Professional Documents
Culture Documents
Ih April-2013 Wo
Ih April-2013 Wo
Number 4
April 2013
Contents
ISSN 0376-7256
Page
2-4
15
27
36
37
Determination of Dynamic PCUs of Different Types of Passenger Vehicles on Urban Roads : A Case Study,
Delhi Urban Area
Probhat Kr. Paul and P.K. Sarkar
48
58
Obituary
59
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the
contents and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility
and liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the
papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
EDITORIAL
category. This may also address to some extent another important issue of shared obligatory responsibility &
accountability in the process of stakeholders ownership and obligations.
In PPP projects, another issue may require innovative concept which is related to exit route. Generally it
is advocated that exit route needs to be eased so that promoters can sale equity position after construction,
passing on all benefits and the responsibility to the entities that step in. In this process, the government can
also be benefitted in case the premium over sale proceeds are shared between seller and the government,
keeping in view that the premium has grown on account of governments support and public investment
(including finances from financial institutions). The government share may be leveraged either to bring down
the quantum of toll rate or the tolling period which will benefit the public (road users) directly. This may
create a win-win situation.
Similarly, the VGF component can be made a rolling proposition which will help not only the sector but
economy as a whole as huge rolling funds will also be available to part finance the road sector projects. It
is a common fact that the private sector investor asses the investment risk and therefore, they prefer first for
Attractive scheme and thereafter the Viable scheme. The Unviable scheme does not find private sector
participants and therefore the institutional restructuring should address the issue of making the unviable
scheme investor conducive. This may require developing innovative financing models which may help players
to move from attractive schemes to completely unviable schemes while fulfilling social responsibility and
balance development of the region. Under this concept, optimized utilization of land resources including
monetization of vacant land resources for providing public utilities/essential services/storage facilities, etc.
as well low-cost housing may be considered along with the required road facility. This concept may help
in providing ring roads around congested cities possibly with no cost to the government but government
organizations needs to act as facilitators in active partnership with the people of the region. The social benefits
as well as environmental benefits of this concept may be enormous.
Most of the time roads are considered to be a facility which is in conflict with the environmental issues.
However, little thought has been given that roads also contributes towards environmental management system
as it helps in improving resource efficiency, reduce waste and drive down production costs in industrial and
agricultural sectors. The road building also uses some of the industrial waste and by-products which have
otherwise environmental implications.
In addition, the roads helps in bridging the gap between haves and have-nots; between urban areas & rural
areas as well as does not discriminate between its road users. Road & road transport system are considered
as the most economical way of connecting the people living in tribal & forest areas which enables them to
participate in the main-stream activities. Why they should not enjoy the fruits of economic growth and why
they should be deprived of the beneficial effects of the economic prosperity of the country without proper road
connectivity. Of course this integration should have proper checks and balances in place with a constructive
approach rather than a rigid approach.
As per the assessment of the working group of 12th Five Year Plan on employment, the rate of employment
in last two decades is lower than the rate of growth of the economy and in addition the concern is expressed
in the areas of quality of employment and the level of productivity. Harnessing the advantages of flexibility
of the road transport system, these issues can be addressed to some extent. The integrated road planning
& development may also help in optimizing respective strengths of minor, small and medium enterprises
resulting in more inclusive and employment opportunities. Therefore, the conservative mindset needs to be
changed to remove the environmental related hurdles to road infrastructure growth.
The efficiency of the road transport system can be improved considerably through a proper mix of high grade
access controlled expressways with the existing road network. This may help in not only providing relief
to the through traffic passing through congested towns but may also bring a corresponding relief to these
INDIAN HIGHWAYS, April 2013
EDITORIAL
towns. It may also help in not only faster movement of industrial & agricultural produce but may help in
faster distribution of the same across the country in a flexible manner, in a timely manner, thereby limiting
the inflationary pressure due to scarcity in one area and depression in prices due to surplus or excessive
production in other areas. Usually the cost of these facilities comes in their way but this cost should not be
considered just as expenditure but it should be considered as a constructive investment resulting into multiple
long term benefits spanning over 50 or more years. To some extent the issue of acquisition of land of these
new green field facilities can be addressed by constructing totally elevated expressways. This new model
needs a closer look as it opens up new opportunities of integration of different sectors of economy besides
resulting in better capacity utilization in the down-stream industries even in the period of global economic
uncertainty. Perhaps this advantage may not be available with any other mode of transport infrastructure.
With each passing day the need & necessity of the expressway is increasing. The same may be considered as
necessity instead of luxury.
Normally, when there is global economic downtrend and the export market also witnesses a consequential
downtrend. In the period of global economic downtrend, the effectiveness of the schemes providing export
incentive to the exporters also witness their limitations, as they does not help in bringing down per unit
production cost or encourage mass production economic scale of production. How the exports can be
made more competitive on sustainable basis and what role the efficient road network plays towards the
same on sustainable basis (even during period of global uncertainty) may suggest for re-channelizing part of
this fund in building and developing efficient road transport trade facilities, so that on sustainable basis the
transportation cost is slashed both for the raw material as well as finished products. This may also help in
framing a comprehensive logistic policy framework in which road sector may be an active partner.
Obviously, the industrial sector is also a consumer of the output of the road infrastructure system but at
the same time it has also an obligatory role as a consumer to play an active role in such initiatives of road
construction. Harnessing of demographic dividend through appropriate developmental efforts provide an
opportunity to achieve inclusive and productivity within the country. It may also help in arresting joblessness.
It opens up opportunity for utilization of India inclusive innovation fund which primarily will be focusing on
generating employment & supporting livelihood across the country. The synergy which can be provided by
the road sector to this effort of the government needs due consideration by all stakeholders.
The road sector is yet to be benefitted from the corporate sector social responsibility concept. The potential
is enormous and the benefits which may be accrued to the corporate sector from their investment in the road
sector under CSR will be enormous. Under CSR the corporate sector may adopt some of the linear road routes
or even part of road network which may help not only in enhancing their own productivity and profitability
but may help in spreading their product reach. They may invest in the areas of R&D efforts, enhancing road
safety, providing road side facilities, undertaking maintenance activities, etc. This may also help in improving
satisfaction level of the road users on those stretches besides help in creating more employment opportunities
as well as bringing smiles on the faces of local unemployed segment of society thereby contributing towards
harmonizing sustainable economic development with higher goals of happiness, good governance, community
vitality and well-being. There are many more direct and indirect benefits of the investment in roads under
CSR concept by the corporate sector.
Your wish is to discover your work and then with all your heart to give yourself to it. That is the mark of
true professional
Gautam Buddha
Place: New Delhi
Dated: 18th March, 2013
4
TECHNICAL PAPERS
Abstract
The concept of designing long lasting pavements is gaining
acceptance with the increasing traffic demand and the need for
economic and environmental sustainability. In this paper, the
theory of perpetual pavements is implemented with a view to
compare these long lasting pavements with the conventionally
designed pavements and to evaluate their economic feasibility in
Indian conditions. The design was based on available literature
on perpetual pavements that suggests the use of MechanisticEmpirical Design (MED) philosophy wherein limiting pavement
responses are used to evaluate a proposed design. In order to
compute pavement responses to the applied traffic loads, the
pavement design software KENPAVE was employed. A horizontal
tensile strain of 70s below the bituminous layer for fatigue
cracking, and vertical compressive strain of 200s on top of the
subgrade for structural rutting, was adopted as the endurance
limits. The significant role of bituminous layer thickness in the
reduction of the overall design thickness was observed at varying
levels of traffic. In order to evaluate the cost-effectiveness of the
various design alternatives, a life cycle cost analysis was carried
out using the software LCCA Express. The significant contribution
of the high stiffness base materials and a stable foundation towards
a more cost-effective design was highlighted in this study. It was
seen that at the end of 50 years, for the long-lasting pavement
section considered there is a saving of about 19.4% of the total
costs for a project length of 20km, when compared to the costs
incurred by the conventional pavement. It was concluded that
perpetual pavements can be a viable option for constructing
structurally stable and economically feasible roads with minimal
maintenance and other overheads, thus necessitating extensive
field studies for implementation on Indian roads.
Introduction
Research Scholar
**
Project Associate
*** Professor
Department of Civil Engineering and Centre for Infrastructure, Sustainable Transportation &
Urban Planning (CiSTUP), Indian Institute of Science, Bangalore-560 012
E-mail: gls@civil.iisc.ernet.in
TECHNICAL PAPERS
Research has shown that there are threshold values of
horizontal and vertical strains below which no fatigue
cracking or structural rutting occur respectively.
However, there seems to be a disparity in these
values among different researchers, particularly in the
Fatigue Endurance Limit (FEL) below which fatigue
cracking does not occur. While Tarefder et al (2010)
has considered 70 microstrains (s), Yang et al (2006)
has considered 120s by arguing that 70s is too
conservative for Chinas heavier traffic loads. There is
however consensus in the limiting value of structural
rutting taken as 200s. The Indian Roads Congress,
IRC:37-2012, has proposed the values of 70 and
200s for the fatigue and rutting endurance limits, to
be adopted in the design of perpetual pavements.
In this study, the significance of the HMA layer over
the granular layer was showcased for different traffic
loads by designing and comparing pavements having
greater granular thickness with those having greater
HMA thickness. The pavement structure and other
parameters were adopted from IRC:37-2012 while
MED principles such as limiting damage ratio were
used to evaluate the pavement. The significance of
stiffer base materials was then demonstrated for a traffic
loading of 66.51msa, which corresponds to an initial
traffic of 2000 CVPD and design life of 15 years, by
comparing the design thickness values adopted from
IRC:37-2012 with the long-lasting design alternatives.
This was done by varying the resilient modulus of
the granular base within the range recommended
in Indian design guidelines. These concepts were
then extended to design long-lasting pavements by
adopting the limiting values of horizontal and vertical
strains as 70s and 200s for design purposes. A Life
Cycle Cost Analysis (LCCA) was performed to gauge
the economic superiority of the long lasting design
alternatives over the conventional design; and thereby
implying the feasibility of implementing the concept
of long lasting pavements. The cost of the alternatives
was compared with that of a conventional pavement
designed, by considering the cost of constructing
overlays to extend the life of these pavements to 50
years
TECHNICAL PAPERS
in the emission of greenhouse gases. By reducing
greenhouse gas emissions, perpetual pavements can
mitigate climate change, both now and for generations
to come.
Mix Type
BC and DBM (VG10)
Temperature (C)
20
25
30
35
40
2300
2000
1450
1000
800
3500
3000
2500
1700
1250
6000
5000
4000
3000
2000
BC and DBM
(Modified Binder)
5700
3800
2400
1650
1300
BM (VG10)
500 MPa at 35 C
BM (VG30)
700 MPa at 35 C
(1)
E = MR 0.2 h0.45
(2)
TECHNICAL PAPERS
pavement can be subjected to more number of load
repetitions. A tolerance of 0.1 was adopted.
Table 2 Design Parameters for KENPAVE
(IRC:37-2012)
Parameter
Value
0.75
4.5
5%
50MPa
0.5
0.4
0.854
1
1
(3)
Nf = 0.711 10
MR
t
Nf Number of cumulative standard axles to produce
20% cracked surface area
4
1
(4)
Nr = 1.41 10
v
Nr Number of cumulative standard axles to produce
rutting of 20mm
8
356 (1 + r ) n 1
A D F
N=
r
(5)
Design life
TECHNICAL PAPERS
treated subgrade can then be determined from field or
laboratory tests; in this study, the modulus of TSG was
adopted as 210MPa from available literature (Tarefder
et al, 2010). The typical values of treated subgrade
thickness for perpetual pavements is recommended as
300mm (IDOT 2002); however as the pavement was
designed only for 15 years, this value is reduced to
100mm.
50
100
150
Type of
Pavement
Damage
Ratio
Bituminous
Surfacing
Granular
Base
Granular
Sub-base
Total
155
250
300
705
0.844
170
150
200
520
0.981
180
250
300
730
0.98
200
150
200
550
0.99
200
250
300
750
0.97
220
150
200
570
0.98
Table 4 Pavements Designed for 15 Years and 2000 CVPD Initial Traffic (66 msa)
Trial
Type of
Pavement
Thickness (mm)
Modulus of
GB (MPa)
Remarks
BC
DBM
GB
GSB
TSG
Total
720
171
IRC recommended
420
109
Increased HMA
Conventional
50
120
250
300
Long-Lasting
50
170
100
100
Long-Lasting
50
150
150
100
450
300
Long-Lasting
50
140
150
100
440
450
Long-Lasting
50
120
150
100
420
1000
TECHNICAL PAPERS
Type of
Pavement
Thickness (mm)
BC
DBM
GB
TSG
Total
Modulus
of GB
(MPa)
Strains
DR
Tensile
Compressive
Deep-strength
50
230
150
300
730
300
71.3
163.9
0.637
Deep-strength
50
210
150
300
710
450
70.05
171.7
0.593
Deep-strength
50
170
150
300
670
1000
57.5
177.7
0.461
In order to evaluate the feasibility and costeffectiveness of all the design alternatives, LCCA
10
TECHNICAL PAPERS
was carried out using LCCA Express. It calculates the
Net Present Value (NPV) of the cost per lane-mile by
accepting load spectra, traffic growth rate, unit cost of
materials and construction of various layers, density
of various layers and maintenance costs as inputs;
Table 6 shows the design parameters that were used
in the study. The discount rate is the interest rate by
which future costs will be converted to present value,
and has been adopted as 4% in this study. In other
words, it is the percentage by which the cost of future
benefits will be reduced to present value (as if the
future benefit takes place in the present day). Real
discount rates (as opposed to nominal discount rates)
reflect only the true time value of money without
including the general rate of inflation and typically
range from 3% to 5%. The Consumer Price Index
(CPI) that measures changes in the price level of
consumer goods and services was assumed as 174.4.
The CPI is a statistical estimate constructed using the
prices of a sample of representative items whose prices
are collected periodically; and the annual percentage
change in a CPI is used as a measure of inflation. The
densities of the materials for the different layers used
in the study, and the unit costs of materials adopted
from the 2011-12 Schedule of Rates (Karnataka Public
Works Department) are presented in Table 7.
Table 6 Design Parameters for LCCA
Parameter
Value
Project Length
20km
Number of Lanes
Pavement Width
3.5 m
No of shoulders
2.5 m
90 kmph
15 or 50 years
Discount rate
4%
Current CPI
173.644
Modulus
(MPa)
Density
pcf
kg/m
Cost
3
(Rs/m )
(Rs/ton)
BC
3000
145
2324
8650
3722
DBM
3000
145
2324
7100
3055
Granular
Base/Subbase
109
135
2161
723
335
171
135
2161
723
335
TSG
300
135
2161
733
339
450
135
2161
733
339
1000
135
2161
982
454
210
130
1998
174
87
TECHNICAL PAPERS
6
Type of pavement
Construction
cost Rs/km
Maintenance
cost Rs/km
User delay
cost Rs/km
Total cost
Rs/km
Total cost
(Rs)
% Savings
Conventional
38277290
8501069
43661
46822019
93,64,40,380
Conventional
40920680
8501069
43661
49465410
98,93,08,200
-5.65%
Deep-strength
(300 MPa GB)
37366688
8501069
43661
45911418
91,82,28,360
+1.95%
Deep-strength
(450 MPa GB)
35732359
8501069
43661
44277088
88,55,41,760
+5.43%
Deep-strength
(1000 MPa GB)
33322879
8501069
43661
41867608
83,73,52,160
+10.58%
12
TECHNICAL PAPERS
Table 9 LCC for 50 Year Pavements
Trial
Type of
pavement
Construction
cost Rs/km
Maintenance
cost Rs/km
User
delay cost
Rs/km
Total cost
Rs/km
Total cost
(Rs)
% Savings
Conventional
( 3 Overlays )
38277289
27196320
43661
65517270
1310345396
Deep-strength
(300 MPa GB)
51167802
11373411
43661
62584873
1251697466
+4.47576
Deep-strength
(450 MPa GB)
47899134
11373411
43661
59316206
1186324120
+9.46478
Deep-strength
(1000 MPa GB)
41361791
11373411
43661
52778863
1055577255
+19.4428
CONCLUSIONS
2.
3.
4.
13
TECHNICAL PAPERS
5.
10.
6.
11.
12.
13.
14.
Yang, Y., Gao, G. and Linn, W., Timms, D.H., Priest, A.,
Huber, G.A. and Andrewski, D.A. Perpetual Pavement
Design in China, International Conference on Perpetual
Pavement, Ohio Research Institute for Transportation and
the Environment, Stocker Center, Athens, Ohio, 2006.
7.
8.
9.
14
Abstract
This paper presents the viability of a BOT road project based on
support loan concept. Interest of debt is one of the most important
parameters for the viability of a project. In India interest rate is in
the range of 15-18% annually. The road project with low traffic
and high project cost may be infeasible. In order to viable the
project, support loan concept has been proposed in this paper.
This paper presents the changes values of various financial viable
parameters with the use of support loan with a real case study.
This paper presents the results normal debt and support loan with
different interest rates and different payback periods and develops
a methodology for support loan for the viability of a project. It
has been found longer payback period is also more beneficial.
Financial return is more with low rate of interest of debt. A real
case study has been compared with support loan and subsidy
provision and find out best option after projecting both values at
the end of payback period with an example calculation presented
in Annexure 1. It has been found that support loan provision is
more beneficial for the government instead of subsidy option for
the viability of a project. Support loan concept is recommended
for the viability of the project.
Introduction
PhD Student,
**
Professor,
Dept. of Civil Engg., Bengal Engg. and Science University, Shibpur, Howrah
15
TECHNICAL PAPERS
to precise prediction, and the nancial performance
cannot be assessed accurately. For a realistic and
meaningful analysis of the financial viability of BOT
projects, the consideration of risk and uncertainty
should be explicitly incorporated.
Quite often, private investment in public infrastructure
occurs within the Build-Operate-Transfer (BOT)
model where a public entity, the Government, and a
private entity, the Sponsor, enter into an agreement
where the Sponsor is bound to design, build, finance
and operate an infrastructure project on behalf of
the Government for a predetermined period of time,
the concession period. At the end of the concession
period, the Sponsor transfers its ownership rights back
to the Government. Typically, the Sponsor finances the
BOT investment through project finance rather than
corporate loans .This introduces another active party,
the Lender. Thus, the BOT model becomes a trilateral
negotiation game with complex interrelationships.
The critical success factor for a BOT project is the
profit margin of the Concessionaire.
Financing is one of the most significant issues in the
BOT project. Only with sufficient capital can a BOT
project be successfully carried out (Tiong 1995).
However, in the process of financial planning, there
are so many details included that appropriate financial
planning procedures and financial assessment methods
should be developed in order to evaluate the viability
of a project and come up with the best scenario.
Four financial assessment methods are generally
available for the viability of a BOT project namely,
NPV.FIRR, the payback period method, and the
discount payback period method. These can be defined
as follows (Brigham et al. 1997):
16
TECHNICAL PAPERS
0% Fly ash
CASE STUdY
Number or day in
bbalibor Rate interest period
100
360*
17
TECHNICAL PAPERS
Table 1 Identification of Homogeneous Sections
Section
Length (km)
HS-01
23
HS-02
67
HS-03
33
HS 1
HS 2
HS 3
2736
3675
4741
74
111
194
Bus
1076
864
1205
443
983
1335
2 Axle
2180
2179
3298
3 Axle
855
1168
1367
108
179
315
3.1
Toll Rate
1.6
0.60
1.10
2.8
1.03
1.81
3.74
1.16
2.35
5.00
1.56
3.12
18
3.3
Financial Analysis
TECHNICAL PAPERS
flow during the construction period is negative
and positive during the operation period.
2.
3.
5.
7.
8.
4.1
Theoretical Framework
TPC=BC+EDC+IDC+Financing Change
(1)
where,
BC = base cost or constant value cost of the project
estimated at market prices of a predetermined
year;
EDC = the cost escalation during construction; and
IDC = the interest during construction.
After the completion of construction, revenue is
generated from toll from vehicle during the operation
period, which is fixed based on technical parametre of
the project. The net annual cash available in current
value given by :
Where,
PBITi = Profit Before Interest and Tax;
TAXi = tax;
where
INTi = interest to be paid in the ith year.
4.2
Depreciation
DEPi =
TPC
for i = 1,2,3----
m
(4)
19
TECHNICAL PAPERS
Table 4 Financial Results for Base Case
FIRR (%)
7.84
-353.7
Table 5 Financial Return and NPV for Various Debt Interest for Payback Period 10 Years
Equity(%)
NPV
(Rs Million)
FIRR (%)
NPV
(Rs Million)
FIRR (%)
NPV
(Rs Million)
FIRR (%)
NPV
(Rs Million)
FIRR (%)
10
-267.2
8.57
323.3
14.14
701.6
16.26
2064.5
20.88
20
-364.2
7.56
122.7
11.95
402
13.5
1317.1
16.7
30
-455
6.79
-52.44
10.43
156.4
11.67
776.9
14.14
40
-539.8
6.17
-205.3
9.27
-48.4
10.31
377
12.33
50
-618.7
5.68
-340.2
8.35
-221.6
9.23
73.4
10.92
60
-692
5.27
-406.3
7.59
-370.2
8.34
-163.4
9.78
70
-759.3
4.92
-568
6.94
-499.5
7.99
-353.1
8.81
80
-821.2
4.62
-665.2
6.34
-613
6.94
-509.3
7.98
90
-877.6
4.4
-753.3
5.9
-714
6.37
-641.2
7.25
20
TECHNICAL PAPERS
Changing payback period from 10 years to 15 years,
NPV and FIRR values are shown in Tables 5 and 6.
From these tables, it is found that NPV and FIRR are
more for payback period of 15 years than that of 10
years payback period.
The correlation between NPV vs equity ,FIRR vs
equity are shown in Fig.1 and Fig.2. Regression
equations and R2 values are shown in Table 7. The
results are statically significant.
Fig.2 Variation FIRR vs Equity
Interest
(%)
15.0
7.5
5.0
0.0
0.99
0.98
0.97
0.99
R2
0.95
0.94
0.99
0.99
Equity
(%)
10
20
30
40
50
60
70
80
90
Interest @15%
ADCR TIE
0.59
1.42 0.20
0.61
1.47 0.28
0.62
1.52 0.33
0.64
1.57 0.34
0.65
1.63 0.35
0.67
1.85 0.36
0.69
1.91 0.36
0.71
1.98 0.35
0.73
2.06 0.35
Interest @7.5%
ADCR TIE
0.91
4.45
-.64
0.92
4.53
-.49
0.93
4.62
-.30
0.95
4.69
-.12
0.96
4.77 0.03
0.97
4.86 0.13
0.99
4.95 0.02
1.00
5.04 0.25
1.02
5.13 0.26
Interest @ 5%
ADCR TIE
1.05
7.5
-.7
1.06
7.6
-.5
1.07
7.7
-.3
1.08
7.8
-.1
1.09
7.9 .03
1.10
8.0 .14
1.11
8.1 .21
1.13
8.2 .25
1.14
8.3 .28
Interest @ 0%
ADCR TIE
1.49
-.87
1.49
-.81
1.49
-.66
1.49
-.43
1.50
-.19
1.50
-.01
1.50
0.12
1.50
0.20
1.50
0.25
21
TECHNICAL PAPERS
Financial analysis is also calculated for various
combination of support loan and normal debt and
Table 9 Financial Return and NPV for Various Proportions Support Loan and
Normal Debt for Payback Period 10 Years
Equity(%)
NPV
FIRR
NPV
FIRR
NPV
FIRR
10
932
16.94
302
13.68
-57.5
10.9
20
562
14
102.3
11.6
-183.1
9.47
30
267
12.1
-70.7
10.15
-298.7
8.47
40
28.4
10.6
-222
9.05
-395
7.8
50
-168.3
9.5
-355.6
8.2
-495
7.06
60
-332.2
8.9
-474.3
7.4
-585
6.5
70
-473.9
8.57
-580.6
6.8
-668
6.0
80
-595.9
7.1
-676.4
6.3
-745
5.6
90
-703.1
6.5
-763
5.8
-816
5.23
22
TECHNICAL PAPERS
From support loan government will return money
@ Rs 32 million for ten installment. Future value of
return money is 32 (1.1510 + 1.159 + 1.158 + 1.157 +
1.156 + 1.155 + 1.154 + 1.153 + 1.152 + 1.151) = 747.2.
Net expense of the government in term of future
value at the end of payback period = 1699.3 - 747.2
= 952.1
Comparing above future values of net expense of
support loan, subsidy, it is clearly found that support
loan is better option than that of subsidy of the
project.
Again considering low rate interest of other country
like 8%. Analysis has been carried out. Subsidy and
support loan were found 8.7 % and 10 % to be required
for the viability of the project. Future values of support
loan and subsidy were calculated and found Rs 412.5
and 466.7 million. Hence support loan choice is best
option for the present project.
Subsidy and support loan option are studied .Subsidy
and support loan amount are found Rs 788.8 and
Rs 604 million. Hence support loan is best option .
6
CONCLUSIONS
REFERENCES
1.
2.
3.
4.
5.
6.
7.
23
24
970.60
TPC=BC+IDC+EDC
0.00
121.33
232.94
Normal debt
0.00
Support debt
0.00
232.94
Debt amount
291.18
30
Break up of expense(%)
Equity(%)
20
15
Construction Period
17.47
75.12
0.00
232.94
0.00
232.94
291.18
30
47.99
46.59
0.00
310.59
0.00
310.59
388.24
40
80
Normal Debt%
1279.1
65.46
243.05
0.00
970.60
Interest
Interest
ROE
Discount Rate
15
20
Suppor debt(%)
Total Debt
80
20
Support debt in
(%) Toatl Debt
Total Debt
Equity
16
100
1600
1200
400
Annexure 1
TECHNICAL PAPERS
95.62
Operation Period
Discount rate
158.73
102
191.48
NPV-equity
#NUM!
294.62
-102.328417
-103.269838 -89.0257226
NPV-Project
-102.328417
Project IRR
-76.7463126 -76.7463126
#NUM!
Eqity IRR
-353.67
-765.95
-113.05
62.87
-50.18
Cash flow
Debt Principal
51.16
-101.35
Add depreciation
Net profit
-155.92
-54.57
-511.64
-511.642084
35.57
Tax@35%
-383.73
-1473.11989
-383.73
-516.349191 -445.128613
Interest on Debt
15.34
-511.64
0.4
83.15
171.21
0.00
254.35
254.35
0.00
72.30
2.00
Maintenance cost
-383.73
2
0.3
1
0.3
72.30
182.05
0.00
254.35
254.35
0.00
62.87
254.35
0.00
95.62
4.00
-107.47
72.30
-35.17
51.16
-86.33
-46.49
-132.82
182.05
49.23
16.57
51.16
117
16.00%
127.90
126.46
0.00
254.35
#NUM!
#NUM!
144.39
109.96
0.00
254.35
254.35
0.00
83.15
134
#NUM!
#NUM!
-101.04
83.15
-17.89
51.16
-69.06
-37.18
-106.24
171.21
64.96
17.90
51.16
108.93
145.43
0.00
254.35
254.35
0.00
109.96
-93.65
95.62
1.98
51.16
-49.19
-26.49
-75.68
158.73
83.06
19.33
51.16
154
62.03
192.33
0.00
254.35
254.35
0.00
145.43
#NUM!
#NUM!
87.11
167.24
0.00
254.35
254.35
0.00
126.46
6.00
171
-88.14
109.96
21.82
51.16
-29.34
-15.80
-45.14
144.39
99.25
20.49
-55.11%
#NUM!
0.00
192.33
51.16
33.18
221.18
0.00
254.35
254.35
10
0.00
167.24
8.00
51.16
Year
62.87
191.48
0.00
254.35
254.35
0.00
254.35
Repayment
Amount
Construction Period
-383.73
Debt Principal
Interest
0.00
254.35
254.35
0.00
1279.11
TPC
Depreciation
Revenue
20.00%
Repayment
20.00%
Equity(%)
20.00%
Equity%
TPCnormal
TPC support
Equity
#NUM!
#NUM!
-163.72
126.46
-37.26
51.16
-88.42
-47.61
-136.04
127.90
-8.14
147.19
51.16
190
0.00
221.18
10.00
Annexure 1
TECHNICAL PAPERS
25
26
50.55
Project IRR
Eqity IRR
-34.72%
#NUM!
-72.87
Cash
available for
equity holder
72.56
145.43
-23.13%
#NUM!
-65.53
167.24
101.71
51.16
21.40
51.16
27.22
77.76
87.11
164.87
11.52
32.92
108.93
141.84
Debt
Principal
Cash flow
Add
depreciation
Net profit
Tax@35%
Profit before
tax
Interest on
Debt
Profit before
interest and
tax
24.40
23.02
Maintenance
cost
240
51.16
216
51.16
Revenue
Depreciation
-15.93%
#NUM!
-57.60
192.33
134.72
51.16
83.56
44.99
128.55
62.03
190.58
25.87
51.16
268
OUTPUT
-10.73%
#NUM!
-50.71
221.18
170.47
51.16
119.30
64.24
183.54
33.18
216.72
27.16
51.16
295
10
-8.49%
#NUM!
103.71
0.00
103.71
51.16
52.55
28.29
80.84
0.00
80.84
193.28
51.16
325
11
-4.93%
-16.20%
231.55
0.00
231.55
51.16
180.39
97.13
277.52
0.00
277.52
29.94
51.16
359
12
-2.32%
-8.05%
254.47
0.00
254.47
51.16
203.31
109.47
312.78
0.00
312.78
31.44
51.16
395
13
-0.28%
-3.24%
279.79
0.00
279.79
51.16
228.63
123.11
351.73
0.00
351.73
33.01
51.16
436
14
1.36%
0.07%
307.76
0.00
307.76
51.16
256.60
138.17
394.76
0.00
394.76
34.66
51.16
481
15
2.22%
1.63%
201.97
201.97
51.16
150.81
81.20
232.01
232.01
246.68
51.16
530
16
3.47%
3.76%
372.77
372.77
51.16
321.61
173.17
494.78
494.78
38.22
51.16
584
17
4.52%
5.41%
410.45
410.45
51.16
359.28
193.46
552.75
552.75
40.13
51.16
644
18
5.42%
6.74%
452.05
452.05
51.16
400.89
215.86
616.75
616.75
42.13
51.16
710
19
6.20%
7.84%
497.99
497.99
51.16
446.83
240.60
687.43
687.43
44.24
51.16
783
20
Annexure 1
TECHNICAL PAPERS
Abstract
Expressways in India are vastly different from other roads of the
country as vehicles such as bicycles, two-wheelers, three-wheelers
and bullock carts are not allowed in these roads and additionally,
there is no strict lane discipline. Nevertheless, there is not much
research literature specific to these categories of roads. Hence,
this work aims to model traffic flow on Indian Expressways and
estimate its capacity using the micro-simulation model, VISSIM.
Introduction
**
*** Assistant Professor, Department of Civil Engineering, BITS, Pilani, E-mail: raki.bits@gmail.com
27
TECHNICAL PAPERS
evaluate a proposed feedback- based tolling algorithm
to dynamically optimize High Occupancy Toll
(HOT) lane operations and performance. Hossain
(2004) calibrated the heterogeneous traffic model in
VISSIM to match saturation flows measured by video
at an intersection in the city of Dhaka, Bangladesh.
Velmurugan et al., (2010) studied free speed profiles
and plotted speedflow equations for different vehicle
types for varying types of multi-lane highways based
on traditional and microscopic simulation model
VISSIM and subsequently estimated roadway capacity
for four-lane, six-lane and eight-lane roads under
heterogeneous traffic conditions with reasonable
degree of authenticity.
Many researchers tried to build their own simulation
software for studying heterogeneous traffic flow.
Arasan and Koshy (2005) developed a heterogeneoustraffic-flow simulation model to study the various
characteristics of the traffic flow at micro level under
mixed traffic condition on urban roads. The vehicles
are represented, with dimensions, as rectangular blocks
occupying a specified area of road space. The positions
of vehicles are represented using coordinates with
reference to an origin. For the purpose of simulation,
the length of road stretch as well as the road width
can be varied as per user specification. The model
was implemented in C++ programming language with
modular software design. The model is also capable of
showing the animation of simulated traffic movements
over the road stretch. Dey et al. (2008) developed a
simulation program coded in Visual Basic language.
Arkatkar S (2012) analysed heterogeneous Traffic
Flow Using Microscopic Simulation Technique. Bains
Ponnu and Arkatkar S (2012) developed a model in
VISSIM for simulating the Mumbai-Pune Expressway
traffic and estimating the capacity values. The authors
performed number of simulation runs to determine
the capacity of a two-lane road and to study the effect
of traffic mix, slow moving vehicles and directional
distribution of traffic on capacity and speed.
3
TECHNICAL PAPERS
4
TECHNICAL PAPERS
measured. The validated base model can also be used
to develop a simulated scenario which is desired to
be known. The base model development involves the
following steps:
a)
c)
d)
7.1
Composition
(%)
Vehicle Dimension, m
Max.
Speed
Min.
Speed
Mean
Speed
Std.
Deviation
Length
Width
Min.
Max.
Car
70.80
103
78
90
4.00
4.4
1.75
0.40
0.60
Two-wheeler
22.50
87
33
58
8.33
1.8
0.60
0.10
0.30
Three-wheeler
3.30
63
38
50
4.00
2.6
1.4
0.30
0.40
Bus
2.20
93
64
79
5.00
10.3
2.5
0.40
0.60
LCV
0.70
80
63
73
3.33
5.0
1.9
0.40
0.60
Truck
0.50
69
48
60
4.00
7.5
2.5
0.40
0.60
Note :
0-30 km/hr.
(m/s2)
30-60 km/
hr.
(m/s2)
Above 60
km/hr.
(m/s2)
Car
2.15
1.80
1.10
Two-wheeler
1.10
0.70
0.45
Three-wheeler
0.80
0.30
0.25
Bus
1.40
1.00
0.45
LCV
1.30
0.80
0.55
Truck
1.00
0.62
0.46
TECHNICAL PAPERS
and lateral distance. These inputs were given in
the simulation model as shown in Fig.3a and 3b
respectively. Thepsycho physical driver behavior
based Wiedermann 99 Car-following model has been
used for simulating the vehicle following behavior.
The parameters of the Indian driving behavior model
is shown in Fig.3a. The cars following parameters
considered in simulation are shown in Fig. 3b.
7.3
31
TECHNICAL PAPERS
32
TECHNICAL PAPERS
Define Simulation
Parameters
NO
If Error <
Defined
Accuracy
YES
Stop
Comparison with
observed data
Speed
7.4
33
TECHNICAL PAPERS
significance of 0.05 for 4 degrees of freedom is 0.05.
This implies that there is no significant difference
between the observed and simulated speeds.
Flow
Interval
p-Value
Critical
p-Value
Speed
5-min
0.22746
0.05
Speed
15-min
0.35308
0.05
Speed
30-min
0.38017
0.05
Speed
60-min
0.19236
0.05
Flow
5-min
0.35181
0.05
Flow
15-min
0.44942
0.05
Flow
30-min
0.61559
0.05
Flow
60-min
0.5054
0.05
34
TECHNICAL PAPERS
Traffic
Composition
Estimated Capacity,
veh/hr/dir
Observed
Heterogeneous
(Table 1)
10800
Simulated (1-min)
Heterogeneous
(Table 1)
10560
Simulated (5-min)
Heterogeneous
(Table 1)
9606
Conclusions
It has been found from this study that the microsimulation model VISSIM is suitable for simulating
1.
2.
TECHNICAL PAPERS
4.
5.
6.
7.
8.
References
9.
10
11.
12.
4.
10
Acknowledgements
1.
2.
3.
36
1 BACKGROUND
Traffic in India is highly heterogeneous, comprising
different types of vehicles with widely varying static
and dynamic characteristics. The heterogeneous traffic
in India comprised not only of fast moving motorized
vehicles but also of slow moving vehicles like bicycles
and cycle rickshaws. The speeds of these vehicles
vary from 8 to 55 km/h. Due to the widely varying
physical dimensions and speeds, every vehicle type is
unique in itself and cannot be compared, using direct
values, with other vehicle types due to the fact that
it has different effects on behavior of traffic flow, on
different composition within the traffic flow.
Passenger Car Unit (PCU) is used to express the
capacity of roads. The values of PCUs of any other
modes except car is worked out by considering car
as one unit in the prevailing traffic flow condition.
It is therefore, a measure of the performance of any
mode in the traffic stream with respect to Car which
is defined as one unit. The guidelines provided by
Indian Roads Congress (IRC) in respect of PCUs of
different categories of vehicles are more or less based
on the static characteristics, like size of the vehicles.
Whereas the dynamic characteristics like speed of the
vehicle, lateral clearance between two consecutive
vehicles and its composition within the traffic stream,
are among the few major factors which are not taken
into consideration during the formulation of passenger
car unit.
**
Professor, Department of Transport Planing, School of Planning and Architecture, New Delhi
37
TECHNICAL PAPERS
A number of studies have been conducted abroad
suggesting that the behavior of traffic stream is highly
influenced by the presence of heavy vehicles and
slow-moving vehicles in the flow. Various studies
have been carried out abroad and in India (CRRI,
1982) suggesting how the traffic flows get affected
with the increase in percentage of these types of
vehicles in traffic volume, but very few were carried
out stating the effect of these vehicles on other types
of vehicles. It is clear from various studies that the
effect of performance of each vehicle type on other
vehicle types depends upon its own static & dynamic
characteristics.
2
TECHNICAL PAPERS
Table 1 Variation of PCUs Under Varying Traffic Flow and Composition of the Vehicle
Composition Vehicles
Bicycle
0.63
0.67
10
0.7
1000
2-W
3-W
0.85
2000
Bus
Bicycle
3.05
0.6
2.84
0.64
0.68
0.62
0.85
2.58
15
0.62
0.86
2.31
20
0.61
25
2-W
3-W
0.82
5000
Bus
Bicycle
3.05
0.51
2.9
0.54
0.58
0.58
0.82
2.63
0.58
0.84
2.57
0.87
0.57
0.61
0.88
0.89
2-W
0.84
0.45
0.74
0.57
0.85
0.45
0.75
0.56
0.86
0.44
0.76
0.54
0.42
80
0.58
0.51
0.39
2.81
0.73
0.73
0.58
3.07
0.46
0.55
0.72
0.46
30
Bus
3.28
50
CONCEPT
3-W
Homogenization coefficient
Semi-empirical method
Walkers method
Headway method
Simulation method
39
TECHNICAL PAPERS
Vandemataram Marg
Shahjahan Road
TECHNICAL PAPERS
in 2002 by C.R.R.I. to assess urban road traffic
conditions, which showed that roads are carrying more
than 100,000 vehicles in the inner and middle areas of
Delhi. The magnitude of traffic flow is most critical
on bridges across Yamuna I.T.O. Bridge carrying
the maximum traffic followed by Nizamuddin Bridge.
The traffic is constantly increasing at a rate of more
2-wheeler
40
39
40
37
3-wheeler
33
34
33
32
Bus
23
22
23
22
Car
39
38
39
36
Cycle
12
12
12
11
Truck
29
29
30
28
Stream
36.5
35.6
36.2
33.5
Average Speed (km/h) for Average Speed (km/h) for Average Speed (km/h) for
Willingdon Crescent Marg
Vandemataram Road
Shahjahan Road
41
TECHNICAL PAPERS
6 SELECTION OF MODEL AND FACTORS
The passenger car unit may be considered as a measure
of relative space requirement of a vehicle class
compared to that of a passenger car under a specified
set of vehicle characteristic, stream characteristics,
and roadway characteristic.
6.1
Traffic Composition
Headway
Lateral clearance
Data Collection
Speed
Headway
Lateral Clearance
42
Conceptual Model
TECHNICAL PAPERS
of vehicles are calculated based on the Equation No.1.
Table 3 presents the dynamic PCU values for different
Location
Mehrauli to Mahipalpur
Mahipalpur to Mehrauli
Vasant kunj Road
Karol Bagh to Dhola Kuan
Dhola Kuan to Karol Bagh
Vandemataram Marg
11 Murti to RML hospital
RML hospital to 11 Murti
Willingdon Crescent Marg
India Gate to Safdarjang
Safdarjang to India Gate
Shahjahan Road
PCU of
2-Wheeler
Max Min
0.53 0.40
0.40 0.30
PCU of
3-Wheeler
Max Min
1.31 1.12
1.44 1.09
Min
3.43
3.75
Max
0.61
0.54
Min
0.42
0.45
PCU of
Truck
Max Min
2.69 2.06
2.54 2.22
0.45
0.48
0.36
0.33
1.40
1.31
1.11
1.05
4.16
3.88
3.50
3.45
0.59
0.56
0.40
0.38
2.48
2.28
2.05
2.04
0.43
0.50
0.30
0.31
1.18
1.37
1.07
1.08
4.42
4.07
3.32
3.60
0.48
0.66
0.40
0.44
2.52
2.56
2.03
2.19
0.53
0.35
0.35
0.30
1.30
1.23
1.12
1.11
4.26
4.22
3.67
3.46
0.56
0.50
0.43
0.40
2.43
2.60
2.22
2.24
Unit: PCU
Fig. 7 Effect of share of Non-Motorized Transport (NMT) & Heavy Motor Vehicle (HMV) on Passenger Car Unit (PCU) value of Bus
r2 = 0.79
TECHNICAL PAPERS
r2 = 0.54
b = % of NMT
r2 = 0.56
TECHNICAL PAPERS
Effect of Streams Speed on PCU values of different vehicles
Another interesting analysis is carried out showing
the effect of speed on the PCU values of different
For BUS
Equation: Y = - 0.0449x + 5.4688
r2 = 0.4584
For 2-Wheeler
Equation: Y = 0.0164x 0.2008
r2 = 0.7677
For 3-Wheeler
Equation: Y = 0.0106x + 0.7756
r2 = 0.5127
For Cycle
Equation: Y = 0.0091x + 0.1559
r2 = 0.4807
45
TECHNICAL PAPERS
Based on the above equations and the traffic
composition, the
nomogram presented below is
developed showing the variation of PCU of different
vehicles at different speeds for an average composition
of composition of traffic.
PCUs for various types of vehicles are calculated
based on the equation indicated above.
Fig. 11 Graph Showing the Variation of PCU Values at
Different Speed
Fig. 12 Nomogram Showing Variation of PCU wrt Varried Streams Speed for an Average Vehicular Composition
Actual Carriageway
width (m)
Capacity through
Dynamic PCU (PCU/hr)
6.87
2570
7.34
2818
7.37
2939
7.23
2774
7.40
3245
7.87
3237
46
7.70
3216
8.10
3302
A COMPARISON OF VALUES OF
DYNAMIC
PCUs
BETWEEN
THE
PRESENT AND BAISS STUDY
Min
Baiss Study
Max
Min
Two-Wheeler
0.53
.030
0.62
0.19
Three- Wheeler
1.44
1.05
0.89
0.60
Bus
4.42
3.32
3.57
2.31
Bicycle
0.56
0.38
0.63
0.36
TECHNICAL PAPERS
1.
8.
REFRENCES
1.
2.
3.
4.
5.
6.
9 LIMITATIONS
Some of the limitations of the said project are:-
1.
2.
3.
7.
10
CONCLUSIONS
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
2.
3.
4.
5.
6.
7.
47
TECHNICAL PAPERS
Abstract
Road accident is an unfortunate event that creates ecological
imbalance and social disaster. More than a collision, it is a
situation that leaves behind distress, sorrow & sufferings.
Therefore, identification of the causes of road accidents become
highly essential for adopting necessary preventive measures
against this critical event. The damage created by road accidents
is to a large extent unrepairable and therefore needs attention to
eradicate this continuously increasing trend of awful epidemic.
The objective of this research paper is to highlight & focus on the
causes resulting in road accidents in the North-Eastern region of
India by collecting data from various sources. Though we have
concentrated on causes of road accidents, the paper to follow will
highlight on some possible remedies for lessening/eliminating
road accidents of the region specific in nature.
Introduction
Engineer
**
48
A Truck Loaded with Logs Rammed into the School Bus at Saw
Mer, Upper Shillong (Meghalaya) on 15th June, 2012
(Ref. The Shilong Times 16th June, 2012)
State
Road
Road
Accidents in Accidents in
2008
2009
%
Growth
Assam
4262
4585
7.57
Tripura
767
865
12.77
Manipur
502
578
15.13
Meghalaya
191
314
64.39
Mizoram
87
125
43.67
Nagaland
126
47
-62.69
National Automotive Testing and R&D Infrastructure Project (NATRiP), Silchar Centre,
E-mail: bikramjit.gupta@natrip.in
TECHNICAL PAPERS
Road accident rate in India is among the highest in the
world, with at least 1,34,000 killed each year on the
road. Road fatalities are an epidemic and will become
the worlds fifth biggest killer by 2030. North-Eastern
region of India is an ecologically sensitive place
but lacks the necessary facilities and infrastructure
regarding road transportation, ultimately resulting
in the critical event- road accidents, creating a major
problem for the common people of this region.
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2 Methodology
Initially, for the identification of problem (i.e. causes
of road accidents in North-East India), the need for a
survey was realised for collection of primary data. The
survey was conducted at Silchar, Assam. To conduct
the survey, a questionnaire of likert-scale type was
prepared and then the target group was selected to
conduct the survey. The response of the target group
(total respondents: 40 nos) was collected during the
survey and was thoroughly observed & studied for
further analysis.
3
Data Collection
Unskilled drivers.
2.
Drunken drivers.
3.
4.
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factors/causes resulting in road accidents in NorthEast India.
Secondary Data:
(Source: National Crime Records Bureau (NCRB)
data bank, Ministry of Home Affairs)
Assam :
3.3
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Manipur :
Meghalaya :
3.4
Mizoram :
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Nagaland :
Sl. No.
Unskilled
Driver
Drunken
Driver
Negligence
& Careless
Attitude of
Pedestrians
High
Vehicle
Density
OverLoaded
Vehicles
Limited
Road
Network
Weather
Condition
10
11
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Table 2 Contd ...
NonRoad
Unfit
Compliance Condition Vehicles
of Traffic
Rules
Sl. No.
Unskilled
Driver
Drunken
Driver
Negligence
& Careless
Attitude of
Pedestrians
High
Vehicle
Density
OverLoaded
Vehicles
Limited
Road
Network
Weather
Condition
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
Avg:
4.375
4.525
4.55
4.6
4.025
4.125
3.825
4.45
4.625
2.9
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Table 3 Correlation Matrix
Drunken
Driver
NonRoad
compliance Condition
& lack of
awareness
regarding
traffic rules
Unfit
vehicles
Unskilled
Driver
Unskilled
Driver
Drunken
Driver
0.4358
Noncompliance
& lack of
awareness
regarding
traffic rules
Road
Condition
Unfit vehicles
0.3720
0.3115
0.0000
0.1016
0.1622
0.3711
0.3050
0.4058
0.0993
Negligence of
pedestrians
-0.0964
0.0188
0.0100
0.1527
0.0823
High vehicles
density
0.1875
-0.1410
0.2660
0.1376
0.2945
0.2046
Over-loaded
vehicles
0.1917
0.0848
0.0918
0.4548
0.0796
0.3744
0.3941
Limited road
network
0.1195
-0.0085
0.0681
0.3458
0.0924
0.1855
0.2578
0.5608
Weather
condition
0.3417
0.0363
0.0580
0.1138
0.4162
0.1738
0.3778
0.1970
0.2047
Negligence High
of
vehicle
pedestrians density
1.
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Data Analysis of Table-4 (shown in Annexure-I):
From Table-2, for each factor/variable the average
of four consecutive numbers are calculated. For
normalisation, those values are then divided by 5 and
then by 10 (since 5 is the maximum value of Table-2
and by taking average of four consecutive numbers,
10 values are obtained for each factor/ variable).
Also for each factor/variable the maximum value is
obtained from the correlation matrix (Table-3). Then
for calculating the weightage for each factor/variable,
the summation of the product of those normalised
values (from Table-4) and the maximum value of the
correlation coefficient of those respective factors/
variables is done, which is shown as follows:Calculation of weightage from normalised data:
Haflong-Silchar road
Photo From Seven Sisters Post Newspaper (Assam),
Dated 7th May 2012
56
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Factors with higher value of weightage are more
responsible for the occurrence of road accidents in
the North-Eastern region of India (i.e. limited road
network, over-loaded vehicles, weather condition and
so on).
The general objective function of road accidents
can be related with the identified factor (higher the
weightage value, higher is the contribution towards
road accidents) as,
Road Accident (y) = i = 1 10 Wi xi,
i = no. of factors
x1 = unskilled driver
x2 = drunken driver
x4 = Road condition
x5 = Unfit vehicles
x6 = Negligence
pedestrians
x8 = Over-loaded vehicles
&
careless
attitude
of
http://ncrb.gov.in/adsi/data/ADSI2000/accidental-deaths00.pdf
2.
http://ncrb.gov.in/adsi/data/ADSI2001/Accidental.htm
3.
http://ncrb.gov.in/adsi/data/ADSI2003/accident03.pdf
4.
http://ncrb.gov.in/adsi/data/ADSI2005/accident05.pdf
5.
http://ncrb.gov.in/adsi/data/ADSI2006/Accident06.pdf
6.
http://ncrb.gov.in/adsi/data/ADSI2007/Accident07.pdf
7.
http://ncrb.gov.in/ADSI2008/accidental-deaths-08.pdf
8.
http://ncrb.gov.in/CD-ADSI2009/accidental-deaths-09.
pdf
9.
http://ncrb.gov.in/ADSI2010/accidental-deaths-10.pdf
10.
http://www.theshillongtimes.com/2012/06/
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Annexure-I
Table 4 Matrix for Calculation of Weightage for Various Factors
Variables
10
Unskilled
Driver
Drunken
Driver
Noncompliance
& lack of
awareness
regarding
traffic rules
0.085
0.095
0.09
0.095
0.085
0.08
0.07
0.085
0.085
0.055
Correlation
coeff. (max.
value)
0.4358
0.09
0.09
0.095
0.09
0.06
0.08
0.05
0.08
0.085
0.04
0.3115
0.075
0.095
0.095
0.095
0.075
0.07
0.075
0.075
0.085
0.05
0.4058
Road
Condition
0.1
0.095
0.09
0.085
0.085
0.08
0.065
0.09
0.095
0.065
0.4548
Unfit
vehicles
Negligence
& careless
attitude of
pedestrians
0.085
0.075
0.09
0.09
0.085
0.065
0.09
0.085
0.095
0.055
0.4162
0.085
0.09
0.095
0.09
0.095
0.09
0.08
0.09
0.1
0.065
0.3744
High
vehicle
density
Over-loaded
vehicles
Limited
road
network
0.08
0.095
0.08
0.1
0.075
0.1
0.075
0.1
0.095
0.055
0.3941
0.095
0.085
0.09
0.095
0.08
0.09
0.095
0.095
0.095
0.06
0.5608
0.085
0.09
0.095
0.09
0.08
0.09
0.08
0.095
0.1
0.08
0.3458
0.095
0.095
0.09
0.09
0.085
0.08
0.085
0.095
0.09
0.075
0.3778
Weather
condition
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Dr. Vijay Trimbak Ganpule
resident of F. No.101 & 101-A, Laxmikant Apt-A, Shree Hanuman Chs., Opp. Kakad Ind. Estate, Off. T.H.
Kataria Marg, Sitaram Keer Marg, Mumbai on 14th March 2013. He was an active member of the Indian
Roads Congress.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Shri M. Amirthalingam,
Joint Chief Engineer (Highways) & Officer on Special Duty (Retd.), 21, Gopal Pillaiyar Koil Street,
Thiruvannamalai (Tamil Nadu). He was an active member of the Indian Roads Congress.
May his soul rest in peace.
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Abstract
Cinder is a waste material generated as coal residues from the
blast furnace of power plant at TATA Steel Industries, Jharkhand,
India. Another waste material, Slag is generated as a byproduct
during the manufacturing of molten iron. Both cinder and slag
were dumped together at the dumping site (80% cinder and 20%
slag) and is commonly called cinder as it mainly contains cinder.
The material has very limited applications. Cinder material was
collected from the dump area and was investigated for its feasibility
in the road embankment and sub grade. The paper discusses the
physical, chemical and geotechnical properties of cinder and results
of typical stability analysis of cinder embankment. The paper also
discusses the suitability of cinder waste for embankment and sub
grade considering the MORTH Specifications. It was concluded
that the material has potential for the construction of embankment
while it is unsuitable for sub grade.
Introduction
**
3 Physical
and
chemical
characteristics of cinder
Cinder samples were investigated for their physical
and chemical characteristics. Different physical tests
which were carried out include (a) Natural moisture
content (b) Specific gravity test and (c) Free swelling
index test.
3.1
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3.4
Chemical Analysis
Chemical parameters
Silica, SiO2
Alumina, Al2O3
Iron oxide, Fe2O3
Magnesium oxide, MgO
CaO
pH
*
Value
62.01%
29.2%
5.7%
1.42%
1.67%
6
Geotechnical
of cinder
characteristics
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Consolidation Test
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were prepared at MDD/OMC. The specimens were
saturated and Consolidated Drained (CD) test was
carried out. The specimens were sheared at the rate of
1.25 mm/min. Cinder samples were observed to be non
cohesive with angle of internal friction () determined
as 45. The value indicates that cinder samples have
high shear strength.
5 Suitability
of
cinder
embankment and sub grade
for
Design Parameters
5.1
As an Embankment Material
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Table 2 Results of Factor of Safety of Cinder
Embankment
Saturated Condition
With
Partially saturated
1.61
1.59
2m HFL
1.39
1.16
1.34
1.14
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Conclusions
Earthquake condition
Without
References
1.
2.
3.
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