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Purpose The purpose of this paper is to estimate and compare the service quality of the city bus service measured by two different approaches which are subjective service quality dimensions and objective service quality dimensions. Design/methodology/approach The objective service quality dimensions have been estimated based on the benchmarking technique provided by the Ministry of Urban Development, India. For the analysis of subjective service quality dimensions, a questionnaire survey has been conducted to measure the users’ satisfaction and dissatisfaction about the service. The questionnaire consists of users’ socioeconomic characteristics and 23 questions related to city bus service quality dimensions. Questionnaire data have been analyzed by factor analysis, regression analysis and path analysis to find out the indicators representing subjective service quality dimensions. Finally, the overall service quality of the bus service has been determined based on both the measures. Findings The study indicates that the overall service quality of the bus service is different for subjective and objective analyses. While the objective measures show that the service quality is very good, the subjective measures indicate that the service is not doing well. Research limitations/implications The analysis of the subjective dimensions is complicated. Analysis of the subjective dimensions needed more expertise and resources than the objective analysis. Originality/value In this study, the estimated service quality of the bus service is more reliable than the other methods as it comprises of both operators’ perspective and passengers’ expectations from the service.

Explicit traffic control measures are absent in uncontrolled intersections which make them susceptible to frequent conflicts and resulting collisions between vehicles. In developing countries like India, drivers at such intersections do not yield to higher priority movements which cause more crashes between vehicles. The objective of this study is to analyze and model the gap acceptance behavior of minor street drivers at uncontrolled T-intersections considering their aggressive nature. Three intersections in the northeast region of India have been selected as the case study area. Preliminary analysis of the data revealed that drivers behave aggressively, not because they have to wait for a long time at the stop line, but because of their lack of respect for traffic rules. Binary logit models are developed for minor road right turning vehicles which show that gap acceptance behavior is influenced by gap duration, clearing time and aggressive nature of drivers. The equations obtained were used to estimate the critical gaps for aggressive and non-aggressive drivers. Critical gaps are also calculated using an existing method called clearing behavior approach. It is also shown that the estimation of critical gap is more realistic if clearing time and aggressive behavior of drivers are considered.

Clayey subgrade soil requires treatment in order to make the subgrade stable for pavement structures. Treatment of clayey soil i.e. stabilization of clayey soil by cement, lime, and fly ash are established techniques used in geotechnical and highway engineering. Stabilization by alkali activation of fly ash is reported recently but literatures are limited. Present study investigates the stress strain behavior, peak stress and ultimate strain of clayey soil stabilized by slag and slag-fly ash blending by alkali activation. The peak stress as high as 25.0 N/mm 2 may be obtained at 50% slags content when 12 molar sodium hydroxide solutions were used. Peak stress, ultimate strain and slope of stress-strain curve of stabilized clay are controlled by Na/Al and Si/Al ratios. Stress-strain response and peak stress of slag and fly ash blended specimen are not governed by Na/Al and Si/Al ratios; rather the behavior is dependent predominantly on slag content.