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Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in
Indian Highways
Volume : 46 Number : 1 ● January, 2018 ● ISSN 0376-2756
Indian Roads Congress
Founded : On 10th December, 1934
Contents
From the Editor's Desk 4-5
Advertisements 6-8 & 26
Highlights of International Seminar on “Repair, Rehabilitation and Retrofitting of 9-12
Bridges & Structures” Held at Jaipur
Technical Papers
Calibration and Validation of Vissim for Urban Heterogeneous Traffic 13
By Ashalatha R., Salini S & Sreelekshmi S.
Use of Glass Fibers in Bituminous Mixes for Retardation of Reflection Cracks in 27
Composite Pavements
By Manoj Kumar Shukla, Dr. Sangita, Dr. Satish Chandra & Sagar Kumar Verma
Amendments & Errata 34-52
MoRTH Circular 53-54
Tender Notices 55-66
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
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 statements or opinion, originality of contents and of any copyright violations by the
authors. The opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the
Editor or IRC.
Printed at: M/s India Offset Press, New Delhi-110 064 `20
From the Editor's Desk
Principal Inspection is a more intensive and detailed inspection involving close examination
of structure with a purpose to determine the nature and degree of distress in any component of
a bridge. Further various structural components of a prestressed bridge such as bearings, PSC
girders, cross-diaphragms, desk slab and accessories need to be closely inspected to get an idea
about the distress in them. Internal status of the concrete can be known by restoring to standard
non-destructive tests such as ultrasonic pulse velocity test and rebound hammer test. Frequency
of this inspection shall be not more than 3 years. Special inspection shall be undertaken in the
event of unusual occurrences such as strong earthquake, accidents, passage of unusual traffic
load or floods, heavy impact of barges or floating debris on substructure, major weaknesses
noticed during routine and substantial change in traffic pattern.
Maintenance Operations are of two type sviz ordinary maintenance operations and specialized
maintenance operations. For bridges located in severe exposure condition (saline air in coastal
areas) the concrete members are most vulnerable to corrosion. All such bridges shall be inspected
at least twice a year to ascertain if there are any progressive signs of distress such as appearance
of strains, cracks and spalling etc. and action taken to remedy such defects. Such bridges shall
be kept under constant observations by resorting to frequent inspections and remedial measures
should be taken as considered necessary. While in bridges across alluvial rivers, deep scour
may occur due to meandering near some of the piers or abutments. In case of excessive scour
(beyond design level of scour), appropriate protective steps like dumping of boulders around
the foundation locations or full-fledged garlanding of the foundation may have to be resorted
to. Small settlement of foundations may adversely affect the safety of the superstructure resting
on bearings, particularly steel bearings. Suitable concrete blocks/wooden packing is provided
under the beams near the bearings to ensure desired level of carriageway in the event of the
super structure getting dislodged from bearings. For maintenance of protective works careful
patrolling and watch is necessary during each flood season.
A 60 years old discarded prestressed concrete bridge, 1.0065 Km long over river Sone at SH-
5A in Uttar Pradesh has been rehabilitated to cater for present day loadings. A paper entitled
“Challenges in repair and rehabilitation of an old bridge over river sone near chopan, Uttar
Pradesh was published in IRC Journal Paper No.659. To know the geometry and to assess the
health of the structure, after preliminary inspection detailed survey of bridge was carried out.
Based on the detailed condition survey of the bridge, information available about the design of
existing bridge, considering the present distress condition, structural analysis for the present
day loading was carried out. External prestress of girders were recommended. Design scheme
for strengthening, repair and rehabilitation was prepared. The details given in this paper will be
useful to readers involved in rehabilitation of old prestressed concrete bridges.
Indian Bridge Management System is an initiative of Ministry of Road Transport & Highways,
which is creating the largest data base of bridge inventory owned by a single owner in the world.
On the National Highways network alone, there are 36,663 bridges, out of which 6,700 bridges
have been found in distress condition which need to be repaired/rehabilitated. For the distressed
bridges, systematic surveys and repair measures should be undertaken to prolong the life of
assets built at huge cost. The repair of each bridge is site specific because of traffic load pattern,
climate, quality of construction is different for each structure.
The Indian Roads Congress in association with Indian National Group of IABSE and PWD, Govt.
of Rajasthan organized an International Seminar on “Repair, Rehabilitation and Retrofitting of
Bridges and Structures at Jaipur recently. The presentations by 9 foreign bridge experts and 15
Indian bridge experts were made during the various technical sessions of 2 day Seminar. Topics
such as Structural Health Monitoring & Development of BMS; Materials and Techniques for
Repair/Rehabilitation & Retrofitting and Case Studies; Performance Monitoring post repair/
rehabilitation were discussed. The recommendation of the Seminar will be very useful in updating
of various IRC Codes and Standards on repair and rehabilitation of bridges.
(Sanjay Kumar Nirmal)
Secretary General
Chief Guest, Hon’ble Union Minister of Road, Welcome of Hon’ble Union Minister of Road Transport,
Transport, Highways, Shipping and Water Resources, Highways, Shipping and Water Resources, River
River Development & Ganga Rejuveation, Shri Nitin Development & Ganga Rejuveation, Shri Nitin Gadkari
Gadkari and other dignitaries on the way to Seminar Hall by presenting Flower Boquet
Welcome of Hon’ble Chief Minister of Gov. of Rajasthan, Welcome of Hon’ble PWD Minister of Gov. of Rajasthan,
Smt. Vasundhra Raje by presenting flower boquet Shri Yunus Khan by presenting flower boquet
The Seminar was attended by more than 250 delegates across the globe. During the Seminar 24
presentations were made by the renowned National and International Experts. During the first day, Friday
15th December, 2017 three Sessions were held, first was dedicated to subject ‘Structural Health Monitoring
& Development of BMS’. This session was Chaired by Shri A.D. Narain, Former, DG(RD)&AS, MOST
and Co-chaired by Shri R.K. Pandey, Member (Project), NHAI. Following 4 presentations were made by
renowned experts;
Presentation 1 - Guiding and Targeting Investigations on Prestressed Structures –
Marc Brouxel, Sixsense
Presentation 2 - Approach for Rehabilitation of Bridges within IBMS – Sachin Joshi
Presentation 3 - Structural Health Monitoring System of The Queensferry Crossing –
Henrik Gjelstrup, Rambol
Presentation 4 - Bridge Management in U.K with Case Studies – Saprava Bhattacharya
Second Session was dedicated to subject on Materials and Techniques for Repair, Rehabilitation
& Retrofitting. This Session was Chaired by Shri N.K. Sinha, Former, DG(RD)&AS, MOST and
Co-chaired by Shri S.K. Nirmal, Secretary General, IRC. Following 4 presentations were made by
renowned experts;
Presentation 1 - Euro Code EN 1504 – Use of Composites and UHPFRC –
Harshavardhan Subbarao
Presentation 2 - Innovative Construction Materials – S.K. Manjrekar, Sunanda Chemicals
Presentation 3 - New Materials and Techniques for Corrosion Protection of Bridges & Flyovers –
M.K. Kamat
Presentation 4 - Use of New materials – Samir Surlekar
Second Session was dedicated to subject on Repair, Rehabilitation & Retrofitting and Case Studies.
This Session was Chaired by Shri G. Sharan, Former, DG(RD)&SS, MORT&H and Co-chaired by
Shri Anil Garg, Chief Engineer (NH), PWD Rajasthan. Following 3 presentations were made by renowned
experts;
Presentation 1 - Repair, upgrade and strengthening of structures – Fernand De Melo, Freyssinet
Presentation 2 - International Repair and Rehabilitation of Bridges in India and abroad –
Niels Bitsch, COWI
Presentation 3 - Modular Joints for Rehabilitation of McDonald’s Bridge at Halifax –
Gianni Moor, Megeba
During Second day, Saturday, 16th December, 2017 3 Session were held, first was dedicated to Repair,
Rehabilitation & Retrofitting and Case Studies. The Session was Chaired by Shri Manoj Kumar,
DG(RD)&SS, MORT&H and Co-chaired by Shri M.G. Maheshwari, MD, RSBCC Ltd. Jaipur. Following
4 presentations were made by renowned experts;
Presentation 1 - Rehabilitation of Varsova Bridge across Vasai Creek – Dhananjay Bhide
Presentation 2 - Repair and Retrofitting of a Bow String Arch Bridge in Goa – Alok Bhowmick
Presentation 3 - Minimally Invasive Maintenance, Refurbishment and Replacement of Expansion
Joints – Pascal Savioz, Megeba
Presentation 4 - Rehabilitation of Sharavathy Bridge - P.G. Venkatram
Second Session was dedicated to subject on Repair, Rehabilitation & Retrofitting and Case Studies. The
Session was Chaired by Shri A.K. Banerjee, Former Member (Tech.), NHAI & Chairman, Scientific
Committee and Co-chaired by Shri C.L. Verma, CE &Addls Secretary, PWD Govt. of Rajasthan.
Following 6 presentations were made by renowned experts;
Presentation 1 - Anti Seismic Devices for Bridges and Structures – Enzo Lu, Resistoflex
Presentation 2 - Review of Rapid Construction Techniques for Rehabilitation & Retrofitting of
Bridges – Rama Raju P, AECOM
Presentation 3 - Added pro value state in replacement by state-of-the-art bridge bearings and
expansion joints solutions – Peter Gunther, Maurer
Presentation 4 - Rehabilitation of M.G. Setu at Patna – UmeshRajeshirke
Presentation 5 - Rehabilitation of Narmada Bridge – Vinay Gupta
Presentation 6 - Rehabilitation of Steel Bridges and Case Study – N Bandyopadhyay
Third Session was dedicated to subject on Performance Monitoring post Repair/Rehabilitation.
This Session was Chaired by Shri R.P. Indoria, Former DG(RD)&SS, MORT&H and Co-chaired by
Shri A.K. Singh, Member (Project) NHAI. Following 3 presentations were made by renowned experts;
Presentation 1 - Structural Health Monitoring using Digital Imaging Technique –
Janardhan Sundaram
Presentation 2 - Long Term Performance Monitoring of Second Thane Creek Bridge –
Lakshmy Parameswaran
Presentation 3 - Life Cycle Monitoring and Maintenance of Bridges – Chinmoy Ghosh
The International Seminar was a grand success and outcome/recommendations are useful in updating/
framing IRC Codes on this subject as well as is being sent to the Government agencies/department for
their consideration and implementation.
URGENT NOTICE
Revision of Ministry of Road Transport and Highways Specifications for
Road and Bridge Works (Sixth Revision)
The work of revision of Specifications has been entrusted to IRC. The Consultants,
Contractors, and Govt. Departments and other stakeholders who are making use of the
Specification (fifth revision) are requested to send their suggestion/views for possible
inclusion in revision.
Due to time restraint for completion of work the comments on the Specification may be sent
by 15th February, 2018 by E-mail: at secygen.irc@gov.in.
ABSTRACT
Modelling of vehicular traffic is a challenging task for the traffic engineers under heterogeneous traffic
conditions in India. Heterogeneous traffic is characterized by the presence of a mix of vehicles with varying
static and dynamic features, lack of lane discipline and varying composition resulting in a very complex
behavior. Micro simulation is an effective tool to study and model the heterogeneous traffic. VISSIM is
a microscopic traffic simulation software that has gained worldwide recognition in traffic flow modelling.
Efficient simulation of Indian heterogeneous traffic conditions requires modification of the default parameters
representing various traffic conditions in VISSIM. The present study is an attempt to calibrate and validate
midblock sections on a four lane divided urban arterial in VISSIM. The model thus developed is applied to
simulate a midblock with a bus stop. The simulation models developed can aid in the quantification of the
impacts of bus stops on traffic flow conditions. The effect of two typical types of bus stops observed on Indian
cities, the curb side bus stop and a bus bay bus stop were studied. The variation of speed along the midblock
stretch in the presence of a bus at the bus stop, effect of dwelling time as well as arrival frequency of buses
on capacity were also studied in this work.
1. INTRODUCTION the design, planning and operation of bus stops.
Bus stops are such a type of road infrastructure Microscopic simulation models are now widely
that add to the road side friction through the used as the most effective analytical tool for
stopped buses by creating bottle necks across road studying various traffic problems and for assessing
stretches in addition to the side friction factors like the effectiveness of traffic management measures.
pedestrian movements, parked vehicles, side roads Simulation has been recognized as one of the
and so on. Bus stops are mainly of two types: curb best tools for modelling of traffic flow under
side bus stops and bus bays. Curb side bus stops homogeneous as well as heterogeneous conditions.
are the most common, simplest and convenient VISSIM is a microscopic, time step and behaviour
form of bus stops positioned on the sides of the based simulation model developed to model urban
roadway. Bus bay is a special zone provided on the traffic and public transit operations. The program
side of the main roadway for buses to stop for the can analyze traffic and transit operations under
passengers to aboard or alight without affecting constraints such as lane configuration, traffic
the lane of traffic on the road. Field investigations composition, traffic signals, transit stops and so
require large scale data collection which is a very forth, thus making it a useful tool for the evaluation
tedious as well as costly process. Data extraction of various alternatives based on transportation
is also a time consuming process. Hence, engineering and planning measures of effectiveness.
quantification of the impacts of bus stops on traffic The present study involves modelling mid block
flow is a very difficult task under heterogeneous sections on typical urban road stretch using VISSIM
traffic conditions. Proper quantification can aid in (“Verkehr In Städten - SIMulationsmodell”). The
1
Professor and Head, Dept., of Civil Engg., Govt. College of Engineering Kannur, Kerala, E-mail: ashu.cet@gmail.com
2
Assistant Professor, Department of Civil Engineering, College of Engineering Trivandrum, Thiruvananthapuram
3
Project Engg., National Transportation Planning and Research Centre (NATPAC), Sastra Bhavan, Pattom, Thiruvananthapuram
calibrated and validated model thus developed is obtained by minimizing the error between the
used for analysing the impact of bus stops on traffic simulated and field delay using genetic algorithm.
flow characteristics. The results from simulation Another study was undertaken by Siddharth and
can aid in better understanding of the effect of Ramaduraiin which sensitivity analysis of driving
curbside bus stops as well as bus bays on traffic behavior parameters for the automatic calibration
flow. of VISSIM model using data from an intersection
in Chennai was carried out[6]. Minimum headway
2. REVIEW OF LITERATURE
during lane change, average standstill distance,
A detailed literature survey was conducted additive part of safety distance, multiplicative part
to investigate the various studies on impacts of safety distance, and minimum lateral distance
of different types of bus stops on traffic flow were identified to be the most sensitive parameters.
characteristics as well as those related to calibration Philip and Mathew[8] quantitatively studied the
and validation of simulation models in VISSIM. traffic conditions at bus stops, specifically, speed
A study was conducted on an urban arterial in Delhi reduction and travel time. Speed of the vehicles at
by Gupta and Sarkar[1] in which the effect of both the curbside bus stop was found to decrease with
curbside and lay bye bus stops on capacity of urban an average value of 4.3 km/h and by 1.3 km/h at
roads was analysed. The outcome of the study was bus bays. Delay was negligible in bus bays (1s) but
that the capacity loss varied from 4.9% to 7.2% was higher in the case of curb side bus stops (6 s).
due to the presence of lay bye bus stops on six lane 3. OBJECTIVES
roads and 13.5% due to the presence of curbside
The objectives for the present study were framed
bus stops on four lane roads. Koshy and Arasan[2]
as follows:
conducted a study that dealt with analysis of effect
of curbside bus stops and bus bays on heterogeneous 1. To calibrate and validate midblock sections
traffic flow at midblock sections of urban roads on a four lane divided urban arterial which
considering speed reduction and delay caused to is devoid of any of the side friction factors
different kinds of vehicles using simulation. It was like bus stops, pedestrians or on-street park-
observed that speed flow variations were nearly the ing under heterogeneous traffic conditions in
same up to a flow level of 1600 vehicles per hour, the microscopic simulation package, VISSIM
and thereafter, the speed of traffic across the curb (Version 7.0).
side stop deteriorated rapidly as compared to bus 2. To calibrate and validate midblock sections
bays. Edigbe and Mashros[3] determined capacity of four lane divided urban arterials with
loss and traffic shock waves associated with bus curbside bus stop as well as bus baybus stop
stop locations along a carriageway in Malaysia. The under heterogeneous traffic conditions in
study recorded a roadway capacity loss of 23.4%. VISSIM.
Prakash and Ashalatha[4] dealt with the quantitative 3. To analyse the impacts of bus dwelling time
analysis of the impact of the bus bays and curb lane and bus arrival frequency on the traffic flow
bus stops on urban streets in developing countries. characteristics.
Capacity of road stretches with and without the 4. METHODOLOGY
presence of bus stop was determined based on
In this study, three different midblock sections
speed flow data collected from the field. The
were modelled and simulated in VISSIM: (i) an
capacity of road stretches having bus bay reduced
Ideal midblock: a midblock stretch free from all
by 8.1% due to manoeuvring and dwelling of bus
side friction factors like bus stops, pedestrians, on-
in the bay while for stretches having curbside bus
street parking and also from gradients and curves.
stops, the reduction was 25.6%.
(ii) a midblock section with a curbside bus stop
Manjunatha et al.[5] proposed a methodology for and (iii) a midblock section with a bus bay bus
calibrating a micro simulation model for mixed stop. These were modelled independently based on
traffic using VISSIM. Calibration parameters were field data collected from corresponding midblock
identified using multi parameter sensitivity analysis sections. The output obtained from these models
and the optimum values for these parameters were were compared to deduct the impact of bus stops
on midblock sections. For analyzing the impact of the parameters of VISSIM model like desired
under different traffic conditions, the dwell time speed distributions, desired acceleration functions
of buses stopping at bus stops on sections with bus and driving behaviour attributes to represent the
stops and arrival frequency of buses at bus stops problem under the study effectively. Later, VISSIM
were also simulated. simulation model of the midblock section with
At first, simulation with default values of a curbside bus stop was calibrated and validated
calibration parameters was done. The default using field data. The same process was done for
Driving Behaviour attributes are shown in urban road with bus bay and the developed VISSIM
Table 1. The simulated vehicle speed and the speed simulation model was calibrated and validated
of the vehicles from the available field data were using field data. Finally, the variation of speeds
then compared. Since the average error observed across the influence length of bus stops, effect
on comparison of the speeds was 42.63%, the of bus dwelling time and bus arrival frequency
next step done was representation of traffic flow. on traffic flow characteristics were also studied.
This phase involved identifying the local speed, The flowchart representing the methodology is
acceleration and driving characteristics of the traffic represented using Fig. 1.
and fine tuning the basic elements of the network
so that the traffic in the simulation behaves similar
to the one in the reality. Those driving behaviour
attributes which were found to be sensitive under a
heterogeneous traffic identified from earlier studies
were considered for the calibration process[6, 11].
The ranges for the calibration parameters were
fixed after a series of trial and error processes. The
calibrated model was then evaluated with field
data under different conditions of traffic volumes,
traffic compositions and other required data. The
model was then said to be validated with respect
to speeds.
Table 1 Default Driving Behaviour
Attributes in VISSIM
in all the cases. Data retrieval process was done by Parameters like desired speed and acceleration
playing the video film on a large screen monitor in need to be fed as input to the model for it to
the laboratory. Classified vehicle count and their accurately represent the field condition. Apart from
speeds were extracted from video film. this, the Driving Behaviour parameters that are
sensible need also refinement from default values.
6. MODELLING OF IDEAL MIDBLOCK
SECTION IN VISSIM 6.1.1 Defining desired speed distributions
Midblock sections free from gradients, curves Traffic flow data under free flow conditions were
and with minimum interference from road side collected for one hour from 5:30 AM to 6:30 AM
frictions and effects of intersections were chosen to using video recording. The data was collected
represent ideal sections. The traffic characteristics from the midblock section in MC Road stretch
measured from these sections were compared with at Kesavadasapuram. The data were extracted to
those obtained from sections under the influence obtain the free flow speeds for each vehicle type
of bus stops. adopted in the study. An upper bound speed limit
as well as a lower bound speed limit obtained from
6.1 Calibration of Ideal Midblock Sections the extracted free flow speed data were specified
Any model created in VISSIM needs to be for each vehicle type to form the desired speed
calibrated so as to sufficiently represent field distribution in VISSIM software. The desired speed
conditions. Calibration is the process in which distribution was observed to follow a S curve under
the input parameters are refined so that the model heterogeneous traffic conditions. Calibrated speed
accurately replicates observed traffic conditions[8]. ranges for each vehicle type is shown in Table 2.
Table 2 Calibrated Speed Ranges for Each Vehicle Type
Vehicle Type Minimum Speed Maximum Speed Mean (km/h) Standard Deviation
(km/h) (km/h) (km/h)
Cars 34 80 59.5 7.24
2W 29 75 58 10.5
3W 27 65 49.2 5.29
Buses/Trucks 35 65 50.94 5.56
6.1.2 Desired acceleration functions constant. Ten simulation runs for a total period of
Desired acceleration functions were used to 4200 seconds were carried out for each combination
account for differences in the Driving Behaviour of the Driving Behaviour attributes. Capacity
of several drivers and different vehicle properties values obtained from simulation and the field data
during acceleration. Desired acceleration curves were compared for each combination. The final
were adjusted as per the available literature[7, 10]. values of driver behavior parameters were based on
Several trials were conducted to adjust the desired the least error obtained between the field capacity
acceleration plots till the field conditions and
and simulated capacity. Thus, a total of six Driving
simulated speeds were comparable.
Behaviour attributes were calibrated. The values of
6.1.3 Driving behaviour attributes
the major Driving Behaviour parameters taken in
The major Driving Behaviour parameters whose different trials and the corresponding error values
values were varied during the trial and error was shown in Tables 3 to 6 and the calibrated
processes were minimum headway, average
set of best Driving Behaviour parameters with
standstill distance, additive part of safety distance,
multiplicative part of safety distance and minimum least percentage error is shown in Table 7. The
lateral distance. Four trials were carried out by parameters were adopted for further modelling as
varying each of the parameters within a specific the error in each cas e was less than 15% (Mathew
range by keeping all other attributes to be and Radhakrishnan, 2010).
Table 3 Driving Behaviour Attribute Values in Different Trials for Vehicle Type-Car
Vehicle Type Min Speed Max Speed Min Speed Max Speed Min Speed Max Speed
(km/h) (km/h) (km/h) (km/h) (km/h) (km/h)
0-750 veh/h 750-1500 veh/h above 1500 veh/h
Cars 34 56 30 52 25 46
2W 33 58 31 54 24 50
Buses/Trucks 30 49 25 47 20 40
3W 30 48 27 46 21 41
curbside bus stop of 15 m length was simulated. before and 20 m after the bus stopping position).
The influence length considered for the study The desired speed distribution for reduced speed
was adopted from a previous study conducted by areas across the influence length is shown in
Prakash (2012).It was provided as an addition Table 9. Fig. 7 gives the representation of the
of 45 m length for the length of busstop (25 m midblock section in VISSIM.
Table 9 Desired Speed Distribution across Influence Length of Curbside Bus Stops
Vehicle Type Min Speed Max Speed Min Speed Max Speed Min Speed Max Speed
(km/h) (km/h) (km/h) (km/h) (km/h) (km/h)
0-750 veh/hr 750-1500 veh/hr above 1500 veh/hr
Cars 32 50 25 43 19 39
2W 29 52 25 48 19 45
Buses/Trucks 17 44 10 38 7 35
3W 25 46 17 41 12 40
composition was set as 46% cars, 38% two wheelers, The base length fixed for data collection points was
10 % three wheelers and 6 % buses which was the 15 m and thus the average stream speeds were thus
average composition observed in the site. Table 10 calculated for 8 sections of 15 m length across the
shows the variation of speed across different base stretch in the vicinity of the bus stop as shown in
sections of the ideal midblock section. Fig. 10. Morever, the average stream speed across
9.1 Variation of Speed Along Busbay a length of 15 m prior to the beginning and end of
The present study considered an additional length of the considered influence zone was also determined..
15 m on either side of the influence length adopted The vehicle composition was set as the same as for
from the previous study (Prakash, 2010) to study the ideal midblock section analysis (46% cars, 38%
the speed variation of the traffic due to dwelling two wheelers, 10% three wheelers and 6 % buses).
of the buses at the bus stops. The simulation was Table 11 shows the variation of speed across the
carried out by setting the data collection points different base sections of the stretch in the vicinity
across the influence length at various positions to of the bus stop for each of the vehicle inputs.
obtain the average stream speed of the traffic flow. Table 10 Variation of Speeds across the Stretch
along the Ideal Midblock
Vehicle Type Min Speed Max Speed Min Speed Max Speed Min Speed Max Speed
(km/h) (km/h) (km/h) (km/h) (km/h) (km/h)
0-750 veh/hr 750-1500 veh/hr above 1500 veh/hr
Cars 32 50 25 43 19 39
2W 29 52 25 48 19 45
Buses/Trucks 17 44 10 38 7 35
3W 25 46 17 41 12 40
Table 11 Variation of Speeds across the Stretch Adjacent to the Bus Bay
base length fixed for data collection points was influence zone was also determined. The vehicle
15 m and thus the average stream speeds were thus composition was set as the same as for the ideal
calculated for 8 sections of 15 m length across the midblock section analysis. Table 12 shows the
stretch in the vicinity of the bus stop. Moreover, variation of speed across the different base sections
the average stream speed across a length of 15 m of the stretch along the bus stop for each of the
prior to the beginning and end of the considered vehicle inputs.
Table 12 Variation of Speeds along the Stretch with the Curbside Bus Stop
Table 13 Speed Flow Models for Various Ranges of Dwelling Times at Bus Bay
Table 14 Speed Flow Models for Various Ranges of Dwelling Times at Curb side Bus Stop
11. EFFECT OF BUS ARRIVAL FREQUENCY Cp = Base capacity of the road before the bus
The study conducted by Prakash (2012) developed impact (pcu/h)
a capacity prediction curve by developing a The bus arrival frequencies were varied as 2, 4, 6,
relation between bus dwelling time and bus 8 and 10 buses per hr respectively. The capacities
arrival frequency for the bus bays. The previous obtained from simulation were compared with
study developed a curve between different bus those capacities obtained using equations (1) and
impact times and frequency of arrival of buses at (2) in case of bus bays and curb side bus stop
bus bays by analysing the field data. The relation respectively. Figs. 13 and 14 show the speed flow
obtained between bus dwelling time and bus arrival curves obtained for various bus arrival frequencies
frequency for busbays was: at the bus bays. Tables 15 and 16 show the
T = 11.66 λ, where λ is bus arrival frequency .The comparison between the capacities obtained after
capacity prediction equation was: simulation (considering the PCU values suggested
C = CP {[1- (11.66λ/3600)] ...(1) by IRC 106 (1990)) and those obtained using the
equation developed by Prakash(2012).
(Source: Prakash,2012)
The relation obtained between bus dwelling time
and bus arrival frequency was for curbside bus stop
was: T = 31.3 λ, where λ is bus arrival frequency.
The capacity prediction equation was:
C = CP {[1- (31.3λ/3600)] ... (2)
(Source: Prakash,2012)
where,
C = Capacity of the road under the influence of
Fig. 13 Speed – Traffic Volume Plot Obtained for
buses( pcu/h) Various Bus Arrival Frequencies at Bus Bays
Bus Arrival Frequency Capacity from Prediction Curve Capacity from Simulation
(buses/h) (pcu/h) (Prakash,2012) (pcu/h)
2 3136 3187
4 3115 3165
6 3095 3142
8 3074 3131
10 3054 3120
Table 16 Comparison of Capacities using Simulation and Prediction Curve at Curb side Bus Stops
8 2936 2791
10 2881 2727
12. SUMMARY AND CONCLUSIONS was comparable with the capacity value of 3250
Calibrated model for the ideal midblock section cars per hour determined by the study carried out
of a four lane divided urban arterial was found to by Koshy and Arasanon four lane divided urban
replicate the real world conditions with average arterials[2]. Thus, VISSIM software was calibrated
percentage error of 3.11% when analysed by and validated for the four lane divided urban
comparing the simulated and observed speeds of arterials under heterogeneous traffic conditions.
the road stretch. Speed flow curve was plotted for Traffic flow of the midblock section of four lane
the study stretch and the capacity was found to be divided urban arterials with curbside bus stop as
3250 pcu per hour which was comparable with the well as bus bay were also calibrated and validated
capacity value of 3034 pcu per hour determined in VISSIM. Calibrated model was found to replicate
from field observation by Prakash (2012) for the the real world conditions with average percentage
same road stretch. Simulation was also carried error of 3.83 in case of curb side bus stops and an
out for a composition of 100 percent cars and the error of 10.38 in case of bus bays when analysed
capacity value determined from the corresponding by comparing the simulated and observed speeds of
speed flow curve was 3300 cars per hour which the road stretch. It was found that simulated speed
values significantly replicate the field observed 2. Koshy,R. Z. and Arasan, V.T. “Influence of Bus
values with an average percentage error of 5.7 Stops on Flow Characteristics of Mixed Traffic.”
during validation in case of curbside bus stop and ASCE Journal of Transportation Engineering,
an error of 3.03 in case of bus bays. The major Vol. 131, No. 8, August 1, 2005. pp. 640- 643.
conclusions derived from the analysis of data from
3. Edigbe, B. and Mashros, N., (2011).
the simulation models are summarized below:
“Determining Impact of Bus Stops on Roadway
1. The reduction in capacity in case of curbside Capacity.” Proceedings of the Irish Transport
bus stop with presence of bus when compared Research Network, University College Cork,
with that of the ideal midblock section for
Ireland.
various dwell times of 20 s, 30 s, 40 s and
50 s were 8.43%, 11.62 %, 16.58 % and 4. Prakash, N. and Ashalatha, R. (2012), “Effect
35.35% respectively. of Bus Stops on Traffic Flow Characteristics of
2. The reduction in capacities in case of bus Urban Roads.”, Proceedings of the 13th National
bay with presence of bus when compared Conference on Technological Trends, College of
with that of the ideal midblock section for Engineering Trivandrum, 1-8.
various dwell times of 20 s, 30 s, 40 s and 5. Manjunatha, P., Vortisch, P. and Mathew, T.V.
50 s were 7.39 %,7.73 %, 8.5 % and 13.28%
(2013), “Methodology for the Calibration of VIS-
respectively.
SIM in Mixed Traffic.”, Transportation Research
3. A reduction of as high as 28% under a Board, 1-11.
traffic flow of 2500 vph, was observed in the
average speed along different sections in the 6. Siddharth, S.M.P and Ramadurai, G. (2013),
influence area of curbside bus stops as “Calibration of VISSIM for Indian Heterogeneous
compared to sections before and after the Traffic Conditions.” Procedia - Social and
influence area. In the case of bus bay bus Behavioral Sciences, Volume 104, pp 380-389.
stops, there is not much reduction in the 7. Mehar, A., Chandra, S. and Velmurugan, S.
average speed as compared to sections
(2013). “Speed and Acceleration Characteristics
before and after the influence area.
of Different Types of Vehicles on Multi-Lane
4. It was observed that the capacities obtained Highways.”,European Transport, 55, pp. 1-12.
from simulation and the prediction curve
based on arrival frequency in case of bus 8. Philip, A. M. and Mathew, S. (2014), “Simulation
bays were comparable with an average error Study Of The Impact Of Curbside Bus Stops And
of 3% and in case of curbside bus stops with Bus Bays On Traffic.”, Proceedings of the Col-
an average error of 6 %. Hence the loquium on Transportation Systems Engineering
prediction curve can be used effectively for and Management, NIT Calicut, Kerala.
predicting capacities.
9. Prakash, N (2012), “Analysis of Impact of Bus
13. ACKNOWLEDGEMENT Stops on Traffic Flow Characteristics of Urban
The authors are thankful to the Transportation Roads.”, M.Tech Thesis, University of Kerala
Research Centre, College of Engineering, (Unpublished).
Trivandrum, Thiruvananthapuram, Kerala for 10. Puvvala, R., Ponnu, B. and Arkatkar, S. (2013).
the financial assistance provided for the project
“Derivation of Capacity Estimates for Urban
works.
Expressway Using Computer Simulation.” Indian
REFERENCES Highways, Vol. 41 (4), pp.27-36.
1. Gupta, S.D and Sarkar, P.K. (2004). “Effect of 11. Mathew, T. V and Radhakrishnan, P. (2010).
Bus Stops on Capacity of Urban Roads- A Case
“Calibration of Microsimulation Models for
Study of Delhi Urban Area.”, Proceedings of the
International Conference on Transportation Sys- Nonlane-Based Heterogeneous Traffic at
tems Planning and Operation, Indian Institute of Signalized Intersections.” J. Urban Planning and
Technology Madras, India. 590-600. Development, Vol 136(1), pp. 59-66.
EXPRESSION OF INTEREST
The Highway Research Journal (HRJ) is a reputed half yearly periodical dedicated to research
technical papers published by IRC for the benefit of Highway Professionals and researchers.
The complimentary hard copy of this periodical is dispatched through post to all IRC’s Life
members and soft copy emailed to E- members as well as hosted on IRC website. The research
papers are published in broad category of Pavement Engineering; Geotechnical Engineering;
Traffic & Transportation Engineering; Bridge Engineering; Environmental Engineering; etc.
The selection of paper(s) is based on through scrutiny and following procedure of subject
specific expert(s) voluntarily evaluation empanelled with IRC and thereafter carrying out
requisite modifications.
In order to increase reach of this periodical across the globe, IRC intended to involve service
of professional publishers/ publishing House for entire process of papers invitation, their
evaluation through subject wise Experts, printing, publishing and circulation to its members.
For the aforesaid work Indian Roads Congress seeking Expression of Interest from the
Publishing Houses/Publishers to take up the work of the publication of Highway Research
Journal an half yearly Periodical of the Highway Research Board of IRC.
Interested Publishing Houses are requested to please send their EOI with the details
proposed to Indian Roads Congress upto 15th January, 2018 on E-mail: tc.irc@gov.in/
ircworkshop2017@gmail.com
Manoj Kumar Shukla1 Dr. Sangita2 Dr. Satish Chandra3 Sagar Kumar Verma4
ABSTRACT
In order to improve the performance of roads and to match the quality of road with constantly increasing
traffic, there is a need to shift the focus from traditional flexible and rigid pavement to composite pavement.
Laying of bituminous mix layer over cracked concrete surface is, no doubt, a most effective solution but the
propagation of reflection crack over the surface of overlaid layer from underlying cracked surface is a major
concern. Glass Fibres can be used as an additive in the overlaying bituminous concrete layer to retard the
propagation of reflection cracks from the underlying cracked concrete slabs.
To investigate the behavior of Glass fiber modified bituminous mix, a study has been carried out to determine
the feasibility of glass fibers in retarding the propagation of reflection crack on overlaid bituminous surface.
A composite sample section with concrete base and bituminous overlay was prepared and tested with Large
Size Wheel Tracking machine to evaluate the number of passes required to observe the reflection crack on the
top surface of bituminous overlay. Apart from this, samples were prepared with and without glass fibers and
were tested for fatigue life, skid resistance and rutting resistance. It is found that the addition of glass fibres
enhanced the stiffness of bituminous mix and resistance to permanent deformation. The glass fiber modified
mixes have shown improvement in fatigue characteristics and produced higher tensile strength. With the
usage of glass fiber, the Marshall stability increased by 8% and Retained Tensile Strength improvement of
11%. The fatigue life got enhanced by 40% and rut depth reduced by 30% and propagation of reflection
cracks delayed by 77% more no. of cycles as compared to mixes without glass fibre.
4.3 Bituminous Mix Design aggregate. The Marshall stability and other
The optimum binder content was determined volumetric properties of Bituminous concrete
through Marshall Method of asphalt Manual mix are shown in Table 2.
2 (MS-2) and found to be 5.5% by weight of
Table 2 Volumetric Properties of Bituminous Concrete Mix by Marshall Method
After fixing the optimum binder content and adding fibers were casted and tested to determine the dry
glass fiber by 0.3%, the Marshall Stability and and wet ITS having Air void of 4.5 %. The results
retained stability was determined. The optimum are shown in Table 3.
dosage of glass fiber was adopted based on the
5.2 Beam Fatigue Test
literature review done. The Resilient Modulus
of BC mix was found to be 2984 MPa. The filler The test was conducted to determine the estimated
binder ratio is kept as 0.85. number of cycles subjected on the bituminous beam
in fatigue testing machine. The test was performed
5. Performance Evaluation Tests as per ASTM D 7460 for the sample with and
for Bituminous Concrete without Glass Fiber. The failure is considered
5.1 Indirect Tensile Strength when the beam loses 50% of its initial stiffness.
The Indirect Tensile strength (ITS) test is used The test was carried out for 5 samples with and
to determine the splitting tensile strength of without glass fiber at temperature of 25ºC & at
bituminous mix and is related to the cracking a constant strain of 500 µ strain and the average
potential of pavement. The test was conducted as value is reported here in Table 4. The beam tested
per ASTM D 6931. Samples with and without glass has been shown in Fig. 1.
Table 3 Mechanical Properties of Marshall Sample
Property Sample No. Dry ITS (kN) Wet ITS (kN) Tensile Strength Ratio
Min. 80
1 10.955 8.944
Without Glass
2 10.923 8.828 81
Fiber
Average 10.939 8.89
1 12.236 11.19
With Glass
2 11.815 10.56 90
Fiber
Average 12.03 10.87
Fig. 1 A view of Beam Fatigue testing Machine and Beam tested for Fatigue
5.3 Hamburg’s Wheel Tracking Test EN 12697-22. Total 2 slabs were casted i.e. with
This test serve the dual purpose to determine and without Glass fiber and were tested at 45ºC.
rutting as well as moisture damage by rolling The test results of rut depth are given in Table 5.
a steel wheel on the surface of bituminous slab The slab testing machine and the slab tested are
casted and tested as per AASHTO-T 234 or shown in Fig. 2.
Table 5 Wheel Rut Test Results
Property Test Temperature (ºC) Time (min) Number of Passes Ruth Depth (mm)
Without Glass Fiber 45 480 20000 8.41
With Glass Fiber 45 480 20000 5.12
Fig. 2 A view of Hamburg Wheel Rut Testing machine and Samples tested with and without Glass Fiber
5.4 Skid Resistance Test Table 6 Skid Resistance Test Results
The test conducted under both dry and wet Condition for Without Glass With Glass
condition and the results as obtained for Skid Resistance Fiber Fiber
bituminous mix with and without Glass Fibre Dry Condition 79 86
are shown in Table 6. Wet Condition 71 79
5.5 Large Size Wheel Tracking Test under load which is assessed by the rut formed by
The test is useful in determining the susceptibility repeated number of passes. A view of sample and
of bituminous material to deform under repeated tested samples preparation machine and sliding
load. The susceptibility is assessed by the rut plates of large size wheel tracking machine are
formed through the repeated number of passes of a shown in Figs. 3 & 4 and the test results are shown
loaded wheel at constant pressure and temperature. in Table 7.
The European test standard available for the testing 6. Discussions and Conclusions
of sample using large wheel tracking is DIN EN
● Addition of 0.3% of Glass Fibers enhanced
12697-22 and the test standard used to prepare the
the performance of BC mix and gave appre-
specimen by roller compaction for further testing
ciable results.
is governed by DIN EN 12697-33.
● Glass Fiber not only increases the stability
The method of compaction provided by the roller
but also improves the indirect tensile strength
compactor is a kneading action which is caused
of bituminous mix.
due to the sliding plates placed over the sample
● Use of Glass Fiber in the bituminous mix
that gets compressed by the heavy weight roller.
increased the stability ratio by 8% whereas
The basic principle behind the compaction of
the indirect tensile strength ratio improved up
sample is ‘A given mass of bituminous mixture is
compacted in a rectangular mould of dimension to 11 % and is an indication that cracks will
50 cm x 18 cm x 5 cm under a load applied by be delayed in the mix prepared with Glass
a smooth steel roller fitted with pneumatic tyres Fiber.
(as stated in the code DIN EN 12697-33). The ● The number of passes for the fatigue life
kneading action is imparted to the mix by the cycle for the beam prepared with Glass
sliding plates placed over the mix. The smooth Fiber was found to be 2400 more as
steel roller rolls over theses plates with constant compared to that prepared with plain mix
speed and completes the process of compaction. In (i.e. without glass fibre) which shows an
order to provide maximum compaction, additional improvement by 40% (average of min 5
pressure can be applied to the machine that allows samples).
roller to exert more pressure on the sliding plates. ● With the addition of Glass Fiber, the rut depth
To prepare a composite section, a concrete slab (Hamburg Wheel Tracking Test) at 45ºC and
was casted of dimension 49 cm x 17.5 cm x 5 cm 20000 numbers of passes were found to be
and cracks (3-5 mm depth and 2-3 mm wide) were 39% less (average of min. 5 samples) which
developed on the top surface of slab using saw shows that sample with Glass Fiber is less
cutter. Theses cracks were developed in order to susceptible to rutting and hence will have
study the propagation of reflection cracks on the more life period than the roads made by plain
bituminous overlay and to determine the number bituminous mix.
of passes of large wheel tracking after which the ● The skid resistance of pavement got
cracks will be visible through naked eyes. increased by 9% and 12% in dry and wet
Total 3 samples were prepared, both having a condition respectively with the addition of
concrete slab followed by plain bituminous mix Glass fiber.
(one sample) and modified bituminous mix with ● Large size wheel tracking machine is
0.3% of Glass Fiber (two samples) were laid and beneficial in determining the propagation of
compacted. These composite sections were then reflection cracks on the surface of bituminous
placed under the Large Wheel Tracking Machine overlay laid over concrete surface. The Large
for further testing. The test was conducted as Size Wheel Tracking Machine can work for
per DIN EN 12697-22 i.e. test to determine the homogeneous as well as composite sections
susceptibility of bituminous materials to deform both and the results shows that it will take
Property Test Temperature Average Rut No. of Passes after Nature of Crack
(ºC) Depth (mm) which First Crack
Appeared
Without Glass 45 14.5 9000 Reflection Crack
Fiber
With Glass Fiber 45 8.2 16000 Reflection Crack
OBITUARY
The Indian Roads Congress expresses their profound sorrow on the demise of Late Shri P.C. Bhasin on
6th December, 2017 at Delhi. He was an active member of the Indian Roads Congress.
May his soul rest in peace
Notification No. 1
Amendment No. 1/IRC:5/November 2017
To
IRC:5-2015 “Standard Specifications and Code of Practice for Road Bridges,
Section-I General Features of Design” (Eighth Revision)
S. No. Clause No. For Read
Page No.
1 101.56 Wing wall is a splayed return wall, usually Wing wall is a splayed return wall, usually at
(Page 7) at 450 to the road embankment 45º to the road embankment
2 Page 13 – Add the following above table
104.1.4 Design Life
3 104.5 104.5 Span Configuration 104.5 Span Configuration
(Page 16) 105 Geometric Design Considerations Choice of a particular span arrangement
Choice of a particular span arrangement and the type of structure depends upon
and the type of structure depends upon several factors such as site characteristics,
several factors such as site characteristics, type of sub-soil strata, height and length
type of sub-soil strata, height and length of the bridge, riding quality, design and
of the bridge, riding quality, design constructability considerations, availability
and constructability considerations, of construction materials and technology etc.
availability of construction materials and In case of urban flyovers, considerations of
technology etc. In case of urban flyovers, aesthetics and other functional requirement
considerations of aesthetics and other like openness in inhabited portions, may
functional requirement like openness in have overriding effect for viaduct spans vis-
inhabited portions, may have overriding à-vis solid –fill portion for approaches.
effect for viaduct spans vis-à-vis 105 Geometric Design Considerations
solid–fill portion for approaches.
4 106.5.3.2 …..normal scour level. …..mean scour level.
(Page 22)
5 107.5 Wing walls for abridge can be splayed Wing walls for a bridge can be splayed
(Page 28) type, type,
Notification No. 2
Amendment No. 2/IRC:6/November, 2017
To
IRC:6-2017 “Standard Specifications and Code of Practice for Road Bridges,
Section; II Loads and Load Combinations” (Seventh Revision)
S. No. Clause No. For Read
Page No.
1 204.5.3 The SV Loading shall be considered to The SV Loading shall be considered to
(Page 22) ply close to centre of carriageway with a ply close to centre of carriageway with a
maximum eccentricity of 300 mm for single maximum eccentricity of 300 mm from
carriageway bridges or for dual carriageway C/L of carriageway, as shown in Fig. 6B for
bridges, as shown in Fig. 6B different situations.
3 204.5.4 During the passage of SV loading, no other During the passage of SV loading, no other
(Page 22) vehicle shall be considered to ply on the vehicle shall be considered to ply on the same
bridge. No wind, seismic, braking force and carriageway. No wind, seismic, temperature
dynamic impact on the live load need to be gradient, braking force and dynamic impact
considered as the SV shall move at a speed on the live load need to be considered as
not exceeding 5kmph over the bridge. For the SV shall move at a speed not exceeding
the load combination with special vehicle, 5 kmph over the bridge. For the load
the partial safety factor on live load for combination with special vehicle, the partial
verification of equilibrium and structural safety factor on SV load for verification of
strength under Ultimate Limit State and for equilibrium and structural strength under
verification of Serviceability Limit State Ultimate Limit State (Basic Combination)
shall be taken as 1.0. and for verification of Serviceability Limit
State (Rare Combination) shall be taken
as 1.15 and 1.0 respectively. For other
accompanying loads, partial safety factors
shall be taken from Annex-B
4 215.2 Effective bridge temperature for the location Effective bridge temperature for the
(Page 56) of bridge shall be estimated from the location of bridge shall be estimated from
iso-therms of shade air temperature given on the maximum and minimum shade air
Fig. 15 and 16…… temperature given in Annexure F. For
bridge locations other than the stations listed
in Annexure F, the values corresponding to
nearest station shall be used.
5 2) below Air shade temperature to be obtained from Shade air temperature to be obtained from
Table 15 Fig. 8 and 9 Annexure F
(Page 56)
6 Fig. 15 Chart showing Highest Maximum Delete
(Page 57) Temperature
7 Fig. 16 Chart showing Lowest Minimum Delete
(Page 58) Temperature
8 Under - New
ANNEXURE Annexure-F State wise Highest Maximum
and Lowest Minimum Temperature
9 Table B.4 Loads Combi- Combi- Seismic Accidental Loads Combi- Combi- Seismic Accidental
(Page 96) nation nation Combination Combination nation nation Combination Combination
(I) (2) (I) (2)
(1) (2) (3) (4) (5) (1) (2) (3) (4) (5)
2.1-a) – 1.5 1.3 0.75 (if 0.75 (if 2.1-a) 1.5 1.3 - 0.75 (if
Leading applicable) applicable) Leading applicable)
Loads or 0 or 0 Loads or 0
S. No. No. of Lanes & Carriageway Configuration Transverse Loading Position (Maximum Eccentricity)
Annexure – F Vishakhapatn
am (RS/RW)
42 15.8
(IRC:6-2017) Pasighat
Arunach
al 38.8 6
Pradesh
Sate-wise Higest Maximum and Lowest Minimum Dhubri
Temperature (Rupsi) 41.3 2.4
(Source: Climatological Normals 1981-2010, IMD,Pune)
(A)
Dibrugarh
Shade air (Mohanbari) 39.8 1
Temperature (A)
State Station (°C) Assam Guwahati
40.3 3
Max. Min. (Bhorjar) (A)
North
Car-Nicobar 38.1 10.9 39 2.7
Lakhimpur
Hut Bay 39.4 0.2 Rangia 39.4 6
Andama
Kondul 47.2 14 Silchar 39.4 5
n and
Long Island 43.1 14.6 Tezpur 45.7 5.6
Nicobar
Mayabandar 39 14 Bhagalpur 46.6 3.8
Island
Nancowry 39.2 13.9 Chaibasa 46.7 4.4
Port Blair 36.4 14.6 Chapra 46.6 2.4
Anantapur 44.1 9.4 Daltonganj 48.8 0
Arogyavaram 40.6 8 Darbhanga 44.1 0
Bapatla 47.4 11.1 Dehri 49.5 -1
Cuddapah 46.1 10 Dumka 48.5 1.9
Dolphine Gaya 49 1.2
Nose/CDR Hazaribagh 46.6 0.5
42.8 14.1 Bihar
Visakhapatna Jamshedpur 47.7 3.9
m Jamshedpur
Gannavaram 46.6 4.4
48.8 8.5 (A)
(A) Motihari 44.4 0
Kakinada 47.2 12 Muzaffarpur 44.5 2.2
Kalingapatan Patna (A) 46.6 1.4
46.9 10.3
am
Purnea 43.9 -0.2
Kavali 47.2 16.4
Andhra Ranchi(A) 43.4 0.6
Kurnool 45.6 6.7
Pradesh Sabaur 46.1 0.6
Masulipatna
47.8 13.2 Ambikapur 44.9 0.9
m
Bailaldila 39.4 4.6
Nandigama 47.1 9.3
Jagdalpur 46.1 2.8
Nandyal 48.2 9.2 Chattisg
Pbo Raipur 47 6.6
Narsapur 46.1 14.6 arh
Raipur 47.9 3.9
Nellore 46.7 11.1
Raipur
Nidadavolu 48.9 11.4 47.4 5.7
(Mana)
Ongole 47.4 14
Daman
Rentachintala 49.9 9.4 Diu 44 5
& Diu
Tirmalai 37.6 3.6 Dabolim
Tirupathy 45.2 12.9 38.2 13.6
(N.A.S.)
Tuni 47.5 13.9 Goa
Marmugao 38.4 12.2
Vishakhapatn Panjim 39.8 3.4
45.4 10.5
am
Kanniyakuma Bareilly
ri 39.4 18.6 P.B.O. 47.3 -1.3
Kodaikanal 29.3 0.6 Churk 49 -0.6
Karaikal 42 17.8 Etawah 48.6 0.4
Karaikudi 42.7 15.5 Faizabad 47.4 0.8
Koradacherry 42.6 15 Fatehgarh 48.8 2.1
Kudumiamala Fatehpur 48.1 -1.7
i 43.1 13.5 Gazipur 46.4 -0.5
Madurai 44.5 10.5 Gonda 49.9 0.1
Madurai (A) 43.4 14.6 Gorakhpur
Mettur Dam 42.4 13.1 (P.B.O) 49.4 1.7
Nagapattinam 42.8 15.6 Hamirpur 48.2 -1
Octacamund 28.5 -2.1 Hardoi 48.3 0.7
Palayamkotta Jhansi 48.2 0
i 44.9 16.3 Kanpur (A) 47.3 0.4
Pamban 38.9 17 Kheri-
Port Novo 43.5 13 Lakhimpur 47.6 0.5
Salem 42.8 11.1 Lucknow
Tanjavur 46.2 16.6 (Amausi) 47.7 -1
Tiruchirapalli Mainpuri 49.2 -1.7
(A) 43.9 13.9 Mathura 47.6 0
Tiruchi 42.4 16 Meerut 46.1 0
Tiruppattur 46.3 10.2 Moradabad 48.2 0
Tiruttani 48.6 10 Mukhim 36.3 -9
Tondi 40.4 15.7 Muzaffarnaga
Tuticorin 41.1 15.3 r 45 -2.6
Vedaranniya Najibabad 45.2 -2.9
m 40 14.8 Shahajahanpu
Vellore 45 8.4 r 46.2 0.6
Bhadrachalla Sultanpur
49.4 8.4
m (M.O.) 48 0
Hanamkonda 47.8 8.3 Varanasi 47.2 1
Hyderabad Varanasi
45.5 6.1
(A) (Babatpur) 48 0.3
Telangan Dehra Dun 43.9 -1.1
Khammam 47.2 9.4
a
Mahbubnagar 45.3 9.1 Mukteswar
Uttarakh
Medak 46.3 2.7 (Kumaun) 31.5 -7.8
and
Nalgonda 46.5 10.6 Pantnagar 45.6 -2.2
Nizamabad 47.3 4.4 Roorkee 47.4 -2.2
Ramgundam 47.3 7.5 Bagati 46.2 0.8
Agartala (A) 42.2 2 Balurghat 43.4 4.1
Tripura Kailashahar Bankura 47.4 0.8
(A) 42.2 2.4 Bankura
Agra 48.6 -2.2 (M.O.) 46.4 6.2
West Berhampore 48.3 3.9
Aligarh 49.5 0
Bengal
Allahabad 48.8 -0.7 Calcutta
Uttar (Alipur) 43.9 6.7
Bahraich 47.6 0.3
Pradesh Calcutta
Ballia 48 0
Banda 48.9 -0.8 (Dum Dum)
Barabanki 47 2 (A) 43.7 5
Notification No. 4
Amendments No. 1/IRC:24/November 2017
To
IRC:24-2010- “Standard Specifications and Code of Practice for Road Bridges,
Section-V, Steel Road Bridges” (Limit State Method)
(Third Revision)
● Drainage components
● Filler plates in bolted connection in double shear
Table (i) Charpey v-notch toughness Requirement of Different Steels as per IS:2062-2011
Grade Quality Max. Yield stress (MPa) CVN at Test Temperature
E 250 A, BR, B0, C 250 27
E 275 A, BR, B0, C 275 27
E 300 A, BR, B0, C 300 27
E 350 A, BR, B0, C 350 27
E 410 A, BR, B0, C 410 25
E 450 A, BR 450 20
Note: Test temperature for CVN values are 25ºC for BR, 0ºC for B0 and -20ºC for C grade.
502.2.3.1 Selection of steel
For the purpose of toughness evaluation, minimum service temperature zones are classified as given in
Table (ii).
Table (ii). Temperature Zone Classification for Charpy V-Notch Requirement
Minimum Service Temperature (ºC) Temperature Zone
Above 0ºC 1
0ºC to -17ºC 2
Below -18ºC 3
Based on notch toughness requirement, selection table for various types of steel confirming to IS:2062:2011
for different temperature zone, plate thickness and fracture critically of the components is given in
Table (iii).
Table (iii) Selection Table for Steel
GRADE Thickness FRACTURE CRITICAL NON-FRACTURE CRITICAL
(mm) ZONE 1 ZONE 2 ZONE 3 ZONE 1 ZONE 2 ZONE 3
E-250, E-275 t ≤ 100 BR B0 C BR BR B0
& E-300
E 350 t ≤ 50 BR B0 C BR BR B0
50 ≤ t ≤ 100 B0 C C BR B0 B0
E-410 t ≤ 100 C NP NP B0 C NP
E450 t ≤ 100 C NP NP B0 C NP
Note: i) NP – Not Permitted
ii) Charpy impact test shall be mandatory for using Quality BR
S. No. Clause No. For Read
Page No.
4 503.2.2.2. – New Sub-clause to 503.2.2.2.1 to clause 503.2.2.2
(Page 29) added as follows.
503.2.2.2.1 Limiting Stresses for Serviceability
(a) The nominal Stress due to bending Moment
Notification No. 5
Errata No. 6/IRC:112/November 2017
To
IRC:112-2011 – “Code of Practice for Concrete Road Bridges”
S. No. Clause No. For Read
Page No.
1 10.3.3.4 Sections having both bonded and Sections having both bonded and
(page 94) unbonded tendons shall be treated as unbonded tendons shall be treated as in
in Clause 10.3.3.3 making use to only clause 10.3.3 making use of only bonded
bonded tendons as reinforcement tendons as reinforcement.
Notification No. 6
Subject: Withdrawal of IRC Publications:IRC:SP:11-1984, IRC:SP:47-1998 & IRC:SP:57-2000
The Following publications of IRC have been amalgamated into IRC:SP:112-2017- “Manual for Quality Control
in Road & Bridge Works” which has been released by IRC - November, 2017.
i) IRC:SP:11-1984 “Handbook for Quality Control for Construction of Roads and Runways”
ii) IRC:SP:47-1998-“Guidelines for Quality Systems for Road Bridges”
iii) IRC:SP:57-2000- “Guidelines for Quality Systems for Road Construction”
Aforesaid 3 publications stand withdrawn with immediate effect.
Notification No. 7
Subject: Withdrawal of IRC:SP:94-2011 “Material Testing Facilities for Highway Sector in NCR”
The IRC:SP:94-2011 “Material Testing Facilities for Highway Sector in NCR” published by Indian Roads
Congress in 2011 stands withdrawn with immediate effect.
About saicpl
smart innovative infra solutions - working towards better tomorrow
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
(An ISO 9001-2008 Certified Company)
Indian Highways
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design. Volume : 46 Number : 1 Total Pages : 68
Sectors
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.
Water Resources : Including irrigation Flood Control, Ground water Dignitaries on dias at International Seminar on “Repair, Rehabilitation and Retrofitting of
exploration, Environmental and Social Aspects. Bridges & Structures” held on 15-16 December, 2017 at Jaipur, Rajasthan
BOT/Annuity : Including project identification, Detailed Survey, Feasibility
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in