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Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
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 Indian Highways
Volume : 46 Number : 10 ● October, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 Advertisements 2, 6-10, 48, 66-68
 IRC Technical Committee Meeting Schedule October, 2018 6

Technical Papers
 Quality Control and Quality Assurance in Bituminous Road Construction in India 11
By Prithvi Singh Kandhal, Rajan Choudhary and Abhinay Kumar
 Study on User Delay at Signalised Intersection and Formulation of Level of Service 19
By Dr. Sewa Ram, Dr. Ammu Gopalakrishnan and Dr. P.K. Sarkar
 Osterberg Cell Using Two Layers for a Case Study with and Without Base Grouting 31
By S.K. Bagui, S.K. Puri and Atasi Das
 Development of Incident Management System Using Ant System Algorithm and Blackboard Architecture 39
By Dr. Praveen Kumar, Gurmesh Sihag and Shambhavi Mishra
 CSIR-Structural Engineering Research Centre (CSIR-SERC), Chennai, Announcement 38
 MoRTH Circular 49-50
 Tender Notices 51-53
 79 Annual Session Announcement
th
54-58
 Announcement for Jawhar Lal Nehru Award 59-60
 Announcement for International Seminar 61-62
 Corporate Membership Form 63-64
 New/Revised IRC Publication 65

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

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.:
+91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
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expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.

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

`20

INDIAN HIGHWAYS│OCTOBER 2018 3

 From the Editor's Desk

Landscaping and Tree Plantation Along Roads

Plantation of trees and strategies of landscaping along highways within the right of way are carried
out by respective authorities as per the IRC:SP:21-2009 “Guidelines on Landscaping and Tree
Plantation”. This document also covers guidelines on selection of tree species in different areas
of the country. For plantation along rural roads IRC has brought out a separate document entitled
“Guidelines on Tree Plantation along Rural Roads” IRC:SP:103-2014.
Govt. of India has also issued Guidelines for Green Highways, Plantation, Transplantation,
Beautification, Landscaping and Maintenance activities along NHs. At present, different types
of arrangement exists, with respect to raising and maintaining roadside plantation, because of
which it gets neglected. To circumvent it, MoRTH has recently unveiled Green Highway Policy
– 2015 for undertaking plantation. National Green Highway Mission under NHAI has been made
Nodal agency for effective implementation and monitoring of Green Highways Projects. The
implementation of the project is through Plantation Agencies/Co-operatives/NGOs and watershed
committees. These institutions may get registered with National Green Highways Mission of
NHAI.
Green highway project will be an integrated component for all new highway projects including
road widening projects. Provision of funding for planning, implementation and monitoring for
green corridor development and management shall be done from 1% of estimated cost of highway
projects.
The plantation of trees/shrubs species shall strictly be as per the plantation species matrix which has
been developed by Green Highway Mission of NHAI. The sites of cultural, historical importance
shall be marked and the landscaping activities shall be planned to highlight the aesthetics of the
site. Further for identification of suitable tree/shrubs, an excel based model has been developed
which compares different plant species on three fundamental principles – ecological, economic and
aesthetics. Plantation techniques for green corridor development, special landscapes/embankment
slopes/or the median, avenue plantation, specification for median plantation, transplantation
techniques, plantation on vacant land, protection measures are covered in the Guidelines for Green
Highways Project.
Acquisition of adequate Right of Way, and proper design of the road cross-section with provision
for green buffer strip between the shoulder and land boundary, can help a lot to improve the
landscape along the road. In urban areas with appropriate screen planting, the nuisance of noise,
dust and fumes on account of traffic can be vastly reduced.
The IRC documents also provides for comprehension guidelines on both the hard and soft
landscaping of roads with respect to the physiographical, environmental, climatic and operational
factors. Landscape treatment of roads embraces the following measures at different stages of
development:
● Designing of horizontal alignment, vertical profile, structures like bridges and retaining walls and road
side furniture, such as signs, signals, lighting system, etc. so that these components are not out of scale
with the surroundings.
● Stabilizing the embankment and cutting areas to smoothen the earth profile and unifying with
the landscape.

4 INDIAN HIGHWAYS│OCTOBER 2018

 From the Editor's Desk

● Gross turfing and planting of trees and shrubs.

● Enhancement of surrounding and creation of necessary service facilities for rest, recreation
etc. for the road travelers.
● Factors such as terrain, surroundings, category of speed/road category, climatic factors and
public opinion affect landscaping design.
Arboriculture is the most important components of landscaping. Planting may be functional or
for aesthetic effects, but in either case the objective should be to help restore the unity of the
landscape. Functional planning applies to such problems as protection of slopes against erosion.
Screening of unsighty views, reducing the headlights glare, providing shade in summer and so on.
Tree planting improves the appearance of the road and enhances the natural landscape, planting
for aesthetic effects is also by and large functional but goes beyond that to blend the road into the
surrounding countryside and enhance the overall beauty.
Trees and shrubs are important elements of landscape. On road in New Delhi, between the tress,
horticulture department is planting shrubs, creepers and plants with seeds that birds can eat off,
butterflies can enjoy and insects can flourish in.
To facilitate systematic execution of operations involved in roadside arboriculture, it will be
advisable to prepare a detailed work plan including necessary drawings for field use. These should
cover the scope and extent of the proposed activities, pattern, type and location of plantings, plant
species to be used etc. and should be simple enough to be easily followed by field staff.
Development of roads in the country are associated with upgrading of their road category. With
the growth in traffic, the district roads are upgraded to State highways and State highways are
upgraded to National Highways. The upgraded road is improved to the standards for their upgraded
category. During the process of upgrading the trees which come in the way of upgradation needs
to be transplanted/cut. Ministry has issued, “Guidelines on transplantation of trees for widening
of National Highways” vide circular dated 7th August, 2014. Trees upto 60 cm in height can be
successfully transplanted within 4-5 km. It would be productive and useful, if the road agencies
contact the departments dealing with Forest and Agriculture for seeking their advice as to the steps
involved in transplantation of trees. These department can also assist in selection of species of
trees and shrubs and method of their plantation.
MoRTH has also issued policy Guidelines dated 26th February, 2018 and 10th May, 2018
suggesting fixing of alignment of NH’s to avoid/reduce felling of trees during upgradation of
highways.
Highway engineers are primarily responsible for development of safe highways. Roadside tree
plantation is desirable but not at the cost of road user safety. The branches of trees protruding
into the carriageway and plantation on inner side of curves obstructing sight of drivers are traffic
hazard..Trees which are safety hazard needs to be pruned/transplanted.

(Sanjay Kumar Nirmal)

Secretary General

INDIAN HIGHWAYS│OCTOBER 2018 5

 Advertisement and IRC Meeting Schedule

IRC Technical Committees Meeting Schedule for October, 2018

Date Day Time Name of the Committee

01-10-18 Mon 11.00 AM Sub-Group of Specialized Bridge Structures including
Sealinks Committee (B-9)
05-10-18 Fri 11.00 AM Reduction of Carbon Footprint in Road Construction and
Environment Committee (G-3)
10.30 AM Project Preparation, Contract Management, Quality
Assurance and Public Private Partnership Committee (G-1)
06-10-18 Sat 11.00 AM Hill Roads & Tunnels Committee (H-10)
02.30 PM Road Maintenance and Asset Management Committee (H-6)

10-10-18 Wed 11.00 AM Road Safety and Design Committee (H-7)

12-10-18 Fri 11.00 AM Specialized Bridge Structures including Sealinks Committee
(B-9)
13-10-18 Sat 11.00 AM Bearings, Joints and Appurtenances Committee (B-6)

6 INDIAN HIGHWAYS│OCTOBER 2018

 Advertisement

INDIAN HIGHWAYS│OCTOBER 2018 7

 Advertisement

8 INDIAN HIGHWAYS│OCTOBER 2018

 Advertisement

INDIAN HIGHWAYS│OCTOBER 2018 9

 Advertisement

10 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper

QUALITY CONTROL AND QUALITY ASSURANCE IN BITUMINOUS

ROAD CONSTRUCTION IN INDIA

Prithvi Singh Kandhal1 Rajan Choudhary2 Abhinay Kumar3

ABSTRACT
Implementation of Quality Control and Quality Assurance (QC/QA) is necessary to ensure consistent and quality
bituminous road construction in India. It should replace the present system of generally reporting “passing” test
results only during construction, which is unacceptable and leads to premature failures.
Quality control is the responsibility of the construction contractor who should prepare and execute a QC plan for the
bituminous paving project. Quality assurance is the responsibility of the owner (such as NHAI, representative of NHAI,
or a concessionaire). For quality assurance paving project is first divided into lots and sublots. Quality assurance is
done with the help of Percent Within Limits (PWL) and pay factors (price adjustments), which are determined for
each lot from test values of sublots.
This paper describes the QC/QA system in detail and the way it should be implemented in India after some pilot
projects. For QA a computer software program based on Excel has been developed at IIT Guwahati exclusively for
this paper and is available online. With this program it is quite easy to calculate the mean, standard deviation, and
PWL once the five sublot test results are entered along with the minimum and maximum specified limits for the test
parameter.

1. INTRODUCTION 2. CURRENT SCENARIO OF QC/QA IN INDIA

Experience in the developed countries such as the US
has shown that implementation of Quality Control
(QC) and Quality Assurance (QA) concept is necessary
to obtain consistent and good quality bituminous
road construction. QC and QA have been defined by
AASHTO as follows[1].
Quality Control: The activities that have to do with
making the quality of a product what it should be. It is
the responsibility of the construction contractor.
Quality Assurance: The activities that have to do with
making sure that the quality of a product is what it
should be. It is the responsibility of the highway agency
such as National Highway Authority of India.
The QC/QA concept is new for India and needs to
be implemented as soon as possible to assure quality
bituminous road construction. There is hardly any
quality assurance system in place in India at the present
time, which is unacceptable.
There is no well-established system existing for
proper Quality Control/Quality Assurance (QC/QA)
for bituminous construction in India. Quality Control
(QC) involves preparation and execution of a QC Plan
by the contractor. Quality Assurance (QA) involves
quality check and acceptance/rejection of the project
lots by the owner. Both QC and QA are not practiced in
India in a desirable manner, which is the subject of this
paper. The two main types of concession agreements
followed presently in India for construction of major
highway projects are: (1) Engineering, Procurement
and Construction (EPC) agreement, and (2) Hybrid
Annuity (HA) agreement.
Under the EPC agreement, the construction period is
usually 2 years and defect liability/maintenance period
is 5 years, whereas in the HA mode the construction
period is usually 3 years and defect liability/maintenance

1
Associate Director Emeritus, National Center for Asphalt Technology, Auburn University, USA. Currently in Jaipur,
E-mail: pkandhal@gmail.com
2
Associate Professor, Department of Civil Engineering, IIT Guwahati, E-mail: rajandce@iitg.ernet.in
3
PhD Research Scholar, Department of Civil Engineering, IIT Guwahati, E-mail: abhinayk29@gmail.com

INDIAN HIGHWAYS│OCTOBER 2018 11

 Technical Paper
period is 10/12 years. About 90 percent of the total
construction cost in EPC agreement is regulated by the
government and is paid to contractor in 4 installments
of 5-6 months each, and the remaining 10 percent is
paid during the defect liability period. In the HA mode,
40 percent cost is regulated by the government and
is paid during the construction period. Remaining 60
percent of the project cost, which was borne by the
concessionaire during the construction period, is paid
on bi-annual basis during the defect liability period in
installments.
As per the Indian specifications and concession
agreement provisions, QC aspects are to be ensured
through the concessionaire, contractor as well by an
independent body. The independent body is called
Authority Engineer in case of EPC agreement and
Independent Engineer in case of the HA mode.
Most contractors follow the MoRTH Specifications
and the Indian Roads Congress Standard
IRC:111-2009 for Dense Graded Bituminous Mixes,
which specifies the minimum frequency of tests to be
performed by the contractor during production and
laying of bituminous mixes[2]. Some examples are as
follows:
Bitumen content and 3 tests for each 400 tons of
gradation mix (minimum 2 per day)
Marshall tests including 3 tests for each 400 tons of
mix (minimum 2 per day)
voids analysis and & flow
Density in the field after 1 test per 700 sq m area
compaction
Specifications provide tolerance limits for the Job-Mix
Formula (JMF) parameters such as follows:
Bitumen content ±0.3 %
Gradation Varies according to sieve
size (as given in MoRTH
5th Revision)
Compaction in field Minimum 92% of
maximum specific gravity
of mix
QA should be carried out by the owner (such as NHAI,
its representative or concessionaire). This aspect of QA
is essentially missing currently in India. Agencies that
are responsible for QA rely on the QC process alone.
Under current practice, the owner such as NHAI or its
representative “certify” all the tests/processes/checks
done for QC. Instead of ensuring the quality of work
12 INDIAN HIGHWAYS│OCTOBER 2018
through an independent test/process (supposed to be
included under QA), they usually act as “witness” to
tests/checks carried out by the construction contractor.
Moreover, in the existing specification/concession
agreements, there are no clear guidelines on the
acceptance/rejection criteria for any variability in
the production and construction process. (This paper
provides such reasonably clear guidelines.] Under
this scenario, contractors or sub-contractors have a
tendency to bring/ensure all the results (through fair or
unfair means) within the specified ranges or acceptable
limits.They are afraid of some action by the owner if
a result outside the tolerances is reported. This has
been observed by the first author while investigating
some premature failures of national highways in India.
All construction records were of no use because they
showed passing results only despite the fact that NHAI
had an Independent Engineer (IE) to oversee the
construction quality.
It must be realized that variations in test results of
bituminous mixes is quite natural and common. Test
results can be affected by the inherent variability of
the materials; asphalt mix; sampling errors; and testing
errors. For example, a segregated hot mix sample can
decrease or increase the bitumen content test value from
what the real value is[3]. Therefore, it is common that
some test results may be outside the tolerance limits of
the specifications. The proposed QA process will help
to address such expected variations in bituminous road
construction[4].
3. MOVE TOWARDS STATISTICAL QA
SPECIFICATIONS
As mentioned earlier, the system in-place in India at
the present time for QA is based on tests performed
under QC program, mainly on single samples (so-called
‘representative’ samples) on the basis of which decision
is made whether to accept or reject the material/process.
In cases where results are not found to be within the
specified upper and lower limits, additional samples
called ‘check’ or ‘confirmatory’ samples are tested. It
cannot be denied that the existing system creates a lot of
confusion amongst the agencies responsible for QC/QA
regarding judging the overall quality. Therefore, there
is an urgent need to shift from the current ‘pass or fail’
system to a more rational system based on statistical
analysis of the results obtained. The statistically based
QA system will be described in detail, the QC System
is presented first.
 Technical Paper
3.1 Quality Control by Contractor
Quality Control (QC), also known as “process control”,
is the responsibility of construction contractor. Before
beginning the production of bituminous mixes,
contractor must test all the source (constituent)
materials such as coarse aggregate; fine aggregate; filler
(if any); and paving bitumen and get them approved by
the owner (usually government agency). Then a Job-
Mix Formula (JMF) is developed and approved by the
owner.
The contractor develops a Quality Control (QC) plan
to ensure JMF is reproduced by the hot mix plant with
specified tolerances. The QC Plan must include:
● Frequency of sampling and testing
● Steps to keep the process under control; to quickly
determine when process has gone out of control;
and to respond adequately to bring the process
back under control
The frequency of sampling and testing is not generally
dictated by the owner. Usually it is more than that
recommended by the owner to avoid potential rejection/
price adjustments.
The owner usually does require that control charts
are maintained by the contractor for process control.
Outline of a control chart showing upper and lower
specification limits is given in Fig. 1[5]. Whenever a test
value is obtained it is plotted on the control chart just
like a patient’s body temperature chart maintained in a
hospital.
Fig. 1 Typical Control Chart(5)
Control charts are maintained for bitumen content;
gradation (all sieves); Marshall stability and flow;
void parameters such as air voids, VMA (voids
in mineral aggregate), VFB (voids filled with
bitumen); theoretical maximum specific gravity
of mix, Gmm. Control chart for air voids is shown in
Fig. 2.
Fig. 2. Control Chart for Air Voids in Compacted
Marshall Specimens(5)
Control charts offer the following benefits:
● Early detection of an impending problem,
● Identify the cause(s) of problem from other control
charts,
● Decrease variability,
● Decrease inspection frequency, and
● Reduce potential rejection/price adjustments by
the owner
Control charts help to identify (diagnose) the cause(s)
of the problem and to take necessary measures to bring
the process under control. For example, if the air voids
in the compacted Marshall specimens are on the low
side it could be due to high bitumen content and/or
change in gradation (especially excessive amounts of
0.075 mm material) noted on those respective control
charts.
3.2 Quality Assurance (QA) by Owner
Quality assurance is the responsibility of the owner
(usually the government agency or its representative)
who determines whether the quality of the product is
what it should be. QA is not based on testing a few
samples per day, which is the case in India at the present
time. If one sample fails it is difficult to quantify the
quality of the paving project. Let’s consider an example.
On a national highway project, the JMF bitumen content
was established at 5.2 ± 0.3 percent (range of 4.9 to
5.5 percent). Five bitumen contents were determined
on a 2-km section of this highway: 5.1, 4.8, 5.2, 5.3,
and 5.4 percent. Only one of the bitumen contents
(4.8%) is outside the acceptable tolerance limits. What
does it mean? Should the paving of the entire 2-km
section be rejected based on one test result? Should
more additional samples be taken at the same or nearby
location until bitumen content passes?
INDIAN HIGHWAYS│OCTOBER 2018 13
 Technical Paper
This is where statistics is used without any bias as a tool
to make informed decisions and to resolve disputes.
Statistical tools such as mean, standard deviation,
normal distribution curve, Percent Within Limits
(PWL), and pay factors are used for quality assurance.
Therefore, QA is conducted on a statistically based
quality evaluation system. A detailed discussion of this
statistical approach follows.
For acceptance purposes, the paving project is divided
into lots and sublots. A ‘lot’ means a quantity of
material produced from a single source under similar
conditions. In the context of asphalt pavement, it
typically represents asphalt mix production in a single
day. It can also be a specified tonnage such as 400 tons.
The project is accepted on lot by lot basis. If one lot
is substandard, the contractor is penalized with price
adjustment or rejection of that lot only, rather than the
whole project. This reduces the risk for both contractor
and owner.
Sublots are divisions of a lot used for sampling purposes
and may be of an approximate length of 100-150 m of
bituminous paving. Generally, 5 sublots are considered
within a lot. Samples are taken from each sublot for
performing tests such as bitumen content, gradation,
and Marshall Test. Sampling within the sublot is done
at random by using X and Y coordinates obtained from
a table of random numbers. If random locations are
selected within the whole lot, they may not be spread
out as shown in top of Figure 3. Rather, a stratified
sampling plan is adopted in which a lot is divided into
5 equal sublots and then one random sample is obtained
from each sublot as shown in bottom of Fig. 3. Such a
sampling plan is adopted for obtaining loose bituminous
mix behind the paver for determining mix composition
(bitumen content and gradation) or obtaining cores for
determining compaction level. Alternatively, loose mix
can also be collected at random from trucks leaving the
hot mix plant based on time or tonnage.
Fig. 3 Sampling from Lots and Sublots
14 INDIAN HIGHWAYS│OCTOBER 2018
If so desired by the contractor, the owner or his
representative can split the loose hot mix and provide
one-half to the contractor for verification.
In the statistically based quality evaluation system, two
or three important quality parameters are selected for
testing and evaluation. This is because so many test
parameters such as bitumen content; gradation on all
sieve sizes; Marshall test void parameters, stability
and flow; and in-situ density after compaction, make
the process rather complex. Moreover, many test
parameters are correlated with each other and there is
no need to test all of them.
The following three test parameters are widely used for
acceptance and price adjustments and are considered
reasonably adequate:
● Bitumen content
● Air voids in the compacted Marshall specimens
● Percent compaction in the field based on maximum
specific gravity of mix
Proper bitumen content is necessary for the performance
of the bituminous pavement. Excessive bitumen
content would result in bleeding and/or rutting whereas
deficient bitumen content would significantly reduce
the durability of the bituminous pavement[5]. Proper
air void content in the compacted Marshall specimens
is also important for the performance of the pavement.
Air void content of less than 3 percent increases the
potential for rutting whereas air void content above
5 or 6 percent increases the potential for premature
aging (oxidation) of the bituminous pavement, which
may also induce raveling and stripping. Laboratory
air voids also indirectly control the mix composition
(bitumen content and gradation of aggregate). Percent
compaction in the field is the single most important
test parameter for the performance of bituminous
pavement. The composition of bituminous mix may be
perfect but deficient compaction (high air voids in the
mat) is likely to cause premature deterioration of the
bituminous pavement such as raveling and potholes.
After the five sublot samples representing one lot are
tested for the desired parameter(s), the test values are
analyzed statistically to determine the percentage of
this lot which is within specified tolerance limits, that
is, Percent Within Limits (PWL).
Based on the mean and standard deviation of the 5
results, a normal distribution curve is fit to the data. A
normal distribution curve is a ‘bell-shaped’ symmetric
curve that describes the statistical distribution of
engineering measurements, such as asphalt binder
content, mix density, or gradation data of bituminous
 Technical Paper
mixes. Fig. 4 shows two normal distribution curves
‘a’ and ‘b’. Observe that both curves have the same
mean but the standard deviation for ‘b’ is larger than
‘a’, due to which curve ‘b’ has higher spread or scatter
than curve ‘a’. In other words, curve ‘b’ represents high
variability.
Using the specifications limits, the fitted normal
distribution curve, is further used to compute two
parameters: percent defective (PD) and percent within
limits (PWL). PD indicates percentage of a lot falling
outside the specification limits. PWL, on the other
hand, indicates percentage of the lot conforming to the
specification limits. Fig. 5 illustrates the concepts of PD
and PWL for two cases of double-limit and single-limit
specifications. An example of double-limit specification
is the requirement of design binder content to be in the
range of ± 0.3% from optimum
Fig. 4 Normal Distribution Curves
(a) Double-Limit Specification
(b) Single-Limit Specification
Fig. 5 Concept of PD and PWL
binder content of 5% (say), i.e. lower limit = 4.7%; upper
limit = 5.3%. An example of single-limit specification
is requirement of % compaction in the field, which is
92% minimum of the mix theoretical maximum specific
gravity, Gmm.
Referring to Fig. 5, PD is defined as the area (expressed
as percent of the total) under the normal curve lying
outside (either towards left or right or both) of the
specified upper and lower limits. Consequently, PWL
can be defined as per Equation 1:
PWL = 100 – (PDU + PDL); for double-limit (1a)
PWL = 100 – PD; for single-limit (1b)
For a fitted normal distribution, the quantities PD and
PWL can be calculated using any convenient software
such as MS Excel. Excel includes an in-built function
NORMDIST that computes area under a normal
distribution curve from negative infinity to a given
value with a given mean and a standard deviation.
A computer software program based on Excel has been
developed at IIT Guwahati exclusively for this paper. It
is very easy to use and can be accessed at the following
internet link to calculate the mean, standard deviation,
and PWL once the five sublot test results are entered
along with the minimum and maximum specified limits.
The link for the program developed at IITG is:
http://www.iitg.ac.in/rajandce/homepage/index.html#
[click on “Other Contributions” tab]
4. ILLUSTRATIVE EXAMPLES ON PWL
CALCULATIONS
The following two examples of binder content and %
compaction in the field have been worked out using the
software mentioned above. Review of reported sublot
test values and calculated PWL should familiarize the
reader with the expected trends. To obtain high PWL
values, a lot (with lower and upper limits) should have
the sample mean close to the target (such as JMF binder
content) and low standard deviation (less spread). If
any one condition is not met, PWL is likely to be lower.
4.1 Example 1 on Binder Content
Table 1 gives the binder content test values for 7 lots
(Lot A through Lot G) each lot consisting of 5 sublots.
Figs. 7, 8, 9, and 10 show the normal distribution
curves along with specified low and high limits for
binder content. Lot A represents a case when a good
quality control is maintained as seen from the mean
(same as the optimum binder content of 5.0 %) and a
low standard deviation. For this case, the PWL is 98.4%
(Fig. 6).
INDIAN HIGHWAYS│OCTOBER 2018 15
 Technical Paper
Table 1 PWL Data for Binder Content Lot D and Lot E represent the cases when the binder
(Target: 5%, Lower Limit: 4.6%; Upper Limit: 5.4%) contents are found within the limits but with a high
spread (standard deviation of 0.44), which also results
  Lot A Lot Lot C Lot D Lot Lot F Lot G in low PWL values of about 63 percent (Fig. 8).
B E
Results: 4.9 4.70 5.30 4.6 4.6 4.5 5.1
  5.0 4.70 5.20 4.6 4.6 4.9 5.2
4.8 4.70 5.30 5.4 4.6 5.0 5.0
5.1 4.80 5.50 5.4 5.4 5.2 4.9
5.2 4.50 5.30 5.4 5.4 5.1 5.5
Mean 5.0 4.7 5.3 5.1 4.9 4.9 5.1
Std Dev 0.17 0.11 0.11 0.44 0.44 0.27 0.23
PDU, % 0.96 0.00 23.26 23.26 13.67 4.43 12.94
PDL, % 0.64 23.26 0.00 13.67 23.26 10.41 0.95
PWL,% 98.4 76.7 76.7 63.1 63.1 85.2 86.1
Fig. 8 Normal Distribution Curve for Binder Contents for
Lot D (Firm) and Lot E (Dotted)
Lot F and Lot G represent two cases where the binder
contents have mean near 5.0% (the OBC) with PWL
of around 85% even though in both cases, one binder
content (4.5% in Lot F, and 5.5% in Lot G) is however
outside the limits (Fig. 9).

Fig. 6 Normal Distribution Curve for Bitumen Content (Lot A)

Lot B represents a case where the values are near to the

lower specification limit of 4.6%, and one sublot result
fails to meet the minimum limit of 4.6% (Fig. 7).
Fig. 9 Normal distribution curve for binder contents for Lot
F (firm) and Lot G (dotted)
4.2 Example 2 on Percent Compaction
Table 2 gives the percent compaction data for 5 lots
(Lot A through Lot E), each lot consisting of 5 sublots.
Figs. 10, 11, 12, and 13 show the normal distribution
curves along with the minimum acceptable compaction
level (92% of mix Gmm).
Table 2 PWL Data for Percent Compaction
(Target: Minimum 92% of Mix Gmm)
  Lot A Lot B Lot C Lot D Lot E
Results: 92.2 93.0 91.0 92.0 92.3
Fig. 7 Normal Distribution Curve for Binder Contents for
91.0 91.0 91.0 94.0 92.2
Lot B (Firm) and Lot C (Dotted) 92.5 93.5 95.8 94.5 92.4
Lot C represents a case where the values are near to the 93.0 93.0 96.0 93.0 92.8
93.0 93.0 95.4 94.0 93.3
upper specification limit of 5.4%, and one sublot result Mean 92.3 92.7 93.8 93.5 92.6
exceeds the maximum limit of 5.4%. In both cases Std Dev 0.82 0.97 2.60 1.00 0.45
(Lot B and Lot C), the PWL remains almost the same PD, % 34.0 23.6 24.0 6.7 9.3
(Fig. 7), but is lower than that in the Lot A. PWL, % 66.0 76.4 76.0 93.3 90.7

16 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper
For Lot A, one compaction result is failing (91%)
and all others are very close to the limit (92%). With
this combination, one is able to get PWL greater than
65 percent (Fig. 10). Lot B represents a scenario similar
to lot A (one result failing, 91%), however remaining
compaction results are well-above the 92% minimum
limit (Fig. 11). A PWL of 76.4% is obtained in this case.
Fig. 10 Normal Distribution Curve for Percent Compaction
for Lot A
Fig. 11 Normal Distribution Curve for Percent Compaction
for Lot B
In Lot C, two results are failing but high % compaction
values for remaining three sublots eventually results in
a high PWL of about 75% (Fig. 12).
Fig. 12 Normal Distribution Curve for Percent Compaction
for Lot C
Lot D and Lot E represent two lots that have low
standard deviation with all results in the range of
92-94% (Fig. 13). PWL above 90% is achieved in both
cases. It is a general expectation that the construction
agencies will not go for over-compaction as it will
increase the cost of construction along with other
performance related issues of rutting and bleeding.
Many highway agencies in the US specify an upper
limit of 97% compaction to avoid such a situation.
Fig. 13 Normal Distribution Curve for Percent Compaction
for Lot D (Firm) and Lot E (Dotted)
4.3 Outlier Values
Sometimes it is observed that one sublot has a
questionable test value which is very different from
the remaining 4 test values. It can be an outlier which
can be established by routine statistical analysis of the
5 test values. There can be some assignable cause for
such outlier, which should be investigated in the field.
In such cases, the normal distribution should be based
on the remaining 4 test values.
5. PAY FACTORS BASED ON PWL
Once the PWL is determined for each lot, the
contractor is paid based on it. States in the US have
different tables for pay factors based on PWL.
Table 3 is one example. Pay Factor (PF) is the
percentage of contract cost to be paid to the contractor
for a Lot based on its quality evaluation. Many states in
the US such as New Mexico, South Dakota, Virginia,
and Delaware use the following equation to determine
the pay factor (PF) based on PWL[6]:
PF = 55 + 0.5 × PWL
Most states reject the lot if the PWL is less than 60. In
that case the lot has to be removed and replaced.
Suitable pay factor table can be developed in India
based on experience gained on some pilot projects.
The following points need to be kept in view:
A small number of test results outside the specification
limits is a normal phenomenon and not necessarily
detrimental to the pavement performance. There is high
requirement to understand this for bringing a change in
the current mindset.
Payment is based on PWL and should allow for both
potential penalty and bonus.
Generally, 90% PWL allows 100% payment.
PWL below 60% is generally not acceptable and
requires rejection/replacement of the lot.
Statistics based end-result specifications for QA have
been used by many Departments of Transportation
INDIAN HIGHWAYS│OCTOBER 2018 17
 Technical Paper
(DOTs) in the US, including the state of Pennsylvania
[7]. Such specifications have significantly improved
the quality of hot-mix asphalt produced [8]. It is high
time that such a system for QC/QA gets implemented
in India as well.
Table 3 Example of Pay Adjustment Schedule
PWL (percent) Pay factor (percent)
96-100 105
90-95 PWL + 10
60-89 0.5 PWL + 55
Below 60 Reject
Based on experience in the US, about 5 to 10% asphalt
paving lots require some price adjustment. Pilot
projects need to be considered in India to familiarize
both contractors and owners with the PWL approach
and assess the impact of pay factors without actually
imposing the price adjustments.
5.1 Resolution of Differences between Owner and
Contractor Test Results
What if the contractor disputes the owner’s QA test
data? This can be resolved by retesting the retained
sublot samples in presence of the contractor. Retest
does not always give the same test results as shown in
Table 4.
Table 4 Original and Retest Values of Bitumen Contents
Test Bitumen contents in sublots
1 2 3 4
Original 6.0 5.6 6.4 5.8
Retest 6.1 5.7 6.3 5.7
Determine the mean and standard deviation of both lots
(original and retested) and conduct a paired t-test to
determine if the two sets of results came from the same
population or not. If yes, the original test results prevail
and the contractor is charged the cost of retests. If no,
the retest results prevail and are used for recomputing
the PWL and associated pay factor since testing was
done in contractor’s presence. It must be realized that
decision cannot be made by considering means of
original and retest values only.
6. SUMMARY
Implementation of quality control and quality assurance
(QC/QA) is necessary to ensure consistent and quality
bituminous road construction in India. It should replace
the present system of generally reporting “passing” test
results only during construction, which is unacceptable
and highly unfavorable for the long-term performance
of a bituminous paving project. A change in the current
mindset of highway engineers is required to realize that
18 INDIAN HIGHWAYS│OCTOBER 2018
small number of test results outside the specification
limits is normal and not necessarily detrimental to the
performance of the bituminous pavement. Pavements
with reasonable Percent Within Limits (PWL) lower
than 100% should also be accepted.
Quality control is the responsibility of the construction
contractor who should be required to submit a QC Plan
before executing the paving project. Quality assurance
is the responsibility of the owner (such as NHAI, its
representative or a concessionaire) who should divide
the paving project into lots and sublots; test sample from
each sublot; and determine the Percent Within Limits
(PWL) of each lot based on test values of at least 5
sublots and associated pay factors (price adjustments).
A large volume of actual hot mix production test data
has been gathered and analyzed in many developed
countries such as US. Since hot mix plants are similar,
these values can be adopted in India as a starting point.
Some QC/QA pilot projects should be undertaken
in India as soon as possible to familiarize both the
contractors and owners with this concept and to assess
the impact of PWL and pay factors.
A computer software program based on Excel has been
developed at IIT Guwahati for this paper. It is very easy
to use and can be accessed at the internet link provided
in the paper to calculate the mean, standard deviation,
and PWL, once the five sublot test results are entered
along with the minimum and maximum specified limits.
5
6.1 7. REFERENCES
6.1 i. AASHTO. Implementation Manual for Quality Assurance,
1996.
ii. Indian Roads Congress. Specifications for Dense Graded
Bituminous Mixes. IRC:111-2009.
iii. Kandhal, P.S. and S.A. Cross. Effect of Aggregate Gradation
on Measured Asphalt Content. Transportation Research
Board, Transportation Research Record 1417, 1993.
iv. Roberts, F.L., P.S. Kandhal, and E.R. Brown. Hot Mix Asphalt
Materials, Mix Design and Construction. US Textbook.
NAPA Education Foundation, Maryland 1996.
v. Kandhal, P.S. Bituminous Road Construction in India.
Textbook. Prentice Hall of India, New Delhi, July 2016.
vi. Akkinepally, R. and N. Attoh-Okine. Quality Control and
Quality Assurance of Hot Mix Asphalt Construction in
Delaware. Delaware Center for Transportation Report DCT
173, July 2006.
vii. Pennsylvania Department of Transportation. Specifications
for Highways, Publication 408, 1990.
viii. Kandhal, P.S., Cominsky, R.J., Maurer, D., and Motter, J.B.
Development and Implementation of Statistically-based End
Result Specifications for Hot Mix Asphalt in Pennsylvania,
Transportation Research Board, Transportation Research
Record1389, 1993.
 Technical Paper

STUDY ON USER DELAY AT SIGNALISED INTERSECTION AND

FORMULATION OF LEVEL OF SERVICE

Dr. Sewa Ram1 Dr. Ammu Gopalakrishnan2 Dr. P.K. Sarkar3

ABSTRACT
Intersections are the nodal link in a road network as these accommodate different types of movements of traffic
including crossing movements of both Motorised Transport (MT) and Non-Motorised Transport (NMT). At uncontrolled
intersections, the movement pattern of vehicles at the intersection creates conflict points between MT-NMT, MT-MT
and NMT-NMT. This makes intersections the most vulnerable and unsafe location in any road network. One method to
reduce the conflict points at an uncontrolled intersection is to convert it into a controlled intersection, where streamed
traffic movements are allowed at the intersection. Signalised intersections are one such form of intersection, where
traffic movements are controlled through the operation of traffic signals. The operating characteristics of the traffic
signal primarily depend on the traffic flow characteristics, geometry of the road, layout of the intersection and the
behavioural aspect of the road users. Level of Service (LoS) is the widely adopted term to determine the efficiency of any
transport system. The LoS is used by the decision makers to evaluate, identify and suggest improvement measures of
the intersection. Since no unique Level of Service measurement criteria considers the MT and NMT users together, the
improvement measures on MT may adversely affect the NMT and vice-versa. This raises the need for a representative
Level of Service for signalised intersection, which explains the level of service of the whole intersection incorporating
the motorised and non-motorised modes of the traffic.

1. INTRODUCTION vehicular traffic. The increase in waiting time may

Level of service is the easiest and widely used method
for the assessment of the quality of service provided
to the road users introduced by US-Highway Capacity
Manual (HCM) in 1965. Depending upon the value of
Level of Service, appropriate measures may be initiated
to enhance the functioning of the system if necessary. But
intersections are the critical location where improvement
measures for motorised vehicle users might affect the
non-motorised vehicle users undesirably. This study
focuses on controlled intersections and the efficiency
measures of the signalised intersection. At a signalised
intersection, the forced delay of motorised vehicles at
one approach arm due to the red phase of signal cycle
time reduces the pedestrian waiting time and allows the
pedestrians to cross that approach arm. But it adversely
affects the waiting time of pedestrians at the adjoining
approach arms which are facing a green phase for
urge the user to violate the traffic signal and can lead to
accidents. This question the safety and efficiency of the
signalised intersection. Many guidelines as presented
in literature review section have provided the values of
LoS for motorised and non-motorised traffic separately,
even though they share the same space and time at the
intersection. Many guidelines(1,2,3,4,5,6,7,8) have followed
vehicular delay or v/c ratio to assess the Vehicular
Level of Service (VLoS) while, Pedestrian Level of
Service (PLoS) is assessed based on score values with
respect to user perception study or based on pedestrian
crossing delay values. The perception of motorised and
non-motorised users will be entirely different and may
not be comparable to each other. All the users of the
intersection should be quantitatively measured under
a single unit to determine the efficiency of the whole
intersection.

1. Professor, Department of Transport Planning,

2. Former Research Scholar, Department of School of Planning and Architecture, New Delhi
Transport Planning, E-mail: ammug.2108@gmail.com,
3. Former Professor, Department of Transport Planning,

INDIAN HIGHWAYS│OCTOBER 2018 19

 Technical Paper
Thus, there arises the need to formulate a Level of
Service (LoS) which quantitatively measures all the
users of an intersection irrespective of non-motorised
and motorised traffic. This research, with the use
of various statistical techniques, aims to develop
representative LoS for signalised intersections,
which helps to identify, understand, evaluate and
improve the operation of signalised intersections. The
Level of Service determined in this research aims to
quantitatively measure the quality of service provided
to the road users.
2. LITERATURE REVIEW
A rigorous literature study was carried out comprising
of various guidelines, manuals, research works,
research papers and journals to study the different
approaches undertaken to estimate the level of service
at an intersection. The scope, need, research questions
and direction of research were formulated based on this
extensive literature study. Control delay (sec/vehicle)
at the signalised intersection is primarily considered
to determine the Vehicular Level of Service (VLoS)
in Highway Capacity Manual (2000 and 2010)1,2 and
Quality / Level of Service (Q/LOS) Handbook by
State of Florida3 (2013). Indonesian Highway Capacity
Manual4 (1993) considers stopped delay (sec/vehicle)
to determine VLoS. The LoS evaluated at signalised
intersection by SIDRA5 follows the HCM LoS range
but uses advanced models for analysis including lane
by lane analysis rather than analysis in lane groups as
presented in HCM. NCHRP6 (2008) recorded the user
satisfaction of various modes of transportation and the
performance characteristics are then transformed into
a LoS threshold. The volume to capacity (v/c) ratio
is the performance measure considered by Canadian
Highway Capacity Manual7 to determine VLoS. Indian
HCM8 has determined Vehicular Level of Service at
signalized intersection based on the control delay and
v/c ratio as well. The control delay is estimated based on
the perception of vehicle users collected from eighteen
signalised intersections along with the basic socio-
economic aspects of the respondents. Many researchers
have also considered delay as the primary factor to
determine VLoS for signalised intersection followed
by user perception study. Geetam Tiwari et al.9 (2011)
evaluated the applicability of HCM model under Indian
condition and modified HCM delay model based on
factors like lane width adjustment factor and passenger
car equivalency factors so that the HCM model becomes
compatible to the Indian context. Parth. M. Pande et
al.10 (1994), Addisu Workineh et al.11 (2014), Chuan
20 INDIAN HIGHWAYS│OCTOBER 2018
Ren Hao12 (2010) and many more have undertaken
the vehicular delay as the significant parameter to
determine the VLoS at signalised intersections.
As per HCM 2000, pedestrian crossing delay is the basis
for determining Pedestrian Level of Service (PLoS) of
signalised intersection. HCM 2000 has demonstrated a
methodology where average pedestrian crossing delay
is determined considering the cycle time and effective
green time for pedestrians at signalised intersections.
HCM 2010 and NCHRP (2008) have demonstrated the
methodology to determine PLoS through score value
which is qualitatively measured using parameters like
cross-section adjustment factor, motorised vehicle
speed adjustment factor, pedestrian delay adjustment
factor etc. SIDRA has considered PLoS given in HCM
2000 whereas Indian HCM (2017), Canadian (2008)
and Indonesian HCM (1993) have not established
PLoS range for signalised intersection. Herbie Huff
and Robin Liggett13 (2014) studied the limitations
of the methodology demonstrated in HCM 2010
to determine the pedestrian and bicycle LoS. They
pointed out that the HCM 2010 model is insensitive to
delay of pedestrian traffic and the model is developed
based only on the score expressed by a few road users
in Florida. Singh K and Jain P.K14 (2011) and Zohreh
Asadi-Shekari et al.15 (2013) conducted comparative
studies of relevant literature and concluded that current
methodologies to determine PLoS are not widely
applicable as they are unable to evaluate the entire
spectrum of pedestrians. Muraleetharan T et al.16
(2005), Singh Yadav J17 (2015), Zhang. L18 (2004) etc.
determined pedestrian score models considering two
or more factors such as pedestrian crossing behaviour,
safety, satisfaction levels, users’ perception, physical
dimensions like surface condition, width of footpath,
crossing length, lighting etc. The score models change
with the addition or removal of one or more parameters
and based on users’ perception. No two research works
gave similar LoS score models for either pedestrian
traffic. The users’ perception will change from person
to person, mode to mode and location to location. It
also depends on the age, gender, education and socio-
economic background of the users.
Apart from the above studies, Zohreh Asadi-Shekari
et al.15 (2013) with the help of various literature
emphasised the need for a Multi-Modal Level of
Service (MMLoS) at signalised intersections which
considers the pedestrian, bicycle and vehicular level
of service to plan, design and improve the streets. Lin
Zhang and Panos D. Prevedouros19 (2003) developed a
comprehensive level of service indicator based on the
 Technical Paper
delay safety index between vehicles and pedestrians.
Very few studies are available where two or more
modes of transport (namely motorised, pedestrian and
bicycle) or users of the intersection are considered to
understand its influence on each other and develop a
single level of service. It was also studied from the
literature that vehicular and pedestrian level of service
are measured in different units; while vehicular level
of service is measured on the basis of control delay;
pedestrian level of service is mainly measured on the
basis of users’ perception score or in few studies, delay
of the pedestrian while crossing the intersection and
pedestrian flow rate was also considered. From the series
of literature study, research gap has been identified and
the need and importance of a single level of service at
signalised intersection have been comprehended which
helped in deciding the direction of this research.
3. STUDY LOCATIONS
Significant vehicular and pedestrian volumes under
different operating conditions of the traffic signal
were the primary considerations to identify the study
intersection. Pilot survey was conducted at three-
arm and four-arm signalised intersections of different
operating characteristics. It was observed from the pilot
survey that three-arm signalised intersections have
either less vehicular volume or inadequate pedestrian
traffic for analysis when compared to four-arm
signalised intersection. Based on this interpretation,
three-arm intersections were not considered for further
study. It was also observed that most of the signalised
intersection operating under fixed cycle time after
reaching its saturation level is operated manually by
traffic police based on their observation. This study
has incorporated such intersections as well due to
Fig. 1 Fixed Time, Manually Controlled and Fully Actuated Signalised Intersection Under Study
4. DATA COLLECTION METHODOLOGY
Four-hour videography survey was conducted at the
three selected signalised intersections covering two
the varying range of traffic and delay characteristics.
Thus, four arm signalised intersections operating under
fixed cycle time, manually operated and fully actuated
control system for all the approach arms were identified
for data collection. The three case study intersections
selected were (1) Pattom intersection, operating
under fixed cycle time signalised intersection located
at Thiruvananthapuram, the capital city of Kerala,
a state in the southwestern coast of India (2) Ram
Charan Agarwal intersection popularly known as the
ITO intersection, operating under manually controlled
signalised intersection located at Indraprastha Marg,
New Delhi, the national capital of India and (3)
Rambagh Intersection, operating as fully actuated
signalised intersection located at Jaipur, the capital city
of Rajasthan, located in the western side of India.
All these selected study intersections are characterised
by the presence of educational institute, hospital,
several office and residential buildings in the vicinity.
The intersections chosen under study have straight,
right and left turning vehicular movement pattern
and a substantial number of pedestrian movements. A
detailed analysis of geometric elements of the signalised
intersection was not in the scope of this research.
However, the study locations were selected such that,
each approach arm at the intersection has three number
of lanes with median and channelising islands under
similar land use. Also, signalised intersections with
different operating characteristics were selected with
varying range of vehicular and pedestrian traffic volume
which gave a wide range of traffic data for analysis. The
traffic characteristics of the case study intersections are
presented in section 6. Fig. 1 presents the fixed time,
manually controlled and fully actuated intersections
respectively under study.
hours of peak and two hours of off-peak hour data in
the morning. Video cameras were placed at suitable
vantage points from where the magnitude of vehicular
INDIAN HIGHWAYS│OCTOBER 2018 21
 Technical Paper
and pedestrian movement coupled with delay caused to
vehicular traffic and pedestrians can be measured. Data
from the video survey was extracted exhaustively for
every five second interval for four hours of the survey.
A prototype showing approach arm labels along with
the directional flow of an approach arm and pedestrian
location points for extraction and analysis purpose is
presented in Figs. 2 and 3. Each approach has a straight,
right and left turning movement as shown in Fig. 2 for
approach arm A. Fig. 3 includes the direction flow
of pedestrians at the intersection comprising twelve
directional movements including diagonal crossing.
Fig. 2 Prototype of Approach Arm Vehicle
Movements
Fig. 3 Prototype of Pedestrian Crossing Movements
5. DATA CODING FOR VEHICULAR
PEDESTRIAN FLOW
Vehicular volume passing the stop line at every five
second interval was extracted for straight, right and left
turning traffic for each approach arm of the intersection
under study. Vehicular volume was coded for different
modes comprising of Two Wheelers, Three Wheelers,
Cars and Buses. Stop and start time of the first vehicle
for each mode of transport per directional movement
per approach arm per cycle time was extracted from the
video recording for four hours.
22 INDIAN HIGHWAYS│OCTOBER 2018
Pedestrian data was extracted for every five second
interval for all directional crossing movements which
comprises twelve directional crossing including
diagonal crossing as shown in Fig. 3. Data were coded
for number of pedestrians crossings and number of
pedestrians waiting at an approach arm along with
pedestrian stop and start time at the approach arm.
Thus, determination of the pedestrian delay time per
directional flow, per approach arm per cycle time for
a duration of four hours was also made. Pedestrian
delay was classified into two categories – i) delay due
to signal phase and ii) interrupted delay caused by
motorised vehicles at the crossing. Pedestrian waiting
time at an approach arm due to the interference of
vehicular movements from same and other approach
arms was also noted. For example; pedestrians delay at
Location 3 as represented in Fig. 3 is due to the straight
moving vehicular traffic at Approach D and also it is
under the influence of right turning vehicular flow from
Approach A.
The geometric characteristics of the intersections have
not been included in the scope of the study, hence the
control delay was not determined. Further, the vehicular
flow and pedestrian flow are considered as the users of
the intersection and stopped delay of both has been
determined which can be compared to each other to
determine the Level of Service of the intersection as a
whole. The composition of peak hour vehicular traffic
for the intersections under study was determined by
taking into consideration of modes such as two-wheeler,
three-wheeler, car and bus. Vehicular volume was
then converted into Passenger Car Unit (PCU) values
based on the optimisation model adopted from Indian
Highway Capacity Manual8, 2017. Weighted average
concept was applied to determine the weighted average
delay values for vehicle and pedestrian traffic. Instead
of calculating a simple average, this method more
adequately represents the dispersion of values where
the frequency of the values is different. The weighted
average delay equation considered for analysis is
presented below.
Weighted Average Delay,
 ... (1)
where; w – user volume and x – user stopped delay.
6. TRAFFIC CHARACTERISTICS AT STUDY
INTERSECTIONS
Fixed time signalised intersection, Pattom intersection
caters to a traffic volume of 20,734 PCU for four hours,
6134 PCU at peak hour period, 3200 pedestrians for four
hours and 844 pedestrians for peak hour period. During
 Technical Paper

the peak hour traffic period, motorised two-wheeler at the consequent green time after the red interval, the
traffic constitutes the major share of traffic accounting pedestrians also get consistent interval to cross the
for 56% followed by cars with 26%, three-wheeler carriageway.
traffic with 15% and bus traffic 3.13%. The cycle time of
7. MODEL BUILDING
this intersection is pre-fixed at 120 seconds, and almost
all the vehicles get cleared at respective green phase The performance variables considered are vehicular
provided to each approach arm. Thus, the pedestrians delay, pedestrian delay, cycle time, pedestrian volume,
also get consistent interval to cross the approach arms. vehicular volume of two-wheeler, three-wheeler, car
and bus traffic which affect the functional characteristics
Manually controlled signalised intersection, Ram of the intersection. Different statistical tests were
Charan Agarwal Chowk, caters a traffic volume of conducted for the analysis purpose which includes
31,678 PCU for four hours, 10,012 PCU at peak hour normality test, non-parametric tests, distribution tests
period, 4775 pedestrians for four hours and 1765 and correlation test which led to the development of
pedestrians for peak hour period. During peak hour empirical models. The analysis aims to find the best
traffic period, car traffic constitutes the major share of fit empirical model between the delay parameters
traffic with 48% followed by two-wheelers with 32%, and the other performance variables under study. It is
three-wheeler traffic with 14% and bus traffic 3.35%. observed from the primary survey and correlation tests
The cycle time of this intersection varied between 185 that vehicular delay and pedestrian delay at signalised
to 435 seconds. It is observed that higher the vehicular intersection is dependent on the performance variables
volume at manually controlled signalised intersection such as cycle time, pedestrian volume, vehicular
higher will be the delay for vehicles. On the other volume of different modes of transport namely two-
hand, due to the delay of vehicles, pedestrians get an wheelers, three-wheelers, car, and bus. Thus, empirical
opportunity to cross the carriageway with minimal relationships were determined to establish a quantitative
delay. Thus, it can be inferred that higher the vehicular relationship between the dependent delay variables and
delay; lesser will be the pedestrian delay at the manually independent performance variables under study.
controlled signalised intersection. Empirical models were developed using the data set
Fully actuated signalised intersection, Rambagh obtained from all the three case study intersections
Intersection, caters to a traffic volume of 21,115 PCU considering the performance variables as mentioned
for four hours, 5,686 PCU at peak hour period, 4715 above per cycle time for four hours during the conduct
pedestrians four hours and 1432 pedestrians for peak of the traffic survey. A total of 984 data inputs was
hour period. During peak hour traffic period, motorised obtained considering all the twelve approach arms
two-wheeler traffic constitutes the major share of traffic from the three signalised intersections under study. The
with 50% followed by car with 34%, three-wheeler approach arm wise data was converted into aggregate
traffic with 10% and bus traffic with 3.32%. The cycle intersection data, obtaining 254 data points using the
time of this intersection varied between 115 to 185 weighted average method. The 98th percentile of the
seconds. The advantage of a fully actuated signalised datasets were determined and the outliers obtained
intersection is that it automatically controls the traffic were removed from the analysis set which was not more
signal depending on the arrival rate of the vehicles and than 10% of the total data points. Table 1 presents the
allows clearing the queue length with minimal delay summary statistics of the performance variables after
to vehicles. Since almost all the vehicles get cleared the removal of outlier data points.
Table 1 Summary Statistics of Performance Variables
Variables Obs. Obs. with Missing Data Obs. Without Missing Data Minimum Maximum Mean Std. Deviation
VD 229 0 229 29.703 202.809 76.675 28.156
PD 229 0 229 2.273 73.015 17.817 9.201
2W VV 229 0 229 22.276 194.874 55.675 25.089
3W VV 229 0 229 7.175 166.041 35.512 24.873
Car VV 229 0 229 26.00 556.000 101.664 95.866
Bus VV 229 0 229 4.723 158.178 34.770 23.572
PV 229 0 229 4.000 243.000 35.821 34.614
CL 229 0 229 100.00 440.000 146.143 52.253
Obs. – Observation, Std. – Standard, VD – Vehicular Delay, PD – Pedestrian Delay, 2W – Two-Wheeler, 3W –
Three-Wheeler, PV – Pedestrian Volume, CL – Cycle Length, VV – Vehicular Volume.

INDIAN HIGHWAYS│OCTOBER 2018 23

 Technical Paper
It was determined from normality tests that none of the
performance variables under study follows a normal
distribution. Since the performance variables considered
are not normally distributed, non-parametric tests like
Wilcoxon Signed Rank test and Kruskal-Wallis test
were used to associate the variables under study. These
are alternative tests for the parametric tests like t-test
and ANOVA respectively. Regression graphs were
plotted to assess the relationship between the dependent
variables, the vehicular delay and pedestrian delay
towards the independent variables considered for the
Fig. 4 Regression Relationship between Vehicular Delay
and Cycle Time.
Fig. 6 Regression Relationship between Vehicular Delay
and Volume of Three-Wheeler Traffic Per Cycle Time
Fig. 8 Relationship between Vehicular Delay and Volume of Fig. 9 Relationship between Vehicular Delay and Pedestrian
Bus Traffic Per Cycle Time.
24 INDIAN HIGHWAYS│OCTOBER 2018
analysis. The study variables observed an exponential
regression relationship with each other. It can be
interpreted from the regression analysis that at study
intersections, the vehicular delay is mainly dependent
on cycle length followed by the volume of car and
two-wheelers. While the pedestrian delay is dependent
mainly on volume of two-wheeler and car followed by
the cycle length. Figs. 4 to 15 presents the regression
relationship between each dependent and independent
variable.
Fig. 5 Relationship between Vehicular Delay and Volume of
Two-Wheeler Traffic Per Cycle Time
Fig. 7 Relationship between Vehicular Delay and Volume of
Car Traffic Per Cycle Time.
Volume Cycle Time.
 Technical Paper
Fig. 10 Relationship between Pedestrian Delay and
Cycle Time
Fig. 12 Regression Relationship between Pedestrian Delay
and Volume of Three-Wheeler Traffic Per Cycle Time
Fig. 14 Relationship between Pedestrian Delay and Volume
of Bus Traffic Per Cycle Time
Spearman Rank Correlation test was conducted to
determine the correlation between the performance
variables under study as presented in Table 2. The
strength of correlation varies between +1 to -1 where
‘+’ indicates a positive correlation and ‘–’ indicates
a negative correlation. As the correlation coefficient
moves from ± 1 towards zero, the relationship trends
from strong to weak. Similar to R-squared values
obtained from regression analysis, vehicular delay
Fig. 11 Relationship between Pedestrian Delay and Volume
of Two-Wheeler Traffic Per Cycle Time
Fig. 13 Regression Relationship between Pedestrian Delay
and Volume of Car Traffic Per Cycle Time
Fig. 15 Relationship between Pedestrian Delay and
Pedestrian Volume Cycle Time
showed a strong correlation value with cycle length
followed by the volume of car and volume of two-
wheelers. Whereas, pedestrian delay shows a moderate
correlation coefficient values with the volume of two-
wheeler, cycle length and volume of car. It can be
interpreted from this analysis that the efficiency of an
intersection is interdependent on the study variables
including vehicular and pedestrian traffic parameters,
rather dependent on any one parameter.
INDIAN HIGHWAYS│OCTOBER 2018 25
 Technical Paper
Table 2 Spearman Correlation Values between the Performance Variables
Variables VD PD 2W VV 3W VV Car VV Bus VV PV CL
VD 1 0.223 0.417 0.061 0.720 0.466 0.083 0.801
PD 0.223 1 0.280 -0.059 0.184 0.123 0.156 0.208
2W VV 0.417 0.280 1 0.344 0.458 0.199 0.329 0.291
3W VV 0.061 -0.059 0.344 1 0.284 0.067 0.531 0.182
Car VV 0.720 0.184 0.458 0.284 1 0.431 0.270 0.758
Bus VV 0.466 0.123 0.199 0.067 0.431 1 0.141 0.691
PV 0.083 0.156 0.329 0.531 0.270 0.141 1 0.199
CL 0.801 0.208 0.291 0.182 0.758 0.691 0.199 1
VD – Vehicular Delay, PD – Pedestrian Delay, 2W – Two-Wheeler, 3W – Three-Wheeler, PV – Pedestrian Volume,
CL – Cycle Length, VV – Vehicular Volume.
From the distribution tests, it was determined that log- The Goodness of fit statistics demonstrates that
normal distribution is the best fit distribution function Empirical Model 1 gives a good R-square value of
followed by both the dependent variables namely 0.996 and Empirical Model 2 provides a satisfactory
vehicular delay and pedestrian delay. Hence further R-squared value of 0.453. The predicted model 1
log-linear regression relationship was developed established that cycle length has significant influence
between these dependent variables and the independent on vehicular delay followed by volume of two-
variables under study. These models were selected wheelers, car, bus, pedestrians and three wheelers.
based on RMSE values, R-Squared values, probability The predicted model 2 established that volume of two-
wheelers has significant influence on pedestrian delay
(Pr) or p-values, Akaike’s Information Criterion (AIC),
followed by volume of car, cycle length, pedestrian
Schwarz’s Bayesian Criterion (SBC) and Standard
volume, volume of bus and volume of three-wheelers.
Error (SE) values which determine the accuracy of Both the predicted models have Pr value less than
the models. Two empirical models were determined 0.05 and Standard Error in between the range of
considering the vehicular volume of two-wheeler, -2 to +2. There is no drastic difference between -2 Log
three-wheeler, car and bus traffic, pedestrian volume (Likelihood), AIC and SBC values of the predicted
and cycle time as the independent variables with empirical models. The predicted empirical models are
respect to vehicular delay and pedestrian delay as the satisfactory and are presented below:
dependent variables. The goodness of fit statistics of
the two dependent regression variables is presented in VD = e(3.407 + 000344*2W – 0.00976*3W – 4.385*1-6*Car – 0.00278*Bus
Table 3.
– 0.11142*PV + 0.00825*CL)
 Model 1
Table 3: Goodness of fit statistics of regression variables PD = e(2.701 + 0.00989*2W – 0.00540*3W + 0.00178*Car – 0.00024*Bus
Vehicular Delay and Pedestrian Delay – 0.00215*PV – 0.00210*CL)
 Model 2
Statistics Vehicular Pedestrian Where,
Delay Delay
VD – Delay of Vehicular Traffic in seconds,
Observations 229 229
PD – Delay of Pedestrian Traffic in seconds,
Sum of weights 229.000 229.000
2W – Vehicular Volume of Two-wheeler Traffic
Degree of Freedom 216 216
in PCU,
-2 Log(Likelihood) 1377.909 1239.148
3W – Vehicular Volume of Three-wheeler Traffic
R2 (McFadden) 0.473 0.098 in PCU,
R2 (Cox and Snell) 0.996 0.453 Car – Vehicular Volume of Car Traffic in PCU,
Bus – Vehicular Volume of Bus Traffic in PCU,
2
R (Nagelkerke) 0.996 0.453
AIC 1391.909 1253.148 PV – Volume of Pedestrian Traffic,
SBC 1415.759 1276.998 CL – Cycle Length in seconds.
Iterations 5 4
8. CLUSTER ANALYSIS AND LEVEL OF
Pr > Chi2 <0.0001 <0.0001
SERVICE
RMSE 19.352 8.527
Cluster analysis is used to classify the observations
Standard Error 0.048 0.110
from a set of data variables into classes or groups such

26 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper
that variables with similar characteristics/properties
are grouped in the same class. The purpose of cluster
analysis is to determine a defined Level of Service for
the vehicle and pedestrian flow of traffic at signalised
intersection. The delay values of different modes of
vehicular traffic and delay of pedestrians with respect to
each approach arm of the intersection were considered
to estimate the Vehicular Level of Service (VLoS) and
Pedestrian Level of Service (PLoS) respectively for
signalised intersection. Dataset from three signalised
intersections functioning under different operating
characteristics were considered for analysis to achieve
the representative level of service for the motorised and
non-motorised transport. The vehicular delay data set
obtained considering all the approach arms of the three
signalised intersections under study comprises of 984
data points of which 951 data points were considered for
cluster analysis after removing the outliers exceeding
98th percentile value. K-means clustering method is
adopted for the analysis which is selected based on
the type and nature of input variables, the number of
Table 4 Silhouette Coefficients for Each Clustered Class
Clusters Class 1 Class 2 Class 3 Class 4
5 0.650 0.758 0.743 0.739
6 0.644 0.784 0.750 0.743
7 0.639 0.774 0.758 0.735
From SC values presented in Table 4, it was noted that
the average SC value for cluster 6 works out to be 0.727
which is higher than other clustered classes. Thus, it
can be inferred that Cluster 6 is more precise when
compared to other clustered classes. After a certain
point, further clustering of the data range does not show
a prominent difference in the clustered classes rather
results in causing less number of values in each class.
Thus, six number of clustered classes were determined
as the best cluster range.
The above steps of analysis to determine the best
cluster classes were repeated to assess pedestrian
level of service with respect to pedestrian delay as
the performance measure. It was obtained that all the
signalised intersections satisfied a range of six clusters
for the vehicular and pedestrian level of service.
9. DETERMINATION OF COMBINED LEVEL
OF SERVICE
From the above calculation, Vehicular Level of Service
and Pedestrian Level of Service were determined on the
basis of vehicular delay and pedestrian delay separately.
But at an intersection, the function of motorised and
data set, selection of class etc. and K-means analysis
presents deterministic clustered classes.
A series of clustered classes were selected varying from
four to seven clusters, and each class were analysed to
determine the best cluster range. The precise clustered
class is determined based on the values of Silhouette
Coefficients (SC) and little convergence between the
clustered class. The formulae as per equation 2 is used
to determine the SC values for each clustered class
of variables. The SC values near to one give a good
cluster range whereas SC values near zero represent
poor results.
 ... (2)
where ai is the average distance of an individual point
i to the points in its own cluster, bi is the minimum of
average distance of an individual point i to points in
another cluster.
Class 5 Class 6 Class 7 Average SC
0.708 0.719
0.683 0.759 0.727
0.704 0.659 0.679 0.707
non-motorised modes is dependent on each other as
the delay caused to vehicle creates an opportunity
for the pedestrian to cross the approach arm and vice
versa. At signalised intersection, the motorised and
non-motorised users of different approach arms either
share the same space or time per signal cycle length to
cross the intersection or wait at the intersection. The
vehicular and pedestrian delay values at the signalised
intersections under study are combined per cycle time
to obtain a representative level of service which is
inclusive of values of all the modes of transport including
the motorised and non-motorised transport. The
representative level of service will help to analyse and
judge the signalised intersection as a whole considering
all the users of the intersection in unison. Representative
level of service can suggest improvement measures on
either one specific user or both the users as needed. The
improvement measures thus suggested will increase the
level of service of the whole intersection, rather than
providing improvement to any specific user facilities
of the intersection. Table 5 presents the VLoS, PLoS
and representative LoS values obtained from vehicular
delay, pedestrian delay and combined delay values of
INDIAN HIGHWAYS│OCTOBER 2018 27
 Technical Paper

vehicles and pedestrians respectively. Fig. 16 presents values were considered as the dependent variable
a comparative level of service graph with respect to and the vehicular and pedestrian delay values were
Pedestrian Level of Service, Vehicular Level of Service considered as the independent variables for the study.
and Combined Level of Service. From the analysis, it was observed that Multiple-
Table 5 Vehicular Level of Service, Pedestrian Level of Linear Regression Model gives the precise relation
Service and Representative Level of Service Values between the complied delay values and delay of each
LoS VLoSin PLoSin Representative user. The model is developed based on the cluster
Range Terms of Terms of LoS in Terms centroid values of the level of service range determined
Stopped Stopped of Stopped as presented in Table 5. R2 value obtained from this
Delay (sec) Delay (sec) Delay (sec) model is 0.992 showing a strong regression relationship
A 0 – 35 0–5 0 – 10 between the selected variables. Table 6 presents the
B 35 – 55 5 – 10 10 – 25 goodness of fit statistics of multiple linear regression
C 55 – 75 10 – 20 25 – 45 analysis.
D 75 – 95 20 – 30 45 – 70
E 95 – 115 30 – 45 70 – 95
F > 115 > 45 > 95

Fig. 17 Linear Relation between Cluster Centroid Values of

Vehicular Delay and Pedestrian Delay
Table 6 Goodness of Fit Statistics of Multiple Linear
Regression Relationship

Observations 6.000
Fig. 16 Comparative Level of Service Graph with Respect
Sum of weights 6.000
to Pedestrian Level of Service, Vehicular Level of Service
and Combined Level of Service DF 3.000
2
R 0.992
The six cluster centroid values of the VLoS and PLoS
2
are plotted and the relationship between the vehicular Adjusted R 0.986
and pedestrian delay rangewas determined. It was Mean Square Error (MSE) 20.907
determined that the linear regression model is best RMSE 4.572
suited for the variables with cluster centroid values of AIC 20.082
vehicular delay as the independent variable and cluster SBC 19.457
centroid value of pedestrian delay as the dependent
variable. The R-squared value obtained from this linear Multiple Linear regression relation with respect to combined
user delay.
regression is 0.9605 which presents a good regression
relationship between the selected parameters as Combined Delay, Dc = -16.6396
presented in Fig. 17. +0.6226*VD+0.8188*PD Model 3
The relationship between these delay ranges of users This model gives a complete relationship between the
of the intersection and complied delay range values users of the intersection. If the average vehicular delay
were studied. The best fit regression model was and pedestrian delay of the intersection is determined
developed between the user delay ranges and compiled from Model 1 and Model 2 respectively, then combined
delay values of the intersection. The compiled delay delay value can be determined from Model 3 and also

28 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper

single level of service range can be obtained from three hours covering morning peak hour and the data
Table 5. has been collected for the same. Peak hour data is
decoded for every 5 second interval per cycle time per
10. VALIDATION AND APPLICATION
approach arm of the intersection from the videography
For validation, Rambagh Intersection, which functioned survey data. Peak one-hour data is considered for the
as a fully actuated intersection was converted into fixed validation purpose. Table 7 presents the data observed
time intersection having a cycle time of 155 sec for from the site for validation.
Table 7 Model Validation
S. No. Vehicular Volume in PCU CT (sec) Predicted VD (sec) Obs. VD (sec) Predicted PD (sec) Obs. PD (sec)
2W 3W Car Bus PV
1 55 28 84 20 39 155 89 94 17 18
2 41 34 89 42 46 155 75 83 14 14
3 58 33 105 26 53 155 83 87 17 15
4 52 23 101 28 62 155 88 96 17 16
5 44 26 89 39 58 155 81 87 15 18
6 54 28 88 28 59 155 85 78 16 11
7 59 24 95 33 42 155 90 98 19 19
8 50 27 72 23 51 155 86 94 16 16
9 57 29 100 22 60 155 85 93 17 14
10 59 21 88 31 37 155 94 99 19 19
11 44 23 69 30 26 155 89 96 16 12
12 63 23 102 50 33 155 89 89 20 13
13 55 20 90 14 32 155 100 103 18 21
14 52 28 93 34 34 155 86 88 17 13
15 64 30 103 17 37 155 91 98 19 19
16 48 13 111 25 39 155 99 105 18 18
17 47 21 65 40 36 155 88 91 16 19
18 60 25 95 34 32 155 91 98 19 21
19 51 27 92 34 31 155 86 91 17 14
20 54 19 93 25 45 155 95 101 18 18
21 64 22 109 41 34 155 93 103 20 20
22 46 14 80 29 29 155 98 92 17 12
23 47 23 85 37 30 155 89 94 17 14
Average Values 89.00 94.00 17.00 16.00

The RMSE value obtained between predicted and
observed vehicular delay is 6.33, and RMSE value
obtained between predicted and observed pedestrian
delay is 2.97. Both the RMSE values are within RMSE
value range of the predicted models which are 19.352
and 8.527 respectively for vehicular delay model and
pedestrian delay model. Thus, the results obtained are
satisfactory.
From Table 5 it is observed the vehicular delay of the
order of 89 sec is having a VLoS of ‘D’ and pedestrian
delay of the order of 17 sec is having a PLoS of ‘C’.
These delay values are then substituted in Model 3,
to obtain the combined delay value as 53 sec which
demonstrates a LoS ‘D’ for the whole intersection
considering all the users of the intersection under one
unit. Thus, adequate measures to improve the level of
service such as lane management, widening of lanes,
improvement in cycle time etc. can be proposed by
the decision makers contemplating a balance between
motorised transport and non-motorised transport and
achieving a single level of service for the intersection.
11. CONCLUSION
Most frequently followed Guidelines and Manuals along
with the study conducted by different researchers have
been reviewed rigorously to learn about the procedures
that determine the level of service of a signalised
intersection. But nowhere has a comprehensive
approach to determine LoS been explained combining
all users of the intersection (motorised and non-
motorised users) even though they share common
space at the intersection. Vehicular level of service has
primarily been developed on the basis of measurement

INDIAN HIGHWAYS│OCTOBER 2018 29

 Technical Paper
of vehicular delay at signalised intersection followed
by v/c ratio. Pedestrian level of service at signalised
intersections has been broadly determined on the base
of users’ perception leading to the measurement of
score value or crossing delay. Many researchers have
pointed out the importance of real-time data collection
and microlevel analysis to determine an accurate result.
This study helps to estimate two empirical models with
respect to the dependent variables, vehicular delay and
pedestrian delay at the signalised intersection based on
the performance variables such as pedestrian volume,
cycle time, volume of two-wheeler, three-wheeler,
car and bus traffic. VLoS, PLoS and Representative
LoS are developed based on the delay characteristics
of vehicular and pedestrian traffic of the signalised
intersection under heterogeneous traffic condition. A
multiple linear regression model was also formulated
whichestimates the relationship between the pedestrian
delay, vehicular delay and combined delay of the
intersections. The three developed models have been
validated, and the application of this research is also
demonstrated with the help of a ground example. This
study can be used for the evaluation of an existing
signalised intersection and alsounderstand the essential
level of service of new signalised intersections.
12. REFERENCES
i. Transportation Research Board. (2000). Highway
Capacity Manual.
ii. Transportation Research Board. (2010). Highway
Capacity Manual.
iii. Florida Department of Transportation. (2013). Quality /
Level of Service Handbook.
iv. Directorate General of Highways Ministry of Public
Works. (1993). Indonesian Highway Capacity Manual:
Part-1 Urban Roads.
v. Akcelik & Associates Pty Ltd. (2012). SIDRA
Intersection User Guide.
vi. National Cooperative Highway Research Program.,
NCHRP 616. (2008). “Multimodal Level of Service for
Urban Streets”, Transportation Research Board of the
National Academics.
vii. Transportation Association of Canada. (2008).
Canadian Capacity Guide for Signalised Intersections.
viii. CSIR-Central Road Research Institute. (2017). Indian
Highway Capacity Manual.
30 INDIAN HIGHWAYS│OCTOBER 2018
ix. Tiwari, G., Singh, N., Fazio, J., Khatoon, M. and
Choudary, P. (2011). “Modification of a Highway
Capacity Manual Model for Evaluation of Capacity and
Level of Service at a Signalised Intersection in India”,
Journal of the Eastern Asia Society for Transportation
Studies, 9, pp.1558–1571.
x. Pande, P.M., Patel, S. and Solanki, J. (1994), “Evaluation
of Delay and Level of Service for Signalised Intersection
of Urban Area”, Journal of Information, Knowledge
and Research in Civil Engineering, 4(1), pp.372–376.
xi. Workineh, A., Shafizadeh, K. and Khan, G. (2014).
“Traffic Conflicts and Level of Service at Four-Legged,
Signalised Intersections in Sacramento”. https://
www.westernite.org/annualmeetings/14_Rapid_City/
Papers/4D-Shafizadeh.pdf
xii. Chuah Ren Hao. (2010). “Assessment of Qualitative
Road Service at Signalised Intersections and the
Implication for Delays/Queues”, Universiti Teknologi
Malaysia.
xiii. Huff Herbie, K. and Liggett, R. (2014). “The Highway
Capacity Manual’s Method for Calculating Bicycle
and Pedestrian Levels of Service: The Ultimate White
Paper”, Lewis Center for Regional Policy Studies
and Institute of Transportation Studies, University of
California, Los Angeles.
xiv. Singh, K. and Jain, P.K. (2011). “Methods of Assessing
Pedestrian Level of Service”, Journal of Engineering
Research and Studies, II(I), pp.116–124.
xv. Asadi-Shekari, Z., Moeinaddini, M. and Zaly Shah, M.
(2013). “Non-Motorised Level of Service: Addressing
Challenges in Pedestrian and Bicycle Level of Service”,
Transport Reviews, 33(2), pp.166–194.
xvi. Muraleetharan, T., Adachi, T., Hagiwara, T. and Kagaya,
S. (2005), “Method to determine Pedestrian Level-of-
Service for Crosswalks at Urban Intersections”, Journal
of the Eastern Asia Society for Transportation Studies,
6, pp.127–136.
xvii. Singh Yadav, J., Jaiswal, A. and Nateriya, R. (2015).
“Modelling Pedestrian Overall Satisfaction Level at
Signalised Intersection Crosswalks”, International
Research Journal of Engineering and Technology,
pp.2395–56.
xviii. Zhang, L. (2004). “Signalised Intersection Level of
Service that accounts for User Perceptions”. Doctor of
Philosophy in Civil Engineering, University of Hawai.
xix. Zhang, L. and Prevedourous, P.D. (2003). “Signalised
Intersection LOS that Accounts for Safety Risk”. TRB
2003 Annual Meeting CD-ROM, 7.
 Technical Paper

Osterberg Cell Using Two Layers for a Case Study

with and Without Base Grouting

S.K. Bagui1 S.K. Puri2 Atasi Das3

Abstract
Static loading test using single level Bi-directional Load Testing Equipment (Earlier called O-Cell) was tested in March
2017 at Pair a Bridge in Bangladesh for verification of initial load testing. Soil consists of soft silt with traces of
clay from 0.0 m to 10.5 m underlain by various layers with very dense silty sand at the toe level and below. Pile was
constructed using reverse circulation method. Drilling mud was composed of bentonite slury for 2.5 m diameter pile.
The load cells were attached to a reinforcing cage at 18 m above toe. Static load test was carried out at 28 days of
casting the pile. Testing was carried as per with load increment 7.5 %of estimated ultimate load. It was observed that
downward movement of reaching 220 mm and locked downward movement and Bi-directional load was given force
for upward movement to find out skin fraction. Base grout was proposed in order to reduce pile bottom settlement
.Another pile load test using Bi-directional load testing equipment was carried out near the same location. Pile load test
was conducted at 28 days of completing base grouting. It is found that total settlement was reduced to 34 mm for the
case of base grouting in place of 227.8 mm for the case of without base grouting for ultimate load of 80 MN. Detailed
analysis was carried out and safe design load can be adopted to 52 MN for base grouting case.

1. Historical Background Static Pile load test can be carried using two methods
O-Cell testing method and technology was developed (1)-Conventional and (2) Bi-directional load depending
on ultimate load to be applied during testing. The cost
by Osterberg. The cell itself is composed of a large
comparison between top down conventional and bi-
diameter pressure cell, which contains a pressurized directional load test is illustrated in Fig. 1. The costs
fluid (usually water or oil). The large diameter of the per MN are similar at loads up to 5 MN. At higher
cell compared to conventional hydraulic jacks allows loads, bi-directional tests become increasingly more
relatively large forces to be generated for a given cost effective.
pressure.
Pile load tests are generally conducted to better estimate
the pile design parameters, optimise the project cost.
With an Osterberg cell (O-Cell), pile load test on deep
piles can be conducted economically, compared to the
conventional testing method. The conventional method
generally requires the use of reaction piles, which are
not needed when using an O-Cell load method.
O-Cell load utilizes reaction from shaft friction above
O-Cell load and from end bearing and shaft resistances Fig.1 A Comparison of Load Testing Costs Conventional
below the O-Cell load. Vs Bi-directional load Test

1. Chief General Manager, E-mail: swapanbagui@gmail.com Intercontinental Consultants & Technocrats Pvt. Ltd,
2. President, E-mail: sk_puri2000@yahoo.co.in A-8 & A-9, Green Park Main, New Delhi - 110 016
3. General Manager, GR Infraprojects Ltd., 2nd Floor, Novus Tower, Plot No.18, Sector – 18, Gurugram, E-mail: atasid@gmail.com

INDIAN HIGHWAYS│OCTOBER 2018 31

 Technical Paper

1.1 Bi-directional Load Test Limitations 1.3 Subsurface Condition/Geotechnical

There are several limitations of Bi-directional load test Investigation
as presented below: Surficial geology indicates the presence sediment
consisting of silt, silty sand, clay and combination of
● Test can be continued till we reach desired test
mixtures in the project area. Boring was carried for
load only.
depth of 150 m. Bore log is shown in Fig. 2. From Fig.
● Hence maximum resistance either in base or in 2, it is found that soft silt with traces of clay is available
friction can’t be obtained. from 0.0 m to 10.5 m depth underlain by other layers
● It mainly depends on Bi-directional load test as shown in Fig. 2. Pile toe is terminated at very dense
equipment’s location, number of Bi-directional silty sand with SPT more than 100.
load testing equipment, pressure applied in each
Bi-directional load.
● Maximum displacement of Bi-directional load
testing equipment is limited to 225 mm.
1.2 Case Study: Barisal-Patuakhali Link
The Barisal-Patuakhali link is part of one of the most
important national highways of Bangladesh i.e., Dhaka-
Mawa-Bhanga-Barisal-Patuakhali-Kuataka Road (N8).
Kuakata is about 287 km from Dhaka, which is an
attractive tourist center where massive development
work is taking place. On its 189th km there is river Paira,
where commuting at present is currently maintained by
a ferry service at Labukhali. Government of Bangladesh
has proposed to construct a bridge over the river Paira.
The Construction of a bridge over the river Paira will
ensure smooth commuting from Dhaka to Kuakata and
will promote the developments at Kuakata and to the
entire southern region of Bangladesh. Ferry crossing
at ferry locations which are the major tidal stream,
considerably hampers road communication particularly
Fig. 2 Sub Soil Profile and Bi-directional Load Test
during monsoon season. The proposed bridge at the Instrumentation Arrangement
ferry location will improve the road communication.
The bridge will also improve the socio-economic 1.4 Pile Load Test
condition and industrial development of the area. The pile load testwas conducted using a Bi-directional
Construction of Paira Bridge (Lebukhali Bridge) over load testing equipment at Barisal for Paira Bridge
the River Paira on Barisal-Patuakhali Road, Bangladesh Construction in Bangladesh. Pile design parameters
estimated from the load test have also been compared
is being constructed under Ministry of Road Transport
with those estimated from analytical or empirical
and Bridges of Peoples Republic of Bangladesh, Road
methods.This load test was conducted during the
Transport and Highways Division, Roads & Highways verification of foundation design prior to construction
Department. Longjian Road & Bridge Co., Ltd. of pile.The project involved construction of three piers
Pile designated as Test Pile-02 is to be tested with with ultimate individual pile capacityof 80 MN and
250% of the design load of 32 MN. It is not possible more.
to conduct static pile load testing using conventional 1.5 Placement of Bi-directional Load Testing
method of pile testing for ultimate load of 80 MN as Equipment
shown in Fig.1. Two layers Bi-directional load testing Placement of Bi-directional load testing equipment is
equipment was proposed by testing agency after an important aspect for the successful of Bi-directional
reviewing geotechnical report. loadtest. Based on geotechnical report, skin friction

32 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper
and end bearing result, spacing has been decided
in such way that friction above Bi-directional load
testing equipment may be equal to friction below
Bi-directional load testing equipment plus end bearing
and buoyance self-weight of the pile. Based on this
guideline, the testing agency finalized the location
of Bi-directional load testing equipment as shown in
Fig. 2 based on geotechnical report of this bore
hole.
1.6 Instrumentation
Two 870 mm Bi-directional load testing equipment
are used for load testing with capacity of 41.5 MN
and permissible expansion of 225 mm. The loading
assembly consisted of two 41.5 MN, 870 mm diameter
Bi-directional load testing equipment. Bi-directional
load testing instrumentation included six Linear
Vibrating Wire Displacement Transducers (LVWDTs)
positioned between the lower and upper plates of the
Bi-directional load testing equipment assembly to
measure expansion. Four telltale casings (nominal 12
mm steel pipe) were attached to the carrying frame,
diametrically opposed, extending from the top of the
Bi-directional load test equipment assembly to beyond
the top of concrete.
Strain gauges were used to assess the side shear
load transfer of the pile above the Bi-directional
load testingequipment assembly. Ten levels of two
diametrically opposed vibrating wire embedment strain
gauges were installed in the pile above the base of the
Bi-directional load testing equipment assembly. Four
Fig. 3 Bi-directional Load Testing Schematic Diagram
lengths of steel pipe were also installed, extending
from the top of the pile to the top of the bottom plate,
to vent the break in the pile formed by the expansion
of the Bi-directional load testing equipment. Pile
compression was measured using 6 mm telltales
installed in the 12 mm steel pipes and monitored
by LVWDTs. Two automated digital survey levels
(Leica NA 3000 Series) were used to monitor the top
of pile movement from a distance of approximately
4.7 m.
A Bourdon pressure gage and electronic pressure
transducers were used to measure the pressure applied
to the Bi-directional load testing equipment at each load
interval. The transducers were used for automatically
setting and maintaining loads, for data analysis and
real-time plotting.
All instrumentation was connected through a data logger
to a laptop computer allowing data to be recorded and
stored automatically at 60-second intervals anddisplayed
in real time. The same laptop computer synchronized to
the data logging system was used to record the survey
data. Total arrangement is presented in Figs. 3 and 4
shows typical photographs of Bi-directional loadtest
equipment.
1.7 Ground Condition, Safety and Benefit of
Bi-directional Load Test Results
Initial test pile was located closed to routine pile
location. Existing ground surface was cleared and
removed all loose soil and grasses. The ground surface
was compacted.
INDIAN HIGHWAYS│OCTOBER 2018 33
 Technical Paper
Telltale
A. Positioning Bi-directional Load B. Equipment Arrangement
Fig. 4 Typical Photographs of Bi-directional Load
Major safety during test preparation is the installation
of Bi-directional load testing equipment at proper depth
and it placed truly vertical to the ground surface so the
cell will work accurately. All vertical reinforcements
were cut at Bi-directional load testing equipment
location so that Bi-directional load testing equipment
was able to move vertically and bi-directionally. After
installation, Bi-directional load test equipment was
checked to confirm that Bi-directional load will work
properly during testing. This was done very carefully
by the representatives of the testing agency. Following
safety Hazards were considered: use of protective cloths,
proximity to wielding operation, use of tool, lifting and
crane operation, use of tool, use of chemical, ground and
working area condition, attach instrumentation to cage,
attachment of Bi-directional load fixing cable inside
upper cage and lower cage for free movement of Bi-
directional load both upward and downward direction,
pressurized hydraulic hose leakage. These were carried
out only trained staff members of the testing agency.
A risk assessment format was prepared by the testing
agency and followed during preparation, installation,
concreting and testing operation.
Test results Bi-directional load testing is used to
determine bearing capacity of a pile. It is used
where conventional pile load test is not possible due
insufficient space and arrangement of huge load.
1.8 Load Test Procedures
Load increments were applied using the Quick Load
Test method for the Pile, in accordance with ASTM
D1143, holding each load increment for 8 minutes.
Each load increment was approximately 5% of the
estimated ultimate pile capacity. The data logger
automatically recorded the instrument readings
every 60 seconds. Typical photographs are shown in
Fig. 4.
34 INDIAN HIGHWAYS│OCTOBER 2018
Transducer
Hydraulic Pump
C. Hydraulic Pump for Bi-directional
Load Test
The loading of the Bi-directional load was approaching
its maximum stroke and locked. The pile was then given
upward load to mobilize full skin fiction.
The test pile was loaded in 20 increments to a bi-
directional gross load of 80 MN. The pile was partially
unloaded.
1.9 Load Test Results and Analysis
Load test has been carried out two piles for the following
cases:
● Bi-directional load Testing without base grouting
● Bi-directional load Testing with base grouting
Case 1 Bi-directional Load Testing Without Base
Grouting
The load-displacement behavior recorded during the
test was analyzed both in its individual components and
in its recombined state to assess the pile performance
as an integrated whole. The loads applied by the
Bi-directional load act in two opposing directions,
resisted by the capacity of the pile above and below.
Theoretically, the Bi-directional load does not impose
an additional upward load until its expansion force
exceeds the buoyant weight of the pile above the Bi-
directional load testing equipment. Therefore, net load,
which is defined as gross Bi-directional load minus the
buoyant weight of the pile above, is used to determine
side shear resistance above the Bi-directional load
testing equipment and to construct the equivalent top-
loaded load-settlement curve. Mobilized side shear
resistance values are presented in Table 1.
The maximum Bi-directional load applied to the
combined side shear and end bearing of the pile
below the Bi-directional load was 43 MN. At end of
pile loading, the average downward movement of the
Bi-directional load base was 225 mm. Assuming the
entire applied load was transferred to the base without
 Technical Paper

any side shear resistance, the unit end bearing on the upward displacement is lower and this has been
pile base was calculated to be 6020KPa. The unit end extrapolated for higher displacement and equivalent
bearing curve for the pile is illustrated in Fig. 5. load is determined.
Table 1 Mobilized Side Shear Resistance The results of the side shear resistance from above the
Bi-directional load test and end bearing resistance from
Load Transfer Zone Displacement1 Net Unit
Skin below the Bi-directional load test were combined to
Friction2 generate an equivalent top loaded load-displacement
Zero Shear to Strain Gauge ↑ 6.39 mm 51 kPa curve, which is presented in Fig. 6. The total
level 10 displacement curve has been adjusted for the additional
Strain Gauge Level 10 to ↑ 6.48 mm 23 kPa (27 elastic compression of the pile that would occur if
Strain Gauge Level 9 kPa at 1L-15) the load applied below the Bi-directional load were
Strain Gauge Level 9 to ↑ 6.67 mm 20 kPa applied at the pile head. To demonstrate the ultimate
Strain Gauge Level 8 pile top load capacity, the load-displacement data from
Strain Gauge Level 8 Strain ↑ 7.03 mm 100 kPa the pile section above the Bi-directional load has been
Gauge Level 7 extrapolated to the maximum measured end bearing
Strain Gauge Level 7 Strain ↑ 7.69 mm 100 kPa displacement of 227 mm.
Gauge Level 6
Strain Gauge Level 6 Strain ↑ 8.80 mm 54 kPa (75
Gauge Level 5 kPa at 1L-11)
Strain Gauge Level 5 Strain ↑ 10.34 mm 50 kPa (53
Gauge Level 4 kPa at 1L-9
Strain Gauge Level 4 to ↑ 12.05 mm 49 kPa
O-cell
O-cell to Strain Gauge ↓ 206.33 mm 158 kPa
Level 3
O-cell to Strain Gauge ↓ 201.04 mm 110 kPa
Level 2

Fig. 6 Equivalent Load Settlement Curve

2. PILE BOTTOM SETTLEMENT

Fig. 5 Mobilized Unit Bearing Resistances
1.10 Equivalent Top Down Load Settlement Curve
Development
Assumption and Construction Methodology
It is assumed that for a known displacement, load
applied to the upper cell shall be different than that of
lower cell. For similar displacement top down load shall
be sum of upward load and downward displacement.
Therefore, the displacement x, upward skin friction and
downward load are y and z, which equivalent top down
load as y + z for downward settlement of x. Generally
As displacement at bottom is large, it indicates base
resistance was not mobilised. This is a common
phenomenon generally observed in larger diameter
drilled shafts due to depositions found at bottom of the
pile formed during the process of reinforcement cage
lowering, flushing of the bottom and concreting etc.
To mitigate this problem, base shall be grouted with
cement grout using pressure grouting.
Though desired capacity achieved, due to large base
displacement for test pile load, re-testing of the pile
load test nearer to the same location with base grouting
and presented in the next Section.
Case 2 Bi-directional Load Testing with Base Grouting
After review of the foundation design, the Contractor
was advised to carry-out an additional test on Cast-In-
situ bored pile of 2500 mm Diameter and 130 m length
by implementing base grouting.
Accordingly a Cast-In-situ bored pile of 2500 mm
Diameter and 130 m length with Base Grouting

INDIAN HIGHWAYS│OCTOBER 2018 35

 Technical Paper

arrangement was cast in the month of November 2017. STAGE 2

Base Grouting was carried out in 2-stages with a grout
consumption volume in excess of 6284 litres. The
excess volume consumption of base grouting might
be due to the prolonged flushing of the pile base and
hydraulic factures.
Base grouting was performed through 4-Circuits
formed out of eight pipes. Shaft grouting couldn’t be
performed. A diagram of Base Grouting is presented in
Fig. 7.
In stage 2, operation first Bi-directional load testing
equipment was open and second Bi-directional load
testing equipment pressurised. It means through 1st
Bi-directional load will not be transferred to base of
pile until the displacement reached Bi-directional load
already expanded value.
In stage 1, at a load of 36.49 MN (3649 T), upward
displacement was 2.71 mm and downward displacement
was 76.76 mm.
In Stage 2, at a load of 44.38 MN (4438 T) upwards
7.01 mm, 52.16 MN (5126 T) downwards 14.98 mm.
Total load applied in two stages was 132 MN (13200T)
approximately. Load test was discontinued as desired
capacity value reached. Even in this case skin
friction mobilised in upper portion was 166 KPa and
displacement 7.02 mm. Test results of additional test
pile is presented in Table 2.
Table 2 Test Results of Additional Test Pile Conducted
During December 2017

Stage Direction Length Load Type of Total

(M) (MN)/T Load Displace-
ment
(MN)

Stage 1 Skin 5 14.40 (1440 Friction 3.16

Fig. 7 Arrangement for Base Grouting Friction T)

End Bearing 22.08 (2208 End Bearing 76.76

Bi-directional load testing was conducted in December T)
2017 on an additional test pile of 2.5 m diameter pile
Stage 2 Upwards 92 44.38 (4438 Friction 7.02
with 130 m length. T)
To evaluate skin friction at various depths independently, Downwards 30 52.16 (5216 FRICTION 14.98
two levels Bi-directional load testing equipment were T)

placed. Detail placement of Bi-directional load testing Stage 1 and Stage 2 loading of Bi-directional load
equipment and other accessories are shown in Fig. 2. testing are presented graphically which are shown in
One Bi-directional load testing equipment was placed Figs. 8 and 9.
nearer to pile bottom (tip) or 4.92 m above the base.
Second Bi-directional load testing equipment was
placed at 30 m above from the 1st Bi-directional load
position as shown in Fig. 2.
Test was performed in two stages.
STAGE 1
In stage 1, bottom Bi-directional load was mobilised
and top Bi-directional load testing equipment was
locked. It means top portion will act as a single shaft.
Stage 1 was terminated when bottom displacement was
closed to 75 mm as mentioned in testing procedure. Fig. 8 Test 2 Stage 1 Loading Graph

36 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper
Fig. 9 Test 2 Stage 2 Loading Graph
3. CAPACITY BASED ON AVERAGE UNIT
SKIN FRICTION BOTH TESTS
Base grouting of additional pile has been carried out in
three stages. Base grouting quantity has been calculated
theoretically and found to be 6284 litres for pile length
of 133 m. Actual grout used during execution of base
grout is 8347 litres i.e., 33% more than the estimated
amount. Excess grout also may be filled up the gap
between pile concrete surface and surrounding soil,
bentonite film.
Unit skin friction for the bottom 20 m length has been
compared for withbase grout case and without base
grout case. Average unit skin friction is found to be
64.2 KPa and 204 KPa with base grout i.e., there is
significance increase in friction force. It may be due
to upward movement of base grout in second stage for
maintaining constant pressure and concluded that base
grout also improves skin friction/partially work as shaft
grouting.
Average unit skin friction force is already calculated
and found to 64.2 KPa for without base grouting and
108.7 KPawith base grouting.
Consider the average unit skin friction 64.2 KPa for the
entire length of the pile 130 m. Hence, total frictional
force without base grouting/normal case is found to be:
64.2*pi()*2.5*130 /1000=65.6 MN.
End bearing is found to be 22.08 MN for
downward movement of Bi-directional load testing
is 76.76 mm i.e., closed to 3 % of the diameter. Total
capacity = 22.08 + 65.6 = 87.68 MN which is more
than testing requirement of 80 MN. If more downward
displacement of Bi-directional load testing equipment
was allowed, more end bearing would be achieved. 29
MN end bearing achieved for displacement of more
than 200 mm for the case of without base grouting.
Therefore, end bearing for the case of base grouting
case should be more than 29 MN. Hence total capacity
will be more than 65.6 + 29.67 = 95.3 MN i.e., more
than 20 % of ultimate load of 80 MN (Approximately).
4. TOTAL SETTLEMENT
Base grout reduced total settlement of Pile. Equivalent
load VS Settlement Curves are reviewed for Test 1 and
Test 2 and presented below in Table 3.
Table 3 Recommended Capacity and Settlement
Case Settlement Settlement Design
for Load for Load Capacity
40 MN 80 MN
(MN)
Without Base 17.6 mm 227.8 mm 32
Grouting
With Base 16 mm 34 mm >53
Grouting
5. Conclusions
The behavior of bored piles tested using bi-directional
static load testing is different than conventional static
test using kentledge system because the point of
application is down below, where the pile tip is close to
the point of load application. In conventional static load
test, the friction is normally mobilized prior to the tip,
but in the bi-directional load testing method, the pile tip
may be mobilized prior to the friction.
From Table 3, it is observed that base grouting reduces
total settlement of the pile and increases pile design
capacity.
It is important to note that the actual behavior of the
pile under bi-directional load testing is different than
the kentledge system. Hence, the calculation should be
carried out to simulate the equivalent top-load curve of
the bi-directionalload test results by considering pile
elastic compression as well as the load transfer when the
load is applied at the top, rather than from the bottom.
Test piles with targeted capacity of 32 MN and test
result predicts capacity of more than 32 MN can be
satisfied based on the results of bi-directional static load
test. The maximum design bearing capacity proposed
is more than 53 MN Therefore, no additional pile is
added for construction stage and of number pile may
be reduced.
INDIAN HIGHWAYS│OCTOBER 2018 37
 Technical Paper

i) However in Test 1, skin friction at top portion not
fully mobilised due to excessive settlement of
198.94 mm at bottom (work stopped).
ii) Bottom displacement was only 76.76 mm in Test
2, indicates base grouting has influenced end
bearing mobilisation compared to Test 1.
iii) In Test 1, average mobilised skin friction was
64.2 KPa while in Test 2 average skin friction was
108.7 KPa.
iv) Comparisons of test pile load and settlement
prepared and summarised. It is found base
grouting reduces pile settlement and increases pile
capacity.
v) Therefore, it is concluded and recommended to
perform base grouting after casting of pile with
utmost care and quality as per specifications
at each location to ensure required pile load
capacity.
5. REFERENCES
i. American Society for Testing and Materials (ASTM)
2004. ASTM D1143 / D1143M - 07 Standard Test
Methods for Deep Foundations Under Static Axial
Compressive Load, West Conshohocken, PA, USA.
ii. Fellenius, B. H. 2001. From Strain Measurements to
Load in an Instrumented Pile. Geotechnical News
Magazine, Vol. 19, No. 1, pp 35-38.

CSIR-Structural Engineering Research Centre

(CSIR-SERC), Chennai

CSIR-Structural Engineering Research Centre (CSIR-SERC), Chennai is organizing an advance

course on “Performance Evaluation and Life Enhancement of Structures (eLIFE-2018)” from 3rd
to 5th October, 201. The course is aimed at disseminating the knowledge acquired by the research
group of CSIR-SERC over the years of research in the area of performance evaluation and life
enhancement of structures.
The course is targeted towards Design and construction engineers from Government, public and
private sector organizations, consultants, practicing engineers, academicians, and research scholars,
Students belonging to the public and private sector organizations/institutions, and other engineering
professionals to familiarize themselves with the recent developments in the full scale field testing,
performance evaluation, static and vibrating testing methods, maintenance and repair & retrofit
methodologies related to bridges and other structures.
For full details contact Dr. –Ing Saptarshi Sasmal/Dr. V. Srinivas, Course Coordinator (eLIFE 2018),
CSIR-Structural Engineering Research Centre, CSIR Campus, TTTI (Post), Taramani, Chennai –
600 113,
Tel. 91 – 44 – 2254 9210/9237, Fax: 91 – 44 – 2254 1508
Email: saptarshi@serc.res.in; Srinivas@serc.res.in
Website: www.serc.res.in

38 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper

Development of Incident Management System using Ant

System Algorithm and Blackboard Architecture

Dr. Praveen Kumar1 Gurmesh Sihag2 Shambhavi Mishra3

Abstract
For highway congestion problem, simply increasing capacity of roadway section is not an effective solution because
highway congestion is not just a problem of recurring “rush hour” delay in major cities. Non-recurring type
congestion, caused by incidents like crashes, disabled vehicles, adverse weather, work zones, special events and
other temporary disruptions to the highway transportation system, also has a significant share. To control these
non-recurring congestions, there is a need to develop Traffic Incident Management systems. In present paper, an
incident management system for Managing the incidents on Madhya Marg (Chandigarh) is developed using Ant
System Algorithm and Blackboard Architecture. Coding for the program is done in Microsoft Visual Studio using C#
language.

1. INTRODUCTION In this paper, a computer program for incident

Many countries consider traffic incident as high
priority problem because incidents have potential
to have adverse effect such as increasing chances of
secondary crashes, increasing fuel consumption and
air pollution, and increasing traffic congestion level.
Studies conducted across the world have shown that
secondary incidents account for about one quarter of all
incidents.
Because of the severe consequences of incidents, there
is a need to improve the effectiveness of Traffic Incident
Management (TIM). TIM is defined as the application
of available resources to minimize the impacts of traffic
incidents and reduce the incident duration. Improving
efficiency of the TIM process requires understanding of
various activities involved in the process.
Incident management is not a simple activity. It
comprises many activities from incident detection to
various clearance operations and emergency services.
It involves different agencies likes Police, Fire Brigade
etc. Hence Manual coordination of different personnel
involved in incident management is not possible. So,
need of a computer program (Software) arises.
1
Prof.& Coordinator, Transportation Engineering Group, E-mail: pkaerfce@iitr.ac.in
2
M.Tech Student, Transportation Engg Group
3
Ph.D. Student, Transportation Engg Group
management system is developed. Deployment of this
program will reduce the response time by providing
shortest route to reach the incident site and recovery
time by providing alternate route to the users. Program
uses Ant System Algorithm for finding the shortest route
under no incident condition. Under incident condition,
link on which incident occurs is either removed (When
distance is used as impedance) or impedance on the link
is increased based on type of the incident (When travel
time is used as impedance). Program uses Blackboard
architecture for managing the incident.
2. INCIDENT MANAGEMENT SYSTEM
2.1 Incident Management
Incident management is defined as a coordinated,
planned, and the systematic use of technical, human,
mechanical, and institutional resources to reduce impact
and the duration of incidents. Incident management
increases the safety of incident responders, crash
victims, and motorists. Use of these resources also
improves mobility, operating efficiency, and safety of
the highway by systematically bringing down the time
to detect & verify incident occurrence. This is achieved
by putting into effect appropriate response, clearing the
Deartment of Civil Engineering, IIT Roorkee

INDIAN HIGHWAYS│OCTOBER 2018 39

 Technical Paper
incident safely, while controlling the affected flow till
the flow becomes normal.
Or in other words, Incident management is the
synchronization of activities undertaken by various
agencies to bring traffic flow to normal condition after
an incident has occurred.
Fig. 1 Timeline of a Typical Incident Management Process
2.2 Ant Colony Optimization Algorithms
Ant Colony Optimization (ACO) is one of the most
recent techniques for approximate optimization.
Marco Dorigo and colleagues introduced the first ACO
algorithms in the early 1990’s. These algorithms are
inspired by the observations of the foraging behaviour
of real ants.
Ants have nature to deposit a substance called
pheromone on the ground while travelling to and from
food source. Ants searching for the food perceive the
presence of pheromone and follow the path on which
concentration of pheromone is higher. By following
this mechanism Ants transport food from the source to
their nest in a remarkably effective way.
Deneubourg et al. (1990) studied the pheromone laying
and following behaviour of the ants by conducting an
experiment called binary bridge experiment. In this
experiment, Food source was connected to ants’ nest
by two bridges of equal length. At starting, individual
ant chose one of the bridges randomly. But after some
time more no. of ants started following one of the
bridges because of the more pheromone deposited on
that bridge and tendency of the ants to follow the path
40 INDIAN HIGHWAYS│OCTOBER 2018
Incident management involves a recognizable series
of activities undertaken by persons from a variety of
response organizations and agencies.
Different constituents of incident duration and
timeline of a general incident management process
are illustrated in Fig. 1.
of higher pheromone concentration. Finally, all ants of
the colony chose the same bridge.
Goss et al (1989) also conducted an experiment similar
to binary bridge experiment in which the two bridges
were not of the same length. In this experiment, the
fluctuations in the initial choice of the bridge were
reduced significantly in comparison to Deneubourg’s
experiment. In this case ants choosing the shorter bridge
reached the food earlier than the ants choosing longer
bridge and while returning chose the shorter bridge. It
was because of the higher pheromone concentration on
that bridge. Use of the shorter bridge further increased
the pheromone concentration on it. Therefore, in this
experiment all ants quickly converged to the shorter
bridge.
It has been shown in different studies that the indirect
communication between the ants via pheromone trails-
known as stigmergy-enables them to find shortest paths
between their nest and food sources.
There are various ACO algorithms available in literature
e.g. Ant System., Max-min Ant System, Ant Colony
System, Elitist Ant System etc.
 Technical Paper

Ant System Algorithm was the first ACO algorithm
proposed in the literature. In this algorithm, probability
of kth ant following the link i-j is given by
equation 1.
the program. Traffic Volume study was carried out to
know the morning and evening peak hours so that time
input by user in the program can be can be classified
into Peak/Normal/Off-Peak flow time and hence
corresponding travel time can be used for the analysing
the road network.

 ... (1)

Where, τij is the pheromone of the link (i, j), ηij = 1/dij
where dij is the length of link (i, j), allowedk is the list of
links not yet visited by the kth ant, and α and β are the
parameters which control the relative importance of the
pheromone versus the heuristic information ηij.
The pheromone updating rule for τij is as follows:

 ... (2)

Where, ρ is the evaporation rate, m is the number of

ants, and Δ τijk is the quantity of pheromone per unit Fig. 2 Location of Site Seolected for Developing
length laid on edge (i, j) by the kth ant and given by the Program
equation 3: Fig. 3 Shows the variation of traffic volume with the
time of the day.

 ... (3)

Where, Q is a constant and Lk is the tour length of the

kth ant
2.3 Blackboard Architecture
The blackboard architecture tries to emulate a team
of problem solvers (experts) to solve a problem by
gathering around a blackboard. The blackboard in this
case correspond to a shared memory that facilitates
communication and cooperation among the group
members. The group members are experts or sources
of knowledge that contribute to the incremental
Fig. 3 Variation of Traffic Volume with the Time
development of a solution. Here blackboard is used for of the Day
the purpose of holding solution state and computational
data produced and required by the knowledge sources. By conducting traffic volume study morning and
evening peak hours were found from 9:00 to 10:00 and
There are three essential components of blackboard
17:00 to 18:00 respectively.
architecture: Knowledge sources, blackboard data
structure and Control. Speed & delay study was done using floating car
method. Test run were made during peak hours,
3. DATA COLLECTION Normal flow time and Off-peak hours (Wee-Hours)
Traffic volume study and speed & delay study were to get the travel time data required for the program
carried out to collect the data required for developing development.

INDIAN HIGHWAYS│OCTOBER 2018 41

 Technical Paper
4. STEPS OF ANT SYSTEM ALGORITHM
USED IN THE PROGRAM
Flow chart of various steps involved in the ant system
algorithm are shown in Fig. 4.
Fig. 4 Flow Chart of the Ant System Algorithm
Used in the Program
4.1 Start of Ant System Algorithm
At the starting, pheromone of amount equal to initial
pheromone intensity (τ0), is distributed to all the links
of the network. All the ants (i.e. equal to total no. of
ants, m) are placed on the origin node (i.e. starting
node). Also, value of the variable global minimum route
length (LGlobalMini) is set to a bigger value say, 1.0 X 1010.
4.2 Ant’s Route Generation
In this step, probability of movement of all ants placed
at origin node (say, node r) to the next valid node (say
node s) is calculated.
This probability of movement of ants from node r to
node s depends upon the pheromone intensity of link r-s
and length of the link r-s.
Probability (Pk(r,s)) of movement of kth ant situated at
node r to node s is given by equation 4.
 ... (4)
Where, τ (r, s) is the pheromone intensity on link (r, s)
and it will have value equal to τ0 for the first iteration
η (r, s) is the impedance function,value of η (r, s) is
equal to inverse of the length of the link r-s i.e.
42 INDIAN HIGHWAYS│OCTOBER 2018
η (r, s) = 1/link length (r, s)
β is a constant, and Jk(r) defines the list of nodes which
are connected with the node r and are yet not visited by
ant k.
So, probability of movement of each ant from node r to
each valid node ‘s’ belonging to Jk(r) can be calculated.
Probability of movement of ant to node having shorter
link length connection with node r will be more as
compared to that of the node having larger link length
connection with node r.
Probability of movement of ant ‘k’ from node r to the
nodes which are not connected with the node r will be
zero. So, each ant will have a new location and a new
Jk(r) list.
This process of finding probabilities of movement
and transferring ants to new node is iterated until the
following conditions occur:
● All the ants have reached the destination node
● Some ants have reached the destination node and
rest are dead ants.
Dead ants are the ants which have not reached the
destination node and whose Jk(r) list is null set i.e. they
don’t have any valid node for their transfer. As these
dead ants have no further solution for their route, so if
all ants other than dead ants have reached the destination
node then iteration process is stopped.
4.3 Link Pheromone Intensity Updating
When all ants reach the destination or some ants
reach the destination and other are dead ants, then one
iteration of ant system algorithm is completed.
In next step, pheromone concentration on the links of
the network are updated.
Link pheromone concentration is updated according to
the equation 5.
 ... (5)
Where,
 ... (6)
Where, ρ is pheromone evaporation rate, (1-ρ)
represents the fraction of pheromone concentration
remained on the link; it has value less than 1.
Q is a constant having value more than 1.
 Technical Paper
Lk is route length or trip length of the ant following the
shortest route
Ant following the shortest route is also known as best
ant in terminology of ant system algorithm. There may
be more than one best ant if there are ants having equal
minimum route lengths. In first iteration, total route
length of the best ant is always less than the value of
variable global minimum route length (LGlobalMini).
From equations 5 and 6, it is clear that all the links
of the network will lose a fraction of the pheromone
concentration after every iteration because of the
evaporation, but all the links used in best ant’s route
will have additional pheromone concentration equal to
Q/Lk.
4.4 Setting Value of Global Minimum Route Length
Route length or trip length (Lk) of the best ant found
in the last step is compared with the global minimum
route length (LGlobalMini) and if value of route length(Lk) is
found lesser than the value of variable global minimum
route length (LGlobalMini), then value of the variable
(LGlobalMini) is set equal to the route length of the best
ant.
 ... (7)
4.5 Check for End Condition
After updating the pheromone concentration,
procedure from the step of Ant’s route Generation
is iterated again with the updated values of link
pheromone concentration. This iteration process
is continued till one of the following conditions is
met:
● All the ants are using single route to travel from
origin node number to the destination node number
● Or number of iteration specified has
exhausted.
If end conditionsare fulfilled, then the route selected
by the maximum number of ants or all ants will be
the shortest route between the selected origin and
destination nodes. selected is time, then either traffic volume (For Finding
5. DEMONSTRATION OF THE USE OF THE
PROGRAM DEVELOPED:
Fig. 5 shows the snapshot of the home window of the
program developed.
In this program, various persons involved in the incident
management are grouped into three categories: Road
User, Traffic management team and response team.
Fig. 6 shows the flow chart of overall functioning of
the program.
Fig. 5 Snapshot of the Home Window of the Program
Developed
The program has two types of services: open services
and reserved services. Open services can be used by
body without pre-registration but reserved services can
be used by authorised persons only. Reserved services
include the services designed for traffic management and
response teams. Traffic management team include all
the persons who are involved in planning the strategies
for traffic management whereas respose team consist of
all the agencies involved in clearing the incident like
crane service providers, towing service provider, local
police etc as well as emergency services like fire fighting
emergency medical services etc.
Fig. 7 shows the snapshot of shortest route-finding
page. It requires input in 3 steps.
Step 1 feed Origin and Destination input to the program.
Step 2 ask for the impedance to be used in the finding
shortest route. Either of the distance or time can be used
as impedance. If distance is chosen as impedance then
there is no input data for step-3 but if the impedance
Shortest Route by incident management team) at the
time of journey or the time of journey (For finding
shortest route by Road users)is to be input as Step 3.
According to the results of traffic volume study, Time
of the journey is classified into peak flow time if input
INDIAN HIGHWAYS│OCTOBER 2018 43
 Technical Paper

time of journey is 9:00 to 10:00 or 17:00 to 18:00, off- normal flow time if input time of journey is other than
peak time if input time of journey is 23:00 to 05:00 and the above-mentioned time.

Fig. 6(a) Flow Chart of the Overall Functioning of the Program

44 INDIAN HIGHWAYS│OCTOBER 2018

 Technical Paper

Fig. 6(b) Flow Chart of the Overall Functioning of the Program

Fig. 7 Snapshot of Shortest Route Finding Page with iInput Data

INDIAN HIGHWAYS│OCTOBER 2018 45

 Technical Paper
If traffic volume is input to the program, then speed on
the network is obtained by using the equation developed
for the study area by using regression analysis on
the speed- flow data obtained by floating car method
(speed- delay study).
Equation 8 shows the relation between speed and
volume developed for the study area.
Fig. 8 Snapshot of Shortest Route Finding Result Page
To know beforehand how much traffic will be diverted
to the alternate route if Variable Message Sign (VMS)
showing the route diversion message is installed, a
diversion equation was developed as a part of the
study. For developing the equation stated preference
type survey was conducted on the study area. Equation
9 shows the diversion equation developed by doing
regression analysis on the survey data. R2 coefficient of
the equation developed was 0.725.
Diversion (%) = 8.04 x Time Saved (Minutes) – 10.876
x Distance Saved (Km)+ 43.205 ... (9)
6. CONCLUSIONS
● The program uses blackboard architecture for
managing the incidents.
46 INDIAN HIGHWAYS│OCTOBER 2018
 ... (8)
R2 coefficient for the equation developed was 0.773
Fig. 8 shows the snapshot of the shortest route result
page. This page shows the shortest route as well
as shortest route length. all the input data are also
displayed on the page.
● Various agencies involved in the incident
management can communicate to each other
through single platform of this program.
● Authorized persons can add or remove incidents
on the network. Various agencies can see location
of these added incidents.
● It gives shortest route by using Ant System
Algorithm. Various parameters of the Ant
System Algorithm can be edited according to the
requirement. It gives shortest route based on either
distance or time
● This Program is geographically transferable by
just changing the road network data.
 Technical Paper

7. REFERENCES Engineering Research and Technology (IJERT), ISSN

i. Dorigo M, Maniezzo V, Colorni A. Ant System:
Optimization by a colony of cooperating agents. IEEE
Trans Syst Man Cybernet Part B 1996;26(1):29–41.
ii. Dorigo M, Stützle T. Ant Colony optimization.
Cambridge, MA: MIT Press; 2004.
iii. Faradyne, P. Traffic Incident Management Handbook.
FHWA, U.S. Department of Transportation,
Washington, D.C., 2000
iv. Kumar Praveen, Jain S.S. and Kumar Rama P.E.,
Computer Software for Incident Management,
Highway Research Bulletin (HRB) No 66, Indian
Roads Congress (IRC), June 2002 pp.173-188.
v. Kumar Praveen andMishraShambhavi, Application
of Swarm Intelligence in Road Network Design-A
Review, Indian Highways, Indian Roads Congress, Vol
43, No. 9, September 2015, pp.13-23.
vi. Kumar Praveen and Mishra Shambhavi, Artificial
Swarm Intelligence for attaining the Objectives of
Intelligent Transport Systems, Internationl Journal of
No. 2249-3131, Volume 6, Number 8, 2013, pp.75-78.
vii. Manual on Uniform Traffic Control Devices. U.S.
Department of Transportation Federal Highway
Administration, December 2009, pp.51-56.
viii. Owens, N., Armstrong, A., Sullivan, P., Mitchell, C.,
Newton, D., Brewster, R. and Trego, T., 2010. “Traffic
Incident Management Handbook” (No. FHWA-
HOP-10-013), pp.19-27.
ix. Ram Kumar P.E., Incident Management Using
Intelligent Transport System, M.E. Thesis, Civil
Engineering Department. University of Roorkee, Jan.
2000, pp.11-16.
x. Suman Sanjeev, Web GIS based Advanced Public
Transport System Using Mapserver and Ant Algorithm,
Ph.D. Thesis (unpublished), Civil Engineering
Department., IIT Roorkee, 2011, pp.189-218.
xi. Suman Sanjeev and Kumar Praveen, Ant Colony
Optimization Algorithms for Vehicle Routing, Route
Planning and Scheduling, Highway Research Journal,
Indian Roads Congress, Vol 7, No. 1, January –June
2014, pp.55-65.

EMPANELMENT OF REFEREES

Call of Expression of Interest from the experienced Road & Bridge Technocrats for Formulating
a Panel of Experts/Referees to Review the Technical Paper, voluntarily:

In order to align with the globally best practices and promote the excellence in road construction,
the Indian Roads Congress (IRC) is in the process of formulating a Panel of Experts/Referees
who can review the Technical Papers received in IRC from Authors. Road Technocrats who are
already members of the IRC and have experience and expertise in the field of Transport Planning,
Traffic Engineering, Flexible & Rigid Pavements, Rural Roads Development, Mechanization &
Instrumentation, Road Maintenance, Safety & Design, Bridge Design Features, Concrete Structure,
Maintenance &Rehabilitation of Bridges etc. are invited to show their interest for evaluation of
Technical Papers.

The interested technocrats are requested to send their brief resume including their experience in
related field with their IRC Membership Number to IRC on E-mail: secygen.irc@gov.in

INDIAN HIGHWAYS│OCTOBER 2018 47

 Advertisement

48 INDIAN HIGHWAYS│OCTOBER 2018

 MORT&H Circular

Contd...

INDIAN HIGHWAYS│OCTOBER 2018 49

 MORT&H Circular

50 INDIAN HIGHWAYS│OCTOBER 2018

 Tender Notice

Contd...

INDIAN HIGHWAYS│OCTOBER 2018 51

 Tender Notice

52 INDIAN HIGHWAYS│OCTOBER 2018

 Tender Notice

INDIAN HIGHWAYS│OCTOBER 2018 53

 Announcement

79th Annual Session to be held AT Nagpur (Maharashtra)

from 22Nd November to 25th November 2018

On the invitation of Government of Maharashtra, the 79th Annual Session of the Indian Roads
Congress will be held at Nagpur (Maharashtra) from 22nd November to 25th November 2018.
It is expected that more than 3000 Highway Engineers from all over the country and abroad will
attend the Session. During the Annual Session of IRC, there has been a practice for various firms/
organizations to make Technical Presentations on their products/technologies & case studies (with
innovative construction methods or technologies or having special problems requiring out of the box
thinking and special solutions). The presenters will get an opportunity to address a large gathering
of highway professionals from Private Sector as well as decision makers in the Govt. Sector. These
presentation evoke lively interaction among the participants.
A time slot of about 12-15 minutes is normally allocated for each Technical Presentation. Time is
also given for floor intervention. Audio visual equipment is made available at the venue for these
presentations. During such Technical Presentation Session no other meetings will be held parallel so
as to ensure maximum attendance during the Technical Presentation Session. The stakeholders are,
therefore, requested to participate in the event and book slots at the earliest.
Interested Organizations may write to IRC conveying their willingness for participation and send
the topics of their Technical Presentation by E-mail: ad.irc-morth@gov.in or through Speed Post
alongwith a Demand Draft for Rs.60,000/- (Rupees Sixty Thousand only) drawn in favour of
Secretary General, Indian Roads Congress, New Delhi latest by 18th October, 2018 so that necessary
arrangements can be made by IRC.

ATTENTION INVITED
For any enquiry about the 79th Annual Session like Registration, Membership & Technical Presentation
etc. please address to Secretary General, (Kind Attn. Shri D. Sam Singh, Deputy Secretary (i/c)) Indian
Roads Congress Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022. Phone +91 11 2610
5160/26171548
E-mail: admn.irc-morth@gov.in or contact the following officers:

Registration Membership Technical Presentation

Shri Naveen Tewari
Section Officer
Phone +91 11 2617 1548
Mobile +91-9811099326
Email: admn.irc-morth@gov.in
Shri S.K. Chadha
Under Secretary
Phone + 91 11 2338 7140
Mobile +91-9899299959
Email:ircmembership1962@
gmail.com
Ms. Shilp Sree
Assistant Director (Tech.)
Phone +91 11 2618 5273
E-mail: ad.irc-morth@gov.in

54 INDIAN HIGHWAYS│OCTOBER 2018

 Registration Form 79th Annual Session

22nd To 25th

INDIAN HIGHWAYS│OCTOBER 2018 55

 Registration Form 79th Annual Session

56 INDIAN HIGHWAYS│OCTOBER 2018

 ACCOMMODATION FORM 79th Annual Session

OFFICIAL ACCOMMODATION FORM

79th ANNUAL SESSION - NAGPUR (MAHARASHTRA) FROM 22ND TO 25TH
NOVEMBER, 2018
(Please Return before 25th October, 2018)
Shri Ramesh Hotwani Telephone No. : 07122522986
(Local Organizing Secretary, Mobile No. : 09423515050
79th Annual Session) & Superintending Engineer Email : 79ircnagpur@gmail.com
PMGSY, Nagpur Website : www.79ircnagpur.in
IRC Cell,
Office of the Chief Engineer,
PWD, Bandhkam Sankul,
Civil Lines, Nagpur-440001
USE BLOCK LETTER ONLY Tick (√) Wherever Applicable
IRC Membership No. __________________
(Mandatory)
Name :_________________________ Whether Official/Non-Official
Designation :_________________________ Equivalent to:
Address :_________________________ Secy/ E-in-C/CE [A]
:_________________________ SE [B]
:_________________________ EE [C]
Pin Code :_________________________ AE [D]
Age :_________________________ Basic Pay (Rs.):
Total Emoluments Rs. :

Telephone Nos. with (STD) Code

Office :_______________________________ Residence :____________________
Fax :_________________________________ Mobile :____________________
Email :_______________________________

Name of Spouse(If accompanying) Age Veg [V] / Non-veg [ N]

Arrival Date Departure Date

Mode Air / Train / Bus / Car Mode Air / Train / Bus / Car
Flight No. Time Date Flight No. Time Date

Airport : Airport :
Train Name Time Date Train Name Time Date

Class Station Class Station

Bus Time: Date: Bus Time: Date:

Car Time: Date: Car Time: Date:
Own Arrangements: Yes [Y] No [N]
Address: __________________________________________________
__________________________________________________
__________________________________________________

INDIAN HIGHWAYS│OCTOBER 2018 57

 ACCOMMODATION FORM 79th Annual Session

ACCOMMODATION AS GOVT. OFFICER: SINGLE [S]/Double[D]

S.No. DESIGNATION For Self For Spouse
1. Secretaries/Engineers-in-Chief 10000 3500
2. Chief Engineers/ Addl.C. Es 9500 3500
3. Superintending Engineers 8500 3500
4. Executive Engineers 7000 3000
5. AEEs/Asst. Engineers/J. Es 6000 3000
6. Delegates from Foreign Countries 250$ 125$

_______________________Days from_______________________to______________________________
Accommodation for delegates (Paying Full) Single (S) / Double (D)
Hotel Name: _________________________________@ Rs. ________________________________
Days from___________________________to___________________ November, 2018___________

For on-line payment and booking of Accommodation, visit www.79ircnagpur.in

Note : Draw Demand Draft in favour of “Local Organising Secretary, 79th Annual Session, IRC” payable
at Nagpur for accommodation. Accommodation would be confirmed only on receipt of payment in
advance.

58 INDIAN HIGHWAYS│OCTOBER 2018

 Announcement

IRC PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD

FOR THE YEAR 2017
Nominations are invited in prescribed proforma for the IRC Pt. Jawaharlal Nehru Birth Centenary Award for the year
2017. The last date for receipt of nominations is 15th October 2018.
For the year 2018 the nominee’s age should not be more than 45 years. The particulars about the award are given
below:
1. PREAMBLE
This award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year and will be made each
year for outstanding contribution in the field of Highway Engineering.
2. NATURE OF AWARD
Award will be in the form of medal/Citation certificate and will be made annually for notable and outstanding
contribution, applied or fundamental, in the field of Highway Engineering (including Bridges).
3. PURPOSE
For recognizing outstanding work in engineering technology, utilization, etc. in the highway sector and encouraging
young and upcoming engineers/scientists in the profession.
4. ELIGIBILITY AND SELECTION OF THE AWARDEE
a. Any Engineer/Scientist or any individual of India who is member/individual associate member of IRC and
is engaged in the field of highway engineering will be eligible for the award.
b. The award will be bestowed on a person who, in the opinion of the Selection Committee constituted
by the Executive Committee, has made conspicuously important and outstanding contribution to Road
Development of the country in the preceding 5 years of the nomination for the award.
5. The age of nominee shall be less than 45 years on the 31st May of the year in which the nomination is received.
6. The award will be made on the basis of contributions made primarily by work done in India. The criteria for
selection of the contribution for the award will be the following:
i) Important addition, modification or improvement to the available design criteria.
ii) Important contribution to present day knowledge of physicial phenomenon or behaviour of relevance to
engineering practice.
iii) New approach or methodology for utilization of development of new technology or new techniques for
solving problems in applied engineering technology.
iv) Specific contribution made in the following fields:
(a) Investigation Methods (g) Repairs and Rehabilitation
(b) R&D Management (h) Environment
(c) Standardisation (i) Highway Safety
(d) Software Development (j) Construction and Management
(e) Planning (k) Protective Works
(f) Maintenance (l) Traffic Engineering
7. Nominations
a) Names of candidates may be proposed by or through any member of the IRC Council. Each such nomination
shall be on the basis of proforma, accompanied by detailed statement of work and contribution of the
nominee by the sponsor, and a critical assessment report bringing out the importance of the significant
contributions of the nominee made during the preceding five years. The nominations alongwith copies of
work assessment reports is to be sent to the Secretary General, IRC on or before 15th October 2018.
b) A candidate once nominated should be considered for a total period of 3 years, if otherwise eligible,
unless revised nomination is received. Once such nomination has been received, the Secretary General,
IRC may correspond directly with the candidate for supplementary information, if necessary.

INDIAN HIGHWAYS│OCTOBER 2018 59

 Announcement

PROFORMA

IRC-PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD

(NOMINATION FOR THE YEAR 2017)

1. Name of the Nominee.

2. Roll. No. as member of IRC and the year since he is member of IRC.
3. Discipline under which to be considered.
4. Date of Birth.
5. Academic qualifications beginning with Bachelor’s Degree.
6. Present employment and post held.
7. (a) Outstanding achievements of the nominee (in about 500 words) during the last 5 years (Attach separate
sheet)
(b) Benefit derived/anticipated or measurable impact of the work/contribution/achievement.
(c) Assessment by the sponsor of the importance of the contribution (not more than 100 words)
8. Whether these achievements/contributions have already been recognized for awards by any other body. If so, the
name of the body, the name of award and the year of award may be given.
9. Other awards/honours already received including fellowships of professional bodies.
10. Papers published, if any (reprints to be enclosed).
11. Names & address of three experts in the area (preferably in India) as possible reference.
(a)
(b)
(c)

Place : ____________________________ Signature _____________________________

Name & Designation of the Sponsor
(IRC Council Member)

NOTE : Ten copies of the Proforma along with ten copies of the detailed statement of achievement/contribution
neatly typed should be supplied along with reprints of relevant Papers.

60 INDIAN HIGHWAYS│OCTOBER 2018

 Announcement

Indian Roads Congress

Organizing
Two Days International Seminar
on
“Construction and Rehabilitation of Rigid Pavement-Current
Practice and Way Forward”
On 18th and 19th January, 2019 at New Delhi (India)

Excellent opportunity to learn the best practices from renowned experts from the country and
across the globe.
All are benefited from better road construction. All the stakeholder are invited to attend the two
days International Seminar to become partner in road construction.
Who should attend: Central/State Government Departments/Agencies, Manufactures,
Consultant, Public Sector Undertakings, Autonomous Organization, Research/Academic
Institutions, Road Sector Project Executing Agencies both from Government and Private Sector
including Concessionaries.
Themes of the Seminar:
Session 1: Planning and Design of Rigid Pavement
Session 2: Construction Materials and Technology
Session 3: Evaluation and Health Monitoring
Session 4: Repair and Rehabilitation
Session 5: Case Studies
Abstract of the Papers may please be submitted by the 15th October, 2018 to IRC
E-mail: internationalseminar2019@gmail.com
Opportunity available for Advertisers and Exhibitors to Display of Products on first-come-first
serve basis.
For further details and enquiry for getting associated with the International Seminar, please
contact following officers.

For Sponsorship and For Registration For Submission of

Advertisement in Souvenir Technical Papers

Shri Naveen Tewari Shri Naveen Tewari Ms. Shilp Sree

Section Officer Section Officer Assistant Director (Tech.)
Tel. 011-26171548 Tel. 011-26171548 Tel. 011-26185273
E-mail: admn.irc-morth@gov.in E-mail: admn.irc-morth@gov.in E-mail: ad.irc-morth@gov.in

For more details please visit the IRC website www.irc.nic.in

INDIAN HIGHWAYS│OCTOBER 2018 61

 Registration Form

62 INDIAN HIGHWAYS│OCTOBER 2018

 Membership Form

INDIAN HIGHWAYS│OCTOBER 2018 63

 Membership Form

64 INDIAN HIGHWAYS│OCTOBER 2018

 New/Revised Publications

NEW/REVISED PUBLICATIONS OF IRC in 2017

The IRC has brought out the following New/Revised Publications. These prestigious publications will be quite useful to
the Highway Professionals.
Title of the Document Price Packing & Postage
IRC:7-2017 “Recommended Practice for Numbering Culverts, Bridges and Tunnels” 100.00 20.00
(Second Revision)
IRC:15-2017 “Code of Practice for Construction of Jointed Plain Concrete Pavements 1000.00 40.00
(Fifth Revision)
IRC:44-2017 “Guidelines for Cement Concrete Mix Design for Pavements” 500.00 40.00
(Third Revision)
IRC:65-2017 “Planning and Design of Roundabouts” (First Revision) 400.00 40.00
IRC:70-2017 “Guidelines on Regulation and Control of Mixed Traffic in Urban 400.00 40.00
Areas” (First Revision)
IRC:92-2017 “Guidelines for the Design of Interchanges in Urban Areas” (First 400.00 40.00
Revision)
IRC:121-2017 “Guidelines for Use of Construction and Demolition Waste in Road 300.00 40.00
Sector”
IRC:122-2017 “Guidelines for Construction of Precast Concrete Segmental Box 300.00 40.00
Culverts”
IRC:123-2017 “Guidelines on Geophysical Investigation for Bridges” 600.00 40.00
IRC:124-2017 “Bus Rapid Transit (BRT) Design Guidelines for Indian Cities” 600.00 40.00
IRC:125-2017 “Guidelines on Dozers for Highway Works” 400.00 40.00
IRC:126-2017 “Guidelines on Wet Mix Plant” 400.00 40.00
IRC:SP-93-2017 “Guidelines on Requirements for Environmental Clearance for 1200.00 40.00
Road Projects” (First Revision)
IRC:SP-110-2017 “Application of Intelligent Transport System (ITS) for Urban 600.00 40.00
Roads”
IRC:SP:111-2017 “Capacity Building of Road Agencies In Charge of Implementation 300.00 40.00
of Road Projects in Urban Areas”
IRC:SP:112-2017 “Manual for Quality Control in Road and Bridge works” 1500.00 40.00
Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact + 91
11 2338 7759 and E-mail: ircsale1934@gmail.com

NEW/REVISED PUBLICATIONS OF IRC in 2018

The IRC has brought out the following New/Revised Publications. These prestigious publications will be quite useful to the
Highway Professionals.
Title of the Document Price Packing & Postage
IRC:SP:65-2018 “Guidelines for Design and Construction of Segmental Bridges” (First 400.00 20.00
Revision)
IRC:SP:71-2018 “Guidelines for Design and Construction of Precast Pre-Tensioned Girders 400.00 20.00
for Bridges” (First Revision)
IRC:83-2018 Part II: “Standard Specification and Code of Practice for Road Bridges” 600.00 40.00
IRC:83-2018 Part III: “Standard Specification and Code of Practice for Road Bridges” 600.00 40.00
IRC:SP:89-2018 Part II: “Guidelines for the Design of Stabilized Pavements” 800.00 20.00
IRC:SP:113-2018 “Guidelines on Flood Disaster Mitigation for Highway Engineers” 800.00 40.00
IRC:SP:114-2018 “Guidelines for Seismic Design for Road Bridges” 1000.00 40.00
IRC:SP:115-2018 “Guidelines for Design of Integral Bridges” 500.00 20.00
IRC:SP:116-2018 “Guidelines for Design and Installation of Gabion Structure” 600.00 20.00
IRC:99-2018 “Guidelines for Traffic Calming Measures in Rural and Urban Areas” (First 1000.00 20.00
Revision)
Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact + 91 11
2338 7759 and E-mail: ircsale1934@gmail.com

INDIAN HIGHWAYS│OCTOBER 2018 65

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