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Trends in Transport Engineering and Applications

Contents

1. Paramedical Emergency Planning and Response System for Mysuru City using GIS Techniques M. Vinay, H.C. Ramachandraiah

2. Sustainability of Cold Recycled Mixture with High Reclaimed Asphalt Pavement Percentages Mohammed Abbas Al-Jumaili, Ons Deyaa Issmael

3. A Review: Application of Ant Algorithm in Transport Network Design Problems Praveen Kumar, Shambhavi Mishra

4. Measuring Concentration and Deconcentration of Urban Form: A Case Study of Rajkot Bhavesh Umashankar Joshi, Bhargav Adhvaryu

5. Performance Evaluation of Modified Cold Mix Asphalt by Some Waste Materials Amjad Shamsuldeen M. Al-Her, Ali A. A. Alwash

6. Understanding Land Use-Transport Integration: A Literature Review on Theories and Practices in Urban-Transport Planning Bhavesh Umashankar Joshi, Bhargav Adhvaryu

7. Study of Vehicular Pollution during Odd-Even days in Delhi Geetika Gandhi, P. Goyal, Vaishali Sahu

Trends in Transport Engineering and Applications ISSN: 2394-7284(online) Volume 3, Issue 3 www.stmjournals.com

Paramedical Emergency Planning and Response System for Mysuru City using GIS Techniques M. Vinay*,1, H.C. Ramachandraiah2 1

Centre for Geo-informatics Technology, University of Mysore, Mysuru, Karnataka, India Department of Soil Science and Agricultural Chemistry, University of Agricultural Sciences, Dharwad, Karnataka, India

Abstract This study is conducted to create a real-time application for paramedical emergency planning and response for Mysuru city. The transportation network of the city is plays a vital role for any emergency cases. It provides the connectivity and accessibility from one place to another place. The location of Hospitals , accident spots, traffic junctions, one way details were imported to geo-database and also road network map have used and fixed with topological errors. After all that using network analysis tool in ESRI ArcGIS software, routing were done from one place to another and also closest facility analysis were performed to find best closest hospitals from the accident incident location. The output can be used for further analysis. These databases can be configured to smartphone devices and other handheld devices for efficient paramedical emergency planning and response. Keywords: Emergency, paramedical, transportation, GIS, routing, closest facility

INTRODUCTION An ‘emergency’ is an abnormal situation that requires immediate action in order to limit damage to persons, property or the environment. The transportation network of the city is plays a vital role for any emergency cases in road accidents, hazard and disasters, urban fires etc. It provides the connectivity and accessibility from one place to another place [1]. The road network is necessary for the navigation purpose [2]. It plays an important role in the economic growth of the region. Through the transportation network analysis, the services can be accessible to which requires emergency response [3–6]. In this research, Mysuru city’s transportation network has been studied for paramedic emergency response using Geographical Information Systems (GIS) based Network analysis. GIS technology provides tools to support emergency responder to provide efficient and immediate response through solving the problems. Time plays a crucial role after an accident or any hazards and every second serves as a measure of effectiveness of

any emergency response services. Recovery actions should be taken in time to reduce the loss of life and property. The GIS technology is used in the present study to find the routing problem and avail the closest medical facility for any emergency conditions.

STUDY AREA The Mysore city (Figure 1) is located in Karnataka and it is the second largest of the state. It is the fast growing city after the Bengaluru, capital city of Karnataka. The population in the city is highly growing since the city is attractive tourism place and increasing economic activities. It is also well known for the education, technology, industries and medical facilities. The recent growth of the population density and economical activities in the city creates greater concentration of residential and commercial risk. It results in emergency situation, which leads to loss of life and valuable property. Consequently, there is a need of immediate response for that emergency situation. That can be achieved efficiently by GIS technology.

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Trends in Transport Engineering and Applications ISSN: 2394-7284(online) Volume 3, Issue 3 www.stmjournals.com

Sustainability of Cold Recycled Mixture with High Reclaimed Asphalt Pavement Percentages Mohammed Abbas Al-Jumaili1,*, Ons Deyaa Issmael2 1

Department of Civil Engineering, Faculty of Engineering, University of Kufa, Kufa, Iraq Department of Highway and Transportation Engineering, Faculty of Engineering, Al-Mustansiriah University, Baghdad, Iraq

Abstract The main goal of this study is to evaluate cold mixtures incorporating various percentages of reclaimed asphalt pavement (RAP) which is a typical sustainability technique to enhance the modern flexible pavement technology. The physical properties of RAP materials, new emulsion asphalt and new aggregate have been tested to evaluate the characteristics of these materials. Two mix design methods have been developed for control cold mix without RAP and recycled cold mixes containing 25–90% of RAP by weight of total aggregate. First mix design was dependent on indirect tensile strength (ITS) as an indicative measure to determine optimum emulsion asphalt content while the second mix design method used Asphalt institute method (MS-14 and MS-21). It was found that Asphalt institute method required higher percent of optimum asphalt content than ITS method. The test results indicated that the recycled cold mixes containing high percent of RAP (75–90%) are superior to control cold mix in traffic loading resistance and moisture susceptibility. Keywords: Cold mix, slow setting emulsion, reclaimed asphalt pavement (RAP), recycled cold mix

INTRODUCTION Recently, availability of good quality paving materials has been constrained by boarding limitation, high cost and environmental restrictions. Conversation of materials, energy and environment are important for achieving sustainability in construction of highways. The performance of asphalt pavement in service is gradually deteriorated due to traffic loading repetitions and environmental factors. When pavement condition reaches a certain unacceptable level, it has to utilize reasonable rehabilitation methods to restore its performance. In addition to its environmental benefits, pavement-recycling technologies provide cheaper, faster, and less traffic disruptions alternative to conventional reconstruction strategies [1, 2]. Cold recycling is one of the most popular pavement recycling methods. During cold recycling, existing asphalt pavement is pulverized by cold milling machine. It is suggested to use 100% reclaimed asphalt pavement (RAP) to design cold recycled mixture. In some cases, new aggregates are also used to adjust the RAP

gradation. These loose aggregates are stabilized by bonding materials and recompacted into a base course of new pavement structure without the application of heat [3]. Normally, RAP is treated as “black stone” and stabilized by bonding materials to design cold recycled mixture. The most common stabilizing materials for cold recycling mixtures are mixing grade asphalt emulsions because they are liquid at ambient temperatures and can be easily dispersed throughout the mix [3, 4]. Asphalt emulsion has been used to stabilize RAP with a long history. However, there are still some problems on the performance properties of the emulsion recycled mixture; for example, low early-stage strength, inadequate resistance to moisture damage, and permanent deformation [3, 4]. These shortcomings are derived from the breaking and curing characteristic of asphalt emulsion. It has been demonstrated that asphalt emulsion needs extended curing time to restore the rheological properties of asphalt binder before

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A Review: Application of Ant Algorithm in Transport Network Design Problems Praveen Kumar, Shambhavi Mishra* Department of Civil Engineering, Indian Institute of Technology, Roorkee, Uttarakhand, India Abstract A dependable and reliable information source for transportation route planning and ready response to traveler demand, have become a hot topic of research these days. Transportation route planning, analysis and processing of traveler demand are among most important factors affecting response to traveler demand. Because of highly dynamic networks and frequent discontinuity, it is desirable to establish routes for fast delivery of people and goods, having a low probability of disconnection. Thus public transport network design problem is becoming one of the most important problems faced by bus operators and city authorities in the world. This problem belongs to the class of difficult combinatorial optimization problem, whose optimal solution is difficult to discover. When designing the network, the interests of both, the operator and the traveler must be taken into account. Opposing nature of these interests, make transport network design a multi criteria decision-making problem. While designing the transport network, the number of satisfied travelers is to be maximized, the total number of transfers, and the total travel time of travelers is to be minimized. The concept of agent-based modelling can be applied to these complicated problems. In this paper, we will discuss applications of ant algorithm in detail. Ant algorithm is a hybrid algorithm, mimicking the foraging behavior of social ants that can be used for route planning as well as route maintenance. Ants basically use pheromone as a chemical messenger in order to direct path to future ants foraging for food and the pheromone concentration can be treated as the indicator of quality solutions to a problem of interest. The visibility is a parameter that makes the probability of choosing nearer points higher than farther points. Ant-based algorithms are particularly suitable for discrete optimization problems. The pheromone controlling the passage of ants will evaporate over time. Without such time-dependent evaporation, ant algorithms will lead to early convergence to the local (often wrong) solutions. Ant algorithms can be used in solving public transit problems, vehicle routing and scheduling problems. Keywords: Swarm intelligence, ant algorithms, ant colony optimization, intelligent transport systems, discrete optimization

INTRODUCTION Road transport is vital to economic development, trade and social integration. Due to a huge development in every field, transport demand is also growing expeditiously and private vehicle ownership has recorded significant growth over the recent past. This growth of vehicular traffic on roads has been far greater than the growth of the highway infrastructure, which results in saturation of major highways. To solve this severe problem of traffic, construction of a new highway could be a possible solution but that is not feasible due to economic constraints and lack of space. Thus to solve this long existing problem of traffic, innovative technologies are required. The traffic congestion on highway could be

reduced by reduction in use of private vehicles, i.e. modal shift from private to public vehicles could be one possible solution. But for modal shift to public transport, the public transportation system should excel in all respects, use of public vehicles should be better than private vehicles use so that it can attract commuters. Thus, public vehicles should be good in comfort, frequency and above all network should be well connected covering all possible points of interest within normal travel times. This could be done by proper design of public transit networks, expansion of existing lines, increasing the availability of direct service among various

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Trends in Transport Engineering and Applications ISSN: 2394-7284(online) Volume 3, Issue 3 www.stmjournals.com

Measuring Concentration and Deconcentration of Urban Form: A Case Study of Rajkot Bhavesh Umashankar Joshi1, Bhargav Adhvaryu2 1

Faculty of Engineering, R.K. University, Rajkot, Gujarat, India Centre for Environmental Planning and Technology University, Ahmedabad, Gujarat, India

Abstract The concept of compact city development has always been a guiding principle for modern day urban planning and has constantly being practiced in most of the developing and developed nations due to its embedded philosophy of having a socially interactive society without urban sprawl. Efficient use of land, protection of environment, reducing trip length of commuters are some of the key benefits, which has been highlighted by the urban planners. This paper attempts to study the evolution of Rajkot city through its built form and the degree of compactness from the last couple of decades to its present stage. Measuring the degree of compactness and urban form becomes essential for decision-making process in the development plan preparation of the city as well as for proposing alternative plan principles as per the vision of the policy makers and the community. In this study, census population data of the last three decades for Rajkot Municipal Corporation Area has been analyzed for measuring the degree of compactness of the city and pattern of spatial growth. In the case of Rajkot city, the study indicates that the city has dispersed with the passage of time and hence the urban managers needs to needs to understand this underlying phenomenon responsible for existing built form of the city and formulate visions and strategies for sustainable development of the city. Keywords: Density gradient, compact urban cities, urbanization, measuring urban compactness, urban development and planning

INTRODUCTION Urban city form is a resultant factor of the interaction among the people and their culture in a given environment which is further shaped by the various phenomenon such as migration, technological innovation and diverse economic activities of the people in a given space and time. The form of city refers to the morphological characteristics, which includes the built-up area consisting of density, shape, size of the settlements as well as the existing land-use distribution. The urban form has a greater significance over the ecological and economic “sustainability” of the city. Spatial structure, density, shape and land use distribution have both positive and negative impacts over the “sustainability” of the city. This urban form further has a greater impact over the accessibility and availability of the various social and physical infrastructures for the citizen. It also impacts on travel demand, health and well-being of the

citizen, efficient land use on the basis of economic principles and natural resource demand. Thus, the urban forms are constantly transforming and their unique character can be mapped and measured at any given point of time through various quantitative techniques. Measuring the degree of compactness and urban form becomes essential for decisionmaking process in the development plan preparation of the city as well as for proposing alternative plan principles as per the vision of the policy makers and the community. This paper attempts to identify the structure of the city through analyzing the data, more particularly on the spatial land use distribution and growth of population distribution over the past couple of decades within the city limit area. For identifying the urban form, various measures have been developed by the researchers, which also include the methods of

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Trends in Transport Engineering and Applications ISSN: 2394-7284(online) Volume 3, Issue 3 www.stmjournals.com

Performance Evaluation of Modified Cold Mix Asphalt by Some Waste Materials Amjad Shamsuldeen M. Al-Her*, Ali A.A. Alwash College of Engineering, University of Babylon, Babylon, Iraq Abstract The aim of study is to evaluate modified CMA volumetric, mechanical and durability properties by some waste materials. Previous studies described that the mechanical properties of CMA are shown to be influenced by different factors including base bitumen grade, porosity of the mix, curing time and additives. The current research is designed to use the waste and by-product materials as filler to enhance the conventional CMA early age strength. Hence, Corn Waste Ash (CWA), Cement Kiln Dust (CKD), Ordinary Portland Cement (OPC) and Silica Fume (SF) are used as replacement of CMF% to improve the mechanical properties and durability of CMA, the waste or by-product materials are used as a replacement for CMF portion, with percentages ranging from 25–100% from the filler weight. However, CWA has been proven as a unique material to upgrade the mechanical and durability properties of the CMA as replacement 25% OPC by CWA, also replacement 25% OPC by CKD has been proven as a unique material to upgrade the mechanical and durability properties of the CMA. Additionally, Silica Fume is used as an activator for OPC, CWA and CKD at levels within the acceptable range of (8-16)% from the weight of filler in the mix; SF added further improvement to CMA and it’s played a vital role in activating the CWA, CKD and OPC, also accelerating the hydration process which generate binding properties within the bitumen emulsion mixture, where it’s water absorptive ability minimized the trapped water and rapidly improved the mixture’s early and long-term strength, mechanical and durability properties, the products of the hydration process seem to reinforce the bituminous binder. The results obtained in this research work from these laboratory trials are very encouraging and appear modified for CMA which is based completely on sustainable techniques offer unique alternatives to hot mixtures, as a comparative study for results has been done on basis of the Marshall Stability, flow, density, air voids content, indirect tensile strength test, wheel track apparatus test, and durability tests (water sensitivity) for CMA and compared with results of HMA. Keywords: Asphalt cement, Cold mix asphalt, hot mix asphalt and emulsified asphalt

INTRODUCTION Cold Mix Asphalt (CMA) technology has attracted many researchers and huge efforts have been expended to develop such a mixture. On the other hand, to date there is no CMA with characteristics that are acceptable to road engineers. Nevertheless, globally, many researchers and pavement specialists believe that upgrading CMA can be a move in the right direction, due to the comparative economic, environmental and manufacturing process characteristics of CMA in contrast to HMA [1]. Generally, the major shortfalls of CMA are low early strength, long curing time, high void content and high sensitivity to rain at the early stage [2, 3]. CMA has attracted

little attention from the pavement authority of some countries. However, in countries such as the USA and France more attention has been devoted to characterize CMA [1, 4]. CMA refers to a composite of aggregate and bitumen binder prepared at ambient temperature. The bitumen generally works either by emulsifying, cutback or foaming of the bituminous material. CMA advantages are very attractive regarding environmental, economic and safety issues. But, so far, CMA suffers from a lack of the essential characteristics listed above, and without addressing them. Consequently, promoting CMA has attracted many asphalt

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Trends in Transport Engineering and Applications ISSN: 2394-7284(online) Volume 3, Issue 3 www.stmjournals.com

Understanding Land Use-Transport Integration: A Literature Review on Theories and Practices in Urban-Transport Planning Bhavesh Umashankar Joshi1,*, Bhargav Adhvaryu2 1

Faculty of Engineering, R.K. University, Rajkot, Gujarat, India Faculty of Technology, CEPT University, Ahmedabad, Gujarat, India

Abstract For many years, it has been understood and can be generalized from various researches and quantitative modelling that there is a causal relationship between land-use typology and travel demand/behaviour as the former influences the later in urban areas. The idea of landuse transport integration models evolved due to the need felt by the urban planners and managers for quantitatively forecasting future pattern of city and regional development as well as a tool through which projections relating to evolution of cities could be tested and verified. Keywords: Urban-land-use transport integration, urban and transport planning, spatial interaction,

INTRODUCTION Land-use transport integration has often been put forth by city managers as bullet solution for emerging transportation issues in urban areas. The aim of this section is to clarify the conceptualization of urban sustainability with reference to two interrelated urban functions, land use and transport. Starting from a review of urban sustainability, it elaborates underpinnings of land use and transport integration. Further, overview on various landuse transport integration theories, their evolution, state of practice, state of art and future developments in transport has also been taken into discussion.

To clarify the concept of future land use transport modelling and preparation of policy framework review of current and future land use model, study of urban modelling and development planning process in India is also reviewed.

THEORY OF LAND USE TRANSPORT INTERACTION Various research and arguments have talked in length about the causal relationship between urban land-use and transport. Thus, with the above fact the sprawl and suburbanisation of

urban centres can be directly identified by analysing the increasing spatial division of labour and availability of transportation facilities. Urban Mobility As mentioned above, the increasing spatial division of labour which means crafts where separated from agriculture cities appeared [1]. During industrial revolution, cities like Manchester and Essen bought railways for transport. After the Second World War, the areas between the railway lines were used as housing and resulted into urban sprawl. But the real logistical revolution is to create a link network with connectivity for leading a global city. The distribution of infrastructure creates opportunities for spatial interaction and the distribution of accessibility determines location decisions, which results in change of land use system. Hansen studied Washington, DC and suggested that, pockets within the urban centres with good accessibility have greater chance of being “developed” with a greater density in comparison to areas under remote locations and having lack of transportation facilities [2].

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Trends in Transport Engineering and Applications ISSN: 2394-7284(online) Volume 3, Issue 3 www.stmjournals.com

Study of Vehicular Pollution during Odd-Even Days in Delhi Geetika Gandhi*, P. Goyal, Vaishali Sahu Department of Civil and Environmental Engineering, The Northcap University, Gurgaon, Haryana, India Abstract The air pollution levels in Delhi are quite high and situation is worsening with continuous increase in number of vehicles in the city, ultimately affecting the health of residents of Delhi. To control the emissions due to vehicles, the government of Delhi, in January 2016 implemented odd-even scheme on Delhi roads for 15 days, i.e. from 1st to 15th January 2016. As per this scheme, on odd days, only vehicles having last digit as an odd number on their number plates will be permitted and vice versa, though few exemptions were also made. To study the impact of this scheme on pollution levels in Delhi, air quality data of concentration of air pollutants at various locations in Delhi have obtained from CPCB website, namely RK Puram, , Mandir Marg and Punjabi Bagh. Daily air quality index (AQI) of PM 10, PM2.5, SO2, NO2, O3 and NH3 has been calculated at these locations. It is found that PM10 and PM2.5 are the main contributors to the degrading of air quality in Delhi. The results of air quality index for almost all locations revealed that the pollution levels were high during the implementation period of odd-even scheme as compared to December 2015. After 15 January, again there was some drop in pollution levels. The reason for high pollution levels, during those 15 days was found due to the meteorological conditions, mainly drop in daily temperature and low wind speeds as observed from IMD data for Delhi as compared to that of December 2015. Whereas after 15th Jan there was again a drop in daily average temperature but wind speed was high; this improved the conditions leading to better dispersion of pollutants and overall improvement in air quality. Keywords: Vehicular pollution, Air quality index, odd-even scheme, Delhi

INTRODUCTION As per WHO Report 2014, Delhi is the most polluted city in the world in respect to air pollution. Poor air quality of any city impacts the health of citizens. One of the main reasons identified for increasing pollution in Delhi is increasing number of automobiles on Delhi’s roads. The Delhi statistical handbook 2014– 15, a report by the directorate of economics and statistics, Delhi government, shows that 88.27 lakh registered vehicles are there in Delhi as on 31 March 2015. Four-wheelers (cars, jeeps and taxis) constitute 32.51% and two-wheelers constitute around 64% of the total vehicles registered with the transport department of Delhi. Also, As per Delhi traffic police data, every year since 2009, 4 to 5 lakh registered vehicles are getting added in Delhi with 5,74,602 in year 2014 and 4,30,603 in the year 2015. Hence, concerned with this, government of Delhi introduced the odd-even scheme for vehicles in Delhi on trial basis for 15 days, i.e. 1st Jan 2016 to 15th Jan 2016.

The Odd-Even Scheme Under this scheme [1-4], vehicles with odd and even numbers were run on alternate days. For example, if a vehicle's registration number ends with an odd digit, it will be allowed on the road on odd days like January 1, 3, 5, so on, whereas vehicles with registration number ending with an even number are allowed to run on city roads on even days like January 2, 4, 6, and so on. The rule had few exemptions also like it was not applicable on emergency vehicles like PCR vans, fire tenders and ambulances, on public transports like CNGdriven buses, taxis and auto-rickshaws, on bikes and on cars driven by ladies having other ladies and children as co-passengers. This system, therefore, will be applicable only on private-owned four wheelers running across

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