Professional Documents
Culture Documents
Irc Ih June 2018
Irc Ih June 2018
June, 2018
dl-sw-17/4194/16-18
Indian Highways published on 23 May, 2018
`20/- June, 2018
Indian Highways
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BOT/Annuity : Including project identification, Detailed Survey, Feasibility A View of dais during Inaugural Function of 215th Mid-Term Council Meeting of IRC at Aizawl
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.
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Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in
Indian Highways
Volume : 46 Number : 6 ● June, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
From the Editor's Desk 4-5
Advertisements 6-10
Highlights of the 215th Mid-Term Council Meeting of the Indian Roads Congress 11-17
Held on 4th & 5th May, 2018 at Aizawl (Mizoram)
CSIR - CRRI Training Programme 18
Technical Papers
Excavation of Rohtang Tunnel Through Squeezing Ground - A Case Study 19
By Parikshit Mehra
Complexities in Structural Analysis of Continuous Bridges 25
By S.S. Yadav
Analysis of Creep and Recovery for Modified Binders 31
By Nikhil Saboo and Praveen Kumar
Strain Softening in Concrete and Pre-Stressed Concrete Girders – An Important Aspect 39
By G.P. Saha
IRC Technical Committee Meetings Schedule for June, 2018 38
Notification No. 9 to 11 & Announcement 42-44
Tender Notices 45-52
AITD Training Programme 53
Book Review of IRC Publication 54-57
Catalogue of IRC Publication 58-73
Advertisements Tariff and Empanelment of Referees 74
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.
`20
Our country has made significant economic progress in recent years. The rising economy needs skilled
manpower. In our education system, the emphasis on degree rather than skill, is a faltering block in the
way of economic growth. There are a large number of engineering degree holders without a job and
the construction industry is facing shortage of skilled manpower. For our country, skill development
is also critical from economic and demographic point of view. For handling the work of Bharatmala
for upgradtion of National Highways, PMGSY for rural connectivity and other developments in
roads sector a continuous supply of skilled manpower is required for which a highly effective skill
development system is the need of the hour. The National Skill Development Corporation’s (NSDC)
report on Human Resources and Skill requirement published in 2013-14 shows that the workforce in
construction and real estate sector will touch approximately 76 million by 2022. Of these 97 percent
of workers between the age of 15 and 65 are likely to have no training before they start working,
according to National Sample Survey Office’s findings. If our country wishes to be a global player,
it has to adjust its growth with the need of industry that is availability of ready workforce. There is
a new accent on upholding vocational training and skill development in partnership with various
stakeholders and Ministries to rationalize skill development initiative.
The objective of the skill development is to create a work force empowered with the necessary and
continuously upgraded skills, knowledge and an internationally recognized qualification/certification
to gain access to decent employment and to ensure India’s competitiveness in the dynamic global
market.
Unskilled work force has a profound effect on the overall performance and quality of construction
work. The performance of even those in the organized sector remains largely dependent on those in the
unorganized sector. The key focus, therefore, needs to be on building capabilities of the construction
industry to deliver the desired results and to cope with the envisaged work plans and to deliver the
infrastructure project on time and with quality. Lack of this potential would mean additional cost, lack
of quality work and substantial reduction in our competitive position with respect to the international
players.
There is an urgent need to bring the construction sector trades within the Apprenticeship Act 1961,
this ultimately addresses the infrastructure requirements and open up large employment opportunities
for the masses.
Skill India is initiative of the Govt. of India to empower the youth of the country with skill sets which
make them more employable and more productive in the work environment. The skill mission was
launched by the Hon’ble Prime Minister on 15th July, 2015. The objective of the National Policy on
Skill Development and Entrepreneurship, 2015 is to meet the challenge of skilling the workers at
scale with speed and quality. It aims to provide an umbrella framework to all skilling activities being
carried out within the country, to align them to common standards and to link the skilling with demand
centres.
The National Skill Development Corporation (NSDC) is a one of its kind, Public Private Partnership
(PPP) mode in India, under the Ministry of Skill Development and Entrepreneurship (MSDE). It aims
to promote skill development by catalyzing creation of large, quality and not for profit vocational
institutions.
The Construction Skill Development Council of India, The Infrastructure Equipment Skill Council,
National Academy of Construction (NAC), Construction Skill Training Institute, CPWD Training
Institute and other institutions are involved in skill development.
Ministry of Road Transport and Highways is one of the first Ministry which is linked up with workers
in road sector, for their skill development and their welfare. Ministry of Road Transport and Highways
has issued a policy Circular dated 18th October, 2016 vide which for civil works of Rs.100 Cr and
above, the skill development/upgradation of workmen in highway construction sector, will be taken
up by the concerned Project Head/Executive Engineer looking after the concerned project through
the authorized training centres of Director General of Training; preference to be given to the institute
located near the project site. The training cost will be met out from the provision of the contingency
fund at a rate of 0.05% of the total estimated project cost. The concerned project head to ensure that
the training of workmen will be as per the National Skills Qualifications Frame Work (NSQF). Now,
it is for the project heads to take the initiative and to start training of highways construction worker at
the projects site. Under this scheme, MoRTH has already trained more than 2000 workmen.
IRC has recently finalized a document entitled “Guidelines on Skill Development of Workmen in
Highway Sector”. This document covers in detail various issues involved in training of construction
workers.
Training of Highway Professionals is another gray area. The graduate engineers from private institutions
can operate computer software but are weak in coordinating design with the field requirements. There
is an urgent need to train the graduate engineers in various fields of highway and bridge engineering
viz. Planning, Design, Construction and Maintenance etc. Highways professionals need to gain
knowledge in many areas which may not be part of their engineering studies, especially law, financial
norms, international funding, policy planning for PPP projects and model contract conditions as per
international practice etc. After the training with the skills so developed, there is bound to be qualitative
and quantitative improvement in delivery of road projects. The broad scheme of training are, induction
training of 6 months at reputed training institutes for fresh graduates, training at middle level needs to
be related to standards &specifications for road and bridge works, Quality Control, Dispute Redressal
Mechanism etc., and training at senior level should be more focused towards funding of projects
and planning of new highways etc. IRC has recently finalized a new document entitled “Training
of Highway Professionals”. This document will be very useful for trainees and trainers involved in
training of professional highway engineers.
Skill development of unskilled workers and training of professionals will ensure speedy implementation
of projects without cost and time overrun which is the need of the hour.
Hon’ble Minister of State for Road Transport & Highways, Shipping, Chemicals & Fertilizers, Govt. of India
Shri Mansukh Mandaviya lighting traditional lamp along with other dignitaries
The Dais of the function was also shared by the of Mizoram PWD Sh. Lalram Thanga IFS, Chairman,
Office bearers of IRC, Sh. K.S. Krishna Reddy, Local Organising Committee, 215th Council Meeting
President, IRC; Sh. Manoj Kumar, DG (RD) & SS, & Principal Secretary; Sh. R. Vanlaltluanga, Working
MoRTH; Sh. S.K. Nirmal, Secretary General, IRC; Chairman, Local Organising Committee, 215th
Shri N.K. Pradhan, immediate Past President IRC; Council Meeting & Engineer–in-Chief; Sh. K.
Vice Presidents of IRC S/Shri C.P. Joshi, U.P. Lalsawmvela, Secretary Organising Committee &
Paresekar and Neeraj Chadha alongwith the Officers Chief Engineer (Highways).
Welcome of Hon’ble Minister of State for RTH, S, C & F, Welcome of PWD Minister, Mizoram Shri Lal Thanzara
Shri Mansukh Mandaviya by presenting bouquet and shawl by presenting bouquet and shawl
Welcome of Shri K.S. Krishna Reddy, President, IRC Welcome of Shri Manoj Kumar DG (RD) & SS,
by presenting bouquet and shawl MoRT&H by presenting bouquet and shawl
Welcome of Shri S.K. Nirmal Secretary General, IRC Welcome of Shri C.P. Joshi, Vice President, IRC
by presenting bouquet and shawl by presenting bouquet and shawl
Welcome of Shri U.P. Paresekar, Vice-President, IRC Welcome of Shri Neeraj Chadha, Vice-President, IRC
by presenting bouquet and shawl by presenting bouquet and shawl
Reading Out of Messages Shri S.K. Nirmal, Secretary General, Indian Roads Congress
elaborated about the history, functioning, objectives &
achievements of IRC since its inception in 1934. Further he
readout a number of messages of high dignitaries conveying
good wishes for the success of 215th Mid-Term Council
Meeting received from the Vice President of India; the
Prime Minister of India; Governor of the State of Mizoram;
Chief Minister of the State of Mizoram; Minister of Road
Transport & Shipping Govt. of India; Minister of Rural
Development, Panchayati Raj & Mines, Govt. of India; Vice
Chairman, NITI Ayog, Minister of State for Road Transport
and Highways, Shipping, Chemicals & Fertilizers, Govt. of
India; Minister of State for Home Affairs, Govt. of India;
Minister of State (I/C) for Housing and Urban Affairs, Govt.
of India; Minister H&FW/I&PR/PWD, Govt. of Mizoram;
Shri S.K. Nirmal Secretary General, IRC Chief Secretary, Govt. of Mizoram; Secretary, Ministry of
delivering his Address Road Transport & Highways, Govt. of India; Chairman,
NHAI; Principle Secretary, PWD, Mizoram.
Release of new/revised IRC Publication during the Inaugural Function of Council Meeting at Aizawl
DOCUMENTS OF IRC RELEASED DUIRNG THE YEAR 2018 AT AIZAWL
1. IRC:99-2018 “Guidelines for Traffic Calming Measures in Rural and Urban Areas” (First Revision)
2. IRC:SP:65-2018 “Guidelines for Design and Construction of Segmental Bridges” (First Revision)
3. IRC:SP:71-2018 “Guidelines for Design and Construction of Precast Pre-Tensioned Girders for Bridges”
(First Revision)
4. IRC:SP:89-2018 Part II: “Guidelines for the Design of Stabilized Pavements”
5. IRC:SP:113-2018 “Guidelines on Flood Disaster Mitigation for Highway Engineers”
6. IRC:SP:114-2018 “Guidelines for Seismic Design for Road Bridges”
215th Council Meeting of IRC held on 4th May 2018 The Council in its 215th meeting held on 4th May, 2018
transacted the administrative, financial and general
business of the IRC in addition to discussion on
five numbers of documents prepared by various
technical committees of IRC. After detailed
deliberation, Council approved four documents for
their adoption for public benefits. The meeting was
attended by the Council Members, Co-opted Members,
Convenors of Technical Committees of IRC and
Invitees from the Central Government Departments,
NITI Aayog, State PWDs, NHAI, NRRDA, Border
A view of the dais during the 215 Council Meeting
th Roads Organization, IITs, Engineering Colleges,
of IRC at Aizawl Research Institutions and Private Sector.
74 Meeting of Highway Research Board (HRB) Development) & Special Secretary to the Govt. of
th
A view of the 215th Council Meeting A view of Audiences during Inaugural Function
Cultural Programme
In the evening of 4th May, 2018 Cultural Programme show was performed in a very colorful way by the
consisting folk dances and melodious songs, fashion local artists of Mizoram.
Valedictory Function
The Valedictory Function of the 215th Council of esteemed guidance of Shri R. Vanlaltlunanga,
meeting was held on 5th May, 2018 wherein the Engineer-in-Chief, PWD Mizoram and K.
Office Bearers of IRC and Council Members Lalasawmvela, Chief Engineer (Highways) PWD
acknowledge the pain stacking efforts for excellent Mizoram. As a token of appreciation Mometos were
management and success of Council Meeting presented on behalf of IRC to the Officers of PWD
made by the Officers of PWD Mizoram under the Mizoram.
President, IRC presenting memento to DG (RD) & SS, MoRT&H presenting memento to
Shri R. Vanlaltluanga, Engineer-in-Chief, PWD Mizoram Shri K. Miram Lalsawmvela, Chief Engineer
(Highways), PWD Mizoram
Course Fee
GEOTECHNICAL ENGINEERING
Landslide Mitigation and Detailed Project Report (DPR) Preparation 27-29 Aug. 2018
Geotechnical and Landslide Investigations for Highway Projects 07-11 Jan. 2019
BRIDGES ENGINEERING & STRUCTURES
Quality Assurance, Health Assessment and Rehabilitation of Bridges 25-29 June 2018
Design of Bridge Structure and Foundation 08-12 Oct. 2018
TRAFFIC & TRANSPORTATION PLANNING
Planning for Sustainable Transportation System 04-08 Feb. 2019
Traffic Engineering & Road Safety Audit 16-20 July 2018
ROAD DEVELOPMENT PLANNING & MANAGEMENT
26 Nov. - 07 Dec.
International Course on dissemination of HdM-4 2018
Parikshit Mehra1
1. Genesis Valley throughout the year and will reduce the road
1.1 In 1983, GoI conceived the idea of an all- length of Manali-Rohtang Pass-Sarchu-Leh road by
weather route from Manali to Leh. However, it was 46 kms. Figure below depicts the alignment of the
only in January 1987 that it was decided to go ahead Rohtang Tunnel juxtaposed with the Manali-Sarchu
with an alternate all weather route from Manali to road till Lahaul.
Leh and Border Roads Organization (BRO) was 3. Geology of Rohtang Tunnel
tasked to carry out the feasibility study for the same.
In May 1990, BRO engaged Rail India Technical and 3.1 Rohtang tunnel project is located within ‘Central
Economic Services (RITES) for the feasibility study. crystalline’ litho-tectonic group of Himalayas. The
In Dec 1996, RITES suggested a tunnel along road regional geological succession at the project site
Manali-Sarchu-Leh route with a tentative length comprises the Tandi formation, Batal formation,
of 8.80 km starting from Dhundi and connecting Salkhala group and the Rohtang Gneiss complex.
Sissu passing under the Rohtang pass as part of the The Rohtang tunnel alignment is mainly through
realignment. In Nov 2001, post Kargil war, RITES Salkhala group (Precambrian). Main rock types along
was asked to prepare a DPR for construction of the the alignment are Phyllites, Quartzites, Mica schist,
Rohtang tunnel based on their previous study. RITES Migmatite and Gneiss. Major Geological structures in
submitted the DPR in Dec 2002. the area are Seri Nala fault, Chandra-Kothi structure,
1.2 In Sep 2005, based on the DPR submitted Rohtang Ridge structure, Dhundi structure, Palchan
by the RITES, CCS approval was accorded for structure, Palchan fault, Sundar Nagar fault and Main
construction of Rohtang Tunnel including approach central thrust fault. The longitudinal cross-section
roads and ancillary works with planned completion of of the total length of tunnel indicating the main
the Tunnel in 2013-14. fault structures with overburden heights is produced
below.
1.3 As a need was felt to have a detailed and
comprehensive design of tunnel from a qualified 4. Salient Features
tunnel designer,a design consultant was appointed 4.1 The South Portal of Rohtang Tunnel is located
by BRO in Feb 2006. The consultant prepared a
at a distance of 25 km from Manali at an altitude of
detailed design and a tender based on FIDIC norms
3060 m, while the North Portal of the tunnel is located
based on which tenders were issued for civil works of
near village Teling, Sissu, in Lahaul Valley at an
the tunnel. The civil work contract was concluded in
altitude of 3071 m. Total length of Rohtang Tunnel is
Sep, 2009 as per FIDIC norms.
8.802 km. It is horse shoe shaped, single tube bi lane
2. Alignment of Tunnel tunnel with 8.0 m roadway. Drill & Blast technique
2.1 The Tunnel is being constructed in the Pir-Panjal for excavation coupled with New Austrian Tunnelling
ranges of Himachal Pradesh since Manali-Sarchu-Leh Method (NATM) philosophy is being used for the
road remains closed for six months in a year due to construction of Rohtang Tunnel. On completion, this
Rohtang Pass being completely snow bound between would be the longest road tunnel in the world at an
Nov and Apr. It will connect Manali to Lahaul & Spiti altitude above 3000 m.
1
Lt. Col., Joint Director, (Bridge and Tunnel) Border Roads Organisation New Delhi E-mail: mavarickmehra@gmail.com
5. Uniqueness
S.S. Yadav1
Abstract
The paper deals with complexities of structural analysis which are encountered in continuous bridges. It elaborates
the definition of continuous beam with respect to uplift force, detection and neutralization of uplift force, the force
which is detrimental to performance of continuous bridges. It also describes invisible forces exerted in continuous
bridges with details of their Fixed End Moments needed for analysis of continuous beam under effect of the
invisible forces by Finite Element Methods. It also provides two new strategies to reduce weight of steel bridges,
which can be adopted to bridge the gap, ranging from 60 m to 200 m. Some important general recommendations
have been made which are useful during execution of bridge projects in the field.
1
SE PWD Uttarakhand, E-mail: contactcsyadav@gmail.com
the span arrangement of a continuous bridge. at Srinagar Garhwal (UK), which were accepted are
Continuous bridge can be constructed if beam behave given below:
as continuous beam under all conditions of loading. Item Abutment Pier Left Pier Right Abutment
Structural parameters, which are needed to decide the Left Right
response of beam as continuous or overhang beam, CH 0m 40 m 130 m 170 m
is reactions due to various combination of loads. The DL 57.5 T 2171.9 T 2171.9 T 57.7 T
method which is used to decide the response of beam LL -47.9 T -10.4 T -10.4 T -47.9 T
as continuous or overhang is named as ‘Negative
Reaction Method’. As per this method, some of the 2.6 The above FEM analysis is as per STAAD II
reactions due to various loads combinations are added submitted by Consultant in March 2006, for proposed
and the sum is adopted as parameter to decide the Srinagar Chauars Bridge. Uplift was detected and
behavior of beam. If sum is positive at all supports, neutralized by deliberately designing heavy box
then the beam behaves as continuous beam and if segments in side spans and ensuring higher Dead
the sum of reactions due to possible combination of Load reaction 57.5 T against negative reaction due to
loads is negative, then it behaves as overhang beam. Live Load - 47.9 T.
Need of sum of reactions for detection of uplift at 2.7 Preceding table shows that sum of reactions
supports makes analysis and design of continuous under adverse combination of loading is positive
bridges, as cyclic, which is different from the design hence there is no possibility of dual response of
of simply supported bridges. The field engineer must beam in life time of bridge. This way, detection
be familiar with this complexity, so that consultant is and neutralization of uplift is ensured by adopting
forced to detect and neutralize uplift, before approval Negative Reaction Method.
of design, else it may spell trouble for the continuous 2.8 In planning stage, rough estimation of moments
bridge in future. Overhang beam’s overhangs can & reaction can be made for symmetric 3 span
respond as cantilever beam and cracks may appear continuous beam of uniform rigidity, from close form
near penultimate supports due to huge cantilever solutions as given below.
moments.
R1 = R4 = w*l*(3 + 6n- n**3)/4*(2 + 3*n)
2.3 Side span of such bridges are frequently found R 2 = R3 = w*l*(5 + 10*n + 6*n**2 + n**3)/
small in comparison to mid span at almost all sites 4*(2 + 3n)
and this natural compulsion aggravates the problem M2 = M3 = w*l**2 *(1 + n**3)/(4*(2 + 3n))
of uplift and deviate the assumption of beam, as
Where,
continuous beam gets converted into overhang
beam, which is dangerous articulation for bridges. w = Uniformly Distributed Load
It becomes imperative for designer to neutralize the l = Length of equal side span
uplift under all conditions of loading. It again entails n = Ratio of Mid Span to Symmetric Side Span
cyclic analysis and design, in which, heavy segment R1 & R4 are side vertical reactions
of boxes are adopted in side spans to have reaction of R2 & R3 are penultimate vertical reactions
dead load more than negative reaction due to possible M2 & M3 are penultimate bending moments
combination of loads specially live load.
2.9 This gives rough idea about problem of uplift,
2.4 Such conditions occurred in design of Chauras but it is not alternative to actual calculations, as
bridge over river Alaknanda at Srinagar Garhwal continuous box girder bridges has variable cross
(Uttarakhand) in 2006 , where side spans were fixed section and rigidity, whereas, the above solution is
at 40 m each side due to proximity of NH 54 and applicable for uniform dead load and uniform flexural
mid span was 90 m to avoid the construction of well, rigidity i.e. EI of beam only.
inside huge flow of river Alaknanda, which was prone
2.10 The concept is equally applicable to continuous
to tilt due to boulders and shift due to high flow of
steel bridges as well. Omission or ignorance of the
river on steep slope.
structural technique creates a blunder for whole life
2.5 Final designed reactions submitted by and that of irreversible nature, which only keep posing
Consultant for design of proposed Chauras bridge problem to engineers. In case of steel truss bridges,
3.8 Temperature effect in longitudinal directions axis along depth also must be zero. Resultant strain is
can be obtained from Finite Element Methods, as function of two unknowns initial strain at top and final
fixed end moments available in term of change in bending slope. These two variables can be calculated
temperature of top and bottom of beam, Coefficient for above concept. Reference 3 can be referred for
of expansion of material, depth and EI of beam. Cross details.
sectional variation in temperature due to large depth Mathematically it can be written as:
of box girder needs reinforcement near neutral axis Sum (A*E*(eo-y*theta-alf*t)) = 0
in longitudinal directions, which is otherwise not
Sum (A*E*(eo-y*theta-alf*t))*y = 0
needed.
Where,
Temperature effect in steel truss bridges is to be
A = Area at depth y from top of cross section
evaluated specially for external continuity due to
E = Elastic Modulus
support, as it prevent distortion due to temperature in
single curvature. y = Depth from top of beam in downward direction
alf = Thermal Expansion Coefficient
Ma = – Mb = EI*Dt*Alf/Ht = EI/R
t = Temperature at depth y
Where,
eo = Intial Top fibre Strain(Unknown)
EI = is Flexural Rigidity of beam theta = Final slope of bending of section (Unknown)
D t = Difference In Temperature Thus stress at any depth y
Alf = Coefficient of Thermal Expansion of Material St = A*E(eo-y*theta-alf*t)
H t = Depth of Beam 3.10 Temperature exerts axial force in member of
trusses due to temperature residual strain in members,
R = Radius of Curvature of Bended Beam Span
in all type of trusses, internally determinant or in-
As temperature variation is limited to adjoining area determinant, but axial forces due to temperature are
of top and bottom faces of box girder, hence almost within 10% of axial forces due to Deal Load
Theta obtained from temperature analysis is used to +Live Load. Permissible stresses allowed in case of
calculate R as below: secondary loads like wind and temperature are 20%
more than permissible stresses in case of permanent
R = 2*Theta/L
loading, hence its effect needs no additional provision
Where, in design of trusses.
Theta is as defined in para 3.9. 3.11 There is another restrain by which axial forces
L = Length of Span under Consideration due to temperature are induced i.e. External in-
Thus Fixed End Moments due to Temperature stresses determinacy which prevents the truss to have single
are calculated for all spans/elements and used as input curvature shape, due to presence of more than two
in longitudinal Analysis and effect of temperature supports. The effect needs to be accounted in design
stresses is calculated in longitudinal direction. if steel truss bridge is continuous.
Effect of these temperature stresses have been If adoption of Continuous Pre-stress Box Girder
incorporated in ASCE -2000. Bridge is not possible, as per complexities discussed
above, then attempt must be made for continuous steel
3.9 Temperature effect in cross direction due to
truss bridge with concrete deck around 35 cm thick on
linear temperature gradient exerts tensile stresses near side spans and steel deck on mid span. If there is site,
neutral axis hence extra longitudinal reinforcement is suitable for single large span, then Simply Supported
calculated to prevent tensile stresses obtained from Deck Type Truss bridge with Ribbed Steel Deck is
cross sectional analysis of stress due to temperature another alternative to long span double lane bridges,
gradient as specified in related IRC-code. as weight of RCC deck is reduced by replacing
Algebraic Sum of Forces due to Initial Top fibre strain, it with light steel deck, which also strengthen the
temperature strain and bending strain at any depth of a compression members by shifting neutral axis towards
section must be zero. Moment of the forces about any top of bridge.
3.12 The details of reactions obtained for 40 m weighing 450 kg/m2 are as below.
+ 110 m + 40 m = 190 m K-type steel truss bridge The result are based on automatic analysis and design
by providing 30 cm side RCC deck and steel deck of steel truss bridge by ASCE-2000.
Detail of Truss Load + Other Dead Load Reactions
Support No. Reaction due to Truss Load (T) Reaction due other Deal Loads(T)
1 - 5.02 35.47
2 151.51 332.68
3 133.29 227.85
4 -5.81 38.26
Detail of Live Load Reactions of Wheel & Tracked Loading
Support No. Class A Double Loading (Wh) T Class AA Single Loading (Tr) T
1 -36.84 62.18 - 22.97 61.84
2 - 3.54 187.22 - 3.54 94.79
3 - 3.25 182.69 - 3.25 93.52
4 -34.04 60.63 -21.38 60.59
iv) Minimum two cycles of analysis and design of caused by concentrated flow of river, is one
pre-stress continuous box girder bridges should of the examples. Mining in reach of 200 m
be made mandatory. upstream and downstream of bridge is highly
v) Minimum three cycles of analysis and design detrimental to life of bridges.
should be there for design of all type of steel 5. Acknowledgements
truss bridges, as weight of steel truss is an
5.1 Thanks are due to PWD UK for providing
assumed value and create significant impact on
me opportunity to have first hand information and
overall weight of bridges.
experience of field problems demanding technical
vi) Ground erection of steel truss bridges should
solutions in form of technical software, in capacity
done under video grapy, as it is the reason
of EE and SE in PWD and solution to these
for failure of many bridges due to enlarging
engineering problem have been prepared in form of
holes by gas cutters by contractor during field
a software ASCE-2000, which provides following
erection, in case of lack of fit ,which arose due
solutions.
to bypassing ground erection and improper
i. Engineering Drawings like Auto CAD on
fabrication.
independent vector graphics format other than
vii) Use of rivets of inappropriate diameter is
auto CAD.
another source of error in steel trusses. Hence
ii. Engineering Designs based on graphics like
it is to be calculated as per thickness of plate to
CPM, Sewer Network, Automatic Contouring,
avoid wastage of area of tension members.
Automatic Estimation of Buildings, Line of
viii) Truss member to be free from all kind of
Transmission Towers etc.
loading except axial loading as additional load
iii. Automatic RCC and Steel design of Sections.
due to bending may cripple the compression
members. iv. FEM analysis and design of Multistoried
Buildings and Bridges (Pre-stress and Steel
ix) Keeping industrialization in mind and crisis of
Trusses, Cable stayed, Suspension Bridges),
sand and stone, used as construction material,
Trusses, Design of transmission towers
no bridge for class B should be designed. A
Microwave Towers etc.
least class A multiple loading for design of
bridges must be adopted, as many bridges failed v. Automatic accounting like cash book for
in Uttarakhand alone, due to overloaded trucks public accounting system used in engineering
carting ballast weighing 20Ts. Departments.
x) Filling inside abutments is to be dully specified, 5.2 Thanks are due to Mr. M.P.S. Verma SE PWD
as earth and boulders, as many engineers (UK) for providing support to confirm proposed
recommend plum concrete as filling material technical concepts time to time. Thanks are due to Mr.
which is sheer wastage of resources. H.K. Upreti, HOD PWD UK for recognizing problem
xi) Bridges span are decided on the basis of in design of bridges.
discharge of river, but in case of rivers on steep References
slopes, the length of waterway becomes very
1. Software ASCE-2000 (Automatic Solution for Civil
important with respect to scouring around piers,
Engineering).
hence all piers and abutments can be connected
with a level wall below river bed flush with 2. Matrix Analysis of Framed Structures by Weaver and
Gere.
river bed, having more width than piers so that
the designed water way is made available for 3. Concrete Bridges Practice by Dr. V. K. Raina.
flow of discharge and scouring near piers is 4. Software for interactive Analysis and Design
avoided. Collapse of Gola bridge in Haldwani of Continuous Prestress Box Girder Bridges by
(UK ) constructed by UPSBC due to scouring S.S. Yadav. IRC Vol 59-2 Feb 1998.
Abstract
The aim of this work was to characterize the creep and recovery of conventional (VG 10) and polymer
(EVA, SBS) modified binder for different stress levels at a temperature of 60ºC. Creep and recovery test on
binders were conducted using dynamic shear rheometer at five different stress levels, viz. 25, 100, 1000, 10000 and
30000 Pa. The percent creep recovery and non-recoverable creep compliance were analyzed explicitly. Burger’s
four element model was used to fit the creep and recovery data, and the model parameters were studied.
It was found that modified binders performed considerably well than the conventional base binder. Modified
binders showed delayed elastic response which depleted with increase in stress levels. SBS modified binder was
least susceptible to change in stress amplitude, while EVA was found to be highly rut resistant. Burger’s model gave
excellent fit with the creep and recovery data, both in the linear and nonlinear viscoelastic range of stress levels.
appraises the rutting performance of three different done by the authors found that the interlocked phase of
binders (conventional and polymer modified), with polymer with the base binder could be obtained using
respect to creep and recovery testing at five different 3% SBS and 5% EVA. Higher percentage yielded
stress levels (25, 100, 1000, 10000, 30000 Pa), at a binder which were susceptible to phase separation.
temperature of 60ºC (average maximum temperature Also, using lower percentage was not able to optimize
in most parts of the country). The linear and nonlinear the properties of the base binder, which resulted in
viscoelastic range is studied for all the binders and the uneconomical blend. So for comparison only 3% SBS
rutting performance is being evaluated. Further, the and 5% EVA was considered in the study.
study aims at judging the suitability of Burger four The authors also studied the optimum blending
element model in fitting the creep and recovery test requirement for both the polymers. Following the
data at different stress levels. The parameters of the study, SBS was modified at a temperature of 180ºC,
models are analyzed explicitly. using a high shear mixture operated at 1500 rpm for
2. Materials 60 minutes. EVA, on the other hand was modified at
Bitumen of viscosity grade 10 (VG10) was used as the 190ºC, at a shear rate of 600 rpm for 30 minutes.
base binder. It was being modified with SBS and EVA at Consistency properties of the base and polymer
various percent of modification level. An earlier study modified binder is presented in Table 3 below.
Table 3 Consistency Properties of Binders used in the Study
is one such strength parameter characterizing creep deformation of the viscoelastic binder after the load
and recovery. If the material is to behave in the linear is being removed.
region, JnR should remain constant with varying 3.2 Burgers Four Element Model
stress amplitude at a constant temperature. Deviation
Among the various models used for predicting creep
from this behavior would indicate shift towards
and recovery behavior of polymers, Burgers four
nonlinearity.
element model is one of the most efficient way to
The creep data of the studied binders were used to represent such processes. Burgers model consist
determine the stress at which the materials behavior of four mechanical components as shown below in
run out of linearity. The creep compliance obtained Fig. 2. It consists of two basic elements (Maxwell
was plotted with respect to the stress amplitudes for all fluid and Kelvin Solid) arranged in series with each
the three binders. For linearity, the creep compliance other.
should remain identical irrespective of the level of
stress. 5th cycle was chosen for plotting the curve for
all the three binders.
3.1.2 Calculations
The following calculations were made for analyzing
the results obtained from the MSCR test. The
calculations were made corresponding to each creep
and recovery cycle (N = 1 to 10) and for all the binders
considered in the study.
The value of the creep strain at the end of each creep
cycle was recorded, denoted by ε1. The value of the Fig. 2 Burgers Model
strain after recovery was also noted down, symbolized For creep and recovery loading the strain response
as εc. The percent recovery (εr) for each cycle was can be written as follows:
further calculated as:
... (1.5)
εr(τi, N) = [(ε1 – εc)/ε1].100 ... (1.1)
Where, for creep phase, and
1<i<5 ... (1.6)
25Pa < τ < 30,000Pa
1 < N < 10 for recovery phase, considering that the load is
The average percent recovery was calculated at all the removed at t = τ.
stress levels as: EM, ηM, EK, and ηK are the model parameters. The
R(τi) = sum(εr)/10, for N = 1 to 10 ... (1.2) creep and recovery of all the three binders were fitted
with the help of this model and the model parameters
The non-recoverable creep compliance was also
obtained, were analyzed.
recorded at each stress amplitude and for 10 loading
and unloading cycles, designated by JnR. 4. Results and Analysis
JnR (τi, N) = εc/τ ... (1.3) 4.1 Linear Viscoelastic Range
The average JnR was further calculated for at each The value of creep compliance Jnr versus stress was
stress level plotted for all the three binders as can be seen in
JnRavg, (τi) = JnR (τi)/10 ... (1.4) Fig. 3. It can be seen from figure below that the value
of Jn remains unaltered till a stress magnitude of
The percent recovery (R), is an indication of the elastic 1000 Pa for all the three binders. The curve
response of the binder when subjected to repeated deviates further, increasing the magnitude of creep
wheel loads. Higher recovery is desired at higher compliance at higher stress amplitude. So 1000 kPa
stress level and temperature for proper resistance to can be considered as the limiting threshold for
rutting induced. Moreover, JnR should be low enough, linear viscoelastic behavior. The change in slope of
as it is a parameter defining the unrecoverable the curve is highest for VG 10 and is minimum for
Fig. 4(c)
Fig. 4(e)
Fig. 4(a)
Fig. 4(i)
Fig. 4 Creep and Recovery Plot of 5th Cycle for different Binders
Table 4 represents the values of percent recovery (R), above. EVA, due to the three dimensional tough
and the non-recoverable creep compliance (JnR) network cannot be strained below a certain limit and
values for the 10 cycles of testing protocol for all hence has a poor recovery for higher strain levels as
the three binders considered in the study. In the compared to lower strain magnitudes. SBS on the
table, the negative values of % recovery obtained other hand, could recover more, even at higher stress
for VG 10, even at lower stress amplitudes indicate levels, due to high elastic network formed by the
plastic flow of the binder at 60ºC. It undergoes elastomer.
deformation even after the removal of stress, which
Table 5 presents the average value of JnR and percent
is a typical liquid behavior. For all the binders the %
recovery for the binders considered. Fig. 5 represents
recovery decreases with increase in loading cycles.
This is attributable to the accumulation of stress at the average JnR value plotted against different type of
each loading cycles, which reduces the tendency of binders. In the abscissa point 1, 2 and 3 represents
material to rebound. The rest period of 9 seconds may VG 10, SBS 3% and EVA 5% respectively. The change
be too low for the binders (PMB’s) to completely in magnitude of JnR is comparatively stable for SBS,
dissipate the energy after each creep cycle. EVA 5% but EVA showed the least value. Hence EVA could be
showed the highest percent recovery, followed by highly rut resistant at high temperature areas, whereas
SBS. This behavior was more dominant at stresses VG 10 will start flowing making the pavement
below the linear viscoelastic region as discussed plastic.
values given by other researchers. The value of ηM, EK and ηK, were found to increase with increase in
plays the most crucial role in determining the rutting stress and attains a constant value as the recovery
resistance of the binder. The value is lowest for potential of binder ceases. This can be seen for
VG 10 and decreases with increase in stress levels PMB’s as the stress levels gradually increases. It was
for all the binders. It was found that though the value concluded that Burger model can be used appreciably
ηM was highest for EVA 5% at all the stress levels, for modelling the creep and recovery behavior of
still the reduction in ηM with increase in stress level both base and polymer modified bitumen at any stress
was lowest for SBS 3%. Hence, SBS PMB will serve levels. Also the parameter ηM serves in agreement
better with respect to changes in stress levels, which with the unrecoverable creep compliance value, and
may be due to the elasticity imparted by the polymer can be used to judge the rutting resistance of the
to the base bitumen. The values of the parameter binder.
(a) (b)
Fig 6 Burger Model fill for EVA 5% at Two different Stress Levels
Table 6 Burger model parameters obtained for all the Newtonian liquids at the test temperature of 60ºC.
binders at different stress amplitudes JnR value was found to be lowest for EVA 5%, making
Model Stress Levels (Pa) it the most rut resistant binder as compared to SBS 3%
Binder Parameters and VG 10. The rate of reduction in percent recovery
1000 10000 30000
EM (Pa) 10 7
10 7
107 was found to be lowest for SBS 3%, which indicated
ηM (Pa.s) 350 310 135
its potential for delayed elastic response. SBS 3%
VG 10 was also found to be least susceptible to change in
EK (Pa) 10000 13000 15000
stress values. It could be hence used at locations
ηK (Pa.s) 15000 18000 20000
where high variations of stresses are critical. The
EM (Pa) 10 7
10 7
107
four parameter Burger model showed excellent fit for
ηM (Pa.s) 1700 1500 1100
SBS-3% the creep and recovery data of all the binders and at
EK (Pa) 6000 15000 15000
all the stress levels. It can thus be successfully used
ηK (Pa.s) 10000 23000 20000
for modelling the creep and response of different
EM (Pa) 10 7
10 7
107 types of bitumen in both linear and nonlinear region.
ηM (Pa.s) 7500 6300 1800 The model parameter ηM was found to be in good
EVA-5%
EK (Pa) 12000 17000 30000 agreement with the unrecoverable creep compliance
ηK (Pa.s) 18000 15000 20000 JnR and could be used to characterize the permanent
5. Conclusions deformation behavior of binders.
Behavior of three binders, VG 10, SBS 3% and References
EVA 5% were studied with respect to their creep and 1. P.S. Kandhal and M. Dhir, “Use of Modified
recovery behavior. 1000 Pa was found to be threshold Bituminous Binders in India: Current Imperatives,”
of linear viscoelastic behavior for all the binders. vol. 72–3, 2011.
Percent recovery of all the binders decreased with 2. R. Delgadillo, H. U. Bahia, and R. Lakes, “A
increase in stress level and also with the number Nonlinear Constitutive Relationship for Asphalt
of cycles. For VG 10 the negative percent recovery Binders,” Mater. Struct., vol. 45, no. 3, pp. 457–473,
obtained indicated plastic flow behavior similar to Mar. 2012.
G.P. Saha1
1. Introduction was demonstrated by testing of beams having two
When the bridge is several decade old the phenomena ducts for pre-stressing wires one near the bottom of
of reduction of strength of concrete is noticed in the the beam and the other near the top. After fatiguing
tensile zone of bridge girders, this aspect is because of 2 million cycles the pre-stressing wires were put
of strain softening. Engineers were found to make in the top ducts and the beam reversed so that the
various comments on this reduction. In this paper part of the beam previously in the tension zone was
such aspects have been dealt with in relation to then in the compression zone. It was found that the
concrete bridges. The various ideas of engineers on beam then failed at a lower load than normal. Despite
this reduction are also dealt with. this softening in the concrete in the tension zone it
was found that after fatigue the beam was stiffer at
1.1 The strain hardening in Compression zone high loads and the ultimate deflections were smaller.
and Strain Softening in Tension Zone due to As the range of fluctuating load was increased, the
fatigue static ultimate load after fatiguing increased up to just
The extensive fatigue tests on pre-stressed concrete over ten percent above normal without fatiguing. This
beams were carried out at the University of Leeds, occurred when the maximum load during fatiguing
England. The result and finding of this work has been was about thirty percent of the static ultimate. When
published in Journal, Magazine of Concrete Research1 this ratio was increased to over fifty-five percent,
of England. there was a progressive drop in the ultimate strength
Many text books on Concrete Technology published of the beam.
from England and America included this work. One 2. Strain Hardening
such book is Concrete Technology by D.F. Orchards2.
On the basis of extensive tests carried out on pre-
The journal “The New Scientist” which publishes
stressed concrete beams and RCC slab bridges it was
only the inventions on any subject in the World also
developed that:
published an article on this work3.
When a concrete member is subjected to a cyclic load
As reported these fatigue tests were conducted
not greater than 50 to 60% of ultimate stresses, as
using the excellent fatigue testing machine “LOSEN
maximum with a minimum stress of 5% of ultimate,
HAUSENWEREG” installed at the George East
both the ultimate load and elasticity of concrete
Laboratory of the University of Leeds under the
improved.
guidance of great Professors, Prof. RH Evans and
Prof. F. Sawko. 3. Strain Softening
After testing of beams subjected to fatigue it was Although the property of strain softening in concrete
concluded that the position of neutral axis was raised beams subjected to fatigue loading was made known
indicating that there was a hardening of the concrete 50 years back but some engineers interpreted this
in the compression zone and a softening in the tension substantial reduction of strength of concrete obtained
zone. The softening of concrete in the tension zone from core test in their own way.
1
Executive Director, Construma Consultancy Private Limited, Mumbai, E-mail: gpsaha@construma.in
The reduction in the strength of concrete is usually therefore becomes evident that strain softening
noticed when concrete cores were taken in the tension always takes places in the tension zone due to
zone of concrete at the time of repair and rehabilitation the action of fatigue of concrete.
of old pre-stressed concrete bridges.
4. EFFECT OF STRAIN SOFTENING IN
Case studies of some bridges done recently are stated VARIOUS TYPES OF BRIDGES
below: i) Simply Supported Bridge
i) Phagwara Bridge in Punjab The three bridges described above are simply
This bridge was constructed in late fifties. The supported bridges.
bridge has 8 spans and each span consists of Strain Softening causes the following effects:
seven post-tensioned pre-stressed concrete Reduces both the compressive strength and the
girders, pre-cast placed side by side and cross tensile strength of concrete in the tensile zone of
pre-stressed. Some distress was noticed in the the beam/girder. Thus the Modulus of Rupture
form of cracks in the pre-stressed girders and of concrete and also the Modulus of Elasticity
also failure of transverse pre-stress in the deck of concrete in the tensile zone are reduced. This
slab.
effect causes higher loss of pre-stress. Because
Extensive core tests were carried out of the of these two effects, cracks develop in the
concrete in the bottom zone of girder. bottom of girder in a simply supported girder
After seeing the compressive strength of bridge.
concrete of 17 to 20 Mpa by core test some ii) Cantilever construction with Central Hinge:
engineers dealing with the repair project
In a cantilever construction bridge with central
doubted the correctness of the tests and the
hinge the tensile zone is at the top which is
results reported by the NDT contractor. When
prevalent in the deck slab and in part of webs.
the NDT was done at site, it was winter with
This tensile area being large compared with
biting cold. Their comment was that in such
the compression zone, albeit the section is pre-
severe cold the NDT workmen did not take
stressed in the tension zone but due to the action
sample for core test; properly, hence such wrong
results were found. Since this is a pre-stressed of dead load and the super-imposed dead load the
concrete structure, the concrete strength must top is under tension – Dead load causes constant
have been M35. tension but super-imposed live load causes
fluctuating effect. The pre-stress is subjected
ii) Borim Bridge in Goa
to loss initially due to shrinkage and creep of
In Borim Bridge in Goa the compressive stress
concrete and subsequently progressively due to
was reported as 20 MPa to 24 Mpa as against
strain softening of concrete.
the design compressive strength of concrete of
42.5 Mpa. Here also the engineer dealing with Experimentally during fatigue test of pre-
the project commented that lesser quantity of stressed concrete beams strain softening
cement must had been used during construction was encountered. In a bridge with cantilever
otherwise such a low strength could never construction in the tensile zone the reduction of
happen in a pre-stressed concrete bridge. concrete strength was noticed. The increase in
deflection also takes place.
iii) Don Bridge in Karnataka
This bridge has 4 girders in each span post- Decrease in Modulus of Elasticity takes place over
tensioned pre-stressed and constructed in early large area of AB whereas over CD it is relatively
sixties. The girders were placed side by side small. Thus on the whole section there is decrease of
and cross pre-stressed. There was no separate Modulus Elasticity of concrete. Since the Modulus of
deck slab on top. Elasticity is depended on the grade of concrete, with
In the bottom part of the girders a lot of cracks the decrease in the strength of concrete the Modulus
developed. of Elasticity is also decreased.
As a part of the NDT, extensive concrete cores This causes increase in deflection of a cantilever
were taken in the bottom zone of the girders. beam. The drooping effect on cantilever construction
Tests showed the strength was nearly half which with central hinge was so bad that many countries
as usual confused the concerned engineers. It have barred this type of construction.
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical
knowledge and make Civil Engineers aware about National/International research studies. To
propagate importance of research and make available all research related information under single
publication, IRC annually compiles research reports on Road & Bridge Research works being done
in India, from various organisations like, MORTH, NHAI, CPWD, BRO, NRRDA, IITs, NITs,
Engineering Colleges, Contractors, Consultants and Researchers. With the help of Central Road
Research Institute, the compiled data is published by IRC as “General Report on Road Research
Work Done in India” every year.
Organisations concerned with research and development, construction, monitoring and maintenance
of Road & Bridge works, Traffic, Transportation and Geotechnical Engineering, etc are requested
to report the findings of Research & Development Projects carried out during the year 2017-18 in
the relevant Proformae, which will prove beneficial to the members of the highway profession. The
Proformae are available on the Website of IRC (www.irc.nic.in) and can be downloaded from there.
The Reports may please be sent to the Secretary General, Indian Roads Congress, Kama Koti Marg,
Sector 6, R.K. Puram, New Delhi – 110 022 by post or e-mail at: tc.irc@gov.in latest by 10th July,
2018.
NOTIFICATION NO. 9
Amendment No. 6/IRC:112/May, 2018 (Effective from the 30th June, 2018)
To
IRC:112-2011 – “Code of Practice for Concrete Road Bridges”
S. No. Clause No. For Read
Page No.
1 11.3.2.3 (1) Curvature Curvature
(Page 116) (1) For members with constant The curvature of any member may be calculated by
symmetrical cross – sections (including using
reinforcement), the following may be
Eq.11.7
used:
Eq.11.7
Where, For simplification it can be assumed that the strain in
kr is a correction factor depending on axial extreme compression fiber εc reaches failure strain and
load, can be taken as εcu2 and in the tension steel strain εy
reaches the yield strain εyd
kφ is a factor for taking account of creep.
Where,
d = is the effective depth given in (2) d is the effective depth in the plane of bending
kr is a correction factor depending upon axial load as
given in (3)
kφ is a factor for taking account of creep as given in
(4).
2 11.3.2.3(2) (2) If all reinforcement is not concentrated (2) For members with constant symmetrical cross
on opposite sides, but part of it is section (including reinforcement) having reinforcement
(Page 117)
distributed parallel to the plane of bending, on both faces which reach the yield strains and are
d is defined as: separated by lever arm, z = 0.9d, the curvature is given
by εyd and d as defined earlier.
Eq. 11.8
If all reinforcement is not concentrated on opposite
Where is is the radius of gyration of the sides, but part of it is distributed parallel to the plane
total reinforcement area. of bending, d is defined as:
Eq. 11.8
Where is is the radius gyration of the total reinforcement
area
3 11.3.2.3 (3) (3) Kr in Expression (11.7) should be (3) As a simplification kr in expression (11.7) may be
taken as: taken as 1.0 on the conservative side. Alternatively kr
(Page 117)
can be calculated as shown below:
Kr = (nu – n) / (nu – nbal) ≤ 1
kr = (nu – n) / (nu – nbal) ≤ 1 Eq. 11.9
Where Eq. 11.9
Where
relative axial force.
NED = is the design value of axial force.
nu = 1 + ω NED = design value of axial force
nbal is the value of n at maximum moment nu = 1 + ω
resistance; the value 0.4 may be used.
Where
As = is the total area of reinforcement, and,
Ac = is the area of concrete cross – section.
4 12.3.4 (2) Aceff is the effective area of concrete in Aceff For rectangular section it is the effective area of
(Page 126) tension surrounding the reinforcement of concrete in tension surrounding the reinforcement of
depth hcef where hcef is the lesser of 2.5 depth hcef, where hcef is the lesser of 2.5 (h-d); (h-x)/3;
(h-d);(h-x)/3; or or h/2 (refer fig 12.2) or or h/2 (refer fig 12.2)
For circular section a thin slice in the plane of bending
through diameter having width equal to spacing of
reinforcement bars may be taken and analyzed. Ac,eff,
hcef and ρp.eff shall be calculated for this slice taking d
as the effective depth of reinforcement in this width
5 12.3.6 New Note Add Note below table 12.3:
(Page 130) “Table 12.2 and 12.3 are applicable for circular section
also.”
6 Clause In order to avoid edge sliding, uniformly In order to avoid edge sliding, uniformly distributed
16.11.2 (3) distributed reinforcement parallel to the reinforcement parallel to the loaded face should be
(Page 189) loaded face should be provided to the provided to the point at which local compressive
point at which local compressive stresses stresses are dispersed. This point is determined as
are dispersed. This point is determined as follows:
follows: A line inclined at an angle θ (30º) to the direction
A line inclined at an angle θ (30º) to the of load application is drawn from the edge of
direction of load application is drawn from the section to intersect with the opposite edge of
the edge of the section to intersect with the loaded surface, as shown in Fig. 16.10. The
the opposite edge of the loaded surface, reinforcement provided to avoid edge sliding
as shown in Fig. 16.10. The reinforcement (At) shall be calculated using the expression
provided to avoid edge sliding shall be At fyd ≥ FRdu/2 and shall be adequately anchored
adequately anchored. on both sides of the failure plane. Reinforcement
provided for other purposes may also be utilized for
this requirement.
NOTIFICATION NO. 10
Amendment No. 3/IRC:6/May, 2018 (Effective from the 30th June, 2018)
To
IRC:6-2017 “Standard Specifications and Code of Practice for Road Bridges,
Section; II Loads and Load Combinations” (Seventh Revision)
S. No. Clause No. For Read
Page No.
1 Clause 219 Seismic Force Refer IRC:SP:114 “Guidelines for Seismic Design
of Road Bridges”
(Page 61 to 74)
NOTIFICATION NO. 11
Errata No. 1/2018
To
1. IRC:SP:64-2016 “Guidelines for the Analysis and Design of Cast-in-Place Voided Slab
Superstructure (First Revision)”
2. IRC:SP:66-2016 “Guidelines for Design of Continuous Bridges (First Revision)” and
3. IRC:SP:70-2016 “Guidelines for the use of High Performance Concrete (Including Self Compacting
Concrete in Bridges) (First Revision)”.
S. No. Clause No. For Read
Page No.
1 2.0 Cl No.2.1 Deleted
(Page 2) Cl No. 2.2 Deleted
Cl. No.2.3 2.1
The Ministry of Road Transport and Highways (MORTH) in association with the Asian Institute of Transport
Development (AITD) is organizing a series of 5-day training programme on Road Safety at different parts of
the country for practicing Highway engineers of the Government and Private sector.
You may get yourself nominated by sending an e-mail through your concerned department to
khushal2084@yahoo.com with a copy to asianinstitute.ncrs@gmail.com.
Please note that the training course is free of cost for Government Engineers. However, TA/DA shall be borne
by the concerned departments. The training calendar is given below:
Training Calendar
IRC:SP:65-2018
GUIDELINES FOR DESIGN AND
CONSTRUCTION OF SEGMENTAL BRIDGES
Segmental construction is the one where entire span
is not constructed in one go. Instead, parts are either
cast (in-situ) in stages or precast concrete segments
assembled by suitable means and prestressed. These
guidelines cover the specific design, and construction
requirements of precast and cast-in-situ RCC and
prestressed concrete segmental super structure of
bridges. These provisions apply to the following types
of superstructures:
i) Epoxy jointed precast segmental superstructure
with internal bonded tendons as well as external
unbonded tendons
ii) Cantilever construction superstructure (precast
or cast in situ)
iiii) Precast prestressed girder segments assembled
using post tensioning (i.e. spliced girder system)
with cast-in-situ stitch as well as match cast
jointed girder segments.
IRC:SP:71-2018
GUIDELINES FOR DESIGN AND
CONSTRUCTION OF PRECAST PRE-
TENSIONED GIRDERS FOR BRIDGES
(First Revision)
In pre-tensioning, the tendons are prestressed before
concreting and prestress transferred to the concrete,
through bond, when it attains the requisite minimum
strength and maturity. These guidelines cover the
specific design and construction requirements
pertaining to precast pretensioned girders, which may
constitute a superstructure system. Such structural
systems may comprise precast girders in association
with cast-in-situ/precast deck slab and diaphragms,
spliced girder system, precast pre-tensioned open or
closed box sections, precast pretensioned deck slab
and integral bridge, etc. These superstructures may
either be simply supported, continuous or integral.
IRC:SP:113-2018
GUIDELINES ON FLOOD DISASTER
MITIGATION FOR HIGHWAY ENGINEERS
The scope of the Guideline is limited to planning,
design, construction and maintenance of roads and
related infrastructure works in flood prone areas. It
provides a general understanding of design led approach
to flood disaster mitigation with understanding of the
associated hazards, vulnerabilities and risks. Pre and
Post disaster – responses and emergency works as
related to the construction and maintenance of roads
infrastructure in flood affected areas are covered. The
guidelines are structured in nine Chapters.
i. Introduction
ii. Flood Hazard Vulnerability and Risk Assessment
iii. Flood Studies and Management
iv. Flood Control Design Guidelines and Structural
Methods
v. Technical Specifications
vi. Installation and Construction.
vii. Maintenance and Monitoring of Flood Mitigation
Systems.
EMPANELMENT OF REFEREES
Call of Expression of Interest from the experienced Road & Bridge Technocrats for
Formulating a Panel of Experts/Referees to Review the Technical Paper, voluntarily:
In order to align with the globally best practices and promote the excellence in road
construction, the Indian Roads Congress (IRC) is in the process of formulating a Panel of
Experts/Referees who can review the Technical Papers received in IRC from Authors. Road
Technocrats who are already members of the IRC and have experience and expertise in the
field of Transport Planning, Traffic Engineering, Flexible & Rigid Pavements, Rural Roads
Development, Mechanization & Instrumentation, Road Maintenance, Safety & Design,
Bridge Design Features, Concrete Structure, Maintenance &Rehabilitation of Bridges etc.
are invited to show their interest for evaluation of Technical Papers.
The interested technocrats are requested to send their brief resume including their experience
in related field with their IRC Membership Number to IRC on E-mail: secygen.irc@gov.in
June, 2018
dl-sw-17/4194/16-18
Indian Highways published on 23 May, 2018
`20/- June, 2018
Indian Highways
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transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.
BOT/Annuity : Including project identification, Detailed Survey, Feasibility A View of dais during Inaugural Function of 215th Mid-Term Council Meeting of IRC at Aizawl
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.
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