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STM JOURNALS

1. Paramedical Emergency Planning and Response System for Mysuru City using GIS Techniques
M. Vinay, H.C. Ramachandraiah 1
2. Sustainability of Cold Recycled Mixture with High Reclaimed Asphalt Pavement Percentages
Mohammed Abbas Al-Jumaili, Ons Deyaa Issmael 7
3. A Review: Application of Ant Algorithm in Transport Network Design Problems
Praveen Kumar, Shambhavi Mishra 17
4. Measuring Concentration and Deconcentration of Urban Form: A Case Study of Rajkot
Bhavesh Umashankar Joshi, Bhargav Adhvaryu 23
5. Performance Evaluation of Modified Cold Mix Asphalt by Some Waste Materials
Amjad Shamsuldeen M. Al-Her, Ali A. A. Alwash 33
6. Understanding Land Use-Transport Integration: A Literature Review on Theories and Practices in
Urban-Transport Planning
Bhavesh Umashankar Joshi, Bhargav Adhvaryu 54
7. Study of Vehicular Pollution during Odd-Even days in Delhi
Geetika Gandhi, P. Goyal, Vaishali Sahu 68
ContentsTrends in Transport Engineering and Applications

TTEA (2016) 1-6 © STM Journals 2016. All Rights Reserved Page 1
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
2
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.

7Page© STM Journals 2016. All Rights Reserved16-7TTEA (2016)
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
2
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

Volume 3, Issue 3
www.stmjournals.com
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

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
2
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 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.
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

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

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
2
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 land-
use 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 land-
use 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].

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 PM10, 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 CNG-
driven 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

Trends in Transport Engineering and Applications vol 3 issue-3

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