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January, 2018
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Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
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Water Resources : Including irrigation Flood Control, Ground water Dignitaries on dias at International Seminar on “Repair, Rehabilitation and Retrofitting of
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Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
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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
Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
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
INSPECTION, REPAIR AND REHABILITATION OF BRIDGES
Routine Inspection of bridges is to determine obvious geometrical deficiencies which might

become a traffic hazard, if not attended early may lead to high maintenance and repair cost. The
routine inspection will rely mainly on visual assessment using conventional standard tools and
accessories. Inspection proforma and checklist for routine inspection are given in IRC:SP:35.
The frequency of routine inspection shall be at least once a year, preferably twice a year before
and after the monsoon. The routine inspection shall be carried out by competent and qualified
engineers.
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.
Selection of a repair material must be based on evaluation of damage, characteristics of the

repair material and local conditions. Repair material must be compatible with the concrete/steel
superstructure being repaired. A wide variety of materials differing in cost and performance
are today available for repair and maintenance of concrete. There are low viscosity polymers,
very rapid setting cement, special concrete for overlays, apart from Portland cement mortar or
concrete etc. The repair materials can be grouped into cementitious system, polymer system,
modified cementitious system, polymer concrete system and Reactive Thermosetting resign
system.
4 INDIAN HIGHWAYS│January 2018

From the Editor's Desk
Rehabilitation or strengthening of bridges may become necessary due to increase in traffic

loading, loss of prestress, ageing, weathering or deterioration due to environmental conditions
or construction deficiencies. Damages due to external causes like earthquake, floods leading to
foundation settlement are to be addressed. Rehabilitation of bridges is a complex job and needs
multi-disciplinary approach for taking various activities such as investigation, interpretation,
analytical studies, sensitivity analysis, formulation of repair/rehabilitation plan and meticulous
implementation during actual execution. An assessment of residual prestress by endoscopy is
needed prior to load test. A review of original design establishing details of as-build structure
and carrying out structure analysis for the present day design loads and current design codes. For
this purpose field investigation, for establishing cause of distress is proceeded by desk study of
original design and preliminary visual inspection.
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
INDIAN HIGHWAYS│January 2018 5

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Highlights
Highlights of International Seminar

on
“Repair, Rehabilitation and Retrofitting of Bridges &
Structures” held on 15-16 December, 2017 at
Jaipur (Rajasthan)
The Indian Roads Congress (IRC) in association with Indian National Group of IABSE and PWD,
Government of Rajasthan organized a two days International Seminar on “Repair, Rehabilitation and
Retrofitting of Bridges & Structures” on 15-16 December, 2017 at Jaipur, Rajasthan. Hon’ble Union
Minister of Road, Transport, Highways, Shipping and Water Resources, River Development & Ganga
Rejuveation, Shri Nitin Gadkari was the Chief Guest in special plenary session . Hon’ble Chief Minister of
Rajasthan, Smt Vasundhra Raje presided over the function. Hon’ble PWD Minister Shri Yunus Khan was
Guest of Honour for the Session. Shri Manoj Kumar, Director General (Road Development) & Special
Secretary, Ministry of Road Transport & Highways and Hon. Treasurer of IRC; Shri Alok, IAS, Principal
Secretary, Govt. of Rajasthan; Shri D.O. Tawade, Chairman, ING-IABSE & Member (Tech), NHAI;
Shri S.K. Nirmal, Secretary General, IRC; Shri C.L. Verma, Chief Engineer & Addl. Secretary, PWD,
Govt. of Rajasthan; Shri Anil Garg, Chairman, Local Organizing Committee & CE, NH, PWD, Govt. of
Rajasthan also shared the dais for the special plenary session.
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

Highlights
SOME GLIMPSES OF INTERNATIONAL SEMINAR

Highlights
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

Highlights
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.

Technical Paper
CALIBRATION AND VALIDATION OF VISSIM FOR URBAN

HETEROGENEOUS TRAFFIC
Ashalatha R1 Salini S2 Sreelekshmi S3
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

Technical Paper
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

Technical Paper
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
Driving Behaviour Parameters Default

Values
Average Standstill Distance(m) 2
Additive Part of Safety Distance 2
(bx_add)
Fig. 1 Methodology Adopted for the Present Study
Multiplicative Part of Safety Distance 3
(bx_mult) 5. DATA COLLECTION AND EXTRACTION
Minimum Headway (Front/Rear) 0.5 The ideal midblock section chosen for data
Minimum lateral distance at standing 1 collection for plotting desired speed distributions
(m) was located at Kesavadasapuram and Palayam,
Thiruvananthapuram, the Capital city of Kerala.
Minimum lateral distance at driving 1
The data collected during the peak hour was
(m)
used for validation. Data required for calibration
The next step involved was the modelling in and validation of stretches with bus stops were
VISSIM which included the calibration and collected from stretches at Pattom and Pettah (for
validation of the study sections to represent curbside bus stops) and at Pattoor and Narmada
typical Indian heterogeneous traffic conditions. (for bus bay) respectively. Data collection was
This involved determination of suitable values done using video graphy technique for one hour

Technical Paper
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).

Technical Paper
Table 3 Driving Behaviour Attribute Values in Different Trials for Vehicle Type-Car
Driving Behaviour Parameters Values in Different Trials Error values in Different

Trials (%)
1 2 3 4 1 2 3 4
Average standstill Distance (m) 0.35 0.65 0.95 1.2 14 15 15 17
Additive part of Safety Distance 0.5 0.8 1.1 1.4 11 12 12 13
Multiplicative part of Safety Distance 0.4 0.7 1 1.3 16 12 15 15
Minimum Headway (Front/Rear) (m) 0.35 0.55 0.85 1.3 10 14 16 16
Minimum lateral distance at standing (m) 0.2 0.5 0.8 1.1 7 13 14 16
Minimum lateral distance at driving (m) 0.35 0.65 0.95 1.3 11 12 14 17
Table 4 Driving Behaviour Attribute Values in Different Trials for Vehicle Type-Two Wheeler
Driving BehaviourParameters Values in Different Trials Error values in

Different Trials(%)
1 2 3 4 1 2 3 4
Average standstill Distance (m) 0.2 0.4 0.6 0.8 15 16 17 17
Multiplicative part of Safety Distance 0.5 0.7 0.9 1.1 14 15 15 15
Minimum lateral distance at standing (m) 0.1 0.4 0.7 1 9 10 12 14
Minimum lateral distance at driving (m) 0.25 0.6 0.9 1.3 10 12 14 16
Table 5 Driving Behaviour Attribute Values in Different Trials for Vehicle Type-Bus/Truck
Driving Behaviour Parameters Values in Different MAPE values in

Trials Different Trials
1 2 3 4 1 2 3 4
Average standstill Distance(m) 0.7 1.2 1.6 2 13 14 16 16
Minimum Headway (Front/Rear)(m) 0.3 0.5 0.7 0.9 10 9 10 10
Minimum lateral distance at standing(m) 0.3 0.7 1.1 1.4 14 16 17 17
Minimum lateral distance at driving(m) 0.5 0.8 1.2 1.5 7 9 11 13
Table 6 Driving Behaviour Attribute Values in Different Trials for Vehicle Type- Three Wheeler
Driving Behaviour Parameters Values in Different MAPE values in

Trials Different Trials
1 2 3 4 1 2 3 4
Average standstill Distance (m) 0.3 0.7 1 1.3 12 13 13 15
Minimum lateral distance at standing (m) 0.2 0.5 0.8 1.1 9 12 13 13
Minimum lateral distance at driving (m) 0.4 0.7 1 1.3 11 13 16 18

Technical Paper
Table 7 Calibrated Set of Driving Behaviour Parameters
Driving Behaviour Parameters Buses/ Cars TW 3W

Trucks
Average standstill Distance (m) 0.7 0.35 0.2 0.3
Additive part of Safety Distance 0.5 0.5 0.3 0.3
Multiplicative part of Safety Distance 0.8 0.7 0.5 0.5
Minimum Headway (Front/Rear) (m) 0.5 0.35 0.3 0.3
Minimum lateral distance at standing (m) 0.3 0.2 0.1 0.2
Minimum lateral distance at driving (m) 0.5 0.35 0.25 0.4
The simulation was run for a total period of Since the capacity values were within the limits
4200 seconds with an initial warm up time of observed in the literatures cited, it was concluded
300 seconds and final cooling time of 300 seconds that the input attributes including desired speed,
and 10 simulation runs were done. The observed acceleration and driving behavior parameters are
speeds and the simulated speeds were compared
appropriate to represent a typical four lane urban
and is shown in Fig. 2. It was found that simulated
road section.
speed values closely replicate the field observed
values with an average error of 3.11 %.
Fig. 3 Speed Flow Curve for Ideal Section
7. SIMULATION MODELS FOR

Fig. 2 Comparison of Observed Speeds and Simulated
MIDBLOCK SECTIONS WITH BUS
Speeds after Calibration of Ideal Midblock Section
BAY
6.2 Model Validation
A midblock section of four lane urban arterial with
Speed flow curve was plotted for the divided four bus bay of 45 m length was simulated. The influence
lane road stretch and the capacity was found to be
length considered for the study was adopted from
3250 pcu per hour per direction. The capacity value
a previous study conducted by Prakash (2012). It
determined from field observation by Prakash
was provided as an addition of 15 m length to the
(2012) on four lane divided urban arterials is 3034
pcu per hour. The speed flow curve obtained is length of bus stop (5 m before and 10 m after the
shown in Fig 3. bus stopping position). Desired speed distributions
were defined for VISSIM across the influence length
Simulation was also carried out for 100 percent
car composition. The capacity value obtained from of the bus bays for varying traffic flows(0-750 veh/
the corresponding speed flow curve was 3300 hr,750-1500 veh/hr and above 1500 veh/hr. The
cars per hour. The capacity value determined by desired speed distribution for the influence length
Arasan and Koshy (2004) on four lane divided is shown in Table 8. Fig. 4 gives the representation
urban arterials is 3250 cars per hour respectively. of the midblock section in VISSIM.

Technical Paper
Table 8 Desired Speed Distribution across Influence Length of Bus Bays
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
found that simulated speed values significantly

replicate the field observed values with an average
error of 3.03%.
Fig. 4 Representation of Curb Side Bus Stop in

VISSIM
Calibration of the VISSIM model of the midblock

stretch with bus bay was carried out to make
it compatible with the heterogeneous traffic Fig. 5 Comparison of Observed Speeds and Simulated
Speeds for Calibration of Midblock Sections
conditions using the data collected from Bus bay
with Bus Bay
bus stop on the Kawdiyar-Ambalamukku stretch
for one hour during the peak flow conditions. A
total flow of 2684 veh/h was recorded with 27%
cars, 51% two wheelers, 12% three wheelers
and 7% buses. The weighted average speed for
each category of vehicles were determined from
the output generated. The comparison of the
simulated and observed speeds is shown in Fig. 5.
While comparing the weighted average speed of
individual categories of vehicles, an error of 4%
was observed for two wheelers, while for three
wheelers, cars and buses the error values were 3%,
6% and 4% respectively. Thus it can be concluded Fig. 6 Comparison of Observed Speeds and Simulated
that the simulated speed values matches well with Speeds for Validation of Midblock Sections
the field observed values. with Bus Bay
The model was validated using data collected 8. MODELS FOR MIDBLOCK SECTIONS
during a different time period from the same WITH CURB SIDE BUS STOPS
stretch for one hour. A total flow of 2883 veh/h A model for midblock section of four lane with
was recorded with 35% cars, 48% two wheelers, curbside bus stop was simulated using parameters
9% three wheelers and 8% buses. The comparison obtained through VISSIM for ideal sections
of the simulated speeds and observed speeds after such as driving behavior parameters and desired
validation of the model is shown in Fig. 6. It was acceleration functions. A midblock section with

Technical Paper
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
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
Fig. 7 Representation of Curbside bus stop in VISSIM

Calibration of the desired speed functions of the Fig. 8 Comparison of Observed Speeds and Simulated
VISSIM model of the midblock stretch with curbside Speeds at Curbside Bus Stops after Calibration
bus stop was carried out to make it compatible
with the heterogeneous traffic conditions using
the data collected from a curb side bus stop in the
Kesavadasapuram-Pattom stretch for one hour
during the peak flow conditions. A total flow of
2640 veh/h was recorded with 48% cars,34% two
wheelers,14 % three wheelers and 4% buses. The
comparison of the simulated and observed speeds
is shown in Fig. 8. It was found that simulated
speed values are in close agreement with the field
observed values with an average error of 3.83 %.
Fig. 9 Comparison of Observed Speeds and Simulated
The model was validated using data collected Speeds during Validation
during a different time period from the same
stretch for one hour. A total flow of 2820 veh/h was 9. VARIATION OF SPEED ACROSS THE
recorded with 30% cars, 49% two wheelers,19 % MIDBLOCK
three wheelers and 2% buses The comparison of The variation of speed across the ideal midblock
the simulated speeds and observed speeds is shown section without any bus stop was determined by
in Fig. 9. It was found that simulated speed values dividing the total section into 8 sections of base
significantly replicate the field observed values length of about 15 m. The vehicle input given
with an average error of 5.7 %. ranged from 500 veh/h till 3000 veh/h. The vehicle

Technical Paper
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
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
Volume Weighted average speed at sections (km/hr)

(veh/h) 1 2 3 4 5 6 7 8
15 m section 0-15 15-30 30-45 45-60 60-75 75-90 15 m section
before Influence (m) (m) (m) (m) (m) (m) after Influence
Area Area
500 51.77 51.87 51.23 51.43 51.89 52.76 52.95 53.25
1000 49.91 48.04 47.85 49.47 50.44 50.82 51.00 52.13
1500 46.65 46.27 46.14 46.87 47.68 47.96 49.11 50.12
2000 38.44 38.24 37.11 38.57 38.88 39.28 41.65 42.35
2500 31.85 29.76 27.44 28.44 30.27 31.49 32.91 33.20
9.2 Varition of Speed Along Curbside Bus

Stop
The present study considered an additional length of
15 m on either side of the influence length adopted
from a previous study (Prakash, 2012) to determine
the speed variation of the traffic due to dwelling
of the buses at the bus stops. The simulation was
done by setting the data collection points across
the influence length at various positions to obtain
Fig. 10 Data Collection Points Along the Bus Bay the average stream speed of the traffic flow. The

Technical Paper
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
Volume Weighted Average Speed at Sections (km/h)

(veh/h) 1 2 3 4 5 6 7 8
15 m section 0-15 15-30 30-45 45-60 60-75 75-90 15 m section
before Influence (m) (m) (m) (m) (m) (m) after Influence
Area Area
500 47.22 44.94 43.73 43.43 44.12 45.34 45.88 48.89
1000 46.14 39.74 37.01 35.39 36.08 38.45 42.09 45.67
1500 41.53 31.34 28.67 28.10 29.43 32.12 35.82 42.43
2000 37.47 27.76 25.24 24.54 25.53 27.66 31.28 37.34
2500 28.86 22.54 19.51 18.50 20.05 23.10 27.01 29.16
It can be observed from Tables 11 and 12, that there
is change in average speed of vehicles travelling
along the curb side and bus bay bus stops. It can also
be seen that in the case of curb side bus stop, the
speed reduction is considerably large to an amount
of 28% when average speed in the influence area
of bus stop is compared with section 15 m before
and after the influence area is considered. While in
the case of bus bays, the values in Table 11 clearly
indicates that the buses stopped at bus bays are not
affecting the normal traffic as intense as in the case
of curb side bus stops.
10. EFFECT OF BUS DWELLING TIME
Fig. 11 Speed- Traffic Volume Plots for Various bus
Speed flow curves were considered in order to Dwelling Time Along Bus Bay
study the effect of bus dwelling time on capacity.
The dwell time was categorised into four ranges:
20 s, 30 s, 40 s and 50 s. The traffic flow was varied
for each of the dwell times till the capacity of the
road stretch was reached. The traffic composition
for which the simulation was done was the same
as that in case of ideal midblock section in case
of both bus bay as well as curb side bus stop.
Figs. 11 and 12 show the speed flow plots for
the midblock section with curbside bus stop.
Tables 13 and14 show the speed flow models for
each range of bus dwelling time in a curb side bus Fig. 12 Speed-Traffic Volume Plots for Various Bus
stop. Dwelling Time Along Curb Side Bus Stop

Technical Paper
Table 13 Speed Flow Models for Various Ranges of Dwelling Times at Bus Bay
Dwelling Model Developed Coefficient of Capacity Capacity

Time(s) Determination (veh/h) (pcu/h)
0 U = -0.011q + 61.12 0.85 2704 3155
20 U = -0.012q + 59.63 0.99 2504 2922
30 U = -0.012q + 58.53 0.97 2495 2912
40 U = -0.013q + 57.54 0.97 2474 2887
50 U = -0.012q + 54.97 0.98 2345 2774
Table 14 Speed Flow Models for Various Ranges of Dwelling Times at Curb side Bus Stop
Dwelling Model Developed Coefficient of Capacity Capacity

Time(s) determination (veh/h) (pcu/h)
0 U = -0.010q + 61.12 0.87 2704 3155
20 U = -0.014q + 53.32 0.96 2476 2889
30 U = -0.014q + 51.03 0.99 2390 2789
40 U = -0.0165q + 48.24 0.97 2256 2633
50 U = -0.012q+ 47.69 0.98 1748 2040
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

Technical Paper
It was observed that the capacities obtained

from simulation and the prediction curve were
comparable with an average percentage error of 3%
in case of busbays and with an average percentage
error of 6% in case of curbside bus stops. Hence, the
prediction curve developed can be used effectively
to determine the capacity.
Fig. 14 Speed Traffic Volume Plot Obtained for Various

Bus Arrival Frequencies at Curb side Bus Stops
Table 15 Comparison of Capacities Using Simulation and Prediction Curve 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
Bus Arrival Frequency Capacity from Prediction Capacity from Simulation

(buses/h) Curve (pcu/h) (Prakash,2012) (pcu/h)
2 3101 2909
4 3046 2883
6 2991 2848
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

Technical Paper
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.

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Technical Paper
USE OF GLASS FIBERS IN BITUMINOUS MIXES FOR RETARDATION

OF REFLECTION CRACKS IN COMPOSITE PAVEMENTS
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.
1. INTRODUCTION carry tensile loads as well as prevent formation

Composite pavement as an overlay had shown good and propagation of cracks. Glass Fibers are more
results and provided better level of performance effectively used against bending and thermal
both structurally and functionally as compared contraction against shear displacement.
to traditional flexible and rigid pavement, but the For this study, large size wheel tracking machine was
most critical failure, in composite pavement, is used to determine the susceptibility of bituminous
reflection cracking which is defined as the cracks mix to deform under load. A composite section was
that reflect on the surface of bituminous overlay laid prepared and was subjected to predefine number of
over jointed or severely cracked rigid or flexible passes through a wheel load assembly that applied
pavement. These cracks with time propagate and a load of 5000±50 N on the testing specimen. The
allow the water to penetrate the underlying layer rut depth and the number of passes after which
causing further damage to the bond or coating the crack appeared on top surface of bituminous
between bituminous overlay and existing pavement layer were noticed. Besides test fatigue cycle, rut
surface. In order to overcome this limitation, glass resistant, indirect tensile strength tests were also
fibres were used as they are crack barrier and conducted on bituminous mixes.
1
Principal Scientist &Head, F.P. Division,
2
Senior Principal Scientist, CSIR-CRRI, New Delhi
3
Director,
4
Student, SGSITS Indore

Technical Paper
2. LITERATURE REVIEW combined flakiness and elongation index was found

Jongeun Baek et al. (2010) carried out a study to be 19.04%, the aggregate impact value was
on the development of reflection crack in hot 16.76% with 8 % soundness and only 0.51% water
mix asphalt overlay laid over jointed concrete absorption value. The specific gravity of aggregate
pavement having crack on its top surface. Finite was found to be 2.72 for coarse aggregate and
element method was used to examine the behavior 2.24 for dust.
of traffic induced reflection crack on HMA overlay 3.2 Bitumen
with and without inter layer system. The inter layer
system comprises of sand mix and steel netting The bitumen of Grade VG 40 has been procured
with slurry seal and was checked to determine their from IOCL Mathura and was tested. The
effectiveness in controlling reflection cracking. penetration value was found to be 35 mm with a
softening point of 54ºC of the bitumen for its use
Abdelaziz Mahrez et al. (2003) investigated
in our study.
the properties of Glass Fiber reinforced in stone
mastic asphalt and concluded that the properties of 3.3 Glass Fiber
bituminous mix does get affected with the addition The properties of Glass Fiber is given below in
of Glass Fiber. The stiffness of mix is found to be Table 1.
decreasing as compared to original plain mix.
Table 1 Properties of glass Fibers used
R. Sathyamurthy et al. (1994) performed a study
to determine the mechanism of reflection crack in Property Test Value
the laboratory on bituminous overlay samples of Color (visual) White
slabs and beams using reflection crack simulator. Shape Rectangular
Geosynthetics was used as an admixture in
Fiber width (mm) 1.0
bituminous mix and then the tests were performed.
The geogrids of different mesh sizes were placed at Fiber Cut Length (mm) 10
20 mm from the bottom of the bituminous overlay Tensile Strength (MPa) 1400
mix and also placed along the interface with sand Modulus of Elasticity (MPa) 70000
asphalt treatment. The thickness of overlay was
Melting Point (ºC) > 300
adopted to be 50, 75 and 100 mm. It was observed
that the stresses and crack opening displacements Specific Gravity (g/cm3) 2.52
were less in the sample with Geosynthetics placed Moisture - (%) < 0.20
at 20 mm from bottom of the mix as compared Loss on Ignition - (%) < 0.25
to the bituminous concrete overlay in which
Non-Fibrous Material - (%) <1
Geosynthetics was placed at interface.
2.1 Objective and Scope of the Study 4. Bituminous and Concrete Mix
Design
The objective of the study is to use the glass fiber
in bituminous mixes to ascertain the efficacy of 4.1 Cement Concrete Mix Design
use of Glass fiber in bituminous mixes in terms of The concrete mix design was carried out as per
improvements in Fatigue life cycles and retardation IS 10262 and the proportion is as follows
of reflective cracking.
Cement: Fine aggregate: Coarse Aggregate:
3. TESTING OF MATERIALS AND Water: - 1: 2.18: 3.29: 0.3. Cement of OPC 43
MIXES grade was adopted and tested as per IS codes. The
The aggregates, Bitumen, glass fibre and cement Compressive Strength of cement after 28 days was
was used in this study, the properties of which are found to be 45 MPa.
mentioned below: 4.2 Compressive and Flexural Strength of
3.1 Aggregates Concrete
The aggregate adopted to carry out the work was The compressive strength of M40 concrete after
basalt. The tests performed and suitable results 28 days was found to be 45 MPa and the flexural
were achieve to carry on with the study. The strength was found to be 4.8 MPa after 28 days.

Technical Paper
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
S. No. Bitumen Average Gmm %VA %Vb % % Marshall Marshall Stability

by weight Gmb (gm/cc) VMA VFB Stability Flow (mm) Flow
of mix (gm/cc) (kg)
1 5.2 2.391 2.538 5.8 12.18 17.98 67.72 864 3.8 227
2 5.5 2.420 2.532 4.4 13.01 17.45 74.34 1016 4.0 225
3 5.8 2.412 2.517 3.2 13.85 17.05 81.22 976 4.4 222
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
Table 4 Beam Fatigue Test Results
Test Temperature Strain (µ Strain) No. of Cycles to Failure

Without Glass Fiber With Glass Fiber
25 500 60000 84000

Technical Paper
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

Technical Paper
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

Technical Paper
7000 more number of passes (i.e. around bituminous overlay.

75% more passes) of heavy load traffic to ● It was found that the rut depth (LSWT) got
propagate the reflection crack over cracked decreased by 43 % with the addition of Glass
concrete surface to reflect on the surface of Fiber.
Fig. 3 A view of Large Size Wheel Tracking Machine
Fig. 4 A view of Composite Samples after Wheel Tracking Test
Table 7 Large Size Wheel Tracking Test Results
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

Technical Paper
REFERENCES 10. Shukla, M., Tiwari, D. and Sitaramanjaneyulu,

1. Baek, J., (2010), “Modeling Reflective Cracking K., (2013), “Performance Characteristics of
Development in Hot-Mix Asphalt Overlays and Asphalt Concrete Mix Modified with Glass
Quantification of Control Techniques”, Fibres”, IJPC−International Journal of Pavements
Conference, São Paulo, Brazil.
2. Silva, H., (2008), “Study on the Use of
11. Ganesh, K. and Beli, S., (2013), “Studies on
Bituminous Mixtures Modified with Acrylic
Effect of Wheel Configuration-Temperature and
Fibres in Road Pavement Overlays”.
Type of Binder on Rutting Characteristics of
3. Montestruque, G., Rodrigues, R., Nods, M. and Bituminous Concrete Mix”, International Journal
Elsing, A., (2004), “Stop of Reflective Crack of Innovations in Engineering and Technology,
Propagation with the Use of Pet Geogrid as Vol. 2 Issue 1.
Asphalt Overlay Reinforcement”, 5th International 12. Kumar, S., Parveen, Dass, S. and Sharma, A.,
RILEM Conference, Limoges, France. (2013), “Guidelines on Composite Pavement-
4. Mahrez, A., Karim, R. and Katman, H., (2003), Design and Evaluation of Composite Pavements”,
“Prospect of using Glass Fiber Reinforced International Journal of Engineering Research and
Bituminous Mixes”, Journal of the Eastern Asia Development, Volume 6, Issue 2.
Society for Transportation Studies, Vol.5. 13. Manjunath, B., Supriya, C. and Dinesh, S., (2010),
5. Pais, J. and Pereira, P., (2000), “Evaluation of “Influence of the Fiber on Improving Mechanical
Reflective Cracking Resistance in Bituminous Properties of Bituminous Mixes”.
Mixtures” 14. Sathyamurthy, R. and Madhvesh, Y., (1994),
6. Zahran, S. and Fatani, M., (1999), “Glass Fiber “Studies on Reflection Cracking in Bituminous
Reinforced Asphalt Paving Mixture: Feasibil- Overlays with Geosynthetics”, 9th AAPA
ity Assessment”, JKAU: Eng. Sci., Vol. 11 no. 1, International Asphalt Conference.
pp. 85-98. 15. Beak, J., Al-Qadi, L. and Buttlar, W., (2008),
7. Lakshmi, S., Bakiya, P. and Kamraj, C., (2016), “Reflection Cracking Control Presentation”, North
“Study on the Effect of Coir Fibre in the Central Hot Mix Asphalt Conference.
Bituminous Concrete Mix”, IJSTE - International 16. Yao, H., You, Z., Li, L. and Goh, S., (2012),
Journal of Science Technology & Engineering, “Rheological Properties and Chemical Analysis
Volume 2, Issue 12. of Nanoclay and Carbon Microfiber Modified
Asphalt with Fourier Transform Infrared
8. Reddiyar, J., Vasani, M. and Shah, P., (2016),
Spectroscopy”, Construction and Building
“Pavement Evaluation and Application of Glass
Materials 38 (2013).
Fibres in Flexible Pavement”, IJEDR, Volume 4,
Issue 2. 17. MoRT&H 2013 Fifth Revision.
9. Ravikumar, R. and Shridhar, R., (2014), 18. IS 2386 (Part 1-5) “Mechanical Properties of
“Comparative Study of Reflection Cracking on Aggregate”.
Concrete Overlays Using FEM Package with 19. DIN EN 12697-22 Test Method for Hot Mix
Analytical Studies”, IOSR Journal of Asphalt: Wheel Tracking.
Mechanical and Civil Engineering (IOSR- 20. DIN EN 12697-33 Test method for Hot Mix
JMCE) e-ISSN: 2278-1684, p-ISSN: 2320-334X Asphalt: Specimen Prepared by Roller
PP. 59-62. Compactor.
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

Amendments
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)
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.

Amendments

Page No.
2 Fig. 6B Refer separate sheet attached for modified
(Page 22) Fig. 6B
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

Amendments
FIG. 6B : TRANSVERSE PLACEMENT OF SPECIAL VEHICLE
S. No. No. of Lanes & Carriageway Configuration Transverse Loading Position (Maximum Eccentricity)
1 Single Multi-Lane Undivided Carriageway

with Symmetrical Confguration with Footway
On Both Sides Or Without Footpath
2 Single Multi-Lane Undivided Carriageway

Having Unsymmetrical Confguration with
Footway on one Side
3 Dual Multi-Lane Carriageway with Central

Median & Structural Gap to Separate the Two
Carriageways (Catering to Multi-Lanes) with/
without Footpath with Independent Substructure
& Foundation

Median & Structural Gap to Separate the
Two Carriageways (Catering to Multi-Lanes)
with/without Footpath on Either Side with
Common Sub-Structure & Foundation for Dual
Carriageway

Median but without any Structural Gap to
Separate the Two Carriageways (Catering to
Multi-Lanes) with/without Footpath on Either
Side and with Common Sub-Structure &
Foundation for Dual Carriageway

Amendments
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

Amendments
Ahmedabad 47.8 2.2 Kupwara 37.6 -15.7

Amreli 46.2 1.6 Pehalgam 32.2 -18.6
Balsar ( Quazigund 35.7 -16.7
43.1 5.8
Valsad) Srinagar 38.3 -20
Baroda 46.7 -1.1 Agumbe 38 3.2
Baroda (A) 46.2 2.8 Bagalkote 42.8 7.8
Bhavnagar Balehonnur 39.2 6.7
47.3 0.6
(A) Bangaluru
38.9 7.8
Bhuj [Bangalore]
(Rudramata) 47.8 -0.2 Bangalore
38.3 8.8
(A) (A)
Deesa 49.4 2 Belgaum 41.9 6.7
Dohad 47 0 Belgaum
Gujarat 40.2 6.4
Dwarka 42.7 6.1 (Sambre) (A)
Idar 48.5 4.8 Bellary 44.7 7
Keshod (A) 45.5 3.6 Bidar 44 6.2
Naliya 44.6 0.4 Bijapur 44.9 5.6
New Kandla 47.1 4.4 Chickmagalur 37 10
Okha 39.8 10 Chitradurga 41.7 8.3
Porbandar Gadag 41.7 9.8
45.5 2 Karnatak
(A) Gulbarga 46.1 5.6
a
Rajkot (A) 47.9 -0.6 Hassan 37.8 5.6
Surat 45.6 4.4 Honavar 38.6 13.5
Vallabh Karwar 39.6 11.6
47.5 2
Vidyanagar Kolar Gold
39.7 9.4
Veraval 44.2 4.4 Field
Ambala 47.8 -1.3 Mandya 39.1 8
Bhiwani 46.8 0.4 Mangalore
39.8 15.9
Gurgaon 49 -0.4 (Bajpe) (A)
Haryana Hissar 48.8 -3.9 Mangalore
38.1 15.6
Karnal 49 -0.4 (Panambur)
Narnaul 48.4 -0.9 Mercara 36.2 4.8
Rohtak 47.2 -0.5 Mysore 39.4 8.6
Bhuntar (A) 40 -5.2 Raichur 45.6 7.3
Dharamshala 42.7 -1.9 Shimoga 44 6
Kalpa (GL) 32.4 -15.4 Shirali 38.9 14.3
Manali 35 -11.6 Tumkur 39 6
Himacha Alleppy
Nahan 43 -7.9
l Pradesh (Alappuzha) 39.9 13.8
Nauni / Solan 39 -3.6
Shimla 32.4 -12.2 Calikote /
Sundernagar 42.1 -2.7 Kozhicode 38.1 13.8
Una 45.2 -5.8 Cannanore
Badarwah 39.4 -10.8 (Kannur) 38.3 16.4
Banihal 36.3 -13.6 Kerala Cochin (N. A.
Batote 36.6 -7.2 S.) /Kochi 36.5 16.3
Jammu Karipur
Gulmarg 29.4 -19.8
and (Airport) 38.6 11.2
Jammu 47.4 0.6
Kashmir Kottayam 38.5 16
Kathua 48 -1.8
Katra 46.2 -1 Palakkad
Kukernag 34.9 -15.3 (Palghat) 41.8 14

Amendments
Punalur 40.6 12.9 Umaria 48.7 0

Thiruvananth Vidisha 49.1 0
apuram Ahmednagar 48.2 2.2
(Trivandrum) 38.3 16 Akola 47.8 2.2
Lakshad Agatti(A) 38 22.1 Akola (A) 47.7 4.4
weep Amini Divi 38.3 16.6 Alibagh 40.1 9.4
Islands Minicoy 36.7 16.7 Amravati 48.3 1.5
Alirajpur Aurangabad
(Jhabua) 46.2 0 (Chikalthana)
Bagratawa 47.2 1.5 (A) 43.6 1.2
Betul 48 -0.2 Baramati 43.8 5
Bhopal Bhira 49 5.1
(Bairagarh) 46 0.6 Bir (Beed) 47 4
Chhindwara 47.6 1.1 Brahmapuri 48.3 0.8
Damoh 49.8 1 Buldhana 44.2 4.4
Datia 48.5 0 Chandrapur
Dhar 47.1 3 (Chanda) 49.2 2.8
Ginabahar 46.1 -6.1 Dahanu 40.6 8.3
Guna 48 -2.2 Devgad
Gwalior 48.3 -1.1 (Devgarh) 43.1 14.1
Hoshangabad 47.1 1 Gondia 47.5 0.8
Indore 46 -2.8 Harnai 39.8 12.5
Jabalpur 46.7 0 Jalgaon 48.4 1.7
Jashpurnagar 42.5 -1.3 Jeur 46.6 2.2
Kannod 47.6 1.1 Kolhapur 42.3 8.6
Khajuraho 48.4 0.6 Maharas Mahabaleshw
Khandwa 47.6 0.2 htra ar 38.2 3.9
Khargone 47.9 0.2 Malegaon 46.7 -0.6
Madhya
Malanjkhand 45.5 0.6 Miraj
Pradesh
Mandla 46.8 0 (Sangali) 43 6.5
Narsinghpur 48.6 -1.4 Mumbai
Nimach 46.7 -1.1 (Colaba) 40.6 11.7
Nowgong 48.8 -1.7 Mumbai(Bom
Panna 47 -0.4 bay) (Santa
Pendra Road 46.7 1.7 Cruz) 42.2 7.4
Raisen 47.7 0 Nagpur
Rajgarh 48.3 6.4 (Mayo-
Rajnandgaon 46.7 1.7 Hospital) 47.7 7.3
Ratlam 45.5 2.5 Nagpur
Rewa 46.8 0.6 (Sonegaon) 47.8 3.9
Sagar 46.4 1.1 Nanded 46.7 3.6
Satna 47.8 0.4 Osmanabad 45.1 8
Seoni 45.2 2.8 Ozar(A) 43.9 0.4
Shajapur 47.2 -0.5 Parbhani 46.6 4.4
Sheopur 48.8 -2.2 Pune 43.3 1.7
Shivpuri 47.2 -4 Pusad 47.6 1.1
Sidhi 52.3 1 Ratnagiri
Thikri 47.5 0.5 (PBO) 40.6 11.5
Tikamgarh 47.5 -0.6 Satara 42.6 4.8
Ujjain 46 0 Sholapur 46 4.4

Amendments
Sironcha 48.2 4.5 Alwar 50.6 -0.8

Vengurla 40 6.2 Banswara 47.5 2.8
Wardha 48.4 4.3 Bharatpur 48.5 1.7
Yeotmal 46.6 6.2 Barmer 49.9 -1.7
Imphal/ Bhilwara 47.8 -0.3
Manipur
Tulihal(A) 36.1 -2.7 Bikaner(P.B.
Barapani 35.2 -3.4 O) 49.4 -4
Meghala Cherrapunji 31.1 -1 Chambal
ya Shillong /(Rawat
(C.S.O.) 30.2 -3.3 Bhatta Dam) 47.6 -1.1
Mizoram Aizwal 35.5 6.1 Chittorgarh 47.5 -0.1
New Delhi Churu 49.9 -4.6
Palam (A) 48.4 -2.2 Dholpur 50 -4.3
New New Delhi Ganganagar 50 -2.8
Delhi (Safdarjang) 47.2 -0.6 Jaipur
New Delhi (Sanganer) 49 -2.2
C.H.O 47.8 -0.4 Jaisalmer 49.2 -5.9
Angul 47.2 0 Jawai
Balasore 46.7 6.7 Bandh/Erinpu
Baripada 48.3 6.5 ra 48.1 -3.1
Bhawani Jhalawar 49.3 -0.6
Patna 48.5 4.5 Kota (A) 48.5 1.8
Bhubaneshwa Kota (PB-
r (A) 46.5 8.6 Micromet ) 47.4 2.1
Bolangir 49 1.6 Phalodi 49.6 -3.3
Chandbali 46.7 5.1 Pilani 48.6 -4
Orissa Cuttack 47.7 5.8 Sawai
Gopalpur 44 9.6 Madhopur 48 -1.2
Jharsuguda 49.6 6 Sikar 49.7 -4.9
Keonjhargarh 47.4 0.6 Udaipur 44.6 0.4
Paradip Port 42.4 9.6 Udaipur
Pulbani 44.6 -2.3 (Dabok) (A) 46.4 -1.3
Puri 44.2 7.5 Gangtok 29.9 -2.2
Sikkim
Sambalpur 49 3.6 Tadong 32.6 0
Sundergarh 47.6 1.6 Adiramapatin
Titlagarh 50.1 4 am 43 15.6
Pondicherry 45.5 15.1 Ariyalur 49.6 13
Pondiche Chennai
Pondicherry
rry (Minambakka
(M.O) 43.1 16.2
Amritsar m) (A) 49.1 15.7
(Rajasansi) 47.8 -3.6 Chennai
Kapurthala 47.7 0 Tamil (Nungambak
Ludhiana 46.6 -1.7 Nadu kam) 45 13.9
Punjab Ludhiana Coimbatore
(P.A.U.) 46.6 -1.6 (Pilamedu) 42.6 12.2
Patiala 47 -0.9 Coonoor 29.6 -0.5
Patiala Cuddalore 43.3 8
(Rs/Rw) 47 -0.1 Dharmapuri 41.4 10.6
Rajastha Abu 40.4 -7.4 Erode 42.8 13
n Ajmer 47.4 -2.8 K. Paramathy 45.4 13.4

Amendments
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

Digha 42 7.6
Diamond
Amendments Harbour 43 8.2
Haldia 40.9 9.1
Jalpaiguri 40.9 2.2
Canning 42.5 7.6 Kalimpong 34.1 -0.6
Contai 43.8 7.7 Krishnanagar 46.1 0.9
Cooch Behar Malda 45 3.9
(A) 41 3.3 Midnapore 47.2 0.6
Darjeeling 28.5 -7.2 Purulia 46.3 3.8
Digha 42 7.6 Sagar Island 40 7.2
Diamond Sandheads 40.4 9.2
Harbour 43 8.2 Shanti-
Haldia 40.9 9.1 Niketan 47 5
Jalpaiguri 40.9 2.2 Ulberia 43.5 6.6
Kalimpong 34.1 -0.6
Krishnanagar 46.1 0.9 A-Airport
Malda 45 3.9
Midnapore 47.2 0.6
Purulia 46.3 Notification
3.8 No. 3
Sagar Island 40 7.2
SandheadsAmendment
40.4 No.9.2
5/IRC:112/November 2017
Shanti- To
IRC:112-2011 “Code of Practice for Concrete Road Bridges”
Niketan 47 5
Ulberia 43.5 6.6
A-Airport Page No.
1 Section 1 - New Annexure
Contents A-7 Average Annual Relative Humidity
Nominated
Annexure A-7
(Page vi)
2 Foot Note under 3. Relative humidity mentioned in 3. Relative humidity mentioned in Table 6.9
Table 6.9 the above table is defined as average is defined as average annual relative humidity
(Page 47) annual relative humidity (RH) of the (RH) of the atmosphere.
atmosphere. Annexure A-7 which shows the maximum
and minimum value of relative humidly
may be referred to. The mean of the values
corresponding to a respective station as shown
in Table A-7 shall be used as average annual
relative humidity.
For bridge locations other than the stations
given in Table A-7, values corresponding to
nearest station shall be used.
3 Clause 10.2.2.1 In case of direct support [Fig. 10.1 In case of direct support [Fig. 10.1 (b)], a fan
(Page 81) (b)], a fan like compression field like compression field exists. When structure
exists. In area, confined by the beam is subjected to predominantly uniformly
end and the steepest inclination distributed loads, in area, confined by the
(θmax = 45º) of the compression field, beam end and the steepest inclination (θmax=
no shear reinforcement is required. 45º) of the compression field (generally
(It is however, customary to extend within a distance equal to effective depth from
the shear reinforcement at section 'A' centre of support), no shear reinforcement is
in this region also). required.

Amendments

Page No.
In area, confined by the steepest For concentrated loads the steepest inclination
(θmax) and the lowest inclination may the taken as 26.5º (measured with respect
(θmin) of compression field [θmin to vertical face of beam end, generally within a
is set at the chosen design angle distance of half the effective depth from centre
of compression strut (θ), as per of support) and for loads within this distance no
Clause 10.2.2.2], no shear shear reinforcement is required. It is however,
reinforcement is required for loads necessary to extend the shear reinforcement
acting within that area, as these loads up to the support from the section within this
are carried to supports by the direct region 'A' (distance d or half of d, as the case
compressive strut. The horizontal may be) and provide tensile reinforcement for
components of this internal resisting the horizontal components of these
compressive forces shall be provided internal compressive forces in addition to the
by tensile steel in addition to the steel steel provided for bending.
needed for bending.
4 10.2.3 (1) In case of direct support, shear force In case of direct support, shear force VNS
(Page 84) VNS acting at section 'd' (effective acting at section d (effective depth) away
depth) away from support may be used from centre of support, when the member is
for design of shear reinforcement. subjected predominately uniformly distributed
For checking crushing of concrete load and at a distance d/2 away when member
compression strut VNS shall be taken is subjected to concreted loads - may be
at the face of support. used for design of shear reinforcement in the
region between support to d or support to d/2
as the case may be. For checking crushing of
concrete compression strut VNS shall be taken
at the centre of the support.
5 10.3.3.2 z = lever arm can be taken as 0.9d for z ( lever arm )can be taken as 0.9d for RCC
(Page 91) RCC section and to be calculated for section and to be calculated for PSC section.
PSC section. For sections which are under full compression
under moment, and the compressive force in
the less compressive chord is at least equal to
ΔFtd – 1/3 of compressive force in the web, z
shall be taken as 0.9 times of total depth.
For calculating the compressive force in the
less compressive chord, the area of this chord
shall be assumed as follows.
(a) in case of box girder the area of soffit
(b) in case of T beam with bulb, the area of
bulb
(c) in case of voided slabs the soffit area( area
below void)
(d) in case there is no defined chord is
available for less compressive chord then it
shall be taken as zero e. g. T Beam without
bulb

Amendments

Page No.
6 15.3.1.1 (3) – (3) In case of post tensioned bonded cables,
(Page 162) the minimum horizontal and vertical clear
spacing of cables as given in Fig. 15.9 shall
be followed for major lengths of the cables.
These requirements can be relaxed locally
near transition lengths of the cable, provided
the minimum clear spacing between the
adjacent cables along the line joining the
centers of two cables is maintained as Min
[φduct or 50mm].
Annexure-A-7 (IRC:112-2011) S. No. Station Average Annual

Relative
Table A-7 :State-Wise Average Annual Relative Humidity (%)
Humidity
I II
(Source: Climatological Normals 1981-2010, issued
14 Kurnool 67 42
by Indian Meteorological Department, Pune)
15 Mahbubnagar 66 50
S. No. Station Average Annual
16 Masulipatnam 77 68
Relative
Humidity (%) 17 Medak 66 49
I II 18 Nalgonda 75 51
ANDAMAN & NICOBAR ISLANDS 19 Nandigama 77 54
1 Car-Nicobar 79 82 20 Nandyal 71 50
2 Hut Bay 81 82 21 Narsapur 82 70
3 Kondul 85 86 22 Nellore 76 62
4 Long Island 80 83 23 Nidadavolu 84 68
5 Mayabandar 83 83 24 Nizamabad 67 47
6 Nancowry 81 83 25 Ongole 75 60
7 Port Blair 77 80 26 Ramgundam 71 52
ANDHRA PRADESH 27 Rentachintala 76 55
1 Anantapur 68 43 28 Tirmalai 76 69
2 Arogyavaram 72 48 29 Tirupathy 70 51
3 Bapatla 80 67 30 Tuni 74 67
4 Bhadrachallam 78 60 31 Vishakhapatnam 73 68
5 Cuddapah 67 49 32 Vishakhapatnam (RS/RW) 73 74
6 Dolphine Nose/CDR Visakhapatnam 78 - ARUNACHAL PRADESH
7 Gannavaram(A) 78 59 1 Pasighat 77 77
8 Hanamkonda 72 61 ASSAM
9 Hyderabad(A) 68 46 1 Dhubri (Rupsi){A} 80 73
10 Kakinada 77 66 2 Dibrugarh / Mohanbari (A) 80 76
11 Kalingapatanam 80 77 3 Gauhati(A) (Bhorjar) 81 72
12 Kavali 75 64 4 North Lakhimpur 80 78
13 Khammam 73 52 5 Rangia 77 -

Amendments
S. No. Station Average Annual S. No. Station Average Annual

Relative Relative
Humidity (%) Humidity (%)
I II I II
6 Silchar 85 73 5 Baroda (A) 70 45
7 Tezpur 81 74 6 Bhavnagar (A) 64 44
BIHAR 7 Bhuj (Rudramata)(A) 73 41
1 Bhagalpur 78 65 8 Deesa 68 39
2 Chaibasa 68 54 9 Dohad 70 41
3 Chapra 74 58 10 Dwarka 80 70
4 Daltonganj 72 53 11 Idar 55 36
5 Darbhanga 64 65 12 Keshod(A) 69 46
6 Dehri 69 58 13 Naliya 76 52
7 Dumka 68 60 14 New Kandla 72 51
8 Gaya 71 54 15 Okha 76 71
9 Hazaribagh 69 59 16 Porbandar (A) 72 57
10 Jamshedpur 72 63 17 Rajkot(A) 71 38
11 Jamshedpur (A) 70 56 18 Surat 73 53
12 Motihari 77 - 19 VallabhVidyanagar 77 50
13 Muzaffarpur 73 71 20 Veraval 73 72
14 Patna(A) 74 60 HARYANA
15 Purnea 80 71 1 Ambala 74 52
16 Ranchi(A) 66 55 2 Bhiwani 69 50
17 Sabour 77 63 3 Gurgaon 68 48
CHHATTISGARH 4 Hissar 72 46
1 Ambikapur 70 54 5 Karnal 73 55
2 Bailaldila 71 - 6 Narnaul 56 46
3 Jagdalpur 74 58 7 Rohtak 69 50
4 Pbo Raipur 67 51 HIMACHAL PRADESH
5 Raipur 63 49 1 Bhuntar(A) 80 48
6 Raipur(Mana) 61 46 2 Dharmsala 64 63
DAMAN & DIU 3 Kalpa (GL) 59 49
1 Diu 66 66 4 Manali 78 64
GOA 5 Nahan 70 64
1 Dabolim (N.A.S.) 77 69 6 Nauni / Solan 68 54
2 Marmugao 79 74 7 Shimla 60 65
3 Panjim 82 71 8 Sundernagar 83 54
9 Una 77 59
GUJARAT JAMMU & KASHMIR
1 Ahmedabad 67 41 1 Badarwah 73 58
2 Amreli 69 39 2 Banihal 72 52
3 Balsar ( Valsad) 77 65 3 Batote 67 60
4 Baroda 70 42 4 Gulmarg 73 67

Amendments

Relative Relative
I II I II
5 Jammu 71 56 3 Cannanore 79 73
6 Kathua 75 - 4 Cochin (N. A. S.) 83 73
7 Katra 66 61 5 Karipur (Airport) 80 71
8 Kukernag 72 65 6 Kottayam 84 72
9 Kupwara 85 64 7 Palakkad (Palghat) 81 61
10 Pehalgam 83 66 8 Punalur 87 66
11 Quazigund 79 59 9 Thiruvananthapuram (Trivandrum) 83 73
12 Srinagar 79 56 LAKSHADWEEP
KARNATAKA 1 Agatti(A) 77 73
1 Agumbe 89 82 2 AminiDivi 82 75
2 Bagalkote 74 60 3 Minicoy 82 75
3 Balehonnur 85 - MADHYA PRADESH
4 Bangalore /Bangaluru 80 52 1 Alirajpur (Jhabua) 56 50
5 Bangalore /Bangaluru (A) 81 52 2 Bagratawa 61 46
6 Belgaum 75 - 3 Betul 70 50
7 Belgaum Samra(A) 74 53 4 Bhopal (Bairagarh) 60 43
8 Bellary 65 47 5 Chhindwara 70 52
9 Bidar 67 52 6 Damoh 62 -
10 Bijapur 71 47 7 Datia 65 52
11 Chickmagalur 74 62 8 Dhar 70 60
12 Chitradurga 74 49 9 Ginabahar 66 55
13 Gadag 73 45 10 Guna 62 43
14 Gulbarga 62 41 11 Gwalior 63 46
15 Hassan 82 63 12 Hoshangabad 65 47
16 Honavar 81 72 13 Indore 60 40
17 Karwar 80 72 14 Jabalpur 65 48
18 Kolar Gold Field 75 54 15 Jashpurnagar 66 58
19 Mandya 81 57 16 Kannod 67 50
20 Mangalore (Panambur) 84 73 17 Khajuraho 65 45
21 Mangalore / Bajpe (A) 82 70 18 Khandwa 59 37
22 Mercara 88 76 19 Khargone 68 62
23 Mysore 82 61 20 Malanjkhand 69 54
24 Raichur 59 42 21 Mandla 69 54
25 Shimoga 81 58 22 Narsinghpur 67 46
26 Shirali 81 75 23 Nimach 60 43
27 Tumkur 71 48 24 Nowgong 68 51
KERALA 25 Panna 61 52
1 Alleppy 86 78 26 Pendra Road 64 53
2 Kozhicode 83 75 27 Raigarh 67 52

Amendments

Relative Relative
I II I II
28 Raisen - - 22 Miraj (Sangali) 78 51
29 Rajgarh 62 43 23 Mumbai(Colaba) 81 71
30 Rajnandgaon 68 53 24 Mumbai(Bombay) (Santa Cruz) 74 63
31 Ratlam 63 41 25 Nagpur (Mayo-Hospital) - -
32 Rewa 61 54 26 Nagpur (Sonegaon) 62 47
33 Sagar 59 45 27 Nanded 66 43
34 Satna 65 47 28 Osmanabad 68 54
35 Seoni 63 55 29 Ozar(A) 67 44
36 Shajapur 61 43 30 Parbhani 62 44
37 Sheopur 69 47 31 Pune 74 47
38 Shivpuri 61 47 32 Pusad 63 46
39 Sidhi 66 47 33 Ratnagiri(PBO) 74 69
40 Thikri 65 - 34 Satara 73 51
41 Tikamgarh 65 60 35 Solapur 67 38
42 Ujjain 69 42 36 Sironcha 71 52
43 Umaria 70 54 37 Vengurla 82 68
44 Vidisha 73 50 38 Wardha 61 47
MAHARASHTRA 39 Yeotmal 56 44
1 Ahmednagar 65 48 MANIPUR
2 Akola 61 42 1 Imphal/ Tulihal(A) 78 70
3 Akola(A) 60 41 MEGHALAYA
4 Alibag 80 71 1 Barapani 78 -
5 Amravati 64 51 2 Cherrapunji 75 83
6 Aurangabad (Chikalthana)(A) 64 45 3 Shillong (C.S.O.) 70 84
7 Baramati 61 39 MIZORAM
8 Bhira 84 63 1 Aizwal - -
9 Bir (Beed) 69 45 NEW DELHI
10 Brahmapuri 68 49 1 New Delhi Palam (A) 68 45
11 Buldhana 63 44 2 New Delhi (Safdarjang) 68 46
12 Chandrapur (Chanda) 67 48 3 New Delhi C.H.O 70 47
13 Dahanu 73 70 ORRISA
14 Devgad (Devgarh) 78 73 1 Angul 72 60
15 Gondia 66 50 2 Balasore 72 71
16 Harnai 71 75 3 Baripada 77 70
17 Jalgaon 68 43 4 Bhawani Patna 65 54
18 Jeur 68 46 5 Bhubaneshwar (A) 77 67
19 Kolhapur 78 55 6 Bolangir 69 58
20 Mahabaleshwar 69 69 7 Chandbali 79 72
21 Malegaon 64 40 8 Cuttack 78 65

Amendments

Relative Relative
I II I II
9 Gopalpur 81 78 20 Pilani 66 42
10 Jharsuguda 67 51 21 SawaiMadhopur 63 42
11 Keonjhargarh 70 61 22 Sikar 57 43
12 Paradip Port 81 79 23 Udaipur 65 -
13 Pulbani 77 66 24 Udaipur (Dabok)(A) 62 39
14 Puri 80 78 SIKKIM
15 Sambalpur 72 58 1 Gangtok 86 83
16 Sundergarh 70 62 2 Tadong 81 73
17 Titlagarh 65 60 TAMILNADU
PONDICHERRY 1 Adiramapatinam 77 73
1 Pondicherry 77 76 2 Ariyalur 73 61
2 Pondicherry (M.O) 81 75 3 Chennai (Minambakkam) (A) 74 65
PUNJAB 4 Chennai (Nungambakkam) 76 69
1 Amritsar (Rajasansi) 77 52 5 Coimbatore (Pilamedu) 80 54
2 Kapurthala 79 70 6 Coonoor 69 -
3 Ludhiana 73 51 7 Cuddalore 78 71
4 Ludhiana P.A.U. 76 54 8 Dharmapuri 71 52
5 Patiala 78 57 9 Erode 67 56
6 Patiala (Rs/Rw) 78 58 10 K. Paramathy 78 54
RAJASTHAN 11 Kanniyakumari 75 74
1 Abu 66 53 12 Kodaikanal 73 81
2 Ajmer 55 34 13 Karaikal 79 73
3 Banswara 62 43 14 Koradacherry 81 65
4 Bharatpur 68 49 15 Kudumiamalai 73 49
5 Barmer 59 32 16 Madurai 74 -
6 Bhilwara 65 - 17 Madurai (A) 69 50
7 Bikaner(P.B.O) 56 30 18 Mettur Dam 69 45
8 Chambal /(RawatBhatta Dam) 61 41 19 Nagapattinam 78 71
9 Chittorgarh 66 42 20 Octacamund 77 75
10 Churu 62 34 21 Palayamkottai 74 60
11 Dholpur 57 50 22 Pamban 76 73
12 Ganganagar 70 43 23 Port Novo 82 72
13 Jaipur (Sanganer) 58 36 24 Salem 75 52
14 Jaisalmer 60 31 25 Tanjavur 80 58
15 JawaiBandh/Erinpura 66 45 26 Tiruchirapalli (A) 73 50
16 Jhalawar 66 43 27 Tiruchi 85 -
17 Kota (A) 53 35 28 Tiruppattur 77 62
18 Kota (PB-Micromet) 55 37 29 Tiruttani 72 57
19 Phalodi 59 33 30 Tondi 76 76

Amendments

Relative Relative
I II I II
31 Tuticorin 77 73 26 Moradabad 79 65
32 Vedaranniyam 80 74 27 Mukhim 64 59
33 Vellore 78 55 28 Muzaffarnagar 74 53
TRIPURA 29 Najibabad 76 55
1 Agartala(A) 79 75 30 Shahajahanpur 75 59
2 Kailashahar(A) 83 75 31 Sultanpur (M.O.) 78 64
UTTARAKHAND 32 Varanasi 72 57
1 Dehra Dun 73 61 33 Varanasi (Babatpur) 71 55
2 Mukteswar (Kumaun) 62 69 WEST BENGAL
3 Pantnagar 76 60 1 Bagati 82 71
4 Roorkee 74 56 2 Balurghat 78 74
UTTAR PRADESH 3 Bankura 69 68
1 Agra 70 51 4 Bankura (M.O.) 78 68
2 Aligarh 71 55 5 Berhampore 79 70
3 Allahabad 68 53 6 Calcutta (Alipur) 77 69
4 Bahraich 74 59 7 Calcutta (Dum Dum) (A) 75 68
5 Ballia 77 66 8 Canning 79 73
6 Banda 66 54 9 Contai 79 77
7 Barabanki 73 59 10 Cooch Behar (A) 80 72
8 Bareilly P.B.O. 76 56 11 Darjeeling 85 84
9 Churk 67 59 12 Digha 79 76
10 Etawah 73 59 13 Diamond Harbour 82 76
11 Faizabad 74 - 14 Haldia 78 73
12 Fatehgarh 70 60 15 Jalpaiguri 83 78
13 Fatehpur 69 63 16 Kalimpong 88 89
14 Gazipur 71 61 17 Krishnanagar 72 66
15 Gonda - - 18 Malda 72 64
16 Gorakhpur(P.B.O) 76 61 19 Midnapore 70 66
17 Hamirpur 69 55 20 Purulia 71 59
18 Hardoi 73 57 21 Sagar Island 80 78
19 Jhansi 62 45 22 Sandheads 79 77
20 Kanpur (A) 73 54 23 Shanti-Niketan 76 65
21 Kheri- Lakhimpur 78 58 24 Ulberia 86 74
22 Lucknow (Amausi) 72 55
23 Mainpuri 76 59 Notes:
24 Mathura 65 58 I – corresponds to observation at 0830 IST
25 Meerut 76 - II –corresponds to observation at 1730 IST

Amendments
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)

Page No.
1. ANNEXURE WORKING STRESS DESIGN ANNEXURE G referring to WORKING STRESS
G, (based on IRC:24-2001) DESIGN Stands Withdrawn
(Page 202)
2. 502.2.2.2 The principal mechanical properties of the The principal mechanical properties of the structural
(Page 24) structural steel important in design are the steel important in design are the yield stress, fy,
yield stress, fy, the tensile or ultimate stress, the tensile or ultimate stress, fu, the maximum
fu, the maximum per cent elongation on per cent elongation on standard gauge length and
standard gauge length and notch toughness. notch toughness. Except for notch toughness, other
Except for notch toughness, other properties properties are determined by conducting tensile
are determined by conducting tensile tests tests on samples cut from the plates, sections etc.,
on samples cut from the plates, sections etc., according to IS 1608. Refer to IS:2062-2011 for
according to IS 1608. For notch toughness test notch toughness of different grades of steel.The notch
IS 1499 may be referred. toughness requirement of steels to be used in bridges
is presented in new Clause 502.2.2.3.
3 502.2.2.3 – New Clause 502.2.2.3 introduced after clause
(Page 24) 502.2.2.2, as illustrated below
502.2.2.3 Fracture toughness requirement (Refer Sl. No. 3 above)

In order to avoid brittle fracture, the steel members and joining parts material should be selected to have
adequate fracture toughness taking into account the following:
a) Design minimum service temperature of the part
b) Fracture criticality of the member/part
c) Type of the steel (Grade & quality) and construction detail used in the part
d) Thickness of the stress carrying part.
The provisions of this clause shall apply irrespective of fatigue assessment requirement for a part as per
Clause 511 of IRC:24. The charpy V-notch toughness of different types of steel as per IS:2062:2011 are
given in Table (i). For other grades of steels, reference may be made to the relevant codes. It shall be
established (either based on experimental evidence or specialist literature) that steel proposed to be used
in a bridge/part will be able to sustain number of design cycles for design stress range at minimum service
temperature of the part. Minimum service temperature shall be as specified in clause 215 of IRC:6, viz.,
(i) -35ºC for snow bound areas and (ii) minimum shed air temperature – 10ºC for other areas.
Steel selected as per the guidelines given in clause 502.2.3.1 shall be deemed to satisfy the requirement
of this clause.
Unless indicated otherwise in the contract plans, Charpy V-notch toughness requirement are not mandatory
for the following items.
● Intermediate transverse web stiffeners not serving as connecting plates
● Bearings, sole plates, masonry plates
● Expansion plates

Amendments
● 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
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

Amendments
(b) The Nominal Stress due to Shear
(c) Combined Stress
(d) The Nominal Stress range due to frequent load

combination should be limited to 1.5fy / γm,ser
Note:
a) Where relevant the above checks should
include additional stresses from transverse
load.
b) The value of γm shall be taken as 1.0.
c) For global analysis the effect of plate buckling
on the stiffness may be ignored when the ef-
fective cross-sectional area of an element in
compression is larger than 50% of the gross
cross-sectional area of the same element.
5 509.7.2.4, tw = minimum required web thickness for tw = minimum required web thickness
(Page 104) spacing using tension field action, as given in
clause 509.4.2.1
Notification No. 5
Errata No. 6/IRC:112/November 2017
To
IRC:112-2011 – “Code of Practice for Concrete Road Bridges”
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.

MoRTH Circular

MoRTH Circular

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

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January, 2018
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Highways Bridges Waterways Railways Sewage Treatment Plant

Highways : Including Access Controlled Expressway and upgradation of

Metro-Rail Services : Including design of underground and elevated metro

Traffic & Transportation and intelligent Transport System - Including

Urban Infrastructure Development : Including preparation of Plans,

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

INSPECTION, REPAIR AND REHABILITATION OF BRIDGES

Routine Inspection of bridges is to determine obvious geometrical deficiencies which might

Selection of a repair material must be based on evaluation of damage, characteristics of the

4 INDIAN HIGHWAYS│January 2018

Rehabilitation or strengthening of bridges may become necessary due to increase in traffic

INDIAN HIGHWAYS│January 2018 5

6 INDIAN HIGHWAYS│January 2018

INDIAN HIGHWAYS│January 2018 7

8 INDIAN HIGHWAYS│January 2018

Highlights of International Seminar

INDIAN HIGHWAYS│January 2018 9

SOME GLIMPSES OF INTERNATIONAL SEMINAR

10 INDIAN HIGHWAYS│January 2018

INDIAN HIGHWAYS│January 2018 11

12 INDIAN HIGHWAYS│January 2018

CALIBRATION AND VALIDATION OF VISSIM FOR URBAN

Ashalatha R1 Salini S2 Sreelekshmi S3

INDIAN HIGHWAYS│January 2018 13

14 INDIAN HIGHWAYS│January 2018

Driving Behaviour Parameters Default

INDIAN HIGHWAYS│January 2018 15

16 INDIAN HIGHWAYS│January 2018

Driving Behaviour Parameters Values in Different Trials Error values in Different

Driving BehaviourParameters Values in Different Trials Error values in

Driving Behaviour Parameters Values in Different MAPE values in

Driving Behaviour Parameters Values in Different MAPE values in

INDIAN HIGHWAYS│January 2018 17

Table 7 Calibrated Set of Driving Behaviour Parameters

Driving Behaviour Parameters Buses/ Cars TW 3W

Fig. 3 Speed Flow Curve for Ideal Section

7. SIMULATION MODELS FOR

18 INDIAN HIGHWAYS│January 2018

Table 8 Desired Speed Distribution across Influence Length of Bus Bays

found that simulated speed values significantly

Fig. 4 Representation of Curb Side Bus Stop in

Calibration of the VISSIM model of the midblock

INDIAN HIGHWAYS│January 2018 19

Fig. 7 Representation of Curbside bus stop in VISSIM

20 INDIAN HIGHWAYS│January 2018

Volume Weighted average speed at sections (km/hr)

9.2 Varition of Speed Along Curbside Bus

INDIAN HIGHWAYS│January 2018 21

Volume Weighted Average Speed at Sections (km/h)

22 INDIAN HIGHWAYS│January 2018

Dwelling Model Developed Coefficient of Capacity Capacity

Dwelling Model Developed Coefficient of Capacity Capacity

INDIAN HIGHWAYS│January 2018 23

It was observed that the capacities obtained

Fig. 14 Speed Traffic Volume Plot Obtained for Various

Bus Arrival Frequency Capacity from Prediction Capacity from Simulation

24 INDIAN HIGHWAYS│January 2018

INDIAN HIGHWAYS│January 2018 25

26 INDIAN HIGHWAYS│January 2018

USE OF GLASS FIBERS IN BITUMINOUS MIXES FOR RETARDATION