IRC Code Amendment in OCT 2023

OCTOBER 2023
Volume: 51  Number: 10  Total Pages: 80
A view of Eastern Peripheral Expressway

INDIAN HIGHWAYS
Volume: 51  Number: 10  OCTOBER 2023  ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
CONTENTS
¾ From the Editor’s Desk 4-5
¾ Advertisements 2, 6-18,54,79 & 80
¾ IRC Technical Committees Meeting Schedule for the Month of October, 2023 36
Technical Papers
¾ Methodologies for Assessing the Effectiveness of VMS 19

By Gurmesh Sihag, Dr. Praveen Kumar & Dr. Manoranjan Parida
¾ Fatigue Analysis of Silica Fume and GGBS Admixed Concrete Pavement of Single and Composite Section 31
By Sagar Kamble & Dr. H. S. Jagadeesh
¾ Critical Review of use of Specific Synthetic Macro Fibres in the Production 37

of Fibre Reinforced Concrete for Road and other Infrastructure Works
By C.P. Joshi, Aditya S. Sali & Atharva R. Ulangwar
¾ Notifications to IRC code/Guidelines 55-74
¾ Tender Notice/List of New IRC Publications 75
¾ Important Announcement & Registration form 76-78
FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
Email-indhighways@gmail.com/dd.irc-morth@gov.in
Publisher & Editor: Sanjay Kumar 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 Nos.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership, Tech. Papers and Indian Highways),
23387759 (Sale), 26185273 (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 Infinity Advertising Services Pvt. Ltd., Faridabad, Haryana
FROM
TECHNICAL
THE EDITOR’S
PAPERDESK
ASPHALT OVERLAY OVER RIGID PAVEMENT

Cement concrete pavement has been employed as a major type of pavement structure all over the world. Cement
Concrete (CC) pavement offers advantages of good serviceability, structurally sound, practically maintenance
free, not sensitive to oil spillage or rainwater and longer service life. Bearing capacity of the soil does not have
much effect on the thickness as compared to flexible pavement as load is distributed over the wider area.
Nevertheless, CC pavement deteriorates with time. Thermal cracks reduce structural soundness and accumulated
tire abrasions wear out the surface texture. Consequent partial or full depth repair of distresses like cracking/
skidding/ravelling etc in rigid pavement, the dismantling cost is very high and it is time-consuming. This also
requires diversion of traffic as it needs at least 14 days of water curing and then joint cutting and sealing of dry
CC pavement.
Further, there may be chances of tyre bursting on rigid pavement. Wear and tear of the tyre is also more due
to flattening of tyres on rigid pavement, incompressible material entering the joints make the riding quality
uncomfortable if the joints are not periodically maintained. If left untreated, PCC pavement will rapidly lose
its structural and functional capabilities, causing inconvenience and even danger to the users. Efforts have
been made by road construction agencies towards finding effective ways to treat the distressed CC pavements
with cheaper and faster options. For mild and medium distresses, measures such as crack sealing and patching
are being adopted. For pavement that has been severely damaged, large machinery are employed for breaking
and dismantling as well as Rubblization (Breaking into concrete rubble). By breaking down the existing CC
pavement structure, stresses are released while the residual/potential structural capacity is utilized, providing
stable base for the asphalt overlay.
Among various rehabilitation methods for CC pavements, the construction of an asphalt overlay is the most
common practice adopted by road authorities to restore the structural and functional capabilities of distressed,
smoothened/ravelled CC pavement. The practice of asphalt overlay dates back to the mid-20th century and even
earlier. Asphalt layer also allows faster repairs resulting in shorter construction duration and lower “User” delay
costs.
The key point is the application of interlayer which aims at firmly bonding the existing CC pavement with the
asphalt overlay. Precautions is to be taken so that insufficient interlayer bonding strength would not lead to
premature distresses in the overlay. As regards overlay placement, much attention shall be paid to the overlay
thickness design. The International Practice being adopted in determining design thickness of asphalt overlay
over CC pavement is based on case analysis, combining local experiments and research findings. Commonly,
the bituminous overlay thickness being adopted is 85 mm to 125 mm over CC pavement.
Asphalt overlay over rigid pavement even on new rigid pavement is commonly being adopted on highways
in USA and Japan. It is making the road journey more comfortable due to cushioning effect/flexible nature of
asphalt overlay and less sound pollution as compared to rigid overlay which have a greater number of joints,
repaired crack/patches, oozing out sealants, curling of slabs due to temperature gradients, faulting at joints
etc. The sound due to friction between road and tyre movement on highways should generally be less than
100 db.
4 OCTOBER 2023 INDIAN HIGHWAYS

FROM
TECHNICAL
THE EDITOR’S
PAPERDESK
Reinforcement. Special feature of these Membranes are impermeability, resistance to ageing and
Though with
weathering, the considerable
bonding with base, investments road authorities
high temperature overlay PCC
stability, resistance pavements
to impact with Hot Mix
and puncture, Asphalt
and cold
exibility.
(HMA), little understanding exists regarding an appropriate procedure for evaluating the existing pavement
structure and identifying appropriate materials to mitigate reflective cracking. The AASHTO pavement design
In the Signature bridge on Yamuna in Delhi, Atactic Polypropylene (APP) modied bituminous
guides focus primarily on new pavement construction. Laboratory modelling and sensitivity analysis conducted
waterproong and Damp proong membrane with polyester reinforcement as per IS 16532 was used.
in previously reported studies lacked the connection between field conditions (pavement structure, climate,
Itpavement
is reporteddeformations,
that Kanakaetc.)
Durga andFlyover
materialintesting conditions/performance
Vijaywada, New Mandovi Bridge limits.
in Without
Goa andthe abilityStayed
a Cable to screen
Bridge
variousonHMA
Maner river (Karimnagar
mixtures under identicalDistrict) in Telangana
field conditions, adapted
accurate water proong
predictions of pavementwearing coats together
performance would not
with other bituminous layers.
be possible. Also, if a procedure could be developed that incorporated pavement responses and field conditions
that are measured
Experience using conventional
on the Ganga Bridge at Garh pavement testingwith
Muketswar procedures,
the use aofDecision Tree system
waterproong layercould
on thebeconcrete
established
that would
surface allow road
was reported to authorities to properly
be a “failure” resultingspecify appropriate
in replacement HMA
of the overlay
entire systems.
wearing coat subsequently. The
reason attributed being lack of exclusive specication on tack coat for water proong layer and absence of
In additional
any US, approximately
protecting45layer.
percent of the New Jersey Department of Transportation’s (NJDOT) roadways are
composite (hot mix asphalt overlying Portland cement concrete) as per CAIT (Centre for Advanced Infrastructure
Asandthere are no standard
Transportation) Guidelines
for better riding for laying
quality, of wearing
more comfort, coats on bridge
less noise decks
pollution, in India
avoid thereofisCC
damages a need to
pavement.
review MORT&H
The minimum Specications
thickness recommended pertaining to this
for heavy trafficsubject.
roads inTypically,
NJDOT asthe perwearing coat system shall is
Report FHWA-NJ-2009-014
comprise of waterproong layer, a protective layer and two or three surface layers on the top. The inter layer
125 mm of HMA consisting of 50 mm of 12.5mm PG76-22 as wearing course over 75 mm of 19 mm PG64-22
adhesion between each layer is important parameter.
as binder course.
The Specications for interlayer bond are generally issued by the Manufacturer of the Waterproong
In India, on few isolated sections about 60- 90 mm thick bituminous layer of asphalt have been used in some
system but the owners should insist on priming the concrete deck surface to prepare a “texture” so that the
roads viz.
layer does notYamuna Expressways,
get debonded. AlsoGodhra
a needHighway,
to installEastern Peripheral
or replace expressway
expansion joints onand many together
bridges Delhi city roads.
with
On most of the
new/renewed bridge coat
wearing decksisasphalt layer is used
to be detailed whileas retaining
water proofing cum thickness
the same wearing layer.
of wearing coat on the
existing bridge during its replacement. It is preferable to adopt a minimum thickness of 80 mm for wearing
In recent
coat yearsbridges.
on existing many IRC Thecodes have referred
specications to the
for steel, use of bituminous
composite layer
and concrete as wearing
bridge wearingsurface on existing
coats could be
different.
pavements. Relevant New IRC Codes are given below:
Ini.recent IRC:82 -2023

years, large Code ofofPractice
numbers failuresfor Maintenance
of bridge of Bituminous
deck wearing coats areRoads.
being reported. The Ministry may
sponsor
ii.
a Research Study on the performance and design of wearing
IRC:134-2022 Guidelines on Skid Resistance of Pavement Surfacing.
coat for bridge decks in India
considering trafc and environmental factors. Till such time some guidelines are needed so that the
iii. IRC: SP:16-2019
specications followed forGuidelines
road worksonareMeasuring Road Roughness
not made directly applicableand
forNorms.
wearing coats on bridge decks. It
includes interalia tack coats/texturing, bonding of intermediate layers in the system. Till such time EN
iv. IRC: SP:17-2019 Guidelines for Concrete overlays on Concrete and Composite pavements.
Specications for water proong layers and other specications for “pavement on bridge decks” evolved in
v.
European IRC: SP:130-2022
countries could beGuidelines
adopted inon Designtoand
addition Installation
MORTH of Noise Barriers for Roads.
Specications.
vi. IRC: SP:135-2022 Manual for the Design of Hot Bituminous Mixes.
As thicker wearing coats of 80-90 mm increase the dead load on the structure, this issue could be taken into
account
vii. as
IRCperHRB
the SR
Limit State
No.26 Design
Mobile principles
Routine (IRC:6) Facility
Maintenance and increasing the corresponds
for Flexible Pavement. Kerb/Footpath
height (IRC:5) for the purpose of design.
There is a need for indigenous R&D studies for optimising asphalt overlay thickness using normal & high
Accreditation Committee
modulus bituminous of IRC
mixes over has also
rigid recommended
pavement many
to improve new quality.
riding materials for bridge deck waterproong
applications for trial use. The details of these materials are available on our website
(Sanjay Kumar Nirmal)

Secretary General, IRC
INDIAN HIGHWAYS JUNE 2023 5

INDIAN HIGHWAYS OCTOBER 2023 5
TECHNICAL
ADVERTISEMENT
PAPER
A smart way to
keep tunnels safe.
3M™ Smart Variable Messaging Systems
With limited visibility and confined surroundings, tunnels pose an

increased risk accidents, breakdowns, and other emergencies. It is crucial
to equip drivers with dynamic updates, warnings, and instructions inside so
they can quickly adapt to changing conditions and navigate safely.
Provide real time information on the go with

3M™ Smart Variable Messaging Systems (VMS).
Emergency Alerts Traffic Control Incident Management

• Pre-integrated mobile application for • Updates on the traffic flow, travel time • Information on road closures, detours,
field teams to publish instant auto-sized estimations, and alternate routes. and estimated delays due to breakdowns
messages. • Ensures better traffic management and • Minimizes congestion and prevents
• Helps drivers make informed decisions prevents accidents. secondary incidents.
and avoid hazards.
Next generation features and benefits

Automated & intelligent Highly secure
No manual intervention; saves 128-bit encryption ensures utmost
time,money and resources. data security.
Multi-colour display with

Ease of monitoring
auto brightness
Monitor from a central location;
Messages are easily visible in varying
identify faults quickly.
light conditions.
3M is a trademark of 3M Company. © 3M 2023. All Rights Reserved.
Scan to read more about

the benefits of 3M™ Smart VMS. http://go.3M.com/
RoadSafety_IRCOct

TECHNICAL
ADVERTISEMENT
PAPER

TECHNICAL
ADVERTISEMENT
PAPER

TECHNICAL
ADVERTISEMENT
PAPER
Marking Roads for the Future

Safety marking solutions for every road
With experience, from around the world, Kataline offers
products and solutions that suit every safety measure for road
marking. Creating a safe driving experience on urban roads,
Highways, Bridges, Airfields and Racetracks.
+(91) 712 2233968 | kataline_sales@katalineindia.com |

www.katalineindia.com

TECHNICAL
ADVERTISEMENT
PAPER
FOR THE HEALTHEIR SIDES OF

THE ROAD
COLOURED SURFACE MARKING SOLUTION
ON ALMOST ALL THE CYCLE TRACK AROUND
THE COUNTRY
PLASTITRAK
2 COMPONENT COLD PLASTIC ROAD MARKING MATERIAL
with enhanced durability and colour-retentive properties for
seamless wide-area markings.

TECHNICAL
ADVERTISEMENT
PAPER
Traffic Calming Solution

Most innovative and durable
PLASTIRIB 2K
FOR RUMBLE MARKING FROM 5 MM TO 20 MM THICKNESS
2 component cold plastic road marking solutions.


ADVERTISEMENT
TECHNICAL PAPER
AWRD MARKINGS SYSTEM

AUGMENTED WET REFLECTIVE DOT MARKING SYSTEM
Specially designed for enhanced wet night

reflectivity on roads
ALL WEATHER REFLECTIVITY

In rainy and damp conditions, flat line markings are
obscured, contributing to accidents. Hence the need for
AWRD markings combination of Plastidot 2k and warco
solid plus 100 glass beads.

TECHNICAL
ADVERTISEMENT
PAPER
ADVERTISEMENT
INDIAN HIGHWAYS JUNE 2023 13

TECHNICAL
ADVERTISEMENT
PAPER
ADVERTISEMENT
14 INDIAN HIGHWAYS JUNE 2023

ADVERTISEMENT
TECHNICAL PAPER
ADVERTISEMENT
INDIAN
INDIAN HIGHWAYS
HIGHWAYS OCTOBER
JUNE 2023 2023 1515
TECHNICAL
ADVERTISEMENT
PAPER
ADVERTISEMENT
16 OCTOBER
16 2023
INDIAN HIGHWAYS
INDIAN HIGHWAYS
JUNE 2023
ADVERTISEMENT
TECHNICAL PAPER

TECHNICAL
ADVERTISEMENT
PAPER
BLACKGOLD
INFRA
BlackGold Infra is a CONSTRUCTION and DISTRIBUTION company of various Road & Building construction
with global established technologies .BlackGold Infra established in 2021 with vision to Make ROAD MORE
DURABLE and long lasting with best available greener and cost effective solutions .Road preservation with our
solutions is one step to move forward.
We are one of major supplier of raw material to construction industries as below:

Prasol Bitumen Emulsifier :
- Prasurf P 419 (RS1),Prasurf P 591 (RS1),Prasurf P 400 (Cold Mix and SS)
- Prasurf VT 100 (Viscosity enhancer),Prasurf P 900 many more…
SBS for Polymer Modified Bitumen :
- PG 411, PG 511 (Russia), PGXpand (Sripath,USA)
SBR Latex for Microsurfacing Emulsion
Rejuvenator and Antistrip for Recycling (RAP)
Cellulose Fibre for Stone Matrix Asphalt (SMA)
Soil Stabilization and Dust Suppression (K31)
Re-Active Asphalt for Pothole Repair
Rhinophalt for Pavement and Runway PRESERVATION
B L AC KG O L D I N F R A
714, Rajhans Montessa, Beside Le Meridian Hotel,
Magdalla, Surat -395 007. (Gujarat - India)
Email: info@blackgoldinfra.com Leaders in
M.: +91 90330 90399 / 88285 99845 asphalt preservation

TECHNICAL PAPER
METHODOLOGIES FOR ASSESSING

THE EFFECTIVENESS OF VMS
Gurmesh Sihag1 Dr. Praveen Kumar2 Dr. Manoranjan Parida3
ABSTRACT
Variable Message Sign (VMS), one of the key Intelligent Transportation System (ITS) components, provides access to real-
time traffic information on the road network, which helps choose the best route and mitigate traffic congestion. However, the
compliance behavior of the drivers depends on various factors such as size, font, color, light intensity, vertical and horizontal
position, the distance of the VMS installation site from the displayed event, message display duration, etc. Given the limited
funds and resources available, it's crucial to concentrate the investments on only the most highly effective VMS. Hence, there
is a need for a thorough VMS assessment methodology that analyzes installation techniques, applications, and deployment
strategies for these signs. This paper provides a comprehensive overview of methodologies used for assessing the effectiveness
of VMS and proposes a framework for selecting the assessment methodology suitable for the particular design aspect, intended
use, and operational practice. This proposed framework takes into account all three-assessment aspects i.e., design, application,
and operation, both qualitative and quantitative VMS effectiveness measures, and the most commonly used assessment
methods i.e., survey methods, driving simulation methods, and field study methods. Assessment of the effectiveness of VMSs is
expected to improve VMSs' operational practices and allocation of resources by investing in effective VMS practices.
1. INTRODUCTION be utilized to resolve the issues of safety and traffic

congestion. According to Xiong et al. (Xiong et al. 2011),
The significance of the transportation system for the growth VMS improves the efficiency of the transportation system,
of the Indian economy is well understood by policymakers. on-ramp access to motorways, travel time, and traffic flow
For the expansion of industry and growth of the economy, by directing the drivers during congestion. Hence, help in
world-class road infrastructure is essential. In India, both mitigating the traffic congestion problem cost-effectively.
central and state governments are investing a substantial
amount in the upgradation of the road infrastructure. Dynamic Message Signs (DMS), Changeable Message
Programs like National Highway Development Project Sings (CMS), and Matrix Signs (in the UK) are other
(Golden Quadrilateral and North-South, East-West popular names for Variable Message Signs (VMS).
corridor) and Gram Sadak Yojana are crucial steps toward These electronic traffic signs are generally utilized for
the improvement of the road infrastructure. Even after disseminating information about the road conditions such
these huge investments, Indian roads are facing the major as lane closures, incidents like accidents, special events,
issue of safety (especially on Rural Roads) and traffic traffic congestion, travel time, traffic diversion, and warning
congestion caused due to incidents (accidents and special against speed regulations (speed limits), upcoming road
events), infractions of traffic laws, poor road conditions, work (repair work), inclement weather, and special safety
inclement weather conditions reducing visibility, etc. campaigns like seatbelt usage (Dudek 2004; FHWA 2009).
Variable Message Signs (VMSs), a vital component of Additionally, they are also utilized for directing drivers
Advanced Traveler Information Systems (ATIS) can about accident spots, detours, available parking areas, etc.
1 Research Scholar, Department of Civil Engineering, IIT Roorkee, E-Mail- gurmesh@ce.iitr.ac.in

2 MoRTH Chair Professor and Head, Department of Civil Engineering, IIT Roorkee, E-Mail- praveen.kumar@ce.iitr.ac.in
3 Director, CSIR-Central Road Research Institute, New Delhi, E-mail-director.crri@nic.in

TECHNICAL PAPER
According to a recent study by AlKheder et al. (AlKheder iii. Users should believe that the information
et al. 2019), information disseminated through VMS, such communicated is useful and credible and hence should
as detours and incidents assists in ensuring that the traffic is be willing to respond appropriately to the information
distributed evenly throughout the road network, lowering communicated.
the probability of traffic delays and enhancing the systems’ VMS’s usefulness and prospective benefits will be affected
overall performance. to the extent that it fails to fulfill any of the criteria
Although, Variable Message Signs (VMS) have played a mentioned above. For evaluating VMS performance, the
significant role in traffic management throughout the world, following three elements are very crucial and hence are
taken into account:
but they are not yet fully utilized to their entire potential.
The practical benefits obtained from VMS depend upon i. VMS application environment, such as an urban or
their effectiveness to serve the intended purpose. Therefore, rural road segment
it’s crucial to spend only on those VMS which has proved ii. Availability/ unavailability of the data required for the
to be really effective for obtaining maximum benefits with assessment
minimal investment of budget and resources. This issue of iii. Limitations of the resources like time and/or manpower
investment in highly effective VMS is even more important available for the assessment
for developing countries like India.
Contrary to urban VMS uses, the use of VMSs for motorist
As the effectiveness of VMS varies with geographical communication in rural roads corridors is more restricted.
location, intended use/application, operational practices, Additionally, there are far fewer incidents in rural areas
etc. hence it is necessary to conduct a thorough VMS that necessitate the displaying of advisory and reaction
effectiveness assessment that takes into account the design information. Congestion is uncommon on rural roads, and
aspects (like size, font, color, light intensity, longitudinal also, in most rural roads detour possibilities are limited.
and vertical locations), application aspects (like work zone Because of the higher speeds on rural roads, crashes have
signs, queue warning signs, alternative route information, more serious injuries. On rural roadways, weather factors
real-time travel delay information, etc.), and deployment/ are more significant and hence, call for advisories through
operational aspect. VMS. Also, truck traffic often makes up a larger portion of
the traffic along rural roadway corridors.
This paper provides a comprehensive overview of
Fig.1 shows the flowchart of the methodological framework
methodologies used for assessing the effectiveness of VMS
used for the evaluation of the effectiveness of VMS. The
and proposes a framework for selecting the assessment
development of the methodological framework starts with
methodology suitable for the particular design aspect, the literature review. The literature review assimilates and
intended use, and operational practice. This proposed analysis the published literature on methodologies for the
framework takes into account all three-assessment aspects assessment of the effectiveness of VMS. The literature
i.e., design, application, and operation, both qualitative and review also reveals the findings from past evaluations
quantitative VMS effectiveness measures, and the most conducted all over the world.
commonly used assessment methods i.e., Survey methods,
driving simulation methods, and field study methods.
Assessment of the effectiveness of VMSs is expected to
improve VMSs’ operational practices and allocation of
resources by investing in effective VMS practices.
2. METHODOLOGY FRAMEWORK FOR
ASSESSING THE EFFECTIVENESS OF VMS
The success of VMS depends on public acceptance and
satisfaction. For the VMS to be effective in serving the
intended use, the following criteria should be satisfied:
i. The information communicated should be accurate,
reliable, and timely.
ii. The message used to communicate information should be Fig. 1 Framework for Selecting Methodology for Effectiveness
clear, readable, easy to understand, and placed correctly. Assessment of VMS

TECHNICAL PAPER
Next is to choose the assessment aspect of the VMS. reported to diminish the drivers’ confidence and hence
The assessment aspect could be design, application, or VMS operators should avoid committing such mistakes.
operation. Next, an evaluation measure is chosen. Finally,
the last step is to choose a method for the evaluation. The • Communicating incorrect and unreliable information
methods used in the studies available in the literature can • Communicating information too late for the motorist
be grouped into the following three groups: questionnaire to react appropriately.
survey, field study, and driving simulation. • Showing messages which motorists do not understand.
• Showing lengthy messages which are difficult to read
3. REVIEW OF THE CURRENT VMS
GUIDELINES • Missing information about the major incidents
• Showing already-known or obvious information
In India, IRC:SP:85 provides guidelines for the design • Showing information that is not related to road
and usage of VMS. This document recommends setting conditions, traffic, route information, or environmental
up a control center where input information received conditions affecting traffic/driving.
from sensors, such as Automatic Traffic Counter cum
• Showing unclear/confusing messages
Classifiers (ATCC), Police, telephones or mobile phone
calls from drivers and the general public, emergency call On the other hand, factors like familiarity with the
boxes, meteorological sensors/systems, etc., are collected, alternative route recommended by the VMS and road
evaluated, and transmitted to the stakeholders. network conditions help in making VMS more effective by
assisting in making the detour decisions (Dia et al. 2007).
The document also emphasizes that for the VMS to
According to the studies (Kattan et al. 2010; Ma et al.
be effective in inducing the proper driver reaction, the
2014), drivers who are familiar with alternate routes are
messages displayed on VMS must be correct, meaningful,
more likely to take a VMS-recommended detour.
timely, and valuable. If the VMS messages are not
compliant with these criteria, the driver’s credibility will The authors studied various manuals and guidelines for
be compromised. In literature, displaying false, irrelevant, VMS listed in Table 1 and found that no manual/guideline
obvious, repeated, trivial, mistaken, and poorly designed including IRC:SP:85 provides the methodology for the
messages is reported to decrease the credibility of VMS evaluation/assessment of the effectiveness of VMSs.
(Dudek 2004). Additionally, a study by Ma et al. (Ma et This paper provides a comprehensive review of the VMS
al. 2014) has also shown that drivers/motorists who view effectiveness assessment methodologies available in
VMS as a trustworthy source of information adhere to the the literature and hence can be used for formulating the
actions suggested by VMS. Following VMS issues are guidelines for VMS effectiveness assessment.
Table 1 List of the Manuals and Guidelines Reviewed
S. No. Manual/Guidelines Year Source

1 Changeable Message Sign Operation and Messaging Handbook 2004 (Dudek 2004)
2 State of Alaska Permanent Changeable Message Sign (CMS) Policy Guide 2006 (Alaska DOT 2006)
3 Maine Standard Operating Procedures for use of Changeable Message Sign (CMS) 2007 (Maine DOT 2007)
4 Guidelines for the Operation of Variable Message Signs on State Highways 2008 (Oregon DOT 2008)
5 NDDOT DMS Guidelines 2008 (Advanced Traffic Analysis Center
2008)
6 Manual on Uniform Traffic Control Devices 2009 (FHWA 2009)
7 Guidelines for Use of Variable Message Signs (VMS) 2011 (New York State Thruway Authority
2011)
8 CMS Manual of Practice 2012 (Minnesota DOT 2012)
9 Changeable Message Sign Guidelines 2013 (Wooster and Al-Khalili 2013)
10 Montana Department of Transportation Variable Message Sign Guidelines 2013 (Montana DOT 2013)
11 Remote Control Changeable Message Signs Operation Guide 2014 (IBI Group 2014)
12 Dynamic Message Sign (DMS) Operation Manual 2015 (New Mexico DOT 2015)
13 Traffic Engineering, Operations & Safety Manual 2015 (Wisconsin DOT 2015)
14 Guidelines on Variable Message Signs (VMS) 2017 (Colorado DOT 2017)
15 VDOT Changeable Message Sign (CMS) Policy 2017 (Virginia DOT 2017)
16 Dynamic Message Sign Guidelines 2019 (Michigan DOT 2019)
17 Dynamic Message Signs (DMS) 2019 (Missouri DOT 2019)

TECHNICAL PAPER
4. VMS EFFECTIVENESS ASSESSMENT drivers about incidents or crashes on the roadway or details
ASPECT of the incident situations like “Police notified”, “Police on
the way” etc., to warn motorists/drivers about congestion
The performance of the VMS depends upon its design or significant delays on the roadway ahead and suggest
specification, operation guidelines, and application types. alternate route or additional travel information, to convey
Hence, for the effectiveness assessment of the VMS, all weather related information affecting the traffic, to warn
three aspects viz. design, operation and application should the drivers about surface conditions, abrupt change in the
be considered separately. alignment, vehicle restriction and to give advance notice of
new traffic control devices.
4.1 Design Aspect
4.3.2 Non-traffic-related messages
The design aspect of VMS comprises installation
specifications such as size, font, position (horizontal Although professionals agree on not displaying non-traffic-
and vertical), the color of the text, background color and related messages on VMS, but the interpretation of the
light intensity, shape and size of the display board, and phrase “traffic-related” varies greatly (Jones and Thompson
informational unit(s). Surveys are generally used for 2003). There is general agreement among operational
exploring the effectiveness of various design aspects of guidelines/practices of various states in the USA that
VMS. the VMS shouldn’t be used for advertising/promoting
commercial events or businesses (North Carolina DOT
As the design aspect of the VMS has attracted the attention
1996; Walton et al. 2001; Jones and Thompson 2003;
of researchers and practitioners for a long time and best
Oregon DOT 2008) and providing tourist information
design practices which are almost independent of the
(Oregon DOT 2008). However, Conesus breaks down on
geographical location, are already available in the form of
the use of VMS for public service announcements (PSAs).
manual/guidelines, so the assessment of this aspect does
Despite receiving a lot of unfavorable criticism from
not require much attention. drivers (Dudek 1997), several agencies accept the use of
4.2 Operation Aspect VMS for displaying PSAs but with low priority. PSAs
are short communications that don’t demand a reaction
The operational aspect of the VMS comprises the location right away but urge drivers to change their future driving
of the VMS relative to the event for which information is behavior.
displayed, message display duration, number of messages
displayed and display duration of each message, message Safety messages, which serve as a sort of PSA, are regarded
update frequency, etc. as acceptable by some states (North Carolina DOT 1996;
Dudek 1997; Walton et al. 2001) in the USA for displaying
VMS are generally operated with the help of traffic on VMS. Information about emergencies and security
management centers, but authors observed that in some is another type of PSA which are allowed on VMSs by
areas of India VMS are operated without setting up any several agencies.
dedicated traffic management center. The effectiveness of
VMS in such areas is of question and needs to be assessed. In Texas, AMBER Alert which represents a unique PSA
is used to inform and give necessary details to the locals
4.3 Application Aspect about crimes like child kidnapping in the area. In the amber
alert, information about the license plate and descriptions
VMSs are used for a variety of applications. Message/ of the suspects’ cars are posted on the VMS.
information displayed through VMS can be classified
broadly into two groups i.e., traffic-related messages and Air quality updates and public law messages are two
non-traffic-related messages. additional PSAs that are shown on VMSs, but studies have
shown that messages about public law changes should be
4.3.1 Traffic-related messages short and only displayed when necessary (Oregon DOT
2008).
VMS can be used to convey emergency evacuation/road
closure, to inform drivers about the regular lane, shoulder, Fig. 2 provides an overview of common applications of
or road closures due to construction and maintenance VMS in India. From the figure, it can be observed that
activities, to give early warning about special events that VMSs are mostly used for public service announcements
could have an impact on traffic or traveler safety, to notify in the form of safety messages.

TECHNICAL PAPER
Fig. 2 Common Messages Displayed on the VMSs in India
4.3.3 Restrictions in VMS use attention of the users when the message is shown. On other
hand, displaying generic information or the same message
Various studies have also identified several inappropriate continuously for a long time is frequently ignored and
uses of VMSs like the use of VMS to replace or restate viewed as useless by drivers. Such generic messages are
static signs, conventional warnings, regulatory or guide likely to decrease the credibility of the information shared
signs, conventional traffic control devices, and pavement by the VMS.
markings. This use of VMS to replace a lighted arrow
board may cause major issues of driver negligence of However, leaving the VMS blank has disadvantages, like,
VMSs and information overload. A study by Walton et al. drivers may mistakenly conclude that VMS malfunction is
(Walton et al. 2001) contended the use of the VMS even causing the blank condition. To counter this disadvantage,
for describing recurrent conditions such as rush hours. the blank message should be used with the confirmation
that the sign is functioning. Also, if VMS is left empty for
4.3.4 Blank message displays a long time, then taxpayers start believing that the sign is
There is a clear lack of agreement in the literature on the best a waste of money.
way to use a VMS when no message is necessary. During Hence, a judicious decision should be made about the best
such situations, some studies recommend displaying a way to use VMS when it is not required. VMS effectiveness
blank message while others recommend showing generic assessment may assist in making such decisions.
information like time, temperature, etc.
5. VMS EFFECTIVENESS MEASURES
Leaving VMS empty has a number of advantages, like
a decrease in the maintenance cost, energy saving, Since VMSs have a wide range of uses and benefits, it is
improvement in the functionality of VMS, saving from important to take into account the purpose for which VMS
information overload and VMS are more likely to get the is installed before assessing its effectiveness. Also, the

TECHNICAL PAPER
benefits change depending on the VMS’s intended usage, Fig.3 provides a summary of various qualitative and
location (rural V/s urban), and duration of use. Hence, quantitative effectiveness measures used in the literature
various measures can be used to assess the effectiveness for the evaluation of VMS. Any or all of these effectiveness
of VMS which is generally measured on the basis of measures may be utilized for evaluating the VMS
benefits achieved by installing it. These VMS effectiveness depending on the timings of the assessment i.e., before or
measures can be grouped into the following two categories: after the installation, and/or setting in which the VMS is
installed (urban or rural).
• Quantitative measures
• Qualitative measures
To evaluate both the safety and mobility benefits of VMS,

it is possible to measure the actual driver response to real-
time information displayed on the VMS. In other words,
VMS benefits like enhanced safety, time savings, increased
capacity, cost savings, decreased fuel consumption and
decreased associated emissions can be quantified. Hence,
to determine the effectiveness of VMS in terms of these
benefits, quantitative measures can be used.
Travelers’ compliance rate is one of the most important

and widely used quantitative VMS effectiveness measures.
Travelers’ compliance rate is the percentage of travelers
compiling specific information displayed on the VMS.
Since it is difficult to link specific drivers’ responses to
Fig. 3 Summary of VMS Effectiveness Measures
VMS instruction in a complicated driving environment,
quantifying the compliance rate presents a challenge in the 6. METHODS FOR VMS EFFECTIVENESS
field. EVALUATION
The effectiveness of the VMS can also be measured by Table 2 provides a summary of the VMS effectiveness
using qualitative measures like user satisfaction in terms assessment studies available in the literature. From the
of content, timeliness, accuracy, and reliability of the table, it can be observed that studies available in the
information communicated by the VMS, and level of literature use either of the following three methods for the
service measured in terms of comfort, convenience, and assessment:
quality of the travel experience. Qualitative measures use
• Questionnaire Survey Method
the perception, opinions, attitudes, and experiences of the
users to evaluate the effectiveness of VMS. • Field Study Method
• Driving Simulation Method
The selection of the effectiveness measure also depends
on the intended usage or application of the VMS. VMSs The approach to evaluating the effectiveness of VMS
are generally used to display traffic-related messages by calculating the safety and traffic operational benefits
addressing recurring problems (like peak traffic congestion, obtained, consist of the following four steps:
planned traffic interruptions due to special events), non-
i. Select and order the VMS application scenarios for
recurring problems (like accidents, incidents, temporary
analysis.
lane closure, maintenance), special operational issues
(like the operation of tunnels, bridges, directional lanes), ii. Develop an assessment plan specific to the desired
and environmental issues (like rain, fog, snow), and non- VMS applications.
traffic related messages (like PSAs e.g. safety messages, iii. Collect the data required for the assessment plan.
traffic rule messages, emergency and security information, iv. Perform the analysis and interpret the results.
AMBER alerts, air quality information).

TECHNICAL PAPER
The first step towards the effectiveness assessment of VMS quantified and subsequently converted to a monetary
is characterizing how the sign is used or will be used (in the value. The use of VMS is expected to improve safety
case of the planning stage). This characterization includes by increasing the awareness of drivers for downstream
the identification of applications for which the signs are dangers (such as the existence of traffic jams or restricted
utilized, and the determination of the relative frequency lanes, diminished visibility or poor pavement conditions,
of the use of the sign by taking into account various etc.). Mobility improvements can be made by redistributing
applications, problem location, time of day, the direction traffic through diversion, which lowers traffic demands at
of travel, and duration of the use for each usage. bottlenecks and alleviates congestion and delays, or by
increasing the capacity through an improvement in the
The second step is to formulate an assessment strategy that system’s traffic flow by reducing turbulence.
offers the most accurate prediction of the expected driver
reactions to each of the application categories determined Next, the data required for assessment are collected by
in the previous step. Only the driver’s reactions resulting conducting a questionnaire survey, field study, and/or
in the improvement of either mobility or safety can be driving simulation.
Table 2 Summary of Studies Available on the Assessment of VMS
Study Assessment Aspect Effectiveness Measure Method

(Peeta et al. 2000) Effect of different message contents on the Diversion propensity rate Questionnaire Survey
driver response
(Chatterjee and Drivers’ responses to information disseminated by Diversion rates, Travel time, Questionnaire Survey
McDonald 2004) VMS and how it affects the efficiency of the road Travel distance, Average
network. Travel speed
(Dutta et al. 2004) Factors affecting the readability and hits and misses, lane change Driving Simulation
comprehension of various phase messages distances
(Wang et al. 2007) Design and display characteristics of the Response time, preference Questionnaire
information disseminated through graphic-aided rate, the accuracy of the survey and Driving
messages responses to the messages Simulation
(Foo et al. 2008) Drivers’ responses to the messages disseminated Diversion rate Field Study
by VMSs
(Bai et al. 2010) Drivers’ reactions to the signs (temporary traffic Speed reduction Field Study
signs and portable changeable message signs) in
rural highway work zones.
(Xu et al. 2011) Traffic diversion effects of the content of the Diversion rates, compliance Stated Preference
various messages displayed on the VMS rates (SP) survey and Field
Study
(Yin et al. 2012) Effect of VMS messages on the probability of Diversion rate Field Study
triggering a diversion
(Edara et al. 2014) How well VMSs work in directing traffic to the Changes in hourly traffic flow, Questionnaire survey,
alternate route during a full highway closure travel time, and operating cost field study, and
driving simulation
(Yan and Wu 2014) VMS’s influence on driving behavior (Lane Odds Ratios (Chance of Driving Simulation
changing, speed control, route Choice) making a turn compared to the
chance of staying on the path),
average speed, lane changing
time, position, length, speed,
deceleration
(Jeihani et al. 2017) VMS’s influence on drivers’ route selection and Diversion rate Integrated driving and
detour (route diversion) behavior traffic simulation
(Bham and Leu 2018) Impacts of PCMS on drivers’ average speed Average speed Driving Simulation
(Ghosh et al. 2018) Impact of VMS messages on improving drivers’ Traffic flow change ratio Field Study
travel behavior
(AlKheder et al. 2019) Potential of the VMS in enhancing the experience Stated diversion rate Stated Preference
of drivers (SP) survey
(Wu et al. 2021) The safety performance of Driver Feedback Signs Collision frequency-based Field Study
(DFSs) safety performance functions
and yearly calibration factors

TECHNICAL PAPER
Finally, the analysis is performed on the data collected as likely to be of primary, though not exclusive, interest.
mentioned in the previous step. The analysis is performed In other words, apart from the regular commuters, other
by calculating any or all of the benefits like an increase users of the road infrastructure such as local residents
in the average speed, traffic flow, reduction in the average who frequently use the road facilities for trips other
travel time, queue length, delay, crash rate, severity, than commuting (especially on-road facilities with a
secondary crashes, and/or effectiveness in terms of user large percentage of through traffic), visitors/travelers
satisfaction rate in terms of content, timeliness, accuracy, who are not familiar with the nearby detour options or
and reliability of the information communicated, comfort, the neighborhood.
convenience, quality. Also, the analysis results obtained
ii. Select the appropriate survey instrument: The best
are examined for statistical significance at a certain
options for stated preference surveys are computer-
confidence level (95%) and interpreted to correlate with
assisted in-person surveys or mail surveys. The former
the effectiveness of the VMS.
may be unaffordable in case of a large sample size.
6.1 Questionnaire Survey Method iii. Design the survey tool: Stated preference surveys
generally require the development of more than one
The questionnaire method is helpful in determining the
survey instrument version to divide the respondents
attitude, opinions, and perceptions of the drivers about the
into groups that might require different hypothetical
reliability and usefulness of the information disseminated
scenarios and to accommodate enough hypothetical
by the VMSs. As it is reported in the literature that drivers
scenarios without subjecting respondents to incredibly
who view VMS as a valuable and trustworthy source of
information adhere to the VMS recommendations, so the lengthy and time-consuming surveys. For example, it
data collected through surveys can be used for assessing the might not be suitable to apply the same hypothetical
effectiveness of the VMSs. Generally, perception surveys scenarios to people who commute during rush hour
are used for exploring the effectiveness of VMSs. In the every day and people who attend special events
stated preference surveys, which are a part of the perception communicated through VMS.
surveys, participants are questioned about preferred iv. Conduct the survey and then review the findings:
behavior in a variety of predefined hypothetical conditions. The total number or percentage of motorists/drivers
The survey method produces valuable outcomes in a anticipated to engage in a particular action, like
relatively short amount of time with minimum resources. diverting at a particular location under each of the
scenarios considered, can be determined as the main
According to researchers, one critique stated preference
result of the stated preference surveys. This output
surveys is that the drivers might respond very differently
may be further segmented based on the relevant trip
to the hypothetical studies conducted using questionnaires
characteristics (e.g., off-peak versus peak commute),
than they would when confronted with identical options on
personal characteristics of the drivers and their
an actual VMS-equipped infrastructure. But these biases
vehicles (such as the driver’s age, the respondents’
in stated preference replies can be identified by designing
travel frequency, the type of vehicle, etc.), prior VMS
the questionnaire in such a way that at least part of the
usage experience, and drivers’ judgments about the
reported choices/preferences may be checked against the
precision, reliability, and credibility of the information
responses observed in the field. However, this option may
disseminated by VMS.
not be available in assessing the VMS systems that are not
yet implemented, and even in some of the facilities that are Assessment of effectiveness of VMS can also be done by
already in use. conducting the surveys of existing system. The survey of
existing system can provide valuable insights into user
The crucial steps involved in designing and carrying out a
stated preference survey are as follows: experiences, satisfaction levels, and behavioral patterns.
These surveys provide first-hand information regarding
i. Select and implement a sampling technique in the usability, clarity, and effectiveness of the current
such a way that the survey participants are a true system. This information can shed light on factors such
representation of the intended user base. Therefore, as readability, comprehensibility of displayed messages,
regular commuters along the VMS-equipped route are visual design, and overall user satisfaction. These insights

TECHNICAL PAPER
can help identify potential areas of improvement, address cameras, sensors like Bluetooth sensors, loop detectors, etc.
user concerns, and optimize the effectiveness of VMS in required for collecting the required data for the assessment.
conveying messages to drivers. In field studies, mainly traffic volume, speed, and travel
time data are collected. Data collection for specific
For collecting the user perception, opinions, attitudes, traffic and environmental scenarios is quite challenging.
and satisfaction levels, Likert Scale can be utilized as it Finally, the data collected is analyzed by calculating the
offers several advantages. Firstly, Likert scales provide a descriptive statistics, effectiveness measures like diversion
structured framework that allows respondents to indicate rate, change in the average speed/travel time, plotting
their level of agreement or disagreement with a series of the distributions of various parameters like speed, travel
statements or items. This approach allows to quantitatively time, and traffic volume, and/or by performing analysis of
measure and analyze subjective constructs, providing variance (ANOVA) test.
valuable insights into user experiences and preferences.
Secondly, the scale’s ordinal nature allows for statistical 6.3 Driving Simulation Method
analysis, such as calculating means, standard deviations, A traffic simulation model can evaluate the performance of
and conducting hypothesis testing. It also facilitate the the existing VMS as well as predict the expected benefits of
aggregation of data, making it possible to summarize and future VMS installations. It allows conducting of controlled
compare responses across different groups or conditions. experiments under various virtual conditions in the
6.2 Field Study Method simulated driving environment which offers to the drivers
a virtual driving experience without any dangers (Yan
In the literature, numerous studies are available which and Wu 2014). Hence, this method offers comparatively
utilize traffic volume and speed data obtained from various more flexibility to the researchers for experimentation and
sensors like loop detectors, Bluetooth sensors, etc. for produces repeatable results.
assessing the effectiveness of VMS. These are listed in
Various studies (Wang et al. 2007; Edara et al. 2014;
Table 2.
Bham and Leu 2018) are available in the literature which
Field studies link statistics on travel time, speed, and use the driving simulation for studying the implications
volume to the changes in vehicular movements caused of the VMSs on driving behavior and operating traffic
by the information disseminated by VMSs. Field studies characteristics, including driving speed fluctuation, detour
are also utilized for determining the actual percentage of decision-making at temporary work zones, divergence
traffic that is detoured due to the information disseminated behavior, etc. these are listed in table 2.
by VMSs. Additionally, these also have been employed to
The main benefit of employing traffic simulation is that
assess the relatability of journey time disseminated through it allows for the estimation of the projected operational
VMS. According to a study by Sihag et al (Sihag et al. benefits of VMSs for any combination of road conditions,
2022), modern machine-learning algorithms can be used traffic, and special events (incidents) which are uncommon
for predicting the travel time required for dissemination and hence highly challenging to capture in real-world
through traveler information systems. situations. When the sensors and other devices necessary
The field study method requires comparatively more to acquire road network-wide data for the assessment
of VMS effectiveness are absent, then only a perfectly
resources for the effectiveness assessment of VMS.
configured simulation model can accurately estimate the
Important steps involved in this method are listed below:
impacts of VMS information on the network-wide traffic
• Identification of the study sites operations. Additionally, the amount of time needed to run
• Study setup many scenarios (such as combinations of various incident
• Data collection lengths, traffic demands, and traffic control tactics) is
• Data analysis substantially less as compared to the amount of time
needed to observe a single event in the field
In the first step, study sites are identified for conducting
the field study based on the assessment aspect and intended Fig.4 shows important steps involved in the VMS
use of the VMS. Study setup involves the installation of effectiveness assessment using the simulation method.

TECHNICAL PAPER
Fig. 4 Steps Involved in VMS Effectiveness Assessment Using Simulation Method.
6.3.1 Determination of the suitable scope/extent of the The requirement of a large amount of data for conducting
analysis the evaluation using microscopic simulation is one of its
drawbacks. Studies (Dutta et al. 2004; Yan and Wu 2014;
A VMS that directs traffic to alternative routes in order Jeihani et al. 2017) have shown that evaluation of VMS
to relieve congestion on the main motorway stretch may by using a driving simulator requires data like geometric
also have a substantial impact on the flow of traffic on information, speed data, volume data, information about
the nearby roads. It may be less significant in suburban traffic regulation (like Stop or yield signs, signalized
or rural locations, but it is true, especially for urban areas intersection phases, timing schemes, detector placements,
with substantial traffic volumes on the arterial roads etc.), and incidents (like start and end times, location, the
connected to the motorway. Therefore, VMS effectiveness length of the impacted road, and the number of blocked
in urban areas should be assessed in view of how it affects lanes).
the entire arterial road network. On other hand, at some
6.3.3 Calibration of the tool to known conditions
locations where the motorway is linked to a roadway
network with a high capacity and comparatively low traffic When using driving simulators, tuning the model used
volume, it is acceptable to believe that traffic diverted due to the known conditions is a crucial step. If VMSs are
to diversion information disseminated by VMS will be less already installed along the corridor, the preferable strategy
than the alternate routes’ capacity and hence, won’t result is to calibrate the model for each of the VMS application
in additional congestion and delay. In such circumstances, scenarios.
it might be adequate to assess the effectiveness of VMS The output used for the calibration depends upon the
messages just based on changes in motorway traffic only. availability of observation data. Observed link flows,
average speeds, travel times, queue length, etc. can be
6.3.2 Selection of a suitable analysis tool and
compared to the simulated value and hence, are helpful in
identification of the data needed or required. the calibration. The majority of calibration factors that can
A variety of microscopic simulation models such as be changed in the models relate to either the characteristics
of the vehicle or the driver. Standard driver behavioral
CORSIM, INTEGRATION, MITSIM, PARAMICS,
factors like minimum headway, car-following sensitivity,
and VISSIM are available for simulating the operational
and gap acceptance can be changed to match the existing
and environmental impacts of VMS messages. Hence, a
road capacity. When the road network has entrance and exit
suitable model shall be selected judicially. ramps, lane closures, or weaving regions, then additional

TECHNICAL PAPER
lane-changing maneuver-related parameters are also In the literature, questionnaire surveys, field studies, and
crucial for calibrating the model. driving simulations are the three main methods for the
VMS effectiveness assessment. The questionnaire survey
6.3.4 Calculation of VMS’s incremental impact on method is an economical method that produces useful
driver behavior and changes in operational metrics results in a relatively short amount of time. While the
To assess the VMS’s incremental impact on driver behavior, driving simulation method gives more flexibility to the
stated preference surveys are quite useful, especially when researchers for experimentation and produces repeatable
few (or no) operational data relevant to diversion are results. On other hand, field studies require comparatively
available. more resources, and data collection for specific traffic and
environmental scenarios is quite challenging.
There will be a series of incremental improvements in
travel time (or delay), vehicle stops, and fuel consumption The authors recommend conducting the evaluation of
due to the installation of VMS on road segments for each expensive VMS installed on Indian roads so that feedback
of the VMS usage scenarios previously chosen for the on the benefits obtained from the installation of VMS can
assessment. These incremental changes can be multiplied be obtained. This evaluation is also expected to help in
by the frequency of occurrence of these changes over the formulating the guidelines for the operation of VMS and a
assessment period to get the total changes in the operational further improvement in the efficiency of the VMS already
metrics of each relevant VMS usage scenario. installed.
6.3.5 Conversion of operational benefits into economic REFERENCES

benefits 1. Advanced Traffic Analysis Center (2008) NDDOT DMS
Guidelines
Finally, the total economic impact of the VMS sign is
calculated by taking the sum after multiplying the total 2. Alaska DOT (2006) State of Alaska Permanent Changeable
amount of the travel time saving, vehicle stop reductions, Message Sign (CMS) Policy Guide
and/or fuel saving during the assessment period with the 3. AlKheder S, AlRukaibi F, Aiash A (2019) Drivers’
corresponding conversion factors. Response to Variable Message Signs (VMS) in Kuwait.
Cogn Technol Work 21:457–471. https://doi.org/10.1007/
7. CONCLUSIONS AND RECOMMENDATIONS S10111-019-00538-7
4. Bai Y, Finger K, Li Y (2010) Analyzing Motorists’
This paper provides a comprehensive review of the
Responses to Temporary Signage in Highway Work
methodologies used for the evaluation of the effectiveness
Zones. Saf Sci 48:215–221. https://doi.org/10.1016/J.
of the VMS signs and a framework to select the best SSCI.2009.08.005
methodology for a specific application of VMS in a
5. Bham GH, Leu MC (2018) A Driving Simulator Study to
particular environment (rural/urban). This paper also
Analyze the Effects of Portable Changeable Message Signs
provides a review of the operational practices and
on Mean Speeds of Drivers. J Transp Saf Secur 10:45–71.
guidelines used for the design, installation, and operation https://doi.org/10.1080/19439962.2017.1314398
of the VMS across the world.
6. Chatterjee K, McDonald M (2004) Effectiveness of
The design aspect of the VMS is a well-researched topic in Using Variable Message Signs to Disseminate Dynamic
the literature and best design practices are already available Traffic Information: Evidence from Field Trails in
in the form of manual/guidelines. But the application and European Cities. Transp Rev 24:559–585. https://doi.
org/10.1080/0144164042000196080
operation aspects of VMS require assessment due to their
dependence on the practices adopted by the implementing 7. Colorado DOT (2017) CDOT Guidelines on Variable
agencies. Assessment of the ways to use VMS when it is Message Signs (VMS).
not required is very crucial, especially for India where 8. Dia H, Panwai S, Dia H, Panwai · S (2007) Modelling
VMSs are used mostly for public service announcements Drivers’ Compliance and Route Choice Behaviour in
only. Among the various quantitative and qualitative Rsponse to Travel Information. Springer 49:493–509.
https://doi.org/10.1007/s11071-006-9111-3
effectiveness measures for the VMS, the compliance rate
is one of the most important and widely used effectiveness 9. Dudek CL (2004) Changeable Message Sign Operation and
measures for the assessment of VMSs. Messaging Handbook

TECHNICAL PAPER
10. Dudek CL (1997) Changeable Message Signs—Synthesis 27. New Mexico DOT (2015) Dynamic Message Sign (DMS)
of Highway Practice 237 Operation Manual
11. Dutta A, Fisher DL, Noyce DA (2004) Use of a Driving 28. New York State Thruway Authority (2011) Guidelines for
Simulator to Evaluate and Optimize Factors Affecting Use of Variable Message Signs (VMS)
Understandability of Variable Message Signs. Transp Res 29. North Carolina DOT (1996) Operational Guidelines for the
Part F Traffic Psychol Behav 7:209–227. https://doi.org/ Use of Changeable Message Signs
https://doi.org/10.1016/j.trf.2004.09.001
30. Oregon DOT (2008) Guidelines for the Operation of
12. Edara P, Sun C, Keller C, Hou Y (2014) Evaluation of Variable Message Signs on State Highways
Dynamic Message Signs on Rural Freeways: Case Study of
31. Peeta S, Ramos JL, Pasupathy R (2000) Content of Variable
a Full Freeway Closure. J Transp Eng 140:89–98. https://
Message Signs and on-line Driver Behavior. Transp Res
doi.org/10.1061/(ASCE)TE.1943-5436.0000614
Rec 1725:102–108. https://doi.org/10.3141/1725-14
13. FHWA (2009) Manual on Uniform Traffic Control Devices
32. Sihag G, Parida M, Kumar P (2022) Travel Time Prediction
for Streets and Highways
for Traveler Information System in Heterogeneous
14. Foo S, Abdulhai B, Hall FL (2008) Impacts on Traffic Disordered Traffic Conditions Using GPS Trajectories.
Diversion Rates of Changed Message on Changeable Sustain 2022, Vol 14, Page 10070 14:10070. https://doi.
Message Sign. Transp Res Rec 2047:11–18. https://doi. org/10.3390/SU141610070
org/10.3141/2047-02
33. Virginia DOT (2017) Operations Division Changeable
15. Ghosh B, Zhu Y, Dauwels J (2018) Effectiveness of VMS (CMS) Policy
Messages in Influencing the Motorists’ Travel Behaviour.
34. Walton JR, Barrett ML, Crabtree JD (2001) Management
In: IEEE Conference Intelligent Transportation Systems
and Effective use of Changeable Message Signs
(ITSC) Proceedings. pp 837–842
35. Wang J-H, Hesar SG, Collyer CE (2007) Adding Graphics
16. IBI Group (2014) Remote Control Changeable Message
to Dynamic Message Sign Messages. Transp Res Rec
Signs Operations Guide
2018:63–71. https://doi.org/10.3141/2018-09
17. IRC:SP:85-2010 Guidelines for Variable Message Signs
36. Wisconsin DOT (2015) Traffic Engineering, Operations &
18. Jeihani M, NarooieNezhad S, Bakhsh Kelarestaghi K (2017) Safety Manual
Integration of a Driving Simulator and a Traffic Simulator
37. Wooster L, Al-Khalili R (2013) Caltran Changeable
Case Study: Exploring Drivers’ Behavior in Response to
Message Sign Guidelines
Variable Message Signs. IATSS Res 41:164–171. https://
doi.org/https://doi.org/10.1016/j.iatssr.2017.03.001 38. Wu M, El-Basyouny K, Kwon TJ (2021) Lessons Learned
from the Large-Scale Application of Driver Feedback Signs
19. Jones SL, Thompson MW (2003) State of the Practice
in an urban city. ournal Transp Saf Secur 13:1283–1301.
for Displaying Non-Traffic Related Messages on
https://doi.org/10.1080/19439962.2020.1726546
Dynamic Message Signs. Report No. 03413, University
Transportation Center for Alabama 39. Xiong J, Hou X, Liu J, Guan J (2011) Simulation on
Cooperation of Urban Expressway Traffic Guidance and
20. Kattan L, Habib KMN, Nadeem S, Islam T (2010) Modeling
Control using Paramics. ICCTP 2011 Towar Sustain Transp
Travelers’ Responses to Incident Information Provided by
Syst - Proc 11th Int Conf Chinese Transp Prof 1474–1480.
Variable Message Signs in Calgary, Canada. Transp Res
https://doi.org/10.1061/41186(421)146
Rec 2185:71–80. https://doi.org/10.3141/2185-10
40. Xu T, Sun L, Peng Z-R (2011) Empirical Analysis and
21. Ma Z, Shao C, Song Y, Chen J (2014) Driver Response to
Modeling of Drivers’ Response to Variable Message Signs
Information Provided by Variable Message Signs in Beijing.
in Shanghai, China. Transp Res Rec 2243:99–107. https://
Transp Res part F traffic Psychol Behav 26:199–209
doi.org/10.3141/2243-12
22. Maine DOT (2007) Maine Standard Operating Procedures
41. Yan X, Wu J (2014) Effectiveness of Variable Message
for use of Changeable Message Sign (CMS)
Signs on Driving Behavior Based on a Driving Simulation
23. Michigan DOT (2019) Dynamic Message Sign Guidelines Experiment. Discret Dyn Nat Soc 2014:. https://doi.org/
24. Minnesota DOT (2012) CMS Manual of Practice https://doi.org/10.1155/2014/206805
25. Missouri DOT (2019) Dynamic Message Signs (DMS) – 42. Yin W, Murray-Tuite P, Wernstedt K (2012) Incident-
Engineering Policy Guide Induced Diversion Behavior: Existence, Magnitude, and
26. Montana DOT (2013) Montana Department of Contributing Factors. J Transp Eng 138:1239–1249. https://
Transportation Variable Message Sign Guidelines doi.org/10.1061/(ASCE)TE.1943-5436.0000431

TECHNICAL PAPER
FATIGUE ANALYSIS OF SILICA FUME AND GGBS ADMIXED

CONCRETE PAVEMENT OF SINGLE AND COMPOSITE SECTION
Sagar Kamble1 Dr. H. S. Jagadeesh2
ABSTRACT
Due to the rapid increase in traffic and travel demand, there is always a need for improvement in the construction of rigid
pavements. Rigid pavements can bear high magnitudes of loads coming onto them but they have economic and environmental
constraints. Cement is known to harm the environment by emitting carbon dioxide into the atmosphere. Hence in the past few
decades, researches on replacing cement partially with waste powders to make it economical and sustainable have been carried
out. Along with that pavement should be strong enough to resist a repeated number of loads coming onto them throughout
the life period. So, a pavement section consisting of two different concrete layers known as the composite section is proposed.
The utilization of silica fume significantly affected ventures, capacity to regularly and industrially produce silica fume changed
cement of stream capable in nature yet stay firm, which thusly creates high early and later age strength including impervious
to forceful conditions. GGBS is a result in the steel producing industry and it very well may be utilized as an elective material
to OPC because of its intrinsic restricting properties. In the present study, Silica Fume and GGBS are used to examine the
strength of the concrete. 12% of the cement is replaced by Silica Fume in the concrete mix containing Silica Fume. In the
concrete mixes containing GGBS, 30% of the cement is replaced by GGBS for studying the changes in the strength of M40
grade of concrete. An exploratory program was done on single and composite sections to investigate their strength properties
by compressive strength test, flexural strength test and flexural fatigue test. Specimens are cured for a period of 7 days and
28 days before performing tests on them. Various strength properties of the concrete are examined by conducting tests like
compression and flexural strength tests on the concrete cubes and beams, after 7 and 28 days of curing period. A fatigue test
is then performed on beams for various stress ratios like 0.85, 0.75, and 0.65. It is concluded from the study that composite
concrete sections can withstand higher number of load repetitions compared to conventional concrete.
1. INTODUCTION This paper presents test investigation of compressive

and flexural strength of cement arranged with customary
Silica fume is otherwise called micro silica or consolidated Portland concrete. Modern squanders like Ground
silica fume, is utilized as an artificial pozzolanic admixture. Granulated Blast Furnace Slag (GGBS) show synthetic
It’s anything but a material coming about because of properties like cement. Utilization of GGBS as concrete
decrease of quartz with coal in an electric bend heater in the substitution will all the while decrease cost of cement
production of silicon or ferrosilicon composite. Synthetic and help to lessen pace of concrete utilization. This
synthesis of silica fume contains in excess of 90% silicon examination report of solidarity investigation of GGBS
dioxide other constituents are carbon, Sulphur and oxides substantial will offer confirmation to energize individuals
of aluminum, iron, calcium, magnesium, sodium and working in the development business for its gainful
potassium. The ground granulated blast furnace slag is a utilization. Concrete containing GGBS was utilized in
waste product from iron assembling industry which might practically every one of the nations because of its adequate
be utilized as partial substitution of cement in concrete property and numerous nations proposed its utilization in
because of its inborn cementitious properties. its development details. In the year 1880 GGBS was first
1 Research Scholar, E-mail: sagar.yk5@gmail.com

Department of Civil Engineering, BMS College of Engineering, Bengaluru
2 Professor, E-mail: jagadeesh.husur@gmail.com

TECHNICAL PAPER
utilized with port land concrete and it was broadly utilized Table 2 Basic Tests on Course Aggregates
in England and in the UK and it was likewise remembered
for the British Standard. Fatigue conduct of concrete Specification
Test according to
due to rehashed utilization of flexural stresses by traffic Test Method
result MoRTH and IS
loads, reformist weariness harm happens in substantial 383-2016
chunk as continuous advancement of miniature breaks
Aggregate Impact
particularly when applied pressure as far as flexural 16.10% Max. 30%
Value
strength of concrete is high. The proportion between the
flexural stress because of burden and the flexural strength Los Angeles IS: 2386
17.8% Max. 35%
Abrasion Test (Part 4)
because of concrete is named as the Stress Ratio (SR).
For a given piece thickness and other plan boundaries, Crushing Value
21.45% Max. 30%
Test
the flexural stress at the edge because of the use of a
solitary or pair hub burden might be controlled by inexact Combined
IS: 2386
pressure outline. This pressure esteem is separated by the Flakiness and 12.91% Max. 35%
(Part 1)
Elongation Index
flexural strength of the concrete cement, to acquire the
pressure proportion in the asphalt. On the off chance that Water Absorption IS: 2386 0.5% Max. 2%
the stress proportion is under 0.45, the suitable number of Specific Gravity (Part 3) 2.636 2.5-3.2
reiterations of the hub load is endlessness.
2.3 Fine Aggregates
Composite section is a 2-layer section of concrete in which
the 50% of the depth is by PQC and the remaining 50% The aggregates most of which pass through 4.75 mm IS
of the depth of concrete is with the different ingredient. sieve are termed as fine aggregates. In this experimental
Pavement sections should withstand higher number of program, fine aggregate was locally procured and
load repetitions in their lifetime. Hence fatigue test on conformed to IS: 383- 1970.
composite section is carried out to check its resistance to Table 3 Basic Tests on Fine Aggregates (IS: 383- 1970.)
repeated number of loads.
Property Values
2. MATERIALS AND METHOD
Specific gravity g/cc 2.65
2.1 Cement Water Absorption (%) 2.5%
Cement used in this work is Ordinary Portland Cement Moisture content (%) Nil
(OPC) of Grade 53. Fine particles less than 0.075 mm (%) 13.4
Table 1 Basic Tests on Cement (IS: 4031 – PT 1 to 15, 1989) 2.4 Silica Fume
Properties Result Very fine non crystalline silica produced in electric arc
Specific gravity 3.15 g/cc furnaces as a byproduct of alloys of containing silicon;
Normal consistency 27% also known as condensed silica fume or micro silica.
Initial setting of time 35 min
Table 4 Physical Properties of Silica Fume (IS 6491)
Final setting of time 300 min
2.2 Coarse Aggregates Physical Properties Result

Specific gravity 2.2
The aggregate which is retained over IS Sieve 4.75 mm Colour Dark grey
is termed as coarse aggregate. Coarse aggregate having
the size of 20 mm down are used in this work and the Table 5 Chemical Properties of Silica Fume
total thickness of the mould is 100 mm including single
Properties Value
or composite layer thickness. The aggregates are washed
to the remove dust and dirt and are dried to surface dry Si02 90-96%
condition. Al203 0.6-3.0%

TECHNICAL PAPER
2.5 GGBS are prepared. First, half depth of the cubes that is 75 mm
and beams that is 50 mm is filled with normal PQC mix
Ground Granulated Blast Furnace is a byproduct from
in three layers and compacted. It should not be disturbed
the Blast Furnace slag is a solid waste discharged in large
for 30 minutes. After the initial setting period of concrete,
quantities by the iron and steel industry in India.
immediately the second half depth of the cubes and beams
Table 6 Physical Properties of GGBS (IS 6491) are filled with silica fume admixed concrete or GGBS
admixed concrete in three layers and compacted. After 24
Properties Result hours, moulds are demoulded and kept in water tank for 28
Specific gravity 2.86 days curing process.
Water absorption (%) 0.14
Concrete Beam of Size (100 X 100 X 500 mm)
2.6 Mix Proportion
Silica fume/GGBS
50 mm
Mix design is done as per IRC:44-2017. The super plasticizer admixed concrete
dosage is adopted as 0.5 % of total weight of cement. 100 mm
Normal concrete 50 mm
Table 7 Mix Design of M40 Grade of Concrete
(IRC:44-2017)
Fig. 1 Composite Section Concrete Beam
Material Quantity
Cement 392 (kg/m3)
Fine aggregate (kg/m3)- (M-sand) 665 (kg/m3)
Coarse aggregate (kg/m3)-20 mm (60%) 724 (kg/m3)
Coarse aggregate (kg/m3)-10 mm (40%) 483 (kg/m3)
Water 149 (ltr)
Super plasticizer 1.96 (ltr)
W/C ratio 0.38
Mix proportion-1:1.70:3.07
2.7 Casting of Specimen
In the present study, cubes of size 150 mm* 150 mm*

150 mm and beams of size 100 mm* 100 mm* 500 mm
of M-40 grade of Pavement Quality Concrete (PQC) are
prepared. At first, dry mixing of materials is carried out
followed by adding water and proper mixing of materials
for 2 to 3 minutes. Mix is then transferred to moulds and
compacted to remove possible voids present. After casting,
Fig. 2 Concrete Beam of Size (100 X 100 X 500 mm)
test specimens are demoulded after 24 hours and kept in
water tank for 28 days curing process. 3. RESULTS
For casting concrete specimens with Silica fume/GGBS, 3.1 Compressive Test
procedure remains same but one more ingredient that is
GGBS and Silica Fume will be added by replacing cement For cube compression testing of concrete, 150 mm*
materials in appropriate quantity. The mix will then be put 150 mm* 150 mm cubes are casted. All the cubes are
in mould and compacted. tested in saturated condition, once after wiping out the
surface moisture. For each mix combination, three cubes
Composite sections of Silica fume admixed concrete/ were tested at the age of 7 days and 28 days of curing as
GGBS admixed concrete with PQC of M-40 grade concrete per IS 516 (Part-1 Sec-I)-2021.

TECHNICAL PAPER
Table 8 Compressive Strength Test Results

IS 516 (Part-1 Sec-I)-2021
Average Compressive
Type of Concrete Strength (MPa)
Days Days
Normal Concrete (PQC) 30.04 46.22
Silica fume Admixed Concrete (SF) 34.29 52.76
GGBS Admixed Concrete (GGBS) 31.77 48.87
Composite Section of Silica fume
32.98 50.74
with PQC (PQC+SF)
Composite Section of GGBS with
32.10 49.38
PQC (PQC+GGBS)
Fig.4 Flexural Strengths at 7 and 28 days
35.26 54.25
with GGBS (SF+GGBS)
3.3 Fatigue Strength
Fatigue test specimens are tested under one-third point

loading with frequency of loading as 3Hz. At a particular
stress level amplitude of the fatigue loading was maintained
constant throughout the testing. Minimum stress in
fatigue loading was maintained at 1% of maximum stress.
Minimum stress was used mainly to prevent any possible
movement of specimens at support during testing. The
specimens failed due to single propagation of single
vertical crack through the depth of the section. The nature
of failure was brittle. For these specimens the number of
fatigue cycles at the instant of appearance of crack was
Fig.3 Comparison of Concrete Cube Compressive considered as fatigue life.
Strengths for 7 and 28 days Curing
The Fatigue test is carried out on the conventional mix to
3.2 Flexural Strength determine the Number of Repetitions (N). The conventional
Prism of size 100 mm x100 mm x 500 mm is casted as per concrete mix is compared with other concrete mixes.
(IS 516 (Part-1 Sec-I)-2021.Three-point loading was done; Repetitions are found out for each mix for different stress
results are tabulated for 7 & 28 days. ratio of 0.65, 0.75 and 0.85 and each mix is compared with
Table 9 Flexural Strength Test Results the IRC 58 stress ratio values. Graphs pertaining to this are
IS 516 (Part-1 Sec-I)-2021. shown.
Average Flexural
Type of Concrete Strength (MPa)
7 DAYS 28 DAYS
Normal Concrete (PQC) 3.14 4.83
Silica fume Admixed Concrete (SF) 4.21 6.48
GGBS Admixed Concrete (GGBS) 3.80 5.84
4.00 6.15
with PQC (PQC+SF)
Composite Section of GGBS with
3.91 6.01
PQC (PQC+GGBS)
4.63 7.12
with GGBS (SF+GGBS) Fig. 5 Fatigue Testing Machine

TECHNICAL PAPER
4. CONCLUSIONS
i. All the results of the basic tests performed on

aggregates, cement, silica fume, GGBS are
within the specified limits of MoRTH-5, IS2386
(Part III)-1963, IS: 456, IS: 3812.
ii. Compressive strength results of M40 grade
concrete mix, performed on 150*150*150 mm
cubes after 7 and 28 days of curing, gave better
out-puts. Also, the results of the flexural strength
test performed on 100*100*500 mm beams are
considerably good.
iii. Compressive strength of all the concrete mixes
Fig: 6 Specimen for Fatigue Testing
witnessed an increase in strength compared to
normal concrete. Silica fume admixed concrete
Table 10 Number of repetition (N) for different stress ratios has 14.1% increase in strength, GGBS admixed
concrete has 5.72% increase in strength,
Number of Repetitions for Composite Section (SF+PQC) of Silica fume with
Concrete Different Stress Ratios (SR) PQC has 9.78% increase in strength, Composite
Sections Section (GGBS+PQC) of GGBS with PQC has
0.85 (SR) 0.75 (SR) 0.65 (SR) 6.37% increase in strength, Composite Section
PQC IRC:58-2002 30 477 7.7*103 (SF+GGBS) of Silica fume with GGBS has
17.27% increase in strength.
PQC 8.564*103 3.949*104 8.769*104
iv. It was noticed that the flexural strength of all the
SF 1.12x104 4.27x104 9.02x104 concrete mixes increased in strength compared to
normal concrete. Silica fume admixed concrete
GGBS 7.458x103 3.245x104 8.124x104 has 34.14% increase in strength, GGBS admixed
SF+PQC 1.478x104 4.645x104 9.233x104 concrete has 20.91% increase in strength,
Composite Section (SF+PQC) of Silica fume with
GGBS+PQC 6.548x103 2.945x104 7.965x104 PQC has 27.18 % increase in strength, Composite
Section (GGBS+PQC) of GGBS with PQC has
SF+GGBS 9.142x103 4.344x104 9.287x104
24.18% increase in strength, Composite Section
(SF+GGBS) of Silica fume with GGBS has
47.43% increase in strength.
v. As compared to the number of repetition
values mentioned for different stress ratios in
IRC:58-2002, all the concrete mixes have a greater
number of repetitions and they satisfy the fatigue
criteria.
vi. Compared to all, the composite section of silica
fume with PQC (PQC+SF) resisted a greater
number of repetitions. So, this pavement section can
be the better solution for resisting a greater number
of repetitions during the life span of the pavement.
REFERENCES
1. Er. NalinVerma.: Experimental Study on Effect of GGBS
and Silica Fume on the Strength of Concrete. International
Journal of Engineering Research and Technology, Volume
6, Issue 12 (2017).
Fig. 7 S-N Curve for Different Concrete Section

TECHNICAL PAPER
CRITICAL REVIEW OF USE OF SPECIFIC SYNTHETIC MACRO

FIBRES IN THE PRODUCTION OF FIBRE REINFORCED
CONCRETE FOR ROAD AND OTHER INFRASTRUCTURE WORKS
C.P. Joshi1 Aditya S. Sali2 Atharva R. Ulangwar3
SYNOPSIS
Concrete infrastructure like roads, pavements, water retaining structures, and many more experience heavy deterioration
which may be triggered by corrosion of the reinforcement and the brittle nature of concrete. Fibre Reinforced Concrete (FRC)
is known to be an excellent alternative to such conventional concrete applications due to its properties of enhanced control on
cracks and increased durability. Although FRC has been used since the early 1900s[1], there is little guidance regarding the use
and testing of fibres. There is also a lack of credible information about the new fibre products being introduced in the market.
An attempt is made do literature survey to understand the past FRC experiences, and to improvise on the usability and design
of FRC in road pavements as part of major infrastructure. The parameters studied ranged from the fibre type, dosage of fibres
and monitoring the increase in flexural strength of concrete, increase in service life, and economic benefits of choosing FRC
over conventional reinforced sections, with case studies in Maharashtra, India and abroad. The design-centric approach for
prescribed dosages of macro synthetic fibres was studied as an alternative to achieve the economical and structural benefits by
using various doses of fibres in concrete.
1. INTRODUCTION Increasing the tensile capacity by improving the flexural

performance of concrete is usually achieved by infusing
Reinforced Concrete is widely used in the whole world fibres in concrete, creating a matrix called Fibre Reinforced
for various applications due to its comparatively low Concrete (FRC). FRC is known for enhanced the flexural
cost, suitability in multiple applications, and availability capacity of concrete and for increasing the serviced life of
of constituent materials. However concrete has some concrete by preventing the micro-cracks from propagating.
drawbacks which we have never been able to completely
address, such as low tensile strength and poor to negligible There are a wide variety of products related to FRC in
ductility. As concrete is placed, micro-cracks immediately the market for various engineering applications, but the
start forming on the surface due to the effect of temperature applicability, improved design, and economics of the
and shrinkage. These micro-cracks along with structural products have not been critically evaluated. There have been
loading evolve into significantly larger cracks and consistent breakthroughs and improvements in material
become macro cracks. It may result into the structure not technology and design concepts pertaining to fibres, which
performing at its full efficiency. The crack propagation need to be addressed and studied for implementation on
encourages seepage of water to the reinforcement and large-scale infrastructure. This will enable the governing
initiates corrosion. This combined with continuous traffic bodies to improve performance, durability and to build
loading causes the member to lose its performance and the structures with lower costs, increasing the savings and
ultimately, failure of the member. utilizing the funds for other important infrastructure.
1 OSD and IE, MSRDC Ltd. and Former Secretary (Roads) PWD Maharasthra, Email: joshicp1962@gmail.com
2 Student, Pimpri Chinchwad College of Engineering, Pune, Email:adityasanjaysali@gmail.com
3 Student, AISSMS College of Engineering Pune, Email: atharva@winsonprotech.com

TECHNICAL PAPER
This paper is focussed on three main tasks which are aimed performs best under compression and provides little to
at describing the best design concept and type of fibres for negligible resistance when under tension. Being brittle
FRC application in major roadways, cost and performance in nature, it cracks when it comes under tensile loads.
benefits through replacing conventional reinforcement, The brittleness is also one of the major causes why the
and developing criterion for construction practice. concrete’s way of reacting to any stress is to crack. There
are a few reasons why the concrete cracks, some of which
Following are the findings based on the literature review are discussed below-
for FRC-
2.1 Scaling and Disintegration
i. Fibres enhance the ductility, toughness, impact
resistance, tensile strength, flexural strength, post-crack Disintegration can be defined as the deterioration of
load-carrying capacity, fatigue life, abrasion resistance, concrete into small fragments and individual aggregates.
scaling resistance, shrinkage cracking resistance, Scaling is a milder form of disintegration where the surface
durability, and cavitation resistance of the concrete mortar flakes off. Disintegration of concrete can occur due
(Ramakrishnan & Deo, 1998; Ostertag & Blunt, 2008) to various reasons such as freezing and thawing, chemical
attack, poor construction practices, shrinkage cracks, water
ii. Fibres alter the compressive failure mode of concrete penetration.
cylinders (Noushini et al., 2014).
2.2 Cracks
iii. Fibres can increase the flexural strength by 25% to
55% compared with conventional PCC (Roesler et al., Cracks in concrete can be of two types, structural cracks or
2004). surface cracks. Surface cracks are mostly hairline cracks
are of just a few millimetres in width and depth. They are
iv. Fibres improve crack growth resistance, energy needed to be monitored closely to see if they propagate
absorption capacity, and compressive strength under further. Structural cracks are usually more than 0.25 inches
impact loading conditions (Bindiganavile & Banthia, in width and are present for throughout the section. In the
2005; Pyo, 2016; Zhang and Mindess, 2010). case of roads, they are often caused due to settlement of fill
v. Fibres do not decrease the bond strength material or fill support, or maybe caused by failure due to
(Ramakrishnan & Santhosh, 2000). loading or any negative stresses unaccounted for.
vi. Macro fibres can increase the abrasion resistance 2.3 Erosion
by 14% compared with a 7% increase due to micro Erosion due to abrasion results in a worn concrete surface. It
fibres, which could be because of the better bond that is caused due to constant vehicular movement and tyres
macro fibres have with the paste (Grdic et al., 2012) tractive force exerted by tyres against the surface of the
vii. Crack widths of FRC can be further reduced by using concrete. Severe erosion can jeopardize the structural
higher mortar content (Ramakrishnan, 1997) capacity of concrete and cause dangerous conditions for
vehicular traffic to drive on.
viii. Early-age cracking could be better mitigated through
the use of a combination of synthetic micro fibres and 2.4 Spalling
macro fibres (Maggenti et al., 2013). Spalling is the loss of larger pieces or chunks of concrete,
ix. FRC develops many small shrinkage cracks compared typically caused by sudden impact or due to stresses not
with few large shrinkage cracks for conventional PCC accounted for in the design. It is usually seen at the edges
(Lawler et al., 2005). and corners of road pavements and results in structural
damage if not repaired.
2. PROBLEMS WITH CONCRETE
3. FIBRES IN CONCRETE
Concrete is used as the basic construction material in all the
structures ranging from different types of infrastructure, 3.1. Basics of Fibres
and it forms a critical aspect of any structure, as the Fibres for concrete are made with different materials
structural integrity depends critically on it. Concrete

TECHNICAL PAPER
and are produced with varying geometries. ACI 544 and come up with the minimum and the most cost-effective
ASTM C1116 categorize fibres based on composition- fibre dosage in concrete for the desired application. For
steel, glass, synthetic and natural. When we consider the example, if the average residual strength for an FRC Road
size and functionality of fibres, they can be classified Pavement is specified to be 4 MPa, results obtained using
into two broad categories, Micro Fibres, and Macro ASTM C1399 can be used to determine the lowest possible
Fibres. The usual use of Micro Fibres is only for plastic dosage of fibres required to fulfil the desired criteria.
shrinkage control and they do not provide any structural
benefits. These fibres are typically very fine in diameter 3.2. Properties of Concrete with Macro Synthetic
(0.02 to 0.04 mm) and their length is typically 6-25 mm. Fibres
On the other hand, Macro Fibres are used for controlling 3.2.1. Physical properties
temperature and shrinkage cracks as well as providing post
crack structural performance to the structural member. The type of fibres considered in this study is made from
These fibres typically provide additional load-bearing and a proprietary blend of polypropylene and polyolefin
flexural capacity to the structural member and can be used polymers. The material characteristics provide the fibres
to replace light reinforcement bars for certain applications. with additional structural benefits, as they are not just
They have a relatively large diameter (0.5-0.7 mm) and their able to control temperature and shrinkage cracking
length ranges from 35-55 mm (FRCA, 2007). The decision phenomenon, but also provide post-first crack toughness
on the geometry of the fibres depends upon the type of and additional flexural capacity. With these material
application, loading conditions, exposure conditions, and properties, the synthetic macro fibres have been used as the
the type of structural member. Macro Fibres are typically only reinforcing material in multiple concrete applications,
made of Steel or Synthetic materials. This paper focuses which will be discussed in detail in the latter part of this
on the uses of Synthetic Macro Fibres in applications for paper.
pavements, highways, and other road applications.
3.2.2. Fresh concrete properties
Synthetic Macro Fibres are generally made of polymers
i. Slump
like polypropylene, polyethylene, and other polymer
blends. These polymers have typically low thermal The slump of FRC can be measured using ASTM
coefficients and hence provide some qualities to resist C143 or IS 456 and IS 1199. This is the same
cracking due to thermal effects. Macro Synthetic Fibres method typically used for the measurement of
are also used as a common alternative to steel fibres, as Plain or Reinforced Concrete. While using the
they provide excellent non-corrosive properties. These above synthetic macro fibres, a typical slump
fibres are used at a typical dosage rate of 1.8 kg/cum drop of approximately 50 mm is observed,
to 10 kg/cum (FRCA, 2007). A study found that the which is the general average slump drop when
synthetic macro fibres provide excellent improvement using fibres (Dunn and Wolf, 2001). Such a
in the flexural strength of concrete (Suksawang et al., decrease in workability is often adjusted using
2014). These fibres have been widely used for multiple admixtures such as super-plasticizers and water-
applications by the DOT (Department Of Transportation, reducing admixtures as per the desired workability
USA) involving bridge decks (Ramakrishnan and Deo, (Ramakrishnan, 1997). The addition of fly ash is
1998), deck overlays (Ramakrishnan, 1997; Ramakrishnan shown to increase the paste content and helping
and Deo, 1998; Ramakrishnan and Santhosh, 2000) Jersey improve proper and uniform mixing of the
barriers (Ramakrishnan, 1997), whitetopping (Dunn and fibres without a need for a higher initial slump
Wolf, 2001), and full-depth pavement (Ramakrishnan, (Ramakrishnan, 1997).
1997; Ramakrishnan and Tolmare, 1998). All of the
applications called for a carefully designed and engineered ii. Air Content
dosage of synthetic macro fibres depending on the desired
The air content can be measured with reference to
requirement of the structural members. This provides us
ASTM C138 or IS 1199. This is the same method
with relevant reference that the dosage for synthetic macro
with which the air content of Plain and Reinforced
fibres cannot be kept universally constant. Using various
Concrete is measured. No relationship or effect of
experimental results of the synthetic macro fibres, we can

TECHNICAL PAPER
addition due to the addition of fibres on concrete ii. Flexural Strength

has been determined in the literature review and
experimental results. According to ACI 544, the preferred test for
measuring the flexural strength of concrete beam is
iii. Fibre Distribution stipulated in ASTM C1609, which is the third point
loading test. The midpoint loading test defined
Determination of the actual fibre content per cubic under IS 516 is also acceptable. It has been seen
meter of concrete is a method for evaluating the that the fibres provide excellent post crack flexural
degree of distribution of fibres throughout the stiffness and provides a controlled deflection
entire batch of concrete (Ramakrishnan, 1997). hardening behaviour (Lawler et al., 2005; Ostertag
The actual fibre content can be determined by
and Blunt, 2008; Ramakrishnan and Deo, 1998;
washing out the concrete, separating the fibres, and
Ramakrishnan and Santhosh, 2000; Ramakrishnan
weighing the fibres after drying them. This helps
and Tolmare, 1998). It has also been seen that
in determining the degree of uniform distribution
the flexural cracking strength of concrete can be
in the concrete matrix.
increased by 25% to 55% through the use of macro
iv. Fresh Unit Weight fibres (Roesler et al., 2004).
The fresh unit weight is be measured with iii. Average Residual Strength
reference to ASTM C 138. This is the same
The Average Residual Strength is a measurement
method with which fresh unit weight of Plain and
of post crack load-carrying capacity of Fibre
Reinforced Concrete is measured. No relationship
Reinforced Concrete. It is carried out according to
or effect on concrete due to the addition of fibres
ASTM C1399. It provides the ability to evaluate
has been determined in the literature review and
the flexural performance of a specimen in its
experimental results.
post cracking state. The cracked concrete does
3.2.3. Hardened concrete properties not provide any significant flexural strength to
the specimen once it cracks, and the entire load
i. Compressive Strength is carried by the fibres. This allows us to evaluate
The compressive strength of FRC specimens the strength of fibres in concrete and we can use
can be measured using the common IS 516, or this data to comparatively analyse the strength
by ASTM C39, procedure for measuring the of different types of fibres in concrete. Research
compressive strength of concrete. Fibres in the studies have shown that the average residual
concrete may alter the failure of the specimen as strength of FRC increases with increasing fibre
the fibres make the concrete less brittle. They hold dosage. For instance, Lee found an increase in
the concrete mass, which may have split from the the average residual strength of 0.65 MPa per
specimen, tightly to the specimen body preventing 0.1% volume fraction of steel fibres. He tested for
the cracks from growing and detaching from the volume fractions ranging from 0.25% to 0.5%
specimen. Fibres can significantly increase post- (Lee, 2017).
peak strength and the deformation beyond the
iv. Toughness
maximum load (ACI, 1988), there have been
various results showing an increase in compressive Toughness is the energy absorbing capacity of the
strength by 12% (Noushini et al., 2014) to upto material, which can be determined for concrete
90% (Saad et al., 2015) depending on different using the flexural test (ASTM C1609) according
dosages. But in some cases, the compressive to recommendations of ACI Committee 544 (ACI,
strength was seen to have decreased (Li, 1992) 1988). This method is simpler than any other
marginally. These different conclusions may be method potentially possible and also simulates
attributed to different types of fibres used, types of the loading conditions up to the desired level. The
concrete, and specimen constituents used in each energy absorbed by the specimen is seen by the
of the studies. area under the entire load-deflection curve obtained

TECHNICAL PAPER
from the flexural test (ACI, 1988). An alternative Currently, there are no standard tests that can be
method to determine the toughness of the FRC carried for evaluating the strength under fatigue,
specimen is a round panel test as per ASTM but testing methods similar to those performed
C1550, which provides relatively consistent data. for conventional plain and reinforced concrete
However, the testing apparatus is very uncommon are considered to be acceptable. A procedure
and it becomes very tedious to move the large recommended by ACI 544 (1988) is conducted
concrete specimen and the apparatus. However using reversing and non-reversing loading of a
this round panel test is most relevant where slab flexural concrete beam. The applied loading in
action or two-way bending action is prime. FRC this test generally corresponds to 10% to 90% of
commonly increases the post-crack load-carrying static flexural strength, and a passing specimen
capacity of the concrete specimen, which means the must exceed at least 2 million cycles, as this value
toughness also gets increased due to the prolonged is equivalent to the typical lifespan of a pavement
behaviour as observed in the load-deflection curve. structure. The S N curve is plotted based on
The fibres continue to carry additional load even working of failure stress at different numbers of
after the concrete has cracked and are no longer load repetitions.
contributing to the tensile strength of the matrix
(Lawler et al., 2005; Ostertag and Blunt, 2008; Ramakrishnan (1997) used the following testing
Ramakrishnan and Deo, 1998; Ramakrishnan and procedure in his research-
Tolmare, 1998). • Third point loading with a span of 12 inches on 4
v. Impact Strength x 4 x 14-inch beams
• Frequency of loading of 20 cycles per second (Hz)
Impact Strength is one of the most important
attributes of FRC. It is observed that it gets • A lower limit for the dynamic loading set at 10%
significantly increased with the addition of fibres of the average maximum loads from the static
in the concrete (Ramakrishnan and Deo, 1998; flexural test
Ramakrishnan and Tolmare, 1998). Numerous • Upper limit varying from 85% to 50% of the
tests have been used to determine the impact maximum static flexural load
resistance of FRC, but one of the most common • If the beam failed before reaching two million
tests used is the drop-weight test (ACI, 1988). It cycles, the upper limit for the next beam was set at
yields the number of repeated blows necessary to a lower percentage
cause specified levels of distress to the specimen.
This value of blows acts as an estimate of the • If the beam survived two million cycles, two more
energy absorbed by the specimen at the specified beams were tested at the same percentage
level of distress. Fibres significantly enhance the • Fatigue strength defined as the maximum stress at
crack growth resistance under impact loading which the specimen withstood more than 2 million
conditions (Bindiganavile and Banthia, 2005). A cycles of non-reversed fatigue loading
study conducted on high-strength FRC showed • The addition of fibres has been shown to provide a
better improvements in compressive strength noticeable increase in the flexural fatigue strength
under dynamic loading compared with static and endurance limit of concrete (Ramakrishnan and
loading (Zhang and Mindess, 2010). Another Deo, 1998; Ramakrishnan and Tolmare, 1998).
important study on ultra-high performance FRC
concluded exceptional energy absorption capacity vii. Abrasion Resistance
under dynamic tensile loading of concrete (Pyo,
Abrasion resistance of FRC can be determined
2016)
using the rotating cutter method as detailed in
vi. Fatigue Strength ASTM C944. The abrasion test as per IS 9284
is also applicable for determining the abrasion
One of the most important aspects of FRC is its resistance of the FRC specimen. Abrasive
endurance under dynamic cyclic flexural loading. resistance test results are one of the most crucial in

TECHNICAL PAPER
applications such as bridge decks and pavements. A mix of ECC that utilized synthetic fibres was placed over
Grdic et al. (2012) investigated the abrasion the top of conventional concrete and provided bond strength
resistance of concrete reinforced by synthetic of 8.3 MPa (Akkari, 2011). This was considered to be
macro fibres and determined that compared with reasonably high bond strength for concrete to concrete bond.
plain cement concrete, the abrasion resistance
increased by approximately 14%. ix. Freeze-Thaw Resistance
Deterioration due to abrasion occurs due to General recommendations given by IS 7861, for
wearing out of the cementations materials by the concreting under extreme weather conditions are
abrasive force. The synthetic macro fibres have applicable to conventional concrete as well as
a better bond to the cementation material than FRC. However, the relative dynamic modulus of
the micro fibres due to their larger surface area, elasticity method (ASTM C215) is considered to
which decreases the amount of deterioration due be an appropriate method and should be typically
to abrasive forces. used to determine the freeze-thaw resistance of
FRC (ACI, 1988). Fibres have generally shown
viii. Bond Strength the tendency to reduce the bond deterioration
of concrete surfaces due to freeze-thaw cycles.
Fibre Reinforced Concrete (FRC) has been used Ostertag and Blunt (2008) found a decrease in
effectively used as an overlay on asphalt surface as exposed aggregate on the surface of FRC, compared
a white topping. Overlays are effective when they with conventional concrete, when subjected to
provide adequate bonding to the underlying asphalt repeated freeze-thaw cycles. This decrease in
surface. This helps in creating a stronger section exposed aggregate is shown in Figure, which
that acts as one composite section, rather than two displays (a) concrete specimen before freeze-thaw
separate sections. The slant shear test (ASTM cycles, (b) plain concrete specimen after being
C882) was developed to determine the quality of the introduced to freeze-thaw cycles, and (c) hybrid
bonding agent and not necessarily the bond strength FRC (HyFRC) specimen after being introduced to
of an overlay. Recommendations provided by IRC:46 freeze-thaw cycles. HyFRC is a mix of concrete
and IRC:76 can provide a sufficient understanding of that contains more than one size of fibre and/or
ways to measure and understand the importance of more than one type of fibre material (e.g., steel and
bond strength in FRC and white toppings. However, polyolefin) (Ostertag and Blunt, 2008). The figure
a modified slant shear test can provide more accurate clearly shows that HyFRC’s has an enhanced
results to measure the bond strength of an overlay resistance to deterioration under freeze-thaw cycles
(Ramakrishnan and Santhosh, 2000). In this modified when compared with conventional concrete.
slant shear test, the upper half of the specimen was
made of repair material which was directly bonded
to the lower half which was base concrete.
Fig.1 Specimen for the Modified Slant Shear Test Consisting of Fig. 2 Surfaces of Freeze-thaw Specimens (a) before, (b) Plain
one-half Base Concrete and one-half Repair Material Concrete after, and (c) HyFRC after Freeze-thaw Cycling
(Momayez et al., 2005) (Ostertag and Blunt, 2008)

TECHNICAL PAPER
x. Scaling Resistance research, it was concluded that consolidation

efforts had a huge impact on the permeability of
The resistance of scaling of FRC surface can be the concrete. Specimens that were cast with almost
determined by a laboratory test by exposing the 30 seconds of consolidation showed comparatively
concrete surface to freeze-thaw cycles in the very less permeability than other specimens which
presence of dicing chemicals (ASTM C672). were consolidated to a lesser extent.
Hybrid FRC consisting of a combination of micro
and macro fibres was compared with conventional 4. PRESCRIBED DOSING OF A NEW BLEND
concrete for scaling resistance by Ostertag and OF SYNTHETIC MACRO FIBRES
Blunt (2008). Multiple concrete specimens were The general literature review has shed a lot of light on
tested and rated based on the below-mentioned the effects of using synthetic macro fibres in concrete for
rating Table 1. various applications. In this thesis, our focus is to highlight
the possibilities and advantages of using these fibres under
Table 1 Description for Rating the Scaling on the
a broader spectrum. Initially, fibres were used as secondary
Specimen Surface
reinforcement for crack control only. Now, these are used as
Rating Description main structural reinforcement is slab on grade, pavements,
0 No scaling and as the structural base. With new materials being
continuously developed, this study will focus on a new blend
1 Very light scaling (3 mm max depth and no coarse
aggregate visible) of materials and a design concept will get developed for
applications around the world in road pavements, overlays,
2 Slight to moderate scaling
thin white-topping, and ultra-thin white-topping.
3 Moderate scaling (some coarse aggregate visible)
4 Moderate to severe scaling 4.1. Material Characteristics
5 Severe scaling (coarse aggregate visible over the
entire surface) Various codes provide specifications and directions for
further development in materials and technologies. Using
After a total of 50 cycles and seven different surface analysis these references, a particular blend of polyolefin and
periods which were predetermined, the conventional polypropylene was developed to improve the material
concrete had an average rating of 1.69 while the hybrid- characteristics of the synthetic fibres. As discussed in the
FRC had an average rating of only 0.63 (Ostertag and Blunt, previous sections, the concrete characteristics are indirectly
2008). The lower rating value for the hybrid-FRC showed dependent on the type and the performance of the fibres
the enhanced performance and the resistance to scaling used in concrete. With improved material characteristics,
under adverse weather conditions that FRC can provide it is possible to extract the best possible performance from
over conventional concrete when exposed to freezing-and- the fibres and directly improve concrete performance. The
thawing cycles in the presence of dicing chemicals. material characteristics of the fibre composite developed
are as follows:
xi. Chloride Permeability
Table 2 Material Characteristics of Synthetic Macro
Electrical indication method as per the ASTM Fibres Considered in the Study
C1202 can be used to determine the chloride
ion penetration of FRC specimens. This method Material Polyolefin Polypropylene Blend
is generally used to determine and evaluate the Absorption Nil
effects of the electrical conductance of concrete Specific Gravity 0.91
Alkali Resistance Excellent
samples in order to provide a rapid indication
Melting Point 160oC
of the resistance provided to chloride ion
Electrical Conductivity Nil
penetration. Ramakrishnan and Santhosh (2000)
Aspect Ratio 100
tested specimens that were obtained from cores
Equivalent Diameter 0.38 mm
drilled from a particular site and specimens that
Length of Fibres 38 mm, 50 mm
were cast in a laboratory. The specimens cast in
Tensile Strength
the laboratory consisted of five samples all with
Modulus of elasticity
varying dosage rates for macro fibres. In their

TECHNICAL PAPER
4.2 Design Concept are based on ACI 360 and TR 34. The information required
for such calculations is usually the pavement thickness,
Design tools in the form of spreadsheets and software compressive strength of concrete, subgrade type and
packages to calculate the dosage rate of the macro synthetic modulus, and the applied loads, with different types of
fibres to match typical steel reinforcement in concrete loads such as axle loads and the cyclic load consideration.
based on performance. The information required for such
calculations is concrete compressive strength, pavement Below are a few pictures of the result of a detailed road
thickness, traffic consideration, and loading considerations. pavement design carried out for a factory road in industrial
The calculations of macro synthetic fibres in pavements area of Pune, Maharashtra.
Fig. 3 Page 1 of the Design Output Lays Down the Details of the Equations used in the Design

TECHNICAL PAPER
Fig. 4 Page 2 of the Design output Evaluates the Loading Considerations

TECHNICAL PAPER
Fig. 5 Shrinkage Calculations, Joint Spacing Recommendations, and Performance under Punching Shear

TECHNICAL PAPER
Fig. 6 Testing Against Bending Moment, Curling, and Validating the Design Based on the Maximum Bending Moment Acting on the Pavement.
The required dosage of fibres for achieving the desired performance is highlighted.

TECHNICAL PAPER
Economics of the design with Fibre Reinforced Concrete : nature of the traffic, and hence they went for conventional
steel-reinforced concrete pavement. But they were able to
The above alternative of Fibre Reinforced Concrete (FRC) design a dosage that would provide them with the same
for road pavement was suggested as an economic alternative structural properties as the reinforced section, and provide
to the conventional Steel Reinforced Concrete Pavement. better abrasion resistance, ductility and provide a three-
The company had designed their road pavement based on dimensional reinforcement with structural synthetic fibres.
the consideration that heavy truck load will be operating
frequently over the pavement owing to the industrial The material cost comparison is shown in the below Table 3
Table 3 Cost Comparison of Concrete Synthetic Macro Fibres with Steel, for the Project in Consideration
Fibre
Slab Thickness CuM of Slab Area Fibre Dosage Rate of Fibre

S. No. Rate per SqM Rate per Sft
(m) Concrete (SqM) (Kg) (Rs)
1 0.15 1.00 6.67 2.00 625.00 187.50 17.42
Reinforcing Steel
Slab Area Steel diameter Weight of steel Rate of Steel
S. No. Spacing (mm) Rate per SqM Rate per Sft
(SqM) (mm) (Kg/m) (Rs)
1 1 8.00 200.00 3.95 60.00 237.04 22.03
As seen in the above table, the cost of fibres is Rs. 4.61/- Table 4 Mix Design and Testing Result of FRC Beam.
less than that of reinforcing steel per square feet, based on
Quantity of
the current market rates. That translates into direct savings Mix Ingredients
material in 1 cum
on material costs of around 11%. Using FRC, the company
Cement Content OPC 53 (kg/cum) 330
also saved on labour costs, and the time required for the
Fly Ash (kg/cum) 150
project was reduced by 20 days, for approximately 5,000
sqm of pavement area. 10mm Coarse aggregate (kg/cum) 805
Fine Aggregate (Crushed sand) (kg/cum) 895
4.3 Replacing Steel Reinforcement in Reinforced Water (kg/cum) 182
concrete for Buildings Admixture (kg/cum) 2.64
Macro Synthetic Fibres (kg/cum) 2.4
Flexural Strength is considered one of the most important Compressive Strength 7 days (N/sq mm) 32.2
measurable parameters of FRC, which tells us the capacity Compressive Strength 28 days (N/sqmm) 49.1
of the concrete to resist bending stresses acting on the Flexural Strength 7 days (N/sqmm) 4.42
section. It helps us determine how much bending moment Flexural Strength 28 days (N/sqmm) 5.63
or negative stresses can be handled by the concrete.
To determine by how much the flexural strength can be A Live Load test was conducted on-site with the above
increased using the macro synthetic fibres with polyolefin concrete specifications to check the deflection values and
and polypropylene blend, we carried out a flexural beam the percentage recovery of deflection to determine the
test on 3 numbers of beams of M30, Self-Compacting ductility and bending resistance of the slab with Synthetic
Concrete with 2.4 kg/cum dosage of fibres for a separate Macro Fibres as the only reinforcing material in the steel
application of Steel Deck/Composite Deck in a steel deck/composite deck. The entire mock slab of 600 sqft
building. was loaded in incrementing manner for 28 days. The total
load was 8.75 kN/sqm (Live load + 1.25 x SDL). A load
As per IS 456, the target means strength of M30 grade of test was conducted using sandbags as loading material.
concrete is 4.33 N/sqmm. As per the test results, there was Unloading was carried out immediately and dial gauge
a 30% increase in the mean flexural strength. readings recorded and recovery percentage calculated.

TECHNICAL PAPER
Below is the summary of the report-
Fig. 7 Layout of Sample Loading and Results of Deflection Measured during Loading and after Unloading

TECHNICAL PAPER
Based on the different degrees of deflection throughout showing Fig. 7 for flexural strength and the recovery of
the span, the unfactored deflection was 5.9 mm, whereas deflection throughout the slab, the welded steel reinforcement
the permissible limit is 11 mm (L/250). Also, the recovery bars provided for shrinkage and temperature stresses could
of deflection was observed to be more than 70% with no be completely replaced by synthetic macro fibres. This
cracking observed on the slab. helped reduce the slab cycle duration by 4 days per slab and
reduced the cost comparative of steel by 8% (Actual figures
Taking guidance and references from ACI 544, ACI 360, from a project executed by authors 2 and 3 for Phoenix
and Steel Deck Institute ANSI-SDI-C-2017 and the results Realty, Hyderabad).
Typical view of Test Location Typical view of Soffit of the Slab

Fig. 8 Typical view of Test Location
Typical view of Dial Gauge set up at Soffit of Slab Typical view of the loading area after 20% loading
Typical view of the loading area after 40% loading Typical view of the loading area after 60% loading
Fig. 9 Support Conditions and Incremental Loading of the Composite Deck lab

TECHNICAL PAPER
With the improved polyolefin blend of macro synthetic

fibres and the improved design concept, it is possible to
improve the performance of the road pavements and to
design and prescribe the required dosage based on the
traffic condition and the loading considerations.
At the Cerro Sombrero Highway in Chile, a pavement

consisting of macro synthetic fibres was constructed where
the control steel reinforcement was completely replaced by
synthetic macro fibres. The concrete strength was specified
at 5.3 MPa at 90 days, with a defective fraction of 20% and
a residual strength of 1.2 MPa L/150 according to ASTM
C-1609-07 at 90 days. Over 42 tonnes of fibre were used
Typical view of the loading area after 80% loading
at rate of 2.5 kg/m3.
Typical view of the loading area after 100% loading Fig. 11 Construction work Going on with FRC at
Fig. 10 View of Incremental Loading of Composite Deck Slab Sombrero Highway, Chile
5. STRUCTURAL APPLICATIONS OF In 2016, construction commenced on a new

MACRO SYNTHETIC FIBRES substation in the heart of Sydney to enable Ausgrid to
maintain a safe and reliable power supply for the
5.1. Road Pavements area in the future. Ausgrid identified a new sub-
transmission substation that was required to supply
Fibre Reinforced Concrete with macro synthetic fibres
has been used for concrete road pavement applications to businesses in the surrounding areas as well as the Sydney
Airport and International Sydney Airport substations.
provide a more durable pavement with improved cracking
Where the entry to the substation came in off the main
resistance and reduction in required slab thickness. The road, the use of steel reinforcement in the concrete was
properties related to improved ductility and toughness forbidden, as it would allow for the passage of electrical
have been stipulated in the IRC:46. For all road pavement current out to the local street and potentially cause
applications with synthetic macro fibres, a characteristic electrocution of pedestrians if there was a surge. This
flexural strength of 5 to 8 MPa is used. At Mumbai and forced the designer and consultants to seek another means
to provide reinforcement in this pavement. Given the high
Thane region in Maharashtra, India, M60 grade concrete
design loads of the substation equipment, a dose rate of
with macro synthetic fibres have been used in overlay and
7.5 kg/m3 was required. During construction, this concrete
pavement applications, and so far the performance has
been good (IRC:46-2014). was able to be pumped and finished with the minimal extra
effort from the concrete crew.

TECHNICAL PAPER
To replace the original design using reinforcement of

16mm diameter bars, a design in accordance with the
UK Concrete Society’s Technical Report 34 (TR34)
demonstrated that 7.5 kg/m3 of macro synthetic fibre was a
suitable alternative.
5.2. Approach Slabs
The approach slabs to perform well, they have to perform

based on certain criteria, which includes crack resistance
due to mechanical and environmental conditions and
post crack flexural stiffness. FRC is the most favourable
alternative in such cases as it provides and helps with all
these challenges.
Fig. 12 Internal Road works for Factories (Industrial
In 2018, the Ohio Department of Transportation (ODOT) Road, Baramati, Dist. Pune, Maharashtra)
completed a rehabilitation project on the northbound lanes
6.2 Composite / Metal Deck in Steel Building at
of the approach slabs to the US23 Bridge over the Ottawa
Hyderabad ( Andhra Pradesh )
River in Sylvania, OH. Requiring a quick turn-around
time on the construction of the heavily travelled roadway, 6.2.1 Commercial steel building
ODOT engineers turned to the use of fibre-reinforced
concrete and lightweight fine aggregate to promote internal Steel Buildings are known for their speedy construction
curing. The use of synthetic macro fibres at 4 lb. /yd3 (2.4 and resistance to any natural disasters. They are quickly
kg/m3) was used to reduce potential cracking and improve becoming one of the preferred ways of construction in
commercial structures, where there is a high return on
service life. The total construction turnaround time was 4
investment and time is of the essence.
days and no visible cracks are present on the surface. (Ohio
Department of Transportation, 2018) The steel deck/composite deck in steel buildings is
one of the most common places where FRC finds huge
6. SOME WORKS EXECUTED IN
advantages. Traditionally, steel reinforcement is used over
MAHARASHTRA AND ANDHRA steel/composite deck as a nominal reinforcement to prevent
PRADESH IN MIDC AREA cracking due to shrinkage and temperature stresses. We
6.1 Internal Road works for Factories (Industrial were able to successfully replace this reinforcing steel
Road, Baramati, Dist. Pune, Maharashtra) completely with synthetic macro fibres, which provide
more ductility, excellent crack protection, and enhanced
Road Pavements are one of the key infrastructures in major resistance to impact and abrasion. Replacing reinforcing
industrial areas as they are the means for ferrying of high steel with synthetic fibres also enabled the developer to
volume of heavy trucks. That demands the road pavements decrease the slab cycle by almost 5 days, reduce labour
in industrial areas to be able to deliver more performance cost and operational costs related to crane handling for
concerning higher flexural performance, higher abrasive transporting steel reinforcement to heights of over 20
resistance, and higher cyclic loading performance, floors, improved worker safety as it reduced tripping and
prevention of cracks, negative curling stresses, and higher falling of labours and gave an outright savings of more
impact resistance. The macro synthetic fibres were used than 20% with respect to steel reinforcement on material
cost. All these advantages cumulatively proved to be
as the sole replacement replacing conventional steel
very beneficial to the developer and the FRC option was
reinforcement with the help of guidelines provided under
successfully implemented in Steel Building.
IRC 46, TR-34, and ACI 360. The thickness of the pavement
was 200 mm and the dosage used as per the design was 7. CONCLUSION
1.8 kg/cum. The road design was optimized to minimize
the thickness and provide the necessary performance for The study presents the huge potential and the current
heavy truck movement. In 2 years of observations post experiences with synthetic macro fibres in transportation
construction, the road pavement satisfies all design criteria pavement applications. A lot of private industries in India
and is in good condition. have utilised FRC as a suitable alternative for conventional

TECHNICAL PAPER
reinforcement in applications like grade slabs and road use of prescribed and designed dosages of synthetic
pavements in industrial areas. These experiences provide fibre reinforced in applications in construction of road
useful case studies to understand and implement the pavements which will lower life cycle costs.
Fig. 13 Metal/Composite Deck Application at a Project Site in Hyderabad, India
The literature review presents the groundwork for 7. IS 1199 – 1959 (Reaffirmed 2004). (n.d.). Method of
previous studies and experimental data on FRC in various Sampling and Analysis of Concrete, Bureau of Indian
Standards, New Delhi
applications. That data coupled with sound engineering
design concepts could prove to be very valuable to the 8. IS 456 : 2000 (Reaffirmed 2005) . (n.d.). Plain and
Reinforced Concrete – Code of Practise (Fourth Revision).
future of road construction in India. Along with road Bureau of Indian Standards, New Delhi
pavements, a lot more applications are possible to be
9. IS 516 : 1959 (Reaffirmed 2004). (n.d.). Methods of Tests
implemented with FRC such as canal lining, high-speed for Strength of Concrete, Bureau of Indian Standards, New
track systems, and composite decks at Metro Stations. Delhi
With a design-centric and performance-based approach, 10. IS 5816 : 1999 (Reaffirmed 2004). (2004). Splitting Tensile
the suitability of synthetic macro fibres can be determined Strength of Concrete – Method of Test,. Bureau of Indian
and codal validation can be determined. Standards, New Delhi
11. IS 7861 (Part II)-1981. (1981). Code of practise for
REFERENCES Extreme Weather Concreting, Part II Recommended for
Cold Weather Concreting, Bureau of Indian Standards,
1. ASTM C39/C39M-12a . (2012). Standard Test Method for
New Delhi,
Compressive Strength of Cylindrical Concrete Specimens.
. West Conshohocken, PA: ASTM International. 12. IS 9285 -1979 (Reaffirmed 2002). (2002). Method of Test
for Abrasion Resistance of Concrete, Bureau of Indian
2. ASTM C666/C666M-03. (2008). Standard Test Method
Standards, New Delhi,
for Resistance of Concrete to Rapid Freezing and Thawing.
West Conshohocken, PA: ASTM International. 13. Kim, H. H. (2013). “Compressive Properties of High
Strength Steel Fiber Reinforced Concrete with Different
3. ASTM C944/C944M-12 . (2012). Standard Test Method
Fiber Volume Fractions.”. Applied Mechanics and
for Abrasion Resistance of Concrete or Mortar Surfaces
Materials, 372 , 215-218.
by the Rotating-Cutter Method . West Conshohocken, PA:
ASTM International. 14. Lawler, J. S. (2005). “Microfiber and Macro-fiber Hybrid
Fiber Reinforced Concrete.”. Journal of Materials in Civil
4. Chao, S. C. (2011). FRC Performance Comparison:
Engineering, 17(5) , Pg. 595-604.
Uniaxial Direct Tensile Test, Third-Point Bending, and
Round Panel Test. Texas Department of Transportation , 15. Lee, J. (2017). “Influence of Concrete Strength Combined
Tech. No. SP-276-5. with Fiber Content in the Residual Flexural Strengths of
Fiber Reinforced Concrete.”. Composite Structures, 168 ,
5. Dunn C., a. W. (2001). Whitetopping an Existing Asphalt
216-225.
Pavement with Polyolefin Fiber Enriched PCC. Rep. No.
ND 97-01. Bismarck, ND: North Dakota Department of 16. Li, V. C. (2007). “Engineered Cementitious Composites
Transportation. (ECC) - Material, Structural, and Durability Performance”.
Michigan Department of Transportation .
6. Eggers, J. a. (2008). Flexural Strength and Fatigue of Steel
Fiber-Reinforced Concrete. Rep. No. FHWA/LA/08-438. 17. Maggenti, R. K. (2013). “Controlling Shrinkage Cracking.”.
Baton Rouge, LA: Louisiana Department of Transportation. Concrete International , Pg. 36-41.

TECHNICAL PAPER
18. Masood, U. (n.d.). Thesis on Fiber Reinforced Concrete. 24. Roesler, J. R. (2004). Fiber-Reinforced Concrete for Airfield
Retrieved from https://swsu.ru/sbornik-statey/pdf/08_ Rigid Pavements. Urbana, IL: University of Illinois,
chapter%201.pdf Department of Civil and Environmental Engineering.
19. Ramakrishnan, V. a. (1998). Demonstration TECHNICAL
of Polyolefin PAPER
25. Saad, S. A. (2015). “Effect of Tropical Climate Condition
Fiber-Reinforced Concrete in a Bridge Deck Replacement.
to Compressive Strength and Microstructure Properties of
Rep. No. SD95-22. Pierre, SD: South Dakota Department
adopting recent
of Transportation . advances in rehabilitation High Performance Fiber Reinforced Concrete (HPFRC).” .
REFERENCES
techniques it is possible to bring back bridges to Advanced Materials Research, 1115 , 182-187.
20. Ramakrishnan, V. a. (1998).
original serviceable Evaluation of Non-Metallic
condition. 1 EN 1504 Parts 1 to 10
Fiber-Reinforced Concrete in New Full Depth PCC 26.
2 Suksawang, N. M.“Guideline
IRC:SP:40-2019 (2014). onUse of Fiber-Reinforced
Repair, Strengthening &
5. Pavements.
MATERIALRep. No.USED
SD 96-15. Pierre, SD: South Dakota Rehabilitation
Concrete of Concrete
for Concrete Bridges”
Pavement Slab Indian Roads
Replacement.
Department of Transportation. Congress, New Delhi
Tallahassee, FL: Florida Department of Transportation
i) KP/HP- 250 – SLV grout - (Super low 3 IRC:SP:80-2008 “Guidelines for Corrosion Prevention,
21. Ramakrishnan, V. a. (1998). Evaluation of Two Low- .Zhang, L. a. and
Monitoring (2010). Dynamic
Remedial compressive
Measures for Concrete toughness
Bridge
Viscous Epoxy Grout)
Slump Dense Non-Metallic Fiber Reinforced Concrete of high strength
Structures” fiberRoads
Indian reinforced concrete.
Congress, In Behavior of
New Delhi
ii) DeckKP/HP-350
Overlays at Exit 32– on Epoxy
I-90 inPatching Compound
South Dakota. Rep. 4 L i m a yStructures
e R . G . aSubjected
n d K a m ato
t Blast
M . K . and
a n dImpact
H o t t a2010
S.
Concrete
iii) No. SD97-11F.
EPI Bond Pierre, SD: – South
Bonding
DakotaAgent before
Department of Strengthening Chemically Deteriorated Concrete
Shotcrete at the ACI Fall 2010 Convention. American
Structures. The Indian Concrete Journal, September
Concrete
Transportation . Institute.
iv) Feovert – Alkaline rust convertor 1992 pp 517-521
22.v) Ramakrishnan,
IPNet RB V. a. (2000).
– Anti The corrosive
Determination of theto
coating 5 Concrete Bridge Practice Construction, Maintenance
27. ACI 544-2-17, ACI 319-2019
Permeability, Density, and Bond Strength of Non-Metallic
rebars and Rehabilitation – V.K.Raina
vi) Fiber-Reinforced
KP 100 Concrete in Bridge
– Concrete Deck inhibitor
Corrosion Overlay 28.
6 ASTM: C39-21,
Principals C138-17,of Corrosion
and Prevention C143-20,–Prof C192-19, C215-
R.D. Angal
Applications. Rep. No. SD98-18. Pierre, SD: South Dakota 7 19, C231-17a, C644-15, C944-19, C1064-17, C1116-
Austin S.A. & Robin P.J. (Sprayed Concrete Properties,
vii) PC grout – Microne polymer cement
Department of Tranportation .grout Design and
10A(2015), Applications whittles
C1399-10(2015), Publishing
C1550-20, 1995
C1609-19a,
23.viii)Roesler, J. R.100
Sifumex (2004).
D –“Fracture of Plain
Microsilica and Fiber-
admixture for 29. IS 516 is in various parts & section, & are 2020.Sons 1996
8 Neville A. – Properties of concrete, John Wiley &
Reinforced Concrete Slabs under Monotonic Loading.”.
shortcrete. 9 Shotcrete by Nem Kumar Banthia- Master Builder, Vol
8, No.2 Feb-March 2006.
ix) Journal of Materials
Goldbond in Civil
1893 Engineering,– 16(5)
Superwrap , Pg. Fiber
Glass 452- 30. IS 1199 Part 1 to 7 – 2020.
460. 10 Rehabilitation and Retrotting of Structures Edited by
wrapping
K.B. Rajoria, Ashok Basa.
36 INDIAN HIGHWAYS JUNE 2023

NOTIFICATIONS
Notification No. 62
Amendment No. 1/IRC:79-2019/July, 2023 (Effective from 1st October, 2023)
To
IRC:79-2019 “Recommended Practice for Road Delineators” (First Revision)
S. No. Clause No & For Read

Page No.
1 Clause No. 4 4. MEDIAN MARKER 4. MARKER FOR DELINEATION OF
MEDIAN
Page No. 8 Flexible Median Marker (FMM) should be used for
improving median visibility during dark hours. Use Marker for delineation of median should be used
of Median Marker provides safety against collision for improving median visibility during dark hours.
happening with medians during night time or severe Use of Median delineation provides safety against
weather. Flexible Median Markers shall be provided collision happening with medians during night
with fluorescent yellow colour retro reflective time or severe weather. Marker for delineation of
sheeting Type XI as per IRC:67. Flexible Median median shall be provided with fluorescent yellow
Marker shall be of tough, high impact resistant, colour retro reflective sheeting Type XI as per
injection-molded, thermoplastic body with property IRC:67. Marker for delineation of median shall be
of flexibility to provide high durability and U shape of tough, high impact resistant, injection-molded,
structure having rebound/bounce back property thermoplastic body with property of flexibility to
(refer Fig. 7 for typical illustration). provide high durability.
2 Fig. 7 Fig. 7: Typical Illustration of Flexible Median Deleted
Page No. 9 Markers
3 Fig. 8 Fig. 8: Typical Illustration of Utility of Flexible Deleted
Page No. 9 Median Markers during Day and Night Time
4 Chapter 4 Wherever Word Replace with word
Page No. 8 'Flexible Median Marker (FMM)' or 'FMM' 'Median Marker'
&9
Notification No. 63
Amendment No.5/IRC:112-2020/July, 2023 (Effective from 1st October, 2023)
To
IRC:112-2020 “Code of Practice for Concrete Road Bridges” (First Revision)
S. Clause No. For Read

No.
1 Clause. A8.3, Description in last row of the Description in last row of the Table:
Table A8.2 Table:
(Page No. “Welded bars including tack “Reinforcement bars, joined by either welding or mechanical
49 of Indian welding, butt joints and connectors”
Highways May, Mechanical connectors”
2021) Add a note (c) below Table No. A8.2 as below:
(c) For reinforcement bars, joined by either welding or

mechanical connectors, the value of ∆σRsk at 106 cycles can
be considered as 85 MPa.
2 Clause. 6.4.2.7 Annexure A-7 which shows the Annexure A-7 which shows the average annual relative
maximum and minimum value humidity (%) in the morning & in the evening may be
Footnote 3 of relative humidity may be referred to.
below Table 6.9 referred to
Page No. 37

NOTIFICATIONS
Notification No. 64
Amendment No.2/IRC:SP:65 /July, 2023 (Effective from 1st October, 2023)
To
IRC:SP:65-2018 “Guidelines for Design and Construction of Segmental Bridges (First Revision)”

No. Page No.
1 Clause 3.8 Add Clause 3.9 after 3.9 Sequence of prestressing
Page No. 5 Clause 3.8 Sequence of prestressing shall be devised to ensure control of stresses
& lateral stability and the same shall be adequately indicated on the
good for construction drawings.
2 Clause 3.8 Add Clause 3.10 after 3.10 Spine Wing Segmental Superstructure
Page No. 5 Clause 3.9 In case of Spine-wing type of construction, apart from SIDL
and Live load, weight of the wing segments is transferred after
imparting the longitudinal prestress. This causes larger temporary
compression in the concrete due to prestressing. In order to avoid
high compressive stresses in concrete, two stage prestressing
is preferred in such a way that the second stage prestressing is
imparted after erection of the wing segments. However, in case
single stage prestressing is adopted, the maximum permissible
temporary compressive stresses in concrete under rare combination
of loads shall be limited to 0.36 fck.
3 Clause 4.1 Change present Clause The casting machines of the precast segments shall be specifically
Page No. 6 4.1.1 to 4.1.5 & add designed in such a way that the entire segment can be cast in a single
Clause 4.1.1, pour. Special care shall be taken to ensure that no cold joints develop at
any location. Enough resources (like concrete production, conveyance
of concrete and compaction equipment) shall be mobilized for
implementing the same.
4 Clause 4.1 Change present Clause Compaction of the concrete of segments should be carried out with
Page No. 6 4.1.2 to 4.1.8 & add utmost care. Special attention is needed to ensure well compacted
Clause 4.1.2 concrete below the cable ducts and surrounding congested
reinforcements of diaphragm segment as well as anchorage/deviators/
blisters/shear keys. Use of self compacting concrete may be considered
for the segments with congestion such as diaphragm segment, etc.
5 Clause 4.1 Change present Clause There are some particularities which make the match casting of
Page No. 6 4.1.3 to 4.1.9 & add precast segments sensitive to certain defects. The segments shall
Clause 4.1.3 be repaired using high strength non shrink cementitious material
(except at the shear key locations) prior to their erection, as long
as the defects do not affect the mating surfaces between segments
that are match cast. These mating surfaces including the shear
keys shall not be repaired prior to erection and prestressing of the
segments in case area of the damaged shear keys is less than 20% of
the total area of the contact surface of the shear keys. Minor damage
to such damaged shear keys shall get filled up with the epoxy during
the gluing process.
If more than 20%, but less than 40% of the total contact surface
of shear keys are broken, spalled or honeycombed, grind the
damaged areas to produce a cylindrical depression into sound
concrete to a depth and width approximately equal to the shear
key dimensions. After erection of the segments with the damaged

NOTIFICATIONS
shear keys, carefully pack the voids left by the depressions with
the epoxy glue during segment gluing process as approved by
the Engineer. With the Engineer’s approval, an alternate method
of repair may be used. The Engineer may consider the segment
unsatisfactory for use if more than 40% of the total contact
surface of all shear keys in any one web/flange is broken,
spalled or honeycombed. Use an Engineer approved method for
repairing damaged shear keys. The segment shall be considered
unsatisfactory for use if more than 50% of the total contact
surface of shear keys in any one element of the web/flange is
broken, spalled or honeycombed.
6 Clause 4.1 Add Clause 4.1.4 A mock-up of precast segment (including shear keys) to check
Page No. 6 congestion of reinforcements and prestressing ducts, concrete mix
including characteristics like workability, etc. shall be prepared
in the casting machines/moulds which are proposed to be used in
the project prior to taking up the actual production of segments
and reviewed by the Engineer.
7 Clause 4.1 Earlier Clause 4.1.1 Renumbered as Clause to 4.1.5
Page No. 6
8 Clause 4.1 Add Clause 4.1.6 The strength & integrity of all the diaphragm/ anchorage segments
Page No. 6 shall be confirmed through visual inspection and suitable NDTs prior
to transporting the segments. Type, number and location of tests
shall be decided by the Engineer. For the remaining segments, the
Engineer shall decide frequency and type of tests to confirm strength
and integrity based on visual inspection of the segments. All such
information shall be documented and joint records maintained.
9 Clause 4.1 Add at the end of earlier It should be ensured that the segments are supported at the web
Page No. 6 Clause 4.1.1, now locations to ensure that top/bottom slabs are not subject to undue
change to Clause 4.1.5 concentrated stresses. In case of multilayer stacking (maximum two
layers), three-point stacking system shall be devised, simultaneously
ensuring design safety during stacking. In extreme circumstances
more than two layers of stacking may be permitted with appropriate
precautions with the approval of the Engineer. Fig A indicates one
possible arrangement for the same.
Fig A: Two Tier Stacking of Segments ( Ref. fib Bulletin no. 82)

NOTIFICATIONS
10 Clause 4.1 Add Clause 4.1.7 The segment being transported shall be adequately tied to the
Page No. 6 transportation trailer to ensure that the same does not move / tilt
during transportation. Use of low bedded trailer shall be employed in
order to ensure stability during transportation. Segments in the trail
or shall be placed on three point supports similar to the configuration
in the stacking yard.
11 Clause 4.1 Earlier Clause 4.1.2 Renumbered as Clause to 4.1.8
Page No. 6
12 Clause 4.1 Add at the end of Clause Lifting points should be specified in the good for construction
Page No. 6 4.1.3, now change to drawings on the basis of structural adequacy including the
Clause 4.1.9 dynamic effects which shall be followed at the site without any
alteration.
13 Clause 4.1 Earlier Clause 4.1.4 Change to Clause 4.1.10
Page No. 6
14 Clause 4.9 Add Clause 4.10 after 4.10 Stability during erection
Page No. 9 Clause 4.9 and update the
It should be properly ensured that the superstructure is transversely
further Clauses & Sub- as well as longitudinally stable at all stages of construction. Special
Clauses by one point care is needed in the superstructures constructed as temporarily
simply supported, made continuous later (through deck continuity or
full depth continuity). In such cases, stability condition of temporary
stages may be different from that when the continuity has been
established. In case the superstructure is supported over permanent
bearings, there should be temporary or permanent restraint in both the
horizontal directions in a way that the superstructure is horizontally
restrained at every stage of construction. Such temporary restraints
shall be designed for the applicable wind/seismic forces subject to
a minimum horizontal force capacity equal to 5% of the respective
superstructure weight. Such temporary restraint shall be removed
after the continuity is established.
15 Clause 4.9 Add Clause 4.11 and 4.11 Handling of Overhead Suspension
Page No. 9 further update further In case of suspension / underslung support system of segments of
Clauses & Subclauses by launching girder, stress cables, just enough to withstand the self-
one point weight, and provide suitable arrangement to ensure that the span
starts resting over the respective end supports (either temporary or
permanent), so that the span does not remain supported at intermediate
suspenders / supports. This aspect shall be specified in the good for
construction drawings. Subsequently, the remaining cables may be
stressed as per the good for construction drawings.
16 Clause 4.13 Add Clause 4.16 after 4.16 Monitoring using CCTV Camera
Page No. 11 Clause 4.13 now changed CCTV system shall be installed at the casting yard and erection
to Clause 4.15 locations for effective monitoring of all activities. These recordings
shall be maintained for as long as a period as defined in the
construction specifications, subject to a minimum of 3 months after
the respective activity.

NOTIFICATIONS
Notification No. 65
Amendment No.1/IRC:SP:71 /July, 2023 (Effective from 1st October, 2023)
To
IRC:SP:71-2018 “Guidelines for Design and Construction of Precast Pretensioned Girders for Bridges”
(First Revision)

No Page No.
1 Clause 4.2 Add a para at the end of the clause Design upward deflection of girder (hogging) immediately
Page No. 10 after imparting the prestress shall be indicated in the
design drawings and the same shall be monitored during
stressing. In case the deflection differs by more than 10%
of the design value, the reasons for the same shall be
investigated before proceeding further. The difference in
the deflection values from theoretical value could be due to
inappropriate design, incorrect placement of prestressing,
incorrect measurement of prestressing, dimensional
variations in girder beyond permissible tolerances,
discrepancy between assumed and the actual modulus
of elasticity of concrete material, poor concrete of the
girder due to improper flow of concrete in the presence of
prestressing, etcetera, which must be verified for suitable
corrective measures before proceeding further.
2 Clause 4.3 Add a para at the end of the clause During de-tensioning of a girder, bottom flange is likely
Page No. 10 to be under high compression at critical sections, which
can be a potential cause of failure due to lateral instability.
Any excessive lateral buckling should be brought to
the notice of the designer for review of designs before
proceeding further.
3 Clause 4.5 The number of partially de-bonded Delete
Page No. 11 strands at any section shall be
Line 6 limited to 33% of the total number
of strands in the girder and the
number of debonded strands in any
horizontal row shall be limited to
50% of the strands in that row.
4 Clause 4.5 Add new Clause Wherever debonding of strands is required, the below
Page No. 11 mentioned guidelines shall be followed.
Clause 4.5.1 General
i) The number of strands de-bonded per row shall not
exceed 45 percent of the strands provided in that row.
ii) Starting from girder ends, de-bonding shall not be
terminated for more than six strands in any given
section. When a total of ten or fewer strands are
de-bonded, de-bonding shall not be terminated for
more than four strands at any given section.
iii) Longitudinal spacing of de-bonding termination
locations shall be at least 60 times the strand diameter
apart.

NOTIFICATIONS
iv) De-bonded strands shall be symmetrically distributed

about the vertical centreline of the cross section of the
girder. De-bonding shall be terminated symmetrically at
the same longitudinal location (As per Figs. 5A & 5B).
v) Locations of bonded and de-bonded strands shall be
alternate, both horizontally and vertically.
vi) Debonding length from the girder end shall be limited
to 20 percent of the span length.
Clause 4.5.2 For single-web flanged sections (e.g.

I-beams, bulb-tees, and inverted-tees):
i) Bond all strands within the width of the web (bw)

when the total number of de-bonded strands exceeds
25 percent.
ii) Bond all strands within the width of the web (bw)
when the bottom flange to web width ratio, bf / bw,
exceeds 4.
iii) Bond the outer-most strands in all rows located within
the bottom flange thickness (h).
iv) Position de-bonded strands furthest from the vertical
centreline.
Clause 4.5.3 For multi-web sections having bottom

flanges (e.g. voided slab, box beams and U-beams):
i) Provide uniformly distribute de-bonded strands

between webs.
ii) Strands shall not be de-bonded within 1.0 times the
web width projection (see Fig. 5B).
iii) Bond the outer-most strands within the section.

NOTIFICATIONS
5 Clause 4.9 The title: Handling and Stacking, Handling and Transportation of Precast Girders:
Page No. 13 Transportation of Precast Girders
6 Clause 4.9 Add a Para between 2nd and 3rd The girders are usually designed in a way that they should
Page No. 14 Paras only be supported at the two end supports at transfer of
prestress, as the applied prestress would need the entire
girder self-weight bending moment to be available. Unless
designed otherwise, the girders should be supported at
the two ends, preferably at the locations of the intended
bearing locations (see Fig 8). In case of multi-layer
stacking, upper stack should also be supported at the ends,
simultaneously ensuring local bearing stress limitations
at the contact points. No of stacks should, preferably, be
limited to two for safety. Lateral stability of girders at the
stacking yard in all stages of stacking shall be adequately
ensured (see Fig 9). A girder is designed in a way that it
must remain vertical during all operations. In case of loss
of verticality during stacking, the girder may fail as the
reduced stiffness of the girder in the vertical direction due
to its inclination from vertical may not be able to bear its
self-weight.
Fig. 8: Elevation of Multi-tier of Precast Girders
Fig. 9: Suggested Typical Section of Lateral Stability of

Precast Girders
7 Insert Clause Insert a Clause 4.10 and update the 4.10 Preventing instability and failure During Erection
4.10 previous Clauses 4.10 and 4.11 to and Placement
Page No. 14 4.11 and 4.12, respectively In case of stagewise construction of girder-slab composite
type superstructure, stability of girders shall be ensured at
all intermediate construction stages.
While placing the girder over pier / pier cap / abutment
cap, two types of instabilities are possible, i) transverse
instability, ii) longitudinal instability
i) Transverse Instability
The girder may be vulnerable to fall over / from its
supports due to either inadequately designed supports or
eccentric placement over the supports (on temporary or
permanent bearing).

NOTIFICATIONS
Temporary bearings, if used, should be made of

adequately designed sand jack, structural steel stool or a
single piece wooden block of good & homogenous quality
under each girder. In addition, temporary transverse
stability arrangement attached to the supports (pier /
pier cap, abutment cap / temporary trestles), similar to
the ones indicated in Fig. 10, must be put in place and
effectively connected before releasing the lifting crane
or any other arrangement of lifting. These temporary
stability arrangements should be designed for applicable
horizontal wind / seismic forces subject to a minimum
horizontal transverse force of 10% of the girder weight
in order to cater to any accidental hitting, etc. These
stability arrangements shall be removed only after casting
of the deck slab & diaphragms when the girder becomes
permanently stable. In case a girder was placed on
temporary bearings, transferring the load from temporary
to permanent bearings shall take place only after casting
of deck slab and/or diaphragms.
Fig. 10: Suggestive Arrangements of Temporary

Transverse Stability of Girders
ii) Longitudinal Instability
Sometimes, girders are made to rests on longitudinally
free bearings at both ends. In such cases, temporary
longitudinal stability arrangements designed for
applicable loads & forces, subject to minimum of
longitudinal force of 10% of self-weight of the girder
to cater to any accidental hitting, etcetera shall be
provided. These temporary arrangements shall be
removed only after the girder is made permanently
longitudinally stable by suitable means. In case of
superstructure in longitudinal gradient, it must be
ensured that the superstructure soffit portion in contact
with the supports / bearings is horizontal, in order to
avoid longitudinal sliding on this account.
iii) Edge Distance
Minimum of 150 mm distance shall be ensured between
temporary/permanent supports and edge of the pier/
abutment cap.

NOTIFICATIONS
NOTIFICATION NO. 66
Amendment No. 4/IRC:SP:114-2018/July, 2023 (Effective from 1st October, 2023)
To
IRC:SP:114-2018 “Guidelines for Seismic Design of Road Bridges”
S. Clause No. FOR READ

No.
1 Clause Delete Clause 2.6.1.1
2.6.1.1,
Page 7
2 Clause 2.6.1.2 Detailed Seismic Studies 2.6.1.1 Special Investigation & Detailed
Page 8 Seismic Studies
For specific cases of bridges, some additional For specific cases of bridges requiring special
studies /analysis should be required, which are investigation, Special studies/analysis shall be
described in Table 2.1. required, which are described in Table 2.1.
Table 2.1 Cases Requiring Special Studies and
Analysis**
S. Cases in which addi- Special studies/ Cases of special
No. tional special studies/ analysis S. investigation requiring
Special studies/analysis
analysis is required No. additional studies /
1. Bridges with individual Use of Site specific analysis
span length more than response spectrum of 1. Bridges with individual Site specific studies to
150 m and/or pier height the bridge including span length more than obtain response spectrum
is more than 30 m in geometrical 150 m and/or pier height for the bridge to be done.
zone IV and V. nonlinearity, P-delta is more than 30 m in zone
effect and soil- IV and V with or without
Cable supported bridg-
structure interaction
es, such as extradosed, seismic devices.
is needed. Dynamic
cable stayed and suspen-
analysis may be OR
sion bridges
done to ascertain the
Arch bridges having energy dissipation Cable stayed and In case of use of seismic
more than 50m span characteristics of Suspension bridges isolation devices, site
ductile members. period to be considered.
OR
Major bridges in near In case of bridges crossing
field locations (site known geological faults,
close to a fault<10 km) help from geological /
and bridges located on seismological expert with
geological discontinuity enough experience will be
in all seismic zones required to calculate fault
movement.
2. Continuous bridge Spatial variation of 2. Continuous/Integral Spatial variation of
of length between ground motion shall bridges /Extradosed ground motion shall be
expansion joint larger be considered. bridges/ Balanced considered if required as
than 600 m in all seismic cantilever bridges in all per Clause 5.3.4.
zones. Geological
seismic zones.
discontinuities or
marked topographical
features are present
3. Bridge site close to a The information 3. Bridge site close to a fault The information about
fault (< 10 km) which about the active (< 10 km) which may be the active fault should
may be active in all faults should be active in all seismic zones. be sought by bridge
seismic zones. sought by bridge authorities for projects
authorities for situated within 100 km
projects situated of known epicentres as
within 100 km of a part of preliminary
known epicenters as investigations at the
project preparation stage.

NOTIFICATIONS
a part of preliminary
investigations at the
project preparation
stage
Help from
geological /
seismological
expert with enough
experience will be
required to calculate
fault movement.
4. In zone IV and V, if the Site specific 4. In zone IV and V, if the Site specific spectrum
soil condition is poor, spectrum shall be soil condition is poor, shall be obtained for
consisting of marine obtained. consisting of marine clay bridges with individual
clay or loose sand with or loose sand with little or span exceeding 60 m
little or no fines (e.g., no fines (e.g., where the and /or pier height
where the soil up to 30 m soil up to 30 m depth below exceeding 30 m in
depth has average SPT ground level for non-scour Zone IV and V.
N value equal to or less case and Maximum scour
than 20) level for scour case, has
average SPT (N values-
5. Site with loose sand or Liquefaction uncorrected) equal to or
poorly graded sands analysis is required less than 20)
with little or no fines, (Details given 5. Bridges on sites Refer Clause 8.4 for
liquefiable soil in all Appendix A5). susceptible to liquefaction design of foundation
seismic zones. in all seismic zones as per
6. Horizontally Curved Carry out three Appendix A-5.
Bridge having ≤ 100 m dimensional 6. Horizontally Curved Carry out three-
radius, Bridge with high Modelling including Bridge having d i m e n s i o n a l
skew ≥ 30 degree in all substructure and Modelling including
≤100 m radius Bridge
seismic zones foundations of substructure and
with high skew-
bridge considering foundations of bridge
skew angle. ≥ 30 degree in all seismic considering skew
Torsional motions zones angle. Torsional
of the bridge about motions of the bridge
a vertical axis under about a vertical axis
seismic action shall under seismic action
be considered. shall be considered.
Possibility of Possibility of
unseating of unseating of bridge
bridge deck about deck about acute
acute corner to be corner to be checked
checked and ruled and ruled out. In single
out. In single span span bridges Bearings
bridges Bearings shall be designed to
shall be designed resist torsional effects
to resist torsional
** For type of analysis under above conditions, reference to
effects Table 5.3 shall be made.

NOTIFICATIONS
S. Clause For Read

No.
3 Fig 4.3 (b) New Figure to be added below Fig. Add Fig 4.3 ( C )
Page No. 33 4.3 (b) Page 33
Fig. 4.3 (c) Effective Piles Spacing for Irregular/now-Uniform Pile Groups
4 Page No. Note below Fig 4.3 (b) :- Note below Fig 4.3 (C), :-
42 of Indian In case of pile foundation, the total 1) In case the ratio of pile spacing (S) to diameter (D) is up
Highways hydrodynamic forces calculated based to 3, the enveloping cylinder as shown in Fig. 4.3 (b) shall
January, 2019 on above formula shall be equally be considered for calculating hydrodynamic force on pile
shared between piles covered within group.
enveloping cylinder.
2) In case, S/D is more than 5, each pile shall be treated as
independent cylinder (as per Fig 4.3 (a)) and hydrodynamic
force on pile group shall be calculated accordingly.
3) For ratio of S/D between 3 to 5, the hydro dynamic force
on pile group shall be obtained as follows:
F=Fg (5-S/D)/2 + Fi(S/D-3)/2
where
Fg = force on pile group considering hydrodynamic
force on group of piles as per Note (1) above.
Fi = force on pile group considering hydrodynamic
force on individual piles as per Note (2) above.
4) For pile groups having non-uniform pile spacing or
irregular pile groups, effective pile spacing shall be
calculated as follows (Fig 4.3(c)):
The polygon should not have re-entrant corners.

5) Alternatively, the hydro dynamic force on pile group for
S/D more than 3 may be obtained from model studies or
calculated based on international standards.
6) The total hydrodynamic forces calculated as above shall be
equally shared between piles covered within enveloping
cylinder

NOTIFICATIONS
5 Clause 5.3 Time -History Method Time History Method

Time - History In bridges where pier height In case of bridges in which it is not possible to get adequate number of
Method, are high, bridge has abrupt modes contributing 90% mass participation, the response spectrum analysis
Page No. 38 or unusual changes in mass, is not adequate, and a time history analysis (linear/equivalent linear/
stiffness or geometry along its nonlinear, as applicable) shall be performed. This condition may arise in
span and has large differences bridges having tall piers, bridges having abrupt or unusual changes in mass,
in these parameters between stiffness, or geometry along their span and having large differences in these
adjacent supports, special parameters between adjacent supports. The dynamic analysis of a bridge by
seismic devices such as time history method shall be carried out using direct step-by-step method
dampers, isolator shock of integration of equations of motion with suitable time steps small enough
transmission unit etc. are to get accurate results.
provided and where the large In case of bridges having special seismic devices such as dampers, isolators
spatial variation need to (except those having linear response, such as elastomeric bearings), shock
considered than time history transmission units, etc., nonlinear time history analysis (NLTHA) shall
method should be used. The be used. Equivalent linear time history analysis (EqLTHA) or Equivalent
dynamic analysis of a bridge Linear Response Spectrum Method (EqLRSM) is permitted to be used
by time history method may be in case of special seismic devices, whose behaviour can be adequately
carried out using direct step- represented by an equivalent linear model.
by-step method of integration
of equations of motion suitable Wherever it is necessary (see Table 5.3) to take into account non-linearity
steps small enough to include of soil/device, use of Equivalent Linear Time History Analysis (EqLTHA)
response of highest modes of is allowed. In this method, the foundation soil/devices can be represented
vibration. This method is also by a bilinear load-displacement curve and an iterative EqLTHA using
recommended in situations equivalent secant stiffness of the foundation-soil system corresponding to an
where large number of modes estimated/assumed foundation displacement can be performed. Wherever it
vibration are expected to is not possible to represent the behaviour of soil/device by equivalent linear
participate in bridge response. load displacement curve, a Nonlinear Time History Analysis (NLTHA)
shall be performed.
In case of long continuous, cable stayed, and extra-dosed bridges having
large distance between the farthest piers/supports whose movement in
the considered (longitudinal/ transverse) direction is coupled through the
continuous superstructure (by providing fixity in longitudinal direction and
restricting relative movement between superstructure and pier in transverse
direction), the variability of ground motion at different supports/piers/
pylons need to be considered in accordance with Clause 5.3.4.
Guidelines given in Table 5.3 may be followed for selecting appropriate
type of analysis for various types of bridges.
6 Clause 5.3.1 5.3.1 General 5.3.1 Linear Time History Analysis
Page No. 38 The seismic motion shall The linear time history analysis shall be performed using minimum 3 sets
be represented in terms of of three components (in longitudinal, transverse, and vertical direction,
ground acceleration time- respectively) of ground motions. The envelop of the peak responses for the
histories and related quantities considered ground motions shall be used in design. Either the maximum
(velocity and displacement).
resultant earthquake shear force and moment shall be used for design (e.g.
When a spatial model of
the structure is required, the in case of circular piers) or the maximum force/moment in one orthogonal
seismic motion shall consist direction shall be combined with the instantaneous (occurring at the same
of three simultaneously acting time step of the time history analysis) force/moment in the other directions.
accelerograms. The same It is to be noted that the maximum forces/moment in two orthogonal
accelerogram may not be directions are not occurring at the same instant.
used simultaneously along Preferably recorded ground motions shall be selected from the available
both horizontal directions.
databases of past earthquake records, consistent with the magnitude,
Depending on the nature of
the application and on the distance, and source mechanism of the governing earthquake and site
information actually available, class of the site under consideration. The selected ground motions shall
the description of the seismic be spectral matched with the corresponding design response spectra in
motion may be made by using horizontal and vertical directions.
artificial accelerograms and Wavelet-transform based spectral matching techniques should be used as
simulated accelerograms. these cause minimum distortion to the natural ground motion records. Each
component of the ground motions shall be individually spectral matched

NOTIFICATIONS
to have the respective response spectrum not below the design response
spectrum at any period in the range 0.2TL to 1.5TU. It is to be noted that
the three orthogonal components of a natural earthquake record are un-
correlated, therefore, the same accelerogram should not be used in two
orthogonal directions, simultaneously. However, horizontal and vertical
components from two different records are allowed to be mixed and
matched with the corresponding spectrum in a single time history analysis.
In case, recorded time histories are not available, artificial or simulated
spectrum compatible time histories are allowed to be used for linear
analysis, only. Each component of ground motion shall be developed to
have the respective response spectrum not below the design response
spectrum at any period in the range 0.2TL to 1.5TU. The accelerograms used
to apply simultaneously in two orthogonal directions should be mutually
un-correlated, i.e., the same accelerograms should not be applied in two
orthogonal directions, simultaneously.
In case, recorded time histories are not available, artificial or simulated
spectrum compatible time histories are allowed to be used for linear
analysis, only. Each component of ground motion shall be developed to
have the respective response spectrum not below the design response
spectrum at any period in the range 0.2TL to 1.5TU. The accelerograms used
to apply simultaneously in two orthogonal directions should be mutually
un-correlated, i.e., the same accelerograms should not be applied in two
orthogonal directions, simultaneously.
5.3.1.1 Nonlinear Time History Analysis
In case of nonlinear time history analysis, minimum 11 sets of recorded
accelerograms shall be used. The recorded time histories shall be carefully
selected from the available ground motion databases of the past earthquakes
consistent with the magnitude, distance, and source mechanism of the
governing earthquake and site class of the site under consideration. These
accelerograms shall be only amplitude scaled in time domain such that the
average of the SRSS of spectral ordinates in the two horizontal directions
are not below 1.3 times the factored design response spectrum in the period
range 0.2TL to 2Tv, where TL and Tv are the shorter and longer fundamental
periods, respectively, in the two horizontal directions of the bridge.
The vertical components of the ground motions shall be scaled separately
so that the average spectrum does not fall below 90% of the design
vertical response spectrum in the period range 0.2Tv to 2Tv, where Tv
is the vertical period of vibration of the bridge. In case spectral shape
of an individual ground motion record is very different from the design
response spectrum, the ground motion can be spectral matched using
wavelet transform based on spectral matching techniques. In exceptional
cases, when adequate number of recorded accelerograms are not available,
the required number of accelerograms can be obtained from artificial or
simulated ground motions, with due care that the accelerograms used in
orthogonal directions are not correlated. In case of spectral matching or
artificial/simulated accelerograms, the accelerograms shall be developed
to have the respective response spectrum not below the design response
spectrum at any period in the range 0.2TL to 2TU
While performing the nonlinear analysis, the applicable dead and live
loads shall be considered to be acting simultaneously with the earthquake
excitation. The geometric nonlinearity effects, secondary effects, P-Delta
effects and large deflection effects shall be considered in nonlinear analysis.
The average response obtained from the analysis for 11 (or more) time
histories shall be used to check with the performance objectives.

NOTIFICATIONS
7 Clause 5.3.2 5.3.2 Spectrum Compatible 5.3.2 Spectrum Compatible Time History
Page No. 39 Time History
Artificial accelerograms shall The Spectrum Compatible Time Histories can be obtained from the
be generated using elastic recorded earthquake motions, using wavelet transform based spectral
response Spectra given in Fig matching techniques. A list of some common databases of past earthquake
5.1 (b) and site specific elastic records world-wide are given in Appendix-1. A list of some of the
response spectra .The duration softwares available for wavelet transform based spectral matching of
of the accelerograms shall be recorded accelerograms is given in Appendix-2. In absence of suitable
consistent with the magnitude recorded ground motions, the spectrum compatible time histories can be
and other relevant features of generated, artificially.
the seismic event underlying 5.3.2.1 Artificial Accelerograms
the establishment of ag. (peak
ground acceleration). When Artificial accelerograms shall be generated so as to match the design
site-specific data are not elastic response spectra for 5% viscous damping. The duration of the
available, the duration of the accelerograms shall be consistent with the magnitude and other relevant
time history shall be not less features of the seismic event underlying the establishment of ag. (peak
than 30 Sec out of which the ground acceleration). When site-specific data are not available, the duration
strong motion duration shall of the time history shall be not less than 30 seconds out of which the strong
not be less than 6 Sec. motion duration (stationary part of the accelerograms) shall not be less than
6 seconds
The characteristics of artificial
accelerograms should observe
the following rules:
a) Minimum of 3 sets of time
history should be used.
b) The mean of the zero
period spectral response
acceleration values
(calculated from the
individual time histories)
should not be smaller
than the value of ag (peak
ground acceleration) for
the site in question.
8 Clause 5.3.3 5.3.3 Recorded or Simulated 5.3.3.2 Simulated Accelerograms
Page No. 39 Accelerograms
If suitable recorded accelerograms are not available, simulated accelero-
Recorded Simulated grams can be used. These are generated through a physical simulation of
accelerograms are generated source and travel path mechanisms, taking into account seismological char-
through a physical simulation acteristics. The used simulated accelerograms should be adequately qual-
of source and travel path ified with regard to the seismogenic features of the sources and to the soil
mechanisms. The samples used conditions appropriate to the site. These accelerograms shall be scaled to
are adequately qualified with the design peak ground acceleration for the site under consideration.
regard to the seismic genetic
features of the sources and to 5.3.4 Spatial Variability of Ground Motion
the soil conditions appropriate Spatial variability of seismic ground motion causing different ground
to the site. There values are motion time histories to occur at various supports, especially in long
scaled to the value of ag for the multi-supported structures, can be mainly attributed to one or more of the
zone under consideration. following causes:
Scaling shall be carried out so • differences in arrival times of seismic waves at different supports
that peak ground acceleration (wave passage effect);
shall not lower than 1.3
• multiple reflections / refraction as seismic waves propagate
times the 5% damped elastic
through inhomogeneous soil medium (incoherence effect);
response spectrum of the
design seismic loads in the • change in the amplitude and frequency content of seismic ground
period ranging between 0.2 T1 motion due to different local soil conditions (local soil effect).
and 1.5 T1, where T1 is natural
period of the fundamental
mode of the structure.

NOTIFICATIONS
Spatial variability of the ground motions should be considered

when:
a) Bridges are located on geological discontinuities or in near
field or where marked topographical features (bridge piers
located on hill and valley) are present. The variation of soil
conditions at the two adjacent supports is such that it can be
classified into different site classes -Class A to D, as defined
below.
and/or
b) The distance df between the farthest supports of a continuous
deck (for description in case of typical support conditions,
refer to Appendix-3) is greater than Lg/1.5, where Lg is the
distance beyond which ground motion may be considered
uncorrelated and depends on the site class, given as:
Site Class A B C D
Lg (m) 600 500 400 300
Lg/1.5 (m) 400 333 267 200
Site classes are defined below based upon shear wave velocity or
SPT “N” where “N” is uncorrected observed value.
Site Class A B C D
Shear Wave >800 360 to 180 to <180
Velocity, Vs,30 Or 800 360 Or
m/sec N >100 Or Or N<15
or SPT “N” N=50 to N=15 to
100 50
The site should be preferably classified according to the value
of the average shear wave velocity, Vs,30 . In case shear Vs,30
value is not available, the value of SPT “N” may be used.
The average shear wave velocity Vs,30 or SPT “N” may be
taken as the weighted average of shear wave velocity or “N”
values for different layers of 30m depth below the bed level/
mean scour level.
Specialist literature may be referred to for the seismic analysis
when spatial variability of ground motion is to be considered. A
simplified methodology is permitted for analysis which consists of
combining via the SRSS (square root of the sums of the square)
rule the dynamic effects of a uniform ground motion acting at every
foundation, to the effects of differential displacements imposed
statically at each foundation point.
9 Table 5.3 Table 5.3 Method of Analysis on Replace existing Table 5.3 & Notes below it with following
(Notification Various Type of Bridges new modified Table as given below.
No 25
published
in Indian
Highway
October 2019
at Page No.
41)

NOTIFICATIONS
Table 5.3 Method of Analysis on Various Type of Bridges

Type of Bridge Individual Pier Height Method of analysis in Remarks
Span Length/ Seismic Zone
Condition
II & III IV &V
Right Bridge or Skew Up to Simply 0 to 60 m Upto 30 m ESAM(1) ESAM Site Specific spectrum
300 or curved span having Supported Above 30 m ERSM(1) ERSM to be used as applicable
radius more than 100 m spans as per clause 2.6.1&
Table 2.1
Simply 60 and above ERSM ERSM Site Specific spectrum
Supported to be used as applicable
spans as per clause 2.6.1 &
Table 2.1
Continuous/ All Spans All heights ERSM(2)/ ERSM(2) / Spatial Variation of
Integral LTHA(2) LTHA(2) ground motion to be
Bridges/ considerd if required
Extradosed according to Section
Bridges/ 5.3.4.
Balanced Site Specific
Cantilever spectrum to be used
as applicable as per
clause 2.6.1 & Table 2.
Major bridges All Spans All heights ERSM(2) ERSM(2) Site Specific
in near-field Spectrum to be used
locations;
bridges located
on geological
discontinuity(3)
Filled up - ESAM ESAM
Arch Bridges
Arch Bridges All other ERSM ERSM ERSM
type of
Arches
Bridge With Difference in All Spans All heights ERSM ERSM Dynamic analysis
Pier Heights/ of complete bridge
Stiffness(4) shall be carried out.
Curved in Plan <100 m All heights ERSM ERSM Modelling shall
include all the spans
radius and piers to be
Skew Angle > 30° All heights ERSM ERSM analysed together.
Cable-Stayed and Suspension Bridges Main Span All heights ERSM (2)
ERSM(2) Site specific Spectrum
< 600 m to be used.
Spatial variation of
ground motion to be
considered if required
as per Section 5.3.4
Bridges on sites susceptible to liquefaction(5) All Spans All heights EqLTHA(6) / EqLTHA(6) Site Specific spectrum
in all seismic zones EqLRSM(6) /EqLRSM(6) to be used as applicable
as per clause 2.6.1 &
Table 2.1.
Soil-foundation system
to be adequately modelld
as per Clause 8.4

NOTIFICATIONS
Bridges with seismic devices (Shock All Spans All heights EqLTHA(6) / EqLTHA(6) / Site Specific spectrum
Transmission Units (STU), Seismic isolation EqLRSM(6) EqLRSM(6) to be used as applicable
or Seismic dampers etc.) which can be as per Clause 2.6.1 &
represented by the equivalent linear load- Table 2.1.
deformation relationship Site period(7) to be
considered in case of
bridges with seismic
isolation.
Bridges with seismic devices (Shock All Spans All heights NLTHA NLTHA Site specific
Transmission Units (STU), Seismic isolation spectrum to be used
or Seismic dampers etc.) which cannot as applicable as
be represented by equivalent linear load- per Clause 2.6.1 &
deformation relationship Table 2.1
Site period (7) to be
considered in case
of bridges with
seismic isolation.
ESAM - Elastic Seismic Acceleration Method;
ERSM –Elastic Response Spectrum Method;
EqL RSM – Equivalent Linear Response Spectrum Method;
NLTHA-Non-Linear Time History Analysis. Number in superscript refers to Notes below:
Notes:
1) Bridges having 0 to 15 m span and where overall length is less than 60 m, falling in Seismic Zone II and III no seismic
checks need to be considered.
2) Linear Time History Analysis (LTHA) is required to be performed in case of bridges for which it is not possible to
account for 90% of seismic mass, using practically reasonable number of modes.
3) Geological discontinuity is a plane or surface that marks a change in physical or chemical characteristics in a soil or
rock mass. A discontinuity can be in the form of a bedding plane, joint, cleavage, fracture, fissure, crack, or fault plane.
4) The adjacent piers having difference in stiffness by more than 25%.Percentage of difference shall be calculated based
on lesser of the two stiffness.
5) Liquefaction potential to be assessed according to Appendix-A5.
6) Equivalent Linear Response Spectrum Method (EqL RSM) is similar to Elastic Response Spectrum Method (ERSM)
except that force - displacement behave or of certain non-linear elements/soil is modelled as equivalent linear force -
displacement behave or. Similarly Equivalent Linear Time History Analysis (EqL THA) is required to be performed
in case of bridges for which it is not possible to account for 90% of seismic mass, using practically reasonable
number of modes & displacement behaviour of certain non-linear elements/soil is modelled as equivalent linear force
- displacement behaviour
7) Site period is the period of vibration of soil column at the location of foundation derived from shear wave velocity
profile. Site period to be obtained using an approved experimental or numerical method, considering the full depth of
soil strata at the site. Site Period shall be used for the purpose of developing site-specific spectrum.
Methods of Analysis recommended above are the minimum requirements. However, design engineer has an option to
carryout higher order analysis for the optimization of seismic response.

NOTIFICATIONS
APPENDIX – 1 (Clause 5.3.2)
DATABASES WITH OPEN ACCESS TO STRONG‐MOTION RECORDINGS
1. PEER NGA-West2 Database: The Consortium of Organizations for Strong-Motion

Observation Systems (COSMOS) is a public, web-based
https://ngawest2.berkeley.edu/
search engine for accessing worldwide earthquake strong
The Pacific Earthquake Engineering Research Center ground motion data. The user can search the database
(PEER) Next Generation Ground Attenuation NGA-West2 interactively by providing the required input parameters
database comprises of a very large set of ground motions
or parameter range such as magnitude, peak ground
recorded worldwide in the shallow crustal earthquakes
acceleration (PGA), hypocentral distance, fault mechanism,
in active tectonic regimes. The database includes 21,336
(mostly) three-component (two horizontal and 1 vertical) soil type and condition and the structure type. The ground
ground motion records from 599 events. The seismogenic motion records can be searched directly by earthquake
parameter range covered by this database includes Moment event name and also through the date of occurrence. The
magnitude (M) of 3.0 to 7.9, closest source to site distance database provides corrected and uncorrected acceleration,
(R) of 0.05 to 1,533 km, and average shear-wave velocity velocity and displacement time histories.
in the top 30 m (VS30) from 94 m/s to 2,100 m/s (although
data becomes sparse for distances >400 km and VS30 > 4. K‐NET and KiK‐net (NIED Strong‐Motion
1,200 m/s or <150 m/s). The database includes uniformly Seismograph Network, Japan):
processed time series and response spectral ordinates for
111 periods ranging from 0.01 s to 20 s at 11 damping ratios http://www.kyoshin.bosai.go.jp/
(0.5%, 1%, 2%, 3%, 5%, 7.5%, 10%, 15%, 20%, 25%,
and 30%). The user can search the database interactively K-NET (Kyoshin Network) is a nation-wide strong-
by inputing the required ground motion parameters motion seismograph network, which consists of more
and download the selected strong-motion records and than 1,000 observation stations distributed every 20 km
associated response spectra. uniformly covering Japan. It has been operated by the
2. European Strong‐motion Database (ESD): National Research Institute for Earth Science and Disaster
Resilience (NIED) since June, 1996. At each K-NET
http://www.isesd.hi.is/ESD_Local/frameset.htm station, a seismograph is installed on the ground surface
European strong-motion database (ESD) provides 3,000 with standardized observation facilities.
(mostly) acceleration time histories from earthquakes
in Europe and adjacent areas. The database includes KiK-net (Kiban Kyoshin Network) is a strong-motion
uncorrected and corrected acceleration, velocity and seismograph network, which consists of pairs of
displacement time-histories of 462 triaxial strong-motion seismographs installed in a borehole together with
records from 110 earthquakes and 261 stations in Europe high sensitivity seismographs (Hi-net) as well as on the
and the Middle East. In addition, it also contains linear ground surface, deployed at approximately 700 locations
elastic response spectra, inelastic (elastoplastic) constant nationwide.
strength spectra and inelastic (elastoplastic) constant
ductility spectra. In this database, uncorrected records are The strong-motion data recorded by K-NET and KiK-
those records which have not undergone any adjustment net are widely available to the public through from the
except for the removal of any obvious spurious peaks or
above given website. The soil condition data explored at
backward time steps. These records may be downloaded
K-NET stations and the geological and geophysical data
from this site as digital record.
derived from drilling boreholes at KiK-net stations are also
3. COSMOS Database for Worldwide Earthquake Data: available. The database provides raw data as recorded by
https://strongmotioncenter.org/vdc/scripts/default.plx seismographs without any baseline corrections.

NOTIFICATIONS
5. PESMOS (Program for Excellence in Strong Motion Bihar, Sikkim, West Bengal, Andaman and Nicobar,
Studies), IIT Roorkee, India: Meghalaya, Arunachal Pradesh, Mizoram and Assam. 20
instruments out of 300 are installed in Delhi, the national
http://pesmos.org/ capital of India. Primary goal of this project is to acquire
The Department of Earthquake Engineering, Indian Institute Strong Ground-Motion (SGM) data for various studies
of Technology Roorkee, India (previously known as the in the field of earthquake engineering and seismology in
University of Roorkee) is operating a nationwide network general and in particular to understand propagation and
of instruments for recording strong ground motion. Total site response characteristics of the sediments that underlie
300 instruments are installed in seismic zone III, IV and and are thought to produce large site amplification and
V along Himalayan belt in the states of Himachal Pradesh, seismic hazard. The data recorded by these instruments is
Punjab, Haryana, Rajasthan, Uttarakhand, Uttar Pradesh, available for public use through the website pesmos.org.
APPENDIX – 2
(Clause 5.3.2)
SOFTWARES FOR SPECTRAL MATCHING BY WAVELET TRANSFORMATION

1. Seismomatch: to make it compatible with a given Pseudo Spectral
Acceleration (PSA) spectrum. This code follows the
http://www.seismosoft.com/en/SeismoMatch.aspx wavelet-based algorithm proposed by S. Mukherjee and
Seismo Match is a software application capable of V.K. Gupta (2002)4.
adjusting earthquake time history to match a specific target REFERENCES:
response spectrum, using the wavelets algorithm proposed
by Abrahamson (1992)1 and Hancock et al. (2006)2 or the 1. Abrahamson, N. A. (1992). Non-stationary spectral
algorithm proposed by Al Atik and Abrahamson (2010)3. matching. Seismological research letters, 63(1), 30.
After loading some accelerograms or time histories and
defining the target response spectrum, users need only to 2. Hancock, J., Watson-Lamprey, J., Abrahamson, N.
define the spectral matching algorithm, adjust the spectral A., Bommer, J. J., Markatis, A., McCoy, E. M. M.
matching period range, set the required tolerance and the A., & Mendis, R. (2006). An improved method of
spectral matching is executed. matching response spectra of recorded earthquake
ground motion using wavelets. Journal of earthquake
Seismo Match also features a module in which a user can engineering, 10(01), 67-89.
combine many matched accelerograms in order to obtain
a combined mean matched spectrum that fulfils the user’s 3. Al Atik, L., & Abrahamson, N. (2010). An
requirements regarding maximum and mean misfit. improved method for nonstationary spectral
matching. Earthquake spectra, 26(3), 601-617.
2. Wavelet‐based generation of spectrum‐compatible
ground motion (Mukherjee and Gupta, 2002) 4. Mukherjee, S., & Gupta, V. K. (2002). Wavelet-based
generation of spectrum-compatible time-histories. Soil
http://home.iitk.ac.in/~vinaykg/wavgen.htm dynamics and Earthquake engineering, 22(9-12), 799-804.
WAVGEN modifies a given (recorded) accelerogram

NOTIFICATIONS
APPENDIX-3 (Clause 5.3.4)
Consideration of df for Spatial Variability of Ground Motion
Definition of df - Longitudinal direction
df is the distance between two farthest fixed support in a continuous bridge as illustrated below.
a) Continuous spans having intermediate fixed supports and all other free supports within two expansion joints: df is the
distance between two outermost fixed supports.
b) Continuous/Fully integral bridges with no expansion joints: df is the distance between the outermost supports.
c) Continuous spans with expansion joint at the center of the span: df is the distance between two farthest fixed supports
on either side of the expansion joint.
d) df is not applicable where there is only one fixed support and movement is allowed on all other supports between the
expansion joints.
FX = Fixed/monolithic support
FR = Free to move
EJ = Expansion joint
df in Transverse direction
Generally, all spans are restrained in transverse direction. df shall be considered between farthest piers within successive
expansion joints.

TENDER NOTICE
The IRC has recently brought out the following 13 New/Revised Publications. These prestigious publications will be quite useful to
the Road Engineers in their day to day working.
S. No. Title of the Document Price Packing & Postage
1 IRC:73-2023 “Geometric Design Standards for Non-Urban Roads” 500 40
(First Revision)
2 IRC:82-2023 “Code of Practice for Maintenance of Bituminous Roads” 800 30
(Second Revision)
3 IRC:135-2023 “Guidelines for Development of Bus Ports in India” 600 40
4 IRC:SP:85-2023 “Guidelines for Variable Message Signs” (First Revision) 800 30
5 IRC:SP:90-2023 “Guidelines for Grade Separators and Elevated Structures” (First Revision) 500 30
6 IRC:SP:99-2023 “Manual of Specifications and Standards for Expressways” (First Revision) 1500 40
7 Special Report No. 26 “State of the Art: Mobile Routine Maintenance Facility for Flexible Pavement” 500 30
8 Capacity Development Project on Highways in Mountainous Regions 1400 50
“Guidelines for Slope Protection & Embankment with Advanced Technology” Part-I Main Text
“Guidelines for Slope Protection and Embankment with Advanced Technology” Part-II Appendix
“Guideline for Planning”
“Guideline for Mountain Bridge with Advanced Technology”
“Guidelines for Tunnel on Arterial Roads in Hill Area”
“Guideline for Operation and Maintenance”
Copies of these publications can be obtained from IRC Office against cash payment or by sending Demand draft drawn in favour of “Secretary
General, Indian Roads Congress”. For more details, please contact + 91 11 2338 7759, 2338 4543 and E-mail: ircsale1934@gmail.com/ sale.irc-
morth@gov.in
These publications can also be ordered through making online payment by visiting our website www.irc.nic.in under the column “Sale of
Publication”.
xxxxxxxxxxxx

IMPORTANT ANNOUNCEMENT
82nd Annual Session to be held at Gandhinagar (Gujarat)

From 2nd to 5th December, 2023
On the invitation of Government of Gujarat, the 82nd Annual Session of the Indian Roads Congress will be held at
Mahatma Mandir, Gandhinagar (Gujarat) from 2nd to 5th December, 2023. The Invitation Booklet containing the Tentative
Programme, Registration Form, Accommodation Form etc. will be available in our website www.irc.nic.in shortly.
Accommodation is available on first come first serve basis. All members of IRC are invited to attend the 82nd Annual
Session.
It is expected that more than 4000 Highway Engineers from all over the country and abroad will attend this Session. During
the Annual Session of IRC, there has been a practice for various firms/organizations to make Technical Presentations
on their products/technologies & case studies (with innovative construction methods or technologies or having special
problems requiring out of the box thinking and special solutions). The presenters will get an opportunity to address a large
gathering of highway professionals from Private Sector as well as decision makers in the Govt. Sector. These presentations
evoke lively interaction among the participants.
A time slot of about 12-15 minutes is normally allocated for each Technical Presentation. Time is also given for floor
intervention. During such Technical Presentation Session, no other meetings will be held parallel so as to ensure maximum
attendance during the Technical Presentation Session. The stakeholders are, therefore, requested to participate in the
event and book slots at the earliest.
Interested Organizations may write to IRC conveying their willingness for participation and send the topics of their
Technical Presentation by E-mail:paper.irc-morth@gov.in/dd.irc-morth@gov.in or through Speed Post alongwith a
Demand Draft for Rs.1,50,000/- (Rupees One Lakh Fifty Thousand only) drawn in favour of Secretary General, Indian
Roads Congress, New Delhi latest by 17th November, 2023 so that necessary arrangements can be made by IRC.
For any enquiry about the 82nd Annual Session like Registration, Membership & Technical Presentation etc. please address
to Secretary General, Indian Roads Congress, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022. For assistance
the contact details are given as under:
Registration Membership Technical Presentation
Shri Rajneesh Katoch Shri Anil Kumar Sharma Shri Sunil Ishrawat
Section Officer Section Officer Section Officer
Phone +91 11 2338 7140 Phone + 91 23387759 Phone +91 26185315 /26171548
Mobile +91-7078193056 Mobile +91 9891060148 Email: paper.irc-morth@gov.in
Email: admn.irc-morth@gov.in Email:ircmembership1962@gmail.com indhighways@gmail.com
ircannualsession@gmail.com
Local Organising Secretary Accommodation Technical Exhibition
Shri J.A. Gandhi Shri P.K. Sanghvi Shri H.C. Modi
(Local Organising Secretary) (Chairman, Accommodation Committee) (Chairman,
Chief Engineer (N.G.) & A.S. & MD Chief Engineer (STC), R&B, GSRDC Technical Exhibition Committee)
GSRDC Ground Floor, Nirman Bhavan, Chief Engineer, NH, R&B, GSRDC
Ground Floor, Nirman Bhavan, Sector 10-A, Gandhinagar-382010 Ground Floor, Nirman Bhavan,
Sector 10-A, Gandhinagar-382010 (Gujarat) Sector 10-A, Gandhinagar-382010
(Gujarat) Mobile +91-9879554857 (Gujarat)
Phone +91 079 -23251824 Email: accommodation.ircguj@gmail.com Phone +91 079-232-51811
Mobile +91-9978406482 OR Mobile +91-9099954236
Email: cengrnb@gmail.com Miss. Ria P Modi Email: irctechexhibitionce@gmail.com
ircgujarat82@gmail.com Superintending Engineer (I.C.) OR
City Circle Ahmedabad Shri R.N. Mathur
Phone +91 079 –27910623 Superintending Engineer (NH, Circle)
Mobile +91-9725312891 Gandhinagar
Email: accommodation.ircguj@gmail.com Phone +91 079–232-22235
Mobile +91-9409302980
Email: irctechexhibitionse@gmail.com

REGISTRATION FORM

REGISTRATION FORM

Delhi Postal Registration No DL-SW-17/4194/2022-2024
Delhi Postal Registration No DL-SW-17/4194/2022-2024
UNDER ‘U’ NUMBER U(SW)-12/2022- 20242024
UNDER ‘U’ NUMBER U(SW)-12/2022-
At Lodi Road, PSO on dated 28-29.05-2023 LICENCE TO POST
At Lodi Road, PSO on dated 28-29.09-2023 LICENCE TO POST
ISSN 0376-7256 Newspaper Regd. No. 25597/73 WITHOUT PREPAYMENT
ISSN 0376-7256 Newspaper Regd. No. 25597/73 WITHOUT PREPAYMENT
INDIAN HIGHWAYS PUBLISHED ON 23ON
PUBLISHED MAY 2023
20 SEPTEMBER 2023
INDIAN HIGHWAYS
` 20/-` 20/- ADVANCE MONTH,
ADVANCE JUNEOCTOBER
MONTH, 2023 2023
Edited
Edited and Published
and Published by Shri
by Shri Sanjay
Sanjay KumarNirmal,
Kumar Nirmal,Secretary
Secretary General,
General, Indian
IndianRoads
RoadsCongress,
Congress, IRCIRCHQ,HQ,
Sector-6, R.K.R.K.
Sector-6, Puram,
Puram,
KamaKama
KotiKoti Marg,
Marg, New New Delhi
Delhi - 1100
- 1100 022.
022. Printedby
Printed byShri
ShriSanjay
Sanjay Kumar
Kumar Nirmal
Nirmal on
onbehalf
behalfofofthe
theIndian Roads
Indian Congress
Roads Congress
at M/s
at M/s B. M. Infinity
Printing Advertising
& Writing Services
Papers Pvt.Pvt. Ltd.,
Ltd., Faridabad,
(H-37, Haryana
Sector-63, Noida), (UP)

IRC Code Amendment in OCT 2023

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

IRC Code Amendment in OCT 2023

Uploaded by

Copyright:

Available Formats

OCTOBER 2023

Volume: 51  Number: 10  Total Pages: 80

A view of Eastern Peripheral Expressway

¾ Advertisements 2, 6-18,54,79 & 80

¾ Methodologies for Assessing the Effectiveness of VMS 19

¾ Critical Review of use of Specific Synthetic Macro Fibres in the Production 37

¾ Notifications to IRC code/Guidelines 55-74

¾ Tender Notice/List of New IRC Publications 75

¾ Important Announcement & Registration form 76-78

Publisher & Editor: Sanjay Kumar Nirmal, Secretary General, IRC

ASPHALT OVERLAY OVER RIGID PAVEMENT

4 OCTOBER 2023 INDIAN HIGHWAYS

Ini.recent IRC:82 -2023

(Sanjay Kumar Nirmal)

INDIAN HIGHWAYS JUNE 2023 5

With limited visibility and confined surroundings, tunnels pose an

Provide real time information on the go with

Emergency Alerts Traffic Control Incident Management

Next generation features and benefits

Multi-colour display with

3M is a trademark of 3M Company. © 3M 2023. All Rights Reserved.

Scan to read more about

6 OCTOBER 2023 INDIAN HIGHWAYS

INDIAN HIGHWAYS OCTOBER 2023 7

8 OCTOBER 2023 INDIAN HIGHWAYS

Marking Roads for the Future

+(91) 712 2233968 | kataline_sales@katalineindia.com |

INDIAN HIGHWAYS OCTOBER 2023 9

FOR THE HEALTHEIR SIDES OF

10 OCTOBER 2023 INDIAN HIGHWAYS

Traffic Calming Solution

+(91) 712 2233968 | kataline_sales@katalineindia.com |

INDIAN HIGHWAYS OCTOBER 2023 11

AWRD MARKINGS SYSTEM

Specially designed for enhanced wet night

ALL WEATHER REFLECTIVITY

12 OCTOBER 2023 INDIAN HIGHWAYS

INDIAN HIGHWAYS JUNE 2023 13

14 INDIAN HIGHWAYS JUNE 2023

INDIAN HIGHWAYS OCTOBER 2023 17

We are one of major supplier of raw material to construction industries as below:

18 OCTOBER 2023 INDIAN HIGHWAYS

METHODOLOGIES FOR ASSESSING

Gurmesh Sihag1 Dr. Praveen Kumar2 Dr. Manoranjan Parida3

1. INTRODUCTION be utilized to resolve the issues of safety and traffic

1 Research Scholar, Department of Civil Engineering, IIT Roorkee, E-Mail- gurmesh@ce.iitr.ac.in

INDIAN HIGHWAYS OCTOBER 2023 19

20 OCTOBER 2023 INDIAN HIGHWAYS

S. No. Manual/Guidelines Year Source

INDIAN HIGHWAYS OCTOBER 2023 21

22 OCTOBER 2023 INDIAN HIGHWAYS

Fig. 2 Common Messages Displayed on the VMSs in India

INDIAN HIGHWAYS OCTOBER 2023 23

To evaluate both the safety and mobility benefits of VMS,

Travelers’ compliance rate is one of the most important

24 OCTOBER 2023 INDIAN HIGHWAYS

Study Assessment Aspect Effectiveness Measure Method

INDIAN HIGHWAYS OCTOBER 2023 25

26 OCTOBER 2023 INDIAN HIGHWAYS

INDIAN HIGHWAYS OCTOBER 2023 27

Fig. 4 Steps Involved in VMS Effectiveness Assessment Using Simulation Method.

28 OCTOBER 2023 INDIAN HIGHWAYS

6.3.5 Conversion of operational benefits into economic REFERENCES

INDIAN HIGHWAYS OCTOBER 2023 29