM. The 

Methodology includes 

(a) 

Selection of mix materials and coir geotextiles. 

(b) Determining the properties of coir geotextiles and 

mix materials. 

(c) Preparation of test specimens with and without coir 

geotextiles (control specimen). 

(d) 

Conducting laboratory experiments. 

(e) A comparative study is done by using the results 

obtained with and without coir geotextile interface. 

(f) 

Results were analyzed and modeling is done to 

determine interaction between coir geotextiles and 

overlay using SPSS software. 


Following conclusions were drawn from the study: 

• 

• 

• 

• 

• 

• 

Adherence stress between pavement layers was 

improved significantly with the coir geotextiles. 

The coir geotextiles helps to reduce the displacement 

of overlays compared to control specimen. 

The optimum tack coat content for obtaining 

the highest adherence stress for all types of coir 

geotextiles was 0.9Kg/m2 CCM 700 type coir geotextiles showed maximum 

improvement in load carrying capacity over control 

specimen. 

Among the five varieties of coir geotextiles used, 

CCM 400 was found to be the best choice for a 

particular displacement. 

The maximum improvement in adherence stress 

was 8.7 times and the minimum improvement 

was 3.15 times, control specimen value for a 

displacement ratio of 0.02. 

publications 

Abhijith R.P & loui T.R (2012), “Experimental 

investigation of the influence of coir geotextiles 

on adherence property of bituminous mixes”, 





obtained from 


Prof. loui T.R, Assistant Professor, College of 

Engineering, Trivandrum. 

32. 

Mix Design of Pervious Concrete – An 

Experimental Study Using Crushed Stone and 

River Sand as Fine Aggregate 


months 



Surathkal 


The main objective of this investigation is to develop a 

strong and durable pervious cement concrete (PCC) mix 

using different types of fine aggregates with varying the 

quantity of fine aggregates. In addition, it is also aimed 

to compare the properties of these PCC mixes. In the 

present investigation, two types of fine aggregates viz., 

Crushed Stone (CS) and River Sand (RS) are used. 

The percentage of fine aggregates used in PCC mix is 

15 per cent. The properties of PCC mixes investigated 

are compressive strength, flexural strength, abrasion 

resistance, permeability and clogging potential. 





The major conclusions drawn based on the findings of 

the present investigation are as follows: 

• 

• 

• 

• 

With the increase in cement and sand content 

in the pervious concrete mixes, the compressive 

strength, flexural strength and dry unit weight are 

increased, where as the coefficient of permeability 

and the porosity get decreased. 

The minimum cement content for any pervious 

cement concrete is 230 Kg/m3. Addition of 50% 

more cement content resulted in a minimum of 66% 

increase in the compressive strength. The lowest 

compressive strength exhibited is 5.67 N/mm2. 

The flexural strengths of all the pervious concrete 

mixes tested were in the range from 1.83 to 3.8 

N/mm2. This necessitates the need for special 

methods for design of pervious cement concrete 

pavements. 

Highly permeable and clog-resistant pervious 

concrete mix is the need for the day, to serve the 

purpose of pavement surface drainage. All the 

mixes tested had permeability in the range from

• 

• 

• 

• 

• 

14 to 2.42 mm/s (1209 to 210 m/day). When, the 

same mixes were subjected to clogging, there was 

a reduction in the permeability by 40 to 67%. All 

the mixes tested, even after clogging simulation, 

exhibited a minimum permeability of 200 m/day. 

All the pervious concrete mixes tested had porosity 

in the range of 6.75 to 19.23%, irrespective of the 

method of computing porosity. 

The Cantabro abrasion test performed on all the 

pervious concrete mixes indicate that the maximum 

abrasion loss recorded did not exceed 19 %. This 

is an indication of durable pervious concrete mix. 

A variation in the above properties between pervious 

concrete mixes containing RS and CS was found 

to be insignificant. Curing of concrete had certainly 

contributed in terms of gain in strength in the range 

of 3.0 to 7.5N/mm2. 

Effects of steel fiber on specimens are not 

separately discussed. Since the steel fibers are 

used, there will be some percentage improvement 

in strength parameters. 

Steel fibres are incorporated in the pervious 

concrete mixes to improve their crack resistance, 

ductility, energy absorption and impact resistance 


characteristics. Since, the diameter of steel fibre 

is 1 mm, there is no much difference in effect of 

permeability as only a little percentage amount of 

steel fibre is used. 



Delatte (2008) presents a set of design tables for 

the pervious concrete pavements, having a flexural 

strengths 2.1 - 3.1 N/mm 2 , as a part of light-duty 

pavement design. Based on the results of the present 

investigation, those mixes that have a 28-day flexural 

strength more than 2.1 N/mm 2 can be recommended 

for the design of light-duty pavements or low-volume 

traffic pavements. 


obtained from 




– 575025, Karnataka, Mobile: 09886525453 phone : 

0824-2474000 (Ext: 3041) Fax: 0824-2474033, e-mail 

ID: aurshankar@gmail.com , aurshankar@yahoo.com

120 


B. GeoteCHnICal enGIneerInG 

SUMMarY 

Research work on Effect of Wheel Load on Underground Tunnels has been carried out. It was found that by decreasing 

the height of the soil above the tunnel, the surcharge pressure coming over the tunnel is decreasing, but if a road 

comes over a tunnel due to the reduction of soil thickness above the tunnel, wheel loads has more significance. 

1. 

Effect of wheel load on underground tunnels 

SalIent poIntS For DISCUSSIon


For poSt-GraDUatIon/ ph.D 

1. 

Effect of Wheel Load on Underground 

Tunnels. 

Date of start and duration: 15 TH JUlY 2011, 1 

year. 

Date of completion: 30th MAY 2012. 



In future development of this area above the tunnel, if it 

is a road when vehicles pass through it, loads of those 

vehicles may finally acts upon the tunnel. But for the 

present stress calculations the tyre load effect is not 

considered. The load effect depends upon the height of 

the soil above the tunnel. At higher thickness of the soil 

above the tunnel, the wheel effect is minimum and at 

lower thickness the tyre load plays an important role for 

the development of stress in the tunnel lining. So the 

effect of wheel load should be taken into consideration. 

The objectives are 

• 

• 

• 

• 

To assess the wheel load stress acting over the 

pavement, which finally comes to tunnel, by 

experimental analysis; 

To study the effect of wheel load over the tunnel. 

To prepare a design chart for underground tunnel, 

this includes the effect of wheel-soil-tunnel 

interaction. 

FEM analysis of tunnel in various surfaces and 

loading condition. 



Field) 

The model analysis was done by preparing the model, 

loading test on model and analysing the result. Finite 

element analysis was also done and the results were 

obtained. Both these results were then compared. 


By decreasing the height of the soil above the tunnel, 

the surcharge pressure coming over the tunnel is 

decreasing, but if a road comes over a tunnel due to 

the reduction of soil thickness above the tunnel, wheel 

loads has more significance. The effect of wheel load 

changes by various factors like height of soil, pavement 

thickness etc. compared to the flexible pavement 

the stress value is higher in case of rigid pavement 

conditions and while considering the direction of wheel 

loading, the wheel load perpendicular to the direction of 

major axis of tunnel induce almost double stress than 

the parallel loading condition in both rigid and flexible 

pavement condition. 


obtained from 

address: Adarsh P R, M.Tech Transportation 

engineering and management, Department of 

civil engineering, NIT Trichy. Trichy -15, e-mail ID 

adarshv2001@gmail.com

122 


C. BrIDGe enGIneerInG 

SUMMarY 

Five research projects related to thesis for post graduation have been reported. The research findings are of 

importance in assessing the in-situ stress condition of PSC girder bridges, assessment of load carrying capacity of 

bridges under seismic forces and their strengthening and for understanding the complex anchorage zone stresses 

of PSC girder bridges. 

1. 

2. 

3. 

4. 

5. 


Techniques for in-situ stress assessment in concrete structures 

Application of Push over Analysis for RC Bridges 

Behaviour of Strengthened RC Beams under torsion 

Anchorage zone Stresses in Post Tensioned Girder Bridges 

Effect of overweight vehicles on Bridges



1 Development of Techniques for In-Situ Stress 

Assessment in Concrete Structures 

Date of Start and Duration : Sep. 2007 

Date of Completion : Dec. 2011 

CSIR-Structural Engineering Research Centre, 

Chennai 


The objective of this research is to develop 

experimental techniques and methodologies to assess 

the in-situ stress in concrete and prestressed concrete 

structural elements under uniaxial- and biaxial- stress 

conditions. 


laboratory study. 


Three different techniques namely, concrete coredrilling 

technique, concrete core trepanning technique 

and concrete core-drilling strain gage technique were 

developed to evaluate the in-situ stress under uniaxial 

and biaxial stress conditions. 

A concrete core-drilling technique was developed 

by considering the practical aspects of the strain 

gage instrumentation using a special arrangement 

of electrical resistance strain gages suitably placed 

around the core for assessment of in-situ stress under 

uniaxial stress condition. laboratory studies were 

conducted to evaluate the reliability of this concrete 

core drilling technique. Calibration constants were 

evaluated experimentally for the used gage length, 

location and configuration. Comparison was also made 

with coefficients evaluated theoretically. 

Concrete core trepanning technique was developed 

to measure in-situ stresses in concrete under bi-axial 

stress state. This technique employs a three element 

strain gage rosette to measure the strain release 

due to core drilling. Numerical analysis was carried 

out using finite element method for evaluating the 

efficacy of the method. The reliability of this technique 

was established in the laboratory, by conducting 

experimental investigations on ten concrete specimens 

with known stress/strain field. 

Core-drilling strain gage (CDSG) technique was 

developed by suitable placement of electrical resistance 

strain gages around the core for assessment of insitu 

stress. Six strain gages were used, where three 


strain gages placed radially and the remaining three 

placed tangentially to the indented core. Experimental 

studies were carried out to assess the existing stresses 

with a known stress field using the core-drilling strain 

gage technique. Calibration constants were evaluated 

experimentally and compared with numerical results 

(Finite element method). The applied stresses and 

existing stresses obtained from core drilling strain 

gage technique using the calibration constants were 

matching closely. 

From the numerical studies and laboratory experiments 

have clearly indicated that the proposed techniques are 

efficient in assessing the existing stresses. Hence, these 

techniques can be used for in-situ stress evaluation of 

in-service structures under uniaxial and biaxial stress 

conditions. 



The developed techniques can be used to evaluate the 

in-situ stress/ existing prestress in the bridges. 


The Director, CSIR- Structural Engineering Research 

Centre, PO Taramani, Chennai-600 113, phone : 044- 

22549201, Fax : 044- 22541508, e-mail ID : director@ 

serc.res.in 

2 Application of Pushover Analysis to RC 

Bridges 

Date of Start and Duration : Jan. 2011 

Date of Completion : Jun 2011 


Standard pushover analysis using FEMA 356 (2000) 

displacement coefficient method and an improved 

upper bound pushover analysis method were used to 

analyse a bridge structure. 


Analytical study. 


After 2001 Gujarat Earthquake and 2005 Kashmir 

Earthquake, there is a nation-wide attention to the 

seismic vulnerability assessment of existing buildings 

and bridges. The aim of the project was to carry out a 

seismic evaluation case study for an existing RC bridge 

using nonlinear static (pushover) analysis. 

Bridges extend horizontally with its two ends restrained 

and that makes the dynamic characteristics of bridges

124 

different from building. Modal analysis of a 3D bridge 

model reveals that it has many closely-spaced modes. 

Participating mass ratio for the higher modes is very 

high. Therefore, pushover analysis with single load 

pattern may not yield correct results for a bridge 

model. 

A 12-span existing RC bridge was selected for the 

case study. Standard pushover analysis using FEMA 

356 (2000) displacement coefficient method and an 

improved upper bound pushover analysis method were 

used to analyse the structure. Some of the analysis 

parameters were suitably modified to use in a bridge 

structure. The evaluation results presented here shows 

that the selected bridge does not have the capacity to 

meet any of the desired performance level. 



The evaluation results presented here shows that the 

selected bridge does not have the capacity to meet any 

of the desired performance level. 


Kaliprasanna Sethy, (Guide: Sarkar, P.), C/o Head of 

Department, Department Of Civil Engineering, National 

Institute Of Technology, Rourkela, Orissa – 769 008, 

phone : 0661 - 2462326, Fax : : 0661-2462301, e-mail 

ID : sarkarp@nitrkl.ac.in/ www.nitrkl.ac.in 

3 Experimental Study of RC Beams 

Strengthened with CFRP Fabric under Pure 

Torsion 

Date of Start and Duration : August 2010 

Date of Completion : : Jun 2011 


The objective of the study is to understand the 

behaviour of torsion deficient RC rectangular beam 

specimens strengthened using carbon fabric in relation 

to the reference beam, which is designed for torsion 

Also, in this study attempts were made to understand 

the complexity of twist angle, torque and ductility of 

strengthened beams. 


laboratory Study 


Torsional failure of a RC Beam is an undesirable brittle 

failure. In this study, two specimens were tested, 

PTR-1 (reference beam designed for torsion ) and 

PTT-1 (Beam deficient in torsion). The span and size 

of the both the beams were 1.79m and 150 x 250 mm 


respectively. The beam- PTT-1 was strengthened using 

CFRP fabric strip (400 g/m 2 - Unidirectional, thickness 

0.234mm) of U-shaped 50 mm wide with spacing of 

75 mm c/c. Electrical strain gauges (120±0.4 Ω) were 

provided at quarter, middle and three quarter span 

of the beam, on top and bottom of the longitudinal 

reinforcement, at the centre of vertical stirrups and on 

CFRP-Fabric to measure the strains during testing of 

the beam. During the laboratory investigations, it was 

seen that the failure of beam PTR-1 was due to crushing 

of concrete and yielding tension steel. The specimen 

PTT-1 failed due to failure of anchorage, debonding 

of the CFRP fabric strips, yielding of reinforcement 

provided in compression zone at mid span and finally 

due to crushing of the concrete. The torsional capacity 

based on the strain recorded in the CFRP fabric during 

the experiment shows the good agreement with the 

theoretical values. The significant increase of twist 

angle of 151% and 44% was observed corresponding 

to cracking torque and ultimate torque respectively. The 

internal longitudinal steel was observed to be yielded 

to both the cases. The torsional capacity of the PTT-1 

exhibited 58% enhancement of torsional capacity with 

the application of CFRP fabric for strengthening. . 



Based on the study it was concluded that the carbon 

FRP wrap could be used for the strengthening of RCC 

beams deficient in torsion after exercising proper care 

in the design of the rehabilitation scheme 


Head, Department of Civil Engineering, Delhi 

Technological University, Shahbad, Daulatpur, Main 

Bawana Road, Delhi -110 042, phone : 011-27871018, 

E-mail ID : akgupta@gmail.com 

4. Analysis of Anchorage zone Stresses in Post 

Tensioned Girder Bridges 

Date of Start and Duration : Aug 2010 



Anchorage zone is the most important region in a posttensioned 

concrete girder. In the anchorage zone the 

stresses are complex in nature during the application 

of prestressing forces. There are many factors which 

influence the bursting stresses of the anchorage zone. 

The scope and objective of this research is given 

below: 

1. 

Detailed study of the various methods generally 

adopted for the analysis of the anchorage zone

2. 

stresses in the post-tensioned concrete girders. 

Investigate the effect of the following parameters 

on the anchorage zone stresses: 

(a) Size of the bearing plate 

(b) Eccentricity of the bearing plate and 

(c) Grade of concrete 

Study of stresses in anchorage zone with multiple 

anchorages using 2-D and 3-D finite element 

analysis. 


Analytical study 


In this research, to study the behaviour of a rectangular 

end block different methods such as Elastic analysis, 

Guyon’s method, Magnel’s method and codal provisions 

have been used. Also, the application of 2-D and 3-D 

Strut and Tie model (STM) to compute the bursting 

force in the end block has been demonstrated. Further, 

the finite element analysis of an end block has been 

carried out using the software CIVIl FEM-ANSYS 11. 

In this FEM analysis the end block has been analyzed 

using by both 2-D and 3-D models. The influence of the 

size and eccentricity of the bearing plate, and grade 

of concrete on the stress distribution of the end block 

has been investigated using Finite Element Method. 

More complex configuration of an anchorage zone with 

multiple anchorages in a girder has also been studied. 



The various analytical methods can be used in 

understanding the complex stress pattern of anchorage 

zone of a PSC girder. 


Head, Department of Civil Engineering, National 

Institute of Technology Karnataka, Suratkal, Mangalore 

575025, phone : 0824-2474000 


5. Effect of Overweight Vehicles on RC T Girder 

Bridge 

Date of Start and Duration : July 2010 



The main objective of this study is to examine the 

effect of overweight trucks, generally plying on the 

road network, on the existing reinforced concrete girder 

bridges. 


Analytical study 


Analysis of the axle load data of trucks plying in specific 

routes have been carried out to understand the extent 

of overloading especially in 2-axle, 3-axle and 5-axle 

trucks. Subsequently, two R. C. T-girder bridges of 

21m and 25m span respectively were analysed using 

the SAP 2000 software for different loads such as (i) 

loads specified for bridge design in IRC: 6(ii) GVW of 

2 –axle truck, 3-axle truck and 5-axle truck (iii) loads 

carried by excessively loaded 2-axle, 3-axle and 5-axle 

truck observed in specific routes, in eastern part of 

the country. Also, the analysis of the bridges has been 

extended to understand the effect of extremely heavy 

vehicles. 



The findings of this research will provide an input for 

updation of live load clause in bridge design codes 


Head, Department of Civil Engineering, Manipal 

Institute of Technology, Manipal, Karnataka-576104, 

phone: 0820-2571060, e-mail ID : mit@manipal.edu

126 

D. 


TRAFFIC & TRANSPORTATION 

SUMMarY 

A total of 46 Research projects related to thesis for post-graduation/ PhD reported in the area of Traffic & Transportation 

area. Mainly these studies focused on, Traffic Engineering and management related studies, Transportation Planning, 

Advanced Modeling techniques and vulnerable road user studies. These are briefly in the following 

Traffic Engineering Management Related Studies: The studies include capacity analysis of three legged signalized 

intersection, Evaluation of Roundabouts versus Unsignalized and signalized intersections, Impact of Traffic 

Composition on PCU Values of Road Vehicles, Estimation of Road User Cost of Highway Construction Zones, 

Adaptive Traffic Signal Control as an ITS Measure for Urban Arterials, Traveller preferences for Advanced Traveller 

Information system, Travel time and congestion analysis under heterogeneous traffic conditions and Analysis of road 

accidents based on Accident Severity Index (ASI) 

Transportation Planning Related Studies: Application of dynamic traffic assignment (DTA) packages under Indian 

traffic conditions, Algorithms for reliability based optimal routing and traffic assignment in stochastic transportation 

networks, Travel Time Reliability Study at Urban Corridors on Selected Route Pairs, Highway Assignment Modelling 

in Cube Voyager Software for Feasibility Study of Proposed Coastal Road, GIS Based Safe Bus Stop location , 

land use and Transportation Planning, Development of GIS Based Framework to Plan and Monitor PMGSY Roads, 

Dynamic traffic assignment simulation and evaluation of Advanced traveler information systems. 

Advanced Modelling Techniques: These studies include Application of Multicriteria Decision Making Methods in Mode 

Choice Analysis and Development of Fuzzy logic Based Performance Evaluation Model for Bus Transit. The Micro 

simulation Based Studies includes Modelling Heterogeneous traffic in VISSIM and Simulation of Vehicle Queuing at 

a Toll Plaza 

Vulnerable Road User Studies: Mainly focused on the Impact of Built Environment on Pedestrian Motor Vehicle 

Collision, Facilities for Pedestrians and Physically Challenged in Rural Highways, Micro simulation Study of the Effect 

of Vulnerable Road Users on Traffic Flow Characteristics, Road Safety with Emphasis on Non-Motorized Traffic 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 


Traffic Impacts of Construction work zones using Simulation 

Capacity analysis of three legged signalized intersection 

Evaluation of Roundabouts versus Unsignalized and signalized intersections 

Travel Time Reliability Study at Urban Corridors on Selected Route Pairs 

Impact of Traffic Composition on PCU Values of Road Vehicles 

Study of flow characteristics at signalised intersections under heterogeneous traffic conditions 

Model Based Analysis and Control of Indian Traffic 

Analysing The Relation Between land Use And Travel Demand Using 3s Technology. 

Application of Multi-criteria Decision Making Methods in Mode Choice Analysis 

10. Highway Assignment Modeling in Cube Voyager Software for Feasibility Study of Proposed Coastal Road 

11. 

Estimation of Road User Cost of Highway Construction Zones 

12. Impact of land Use on Trip Generation- A Case Study 

13. Algorithms for reliability based optimal routing and traffic assignment in stochastic transportation networks 

14. 

Application of Dynamic Traffic Assignment (DTA) packages under Indian traffic conditions

15. Urban Speed Management for Tiruchirappalli City Using ITS 


16. Adaptive Traffic Signal Control as an ITS Measure for Urban Arterials in Chennai City 

17. land use and Transportation Planning 

18. Application of Multicriteria Decision Making Methods in Mode Choice Analysis 

19. Impact Of PMGSY Roads on Socio-Economic Aspects and Travel Characteristics 

20. Development of GIS Based Framework to Plan and Monitor PMGSY Roads 

21. GIS Based Safe Bus Stop location in Trichy City 

22. Simulation of Vehicle Queuing at a Toll Plaza 

23. Modelling Heterogeneous traffic in VISSIM 

24. Dynamic traffic assignment simulation and evaluation of Advanced traveler information systems 

25. Dynamic Traffic Assignment for Multi Vehicle Class Traffic 

26. Activity based trip distribution models for Indian conditions 

27. The Impact of Built Environment on Pedestrian Motor Vehicle Collision 

28. Algorithms on Stochastic Networks 

29. Estimation of dynamic origin-destination matrices for general networks 

30. Corridor Signal Optimisation under Heterogeneous Traffic Using Cluster Analysis 

31. Capacity Analysis of Signalised intersections under Heterogeneous conditions using Area occupancy concept 

32. Facilities for Pedestrians and Physically Challenged in Rural Highways. 

33. Development of Fuzzy logic Based Performance Evaluation Model for Bus Transit 

34. Intercity Passenger Travel Demand Modelling and Mode Choice Analysis for Mysore-Mangalore City Pair 

35. Study of traffic characteristics under varying degrees of lane following 

36. Congestion analysis of heterogeneous traffic using GPS-fitted probe vehicles 

37. Data Fusion Based Spatial Traffic Parameter Estimation and Prediction 

38. Development of Traveller Information and Route Guidance System Using GPS-GIS Integration 

39. Traveller preferences for Advanced Traveller Information System in Trivandrum City 

40. A lumped Parameter Model-Based Approach for Estimation Of Traffic Density 

41. Travel time and congestion analysis under heterogeneous traffic conditions 

42. Micro simulation Study of the Effect of Vulnerable Road Users on Traffic Flow Characteristics. 

43. Road Safety with Emphasis on Non-Motorized Traffic 

44. Analysis of road accidents based on Accident Severity Index (ASI) method and GIS: 

45. Studies on Safety Performance of Two-lane Rural Highways Under Mixed Traffic 

46. 

Prediction of Roadside Pollutant Concentration

128 

C: reSearCH proJeCtS relateD to tHeSIS 


1. Study of Traffic Impacts of Construction Work 

Zones Using Simulation 

Date of start and duration: February, 2009 

Date of completion (Targeted): March, 2013 



• 

• 

• 

• 

• 

• 

The objectives of the study are: 

To study the traffic flow Characteristics of work zone 

and develop speed-flow, speed-occupancy model 

criteria for work zones during different stages of 

Highway widening under mixed traffic condition. 

To study the effect of Speed on length, width and 

Surface characteristics of work zones due to lane 

closure. 

To determine the reduction in Volume due to work 

zones and quantify delay associated to speed 

reduction in work zones corresponding to lane 

closure, length and percentage of heavy vehicles 

during different stages of construction. 

To develop a simulation model of work zone using 

VISSIM software and predict the vehicle throughput, 

average speed, travel time, and delay. 

To determine the delay road user costs of work 

zone. 

Methodology 

The research methodology is to be carried out in three 

Phases: 

phase I: work sites were identified and data collected 

in four zones (Advance Warning Zone, Approach 

transition zone, Work zone and Terminal transition 

zone) during three stages of Construction. The traffic 

parameters were analysed during three stages and 

their inter relationship between speed, flow, occupancy, 

headway, carriageway width and composition of traffic 

have been established. The surface charactersistics of 

the pavement and their relation with the speed reduction 

were analyzed and established. 

phase II: consists of Simulation modelling of work zone 

in VISSIM and its Validation. 

phase III: The scenario analysis of the model is to 

be done to find the effect of varying width, length, 

directional split and the composition of the traffic on 

speed, headway and delay during different stages .The 

capacity reduction in different stages have to estimated 

by the Time headway method and the Volume method 


considering 15 min time interval and the above two 

methods will be compared with the one obtained 

through VISSIM. The monetary value of associated 

delay will be calculated. 


• 

• 

• 

• 

• 

It was observed that there was speed reduction in 

different category of vehicles from Stage-I to II due 

to the transition zones and newly laid road caused 

increase in speeds in stage III. 

The speed of the vehicle drops significantly while 

entering the construction zone. On the basis of 

the results from the study, speed of the vehicle is 

more in the advance warning zone and decreases 

as it enters the approach transition zone and then 

decreases further in the activity zone and increases 

again in the terminal transition zone. The average 

speed of the vehicles at the transition zone of the 

construction area was reduced by 60 % of the 

speed at the advance warning area. 

A statistical analysis confirms the differences in 

mean speeds are statistically significant in the 

advance warning zone and terminal transition zone 

in all vehicle categories at the 95% confidence level 

both in stage II and stage III respectively in spite of 

increase in mean speed in stage III. 

Average speeds of different categories of vehicle 

obtained from the VISSIM model were found 

comparable with that obtained experimentally in all 

the three stages of construction. 

With the increase in length of the work zone, speed 

increases and after a certain length of the work 

zone, the speed remains constant. This particular 

length of the work zone beyond which the speed 

remains constant is termed as ‘Critical length’. 

The critical lengths of the work zone obtained from 

the VISSIM model are 790 m and 780 m for Stage 

– II and III respectively which are more than the 

ones obtained experimentally (730m and 710 m 

respectively). 


obtained from 

Vidya.R, Research Scholar, Transportation Engineering 

and Management, Department of Civil Engineering, NIT– 

Tiruchirappalli, Trichy-15, e-mail ID: vidyarajesh123@ 

gmail.com. 

2. Capacity Analysis of Three Legged Signalized 

Intersection using Cellular Automata 



College of Engineering, Trivandrum (R)


The cellular automaton concept is used to simulate the 

traffic flow at a three legged signalized intersection. 

A Cellular Automata (CA) model is developed for the 

movement of the vehicles under heterogeneous traffic 

conditions. The stopping of vehicles at the signal 

controlled intersection and discharge of vehicles into 

the intersection during green time was simulated. The 

lane group capacity of the intersection was determined 

on each of the intersection approaches. Simulation 

results show the ability of the model to capture most 

important features of traffic phenomenon. 

The present study was undertaken with the following 

objectives: 

• 

• 

• 

To develop a CA model for the heterogeneous 

traffic flow along a two lane 

To develop a CA model for the traffic flow at a three 

legged signalized intersection 

To determine the approach capacity of the 

signalized intersection 

Methodology 

• 

• 

• 

• 

• 

• 

• 

Simulation of CA model 

Application of CA rules 

Data collection 

Simulation Output 

Determination of approach capacity 

Comparison of approach capacity determined 

using field data and from the simulation output 

Validation of the simulation program using chisquare 

test 


• To incorporate heterogeneity, NaSch model is 

modified by considering different types of vehicles 

depending on their dynamic characteristics like 

maximum speed, acceleration and deceleration 

• 

• 

• 

• 

The lateral movement of the vehicles along the 

lane is also considered 

The position of the vehicles moving along the lane 

is obtained from the simulation run which is an 

indication of the movement of the vehicles based 

on the CA rules 

The discharge of vehicles at the signalized 

intersection from each approach has been obtained 

as the output 

Capacity of each approach has been determined 

using HCM method. 


• 

• 

• 

Percentage error between the capacity obtained 

from field observation and simulation output ranges 

from 5.75 to 10.46% 

The validation of the simulation program has been 

done based on the observed and the simulated 

discharge at the intersection 

The observed chi-square value is less than the 

critical chi-square value at 5% level of significance 

and 29 degree of freedom 

publications 

• 

Anupama Krishnan and Mrs.leema Peter 

(2011), “Capacity analysis of 3-legged signalized 

intersection using cellular automata”, ‘National 

Conference on Technological Trends (NCTT- 




obtained from 

Ms. leema Peter, Dept. of Civil Engineering, College of 

Engineering Trivandrum. 

3. Evaluation of Roundabouts versus 

Unsignalized and Signalized Intersections in 

Trivandrum City 


Date of Completion: July 2011. 



1. To analyse the performance of roundabouts 

against an unsignalized and signalized 

intersections under varying volumes based on 

certain measures of effectiveness. 

2. To obtain the traffic volume ranges at which 

roundabouts perform better than unsignalized 

and signalized intersections. 

The performance measures or measures of 

effectiveness (MOE’s) are capacity, degree of saturation, 

average control delay, 95 th percentile queue length and 

emissions (Carbon dioxide (CO2), Hydrocarbons (HC), 

Carbon monoxide (CO) and Nitric oxides (NOx).The 

present study was limited to 3-legged and 4-legged 

roundabouts with 2-lane approach from every direction. 

These two types of intersections were selected since 

they were the common types observed. 

Methodology 

i. 

Identify the locations of study suitable for the study 

within Trivandrum city.

130 

ii. 

iii. 

iv. 

v. 

vi. 

Data collection, which includes geometric 

measurements of the existing roundabout 

intersection using a measuring tape and video 

recording for 5 days of a week to obtain the traffic 

details. 

Traffic volume with proportion of turning movement 

was extracted from the video. The video was played 

and the total number of specific type of vehicle in 

each direction was obtained manually. 

Traffic volume was divided to 15min datasets 

(total inlet volume with proportion of each turning 

movements). 15min data was inputted into the 

SIDRA software. Hence a total of 120 datasets 

were obtained 

Geometric features measured and extracted traffic 

data was the input to the SIDRA software. 

Various performance measures were obtained 

after analysis from the SIDRA software. 

vii. The roundabouts were replaced by hypothetical 

uncontrolled and signalized intersections and 

its performance measures will be determined. 

Comparisons were made between. 

a. 

b. 

3-legged roundabout, 3-legged signalized 

intersection 

intersection. 

and 3-legged unsignalized 

4-legged roundabout, 4-legged signalized 

intersection 

intersection. 

and 4-legged unsignalized 

viii. Roundabouts were compared with hypothetical 

intersections at various traffic volumes based on 

the performance measures. 

ix. 

Traffic volume range at which roundabout has better 

performance than other types of intersections was 

determined. 


• 

• 

• 

• 

The capacity of uncontrolled and roundabout 

intersections was found to reduce with increasing 

inlet volume. 

The capacity of a signalized intersection had only 

slight variation up to a total inlet volume of 2500vph 

and 3500vph for 3-legged and 4-legged roundabout 

respectively and thereafter increased rapidly. 

The degree of saturation of uncontrolled and 

roundabout intersections increased with total inlet 

volume. 

The degree of saturation of signalized intersection 

increased rapidly till total inlet volumes for which 

capacity remained unchanged, then decreased 

and thereafter remained a constant value. 


• The average 

control delay at an uncontrolled 

intersection was higher than roundabout at all 

volumes. Hence based on delay, performance 

of roundabout was better than uncontrolled 

intersection. 

• 

• 

• 

• 

The average control delay of signalized intersection 

remained unchanged till 2000vph for 3-legged 

as well as 4-legged intersection and thereafter 

increased gradually. 

When the traffic volume was low, vehicles at 

uncontrolled intersections produced lesser pollution 

than other two types of intersections. 

At lower inlet volumes, vehicles at signalized 

intersection produced greater emissions compared 

to other two types of intersection due to compulsory 

stopping of vehicles. But at higher total inlet volumes 

vehicles at signalized intersection produced lesser 

emissions due to orderly movement of traffic and 

due to the absence of frequent acceleration and 

deceleration of vehicles. 

A 3-legged roundabout with 2-lane approach 

was found to perform better than other two types 

of intersections at a total inlet volume of 872 to 

4143 vph while a 4-legged roundabout with 2-lane 

approach performed better at the total inlet volume 

range of 1163 to 5524 vph. 

publications 

• 

Asish Jayakumar and Mrs. Preethi P (2011), 

“Evaluation of a 4-legged Roundabout with 2-lane 

approach versus hypothetical Signalized and 

Unsignalized Intersections”, ‘National Conference 

on Technological Trends (NCTT-2011)’, August19- 

21, 2011, College of Engineering, Trivandrum, 

Kerala. 

4. TravelTimeReliabilityStudyatUrbanCorridors 

on Selected Route Pairs in Trivandrum City 





The specific objectives of this study are: 

• 

• 

To compute the Travel Time Reliability indices such 

as Buffer Time Index and Planning Time Index of 

different routes in a few selected route pairs at 

Trivandrum. 

To identify the most reliable routes among several 

selected routes connecting route pairs by comparing 

its reliability indices.

• 

• 

• 

To model congestion on these routes by relating 

the reliability indices to congestion. 

To study the influence of various geometric and 

traffic factors on the variation of travel time and to 

model it. 

To predict the travel time of these routes using 

Artificial Neural Network. 

Methodology 

• 

• 

• 

• 

• 

• 

• 

• 

Selection of study stretch – Two route pairs were 

selected in this study which are Ulloor- Pattom 

route pair and Thirumala- Vazhuthacaud route pair 

Data Collection – Videographic recording and 

license plate matching method 

Data Extraction – time taken to travel through 

different routes in the route pair by car at different 

times of the morning peak hours 

Calculation of Travel Time Reliability Indices like 

Planning Time Index and Buffer Time Index 

Comparison of TTR Indices of different routes in the 

route pair and finding out the reliable route in the 

route pair and reliable times for travelling through 

these routes. 

The relation between travel time reliability and 

congestion was established with Planning Time 

Index and Travel Time Index were used as the 

indicators for travel time reliability and congestion 

respectively. 

Travel Time Variability was modelled with Planning 

Time Index as the dependent variable and various 

geometric and traffic factors as independent 

variables. 

Travel times on these routes were predicted using 

Artificial Neural Network 


• 

• 

• 

From the comparison of travel time reliability indices 

calculated for Ulloor- Pattom route pair, route via 

Kesavadasapuram is found to be more reliable 

than the other route in the morning peak hours. 

For Ulloor- Pattom route pair, route via Medical 

College shows a wide variation in travel time 

reliability indices on both Monday and Wednesday. 

But the variation of travel time reliability indices 

for route via Kesavadasapuram on Monday and 

Wednesday is almost constant. 

From the comparison of travel time reliability indices 

calculated for Vazhuthacaud- Thirumala route pair, 

route via Pangode is found to be more reliable than 

the other route in the morning peak hours. 


• 

• 

• 

• 

• 

• 

• 

In both the above cases, the driver perception 

towards selection of reliable route was due to 

shorter length and good surface conditions. 

Day wise comparison shows that the travel time on 

Monday is unpredictable than that on Wednesday. 

The relation between travel time reliability and 

congestion is established. From the plot of Planning 

Time Index vs Travel Time Index, an upward trend 

was found to be existing between the travel time 

variability and congestion. 

As the traffic volume of the stretch increases, 

variability in travel time also increases due to the 

uncertainty which results in the reduction of travel 

time reliability. 

A Multiple linear Regression Model was developed 

connecting the Planning Time Index as dependent 

variable and different geometric and traffic factors 

as independent variables. Travel time variability 

decreases with increase in free flow travel time and 

average width of the road. 

Travel time variability increases with increase in 

length of the link, number of secondary intersections, 

traffic volume and percentage of cars increases. 

ANN is found to be effective in predicting the 

travel times on these routes. Travel time prediction 

models for considered routes in the route pairs 

were developed using Artificial Neural Network 

(ANN). 

publications 

• 

Surya, S, Nair., and Satyakumar, M. (2011), 

“Travel Time Reliability Study at Urban Corridors in 

Trivandrum City”, Proceedings of the 12th National 

Conference on Technological Trends, College of 

Engineering, Trivandrum, pp. 387-393. 

Further Information/ Copy of the report can be 

obtained from 

Dr. M. Satyakumar, Dept. of Civil Engineering, College 

of Engineering, Trivandrum. 

5. Impact of Traffic Composition on PCU Values 

of Road Vehicles 

Date of Start and Duration: December 2009, 3 

years , Date of Completion: on-going 


- 600 036 


The principal objective of the work proposed here is 

to study the possible variation of Passenger Car Unit

132 

(PCU) values of different categories of vehicles due to 

changes in traffic composition, under heterogeneous 

traffic conditions prevailing on Indian roads. The 

available simulation model will be used to derive 

Passenger Car Unit (PCU) values for different types 

of vehicles under the prevailing traffic condition. The 

effect of variation of traffic composition on PCU value 

will be studied by deriving PCU values for the different 

types of vehicles for a set of vehicle composition falling 

over a wide range. 


The PCU values for the different types of vehicles, at 

various volume levels and vehicle composition, will be 

estimated by taking the average stream speed as the 

measure of performance. Accordingly, the stream speed 

of the heterogeneous traffic of chosen composition for a 

chosen volume and composition will be first determined. 

Then certain percentage of cars will be replaced by 

the reference vehicle type in the mixed traffic stream, 

such that the average stream speed remains the same 

as before the introduction of the additional reference 

vehicles in the stream. This can be achieved by varying 

the number of the reference vehicles introduced to 

substitute the removed cars until the original speed 

of the traffic is obtained by simulation. Then, the 

number of cars removed divided by the number of 

introduced reference vehicles will give the PCU value 

of that vehicle type. This procedure will be repeated for 

different volume levels and vehicle composition falling 

over a wide range. A recently developed microscopic 

simulation model of highly heterogeneous traffic flow 

named HETEROSIM was used for the analysis. 


It is found that, under heterogeneous traffic conditions, 

for a given roadway condition and traffic composition, 

the PCU value of vehicles varies significantly with 

change in traffic volume and composition. Hence, it 

is desirable to treat PCU as dynamic quantity for the 

different vehicle categories. 


obtained from 

Praveen P. S., ‘UPASANA’, Monvila, Kulathoor P. 

O., Trivandrum, Kerala., Mobile: 9445517754 / 

9495558559 e-mail ID: pspraveenps@yahoo.co.in 

6. Study of Flow Characteristics at Signalised 

Intersections Under Heterogeneous Traffic 

Conditions 


Date of Completion: 31/05/2012 


- 600 036 



1. To study the influence of traffic composition on 

control delays. 

2. To study the sensitivity of delays to lane widths . 

3. To assess the effect of lane discipline at intersections 

on flow characteristics. 

4. To develop conclusions and recommendations. 


• 

• 

• 

• 

• 

Problem definition 

Modification to simulation model 

Simulations runs 

Analysis of results 

Conclusions and recommendations 


1. For non-lane-following case, when the volume 

is less than or equal to 1500 pCU/h, the traffic 

composition does not make much difference on 

the delays at the intersection. If the volume is 

greater than 2000 pCU/h and if cars composition 

is also increasing in traffic the delay of vehicles 

are increasing due to more space acquirement 

by cars, lower dissipation rate of cars compared 

to two wheelers, filtering of two wheelers is lesser 

between gaps even if its’ composition is lesser. 

2. For vehicles with lane following, when the volume 

is less than 1000 pCU the traffic composition don’t 

make much difference on the delay of intersection. 

3. 

4. 

5. 

For lane following case, if two wheelers composition 

is predominant, maximum number of vehicles 

crossing the stop line at intersection is 1500 PCU. 

For this case, when car composition is increasing 

the delay of the intersection is increasing compared 

to two wheeler dominant composition. 

For lower volume levels, the overall delay of 

vehicles is greater in lane following case scenario 

compared to non-lane following scenario. 

The dissipation of vehicles in PCU per cycle from 

field and simulation model is statistically significant 

and the percentage of error between field and 

simulation is 5%, which shows that the simulation 

model reasonably represent the heterogeneous 

traffic conditions. 


obtained from 

R.V.Yogesh Kumar, s/o R.Thirupathaiah, D.No: 20- 

6-15, Anajaiah Road, , Ongole, Prakasam District,

Andhra Pradesh. Pin: 523002, Mobile: 8015933632 

phone: 8977365022 , e-mail ID: ravulapalli.yogesh@ 

gmail.com 

7. Model Based Analysis and Control of Indian 

Traffic 

Date of Start and Duration: 23-12-2011 

Date of Completion: 01-01-2015 


- 600 036 


1. To develop a macroscopic traffic flow model that 

can be used to characterise the Indian traffic using 

the fundamental variables speed, flow and density 

along a mid block section. 

2. To formulate an optimum signal design using the 

queue length as the parameter. 

3. To model a control system that optimizes the signal 

and the flow from the model. 


Methodology includes: 

1. Data collection 

2. Estimating traffic flow using density and developing 

a suitable flow model 

3. Signal design based on the estimated traffic flow 

4. Comparing the signal developed with the traditional 

way of signal design 


obtained from 

Vincy Verghese, Research Scholar, Department of Civil 

Engineering, IIT-Madras, Chennai - 600 036., Mobile: 

9445117022 e-mail ID: vincyverghese@gmail.com 

8. Analysing The Relation Between Land Use 

And Travel Demand Using 3s Technology. 

Date of start and duration 15 th JUlY 2011, . 


National Institute Of Technology,Tiruchirappalli 


3S technology is the integration of three technologies. 

ie RS (remote sensing), GPS (Global positioning 

system) and GIS (geographic information system).The 

motivation for incorporating 3S data into travel demand 

modelling stems from its apparent relevance to problems 


that require large scale and highly dimensional data 

analysis. 

The objectives are: 

• To extract 

land use of the wards of Tiruchirappalli 

city using RS and GIS. 

• 

• 

• 

• 

• 

To find trip generation and trip attraction of all wards 

of Tiruchirappalli city using GIS, 

To estimate an origin destination matrix based on 

land use status. 

To assess the performance by comparing the 

assigned traffic volume with the actual traffic 

volume based on link volume counts. 

To assign the estimated O-D to the existing road 

network so that demand for traffic between every 

pair of zones is allocated to available routes. 

To develop a travel demand model using CUBE and 

compare the results of the land use model with the 

traditional model developed using the software. 


Field) 

From the land use extracted, trip production and trip 

attraction are calculated by land use method and the 

obtained trips are compared with the base year matrix 

of 2003 to develop the O-D matrix for 2012. The data 

was collected, image classification was done, trip 

generation and trip attraction was found and travel 

demand was calculated by estimating an O-D matrix 

after generating trip generation and trip attraction. 

The obtained matrix is validated by link volumes and 

compared with the traditional model developed using 

CUBE 6. 


• The 

O-D matrix of 2012 shows an increase of 

almost nine times travel demand compared to the 

base year matrix of 2003 and the validated results 

shows a RMSE of 5% 

• 

• 

3S technology helps in updating the land use and 

hence travel demand estimation will be easier 

compared to the traditional method since changes 

in land use pattern cannot be easily incorporated in 

the traditional model. 

The accuracy of estimation of O0D matrix from the 

traditional model would have been improved if more 

parameters have been included, but collection of 

these data are very difficult when compared to the 

land use method.

134 


obtained from 

Aswathy R, M.Tech Transportation engineering and 

management, Department of Civil engineering, NIT 

Trichy. Trichy-15, e-mail ID aarchidevi@gmail.com 

9. Application of Multi-criteria Decision Making 

Methods in Mode Choice Analysis - A Case 

Study 






• 

• 

• 

• 

• 

To determine the factors affecting mode choice 

using Multi-Criteria Decision-Making (MCDM) 

based evaluations like Analytic Hierarchical Process 

(AHP) and Analytic Network Process (ANP) 

To investigate the influence of various parameters 

in mode choice 

To determine the mode choice priorities of 

commuters 

To carry out the sensitivity analysis for finding out 

the effect of various factors in mode choice 

To analyze the possible modal shift to a non existing 

ideal mode likely to be implemented in the future 

The scope of this study is limited to the prediction of 

mode choice proportion of commuters in Trivandrum 

city who carry out daily work trips. 

Methodology 

a) 

b) 

c) 

d) 

Determination of factors (criteria and sub criteria) 

influencing mode choice by conducting a pilot 

survey 

Main Questionnaire survey 

• 

• 

Factors affecting mode choice determined 

from the pilot survey were stated in the 

questionnaire. 

Respondents were asked to compare the 

factors and rate them. 

The ratings of the various factors affecting mode 

choice were transformed into triangular fuzzy 

numbers. 

Execution of Fuzzy Analytic Hierarchical Process 

using the Super Decisions software and Expert 

Choice software and execution of Fuzzy Analytic 


e) 

Network Process using the Super Decisions 

Software 

• 

• 

• 

• 

• 

Creation of control hierarchy for FAHP and 

network for FANP involving the criteria and sub 

criteria. 

The fuzzy pair-wise comparison matrices with 

fuzzy-ratio judgments were formed according 

to the control hierarchy or network developed. 

Triangular fuzzy weights were derived from 

fuzzy pair-wise comparison matrices. 

After calculating the triangular fuzzy weights, 

the fuzzy evaluations of the alternative modes 

were derived. 

The alternative modes were then ordered by 

using the maximum membership principle of 

defuzzification and the transportation mode 

with highest priority was chosen. 

Validation of the FAHP model and FANP model 

was done by comparing the final results with the 

actual mode choice proportion obtained from the 

main questionnaire survey 

A gap analysis procedure was carried out using the 

FAHP model in Expert Choice software to find out the 

change in mode choice behaviour and the possible 

modal shift from other modes if an ideal mode like 

BRTS is introduced. 


Following conclusions were drawn from the preliminary 

survey: 

• 

• 

The parameter ‘Route of travel’ is not affecting the 

mode choice behaviour of work trip commuters as 

most of them are using the same route during the 

trips 

The parameter ‘Time under which journey is 

undertaken’ is also not affecting the mode choice 

behaviour of work trip commuters since they are 

carrying out the during the morning and evening 

peak hours and similar conditions exist during 

these hours. 

Following conclusions were drawn from the FAHP and 

FANP models: 

• 

• 

The fuzzy weights of criteria clusters showed 

that the socioeconomic characteristics was more 

important than trip and system characteristics while 

choosing a mode 

Among the socio-economic characteristics, income 

and vehicle ownership were the main factors 

affecting mode choice

• 

• 

• 

• 

• 

• 

Similarly among trip characteristics, travel distance 

and travel cost were affecting mode choice than 

travel time 

Among system characteristics, comfort & 

convenience and reliability were the main factors 

affecting mode choice 

The results from the FAHP and FANP model 

showed that the transportation mode with highest 

priority was bus followed by two wheeler and car. 

FANP model was more accurate compared to 

FAHP model as it was more close to actual mode 

choice proportion with lesser RRMSE of 0.425% 

The gap analysis using Expert Choice indicate 

there is a possible modal shift from existing modes 

to an ideal mode like BRTS if an ideal mode is 

introduced in the city and it showed that the mode 

choice proportion of BRTS will be 0.421 

The possible modal shift from bus will be greater 

than that from other modes to ideal mode by 

24.9% 

publications 

Anu Baby & Manju V.S. (2011), “Analysis of Mode Choice 

Using Fuzzy Analytic Hierarchical Process (FAHP)- A 

Case Study ”, ‘National Conference on Technological 

Trends (NCTT-2011)’, August 19-20, 2011, College of 

Engineering, Trivandrum, Kerala. 


obtained from 

Dr. Manju V.S, Assistant Professor, College of 


10. Highway Assignment Modeling in Cube 

Voyager Software for Feasibility Study of 

Proposed Coastal Road in Navi Mumbai Area 

Date of Start and Duration : June 2011, 10 

months 


I. 

II. 

National Institute of Technology 

Karnataka,Surathkal 

M/s. AakarAbhinav Consultants Pvt. Ltd., 

Navi Mumbai 


The Thane-Belapur Road which connects Navi Mumbai 

to Thane is used by commuters for going from Thane 

city to MIDC industrial area, Navi Mumbai, Panvel, Pune 

and further to South India. The road is an important 

link between Mumbai / Thane and Industrial areas 

of Kalyan, Dombivli and Badlapur. All goods traffic 


and passenger traffic coming from Thane, Gujarat, 

Rajasthan, etc., and going to JNPT and Uran use this 

road. At present this road is heavily trafficked and the 

commissioning of the proposed new airport in Navi 

Mumbai will further increase the traffic. The proposed 

coastal road is envisaged with a view to ease the traffic 

on the Thane-Belapur Road. 

The study objectives are: 

• 

• 

Arrive at the likely Traffic Demand for Base and 

Horizon year. 

Economical Benefits of the Proposed Coastal 

Road. 

Scope of work includes: 

• 

• 

• 

• 

• 

• 

Data collection through field surveys. 

Analysis of traffic survey. 

Travel demand analysis and modeling. 

Calibration and validation of TDM 

Traffic forecast. 

Economic analysis of proposed costal road. 


• 

• 

• 

• 

• 

• 

• 

Collection of planning variables from Mumbai 

Metropolitan Regional Development Authority 

(MMRDA) for Base year. 

Using the model developed by MMRDA, obtain OD 

matrix for internal zones for the base year. 

Selection of screen line location and Determination 

of base year travel pattern from field survey 

(External and internal trips, Traffic volumes on 

screen lines). 

Calibrate travel demand model by Comparing 

traffic volumes obtained from field survey and 

traffic volume assign in the model. 

validation of travel demand model for base year 

Determination of likely traffic on proposed costal 

road in base and horizon year. 

Compare base year and horizon year transport 

network with and without proposed costal road. 


The factors affecting the choice of route selected by 

drivers includes the travel time, travel cost, comfort 

and level of service or volume to capacity ratio. In 

the present work described in the thesis, the trip 

assignment was performed in Cube Voyager using the 

User Equilibrium Highway Assignment approach for 92 

internal and external zones of the study area for the

136 

base 2011 and horizon years 2016, 2021 and 2031. In 

the base year model highway assignment is performed 

without proposed costal road and the model is validated 

with existing transport network. The proposed link was 

then added in the validated model and the model is 

processed. The output obtained from analysis shown 

the likely traffic diverted from existing road to proposed 

road. From the travel demand model of base year and 

horizon year the following conclusions are made: 

• 

• 

• 

Considering the diverted traffic on proposed costal 

road, it can be concluded that a six lane divided 

arterial road is feasible. 

Proposal of costal road will definitely reduce the 

traffic on congested road in the Navi Mumbai 

area. 

The proposed costal road will serve with lOS-‘C’ 

for next 15 years, after 15 years the widening of 

road will be require to keep the flow steady. 

Major contributions of this study are: 

• 

• 

• 

Internal and External travel pattern in Study area 

for Passenger as well as Freight Vehicles is 

assessed. 

A Standard Four Stage Travel Demand Model is 

developed and validated for Navi Mumbai Area and 

Feasibility of proposed link is determined. Effect of 

proposed link on existing transport network is also 

determined. 

The traffic on proposed link is forecasted for horizon 

year 2016, 2021 and 2031. 


obtained from 

Dr. A U Ravi Shankar, Professor and 

Head, Department of Civil Engineering, National 

Institute of Technology Karnataka, Surathkal, 

Srinivasnagar P O, Mangalore – 575025, Karnataka, 

Mobile : 09886525453 phone: 0824-2474000 (Ext: 

3041), Fax: 0824-2474033, e-mail ID: aurshankar@ 

gmail.com, aurshankar@yahoo.com 

11. Estimation of Road User Cost of Highway 

Construction Zones 


year. 



Scope and Objectives: 

The main objectives of this project are: 

• 

To develop speed-flow relationships for construction 

work zone 


• To estimate the delay caused by the speed 

reduction in construction work zone 

• 

• 

• 

To estimate the work zone impacts on travel delay 

and vehicle operation 

To compute the unit cost for each impact 

To estimate the road user cost 


Field) 

The project work started with the pilot study followed 

by selection of sites for the actual survey work in rural 

and urban areas. Data collection was done using 

Registration Number Plate method. Then Speed and 

Journey time was determined and Speed-Flow curve 

was obtained through which delay through work zone, 

impacts on work zone, unit cost on each impact was 

found and Road user cost was estimated. 


The conclusions derived from results are 

• 

• 

• 

The speed of the vehicles drops significantly while 

entering the construction zone. Variation of speed 

in the advance warning zone is less compare to 

the freeway speed without construction zone. The 

average speed of vehicle is more in the advance 

warning zone, decreases as it enters the approach 

transition zone and work zone and then increases 

in terminal zone. The speed of the vehicles at the 

transition zone was reduced by 60% compare to 

the advance warning area 

With the increase in road width, as speed increases 

and intern it decreases the road user cost. 

Delay cost is the most significant factor in the road 

user cost. With the difference of 4 km/hr RUC is 

increasing at a rate of 40%. With the increase in 

length road user cost is increasing at a constant 

rate. The change of length and width of road it 

directly affects the travel time and vehicle operating 

cost. 


obtained from 

Banumathim, M.Tech Transportation engineering and 


Trichy. Trichy-15, e-mail ID: banu.gct@gmail.com 

12. Impact of Land Use on Trip Generation- A 

Case Study 

Date of Start: July 2010. 


College of Engineering, Trivandrum (R)


The process of urban development is leading to 

highly unsustainable urban sprawl by the migration of 

population from rural to urban areas and thus changing 

small population centres to large metropolitan cities. 

In the urban system, land development generates 

travel, and travel generates the need of new facilities, 

which in turn increases accessibility and attracts further 

development. Hence, there is a constant interrelation 

between land use, demography and transportation, 

the knowledge of which will be helpful in knowing the 

generation of traffic. In the present study, an attempt 

was made to assess the land use characteristics of 

a semi urban city with the main objective to estimate 

the trip generation due to new basic employment. 

Future developments will create new employments in 

the basic sector which in turn influences the spatial 

distribution of the population and service employment. 

The effect of new employment on trip generation has to 

be studied. The Technopark, a major business centre 

in Trivandrum is located at the borders of Kazhakuttom 

block. There are plans for the expansion of Technopark. 

The impact of such an expansion on transportation has 

to be studied. Hence the scope of this work is limited 

to Kazhakuttom block in Trivandrum district. The study 

area will have to cater to the projected traffic. 

The following are the objectives of the study. 

• 

• 

• 

• 

To study the existing land use of the study area 

To analyse the land suitability for the study area 

To develop a land Use Model based on Garinlowrys’ 

concept 

To analyse the impact of expansion in basic 

employment on trip generation 

Methodology 

• 

• 

• 

• 

Identification of the study area- Kazhakuttom block 

in Trivandrum district is selected as the study 

area. 

Collection of data -Primary data like socio-economic 

data, travel characteristics was collected by 

conducting interviews and surveys and secondary 

data like demographic data, employment data, 

existing land use network pattern etc. was also 

collected. 

Analysing the land suitability of the study area 

and development of land use model. By using 

the software ArcGIS, the land suitability for the 

study area was carried out to analyze suitability of 

development. 

A program in MATlAB was written to obtain the 

generated population and service employment for 

new basic employment. 


• Estimation of trip generation using TransCAD 

software. Category analysis was used for estimating 

trip production and regression model was used for 

trip attraction. 


• 

• 

• 

• 

• 

• 

The majority of land use in the study area is 

agricultural which constitutes about 69%. Forest 

area constitutes around 0.2% and water body 

constitutes around 3.4%. Residential area is about 

5% of the total area. 

Weighted overlay analysis showed that about 7 % 

of the total area is restricted for any development. 

The percentage of land which is h i g h l y 

suitable was found to be 21%. 

The area required for the projected number of 

households in the year 2020 was found to be 5.96 

sq.km and the area available for development 

was19.72 sq km. 

The total generated population of the study area 

due to a new basic employment is 2, 22, 034 which 

was within the maximum holding capacity. 

Total trips produced in the study area were 19,1945 

trips/day and the total trips attracted to the study 

area were found to be 12,7859 trips/day. 

It was seen that by 2020, the rate of growth of trip 

production is about 15% and the rate of growth of 

trip attraction to the study area is 7.5%. 

publications 

Nivedya M.K., Manju V. S. and Sathikumar R.(2011), “GIS 

Based land Suitability Analysis”, ‘National Conference 

on Technological Trends (NCTT-2011)’, August 19-20, 

2011, College of Engineering, Trivandrum, Kerala 


obtained from 

Dr.Manju V.S., Dept. of Civil Engineering, College of 


13. Algorithms for Reliability Based Optimal 

Routing and Traffic Assignment in Stochastic 

Transportation Networks 

Date of Start and Duration: 21-06-2007, 5 

years 


- 600 036 


1. Most reliable shortest paths: To characterize the 

different measures of reliability at the link/path 

level, and

138 

a. Formulate the most reliable travel time path 

(orp) problem on a network with random and 

correlated link travel times, and develop an 

algorithm to solve this ORP problem; examine 

computational performance of proposed 

algorithm on synthetic networks.. 

b. Application: To model, calibrate and quantify 

the distribution of travel times, and apply the 

developed ORP algorithm to the Chennai road 

network. 

2. Robust Shortest paths: 

a. To formulate the optimal robust cost path 

problem (MRCP) on a network with random 

and correlated link travel times and propose/ 

implement solution algorithms to compute 

the optimal robust cost path under various 

correlation structures; to examine computational 

performance of proposed algorithms on 

synthetic networks. 

b. Application: To model & calibrate the flow 

dependent distribution of link travel times, 

& apply the developed optimal robust path 

algorithms to the Chennai road network. 

3. Robust (Reliability Based) Traffic Assignment 

a. To propose a robust traffic assignment 

algorithm to compute the link traffic volumes on 

the network resulting from individual traveler’s 

choice of his/her optimal most robust/reliable 

path. 

b. To calibrate and validate the robust traffic 

assignment model for Chennai City. 


To address objective one and two, the various measures 

of reliability are first identified from the literature and 

their pros/cons are examined. Based on the suitability 

of the different measures for the present context, two 

measures of reliability, namely probability of on time 

arrival (travel time reliability) and robust cost (weighted 

combination of mean and variance of path travel time) 

are selected. Next, the most reliable path problem 

(ORP) and optimal robust cost path (MRCP) problem 

are formulated as integer non-linear programming 

problems. 

Optimality criteria are subsequently established for the 

formulated ORP/MRCP problems, based on which, 

first, an efficient algorithm combining simulation and 

network optimization is developed to compute the ORP 

on networks with stochastic correlated link travel times. 

The algorithm is illustrated for the case of multivariate 

normal and multivariate log normal link travel times. 

Next, an algorithm that applies a label correcting 

procedure for the multi criteria SP problem is proposed 


and implemented to compute the MRCP on networks 

with stochastic link travel times under certain correlation 

structures. In addition, a pruning strategy within a label 

correcting procedure is proposed/ implemented to 

relax the previously imposed restrictions on correlation 

structure. 

After implementation of the solution algorithms, 

computational experiments are conducted to study 

their performance under different network conditions 

and user risk preferences. In addition, the impact of 

distributions, variability, correlations and risk attitudes 

for different metrics is investigated by studying their 

influence on the MRP at varying input levels. 

With regard to the tasks involved under objective three, 

the robust traffic assignment problem is first formulated 

as an equilibrium problem. A solution scheme will then 

be proposed that iteratively uses the MRCP algorithm 

developed under objective 2a. The developed 

algorithm is then applied to the Chennai network and 

calibrated suitably using, (1) Secondary travel time 

and volume data (2) Primary data from a questionnaire 

based stated/revealed preference survey. Suitable 

performance measures are to be then identified and 

the calibrated model is compared with existing static 

assignment models on suitable real world networks. 


Questionnaire based stated preference route choice 

survey conducted (as part of Advanced Traveler 

Information Systems Survey) and 400 responses 

obtained from workers and non-workers in Chennai 

city. 

Development of reliability based route choice models 

from SP section. The coefficient of risk aversion 

was estimated for two wheeler/four wheeler users in 

Chennai city, and these estimates will be used in the 

empirical application of the robust assignment model. 

The coefficient of travel time for cars was found to be 

higher than that of 2 wheelers reflecting the fact that 

car users accord a higher value to time than 2-wheeler 

users. Consequently, car users are less averse to risk 

(DORA= 2.36) compared to 2- wheeler users (1.40). 

The use of the robust UE model and the significance 

of modeling reliability are illustrated using a simple 

example of evaluating the effect of an infrastructure 

improvement for the Sioux Falls Network. The two 

scenarios considered are: 

1. Base: Current existing network (Figure 1) 

2. Alternate: Existing network + new corridor/ 

expressway (Infrastructure improvement) 

The salient findings from the experiment are summarized 

below:

• The results indicate 

that for the base scenario the 

robust user equilibrium solution has a marginally 

lower total system travel time with a reduction of 

0.8% 

• 

• 

• 

• 

On the other hand, the system variance reduces 

significantly by 27%. 

RUE flow solution as a benchmark improves on 

both the mean travel time and travel time reliability 

over the corresponding UE solution. 

For the alternate scenario, the increase in system 

capacity results in a significantly lower variability 

reduction at 5% whereas the reduction in mean 

travel time increases to 2%. 

Thus, in both cases the RUE solution improves 

on both the mean travel time and the travel time 

variability for the empirically estimated value of the 

risk aversion weight w=0.45. 


obtained from 

Ravi Seshadri., Ph. D. Research Scholar, Department 

of Civil Engineering, IIT Madras, Chennai - 600 

036, Mobile: 9884517532 phone: 044 22575292 , 

e-mail ID: ravi0.seshadri@gmail.com 

14. Application of Dynamic Traffic Assignment 

(DTA) Packages Under Indian Traffic 

Conditions 

Date of Start and Duration: August 3, 2010 - 3 

yrs, Date of Completion: Dec 2012 

Indian Institute of Technology Madras, Chennai - 

600 036 


In this research work, we propose to demonstrate 

detailed application of DTA in Indian traffic conditions. 

DTA models differ in the implementation of three 

components: they are network loading, path adjustment 

or traffic assignment, and path update. Most DTA 

applications have been developed for homogenous 

traffic conditions. However Indian traffic conditions 

are highly heterogeneous. Therefore the traffic flow 

modeling in network loading step of DTA needs to 

be suitably calibrated for Indian traffic conditions. 

Calibrating the network loading step accounting for 

mixed traffic conditions will be the primary objective of 

the proposed research work. 


laboratory 

Salient-Findings and Conclusion 

Models, after calibration, were able to reproduce 

field observed travel times and overall counts within 

reasonable accuracy 

ROAD RESEARCH IN INDIA 2011-12 139 


obtained from 

Parvathy. V.S, M.S. Scholar, Transportation Engg: 

Division, Department of Civil Engineering, IIT Madras 

Mobile: 9444401423 e-mail ID: parvathy.vino@gmail. 

com 

15. Urban Speed Management for Tiruchirappalli 

City Using ITS 


year. 




• 

• 

• 

• 

• 

• 

Objectives: 

To identify and implement tools in the area of Urban 

Speed Management applicable to Tiruchirappalli 

city traffic conditions. 

To identify accident prone sections with excessive 

vehicle speed for providing effective traffic 

management measure. 

To explore the use of ANPR cameras for vehicle 

identification and speed detection of vehicles 

classified by mode. 

To explore the use of Video Image Processing (VIP) 

techniques for estimating the speed of vehicles. 

To propose appropriate technology for providing 

speed warnings to those users violating speed 

limits and to study the influence of such warnings 

on the speed pattern. 

To compare and analyse the effect of implementation 

of the ITS technology in Tiruchirappalli city. 

Scope: 

The study looks forward to provide effective traffic 

management measure in regulating the speed of 

vehicles that helps in reducing the rate of fatalities within 

the urban centre. The focus lays on the implementation 

of low cast ITS technology for safe and efficient 

management of traffic speed in Tiruchirappalli city. 


Field) 

Primary data’s like Classified Volume Count, Spot 

Speed Data, Speed Profiling, Roadway Geometrics and 

Secondary Data (Accident data) were collected. From 

the collected data Speed-Volume-Accident Analysis 

had done. From the Analysis Speed profile and Speed

140 

prediction Models were obtained. Safety Evaluation of 

Selected roads were done and accident locations were 

identified. Urban speed management using ITS tools 

were done by dissemination of information through 

VMS and Installation and suitability assessment. 


• 

• 

• 

• 

• 

Study has been focused on the selected urban 

arterial and sub arterials of Tiruchirappalli city. 

Traffic parameters including classified volume and 

speed were determined for the 24 roads selected 

for study in addition to the accident data collected. 

Out of 24 roads, 6 roads were considered for 

the present study based on traffic and accident 

characteristics. 

Speed profiling studies were carried out and speed 

profile of cars and two wheelers were erected. 

Speed prediction models were developed for 

roads with and without median. linear regression 

is found to be better fit for roads with median and 

generalized linear regression model for roads 

without median. 

Safety level of the roads have been determined 

with respect to the accident severity, level of service 

and speed variance studies. 

Image processing tool were employed to estimate 

the speed of vehicles using JAVA programming 

and MATlAB. 


obtained from 

Basil Basheerudeen, (M.Tech), Transportation, 

engineering and management, Department of civil 

engineering, NIT Trichy. Trichy 15, e-mail ID bazeeb4@ 

gmail.com 

16 Adaptive Traffic Signal Control as an ITS 

Measure for Urban Arterials in Chennai City 

(Ph.D.) 

Date of start: 26.07.2010 



Objectives: 

• 

• 

• 

To propose a system architecture best suited for 

heterogeneous traffic conditions. 

To study the major traffic components of the system 

with the help of field data. 

To explore the feasibility of a simulator like 

TRANSYT/ VISSIM for pre-implementation 

evaluation of ATC systems. 


Scope: 

Traffic congestion is an ever increasing problem in 

towns and cities all over the world. Different approaches 

can be used to minimize the traffic problems in which, 

control of traffic light signal timings is one of the least 

expensive and most effective means of reducing 

vehicular congestion in metropolitan road networks. 

There is a requirement to optimize the current road 

model by properly allocating the time to traffic signals. 


Field) 

Cycle lengths and phase timings of all the intersections 

in the study area were collected from Chennai City 

Traffic Police (CCTP). The collected data were analysed 

to calculate the traffic load in PCU/12 hour for each 

intersection. Using the values of the traffic volumes, 

the signal timings were designed. Traffic information 

is transmitted to the central computer at the control 

centre and is processed to determine optimal signal 

timing. SCOOT performs optimization at three levels. 

SCOOT measures vehicles at a detector ideally placed 

at least eight seconds of travel time upstream from the 

stop line. Every second, the central program predicts 

the profile of arrivals to the signal based on the profile 

measured at the detector. TRANSYT was used in this 

study which attempts to model an approach to real-time 

control which is very similar to SCOOT. 


• 

• 

• 

The delays could be reduced in the Study 

Stretch during peak hours if the signals were 

synchronized. 

The time savings for the peak hour were multiplied 

by peak hour factor and the total number of vehicles 

in the stretch for obtaining the overall savings, 

which could be extended to the annual savings and 

in turn it reduces the road user cost. 

By introducing Adaptive Road Traffic Control 

system which may react dynamically based on the 

situation. 


obtained from 

Naveen Kumar. S, Research Scholar, Department of 


Tiruchirappalli – 620 015., Mobile - +91 9789244563 

e-mail ID - snaveenkmr16@gmail.com 

17. Land Use and Transportation Planning 

Date of start and duration: 18.08.2009 

Date of completion (Targeted):18.08.2013 

National Institute of Technology, Tiruchirappalli.


Conventional survey and mapping techniques are 

expensive and time consuming for the estimation of 

urban expansion and such information is not available 

for most of the urban centers, especially in developing 

countries. As a result, increased research interest is 

being directed to the monitoring of urban growth using 

GIS and remote sensing techniques. GIS provides a 

flexible environment for collecting, storing, displaying 

and analyzing digital data necessary for change 

detection. 

In the past few years, there has been considerable 

infrastructural, industrial and transportation network 

development in Tiruchirappalli City but up-to-date 

information relating to lU/lC are frequently missing 

at the Municipal and State level and thus, an attempt 

will be made in this study to map out the status of lU/ 

lC of Tiruchirappalli between 1992 and 2009 so as to 

detecting lU/lC changes and predict possible changes 

that might take place in the next nine years using both 

GIS, and RS data with the help of Markov model. 


• 

• 

• 

• 

To quantify the amount of development along the 

study area, Tiruchirappalli City, by analysing the 

changes in the lU/lC, estimated using IRS and 

landsat imageries. 

To define the different classes from the images 

for the study area based on lU/lC classification 

system devised by National Remote Sensing 

Agency (NRSA) for Indian conditions, by visual 

interpretation and by using image processing 

software technologies and to find the classification 

accuracy. 

To estimate quantitatively the spatial and temporal 

changes in the lU/lC defined classes using multidated 

satellite images. 

To forecast the future changes in lU/lC and 

integrate in to Transportation Planning. 


Field) 

The research methodology is divided into 5 sections. 

They are collection of data, pre-processing, study area 

details; image classification and forecasting of land use 

and land cover change. This research addresses lU/ 

lC changes over a 17 year period of study, 1992 to 

2009, in Tiruchirappalli city. 

The creation of lU/lC maps of Tiruchirappalli city for 

the years 1992 to 2009 were derived from three IRS 

images and four multi-temporal landsat TM and ETM+ 

images. Markov model is used to forecast the lU/lC 

changes in Tiruchirappalli city. The image processing 

techniques employed in this study were conducted 

using ERDAS Imagine 9.1 image processing software. 


The final outputs are used for the Transportation 

Planning and development. 


obtained from 

Sathees Kumar P, Research Scholar, Transportation 

Engineering and Management, Department of Civil 

Engineering, NIT –Tiruchirappalli, Trichy-15., Mobile: 

9486125352 e-mail ID: geosat08@gmail.com. 

18. Aplication of Multicriteria Decision Making 

Methods in Mode Choice Analysis - A Case 

Study 





Highways constructed and maintained properly play a 

major role in nation’s development. Among pavement 

components, subgrade soil is considered as an integral 

part of pavements as it provides support to the pavement 

and hence subgrade soil and its properties are important 

in the design of pavement structure. India is a large 

country with varying terrain, climatic and environmental 

conditions. About 33% of the total land area in India is 

the Expansive soils. Most of the places in the district 

of Alappuzha in the state of Kerala have pavement 

and foundation problems due to the presence of weak 

clayey soils that are expansive in nature. Kuttanad 

region in Kerala is a unique agricultural area. A major 

portion of this area lies below mean sea level and is 

submerged under water for more than a month in every 

year during rainy season. The soil of Kuttanad region is 

entirely different from normal well drained soils in their 

morphological, chemical and physical characteristics. 

Thus construction of roadbeds on or with soils, which 

do not possess sufficient strength to support wheel 

loads imposed upon them either in construction or 

during the service life of the pavement is a commonly 

encountered problem. Such jobs are challenging for 

engineers because of the low shear strength of the 

foundation soil, which causes excessive consolidation 

settlement and bearing capacity failure. 

There are plenty of natural materials available such 

as jute, coir, sisal, bamboo, wood, palm leaf, coconut 

leaf truck, coir dust, cotton and grass, etc., for being 

used a soil reinforcement material to improve certain 

engineering properties of soil. Many researchers have 

explained the effect of coir reinforcement on various 

types of soil including expansive soils but only limited 

studies have been carried out on the use of sisal fibres, 

which is a natural fibre, as soil reinforcement and 

hence it will be worthwhile to investigate the efficiency 

of reinforcement of Kuttanad clay with sisal fibres, after 

lime stabilization. This study is intended to bring out

142 

the effectiveness of chemical stabilization and fibre 

reinforcement in clayey soils. 

The objective of the present study is to experimentally 

investigate the reinforcing effect of randomly distributed 

sisal fibres in Kuttanad clay. It is proposed to conduct 

the study after stabilizing the clay with lime. The 

load deformation behaviour of clay gets improved 

with surface friction between fibre and soil. Sand is 

considered as an efficient tool for the same. In order 

to efficiently use the fibres, the optimum fibre content 

and optimum fibre length have to be obtained. Detailed 

investigation is to be carried out to analyse the effect 

of reinforcement on the compaction and hence the 

strength characteristics of Kuttanad clay. 

The objective of the present study is to study the 

effect of chemical and mechanical stabilization on the 

properties of Kuttanad for being used as a subgrade. 

• 

• 

• 

• 

• 

To study variation in compaction characteristics 

and CBR value of Kuttanad clay with the addition 

of 

• 

• 

• 

lime 

river sand content 

sisal fibre of varying aspect ratio and content 

To arrive at Optimum sand and fibre content 

and fibre aspect ratio of sisal fibre based on the 

improvement in CBR value 

To study effect of stabilization on 

• 

• 

Swelling behaviour of clay 

Elastic modulus of clay 

To estimate the decrease in pavement construction 

cost effected due to stabilization 

To conduct an analytical study on the effect of 

stabilization on Kuttanad clay using Finite Element 

Modeling (FEM) in ANSYS 

4. Methodology 


5. Findings/Conclusions 

From the results obtained from the experimental 

programme the following conclusions were made 

• 

• 

• 

• 

• 

• 

• 

• 

Addition of lime resulted in decrease in MDD and 

OMC and an increase in CBR value. 

Maximum value of OMC is attained by a sisal fibre 

aspect ratio of 120 and fibre content of 1% and 

minimum value is attained by a fibre aspect ratio 

of 120 and fibre content of 1%, irrespective of sand 

content. 

Addition of river sand resulted in improvement in 

CBR value of Kuttanad clay. 

CBR value improves with fibre aspect ratio upto 

80 and fibre content of 0.75% and decrease 

thereafter. 

For a fixed sand content, maximum CBR increase 

is about 3 times for fibre content of 0.75% and fibre 

aspect ratio of 80 than fibre content of 0.75% and 

fibre aspect ratio of 60. 

Optimum content and fibre aspect ratio were 0.75% 

and 80 respectively. 

CBR value improves with increase in sand 

percentage. From economical point we can adopt 

7.5% as optimum sand content. 

Both stabilization and sisal fibre reinforcement 

resulted in considerable reduction in Swell 

potential. 

• Benefits in terms of Construction cost, TBR and N20 

shown that sisal fibre reinforcement along with river 

sand and lime is an effective and economic tool for 

pavement construction in Kuttanad area. 

publications 

Gayathri Mohan & Binu Sara Mathew (2012), “Effect 

of stabilization characteristics of Kuttanad clay as a

subgrade soil”, ‘National Conference on Technological 

Trends (NCTT-2012)’, August 10-11, 2012, College of 



obtained from 

Dr. Binu Sara Mathew, Assistant Professor, College of 


19. Impact Of PMGSY Roads on Socio-Economic 

Aspects and Travel Characteristics – A Case 

Study of Tiruchirappalli District 

Date of start and duration: 15 th JUlY 2011, 1 

year. 


National Institute Of Technology, Tiruchirappalli 


Rural connectivity is a key component of rural 

development in India. The Pradhan Mantri Gram 

Sadhak Yojana (PMGSY) was launched by the 

Government of India to provide rural road connectivity to 

the unconnected rural habitations. This study aimed at 

assessing the socio-economic and travel characteristic 

impact of PMGSY roads through participatory approach. 

The objectives of the study were as follows. 

• 

• 

• 

• 

To assess the overall socio-economic impact on 

the lives of the rural people as a result of enhanced 

rural connectivity provided through the PMGSY at 

the household level and village level. 

To assess the impact of the road on the lives of 

the villagers in terms of agriculture, employment, 

education, health, etc. 

To assess the impact of road construction on 

financial status and physical capital of the 

households. 

To assess the impact of road on travel characteristics 

of the rural people. 


Field) 

The methodology used for data analysis is Factor 

Analysis, a statistical technique which simplifies a 

complex data set by representing the set of variables 

in terms of a smaller number of hypothetical variables. 

The proposed impact assessment relied primarily on 

survey based data collection. The data collection ranged 

from traffic density survey to socio economic survey 

of households. Within each habitation, 10 randomly 

selected households were surveyed using the reflexive 

comparison approach. The observed variables were 

modelled as linear combination of factors, plus error 


terms. Structural Equation Modelling (SEM) was done 

to generate a model for the impact study. Analysis of 

Moment Structures (AMOS) was used to generate 

equation statements to fit the models developed. 


The impact assessment led to the following findings: 

• 

• 

• 

• 

• 

• 

PMGSY roads have led to an increase in the 

income of the households either directly or 

indirectly. Improved accessibility and mobility has 

ensured better agricultural profit and opened up 

new opportunities for employment. 

An overall improvement was observed in access to 

health facilities especially in case of emergencies. 

The reflexive comparison also showed regular 

attendance of teachers after connectivity by 

PMGSY. Similar trend was also observed in case 

of visits by government officials. 

Frequency of transport increased by 10 times after 

the proper connectivity. 

land price increased by 10 times because of the 

easy accessibility and subsequent availability of 

transport facilities. 

The factor analysis extracted four factors. There 

appear to be two orthogonal dimensions which 

underlie impact of the new connectivity – one 

representing lOS of road infrastructure and the 

other representing socio economic status of road 

user. 


obtained from 

ABHARY E ,M.Tech Transportation engineering and 


Trichy. Trichy 15, e-mail ID: abharytcr@gmail.com 

20. Development of GIS Based Framework to Plan 

and Monitor PMGSY Roads 


year. 




The study aims at developing a database of PMGSY 

road network and framing a setup foe planning, 

monitoring and decision-making using Geographic 

Information Systems (GIS) platform. ArcGIS, a reputed 

GIS software package is made use for the purpose. 

Tamil Nadu state has been considered for study.

144 


• 

• 

• 

• 

• 

To develop a Geo-database comprising habitation 

level data, road inventory, core network, etc. 

To measure the connectivity of road network by 

using index parameters like Alpha, Beta, Gamma 

and Accessibility 

To find the concentration and de-concentration of 

facilities available in all the districts using spatial 

concentration parameter location Quotient 

To develop a planning methodology to select a core 

network and roads for upgradation using network 

planning based on Utility Value, Road Index as 

recommended by PMGSY and IRC-SP 20 

To develop a suitable toolset having models to 

monitor and analyse the road network during and 

after the planning stage 


Field) 

The database as well as the core network was 

developed for Nammakal, Salem, Erode, Coimbatore 

and Pudikottai districts of Tamil Nadu state in GIS 

environment. The four indices were found, and they 

have been ranked individually. The significant value is 

found for all indices. The spatial concentration of public 

facilities for all the blocks of Karur, Ariyalur, Namakkal, 

Salem, Erode and Pudikotai have been determined 

with the help of location Quotient. A toolset called 

Monitoring Toolset have been developed to monitor the 

PMGSY roads. 


• 

• 

• 

The four indices were found, and they have been 

ranked individually. If we consider all the four 

indices it shows the connectivity level in Karur, 

Arayakuruchi block, in Ariyalur, Ariyalur block, in 

Namakkal, Namakkal block, in Salem, Yercaud 

block, in Erode, Thalavadi block, in Coimbatore, 

Sarcarsamakulam block, in Pudukotai, Arimamalam 

block has the higher connectivity compared to other 

blocks. The lower level connectivity in the above 

mentioned respective blocks are K.Paramathi, 

Thirumanur, Pallipalayam, Pethanaickenpalayam, 

Mulanur, Pollachi (South), Anavasal. 

The significant value has been found for all indices 

for alpha ranges from 0.01 to 0.094, Beta ranges 

from 1.02 to 1.07, Gamma ranges from 0.340 to 

0.360 and Accessibility ranges from 1.02 to 1.07. 

The spatial concentration of public facilities for all 

the blocks of Karur, Ariyalur, Namakkal, Salem, 

Erode and Pudikotai have been determined with the 

help of location Quotient. It shows that healthcare 


centres and markets are well concentrated 

compared to schools. 


obtained from 

address Hemalatham, M.Tech, Transportation 

engineering and management, Department of 

civil engineering, NIT Trichy. Trichy 15, e-mail ID: 

hemalatha.mohanavel@gmail.com 

21. GIS Based Safe Bus Stop Location in Trichy 

City. 


year. 


National Institute Of Technology, Tiruchirappally 


The present study aims at finding unsafe bus stops in 

Tiruchirappalli city using GIS platform. Bus route from 

Thuvakudi to Chathram, Tiruchirappalli city of state 

Tamil Nadu has been considered for study. The main 

objectives are 

• 

• 

• 

• 

• 

• 

To identify unsafe bus stop using GIS on a single 

bus route in Tiruchirappalli city. 

To conduct preliminary survey along the selected 

bus route. 

To conduct the inventory survey along the selected 

bus route. 

To identify unsafe bus stops based on number of 

pedestrian accidents. 

To create logistic regression model, to find the 

unsafe bus stop. 

To suggest measures to improve the safety of bus 

stops in the selected bus route. 


Field) 

Data were collected and spatial queries were performed 

to identify risky bus stops. The tiruchirappalli road 

network was obtained from google maps. The location 

of bus stop and road intersection were obtained from 

the hand held GPS instrument. The attributes such as 

the shelter, parking, obstruction and location of bus stop 

were obtained from ground survey. The bus route from 

Thuvakudi to Chathram was digitised as polyline. The 

location of bus stop and road intersection was located 

in digitised road network map by Geo referencing. A 

buffer zone with a radius of 75 m was created around 

each road intersection. The unsafe bus stops were 

found using spatial query using ArcGIS.


The following conclusions were made from the study: 

• 

• 

• 

• 

Out of the 14 high risk bus stops BHEl boiler and 

the Palpannai bus stops are prone to accidents as 

they are near to the intersections. 

Even though the pedestrian accidents are not high 

along the route, facilities should be improved to 

overcome the future risk. 

Accidents generally occur near the junctions and 

intersections. To avoid this sign boards should be 

placed. 

logistic regression model was created to know 

which parameter leads to unsafe bus stops. 


obtained from 

Sandhia, M.Tech Transportation engineering and 


Trichy. Trichy 15 

22. Simulation of Vehicle Queuing at a Toll Plaza 






• 

• 

• 

• 

• 

• 

• 

• 

To have a preliminary study of the system : toll 

collection system 

To model the distribution of arrival pattern of the 

system 

To model the distribution of service time of the 

system 

To develop a simulation model of the system 

To apply the developed model to actual field 

conditions and evaluate its performance 

To suggest possible improvements to be made to 

the toll collection system to cope with the future 

traffic growth 

To determine the length of influence zone on 

upstream of the system 

To evaluate the performance of the system and to 

determine the users preference on the introduction 

of Electronic Toll Collection (ETC) 

The study is limited to the toll booth near Akkulam 

Bridge, Kazhakuttam- Kovalam NH bypass, 

Thiruvananthapuram, Kerala. 


Methodology 

The toll booth was identified for the study and the 

system geometrics were determined. The number of 

servers, method of toll collection, whether a barrier is 

provided or not, toll collection rate, the peak and off 

peak timings at the toll booth were studied. 

Video data was collected at peak morning and evening 

hours near the toll booth premises to determine the 

arrival and service time distribution. Video cameras 

were kept at vantage points to record the arrival pattern- 

which should be away from the toll booth and service 

pattern which should capture the service timings of 

vehicle approaching the toll at all the servers. 

The video data captured was extracted and the 

classified count of vehicle arrival and service time were 

determined for every one minute. The distribution of 

arrival and service time were determined by checking 

for the various available distributions. The number of 

arrivals per unit time and the average service time were 

determined. 

The simulation model of the system was developed 

using Queuing ToolPak, version 4, an excel add-in, 

based on the arrival and service time distribution and 

the average arrival rate and service time. The arrival 

rate, service rate, number of servers and queue 

capacity were the input data to the model. System 

utilization, traffic intensity, average number of vehicles 

in the queue and in the system, average time spent 

in the queue and in the system, probability of empty, 

full and having to wait in the system were obtained as 

output. 

The output of the simulation model was compared with 

that of the data set aside for validation purposes. 

The model was used to study the field performance 

to optimize the toll booths, the future toll configuration 

required for an estimated traffic flow, with change in the 

vehicle composition pattern etc. The length of influence 

zone of the toll booth for the present condition was 

studied and suggestions were given for improving it. 

The influence zone length was identified from the 

queue length formed from the video data. Optimization 

methods were suggested to cope with the future traffic 

growth. 

The user’s preferences for ETC were collected by 

conducting questionnaire survey by sending email 

to the travelers using the toll facility. The awareness, 

willingness and the rate at which the users were ready 

to shift to ETC were determined. 



• 

From the performance analysis of the system, it is 

found that the utilization of the system will hit 100% 

in the year 2013

146 

• Doubling the number 

of servers, re-tracking the 

two wheelers and introduction of Electronic Toll 

Collection (ETC) is found to 

• 

• 

• 

• 

• 

Drastically reduce the utilization of the system 

by 50%, 46% and 63% respectively 

Enables the system to run safe till 2021, 2020 

and 2026 respectively 

Doubling the servers and introduction of ETC 

requires change in system configuration; hence 

as an immediate solution, re-tracking of the two 

wheelers could be implemented from the start of 

influence zone to improve the utility 

Among the three methods- doubling the servers, 

re-tracking of two wheelers and introduction of 

ETC, ETC is found to be more effective than the 

other two options 

From the questionnaire survey, it is found that 

the system users have time saving as their main 

motive and are willing to shift to ETC, even though 

their awareness of ETC is less 

publications 

Resmi C S and Satyakumar M (2012), “Simulation of 

Vehicle Queuing at a Toll Plaza”, ‘National Conference 

on Technological Trends (NCTT-2012)’, August 10-11, 



obtained from 

Dr. M. Satyakumar, Professor, College of Engineering, 

Trivandrum. 

23. Modelling Heterogeneous Traffic in VISSIM 

Date of Start and Duration: August 2011, 10 

months 

Date of Completion: June 5 th , 2012 


600 036 


1. To find the parameters that affect driving behaviour 

and which are sensitive for Indian heterogeneous 

conditions. 

2. To develop code for automatic calibration of 

VISSIM in Visual C++ using COM interface 

available in VISSIM 5.40. 

3. To calibrate the model by finding optimal 

combination of parameter values using Genetic 

Algorithms tool box in MATlAB. 


4. The Tidal park intersection in IT corridor and 

Gurunanak intersection in Velachery are the 

intersections chosen for study 


1. 

2. 

3. 

4. 

5. 


Modelling in VISSIM 

Sensitivity Analysis 

Model Calibration 

Model Validation 


1. 

2. 

3. 

Error was in Tidal intersection for calibration 

found to be 15.8%. The model was validated for 

independent data set and error for which came 

to 19.9%. 

Error was in Tidal intersection for calibration 

found to be 14.8%. The model was validated for 

independent data set and error for which came 

to 16.03%. 

The calibration code was able to find the best 

parameter set for the above 2 intersection 

models 


obtained from 

19 Peter Koil Sannathi Street, Tuticorin-628001, 

Tamilnadu, Mobile: 9819735845 phone: 04612330865, 

e-mail ID: siddharthsmp@gmail.com 

24. Dynamic Traffic Assignment Simulation and 

Evaluation of Advanced Traveler Information 

Systems 

Date of Start and Duration: 18 July 2012 


600 036 


To develop a dynamic traffic assignment model for 

Chennai and to evaluate the influence of various 

Advanced Traveler information systems. 


1. 

2. 

3. 

To develop a DTA Simulation Model for Chennai 

Network. 

To calibrate a DTA model for a sub network in 

Chennai. 

To analyze different ATIS scenarios by 

simulation.


obtained from 

No.27/14, Chitrakulam North Street, Mylapore, 

Chennai – 600 004, Mobile: +91 9500186087 e-mail 

ID: archanavenkatraj@gmail.com 

25. Dynamic Traffic Assignment for Multi Vehicle 

Class Traffic 

Date of Start and Duration: July 2010 



600 036 


1. 

2. 

3. 

The model will consider four types of vehicles: Two 

Wheeler, Three Wheeler, light Motor Vehicles 

(lMV), and Heavy Motor Vehicles (HMV). 

Traffic flow will be modeled at a macroscopic 

level to reduce the complexity of DTA algorithm. 

It is acceptable since the desired output from 

the flow model in DTA is the overall stream 

characteristics. 

The solution techniques for proposed model 

will be based on MSA algorithm; however, there 

exist other algorithms which can give better 

convergence with less computational cost. 

The objective of this work is to develop a DTA model 

for Indian Traffic Condition. More specifically, the 

objectives are: 

1. 

2. 

3. 

4. 

Studying the mixed traffic flow condition and 

identification/selection of an existing advanced 

traffic flow model that is best suited for multiplevehicle 

classes. 

Modeling mid-block and node traffic flow using 

the selected model – calibration of parameters 

Embedding the mid-block and node model in a 

DTA algorithm, the solution techniques of which 

is based on an iterative MSA procedure. 

Convergence check for the model. 


1. 

Development of network flow model for 

heterogeneous traffic 

• 

• 

• 

Simulation models for mid blocks and 

intersections of urban network 

Traffic data collection 

Calibration of model parameters 

• Merging mid block and node models 


2. DTA for heterogeneous 

traffic 

• 

• 

Embedding the model into an iterative MSA 

based DTA algorithm 

Check for convergence 


obtained from 

Ranju Mohan, Ph. D Research Scholar, Transportation 


IIT Madras, Chennai - 600 036, Mobile: 9884992976 

e-mail ID: sasthamgmrm@gmail.com 

26. Activity Based Trip Distribution Models for 

Indian Conditions 

Date of Start and Duration: 18 July 2012 


600 036 


To formulate efficient and accurate trip distribution 

models which can be useful for planning transportation 

facilities for Indian cities. 

Proposed Methodology (Type of Study, Laboratory/ 

Field) 

• 

• 

Estimation of relationships between tours and 

activity of individual road users. 

Formulation of an equivalent of trip distribution 

step in four step planning process using these 

relationships. 


obtained from 

Viswanath Gopisetty, Ph.D Research Scholar, 

Transportation Engineering Division, Civil Engineering 

Department, IIT Madras, Chennai. 

Mobile: 08220541914 e-mail ID: g.viswanath24@ 

gmail.com 

27. The Impact of Built Environment on Pedestrian 

Motor Vehicle Collision along Tiruchirappalli 

City Urban Road Network 


year. 



Scope and Objectives: 

• 

The study emphasises pedestrian injury and 

fatality to greater consideration while planning and 

designing the nations roadways.

148 

• it helps to understand 

the interplay between the 

built environment elements and pedestrian safety. 

• 

• 

• 

• 

• 

• 

• 

• 

It helps in creating a better built environment for the 

forthcoming roadway designs. 

This study will help to formulate research hypothesis 

for investigating pedestrian crashes. 


To collect pedestrian accident data and mapping 

the accident spot in the base map. 

To identify location of high density pedestrian 

crashes using spatial analysis tool in Gis. 

To identify the clustering distance around the 

hotspots influencing the pedestrian accident using 

spatial statistical tool in GIS. 

To conduct built environment audit and land use 

classification on hotspots. 

To develop a logistic regression model. 


Field) 

The three years accident data of Trichy city was 

collected from the traffic control room Trichy. Mapping 

the accident spots in the base map and identification 

of high accident density locations(hotspots) was done 

using the spatial analysis tool in ArcGIS 9.2. 

Environment audit survey and land use classification 

was done on the identified hotspots to review the 

presence/absence of built environment elements 

selected for study on that spot. 


The kernel accident density map helped to understand 

the spatial distribution of pedestrian accidents in the 

Tiruchirappali city.80% of unknown accidents were 

happened in NH. Enforcing highway patrol in full swing 

and fixing cameras would be helpful to identify the 

accused vehicles. The examination of built environment 

elements in the hotspot showed that they had lack 

of pedestrian infrastructure. Improvement of these 

hotspots in terms of modifying the built environment will 

make it more pedestrian friendly roadways. 


obtained from 

Vinodh Kumar K R, M.Tech Transportation engineering 


Trichy. Trichy 15 

28. Algorithms on Stochastic Networks 

Date of Start and Duration: 23 rd July 2010 


600 036 



1. 

2. 

3. 

To quantify uncertainty in travel times on 

stochastic time dependent urban road networks 

using empirical data. 

To study robust user equilibrium under 

deterministic and stochastic conditions 

To develop appropriate algorithms based on 

uncertainty quantification to determine the 

robust optimal path on STD networks with link 

correlations. 

(P.S.: Apply the proposed algorithms for traffic 

assignment and ITS applications such as advanced 

traveler information systems.) 


1. 

2. 

3. 

Develop algorithms to determine optimal paths 

on STD networks with reliability as the objective. 

Study Robust User equilibrium using gradient 

projection algorithm and extend it to stochastic 

networks 

Determine relationship between the uncertainty 

of the travel times and traffic characteristics using 

field data. 


obtained from 

Arun Prakash, Transportation Research lab, 

Transportation Division, Building Sciences Block, Indian 

Institute of Technology Madras, Chennai - 600036 

Mobile: +919884446773 e-mail ID: arunakkin@gmail. 

com 

29. Estimation of Dynamic Origin-Destination 

Matrices for General Networks 

Date of Start and Duration: Jan 2011 


- 600 036 


To develop an OD estimation methodology that 

combines Bluetooth data with traffic counts. 


Bi-level estimation of O-D trips by using bluetooth data, 

a priori O-D, and link counts 


obtained from 

Karthika R. Nair, Ph. D Research Scholar, Transportation 

Engineering Division, Department of Civil Engineering,

IIT Madras., Mobile: 08608651677 e-mail ID: 

karthikarnair@yahoo.com 

30. Corridor Signal Optimisation under 

Heterogeneous Traffic Using Cluster 

Analysis 






1. To find the speed, travel time and delay along 

the study corridor, thus evaluating the efficiency 

of present signal system using GPS SMART 

ANTENNATM 

2. Determination of most influential cluster using 

cluster analysis 

3. Determination of ideal offsets from the centroidal 

speed of most influential cluster 

4. Optimization of the offsets 

The scope of the study is restricted to a selected stretch 

of corridor consisting of ten signalised intersections in 

Thiruvananthapuram city. 

Methodology 

The methodology of the study is given as a flow chart. 

• 

• 

• 

• 

• 

• 

Selection of Study area 

Speed and travel time using GIS 

Inventory Geometric details Signal timing details 

Cluster Analysis using Video data 

Ideal offset determination 

Annual offset optimisation 


Based on the study it may be concluded that 

installation of a new signal and retiming of signals 

along the corridor has slightly improved the situation. 

The present level of service reflects adverse signal 

progression and inadequate signal timings along the 

corridor. Coordination of signals can further improve the 

situation, and hence optimum offsets were arrived at. 

Cluster analysis, so far seems to be a realistic solution 

to arrive at the cluster speeds for heterogeneous 

traffic conditions. From the time space diagram, it 

was observed that the delay along the corridor was 

reduced by 74% in the up direction down and 84% in 

the down direction, when optimum offsets were used. 


Thus the objective of minimum delay can be satisfied 

using optimum offsets. The optimum offsets obtained in 

the study would result in better coordination along the 

corridor minimising delay and number of stops. From 

the time space diagram it can be observed that, the 

efficiency of bandwidth for the up and down directions 

were 25 and 29.2% respectively. A bandwidth of 40 to 

55% is considered good. Bandwidth is limited because 

of the minimum green in the direction of interest. Thus 

based on the bandwidth objective, the system needs a 

thorough retiming. 

publications 

Sharon Bin Rasheed & R Padmakumar. (2012), “A 

Critical Appraisal of Signal Coordination along a Selected 

Corridor in Trivandrum City”, ‘National Conference on 

Technological Trends (NCTT-2012)’, August 10-11, 



obtained from 

Dr. R. Padmakumar, Assistant Professor, College of 


31. Capacity Analysis of Signalised Intersections 

Under Heterogeneous Conditions Using Area 

Occupancy Concept 





The objectives of the present study are: 

• 

• 

• 

• 

• 

• 

To review the studies on capacity analysis of 

signalized intersections under heterogeneous 

traffic conditions. 

To develop a new method for determination of 

dynamic PCU values based on area occupancy 

concept. 

To determine the dynamic PCU values for 

approaches of different signalised intersections 

under study. 

To determine the variation of PCU values with 

approach width, traffic composition and saturation 

flow. 

To develop a Multiple linear Regression model 

for prediction of saturation flow of straight traffic 

at approaches of signalised intersections under 

study. 

To arrive at adjustment factors for approach-width, 

heavy vehicles, proportion of left turners and 

proportion of right turners.

150 

• To derive a relationship between capacity and area 

occupancy of an approach to an intersection. 

The scope of the work were limited to five sensitive four 

legged signalised intersections under heterogeneous 

conditions, namely, Thiruvanmiyur and Nandanam 

junction in Chennai, Pattom, Overbridge and 

Vazhuthacaud junction in Trivandrum city. The 

approaches with grade were avoided as it brings in 

more complexity in study. Influence of pedestrians were 

also not considered. 

Methodology 

b) 

f) 

g) 

h) 

i) 

j) 

k) 

Data collection was done by video capturing from a 

vantage point for a duration of one hour during peak 

period to cover all arms of the study intersection. 

Data extraction was done using AVS video editor 

and extracted data includes classified count of 

vehicles, occupancy time of each vehicle while 

covering clearing section of intersection during 

saturated time and saturation flow. 

Application of area occupancy concept for 

determination of dynamic PCU values 

i) 

ii) 

iii) 

iv) 

v) 

Determination of area occupancy of each 

category vehicle 

Determination of equivalent area occupancy of 

each category vehicle 

Determination of effective area occupancy of 

each category vehicle 

Estimation of dynamic PCU values for selected 

approaches of intersections under study 

Variation of PCU values with approach width, 

traffic composition and saturation flow was 

studied. 

Development of saturation flow model for though 

traffic in SPSS 

Development of adjustment factors for saturation 

flow 

Validation of model and adjustment factors using 

MAPE value 

Obtained dynamic PCU values were also optimized 

to make the saturation flow per cycle a constant 

value. 

The obtained saturation flow which incorporates the 

dynamic PCU values developed using area occupancy 

concept can be used for capacity analysis. 


Following conclusions were drawn from the study: 

• 

The present study proves that PCU values have 

dynamic nature and brings out the importance of 


• 

• 

• 

• 

• 

area occupancy concept for heterogeneous traffic 

condition. 

Effect of dynamic characteristics of vehicles was 

evident from the variation of PCU values. 

The increase in proportion of a vehicle type will 

certainly increase the level of interaction in the 

traffic stream. 

The simultaneous equation system automatically 

accounts for mutual interaction of vehicles present 

in the traffic stream. 

The saturation flow model developed can be 

used for prediction of flows under identical traffic 

scenario. 

Further if study extended to a wider scale considering 

more number of signalized intersections, reliability 

of results can be improved. 

publications 

1. 

Arsha Nath P.R. & Sheela Alex (2011), 

“Determination of Dynamic pCU values”, 

‘National Conference on Technological Trends 

(NCTT-2011)’, August 19-20, 2011, College of 


2. Arsha Nath P.R. & Sheela Alex (2012), “ Modelling 

Saturation flow under Heterogeneous 

conditions using Area-occupancy concept”, 

‘National Conference on Technological Trends 

(NCTT-2012)’, August 10-11, 2012, College of 



obtained from 

Smt. Sheela Alex, Assistant Professor, College of 


32. Facilities for Pedestrians and Physically 

Challenged in Rural Highways. 


year. 





• 

• 

To review guidelines and standards from India and 

abroad on pedestrian facilities. 

To study the difference in behaviour of different 

types of pedestrians.

• To suggest guidelines, 

standards and specifications 

for the safe path of pedestrians using innovative 

techniques. 

• 

• 

To provide guidelines to make it as disabled-friendly 

with ramps/ lifts for physically challenged. 

To implement inter-disciplinary concepts in 

providing lighting and signalization. 


Field) 

This project deals with the preparation of State of the 

Art report on pedestrian facilities. For this, pedestrian 

facilities and the guidelines followed in different countries 

have been collected. To analyze the crossing behavior 

of different types of pedestrians, gap acceptance 

behavior of different types of pedestrians was studied. 

Pilot survey was conducted in NIT, Tiruchirappalli 

Quarters Gate and Electronics Stop along NH-67 to 

identify the parameters to be considered. Then video 

survey was conducted in BHEl Training Centre and 

Ganesha Point considering seven parameters like the 

age and gender of pedestrians, walking speed, group 

size, gap size, waiting time of the pedestrians and the 

type of the approaching vehicle. Binary logit model 

was developed to arrive at the probability of accepting a 

near or far gap by the pedestrians. Based on the study, 

it was found out that pedestrian walking speed, gap 

size, age and type of the approaching vehicle should 

be considered while selecting a pedestrian facility. 


At NIT, Tiruchirappalli Quarters Gate, the pedestrian 

flow is very less and almost all classes of pedestrians 

are found there. The 15 th percentile, average and the 

85 th percentile walking speeds are 0.9 m/s, 1.1 m/s 

and 1.4 m/s. The 15 th percentile, average and the 

85 th percentile gap sizes are 10 s, 13s and 14s. At 

Electronics Stop, it is mostly the working class using 

the facility and their walking speeds are comparatively 

higher and the gap acceptance values are less. The 

15 th percentile, average and the 85 th percentile walking 

speeds are 1.1 m/s, 1.3 m/s and 1.5 m/s. The 15 th 

percentile, average and the 85 th percentile gap sizes 

are 7 s, 12s and 14 s. At BHEl Training Centre, the 

average walking speed was found to be 1.3 m/s.In 

BHEl Training Centre, at 10% level of significance 

gap and group size were significant and in Ganesha 

Point at 10% level of significance walking speed and 

age of the pedestrian were significant. Ganesha Point 

is a round-about intersection and the BHEl Training 

Centre is a four-legged intersection. When the walking 

speeds are more, people the probability of accepting a 

far gap is more. Similarly, old aged people will accept 


far gaps in contrary to young people. When the gap 

size is less, people usually go for far gaps and when 

the approaching vehicle is one of low PCU, people will 

go for far gaps. 


obtained from 

address Hima Abraham, M.Tech Transportation 

engineering and management, Department of civil 

engineering, NIT Trichy. Trichy 15, e-mail ID: hima_ 

deepak@yahoo.co.in 

33. Development of Fuzzy Logic Based 

Performance Evaluation Model for Bus 

Transit 





Public transit is an integral and important component of 

local transportation systems. The public transit system 

provides a better and safer environment by reducing 

congestion, and creating more efficient solution to public 

transportation problems. Fuzzy logic is ideally suited 

for model development when the exact dynamics of 

the system are partly known and understood, but some 

vague ideas and expert knowledge are available. Fuzzy 

logic can be used effectively in capturing the variability 

of the traveller’s appraisal of the different performance 

attributes as well as the variability in their perception 

to the various attribute levels. The main objective 

of this study was to develop a fuzzy logic model for 

performance evaluation of the system. This study deals 

with the development of rule-based fuzzy logic (RBFl), 

commonly used in many traffic and transportation 

systems applications. The RBFl uses simple if-then 

rules to describe the systems input-output relations. 


• 

• 

• 

• 

To identify the factors affecting the performance 

of bus transit system and to prioritize these 

performance attributes 

To analyze the users’ rating of present performance 

of bus transit system 

To develop a model to estimate the performance 

index of bus transit system based on Fuzzy logic 

To find out the influence of the performance 

attributes on the performance index 

The scope of this study is limited to commuters in 

Trivandrum city who carry out daily work trips.

152 

Methodology 

c) 

m) 

n) 

o) 

p) 

q) 

r) 

s) 

i. 

ii. 

i. 

ii. 

iii. 

Determination of factors influencing the performance 

of KSRTC by conducting a pilot survey 

l) 

Main Questionnaire survey 

Factors affecting performance of KSRTC 

determined from the pilot survey were stated 

in the questionnaire. Respondents were asked 

to rank them 

Respondents were asked to rate the factors 

verbally. 

Analysis of survey data 

Prioritization of factors for performance evaluation 

Development of a fuzzy logic based performance 

evaluation model 

Membership value survey 

Formulation of rules 

Calculation of performance index 

Present performance rating survey 

Development of customer satisfaction index 

Evaluation of present performance index 

Sensitivity Analysis 


Following conclusions were drawn from the study 

• 

• 

• 

• 

• 

For all economic groups, safety is the most 

important factor 

From the ranking technique, factors for the selection 

of KSRTC for travel were prioritised 

The most influencing factors affecting the 

performance of KSRTC in the order of priority are 

safety, punctuality, cost savings, service reliability 

and accessibility 

Ranking by respondents of various age groups 

were done based on the survey data 

a. 

b. 

c. 

Punctuality was given first preference of 

respondents of age groups below 25 

Savings in cost was given first preference of 

respondents of age groups between 25-35 

Safety was the first preference of respondents 

of age groups between 35-50 and above 50 

Ranking by respondents of various income groups 

were done based on the survey data 

a. 

Cost savings was most preferred by people of 

income groups below Rs.10,000 


• 

• 

• 

• 

• 

• 

• 

b. Punctuality 

was most preferred by income 

groups between Rs. 10,000 to 25,000 and Rs. 

25,000 to 50,000 

c. 

Safety was most preferred by income groups 

above Rs. 50,000 

Ranking by respondents of various vehicle 

ownership was done based on the survey data 

a. 

b. 

c. 

Two wheeler owners are most concerned with 

punctuality 

Car owners and respondents who own both 

two wheeler and car are most concerned with 

safety 

Respondents who own neither a car nor a two 

wheeler are most concerned with punctuality 

Present performance index of KSRTC was found 

out as 6.64 from the fuzzy logic based performance 

evaluation model 

The present performance of the KSRTC was found 

to be near to satisfactory both from the survey 

results and the developed model 

Satisfaction scores for the variables from survey 

results are 

a. 

b. 

c. 

d. 

e. 

Safety – 8.7 

Punctuality – 8.6 

Cost Savings – 8.1 

Service Reliability – 8.9 

Accessibility – 8.5 

Customer satisfaction index value was found out 

as 8.57 

Performance index of KSRTC which satisfies the 

users as obtained from the model – 9.2 

By improving safety, punctuality and service 

reliability, KSRTC can achieve the satisfaction 

index close to 9.0, which is offered by BRTS in 

major cities in India 

publications 

Keerthy Balan & Manju V.S. (2012), “Performance 

Evaluation of Bus Transit System – A Case Study”, 





obtained from 

Dr. Manju V.S, Associate Professor, College of 

Engineering, Trivandrum.

34. Intercity Passenger Travel Demand Modelling 

and Mode Choice Analysis for Mysore- 

Mangalore City Pair 


months 



Surathkal 


The objective of this study is to come out with a suitable 

solution for attracting more number of commuters to 

use the KSRTC bus service for this pair. The intercity 

travel between Mysore, Banglore, Hassan, Chikmaglur, 

Mangalore and Puttur are considered. 

Gravity model 

origin city: multiple origins (all cities) 

Destination city: multiple destinations (all cities) 

Multiple regression analysis 

origin city: Mysore 

Destination city: 1. Puttur, 2. Banglore, 3. 

Hassan, 4. Mangalore and 5. Chikmagalur. 

The main aim is to plan an intercity travel that is quicker, 

convenient and comfortable. The following are the 

objectives of the study: 

• 

• 

• 

• 

• 

• 

• 

To analyze the present intercity travel demand. 

To implement the use of Gravity model for the Bus 

passenger trip distribution by using boarding and 

alighting passenger data at corridor level. 

To formulate multiple regression trip production 

model. 

To compare the results of the Gravity model and 

multiple linear regression analysis. 

To forecast the trips for the horizon year. 

To carryout scheduling of buses and financial 

analysis of intercity bus transport system. 

To carryout mode choice analysis for Mysore- 

Mangalore route. 


a. 

The gravity model is used appropriately for 

modelling trip distribution of bus passenger 

based on the boarding and alighting passenger 

data and analysis is carried out considering 

passenger demand along with socioeconomic 

factors. Gravity and multiple regression models 

are compared for future prediction. 


b. 

c. 

d. 

e. 

f. 

g. 

Gravity model was used to estimate travel demand 

for multiple origins to multiple destinations, 

whereas for single origin to multiple destinations, 

multiple regression analysis was used. 

2 The R value of both the models is above 0.8 

which indicates that the travel demand models 

considered are regarded as best models. 

Intercity travel demand is predicted using both 

the models. The one which shows more demand 

than the other will be considered for the future 

predictions, simultaneously the after studies can 

be done. 

The intercity travel demand depends on the 

degree of urbanization of cities and travel time 

between the cities. 

The model developed in this study is useful for 

bus transport authorities in planning for future 

service facilities. 

Bus scheduling is done manually for the year 

2011, 2013, 2015 and 2020. This analysis will be 

useful for the transport authorities for scheduling 

their buses in the future. 


obtained from 




– 575025, Karnataka, Mobile : 09886525453, phone: 

0824-2474000 (Ext: 3041) , Fax: 0824-2474033 


yahoo.com 

35. Study of Traffic Characteristics Under Varying 

Degrees of Lane Following 

Date of Start and Duration: 1/6/2011, 1 year 

Date of Completion: 10/6/2012 


600 036 


1. 

2. 

3. 

To employ simulation model to study the 

performance of a mid block section for varying 

degrees of lane following. 

To apply the above to case study mid block 

section. 

To evaluate the flow characteristics for the above 

conditions. 

4. To develop 

conclusions and recommendations.

154 


The methodology to carry out the work consists of the 

following steps: 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

Problem definition: problem definition phase 

gives the brief background of the study and its 

significance in the Indian context, and objectives 

and scope of the present work. 

Study of the state of the art: a clear understanding 

of the present state of the various procedures and 

techniques related to simulation of heterogeneous 

traffic. 

Frame work: The general procedural framework 

to be followed for measurement of the measures 

of effectiveness under heterogeneous traffic 

conditions is formulated. 

Data collection: Data of heterogeneous traffic 

flow such as traffic volume, composition, speed, 

etc at the study sections of the chosen roads will 

be collected. The data will be collected by video 

capturing the traffic flow on the study stretch. 

Model modification: For the measurement of the 

above mentioned measures of effectiveness the 

available simulation model must be modified to 

suit the specific requirement. 

Model validation: This step involves calibration 

and validation of the simulation model of 

heterogeneous traffic flow for application to the 

present study. 

Findings: the main findings of the analysis will be 

presented to serve as a useful reference material 

for transportation system planners, operators and 

future researchers on this specific work. 


There is a decreasing trend in capacity when the 

percentage of two-wheelers is reducing. The value 

of critical speed also increases with the increase in 

percentage cars in the overall composition both in 

non lane disciplined and lane disciplined flow but as 

expected the speeds are higher under the non lane 

disciplined flow. 


obtained from 

F-4, sairam apts, mvp colony, sector-1, Visakhapatnam, 

Andhra Pradesh, India -530017 Mobile: 09600194796 

phone: 08912782723 e-mail ID: sarishka.g@gmail. 

com 

36. Congestion Analysis of Heterogeneous Traffic 

using GPS-fitted Probe Vehicles 


Months 




- 600 036 


The scope of this project work is limited to analyzing 

the influence of vehicle composition, cross roads and 

side friction activities on travel times (and congestion 

index) through probe vehicles for two selected corridors 

in Chennai city. The primary objective of this research 

is to analyze travel times and delays in a corridor 

using primarily the probe vehicle data, especially for 

congested conditions under heterogeneous traffic. The 

overall objective is to develop relationships between 

travel time/ congestion index and the influencing 

factors. 

The following lists the specific objectives of the study: 

i. To evaluate travel times and delays in the selected 

corridors under varying conditions of traffic. 

ii. To develop congestion indices for road segments 

at different levels of congestion 

iii To model the relationship between travel time/ 

congestion index and the related influencing 

factors through regression analysis. 

iv. To analyze the travel time characteristics vis-avis 

fringe conditions. 


Travel time and speed data were collected by using 

GPS devices on probe vehicles (two-wheelers, auto 

rickshaws and cars). The data on side roads, median 

openings and bus-stops without busbays were collected 

manually by marking waypoints in the GPS. The data 

on side friction was collected by recording the side and 

front views using SMARTY which were later analyzed 

using PCViewer Software. Analysis of travel times was 

done using MACROS and modeling was carried using 

SPSS Software. 


The models provide insights into the variability of travel 

times across vehicle types and time periods. The 

developed relationships between the two dependent 

variables (travel time and congestion index) and the 

aforementioned independent variables were generally 

logical. The coefficient values and signs were also 

logical. The influence of intersections on travel time 

was the most significant factor which is evident from 

the fact that the variable enters the model in almost all 

cases. Further, the model results had improved when 

the volume parameter (PCU/ metre of carriageway 

width) had been incorporated. The models also explain 

the influence the volume on a section of road has on

the individual travel times. It has been shown that side 

friction can have effects on performance measures 

(travel time, congestion index in this study). This 

leads to the recommendation that travel time studies, 

particularly in the developing world, can include this 

variable. The model that considers the vehicle type 

and time period as variables provides insight into 

the significance of all the independent variables. The 

variations in travel times and congestion index values 

by vehicle type are brought out by these models The 

ability to utilize the gaps in a congested situation 

exhibited by two-wheelers when compared to the other 

vehicle types, is highlighted by such models. 

recommendations for Dissemination 

It is recommended that travel time studies (particularly 

developing world) can include this variable. Although 

significant results were obtained in modeling travel 

times and congestion index from traffic volumes, 

roadside friction and other road based parameters, 

further work in this area is recommended. The study 

is limited only to linearly regressed travel time models. 

Other forms of models can be considered for future 

work. Also, more cases studies can be considered to 

generalize the results. 


obtained from 

Saranya Vijayan, T.C.-23/409(1), Valiyasala, 

Trivandrum, Kerala-695036, Mobile : 09042750060, 

09895765542 phone: 0471-2478644, e-mail ID: sana. 

vij87@gmail.com 

37. Data Fusion Based Spatial Traffic Parameter 

Estimation and Prediction 

Date of Start and Duration: 17.07.2009 – 

23.04.2012 



600 036 


The estimation and prediction of traffic parameters 

are inevitable in many Intelligent Transportation 

Systems (ITS) application such as Advanced Traveler 

Information Systems (ATIS). In this study, different 

models are proposed to estimate and predict two of 

the most important spatial/lagrangian parameters – 

density and travel time - that are difficult to measure 

from the field. Due to their spatial characteristics, a 

single data collection technology cannot measure both 

of these parameters simultaneously capturing their 

spatial variations. Therefore, a relatively new approach 


is explored in this study using data fusion from multiple 

sources. The following are the sub-objectives of the 

study: 

• 

• 

• 

• 

• 

• 

• 

Development of models for estimating spatial 

parameters based on data fusion approach 

Comparison of data fusion model with non-data 

fusion or single source model 

Validation of data fusion model using field and 

simulated data 

Sensitivity analysis of the data fusion model using 


Calibration and validation of simulation software 

VISSIM for generating additional data required for 

the models 

Prediction of density and travel time using time 

series analysis 

Development and corroboration of models using 


The models were developed and corroborated using 

limited data samples from a small study stretch of 

maximum length 1.82 km. For delivering detailed 

conclusion, better data sets are required from longer 

stretches with varying traffic conditions. The data 

fusion model developed used data from two different 

sources only. The prediction models were corroborated 

using simulated data alone, therefore performance 

may vary in real condition. The developed models are 

independent of the study stretch characteristics and 

can be applied for any stretch of any length. 


The following are the different tasks accomplished in 

the present study 

a) literature review: A detailed literature review 

was carried out on different approaches of 

estimating and predicting spatial traffic parameters. 

Finally, data fusion (using multiple data sources) 

approach was adopted for estimation and time 

series approach for prediction of parameters. 

Data Collection and extraction: 

b) The location 

data (flow and derived space mean speed) and 

spatial data (travel time) were collected using 

video cameras and GPS equipped test vehicles 

respectively from the selected road stretch in 

Chennai. Data were collected on different days 

and time for a total of 8.5 hours. Since the field 

data collection was laborious, the additional data 

required were generated using the simulation 

software VISSIM. Before generating the data, the 

parameters in VISSIM were calibrated so as to 

represent the field conditions.

156 

c) 

Model Development and Corroboration: 

Two models were developed for estimating the 

parameters – one using data fusion approach and 

the other using data from only one type source. 

The data fusion methodology was adopted from 

a previous study conducted by Chu, Oh, and 

Recker (2005). The data fusion model used 

location-specific flow data from video data and 

spatial travel time data from GPS to estimate 

density. Whereas the single source model 

estimated density using the flow and space mean 

speed from video data. The density estimation 

was carried out using Kalman filter technique. 

In both the cases, the average stream travel 

time was estimated using this density, based on 

fundamental traffic flow relation. 

Using the simulated data, time series models were 

developed for predicting density and travel time. 

The modeling was carried out in a systematic 

way following four major steps such as model 

identification, selection of model, diagnosis 

checking, and validation. The models were 

developed in software R in which the parameters 

were estimated based on maximum likelihood 

approach. The developed models were Seasonal 

Auto Regressive Integrated Moving Average 

(ARIMA) which were capable of capturing the 

seasonality in the data reasonably well. 

d) evaluation of Models: The performances of 

models were evaluated based on Mean Absolute 

Percentage Error (MAPE) and Root Mean Square 

Error (RMSE). 


The following are the major contributions of the study. 

Two model based approaches for estimating density 

and travel time were discussed and corroborated using 

both field and simulated data. From the results it was 

observed that the data fusion approach of estimating 

parameters performs better than a single source 

model. The developed model was physically intuitive 

and independent of the data collection technique. 

Calibration of VISSIM for the specific location was carried 

out before generating required data. These data were 

used for sensitivity analysis of the data fusion model 

and it showed that the optimum penetration rate for 

best density estimate was 4% for the traffic conditions 

under consideration. The model performance was 

independent of the initial density value assumed for 

starting the estimation scheme in Kalman filter. 

Models were developed for predicting density and travel 

time using time series approach and corroborated using 

simulated data. The models captured the seasonal 

variations and it was observed that the models were 


capable of both short-term and medium-term prediction 

with reasonable accuracy. The performance of the 

models can be improved if multiple weekdays’ data are 

used for developing the model. 


obtained from: 

Asha Anand R., Pratheeksha (H), Vadama P.O., Mala, 

Thrissur, Kerala - 680732, Mobile: +919995186683 

phone: 0480-2890833, e-mail ID: asha.r@egis-india. 

com 

38. Development of Traveller Information and 

Route Guidance System Using GPS-GIS 

Integration 





This study was limited to some selected corridors 

in Trivandrum city. The East-Fort to Sreekaryam 

Origin-Destination pair was selected for the study. 

Two wheelers, three wheelers cars and public transit 

vehicles were tracked and only real-time travel time 

data were collected. The travel time data were collected 

from Monday to Friday morning peak from 0800hrs to 

1100hrs. This data was used to develop a model to 

predict travel time data. Also this data used for the 

creation of map databases for the representation of 

traffic congestion. The prediction model and the map 

database were used to develop traveller information 

system. 

The objectives of this study were: 

• 

• 

• 

• 

• 

To estimate the travel time for different modes 

through the study route using handheld GPS 

To predict the travel time through the study area by 

KAlMAN Filter Algorithm for different modes 

To develop map database to represent Traffic 

Congestion using ArcGIS 

To develop map database for Route choice 

behaviour using ArcGIS Network Analyst 

To develop softwares for Traveller Information 

System and Route Guidance system using Visual 

Basic (VB) 

Methodology 

d) 

Determination of travel time experienced by 

different modes namely two wheelers, three

e) 

f) 

g) 

h) 

i) 

i. 

ii. 

iii. 

i. 

ii. 

iii. 

wheelers, cars and public transit along the study 

route using handheld GPS 

Prediction of travel time along the study route using 

Kalman Filter algorithm for different modes 

Validation of the prediction results using field data 

Determination of Congestion Index to quantify 

congestion 

Graphical representation of Traffic Congestion 

along the principal study route using ArcGIS 

Base map was prepared and digitized 

Roads and junctions were created in the map 

Congestion Index was added as layers and 

a range was given for it so that it will show a 

colour change according to the range when 

updated. 

Development of two softwares, one for traveller 

information and the other for route guidance. 

The software for traveller information was 

named as TIS (Traveller Information System) 

The software for Route Guidance System was 

named as Route Guide 

Both softwares were developed in Visual 

Basic 



a. 

b. 

c. 

d. 

The real time urban mobility was tracked using 

handheld GPS and travel time was predicted using 

KAlMAN Filter 

Kalman Filter Algorithm predicted travel time of two 

wheelers, three wheelers, cars and public buses 

satisfactorily with a MAPE value less than 15% 

i. 

i. 

ii. 

iii. 

iv. 

i. 

Since the MAPE value is in satisfactory limits it 

can be inferred that the method adopted for the 

prediction purpose is effective 

Traffic Congestion was represented in Map 

Database 

Congestion Index was determined to quantify 

congestion 

Range of CI values were determined according 

to the percentage speed drop 

28 Map database were created in ArcGIS 

7 Map database each for each mode 

Network Dataset for the study area was developed 

to give the shortest route 

ArcGIS gave best alternate routes based on 

minimum travel time and distance 


e. Traveller 

Information System (TIS) was developed 

f. 

i. 

i. 

It will display: 

• 

• 

• 

Travel time 

Distance 

Traffic Congestion information for the time 

period considered to the end users 

Route Guidance System (Route Guide) was 

developed 

It will display: 

• 

publications 

The shortest routes in the order of minimum 

travel time to be followed by the end users 

for the time period considered 

Sreeja G S, Anil R and Satyakumar M (2011), 

“Estimation of Travel Time Based Congestion Index of 

a Small Corridor in Trivandrum City”, Proceedings of 

2 nd National Technological Congress, NATCON 2012, 

Kerala, pp 18-25. 

1. 

2. 

3. 

Anil R, Satyakumar M and Sreeja G S (2012), 

“Travel Time Prediction of Different Modes 

using GPS-A Case Study for a Small Corridor 

in Trivandrum City”, Proceedings of National 

Conference on Recent Advances in Traffic 

Engineering, RATE 12, under IRC- SVNIT 

Collaborative Research Study, Surat Gujarat, pp 

209-215. 

Anil R, Satyakumar M and Sreeja G S 

(2012),“Development of Travel Time Based Route 

Guidance System For Heterogeneous Traffic 

Condition – The Indian Experience”, International 

Conference on Traffic and Transport Engineering, 

ICTTE Belgrade 2012, Belgrade (Accepted) 

Sreeja G S, Anil R and Satyakumar M (2012), 

“Travel Time Prediction & Traffic Monitoring 

Using GPS-GIS Integration for a Small Corridor 

in Trivandrum City”, Proceedings of 13th National 

Conference on Technological Trends, College of 



obtained from 

Sri. Anil R, Associate Professor, College of Engineering, 

Trivandrum. 

39. Traveller Preferences for Advanced Traveller 

Information System in Trivandrum City 


Date of Completion: August 2011

158 



Intelligent Transportation Systems (ITS) maximise 

the capacity of infrastructure, reducing the need to 

build additional highway capacity. Advanced traveller 

information systems (ATIS) is a subset of intelligent 

transportation systems that will be able to provide all 

traveller groups the opportunity to minimise trip delays 

by delivering accurate on demand real time information 

on traffic conditions. Design of ATIS should be based 

on information requirements obtained directly from 

the end users of the system, to ensure the greatest 

chance of influencing their driving behaviour. In a 

developing country like India, a properly designed 

traveller information system, with the road user in mind 

can reduce traffic congestion, improve navigational 

performance, decrease the likelihood of an accident, 

reduce fuel costs and air pollution and increase driver 

efficiency. 

The specific objectives of this study are: 

a) 

b) 

c) 

To design questionnaire specifically for private 

drivers and commercial drivers. 

To bring out the information requirements for ATIS 

from the targeted road user groups. 

To develop mathematical models for predicting 

the user preferences and analyze its variation 

with respect to demographic and travel patterns 

of road users. 

Methodology 

The population of road users in Thiruvananthapuram 

city are classified into private drivers and commercial 

drivers. Private motorists include people who commute 

to and from work, are business travellers, male and 

female drivers over 18 years, who travel for enjoyment 

also in both urban and rural settings. Commercial 

vehicle drivers are truck drivers and bus drivers are paid 

to drive on a regular basis. The survey was conducted 

for a sample of 364 private drivers and 250 commercial 

drivers. The main aim in the design of the survey was 

to bring out the high priority information requirements 

of private drivers and commercial drivers for a safe 

and efficient travel. Therefore, separate questionnaires 

were prepared for the two road user groups. Both the 

questionnaires had three main sections on (i) Basic 

background information, (ii) Trip characteristics, (iii) 

Preferences for ATIS. 

Basic background information included questions 

regarding gender, age, educational qualification, number 

of years of driving experience, etc as it significantly 

impacted the route-choice behaviour of the drivers. 

Both work trip and recreational trip are considered for 


assessing the trip characteristics of drivers. The timings 

of to and fro trips, level of congestion experienced 

during the trips, percentage use of alternate routes 

and reasons for taking alternate routes of both private 

and commercial drivers were asked. The drivers 

were asked to prioritise the information, which would 

assist them to arrive at their destination, in a manner 

perceived by the driver as most efficient. In the third 

section, respondents were asked for their preference 

to use ATIS, prioritise the sections of user services 

under ATIS, preferred source of information and time 

of information. The feedback from the questionnaire 

survey was statistically analyzed and then multinomial 

logistic models were developed to predict the user 

preferences with respect to the socio economic and 

travel characteristics. 


Though ATIS was a new technology to the road 

users, it was accepted by 96.3% of the private drivers 

and 99.6% of commercial drivers. It was seen that 

information on traffic volume and delay was the most 

preferred information for both private and commercial 

drivers. Both private and commercial drivers preferred 

the section on traffic and road conditions as most 

important. Regarding the information delivery units, the 

private drivers of Trivandrum city had first preference 

for in vehicle units, followed by mobile phones. 

Commercial drivers preferred in vehicle units as their 

first choice for information delivery units, followed by on 

road VMS. Commercial drivers show more preference 

to have on road VMS than private drivers, which is the 

most suitable form of providing information. 

Multinomial logistic regression models are developed 

to predict polychotomous dependent variables based 

on values of a set of categorical predictor variables. 

Here, the user preferences of private and commercial 

drivers for advanced traveller information system vary 

with respect to their individual socio economic and 

travel characteristics. The demographic and travel 

characteristics that significantly contributed for the 

private driver preferences for ATIS are age, gender, 

travel time of trip, mode of transport, familiarity with 

residing place, percentage use of alternate routes and 

for the commercial driver preferences for ATIS are age, 

driving experience, work trip travel time, percentage 

use of alternate routes. 

The efficiency of a traveller information system for 

Trivandrum city can be enhanced by adhering to 

these user preferences, so as to influence their travel 

behaviour. These trends need to be analyzed regularly, 

as technology advances. 

publications 

• 

Minu Elizabeth Mathai, Anil R., and Satyakumar 

M., (2011), “Traveller Preferences for Advanced

• 

Traveller Information System in Trivandrum City”, 

Proceedings of the 12 th National Conference on 

Technological Trends, College of Engineering, 

Trivandrum. 

Minu Elizabeth Mathai, Anil R., and Satyakumar 

M., (2011), “Information requirements for Advanced 

Traveller Information System in Trivandrum 

City”, Proceedings of International Conference 

on Advances in Materials and Techniques for 

Infrastructure Development, National Institute of 

Technology, Calicut. 


obtained from 

Mr. Anil. R, Dr. M Satya Kumar, Dept of Civil Engineering, 

College of Engineering, Trivandrum. 

40. A Lumped Parameter Model-Based Approach 

for Estimation Of Traffic Density 

Date of Start and Duration: July 2009, 3 years 

Date of Completion: July 2012 


- 600 036 


The overall objective of this dissertation was to 

develop and implement a model-based scheme for 

real-time estimation of traffic density under Indian 

traffic conditions, which will be useful for congestion 

management on urban arterials through ITS, using 

available information from location based sensors. The 

following sub-objectives were pursued to achieve the 

overall objective of this study: 

• 

• 

• 

• 

• 

• 

• 

Development of suitable traffic stream models 

under Indian traffic conditions. 

Development of a dynamic macroscopic traffic 

flow model based on non-continuum approach for 

characterizing Indian traffic. 

Development of a model based scheme for the 

real-time estimation of traffic density using the 

developed macroscopic model. 

Collection and extraction of the required data for the 

implementation and corroboration of the estimation 

scheme. 

Corroboration of the proposed scheme with field 

data. 

Incorporation of heterogeneity in the modeling and 

estimation process in different ways and to evaluate 

the best way of incorporating heterogeneity. 

Modification and corroboration of the scheme to 

account for certain specific issues associated with 


urban arterials in India such as existence of the 

non-uniform traffic conditions 0 due to the influence 

of traffic signals, un-availability of real time side 

road data etc. 

The present study corroborates the model based 

estimation schemes using data collected from a three 

lane urban roadway in the city of Chennai, India. 

Only one section at a time is considered here due to 

constraints in data collection. Once automated data 

collection techniques are available, the methodology 

can be extended to estimate density for adjoining 

sections simultaneously. The scope of the present 

study can be extended to other sections or roadways 

if automated flow and speed data are available from 

consecutive points in those sections. 


The data requirements were identified and data were 

collected from the study stretch in Chennai, India using 

video recording technique. Data extraction was carried 

out manually at every one minute interval. Steady state 

speed-flow-density relationships (stream models) were 

developed from the collected data. Then a dynamic 

macroscopic model was formulated based on the 

lumped parameter approach by incorporating the 

developed traffic stream models. An estimation scheme 

was designed for estimation of traffic density using 

the developed dynamic model and extended Kalman 

filtering technique (EKF). The developed scheme was 

implemented and corroborated using data collected 

from sections along the study stretch. The proposed 

scheme was later modified to address certain issues 

specific to urban arterials in India. 


Real-time estimation of traffic density is essential for 

congestion mitigation applications using ITS. Such 

applications for urban arterials in India, which are not 

yet equipped with automatic traffic sensors, is an area 

almost untouched by most of the researchers due to 

limitation in data availability. Hence, methods which are 

less demanding in terms of data need to be explored. In 

recognition of this need, a simple yet efficient method 

of estimating density with minimal data requirement 

was presented in this study. This study resulted in a 

number of conclusions as listed below: 

• 

• 

The presented model represented an advancement 

of the state-of-the-art in macroscopic modeling 

of heterogeneous traffic in India and application 

of such models in real-time estimation of traffic 

density/congestion. 

Since there were no exhaustive traffic stream 

models developed for the heterogeneous traffic 

conditions in India, the developed stream models is

160 

• 

• 

• 

• 

a valuable contribution towards many applications 

in planning, design and effective management of 

road systems in India. 

The non-continuum dynamic macroscopic model 

proposed in this research based on the lumped 

parameter approach overcame many limitations 

in modeling traffic using microscopic or continuum 

approach. 

It was found that converting heterogeneous traffic 

into a homogeneous equivalent using constant 

values of PCU is a good enough representation 

in the proposed non-continuum macroscopic 

modeling approach, compared to the approaches 

of dynamic values of equivalents or explicitly 

including the different categories of vehicles in the 

model. 

The model based scheme based on Kalman filter 

is proved to be an adequate tool for the estimation 

of traffic density in real-time, making it useful for 

congestion analysis through ITS in India. 

This research is one of the first exhaustive studies 

in the area of real-time estimation of traffic density 

under Indian traffic conditions and will be useful for 

the real time implementation of ITS applications 

under Indian conditions. 


obtained from 

Ajitha T., Assistant Professor, Department of Civil 

Engineering, Govt. College of Engineering Kannur, 

Parassinikkadavu, Kannur P. O., Kerala, Mobile : 

9444973563 e-mail ID: unniappu05@yahoo.co.in 

41. Travel Time and Congestion Analysis Under 

Heterogeneous Traffic Conditions 

Date of Start and Duration: July 18, 2008; 4 

years 

Date of Completion: October 2012 


600 036 


The following specific objectives have been derived 

1) To collect and analyze location based and spatial 

traffic data under heterogeneous conditions. 

2) To predict spatial traffic parameters such as 

travel time, and density using location based 

data using a macroscopic traffic flow model for 

ITS applications. 

3) To predict the travel time and arrival time of public 

transit vehicles using data driven and model 

based approaches and to validate the same. 


4) To develop a model to predict the travel time of 

other personal vehicles using the predicted bus 

travel time from GPS fitted public transit vehicles 

and to validate the same. 

5) To quantify congestion under heterogeneous 

traffic conditions using the GPS data from public 

transit vehicles and to validate the same. 

The focus of second objective is to use location based 

data alone to predict stream travel time whereas, the 

third, fourth and fifth objective aims to use GPS data 

from public transit vehicles to predict stream travel 

time and quantify congestion. The scope of the present 

thesis work is restricted to urban arterials under 

heterogeneous traffic conditions. Also, the congestion 

quantification will be based on travel time based 

measures. 


The second objective of predicting spatial traffic 

parameters such as travel time, and density using 

location based data involve the videotaping of the traffic 

conditions at selected study route to get the required 

data on flow, density and travel time. The lighthill- 

Whitham-Richards (lWR) macroscopic traffic flow model 

discretized in both space and time was employed in 

the estimation scheme. The resulting partial differential 

equations were solved numerically using the ‘forward– 

time backward–space’ finite difference formulation. 

Both linear and exponential speed-density relations 

were considered and incorporated into the macroscopic 

model. The estimated density was corroborated with the 

density obtained from input-output analysis. The travel 

time estimates were compared with both manually 

observed travel times and travel time from GPS fitted 

probe vehicles. The time series model based on Box- 

Jenkins Seasonal ARIMA was developed to predict the 

flow values, which will serve as the input for the lWR 

macroscopic model. 

The third objective of predicting bus travel time and 

arrival time involves the automatic vehicle location 

(AVl) data of seven public transit buses reporting every 

5 sec. from 8 AM to 8 PM using permanently fixed GPS 

units over a period of 3 months in route number 5C 

connecting Parrys bus depot in the northern part of 

Chennai, and the Taramani bus depot in the southern 

part of Chennai city. Before developing the bus arrival 

time prediction model using data driven and model 

based approaches, the first step is the identification 

of suitable input data by analyzing trip-wise, daily 

and weekly pattern of bus travel time through valid 

statistical tests. It is then followed by the development 

of accurate bus arrival prediction model using time 

series techniques like multiplicative decomposition, 

exponential smoothing and exponential smoothing 

combined with Kalman filtering technique (KFT).

To satisfy the fourth objective of predicting travel time 

of other personal vehicles in the stream using only the 

bus travel time, two approaches have been proposed: 

one based on the ratio of the section travel times of 

public transit to other vehicles and other one based on 

the quantifiable relationship between the public transit 

and other vehicles section travel times. As the dwell 

time at bus stops is a unique characteristic of transit 

buses when compared to other vehicles in the stream, 

a methodology has been proposed to find the dwell 

times based on the approaching and departing speeds 

at bus stops. 

The final phase of the work is to quantify congestion 

by using only the public transit buses as probes. The 

congestion index (CI), one of the simple and most widely 

used measures to quantify congestion is considered. 

The three independent variables considered are bus 

CI after removing the dwell time and interpolating the 

travel time for the removed portion, lane width and 

the presence or absence of a signalized intersection 

as a dummy variable. The dependent variable is the 

personal vehicle(s) CI. Since there are no bus bays for 

buses to stop at bus stops in most part of the urban 

roads in India, sometimes there are chances that, during 

peak hours, this stopping behavior of buses at bus 

stops could cause congestion behind. Hence the dwell 

times at bus stops were considered as an additional 

independent variable to study its effect on congestion. 

In this case, the four independent variables considered 

are bus C.I calculated using actual bus travel times 

after removing dwell times, dwell time, lane width and 

presence/absence of intersection. Regression models 

were developed separately for off-peak period, peak 

morning and peak evening period while treating three 

different modes, namely two-wheeler, auto and car as 

categorical variables. Similarly mode-wise regression 

models were developed treating off-peak, peak morning 

and peak evening period as categorical variables. 

Regression model considering all the modes and all 

the periods was also developed for three independent 

variables case and four independent variables case for 

both constant and variable free flow travel time. The 

statistical significance of the independent variables 

was assessed before validation. The validation involves 

the data splitting approach of randomly selecting 75% 

of the samples for model development and using the 

remaining 25% of samples for validation by comparing 

the observed congestion index with the predicted 

congestion index of personal vehicles. 


The travel time and density estimates based on the 

exponential speed-density relation are better to that of 

the linear speed-density relation. The developed model 

requires only the limited location based data to provide 

a complete set of spatial parameters such as density 


and travel time estimates along the study route. This will 

make it possible to estimate these spatial parameters 

from limited point based data. Thus, it ultimately be 

helpful for the cost effective implementation of ATIS/ 

ATMS applications under heterogeneous traffic 

environment like India with limited automated data 

sources. Also, the input flow data for the macroscopic 

model can be predicted well in advance using Seasonal 

ARIMA models. 

The analysis of bus travel time pattern reveals that, the 

previous two weeks’ same-day same-time trips and 

previous three trips of the same day are most significant 

for predicting the next bus arrival time. The results 

show that, using significant trips as input, exponential 

smoothing combined with KFT shows better performance 

when compared to exponential smoothing. In 100 out 

of 105 trips, exponential smoothing combined with KFT 

method shows lesser MAPE when compared to simple 

exponential smoothing alone. The results of bus arrival 

time prediction shows that, both the methods was 

reasonably able to predict well the bus arrival time with 

77% of the times the prediction error within the user 

acceptable range of ± 5 minutes and 50% of the times 

the deviation within ± 2 minutes. The results show that, 

with constraints such as limited data base, technical 

understanding, transferability etc., the classical time 

series methods such as exponential smoothing may be 

considered for real time Advanced Public Transportation 

System (APTS) implementations. 

The results of stream travel time prediction indicates 

that, the second approach based on relationship 

between the bus and other vehicles section travel times 

performs better when compared to the first approach 

which is based on the ratio of the section travel times of 

public transit to other vehicles. Also, 95% of the times 

the deviation is within ± 4 minutes; 90% of the times, the 

deviation is within ± 3 minutes; 76% of the times, within 

± 2 minutes and 42% of the times the deviation within 

± 1 minute. This clearly shows that, the approach-2 

performs better than approach-1 in estimating the other 

vehicles travel times. 

The four independent variable case for predicting 

the personal vehicle C.I shows comparatively better 

R-square values when compared to three variables 

case. The basic difference between the two cases is 

that, in the former one, the dwell time at bus stops with 

associated acceleration and deceleration times is treated 

as an additional independent variable. It is interesting 

to see that, two-wheeler exhibits a low R-square value 

when compared to auto and car, and auto exhibits a 

low R-square value when compared to car. The two 

wheeler being the smallest mode in the stream with 

maximum different characteristics from bus, it shows a 

relatively less R-square value when compared to auto 

and car. lane width exhibits a negative coefficient in all 

the cases considered. It is logical that, when lane width

162 

reduces, the capacity gets reduced and may result in 

an increased travel time and congestion. Intersection 

presence/absence (a binary variable which takes the 

value of 1 or 0) exhibits a positive regression coefficient 

in all the 7 cases considered. It is reasonable that, when 

there is a signalized intersection (the value is 1) in a 

500m section, the chances of congestion is high due 

to signal delays. Based on the scatter plots between 

section-wise bus C.I and other vehicles C.I during 

off-peak, morning peak and evening peak period, it is 

found that, during congestion in peak hours, vehicles 

of different categories exhibit different movement types 

when compared to bus, for example, two-wheelers and 

auto’s can traverse in the available space as the vehicle 

size permits them but it is not so with the passenger 

cars. The validation involves the data splitting approach 

of randomly selecting 75% of the samples for model 

development and using the remaining 25% of samples 

for validation by comparing the observed congestion 

index with the predicted congestion index of personal 

vehicles. The process of random selection was made 

three different times with different proportions of 

samples for model development and validation and the 

developed models were assessed for its accuracy. The 

results are encouraging and the proposed approach of 

predicting other vehicles C.I using only bus C.I along 

with the other roadway information such as lane width 

and intersection presence/absence could be considered 

for real-time display of congestion levels for Advanced 

Traveler Information System (AITS) applications. 


obtained from 

S. Vasantha Kumar, Ph.D Research Scholar, 

Transportation Engineering division, Dept. of Civil 

Engineering, IIT Madras, Chennai – 36., Mobile: +91- 

94440 50435 phone: 0416 - 224 0435 

e-mail ID: vasanth_research@yahoo.co.in; vasanth. 

phd@gmail.com 

42. Microsimulation Study of the Effect of 

Vulnerable Road Users on Traffic Flow 

Characteristics. 


year. 




By keeping in mind the problem in the city, the objectives 

are as listed below: 

• 

To develop a simulation model for an urban road 

section. 


• 

• 

To analyse the effect of vulnerable road users in 

base case and horizon year traffic performance. 

To find out the major problems associated with the 

section and search for the alternatives. 


Field) 

Multirun simulation is carried out with different 

composition and volume of the traffic, which provides 

the base year and horizon year traffic performance 

considering the mean speed and delay of the study 

area. Ultimately, it serves for planning and monitoring 

of transportation system. 



• 

• 

Increase and decrease in MTWs only have less 

effect in overall stream speed compare with all the 

categories of vehicles due to their accelerating/ 

decelerating characteristics even in the minimum 

lateral clearances and possibility of over taking on 

the same day. 

The average delay per vehicle (with larger 

dimension) increases rapidly with the increase of 

all categories of vehicles compared with increase of 

MTWs only. The reason behind this is, vehicle with 

larger dimensions are having less speed, occupies 

the more area on road, and less accelerating/ 

decelerating rate. 


obtained from 

Prabesh, M.Tech Transportation engineering and 


Trichy, Trichy 15 

43. Road Safety with Emphasis on Non-Motorized 

Traffic 


year. 


National Institute Of Technology, Tiruchirappalli 


Non-motorized transport has been identified as a priority 

area at National, Provincial and local Government 

levels and has the potential to become a feasible and 

sustainable transport mode. Non-motorized transport 

along with public transport has a significant role to play 

in providing a sustainable alternative to the private 

motor vehicle, in reducing overall carbon emissions,

improving air quality and reducing congestion. A design 

guide is hence essential to make the non-motorized 

travel safe and convenient and also to encourage the 

use of non-motorized transport. 

The objectives of this project are as follows: 

• 

• 

• 

• 

• 

To review the literature on NMT and the guidelines 

and specifications for their safe movement on 

highways. 

To suggest measures for the safe movement of 

NMT like traffic calming, street-scape improvement, 

vehicle restrictions and road space reallocation. 

To suggest measures to reduce the number of 

fatalities of vulnerable non-motorized road users 

along high speed corridors. 

To analyse the various behaviour of NMT and 

suggest measures for the safe crossing of NMT at 

intersections along highways. 

To suggest guidelines and specifications. 


Field) 

An extensive review of the bicycle safety literature 

associated with bicycle hazards, counter measures, 

evaluation criteria and prioritization methods was 

conducted. In addition to studies conducted by various 

state departments of transportation, FHWA, universities 

and research institutes, international efforts in bicycle 

and pedestrian safety were reviewed. At the end of the 

review, general design parameters for separate cycle 

lanes and methods for reducing speed of motorized 

vehicles were formulated. The gap acceptance and 

yielding behaviour of motorists were also studied 

at three different locations along a rural National 

Highway. 


• 

• 

• 

• 

In Indian Highways the facilities provided for 

non-motorized transport is negligible. New and 

innovative measures have to be taken for the safety 

of non-motorized road users. 

The provision of dedicated cycle lanes encourages 

cycling and improves road safety even in cities that 

did not have high cycling mode shares. 

Where separation of different road users is not 

possible, ensuring safe conditions for the integrated 

use of the shared road space is necessary to 

reduce potential conflict. 

By analysing the crossing speed of the bicyclists at 

three different intersections, the speed distribution 

corresponds to normal distribution. The natural log 

normal distribution was found to provide a close 


• 

• 

approximation to the distribution of accepted and 

rejected gaps by bicyclists. The crossing speed 

values are found to be less and critical gap values 

are high in rural highways than in sub-urban 

highways. This may be due to the high speed of 

vehicles along the rural highways. 

The yielding percentage varies from 2 to 5% in rural 

highways and 12% in sub-urban highways. Hence 

in rural highways yielding signs must be made a 

must. 

Based on inter-disciplinary approach, it has been 

suggested to provide a 3 m wide pathway for 

bicyclists. Helical type over bridge crossings is also 

suggested. 


obtained from 

Anusree S, M.Tech, Transportation engineering and 


Trichy. Trichy 15 e-mail ID: anusree4188@gmail.com 

44. Analysis of Road Accidents Based on Accident 

Severity Index (ASI) Method and GIS: A Case 

Study of Trivandrum City 





Accident analysis studies aim at the identification of 

high rate accident locations and safety deficient areas. 

Usually, the cause of an accident may not be a single 

factor. The combination of a set of factors may lead 

to an accident. The major contributors to the accident 

are population, vehicle ownership, physical features of 

the road, speed of vehicle, traffic volume of the road 

etc. The Accident Severity Index (ASI) method is used 

to identify the most severe road stretches by giving 

weightage points to accidents. The Geographical 

Information System (GIS) can be used to edit, analyze, 

and display geographical information stored in a spatial 

data base. Hazardous locations on highway can easily 

be identified by using GIS. In this study, an effort 

has been taken to identify the accident prone zones 

within Trivandrum City, Kerala using GIS and Accident 

Severity Index (ASI) method. 

The present study was undertaken with the following 

objectives: 

• 

To prioritize the road stretches using Accident 

Severity Index (ASI) method 

To locate t 

• he accident spots and hot spots using 

Geographical Information System (GIS)

164 

Methodology 

i. 

ii. 

iii. 

iv. 

v. 

Selection of study area 

Collection of data. 

Preliminary analysis of the data 

Prioritizing road stretches according to severity 

weightage 

locating the accident spots and hot spots using 

Geographical Information System (GIS 


• 

• 

• 

• 

• 

• 

Percentage of grievous injury occurrence is higher 

in Trivandrum city (56%) as well as in the accident 

prone stretch, Killipalam – Pappanamcode (63%). 

The proportion of state highway in Trivandrum city 

is only 3 %. The large area of Trivandrum city is 

connected with the other roads (80%). So most of 

the accidents are occurring in other roads, and it 

is 76%. Because of the lower proportion of state 

highway in Trivandrum city, the percentage of 

accident occurrence is also lower (1%). In NH the 

accident rate is 23%. 

Accident distribution based on vehicle type shows 

that the accident due to heavy vehicle, light 

commercial vehicle, 3- wheeler, 4-wheeler, and 

2-wheeler is 12%, 4%, 18%, 51% respectively in 

Trivandrum city. The accidents due to two wheelers 

are higher in the Killipalam- Pappanamcod road 

stretch (41%). The pedestrian accidents were also 

higher in that area (21%). 

Accident caused due to males and females is 81% 

and 19% in the Trivandrum city. 

More than 70% of the accidents occurred during 

day time. 

Most of the accidents caused due to the fault of 

driver (75%). 

publications 

Majeesha J. and Prof. R. Satheesh Chandran (2011), 

“Analysis of Road Accidents Based on Accident 

Severity Index (ASI) Method and GIS: A Case Study of 

Trivandrum City”, ‘National Conference on Technological 

Trends (NCTT-2011)’, August19-20, 2011, College of 



obtained from 

Prof. R. Satheesh Chandran, Dept. of Civil Engineering, 

College of Engineering Trivandrum. 

45. Studies on Safety Performance of Two-Lane 

Rural Highways Under Mixed Traffic 




600 036 


The objective of the present study is to develop a 

methodology for safety evaluation of Indian highways. 

The specific tasks identified to achieve this objective 

are: 

1. To collect road accident, traffic and road 

characteristics data, which could be used to 

develop APMs for two-lane undivided rural 

highways in India. 

2. To identify the various explanatory variables, 

which significantly influence the occurrence of 

accidents on Indian highways. 

3. To develop APMs for Indian highways, through 

statistical modelling with the data collected in the 

study. 

4. To develop a methodology for the safety evaluation 

of Indian highways, by reducing the APMs to 

simpler forms of base models and multiplication 

factors, which can be easily employed by road 

safety engineers. 

The scope of the present study is limited to Indian rural 

highways, which have undivided two-lane carriageway. 

The study considers only those highways, which run 

through plain to rolling terrain. 



The study stretches for data collection were selected 

in such a way that maximum possible variations in the 

study variables were captured. Over 200 kilometres of 

two-lane undivided rural highways in the state of Tamil 

Nadu were selected based on this criterion. Road 

accident data for three years period were compiled 

from police records. Traffic, road geometric and road 

environment data were collected through field surveys. 

The data, which were recorded for 200 m sub-sections of 

the highway stretches, were compiled to form the base 

data, giving the number of accidents and corresponding 

explanatory variables in each 200 m sub-section, for 

three years. Highway geometry, which was recorded 

using vehicle-mounted GPS, was processed in CAD 

and splines were fitted on to the raw data to calculate 

radius of curvature of horizontal alignment and gradient 

of vertical alignment. 

Modeling Approach 

The number of road accidents in a given period (or the 

frequency of road accidents) can be expected to follow 

a discrete probability distribution, such as Poisson 

distribution. To select the best model specification for

development of APMs, models were developed for total 

accidents in one year and the performance of the five 

specifications were compared. Poisson, NB and Poisson 

log-normal models are fixed coefficient models, which 

assume that the effect of variables remain the same 

across all observations. These models were estimated 

by maximising the log-likelihood functions (MlE 

technique). The random effects Poisson model allows 

the error term to vary across corridors and the random 

coefficients Poisson model assumes that the effect 

of variables vary across observations. The random 

effects and the random coefficients models account for 

heterogeneity in data across sites/observations. The 

random coefficient models result in a likelihood function 

which does not have a closed form solution. These 

models were estimated through simulation assisted 

maximum likelihood estimation (Sll). 


1. Accident prediction models (APM) were 

developed in the present study for two lane 

undivided rural highways in India, which operate 

under mixed traffic conditions. Road accident, 

traffic, road geometric and road environment 

data were collected for a representative sample 

of two-lane undivided rural highways and APMs 

were developed based on this data, through 

count data regression modelling. 

2. Poisson, Poisson-gamma (negative binomial), 

Poisson log-normal, Poisson model with 

random effects and Poisson model with random 

coefficients were considered to develop the 

APMs. A comparison of the model performance 

was carried out and Poisson model with random 

coefficients was selected as the best model 

specification to develop APMs. 

3. Many of the explanatory variables were found 

to have random coefficients in the APMs, 

suggesting that the effect of these variables on 

accidents vary across observations/sites. Based 

on the parameter estimates for the distribution 

of these random coefficients, 95% prediction 

intervals were developed, which could be used 

to assess the possible variation in the effect of 

these explanatory variables on road accidents. 

4. APMs were developed for predicting single-vehicle 

and multi-vehicle accidents on two-lane undivided 

rural highways in India. length of highway 

segment, average daily traffic, the percentage 

of motorised two-wheelers, the percentage of 

heavy goods vehicles, distance to off-shoulder 

hazards, number of driveways per km, width of 

carriageway, number of horizontal curves per km, 

horizontal curvature, number of vertical curves 

per km, gradient, number of curves per km with 

sight distance deficiency, the percentage length 

of highway with traffic signs and the percentage 


length of highway with road markings were found 

to be the statistically significant explanatory 

variables in these APMs. 

5. The APMs developed in the study were reduced 

to simpler base models with minimal data 

requirement, for practical application under limited 

availability of data. Accident modification factors 

(AMF), which are multiplicative factors, were 

developed to improve the base model prediction 

for the effect of variation in the explanatory 

variables. 95% prediction intervals were 

developed for the AMFs, which could be used 

to assess the possible variation in the effect of 

these explanatory variables on road accidents. 

6. Accident severity prediction model was developed 

for the total predicted accidents. The model gives 

the thresholds for classification of road accidents 

into “no injury”, “minor injury”, “grievous injury” 

and “fatal” severity. the percentage of motorised 

two-wheelers, the percentage of heavy goods 

vehicles, the percentage of non-motorised 

traffic, distance to off-shoulder hazards, number 

of driveways per km, number of accesses per 

km, width of paved shoulder, width of unpaved 

shoulder, number of horizontal curves, gradient 

and the percentage length of road with markings 

were found to be the significant explanatory 

variables in predicting accident severity. 

7. The APMs developed in the present study, 

together with the AMFs and accident severity 

prediction model, provides a methodology for the 

safety evaluation of two-lane undivided highway 

in India. The models can be used to predict the 

expected number of road accidents on two-lane 

undivided highway, by collision type and severity. 

The findings from the present study will also help 

in arriving at engineering measures to improve 

road safety on these highways. 


obtained from 

Mobile: 09945875065 e-mail ID: rrdinu@gmail.com 

46. Prediction of Roadside Pollutant 

Concentration 





Vehicles are now becoming the main source of air 

pollution in urban India. Vehicle emission has become 

a focus for environmental studies worldwide. The 

traffic environmental impact has then become a major

166 

concern of policy makers in both developed and 

developing countries. To control and alleviate the traffic 

environmental impact, policies related to transportation 

demand control and environmental protection have 

been implemented in various countries. The pollutant 

concentration levels are an important indicator of the 

effects of these policies. The estimates of the pollutant 

concentration near road intersections are the focus of 

air pollution regulations. A properly validated line source 

model plays an important role in providing information 

for better and more efficient air quality management 

planning through simulation of the dispersion of 

vehicular pollutants near roads. Transportation systems 

contribute significantly to carbon monoxide (CO), 

nitrogen oxides (NOx), particulate matter (PM), and 

hydrocarbon (HC) emissions in urban areas. Nitrogen 

oxides collectively known as NOx and include nitrogen 

monoxide (NO) and nitrogen dioxide (NO 2 ). The study 

is focussing on the following objectives. 

• 

• 

• 

• 

• 

• 

To predict Carbon monoxide, Nitrogen dioxide, 

Respirable suspended particulate matter and 

Sulphur dioxide concentration near an intersection 

in East Fort and in Vithura of Trivandrum district 

using CAlINE4. 

To compare the observed values with National 

Ambient Air Quality Standards proposed by Central 

Pollution Control Board. 

To find the possible relationship between 

pollutant concentration, traffic and meteorological 

parameters by a model. 

To evaluate the prediction accuracy of CAlINE4 

and the Regression model for all pollutants by 

comparing with observed data. 

To predict CO concentration with HYROAD and to 

compare with CAlINE4, regression model and with 

observed data. 

To evaluate CAlINE4, HYROAD and the 

Regression model based on statistical performance 

measures. 

Methodology 

• 

• 

• 

CAlINE 4 (California line Source) was chosen 

to predict roadside Carbon monoxide, Nitrogen 

dioxide, Respirable suspended particulate matter 

and Sulphur dioxide concentration near an 

intersection at single links in Eastfort and Vithura. 

The observed ambient pollutant concentration was 

compared with limit prescribed by National Ambient 

Air Quality Standards. 

Regression model was formed for the pollutants, 

with observed pollutant concentration as dependent 

variable and observed traffic volume, wind speed, 

wind direction and temperature as independent 

variables using SPSS. 


• Finally, the prediction accuracy of CAlINE4, 

HYROAD and the regression model was evaluated 

by comparing with observed data and using 

statistical performance measures. 


• 

CAlINE 4 predictions showed that in Eastfort 

CO was overpredicted by 11% and NO was 2 

overpredicted by 90%. 

• In Vithura CO was underpredicted by 40% and NO2 

was overpredicted by 81%. 

• In both locations, RSPM and SO2 

were 

underpredicted. 

• 

• 

• 

• 

• 

• 

• 

• 

• 

In CBD area, two wheelers contributed 31%, three 

wheelers 27%, four wheelers 25% and bus 17 % 

of CO. 

In rural area two wheelers contributed 41%, 3W 

23%, 4W 23%, and truck 14 % of CO. 

Comparing observed values with NAAQS, only 

RSPM in Eastfort (116 μg/m3) is exceeding the limit 

prescribed (80 μg/m3 ) by 31%. 

Regression model performed better than CAlINE4 

in case of all pollutants. 

HYROAD gave slight over prediction of CO by 

4.5%. 

Prediction accuracy of CAlINE4 was found to be 

64%, 44%, 46%, & 44.3% for CO, NO , SO , & 

2 2 

RSPM respectively. 

Overall prediction accuracy of CAlINE4 and 

Regression model for all pollutants was found to 

be 49.6% & 83.6% respectively. 

For CO prediction, HYROAD showed 80.8% of 

accuracy, Regression model, 79.6% and CAlINE4, 

64%. 

HYROAD and Regression model was found to 

be more preferred models for CO prediction than 

CAlINE4. 

publications 

Radhika K., & Salini S.(2010), “Prediction of Roadside 

Pollutant Concentration”. ‘National Conference on 

Technological Trends (NCTT-2011)’, August 19- 20, 


Further Information/Copy of the report can be obtained 

from 

Mrs. Salini S., Dept. of Civil Engineering, College of 

Engineering Trivandrum.


ACKNOWLEDGEMENTS 

The Highway Research Board (HRB) of the Indian Roads Congress (IRC) expresses thanks to Dr. S. Gangopadhyay, 

Director, Central Road Research Institute (CRRI), New Delhi for the preparation of the General Report on Road 

Research Work Done in India during 2011-2012. The report was prepared, compiled and edited by Shri T.K. Amla 

(Head, Information, liaison & Training) and Shri R.C. Agarwal [Sr.Technical Officer (3), Information, liaison & Training 

Division], CRRI with inputs from the scientists of the various R&D Divisions of CRRI. 

The useful suggestions received from the Sr. Scientists of R&D Divisions in compilation and editing of the report are 

gratefully acknowledged. The Board also expresses its gratitude to the various research organizations and Institutes 

for providing research progress reports.

168 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 


LIST OF ORGANISATIONS 

CSIR- Central Road Research Institute (CRRI), New Delhi 

College of Engineering, Trivandrum 

Cosmos Fibre Glass ltd., Faridabad 

Gujarat Engineering Research Institute, Vadodara 



India Polyroads Pvt. ltd. (IPPl), Gurgaon, Haryana 

Maharashtra Engineering Research Institute (M.E.R.I), Nashik 

National Transportation Planning and Research Centre (NATPAC), Thiruvananthapuram 

10. National Institute of Technology, Calicut 

11. 


12. National Institute of Technology, Silchar 

13. National Institute of Technology Karnataka, Surathkal 

14. National Institute of Technology, Warangal 

15. Structural Engineering Research Centre, Chennai 

16. Sylos Engineering Pvt. ltd., Delhi 

17. Tiki Tar Industries (Baroda) limited, Vadodara 

18. 

Zydex Industries, Vadodara, Gujarat

1. 

2. 

3. 

4. 


IrC HIGHWaY reSearCH BoarD 

General report on roaD reSearCH In InDIa 

PROFORMA SHEET FOR REPORTING R&D WORK FOR THE GENERAL REPORT 

Appendix 

Please furnish the report in the specified proformae (specimen copies enclosed), using separate proforma for 

each Project, appropriate to the Project Status, viz.: 

Proforma A: Projects Reported for the First Time Annexure 1 

Proforma B: On-going/Completed Projects Annexure 2 

Proforma C: Research Projects Related to Thesis for 

Graduation/Ph.D. Annexure 3 

Proforma D: R&D Activity Report by Consultancy Firms/Contractors/ Annexure 4 

Concessionaires 

Please furnish report, in Proforma A or B, only on those projects which have led to some significant conclusions, 

or are expected to make R&D contribution of overall general interest. 

Precise and concise information may be provided for EACH ITEM of the Proformae, in NOT MORE THAN 100 

WORDS. Additional important information, if any, may be appended separately. 

The following codes may be used for indicating the Section and Sub-Section Codes on Each Project Proforma: 

Section Section Sub-Section Sub-Section 

Code Code 

Highway planning, Design, 

Management, 

performance evaluation 

and Instrumentation 

Highway Planning, 1100 Design 10 

Design and Management Road Transportation Management 20 

Road Pavement Management 30 

Maintenance Management 31 

Construction Management 32 

Test Track Research 40 

Software Development 50 

Pavement Evaluation 1200 Surface Characteristics 

Riding Quality 10 

Skid Resistance 20 

Structural Evaluation 30 

Paveme.nt Performance 1300 Pavement Performance 10 

Traffic Characteristics & Effects 20 

Material Characteristics 30 

Instrumentation and Micro-Processor 1400 Instrumentation Development 10 

Applications Micro-Processor/Applications 20

170 


Section Section Sub-Section Sub-Section 

Code Code 

pavement engg. and 

paving Materials 

Soil Stabilisation, low 2100 Soil Stabilisation 10 

Grade Materials and low Grade Materials 20 

low Volume Roads low Volume Roads 30 

Flexible Pavements 2200 Binders and Binder Improvement 10 

Materials and Mixes 20 

Pavement Design 30 

Construction Techniques 40 

Maintenance Aspects 50 

Rigid Pavement 2300 As in case of Flexible Pavements Division 

Geotechnical engineering 3000 landslides 10 

Ground Improvement Techniques 20 

Embankments and Slope Stability 30 

Roads and Embankments in Clay Areas 40 

Bridge engineering 4000 Structural Field Investigations 10 

laboratory Investigations 20 

Foundation Investigations 30 

Structural Design 40 

Traffic & Transportation 

Planning & Management 5100 Traffic Management Studies 10 

Travel Demand Forecasting 20 

Transportation Planning 30 

Transportation Economics 40 

Public Transport Planning 50 

Intelligent Transport System 60 

Traffic Engineering Studies 70 

Safety & Environment 5200 Accidents and Safety 10 

Traffic Environment 20 

5. 

proJeCt tItle 

(1) In case of 

Proformae A and B, please indicate the same title as reported earlier. 

(2) In case of sponsored projects, please indicate the name of the sponsoring organisation and Research 

Scheme number (e.g., MORT&H Research Scheme R-19), immediately after the project title. 

6. Date oF Start/Date oF CoMpletIon: Please indicate month and year, e.g., May, 1988. In case of sponsored 

Research Scheme, only the Sponsoring Organisation should report completion of the project, and not the 

implementing Organisation(s). 

7. laSt report : Indicate the year of the last General Report on Road Research in India (GRRRI) in which the 

project was reported, e.g., for GRRRI 1988-89, indicate 1988-89. 

ORGANISATION (S) 

8. : Please indicate the name of all involved organizations, in the case of multi-organisation 

project, using the following code to indicate the status of the organization with regard to the project:

Reporting Organisation (R) 

Sponsoring Organisation (S) 

Coordinating Organisation (C) 

Implementing Organisation (I) 


If an organization has multiple status, the appropriate codes may be used together, e.g., (R,C), (R,S). 

9. SCope anD oBJeCtIVe: Please give a concise statement. In case of multiple objective projects, indicate each 

objective separately. 

10. preSent StatUS anD proGreSS: For Proforma B, if the project is on-going, please include a brief report on 

progress since the last report, and if the project is complete, please provide brief progress report for the project 

as a whole. 

11. SUpportInG Data: Please indicate selected important supporting data or illustrations of special interest. Any 

correlations or charts developed may specifically be included. Please list the items enclosed. 

12. ConClUSIonS: 

Please indicate significant conclusions/interim conclusion. 

13. SIGnIFICanCe / UtIlISatIon potentIal: 

Please highlight only special aspects. Under “Utilisation Potential”, 

also specifically indicate whenever the development(s) / conclusion(s) are regarded appropriate for consideration 

by the IRC. 

14. lIMItatIonS oF ConClUSIonS / reCoMMenDatIonS For FUrtHer WorK / FUrtHer propoSeD 

WorK: The limitations, if any, may be specifically indicated. Other aspects may be indicated wherever applicable. 

15. reportS / pUBlICatIonS: 

Only reports/publications since last reporting may be included, alongwith bibliographical 

details, in the following order: 

Author(s) (Surname, followed by initial, in all capitals). Title of Paper/Article/Report/Book, Nature of Report (e.g., 

M.E./Ph.D. Dissertation, Interim/Final Report), Journal or Periodical (alongwith Vol. and No.) / Conference or 

Seminar Proceedings (alongwith the place where held) / Publishing Organisation, Month and Year of Publication. 

The report may be provided in not more than 500-600 WORDS. 

16. Copies of publications, if published through a source other than IRC, may please be enclosed. 

17. Wherever more than one sub-items are to be reported (e.g., in case of items No. 8, 9, 13, 15, etc. above, please 

number the sub-items 1, 2, 3, …… and list them one below the other. 

18. In addition to 3 typed/computer print out copies, the report may also be supplied on floppy/CD to enable expeditious 

editing and compiling. Cooperation in this regard will be specially appreciated. The Window MS Word 

Software may please be used for the purpose.

172 

reportInG orGanISatIon: 

1 Project Title 



proForMa - a 

proJeCtS reporteD For tHe FIrSt tIMe 

1.1 Date of Start 

1.2 Date of Completion (Targeted/Actual) 

2 Organisation(s)* 

3 Scope and Objectives 

4 Methodology 

5 Interim Conclusions/Conclusions/Supporting Data 

5.1 Significance/Utilisation Potential 

5.2 limitations of Conclusions/recommendations for 

further work/further proposed work 

6 Reports/Publications 

7 Further information/Copy of report 

can be obtained from: 

7.1 address 

7.2 Mobile _______________ phone ____________ Fax _________ 

7.3 e-mail ID: 

Annexure 1 

Section Code 

Sub-Section Code 

* Please indicate the appropriate organization code – (R), (S), (C), (I), (R,S), (R,C), etc. after each organization.

eportInG orGanISatIon: 


2 

3 

4 

5 

6 

7 



proForMa - B 

on–GoInG / CoMpleteD proJeCtS 

1.1 Date of Start 

1.2 Date of Completion (Targeted/Actual) 


2.1 Status: Ongoing/Completed 

2.2 Year of Last Report 

2.3 progress 



Recommendations for further Work (if completed) 


recommendations for Dissemination/ 

Revision of Codes/Specifications (if completed) 

8 Further information/Copy of report 


8.1 address 


8.3 e-mail ID 

(Presentation Material may be e-mailed to secretarygen@irc.org.in / hrb@irc.org.in ) 

Annexure 2 

Section Code 

Sub-Section Code

174 





proForMa - C 

reSearCH proJeCtS relateD to tHeSIS 

For poSt - GraDUatIon / ph. D. 

1.1 Date of Start and Duration 

1.2 Date of Completion 

2 Institution* 

3 Scope and Objectives 

4 Proposed Methodology (Type of Study, Laboratory/Field) 

5 Salient-Findings and Conclusion(s) 

6 recommendations for Dissemination/ 

Revision of Codes/Specifications (if completed) 

1 

Further information/Copy of the report 


8.1 address 


8.3 e-mail ID 

Annexure 3 

Section Code 

Sub-Section Code 

(Presentation Material may be e-mailed to secretarygen@irc.org.in / hrb@irc.org.in ) 




proForMa - D 

R & D ACTIVITY REPORT BY CONSULTANCY FIRMS / CONTRACTORS / 

ConCeSSIonaIreS 


1 Project / Activity Title 

1.1 Date of Start and Duration 

1.2 Date of Completion (Actual/ Targeted) 

2 Organisation(s)* 

3 Special Situations/ Problems faced During Investigations/ Constructions: 

4 Methodology / Procedure adopted for solving the Problems: 

5 Any New Materials/ New Technologies if Adopted: 

6 performance of such new Materials/ technology: 

7 Additional R&D / Work required in this area: 

8 Further details can be obtained from: 

8.1 address 


8.3 e-mail ID: 

Annexure 4 

Section Code 

sub-Section Code

Highway Research Record No. 39 - Indian Roads Congress

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?