IRC IH May 2018 For Web

Delhi Postal Registration No dl-sw-17/4194/16-18
under ‘u’ Number u(sw)-12/2016-2018

At Lodi Road, PSO on dated 28.4.2018 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
May, 2018
dl-sw-17/4194/16-18
Indian Highways published on 25 April, 2018
`20/- May, 2018
Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)
smart innovative infra solutions - working towards better tomorrow
About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.
Volume : 46 Number : 5 Total Pages : 68

Sectors
Highways Bridges Waterways Railways Sewage Treatment Plant
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.
Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.
Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.
Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.
Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.
Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.
BOT/Annuity : Including project identification, Detailed Survey, Feasibility

Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in
Indian Highways
Volume : 46 Number : 5 ● May, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
 From the Editor's Desk 4-5
 Advertisements 6-9
 Highlights of the National Workshop on “Standardizations for Building Green & 10-11
Resilient Road Infrastructure”
 215th Mid-Term Council Meeting of IRC/Announcement of CRRI Seminar 12
Technical Papers
 Analytical Determination of Capacity of Pile using Base Grouting with Acase Study 13
By Dr. Swapan Kr Bagui, S.K. Puri, B.C. Dinesh and Atasi Das
 Development of Innovative Tractor-Trailer for Pot-Hole Repairs on Rural Roads 19
By Mukesh Gupta and Bhavesh Chaturvedi
 A Students’ Tour-Mode Choice Model in Hyderabad City : Some New Insights 25
Savitha Lukney and S L N Sarma Sadhu
 Towards Safety of Road Users 33
Siddhant Pandey and I.K. Pandey
 MORT&H Circular 39-47
 Accreditation List 48-49
 Tender Notices 50-66
Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.:
+91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s India Offset Press, New Delhi-110 064
`20
INDIAN HIGHWAYS│May 2018 3

From the Editor's Desk
DISASTER MITIGATION FOR HIGHWAY ENGINEERS

Natural calamities like floods, landslides, earthquakes etc. are all natural processes which can not
be eliminated. What we can do is to issue pre-warning, better management of calamity, to take
lessons for mitigation in future occurrence and action for short and long term development in
infrastructure.
With the growing urbanization, land scarcity and population pressure, more and more of townships,
roads, railway lines, irrigation and hydroelectric projects are being located in or near the flood
prone areas. Due to location of developmental projects near the flood prone areas, the threat of
the floods has become so severe that integration of flood disaster mitigation and development
planning is now a part of the stated policy of the government of India. Flooding in the urban
areas are primarily due to disorderly urbanization, disturbance to the existing drainage system,
non engineered and illegal constructions, unchecked quarrying and mining. Jammu and Kashmir
floods of 2014 provides an example with great lessons in flood disaster mitigation. Unchecked
urbanization, heavy monsoon rains and poorly designed drainage system combined to burst the
banks of river Jhelum, Chenab and Tawi, among others. The worst affected districts were Srinagar,
Anantnag and Baramula etc. Links of Kashmir valley were disrupted and the 300 km long NH was
closed to vehicular traffic for days as a result of landslides and floods.
Geographic Information System (GIS) is a computer-based system that provides the capabilities
for input, data management (Data storage and retrieval), manipulation and analysis, and output
to handle geo-referenced data. It provides a broad range of tools for determining area affected by
floods and for forecasting areas that are likely to be flooded due to high water level in a river. GIS
is also being extensively used to assemble information from different maps, aerial photographs,
satellite images and Digital Elevation Models (DEM). For determination of risk, it is important
to know the elements at risk and their levels of exposure. By preparing an infrastructure map at
the scale of the flood hazard map, the elements at risk can easily be identified on a GIS platform.
The flood hazard mitigation strategies are significantly influenced by the rapid pace of development.
There are several factors which make India’s road different from those of the rest of the world. Our
roads are holy mix of most modern, all season, 4-lane highways on the one hand to the unpaved
roads and narrow track roads on the other hand. In different geo-climate setting, they are vulnerable
to hazards of different types, including flood hazards. In response, the project formulation stage,
there is a need to integrate road planning and development with disaster management. Once the
projects get completed, the considerations of flood hazard mitigation get relegated to back burner.
There are hardly any investments in prevention and mitigation of flood disasters which is why our
roads and road infrastructure suffer hugely because of flood disasters.
Many of existing roads pass through areas prone to floods, landslides and earthquakes. The
categories of roads in our country are upgraded with the increase in traffic. The roads are
generally widened to cater for increased traffic. While widening of roads, their reconstruction to
keep subgrade above the highest flood level is rarely undertaken. Due to historic development of
roads in the country, the deficiencies in the road infrastructure to meet hazards remains. These
deficiencies get noticed during the calamities as deficiencies in road lead to the formation of
potholes during floods. Potholes in the road during flooding hinder relief measures. Our country
witnessed several earthquakes like the Uttarkashi earthquake of 1991, the Latur earthquake of
4 INDIAN HIGHWAYS│May 2018

From the Editor's Desk
1993, the Jabalpur earthquake of 1997 and the Chamoli earthquake of 1999. These were followed
by the Bhuj earthquake of 26th January, 2001 and the Jammu & Kashmir earthquake of 8th October,
2015. IRC has incorporated the seismic forces to be considered in Standard Specification and
Code of Practice for Road Bridges Section-II Loads and Loads Combinations (Seventh Revision)
IRC:6:2017.
Extreme weather events such as cloudbursts followed by heavy flash flood and landslides have
lately become a frequent phenomena compare to the yester years. Many a times these events
of hazards transform into disasters/catastrophes/calamities as happened during June 2013 in
Uttarakhand. During 16th – 17th of 2013 heavy rain resulting in flash flood, breach of glacial lakes,
heavy erosion etc. have caused wide spread damages and deaths of over 5000 innocent people.
It was again realized that communication, particularly road communication is the one which is
wanted most during such tragedies. Unfortunately it is the one which is also most severely affected.
To manage landslide hazards it is required to assess the causative factors of landslides, their
intensities, areas of occurrence and their impact. With the data collection, storage and retrieval
becoming highly technological and scientific, specialized techniques like GIS are extensively used
in disaster management. This technology allows visualization of an emergency situation arising
out of disaster, by placing the accurate physical geography of an event on a computer monitor
and then aligning other relevant features, events, conditions, or threats with that geography. GIS
brings many information sources into one focus, prioritize the elements based on the need of
attention. Some may require immediate attention while other can wait some can be delegated and
therefore allows faster decision making.
With the modern forecasting methods it is possible to forewarn the affected people which definitely
help in better management of disasters. If the hazard occurs how to manage it with least damage
to human life, private property and infrastructure etc. After the hazard is over what needs to be
done in short term basis and for long term for better management of hazard in future. For the relief
during calamities the life line for the relief area is roads which should remain operational.
In hilly areas in real life situations one type of hazard can trigger another type of hazard and
many of our roads gets affected by the instant, flood induced landslides or landslides induced
floods. Preservation of water bodies, efficient disposal of urban wastes, total ban on encroachment
revamping of existing drainage systems, augmentation of surface and sub-surface drainage all
need urgent attention.
IRC is bringing out a new document “Guidelines on Flood Disaster Mitigation for Highway
Engineers”. This document explains source of flooding, flood hazard, vulnerability and risk
assessment, flood studies, use of drone in air survey work, flood management works, flood
forecasting and warning, flood control design guidelines and structural methods, technical
specification for road and bridge works in flood prone and flood affected areas. Flood management
and river training works, maintenance and monitoring of flood mitigation measures and some
case studies of repair works required for flood management. This document should provide
comprehensive knowledge on flood disaster mitigation techniques for the benefit of entire highway
profession.

(Sanjay Kumar Nirmal)
Secretary General

Advertisement

Advertisement

Advertisement

Advertisement

Highlights of WorkShop
HIGHLIGHTS OF THE NATIONAL WORKSHOP ON “STANDARDIZATIONS

FOR BUILDING GREEN & RESILIENT ROAD INFRASTRUCTURE”
Held on 21st April, 2018 at New Delhi
Glimpses of National Workshop on “Standardizations for Building Green & Resilient Road Infrastructure”

Highlights of WorkShop
The Indian Roads congress (IRC) in association with the World Bank has organized a National
Workshop on “Standardization for Building Green & Resilient Road Infrastructure” on 21st April,
2018 at Taj Ambassador Hotel, New Delhi. This one days Workshop was attended by nearly
70 delegates from various Govt. Departments like MoRT&H, NHAI, NHIDCL, NRRDA, CPWD,
PWDs, BRO, academic & research organizations and private stakeholders etc.
Welcome address was delivered by Shri S.K. Nirmal, Secretary General, IRC and thereafter he made
detailed presentation highlighting the role, objectives, procedure for formation/updation of IRC Codes
and brief introduction of existing/new IRC Codes dedicated to Green Technology and Environments.
Thereafter, Shri Ajit Pawar, Convenor, G-3 Committee & Former Secretary, Maharashtra PWD
presented the background and broad objective of organizing this workshop.
Subsequently, Shri Arnab Bandopadhyay of World Bank in his remark spoke about World Bank
perspective on green highways and Resilient Road Infrastructure and details of work done abroad.
Thereafter, Shri Amit Kumar Ghosh, Joint Secretary, MoRT&H explained in detail the findings of a
Ministry sponsored study on Green Highway carried out by TERI; Shri D.O. Tawade, Member (T),
NHAI; Shri M.C. Bansal, Special, DG, CPWD; Shri Anil Kumar, Chief Engineer, BRO and Shri
Rahul Gupta, ED, NHIDCL also delivered their special remarks on their experience on adoption of
green technology, R&D work sponsored by them, practical difficulties faced by then during usage of
green technologies and their expectations from IRC on framing Generic Guidelines, Codes, etc.
In order to foster & involve active participation of delegates present in august house, three groups
were constituted to deliberate themselves for a one hour session on Green Technologies; Green
Materials & Resilient Roads respectively. The Chairman & Moderator of group “Green Technologies”
Shri A.V. Sinha, Former DG (RD) & Spl Secy., MoRTH summed up views & recommendations of their
group members. Thereafter, Chairman & Moderator of group “Resilient Roads” Dr, R.K. Bhandari,
Chairman, Forum on Disastaer Mitigation, Indian National Academy of Engineering and Charman &
Moderator of “Green Materials” group “Dr. Sudhir Mathur, Chief Scientist, CRRI summed up views
& recommendations of their group members.
During Post Lunch Session, the members of G-3 Committee i.e Shri Anuj Sharma, Joint Adviser,
Green Mission Division NHAI and Ms. Tamosi Bhattacharya of ICT made detailed presentations
on documents under discussion in G-3 Committee viz “Reduction of Carbon Footprint in Road
Construction and Environment Committee” and Carbon Footprint Estimation” respectively. These
presentations were well received by participants. All the delegates were requested to send written
comments/suggestions on these documents.
In the end of the event Shri D.P. Gupta, member G-3 Committee, Former DG(RD) & AS, MoRTH
summarized the Key Points and recommendations of this workshop for taking way Forward for
betterment of road sector.

Announcement
215th MID-TERM COUNCIL MEETING OF IRC
On the invitation of Government of Mizoram, the 215th Mid-Term Council Meeting will be held
at Mizoram University Campus, Aizawl on 4th and 5th May, 2018. During this Mid-Term Session,
apart from Council Meeting, Highway Research Board Meeting and E-in-C/CEs meeting are also
scheduled to be held. Ten important documents of IRC are going to be released during this 215th
Council Meet and 7 new/revised documents are scheduled to be discussed and approved by the
Council.
INTERNATIONAL CONFERENCE
ON
PAVEMENTS AND COMPUTATIONAL APPROACHES (ICOPAC – 2018)
NOVEMBER 16-17, 2018 AT NEW DELHI, INDIA
CSIR-Central Road Research Institute (CSRI-CRRI) is hosting “International Conference on

Pavements and Computational Approaches at New Delhi on November 16-17, 2018. The last
date for abstract submission has been extended till 21st May, 2018. The abstracts may be send to
icopac2018@crri@gov.in.
The abstract may be submitted for any of the following themes namely: Airfield pavement
analysis, rehabilitation and performance; Advances in asphalt mix design and material property
characterization; Accelerated testing of pavement structures and materials; Applications of
reliability and uncertainty methods in pavement engineering; Innovations and advances in
pavement design, modelling, recycling, performance evaluation and management; Nanotechnology
and its applications to pavements; Numerical modelling of materials and pavement structures;
Smart pavement materials, Innovative and emerging technologies, Non-standard pavements;
Ground improvements techniques and stabilization for pavement and geotechnical applications;
Applications of soft computing techniques in pavement engineering; Probabilistic risk analysis
and risk informed decision making; Life cycle analysis and performance based design.
A poster session will also be arranged during ICOPAC - 2018.
For more details contact: Abhishek Mittal, Organizing Secretary & Senior Scientist, Flexible
Pavement Division,CSIR-CRRI, New Delhi – 110025, Ph: 011 -26921835, + 91 -9873016469,
E-mail: mushimittal@gmail.com, www.crridom.gov.in.

Technical Paper
ANALYTICAL DETERMINATION OF CAPACITY OF PILE

USING BASE GROUTING WITH A CASE STUDY
Dr. Swapan Kr Bagui1 S.K. Puri2 B.C. Dinesh3 Atasi Das4
Abstract
Base grouting is used successfully worldwide for large diameter and long length piles. In India, Extra dose bridges
and Cable Stayed Bridges are becoming popular presently. Therefore, long pile with large diameter is required for
Extra dose/Cable Stayed Structures. Bottom cleaning is generally a common problem for long pile and it is found
from pile load test of long pile that actual pile capacity is lesser than that of design capacity with large settlement
of pile due to insufficient bottom cleaning and presence of slurry mud and soft material from caving. Pile capacity
improvement that could be derived from post grouting drilled shaft tips has resulted in a design methodology. This
paper discusses the post grouting process and design procedure for the improvement of pile capacity. Correlations
between applied grout pressure and end bearing improvement are presented along with a case study with economics
of using base grouting provision.
1. Introduction transportation and private sector, have utilized base

The use of drilled shaft foundations are increasing grouting with great success, and have further verified
recently in India due to construction of Cable the design methodology.
stayed bridge and Extra dose Bridge. Geotechnical 2. Objective of Base Grouting
Engineers use a very conservative assessment for the The pilot grouting and load test program is performed
end bearing resistance due to concerns relating to soil on dedicated test shaft(s) installed in advance of
variability, bottom cleanliness, and the magnitude of production shafts to: i) corroborate the design;
the displacement required to mobilize end bearing ii) evaluate the drilled shaft construction method; and
resistance. The use of pressure grouting at the shaft iii) establish grouting criteria for production shafts.
base is an effective method for verifying the base The test shaft(s) of the pilot program are instrumented
resistance, achieving improvement where needed due with multiple levels of strain gages (to include a level
to loose deposits at the shaft base, and pre-loading as close to the tip as possible), as well as transducers
the shaft base to mobilize significant end bearing for top of shaft movement, grout pressure and grout
resistance at relatively small displacements. volume. Testing is twofold: first monitoring during
Base grouting of drilled shafts are utilized worldwide the base grouting process, second performing a
for some time to allow for the development of end downward axial compression load test. Remaining
bearing within displacements that are “useful” for production shafts then require only monitoring of top
structural support. of shaft movement, grout pressure and grout volume.
Six years of research on base grouting conducted Using the load test data, grouting criteria are
at the University of South Florida, on behalf of the developed consisting of three main components:
Florida Department of Transportation, has produced i) Grout Pressure; ii) Upward Displacement; and
a reliable methodology for predicting the end iii) Minimum Grout Volume.
bearing development of base grouted shafts (Mullins The grout pressure is the most important component
etal 2006). Since then many projects, both public since the capacity improvement is directly related to
1
Chief General Manager, E-mail: swapan.baguiictonline.com
Intercontinental Consultants & Technocrats Pvt. Ltd.,
2
President, E-mail: sk_puri2000@yahoo.co.in
New Delhi
3
Senior Bridge Engineer,
4
GM GR Infra Projects Ltd, Gurugram, E-mail: atasi.d@gronfra.com

Technical Paper
the applied pressure. Also,the level of verification of The increased reliability has the potential to be much
side shear and end bearing resistance (proof testing) farther reaching that just the economics associated
is governed. with the end bearing capacity enhancement, especially
when it comes to reliability based design methods.
3. Construction Methodology for The proof test of every shaft on a project, provided by
Base Grouting base grouting, allows for a more reliable design with
The post grouting process entails installation of a lower safety factors, or alternatively higher resistance
grout delivery system during the reinforcing cage factors in LRFD (Load Resistance Factored Design).
preparation. The shaft is constructed as normal, and At present, design codes used in practice do not
grout is injected under high pressure once the concrete provide guidelines for base grouting.
has gained sufficient strength. Reaction for the grout Value Engineering has been presented in the Case
pressure acting at the base is supplied by negative Study.
side shear, and thus the shaft is pre-compressed.
5. Geotechnical Assessment for
The in situ soil at the toe is densified and any debris Base Grouting
left by the drilling process compressed. As a result,
Geotechnical investigation is most important aspect
the ultimate end bearing resistance can typically be
for finalization of requirement of base grouting for
developed within service displacement limits. Base
piling works. Following considerations are important
grouting mechanisms generally fall into two broad
for base grouting:
categories: the flat jack, or the tubea-manchette (also
● The most significant end bearing capacity
known as a sleeve-port in U.S. practice). A flat jack
enhancement from base grouting is realized in
usually consists of grout delivery tubes to a steel plate
cohesion less soils for pile tip resting on cohesion
with a rubber membrane wrapped underneath. A tube-
less soil.
a-manchette typically consists of 2 to 4 “U-tubes”
● Base grouting in cohesive soils, while resulting
arranged below the shaft toe in various configurations.
in much less improvement in end bearing
U-tubes are perforated for grout release and covered capacity.
by a tight fitting rubber sleeve.
● If a rock bearing stratum exists at relatively
Experience in the U.S. has shown that there is shallow depths, base grouting will provide
little difference in the resulting load displacement limited benefit; the grout pressure provides no
performance, (Dapp, 2000, Muchard 2005). The toe improvement of the native bearing materials
response will continue on the virgin compression and the shallow depth limits the magnitude of
curve with subsequent application of the structural the base pressure that can be achieved due to
load when the pressure is locked in. Similarly, the the limited uplift resistance of the shaft.
toe response will return to the virgin compression ● Deep shafts in rock can provide benefit in
curve on a much stiffer rebound (reload) curve if it verifying that the end bearing resistance is
is not locked in. In either case, the base resistance is achieved where there may be difficulty in
developed with relatively small displacements. This is achieving a thorough cleaning of the rock
more thoroughly detailed in (Mullins, et al 2006). In bearing surface, or where the rock can include
reality the toe response is believed to lie some where layers or seams of weathered materials that is
difficult to detect.
between these two limits due to soil beneath the shaft
toe experiencing some amount of relaxation prior to 6. Design Procedure for Base
the structural loading. Grouting
The Applied Grout Force is the total of the upward
4. The Economics of Base Grouting and downward grouting force, and thus equal to two
The post grouting drilled shaft has been to realize times the grout pressure times the nominal shaft
the significant end bearing capacity increase. The diameter. The applied grout force can be considered
economics associated with the end bearing capacity as a verification of load capacity, given that downward
enhancement has proven especially attractive to directed side shear is as least as great as the mobilized
design build teams and contractors providing value side shear from the upward portion of the grout force.
engineering option for savings over a competing The Verified Load Ratio (VLR) is defined as:
foundation technology. VLR = Applied grout force/design load > = 2 ... (1)

Technical Paper
The magnitude of the VLR is dependent on the recent work of Mullins et al (2006), which suggests
available side shear to resist the grouting forces. In the the following equation:
case of scour-able upper soils provided extra reaction
to the grouting force so elevated pressures could be ... (5)
achieved in most cases. The shafts constructed with
no apparent deviations from expected performed 7. Design Procedure
very well with VLR’s around 2.0 or greater. Those
Design procedure has been developed by Mullins et al
with higher upward displacements are a result of
(2006) and revised for Indian condition. For a given
construction method and variation in the subsurface
shaft diameter and embedment length, the method
conditions.
for estimating the unit end bearing of grouted shafts
The project criteria adopted the following method to involves the following steps:
determine the minimum operating pump pressure:
i. Calculate the un-grouted end bearing capacity at
... (2) 5% D displacement, qb Ultimate unit end bearing
capacity as per Eq. 3.
Where, ii. Calculate the average side shear resistance, Fs,
Pg and Pw are the pump and hydrostatic pressures at for the total length of embedded shaft using
the shaft tip level, respectively, and γi and Li are the geotechnical report. Divide the ultimate side
effective unit weight and thickness of each layer (i) shear resistance by the cross-sectional area, A,
above the shaft tip, respectively. λ is an empirical of the shaft to determine the maximum
coefficient for grout resistance, which is a function of anticipated Grout Pressure, GPmax (Maximum
the type of soil material at the shaft tip. For sands, ζ Side shear/tip area) using following equation:
ranges from 1.5 to 3.0.
GPmax = Fs/A[qavπDL/(ΠD2/4 = qavL/D] ... (6)
Reese and O’Neill (1988) showed that the end bearing
capacity of conventional un-grouted shafts could Where,
be expressed as a function of shaft diameter and qav = average unit shear along the length of pile
permissible settlement Therein, the ultimate design
iii. Calculate the GPI as the ratio of the maximum
capacity based on 5% displacement was given by
anticipated grout pressure to the un-grouted unit
qb = 0.057 N ... (3) tip resistance:
where,
GPI = GPmax/qb) ... (7)
qb = ultimate unit end bearing capacity in MPa
Where,
N = uncorrected Standard Penetration Test (SPT)
blow count. qb = ultimate unit end bearing capacity in MPa
At displacements less than 5% D, a reduced capacity iv. Determine TCMgrout using Eq. 5
should be assigned using a Tip Capacity Multiplier v. Establish the maximum permissible service
(TCM) based on the above relationship and the displacement as a percentage of pile diameter,
permissible displacement; at larger displacements i.e., % D.
beyond 5%D even more end bearing can be developed vi. Estimate the grouted unit tip resistance as the
TCM in Eq. (3) provides a convenient curve fit for the product of the tip capacity multiplier using
case of un-grouted Tip. Eq. 5 and the ultimate un-grouted end bearing
capacity
... (4)
‘q grouted = TCM × qb ... (8)
Based on the estimated upper and lower grout pressure 8. CASE STUDY
limits and the required gain in end bearing to meet the A case study has been considered. A pile with 2.5
design safety factor, the design team decided to use a m diameter has been constructed. SPT has been
grout during the design phase of this project, one can conducted every 1.5 m interval. Direct shear,
estimate the gain in end bearing as a function of the tri-axial, bulk density and sieve analysis has been
applied grout pressure and shaft settlement using the tested in the laboratory. Bearing capacity of pile

Technical Paper
determined neglecting 30 m depth of scour zone from Table 1 Capacity of Pile after Base Grouting
total length of pile 130 m.
Allowable Capcity (T) Capcity (T) Grout Pressure
Minimum and Maximum grout pressure has been Settlement Without Group With Group (Mpa)
determined and presented in Annexure 1. (% D) Efficiency Efficiency
0.5 4338 3455 8.45
Minimum and maximum grout pressure ranges vary
from 3.8 MPa to 13.65 MPa. 1 4920 4035 11.4
1.5 5360 4475 13.65
TCM factors for un-grouted base case and grouted
base are calculated and presented in Fig. 1. 2 5725 4840 15.52
3799 2915 No Grout Case
Factor of safety may be reduced based on actual

settlement as mentioned in IS: 2911 Part IV. Factor
of safety may be considered 1.5 for settlement 18 mm
or below and 2 for settlement more than 18 mm and
up to 10% of the diameter. Actual capacity may be
revised after pile load test results and Pile group may
be changed.
From Table 1, it is found that capacity of pile increases
with increasing allowable settlement of pile.
Fig. 1(b) Settlement Vs TCM Curve 8.1 Bi-directional Load Testing
Placement of bi-directional load testing equipment is
From Fig. 1, it is found that TCM is less than 1 for
an important aspect for the success of pile load test.
the case of without base grouting whereas TCM is
Conventional top down load test will be uneconomical
more than 1 for the case of base grouting. Therefore,
and time taking for design capacity more than 500 T.
base grouting is required for improving end bearing
Therefore, bi-directional load testing generally shall
grouting.
be carried out. From Fig. 2, it is found that after base
Predicted End bearing capacity using grouting grouting at 1.5% deflection, end bearing capacity is
is also calculated and presented in Fig. 2. From closed to skin friction. Therefore, it is suggested to
Fig. 2, it is found that at allowable settlement of place bi-directional load testing equipment near to the
1.5% of the diameter, full skin friction has been fully bottom of the pile tip.
mobilized and end bearing is closed to skin friction.
Grout pressure is closed to maximum allowable grout 8.2 Optimization of Pile Design
pressure. Total capacity pile at this case is equal to Total 15 piles are proposed considering without base
two times of end bearing or shaft capacity. grouting for capacity of a single pile 2910 T after group
efficiency factor of 0.67. Rectangular shape pile cap
is considered with cap area 501.5 m2. It is proposed
that base grouting shall be proposed and allowable
settlement will be considered as 1% of D, Diameter
of pile. Capacity for single pile is 4035 T. No of pile
is required 11. Diamond shape pile is considered.
Diameter of pile is 2.5 m with area of 433.5 m2.
Total saving: No of pile saving is 4 Nos+ area of Pile
Cap Area of 68 m2. Pile Cap thickness 2.75 m for
both cases.
M 35 grade Concrete will be used in Pile and Pile cap.
Fig. 2 Predicted End Bearing Capcity using Grout
Concrete saving = 4.91*130*4 + 68*2.75 =
Predicted design capacity for different settlements 2740 Cum. Unit rate = Rs 10000 per Cum.
have been calculated and presented in Table 1. In
this calculation improvement of skin friction is not Concrete saving = 2.7 Crore.
considered and factor of safety is considered as 2.5. Assuming steel saving 400 t

Technical Paper
Cost of steel = 400*60000 = 2.4 Crores ● Base grouting improves the capacity of the pile
Total saving = 5.1 Crores and it reduces number of piles as compared to
un-grouted case.
Extra cost: Base grouting is the extra cost for revised
● Tentative capacity of the pile may be predicted
pile.
for using base grout. The design methodology
It is assumed that base grouting required 7 cum per mentioned in this paper will be used to
pile. Total grout requirement = 77 cum = 80 Cum determine the pile capacity for the case of base
(Say) = 80000 litres grouting
Assuming unit rate of base grout = Rs. 150 per litres ● Total bridge cost may be reduced in the case
Cost = 150*80000 = 1.2 Crores. of base grout. Hence provision of base grout is
economically a viable option.
Net saving for this pier = 3.9 Crores.
● It reduces the base settlement and increases the
9. Summary and Conclusions capacity.
A rational method of predicting the end bearing ● If pile load test is carried out in DPR Stage,
capacity of post grouted shafts tipped in cohesion benefit of base grout may be used in pile design.
less soils has been presented which was based on the Therefore, it is suggested to conduct pile load
performance of full scale grouted shaft load tests. The test in DPR Stage.
approach may be considered for bored cast in-situ pile ● For practical design of pile, Similar Figures
design for the case of pile resting on cohesionless soil. and Table may be developed and used for value
This method incorporates input parameters such as engineering.
the service displacement criteria, the attainable grout
pressure, and the estimated conventional un-grouted References
shaft end bearing. 1. American Association of State Highway and
Transportation Officials (AASHTO.) 1999, LRFD
The actual end bearing capacity, which is predicted Bridge Design Specifications, SI, 1st Ed., Washington,
using Eq. 8 and total capacity will be more than D.C.
two times of end bearing capacity depending on the
2. Dapp, S. D. (1998). “Interviews with Engineers
allowable settlement of the pile in percentage of During Load Testing on the My Thuan Bridge.”
diameter of the pile. Mekong Delta, Vietnam.
As the attainable GPI relies on the side shear capacity 3. Dapp, S. D. (2002). “Pressure Grouting of Drilled
on which the grout pressure can react, the aspect Shafts in Sands,” PhD Dissertation, Univ. of South
ratio (embedment length/diameter) of the drilled Florida, Tampa, Fla.
shafts should be carefully considered in order to 4. Dapp, S., and Mullins, G. (2002). “Pressure Grouting
provide the most cost efficient design. During design Drilled Shaft Tips: Full-Scale Research Investigation
stage, Geotechnical Expert may finalize capacity for Silty and Shelly Sands.” Deep Foundations 2002:
considering base grouting for large diameter and long An International Perspective on Theory, Design,
pile to optimize end bearing capacity in cohesionless Construction, and Performance, Geotechnical Special
soil. Publication No. 116,
The proposed method is useful for Practicing Engineer 5. Mullins, G., and O’Neill, M. (2003). “Pressure
Grouting Drilled Shaft Tips - A Full-Scale Load Test
to determine the pile capacity of bored cast in situ
Program.” Research Rep., Univ. of South Florida,
pile in preparation of Detail Project Report (DPR).
Tampa, Fla.
There is no specific standard in India for capacity
6. Mullins, G., Winters, D., and Dapp, S. (2006).
determination with base grouting and construction
“Predicting end Bearing Capacity of Post Grouted
methodology for base grouting. Therefore, there is
Drilled Shaft in Cohesionless Soils,” ASCE-GI
a need of formulation standard/Special Publication Journal of Geotechnical and Geo-environmental
for Base/Shaft or a combination of base and shaft Engineering, 132 (4), 478-487.
grouting.
7. Reese, L.C., and O Neill, M.W. (1988). “Drilled
However based on present study, following Shafts: Construction and Design”. FHWA, Publication
conclusions may be drawn: No HI-88-042.

Technical Paper
Annexure 1
Step 1 Ref
Ultimate unit end Bearing capacity at bottom of the pile, q b =

Uncorrected N Value at toe level = 100.00
Unit End Bearing = 5.70 Mpa Equ. 3

Step 2
Determination Minimum Grout Pressure

Length of Pile = 130 m
Average Density = 1.94 T/cum
Minimum Grout Pressure = 378.3 T/ sqm
3.8 Mpa (Say)

Step 3
Determination Maximum Predicted Grout Pressure
Length of pile = 130 m
Diameter of Pile = 2.5 m
L/D = 52
Total friction force(T as per geotechnical report Calculation) = 6697 T
Area of Pile 4.91 Sqm
qav = 1364.30 t/sqm
13.64 Mpa
Allowable settlement in term of pile Diameter = 1 %
GP max = 13.6 Mpa
GPI = 2.39
TCM = 2.001
Allowable grout pressure = 11.40 Mpa
End bearing force 5598 T
Total ultimate Capacity = 12295 T
Design Capacity without group effect = 4917.96 T FOS = 2.5
Design Capacity with group effect = 4033.95 T
IRC Technical Committees Meeting Schedule for May, 2018

Date Day Time Name of the Committee
04-05-18 Fri 11.00 AM Maintenance and Rehabilitation Committee (B-8)
12-05-18 Sat 11.00 AM Urban Roads and Streets Committee (H-8)
19-05-18 Sat 11.00 AM Loads and Stresses Committee (B-2)
24-05-18 Thu 11.00 AM Hill Roads & Tunnels Committee (H-10)
Rigid Pavement Committee (H-3)
Foundation, Sub-Structure, Protective Works and Masonry
26-05-18 Sat 11.00 AM
Structures Committee (B-3)
Steel and Composite Structures Committee (B-5)*
*
At Kolkata

Technical Paper
Development of Innovative Tractor-Trailer

for Pot-Hole Repairs on Rural Roads
Mukesh Gupta1 Bhavesh Chaturvedi2
Synopsis
The most commonly used ancient practice for pot hole patching by burning bitumen drums on the road side causing
huge environmental damage is a common sight. For pot hole repair, agencies normally deploy one big static three
wheel roller for compaction accompanied by a truck to carry hand tools and stone aggregates. The burning of
bitumen drums results in overheating of bitumen leading to loss of its volatility and inherent elastic properties and
adversely affects the life of roads and environment due to excessive smoke and affecting the carbon foot print.
The innovative Tractor-Trailer prototype developed by the ILO-PMGSY Rural Roads Project in India fully
addresses the above challenges for rural road repair works in a cost effective manner. It uses environment friendly
cold-mix bitumen emulsion as binder which does not require heating and could be applied round the year including
rainy season. It is fitted with all the required tools and equipment needed for pot hole repairs including compaction.
Such a fully equipped trolley has been developed for the first time for the maintenance of rural roads. It is a
win-win situation wherein the cost of acquiring Tractor-Trailer is about 3-4 times lower than the conventional heavy
equipment (roller, truck, compressor etc). Hence, such a trailer is considered as highly economical and suitable for
small scale contractors at village level and in high rainfall and mountainous areas for effective maintenance of rural
roads.
1. Introduction addresses the above challenges for rural road repair

Maintenance of 3.5 million km of rural roads in India
* works in a cost effective manner. It uses environment
always poses a big challenge for effective service friendly cold-mix bitumen emulsion as binder which
delivery. The most commonly used ancient practice does not require heating and is fitted with all the
of burning bitumen drums on the road side causing required tools and equipment needed for pot hole
huge environmental damage is a common sight. repairs including compaction. Such fully equipped
Tractor-Trailer unit has been developed for the first
In India, the most common practice for pot hole time for maintenance of rural roads. Although, similar
repair is to deploy one big static three wheel roller equipment are available mounted on truck and cost
for compaction accompanied by a truck to carry hand over Rs. 40 Lacs (US$ 62,000).
tools and stone aggregates. The bitumen is normally
It is a win-win situation wherein the cost of acquiring
heated in drums using fire wood. The costs of hiring the
Tractor-Trailer unit is about 3-4 times lower than
above equipment are quite high and the productivity
the conventional heavy equipment (roller, truck,
is low. The burning of bitumen drums results in
compressor etc.) and also the cost of hiring the trailer
overheating of bitumen leading to loss of its volatility
will be about three times cheaper than cost of hiring
and inherent elastic properties and adversely affects conservative conventional equipment (road roller,
the life of roads and environment due to excessive truck, compressor etc.). This Trailer unit is fully
smoke and affecting the carbon foot print. equipped with all tools and equipment including
The innovative Tractor-Trailer prototype developed a walk behind double drum 600 kg vibrating roller
by the ILO-PMGSY Rural Roads Project in India fully and would cost under Rs. 7.5 Lacs (US$ 11,000).
* Ministry of Rural Development. (May, 2007). Rural Roads Development Plan: Vision 2025. Government of India
1
Chief Technical Adviser, ILO-PMGSY Rural Road Project India E-mail: mukesh-c-gupta@hotmail.com
2
ARRMI, ILO-PMGSY Rural Road Project India E-mail: chaturvedi@iloguest.org

Technical Paper
The agriculture tractor for its traction and power ● Using very simple technology and easy to
generation could be hired separately at village level operate and maintain at District level/Village
depending on availability of work. Hence, such a level;
trailer is considered as highly economical and suitable ● Use of Cold-Mix Emulsion does not require
for small scale contractors at village level for effective any heating thus results in cutting of trees and
maintenance of rural roads. reduces environmental pollution.
2. Key Features of the Trailer ● Environment friendly, reduces the carbon foot
The key features of the Trailer unit are: print and can be used round the year including
rainy season in high rainfall areas including
● It is fitted with a tractor driven alternator
mountainous regions.
to generate electricity required for running
● Suitable for developing a cadre of small scale
concrete mixer, air blower, and emulsion sprayer
by coupling it with the agricultural tractor. road maintenance contractors.
● The walk behind double drum 600 kg vibrating ● Toxic fumes produced through overheating of
roller can be pulled up in the Trailer through the bitumen eliminated.
winch mounted on the trailer. ● In this technology, bitumen properties remain
● Provision has been made to lift the emulsion intact and not lost due to overheating resulting
drum to pour it into a 250 litre capacity emulsion in longer life for the pavement.
tank. ● This equipment can also be effectively used
● It is fitted with Air Blower and Emulsion Spray for replenishment of road shoulders including
Gun for pothole patching; compaction using the pedestrian vibrating
● It is fitted with all hand tools, wheel barrow, roller.
road safety cones, first aid kit etc. 4. Way Forward
● The Trailer has space to carry about 1.2 cum of It is observed that big contractors are generally not
stone aggregates. interested in petty road maintenance works. The small
and medium scale contractors often lack appropriate
equipment for pot hole repairs and depend on the
conventional methods using heavy equipment and
causing environmental damage. The newly developed
Tractor-Trailer unit has been successfully tested and is
now ready for further deployment and mainstreaming
in the states.
The ILO-PMGSY Project has already launched
performance based off-carriageway routine
maintenance (PBMC) pilots though Community
Contracting in Uttarakhand, Meghalaya, Himachal
Pradesh and Madhya Pradesh through women led Self
Help Groups (Mahila Mangal Dal). The NRRDA/
3. Advantages of the Usage of SRRDAs may consider expanding the scope of work
Tractor-Trailer using Cold-Mix of these Self Help Groups to undertake pot hole
Emulsion for Pot Hole Repair: repairs using the newly developed Tractor-Trailer unit
● Cost effective – Cost of equipment usage and in a cost effective manner. This approach would not
labour is about 2.5 times cheaper than traditional only facilitate transferring the routine maintenance
methods. During idling period when there is including pot hole repair responsibilities to the
no work with the contractor, the tractor could Panchayati Raj Institutions** but also provide large
be used for agriculture, hiring or any other scale employment for effective maintenance of rural
purpose; roads.
** Ministry of Rural Development ILO-PMGSY Project (January 2016) Strengthening Capacity of Panchayati Raj Institutions:
Managing Maintenance of Rural Roads.

Technical Paper
The rural roads maintenance mainstreaming approach framework and policy guidelines for effective
would encompass the following inter-related tasks: planning, designing and implementation on
● Formulation of a time-bound national plan for mainstreaming of PBMC through Community
mainstreaming PBMC through Community Contracting for maintenance of rural roads.
Contracting in all the states in India. ● At State level, the State Rural Roads
● Mobilizing poor households living along Development Agencies (SRRDA) shall be
the road sides into functionally effective responsible for implementation of the proposed
Community Self Help Groups (SHGs) and their road maintenance initiative in collaboration with
federations. State Rural Livelihood Mission (SLRM), PRIs,
● Enhancing access to their individual bank NGOs and other Civil Society Organizations.
accounts/bank credit and financial, technical ● The NRRDA/SRRDAs may consider
and marketing services developing a cadre of small scale road
● Building capacities of SHGs and skills in the maintenance contractors who could easily be
field of preventive rural roads maintenance trained and deployed to efficiently and cost
including pot hole repairs. effectively undertake the task of pot-hole
repairs including repairing of road shoulders
● Capacity building of state level/district level/
under Routine Maintenance works. The states
block level and village level in the SRRDA,
may also train rural youth who are interested in
State Rural Livelihood Mission (SRLM) and
becoming road maintenance contractors. After
PRIs for effective planning, designing and
successful completion of the training the states
implementation of community based preventive
may assist them to acquire the Tractor-Trailer
rural roads maintenance;
unit on hire-purchase through local banks or
● Building a cadre of Road Maintenance
through National Rural Livelihood Mission.
Community Resource Persons “CRPs” through
preparation of National Skills Development 5. Acknowledgements
Corporation (NSDC) approved National The authors would like to express their gratitude
Occupational Standard (NOS)/Qualification to the Director General, NRRDA for providing an
Pack (QP) for standardized norms and opportunity and continued support to the ILO-PMGSY
standards for CRP Training. This would include Project Team to develop and pilot testing of
development of session plan, training modules Tractor-Trailer unit for pot hole repairs using
and relevant training material including use of emulsions. Thanks are also due to the SRRDA in
newly developed Tractor-Trailing unit using the Uttarakhand State for further pilot testing of this
emulsions. prototype.
● Development of small scale road maintenance
contractors to undertake bituminous pothole References
repairs and other small road improvement 1. Ministry of Rural Development (May, 2007). Rural
works. Roads Development Plan: Vision 2025. Government
● At the national level, the Ministry of Rural of India.
Development may consider providing the 2. Ministry of Rural Development ILO-PMGSY
required technical and professional support to Project (January 2016). Strengthening Capacity of
the states for this initiative. The NRRDA in Panchayati Raj Institutions: Managing Maintenance
consultation with the NRLM and Deendayal of Rural Roads.
Upadhyay Grameen Kaushalya Yojana 3. Ministry of Rural Development – Standard Data
(DDUGKY) may consider formulating broad Book for Rural Roads.

Technical Paper
Traditional Methods - Road Maintenance
The traditional methods use heavy equipment for pot hole repairs are
not cost effective and not environment friendly.
Environmental
pollution through
emission of
dangerous toxic
fumes by burning of
fuel wood & fuel.
By overheating
bitumen binder to
high temperatures
its inherent
properties gets
affected drastically
thus reducing the
pavement life.
Wastages of Binder
& Aggregates in
carrying and heating
at various places.
Conventional use of
big road roller and
truck for pothole
repair is not cost
effective.

Technical Paper
New Innovative and Fully Equipped Tractor – Trailer

Unit For Pot-Hole Repairs on Rural Roads
Pot holes /Patch repair work is scattered and hence requires frequent shifting
of material and equipment leading to increase in cost and time.

Technical Paper
Cost comparison between traditional methods of road repair and using all-in-one
Tractor-Trailer Unit (Analysis of rates for 200 m2 of Pot Hole Repair/day)
Equipment/Labour Requirement Rate of Total Requirement Rate of Total Cost

in Hrs. Hiring in Cost in in Hrs. Hiring in in Rs
Rs per hr. Rs Rs per hr.
Item Traditional Method Using All-In-One Tractor-Trailer
Hiring of Truck 8 Hr. 513 4104 Nil Nil Nil
Hiring of 80-100 KN Static Roller 4.0 Hr 740 2960 Nil Nil Nil
Hiring of Concrete Mixer 0.4/.028 2.5 Hr 360 900 Nil Nil Nil
Cum capacity
Hiring of Air Compressor 210 CFM 2.0 Hr 465 930 Nil Nil Nil
(Cubic Feet per Minute) with tractor
Hiring of Emulsion pressure 2.0 Hr 1600 3200 Nil Nil Nil
Distributor
Hiring of All-In-One Nil Nil Nil 8 Hr 600 4800
Tractor -Trailer
Labour unskilled 16 workdays 350 per 5600 6 workdays 350 per 2100
workday workday
Skilled labour 1 500 per 500 1 workday 500 per 500
workday workday
Total Equipment and Labour cost for 200 m2 18194 7400
Equipment & Labour cost in Rs / m 2
90.97 37.00
Assumptions:
● Both methods use bitumen emulsion as binder.
● Cost of materials for pot-hole repair shall remain the same for both methods as under:
Material Used for Pot hole Repair Traditional Methods Using All-In-One Tractor-Trailer
Crushed Stone aggregate @ 0.27 Cum Required Same amount Required Same amount of
per 10 sq.m. of quantities of quantities of materials
materials shall be shall be required for
Crushed Sand passing 2.36 mm sieve Required required for both Required both categories thus cost
and retained on 180 micron sieve @ categories thus cost involvement shall be
0.06 cum per 10 sq.m. involvement shall equal in both categories
Emulsion for tack coat @ 3kg per Required be equal in both Required
10 sq. m. categories
Emulsion for Premix carpet @ 21.5 kg Required Required
per 10 sq.m.
Emulsion for Seal coat @ 10kg per 10 Required Required
sq.m.
● This analysis has been made for an output of 200 sq.m of pothole repair in conformity with Chapter 15
(Section 1900) of MoRD standard data book***.
*** Ministry of Rural Development – Standard Data Book for Rural Roads.

Technical Paper
A STUDENTS’ TOUR-MODE CHOICE MODEL IN

HYDERABAD CITY : SOME NEW INSIGHTS
Savitha Lukney1 S L N Sarma Sadhu2
Abstract
The travel behaviour of students is an important part of urban transportation studies as has been brought out
by several studies. While several studies have studied the health aspects of the students in relation to the active
transport1, modal shares of students’ travel or the travel behaviour of parents accompanying the children to schools,
few studies have gone in to understanding the interplay between mode choice and spatial location of institutions,
tour characteristics of the students. This study, with the help of a discrete choice model with data collected in a
survey of students of schools and colleges in Hyderabad city, explores their travel behaviour and finds that mode
choice is effected significantly by the travel times and waiting times, the spatial location of the institutions and age
group.
1. Introduction split of the school travel (Burgmanis, 2012; Tetali et

With growing urban population in India, there is also al., 2016), many studies on school travel focus on
a growth in the student population which contributes health and safety of children (Irawan and Sumi, 2011;
significantly to urban travel and needs to be understood Yarlagadda and Srinivasan, 2008) or accompanying
not only for alleviation of congestion near educational adult trips (Ewing et al., 2004; Mackett, 2013; Wets
and Zwerts, 2006).
institutions (Yarlagadda and Srinivasan, 2008), but
also from the health perspective with decreasing During the last two decades school active commute
active transport* in education trips (Irawan and Sumi, has decreased which in turn resulted not only in
2011). However, the existing transportation planning increasing congestion and pollution but also in
considers the school travel as a contributing factor in decreasing children’s physical health (Irawan and
generating trips and does not analyse the underlying Sumi, 2011). As school-going population increases,
factors that influence the travel behaviour (for travel behaviour of students assumes greater
example, RITES (1998) and Wilbur Smith Associates, importance in transportation planning with the
(2008)). This paper explores the travel behaviour of understanding of school travel patterns of children
students with the help of a discrete choice model particularly for alleviating localized congestion near
schools (Yarlagadda and Srinivasan, 2008).
based on a tour-based travel survey conducted in 2017
in Hyderabad city. Ewing et al. (2004) observed that schools located near
residential areas are likely to have walk as a main
2. OVEREVIEW OF TRAVEL BEHAVIOR OF mode of travel and also that larger schools encourage
STUDENTS students from larger areas, which indirectly affect
The relevance of school education in the context the mode choice. Mc Donald (2008) found that the
of transportation needs no emphasis in the light of community schools have the potential to increase
growing number of institutions and school-going walking rates but would require large changes from
population (Government of India, MHRD, 2016) in the current land use, school and transportation planning
country. While some studies have brought out modal practices.
* Active transport generally includes walking and cycling, but also includes human-powered transportation modes such as skating,
skiing, and manual wheelchairs (Frank et al., 2006; Litman, 2003; Sallis et al., 2004)
1
Student, Master of Technology Civil Engineering VNR Vignana Jyothi Institute of Engineering and Technology, Hyderabad,
2
Faculty Member E-mail: savithalukney1234@gmail.com

Technical Paper
In urban India few surveys were carried to understand researchers on how to respond to current and future
the travel behaviour of school children (Muralidharan transport needs of the children (Zwerts et al., 2010).
and Prakash, 2017; Tetali et al., 2016). Larger Sidharthan et al., 2010 suggested that public policy
distances to school were associated with the use of programs, if targeted at the local neighbourhood level
motorised transport (Tetali et al., 2016). Children as opposed to regional scale have greater impact on
living close to schools are likely to walk or cycle. In the use of bicycle and walk modes amongst children.
many Indian cities auto-rickshaw and van are main The past studies emphasize the importance of the
modes preferred by parents for school trips. In urban
study of travel behaviour of students and also show
trip generation scenario, school trips were considered
that there is a need for exploring the link between
as secondary contribution after work trips. Traffic
travel behaviour and spatial location of institutions as
congestion takes place at the entrances of the schools;
between other travel characteristics.
illegal parking of vehicles during peak hours are some
of problems associated due to the haphazard parking 3. METHODOLOGY
of van and auto-rickshaw serving as Intermediate For the purpose of data collection, nine educational
Public Transport (IPT). There is necessity to change institutions in all, four schools and five colleges, as
this present scenario and to find satisfactory solution presented in Table 1, have been selected in Hyderabad
for travel modes of school trips (Dave et al., 2013). city for the conduct of transport survey that was
Children are dependent on their parents and other carried out during the months of Feb-May 2017. The
adults for their safe travel as they are frightened to locations of schools and colleges have been chosen
walk alone (Mackett, 2013). As they get older, they to cover both inner-city institutions as well as those
need to take decisions such as how to cross roads. It located on the periphery of city, as shown in Fig. 1.
is also important for parents and society to balance Students were selected by means of picking their roll
the need for protection of children against the need numbers randomly in the case of school students and
to allow them to develop the independence that they
randomly selecting outside classrooms in the case of
require in later life (Wets and Zwerts, 2006).
college students. Survey data consists of demographic
A study by Burgmanis (2012) identified that car use data which include age, gender, and family size and of
for school trips will decline during the coming years travel data. Since it is difficult to obtain the household
in the city of Riga, Latvia, young people’s walking and income from the students, particularly from small
changes in the structure of population and functional children, house ownership and vehicle ownership have
structure of a city that will affect travel distances to been taken as proxies for economic status. Travel data
school, increasing public transport. represents mode of travel, distance and time, type and
Children do not act independently and their travel duration of tour, as also waiting times, specifically in
behaviour also strongly influences their parents’ case of transit. A tour, for the purpose of survey, is a
travel behaviours. Understanding the thoughts of travel circuit commencing from home to educational
children about their travel and opinions on different institution and ends at home again. In the survey, only
modes of transport may provide important answers for the tour involving travel to school has been collected.
Table 1 List of Schools and Colleges in which travel survey Carried out in Hyderabad
S. No. School/College Sample Size
1 Osmania University Post Graduation College Secunderabad 50
2 Bansilal Balika Vidyalaya, Begum bazaar 52
3 Zilla Parishad High School, Bachupally 38
4 Indian Institute of Chemical Technology Zaheer Memorial High School, Habsiguda 50
5 University college of Engineering, Osmania University Hyderabad 50
6 Nizam College, Abids 10
7 Mallareddy Institute of Technology and science, Maisammaguda 50
8 Valluripalli Nageshwara rao Vignan Jyothi Institute of Engineering and Technology, 50
Bachupally
9 St. George Grammar School, Abids 50
10. Total 400

Technical Paper
Fig. 1 Selected schools and colleges located in Hyderabad city on Google maps
The survey was conducted by personal interview of students, as presented in Table 2. As to the vehicle
the students at the school location. The students have ownership, 22% of the sample data owns no motorized
been selected randomly from the attendance registers vehicles while the rest own at least one motorized
with the cooperation of the teaching staff in case of vehicle which is evident from Table 3. From the table,
school students and by randomly selecting outside the it can be inferred that there one fifths of sample that
classrooms in case of college students. The process has car ownership while overs three fourths of sample
of interviewing was found to be far easier with older that owns at least one two-wheeler. A little more than
students of colleges rather than young school children. half of the sample students own their house while the
A sample survey form which is prepared on the lines rest live in rented house.
of format given by Sadhu (2014) is given at Appendix Table 2 Demographic characteristics of sample data
A. We filled the activity form of a student who goes to on students collected in Hyderabad city
school and then goes out for shopping in the evening
for easy understanding. Gender Age Total
<16 17-25
4. Preliminary ANALYSIS of data Male 82 (21%) 117 (29%) 199 (50%)
The data shows that there is a gender balance and also Female 105 (26%) 96 (24%) 201 (50%)
an approximate balance between school and college Total 187 (47%) 213 (53%) 400 (100%)
Table 3 Indicators of economic status of students surveyed
No Car Ownership Car(s) Owned Grand Total

Own House Rented House Total Own House Rented House Total
Ownership 0 31 (8%) 56 (14%) 87 (22%) 2 (1%) 1 (0%) 3 (1%) 90 (23%)
of 2 Wheeler 1 92 (23%) 115 (29%) 207 (52%) 41 (10%) 11 (3%) 53 (13%) 260 (65%)
Motorized
2 20 (5%) 10 (3%) 30 (8%) 15 (4%) 5 (1%) 20 (5%) 50 (12%)
Vehicles
Grand Total 143 (36%) 181 (45%) 324 (81%) 58 (15%) 17 (4%) 75 (19%) 400 (100%)
The average travel distance of the surveyed sample same for inner-city institutions is 11.2 km which
is 15.5 km and the average travel time is 67 minutes. reflects wide variation. The difference becomes much
The average travel distance of institutions located less accentuated while considering the travel times
on the periphery is found to be 23.8 km while the with average travel time to peripheral institutions

Technical Paper
72 minutes as against 64 minutes for the same for Thus, where Y is the random variable that will be the
inner-city institutions. The average tour distances observed discrete outcome,
are found to be high for motorized travel by public Prob(Y = j) = Prob(U(choice j) > U(choice q) ∀ q ≠ j).
transport being 23.5 km, as compared to motorized
personalized vehicles being 19.5 km. The average The utility functions are then built with characteristics
travel distance for the intermediate paratransit is of the choice alternatives which will be,
5.7 km. The travel distances for the active transport, U(1) = β1′x1 + ε1,
on the other hand are far less at 2.3 km. …….
There is a high variation in distances travelled by U(I) = βi′xi + εi1,
public transport by different students to inner city
institutions while the variation in travel time by public …….
transport is not much to institutions on the periphery U(j) = βj′xj + εj, ... (1)
of city. The average travel time by public transport Assuming that εj and ε1 are random, the probability
to institutions located on the periphery is found to be
that J is chosen will be
only 4.8% higher than that to inner-city institutions.
The differences in average travel times by other Prob(J) = Prob((U(J) > U(I))
modes between travel to institutions located in inner = Prob(βJ′xJ + εJ> βi′xi + εi)
city and to the periphery, on the other hand, is seen to
= Prob(εj – εi< βj′xj – βi1′xi)
be higher - the average travel time of active transport
is 34 minutes lower for the institutions located at the = F(βj′xj – βi′xi), ... (2)
periphery, while average travel times of IPT, MPV Where,
and PT are seen to be 45 minutes, 63 minutes and
F(z) is the cumulative density function (cdf) of the
105 minutes higher for institutions on periphery,
random variable εj - εi. The model is completed and an
respectively. The main reason for this is because
estimator, generally maximum likelihood, is implied
of the hostel facilities provided for the institutions
by an assumption about this probability distribution
located on the periphery of the city.
(Hensher et al. 2005).
4.1 Logit Models
In case of logit models, the probability of an alternative
Logit models function on the basis of random utility mode K being chosen is given by
maximization (RUM) theory. The random utility
framework starts with a structural model, as given by ... (3)
Hensher et al. (2005).
U(choice 1) = f1 (attributes of choice 1, characteristics Where,
of the consumer, ε1),
UK is the utility of mode K.
………
The variable set is presented in Table 4 including
U(choice J) = fJ (attributes of choice J, characteristics dependent and independent variables. Four choices,
of the consumer, εJ), viz. Active Transport (AT), Public Transport (PT),
where, Intermediate Para Transit (IPT) and Motorized
ε1, ..., εJ denote the random elements of the random Personal Vehicle (MPV) comprise the dependent
utility functions The assumption that the choice made variable set. The independent variable set comprises
is alternative j such that of socioeconomic characteristics, tour characteristics
U(choice j) > U(choice q) ∀ q ≠ j. and location variable, as presented in Table 4.
We did not model travel behaviour of school and
The observed outcome variable is then
college students separately because of resemblance
y = the index of the observed choice. of the travel habits, and also for the fact that we are
Prob(Y = j) = Prob(U(choice j) > U(choice q) ∀ q ≠ j). including the binary variable age which segregates
The econometric model that describes the them with students above the age of 17 being college
determination of y is then built around the assumptions students and the lower age group being that of school
about the random elements in the utility functions that students exclusively. This way, we can also capture
endow the model with its stochastic characteristics. the variability to a better extent with larger data.

Technical Paper
Table 4 Variable Set : Students’ mode choice model
Type of Variable Variable Description along with Base Case if any
Mode (Dependent AT Base variable
Variable) PT Public Transport
IPT Intermediate Para-Transit
MPV Motorized Personal Vehicle
Socioeconomic Age <16 years (base) 17 years and above
characteristics Gender Male Female (base)
Motor vehicle ownership Have Doesn’t have(base)
House ownership Own Doesn’t Own(base)
Tour characteristics Travel time Minutes
Waiting time Minutes
Travel cost Rupees
Spatial location Located on periphery or not Periphery Not on periphery (base)
5. Results and discussion Table 5 Goodness of fit parameters of
mode choice model
The software used is NLOGIT 4.0 which is a tailor
made software for transportation related choice Type : Discrete Choice (Multinomial Logit) Model
modelling. The goodness of fit parameters of the
mode choice model are given in Table 5. From the Log likelihood function -307.08
model, the R2 value is 0.39, which is considered R2 0.39
good for a logit model as its equivalent value for a
regression model is about 0.8 (Hensher et al., 2005). R2Adj 0.38
The parameter estimates of the model, along with their χ2 398.39
significances are given in Table 6 and are discussed in
the subsequent paragraphs. Probability [χ2> value] 0.00
Table 6 Students’ mode choice model parameter estimates

Variable Coefficient of Modes
PT MPV IPT
Constant -2.91*** -2.33* 2.36*
Gender, Male=1 -0.54 0.1 -0.53
Female = 0
Age Group, 11 to 16 = 0 1.48*** -0.57 -0.97*
17 and above = 1
Ownership of motor Yes = 1 0.68* 2.97*** 1.66***
vehicle, No = 0
Location of school in periphery = 1 -1.2*** -1.74*** -0.93*
not on periphery = 0
Travel time (Min) -0.89***
Waiting time (Min) -0.1***
Active Transport (AT) is taken as base mode
*** - Significant at 0.01
** - Significant at 0.05
* - Significant at 0.10
Travel times and waiting times have significantly input in laying down stipulation on the distance to
negative impact on the mode choice. As the distance schools to reduce motorized travel to the schools from
increases, the travel time in case of AT increases the perspective of the city to reduce emissions as well
considering the fatigue factor, thus putting it in a as students to reduce obesity problems (Salliset al.,
disadvantageous position. This is an important policy 2004; Frank et al., 2006).

Technical Paper
Motorized vehicle ownership, on the intuitive lines, Affecting Mode Choice. Transp. Res. Rec. J. Transp.
has higher probability of choosing MPV, while it also Res. Board 55–63.
has significantly positive impact on not choosing AT. 4. Frank, L.D., Sallis, J.F., Conway, T.L., Chapman, J.E.,
Saelens, B.E. and Bachman, W., 2006. Many Pathways
Spatial location of institutions also contribute to mode from Land use to Health: Associations between
choice of the students with schools/colleges situated Neighborhood Walk ability and Active Transportation,
on the periphery of the city having significantly Body Mass Index, and Air Quality. Journal of the
negative probability of choosing PT, IPT and MPV. American planning Association, 72(1), pp.75-87.
One of the reasons for this preference of active 5. Government of India, MHRD, 2016. Educational
transport is hostel facility affiliated to the institutions Statistics at a Glance. New Delhi.
located on the city periphery. This finding assumes 6. Hensher, D.A., Rose, J.M., Greene, W.H., 2005. Applied
Choice Analysis: a Primer. Cambridge University Press.
significance in making policies regarding schools
7. Irawan, M.Z., Sumi, T., 2011. Promoting Active
opening on the periphery of cities which increase Transport in Students’ Travel Behavior: a Case from
travel distances encouraging undesirable motorized Yogyakarta (Indonesia). J. Sustain. Dev. 4, 45.
travel but can be attenuated by providing boarding 8. Mackett, R.L., 2013. Children’s Travel Behaviour and
facilities to students. its Health Implications. Transp. Policy 26, 66–72.
9. McDonald, N.C., 2008. Children’s mode Choice for the
Gender does not seem have any significant impact
School Trip: the Role of Distance and School Location
on mode choice, though it shows a feebly positive in Walking to School. Transportation 35, 23–35.
correlation with usage of motorized personal 10. Muralidharan, K., Prakash, N., 2017. Cycling to School:
vehicle in the case of males. Higher age groups have Increasing Secondary School Enrollment for Girls in
significantly high probability of choosing PT while India. Am. Econ. J. Appl. Econ. 9, 321–350.
showing a weak negative correlation with choosing 11. RITES (1998), ‘Traffic and Transportation Policies and
MPV and IPT. This warrants, at the policy level, for Strategies in Urban Areas in India’. Ministry of Urban
Affairs and Employment, Government of India, Final
both planners and researchers, a reassessment of utility
Report.
of public transport as an option for school travel. 12. Sadhu, S.L.N.S. (2014). Travel Demand Estimation
6. Conclusions of Low Income Households in Informal Settlements:
Case Study Delhi (Unpublished Doctoral Dissertation).
The travel behaviour of students is important not only Indian Institute of Technology, Delhi, India.
in the light of growing school-going population, but 13. Sallis, J.F., Frank, L.D., Saelens, B.E. and Kraft, M.K.,
also considering the fact that the habits pertaining to 2004. Active Transportation and Physical Activity:
sustainable transportation imbibed in the formative Opportunities for Collaboration on Transportation and
years of students is very likely to shape the future Public Health Research. Transportation Research Part
travel behaviour of urban areas. Hence, it is incumbent A: Policy and Practice, 38(4), pp.249-268.
on the urban planners to give adequate attention to 14. Sidharthan, R., Bhat, C.R., Pendyala, R.M., Goulias,
K.G., 2010. A Model of Children’s School Travel Mode
formulation of policies in favour active transportation Choice Behavior Accounting for Spatial and Social
and transit for better health and environmental Interaction Effects. Univ. Tex. Austin Dep. Civ. Archit.
sustainability. This paper, with the help of a Environ. Eng.
multinomial logistic model, has come up with some 15. Tetali, S., Edwards, P., Roberts, G.M.I., 2016. How
important findings that are useful to planners in doing do Children Travel to School in Urban India? A
so. Cross-Sectional Study of 5,842 Children in Hyderabad.
BMC Public Health 16, 1099.
7. Acknowledgements 16. Wets, G., Zwerts, E., 2006. Children’s Travel Behavior:
We thank the anonymous reviewers for their World of Difference. Presented at the Transportation
Research Board 85th Annual Meeting.
contribution in improving this document.
17. Wilbur Smith Associates 2008, Study on Traffic and
References Transportation Policies and Strategies in Urban Areas in
1. Burgmanis, G., 2012. Children’s Everyday School India, Ministry of Urban Development, Government of
Travel and Mode Choice in a Post Socialist City: the India, Final Report.
Case of Riga, Latvia. Int. Proc. Econ. Dev. Res. 31, 47– 18. Yarlagadda, A.K., Srinivasan, S., 2008. Modeling
56.
Children’s School Travel Mode and Parental Escort
2. Dave, S., Raykundaliya, D., Shah, S., 2013. Modeling Decisions. Transportation 35, 201–218. https://doi.
Trip Attributes and Feasibility Study of Co-ordinated org/10.1007/s11116-007-9144-6.
Bus for School Trips of Children. Procedia-Soc. Behav. 19. Zwerts, E., Allaert, G., Janssens, D., Wets, G., Witlox,
Sci. 104, 650–659. F., 2010. How Children view their Travel Behaviour: a
3. Ewing, R., Schroeer, W., Greene, W., 2004. School Case Study from Flanders (Belgium). J. Transp. Geogr.
Location and Student Travel Analysis of Factors 18, 702–710.

Technical Paper
Appendix A
Questionnaire of Activity Based Travel Survey of Students
Serial No:___________________________ Surveyor:______________________________________
Date:_______________________________
Name of the school /College: ____________________________________________________________
PART-A
Age: Gender:
Class: Family Size:
Location of Residence: Hobbies:
Vehicle Ownership: Type of Residence:
Bicycle Own
2-Wheeler Rented
4-Wheeler Close Friends at Residence:
Other <5
6-10
> 11
Family:
S. No. Gender Relationship Occupation
1.
2.
3.
4.
5.
6.
Occupation: 1-Employed 2-Unemployed 3-House Wife 4-Student 5-Other 6-child

Is College bus available within 500 mtrs : Yes/No

Technical Paper
PART-B
Mode Personal Shared
Walk
Bicycle
Auto
School bus
City bus
2-Wheeler
4-Wheeler
Other
From To Activity
1. Yoga 2. Games 3. Studying 4. Household Chores, 5. Tv 6. Tution, 7. Cooking, 8. Social network, 9. Sleep
10. Other (Specify)
ACTIVITY:
Time Time Time Time Time
08 35 08 45 16 00 16 15 17 00
M P A 2 M P A 1 M S
D 2.2 L E D 2.2 L H D 2.5
Time Time Time Time Time

17 15 17 45 18 00 23 59
A 3 M S A 1 M A
L SM D 2.5 L H D L
M – Mode; D – Distance; A – Activity; L – Location;
Activity: 1. At Home 2. At College/School 3. Shopping 4. Games 5. Movies 6. Other (Specify)
Mode: Walk (P) Bicycle(Bi) Bus(Bu) 2-Wheeler(S) 4-Wheeler(T) College bus(V) Other (Specify)
Location: Home(H) College/School (E) Playground(G) Shopping mall (SM)Theatre (T) Other(O).
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA - CALL FOR

SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT
DURING THE YEAR 2017-18
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical knowledge
and make Civil Engineers aware about National/International research studies. To propagate importance of
research and make available all research related information under single publication, IRC annually compiles
research reports on Road & Bridge Research works being done in India, from various organisations like,
MORTH, NHAI, CPWD, BRO, NRRDA, IITs, NITs, Engineering Colleges, Contractors, Consultants and
Researchers. With the help of Central Road Research Institute, the compiled data is published by IRC as
“General Report on Road Research Work Done in India” every year.
Organisations concerned with research and development, construction, monitoring and maintenance of
Road & Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested to report the
findings of Research & Development Projects carried out during the year 2017-18 in the relevant Proformae,
which will prove beneficial to the members of the highway profession. The Proformae are available on the
Website of IRC (www.irc.nic.in) and can be downloaded from there. The Reports may please be sent to the
Secretary General, Indian Roads Congress, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi – 110 022
by post or e-mail at: tc.irc@gov.in latest by 25th June, 2018.

Technical Paper
TOWARDS SAFETY OF ROAD USERS
Siddhant Pandey1 I.K. Pandey2
Abstract
Roads were the most important infrastructure since beginning of the civilisation and formed the backbone of
economic development. With economic development and growing trade and commerce need for more road
transport and commensurate infrastructure arisen. To meet the ever increasing demand for road transport, the
number of vehicles and length of road network have increased over the years. The road infrastructure accounts
for 2% of the GDP growth and thus, has a major share in the economy. However, expansion in road network,
vehicles population growth in the country has also resulted in increase in road accidents and fatalities. As per
the recent statistics of the road accidents, road traffic injuries are one of the leading cause of death which is one
of four leading cause of death among the persons of age group of 15-49 years. Such an alarming scenario calls for
introspection and concerted action from all concerned and specially the Civil Engineering fraternity engaged in
Road infrastructure development.
1. Background 1.4 Based on the extant data reporting system

1.1 A comparison of accidents statistics from on the basis of which road accidents statistics have
the year 2005 to 2016, it may be observed that the been prepared by the Ministry of Road Transport
accidents severity (number of persons killed per 100 & Highways (MoRTH), drivers’ fault is the single
accidents) has consistently increased from 21.6% in most important factor responsible for road accidents
2005 to 31.4% in 2016. Number of registered motor (84%). Within the Drivers’ fault category exceeding
vehicles has also gone 2.5 times in the same period. lawful speed accounted for highest share of 66.5%
Total number of fatal accidents has also continuously in 2016 (62.2% in 2015) in accidents and 61% of
increased over the years. About 1.5 lakh of people lost accident deaths. Intake of alcohol and drugs by drivers
their life in road accidents during past every year. accounts for fatalities of 5.1% and total road accidents
for 3.1%. Another reasons for accidents, i.e. talking
1.2 The analysis of road accidents also indicate that
on Mobile Phones accounts for 2000 road accident
a number of persons killed in road crash has increased
deaths during 2016.
by 3.2% over the previous year. National Highways
constitute about 2% of the total road network of India 1.5 Over loaded vehicles accounts for about 12.8%
but these account for 29.6% of total road accidents road accidents. Geographical distribution indicates
and 37.5% of total persons killed and thus road safety that Tamil Nadu has the highest number of road
improvement of National Highways assumes the accidents in the entire country with the percentage
highest priority. share of 14.9%.
1.3 Among the vehicle categories, two wheelers 2. Initiative of Government
account for the higher share in the number of road 2.1 Looking to the road accidents, one of the
accidents (33.8%) followed by car, jeep and taxies major cause of injury and death, Govt. of India has
(25.6%). Further, a study also reveals that out of the taken many initiatives to improve road safety and
total two wheelers riders killed in the road accidents, has approved the National road safety policy which
about 19.3% were reported to be not wearing helmets. outlines measures such as promoting awareness,
1
Freelance Consultant
2
Addl. Director General, Ministry of Road Transport & Highways, Transport Bhawan New Delhi, E-mail: ikp5@hotmail.com

Technical Paper
establishing road safety data base, encouraging safer 2.4 In recent past, MoRTH has taken up mitigations
road infrastructure including application of intelligent measures to improve the road safety. Under the road
transport system and enforcement of safety laws. The engineering measures, Identification and Rectification
policy issues which have greater significance of the of Accident Black Spots, Road Safety Audits,
road injuries is to plan the road designs for safety, installation of Crash Barriers, Road Safety Annual
carry out road safety audits of selected stretches of Plan, Safety Furniture in Road Projects, Assistance
National Highways. High priority has been accorded for Road Safety Engineering works of State Roads
to identification and rectification of black spots on and Training and Capacity building has been taken
National Highways. Around 700 such black spots up.
have been identified for improvement. Threshold of
3. Present State of affair
four laning of National Highways has been reduced
from 15,000 PCU to 10,000 PCU. About 52,000 Km 3.1 However, even after taking up so many measures
of stretch on State Highways has been identified for by the Ministry of Road Transport, there is hardly any
conversion of National Highways. Publicity campaign perceptible enhancement in road safety and there is a
for road safety through electronic and print media, continuous increase in the road accidents and fatalities
tightening of safety standards for vehicles like seat as can be observed on the basis of accident data.
belts, anti-lock braking system is also being done. 3.2 Road accidents involve roads, motor vehicles
2.2 MoRTH has introduced Motor Vehicle as also the human beings, road safety needs to be
Amendment Bill in Lok Sabha in August, 2016 addressed on a holistic basis. It is also recognized
containing various provisions of road safety. The Bill that regardless of jurisdictions, the Central and State
also envisages creation of National Road Safety and Governments have a joint responsibility in reducing
Traffic Management Board, National Road Safety the incidence of road accidents, injuries and fatalities.
policy has been prepared based on the globally The road safety has 4 components i.e. four Es i.e.
accepted multi-prolonged strategy and the safe system Engineering, Enforcement, Education, and Emergency
approach for improving road safety. The highlights care after accident, to save injured in golden hour.
are as follows. 3.3 The reason for such an high accidents
Policy Statements mentions that in order to achieve occurrences lies on many counts however, road
a significant improvement in road safety, the Engineering measure need special attention. The
Government of India is committed to: (i) Raise accident data report highlights various road features
Awareness about Road Safety Issues (ii) Establish a ie sharp curves, steep gradients, uncontrolled junction
Road Safety Information Database (iii) Ensure Safer causing accidents.
Road Infrastructure (iv) Safer Vehicles (v) Safer Being Engineers, we own the responsibility on
Drivers- strengthen the system of driver licensing and Engineering measures ie road design as whenever
training to improve the competence and capability an accident takes place all fingers point to road
of drivers.(vi) Safety of Vulnerable Road Users design only, although the road accident data indicate
(vii) Road Traffic Safety Education and Training otherwise. Engineering need attention at every stage
(viii) Enforcement of Safety Laws (ix) Emergency i.e. Planning, Design, Construction and Operation.
Medical Services for Road Accidents (x) HRD &
4. Planning for safe Road
Research for Road Safety (xi) Strengthening Enabling
Legal, Institutional and Financial Environment for 4.1 To achieve zero tolerance, it would be
Road Safety. advisable to identify the whole network of National
Highway into major categories depending upon
2.3 MoRTH has taken up number of schemes to
spatial distribution of traffic, traffic desire line and
improve road safety as follows
segregating the traffic into two distinct category ie
i) Setting up of Inspection and Certification Centres long distance and short distance and accordingly the
ii) Institute of Training & Research (IDTR) facilities be designed, cutting down accidents, time
iii) National Highways Accident Relief Services and cost of travel. Such an exercise has been done
Scheme while formulating Bharatmala Pariyojana wherein
iv) Publicity Measures and Awareness Campaign Road corridors have been identified under various
for Road Safety category ie Economic/Major Corridors, the Feeder
v) Improving the Road Accident Database. Routes and Internal Feeder Routes and Expressways.

Technical Paper
WHOLE road network of the country need to be reason being over speeding, falling asleep, turning
identified in a scientific manner based on the traffic driving into the blinds, rear-ender, distracted lane,
volume and potential traffic growth on similar lines. loss of control, rolling right turn on red as per an study
All economic corridors should be designed as access by Future Tense, a collaboration among Arizona State
controlled greenfield highways with grade separated University, New America, and Slate and hence control
junctions and ROW provisions for improving upto on over speeding and enforcement of traffic rules must
minimum 8 lanes. The Feeder roads could be designed be given top priority by Enforcing Agencies. In Indian
as partialy excess controlled and provision upto condition also above issues of over speeding etc. are
6 lane. The Internal Feeder road should preferably common, however, road Engineering deficiency can
be constructed along the existing alignment without be addressed to improve the safety.
much acquisition of land and within the existing
ROW. The road stretches where traffic is less than 5. Design of Road features
5000 PCU and not likely to exceed in future beyond 5.1 As far as design of road and road features is
2 lane capacity be developed along the existing concerned, accident data as brought out below brings
alignment as connectivity is more important for these the need of improvement in various features.
roads. The land acquisition for corridor should be 5.2 The accident data given at Table 1 with respect
acquired in the initial stage itself as after development, to carriageway width of single lane, 2 lane, more than
it would be excessively costly besides receiving public 2 lane without median, 4 lane with median and above,
criticism, opposition for additional land acquisition. clearly brings out that single lane and 2 lane are the
4.2 According to World Road Statistics 2016 most vulnerable stretches having highest number of
published by International Road Federation, Geneva, accidents. The widening of road to more than 2 lane
there is lower incidence of death per one lakh brings out a perceptible decrease in road accidents by
population in the developed countries of Austria and more than 70% in traffic accidents and must be given
Canada ranging from 3 to 5 persons per lakh persons priority in planning and construction. Moreover,
as compared to 11 persons per lakh killed in accidents looking to the fact that 4 lane with median increases
in India, which indicates a lot to be done for improving the safety of the Highway, this should be preferred at
the road safety on Indian roads. Further, it need to be the planning stage looking to the fact that threshold
noted that person killed in USA for one lakh population limit of 4 lane has already been reduced to 10,000
is 11 ie equally comparable to Indian figure. The PCU.
Table 1
S. No. Width Total No. of Accident No. of Person Killed

1. Single Lane 1,77,067 (36.8 %) 53,790
2. 2 Lanes 1,90,800 (39.7 %) 54,016
3. Above 2 Lanes without Median 35,290 (7.5 %) 12,731
4. Four Lanes with Median 67,179 (13.90 %) 26,566
5. Above four lane 10,316 (2.10 %) 3,682
Total 480652
5.3 Improvement of sharp curves and steep shoulders with Edge drops and others given below at
gradients Table 2 indicate that the traffic accidents has taken
Category-wise data show that NH network although place at sharp curves followed by steep gradients
accounts for only 2% road network, it has 29.6% which indicate that the focus on road safety must
accident, whereas State highway 25.3% and other give priority to improvement of sharp curves and
roads accounts for 45.1%. This trend is continuing steep grades i.e. plan and profile of the road. Further
since 2005. dressing of shoulders in grade and camber will further
Further, looking to the accident data based on road improve road safety which emphases the need of
features like sharp curves, steep grades, Earthen proper maintenance of shoulders:

Technical Paper
Table 2
S. No. Road Connectivity Total No. of Accident No. of Person Killed

1. Sharp Curve 16,166 (18.1 %) 5,454 (3.34 %)
2. Steep Grade 5,798 (6.5 %) 1,348 (1.2 %)
3. Earthen Shoulder Edge Deep 3,959 (4.4 %) 1,470 (8 %)
4. Others 62,946 (70.8 %) 23,098 (13 %)
5.4 Single lane are most vulnerable and there during the year 2016. The analysis of accident data
are the roads which has poor Geometric i.e. sharp with respect to type of junctions given at Table 3
curves, steep gradient, low sight distance. These also indicate that roundabout are safer as compared to
have low volume of traffic and vehicle speed is also T/Y/Four arm junctions. Further, accident data with
exceeding the design speed causing accidents and
respect to the type of traffic control (Table 4), it is
hence improvement of road feature will drastically
seen that light signals, stop signs, Police controlled
reduce accidents. Since lane length is very large focus
be given only to improve sharp curves, gradients, signs and flashing signals/blinkers has a great role
sight distance, light signals ( solar blinkers) in the in reducing accidents as compared to uncontrolled
first instance, this will drastically reduce accidents. junctions. However, it is surprising to note that police
Length of SH road with SL or Below is 95400 km as control signals has also resulted in accidents in the
compared to total length of SH of 167219 km which range of 11,386 equivalent to those with stop signs or
underlines the need for improvement by concerned blinkers, indicating the need of better police control
State Govt. and enforcement. The uncontrolled junctions has 10
5.5 Improvement of junction times higher incidence of accidents, there is a need
Another major cause of accidents are road junctions to have more light signals/controlled junction and
which accounts for about 37% of total accidents stringent enforcement of law.
Table 3
S. No. Type of Junction Total No. of Accident No. of Person Killed

1. T Junction 63,243 (35.9 %) 19,884 (36.8 %)
2. Y Junction 41,006 (23.3 %) 12,706 (23.5 %)
3. Four 42,829 (24.3 %) 12,342 (22.8 %)
4. Round about 25,612 (14.6 %) 7,771 (14.4 %)
5. Rail Cross 3,314 (1.9 %) 1,326 (2.5 %)
Table 4
S. No. Type of Traffic Control Total No. of Accident No. of Person Killed
1. Light Signal 15,125 4,322
2. Police Control 11,386 3,076
3. Stop Signal 11,221 3,609
4. Flashy 10,009 3,012
4. Uncontrolled 1,28,263 40,900
5.6 Accident data on the road features i.e. Pucca only, which calls for adequate controls on speed.
road, Kutcha road with pot holes and speed breakers This also indicates a need of enhancement in road
given below at Table 5 indicates that the number of safety features, improved junction design with light
accidents are much higher on Pucca roads probably signals/blinkers. Removal of speed breakers must be
because of over speeding and high volume of traffic done and instead rumble strips in 10 to 15 numbers
as against the bad quality of roads with pot holes may be provided to control accidents on Pucca
where accidents are much less in the range of 6,000 roads.

Technical Paper
Table 5
S. No. Type of Road Total No. of Accident No. of Person Killed

1. Pucca Road 3,31,246 1,00,166
2. Katcha Road 44,535 13,532
3. Pol holes 6,424 2,324
4. Speed Breaker 9,583 3,396
5.7 The analysis of accidental data with respect indicating that there is hardly any control on the
to age of the vehicle brings out that that the vehicles speed on new vehicles and better enforcement of law
having an age of less than 10 years resulted in much is needed.
higher accidents as compared to older vehicles
S. No. Age of Vehicle No. of Accident No. of Person Killed

1. Less than 5 Years 1,94,198 50,329
2. 5-10 Years 1,57,370 49,536
3. 10-15 Years 74,149 23,775
4. Above 18 Years 72,982 45,358
5. Age not known 10,598 3,921
6. Construction & Implementation violating the Traffic Rules resulting in accidents, and
6.1 The road engineering must take into account the here only enforcement can bring change in scenario.
aforementioned features on priority which account for 6.3 ITS application may help in informing road
improvement of sharp curves, steep grades, signalized users and controlling traffic. However the system
or controlled junctions preferably grade separated can be installed on priority corridors and urban roads
junctions. Widening of existing single/intermediate on first instance being costly proposition. Further
lane be done depending on traffic volume. As if traffic application has to be supplemented with traffic
volume is less than 5000 PCU, priority be given to control authorities personnel to make it effective and
improvement of Road Geometric rather than widening adequate maintenance fund to make it sustainable.
to 2 lane. If traffic volume suggests widening must 6.4 Road users on two wheeler are the most
be done to more than 2 lane carriageway width or 4 vulnerable contributing 34.8% of total persons killed
lane depending on traffic volume. Road developments in 2016. Fatalities of this category of road users has
be decided in these lines. This will improve safety gone up from 31.5% in 2015 to 34.8% in 2016. In
at a faster pace and it would be possible to achieve this category of road users, about 19% two wheeler
higher targets of making more roads safer in available riders were reported to be not wearing the helmets.
resources. The enforcing agencies need to control on non-helmet
6.2 An analysis of accident data by Road user wearing riders. Government may like to take some
category indicate pedestrians accounts for 10% innovative methods to ensure all the two wheeler
Bicycles 1.7%, two wheelers 34.8% and riders wear helmets for safety. To save two wheelers,
Auto rickshaw 4.7%. This group in total accounts we would suggest instead of putting heavy fine on
for 51.4% which need greater attention by Govt. non-wearing helmets, it would be more effective
and Enforcing Agencies. Engineering measures like that on first instance of violation, in lieu of fine, he
Zebra crossing, signalised/junction need to be done. may be given a good quality helmet and warning and
However, use of Zebra crossing following traffic subsequent default may be dealt as per prevailing
rules has been very poor, pedestrian cross the road rules.
at any location. At crossing, more often we find
7. Implementation and supervision
vehicles crossing the Zebra-line and leaving hardly
of Road project
space for pedestrians to cross. Signals jumping is
very common at junction, not controlled by police. The most of the engineering improvement projects
Although education may help but what is alarming are being taken up in the EPC mode where it is
that educated and well informed Road users also the responsibility of the Contractor to design the

Technical Paper
road with all safety measures taking all precautions as far as possible. Road engineering policy need a
during construction and ensure installation of road focused review and address the challenges at the time
safety furniture in the Highway and ensure safe of planning and design. At present we are focussed
implementation during maintenance period of 4 years. on only two agenda ie 2 lane with Paved Shoulder
Further, the Authority Engineer is also assigned the and if traffic exceeds 10000 PCU make it four-lane.
task of approval of design submitted by the Contractor Forgiving road would envisage constructing gentle
in line with the good engineering practices, keeping in slopes of 1:4 in embankment , installation of crash
view the highest order of road safety. The Contract barriers on embankment exceeding one meter height,
also envisages Road Safety Audits before taking over removing all conflict points by providing grade
the completed work under the EPC contract. There separated junctions, providing entry and exist left
is a greater need for following the specifications in, left out and making the highway closely excess
for designing the road, especially when we have controlled. As these highways are again going to
embarked upon the Mega Project of Bharatmala under cater for 40 to 60% of total passengers traffic and
which 9000 km of economic corridors and 6000 km more than 60% of goods traffic of the country as
of inter corridor & feeder roads, 5000 km of National a whole, it requires highest order of safety to be
Corridor efficiency improvement 800 km expressway ensured. cherished dream of zero tolerance policy
are to be built. Since the economic corridors are of road safety would come true only when all
going to be arterial traffic corridors, these need to be stakeholders take a responsibility to control the
designed following the concept of forgiving roads accidents.
S. No. Type of road Engineering measures Enforcement
1. Urban Road - Remove Speed Breakers 1. Speed controls,
- Improve junction design 2. ensure use of helmet
- Provide light signals/blinkers, and seat belts
- Zebra crossing 3. Control traffic rules
- Fenced median violations
2. Rural Roads other than NHs - Improve sharp curves
- remove speed breakers
- Correct Steep gradients
- Lane marking
- Shoulders draw off rectification
- Installation of crash barriers at hazardous locations/
high embankment greater than 2 m.
- Sign ages for hazardous locations
- Painting of structures and parapets
- Provide minimum earthen shoulders width of 1.5 m on
either side free from utilities, trees etc.
3. National Highways - Geometrics Improvement i.e. removal of sharp curves
and correction of steep grad ie.
- junction design with minimum traffic conflicts points
- Grade separated junction on NH/SH/MDR crossing.
- Blinkers/light signals on all junctions
- Rumble straps on side roads connecting NH/SH with
stop sign ages
- Warning signs
- Shoulders draw off correction
- Lane marking
- Structure painting
- Hazard markers
- Installation of crash barriers
8. Desired line of action it would be more effective that on first instance of

The list could be more exhaustive, however, these violation, in lieu of fine, he may be given a good
minimum Engineering measures would reduce the quality helmet and warning and subsequent Traffic
accidents drastically specially those cause by poor rule violations may be dealt as per prevailing rules.
road design. To save two wheelers, I would suggest Only fine will not have desired effects and these rules
instead of putting heavy fine on non-wearing helmets, be notified on all prominent locations and publicised.

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

MORT&H Circular

Accreditation List
LIST OF IRC ACCREDITED NEW MATERIALS/TECHNIQUES/EQUIPMENT/PRODUCTS

(valid as on 15th April, 2018)
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway
Research Board of Indian Roads Congress (IRC) gives accreditation to patented or new materials/
technologies/equipment, developed in India/abroad. These new materials are evaluated as per recognized
National/International Specifications. Details of various accredited (valid as on 15th April, 2018) new materials/
techniques for being used on trial basis are as under:
S. No. Name of the New Material/Technology/ Usage
Equipment/Product
1 Superthermolay APP Membrane Used for bridge deck waterproofing applications.
2 Geopolymer Concrete Eco-friendly Concrete which replace cement in concrete
3 Secugrid 30/30Q1 Used for base reinforcement of road loading to longer life or
reduction of thickness of aggregate & bitumen layer in pavement
4 CMR Bitplast Waste plastic impregnated and concentrated bitumen tablets for
laying flexible pavements
5 Asian Paints Smart Care APP Polymer Used as a Waterproofing/ damp proofing membrane in horizontal
Modified 4mm Membrane and vertical both directions
6 Asphalto Mastic Bitumen Membrane Waterproofing for bridge deck
7 Treated Drill Cuttings Used as a filler in construction work
8 Barrier System (Ezy Guard SMART) MASH Used to secure the W-beam rail to the Z-Posts, eliminating the
TL3 requirement for blocking pieces and rail stiffening plates
9 Barrier System (Ezy Guard HC) MASH TL4 Used to secure the thrie beam rails to the posts, eliminating the
requirement for blocking/offset pieces and rail stiffening plates
10 KSI Roller Safety Barrier Used for Traffic Island Toll Entrance, Terminal, Intersections, etc
11 Mazaa AC Pipes Used for sewerage and drainage
12 Terraprime Used for waterproofing of soil / stone base of WMM/WBM
13 Zycobond Acrylic co-polymer emulsion for bonding soil particles, used to
resist soil erosion, mitigates dust on dirt roads
14 Terrasil Used for waterproofing the in-situ soil.
15 Tenax 3D Grids Grids for stabilization of main highway and side roads
16 Shaliplast Asphaltomastic Used for bridge deck waterproofing applications
17 SoilCrete Technology for design and construction of pavements
18 ZeoCrete Technology for design and construction of pavements
19 Hyperplas Polyester As waterproofing layer in bridges decks
20 ShaliSeal RSTC Tar base emulsion for enhancing road life by water ingress
21 STRESEAL Stress observing membrane interlayer system for use in flexible
pavements
22 Processed Steel Slag Alternate Aggregate for Flexible Pavements
23 Shalipatch EC For crack repairing concrete and bituminous roads
24 APP Double Layer Membrane Bituseal DR For flyover waterproofing and replacement of mastic wearing
Bridge Deck coat
25 GID Pavement Markers Safety device used on roads
26 Super Seal (PS) Used for sealing of expansion joints
27 Super Shield Bridgeprotek Used for sealing of expansion joints
28 Cold Plastic Road Marking Paint-PERMARK Road marking material
2K
29 Terra firma Soil Stabilizer A cementatious polymer resin based compound (Soil Stabilizer).
30 Median Marker A retro reflective marker offers better visibility and enhances
illumination thereby curbing road accidents frequency
31 Reflective Delineator A retro reflective device offers better visibility and enhances
32 Aluminum Backed Flexible Prismatic A retro reflective sheeting offers better visibility and enhances
Sheeting illumination thereby curbing road accidents frequency

Accreditation List
S. No. Name of the New Material/Technology/ Usage

Equipment/Product
33 Raised Pavement Marker with Twin Molded A retro reflective marker offers better visibility and enhances
Shank illumination thereby curbing road accidents frequency
34 Solar Road Stud A solar based stud offers better visibility and enhances
35 Flexible Median Marker A retro reflective marker offers better visibility and enhances
36 Solar Raised Pavement Marker A solar based marker offers better visibility and enhances
37 Twin Molded Shank Raised Pavement A twin molded shank marker offers better visibility and enhances
Marker illumination thereby curbing road accidents frequency
38 Envirotac A non hazardous, environmental friendly acrylic –based
co-polymer soil stabilizer
39 Terrazyme Soil Stabilizing material used in construction of roads
40 Ecogreen Probase Road System Soil Stabilized Pavement System Technology
41 Dr. Fixit Concrete Guard WB Anti-carbonation protective substance for concrete structures
42 Dr. Fixit Torchshield AP 3160 Bituminous water-proofing membrane for concrete structures
43 Dr. Fixit Torchshield AP 4160 Bituminous water-proofing membrane for concrete structures
44 Portadeck Heavy Duty Composite Access Mats and Floors/Working
Platforms
45 Glass Fibre Reinforced Polymer Composite Corrosion resistant high tensile strength that of steel, electrically,
Rebars thermally non-conductive
46 Evocrete Modifier – Hardening Accelerator Bionic binder for rigid concrete modification
for Modified Rigid Pavements
47 FORTA FI High tensile strength synthetic fibre reinforcement for asphalt
pavement / runway
48 MetaliteHitex Group Thermoplastic High Admixture for mixing in bituminous wearing courses to provide
Friction Surfacing Material skid resistance surface
49 MetaliteHitex Group Linear Crack and Joint Admixture for mixing in bituminous wearing courses to provide
Repair System skid resistance surface
50 MetaliteHitex Group Thermoplastic Type-I Admixture for mixing in bituminous wearing courses to provide
High Friction Surfacing Material skid resistance surface
51 High Pressure Water Mist Systems Highly suitable against fire in road/rail tunnels, underground
facilities, cable tunnels etc.
52 CASS Wire Rope Safety Barrier Highly strong to safeguard the vehicles prone to avoidable road
accidents
53 Impact Attenuators/Crash Cushions Highly strong to safeguard the vehicles prone to avoidable road
accidents
54 360 Degree Tempered Glass Road Studs Highly strong to safeguard the vehicles prone to avoidable road
accidents by channelizing the lane driving during night
55 Automark For use in safety of roads, bridges and structures
56 INSSTAPATTCH For road repairs
57 Asphaltoseal On concrete decks for waterproofing purpose in lieu of mastic
asphalt under BC overlay
58 Processed Steel Slag Alternate Aggregate for Flexible Pavements
59 Nanotac Technology New generation reactive silane technology for water resistant
chemically bonded tack coat
60 NANOADD C1,C2,C3 & NANOFILL For enhancing the performance for bituminous mixtures for road
C1,C2,C3 construction.

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Delhi Postal Registration No dl-sw-17/4194/16-18
under ‘u’ Number u(sw)-12/2016-2018
At Lodi Road, PSO on dated 28.4.2018 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
May, 2018
dl-sw-17/4194/16-18
Indian Highways published on 25 April, 2018
`20/- May, 2018
Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)
smart innovative infra solutions - working towards better tomorrow
About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.
Volume : 46 Number : 5 Total Pages : 68

Sectors
Highways Bridges Waterways Railways Sewage Treatment Plant
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.
Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.
Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.
Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.
Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.
Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.
BOT/Annuity : Including project identification, Detailed Survey, Feasibility

Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in

IRC IH May 2018 For Web

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

IRC IH May 2018 For Web

Hochgeladen von

Copyright:

Verfügbare Formate

Delhi Postal Registration No dl-sw-17/4194/16-18

under ‘u’ Number u(sw)-12/2016-2018

smart innovative infra solutions - working towards better tomorrow

Volume : 46 Number : 5 Total Pages : 68

Highways Bridges Waterways Railways Sewage Treatment Plant

Highways : Including Access Controlled Expressway and upgradation of

Metro-Rail Services : Including design of underground and elevated metro

Traffic & Transportation and intelligent Transport System - Including

Urban Infrastructure Development : Including preparation of Plans,

Water Resources : Including irrigation Flood Control, Ground water

BOT/Annuity : Including project identification, Detailed Survey, Feasibility

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

Printed at: M/s India Offset Press, New Delhi-110 064

INDIAN HIGHWAYS│May 2018 3

DISASTER MITIGATION FOR HIGHWAY ENGINEERS

4 INDIAN HIGHWAYS│May 2018

INDIAN HIGHWAYS│May 2018 5

6 INDIAN HIGHWAYS│May 2018

INDIAN HIGHWAYS│May 2018 7

8 INDIAN HIGHWAYS│May 2018

INDIAN HIGHWAYS│May 2018 9

HIGHLIGHTS OF THE NATIONAL WORKSHOP ON “STANDARDIZATIONS

10 INDIAN HIGHWAYS│May 2018

INDIAN HIGHWAYS│May 2018 11

215th MID-TERM COUNCIL MEETING OF IRC

CSIR-Central Road Research Institute (CSRI-CRRI) is hosting “International Conference on

A poster session will also be arranged during ICOPAC - 2018.

12 INDIAN HIGHWAYS│May 2018

ANALYTICAL DETERMINATION OF CAPACITY OF PILE

Dr. Swapan Kr Bagui1 S.K. Puri2 B.C. Dinesh3 Atasi Das4

1. Introduction transportation and private sector, have utilized base

INDIAN HIGHWAYS│May 2018 13

14 INDIAN HIGHWAYS│May 2018

INDIAN HIGHWAYS│May 2018 15

Factor of safety may be reduced based on actual

16 INDIAN HIGHWAYS│May 2018

INDIAN HIGHWAYS│May 2018 17

IRC Technical Committees Meeting Schedule for May, 2018

18 INDIAN HIGHWAYS│May 2018

Development of Innovative Tractor-Trailer

Mukesh Gupta1 Bhavesh Chaturvedi2

1. Introduction addresses the above challenges for rural road repair

INDIAN HIGHWAYS│May 2018 19

20 INDIAN HIGHWAYS│May 2018

INDIAN HIGHWAYS│May 2018 21

Traditional Methods - Road Maintenance

22 INDIAN HIGHWAYS│May 2018

New Innovative and Fully Equipped Tractor – Trailer

INDIAN HIGHWAYS│May 2018 23

Equipment/Labour Requirement Rate of Total Requirement Rate of Total Cost

24 INDIAN HIGHWAYS│May 2018

A STUDENTS’ TOUR-MODE CHOICE MODEL IN

Savitha Lukney1 S L N Sarma Sadhu2

1. Introduction split of the school travel (Burgmanis, 2012; Tetali et

INDIAN HIGHWAYS│May 2018 25

26 INDIAN HIGHWAYS│May 2018

Table 3 Indicators of economic status of students surveyed

No Car Ownership Car(s) Owned Grand Total

INDIAN HIGHWAYS│May 2018 27

28 INDIAN HIGHWAYS│May 2018

Table 6 Students’ mode choice model parameter estimates

INDIAN HIGHWAYS│May 2018 29

30 INDIAN HIGHWAYS│May 2018

Serial No:_ Surveyor:____________