Академический Документы
Профессиональный Документы
Культура Документы
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. 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 statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the
papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
From the Editor’s Desk
Dear Readers,
The new Companies Act 2013 have prescribed the Corporate Social Responsibility (CSR) concept
which opens up new doors of providing user friendly facilities along the roads. The need is to
channelize the available resources from CSR for such accountable social & environmental causes.
This may also help the sectorial companies to carry out their responsibilities towards people in the
community where they are operating as well as earning their bread & butter.
The new Companies Act 2013, a land mark legislation in itself, mandates the companies with a
net worth of Rs.500 crores or minimum turnover of Rs.1000 crores or net profit of Rs.5 Crore in
a year to spend 2% of the average profit of the last 3 years on CSR. Mainly it is aimed at building
capacity, empowering the community, uplifting the marginalized & weaker sections of the society,
ensuring the inclusive socio economic development, etc. All these causes if broadly seen, fall under
the category of noble tasks. The Indian philosophy has been the supporter and propagator of genesis
of carrying out variety of noble tasks as well as promoting ethical principles while doing business
activities. The CSR has a mandate under the act is to do these charitable noble tasks in the right way,
at the right time and through the right person(s)/organization(s).
The roads, persay, are the most common public facility which is utilized by the people at large. In
addition, it is also the strategic economic infrastructure through which the growth potential of an
area/region can viably be achieved. However, along most of the roads in the country, there is lack of
road side furniture & facilities. This lack of road side furniture and facilities to some extent comes
in the way of optimized utilization of the resources of the region/areas, thereby providing a much
larger opportunity for undertaking CSR sponsored activities.
The road and the CSR sponsored activities have a good scope of mutual synergization of efforts.
Both are required for building a secure future, for tiding over vagaries of global economic scenario
for ensuring a sturdy & sound consumer base and most importantly for building the nation. The way
the roads are not considered as a status symbol, similarly the CSR spending should not be considered
as an status symbol but as a way needed for the survival as well as progression of business. As a large
number of road sector players have diversified business interests, their spending of CSR on road side
furniture facilities may perhaps result into win-win situation for not only to their own enterprise(s)
but also for the government & the public.
There is a need to improve the lives of the people not through freebies but helping them also to stand
on their feet by providing them employment opportunities as well as by providing a more livable
world in a better environment. The spending of CSR on road side furniture infrastructural facilities
provides ample scope to meet the above in a more sustainable way.
The issue of health and hygiene along the roads deserve a renewed attention and such noble projects
having long term good social positive effect may help in boosting social standing of an enterprise
and may also help in creating better goodwill. The road side solar operated waterless toilets may be
one such example and similarly there may be many more activities including that of reduction of
greenhouse gas emission, etc. which can be taken along the roads under CSR.
The onus of the development of our society lies on all of us. It is not the government alone which can
develop the society but all should chip-in their contribution to the extent possible in the development
of the society. As the responsibility goes up many fold in developing countries like ours, effective
contribution under CSR by the business enterprises may go a long way in adding significant movement
to India’s economic & social development, thereby leading to equitable and sustainable growth of
the country.
With CSR becoming mandatory, the need is also to put in place proper utilization system of the huge
amount coming in the shape of CSR contribution. Therefore, innovative CSR activities, processes
as well as good practices to execute CSR initiatives attain strategic importance. Simultaneously,
social impact assessment of the CSR spending may assume major significance in the coming years.
The road sector provides ample scope of utilization of CSR contribution. Proper partnership of the
Govt./private enterprises with apex institutions like Indian Roads Congress, etc. can be forged for
developing road side social infrastructure ensuring healthy & livable atmosphere while simultaneously
avoiding duplication of the governmental efforts. The common pool of resources can be created to
ensure uniformity of process and activities across the country. The sponsored CSR activities in the
road sector may perhaps create the much needed ripple effect.
“Familiarity with books is not knowledge.
One’s entire life is a continuous process of learning”
the locally available soil. Therefore, large volume of among them are Howrah, Rajkot, Agra, Jamnagar,
foundry sand can be used in embankments and sub- Belgaum, Kolhapur, Coimbatur and Hyderabad. A
bases of roads. number of units range from 100 to 700 at different
Significant efforts have been made in recent years to foundry cluster. The foundry produce a wide variety
use foundry sand in civil engineering construction. of castings used in Automobile Industry, Flour Mill
Some of the application areas included highway bases Parts & Components, Electric Motor, Manhole
and retaining structures (Kirk, 1998; Mast and Fox, Covers, Oil engine, Pump sets, Sanitary items, Pipe
1998; Goodhue et al., 2001), landfill liners (Abichou and Pipe fittings, Sugar Machinery etc. Over 9 million
et al., 1998, 2004), asphalt concrete (Javed and Lovell, tonnes of Waste Foundry Sands (WFS) is produced
1995), flow able fill (Bhat and Lovell, 1996), and annually in the United States as aby-product of the
pavement bases (Kleven et al., 2000). Other studies metal casting industry. In India, approximately 2
have shown that the thermal or biological remediation million tonnes of Waste Foundry Sand (WFS) is
of the foundry sands provides an opportunity for their produced annually (Singh and Siddique, 2012). The
land applications (Leidel and Novakowski, 1994; majority of WFS are deposited in restricted or sanitary
Reddi et al., 1996). Existing research has shown that waste landfills. Considerable saving is available to the
foundry sand can be effectively used in geotechnical metal casting industry through the development of
construction due to its comparable properties with reuse applications for their WFS and generators are
sand-bentonite mixtures (Abichou et al., 2004). often willing to provide WFS to a job site at no cost to
the end user. Departments of Transportation (DOTs)
However, limited information exists about the use
as well are facing increased pressure from waste
of foundry sand as a component in base, sub-base or
sub-grade layers of highway pavements. Roadway generators, national associations, state legislatures, and
applications provide an opportunity for high volume an environmentally conscious general public to find
reuse of the excess material. Moreover, the effect of acceptable reuse applications for waste materials in
different factors on the mechanical properties of the transportation construction. Laboratory investigations
sub base or sub-grade layers constructed with foundry indicate that WFS from ferrous foundries can provide
sand need to be evaluated. These factors are mainly the necessary engineering properties for a highway
due to differences in constructional operations (e.g., embankment and bioassay test can be used to screen the
compaction conditions), material homogeneity, and ‘toxicity’ of WFS to prevent a negative environmental
the selection of different materials amended with impact (Edil et al, 2002).
foundry sand. Limited literature is available about
reinforcement of foundry sand and soil mixture with 2 SCOPE AND OBJECTIVES
steel chips.
In the present study, an attempt is made to study how
1.1 Need for Utilization of Foundry Sand foundry sand and steel chips may be effectively utilized
in combination with the soil to get an improved soil
It is estimated around 7000 foundries are operating all material which may be used in various soil structures.
over India with a total casting output of approximately Foundry sand is obtained from Nahan foundry. Locally
3 million tonnes consisting of 2.36 million tonnes of available soil has been used in this experimental
Iron casting 4,00,000 tonnes of steel castings 2,68,000 investigation. Following are the objectives of the
tones of malleable and SG Iron castings and 20,000 present work:
tones of Non ferrous castings. The annual production
is worth of Rs. 10,000 crores. India is one of leading 1. Clay and foundry sand were mixed in
producer of castings in the world. The foundry varying percentages and optimized for
units in India are mostly located in clusters notable maximum dry density.
2. Foundry sand content is varied from 0 to lathe in workshops which are usually wasted as scrap.
40% to optimize its value on maximum The properties of the chips are those of mild steel
dry density and CBR value of suitable (composition having 2% carbon, 1.65% manganese,
clay-foundry sand mixes. 0.6% copper and 0.6% silicon with specific gravity of
7.85 and Young’s modulus E = 2.1 x 105 N/mm2). The
3. The CBR value of the most appropriate
chips are crushed to a maximum size of 6 mm and a
combination of the clay and foundry sand
minimum size of 3 mm to be used as reinforcement in
with varying percentage of steel chips
clay-foundry sand mix.
has been studied at the optimum moisture
content and maximum dry density.
4. The most appropriate composition of the
mix has been worked out on the basis of
maximum dry density and CBR values.
3 ENGINEERING PROPERTIES OF
MATERIALS USED
The soil used in the study was locally available soil
and Foundry Sand (FS) obtained from Nahan (H.P.)
foundry. According to IS soil classification system,
Fig. 1 Particle Size Distribution of Soil, Foundry Sand
the soil was classified as Sandy Clay (SC).
Table 1 Basic Properties of Soil and Foundry Sand 3.1 Method of Testing
Particulars of test Soil FS The laboratory studies were carried out in two
phases:
Specific Gravity
2.66 2.55
IS:2720 (Part 3) 1980 1. Modification of soil with foundry sand
Coefficient of uniformity, Cu - 1.86 in varying percentages of 20%, 30% and
40% by weight.
Coefficient of curvature, Cc - 0.95
IS soil classification SC SP 2. Modification of soil with 20% foundry
Liquid Limit (%) sand for varying steel chip content in
29.0 NP range of 1-4% with increment of 1%; all
IS:2720 (Part V) 1975
the ingredients mixed by weight.
Plastic Limit (%) 19.3 NP
Maximum Dry Density (g/cc) The blending operation was carried out manually and
1.79 1.77 care was taken for uniform mixing as per the procedure
IS:2720 (Part VII) 1980
given in IS:2720 (Part VII). Laboratory tests are
Optimum moisture content,%
12.9 9.5 carried out in accordance with the specification of
IS:2720 (Part VII) 1980
relevant Indian Standards. The laboratory studies
CBR (%) 6.06 16.0
were carried out in two phases:
The particle size distribution curves for the soil In the first phase, the properties like moisture-density
and foundry sand are shown in Fig.1 (IS:2720 relation (IS light compaction) and CBR are evaluated
(Part IV) 1975). for the soil blended with varying percentage of foundry
The steel chips were obtained from mild steel sand. In the second phase of investigation, effect of
chippings produced by metal working operations on steel chip content for the soil blended with 20% of
Fig. 2 shows that the variation of dry density of soil From Fig. 4, it can be seen that the Maximum Dry
with water content for soil, foundry sand and different Density (MDD) is increased initially and then it started
combinations of soil and foundry sand. The maximum decreasing. The MDD was found to be the maximum
dry density is obtained for 80% soil and 20% foundry for 80% soil and 20% foundry sand proportion.
sand combination.
Fig. 3 shows that the value of Optimum Moisture
Content (OMC) decreases with increase in foundry
sand content and then it becomes nearly constant for
increased percentages of foundry sand.
The CBR values for different compositions were cumulative traffic has been decided. The sub-grade
obtained by compaction of mixture at optimum made of composite material has been considered in
moisture content to achieve maximum dry density as the design for cumulative traffic of 1, 5 and 10 msa
per standard Proctor compaction test given in IS:2720 (million standard axles) on the basis of location from
(Part VII) (may be taken as equivalent to 12 passes which soil is collected and traffic range in the region.
of 20 ton dual drum roller for 150 mm compaction The soaked CBR value of soil is 4.2% and CBR
lifts). Figure 8 shows the variation of CBR values value for stabilized composite consisting of 80% soil,
with increased percentage of foundry sand in soil. 20% foundry sand and 3% steel chips is 11.8%.
CBR value is initially increased with increase in IRC specifications for design of sub-grades are
foundry sand content and then it started decreasing. available for 10% soaked CBR value only. Hence,
The maximum CBR value was obtained for 80% soil the soaked CBR of stabilized soil sub-grade has
and 20% foundry sand mixture. The CBR values for been considered as 10% instead of 11.8%. The waste
different percentage of steel chips in 80% soil and 20% materials used with the soil have some basic source
Foundry Sand (FS) were obtained by compacting the cost which is also to be included in the final cost. The
mixture to the maximum dry density and Optimum
cost of steel chips was Rupees 4 per kg and waste
Moisture Content (OMC) corresponding to IS light
foundry sand is available free of cost. Fig. 10 shows
compaction and testing under un-soaked and soaked
the cumulative traffic - pavement thickness variation
conditions. From Fig. 9, it is observed that the value
for soil and soil+waste composite for cumulative
of California Bearing Ratio (CBR) first increases and
traffic 1, 5 and 10 msa. Cost analysis has been
then it starts decreasing with the increase in steel chips
conducted on the basis of Standard Schedule of
content. The maximum value of CBR was obtained
Rates (SSR). Based on the specifications given in
for 3% steel chips content under both soaked and un-
IRC, material costs for wearing coat, base coat, sub-
soaked conditions.
base course and sub-grade were calculated. The cost
of flexible pavement construction per square meter
varies from 806 to 1752 Rupees using soil sub-grade
and from 672 to 1396 Rupees using stabilized soil
sub-grade with cumulative traffic of 1, 5 and 10 msa
as shown in Fig. 11.
2. Abichou, T., Benson, C.H., Edil, T.B., &Tawfiq, K.(2004). 15. Leidel, D.S. & Novakowski M. (1994). Beneficial Sand
Hydraulic Conductivity of Foundry Sands and Their use as Reuse: Making it Work. Modern Casting, 84 (8), 28–31.
Hydraulic Barriers.In: Aydilek, A.H.&Wartman, J. (Eds.),
Recycled Materials in Geotechnics, Geotechnical Special 16. Mast, D.G. & Fox, P.J.(1998). Geotechnical Performance
Publication 127. ASCE, Baltimore, Maryland. of Highway Embankment Constructed using Waste
Foundry Sand. In: Vipulanandan, C. & Elton, D. (Eds.),
3. Bhat, S.T. & Lovell, C.W.(1996). Use of Coal Combustion
Recycled Materials in Geotechnical Applications,
Residues and Waste Foundry Sands in Flowable Fill,
Purdue University-Joint Highway Research Project Geotechnical Special Publication 79. ASCE, Boston, MA,
Report, Federal Highway Administration, Washington, pp. 66–85.
DC, 240 p.
17. Reddi, L.N., Rieck, G.P., Schwab, A.P., Chou, S.T. & Fan,
4. Bureau of Indian Standards (1973).Methods of Tests for L.T.(1996). Stabilization of Phenolics in Foundry Waste
Soil, Part II, Determination of Water Content of Soil, using Cementitious Materials. Journal of Hazardous
IS:2720,B.I.S,New Delhi. Materials 4 (2–3), pp. 89–106.
5. Bureau of Indian Standards (1975), Methods of Tests for 18. Singh, G. & Siddique, R. (2012). Effect of Waste Foundry
Soil, Part IV, Grain Size Analysis, IS 2720, B.I.S, New
Sand (WFS) as Partial Replacement of Sand on the
Delhi.
Strength, UPV and Permeability of Concrete. Construction
6. Bureau of Indian Standards (1975).Methods of Tests for and Building Materials, Vol. 26(1), pp. 416-422.
Soil, Part V, Determination of Liquid Limit and Plastic
Limit. IS:2720, B.I.S, N. Delhi. 19. IRC:37-2001. Guidelines for the Design of Flexible
Pavements. Indian Roads Congress, New Delhi, India.
7. Bureau of Indian Standards (1980). Methods of Tests
for Soil, Part 3/Sec1: Determination of Specific Gravity, __________
IS:2720,B.I.S, New Delhi.
8. Bureau of Indian Standards (1980). Methods of Tests
for Soil, Part VII, Determination of Water Content-
Dry Density Relation using Light Compaction of Soil,
IS:2720, B.I.S, New Delhi.
9. Edil, T.B., Benson, C.H., Bin-Shafique, M.S., Tanyu,
B.F., Kim, W.& Senol, A.(2002). Field Evaluation of
Construction Alternatives for Roadway over Soft Sub-
grade. 81st Annual Meeting, Transportation Research
Board, Washington DC.
10. FIRST (Foundry Sand Facts for Civil Engineers), (2004).
Federal Highway Administration Report FHWA-IF-04-
004, May, 2004.
11. Goodhue, M., Edil, T.B., & Benson, C.H. (2001).
Interaction of Foundry Sand with Geo-Synthetics. Journal
of Geotechnical and Geo-Environmental Engineering,
127 (4), pp. 353–362.
12. Javed, S.& Lovell, C.W.(1995). Uses of Waste Foundry
Sand in Civil Engineering. Transportation Research Board
Record,1486, pp. 109–113.
13. Kirk, P.B. (1998). Field Demonstration of Highway
Embankment Constructed using Waste Foundry Sand.
Ph.D. Dissertation, Purdue University, West Lafayette,
IN, 202 p.
14. Kleven, J.R., Edil, T.B. & Benson, C. H.(2000). Evaluation
of Excess Foundry System Sands for Use as Sub-base
Material. Proceedings of the 79th Annual Meeting,
Transportation Research Board, Washington, DC.
RAP stabilized with bitumen emulsion and foamed a hot mix and in the base layer as a cold mix with
bitumen has been extensively used as a base bitumen emulsion. Details of various laboratory
layer. Details of mix design, construction and investigations are given in the following sections.
post construction behaviour are widely reported
in the available literature (1, 13-17). Laboratory 3.1 Use of RAP in Hot Mix Asphalt
investigation is vital for use of RAP in hot and cold Bitumen from the RAP mixture was extracted by
mixes for the rehabilitation of pavements.
solvent extraction method using trichloroethylene
It is thus clear that both cold as well as hot recycling using the procedure given in ASTM D 2172 (18).
of RAP are possible and research efforts are needed to The bitumen and aggregate were then separated using
maximize its use. a centrifuge and the aggregate was weighed. The
bitumen content in the RAP was found to be 2.65%
3 LABORATORY INVESTIGATION by weight of mix. Complex Modulus, G*, and phase
In the present investigation, RAP was collected from angle of the recovered bitumen were determined by
a National Highway near Rajkot of Gujarat state. The Dynamic Shear Rheometer to grade the bitumen as
RAP aggregate gradation was determined before and per the Superpave Performance Grading (19). The
after the extraction of bitumen by solvent extraction. penetration, softening point and grade of binder of
RAP was proposed to be used in the surface layer as the recovered binder is shown in Table 1.
From the test results of binder as shown in Table 2 Sieve Analysis of Aggregates from RAP after
Table 1, it is clear that the bitumen in the existing Solvent Extraction
bituminous layer is in a highly oxidised state. The Sieve Size, mm % Passing by wt of Aggregates
high temperature Performance Grading (PG) of Extracted from RAP
26.5 100
recovered bitumen was 82 against 64 for the normal
19 75
VG 30 binder. Determination of absolute viscosity
13.2 65
of the hard oxidised bitumen by the conventional 9.5 52
U-tube manometer was difficult and was not done. 4.75 29
The aggregates after extraction of the bitumen were 2.36 17
sieved and the gradation of the RAP material is 1.18 12
given in Table 2. The gradation of the RAP 0.6 10
aggregates falls marginally outside the BC-1 0.3 8
gradation limits for the sieve sizes 19 mm, 4.75 mm 0.15 6
and 1.18 mm. 0.075 5
Aggregates for Bituminous Concrete (BC-1) mix A control mix without RAP having the midpoint
containing 10%, 20%, 30% and 40% RAP and fresh gradation of BC-1 was also prepared for comparing
aggregates were blended and it is found that all the the results of mixes having different proportions of
blends has the gradation lying within the upper and RAP. VG 30 binder is used for preparing the control
lower limits of the gradation of Bituminous Concrete-1
mix. Bitumen extracted from the blend of RAP was
as per MoRTH Specifications, 4th Revision (Fig. 1).
used to determine the complex modulus (G*) and
Hence aggregates were not adjusted to meet to mid
point gradation requirement of BC-1 keeping in mind phase angle (δ) using Dynamic Shear Rheometer
the practical variation in grading. (DSR) as per AASHTO T 315 (20). Effective grade of
the binder obtained by modification of VG 30 by the
hard oxidised binder of the RAP after mixing was also
determined by same method.
The complex modulus (G*) and phase angles (δ) of the
recovered binder from different proportions of RAP
and fresh aggregates are shown in Table 3. Viscosity
of VG30 only is given in the Table since the viscosity
of recovered binder does not give much information
about the state of binder as compared to PG grading
Fig. 1 Gradation of BC Mixes with Different Proportion of RAP system.
Table 3 G* and δ Values of the Binders Recovered from the BC Mixes Containing Different Proportions of RAP
Tests on Marshall specimens containing different and other parameters, important for mix design are
amount of RAP were carried out and the volumetric shown in Table 4.
Optimum binder content of the bituminous concrete for resilient modulus of bituminous mixes is the most
mix with VG 30 bitumen and fresh aggregates was commonly adopted test method for characterizing the
found to be 5.0% by weight of mix. Fresh binder modulus (stiffness) of the bituminous mixes. ASTM
contents in the blend of fresh aggregates and RAP D 4123 (21) procedure was adopted for the resilient
were proportionately decreased keeping the total modulus test using the repeated load Universal
binder content of 5.0% in all the mixes. The RAP and Testing System (UTS) available in the transportation
fresh aggregates were heated separately and mixed at engineering laboratory of IIT Kharagpur. This
about 160ºC. It is seen that the mixes up to 20% RAP apparatus consists of Control and Data Acquisition
using 75 blows Marshall compaction satisfies the air System (CDAS), personal computer and related
void and voids in mineral aggregates requirement. All integrated software.
the samples have the minimum Marshall stability of
9 kN at 60ºC. The effective binder in the mix is stiffer Compressive load with a haversine wave form was
than the fresh binder due to very stiff binder in the applied on Marshall specimens of bituminous mixes.
RAP and the mix with RAP is likely to provide a rut All specimens were conditioned for about 100 cycles
resistant layer. The Air Void (AV) content of 4.2%, prior to data acquisition. The horizontal and vertical
Voids in Mineral Aggregates (VMA) of 13.5% and deformations under pulse loading were recorded. Tests
Voids Filled with Asphalt (VFB) of 68.9% with a were conducted under repeated cyclic stress of fixed
RAP content of 20% appear to be the best option for magnitude with duration of 0.1 s and cyclic duration
application in bituminous construction using standard of 1.0 s. Pulse count of 5 and peak loading force of
plants with lateral entry of RAP. Aggregates may 1000 N were given as additional inputs for the test.
have to be heated to higher temperatures before the The data collected was used to calculate the resilient
cold RAP is added so that the mix has the necessary modulus values of bituminous mix samples. All the
temperature for mixing, laying and compaction. A few tests were carried out at 25ºC.
trials are necessary before full scale implementation.
Aggregates with higher amount of RAP with VG 30 Fig.2 indicates that the modulus increases with
bitumen do not satisfy the mix design requirement. 15 increase in percentage of RAP and then decreases
to 20% RAP is routinely used in asphalt hot mixes in because of poor mix parameter. Mix with 30% RAP
many states of USA. Softer bitumen or rejuvenating has higher modulus but it has higher air void also
agent may have to be added for higher percentage of and it may give a brittle mix with a lower durability
RAP. due to high air void content. The stiff binder formed
due to interaction of oxidised binder in RAP and
3.2 Resilient Modulus of RAP Mixes fresh bitumen during the normal mixing has resulted
Repeated indirect tensile strength test was performed in high modulus values of mixes. However at 40%
on RAP mixes to estimate the resilient modulus value RAP, values decreased due to high percentage of aged
which is the input parameter to a mechanistic–empirical binder that does not contribute towards cohesion and
pavement design. The repeated indirect tension test internal friction of the mix.
Fig. 2 Effect of RAP Content on Resilient Modulus of BC Mixes (c) Effect % RAP in Mix on IRI Value
Fig. 4 Effect of RAP on Performance of Hot Mix
3.3 Likely Performance of Hot Bituminous Mixes
Containing RAP 3.4 Use of RAP in Cold Mix in Bases
An analysis was carried out to predict performance Use of RAP stabilised with bitumen emulsion as cold
mix in base course was also examined and the details
of the pavement containing different proportions of
are described in the following. Since RAP is coated
RAP in hot bituminous concrete using Mechanistic
with oxidised bitumen resulting in relatively smooth
Empirical Pavement Design Guide (23). It was found surface, it is necessary to add fresh aggregates to
that the BC mixes with 20% RAP has the (i) least impart additional angle of internal friction. Soaked
potential for rutting (ii) lowest area of bottom up CBR value of RAP without any fresh aggregates is
cracking and (iii) lowest reduction in International close to 30 which rules out its use as a base course
Roughness Index (IRI) for a given design traffic (24). material or even as granular subbase. The cold RAP
compacted in a Marshall mould does not have any
indirect tensile strength as found by the authors.
The fines in the milled RAP are in the form of
conglomerate bound by oxidised bitumen. It is found
that if 10 to 20 percent crusher dust is added to the
RAP, the grading of the resulting material is close
to the upper limit of Wet Mix Macadam (WMM) of
MoRTH guidelines. TG2 (22) of the South African
guidelines recommend such gradations for use in cold
bituminous stabilised bases provided they meet the
(a) Effect % RAP in Mix on Total Rutting dry and wet minimum strength requirement. While
crusher dust gives internal friction, the bitumen
emulsion provides cohesion to the RAP mix Gradation
of crusher dust is given in Table 5.
Table 5 Gradation of Crusher Dust
Stone Dust Gradation
Sieve Size (mm) Percentage of Passing
13.6 100
4.75 96
2.36 70
0.3 25
(b) Effect % RAP in Mix on Bottom Up Cracking 0.075 20
Fig. 4 shows the upper and lower limits of WMM as samples also at a temperature of 25ºC. The resilient
per MoRTH guidelines as well as two gradations of moduli values are shown in Fig. 5. 10% and 20% RAP
blend of RAP and stone dust considered in the present in the cold mix give almost same moduli at each of the
study. emulsion contents. Long term modulus will only be a
fraction of the above values considering the variability
in construction and possibility of moisture damage.
Effective in-service modulus of cold mixes can be
determined by Falling Weight Deflectometer.
strength with higher amount of stone dust will be than the minimum of 100 kPa recommended for
higher under triaxial condition due to higher angle of Marshall samples soaked for 24 hours.
internal friction. ITS gives only the cohesion behaviour
5. RAP can be completely used when used in both
of the mix. Tri-axial test on bitumen emulsion treated
hot and cold mixes.
RAP sample is desirable to determine contribution
of the angle of internal friction and cohesion to the
shear strength of the treated RAP. High shear strength REFERENCES
materials will undergo lower rutting. 1. Amar Kumar, Kishore., Amaranatha Reddy, M and
Sudhakar Reddy, K (2007) . Investigation of Cold in-
Place Recycled Mixes in India, International Journal of
Pavement Engineering, October.
2. Report- Recycling work of Kolkata Municipal Corporation
Roads using Foamed Bitumen, Transportation Engineering
Section, IIT Kharagpur, 2010.
3. Federal Highway Administration. (2001). Reclaimed
Asphalt Pavement User Guideline: Asphalt Concrete (Hot
Recycling). Web page on the Turner-Fairbanks Highway
Research Center. http://www.tfhrc.gov/hnr20/recycle/
waste/rap132.htm.
4. Ziari, H and Khabiri M.M (2005), Effect of Bitumen and
Fig. 6 Effect of RAP on ITS Values of Base Course Material RAP Content on Resilient Modulus of Asphalt Concrete,
Iran Science and Technology University, Tehran.
5. Cosentino, P.J and Edward Kalajian, E (2003), Developing
5 CONCLUSIONS Specifications for Using Recycled Asphalt Pavement
From the evaluation of RAP mixes with different RAP as Base, Subbase or General Fill Materials, Phase II of
Final Report, Florida Institute of Technology, Gainesville,
and virgin aggregates, the following conclusions can Florida.
be made. 6. Clyne, T.R., Marasteanu, M.O and Arindam Basu, A(2003)
1. Up to 20% of RAP can be routinely used in BC Evaluation of Asphalt Binders Used for Emulsions,
Minnesota Local Road Research Board, University of
and DBM layers with VG30 bitumen. Minnesota.
2. Computation as per MEPDG indicates that 7. Jacobson, T (2001), Cold Recycling of Asphalt Pavement
the BC mixes with 20% RAP considered in - Mix In Plant, Swedish National Road and Transport
Research Institute. Linkoping.
the investigation may give equal or a better
performance than a mix with fresh aggregates 8. Shen, J , Amirkhanian, S and Miller J. A ( 2007). Effects of
Rejuvenating Agents on Superpave Mixtures Containing
and VG30 bitumen from considerations of Reclaimed Asphalt Pavement’, Journal of Materials in
rutting, cracking and International roughness Civil Engineering, Volume 19 , Issue 5,pp 376-384.
index because of higher temperatures in plains 9. Kandhal, P.S. Brown E.R., and Cross, S(1989). Guidelines
of India. for Hot Mix Recycling in State of Georgia’ , Georgia
Department of Transportation’
3. Indirect tensile test indicates that the resilient 10. h t t p : / / w w w. f h w a . d o t . g o v / p u b l i c a t i o n s / r e s e a r c h /
moduli as well as indirect tensile strengths of infrastructure/structures/97148/rap132.cfm
cold mixes are not affected by changing the 11. Epps, J.A., Little, D.N., Holmgreen,R.J., Terrel R.L
percentage of stone dust from 10% to 20% for and Ledbetter W.B (1980). Guidelines for Recycling
3% and 4% bitumen emulsion respectively. Pavement Materials’, Transportation Research Record,
Transportation Research Board, USA.
4. RAP mixes containing 4% bitumen emulsion 12. Asphalt Institute (1986)..Asphalt Hot-Mix Recycling,
have higher resilient moduli as well ITS than for Manual Series No.20, Second Edition, Lexington,
3% bitumen emulsion. All ITS values are higher Kentucky.
13. Kim,Y. and Hosin “David” Lee (2005),’ Development of 19. Zaniewski, J.P. and Pumphrey, M.E. (2004), Evaluation
Mix Design Procedure for Cold In-Place Recycling with of Performance Graded Asphalt Binder Equipment
Foamed Asphalt, Journal of Materials in Civil Engineering, and Testing Protocol, Asphalt Technology Program,
ASCE, Vol 18, Issue 1. Department of Civil and Environmental Engineering,
14. Kim, Y., and Lee, H. (2007). Validation of New Mix West Virginia.
Design Procedure for Cold In-Place Recycling with 20. AASHTO T 315. (2009). Standard Method of Test for
Foamed Asphalt., Journal of Material in Civil Engineering Determining the Rheological Properties of Asphalt Binder
Vol 19(11), ASCE, 1000–1010. Using a Dynamic Shear Rheometer (DSR), American
15. Kim,Y. and Lee H .D (2011). Influence of Reclaimed Association of State Highway and Transportation Officials,
Asphalt Pavement Temperature on Mix Design Process of Washington, DC.
Cold In-Place Recycling Using Foamed Asphalt, Journal 21. ASTM D 4123 (1982), Standard Test Method for Indirect
of Materials in Civil Engineering , Volume 23, Issue 7. Tension Test for Resilient Modulus of Bituminous
16. Kim, Y., Lee, H. D and Heitzman M (2009), Dynamic Mixtures, Annual Book of ASTM Standards, Road and
Modulus and Repeated Load Tests of Cold In-Place Paving Materials, Philadelphia.
Recycling Mixtures Using Foamed Asphalt, Journal of 22. TG 2 (2009),’A guideline for the Design and Construction
Materials in Civil Engineering , Volume 22, Issue 1. of Bitumen Emulsion and Foamed Bitumen Stabilised
17. Fu, P., Jones, D and Harvey, J.T, and Halles F. A(2009), Materials’, Asphalt Academy, CSIR Built Environment,
Pretoria.
‘Investigation of the Curing Mechanism of Foamed
Asphalt Mixes Based on Micromechanics Principles, 23. MEPDG- Guide for Mechanistic- Empirical Pavement
Journal of Materials in Civil Engineering, Volume 21, Design Guide for New and Rehabilitated Pavements
Issue 6. Structures (2004), NCHRP, Transportation Research
Board, USA.
18. ASTM D 2172 (2005) Standard Test Methods for
Quantitative Extraction of Bitumen from Bituminous 24. Kranthi Kumar K (2011). Evaluation of Design Input
Paving Mixtures, ASTM International, 100 Barr Harbor, Parameters for Mechanistic-Empirical Pavement Design,
USA. M. Tech Thesis (Unpublished), IIT Kharagpur.
ABSTRACT Car, Two Wheeler, Auto and Public Transport matrices were
assigned on respective highway and transit networks iteratively
Hyderabad is the capital of the State of Andhra Pradesh. Hyderabad
till the flows on the links stabilize. After each iteration the cost and
Metropolitan Area is the sixth largest metropolitan area in India.
time skims were updated and were used to re-distribute the further
Greater Hyderabad has an estimated metropolitan population
split of trips with respect to different modes. Once convergence
of 10 million, making it an A-1 status city. Hyderabad City is
was reached the transit passenger ridership (Passengers Per Hour
experiencing rapid growth and transportation issues have assumed
Per Direction- PPHPD) figures were extracted on all the major
critical importance.
corridors. The corridors having high PPHPD and satisfy minimum
The main objective of the study is to develop and validate an urban ridership for mass transit operation are selected as the Mass Transit
transport model for the Hyderabad Urban Development Authority Corridors.
(HUDA) area and to identify a Mass Transit corridor using the
software TRANSCAD 5.0.
1 INTRODUCTION
An advantage of Trans CAD is that it fully integrates Geographic
Information System (GIS) and demand modeling capabilities 1.1 General
required for travel demand forecasting. The model focuses on
peak period conditions because these conditions include the Increase in migration to urban areas is a result of
most important recurrent congestion period and tend to guide inadequacies in employment opportunities, education
transportation system design in the urban scenario. Peak period
models provide much more accurate indications of directional
facilities in rural areas and the development of
travel patterns during design conditions than do daily models. employment opportunities in the urban areas. This
Year 2008 is considered as the base year. Transport network for increase and spatial separation between employment
the study area comprising of the road network (major arterial and locations require adequate travel modes/systems
some minor roads) was built. The data was collected through to satisfy the travel needs. This is indicated by the
inventory surveys. The travel demand for the study area was
exponential growth of motor vehicles in various States
estimated in terms of passenger trips by different modes.
of India.
The base year trip end models have been calibrated for total
passenger travel (internal) using the validated peak periods travel Normally cities are provided with bus systems and
patterns and using the planning variables of 2008. some cities have suburban rail system to satisfy the
The Multinomial log it model for mode choice has been calibrated travel needs of the society. The demand for these
by using the disaggregate travel choice data derived from observed modes of travel is always show increasing trends.
modal share (revealed preference) with their respective travel
characteristics (Time and Cost) in the base year.
1.2 Scope
The calibrated models have been used together with projected land
use variables and networks to make the forecasts. The calibrated The main objective of the study is to demonstrate
and validated model along with future planning variables and the transport planning process by developing and
transport networks were used to predict the future travel demand validating an urban transport model to identify Mass
in the study area. Calibrated Trip End models were used to predict
Transit Corridors for the Hyderabad Urban Area. The
the number of trips generated/attracted from/to each of the zones in
the study area. Under each of the land use and network scenarios, scope of the work includes:
* Associate Professor
** Professor Transportation Engineering and Management, Department of Civil Engineering,
BMS College of Engineering, Basavanagudi, Bangalore.
*** Former Postgraduate Students
● Review existing transportation and land- more in the west/south direction of Hyderabad. There
use data and past studies pertaining to the are three National Highways passing through the city.
Study area. They are:
● Collect relevant secondary data required ● NH 9 (connecting Vijayawada in the east
for the Estimation and Projection of and Mumbai in the west),
traffic. ● NH 7 (connecting Hyderabad in south
● Conduct primary traffic surveys such and Nagpur in north) and
as Roadside Interview Survey, Traffic ● NH 202 (connecting Hyderabad to
Volume count, speed and delay survey, Warangal).
limited household survey and road
network inventory survey. Five State Highways namely SH1, SH2, SH4, SH5
and SH6 start from the city centre and diverge radially
● Develop and validate Urban Transport connecting several towns and district headquarters
(Gravity) Model for the Study Area within the State in all directions.
● Estimate directional passenger demand
on the identified transit corridors. 3 TRAFFIC CHARACTERISTICS
● Identify Mass Transit Corridors and Major transportation issue faced is the numerous
Identify different Transit System commuters getting into the central core (MCH area)
Alternatives. from its hinterland through a high capacity radial
network with the low capacity carriageway in the
2 STUDY AREA core area being unable to accept the influx of these
flows leading to traffic constrictions. The major areas
Hyderabad is currently ranked as the sixth of trip attractions are identified for the analysis. Peak
largest urban agglomeration in the country. The hour flow on major travel corridor is more than 9000
Hyderabad Urban Agglomeration (HUA) consists passenger car units. The present average speed is just
of the Municipal Corporation of Hyderabad 12 km per hour and it is still likely to reduce if there
(MCH), 12-peripheral municipalities, Secunderabad is no improvement in the situation. The high volume
Cantonment, Osmania University and other areas. corridors identified based on the surveys.
The total area of HUA is about 778 sq. kms, including
172 sq. kms. under Hyderabad Municipal corporation 3.1 Public Transport System
Area and 419 sq. kms. under 12 Municipalities, and
Public Transport System (PTS) in Hyderabad is
187 sqkms of other areas.
primarily road-based bus transport, until the recent
2.1 Transport Characteristics addition of rail-based Multi Modal Transit System
(MMTS) train services in 2003. The current mode
Hyderabad is experiencing rapid growth and share of public transport in the city of Hyderabad is
transportation issues have assumed critical importance. about 42% of the estimated 71 lakh person trips per
Since the proportionate road length in the HUDA area day. APSRTC buses capture about 98.3% of all the
has been almost static, traffic congestion has increased trips made by public transport whereas MMTS serves
leading to endless transportation gridlocks the remaining 1.7% of commuting passengers. The
total share of public transport is less than 44% against
2.2 Road Network the minimum desired 80%, as per the guidelines issued
Hyderabad has radial and circular form of road by the Ministry of Urban Development, GoI in 1998.
network development. The recent growth trend is Bus Transport.
Currently, the city division of APSRTC has a fleet 3.2 Para Transit
size of 2,800 buses and operates 2,669 schedules per The para-transit operators, mainly in the form of auto-
day, making more than 36,000 trips across the city, rickshaws (3-seater and 7-seater) have mushroomed in
covering 7.1 lakh vehicle kilometers each day. While the recent years to capture the peak hour demand and
the mode split of APSRTC is around 3.5%, the modal are emerging as unhealthy competitors to the APSRTC
split share caters to more than 42%. This is shown in buses. A total of 80,000 auto-rickshaws ply on the city
Fig. 1. roads and cater to an estimated 10% of the 71 lakh
person trips each day. While a proper integration of
para-transit can actually complement the bus system,
this has not happened due to the much unorganized
nature of the sector with too many independent owners
of auto rickshaws. The high degree of maneuverability
of the auto rickshaws and frequent stopping on the
carriageway to serve the passengers have resulted in
the severe problem to smooth flow of road traffic in
the city.
Fig. 1 Vehicle Type and Mode Share 3.3 Multi Modal Transport System (MMTS)
(Source: APSRTC-2001)
The local train operations in the city have been
The fleet size and patronage for the past seven years introduced under the banner of MMTS in a limited
from 1995 to 2001 are given in Table 1. It can be way as a joint venture between GoAP and Ministry
observed that the patronage of buses has remained of Railways (MoR) in 2003. The current network
extends to about 50 kilometers with 26 stations,
stable over the years even though the fleet size is
served by 10 rakes. In spite of the severe demand for
increased over the years. The important reason for
faster public transport modes, MMTS train operates
this could be deteriorating service especially in the very much below the actual carrying capacity and
peak hours and a concomitant proliferation of seven cater to about 35,000 passenger trips per day. This is
seated Para transit modes providing convenient primarily because of very low frequency of about 40 to
accessibility. 80 minutes (headway) between two successive days.
This is primarily because of very low frequency of
Table 1 Fleet and Number of Passengers Carried about 40 to 80 minutes (headway) between two
Year Bus Occupancy No of Passengers successive.
Fleet Rate Carried Per Day
in Millions 4 TRANSPORTATION STUDIES AND
1995-96 2018 74 2.981 ANALYSIS
1996-97 2122 75 3.177 The objective of the primary traffic surveys is to
1997-98 2217 69 3.054 obtain current demand on the transportation network
1998-99 2328 70 3.253 of the city, operating characteristics of the urban
1999-2000 2425 63 3.05 transport systems, socio-economic profile of the
city’s population, and characteristics of various
2000-2001 2480 58 2.872
elements of urban transport. The following surveys
2001-2002 2605 59 3.068
were undertaken to develop/update the traffic and
Average Annual 4.3 0.5 transportation data for the study: Inner and Outer
growth (%) Cordon Survey, Road Side Interview, Speed & Delay,
5 TRIP FREQUENCY
The average trip frequency distribution is as shown
in Fig. 4. Analysis of trip frequency shows that daily peak Hour peak Hour
Road Name peak Hour
trips are more with 50% followed by multiple trips a Vehicles pCu
day and weekly trips having a frequency of 30% and
Bollaram Road 6.00-7.00 2598 2624
10% respectively.
Mumbai Road 1 8.00-9.00 8293 8775
Fig. 5 Purpose Wise Distribution of Trips
Bowenpally Road 5.30-6.30 5646 6633
Chikkadapally Road 4.00-5.00 9988 Table 9745
4 Occupancy Rate
ECIL X Road 4.30-5.30 8904
Vehicle Type12219 Avg. Occupancy
Kaldikali X Road 8.15-9.15 4033
Truck 5646 1.5
Malakpet Road 9.15-10.15 8928
MAV 9480 3.9
Medak Road 8.00-9.00 9410
LCV 10580 1.0
Mumbai Road 2 5.00-6.00 10127
Car 10945 3.2
Osman sagar Road 9.15-10.15 Auto-rikshaw
7472 7406 3.6
Panjagutta Road 8.00-9.00 Two wheelers
10856 9949 1.5
Mumbai Road 3 5.00-6.00 Bus
10127 10945 62
Vijayawada Road 8.00-9.00 10634 11799
Fig. 4 Trip Frequency
8 SPEED AND DELAY SURVEY
11.1 Introduction
A travel Demand model for Hyderabad has been
calibrated for evaluating existing travel conditions
and forecasting future travel demand. The model
analyzes the present and future land use patterns
to estimate the origins and destinations of trips. It
Fig. 6 Framework for Transport Modeling
then assigns these trips to different travel routes and
travel modes based on the type and quality of the Several software programs are available for developing
transportation network. travel demand models. The Hyderabad transport model
has been developed using Trans CAD (a state-of-the- Non-Motorized Transport and Commercial vehicles
art Travel Demand Modeling software). were considered as a Preload.
Where, lines adopted for the study area. Table 7 gives the
comparison of assigned flows with the traffic volume
t = Congested link travel time,
observed on the road. Fig. 8 shows the desire line
t f = Link free-flow travel time, diagram for the study area.
V = Link volume, Table 6 Summary of Estimated Base Year
C = Link capacity, (2008, Peak Hour Travel Demand
Table 8 Traffic Characteristics collated from the base year mode-wise matrices in the
form of total trips produced from and attracted to the
85 internal zones during peak period.
The zonal planning variables i.e. population and
employment of base year (2008) were used to generate
the trip end models using Multiple Regression Analysis.
In order to understand the capability of these variables
in explaining the travel pattern, first a correlation
matrix between independent (zonal planning variables)
and dependent (trip ends) variables was prepared. It
was observed from the matrix that total employment
was significantly correlated to trip attractions, while
the zonal population has high correlation with trip
The volume to capacity ratio for the selected corridors, production.
average journey speed and the passengers per hour per On the basis of goodness of fit as represented by the
direction (all modes) are presented in Table 9. R2 values, F-test values, and t-test values were tested
for their significance and found to be significant at the
Table 9 Traffic Characteristics of the
Selected Corridors desired confidence.
Fi–j = aCbi–j e–cCi-j ... 2
Sl. No. Corridor PPHPD V/C Speed
(kmph) Where,
1 BHEL to Kukatpally 38515 1.9 18 a, b and c are the calibration function and C’ is
2 Kukatpally to Koti 75320 1.8 21 the generalized cost of travel between zones.
3 Nehru zoological park 41665 1.4 22
The parameters for the deterrence function, an
road to Koti
empirically derived travel time factor which expresses
4 Koti to Secunderabad 60067 1.1 18 the average area-wide effect of spatial separation on
Railway station
trip interchange between zones i and j were calibrated.
5 Narayanaguda to 54835 1.06 26 It was found that the combined Gamma function fitted
Tarnaka
best forthe study area. The calibrated parameters
6 Panjagutta to 66480 1.2 22 for the deterrence function (Gamma Function) are
Mehdipatnam
provided in the Table 10 below.
7 Tank bund road 76330 1.63 19
Table 10 Calibrated Parameters for Deterrence
Function
16 CALIBRATION
a b c
16.1 Trip Generation 1.4357 -0.7282 0.0557
Mode-wise trips, the total trips by all modes were
modeled. Therefore, in order to forecast the total 17 MODE CHOICE
volume of trips in future more reliably, the base year A multinomial mode choice model of the form shown
mode-wise trips were combined together and total below is calibrated in order to split the trips among
trips by all modes were modeled using the planning the modes, public transport, car, and two-wheeler
variables. The total trip ends of the peak period were and auto rickshaw. The public transport assignment
module shall achieve the modal split among the 18 TRAVEL DEMAND FORECAST
public-transport modes i.e., Bus, and Rail. Utility
The strategic Urban Travel Demand Model
functions (VM) for each mode were calibrated using
developed under this study is used to predict the travel
the disaggregate person trip and mode choice data
patterns and modal shares in the horizon year i.e.
derived from the observed o-d, travel time and travel
cost for each individual. 2031 under respective land-use and transport network
scenarios.
VM = α TTM + βTCM ... 3
Trip End models have been used to predict the number
Where,
of trips generated from and attracted to each of the
TTM - Travel Time by Mode M zones in the study area. Projected trip ends along with
TCM - Travel Cost by Mode M the network options in the future were provided as
inputs to the distribution and modal split models to
α and β are modal calibration parameters
arrive at future trip matrices for Car, Two Wheeler,
The information on the alternate modes, i.e., travel Auto-rickshaw and Public Transport.
time and travel cost, available to user, was generated
from the time and cost skims obtained in public 18.1 Horizon Year Land-Use Scenario
transport and highway assignment procedures. The
calibrated parameters are given in Table 11. The projected population and employment for 2011,
2021 and 2031 were used for estimating trip ends
Table 11 Calibrated Mode Choice Parameters in the corresponding years. The population and
Mode α β employment projections are given in Table 13 and
Two Wheeler 0.028827 -0.039631 Table 14 respectively.
Car -0.007659 -00011820 Table 13 Projected Employment in the Study Area
Auto 0.008080 -0.0059658
Name of the Projected Employment in the
Public 0.013137 0.046076
Area Study Area (Lahks)
Transport
2007 2011 2021 2031
17.1 Validation- Average Trip Length HUDA 27.696 28.775 40.941 55.123
To assure the reliability of the model, the average trip
Table 14 Projected Employment in the Study Area
length by mode from the model is compared with the
results obtained from the Household interview survey. Name of the Projected Employment in the
It was observed that the average trip length from the Area Study Area (Lahks)
model is closely matching with House hold interview 2007 2011 2021 2031
survey. Table 12 presents the comparison of average
HUDA 74.028 76.912 102.085 120.928
trip length obtained from the model and the House
Hold Survey.
19 TRAFFIC FORECAST UNDER DO-
Table 12 Mode wise Trip Length
NOTHING SCENARIO
Mode Model Household Survey The summary of the projected peak hour passenger
PV 9.34 9.01 travel demand in the study area and the corresponding
PT 11.40 10.98 modal share are given in Table 15.
The numbers are based on the normal scenario and ● The mode-wise average trip length from the
indicate that a mass transit system facility is needed. model is compared with theresults obtained
However, with a policy intervention, according due from the Household Interview Survey in order
allocation of anticipated trips with a greater share for to assure the reliability of the model. It was
mass transport modes as suggested in the National observed that the average trip length from the
urban transport Policy, the PPHPD on the identified model is closely matching with House hold
corridorsare estimated as shown in the Table 18. interview survey.
● Traffic Characteristics such as PPHPD, V/C
20 DISCUSSION AND CONCLUSION ratio and Speed (kmph) of major road network
20.1 Discussion for the base year (2008) and the horizon year
(2031) are presented.
● By the year 2031 Hyderabad city is projected
to have a population of about 12.1 million with ● The summary of the projected peak hour
employment of 5.5 million. This translates into passenger travel demand in the study area
a travel demand of approximately 12.37 lakhs and the corresponding modal share is given in
trips during peak hours of the day. Table 15.
● It is observed that Two Wheelers contributes ● The current public transport captures about
about 30% followed by Auto rickshaws with 50% of the total trips. Whereas in the horizon
19% and Cars with 17% during peak hour. year 2031 public transport captures about 32%
of the total trips. This is due to the increase of
● V/C ratio on all the major roads in Hyderabad
private vehicle trips (Cars and Two Wheelers).
City exceeds 1.0 indicating traffic congestion,
low speed and high delays. The average network ● In the absence of a mass transport system
speed in the base year (2008) and Horizon traffic congestion and mobility will continue to
Year (2031) under the Do-Nothing Scenario is deteriorate over the years.
19kmph and 10kmph respectively. ● The identified Mass Transit Corridors are shown
● The analysis of the Household Interview Survey in Table 3. The ridership forecast in terms of
indicates that average family size of Hyderabad PPHPD is presented in Table 18.
City is 3.25, the overall Per Capita Trip Rate
Following conclusions can be drawn from
(PCTR) is 0.963 and the motorized Per Capita
discussions:
Trip Rate (PCTR) is 0.827.
● The comparison of assigned flows with the i. The calibrated Urban Travel Demand
traffic volume observed on selected road and Model can be used to predict the traffic
difference in vehicle-wise PCU at the screenline and transport supplies in the horizon
was observed to be within the acceptable range years in the study area.
of ± 15%. ii. Thereexist a linear relationship between
● There exist a linear relationship between Population and Trip Production and Trip
Population and Trip Production and Trip Attraction. Hence there exist reasonably
Attraction. The co-efficient of correlation R2 good correlation between dependent and
value was found to be 0.629 for Trip Production independent variables.
and 0.538 for Trip Attraction. iii. Calibrated Trip End Models can be used
● The base desire lines connecting the origin for forecasting the travel characteristics
points with the destinations are shown in Fig.8. in the study area as well as to understand
The widths of these desire lines are proportional the impact of any proposed improvements
to the number of trips in both the directions and Mass Transit System in the study
during the peak hour. area.
iv. The maximum Peak Passenger Hourly 5. Papacostas, C.S. and Prevedouros, (2001), “Transportation
Volume Per Direction (PPHPD) on the Engineering and Planning”, University of Hawaii, Third
Edition, Prentice Hall.
identified transit corridors is in the range 6. Edward A. Beimborn, (2006), “Inside the Black box,
model with Table 3 it can be concluded of Making Transportation Models Work for Livable
30,000 to 80,000. Hence by comparing the Communities”, Center for Urban Transportation Studies
PPHPD obtained from travel demand that University of Wisconsin-Milwaukee, June.
7. Prem Pangotra and Somesh Sharma, (2006), “Modeling
all the seven identified transit corridors Travel Demand for Metropolitan City”, http://www.
warrant a Mass Transit System. iimahd.ernet.in/assets/snippets/workingpaperpdf/2006-
03-06pangotra.pdf.
REFERENCES 8. Markus Friedrich, (2004), “Prospects of Transportation
1. Kadiyali L.R, (2002), ”Traffic Engineering and Transport Modelling”, Proceedings of 2nd International Symposium
Planning”, Third Edition, Khanna Publishers, New Delhi. Networks for Mobility, Stuttgart, University Stuttgart.
2. Khanna S.K. and Justo C.E.G, (2007) “Highway 9. Chandra R. Bhatet al, (2007), “Passenger Travel Demand
Engineering”, Eight Edition, Nem Chand & Bros, Forecasting”, A1C02: Committee on Passenger Travel
Roorkee. Demand Forecasting, TRB.
10. City Development Plan, Jawaharlal Nehru National
3. Syed Anisuddin, (1998), “Mass Transit System Planning
Urban Renewal Mission (JNNURM), (2006), Municipal
And Scheduling For An Identified Corridor Incorporating Corporation of Hyderabad.
On-Line Congestion Effects Through Optimization
11. Wilbur Smith Associates, (2008), “Study on Traffic and
Techniques”, October, Department of Civil Engineering, Transportation Policies and Strategies in Urban Areas in
Regional Engineering College, Warangal, (Un Published India”, Ministry of Urban Development –India.
PhD Thisis).
12. Wilbur Smith Associates, (2007) “Comprehensive Traffic
4. John Bates, (2008), “History of Demand Modelling”, and Transportation Study for the Town of Nellore”,
Handbook of Transport Modelling, Vol.1, Elsevier. Andhra Pradesh Urban Services for the Poor (APUSP).
is already evident. A maximization of alternate Pradesh in India. It seeks to study the suitability of
sustainable materials as partial replacement of using moorum and local Ganga sand by part replacing
conventional crushed aggregates would play a vital the stone dust proportion of conventional Wet Mix
role not only in achieving the quantity requirements for Macadam (WMM) mix as per the specifications set
speedy construction, but also significant improvements out in the Ministry of Road Transport and Highways
in quality and economy under sustained scientific (MoRT&H), IV Revision, envisaging comparable
innovations. The demand for construction aggregates material quality and overall reduction in construction
in India was 1.1 billion metric tons in 2006, making cost. Secondly, Ordinary Portland Cement (OPC) was
the country the third biggest aggregates market in used as stabilizer with moorum in proportions varying
the Asia-Pacific region and fourth largest market from 3% to 9% to study its suitability as WMM
in the world after China, the US and Japan (www. layer.
freedoniagroup.com, 2007). Considering the highway
sector alone, about 15,000 tonnes of aggregates are 2 MATERIALS USED
required per kilometer (www.equipmentIndia.com).
2.1 Moorum
Moorum is fragmented weathered rock naturally
occurring with varying proportions of silt and clay. It Moorum was collected from Sukrut in Sonebhadhra
is considered as a low grade marginal material for road district of Uttar Pradesh. This quarry is located at a
construction by codes. It has generally low bearing distance of about 40 km from Varanasi on Varanasi-
capacity and high water absorption value in comparison Shaktinagar road. Its physical properties are shown in
to conventional aggregates. It finds application in the Table 1.
construction of Water Bound Macadam as binders at
Table 1 Physical Properties of Moorum
such locations where the same is abundantly available
in short hauling distances. Quality of moorum varies Physical Properties Results
significantly from one location to another in terms Aggregate crushing value, % 28.0
of its crushing and impact value, grain size, clay Aggregate impact value, % 27.0
and deleterious content. Its application in Wet Mix Specific gravity (IS:2720, Part-3)
Macadam (WMM) unbound base course becomes a 20 mm 2.617
matter of study for its eventual use. 10 mm 2.620
Secondly, stone dust is gradually becoming costlier Water absorption (IS:2720, Part-2), %
20 mm 2.890
due to consistent rise in its demand. Its application is
10 mm 3.896
necessary to achieve the desired gradation of WMM
Ten percent fines value (BS:812, Part-111), kN 56
as per MoRT&H (IV Revision). Several attempts have
been made earlier to substitute or partially replace the Liquid limit (IS:2720, Part-5), % 35
same with other similar type of material. Local sand Plastic limit (IS:2720, Part-5), % 25
is also a fine material and studies are necessary to Plasticity index (IS:2720, Part-5), % 10
determine its potential for replacing stone dust. Maximum dry density (IS:2720, Part-8), g/cc 2.1
The present laboratory investigation was conducted Optimum moisture content (IS:2720, Part-8), % 8.05
with a view to evaluate Ganga sand and moorum Coefficient of permeability (k) (IS:2720, Part-17), 1.24x10–3
cm/sec
being abundantly available and cheap local material
in and around Varanasi district of the state of Uttar California bearing ratio (IS:2720, Part-16), % 40
Three set of moulds were prepared for each mix were proportioned in a manner that their combined
designation for Proctor’s test, permeability test, CBR gradations were close to the mid-gradation. Efforts
and UCC tests. The tests were conducted as per the were also made to incorporate Ganga sand and
relevant standard specifications in the laboratory. For moorum to the maximum extent possible in the mix.
mix designations M1, M2, M3 and M4 the specimen
The results are shown in Table 5 and their gradation
were cast at respective OMC and tested. For mix
envelope is shown in Fig. 1. The referral mix M1
designations M5, M6 and M7 the specimen were cast
mostly follows the mid gradation of the grading limits.
at OMC and left 7 days for curing prior to test. Curing
The same trend was observed for mix designations
was done to complete the stabilizing action of OPC by
M2 and M3 wherein the stone dust proportion was
placing the specimen in humid curing chamber.
partially replaced by Ganga sand and moorum
4 RESULTS AND DISCUSSIONS respectively. Combined gradation of mix designation
M2 utilising 20% Ganga sand and 8% stone dust was
4.1 Grain Size of WMM Mixes arguably closer to the mid-gradation as compared to
Grain size analysis of WMM mixes were evaluated the referral mix (M1). Mix designation M3 using 20%
with respect to the gradations specified in Section moorum and 8% stone dust had combined gradation
406 of MoRT&H (IV Revision). All the mixes marginally coarser than the referral mix (M1).
Table 5 Achieved Gradations of WMM Mixes with Respect to MoRT&H, IV Revision, (% Passing)
IS Sieve Gradation M1 M2 M3 M4 M5 M6 M7
(mm) Limits
53 100 100 100 100 100 100 100 100
45 95-100 98.96 98.96 98.96 100 100 100 100
22.4 60-80 76.00 76.00 76.00 95.0 95.0 95.0 95.0
11.2 40-60 54.56 57.04 54.56 67.7 67.7 67.7 67.7
4.75 25-40 27.80 26.95 27.95 27.8 27.8 27.8 27.8
2.36 15-30 21.64 24.31 19.49 18.6 18.6 18.6 18.6
0.6 8-22 14.22 17.95 11.19 10.1 10.1 10.1 10.1
0.075 0-8 0.89 1.32 0.79 0.80 0.80 0.80 0.80
Fig. 1 Grain Size Distribution of WMM Mix Designations Fig. 2 MDD and OMC of WMM Mix Designations
WMM mix utilizing moorum alone (M4), and moorum Increase in dry density of mixes M5, M6 & M7 as
in combination with OPC in mix designation M5, M6 compared to M4 is due to the stabilizing action of OPC.
and M7, had particles assertively finer than the upper OPC is likely to act as pore filler as well as hydration
limit of gradation limits within sieve sizes of 22.4 mm reaction initiator. Pore filling leads to higher surface
and 11.2 mm. The same mixes were however within area and subsequently more moisture, and hydration
their gradation limits between sieve sizes of 4.75 mm itself leads to consumption of water. For these reasons,
and 0.075 mm, but were close to the lower side of the OMC of the mix would be higher.
control limits.
4.3 Permeability Test
Laboratory tests had already indicated that the Fig. 3 shows that coefficient of permeability (k)
aggregate impact value and crushing value of moorum values for M1 to M5 ranges from 8.45 x 10-3 cm/sec
were less than 30%. This material has ten percent fines to 1.05 x 10-4 cm/sec. For mix designations M6 &
value of more than 50 kN. M7, the specimens could not be fully saturated and
therefore, their coefficients of permeability values
4.2 Proctor Test
were not ascertained.
Fig. 2 shows that maximum dry density of 2.28g/
cc was offered by referral mix M1 followed by M2
(2.265 g/cc), M3 (2.260 g/cc) and M4 (2.075 g/cc).
This shows that maximum dry density decreases
after incorporation of Ganga sand or moorum while
the optimum moisture increases. For mixes utilizing
moorum and OPC as stabilizer (M5, M6 & M7),
significant increase of dry density and OMC were
observed with the increase in OPC proportion in
comparison to 100% moorum mix (M4).
Decrease in dry density due to incorporation of Ganga
sand (M2) and moorum (M3) with respect to referral
Fig. 3 Coefficient of Permeability of WMM Mix Designations
mix is attributed to the lower unit weight of sand and
moorum in comparison to crushed stone aggregates In general, WMM mixtures may have coefficient of
permeability in the range of 10-3 cm/sec to 10-4 cm/sec
and higher moisture content is due to increase in depending upon particle shape, sizes and type of aggregates
surface area of matrix contributed by finer particles of used. In the present case, mix designations M1, M2, M3,
Ganga sand and moorum. M4 and M5 have attained sufficient level of permeability to
function as WMM layer. The permeability levels achieved shown in Fig. 5. Load was applied uniaxially until failure
by them may be termed as medium to high. A permeable of the specimen as shown in Fig. 6. This test provides a
WMM layer would facilitate drainage of moisture from good assessment of the shearing strength of cohesive
upper layers of pavement and shoulder side-ways to the soils. Its application in granular soils is somewhat limited,
Granular Sub-Base (GSB) which functions as drainage nevertheless, it does provide a good supplementary test as
layer. compared to other complex strength tests. The test shows
that the failure cracks were generated from top of the
4.4 CBR Test
specimen. The unconfined compressive strength increases
Fig. 4 shows the CBR values of all 7 mix designations. monotonically for mix designations M5, M6 and M7. This
M4 having 100% moorum has lowest CBR value of 40% test has also confirmed the results of the CBR test in terms
followed by M3 when compared with the referral mix. of OPC being an effective stabilizer to moorum.
Mix designation M2 replacing 20% stone dust with Ganga 4.6 Cost Comparison
sand has CBR value of 169% which is about 4 times higher
For analysis of rates, the cost involvement of materials only
than that of the referral mix. This may be on account of
was considered excluding cost of labour and machineries.
better void filling rendered by Ganga sand in WMM matrix
The unit rates for different items were taken from Uttar
as compared to stone dust.
Pradesh Schedule of Rates for Varanasi. The percentage
Mix designation M3 has also maintained the same level saving of cost for mix designations M2 to M6 with respect
of replacement of 20% stone dust with moorum and has to referral mix are shown in Table 6. Based on this analysis,
CBR value of 94% which is lower than the referral mix. mix designation M2 would be cheaper by 37% while mixes
This was possibly due to excess of coarser material in the M5 to M7 would be cheaper by 62 to 84%.
matrix that was deficient in finer particles. Obviously, the
gradation of moorum and stone dust do not compare well
for inter-substitution, while the same was possible with
Ganga sand.
Mix designations M5 (3% OPC), M6 (6% OPC) and M7
(9% OPC) had CBR values higher than M4 by 3.45, 4.9
and 10.5 times, and higher than referral by 1.14, 1.6 and 3.5
times. Therefore, OPC is found to be effective stabilizer
for enhancing the load bearing capacity of the WMM layer
using moorum. Pore filling and hydration reaction are
cumulatively responsible for higher CBR values.
Table 6 Cost Comparison of Various WMM Mix conventional WMM mix, the cost saving on material
Designations (Material Component) component was maximum at 84%.
Sl. No. WMM Mix Cost Per 300 Cost Per Percentage REFERENCES
Designation Cum (Rs) Cum (Rs) Saving 1. Barber, E.S. and Sawyer, C.L., Highway Research Board
1 M1 133320 444.4 ----- 31 (1952).
2 M2 83760 279.2 37.17 2. Brandl, H., ‘Quality Requirements and Tests for
3 M3 83010 276.7 37.74 Earthworks and Granular Bases’, only Available in
4 M4 17997 60.0 86.50 German, Proceedings of an International Meeting, 1977
(Road Research Society, 1977), pp. 15-43.
5 M5 21327 71.1 84.00
6 M6 32253 107.5 75.81 3. Darter, M.I., Von Quintus, H.L., “Catalog of
Recommended Pavement Design Features – Final
7 M7 50805.2 169.4 61.89
Report”, TRB Paper, Part of National Cooperative
Highway Research Program, Project 1997, pp. 1-32.
5 CONCLUSIONS 4. General Technical Specifications for Road Building
The following conclusions were made out of the results of Works’, only Available in Croatian, 1st Edn. (Zagreb,
1989).
this work.
5. IS:2386 (Part-III)-1963, “Methods of Test for Aggregates
1. Moorum used for the work is suitable for WMM for Concrete, Specific Gravity, Density, Voids, Absorption
since its crushing and impact values are less than and Bulking” Bureau of Indian Standards, Manak Bhavan,
30%. Ten percent fines value was more than 50 kN 9 Bahadur Shah, Zafar Marge, New Delhi-110002.
and the material was permeable. It has CBR value of 6. IS:2386 (Part-IV)-1963, “Methods of Test for Aggregates
40%. All these parameters make it suitable for lower for Concrete, Mechanical. Properties” Bureau of Indian
unbound courses. Standards, Manak Bhavan, 9 Bahadur Shah, Zafar Marge,
New Delhi-110002.
2. Mix designation M2 where 20% proportion of
stone dust of conventional WMM mix was replaced 7. IS:2720 (Part-10)-1973, Methods of Test for Soils:
“Determination of Unconfined Compressive Strength”
by Ganga sand was found to improve the CBR
Bureau of Indian Standards, Manak Bhavan, 9 Bahadur
value from 121% for conventional mix to 169%. Shah, Zafar Marge, New Delhi-110002.
Its gradation after admixing with Ganga sand was
8. IS:2720 (Part 16)-1987, Methods of Test for Soils,
within the grading limits specified by MoRT&H
“Laboratory Determination of CBR”, Bureau of Indian
(IV Revision) and the material was permeable. As Standards, Manak Bhavan, 9 Bahadur Shah, Zafar Marge,
compared to the referral mix containing conventional New Delhi-110002.
stone aggregates the dry density was lower, and the 9. IS:2720 (Part-17)-1986, Method of Test for Soils,
cost saving on material component was to the tune “Laboratory Determination Permeability” Bureau of
of 37%. Indian Standards, Manak Bhavan, 9 Bahadur Shah, Zafar
3. Mix designations M5, M6 and M7 having OPC Marge, New Delhi-110002.
admixed with moorum at 3%, 6% and 9% 10. IS:2720 (Part-8) - 1983, Method of Test for Soils,
respectively had grain size on the finer side of the “Determination of Water Content Dry Density Relation
upper gradation limits of MoRT&H for WMM using heavy Compaction” Bureau of Indian Standards,
Manak Bhavan, 9 Bahadur Shah, Zafar Marge,
for sieves coarser than 11.2 mm. With increase of
New Delhi-110002.
admixing proportion of OPC to moorum from 3% to
11. Quality Assurance Handbook for Rural Roads (2007)
9% the dry density, CBR and unconfined compressive
Volume-2:National Rural Roads Development Agency.
strength had increased monotonously with respect to
the mix containing moorum alone (M4) for WMM. 12. United States Army Corps of Engineers, “Appendix VII:
Permeability Tests,” Laboratory Soils Testing, Engineering
At the same time the permeability of the mix has
Manual EM1110-2-1906, November 1970.
decreased. There was an overall reduction of cost to
13. www.equipmentIndia.com, Editorial, India’s First
the extent of 84% for M5, 75% for M6 and 62% for
Infrastructure Equipment Magazine, October 2011.
M7 as compared to the referral mix (M1).
14. www.freedoniagroup.com, The freedonia Group, Inc.767
Mix designation M5 was preferable on account of Beta Drive, Cleveland, OH. 44143- 2326, USA- Forecast
being comparatively permeable as compared to for Construction Materials (Cement and Aggregates)
M6 and M7. While its CBR value was higher than Published in 2007.
* Associate Professor, E-mail: harwalkar_ab@yahoo.co.in Department of Civil Engineering, P.D.A. College of Engineering,
** Professor and Head Gulbarga, Karnataka
● Validation of analyzed results with field concrete without mineral admixtures. Stresses in
data, other software results mentioned in rigid pavement have been studied since 1920s.
the literature and classical solutions. Westergaard’s3 closed form solution has been widely
used in estimating stresses due to axle load and
1.2 Scope of Present Work thermal effects. Bradbury4 developed the equations
In this work an attempt has been made for predicting for a slab with finite dimensions using Westergaard’s
the response of high volume fly ash concrete pavements analysis to determine curling stresses. Current Indian
and to compare it with the response of conventional codal practice5 for determining the wheel load stresses
concrete under thermal and wheel loads. The current is based on edge flexural stress charts developed by
work was carried out in two stages. In the first stage software IITRIGID. The software is developed on
mix proportion of PQHVFAC with optimum fly ash the principles of Picket and Ray influence charts. As
replacement level was finalized from trial mixes in the per the Indian code, Curling stresses are determined
laboratory. Also mix proportion of PCC which gave using Westergaard-Bradbury equation using a linear
equivalent flexural strength to that of PQHVFAC temperature gradient and temperature differentials
was established. In the second stage test stretches of which have been established from a limited number
PQHVFAC and PCC were constructed to study the field of studies.
response. Temperature variations across the different
thicknesses of concrete slabs of both categories were The increased computational capabilities of computers
measured using embedded thermistors. Thermal and and the usage of finite element method resulted in an
wheel load strains were measured using embedded innovation in analysis of rigid pavements. In the initial
vibrating wire strain gages. A three Dimensional Finite years of development several two dimensional finite
Element (3DFE) analysis using ANSYS software element (2DFE) techniques6-8 based on the concept of
was carried out for curling and wheel load stresses. thin and medium thick plate on Winkler foundation
Analyzed results were validated from field studies, were developed. But 2DFE models can not exactly
other published literature and classical solution of model the response of pavement especially with
Westergaard. respect to interfacial behavior. But a three dimensional
finite element model can predict the response of rigid
2 Review of Literature pavement for non linear temperature gradient and axle
loads in a more realistic manner.
The development of new design technique involves
the quantifications of different unknown aspects that Numbers of researchers9-11 have emphasized
are important for pavement performance. One of significance of non linear temperature gradient in
important factor being the exact nature of temperature estimating curling stresses in plain concrete by
profile through the thickness of concrete pavement carrying out 3DFE analysis. Different types of 3DFE
and the other being the nature of boundary conditions models12-14 have been developed for analyzing the plain
generated in the field. In recent days mechanistic concrete pavement for both wheel load and thermal
procedures are more tempting for various applications stresses. Varieties of procedures have been developed
including rigid pavement design offering flexibility for validation of 3DFE analysis in literature. One of
of including many parameters in the analysis and the techniques was to compare with the results of
design. closed form solutions. The other approach was either
Lot of published literature is available for determining to compare with already verified software results or
wheel load stresses and curling stresses are for plain with field data. Barenherg et al15 and Samir et al16 have
carried out validation of field data for curling stresses 3 Laboratory Investigations
in concrete pavement. 3.1 Materials
There are very limited field studies available on rigid The ordinary Portland cement from single batch has
pavement response in Indian scenario. Only few been used in the present investigation. The coarse
demonstration road projects have been under taken fraction consisted of equal fractions of crushed stones
in India to familiarize Indian practitioners with high of maximum size 20 mm and 12 mm. Low calcium fly
volume fly ash concrete. Construction of high volume ash satisfying the criteria of fineness, lime reactivity
fly ash concrete road (on experimental basis of about and compressive strength requirements has been used
1 km length) was taken up jointly by Public Works in the investigation. Properties of fly ash determined
Department, Raichur, Karnataka State and Central in the laboratory along with codal requirements17 are
Road Research Institute. Also Associated Cement shown in Table 1. Fly ash was procured from Raichur
Company has constructed demonstration roads using Thermal Power Plant, India. Fine aggregate used was
high volume fly ash concrete with 50% replacement natural sand with maximum particle size of 4.75 mm.
at its Greater Noida and Faridabad Ready Mix Plants. Polycarboxylic based superplasticizer has been used
Also Muncipal Corporation Delhi has constructed a as High Range Water Reducing Admixture (HWRA)
100 m stretch of pavement of 7 m wide at Fatehpur to get the desired workability. The optimum dosage
Beri, Mehrauli, New Delhi, with high volume fly ash of superplasticizer for both types of concretes was
concrete utilizing 50% cement replacement level. determined by carrying out compaction factor test.
3.2 Mixture Proportions proportions used for PQHVFAC and PCC are shown
in Table 2. The dynamic moduli of elasticity were
Trial mixes were developed to achieve M35 grade
established by pulse wave velocity technique. They
PQHVFAC at cement replacement level of 60%, which
were converted to static moduli of elasticity by using
was the optimum replacement percentage with water
the existing equation for conventional concrete. The
to cementitious ratio of 0.3. Water to cementitious cube compressive strengths, flexural strengths and
ratio utilized in the investigation i.e., 0.3 was the moduli of elasticity for the two types of concrete are
lowest value that could be used from the limitation tabulated in Table 3. Using the results of CBR test
of reduction in water content that can be achieved and codal provisions5 the value of modulus of sub-
using HWRA and conventional means of mixing grade reaction was estimated as 0.09 N/mm3. The
and compaction. For conventional PCC pavement coefficient of thermal expansion of conventional
segment and small square slabs, control concrete mix concrete mentioned in IRC code5 i.e., 10×10-6/ºC has
proportion which gave similar static flexural strength been used for PQHVFAC also in the 3DFE analysis.
as that of PQHVFAC was determined. The mixture Poisson’s ratio has been assumed as 0.15.
4 Field Investigations 100 mm, 200 mm and 250 mm from top) and for
250 mm thick conventional concrete 4 thermistors (at
In the current work temperature measurements have
50 mm, 100 mm, 150 mm and 200 mm from top) have
been carried out form January 2011 to June 2011
been used. Hence a total number of 20 thermistors have
covering winter and summer seasons in the southern
been installed to establish the nature of temperature
India. Temperature measurements were done on three
profile in both PQHVFAC and conventional PCC.
PQHVFAC small square slabs of size 500 × 500 mm
Vibrating wire strain gages were installed in pavement
and thicknesses 150 mm, 200 mm and 300 mm. Also
test stretch to measure the strain values. A total number
measurements were done on three conventional PCC
of 12 vibrating wire strain gages were installed for
small square slabs of plan size 500 mm × 500 mm and
PQHVFAC and PCC (6 gages for each type of concrete)
thicknesses 150 mm, 200 mm, and 250 mm. A Plain
test stretch. They were installed at 3 locations i.e.; at
Jointed Concrete Pavement (PJCP) test stretch of size
edge, interior and corner. At each location 2 strain
3.5 m × 18.0 m × 0.2 m was cast adjacent to small
gages i.e.; one at 40 mm from top of slab another at
slabs. The test stretch consisted of two segments each
40mm from bottom were used. A typical plan lay out
of length 4.5 m for PQHVFAC and two segments each
of vibrating wire strain gages in the pavement stretch
of length 4.5 m for PCC. The test stretch and small
is shown in Fig. 1. All the thermistors and vibrating
slabs have been cast in November 2010 at Gulbaraga
wire strain gages were calibrated before embedding
city, Karnataka State, India.
in the concrete. Data from all these sensors were
Thermistors (embedded type) were used for acquired continuously by an automatic data logger.
measurement of temperature distribution across the Data logger has got adjustable triggering time which
thickness of small slabs. For 150mm thick small slabs can be even set in milliseconds. Temperature data
3 thermistors (at 38 mm, 75 mm and 112 mm from has been acquired continuously at a triggering time
top) and for 200 mm thick small slabs 3 thermistors of 30 minutes and wheel load strains were acquired
(at 50 mm, 100 mm and 150 mm from top) have been at triggering time of 3 seconds. Temperature data and
used for each type of concrete. For 300 mm thick strain data were collected after a curing period of
PQHVFAC small slab, 4 thermistors (at 50 mm, 28 days. Ponding method of curing was adopted.
4.1 Casting of Pavement Test Stretch Boxes of 0.5 m × 0.5 m × 0.2 m were used for
Granular material belonging to WBM Grade 2 casting at the locations of strain gages. Specially
classification18 has been used as sub base for the test prepared cover blocks were used for placing the bottom
stretch. The thickness of sub base layer was kept gages at the required depths. Axes of all the gages
at 75 mm and a degree of compaction of 98% was were aligned along the longitudinal direction of the
maintained. A typical view of prepared sub base pavement. The orientation of all the gages and depth
is shown in Fig. 2. A polythene sheet was provided of placement of top gages was ensured by using two
between granular sub base and the pavement slab to Ø10 reference bars. The reference bars were removed
reduce the frictional stresses. For the test stretch of immediately after compaction of concrete. Placing
pavement contraction joints were provided at a spacing and compaction of concrete was done in boxes first.
of 4.5m. Joint cutting for the pavement stretch was Boxes were immediately removed after casting which
done immediately after 24 hours from casting time is followed by concreting in the remaining stretch of
since the final setting time of PQHVFAC was higher pavement. During the casting precaution was taken
than that of PCC. Depth of saw cutting for contraction so that joint is not formed between the concrete cast
joints was maintained at 0.25 times the thickness of in the box and the remaining stretch of concrete. A
slab. Surface vibrator was used for compaction with typical view of placing the vibrating wire strain gages
the exception of location of strain gages. in pavement slab is shown in Fig. 3.
4.2 Casting of Small Square Slabs air temperatures on the day were 42.1ºC and 24.5ºC
Casting of small square slabs used for establishing respectively. The PNTD values were almost half
temperature profile, was done in the boxes of plan of the PPTD values. Hence it is the maximum
size 0.5 m × 0.5 m and the required thicknesses. These PPTD value which will govern the design of rigid
slabs were cast adjacent to test stretch of pavement. pavements. The variation of PPTD, PNTD values
Thermistors were placed at predetermined depths at in case of PQHVFAC and PCC for the two seasons
the center of the slabs during placing of concrete. are shown in Figs. 7 and 8 respectively. Best
Granular sub base, similar to that provided for test fit temperature profiles across the different
stretch, was provided for these slabs also. Similar thicknesses of PQHVFAC and PCC for maximum
exposure conditions were maintained for both test PPTD and PNTD are shown in Figs. 9 to 12
stretch and small slabs. Boxes were removed after respectively. Regression analysis has shown that best
the final setting time of concrete. Typical placing of fit curve for temperature profile was logarithmic in
thermistor in small slab is shown in Fig. 4. all the cases giving highest value of coefficient of
correlation. Hence temperature profiles across the
thicknesses of both types of concretes were nonlinear.
Natures of temperature profiles across the particular
thickness for PPTD values on all the days were
similar. Maximum PPTD for PQHVFAC was
higher than that for PCC for all the thicknesses. The
maximum PPTD value for 300 mm thickness has
shown slight decrease when compared with that of
250 mm thick slab in case of PQHVFAC. In case
of PCC maximum PPTD values for 250 mm and
200 mm thicknesses were almost identical. For
150 mm thick prisms, values of maximum PPTD and
PNTD were nearly half of the corresponding values
for higher thicknesses in both types of concrete.
Variations of maximum PPTD and PNTD values
with thicknesses of concrete are shown in Fig. 13.
Fig. 4 Placing of Thermistor in Small Slab
5 Analysis of Results
5.1 Measurement of Temperature Differentials
Peak positive temperature differentials (temperature
at top being higher than at bottom) i.e., PPTD were
obtained in the noon and peak negative temperature
differentials (temperature at bottom being higher than
at top) i.e., PNTD were obtained in early morning.
Both types of concrete, attained peak temperature
differentials at similar timing. Maximum PPTD
value was recorded on 5 May, 2011 at 1.30 PM for
PQHVFAC and for PCC it was recorded on the same
day at 3.00 PM. Typical variations of temperatures
in all the thermistors on 5 May 2011 for 200 mm Fig. 5 Temperature Variation in Thermistors for 200 mm thick
thick prisms for PQHVFAC and PCC are shown in PQHVFAC Prism on May 5, 2011
Figs. 5 and 6 respectively. Maximum and minimum (Note: The Pattern of Date in the figure is Month/Day/Year)
Fig. 6 Temperature Variation in Thermistors for 200 mm thick Fig. 9 Temperature Profile Across Different Thicknesses of
PCC Prism on May 5, 2011 PQHVFAC for Maximum PPTD
(Note: The Pattern of Date in the Graph is Month/Day/Year)
between contraction joints i.e., of size 3.5 m × 4.5 m For analysis, the temperature values at different
× 0.2 m has been considered. CONTAC174 interface depths were calculated from the curve fitted for the
element which can support Coulomb and shear stress temperature profile across the thickness. Self weight
friction has been used for representing the interfacial of pavement slab and the interfacial contact with the
behavior between slab and the base material. Since base were the only restrains used in case of analysis
polythene sheet was provided between the pavement for curling stresses and strains. Analysis was also
slab and the sub grade, a low value of 1.2 has been carried out for linear temperature gradient between
used for the friction factor in the analysis. A typical top and bottom temperature values using 3DFE and
meshed pavement model is shown in Fig. 14. Westergaard-Bradbury techniques.
The analyzed data of longitudinal strains are tabulated
in Table 4. The recorded strain values at the instant of
corresponding maximum PPTD at different locations
are tabulated in Table 5. Maximum strains of
-15 µ and + 13.8 µ were recorded at corner (top) and
interior (bottom) location at 3.00 PM and 7.30 PM
respectively on that day for PQHVFAC. It can be
seen that strain values obtained from 3DFE analysis
matches with the recorded values qualitatively at all
the locations except at corner bottom for PQHVFAC.
For PCC, measured and analyzed values do not match
Fig. 14 Meshed Pavement Model qualitatively only at bottom locations of interior
and corner portions of the pavement segment. The
6.1 3DFE Analysis for Curling Stresses and
magnitudes of recorded strain values were lower
Strains
than the analyzed values. This may be due to partial
Temperature profile determined for maximum PPTD restrains generated on the side faces of the slab in the
was applied on the elements for both types of concrete. field.
Table 4 Longitudinal Curling Strain Values in Concrete Obtained by 3DFE Analysis for
Non Linear Temperature Gradient
Curling stress values obtained by 3DFE analysis reported in the literature11 for similar conditions
for non linear temperature gradient, linear using different softwares. 3DFE analysis resulted
temperature gradient and that obtained by in higher curling stresses for nonlinear temperature
Westergaard-Bradbury approach are tabulated in gradient when compared to that for linear temperature
Table 6. A typical nodal principal stress contour for gradient. In case of PQHVFAC increase in curling
PQHVFAC slab for non linear temperature gradient stress value was 9.2% for nonlinear positive
is shown in Fig. 15. Curling stresses obtained by temperature gradient. Corresponding increase in case
3 DFE analysis were of similar magnitude to that of PCC was 5.3%.
Table 6 Major Principal Curling Stress Values in Concrete
Table 8 Analyzed Longitudinal Strain Values for a Single Axle Load of 184.4 kN
Type of Type of Restrain to Side Wheel Load Strains at the Level of Gages in Microns
Concrete Faces for Edge Loading at
Corner Edge Interior
Top Bottom Top Bottom Top Bottom
PQHVFAC Free boundary condition +1.5 -1.5 -34.8 +35.5 -25.4 +26.1
Restrained boundary condition +6.1 -6.2 -10.7 +11.4 -15.5 +16.2
PCC Free boundary condition +1.76 -1.76 -37.7 +38.5 -27.4 +28.2
Restrained boundary condition +5.5 -5.6 -9.7 +10.3 -14.0 +14.6
with spacing of 0.31 m and axle length of 1.81 m was 3. The PPTD and PNTD values are higher in
assumed in the analysis. The modulus of elasticity case of PQHVFAC than PCC for similar
was assumed as 29.2 GPa for this parametric study exposure conditions. The PPTD values showed
so as to facilitate the comparison of 3DFE technique a percentage increase of 52.2 and 72.2 for
used in the current work with analysis methods 200 mm and 150 mm thickness respectively.
given in IRC code5. The techniques mentioned in the The percentage increase in PNTD values are
codal provisions are that due to classical solution of 34.7 and 50.0 for 200 mm and 150 mm thick
Westergaard modified by Teller and Sutherland, and prisms respectively.
the charts provided by IITRIGID software. Analysis 4. The maximum PNTD values were half that of
was carried out for different thicknesses. The results maximum PPTD values for both PQHVFAC
are presented in the Fig. 21. Both the approaches and conventional PCC. This phenomenon may
mentioned in the IRC code give an under estimate be due to slab surface temperature being always
of edge wheel load stresses since they ignore the higher than the air temperature during day
influence of one dual wheel on the other. Hence 3DFE time.
results give more realistic response of rigid pavement
5. The values of positive temperature differentials
for the vehicular loading.
are dependent on thickness of slabs. The
maximum PPTD values for 150mm thick slab
are about 50% that for higher thickness slabs.
6. For PQHVFAC the temperature profiles are
similar for PPTD on different days. Similar
trend is observed for PCC also.
7. The temperature profiles established in this
study will be a useful data for design of rigid
pavements with PQHVFAC and PCC.
8. Attainment of peak temperature differential
and peak thermal strain is not simultaneous.
Recorded longitudinal strain values match
Fig. 21 Parametric Study for Wheel Load Stresses
qualitatively with that of analyzed results at
majority of locations for thermal loading and at
7 Conclusions all the locations in case of vehicle loading, for
Based on the results following conclusions were both types of concrete. In case of both thermal
drawn: and vehicular loading the magnitudes of
recorded strains are considerably less than that
1. High volume fly ash concrete with 60% cement
obtained by 3DFE analysis with free boundary
replacement with class F fly ash can be used for
condition for the side faces of pavement slab.
construction of rigid pavements.
9. Westergaard-Bradbury approach gives
2. The temperature distributions across all the
overestimate of curling stress values.
thicknesses of slabs are non linear for both
PQHVFAC and conventional concrete. The 10. Non linear temperature gradient results in
natures of distributions are typically logarithmic higher curling stresses, the percentage increase
for both types of concrete. being 9.2 for PQHVFAC and 5.3 for PCC.
11. Westergaard technique and influence chart 6. Huang Y.H., and S.T.Wang, 1973, “Finite Element
Analysis of Concrete Slabs and its Implications for Rigid
approach under estimate the wheel load stresses
Pavement Design”, Highway Research Record No.466,
when compared with that of 3DFE results. This Washington,D.C., pp 55-69.
may be due to effect of ignoring the effect of 7. Tabatabaie, A.M., and E.J.Barenberg, 1978, “Finite
axle configuration in the classical solutions. Element Analysis of Jointed or Cracked Concrete
Pavements”, Transportation Research Record 671, TRB,
12. Restrain on the side faces has to be considered National Research Council, Washington,D.C., pp 11-19.
in modeling the PJCP slab in case of 3DFE 8. Bhatti, M., Molinas-Vega, I., and Stoner, J.W., 1998,
analysis for getting a more realistic response of “Nonlinear Analysis of Jointed Concrete Pavements”,
Transportation Research Record No.1629, pp 50-57.
pavement.
9. Choubane, B. and Tia, M., 1992, “Nonlinear Temperature
13. The principle of superposition is validated Gradient Effect on Maximum Warping Stresses in Rigid
conservatively for determining stress due to Pavements”, Transportation Research Record 1370.
Washington, DC: Transportation Research Board (TRB),
combined effect of thermal gradient and wheel National Research Council, pp.11-19.
loads. 10. Zhang, J., Fwa, T.W., Tan, K.H. and Shi, X.P., 2003,
“Model for Nonlinear Thermal Effect on Pavement
14. 3DFE technique using ANSYS provides a Warping Stresses”, Journal of Transportation Engineering,
versatile technique in analyzing pavement slab ASCE 129.6, pp.695-702.
for different kinds of restrain, axle configurations 11. Eyad, M., Taha, R. and Muhunthan, B., 1996, “Finite
and temperature profiles. Element Analysis of Temperature Effects on Plain
Jointed Concrete Pavements”, Journal of Transportation
Engineering, ASCE 122.5, pp.388-398.
8. Acknowledgement 12. William.G.Davids., 2001, “3D Finite Element Study on
Load Transfer at Doweled Joints in Flat and Curled Rigid
The authors wish to acknowledge with thanks the All Pavements”, International Journal of Geomechanics,
India Council for Technical Education, New Delhi, Vol.1(3), pp.309-323.
India for financial support under Research Promotion 13. S.N.Shoukry, M.Fahmy, J.Prucz, and G.William, 2007,
Scheme for this research project. Authors would also “Validation of 3DFE Analysis of Rigid Pavement
Dynamic Response to Moving Traffic and Nonlinear
wish to thank Indian Meteorological department for Temperature Gradient Effects”, International Journal of
providing the air temperature data for the project site. Geomechanics, Vol.7(1), pp. 16-24.
14. A.Qaium Fekrat, 2010, Calibration and Validation of
References Ever FE2.24: A Finite Element Analysis Program for
Jointed Plain Concrete Pavements”, M.Sc. Thesis, Ohio
1. Mehta, P.K., 2002, “High Performance, High Volume Fly University.
Ash Concrete for Sustainable Development”, Proceedings
15. Barenherg, E.J. and Zollinger, D.G., 1991, “Validation
of International Workshop on Sustainable Development
of Concrete Pavement Responses using Instrumented
and Concrete Technology, Ottawa, Canada, 2002,
Pavements”, Transportation Research Record No.1286,
pp. 3-14. Transportation Research Board, Washington, D.C.,
2. IRC:SP:62-2004, Guidelines for the Design and pp. 67-77.
Construction of Cement Concrete Pavements for Rural 16. Samir, N.S., Gergis,W.W., and Mourad, Y.R., 2004,
Roads. “Validation of 3DFE Model of Jointed Concrete Pavement
3. Westergaard, H.M., 1926, “Analysis of Stresses in Response to Temperature Variations”, The International
Concrete Pavements due to Variations of Temperature”, Journal of Pavement Engineering, Vol.5(3), pp.123-136.
Proceedings of the Highway Research Board 6, 17. IS:3812 (Part 1): 2003, Pulverized Fuel ash-Specification
pp 201-215. for use as Pozzolana in Cement, Cement mortar and
Concrete.
4. Bradbury, R.D., 1938, “Reinforced Concrete Pavements”,
Wire Reinforced Institute, Washington, DC. 18. Ministry of Road Transport and Highways, India, 2001,
Specifications for Road and Bridge Works, pp.112-120.
5. IRC:58-2002, Guidelines for the Design of Rigid
Pavements for Highways. Indian Roads Congress, 19. ANSYS 10. User’s Manual. ANSYS, Inc. Canonsburg,
New Delhi, India. PA.USA.
* Chief General Manager, ICT Pvt. Ltd., New Delhi, E-mail: swapan.bagui@ictonline.com
** Quality Control Manager, L&T Ltd., Rohtak, Haryana
*** Principal Engineer, Transportation, AECOM, UK
Guidance on good grouting practice and the use of of Post-Tensioned Structures, The Concrete Society
grouting trials are presented by U.K. and European Technical Report 47, as well as the American
sources (Tilly, G. P., and R. J. Wood ward., 1996)4. Segmental Bridge Institute (ASBI) Interim Statement
Additional research is needed to develop improved on Grouting Practices addresses several areas in which
techniques for grouting, especially the grouting of the grouting process can be improved. ASBI and the
vertical tendons. Florida Department of Transportation have created
training and certification programs for inspectors
Tables 1 and 2 show the standards that are currently
and grouting technicians. Although no structural
used in the United States and the United Kingdom for
deficiencies on segmental post tensioned bridges in
grout materials.
America have been noted to date, the industry has
Table 1 Current U.K. Grout Requirement mobilized to address the grout problems to further
enhance the durability of these structures.
Property Common Special
Grout Grout In the past few years Florida has experienced several
Maximum Water Cement Ratio 0.40 0.35 tendon failures caused by corrosion due to poor
Volume Change - 1% to + 5% 0 to 5% grouting, bad design details, and insufficient grout
Bleeding Less Than 1 % None specifications. The first known problem developed
in the spring of 1999 when a failed external tendon
Strength at 7 Days 27 MPa 27 MPa
was found on the Niles Channel Bridge in the Florida
Table 2 Current U S Grout Requirement Keys. It was concluded at that time that the corrosion
resulted from the absence of grout because of the
Property Common Grout
accumulation of bleed water at the anchorages that
Maximum Water Cement 0.45 left voids.
Ratio
Volume Change Not Specified In August 1999 an additional external tendon failure
Bleeding Lesser than 2% at 3 Hours
occurred on the Mid-Bay Bridge near Destine, Florida.
and 4 % Maximum In that case 11 of the 840 tendons that had been
Strength at 28 Days 27.5 MPa (Not specified, installed were replaced because of corrosion issues.
only suggestive) In September 2000, two of four vertical loop tendons
Over the past several years (Brett H. Pielstick., in a hollow pier stem on the Sunshine Skyway Bridge
2006)5 the post tensioned concrete bridge industry in Tampa failed because of corrosion. Additional
in America has experienced several tendon failures corrosion problems have been detected in other vertical
because of corrosion. These isolated failures resulted tendons in the pier stems and footings of this bridge.
in the conduct of additional investigations in Florida The superstructure has shown no signs of damage at
as well as several other states. Those investigations this point.
have determined that several structures have shown The presence of voids is a serious (Michael Chajes
grouting deficiencies. Some of the areas with grouting et al., 2006)6 problem in grouted post tensioned
deficiencies had voids with no corrosion present, but bridges because voids greatly reduce the corrosion-
others showed corroded ducts and post tensioning protective capabilities of the grout. Current methods
strands. As a result, the owners and the industry have for void detection suffer several significant drawbacks.
evaluated the process of grouting and have developed A new method utilising Time Domain Reflectometry
a course of action to improve the grouting and thus (TDR) is recommended. TDR is a well-developed
the long-term durability of these structures. The method for detecting discontinuities in electrical
Post-Tensioning Institute Specification for Grouting transmission lines. A recent study has indicated that
TDR can be used as an effective nondestructive Freshly Mixed Grouts for Preplaced-
damage detection method for concrete bridges. A void Aggregate Concrete in the Laboratory”10
changes the electrical properties of transmission lines ● ASTM : C 953 – 87 (Reapproved 1997)
and therefore introduces electrical discontinuities. It “Standard Test Method for Time of Setting
can be detected and analysed by TDR. Experiments of Grouts for Preplaced-Aggregate
on short specimens that are used to model grouted Concrete in the Laboratory”11.
post tensioning ducts with built-in voids have been
conducted and demonstrated the potential of TDR as The purpose of grouting is to provide (MORT&H,
a void detection method. 2001)12 permanent protection to the post tensioning
steel against corrosion and develop bond between steel
Non-destructive Evaluation Method for Determination and surrounding structure. The compressive strength
(Larry D. Olson., 2008)7, of Internal Grout Conditions of 100 mm cube of the grout at 7 day should not be
inside Bridge Post-tensioning Ducts using Rolling less than 17 MPa.
Stress Waves for Continuous Scanning”. Post-
tensioned systems have been widely used for 2.2 Quality Control
infrastructure bridge transportation systems since
Grouting is the primary protection for the post
late 1950s. However, if a good quality control plan
tensioning system. Proper supervision and the use
is not implemented during construction, there is the
of a bleed-resistant grout that is properly mixed and
potential problem during construction that the ducts
injected into the tendon are all integral parts of a
which carry the post tensioning cables may not be
successful grouting operation. The durability of the
fully grouted. This results in voids in some areas
structure is directly affected by the grouting operation.
therefore insufficient protection for post-tensioning
Prior planning with the proper details and training of
steel tendons. Over the long term, water can enter the
grouting technicians are keys to a successful project.
tendon ducts in the void areas resulting in corrosion of
the tendon. The collapse of a two bridges in UK and 2.2.1 Grouting Preparation
a corrosion related failure in a bridge in Florida have Before the installation of tendons all (Schokker A.
shown that it is important to have a reliable method J., B. D., et. al., 1999)13 open ducts should be sealed
to practically inspect the quality of grout fill inside to avoid contamination from the elements as well as
the ducts after the grouting process is complete. It is during transport. When the tendon is installed and
equally important to be able to evaluate the condition stressed, the grout caps should be placed as soon as
of older bridges which were never inspected for the elongations have been approved and the tails of
voids. the tendon have been cut. This is done to keep any
ASTM recommended following guidelines for possible construction debris or contamination from
grouting as mentioned below: entering the duct system.
● ASTM C 939 “Standard Test Method for The grout manufacturer’s recommendations for
Flow of Grout for Replaced-Aggregate mixing and pumping of the grout must be followed.
Concrete (Flow Cone Method)”8 The over- or under mixing of grout can compromise
the consistency and density of the grout and can add
● ASTM C 942 – 99 “Compressive too much or too little water. Grout flow in the tendon
Strength of Grouts for Preplaced- should be in one direction starting from the lowest part
Aggregate Concrete in the Laboratory1- and progressing along the tendon. This requires that
Designation”9 the sequences for the use of inlets and outlet vents be
● ASTM: C 940 – 98 “A Standard Test well defined. Contingencies should be addressed for
Method for Expansion and Bleeding of blocked tendons or crossover. With corrective actions
in place and in the plan, a repair or modified grout external post tensioning system (Schokker A. J., B.
procedure can proceed, making a potential problem a D..et.al., 1999)12.
no problem.
2.2.3 Training
2.2.2 Materials and Grouting Operations
From the problems observed in Florida, the training
Before the grout is pumped, each duct should be tested of grout personnel was identified as one of the key
for leaks. This can be done with oil-free compressed components to a good grouting job. The grout foremen,
air or potable water. If leaks are found, they should inspectors, and supervisors must be competent and
be sealed before grouting to prevent blockages due knowledgeable in correct grouting.
to partially filled ducts. This procedure will detect
2.2.4 Inspection Requirements
crossover or blockage problems within the system.
A crossover results when grout physically crosses The training of grout technicians was identified as a
between two adjacent post tensioning tendon ducts key component to achieving an adequate grouting job.
or enters a duct that was not intended to be grouted The use of construction inspectors can improve the
at that time, resulting in serious problems if it is not quality of the grout operation. The inspector should
detected before grouting. As any delay to the grouting keep records of the tendons that have been grouted,
operation can cause problems and potential delays the date of grouting, flow rates, the lot numbers
to the project, it is important that, once a problem is for prebagged grout mixes, and all other pertinent
detected, repairs to be made before grouting. If the information. The inspector and the Contractor
grout does not flow correctly and freely through the should perform fluidity and density testing to ensure
system, the integrity of the grouting will be in question. that the theoretical properties of the grout meet the
In an effort to provide a more consistent grout material, project specifications. Inspectors should work with
Florida DOT is requiring the use of a prebagged bleed- the contractor when performing any remedial action
resistant grout. ASBI and PTI have recommended the needed during the grouting operation to provide the
use of antibleed or low-bleed grouts that meet a series highest quality possible.
of performance requirements. These grouts reduce
the size and the number of voids due to bleed water. 3 MAJOR FINDINGS
Although all of these grouts need to be mixed at the
Based on available literatures, following major points
proper water–cement ratio with the right equipment.
are highlighted:
The type of mixer and the time that the grout is mixed
are factors that determine the quality of the grout. ● Grout protects strand from corrosion;
The manufacturer’s instructions should be followed, ● Duct should be free from air
and a colloidal or shear-type mixer should be used to
obtain a homogeneous mixture. Over mixing of the ● Tendon failure occurred abroad due to
grout will result in a variable density grout, whereas corrosion of strand;
under mixing of the grout will produce an inconsistent ● Proper training, supervision guidance
poor grout. Grout should flow from the injection point are required for good quality control of
to the first vent, with any residual flushing water or grout;
entrapped air removed. That vent should then be closed.
● Very limited research work carried out to
The remaining vents should be closed in sequence in
determine void in grouting duct; and
the same manner. This will provide a continuous flow
of grout throughout the grouting operations. Changes ● IRC specification recommended very
in the material requirements for the high-density limited tests for the quality control of
polyethylene duct systems have been suggested for all grout.
The volume change is determined by wick method. Fluid density is measured using known volume of pot
The volume change of the grout is tested for 24 hours and reported density in g/cc.
and reported within the range of 0% and + 5%.
5.2.5 Strength 5.3 Test Frequency
The compressive strength of grout assessed at 7 days The following test frequency shown in Table 7 is
with cube size of 100 mm. proposed.
Table 7 Recommended Testing of Grout for Per Day Work
Report the absence/presence of lumps on the sieve. a) Glass or polished steel plate with a
minimum diameter of 300 mm.
b) Stiff mould made of steel or plastic with 5.4.3 Bleeding and Volume Change Test
an internal diameter of 39 mm and a This test has been carried by Wick-induced test
height of 60 mm. method.
c) Stopwatch showing time to 0,1 s.
5.4.3.1 Wick-Induced Test
d) Thermometer.
Principle of test
e) Ruler with a minimum length of 300 mm
with 1 mm graduation. This test provides both volume change and bleeding
measurements. Bleeding is measured as the volume of
Test procedure
water remaining on the surface of the grout which has
Preparation been allowed to stand protected from evaporation.
The spread test is carried out on the horizontal plate. The volume change is measured as a difference in
Ensure that the surfaces of the mould and plate are percentage of the volume of grout between the start
clean and slightly moistened. If necessary apply a and the end of the test. The volume change is to be
thin film of petroleum jelly (e.g. Vaseline) to the brim observed after 24 hrs under bleeding volume change.
of the mould in contact with the plate to prevent the Equipment
mould from leaking during filling with grout.
One transparent tube, of approximately 70 mm internal
Procedure diameter, and approximately 1 m long, equipped with
Place the mould on the plate and prevent it from caps at each end.
sliding. Pour the grout slowly into the mould until One 7-wire strand approximately 900 mm long which
the level of the grout has reached the upper brim. The fits inside the tube and thermometer.
mould is steadily lifted from the plate and kept above
Procedure
the spread for a maximum of 30 s before it is taken
away. The spread is measured in two perpendicular Set up tube in a vertical position with its open end at
directions at 30 s after the start of lifting the mould. the top. Provide rigid fixing so that no movement or
vibration can occur. Install the strand inside the tube
Reporting of results as shown in Fig. 2, ensuring that it is firmly located on
Report the spread diameter as the average measured the base, and held centred. Pour the grout into the tube
in the two perpendicular directions across the grout at a steady flow rate to ensure there is no trapped air.
spread in millimeters. Fill the tube to a height, ho, about 10 mm above top
of the steel. Seal top of tube to minimise evaporation.
Record the temperature of the grout and ambient air
temperature.
Record starting time t0 and height h0 of the grout.
Record height of grout, hg, at 15 min intervals for first
hour and subsequently at 2h, 3h and 24h.
Record height of bleed water, hw, at the same times
as for the grout (see Fig. 2). Record in homogeneities
that may develop in the appearance of the grout as
seen through the transparent tube. Examples of in
Fig. 1 Grout Spread Test homogeneities are:
1 – Cylinder (steel or plastic tube) ● formation of lenses of bleed water below
2 – Smooth plate top of grout;
The density is measured as the ratio of mass to volume Mix design is prepared using cement, water and
in the fluid state. The apparatus comprises calibrated admixture.
equipment for weight and volume measurement. Cebex 100 is used as Cementitious grout admixture.
Mix design has been finalized by trial and error All pozzolanic materials used as separate ingredients
method. Water cement ratio was found 0.37. are included in the calculation of W/C ratio.
Cebex 100 is used 0.45% eight of cement as declared Mixing has been carried out mechanically with suitable
by the manufacturer. equipment to obtain a homogeneous and stable grout
with the plastic properties.
Plasticizer is used as 0.3% weight of cement as
declared by the manufacturer. Following information are declared by the grout
manufacturer:
Flow found 165 mm initially and 155 after 30 minutes
and Bleeding found 0%. Flow in Marsh cone was ● Mix proportions of materials:
found 9.4 seconds initially and 9.9 seconds after ● W/C ratio and its acceptable tolerance;
30 minutes. Detail trial for finalization of mix design
● Sequence of introducing the materials,
is shown in Table 8.
type of mixer and mixing time;
7 days cube (100 mm size) was found 36.9 MPa > 17 ● Range of temperature for which the grout
MPa. complies with the European standard.
All materials have been batched by mass. The accuracy
5.6 Test Results
of batching was 0 ± 2 % for cement, dry admixtures
and 0 ± 1 % for water and liquid admixtures, of Test results are found satisfactory. Summary of the
the quantities specified. Water contained in liquid test results mentioned in Table 8.Volume change in
admixtures is included in the calculation of W/C all tests is found zero. Other test results are reported
ratio. in Table 8.
Table 8 Summary of Test Results
S. No. W/C Cement Cebex Super Sieve Density Water Flow in mm Marsh Cone Bleeding Compressive
Ratio Content 100 Plasticizer Test (g/cc) in g Flow in Sec at 3 h in Strength at
in g in g in g Initial After 30 Initial After 30 % 7 Days in
Minutes Minutes MPa
1 0.45 2000 9 4.96 0 2.010 900 225 200 6.37 8.4 4.76 28.5
2 0.44 2000 9 5.208 0 2.002 880 215 195 8 9.1 3.61 29.6
3 0.43 2000 9 5.456 0 1.993 860 210 190 7.4 8.8 3 31.6
4 0.42 2000 9 5.952 0 1.981 840 200 185 8.2 9.1 2.9 33.1
5 0.41 2000 9 6.448 0 1.970 820 195 175 8.6 9 2.6 33.6
6 0.4 2000 9 6.944 0 1.962 800 185 175 8.9 9.2 1.4 34.1
7 0.39 2000 9 7.192 0 1.955 780 178 170 9.1 9.6 1 34.5
8 0.38 2000 9 7.44 0 1.949 760 170 165 9.3 9.8 0.8 36.1
9 0.37 2000 9 7.44 0 1.941 740 165 155 9.4 9.9 0 36.9
6.5 New code to be developed/Specification of Detection in Grouted Post tensioned Bridges”, TRB,
present IRC needs to be revised including void 1845, 2006, Page 148-152.
Permeability at 28 days Max. 2500 coulombs at 30 volts AASHTO T 277 (ASTM C 1202)
for 6 h
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri S.K. Garg,
resident of B-21, Sarvodaya Nagar, Kanpur (Uttar Pradesh) and Late Shri A.A. Salam, resident of E-2,
Ullas Nagar, Peroorkada, Trivandrum, Kerala. They were very active members of the
Indian Roads Congress.
* Research scholar, E-mail: saurabhdandapat@gmail.com Civil Engineering Department, Indian Institute of Technology,
** Associate Professor, E-mail: bhargab@civil.iitkgp.ernet.in Kharagpur, W.B. India
*** Accent Fellow, Institute for Transport Studies, University of Leeds, Leeds, UK. LS2 9JT
E-mail: v.p.k.chintakayala@its.leeds.ac.uk
2 METHODOLOGY savings(8 & 15-17), mode choice(18 & 19), route choice(20),
vehicle choice(21), etc. Therefore, the DCE technique
2.1 Approach is adopted in the present work for collecting the
Revealed Preference (RP) and/or Stated Preference preferences of users’ in the Kolkata metro city.
(SP) data have been used extensively in diverse fields SP data may be analyzed by different econometric
for valuation of attributes or estimation of WTP model specifications. In the present study, it is aimed
values(4-7). However, RP data can not accommodate to understand trip makers perception towards various
non-existing parameters and fail to represent attributes of bus service. Therefore, the data have been
variability of attributes which in-turn does not permit analyzed by developing Multinomial Logit (MNL)
to establish their influences in the model. On the
and Random Parameter Logit (RPL) models.
other hand, a systematic combination of levels of
each attribute may be considered in SP experiments(8). 2.2 Econometric Model
Besides, it requires comparatively less number
of observations and also facilitates inclusion of The theoretical foundation of MNL and RPL
hypothetical attributes and variability of attributes. models have been documented in various
Moreover, SP models are well established and have literatures(18, 22-24). However, a brief outline of these
been used extensively for calculating marginal WTP two model specifications are included below in the
values(9 & 10). Therefore, in the present work SP data are context of the present work.
used for calculating trip makers’ WTP with respect to The MNL models are developed on the basis of
various attributes of bus system in the Kolkata metro Random Utility Theory, where the utility of each
city. element includes an observed (deterministic)
Some of the SP studies have used ranking or rating- component (V) and a random (indeterministic)
based techniques(11). But, these techniques lack strong component (ε):
theoretical foundation consistent with economics(12). U = V + ε ... (1)
As a result, it may not be able to capture the true
choice behavior of respondents. In addition, potential If the deterministic part ‘V’ is a function of the
theoretical and practical obstacles in ranking and observed attributes (z) of the choice as faced by the
rating techniques lead to difficulty in making individual, the observed socioeconomic attributes
interpersonal comparisons and departure from the of the individual (S) and a vector of parameters (β),
choice contexts that are faced by consumers in then
the real world(13). On the other hand, the Discrete V = V (z, S, β) ... (2)
Choice Experiment (DCE) provides a framework for
estimating relative marginal disutility of variations A probabilistic statement can be made (due to presence
attributes, and their potential correlations(14). The of the random component) as, when an individual “n”
method involves consumers, making mutually is facing a choice set, Cn, consisting of Jn choices,
exclusive choices from a set of substitutable the choice probability of alternative ‘i’ is equal to
alternative. Moreover, DCE is an established approach the probability that the utility of alternative “i,” Uin,
with strong theoretical foundation based on economic is greater than or equal to the utilities of all other
theory, for understanding and predicting consumer alternatives in the choice set.
tradeoffs and choices in marketing research. DCE For example:
method has also been used extensively in the field
Pn (i) = Pr (Uin ≥ Ujn, for all j € Cn)
of transportation for modeling individual’s behavior
in various contexts such as valuing travel time Pn (i) = Pr (Vin + εin ≥ Vjn + εjn, for all j € Cn, j ≠ i)
Assuming IID (Gumbel distribution) for ε, the expressed as the integral of the conditional probability
probability (Pn) that an individual chooses ‘i’ can be in the following equation over all values of β:
given by the MNL model:
... (3)
... (3)
In general, the integral cannot be evaluated analytically,
and one has to trust on a simulation method for the
This model can be estimated by Maximum Likelihood
probabilities. In RPL method, a simulated maximum
techniques. MNL model have some limitations such as
likelihood estimator, using Halton draws is used. This
Independence of Irrelevant Alternatives (IIA) property
type of random parameter model is less restrictive
and Independently and Identically Distributed (IID)
than standard conditional logit models. However, care
property.
should be taken for application of these less restrictive
A Random Parameter Logit Model (RPL) was models. Apart from being more difficult to estimate,
introduced to overcome the limitations of traditional the literature shows that the results can be rather
Multinomial Logit Model (MNL). It is used to sensitive to the distributional assumptions and the
account for unobserved heterogeneity. In RPL, when number of draws applied in the simulation(8).
an individual ‘n’ is facing a choice set Cn, the utility
In the present paper, marginal WTP values associated
function of alternative ‘i’ for individual ‘n’ be(16):
with various bus attributes are estimated using MNL
and RPL models.
i = 1, 2, …., m; n = 1, 2, ……, m ... (1)
3 SURVEY INSTRUMENT AND STUDY
Thus, each individual’s coefficient vector β is the sum A stated choice survey instrument was designed
of the population mean βI and individual deviation for collecting respondent’s trip characteristics,
βn . βn X in are error components that persuade socioeconomic characteristics, and stated preference
heteroskedasticity and correlation over alternatives in ‘choice’ from the choice sets. The survey instrument
the unobserved portion of the utility. εin represents included three parts. The first part (Part A) was designed
unobserved factors that affect Uin. with the objective of collecting respondent’s trip and
Let, tastes β, vary in the population with a distribution socioeconomic characteristics. The trip characteristics
density f (β | θ), where θ is a vector of the true were captured in terms of frequency of using bus, type
parameters of the taste distribution. If the error terms of bus predominantly used and the details of the most
(εin) are IID (Independent and identically distributed) recent trip including trip purpose, trip length and fare.
type-I extreme value, it is a random parameter logit On the other hand, the socioeconomic characteristics
model(25). The conditional probability of observing were captured in terms of age, gender, income, car
a sequence of choices is given by the product of the ownership, etc. The second part (Part B) was designed
conditional probabilities: to make respondents familiar about various attributes
and their levels used in the stated choice experiment.
... (2) This part included description as well as photographs
and sketches. Photographs were included especially
Where, k (n,t) denotes the sequence of choices from to communicate to respondents about various types of
choice sets that an individual ‘n’ chooses in situation buses and traffic information systems available. The
‘t’. In the choice experiment, the sequence of choices third part (Part C) was designed with the objective of
is the number of hypothetical choices each respondent collecting respondents’ choice with respect to each
makes in the survey. The unconditional probability choice set. This part included six choice sets with two
for a sequence of choices for individual ‘n’ is then hypothetical alternative bus service in each set.
During preliminary investigation in the Kolkata metro ● Standing at crush load condition
city it was observed that journey speeds for buses (CC1)
were generally very low (about 8 to 15 kmph), buses
iv) Traffic information:
were crowded and headway was often in the range of
5 to 15 minutes. Also, bus schedules were largely not ● Traditional way of displaying
known to passengers, and no information was available bus route/destination information
at bus stops or on-board. Presently, the Kolkata city (TI1)
is predominantly served by four distinctly different ● Displaying bus route/destination
types of bus called as Mini Bus (BT1), Ordinary information using LED display
Private Bus (BT2), Ordinary State Bus (BT3) and (TI2)
Jawaharlal Nehru National Urban Renewal Mission
● Displaying bus route/destination
(JnNURM) Bus (BT4). The dimensions, appearance
information using LED display +
and comfort offered by these buses are different. The
on-board information using LED
newly introduced JnNURM buses appear to be most
display (TI3)
attractive in terms of appearance and comfort among
all types of bus operating in the Kolkata metro city. ● Displaying bus route/destination
Apart from bus fare five attributes of bus system were information using LED display +
included as attributes in the choice experiment. The on-board information using LED
attributes considered in the study can be classified as display + LED display at bus stop
quantitative attributes and qualitative attributes. The with bus arrival information (TI4)
quantitative attibutes included average journey speed,
v) In-Vehicle Travel Time (IVTT in minutes)
travel cost and waiting time at bus stop. On the other
based on Average Journey Speed (in km/
hand, the qualitative attributes included discomfort
hour):
during journey, type of bus, and nature of traffic
information. Each attribute was further described by ● The following levels of average
four or five levels as mentioned below: journey speed were included.
i) Type of Buses : Mini Bus (BT1), Ordinary ● For Short Trips (Up to 6 km five
Private Bus (BT2), State Bus BT3), levels): 8, 10, 12, 14, 16
JnNURM Bus/Articulated Bus (BT4). ● For Long Trips (Beyond 6 km five
ii) Waiting Time at bus stop ((WT) in levels): 10,12,14,16,18
minutes): 3, 6, 9, 12, 15. vi) Fare (INR/km)
iii) Comfort Condition Inside vehicle: ● For Short Trips (Up to 6 km five
● Seat (CC4) levels): 1.1, 1.4, 1.7, 2.0, 2.3
choice set were presented in generic form (i.e., Alt-A on the number of choice sets in each questionnaire
and Alt-B). considering respondents’ fatigue, identification of
various strategic locations for intercepting commuters
Pilot surveys were carried out in February 2011 in order and also for providing a sort of training to the
to identify various important aspects of questionnaire interviewers. Necessary changes were incorporated in
and data collection such as respondents’ understanding the questionnaire based on the pilot studies. A sample
level, proper explanation of SC experiment, decision of an SP choice set is presented in Fig. 1.
Choice Set:-SC1
Type of Bus Waiting Discomfort Traffic Information In-vehicle Fare Your
Time travel time (Rs.) Choice
JnNURM/ 15 min Comfortable LED display outside 60 min 11.00
Standee +onboard
Articulated bus
Ordinary Private 3 min Congested LED display outside 33 min 14.00
Bus Standee
Fig. 1 Sample Choice Set
Variable(s) Description
Trip Purpose Levels Work Business Education Recration Shopping Social Other
Number 828 173 302 111 66 75 59
Household Levels ≤10K 10k-20K 20k-30K 30K-40K 40K-60K 60K-80K >80K
Income per Number 246 583 422 196 105 23 39
month (INR)
Age (Years) Levels ≤20 21-35 36-55 >55
Number 62 841 600 111
Car ownership Levels 0 1 ≥2
(No. of car) Number 1153 398 63
5 MODEL DESCRIPTION, RESULTS AND base alternative for comfort level during travel. Based
DISCUSSION on these assumptions, model estimation was carried
Keeping in view the objective of present work, the out for all other levels of corresponding attributes.
quantitative attributes such as In Vehicle Travel Time,
The MNL and RPL models were developed using
Waiting Time and Fare were entered in the model
LIMDEP 8.0 (Greene 2002). While developing RPL
in cardinal linear form. On the other hand, dummy
models, a Constrained Triangular (CT) distribution
coding was used for three qualitative attributes such as
bus type, traffic information and comfort condition. In (26) for the random parameters(s) where spread of the
Bus type, BT4 was considered as the base alternative. random parameter equals its mean, was assumed. The
In case of Traffic Information, TI4 was considered as MNL and RPL models developed in the present study
the base alternative and CC4 was considered as the are presented in Table 2.
It may be observed from Table-2 that the coefficient service are considered as important by trip makers in
estimates of all the attributes and levels are statistically the Kolkata metro city. The sign of each coefficient
significant. The t-values of coefficient estimates estimate is also found logical and as per the actual
indicate that all these attributes and levels of bus condition of the bus service in the Kolkata metro city.
Negative sign associated with in-vehicle travel time bus stop with bus arrival information is also considered
and waiting time indicates that as the value of these as utility by trip makers.
attributes increases the disutility also increases.
The coeeficient estimates assiciated with CC1, CC2
Among four types of bus service, JnNURM buses are and CC3 indicate that crowding inside buses is
considered superior to other three types of bus. It is considered as disutility by tripmakers. Also, more
interesting to note that between Mini Bus (BT1) and cowding is clearly perceived as more disutility by bus
Ordinary Private Bus (BT2), the disutility is considered trip makers in the Kolkata metro city.
more for Mini Bus (BT1) which is contrary to the
It may also be observed from Table-2 that the coefficient
conventional belief. The fare for Mini Bus (BT1) is
estimates obtained from MNL and RPL models are
higher as it is assumed to offer a more comfortable
consistent in terms of their interpretations. However,
journey. The condition of majority of Mini Buses is
in all cases other than CC3 higher coefficient estimates
extremely poor, leg-space is inadequate and traveling
are obtained from RPL model. In terms of the overall
as a standee is more inconvenient due to low head
goodness-of-fit (i.e. ρ2), no significant improvement
room, which may justify the result in the context of
is observed in RPL model. This may be because of the
the Kolkata metro city. It is also interesting to note
assumption of CT distribution of random parameters
that Ordinary State Bus (BT3) is considered superior
in RPL model. No additional parameter is estimated in
to Mini Bus (BT1) and Ordinary Private Bus (BT2).
the present RPL model.
The results bring out the images of four types of bus,
as perceived by commuters in the Kolkata metro city. The marginal WTP values are calculated by taking
ratio of the coefficient of each non-cost attribute and
It is interesting to note that TI2 (Displaying bus
the coefficient of the cost attribute. The marginal
route/destination information using LED display) is
WTP values estimated from MNL and RPL models
considered as more disutility than TI1 (Traditional
for various attributes/levels are reported in Table 3.
way of displaying bus route/destination information)
For the qualitative attributes and their levels, WTP
which is apparently not an expected outcome. A further
values are reported for a shift from the level under
investigation reveals that in JnNURM buses which
consideration to the base level. For example, the WTP
are presently operating in Kolkata, the font size used
for BT2 is for a shift from bus type BT2 to BT4 (base
in the LED display is small and there are problems
level).
associated with the visibility during daytime. Also, in
many cases the LED displays are scrolled fast making It may be observed that WTP values obtained from
it difficult for trip makers to read and understand the MNL and RPL model are generally consistent and
content. Altogether, Kolkata users find LED display in comparable. The WTP values clearly indicate that both
its present form as more disutility than TI1 (Traditional quantitative and qualitative attributes of bus service
way of displaying bus route/destination information). are considered as important factors by tripmakers in
A comparison of coefficients of TI2 (Displaying bus the Kolkata metro city. The present bus fare in the
route/destination information using LED display) and Kolkata metro city is different for different types of
TI3 (Displaying bus route/destination information bus service. Also, the fare per km varies depending
using LED display + on-board information using LED on the distance travelled. In general, the bus fare per
display) indicates that on-board information using km varies in the range of INR 1.00 to INR 2.00. A
LED display is considered as utility by trip makers. A comparison of the present bus fare and the WTP values
comparison of coefficient estimate of TI3 (Displaying reported in Table-3 clearly indicates that bus fare is
bus route/destination information using LED display not the only concern to trip makers in the Kolkata
+ on-board information using LED display) with the metro city. Rather, as compared to the fare, trip makers
base alternative clearly indicate that LED display at have significant WTP for improvement of various
qualitative and quantitative attributes of bus service. and quantitative attributes of bus service in the Kolkata
The results also indicate the need for improving the metro city. The work clearly indicates that the fare
overall quality of bus service in the city to enhance the is not the only concern to trip makers. Trip makers
attractiveness of bus system in the Kolkata metro city are found to have significant WTP for improvement
and the benefit to bus users. of various attributes of bus service. The WTP for
Table 3 Willingness-to-Pay Values (INR) for improvement of qualitative attributes is meaningful as
Different Attributes of Bus System qualitative attributes of bus system are generally not
given due considerations in developing countries such
Attributes WTP as India. The results justify the need for improving the
MNL RPL overall quality of bus service in the city to enhance
IVTT (INR/min) 0.90 0.98 the attractiveness of bus system and the benefit to bus
WT (INR/min) 0.59 0.59 users. Not the fare alone but an overall improvement
BT1 (INR/km) 1.16 1.20 of bus service with due considerations to various
BT2 (INR/km) 0.77 0.80 quantitative and qualitative attributes is the need
BT3 (INR/km) 0.57 0.55 highlighted in the present work.
TI1 (INR/km) 1.30 1.29 There are two interesting case specific findings. First,
TI2 (INR/km) 1.88 1.92 the disutility is found more for Mini Bus (BT1) than
TI3 (INR/km) 1.16 1.08 Ordinary Private Bus (BT2), which is contrary to
CC1 (INR/km) 1.60 1.64 the conventional belief. The condition of majority of
Mini Buses in the city is extremely poor, leg-space
CC2 (INR/km) 1.35 1.29
is inadequate and traveling as a standee is more
CC3 (INR/km) 0.72 0.62
inconvenient due to low head room, which may
It may be mentioned that the bus system in the justify the result in the context of the Kolkata metro
Kolkata metro city is used by both captive and choice city. Secondly, the present system of displaying bus
riders. As a significant share of captive riders is route/destination information using LED display is
from the economically weaker section of the society, found to cause more disutility than the traditional
the WTP for captive riders may be lower than the way of displaying bus route/destination information
values reported in Table-3. A further investigation is which may be due to the inadequate font size and high
therefore, necessary to capture the difference of WTP, scrolling speed of LED display in the Kolkata metro
if any, between captive and choice riders. However,
city.
the present study clearly indicates that the fare is not
the only concern to trip makers. It is imperative that The findings from the present work are case specific
unless the overall quality of bus system is improved but they may encourage similar investigations in other
significantly, the bus system is likely to lose its cities in India. Also, the findings from the work may
patronage in favour of increased car usage which will encourage the need for a completely different approach
further aggravate traffic congestion in the city and towards the bus system in urban India.
increase the vehicular emissions. The low fare alone
is unlikely to be instrumental in arresting the shift of 7 ACKNOWLEDGEMENT
commuters to cars.
The work presented in the paper is based on the
6 CONCLUSIONS research project sponsored by HUBNER GmbH,
The present work brings out new evidences on Germany. The authors express their sincere thanks to
perception of urban trip makers towards qualitative the sponsor.
REFERENCES 14. Louviere, J.J., Hensher, D.A., and Joffre, D.S. (2000),
Stated Choice Methods. Analysis and Applications,
1. Vaidya, C. (2011), Urban Transport Initiatives in India:
Cambridge University Press.
Best Practices in PPP, National Institute of Urban
Affairs, The Report submitted to the Ministry of Urban 15. Hensher, D. A. (2001), The Valuation of Commuter Travel
Development, Govt. of India. Time Savings for Car Drivers in New Zealand: Evaluating
Alternative Model Specifications, Transportation, Vol. 28,
2. Urban Initiatives: Peer Experience and Reflective pp. 101–118.
Learning (PEARL), (2011). National Institute of Urban
Affairs (NIUA), New Delhi, Vol. 5. 16. Greene, W., Hensher, D.A., and Rose, J. (2006),
Accounting for Heterogeneity in the Variance of
3. JNNURM. (2011), JNNURM bus project. Retrieved on the Unobserved Effects in Mixed Logit Models,
22 June 2011 from http:// www.jnnurm.nic.in/funding-of- Transportation Research, Part B., Vol. 40, pp. 75–92.
buses.html.
17. Hess, S., Bierlaire, M., and Polak, J.W. (2005), Estimation
4. Phanikumar, C.V. and Maitra, B. (2006), Modeling of Value of Travel-Time Savings Using Mixed Logit
Willingness-to-Pay Values for Rural Bus Attributes under Models, Transportation Research, Part A, Vol. 39,
Different Trip Purposes, Journal of the Transportation pp. 221–236.
Research Forum. Summer, Vol. 45, No. 2, pp. 31-44.
18. Alpizar, F., and Carlsson, F. (2003), Policy Implications
5. Hensher, D. A. (1994), Stated Preference Analysis of and Analysis of the Determinants of Travel Mode Choice:
Travel Choices: The State of Practice, Transportation, An Application of Choice Experiments to Metropolitan
Vol. 21, No. 2, pp. 107–133. Costa Rica, Environment and Development Economics,
6. Kroes, E.P. and Sheldon, R.J. (1988), Stated Preference Cambridge University Press, Vol. 8, No. 4, pp. 603-619.
Methods: An Introduction, Journal of Transport 19. Koppelman, F. S., and Sethi, V. (2005), Incorporating
Economics and Policy, Vol. 22, pp. 11-25. Variance and Covariance Heterogeneity in the Generalized
7. Louviere, J.J. (1988), Conjoint Analysis Modeling of Nested Logit Model: An Application to Modeling Long
Stated Preferences: A Review of Theory, Methods, Recent Distance Travel Choice Behavior, Transportation Research
Developments and External Validity, Journal of Transport Part B: Methodological, Vol. 39, No. 9, pp. 825-853.
Economics and Policy, Vol. 22, No. 1, pp. 93-119. 20. Yai T., Iwakura, S., and Morichi, S. (1997), Multinomial
8. Hensher, D.A. and Greene, W.H. (2003), The Mixed Logit Probit with Structured Covariance for Route Choice
Model: The State of Practice, Transportation, Vol. 30, Behaviour, Transportation Research-B, Vol. 31, No. 3,
Vol. 2, pp. 133-176. pp. 195-207.
9. Hensher, D.A., Rose, J.M., and Greene, W.H. (2005), 21. Train, K., and Winston, C. (2007), Vehicle Choice Behavior
Applied Choice Analysis: A Primer, Cambridge University and the Declining Market of us Automakers, International
Press. Economic Review, Vol. 48 No. 4, pp. 1469–1496.
10. Hensher, D. A. (2007), Sustainable Public Transport 22. McFadden, D. (1974), Conditional Logit Analysis of
Systems: Moving Towards a Value for Money and Network- Qualitative Choice Behaviour, In P. Zarembka, ed.,
Based Approach and Away from Blind Commitment, Frontiers in Econometrics. New York: Academic Press,
Transport Policy, Vol. 14, No. 1, pp. 98-102. pp. 105–142.
23. Bhat, C. (2000), Incorporating Observed and Unobserved
11. Hunt, J.D. (2001), Stated Preference Analysis of
Heterogeneity in Urban Work Travel Mode Choice
Sensitivities to Elements of Transportation and Urban
Modeling, Transportation Science, Vol. 34, pp. 228-238.
form, Transportation Research Record: Journal of the
Transportation Research Board, Vol. 1780, pp. 76-86. 24. Greene, W. H. (2002), Econometric Analysis, Maxwell
MacMillan International Editions, Basic text book.
12. Adamowicz, W., Louviere, J., and Swait, J. (1998),
Introduction to Attribute-Based Stated Choice Methods. 25. Train, K. (1998), Recreation Demand Models with Taste
Report submitted to National Oceanic and Atmospheric Differences Over People, Land Economics, Vol. 74, No. 2,
Administration, US Department of Commerce. pp. 230–239.
13. Bennett, J., and Blamey, R.K. (2001), The Choice 26. Phanikumar, C.V. and Maitra, B. (2006), Valuing Urban
Modeling Approach to Environmental Valuation, Edward Bus Attributes: An Experience in Kolkata, Journal of
Elgar Publishing Limited, UK. Public Transportation, Vol. 9, No. 2, pp. 69-87.