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Indian Highways Advance Month, JANUARY, 2019
INDIAN HIGHWAYS PUBLISHED ON 27 JANUARY 2017
`20/-
FEBRUARY 2017
Indian Highways
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Edited and Published by Shri S.S.Nahar, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K.Puram, Kama Koti Marg, New Delhi - 110 022.
Edited
Printed by Shri and Published
S.S.Nahar on behalf by ShriIndian
of the S.K. Roads
Nirmal, Secretary
Congress General,
at M/s. Indian
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Ltd., 104, IRC HQ,Okhla
DSIDC Complex, Sector-6, R.K.Area,
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Phase-I, New https://www.irc.nic.in
Delhi - 110 020. Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd.

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Indian Highways
Volume : 47 Number : 1 ● JANUARY, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
 From the Editor's Desk 4-5
 Meet the new Executive Committee of IRC 6-10
 Announcement for IRC International Seminar 11-12
 IRC Technical Committees Meeting Schedule 34
 Advertisements 2, 13, 14, 74,75 & 76
Technical Papers
 Creating 1.0 Million Rural jobs - Maintaining rural roads through local community participation 15
By Mukesh C Gupta
 concrete pavement repair and maintenance strategies for roads & highways 28
By Dr. S. S. Seehra
 Social Impact Assessment in National Highway Projects : A Review 35

By Dr. Mohammad Isa Ansari
 Notification No. 12-19 39-68
 MoRT&H Circular 69
 Tender Notice 70-72
 Guidelines for Accreditation of New Materials and Techniques 73
Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110020 `20
INDIAN HIGHWAYS JANUARY 2019 3

FROM THE EDITOR’S DESK
Cement Concrete Pavements
India is the 2nd largest cement producer in the world by installed cement production capacity. First time
large scale construction of concrete road was taken up in India for construction of additional two lane
in 60 km length between Delhi and Mathura in 1991. This project may be said to be a trend-setter, since
it involved the introduction of new concepts like the provision of a sub-base of dry lean concrete, a
separation layer of polythene sheet, use of slip form paver, sawn joints, use of polysulphide cold poured
sealant and use of curing compound for curing of concrete. This road served very well for more than
20 years before its widening to six lanes. Other projects which soon followed like the Mumbai-Pune
Expressway, Indore bypass, Kanpur-Kolkata highway, certain sections of Kolkata-Chennai highway
and Pune-Bangalore highway etc. Many roads in cities like Mumbai, Pune, Indore and Nagpur adopted
concrete pavement due to their comparative advantages over bituminous pavements. Recently six lane
Eastern Peripheral expressway around Delhi (110 km long) constructed with concrete pavement has
been opened to traffic. More than 14,000 km of concrete roads are under construction in different parts
of our country.
The advantages of Cement concrete pavements are long life, practically maintenance free, hard durable
shoulder, better performance under heavy rainfall, axle loads and inadequate drainage conditions, no
effect of oil slippage, availability of cement, design precision, good reflectivity and conservation of
stone metal etc.
Some of the disadvantages of cement concrete pavements are long period required for construction
and opening to traffic, problem in repairs and remodeling of utilities under cement concrete pavement,
cement concrete pavement generate more noise when compared with flexible pavements, premature
cracking and loss of texture of cement concrete pavements etc.
The part of cement concrete pavement that carries the traffic load is concrete slab. To prevent pumping of
water mixed with soil from underneath the concrete slab, a layer of dry lean concrete/granular material
is provided.
The practice followed in construction of concrete pavements is to lay Pavement Quality Concrete
(PQC) over two layers of sub-base. Granular Sub-base (GSB) acting as a lower sub-base and Dry Lean
Concrete (DLC) acting as upper subbase. GSB the lower sub-base shall be laid over a subgrade of
selected earth of minimum 500 mm compacted thickness.
Recently an IIT Roorkee Research has concluded that there is negligible or no effect in increasing
k-value of subgrade on the design thickness of slab, which contradicts the general notion that a strong
subbase reduces the requirement of pavement thickness.
In another research paper published in IRC Journal Vol.79 Part-3 “Virtual Study on Influence of Rigid
Pavements Design Parameters for Indian Highways” the authors concluded that the effect of CBR of
subgrade soil is not significant for concrete pavement of M-40 grade concrete. Reduction of 1.2% in
4 INDIAN HIGHWAYS JANUARY 2019

FROM THE EDITOR’S DESK
design thickness of concrete pavement was observed when the CBR of subgrade was increased from
10% to 30%. These research findings indicate that improvement of subgrade soil is not very cost-
effective in cement concrete pavements or in other words cement concrete pavements are generally
more economical for roads having poor subgrades.
Now about 50,000 km highways worth $ 250 billion are proposed to be constructed by 2022 and current
cement manufacturing capacity stands at 455 MT up from 161 MT in 2007, more and more roads are
being planned as concrete roads due to their advantage with life cycle costs consideration. In Addition
in last 2-3 years a number of roads projects have been constructed with cement concrete pavement.
IRC has therefore planned to organize an International seminar on “Construction and Rehabilitation of
Rigid Pavements-Current Practice and Way Forward”, on 18th -19th January, 2019. The themes of the
Seminar are: Planning & Design of Rigid Pavements, Construction Material and Technology, Evaluation
and Health Monitoring, Repair and Rehabilitation and Case Studies. It is heartening to inform that
technical papers have been received from Japan, South Korea, Germany, France & USA. Experts from
Academics (Indian Institute of Technology etc.) CRRI, Contractors and Consultants associated with
design, construction and maintenance of concrete pavements have also contributed their experience
through technical papers. The paper presentations followed by discussions and interaction among the
delegates will definitely increase knowledge on various aspects of cement concrete roads. With the
increase in know how on material and techniques, existing IRC codes and guidelines will be reviewed
and updated.
Readers are requested to participate in the seminar and enrich the discussions with their inputs.
(Sanjay Kumar Nirmal)

Secretary General
“Be Safe in the race”
“Time is Precious but Life is More”
“Wait for Side, overtake Safely”
“Road Safety start with you”
“Road sense is the offspring of courtesy and the parent of safety”

Meet the new executive committee of IRC 2018-19
Shri Toli Basar, born on 07th May’1960, joined as a direct recruited, Assistant Engineer, Public
Works Department (the then under cpwd) in the year 1984. Promoted to the post of Executive
Engineer in the year 1988-89. In the year 1993-94 promoted to the post of superintending engineer,
pwd and joined as superintending surveyor of works in the office of Chief engineer, pwd,
as superintending surveyor of works (superintending engineer, planning) assigned the work
of design, planning and annual operating plan of road and bridge of the department. In the year
1994-95 transferred to superintending engineer (coordination) cum capital circle, pwd and as
superintending engineer, coordination, Training cum Capital Circle remains in the year 1994-
Shri Toli Basar 95 to 2000 the in-charge of appointing, authority/transfer & posting of group c&d (ministerial
President, Irc and technical) staff of pwd cadre. During period finalize the seniority list of group c&d cadre,
conducted recruitment of group c&d cadre staff of pwd. Executed many important projects-
national highways, water supply, Advanced landing ground (alg) helipad/roads projects important office building were
constructed like police head quarter, library building of govt. Degree College, itanagar, construction of directorate office
building of d.P.I, agriculture /horticulture/rcs/art & culture industries building and state banquet hall itanagar, etc.
As a superintending engineer also constructed fast longest cable stayed steel bridge over river lohit at chaquenty in year
2002-03 which is the north eastern state’s longest cable stayed bridge, got award of longest cable stayed bridge from indian
institute of bridge engineering in the year 2003-04 and in the year june’ 2005, transferred to urban development and
housing, department, as director cum chief engineer, urban development & housing Department. The department was
converted into major works department and all urban require acts, such as building bye laws, municipal act and urban and
town planning acts etc. Finalized and got enacted in state legislative assembly.
Again, transferred back to pwd department in the year 2009 as a chief engineer, pwd, eastern zone; Arunachal
pradesh executed many important works, roads, building & bridge works and nodal officer for planning commission
& nec works of govt. of arunachal pradesh, initiated concept paper for mini-secretariat and cement concrete two lane
township road etc in district head quarters.
At present he is assigned as a chief engineer, highways, pwd, government of arunachal pradesh, w.e.f. August 2013
completed 10 nos. Highway projects and 2 nos. Bot projects in arunachal pradesh package of roads and bridges under
mort&h.
Mr. T. Basar, hold 1st class bachelor of civil engineering with bachelor of laws, he is recipient of many ngo awards
like:
• Best citizen of india award in the year 1990
• Vikash ratna award in the year 1999
• Pride of india award in the year 2003
• Rashtiya ektta award in the year 2004
• Indira gandhi srimoni award in the year 2005
• Rajiv gandhi srimoni award in the year 2006
• Pride of india award in the year 2007
• Bharat excellence award in the year 2011
• North eastern personalities award in the year 2012
As recognition of outstanding and extra-ordinary achievement in chosen field of engineering activities, service rendered
by him to arunachal pradesh state govt. awarded him the highest state award, “state gold-medal awarded” in the
year 2011-12.
Shri basar is also life member of indian institute of engineers (india) and honorary secretary, ap chapter, life member
indian institute public administration, member of indian institute of bridge engineering, life member of indian roads
congress elected as vice-president of the indian roads congress during its 75th annual session held at bhubaneswar (in
odisha) in january’ 2015 and life member indian building congress.
Shri basar was elected as president during 79th irc, annual session at nagpur.

Shri Bhesha Nand Singh, Director General (Road Development) & Special Secretary, Ministry
of Road Transport & Highways and Treasurer IRC was born on January, 18, 1959. He has
Completed his Bachelors of Engg (civil)) from Birla Institute of Technology, Mesra (Ranchi)
in the year 1980 and secured Gold Medal (1st position ) in the batch, he is also fellow of
Institution of Engineers. He succeeded in Central Engineering Services (Roads) through UPSC
in the year 1982 and joined Ministry as Assistant Executive Engineer.
From July, 2018 he is working as DG (RD) & SS, MoRT&H. He is Advising Government on
Shri B.N. Singh
DG (RD) & SS, all policy matters related to Development & Maintenance of Roads in general and National
MoRT&H and Highways in particular in the States and Union Territories of India; administration of Central
Treasurer, IRC Road Fund (CRF) pertaining to State Roads other than rural roads, & preparation of Codes;
Specification of Standards for Roads and Bridges. All administrative, financial and technical
sanction proposals are routed through him. Attend all the PIB/SFC/EFC meetings related to NHs; NHAI and NHIDCL
Board meetings and high level meetings related to Road at the level of PMOs; Cabinet Secretariat; Minister and
Secretary.
As Addl. Director General /Coordinator from February 2015 to July 2018 he Supervised the project zone dealing
with the States of J&K, Punjab, Haryana, Himachal Pradesh, Uttarakhand, UP, Bihar, Jharkhand & West Bengal. The
prestigious project of Chardham was also being supervised. During this period, he was also given charge of Technical
Adviser to Hon’ble Minister and accordingly advised Hon’ble Minister as and when required.
As Member (Projects), NHAI from December 2009 to December 2014 he was handling all the projects in the States
assigned to him and at one time number of States being handled by him was 22 and number of projects were 236. As
Member, he was also responsible to NHAI’s Board and also used to attend meetings of Minister & Secretary where
policies were decided.
As Chief Engineer(Special Projects) From July 2009 to December 2009 he was in-charge of all Special projects where
single lanes were to be widened to two lanes in entire country besides Arunachal packages announced by Hon’ble PM
and works of NH in Madhya Pradesh.
As Chief General Manager (NHAI) From 2nd August 2005 to July 2009 he was mainly looking after western part of
E-W corridor. He has also handled ongoing item rate and BOT projects in the States of Gujarat, Rajasthan, Madhya
Pradesh, Chhattisgarh & U.P. He was also in-charge of Vadodra-Mumbai Expressway project. Out of all awarded
contract packages in above States, between Porbander to Lucknow, all were completed except six which too progressed
more than 70% during above period.
In addition to above, he had the duties of EA to Chairman, where he used to assist Chairman in all official work.
AS General Manager, NHAI from November 2004 to July 2005, besides handling Port Connectivity projects he was
also working as EA to Chairman and assisting him in daily work.
AS Superintending Engineer, MoRT&H from April 2004 to November 2004 handled projects in the States of Tamil
Nadu, Andhra Pradesh and Madhya Pradesh.
As G.M., NHAI from November 2000 to April 2004 he was in-charge of 29 projects on G.Q. between Durgapur to
Rajahmundry. Deputed to assist Hon’ble Minister of State (I/c) Road Transport & Highways as his Private Secretary
on temporary basis for about 2½ months. The concept of annuity project and its implementation was done for the first
time in NHAI and I was one of the person associated with that and therefore first Annuity project i.e. Tuni-Ankapalli
was signed by him on behalf of NHAI.

From December 2002 onwards, he have been associated with Chairman, NHAI as his Executive Assistant, assisting
him in technical matters, including scrutiny of Variation proposals, policy matters and coordination with various
agencies etc.
He was on the Board of Directors of 10 Companies which is constructing Highways through Special Purpose Vehicle
(SPVs) and also look after day-to-day activities of these companies.
As Technical Secy. To DG(RD), MoRTH From April 1998 to October 2000 Dealt with all technical approvals like
preparation/scrutiny of Cabinet notes / PIB notes for which DG(RD)’s approval was required. Gave training to new
recruits in Engineering cadre and arranged their programmes in various institutes in India and abroad.
As OSD & Pvt. Secy. to Minister of Agriculture From July 1996 to April 1998 (rank of Dy. Secy. & Director) Assisted
Hon’ble Agriculture Minister in scrutiny of files of normal and policy matters including Cabinet Notes & Confidential
matters besides other parliamentary works. He Was also on the Board of Directors of IFFCO as a representative of
Ministry of Agriculture.
As Executive Engineer (Plg.) MoRTH From April 1996 to June 1996 Worked in the Planning Zone during the
period.
As DGM, NHAI From April 1995 to March 1996 Scrutinised pre-qualification documents, prepared Bid documents,
draft contract documents and coordinated for approval of DPR for 5 ADB projects.
As Executive Engineer From October 1986 to March 1995 Planned, designed and prepared estimation of road
and bridge work. He Was posted in field (R.O) where besides planning and estimation, inspected and supervised
construction and maintenance, also liaised with respective State Government for entire NH system in that State.
As Asstt. Executive Engineer From 1983 to October 1986 Was posted in R.O., Patna. Assisted senior officers in their
work pertaining to NHs in the State of Bihar.
Shri Sanjay Kumar Nirmal, IES is looking after the work of Secretary General at Indian
Roads Congress w.e.f. 3rd April, 2017.
Shri Nirmal Graduated in 1983 from Malaviya National Institute of Technology,

Jaipur in Civil Engineering with Honours. M.B.A. in 1990 from R.A. Poddar Institute
of Management, Jaipur. Master of Science (MS) in 1998 from Delft University of
Technology/IHE, Delft, the Netherlands and Diploma course in French language from
University of Rajasthan.
Shri Sanjay Kumar Nirmal
Secretary General,
Prior to joining Ministry of Road Transport and Highways in 1986 as Assistant Executive
IRC
Engineer through CES(Roads) Shri Nirmal worked in Engineers India Limited from 1984
to 1986 at Bombay Offshore project, Uran and Guwahati refinery expansion project at
Guwahati. From 1986 to 1991 worked at Ministry’s Regional office, Jaipur and worked in project zones at headquarter
from 1991 to 1996.As regional officer in Guwahati during 1998-2001 initiated direct payment system in Assam and
Nagaland which was subsequently implemented throughout the country.
Thereafter, he worked in National Highways Authority of India during 2003-2009 as General Manager and 2009-10
as Chief General Manager (Tech) and CGM(Coordination). As GM, NHAI looked after BOT division and was nodal
officer for all PPP matters including finalization of Model documents for BOT(Toll) and BOT(Annuity) as a member

Meet the new executive
TECHNICAL
committee
PAPER of IRC 2018-19
of Inter-Ministerial Group set up for this purpose. Afterword, he worked in various capacities in DPR cell of IAHE,
Bridge Standards and Research zone of Ministry, NER zone, Ministry’s PMU, at Arunachal Pradesh.
Shri Nirmal is recipient of Pt Jawaharlal Nehru Birth Centenary Award for outstanding contribution to Highway
profession given by Indian Roads Congress in 2003.
He has also contributed number of Technical Papers in various IRC Journals, national and international seminars. He
has chaired many technical sessions in conferences organised by CSIR-CRRI by Ministry of Environment, Forest
and Climate Change by International Road Federation and IABSE.
He was Corresponding Member of Technical Committee on Flexible and Semi-Rigid Pavement (D.2.b) of World
Road Association, Paris. He is a fellow member of Institution of Engineers, India.
He is closely associated with IRC for last three decades and contributing immensely in various technical committees
for formation of codes/guidelines/manuals. He is active member of IRC Apex technical committees viz Highway
Specification and Standards committee (HSS), General Specification and Standards committee (GSS); Co-Convener
of IRC H2 Committee (Flexible Pavement Committee), and Member-Secretary of G1 committee (Project Preparation,
Contract Management, Quality Assurance & Public Private Partnership Committee). He is also Member Secretary of
Highway Research Board.
He is Guest faculty for various national and international training programmes organized by Indian Academy of
Highway Engineers, Noida, Guest Faculty for Indian Railways Institute for Civil Engineers (IRICEN), Pune and
National CPWD Academy, Ghaziabad.
Dr. K.S. Krishna Reddy is the Secretary to the Govt. of Karnataka, Public Works, Ports and
Inland Water Transport Deptt. Dr. Reddy Graduated and M.Sc. in Engg. and PhD from Govt.
BDT college of , Davanagere-Mysore University. He joined Karnataka PWD in 1991 and
served in many capacities upto 2007. From the year 2007 to 2012 as a Chief Engineer he
has served in Major Road Projects like Bhruhah Bangalore Mahangara Palike . Karnataka
State Highways Improvement Project, Bangalore and National Highways Zone Karnataka,
Bangalore etc. In the year 2012 he was elevated as Chief Project Officer, KSHIP, Managing
Dr. K.S. Krishna Reddy
Director, Karnataka Road Development Corporation Ltd. and in June 2018 as Secretary to
Immediate Past President, Government, PW & IWPT Deptt. Govt. of Karnataka.
IRC
Dr. Reddy is Responsible for Planning, Construction & Maintenance of 72000 km of State
Highways & Major District Roads, under EPC Contract & PPP approach Major Bridges & Major Buildings. He is also
responsible for fast track construction by adopting precast segmental box technology for building Grade Separator,
underpasses, subways in Road Engineering 1st time in the Country (popularly in media “known as Magic Box”} in
B.B.M.P.S.
In his professional career of over 32 years he has received many Awards and Honor including Eminent Engineer Award
by the Institution of Engineer (India), Bangalore during 2010 and Bharatha Ratna Sir M. Visweswaraiah Best Engineer
Awarded by the Govt. of Karnataka in 2014 and
He was elected president of the Indian Roads Congress in the 214th Council Meeting during 78th Annual Session at
Bangalore.

Shri. C.P.Joshi has completed his B.E. (Civil) in the year 1985 and M.Tech. (Standard Engineering)
from IIT Mumbai in the year 1987. He has completed his LLB from the University of Mumbai
in 2004.
Shri. Joshi has joined Maharashtra Services of Engineering as an Asstt. Executive Engineer in July,
1987 and since than he has served as Executive Engineer (1989- 2001), Superintending Engineer
(2001-2007) and as Chief Engineer from March 2007. He has been promoted as Secretary, PWD
from February, 2016. He has worked in bridge divisions form 12 years and also has experience of
Shri. C.P. Joshi
constructing 4 lane highways and elevated road wars for more than 100 km. He has handled and
Vice President, Irc
supervised 15 roads and bridges progressed under PPP and successfully executed concession in
March, 2017, under his leadership, the Government of Maharashtra has successfully awarded Hybrid Annuity Scheme
works of 7500 km costing Rs. 20,000 Crores.
He has also supervised 100 major building structure (Area more than 2 lakh sq.ft.) in Maharashtra with particular interest
in Hospitals and Health Service Buildings. He is presently handling the 92000 km strong road network of National
Highway, State Highways and Major District Roads in Maharashtra. He has been elected as Vice- President of Indian
Roads Congress in its 79th Annual Session held at Nagpur in November, 2018.
Shri R.K. Pandey Graduated in Civil Engineering from Govt. Engineering College Jabalpur
(MP) and Post Graduated from Maulana Azad College of Technology, Bhopal (MP). Shri
Pandey Joined Ministry of Road Transport and Highways as Assistant Executive Engineer
in the year 1986 and elevated to the rank of Chief Engineer in the Ministry. Presently he is
working as Member (Projects) in the National Highway Authority of India. He is Member
of various Technical Committee of IRC. He was elected as Vice-President of Indian Roads
Congress during 79th Annual Session held at Nagpur in November 2018.
Shri r.K. Pandey
Vice President, irc
Shri Krishnamurthy B Kulkarni joined Karnataka Public Works Department as Assistant

Executive Engineer securing first position in the selection list of Karnataka Public Service
Commission (KPSC) in the year 1995. He served as Asst. Exe. Engineer, QC Sub-Division
Upper Krishna Project Almatti Dam site North Karnataka-involved in the Maintaining quality
in the construction of Dam etc. He worked as Executive Engineer Rehabilitation & Resettlement
Division Upper Krishna Project Almatti Dam Site. He worked as Superintending Engineer Bruhat
Bengaluru Maha Nagar Palika BBMP. He worked as Deputy Secretary (C&B) to Government
of Karnataka. From June, 2018 He was elevated to the post of Additional Secretary (Chief
Shri Krishnamurthy B
Kukkarni Engineer) in the Govt. of Karnataka, looking after policy making on Road Sector, Planning,
Vice President, Irc Budgeting and monitoring of different Projects taken up under external agencies funding (world
Bank, Asian Development Bank). He has attended many Training Programs and five Annual
Sessions of IRC. He was elected as Vice-President of the Indian Roads Congress during 79th
Annual Session held at Nagpur in November, 2018.

Announcement
Indian Roads Congress

Organizing
Two Days International Seminar
on
“Construction and Rehabilitation of Rigid Pavement-Current

Practice and Way Forward”
On 18th and 19th January, 2019 at New Delhi (India)
Excellent opportunity to learn the best practices from renowned experts from the country and across
the globe.
All are benefited from better road construction. All the stakeholder are invited to attend the two days
International Seminar to become partner in road construction.
Who should attend: Central/State Government Departments/Agencies, Manufactures, Consultant,
Public Sector Undertakings, Autonomous Organization, Research/Academic Institutions, Road Sector
Project Executing Agencies both from Government and Private Sector including Concessionaries.
Themes of the Seminar:
Session 1: Planning and Design of Rigid Pavement
Session 2: Construction Materials and Technology
Session 3: Evaluation and Health Monitoring
Session 4: Repair, Maintenance and Rehabilitation
Session 5: Case Studies
Opportunity available for Advertisers and Exhibitors to Display of Products on first-come-first serve
basis.
For further details and enquiry for getting associated with the International Seminar, please contact
following officers.
For Sponsorship and For Registration For Submission of

Advertisement in Souvenir Technical Papers
Shri Naveen Tewari Shri Naveen Tewari Ms. Shilp Sree

Section Officer Section Officer Assistant Director (Tech.)
Tel. 011-26171548 Tel. 011-26171548 Tel. 011-26185273
E-mail: admn.irc-morth@gov.in E-mail: admn.irc-morth@gov.in E-mail: ad.irc-morth@gov.in
For more details please visit the IRC website www.irc.nic.in

Registration Form

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TECHNICAL PAPER
Creating 1.0 million rural jobs - Maintaining rural roads

through local community participation
Mukesh C Gupta*
abstruct
Worldwide, community contracting has been used as a method of engagement of communities in the planning, implementation
and monitoring of minor infrastructure works for the benefit of the community or by government for the improvement and
maintenance of infrastructure. In India, out of a total nationwide road network of almost 35 Lac (3.5 million) km of rural
roads (5.61 Lac km PMGSY Roads + 9.0 Lac km Non PMGSY Core Roads + 20.0 Lac km Non Core Roads) offer a huge
employment potential for maintenance of these rural assets through labour intensive community contracting. As a Thumb
Rule, using the “Length-man System” of routine road maintenance, one person living the road side can effectively carryout
1.0 km of routine road maintenance round the year. Therefore, employment for about 35 Lac (3.5 million) rural population
mostly women could be created through this approach. Even if we consider PMGSY + Core Roads (14.2 Lac km), about
15 Lac people could easily be employed annually on permanent basis through performance based road maintenance contracts
to be undertaken by the communities.
In most developing countries, large and medium sized contractors are generally not keen to undertake small rural roads
maintenance works in remote areas. As a result of, the developing countries explored alternative options by engaging the local
communities/Self Help Groups living along the road sides for routine maintenance of rural roads as contractors. In various
pilots in many countries, the local communities performed very well with sense of increased ownership and responsibility for
maintaining their rural road assets.
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1. Introduction India, with the launch of Pradhan Mantri Gram Sadak

Rural roads are essential for providing access to habitations Yojana (PMGSY) in the Year 2,000, a standard policy for
in rural areas. Along with water, electricity and telecom provision of rural connectivity was established. PMGSY
infrastructure, roads are enablers of rural growth and has emerged as one of the success story worldwide in
they serve as an entry point for poverty alleviation. In establishing model standard guidelines for effective
*
Chief Technical Adviser (Retired), ILO, Email: mukesh_c_gupta@hotmail.com

TECHNICAL PAPER
planning, designing and construction of rural roads. As a to undertake the maintenance of the core network on a
result, most states in India follow the design, standards sustainable basis. The State Governments are also required
and engineering practices on the lines of PMGSY in their to develop enabling environment and sustainable sources of
own rural road programmes as well. The success of the funding for undertaking the maintenance functions. Almost
programme is widely acknowledged. It is to be appreciated 60% of 5,61,000 km of road length constructed under the
that it is maintenance that ensures availability of benefits PMGSY across the country has completed 5 years of post-
of access on a sustained basis. Regular and effective construction maintenance. Therefore, these roads are now
maintenance of rural roads needs to be an integral part of due for regular maintenance by the State Governments.
poverty reduction strategies. Several states have recently Hence it is imperative to have an institutionalized and
instituted their own maintenance policy in respect of sustained maintenance system in place. This would
rural roads maintenance on sustainable basis. Now, require a State Rural Road Maintenance Policy for these
there is growing recognition among states regarding the roads together with a dedicated Maintenance Fund with
need to mobilize additional financial resources towards appropriate rules. It is heartening to note that 24 States
maintenance of rural road assets being created at a huge in India in collaboration with the ILO-PMGSY Rural
cost to the economy. Roads Maintenance Project have already notified their
Rural Roads Maintenance Policy and the remaining States
In India, rural roads comprising about 35 lakh (3.5 million)
are in the process of notifying the same very soon. In
km of rural roads are faced with the challenge of their
recent years, there has been an increased awareness and
maintenance. Although various innovative provisions such
commitment to maintenance by the states.
as 5 year post construction road maintenance have been
included in the PMGSY rural road construction contracts, As a result of above mentioned impressive outputs, the
the main contractors are generally not interested in the PMGSY is coming close to meeting its defined rural
maintenance part of contract. They are rather keen to take connectivity objectives in the states by 2019. At the same
up more profit yielding new construction projects. As a time, the government recognizes the new and growing
result, the road maintenance is the victim of this mind set challenge of securing the preservation of the valuable
and prevailing situation in the road construction industry. infrastructure assets created in this extensive rural road
The road maintenance activities are labour intensive and network. From being a connectivity builder, both the
are best suited for local small scale contractors. Government of India and the states are increasingly placing
emphasis on securing the necessary measures that sustain
Over the last 17 years, the PMGSY has carved out a the improved access and thus allowing the expected social
place for itself as a model flagship programme of the and economic benefits to materialize in the rural areas.
Government of India characterised by well defined
governance structure, effective management and To sustain the benefits of this rural road network over time
technical proficiency by the National Rural Infrastructure requires an adequate commitment for the upkeep of these
Development Agency (NRIDA) formerly known as roads, robust planning and management arrangements for
National Rural Roads Development Agency (NRRDA), maintenance works, further strengthening the existing
along with capable State Rural Road Development organizations in charge and enhancing the capacity of
Agencies (SRRDA). For implementation and operations, local contractors, effective contracting procedures and
the involved agencies have been supported with detailed eventually securing a stronger involvement of the local
documentation in the form of programme guidelines, an state government authorities.
operations manual, standard bidding documents, book of Funds for new road construction are easier to mobilize,
specifications, a standard data book, a procurement and while funds for road maintenance have to compete
contracts management manual and the Quality Assurance with number of other priorities in the States. Lack
Hand Book with support from the Indian Roads Congress. of understanding, both at policy formulation and
These documents have also contributed significantly field implementation level regarding the economic
towards effective service delivery of PMGSY and for consequences of poor maintenance further complicates
mainstreaming good practices of PMGSY, in other rural the efforts to raise sufficient maintenance funds.
roads programmes being executed by the states from their
As a thumb rule, 2 to 3 per cent of cost of construction or
own or other resources.
upgradation is required annually for routine and periodic
An area of concern has been lack of sustained maintenance maintenance. Studies have shown that Rs. 10 lakh
management for rural roads. As per the “Programme (Rs 1.0 million) spent on routine maintenance saves
Guidelines” of PMGSY, State Governments are required Rs. 20 lakh in periodic maintenance. Rs. 20 lakh spent on

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periodic maintenance saves Rs. 40 lakh in rehabilitation. investments of public money. A broad assessment of
It would therefore make good economic sense for state the replacement value of the rural road network in
governments to invest in maintenance of roads. To India is estimated to be Rs. 4.6 Lac Crore assuming the
execute this gigantic task of road maintenance, we do replacement value of village roads under the Panchayati
need enabling environment, well trained and equipped Raj Department as Rs. 15 lac per km and the roads under
state institutions and a fully responsive and trained road Rural Development Department as Rs. 40 lac per km (cost
maintenance industry.
of land is not considered in arriving at the replacement
The community/micro-enterprise based rural roads value). The erosion in asset value at 4%-5% annually
maintenance strategy proposed in this Paper would due to neglect in maintenance would be as high as
generate debate among state administration, senior Rs. 23,000 crore. The annual investment under PMGSY is
technical management and policy makers. States may about Rs. 22,000 crore and on the other hand we are losing
consider the strategies brought out in this paper for effective Rs.23,000 annually due to maintenance neglect. Hence, it
asset management using local resource and employment
is a Zero Sum game. This implies that a growing portion
intensive approach. In India, even if, one third of India’s
of funds as well as technical and managerial capacity
35 Lac km of rural roads are put under maintenance using
this approach, one million (10 lac) permanent rural jobs needs to be allocated to the maintenance requirements of
could be created. The largest beneficiaries (almost 80%) the road infrastructure in order to protect the investment
will be women. The proposed strategy has huge potential made in creating this rural road network.
of harnessing women power through social mobilization, A simplified Asset Management System (AMS) needs
skilling, institution building, livelihood, financial inclusion to be evolved by each District building up from the
and poverty alleviation. current arrangements for collection and analysis of data.
2. The need and justification for The system should enable maximising the benefits of the
maintenance available (allocated) maintenance funds. Such a system
Keeping low volume rural roads in serviceable condition should also help in assessing impact on deterioration
is crucial to the agricultural growth on the one hand of roads in enabling the empowered fund management
and affording means of access on a sustainable basis to committee of the state to decide on mobilising additional
millions of our rural people to services and social facilities funds to avoid the need for much higher investments later
such as schools, health centres as also to markets on the in rehabilitation or reconstruction. Fig. 1 depicts a typical
other hand. The benefits in terms of social and economic road deterioration curve. Preventive treatment during the
development, as a result of investments made in an phase when road is in fair condition is much less costly
improved road network, can be sustained if these assets compared to intervention in poor condition when the road
are properly maintained on a regular basis over time. The has fallen apart. (see the ordinate at (1) which is much
purpose of maintenance is to ensure that the road remains
less than the ordinate at (2). This is a surrogate of the cost
serviceable throughout its design life. Maintenance is
involved in the two stages).
important because it:
• Prolongs the life of the road by reducing the rate
of deterioration, thereby safeguarding previous
investments in construction and rehabilitation
• Lowers the cost of operating vehicles on the road
by providing a smooth running surface
• Keeps the road open for traffic and contributes to
more reliable transport services
• Sustains social and economic benefits of improved
road access
With the rural road network steadily progressing towards
its desired coverage of the rural habitations in various
states, it is imperative that a greater emphasis is placed
on the maintenance of these assets created with huge Fig. 1 Road Deterioration Curve

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Apart from the huge loss of assets as shown above there is a • Linkage to Initial Construction: Ensuring proper
cascading effect of non- maintenance or the lack of proper design and quality construction in the first instance
and adequate maintenance. In brief, it is maintenance as this would reduce the maintenance burden
which provides the sustained access and contributes to the subsequently.
improvement of livelihood and economic development
• Maintenance Management System: Improving
over time.
maintenance planning and accountability through
3. RuralRoadsMaintenanceChallenge creation of road inventories/registers, setting up
The road maintenance activities are generally of following database and simplified maintenance management
three types: systems so as to optimize use of allocated funds
and prioritize maintenance interventions, with
3.1 Routine Maintenance (Round the Year) first charge on the core road network. Annual
• Non-pavement related activities such as vegetation Maintenance Plans need to be prepared for the
control, cleaning of road side drains, bridges/ entire rural roads network as bottom up approach
culverts, replenishing of road shoulders; from village to block to district to state based on the
• Pavement related - filling up of the pot-holes. AMS guidelines.
3.2 Periodic Maintenance (Once in about 5 years) • Institutional Reforms: Strengthening institutional
arrangements through productivity improvement
• Re-carpeting of the bituminous/gravel wearing of gang labour, strengthening supervision and
course monitoring and auditing arrangements, training of
• Replenishment of road shoulders personnel to improve local skills.
3.3 Emergency Maintenance (due to natural disasters or • Contract Maintenance: Introducing innovative
other unforeseen events) ways of execution of routine maintenance works
such as encouraging creation of micro-enterprises
Among several issues to be addressed for ensuring
and labour cooperatives or Self Help Groups
maintenance of rural roads on sustainable basis, the most
through community contracting.
critical are (refer Fig. 2):
• Need for Government Policy: A firm policy • Capacity Building: Building up the capacity and
and commitment of the government to maintain capability of SRRDAs/SRLMs to undertake the
the rural roads to serviceable levels all the year maintenance of rural roads on sustainable basis.
round. So far, 24 States in India have already Providing technical support to these institutions.
notified their rural roads maintenance policy and This will also include development and capacity
preservation of existing road assets has become building of dedicated nationwide cadre of small
a matter of critical importance. The governments scale community contractors to undertake routine
would need to consider arranging adequate funds maintenance works.
for maintenance. The states will also be required to • Use of Innovative Techniques/Innovations:
operationalize the Rural Roads Maintenance Policy Use of appropriate labour-based technology for
and ensure that all the prescribed measures for fund routine maintenance, use of latest technology
availability and effective implementation of road and GIS based applications for modernization
maintenance are in place. of maintenance operations, introducing low cost
• Dedicated Funds: A dependable and adequate equipment for potholes repairs, grading and use
flow of funds on continuous basis to enable the of innovative construction materials including
road agencies to effectively plan and implement bitumen emulsions.
their maintenance programmes. • Knowledge/Experience Sharing: Regular
• Maintenance Backlog: Finding ways and means awareness programmes of what works and what
of phased removal of the backlog of periodic does not work. Documentation of successful
maintenance and bringing the roads to maintainable strategies and dissemination through publications,
situation. workshops at state and national levels.

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Fig. 2 Sustainable Road Maintenance - Strategic Elements

4. Use of Appropriate Technology
Rural Roads rehabilitation and maintenance can be potential for local employment, is fast and compaction
effectively carried out using labour-based and light is taken care by tractor towed vibrating rollers. The rural
equipment supported methods. This strategy has huge road involve the following operations given in Table 1:
Table 1
S.No Item/Description Construction Mode
1. Site Clearance, bush clearing Labour
2. Earthworks for road embankment or drains Labour
3. Transportation of excavated earth to formation Labour, wheel barrows and tippers or agriculture
tractor- trailer
4. Spreading earthwork Labour
5. Compaction in layers Tractor-towed Vibrating Rollers

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6. Laying and compaction of sub-base and Labour and light equipment

base course
7. Appropriate Sealing Course such as Double Coat Labour and light Equipment
Surface Dressing or Pre-mix Bituminous Carpet etc
8. Pothole repairs Labour and light equipment/tractor-trailer
Maintenance of rural roads is more employment intensive the local community. As a result of non-performance,
and employing local population living along the road side project authorities were forced to seek alternative options
enhance sense of ownership amongst the communities and and engaged the local communities as the contractors.
would lead to improved service delivery.
In several developing countries such as China, Philippines,
5. E
mployment Potential - Routine Bangladesh, Nepal, India, Cambodia, Indonesia and South
Maintenance through Community America, the communities living along the road side have
Contracting successfully carried out routine maintenance of rural roads.
In India, out of a total nationwide road network of almost For example, in China, rural road construction is a joint
35 Lac km of rural roads (5.2 Lac km PMGSY Roads + 9.0 effort of the local community and the government, in as
Lac km Non PMGSY Core Roads + 20.0 Lac km Non Core much as the local villagers construct a road with assistance
Roads) offer a huge employment potential for maintenance of the government who provide materials like bitumen,
of these rural assets through labour intensive community cement and steel, etc. The villagers, who carry out routine
contracting. As a Thumb Rule using the “Length-man maintenance works on rural roads, are compensated for
System” of routine road maintenance, one person living their labour and material inputs by the local government.
the road side can effectively carryout 1.0 km of road In India, the Community Contracting for Off-Carriageway
maintenance round the year. Therefore, employment for preventive road maintenance through women led Self
35 Lac (3.5 million) rural population could be created Help Groups (Mahila Mangal Dal) has been successfully
through this approach. Even if we consider PMGSY + introduced in Uttarakhand, Himachal Pradesh and
Core Roads (14.2 Lac km), about 15 Lac people could Meghalaya. These pilots received very encouraging
be employed. An assessment of maintenance funding response from the communities and it led to not only
requirement for rural roads is shown in the Table below. effective preservation of rural roads but also led to increase
In most developing countries, large and medium sized in ownership and responsibilities of the communities
contractors are generally not interested in small works for preservation of their road connectivity. Most of the
road maintenance in remote areas. As a result, for many SHG’s comprise women. It is seen that women are very
road maintenance tenders, there are too few bidders and keen in participating in this exercise as PBMC model is
contracts for work could not be awarded. In some cases quite flexible and there are no fixed hours for work and
contracts were awarded but not completed by the big the roads have to be maintained at prescribed level round
contractors. In other areas the contractors merely employed the year.
Photo-1 Photo-2

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Community contracting is also a logical way of engaging 6. F

unding for Maintenance of Rural
already organised community groups such as farmers’ Roads
associations for irrigation schemes, or water users for Maintenance of rural road assets continues to be an
small reservoirs and distribution schemes, or school area of concern and there is growing recognition among
buildings. The implementation was often undertaken at states regarding the need to mobilize additional financial
community level. Many such programmes continue today resources towards maintenance and preserving the rural
in various countries where implementation is undertaken road assets being created at a huge cost to the economy.
at community level and priority setting, planning,
implementation and monitoring carried out through An assessment of annual maintenance funding requirements
community committees or organisations. is shown in the Table 2 below.
Table-2
A. PMGSY Year 2017-18
Total length by March 2017 520,000 km
Maintenance requirements
- Routine maintenance @ Rs.40,000/km/year Rs.2080 x 107
- Periodic maintenance @ Rs.1.6 lakh/km/year (Periodic Mtc. Cycle = 5 years) Rs.8320 x 107
- Special repairs and emergency maintenance (Lump sum) Rs.1000 x 107
Total PMGSY Rs.11,400 x 107
B. Non-PMGSY
(i) Core Roads : Length 900,000 km
Maintenance requirements
7
- Routine maintenance @ Rs.20,000/km/year Rs.1800 x 10
7
- Periodic maintenance @ Rs.1.2 lakh/km/year (Periodic Mtc. Cycle = 5 years) Rs.10800 x 10
7
- Special repairs and emergency maintenance (Lump sum) Rs.1000 x 10
7
Total Core Roads (Non-PMGSY) Rs.13,600 x 10
(ii) Non-core Road
Length 20,00,000 km
7
Maintenance requirements (Lump sum) Non-core Roads Rs.3,000 x 10
C. Broad Assessment of Funds Required: Core Roads and Non-Core Roads Rs.28,000 crore
So far, the states have been relying on budgetary allocations government to finance its ambitious road projects. The
(Non Plan) for maintenance of rural roads including CRF launched in 2000 is basically a cess imposed along
PMGSY. The 12th and 13th Finance Commissions had also with excise duty on petrol and diesel to provide a source
recommended higher allocations for maintenance both in of dedicated fund for the road sector. For rural roads, the
the state budget and central grants to supplement the state CRF Act provides for only development related works
resources under the State Budget Non-Plan Head. and not maintenance. Further, the Government decided
A quick online search on the current options for mobilizing to utilize this fund only for those rural roads which are
financial resources for roads including maintenance of eligible under the PMGSY.
rural roads reveals that a few states have already taken the The Union budget 2018 has amended the Central Road
initiative of creating state level road maintenance funds. Fund Act 2000 and has renamed it as Central Road
The main source of funding has been levy of additional and Infrastructure Fund (CRIF). Main purpose of the
taxes on fuel, cess on agricultural produce, user charges & amendment is to use the proceeds of the CRIF to finance
fees, tax revenues etc. other infrastructure projects including waterways,
Over the last one and a half decade, the Central Road infrastructure including education institutions. The
Fund (CRF) has been the major source of revenue for the administrative control of Central Road and Infrastructure

TECHNICAL PAPER
Fund (CRIF) has been transferred to the Department of ranged from Rs. 19,263 crore in FY 2014 to Rs. 85,600
Economic Affairs (DEA) Ministry of Road Transport and in FY 2018. Earlier, the government had earmarked
Highways. Over the last one and a half decade, government 33.5% of CRF Accruals for rural roads. Hence, allocation
to finance ambitious road imposed along with excise duty
to rural roads for FY 2018 are assessed to be around to
on petrol and diesel. The cess revenue was accrued to the
projects were financed ever since its launch. Recently, Rs. 28,676 crore (33.5%). The share of CRF (%) for
there has been a significant increase in the allocation of various road development activities is shown in the Table
fund for development of rural roads. The CRF Accruals below:
Table-3
S. No. Head Share of CRF (%)
1. Development and maintenance of National Highways 39.00
2. Development of Rural Roads 33.5
3. Railways safety works including construction of roads either under or over railways by means of 14.0
a bridge and erection of safety works at unmanned rail-road crossings, new lines, conversion of
existing standard lines into gauge lines and electrification of rail lines
4. State road of inter-state and economic importance to be approved by the Central 10.0
Government
5. Roads in border areas 1.0
6 Inland Waterways 2.5
Total 100
But now, as per the new amendment under the CRIF, for new connectivity with the states. This arrangement
the share for each infrastructure areas and projects from is working quite well. The GOI under PMGSY is not
the CRIF shall be finalised by a Committee, constituted funding any maintenance cost with the states except the
by the Central Government the Finance Minister. The first five years post construction maintenance. The state
administrative control of Central Road and Infrastructure governments are unable to mobilize and allocate enough
Fund (CRIF) has been transferred to the Department of funds for maintenance of rural roads resulting in rapid
Economic Affairs (DEA), Finance Ministry. So far, it deterioration of roads and increased replacement/repair
was under the domain of Ministry of Road Transport and costs.
Highways.
The GOI may consider an allocation of say about Rs.14,000
It is expected that the above amendment is going to be a crore per year for maintenance of rural roads to be provided
major setback for the development of road sector as the to states on cost sharing basis (for example on 50:50 basis)
CRIF accruals will now be shared amongst other social to meet the projected estimated requirement of Rs. 28,000
and educational sectors and the very purpose of creating crore. Programme Guidelines for distribution of such a
a “Dedicated Central Road Fund” which was already fund can be formulated based on a detailed study of the
confronted with revenue challenges will be seriously current health of the rural road network in each state. Such
affected. India’s Central Road Fund used to be a classic an approach would ensure greater financial resources for
example of good governance. It has been applauded the states with greater historical deficit.
worldwide including many International Funding Agencies
It may be appreciated that when the Central Government
(such as the World Bank, IMF and ADB) and has been
provides such grants for state roads, it can more
replicated in large number of countries. Funding for rural
effectively assert on quality assurance, technical and
roads maintenance is going to be a challenge for the states
managerial oversight on implementation on the ground
and they must explore various innovative options.
as is amply demonstrated and experienced from the 16
After achieving the rural connectivity targets in 2019, it is years of PMGSY implementation by the states. Financial,
pertinent to shift the entire focus from new connectivity to technical and managerial support provided by the Central
preservation of the rural road assets created in the country. Government has proved extremely useful. The argument
For PMGSY, the Government of India (GOI) has already of poverty reduction from construction of rural roads is
developed the ongoing cost sharing arrangement of 60:40 equally valid for sustainable maintenance.

TECHNICAL PAPER
7. InternationalExperience-Preventive approach demands a considerable change of approach for

Road Maintenance through Local the roads engineers and contract managers.
Community Participation
In this case the village leadership sign the contract and
7.1 Community Contracting – Available Options organise the labour to carry out the maintenance works.
Worldwide They are provided an advanced payment on signing the
Community contracts are signed with communities, Self contract and, thereafter, paid on the basis of the work
Help Groups or individuals living along the roads to be progress.
maintained. In some cases the contracts have been used to The community takes the responsibility of organising
create community assets rather than carrying out routine and implementing the works as would a contractor. The
maintenance. Various options are discussed as under: community needs to be organised and may have to be
i. The relevant government department signs a contract legally registered to be able to sign contracts. As part of
with the community representatives directly. The the community organisation, roles and responsibilities
Community acts as the contractor among the community representatives need to be
properly defined. In some cases the village leadership
This contracting arrangement has been successfully used may opt to set up a construction committee to organise
in Nepal, Indonesia, Philippines and in Cambodia. This the implementation.
Photo-3 Community Contracting in Nepal
In India, this model is in progress on a number of roads in b. The Roads Maintenance Committee (RMC)
Meghalaya. An MOU has been entered into between the comprising one leader from each village located
Road Department, the Local Community represented by along the road is formed at the inception of the
the Village Employment Councils (VECs) of the villages works
located along these roads and the PIU in charge of the c. The RMC along with the Road Department/
road. These pilots are in progress since early 2017. Key PMGSY (DPIU) holds a public meeting to explain
features of this model are: about the project, the task system, the work involved
and payment system to the communities before
a. The Village Employment Councils (VEC) select recruitment of the Community Road Maintenance
a Chairperson and a Secretary to represent all the Team (CRMT)
VECs involved in the off-carriageway maintenance
of the road. d. VECs carry out selection and recruitment of

TECHNICAL PAPER
Community Road Maintenance Team (CRMT) This model was piloted in Himachal Pradesh in 2015-
Leader and Members for executing the maintenance 16. It was successfully pilot tested and is again under
activities through a pre-defined transparent selection implementation for the year 2016-17. This model has
procedure also been contracted out for a few roads in Punjab. The
e. Training is organized by the PIU for execution model has a set of conditions for ensuring that only the
of road maintenance activities for all the CRMT local community as defined under the contract is engaged
members and CRMT Leader including the for performing off carriageway maintenance activities.
representatives of the VEC The contract also mandates the contractor to engage a
f. All CRMT members are required to open an account specified minimum percentage of local women for these
at a bank specified by the VEC/PIU off carriageway activities.
g. PIU procures and provides the CRMT through (iv) The relevant government department signs an
the VEC adequate set of hand tools and protective agreement with the community where the community
clothing for carrying out the maintenance acts as a joint client with the department and signs
activities contracts with groups within the community
(ii) The relevant government department signs a In this case, the community leadership sign a Memorandum
contract with a Small Enterprise (SE) - existing of Understanding (MOU) with the government department
or newly created - from within the community-the to manage the project. In turn they then choose the best
Small Enterprise is the contractor method of implementation. They can either directly
In India, under this model an agreement is signed between employ and manage the labour, shop for materials and
the Rural Development Department represented by the tools or issue sub-contracts to groups or enterprises within
Executive Engineer heading the PIU and the Mahila the community.
Mangal Dal (MMD), a women’s self-help group (SHG) Funds are provided directly to the community based on
for the off-carriageway maintenance of the roads. This work estimates. The funds are released in tranches based
model is nearing completion on a number of roads in on progress. This approach is most commonly used for
Uttarakhand. As a result of the success of this model, it is the construction of community facilities.
being renewed for another one year for these roads. Further,
This type of agreement is used in many World Bank
Government of Uttarakhand is proposing to extend this
supported Community Driven Development (CDD)
model to another 300 km length for which some of the
Programmes as part of safety net arrangements in a wide
roads have been selected and the process for selection of
number of countries. Considerable time is devoted to
the remaining roads is in progress.
training of the community in management of the project
In this case instead of selecting the required number of and in procurement and record keeping. Technical
workers for the maintenance activities the MMDs decided assistance is provided through special programme staff.
that all members of these MMDs shall be engaged for these
Programmes are on-going in Asia, Africa and the Americas,
activities by dividing the members into smaller groups
specifically in 11 Asia-Pacific countries: Cambodia,
who would work on specific days in rotation. Further, the
Indonesia, Laos, Myanmar, The Philippines, Thailand, and
women carryout routine maintenance off carriage way
Vietnam plus Afghanistan, Papua New Guinea, Solomon
activities during the day at the time of their choosing
Islands, and Timor – Leste. Discussions are underway for
thereby allowing them to tend to other obligations at farm
an expansion of CDD to Russia and Eastern Europe. ILO
and home. In turn, they are paid as per the actual number
has also experience of this approach in East Africa.
of hours/days put in by them. Muster roll is maintained
by the team leader of SHG for recording these details. (v) Government does not manage the community
The participating women highly appreciate the flexibility contracts directly but appoints a management
of work timings under this type of road maintenance agency (Non-Government Organisation (NGO),
activities. The implementation of this model is otherwise Consultant, or contractor) who administers the
similar to that of Meghalaya. contracts with the villages
(iii) A registered contractor receives a contract from the The appointed agent will be responsible for all aspects
relevant government authority in which he is obliged of the planning and implementation of the activities. The
to engage the local Community for the maintenance agent will create awareness within the target communities
of the off carriageway of the road and assist the community to organise and legally register

TECHNICAL PAPER
themselves. They will be responsible for explaining the • Need to set general, legal and regulatory guidelines
contract and the roles and responsibilities of each party in support of the contract approach to avoid risks,
to the contract. They will support the community in the unfair conditions and abuse of unequal power
implementation. relation
The government department can choose if it remains 8. Proposed Implementation Strategy

the client and issues the contract. Alternatively, the forMainstreamingPreventiveRural
management agent may prepare and issue the contract. Roads Maintenance through PBMC +
Community Contracting
In either case, the government department always retains
responsibility for quality control and monitoring. 8.1 The Strategy for Creating 1.0 Million Jobs through
Road Maintenance
This approach works best where the management agency
has been working for several years in an area and has In India, community participation for the off-carriageway
gained the trust of the communities. If the management routine maintenance has already been piloted in some
agency is a social-based organisation it will need to procure states. Various models of Community Contracting have
technical support to be able to carry out the agreement been successfully piloted to address following key aspects
for supporting the community in creating or maintaining of preventive road maintenance:
infrastructure works. • Off-Carriageway Maintenance only (vegetation
This approach requires trust between the government control, cleaning of drains and cross-drainage
structures, maintenance of road shoulders and other
department and the management agency and trust between road furniture)
the agency and the community.
• Carriageway Maintenance (repair pot holes
7.2 Positive aspects of Community Contracting or other pavement defects) athrough Main
• Local community develops feeling of ownership of Contractor + Off-Carriageway Maintenance
through engagement of local community/SHGs.
the road providing connectivity to their habitation
The proposed strategy for mainstreaming encompass the
• Issue of people contributing to road deterioration is
following key tasks:
largely addressed
• Formulation of a time-bound national plan for
• Results in generation of employment and income mainstreaming PBMC through Community
in the community Contracting in all the states in India with targeted
• Helps to decrease migration from the villages to employment creation in rural areas. During the
first three years, main focus shall be on capacity
towns and cities
building of SRRDAs/SRLMs and developing a
• Creates skills in construction work which could be cadre of Community Resource Persons (CRPs) in
applied for other purposes possible collaboration with Deen Dayal Upadhyay
Grameen Kaushalaya Yojana (DDUGKY) and
• Creates skills in administration and management National Rural Livelihood Mission (NRLM) in
for community members 15 States thereby putting 15,000 km of rural roads
under Community Contracting (about 1,000 km in
• Contract procedures are simple and normally
each state). It is expected that this program could
quick be upscaled nationwide in the Year 3 or Year 4
• Reduction in maintenance cost targeting about 10-15 Lac km of rural roads.
• Better control of funds • Mobilizing poor households living along the road
sides into functionally effective Community Self
7.3 Key factors for the success of community Help Groups (SHGs)/Micro Enterprises and their
contracting federations
• An environment enabling participatory local • Enhancing SHGs members access to their individual
development bank accounts/bank credit and financial, technical
and marketing services
• Existence of legally registered target groups’/
organizations • Building capacities of SHGs and skills in the field
of preventive rural roads maintenance
• Provision of community capacity building and
technical support • Capacity building of state level/district level/block

TECHNICAL PAPER
level and village level in the State Rural Roads and other small road improvement works.
Development Agency (SRRDA), State Rural
Livelihood Mission (SRLM) and Panchayati Raj At the national level, the Ministry of Rural Development
Institutions (PRIs) for effective planning, designing would be required to provide technical and professional
and implementation of community based preventive support to the states for this initiative. The NRRDA in
rural roads maintenance; consultation with the NRLM and DDUGKY and the
• Building a cadre of Road Maintenance Community states will formulate (refer Fig. 3) broad framework and
Resource Persons “CRPs” through development of policy guidelines for effective planning, designing and
NSDC approved National Occupational Standard implementation on mainstreaming of PBMC through
(NOS)/Qualification Pack (QP) for standardized Community Contracting for maintenance of about 10 lakh
norms and standards for CRP Training. This would km of rural roads in the country.
require collaboration with the DDUGKY and shall
include development of session plan, training At state level, the State Rural Roads Development Agencies
modules, TOT, training providers and relevant (SRRDA) shall be responsible for implementation of the
training material. proposed road maintenance initiative in collaboration
• Development of small scale road maintenance with State Rural Livelihood Mission (SLRM), DDUGKY,
contractors to undertake bituminous pothole repairs PRIs, NGOs and other Civil Society Organizations.
Fig. 3
8.2 Development of Community Resource Person the community learns from the community better.
(CRPs) in collaboration with DDUGKY These CRPs will visit different piloting states in
teams to inspire women from other communities to
Community Resource Persons (CRPs) shall be members of
form and run SHGs.
the community who have basic education up to Grade VIII
and have graduated out of poverty with the help of their • It is proposed to build a cadre of Road Maintenance
SHGs. CRP rounds are the cornerstone of the proposed Community Resource Persons “CRPs” through
preparation of NSDC approved National
strategy as follows:
Occupational Standard (NOS)/Qualification
• This strategy essentially rests on the premise that Pack (QP) with NSQF Certification at Level 2

TECHNICAL PAPER
for standardized norms and standards for CRP delivery of maintenance on the ground. The tools
Training. so developed and pilots undertaken need to be up
scaled. Building institutional capacity of road
• Collaboration with DDUGKY to plan for this
departments and capacity building of contractors
initiative and shall also include development of
through regular training programmes and seminars
session plan, training modules, Training of Trainers
and relevant training material on various aspects of to share experiences among states need to continue
performance based maintenance contracting. as a regular activity.
• The Ministry of Rural Development (MORD)
8.3 Proposed Operational Strategy and collaboration
should ensure that rural roads that the fund
with the SRLM allocation for development and maintenance of
The SRRDA/SRLMs will implement the planned road rural roads from the newly amended Central Road
maintenance activities at district/block/village level where and Infrastructure Fund (CRIF) match the earlier
they will provide all the required support and training to level (33.5%) prescribed under the earlier Central
all stakeholders. The newly trained road maintenance Road Fund.
CRPs will be deputed on the designated roads to • The MORD may consider exploring cost sharing
accelerate effective implementation of road maintenance arrangements for the maintenance of rural roads
on the designated rural roads. Initially, the SRRDA in with the states.
collaboration with the SRLMs could consider targeting the • Maintenance of rural roads is expected to receive
blocks where there is pre-existing significant mobilization greater attention by the states as 24 states have
of poor women into SHGs and could term these blocks already formulated and notified their own Rural
as partnership blocks in partnership with Community Roads Maintenance Policy. And, remaining states
Federations and the NGOs working in these areas. NRLM are in the process of notifying their policy. With
has already developed Partnership Guidelines to identify policy in place, the states will also try to mobilize
and work with NGOs and CBOs. These NGOs will be funds for road maintenance activities and ensure
expected to follow NRLM’s implementing protocols and their effective utilization.
processes in the blocks. The detailed implementation • State Rural Roads Development Agencies
modalities and the work plan could be worked out (SRRDAs) and Panchayati Raj Engineering
accordingly. Departments (PREDs) could become a nodal
agency for all rural roads in the states.
The SRRDA/SRLM may also consider training some local
youth as small scale road maintenance contractors. They • The strategy proposed in this Paper is expected to
generate debate among state administration, senior
may also consider financing light equipment such as Tractor-
technical management and policy makers. There is
Trailer costing around Rs.10.00 Lacs for pot hole repairs. need to recognize economic consequences of poor
9. Forward Path/Recommendations maintenance of rural roads both in the short-term
and long-term.
• PMGSY has shown the way in evolving uniform
technical and financial standards at national level • India is facing jobless growth and challenge
and sound implementation at local level. The for employment creation in the rural areas. The
technical assistance support received from the proposed strategy is a win-win situation for not
World Bank and the Asian Development Bank only for creating huge employment opportunities
has enhanced implementation capacity of the but also harnessing women power and effective
PIUs and the SRRDAs. Several states are utilizing service delivery for maintenance of rural road
their support for rural roads outside the PMGSY assets in the country.
to achieve the goal of universal accessibility. Reference
Maintenance of these roads and enhancing safety
for farmers and other road users are areas requiring 1. Rural Roads Development Plan: Vision 2025, Ministry
more focused attention of the state governments. of Rural Development, India
Recently, the NRIDA partnered with the ILO 2. Final Report – Working Group on Roads for 12th Five
in enhancing efficiency and effectiveness of Year Plan, Planning Commission, India , October 2011

TECHNICAL PAPER
CONCRETE PAVEMENT REPAIR AND MAINTENANCE STRATEGIES FOR

ROADS & HIGHWAYS
Dr. S. S. Seehra*
ABSTRACT
The rapid growth in road construction brought about considerable expansion of road infrastructure, which subsequently fell
into disrepair through lack of maintenance. The damage is often so severe that ordinary maintenance will no longer suffice
and if roads are to be fully restored, rehabilitation or even reconstruction work is necessary, at a life cycle cost three to seven
times higher than that of preventive maintenance strategies.
Rigid pavements have a relatively long service life if these are properly designed, constructed and maintained. Rigid
pavements can serve up to its design service life and even beyond if timely repairs are undertaken. All types of pavements
deteriorate with time. Rate of deterioration is comparatively much slower than flexible pavements.
Pavement Maintenance is more than just a collective set of specific pavement maintenance techniques. It is a way of thinking
and the guiding force behind an agency’s financial planning and proper asset management. Pavement management must
be tailored to each road agency’s system needs to cater to the need of various pavement distresses in the most cost effective
manner. This involves using a variety of treatments and pavement repairs to extend the pavement life.
The most of the Pavement Designs involve two or more performance periods. A pavement is constructed at an initial
serviceability level, and is rehabilitated to an acceptable level at some point of time during its design life. This process of
rehabilitation may be repeated several times depending on the condition of the existing pavement deteriorating from time
to time
A Maintenance Management System (MMS) is a technique or operational methodology for managing or directing and
controlling the judicious use of maintenance resources. Effective MMS is doing the correct thing at the correct time and in
the correct place. For modern Rural Roads, Roads & Highways, to be operated efficiently and effectively for the benefit of
all users, it is required to meet customer’s defined requirements. Road drainage performance plays a vital role in ensuring
the pavement performance.
Road Management System needs to be established on a computer system platform on client server model at the headquarters
of Ministry of Road Transport & Highways (MORTH). Softwares for GIS, HDM, Image Processing Software, Terrain
Modeling, Software and AutoCAD may be required for the proposed planning model. A resourceful consortium of Consultants
having expertise in all these areas could be required to develop the system on a turnkey basis and hand it over to the client,
after customizing and operationalizing it.
1. ADVANTAGES AND DISADVANTAGES OF • Fuel efficient

RIGID PAVEMENT
• Life Cycle Cost is Lower than Flexible Pavements
1.1 Advantages
• Best Suited for Weaker sub-grades, and water
• Good durability
logged areas
• Long service life
• Can Bridge over the deformations in the sub-grade
• Withstand repeated flooding and subsurface water
without deterioration 1.2 Disadvantages
• Low Maintenance Cost • Loses non-skid surface with time
(Former) Scientist & Head, Rigid Pavements Division, CSIR-CRRI & Senior Principal Advisor, LEA Associates South Asia Pvt. Ltd.,
*
New Delhi, Email: seehra62@yahoo.co.in

TECHNICAL PAPER
• Needs even sub-grade with uniform settling 1.4 Causes of Distresses

• May fault at transverse joints Pavement deteriorates due to overloading of heavy
• Driving becomes difficult due to glaring effect of commercial vehicles, ingress of water, poor road
sun
drainage system, Inadequacies in the initial design and
1.3 Type of Distresses specifications, poor Quality of Road Construction, Lack
• Cracking of adequate support from the lower pavement layers. A
• Potholes proper & timely maintenance will prolong the life of a
• Joint deficiencies/Spalling pavement system, The maintenance of pavements follow
• Faulting/Stepping the age old saying “ A stitch in time, saves nine “ .
Distresses of Rigid Pavement
Photo-1 Cracking Photo-2 Potholes
Photo-3 Joint Deficiencies/Spalling Photo-4 Faulting/Stepping
1.5 Pavement Condition Index (PCI) • It takes into account the roughness and distresses
• PCI is a numerical indicator of overall pavement of pavement
condition • It is used for:

TECHNICAL PAPER
As trigger to plan maintenance and rehabilitation 1.9 Maintenance Management Planning Stages
activities • Inventory
Identification of immediate pavement maintenance • Condition Data
and rehabilitation needs
• Maintenance Standards
Ranking of road for maintenance and
rehabilitation • Elementary Analysis
Developing road maintenance for short-and long- • Budgetary Analysis
term plans, and budget • Programming
Policy for minimum service level for various roads • Works Manual and Feedback
Pavement Maintenance System (PMS)
1.10 Assessment of Maintenance Needs
Pavement Maintenance is more than just a collective set
of specific pavement maintenance techniques. It is a way Maintenance needs are assessed every year as part of
of thinking and the guiding force behind an agency’s planning
financial planning and proper asset management. Pavement Considering the following factors:
management must be tailored to each road agency’s system
• Traffic
needs to cater the need of various pavement distresses
in the most cost effective manner. This involves using a • Survey
variety of treatments and pavement repairs to extend the • Visual rating
pavement life.
• Roughness measurements
1.6 Effect of different maintenance strategies • Axle Load Survey
The most of the Pavement Designs involve two or more 2. FUTURE CHALLENGES AND SUGGESTIONS
performance periods. A pavement is constructed at an initial
serviceability level, and is rehabilitated to an acceptable There is a need for the guidelines on the strategic
level at some point of time during its design life. This maintenance of rigid pavements, which should be easy
process of rehabilitation may be repeated depending on to use, understandable and cost- effective and provide
the condition of the existing pavement deteriorating from uniformity in evaluation process and management
time to time. methodology, Good quality information about road
conditions is an essential pre-requisite for sound decision
1.7 Maintenance Management Systems (MMS): making about the need for road maintenance, and type of
A MMS is a technique or operational methodology for treatment that is subsequently applied.
managing or directing and controlling the judicious use A greater emphasis is also likely to be placed on improving
of maintenance resources. Effective MMS is doing the communication with road users to provide them with up-
correct thing at the correct time and in the correct place. to-date and reliable advice about the condition of the
For modern Roads & Highways, to be operated efficiently road, The very wide use of roads, and their impact upon
and effectively for the benefit of all users, it is required those which they serve, offer great challenges to Road
to meet customer’s defined requirements. Road drainage Maintenance Engineers to ensure that the assets for whose
performance plays a vital role in ensuring the pavement upkeep they are responsible are maintained for the benefit
performance. and convenience of all the road users.
1.8 Pavement Management Systems (PMS) Most important aspects of the future challenges are, Where
PMS constitutes the following aspects: does the future of Pavement Management Systems go from
here? How can we upgrade and improve the technology of
• Pavement Condition Data the Pavement Management System? How can we improve
• Maintenance Standards the Pavement Management System itself?
• Economic Analysis No existing system is directly applicable to another agency,
• Programming do not be afraid to take advantage of the benefits of others’
experience. Much could be gained from expert sources
• Control of Works and Feedback. with previous experience in the Pavement Management
• Budgetary Analysis Systems.

TECHNICAL PAPER
2.1 Rigid Pavement Repairs and Maintenance Road network maps can be digested using Survey of
• Concrete pavement restoration (CPR) India (SOI) base maps and the mapping data can be held
in the Geographic Information System (GIS) format
• Crack sealing
in a cartographic database for road condition and road
• Longitudinal Cross crack stitching inventory surveys. The entire road management system
• Diamond grinding for rectification of pavement needs to be established on a computer system platform
faulting on client server model at the headquarters of Ministry of
• Dowel bar retrofit Road Transport & Highways (MoRT&H).
• Isolated, partial or full depth concrete repair 2.5 Salient Features of Modern Maintenance Systems
• Joint resealing for Rigid Pavements
• Repair of edge spall and corner A modern and developed Maintenance System--
• Breaks of slabs • Manages, directs and controls the judicious use of
• Slab lifting or slab jacking or under-sealing resources
• Ultra-thin white topping • Advocates use of correct techniques at the correct
time and in the correct scenario
• Evaluate Structural Adequacy
• Benefits all users and meets customer’s defined
• Causative factors that cause requirements
• Distress • Takes care of important factors like road drainage
• Select the course of maintenance performance etc. that play vital role in ensuring the
• Patching pavement performance
• Employs modern technology using computer
• Sealing
system platforms on client server model
• Re-Surfacing
• Also integrates, while planning, incumbent softwares
2.2 Emerging Repair Materials for GIS, HDM, Image Processing Software, Terrain
Modeling, Software and Auto CAD etc.
The emerging repair materials for the maintenance of
rigid pavements are: High strength and high performance • Takes input from a resourceful consortium of
concrete using fly ash and silica fume, synthetic resins, consultants having wide expertise
magnesium phosphate cement, magnesium oxy-chloride • Is customizable as per the requirements of the
cement, silicon sealant, poly-urethane sealant, sulphur and customer/client
sand mortars • Gives out unique and correct solutions for periodic
maintenance
2.3 Strategic Repair and Rehabilitation Techniques
• Prepares maintenance schedule
It has been often said that there is a tendency to “build
• Gives understandable output
pavements and forget them.” Reconstruction, as a form of
rehabilitation for highway rigid pavements as the existing • Seeks continuous feedback and inputs
pavements continue to deteriorate and demand increased • Takes into account dynamic situations like change
maintenance costs. Advances have been made in recent of use and traffic volume etc.
years in the development and use of quick setting and • Is flexible to suit the user and area of application
rapidly hardening materials for repair and rehabilitation • Detects errors in processing and analysis
of rigid pavements.
• Prepares a database of the suggestions/
2.4 Highway Design and Maintenance (HDM) recommendations and implemented techniques and
Standards: their effectiveness
The World Bank has developed the Highway Design and 3. TYPICAL PAVEMENT MANAGEMENT
Maintenance standards model and its version-4 (HDM-4) STRATEGIC TREATMENTS
is at present in use. HDM-4 has been calibrated for Indian 3.1 Maintenance Matrix
deterioration and user cost models and customized for the
chosen computer system platform which will bring the Rigid Pavements
planning process to the state-of-the art level. • Concrete pavement restoration (CPR)

TECHNICAL PAPER
• Crack sealing For reconstruction, the existing pavements are

• Cross crack stitching ( Longitudinal and Transverse removed, recycled and used as a fill material filter
crack) course, sub-base or as an aggregate for the new
• Diamond grinding for rectification of pavement pavements.
faulting
A new concept in concrete pavement reconstruction
• Dowel bar retrofit
in the future is roller compacted concrete pavement
• Isolated, partial or full depth concrete repair
and its applicability to high density corridors as a
• Joint resealing
lower layer comprising of DLC and top wearing
• Repair of edge spall and corner breaks of slabs course as PQC when laid with sensor slip-form
• Slab lifting or slab jacking or under sealing paving machines.
• Ultra thin white topping
6. EMERGING REPAIR MATERIALS
4. DEFECTS IN RIGID PAVEMENTS
The emerging repair materials for the maintenance of
Potholes, Scaling, Blow-ups, mud pumping, spalling,
rigid pavements:
Loss of Sealant, Cracking (longitudinal, transverse,
reflection, sympathetic), corrugation, joint deficiencies Rigid Pavements:
and faulting. ( However, the considered distresses were
Cracking, Potholes, joint deficiencies and faulting in the • High strength and high performance concrete using
data collection procedures) fly ash and silica fume.
5. RECONSTRUCTION • Synthetic resins, magnesium phosphate cement,
When the existing pavements are badly in distressed magnesium oxy-chloride cement, silicon sealant
condition: poly-urethane sealant, sulphur and sand mortars.
Photo-5 Joint and crack filling prior to the application of a new surface treatment.
Rigid Pavement Maintenance

TECHNICAL PAPER
Join and
crack filling
prior to the
application of
a new surface
treatment.
Photo-6 Join and crack filling prior to the application of a new surface treatment.
7. CONCLUSIONS 8. RECOMMENDATIONS
• The traffic on roads is likely to increase enormously • After having the pavement assessment and
in the futuristic scenario evaluation done, strategic maintenance and
rehabilitation should be considered, including
• To meet the demand optimally, and thereby to
full-depth patching, joint sealing and sub-surface
ensure rapid economic progress of the country, it is
drainage, repairing of cracks, repairing of spalled
essential to develop and establish an efficient road
and highway planning and management system. joints, grout jacking of slabs, reconstruction, etc.
• Effort is also required to integrate various systems • All patches shall preferably be full depths;
related to highway management system carried out misaligned dowel bars create high load transfer
in India and abroad stresses at the joints.
• Maintenance-by-Contract of Highways should be • “D” cracking (D-shape) of slabs is caused by poor

privatized or as a part of construction contract to quality aggregates that absorb water and swell on
reduce the burden on the exchequer. freezing near joints and the slab cracks causing
severe and rapid loss of pavement serviceability.
• We should follow-up strict construction supervision
and stringent quality control measures and must • Pumping causes significant loss of pavement
protect our investment with minimal maintenance serviceability and could be reduced by providing
costs. proper sub- drainage.
• Proper rigid pavement design, regular inspection • Dowel bars of diameter 35 mm at 300 mm centre to
and maintenance of drainage system is of utmost centre are recommended to reduce the occurrence
importance in preserving the investment made on of faulting.
the construction of highway rigid pavements. • The chloride and sulphate contents in the concrete
• The roads and highways maintenance strategies required for rehabilitation and maintenance shall
would be useful to reduce the losses caused due to not be more than 0.15% and 4.0% by weight of
bad condition of roads cement respectively.

TECHNICAL PAPER
• It is preferable to use high performance concrete or pavement is one alternative economical solution in
portland slag cement concrete for maintenance of today’s transportation system.
concrete roads, especially in coastal areas.
• The principle to “think globally and act locally” is
• At the present time, it is assumed that strategic to be ensured for rigid pavement construction at all
operational maintenance costs of rigid pavements costs.
are approximately equivalent to the repair costs
• Portland Cement is the manmade material and
for flexible Pavements. Currently there is no
now its supply is in abundance for construction
sufficient data available in the cost accounting
of rigid pavements apart from its use in building
system to determine with good reliability if there
construction activities.
is any difference. It is recommended that selected
pavement types for high speed corridor segments • Experience has shown over the years that rigid
be identified and monitored for operational pavements should be well designed, fully
maintenance costs. mechanized, quality construction and contractually
• Repair and maintenance of rigid pavements in well maintained otherwise in the absence of that
heavy traffic areas is very much concerned to the they being the best are the worst than the Flexible
motorists who have to use the high-speed corridors Pavements
during periodic maintenance operations. • The Strong Message is “to do things right first time
• An economic formula should be used to compare and every time” in the rigid pavement construction
the cost of rigid pavement options on an annual industry otherwise one gets a little or no chance to
maintenance costs per kilometer basis for correct the mistakes occurred during the process
corridors of construction of rigid pavements and then those
mistakes will be corrected at great expense.
9. FUTURISTIC SCENARIO OF RIGID
• Above all, the futuristic scope of rigid pavements as
PAVEMENTS
on today is very much promising than other types
• The bituminous resources are dwindling day by day of pavements including flexible pavements due to
in the country vis-à-vis Portland cement, and rigid its techno- economic benefits.
ANNOUNCEMENT
NATIONAL INSTITUTE OF TECHNOLOGY
ROURKELA, ODISHA
The Department of Civil Engineering of National Institute of Technology is pleased to announce that
they are organizing a Short Term Course on “New Technology Application in Road Pavements” (NTARP)
during January 12-16, 2019 at their Institute. For more details regarding the course and registration please
visit Institute website: http:/www.nitrkl.ac.in.Academics/Events/CEP.aspx
IRC TECHNICAL COMMITTEES MEETING SCHEDULE FOR JANUARY, 2019

Date Day Time Name of the Committee
Brain Storming Session on formulation of National Bridge
04-01-19 Fri 10.30 AM Code & National Road Code
11-01-19 Fri 02.30 PM Road Maintenance & Asset Management Committee (H-6)
Concrete (Plain, Reinforced and Prestressed) Structures
19-01-19 Sat 11.00 AM Committee (B-4)
Sub-Group of Guidelines on Cable Stayed Bridges
31-01-19 Sat 11.00 AM Committee (B-9.4)

TECHNICAL PAPER
Social Impact Assessment in National Highway

Projects : A Review
Dr. Mohammad Isa Ansari*
1. Introduction predicting and evaluating the future social and economic

The impacts of highways and roads projects on people, effects of proposed policy, program and project decisions
properties and local communities are important and are and actions on the well-being of people, properties and
increasingly having greater influence on the route alignment their businesses, institutions and communities. Its goal is
decisions and highway design. Social Impact Assessment to protect and enhance the quality of life by ensuring that
(SIA) methods are available to identify the potential negative potential negative social impacts are minimized and sound
impacts and to avoid, reduce, eliminate, or compensate social decisions are made.
the social impacts. National Highways Authority of India 2. The important features of definition
(NHAI) and Ministry of Road Transport & Highways of SIA are that:
(MORTH) is staffing Environment Specialist in feasibility
i. The goal of SIA is to bring about a more socio-
studies and detailed design projects for conducting the SIA culturally, economically and ecologically
study including development of Resettlement Action Plan/ sustainable development. SIA, therefore, promotes
Social Impact Management Plan. Although, LARR Act community development and empowerment, builds
2013 emphasizes that the SIA study has to be undertaken capacity and develops social capital in terms of
by a qualified Social Scientist/ Social Expert in order to social networks and trust;
address social/ land acquisition/ resettlement and gender ii. The focus of concern of SIA is a proactive stance
issues in project planning, designing and implementation. to development and better development outcomes,
Social Impact Assessment (SIA) has been applied in India to not just the identification of negative or unintended
many projects and programs, including highways, railway outcomes. Assisting communities and other
lines, metro rails, transmission lines, telecommunications, stakeholders to identify development goals, and
ports, hydropower, energy, electricity transmission facility, ensuring that positive outcomes are maximized,
can be more important than minimizing harm from
pipeline route selection and other infrastructure development
negative impacts;
assessment studies. More recently, a greater emphasis has
been placed on SIA of the planning, design, construction and iii. SIA contributes to the process of adaptive
management of policies, programs, plans and
operation of proposed major highways and roads projects
projects, and therefore needs to inform the design
after implementation of Government of India Law, the Right and operation of the planned intervention;
to Fair Compensation and Transparency in Land Acquisition,
iv. SIA builds on local knowledge and utilizes
Rehabilitation and Resettlement Act 2013 (LARR Act
participatory processes to analyze the concerns
2013) in the country. The Land Acquisition, Rehabilitation of affected people. It involves stakeholders in
and Resettlement Bill, 2011 was introduced in Lok Sabha the assessment of social impacts, the analysis
on 7 September 2011. The bill was then passed by it on of alternatives, and monitoring of the planned
29 August 2013 and by Rajya Sabha on 4 September 2013. intervention;
The bill then received the assent of the President of India, v. The good practice of SIA accepts that social and
Pranab Mukherjee on 27 September 2013. Subsequently economic impacts are inherently and inextricably
an amendment to this Bill has been introduced viz. LARR interconnected;
(Amendment) Bill, 2015 as passed by Lok Sabha. vi. In order for the discipline of SIA to learn and grow,
Social impact assessment is a process of analyzing, there must be analysis of the impacts that occurred
*
Senior Social Development Safeguard and Resettlement Specialist, ICT Pvt. Ltd., New Delhi, Email: ansari@ictonline.com

TECHNICAL PAPER
as a result of past activities. SIA must be reflexive • The Petroleum and Minerals Pipelines (Acquisition
and evaluative of its theoretical bases and of its of Right of User in Land) Act,1962 (50 of 1962)
practice; and • The Land Acquisition (Mines) Act, 1885 (18 of
vii. While SIA is typically applied to planned 1885)
interventions, the techniques of SIA can also be • The Atomic Energy Act, 1962(33 of 1962)
used to consider the social impacts that derive from
• The Electricity Act,2003 (36 of 2003)
other types of events, such as disasters, demographic
change and epidemics. • The Coal Bearing Areas Acquisition and
Development Act,1957 (20 of 1957)
SIA is best understood as an umbrella or overarching • The Ancient Monuments and Archaeological Sites
framework that embodies the evaluation of all impacts and Remains Act, 1958 (24 of 1958)
on humans and on all the ways in which people and
• The Damodar Valley Corporation Act, 1948 (14 of
communities interact with their socio-cultural, economic
1948)
and biophysical surroundings. SIA thus has strong links
with a wide range of specialist sub-fields involved in the • The Requisitioning and Acquisition of immovable
Property Act, 1952 (30 of 1952)
assessment of areas such as aesthetic impacts (landscape
analysis); archaeological and cultural heritage impacts • The Resettlement of Displaced Persons (Land
(both tangible and non-tangible); community impacts; Acquisition) Act, 1948 (60 of 1948)
cultural impacts; demographic impacts; development • LARR Act, 2013
impacts; economic and fiscal impacts; gender impacts; • Ordinance 2014 & LARR ( Amendment) Bill 2015
health and mental health impacts; impacts on indigenous (Ref. 1)
rights; infrastructural impacts, institutional impacts; leisure 3. What are social impacts?
and tourism impacts; political impacts (human rights,
governance, democratization etc); poverty; psychological SIA is much more than the prediction step within a social
impacts; resource issues (access and ownership of safeguard framework. Social impacts are much broader
resources); impacts on social and human capital; and other than the limited issues often considered in SIAs such as
impacts on societies. As such, comprehensive SIA cannot demographic changes, job issues, financial security and
normally be undertaken by an Environment Specialist, impacts on family life. A limited view of SIA creates
but requires a qualified Social Scientist/ Social expert in demarcation problems about what are the social impacts
feasibility studies and detailed design. to be identified by SIA, versus what is considered by
related fields such as health impact assessment, cultural
In addition, Government of India law, the Right to Fair
impact assessment, heritage impact assessment, aesthetic
Compensation and Transparency in Land Acquisition,
Rehabilitation and Resettlement Act 2013 (LARR Act impact assessment, or gender impact assessment. The
2013) emphasizes that the appraisal of SIA study will be SIA considers that all issues that affect people, directly
undertaken by an independent multi-disciplinary Expert or indirectly, are pertinent to social impact assessment. A
group which will include the following team, namely: convenient way of conceptualizing social impacts is as
changes to one or more of the following:
• two non-official social scientists;
• People’s way of life – that is, how they live, work,
• two representatives of Panchayat, Gram Sabha, play and interact with one another on a day-to-day
Municipality or Municipal Corporation as the case basis;
may be;
• Their culture – that is, their shared beliefs, customs,
• two experts on rehabilitation; and values and language or dialect;
• technical expert in the subject relating to the • Their community – its cohesion, stability, character,
project. services and facilities;
Above LARR Act, 2013 is applicable on various • Their political systems – the extent to which people
infrastructure development projects in India in regulating are able to participate in decisions that affect their
land acquisition, rehabilitation and resettlement, in lives, the level of democratization that is taking
accordance with the following Acts listed below: place, and the resources provided for this purpose;
• The National Highways Act, 1956 (48 of 1956) • Their environment – the quality of the air and water
• The Railways Act, 1989 (24 of 1989) people use; the availability and quality of the food
they eat; the level of hazard or risk, dust and noise
• The Metro Railways (Construction of Works) Act, they are exposed to; the adequacy of sanitation, their
1978 (33 of 1978) physical safety, and their access to and control over
• The Indian Tramways Act, 1886 (11 of 1886) resources;

TECHNICAL PAPER
• Their health and wellbeing – health is a state of and cost of addressing them and the impact of these
complete physical, mental, social and spiritual costs on the overall costs of the project vis-à-vis
wellbeing and not merely the absence of disease or benefits of the project;
infirmity; 7. Study of social impacts of the project, and the nature
• Their personal and property rights – particularly and cost of addressing them and the impact of these
whether people are economically affected, or costs on the overall costs of the project vis-à-vis
experience personal disadvantage which may include benefits of the project.
a violation of their civil liberties;
4.1 Key activities recommended for SIA study
• Their fears and aspirations – their perceptions about
their safety, their fears about the future of their The following specific activities are recommended for SIA
community, and their aspirations for their future and study in highways and road projects.
the future of their children. 4.1.1 Understand the project. Public must understand the
4. Objective of SIA and Government project, including the alternative route alignments,
of India LARR Act 2013 the engineering specifications and the schedule.
The objective of SIA is to ensure that infrastructure • SIA should be an integral part of the development
development projects maximizes its benefits and minimizes process, involved in all stages from inception to
its costs. Costs and benefits may not be measurable or follow-up audit.
quantifiable and are often not adequately taken into 4.1.2 Understand the public issues and positions. One
account by decision-makers, regulatory authorities and of the critical components of the SIA knows what
developers. By identifying impacts in advance: (i) better the potentially affected people believe the issues
decisions can be made about which interventions should to be. The process for conducting the SIA should
proceed and how they should proceed; and (ii) mitigation address the public concerns about the routing,
measures can be implemented to minimize the harm and design, construction and operation. Scoping of the
maximize the benefits from a specific planned intervention issues should be implemented at the outset of the
or related activity. assessment to narrow the project issues and the
possible consequences of the project.
As part of a SIA, information is collected on the number
of households affected by the development project and 4.1.3 Understand the community. In order to determine
what the impacts may be on people and the
their detailed socioeconomic profile, such as their caste,
community, a community profile is typically prepared
occupation, and age, as well as a detailed profile of the
to describe the social, demographic, and economic
community, like infrastructure and educational and health
characteristics of local residents and the community,
facilities in the area. After information is collected,
including community structures, organizations
assessments are made to determine a resettlement and
and activities, the service areas for businesses and
rehabilitation package to limit potential negative effects
community services. The data collected for the
of the development project on the environment, the profile should be narrowed to address the public
livelihood of the population, as well as their social and issues and the possible social impacts.
community life.
• Social impacts of planned interventions can be
In accordance the LARR Act 2013, the SIA study includes modified to reduce their negative social impacts
the following, namely: and enhance their positive impacts.
1. Assessment as to whether the proposed acquisition • There should be a focus on socially sustainable
serves public purpose; development, with SIA contributing to the
2. Estimation of affected families and the number of determination of best development alternative(s) –
families among them likely to be displaced; SIA have more to offer than just being an arbiter
3. Extent of lands, public and private, houses, between economic benefit and social cost.
settlements and other common properties likely to 4.1.4 Understand the bio-physical impacts. The bio-
be affected by the proposed acquisition;
physical impacts of a project can have social
4. Whether the extent of land proposed for acquisition consequences. For example, the concern associated
is the absolute bare minimum extent needed for the with potential damage to a river which the highway
project; must traverse can have social implications. The
5. Whether land acquisition at an alternate place has social expert must understand the results of all of
been considered and found not feasible; the technical studies (e.g., noise, biology and dust)
6. Study of social impacts of the project, and the nature and determine the implications on the residents,

TECHNICAL PAPER
businesses and community services. in other unanticipated impacts on the community.

4.1.5 Identify the Socio-Economic Impacts. The And, the predicted impacts may be of a different
analysis integrates the data on the project, the magnitude or duration than expected. For these
public issues and positions, the community and reasons, it is prudent to implement an impact
the bio-physical impacts to determine the potential management plan. The plan would be designed
socio-economic impacts. The potential negative and implemented jointly by the proponent and
impacts on households, individuals, organizations, representatives of the communities affected by the
neighborhoods and the community are identified project. The impact management plan/ resettlement
jointly with those who may be affected by the project. action plan would monitor the changes to the
The Social expert works closely with the community communities and its people, and the success of the
to determine how the planning, design, construction mitigation and enhancement measures.
and operational phases may affect them and their 5. Concluding Remarks
community. This typically involves the development Under Section 7 of the LARR Act 2013, an independent
and application of social evaluation criteria and multi-disciplinary group shall evaluate the social impact
indicators, and accepted ways of weighting and assessment report which also includes two non-official social
ranking the criteria. scientists. NHAI and the MORT&H is staffing Environment
• In all planned interventions and their assessments, Specialist in feasibility studies and detailed design
avenues should be developed to build the social and projects for conducting the SIA study and development of
human capital of local communities and to strengthen Resettlement Action Plan for NH projects. Keeping in view
democratic processes. above, the SIA study has to be undertaken by a qualified
• In all planned interventions, but especially where Social Scientist/Social Expert in order to increase the
there are unavoidable impacts, ways to turn impacted effectiveness of the social interventions in the NH projects
peoples into beneficiaries should be investigated. and thereby social/land acquisition/resettlement issues to
• The Social expert must give due consideration be addressed by concerned domain expert adequately in
to the alternatives of any planned intervention, accordance the LARR Act 2013.
but especially in cases when there are likely to be Also, the International Financial Institutions (IFIs), including
unavoidable impacts. the World Bank, ADB, JICA, AfDB, KfW, UNDP, GIZ,
• Local knowledge and experience and DFID and other multilateral development banks appoint/
acknowledgment of different local cultural values engage Social experts/Social Development Specialists in
should be incorporated in any assessment. infrastructure development projects with an objective to
4.1.6 Identify mitigation and enhancement measures. address the SIA/social management plan/resettlement action
After the potential impacts have been identified, the plan excellently. NHAI and the MORT&H with tremendous
community and the Social expert work together to support from the Government is executing the sustainable
determine how the potential impacts can be avoided transportation system with enhanced quality and world
mitigated or enhanced. This may include determining class construction of NH corridors throughout the country.
whether the individuals and the community should Therefore, the scenario requires a provision for staffing of
be compensated for the remaining impacts. a qualified Social Scientist/Social Expert/Resettlement and
Rehabilitation Expert in all NH project’s feasibility studies
• Full consideration should be given to the potential
and detailed design projects, if social/land acquisition and
mitigation measures of social impacts, even where
resettlement issues are involved in the NH projects please.
impacted communities may approve the planned
intervention and where they may be regarded as References:
beneficiaries. 1. The Right to Fair Compensation and Transparency in
4.1.7 Identify the net socio-economic impacts. Once Land Acquisition, Rehabilitation and Resettlement Act,
2013;
the avoidance and mitigation measures have
been developed, the net potential socio-economic 2. The Right to Fair Compensation and Transparency
in Land Acquisition, Rehabilitation and Resettlement
impacts are identified for each of the project phases. (Amendment) Bill, 2015;
These net social effects are then carried forward to
3. The Right to Fair Compensation and Transparency
an overall evaluation of the project. in Land Acquisition, Rehabilitation and Resettlement
4.1.8 Develop a Social Impact Management Plan/ (Amendment) Bill, 2015 as passed by Lok Sabha; PRS.
Resettlement Action Plan. Changes in the 4. Gopal K. Agarwal, ‘Ordinance 2014 & LARR
community during the construction phase can result (Amendments) Bill, 2015’

AMENDMENT
NOTIFICATION NO. 12
Amendment No. 1/IRC:SP:79/November, 2018 (Effective from the 31st January, 2019)
To
IRC:SP:79-2008 “Specifications for Stone Matrix Asphalt”
S.No Clause No. For Read
& Page No.
1. Title Tentative Specifications for Stone Matrix Specifications for Stone Matrix Asphalt
Asphalt
2. 3.1 Bitumen: The bitumen for fiber-stabilized Bitumen: The bitumen for fiber-stabilized
(Page 2) SMA shall be viscosity grade VG-30 complying SMA shall be viscosity grade VG-40 complying
with Indian Standard Specification for paving with Indian Standard Specification for paving
bitumen IS:73 or Polymer Modified Bitumen bitumen IS:73 or Polymer Modified Bitumen
(PMB) Grade 40 complying with the Indian (PMB) Grade 40 complying with the Indian
Roads Congress Specification IRC:SP:53 Roads Congress Specification IRC:SP:53 or
Rubberised bitumen as per IRC:SP:107.
3. 6.2 Tack Coat: A bitumen emulsion complying with Tack Coat: Rapid Setting bitumen emulsion
(Page 6) IS:8887 of a type and grade or viscosity grade (RS1) complying with IS:8887 or bitumen
bitumen VG-10 shall be applied as a tack coat on VG 10 shall be applied as a tack coat on the
the existing bituminous layer. Quantity of liquid existing bituminous layer. The quantity of
bituminous material shall vary from 0.20 to 0.30 residual bitumen of the emulsion or the bitumen
kg/sqm in case of emulsion and 0.30 to 0.40 kg/ VG 10 shall vary from 0.13 to 0.19 kg/m2. The
sqm in case of bitumen. In this regard IRC:16 tack coat shall be applied by a self propelled
may be referred. The tack coat shall be applied or towed bitumen pressure sprayer equipped
by a self propelled or towed bitumen pressure for spraying the bitumen binder uniformly at a
sprayer equipped for spraying the bitumen binder specified rate. The emulsion tack coat shall be
uniformly at a specified rate. The emulsion tack allowed to set (turn black from brown) before
coat shall be allowed to set (turn black from laying the hot mix.
brown) before laying the hot mix.
Notification No. 13
Amendment No. 4/IRC:6/November, 2018 (Effective from 31st January, 2019)
To
IRC:6-2017 “Standard Specifications and Code of Practice for Road Bridges,
Section; II Loads and Load Combinations” (Seventh Revision)
S. Clause No. For Read
No. Page No.
1 Combination of Loads and Forces and Combination of Loads and Forces and
Permissible Increase in Stresses Permissible Increase in Stresses
202.3
The load combination shown in Table 1 The load combination shown in Table 1 shall
(Page 6)
shall be adopted for working out stresses be adopted for masonry & timber bridges for
in the members. The permissible increase working out stresses in the members. The
of stresses in various members due to these permissible increase of stresses in various
combinations is also indicated therein. members due to these combinations is also
These combinations of forces are not indicated therein. These combinations of
applicable for working out base pressure on forces are not applicable for working out
foundations for which provision made in base pressure on foundations for which
relevant IRC Bridge Code shall be adopted. provision made in relevant IRC Bridge Code
For calculating stresses in members using shall be adopted. For calculating stresses in

AMENDMENT

No. Page No.
working stress method of design the load members using working stress method of
combination shown in Table 1 shall be design the load combination shown in Table 1
adopted. shall be adopted.
The load combination as shown in Annex The load combination as shown in Annex B
B shall be adopted for limit state design shall be adopted for limit state design
approach. approach.
2 204.4 Note Below Table 7 :- Congestion Factor
(Page 21) Note :- For Intermediate bridge spans, the Note :- For Intermediate bridge spans, the value
value of multiplying factor may be of congestion factor may be interpolated
interpolated
3 206.4 Each part of the footway shall be capable of Each part of the footway shall be capable of
resisting an accidental load of 4 tonne, which shall resisting an accidental load of 4 tonne, which
(Page 25)
be deemed to include impact, distributed over a shall be deemed to include impact, distributed
contact area of 300 mm in diameter. For working over a contact area of 300 mm in diameter. For
stress approach, the permissible stress shall limit state design, the accidental combination
be increased by 25% to meet this provision. as per Table B.2 shall be followed. This
For limit state design, the load combination as provision need not be made where vehicles
per Table B- 2 shall be followed.This provision cannot mount the footway as in the case of
need not be made where vehicles cannot mount a footway separated from the roadway by
the footway as in the case of a footway separated means of an insurmountable obstacle, such as,
from the roadway by means of an insurmountable crash barrier, truss or a main girder
obstacle, such as,crashbarrier, truss or a main
girder
4 208.5 The span length to be considered for arriving at The span length to be considered for arriving
the impact percentages specified in Clause at the impact percentages specified in Clause
(Page 31)
208.2 and 208.3 shall be as follows: 208.2 and 208.3 shall be as follows:
a) For spans simply supported or continuous a) For spans simply supported or continuous
or for arches…………. or for arches………….
the effective span on which the load is placed. the effective span on which the load is placed.
b) For bridges having cantilever arms without b) For bridges having cantilever arms (with
suspended spans…………. & without hinges/suspended spans)….….
the effective over hang of the cantilever arms the effective over hang of the cantilever
reduced by 25 percent for loads on the cantilever arms reduced by 25 percent for loads on the
arms and the effective span between supports cantilever arms.
for loads on the main span.
c) For bridges having cantilever arms with
suspended span………………
the effective overhang of the cantilever arm
plus half the length of the suspended span
for loads on the cantilever arm, the effective
length of the suspended span for loads on the
suspended span and the effective span between
supports for load on the main span
5 208.7 For calculating the pressure on the bearings and For calculating the pressure on the bearings
(Page 32) on the top surface of the bedblocks, full value and abutment cap/pier cap, full value of
of the appropriate impact percentage shall be the appropriate impact percentage shall
allowed. But, for the design of piers abutments be allowed. But, for the design of piers
and structures, generally below the level of the abutments and structures, generally below
top of the bed block, the appropriate impact the level of the top of the abutment cap/pier

AMENDMENT

No. Page No.
percentage shall be multiplied by the factor cap, the appropriate impact percentage shall
given below: be multiplied by the factor given below:
a) For calculating the : 0.5 a) For calculating the : 0.5
pressure at the bottom pressure on the top 3 m
decreasing
surface of the bed block: of the structure below the
uniformly
b) For calculating the : 0.5 abutment cap/piercap
to zero
pressure on the top 3 m decreasing
of the structure below the uniformly b) For calculating the : Zero
bed block to zero pressure on the portion
c) For calculating the : zero of structure more than 3
pressure on the portion m below the abutment
of structure more than cap/piercap
3 m below the bed block
6 210.3 Third Line Third Line
(Page 41) “The maximum velocity for the purpose of this “The maximum velocity for the purpose of
sub-clause shall be assumed to be √2 times the this sub-clause shall be assumed to be √2
maximum mean velocity of the current” times the mean velocity of the current”
Where is the maximum mean velocity Where, is the mean velocity
7 Annexure B Sr. 1, Sr. 1,
(202.3) 2) Snow Load ( See note i) 2) Snow Load
(Page 88) Notes Notes:
i) The snow loads may be based on actual i) The wave forces shall be determined
observation or past records in the particular by suitable analysis considering
area or local practices, if existing drawing and inertia forces etc. on
ii) The wave forces shall be determined by single structural members based on
suitable analysis considering drawing rational methods or model studies.
and inertia forces etc. on single structural In case of group of piles, piers
members based on rational methods or etc., proximity effects shall also be
model studies. In case of group of piles, considered
piers etc., proximity effects shall also be
considered
Notification No.14
Amendment No.1/IRC:SP:114/November, 2018 (Effective from 31st January, 2019)
To
IRC:SP:114-2018 “Guidelines for Seismic Design of Road Bridges”
S. Clause No/. For Read
No Page No.
1. 4.2.3 Where, Where,
(Page 25) l is the span metres, m is the mass per unit l is the span metres, m is the mass per unit
length (N-m), and EI is the flexural rigidity of length (N-m), and EI is the flexural rigidity of
the superstructure in N-m2. the superstructure in N-m2.
EI may be estimated for simply supported span The spectra for vertical ground motions may
as (l3/48 ▲), where ▲is deflection of span due be taken as two-thirds of that for horizontal
unit point load applied on it. motions.
The seismic zone factor for vertical ground
motions may be taken as two-thirds of that for
horizontal motions.

AMENDMENT

No Page No.
2. Fig 4.3 (b) -- Note:- In case of Pile foundation, the total
-Add Note hydrodynamic forces calculated based on
below Fig. above formula shall be considered to be equally
shared between piles covered within enveloping
(Page 33)
cylinder.
3. 5.2.1 Z = Zone factor as given in Table 4.2 (Ground Z = Zone factor as given in Table 4.2
(Page 34) acceleration corresponsing to Maximum
Considered Earthquake)
4. 5.2.3, Table 5.1 Table 5.1
Table 5.1
Classification of Types of Soils for Determining Classification of Types of Soils for Determining
(Page 38)
the Spectrum to be Used to Estimate Design the Spectrum to be Used to Estimate Design
Add Note below Earthquake Force Earthquake Force
………………………………
the Table 5.1
Note: -The value of N to be used shall be weighted
mean of ‘N’ of soil layers from existing ground
level/ Scour level to ‘30 m’ below ground / Scour
level. Here N value of individual layer shall be the
corrected value.
5. 5.3.1, General, Depending on the nature of the application Depending on the nature of the application
last line and on the information actually available, the and on the information actually available, the
(Page 39) description of the seismic motion may be made description of the seismic motion may be made
by using artificial accelerograms and recorded by using artificial accelerograms and simulated
or simulated accelerograms. accelerograms.
6. 5.3.2 heading 5.3.2 Artificial Accelerogram 5.3.2 Spectrum Compatible Time History
(Page 39)
7. 5.3.3, Heading 5.3.3 Recorded or Simulated Accelerograms 5.3.3 Simulated Accelerograms
and first line
Recorded accelerograms are generated through Simulated accelerograms are generated through
(Page 39)
a physical simulation of source and travel path a physical simulation of source and travel path
mechanisms. mechanisms
8. 6.4.3, (ii), Wherever the fixed bearings are used, they Wherever the fixed bearings are used, they
shall be designed for the design seismic shall be designed for the design seismic action
(Page 43)
action determined through capacity design. determined through capacity design, subject to
Alternatively, linkages shall be used to the upper limit of elastic design force considered
withstand seismic action. with R = 1. Alternatively, linkages shall be used
to withstand seismic action.
9. 8.1, last line This chapter deals with the earthquake resistant This chapter deals with the earthquake resistant
(Page 57) design of regular bridges in which the seismic design of regular bridges in which the seismic
actions are mainly resisted at abutments actions are mainly resisted at abutments
or through flexure of piers, that is, bridges or through flexure of piers, that is, bridges
comprising of conventional pier-foundation comprising of conventional pier-foundation
system supporting the deck structure with/ system supporting the deck structure with/
without bearings. However for all special and without bearings.
major bridges, detailed dynamic studies should
be carried out as mentioned in Chapter 6
10. 8.4.6.2, (iv), iv) For special long span structure such as cable iv) For long span structure beyond 150m span,
(Page 62) stay & extradosed type bridge foundations, non-linear soil behaviour should be taken into
non-linear soil behaviour should be taken into account in determining possible permanent
account in determining possible permanent deformation during earthquake
deformation during earthquake

AMENDMENT

No Page No.
11. 8.5.2, last In seismic zone II & III, the designer is free to Delete this sentence
sentence, exercise his choice of bearing arrangement
(Page 64)
12. Appendix A5 ILLUSTRATION OF LIQUEFACTION OF ILLUSTRATION OF LIQUEFACTION OF
(page 131) SOIL SOIL
(Clause 8.4.3)
13. Appendix -A5 An evaluation of the liquefaction susceptibility An evaluation of the liquefaction susceptibility
A-5.1.1 should be made when the foundation soils should be made when the foundation soils
(Page 131) include extended layers or thick loose sand, include extended layers or thick loose sand,
with or without silt/clay fines, beneath the water with or without silt/clay fines, beneath the
table level, and when the water table level is water table level. The highest water table shall
close to the ground surface. To evaluate the be adopted that can exist over a long period in
liquefaction potential, investigations have to be a year. To evaluate the liquefaction potential,
conducted which include the in- situ Standard investigations have to be conducted which
Penetration Tests (SPT) [IS 2131-1981] or include the in- situ Standard Penetration Tests
Cone Penetration Tests (CPT) [IS 4968 (Part (SPT) [IS 2131-1981] or Cone Penetration
3)-1976], as well as the determination of grain Tests (CPT) [IS 4968 (Part 3)-1976], as well
size distribution curves in the laboratory as the determination of grain size distribution
curves in the laboratory
14. APPENDIX- Where Where
A-5
C60=CHTCHWCSSCRLCBD= correction factor for C60=CHTCHWCSSCRLCBD= correction factor
A.5.1.2
non-standard SPT configurations
(Page 131 &
132) For SPT conducted as per IS 2131-1981, the Delete this sentance
energy delivered to the drill rod is about 60
percent and factors C60 may be assumed as 1.
For non-standard SPT configuration factors Factors CHT, CHW, CBD, CRL and CSS are given
CHT, CHW, CBD, CRL and CSS are given below below
15. APPENDIX- amax- Peak ground acceleration (PGA), in terms amax- Peak ground acceleration (PGA), in terms
A-5 of g, (shall be taken as per Table 4.2), of g, where g is acceleration due to gravity
(Page 135) If value of PGA is not available the ratio amax/g
may be taken equal to seismic zone factor (as
per Table 4.2),
Notification No.15
Amendment No.1/IRC:83 (Part IV)/November, 2018 (Effective from 31st January, 2019)
To
IRC:83 -2014 (Part IV) “Standard Specifications and Code of Practice for Road Bridges,
Section IX – Bearings (Spherical and Cylindrical)”
S. No. Clause No. For Read
Page No.
1 5.4.2 Nsd.max<= fk/γm .Ar .k Nsd<= fk/γm .Ar .k
(Page 16)
2 5.4.3.2 e2 = Vxy,sd/Nsd,max. µfr . c e2 = Vxy,sd/Nsd, . µfr . c
(Page 18)
3 5.4.3.4 e4 = Vxy,sd/Nsd,max. (r + b) e4 = Vxy,sd/Nsd. (r + b)
(Page 19)

Errata
Notification No.16
Errata No.1/IRC:SP:114/November, 2018 (Effective from 31st January, 2019)
To
IRC:SP:114-2018 “Guidelines for Seismic Design of Road Bridges”
Sl. Clause No. Existing Modified
No. & Page No.
Contents - Seismic Analysis Methods General Design Provisions
Chapter-6,
Title
1. Contents - Bearings, Seismic connection & Experience Bearings, Seismic connection & Expansion
Chapter-8, Joints Joints
Title of
section 8.5
2. Contents Illustration of Seismic Acceleration Method Illustration of Capacity Design
– Title of Preamble
Appendix
A-3
3. 2.3, iii. The dynamic earth pressures on abutments The dynamic earth pressures on abutments, wing
(Page 6) during earthquakes shall not be considered in walls and return walls/retaining walls during
Zones II and III. earthquakes shall not be considered in Zones II
and III.
4. 4.2.4, vi. The shear force for over strength moments The shear force for over strength moments in
(Page 27) in case of cantilever piers shall be calculated case of cantilever piers shall be calculated as
as MRD/h, “h” is height shown in Fig 7.1 in Mo/h, where “h” is height shown in Fig 7.1 in
Chapter 7. In case of portal type pier capacity Chapter 7. In case of portal type pier capacity
of all possible hinges need to be considered. of all possible hinges need to be considered.
5. 4.8, ii. …. The total force shall be evaluated by ……. The total force shall be evaluated by
(Page 30 & Eq.4.2 Eq.4.2
31)
F=Ce x αh x W Eq. (4.2) F=Ce x Ah x W Eq. (4.2)
Where : Where:
Ce = A coefficient given in Table 4.4 as a function Ce = A coefficient given in Table 4.4 as a function
of ratio of height of submerged portion of pier of ratio of height of submerged portion of pier
(H) to Radius of enveloping cylinder Re (H) to Radius of enveloping cylinder Re
αh = Design horizontal seismic coefficient as Ah = Design horizontal seismic coefficient
given in IRC 6 – 2017

W = Weight of the water of the enveloping W = Weight of the water of the enveloping
cylinder cylinder
The pressure distribution is shown in Fig. 4.2. The pressure distribution is shown in Fig. 4.2.
Values of C1, C2, C3 and C4 are stated in Table Values of C1, C2, C3 and C4 are stated in Table
4.5 …………. 4.5 ………….
6. 5.2.1 For most of the structures of low to medium For most of the structures of low to medium
(Page 34) heights with small spand and small length of heights with small span and small length of
bridge, elastic seismic acceleration method bridge, elastic seismic acceleration method
(seismic coefficient method) is adequate. In this (seismic coefficient method) is adequate. In this
method structure is analysed its fundamental method structure is analysed in its fundamental
(single) mode of vibration. mode of vibration.
7. 5.2.2 ………. .The forces are obtained for each mode ………. .The forces are obtained for each mode
(Page 37) by use of response spectrum as given in Fig 5.1 by use of response spectrum as given in Fig 5.1
(b) above and (b) above and

Errata
8. 5.3 In bridges where pier height are high, bridge In bridges where pier heights are high, bridge has
(Page 38) has abrupt or unusual changes in mass, abrupt or unusual changes in mass, stiffness or
stiffness or geometry along its span and has geometry along its span and has large differences
large differences in these parameters between in these parameters between adjacent supports,
adjacent supports, special seismic devices such special seismic devices such as dampers, isolator,
as dampers, isolator shock transmission unit shock transmission unit etc. are provided and
etc. are provided and where the large spatial where the large spatial variation need to be
variation need to considered than time history considered, then time history method should be
method should be used. The dynamic analysis used. The dynamic analysis of a bridge by time
of a bridge by time history method may be history method may be carried out using direct
carried out using direct step-by-step method of step-by-step method of integration of equations
integration of equations of motion suitable steps of motion with suitable steps which are small
small enough to include response of highest enough to include response of highest modes of
modes of vibration. vibration.
9. 8.2, 1st Para, The superstructure shall be designed for the design The superstructure shall be designed for the
last line, seismic forces calculated based on various analysis design seismic forces calculated based on
(Page 57) methods specified in Chapter 6 in combination various analysis methods specified in Chapter
with other appropriate loads. The effect of vertical 6 in combination with other appropriate loads.
seismic component is particularly important in The effect of vertical seismic component is
Superstructure and needs to be investigated in particularly important in Superstructure and
situations mentioned in clause 5.3 under “General needs to be investigated in situations mentioned
Design Provisions”. in clause 4.2.1.
10. 9.2.1, ii. Steel members shall be so designed and detailed Steel members shall be so designed and detailed
(Page 78) as to give them adequate strength, stability and as to give them adequate strength, stability and
ductility to resist severe earthquakes in all seismic ductility to resist severe earthquakes in all seismic
zones classified in IRC:6 without collapse. zones classified in Chapter - 4 without collapse.
11. 9.2.2 Special braced/moment frames defined in (i) Special braced/moment frames defined in (i)
(Page 79) (b,c and (ii)b above, are detailed to exhibit (b,c and (ii)b above, are detailed to exhibit
higher ductility and can be used in any seismic higher ductility and can be used in any seismic
zone. Ordinary concentrically braced frames and zone. Ordinary concentrically braced frames and
Ordinary Moment Frame (OMF) shall not be Ordinary Moment Frame (OMF) shall not be
used in seismic zones IV and V and for bridges used in seismic zones IV and V and for bridges
with importance factor greater than unity (1> 1.0) with importance factor greater than unity (I > 1.0)
in seismic zone III. Provisions for eccentrically in seismic zone III. Provisions for eccentrically
Braced Frame (EBF) are not covered in these Braced Frame (EBF) are not covered in these
guidelines and specialist literature may be referred guidelines and specialist literature may be referred
to for detailing of such frames. to for detailing of such frames.
12. 9.2.6.1, • The provisions in this section apply for a. The provisions in this section apply for
(Page 81) diagonal, X-bracing, V and inverted V-type diagonal, X-bracing, V and inverted V-type
bracing in concentrically braced frames. bracing in concentrically braced frames.
• For eccentrically braced frames (EBF), b. For eccentrically braced frames (EBF),
specialist literature may be referred. specialist literature may be referred.

Errata
• K-bracing shall not be permitted in systems c. K-bracing shall not be permitted in systems
to resist earthquake. In K-bracing system, to resist earthquake. In K-bracing system,
bracings are connected in the middle of bracings are connected in the middle of
an axial force carrying member and any an axial force carrying member and any
unbalance in lateral force at joint due to unbalance in lateral force at joint due to
failure of one brace may result in bending of failure of one brace may result in bending of
the member leading to failure of member. the member leading to failure of member.
• Along any line of bracing, braces shall be d. Along any line of bracing, braces shall be
provided such that for lateral loading in provided such that for lateral loading in
either direction, the tension braces will have either direction, the tension braces will have
to resist between 30 to 70 per cent of the to resist between 30 to 70 per cent of the
total lateral load. total lateral load.
• The concentrically braced frames should be e. The concentrically braced frames should be
designed to resist all gravity loads without designed to resist all gravity loads without
considering the additional strength provided considering the additional strength provided
by bracings/ diagonals of bracing system. by bracings/ diagonals of bracing system.
• Concentrically braced frames shall be so f. Concentrically braced frames shall be so
designed that yielding of the diagonals in designed that yielding of the diagonals in
tension takes place before yielding failure tension takes place before yielding failure
of connections and buckling of main of connections and buckling of main
bending (beam) and compression (column) bending (beam) and compression (column)
members. members.
• The bracing members shall be so designed g. The bracing members shall be so designed
that gross area yielding and not the net area that gross area yielding and not the net area
rupture would govern the design tensile rupture would govern the design tensile
strength. strength.
• For all built-up braces, the spacing of tack h. For all built-up braces, the spacing of tack
fasteners shall be such that the unfavourable fasteners shall be such that the unfavourable
slenderness ratio of individual element, slenderness ratio of individual element,
between such fasteners, shall not exceed between such fasteners, shall not exceed
0.4 times the governing slenderness ratio of 0.4 times the governing slenderness ratio of
the brace itself. Bolted connections shall be the brace itself. Bolted connections shall be
avoided within the middle one-fourth of the avoided within the middle one-fourth of the
clear brace length (0.25 times the length in clear brace length (0.25 times the length in
the middle). the middle).
• The connection should be checked for i. The connection should be checked for
tension rupture and block shear for the load tension rupture and block shear for the load
determined in respective clause. determined in respective clause.
• The connection shall be designed to j. The connection shall be designed to
withstand a moment of 1.2 times the full withstand a moment of 1.2 times the full
plastic moment of the braced section about plastic moment of the braced section about
the buckling axis. the buckling axis.
• Gusset plates shall be checked for buckling k. Gusset plates shall be checked for buckling
out of their plane. out of their plane.
13. 9.2.7.3, Formula for ‘t’ is given as: The formula for ‘t’ should be changed as:
Equation
t ≥ (dp+ dp) / 90 t ≥ (dp+ bp) / 90
in 3rd para,
(Page 87)
14. 9.2.7.4, 9.2.7.4 Column Bases 9.2.8 Column Bases

(Page 88)

Errata/aMENDMENT
15. APPENDIX- ILLUSTRATION OF ELASTIC SEISMIC ILLUSTRATION OF CAPACITY DESIGN

A-3, Title ACCELERATION METHOD PREAMBLE
(Page 117)
16. APPENDIX- Design Flexural Strength along Transverse Design Flexural Strength along Transverse
A-3 Direction, MRD,L Direction, MRD,T
(Page 122)
17. APPENDIX- As per clause 7.2.4.2(a) the over strength As per clause 7.3.4.2(a) the over strength
A-3 moment……….. moment………..
(Page 123) Over-strength factor for concrete substructure Over-strength factor for concrete substructure
=γo =γo
As per clause 7.2.4.2 (b) of this guideline, As per clause 7.3.4.2 (b) of this guideline,
…… ……
Notification No.17
Amendment No.7/IRC:112/November, 2018 (Effective from 31st January, 2019)
To
IRC:112-2011 “Code of Practice for Concrete Road Bridges”
S. Clause No.
For Read
No Page No.
1 4.1 Concrete road bridges including foot bridges in Concrete road bridges, foot bridges and culverts
(Page 16) India
2 5.8.1, “The following table indicates the ‘design service “For Design service life of structures, reference may
(Page 25) life’ of some common types of bridges.” be made to provisions of IRC 5. Unless otherwise
specifically classified by Owner, all structures shall
be designed for a useful service life of 100 years
3 Table 5.1, As it exists Delete Table 5.1
(Page 26)
4 Table 6.1 Types of Steel Grade / Designation Types of Steel Grade / Designation
titled “Grades Mild Steel (MS) Grade-1 Mild Steel (MS) Grade-1
of Reinforcing
Steel” High Yield Fe 415 High Strength deformed Fe 415
(Page 29) Strength Fe415D Steel (HSD) Fe415D
deformed Steel Fe500 Fe415 S
(HYSD) Fe500D Fe500
Fe550 Fe500D
Fe550D Fe500 S
Fe600 Fe550
Fe550D
Fe600
5 6.4.1(c) (c) High Performance Concrete is similar to standard High Performance Concrete (HPC) is one,
(Page 36) concrete but contains additional one or more mineral whose ingredients, proportions and production
admixtures providing binding characteristics and methods are specifically chosen to meet special
partly acting as inert filler material which increases performance and uniformity requirements that
its strength, reduce its porosity and modify its other cannot be always achieved routinely by using only
properties in fresh as well as hardened condition. conventional materials, like, cement, aggregates,
Concretes upto Grade M90 are included in this type. water and chemical admixtures, and adopting
normal mixing, placing and curing practices.
Use of mineral admixtures is required. These
performance requirements can be high strength, high
early strength, high workability (including Self-
Compacting Concrete), low permeability and high
durability for severe service environments, etc. or
combinations thereof. Production and use of such
concrete in the field necessitates high degree of

AMENDMENT
S. Clause No.
For Read
No Page No.
uniformity between batches and very stringent quality
control.
Self-Compacting Concrete (SCC) is a type of
High Performance Concrete, that fills uniformly
and completely every corner of formwork by its
own weight and fluidity without application of any
vibration, without segregation, whilst maintaining
homogeneity. It is suitable in situations where;
• reinforcement is very congested,
• access to allow vibration is not available,
• complicated geometry of the formwork,
• pouring is possible only from a single point,
• speedy placement is required,
It has also the other advantages of no noise due to
vibration and no requirement of finishing.
6 6.4.2.6(3) Table 6.6 Autogenous Shrinkage Strain of Concrete Table 6.6 Autogenous Shrinkage Strain of Concrete
(Page 45) x 10 6
7 6.4.2.7, The values given in Table-6.9 can be considered as The values given in Table-6.9 can be considered as
Above Table final creep co-efficient for design for normal weight final creep co-efficient for design for normal weight
6.9, concrete, subject to condition that the compressive concrete, subject to condition that the compressive
(Page 47) stress does not exceed 0.36 fcm at the age of loading, stress does not exceed 0.36 fcm at the age of loading.
and mean temperature of concrete is between 10°C In case the compressive stress exceeds 0.36 fcm, at
and 20°C with seasonal variation between -20°C to loading, non-linear creep shall be considered.
40°C. For temperature greater than 40°C the co-
efficient given may be increased by 10%, in absence
of accurate data. In case the compressive stress
exceeds 0.36 fcm, at loading, non-linear creep shall
be considered.
8 Footnote No. 2 2. For higher grades of concrete the coefficient 2 For higher grades of concrete the coefficient may
below Table 6.9, may be worked out using equations given in be worked out using equations given in Annexure
Annexure A-2 A-2. For simplification however, the values given in
the Table 6.9 can also be adopted for higher grades.
9 Table 6.9, Title Table 6.9 Final Creep Coefficient [φ(70 Yr)] of Table 6.9 Final Creep Coefficient [φ(70 Yr)] of
(Page 47) Concrete at age of t = 70 years Concrete at age of t = 70 years or more
10 11.1 Add sub clauses (8), (9) and (10) below 11.1 (7)
(Page 111) (8) Compression members that can be isolated from
rest of the bridge, whose boundary conditions can
be represented by an effective length applied to the
member, are defined as isolated members for the
purpose of second order analysis.
(9) Second order analysis shall be carried out under
Ultimate Limit State only.
(10) Braced and Unbraced members:
(a) Braced members: Members that are held in
position at both ends and which may or may not
have restraining rotational stiffness at ends.
(b) Unbraced members: Members where one end of
the member can translate with respect to other end
and which have restraining rotational stiffness at
one or both ends.
11 11.2 Simplified Slenderness Criteria Simplified criteria for second order effects.
(Page 111)

AMENDMENT
S. Clause No.
For Read
No Page No.
12 11.2.2 Effective length (Height) and Slenderness ratio of Effective length (height) of columns and piers.
Heading columns and piers with bearings
(Page 112)
13 11.2.2 (2) (b) Last Line: The effective length should be derived using
(Page 113) The effective length should be derived from the first Eq. 11.2 or Eq. 11.3 whichever is applicable.
principles.
14 11.3. Non-liner Analysis of Structures and Elements Method of Analysis for Obtaining the Second Order
(Page 115) Effects
15 11.3.1 Add New Sub-clauses ( 1), (2) and (3).
(Page 115)Add 11.3.1General
at Page 118
The methods of analysis include two simplified
methods and one general method based on non
linear analysis
(1) The simplified methods are.
(a) Method based on nominal curvature.
(b) Method based on nominal stiffness.
(2) For isolated member method based on nominal
curvature is applicable
(3) For a group of compression members, as in a
framed structure or where they are connected integrally
to the same superstructure or a group of piles connected
through a pile cap, which cannot be isolated as they
collectively resist the side sway of the structure bringing
unequal axial loads on the compression members, only
the method based on nominal stiffness as per clause
11.3.3.2 is applicable.
(4) General method based on non-linear analysis.
Non linear analysis may be used for all members
with any boundary conditions
(a) In case of members having varying sections and
different types of loading such as permanent
and quasi-permanent loads leading to creep
effects and short term loads such as live loads,
generalized methods of non-linear analysis
taking into account the geometric non-linearity
of structure and or material non linearity need
to be used.
(b) Stress-strain relationships for concrete given
in Annexure (A2.7) and for steel given in
Section 6 (Fig. 6.2 and 6.4) may be used. With
stress-strain diagrams based on design value,
a design value of the ultimate load is obtained
directly from the analysis. In equation Eq.A2-
28 and in the calculation of k-value, fcm is then
substituted by the design compressive strength
fcd and Ecm isis fcm is then substituted by the
design compressive strength fcd and Ecm is
substituted by; where is taken as 1.2.
(c) In the absence of more refined models, creep
may be taken into account by modifying all strain
value in the concrete stress-strain diagram using
effective E value as per Clause 6.4.2.5.4 (iii).

AMENDMENT
S. Clause No.
For Read
No Page No.
16 11.3.2.2 (2) Add the following below Sub-clause. 11.3.2.2 (2)
(Page 116) by deleting the note above 11.3.2.2(3)
Eq 11.5 is applicable only to the braced member and
also when no transverse load is applied within the
height of the member. Further the first order moment
due to imperfections shall be added to the equivalent
first order moment to get total first order moment in
the middle of the member
M0Ed = M0e+ moment due to imperfections
17 11.3.2.4 Add New Clause

(Page 117) Design Bending moment for braced and un-braced
member
The design bending moment shall be evaluated as given
below:
(a) For braced member:
Equivalent first order moment including, moment
due to imperfections in the middle of the member
and moment due to second order effect shall be
added to arrive at the design bending moment at
middle of the member.
Numerically initial larger first order end moment
assuming no moments due to imperfections and
second order effect develop will be the design
moment at this end.
(b) For un-braced member:
First order end moment including, moment due
to imperfections and moment due to second order
effects shall be added to arrive at the design bending
moment at the ends.
(c) For cantilever member:
First order moment including, moment due to
imperfections and moment due to second order
effect shall be added to get the design moment at
different sections.
18 11.3.3 Add New Clauses
(Page 118) 11.3.3 Method based on nominal stiffness
11.3.3.1 Nominal flexural stiffness
(1) In second order analysis based on stiffness,
nominal values of the flexural stiffness shall be used.
(2) In the nominal stiffness method, the flexural
rigidity of slender compression members with any
cross section can be estimated using the following
expression.
EI =Kc Ecd I c + Ks Es Is
Where
Ecd is the design value of the modulus of elasticity
of concrete, see clause 11.3.1 (4) (b)
IC is the moment of inertia of concrete cross sections

AMENDMENT
S. Clause No.
For Read
No Page No.
a group having varying axial load in members as
explained in clause 11.3.1 (3) the design bending
moment shall be taken as
MED = Design moment

MoED = First order moment including moment due to
imperfection. where applicable
∑NED is the total design axial load on the group.
∑NB is the total buckling load of all the compression
moments in the group based on nominal stiffness.
NB is the buckling load based on the formula
π2 EI/ le2 where le is the effective length.
11.3.3.3 Design bending moment
The design bending moment shall be evaluated as
given below:
(a) For Braced members
(1) Equivalent first order moment as defined in
Eq 11.5 and the moment due to imperfections in the
middle of the member shall be added and magnified
in accordance with clause 11.3.3.2
(2) Numerically larger first order initial end moment
assuming no second order effects and imperfections.
(b) For un-braced members:
First order end moments including moments due
to imperfections shall be magnified. as per clause
11.3.3.2
(c) For cantilever members:
The first order moment and the moment due
to imperfections shall be added and magnified
throughout its height as per clause 11.3.3.2
19 11.3.3 11.3.3 Bi-axial Bending. 11.3.4 Bi-axial Bending.
(Page 118)
20 12.3.2 (1) Add new para at the end of existing para New para :
(Page 121) “This provision of 100mm is not a cover requirement
for prestressing duct, for which provision has been
made in clause 14.3.2.1. In case the duct is closer
than 100mm to concrete surface the concrete within
the cover portion shall be in compression.”
Table 18.1 titled Existing table (Annex-I) to be replaced by a new Refer Annex-II
“Reinforcing table
21
Steel”,
(Page 201)
22 Footnote below Note: Note:
Table 18.1, 2. For seismic zones III, IV & V, HYSD steel 2. For seismic zones III, IV & V, HSD steel bars
(Page 201) bars having minimum elongation of 14.5% and having minimum elongation of 14.5% and
conforming to other requirements of IS:1786 conforming to other requirements of IS:1786
shall be used. shall be used.

AMENDMENT
S. Clause No.
For Read
No Page No.
3. For seismic zones III, IV and V, HSD steel bars
shall possess following properties :
a. The actual 0.2% proof strength of steel
bars based on tensile test must not exceed
their characteristic 0.2% proof strength
by more than 20 percent.
b. The ratio of the actual ultimate strength
to the actual 0.2 percent proof strength /
yield strength shall be at least 1.15.
23 18.4.1 (b), Ordinary Portland Cement 43 grade conforming to Ordinary Portland Cement 43 grade conforming to
(Page 205) IS:8112 IS:269
18.4.1 (c), Ordinary Portland Cement 53 grade conforming to Ordinary Portland Cement 53 grade conforming to
24
(Page 205) IS:12269 IS:269
25 18.4.2 To improve properties of fresh concrete such as Chemical admixtures and superplasticisers
(Page 206) workability, admixtures conforming to IS: 9103 may conforming to IS: 9103 may be used. Compatibility
be used. of the superplasticiser with the cement and any
other pozzolanic or hydraulic additives as covered
in Clause 18.4.3 being used, should be ensured by
trials, so that the following problems are avoided:
• Large dosage of superplasticiser required to
achieve the desired workability,
• Excessive retardation of setting,
• Excessive entrainment of large air bubbles,
• Unusually rapid stiffening of concrete,
• Rapid slump loss, and
• Excessive segregation and bleeding.
26 18.5.3 Requirement of design mixes. After (1) and (2), add (3) Mix Design for High Performance Concrete
(Page 210) the following new clause; General: Choice of materials, concrete mix
design and field practices are quite critical, so that
optimum performance can be extracted of each of
the ingredients. The procedure of mix proportioning
of normal grades of concrete may not be adequate.
Relationships between the compressive strength of
concrete and water/cement ratio (or water-cement
+ cementitious materials ratio, when part of the
cement is replaced by mineral admixtures) and
between water content and workability will have
to be established by laboratory trials for the grade
of concrete, the materials to be used, and the water-
reducing efficiency of the superplasticiser.
The minimum cement content of concrete, inclusive
of any mineral admixtures, shall be not less than 380
kg/m3.
The ratio of water / (all cementitious materials
including cement) should generally not exceed 0.33,
but in no case more than 0.40.
Field Trial Mixes: Mix proportions arrived
at by laboratory trials shall, in addition, be
verified to be satisfactory under field conditions
and necessary adjustments made. Field trial
mixes shall be prepared for all grades of
concrete, using samples of approved materials.

AMENDMENT
S. Clause No.
For Read
No Page No.
The concreting plant and means of transportation
employed to make trial mixes and to transport them
to representative distances shall be similar to the
corresponding plant and transport to be used in
the works. The optimum sequence of mixing of
ingredients shall be established by trials. Mixing time
may be longer than in normal grade concrete mixes.
The temperature of concrete at the time of placement
shall not exceed 25°C. The temperature of concrete
at the mixing stage should be lower, to allow for rise
in temperature during transport. When considerable
distance of transport is involved, particular attention
should be paid to ensure retention of slump as
targeted for placement.
Use of Mock-up Testing: Further mock-up testing
may be carried out to ensure that the concrete can
be satisfactorily placed and compacted, taking into
account the location of placement and provision of
reinforcement, and adjustments made in concrete mix
design and/or detailing of reinforcement accordingly.
27 New Clause Add New clause after 18.6.7, p 213 (Durability) and 18.7. Self-Compacting Concrete
(Page 214) Before 18.7, p 214 (Grouting) 18.7.1 Constituents
In Self-Compacting Concrete, superplasticisers
provide the fluidity, and Viscosity Modifying
Admixtures (VMA) are used to help reduce
segregation, and sensitivity of the mix due to
variations in other constituents, especially to
moisture content. Other materials are as in Clauses
18.4.1 to 18.4.5.
VMA’s are hydrophilic, water-soluble polymers
having high molecular weight. Such polymers
can form a network of large molecules extending
throughout the mass. The dimensions of the polymers
or particles are in colloidal range; hence these are
called ‘colloidal admixtures’. These can also be
used as ‘anti-washout’ admixtures for underwater
placement.
18.7.2 Properties in the Fresh State
The filling ability and stability of self-compacting
concrete in the fresh state can be defined by four key
characteristics. Each characteristic can be assessed
by one or more test methods (Table 18.9).
Table 18.9. Characteristics of SCC and Tests
Characteristics Preferred Test Limit of Test
Method(s) Value
Flowability Slump-flow test 550 – 850 mm
Flowability T500 Slump flow test 2 sec
V-funnel test 8 – 25 sec
Passing ability L-box test 0.8
Segregation Segregation 15 – 20 per
resistance (sieve) test cent

AMENDMENT
S. Clause No.
For Read
No Page No.
Note: For details of the test methods and limiting test
values, as appropriate to placing conditions, amount
and congestion of reinforcement, dimensions of the
members, size of aggregate etc., EFNARC Guidelines
for Self-Compacting Concrete, May 2005 may be
referred.
Fig. 18.1 gives the dimensions of the test equipment.
(a) Slump Flow Test
(b) V – Funnel Test
(c) L – Box Test

Fig. 18.1. Test Equipment for SCC

AMENDMENT
S. Clause No.
For Read
No Page No.
18.7.3. Mix Design
There is no fixed method of mix design for SCC.
Mix proportions are to be selected by trials and
tests, till a satisfactory mix is arrived at. EFNARC
Guidelines 2005 suggest broad outline, as given
below.
• Coarse aggregate content - 750 – 1000 kg per
m3 of concrete,
• Total powder content –380 to 600 kg per m3 of
concrete,
• Water/powder ratio by solid volume – 0.85 to
1.10,
• Water content –150 – 210 litres/ m3,
• Paste volume – 300 – 380 litres/ m3,
• Water/cement ratio selected for strength and
durability requirements,
• Sand content to balance the remaining volume,
usually 48 – 55 % of total aggregate by weight.
Note – Following this addition, Clause numbers 18.7
and 18.8 in the existing Code will change. There is no
change in Table or Figure numbers in this chapter.
28 18.7 All clauses & Sub-clauses with 18.7 ............... 18.8 ...............
(Page 214)
29 18.8 All clauses & Sub-clauses with clause 18.8 ............. 18.9 ...............
(Page 216)
30 18.8.4 (4) New Para to be added after 1st para, before para High Performance Concrete containing silica fume
(Page 223) starting "Liquid membrane forming.......". is more cohesive than normal mixes hence, there is
little or no bleeding and no bleed water to rise to the
surface to offset water lost due to evaporation. Plastic
shrinkage cracking is possible, if curing is not proper.
Initial curing should commence soon after initial
setting of concrete. Concrete should be covered with
moist covers (sacking, canvas or hessian), opaque
colour plastic sheets or suitable curing compound.
Final moist curing should commence after final
setting of concrete and continue for at least 14 days.
31 A-2.5 (2) & (2) The values given in Table 6.9 may be adopted for Delete this sub clause.
(3), creep of concrete at 70 years, in normal atmospheric
(Page 239) conditions of temperature and hmidity.
(3) The mean coefficient of variation of the above (2) The mean coefficient of variation of the above
predicted creep data deduced from a computerised predicted creep data deduced from a computerised
data bank of laboratory test results is of the order of data bank of laboratory test results is of the order of
20 percent. 20 percent.

AMENDMENT
Annex-I
TABLE 18.1 : REINFORCING STEEL
Type of Steel Grade / Relevant BIS Minimum Yield Minimum Tensile Strength, Min. %
Designation Standard Stress/ as % of the actual 0.2% proof elongation
0.2% proof-stress fyk stress/yield stress but not less
than a
Mild Steel Grade-I IS:432 Bars upto & 410 MPa 23
(Part-1)- including 20mm dia.
1982 = 250 MPa
20mm ≤dia 50mm 410 MPa 23
240 Mpa
High Strength Fe 415 110% (not less than 485MPa) 14.5
Deformed IS:1786 415 MPa
Fe 415D 112% (not less than 500MPa) 18.0
Steel (HSD
Steel) Fe 500 500 MPa 108% (not less than 545MPa) 12.0
IS:1786
Fe 550 106% (not less than 585MPa) 10.0
IS:1786-2000 550 MPa
Fe 600 IS:1786-2000 600 MPa 106% (not less than 600MPa) 10.0
Annex-II
TABLE 18.1 : REINFORCING STEEL
Type of Steel Grade / Relevant BIS Minimum Yield Minimum Tensile Strength, Min. %
Designation Standard Stress/ as % of the actual 0.2% proof elongation
0.2% proof-stress fyk stress/yield stress but not less
than a
Mild Steel Grade-I IS:432 Bars upto & 410 MPa 23
(Part-1)- including 20mm dia.
1982 = 250 MPa
20mm ≤dia 50mm 410 MPa 23
240 Mpa
High Strength Fe 415 110% (not less than 485MPa) 14.5
Deformed
Steel (HSD Fe 415D IS:1786 415 MPa 112% (not less than 500MPa) 18.0
Steel) Fe 415S ≥ 125% 18.0
Fe 500D IS:1786 500 MPa 110% (not less than 565MPa) 16.0
Fe 500S ≥ 125% 16.0
IS:1786 550 MPa
Fe 600 IS:1786 600 MPa 106% (not less than 600MPa) 10.0

AMENDMENT
Notification No.18
Amendment No. 1/ IRC:SP:80/November, 2018 (Effective from the 31st January, 2019)
To
IRC:SP:80:2008 “ Guidelines for Corrosion prevention , Monitoring and Remedial Measures for
Concrete Bridge Structures”
Sl. Clause No. For Read
No. (Page No.)
1. 4.1.7 ---------------------. The level of carbon- ----------------. The level of carbon-dioxide
(Page 14) dioxide penetrates into the pores of concrete penetrates into the pores of concrete by
by diffusion and reacts with the calcium diffusion and reacts with the calcium
hydroxide dissolved in the pre water. hydroxide dissolved in the pore water.
------------------ ---------------
2. 5.1 Crack width should be controlled and kept Crack width should be controlled and
(Page 14) to the minimum. Provisions given in Table kept to the minimum. For allowable crack
5.1 as per IRC:21, strive to achieve it by width in different environmental conditions
controlling the bar diameters and spacing. both for reinforced and pre-stressed
Alternatively, crack widths as calculated by concrete members, provisions for bar
formula given in Appendix-I and IRC:21 are spacing, maximum bar size and minimum
recommended for achieving the same. It will reinforcement under section of IRC:112
be generally applicable to RC members and may be referred to.
non stressed members. For members where
crack width cannot be calculated, it should
be controlled by using well distributed steel
not exceeding spacing of 200 mm dia. In
pre-stressed concrete members also, this
early age shrinkage and thermal cracks
should be controlled by minimum level of
reinforcement similarly placed not greater
than 200 mm spacing.
3. 5.3.5 Water used shall not contain oil, acids, alkalis, Water used shall not contain oil, acids, alkalis,
(Page 16) sugar, and organic materials which may be sugar, and organic materials which may be
deleterious to concrete and steel and shall deleterious to concrete and steel and shall
generally conform to provisions contained in generally conform to provisions contained in
IRC:21-2000, IS:3025 and IS:456. IRC:112-2011.
4. 5.5 Table 5.1 : Requirements to prevent/control Table 5.1 : Requirements to prevent/control
Table 5.1 corrosion (Existing table enclosed at corrosion (New table enclosed at Annex-II)
(Page 17) Annex-I)
5. 5.5 IS:456:2000, IRC:SP:70-2005 IRC:SP:70
Table 5.2 (In the forth column)
Page 22
6. 5.6.1 ------------------. However, the current codes of ------------------. However, the current codes
(Page 22) practices have generally divided the conditions of practices have generally divided the
of exposure of the structural elements based conditions of exposure of the structural
on the general atmospheric environment in elements based on the classification of service
to two classes: Severe and Moderate. The environment in to four classes: Extreme, Very
moderate includes all conditions except what Severe, Severe and Moderate.
is described as ‘Severe’ (Ref. IRC:21).

AMENDMENT
7. 5.6.2 Concrete in Severe Environment (In first row Concrete in Extreme, Very severe and
Table 5.3 and second column) Severe Environment (In first row and second
(Page 23) column)
8. 5.6.2 IRC:21-2000 (In the first row and forth IRC:112
Table 5.3 column)
(Page 23)
9. 5.6.2 Use of galvanized steel as reinforcement is Use of galvanized steel and stainless steel as
Table 5.3 effective. Powder coating with epoxy can also reinforcement is effective. Powder coating
(Page 23) be used. ( Fifth row and second column) with epoxy can also be used.
10. 6.1 and 6.1.1(b) 1. Delete line ‘Zink + Aluminium Coating’
(Page 24 & 25) 2. Delete 6.1.1(b)
11. 6.2.4.3.2 Last line
(Page 35) ‘The grouting should be carried out as ‘The grouting should be carried out as
specified in IRC:18-2000’ specified in IRC:112
12. 6.5.1 Table 6.6 Table 6.6 : Requirements for Acrylic Table 6.6 : Requirements for Acrylic
(Page 37) Elastomeric coating (Existing table enclosed Elastomeric coating (New table enclosed at
at Annex-III) Annex-IV)
Annex-I
IRC: SP: 80 – 2008
Table 5.1
Sr. No. Parameters Requirement Reference

A. DESIGN STAGE
1. Crack width A) Average stain value calculated as per specified formula IRC:21-2000
should be negative. Clause 303.4.2
B) Crack width under sustained loads shall not exceed 0.2 mm Appendix-1
for severe conditions of exposure and 0.3 mm for moderate
conditions.
2. Clear Cover for Exposure Nominal Cover IRC:21-2000
Reinforcement (in mm) Clause 303.4.3
Moderate 40
Severe 50
Alternate 75
Wetting & Drying Zone
Note: the above cover may be reduced by 5 mm for factory made
precast products with higher level of quality assurance.
3. Cover for pre-stressing • Wherever pre-stressing cable is nearest to concrete surface IRC:18-2000
steel and spacing the minimum clear cover measured from outside of sheathing Clause 16.1, 16.3
shall be 75 mm.
• A minimum clear distance of 50 mm or diameter of the duct
whichever is greater shall be maintained between individual
cable.

AMENDMENT

4 Grouping of cables Grouping of cables shall be avoided to the extent possible. If IRC:18-2000
unavoidable, only vertical grouping of cables upto 2 cables shall Clause 16.4
be permitted.
In case of severe condition of exposure grouping of cables shall
be altogether avoided.
This may be achieved by use of high capacity strands.
5 Proper detailing and Attention should be given to detailing to ensure proper
spacing of steel concretability, use of vibrators etc.
B. MATERIALS
6 • Coarse Aggregates • The preferred nominal size of aggregate is 20 mm for pre IS:383 &
stressed and reinforced concrete. It should consist of natural IRC:21-2000
sand crushed stone or gravel. It should not contain dust, lumps,
• Fine Aggregates
soft or flaky particles, mica and other deleterious materials.
• Concrete should be kept wet at least for 14 days.
7 Water Should not contain injurious amounts of oil acids, alkalis, sugar and IRC:21-2000 &
organic materials, which may be deleterious to concrete and steel. IS:3025
Permissible limits of solids shall be as under:
Organic-200 mg/l
Inorganic-3000 mg/
Sulphates-400 mg/l
Cholorides-500 mg/l (RCC)
Suspended matter-2000 mg/l
• pH Value-6
• Use of Sea Water is not allowed
8 Reinforcement a) Following grades of reinforcement steel shall be used: IS:432-Part I.
• Grade S-240 Mild Steel IS:1786
• Grade S-415-Deformed bars
• Grade S-500-Deformed bars
b) Coated bar
• Galvanised zinc aluminum coating As per relevant
• Fusion bonded epoxy coating standards detailed
under Chapter-6
9 Concrete Cement content shall not exceed
450 kg/m3 of concrete
Minimum cement content for various structural members and
different exposure conditions shall be as under:
Structural Moderate Severe Min Cement Content
Member Exposure Exposure
PCC M-25 M-30 360 kg/m3
Member
RCC M-30 M-35 380 kg/m3
Members
PSC M-35 M-40 400 kg/m3
Members
HPC -- M-40 380 kg/m3 with Admixture
Members 450kg/m3 without
Admixtures

AMENDMENT

Sulphate Content (SO3) shall not exceed 4% by mass of cement IRC:21-2000
used in the mix of concrete. In severe condition, this should be Clause 302.6.5
limited to 2%
Chloride content in concrete shall not exceed following value by
mass of cement:
PSC-0.1 % IRC:SP:70-2005
RCC-Severe exposure 0.2 %
IRC:21-2000
RCC-(Moderate) 0.3 %
Table -5
The above value shall be respected in case of HPC also
Water Cement Ratio Maximum water cement ratio should be maintained as under:
Member Normal Severe
Exposure Exposure
PCC 0.45 0.45
RCC 0.45 0.40
PSC/HPC 0.40 0.40
10 Sheathing • Use Corrugated HDPE Duct. They are especially

recommended to serve as barrier to externally penetrating
chlorides/sulphates.
• Whenever feasible, metallic ducts may be manufactured
at site to eliminate along storage period and thereby
corrosion problem.
• To prevent corrosion on outer side surface should be applied
with washable water soluble oil/VPL Power injection.
C. Construction Stage
1. Curing Concrete shall be kept atleast for 14 days. IRC:21-2000
Steam or other improved method of curing wherever necessary
should be used.
2. Storage and Handling of All pre-stressing elements such as strands/ IRC:18-2000 wires, IRC:18-2000
Pre-stressing Material anchorages, ducts, couplers, should Appendix-3 be protected. Appendix-3
These materials should be stored in such a way that there is no
deterioration in quality and usage in the work. These should
be protected from rain, damp ground, ambient temperature by
covering them properly. These should be coated with soluble oil,
silica gel or vapour phase inhibiting materials.
The HTS strands should be wrapped in HDPE wrappers. The
steel should be stored in the godown wherein humidity should
be controlled upto 60% with the help of de-humidifiers, electric
heaters or equivalent means. Hygrometers should be installed in
such godown to check humidity.
Just enough quantity of strand/HT wire sufficient to last for 4
weeks or so should be ordered.
3. Grouting of Post- The grout protects the pre-stressing steel and ensures encasement IRC:18-2000
Tensioned Pre-stressing of steel in an alkaline environment for corrosion protection and
cables. by filling the space, it prevents water collection and freezing.
• For effective protection, recommended practice stipulated
in MC:18:2000 -Appendix - 5, in respect of materials,
grout vents, equipment, properties of the grout, mixing
and grouting operations etc, shall be followed.

AMENDMENT

• Grouting shall be carried out as early as possible but
not later than 2 weeks of stressing a tendon. Whenever
this stipulation cannot be complied with for unavoidable
reasons, adequate temporary protection of the steel
against corrosion by methods or products which will
not impair the ultimate adherence of the injected grout
should be ensured till grouting. The sealing of the
anchorage ends after concreting is considered to be a
good practice to prevent ingress of water. For structures
in aggressive environment, sealing of the anchorage ends
is mandatory.
• No admixture containing chloride of any sort shall be
used in grout.
• Water cement ratio should not be more than 0.40
• Temperature of grout should not be more than 25°C. Use
ice to maintain the temperature.
• Power driven equipment should be used for grouting the
cables.
• Grout cap should be used to provide protection to the
anchorage elements.
• Should be supervised by Senior engineers. There is
tendency to leave it to junior staff since it is a low value,
last item.
D. OTHER DETAILS
1. Deck slab Water proofing membrane of mastic of MOSRT&H minimum MoSRT&H
thickness of 12 mm should be specification provided under the Specification
wearing coat to prevent ingress of water in the deck slab and Clause 2702.1.1
corrosion of cables and rebars.
2. Railing Provide mild steel post and pipe railing and paint them IRC:5-1998
periodically.
3. Crash Barrier Crash Barrier of desired height with or without pipe IRC:5-1998
Annex-II
IRC: SP: 80 – 2008
Revised Table 5.1
S.
No. Parameters Requirement Reference
A. DESIGN STAGE
1. Crack width • Crack width under quasi-permanent load combination shall not exceed IRC:112
0.3 mm for moderate, severe and very severe conditions of exposure and Clause 12.3
0.2 mm for extreme conditions of exposure for reinforced and pre-stressed (Table 12.1)
members with un-bonded tendons.
• Crack width under frequent load combination for pre-stressed members
with bonded tendons shall not exceed 0.2 mm in all conditions of
exposure.
2. Minimum Cover for Exposure Nominal Cover IRC:112
Reinforcement (in mm) Clause 14.3.2
(Table 14.2)
Moderate 40

AMENDMENT
S.
Severe 45
Very severe 50
Extreme 75
(Note: The above cover may be reduced by 5 mm for factory made precast
concrete elements, high performance concrete, use of stainless steel
reinforcement, or controlled permeable formwork. In case more than one of
the above measure is adopted, the reduction should not exceed 10 mm.)
3. Minimum Cover for • For post-tensioned tendons, the minimum cover measured from outside of IRC:112
pre-stressing steel and sheathing shall be 75 mm. Clause 14.3.2
spacing • For pre-tensioned tendons, the minimum cover shall be 65 mm. (Table 14.2),
Clause 15.3.1.3
• Minimum horizontal clear spacing of 50 mm or diameter of the duct,
(Fig. 15.9 &
whichever is greater, shall be maintained between individual post
15.10)
tensioning cables.
• Minimum vertical clear spacing of 50 mm or diameter of the duct or
aggregate size + 10 mm, whichever is greater, shall be maintained between
individual post- tensioning cables.
• In case of pre-tensioning cables, the minimum clear horizontal spacing
of individual cables shall be highest value of aggregate size + 10 mm, 2
times of tendon diameter and 20 mm. The minimum vertical spacing shall
be greater value of aggregate size + 10 mm, 2 times diameter of tendon.
4 Bundling of High • In a bundle, all bars shall be of the same characteristics, type and grade IRC:112
Strength Deformed and preferably same diameter. Bars of different diameters can be bundled Clause 15.2.7,
Bars, Pre-stressing provided the ratio of diameters does not exceed 1.7. Further details can Clause 15.3.1
Tendons and be obtained from clause 15.2.7 of IRC:112 & Fig. 15.9
Grouping of cables • In case of post-tensioned bonded cables, bundles of more than two ducts
are not permitted. A pair of ducts placed horizontally or vertically touching
each other may be permitted only in straight portion of the cable subject to
following stipulations :
a) Two cables can be grouped horizontally provided each duct diameter is
not more than 50 mm.
b) Two cables can be grouped vertically provided each duct diameter is not
more than 110 mm.
c) Two cables shall not be bundled over the curved length of cable in the
plane of curvature.
5 Proper detailing and Attention should be given to detailing to ensure proper concretability, use of
spacing of steel vibrators etc.
B. MATERIALS
1 • Coarse aggregates • The preferred nominal size of aggregate is 20 mm for pre stressed and IRC:112
• Fine Aggregates reinforced concrete. It should consist of clean, hard, strong, dense, non- Clause
porous and durable pieces of crushed stone, crushed gravel, natural gravel 18.4.4.2
or a suitable combination thereof or other approved inert material. It should
not contain dust, lumps, soft or flaky particles, mica and other deleterious
materials.
• Fine aggregates shall consist of hard, strong, durable clean particles of
natural sand, crushed stone or gravel or suitable combination of natural
sand and crushed stone or gravel.

AMENDMENT
S. Parameters Requirement Reference

No.
2 Water Should not contain injurious amounts of oil acids, alkalis, sugar and organic IRC:112
materials, which may be deleterious to concrete and steel.
Permissible limits of solids shall be as under:
Organic-200 mg/l
Inorganic-3000 mg/
Sulphates-400 mg/l
Cholorides-2000 mg/l for concrete work not containing embedded steel and
500 mg/l for pre-stressed/ reinforced concrete work
Suspended matter-2000 mg/l
• pH Value- not less than 6
• Use of Sea Water is not allowed
3 Reinforcement • Following grades of reinforcement steel shall be used: IRC:112
Type of Grade / Relevant Minimum Minimum Tensile a Min.% Clause 18.2.3
steel Designation BIS Yield Strength, as % of the elongation (Table 18.1)
Standard Stress/0.2% actual 0.2% proof
proof-stress fyk stress/yield stress but
not less than
Mild Steel Grade-1 IS:432 Bars upto & 410 MPa 23
(Part-1)- including
1982 20 mm dia.
= 250 MPa
20mm ≤dia 410 MPa 23
50mm 240
MPa
High Yield Fe 415 110% (not less than 14.5
Strength 485 MPa)
Deformed Fe 415D IS:1786 112% (not less than
Steel 415 MPa 500 MPa)
(HYSD Fe 415S ≥125% 18.0
Steel) Fe 500 108% (not less than 12.0
545 MPa)
Fe 500D IS:1786 500 MPa 110% (not less than
565 MPa) 16.0
Fe 500S ≥125%
Fe 550 106% (not less than 10.0
IS:1786- 550 MPa 585 MPa)
Fe 550D 2000 108% (not less than 14.5
600 MPa)
Fe 600 IS: 1786- 600 MPa 106% (not less than 10.0
2000 600 MPa)
Notes:
(1) Elongation on a gauge length of 5.65 √A, where A is the cross-sectional
area of the test piece, when tested in accordance with IS 1608-1995
(2) For seismic zones III, IV & V; HYSD steel bars having minimum
elongation of 14.5 percent and conforming to other requirements of IS 1786
shall be used.
• Products with improved corrosion resistance
a) Galvanised reinforcement
b) Epoxy-coated reinforcement
c) Stainless steel reinforcement

AMENDMENT
S.
4 Concrete (Water Cement content (excluding fly-ash, GGBS or Silica Fume) shall not exceed IRC:112
Cement Ratio, 450 kg/m3 of concrete Clause 14.3.2
Cement Content, Maximum water cement ratio, minimum cement content and minimum (Table 14.2
Grade of Concrete) grade of concrete for various structural members under different exposure & 14.3)
conditions for concrete with 20 mm size aggregate shall be as under: RC:SP:70-2016
Exposure Maximum Water Minimum Cement Minimum Grade

Condition Cement Ratio Content (Kg/m3) of Concrete
Moderate 0.45 340 M 25
Severe 0.45 360 M 30
Very Severe 0.40 380 M 40
Extreme 0.35 400 M 45
(Note: The term cement for maximum water cement ratio and minimum
cement content in the above table includes all cementitious materials
inclusive of additions. For plain cement concrete, with or without surface
reinforcement, the maximum grade of concrete can be lowered by 5 MPa and
maximum water cement ratio exceeded by 0.05.)
Sulphate Content (SO3) shall not exceed 4% by mass of cement used in the
mix of concrete.
Chloride content in concrete shall not exceed following value by mass of
cement:
Pre-stressed Concrete - 0.10 %
Reinforced Concrete in severe,
very severe and extreme
exposure conditions - 0.20 %
Reinforced Concrete in moderate
exposure condition - 0.30 %
The above value shall be respected in case of HPC also
5 Sheathing • HDPE Sheathing ducts IRC:112
1. Use Corrugated HDPE Duct. They are especially recommended to serve Clause 13.4.2
as barrier to externally penetrating chlorides/sulphates. and 13.4.3
2. The wall thickness of the duct as manufactured shall be 2.0 mm,
2.5 mm, 3.0 mm and 4.0 mm for ducts of internal diameter upto 50 mm,
85 mm, 100 mm and 125 mm respectively. The minimum residual wall
thickness after loss (wear resistance) shall not be less than 1.5 mm for
ducts upto 85 mm in diameter and not less than 2.0 mm for ducts greater
than 85 mm in diameter.
• MS Sheathing ducts
1. Unless otherwise specified, the material shall be Cold Rolled Cold
Annealed (CRCA) Mild Steel intended for mechanical treatment and
surface refining but not for quench hardening or tempering.
2. The material shall be clean and free from rust and normally of bright
metal finish. However, in case of use in aggressive environment
glavanised or lead coated mild steel strips shall be adopted.
3. The thickness of metal sheathing shall not be less than 0.3mm, 0.4mm
and 0.5mm for sheathing ducts having internal diameter upto 50mm,
75mm and 90mm and above respectively. For larger diameter ducts,
thickness of sheathing shall be based on recommendations of pre-
stressing system supplier.

AMENDMENT
S. Parameters Requirement Reference

No.
C. Construction Stage
1. Curing Concrete shall be kept constantly wet for a minimum period of 14 days. IRC:112
Liquid membrane-foaming curing compounds conforming to ASTM 309
may be used in lieu of moist curing after approval. Steam curing under
atmospheric pressure is adopted to develop high early strength of concrete
and is particularly suitable for precast concrete members.
2. Storage and Handling All pre-stressing elements such as strands/wires, anchorages, ducts, couplers, MoRT&H
of Pre-stressing shall be protected from corrosion at all times. These materials should be stored in Specification
Material such a way that there is no deterioration in quality and usage in the work. These
should be protected from rain, damp ground and from ambient atmosphere if it
is likely to be aggressive by covering them properly.
3. Grouting of The purpose of grouting is to provide permanent protection to the IRC:112
Post-Tensioned post-tensioned steel against corrosion and to develop bond between the
Pre-stressing cables pre-stressing steel and the surrounding structural concrete. The grout ensures
encasement of steel in an alkaline environment for corrosion protection and
by filling the duct space it prevents water collection and freezing. For effective
protection, recommended practice stipulated in Clause 18.7 of IRC:112, in
respect of materials, properties of the grout, mixing and grouting operations
etc, shall be followed.
4 Protection of Post In order to achieve a durable post-tensioning system, matching with the IRC:112
Tensioned Tendons design service life of the structure, suitable corrosion protection of the Clause 13.7
and Anchorages post-tensioning system, is necessary. The corrosion protection system shall
take into account:
a) Temporary protection of the tendons, ducts, anchorages and all accessories
from manufacture handling storage, transport, till incorporation in the structure.
b) Semi-permanent protection of the system in situations where the tendons
and anchorages are exposed to atmosphere for an extended period of time.
c) Permanent protection of pre-stressing system applied either at the factory
or at site shall be according to stressing of the surrounding. Special care
is warranted since most parts of the tendons or other component are
generally not accessible during service life.
5 Protective Grouting a) Post tensioned tendons shall be bonded to concrete of the pre-stressed IRC:112-2011
member as well as protected from corrosion by cement grout which shall Clause 13.6
fill the ducts fully, without leaving any entrapped air or water pockets, voids
created by evaporation of excess water in the grout and bleeding.
b) Unbonded tendons placed either in ducts embedded in concrete or externally
located shall be protected from corrosion by suitable fillers. Grouting by
cement, wax, nuclear grade (low sulphur) grease are some of the options.
For materials other than cement or such long life permanent materials,
arrangements for inspection and refilling or replacement of grouting materials
shall be made. Factory made coated wires/strands embedded in polyethylene
ducts with suitable fill are acceptable. Manufacturer’s recommendations shall
be followed for the specialist materials and techniques.
D. OTHER DETAILS
1. Additional measures for concrete • Use of Water proofing membrane over bridge deck to IRC:112-2011
members prevent ingress of water. MoRT&H
• Use of surface coatings to the concrete to inhibit the ingress Specification
of chlorides or carbon dioxide.
• Use of controlled permeability formwork (CPF) liners, which
effectively reduce the water-cement ratio of cover concrete
and reduce the chloride diffusion into the concrete.
2. Railing and Crash Barrier Design and type of Railing and Crash Barrier be provided in IRC:5
accordance with IRC:5 and MoRT&H Specification. MoRT&H
Specification

AMENDMENT
Annex-III
IRC: SP: 80 – 2008
Table 6.6
SI. No. Parameter Requirement Reference
1 Specific Gravity 1.35 to 1.40 IS 345
2 Solid Contents 70 ± 3 % IS 345
ASTM G-53 / DIN EN
3 UV Resistance No Colour Change
150-105
4 IR-Spectrum Acrylic Polymer IR Spectrometer Standards
ASTM D 4541-02 /
5 Adhesion with Concrete 1.5 N / mm2
DIN 50014
200 – 225 Microns
6 Dry Film Thickness
(for Minimum 2 Coats)
7 Coverage 400 to 450 gm / m2 (in 2 Coats)
Equivalent Air Layer
8 Diffusion Resistance against CO2 DIN 53122 Part I
Thickness, SDCO2 shall be > 50 m
Equivalent Air Layer Thickness,
9 Diffusion Resistance against H2O DIN 52615
SDH2Oshall be < 4 m
Percentage reduction in flux should be
10 Water proofing charecterstics
> 50%
Min. 2 h to 72 h or as per
11 Re-coatability manufacturer’s specification with the
approval of the Engineer in Charge
Annex-IV
IRC: SP: 80 – 2008
Revised Table 6.6
SI. No. Parameter Requirement Reference

1 Specific Gravity 1.35 to 1.40 IS 345
2 Solid Contents 70 ± 3 % IS 345
No Colour Change after minimum ASTM G-53 / DIN
3 UV Resistance
400 hours exposure EN 150-105
IR Spectrometer
4 IR-Spectrum Acrylic Polymer
Standards
ASTM D 4541-02 /
5 Adhesion with Concrete > 1.5 N / mm2
DIN 50014
200 – 225 Microns
6 Dry Film Thickness
(for Minimum 2 Coats)
7 Coverage 400 to 450 gm / m2 (in 2 Coats)
8 Diffusion Resistance against CO2 DIN 53122 Part I
SDCO2 shall be > 50 m
9 Diffusion Resistance against H2O DIN 52615
SDH2O shall be < 4 m

AMENDMENT
AMENDMENT
EN 1062-3-2008 or
10* Water Permeability of Coating w< 0.1 kg/m2 . h0.5
similar
Min. 2 h to 72 h or as per
manufacturer’s specification with
11 Re-coatability
the approval of the Engineer in
Charge
12 Tensile Strength > 1.5 N / mm2 ASTM D 638
13 Elongation > 200% ASTM D 638
Pass: No Damage or Blistering after
14 Salt Spray Test ASTM B 117
atleast 400 Hours Exposure
15 Crack Bridging Capacity > 2.0 mm ASTM C1305 – 2008
Notification No.19
Amendment No.1/IRC:SP:65 /November, 2018 (Effective from 31st January, 2019)
To
IRC:SP:65-2018 “Guidelines for Design and Construction of Segmental Bridges (First Revision)”
S.N. Clause No. For Read
Page No.
1. 3.2.1 The stresses at the least compressive face The stresses at the least compressive face
(Page 3) under Rare Combination of Loads shall be under Rare Combination of Loads shall be
limited to minimum residual compression limited to minimum residual compression of
of 0.5 MPa in case of epoxy jointed precast 0.5 MPa at joint locations in case of epoxy
segments. jointed precast segments.
2. 3.2.2 The limits specified in clause 12.2.2 of The limits specified in clause 12.2.2 of
(Page 3) IRC:112 apply to all types of segmental IRC:112 apply to all types of segmental
bridges except longitudinal reinforcement bridges except in the longitudinal
of precast segmental bridges, where these reinforcement of precast segmental bridges,
stress checks have no relevance. where these stress checks have no relevance.
3. 3.3 The crack width limitations given in The crack width limitations given in clause
(Page 3 & 4) clause 12.3 of IRC:112 apply to all types 12.3 of IRC:112 apply to all types of
of segmental bridges except at joints of segmental bridges except at joints of epoxy
precast segmental structure where minimum jointed precast segmental structure where
compressive stress limitations of para 3.2.1 minimum compressive stress limitations of
above apply. The decompression limits of para 3.2.1 above apply. The decompression
Table 12.1 of IRC:112 apply to Prestressed limits of Table 12.1 of IRC:112 apply to
members with bonded tendons. Prestressed members with bonded tendons
for structures built in severe, very severe
and extreme environmental conditions.
4. 3.5.2.2 For Structure with external unbonded tendons, For Structure with external unbonded
Page (4) the shear resistance shall be calculated as per tendons, the shear resistance shall be
clause 10.3.3.4 (2) of IRC:112. calculated as per clause 10.3.3.4 (2) of
For this purpose, the equation 10.18 of IRC:112.
IRC:112 shall be modified as follows:
VNS/0.85 = VED <hredcbwvfed/ (cotѳ + tanѳ)
And equation 10.19 modified as follows:
ASW/S=VED/hredcvfed cotѳ

MoRT&H CIRCULAR

TENDER NOTICE

TENDER NOTICE

TENDER NOTICE

GUIDELINES FOR ACCREDITATION OF NEW MATERIALS AND TECHNIQUES
Highway Research Board of Indian Roads Congress operates Accreditation of New Materials and Techniques to
manufacturers/promoters covering planning, design, construction and maintenance of Highways and Bridges. The
‘Committee for Accreditation of New Materials and Techniques’ is composed of road and bridge Experts from Central
Road Research Institute (CRRI); Ministry of Road Transport & Highways (MORTH); National Highways Authority
of India (NHAI); National Rural Road Development Agency (NRRDA), Central Public Works Department (CPWD),
Border Roads Organization (BRO), Military Engineering Services (MES), State PWDs; Highways Research Station
(HRS), Chennai; Gujarat Engineering Research Institute (GERI), Vadodara, IIT Delhi, IIT Roorkee, National Highways
Builders Association (NHBF) and Consulting Engineering Association of India (CEAI).
The Committee accords accreditation to new materials or techniques after review of technical details, test details and
other information furnished about the product or technique.
The applicant has to pay an advance processing fee of ` 2,00,000/- (including GST) for each product by Demand
Draft drawn in favour of Secretary General, IRC payable at New Delhi and has to submit the following reports (one set)
relating to the new material/technique:
a. Evaluation Report
b. Physical and Chemical Composition
c. Location and availability in India and abroad
d. Projects where used in India or abroad
e. Product Specifications in line with National/International Specifications
f. Laboratory Test Reports from Central Road Research Institute (CRRI) / Government approved laboratories/
Indian Institute of Technologies (IITs)*
g. Cost Comparison under Indian Conditions
The technical representative of the manufacturer/promoter is required to make a Presentation before the above said
Committee for about 20 minutes. 30 sets of documents at Para 3 above are required on the day of meeting for circulation
amongst the members of the Committee.
The Accreditation Certificate is granted to the applicant on trial basis for a period of three years, if the Committee is
satisfied about the cost performance effectiveness of the new material/technique.
The manufacturer/promoter has to furnish first detailed performance report of the accredited product from client/user
Department to IRC within one year from the date of issue of Accreditation Certificate. Subsequent performance reports
should be furnished every six months, failing which the accreditation may get cancelled.
For renewal of already accredited materials/techniques after three years, the manufacturer/promoter will have to apply
afresh to IRC alongwith all the performance reports available till that date. A processing fee of ` 2,00,000/- (including
GST) for each product by Demand Draft drawn in favour of Secretary General, IRC payable at New Delhi has to be
submitted alongwith the application for renewal of Accreditation Certificate.
The Renewal of Accreditation Certificate is granted for a period of two years and such renewals are allowed two
times only.
* In case test reports / testing facility in Indian condition is not available, reports from Govt. departments of developed country could
be considered by the Committee and accepted.

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INDIAN HIGHWAYS PUBLISHED ON 27 JANUARY 2017
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FEBRUARY 2017
Indian Highways
SA INFRASTRUCTURE CONSULTANTS PVT. LTD
(An ISO 9001-2008 Certified Company)
SMART INNOVATIVE INFRA SOLUTIONS - WORKING TOWARDS BETTER TOMORROW
About SAICPL
SA Infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST Engineers &
Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of International Standards. The
Group forms an ambious consortium of consultancy firms with commitment to provide high quality specialized consultation
into the field of Highways, Structures and Design.
Volume : 47 Number : 1 Total Pages : 76
Sectors
Highways Bridges Waterways Railways Sewage Treatment Plant
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development consultation
that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil infrastructure development, transportation, primary &
secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects including poverty alleviation and
Institutional support.
Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection Report Some of the Major Projects
and Conditional Survey.
Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.
Traffic & Transportation and intelligent Transport System - including

preparation of Urban and Regional Transportation Plans, Land-use Transport
Modeling for Policy Testing and Traffic Predictions, Traffic Management
Plans, Road Safety Audit, Public Transport Planning and Management.
Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.
Water Resources including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.
Our Prestigious Clients
BOT/Annuity : including project identification, Detailed Survey, Feasibility
Study, Detailed Engineering and Design, Economic and Financial viability
analysis
A view of the dais during Inaugural Function of the 79th Annual Session of IRC at Nagpur
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh, INDIA
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email : info@sainfra.com
Edited and Published by Shri S.S.Nahar, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K.Puram, Kama Koti Marg, New Delhi - 110 022.
Edited
Printed by Shri and Published
S.S.Nahar on behalf by ShriIndian
of the S.K. Roads
Nirmal, Secretary
Congress General,
at M/s. Indian
I G Printers PvtRoads Congress,
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Phase-I, New https://www.irc.nic.in
Delhi - 110 020. Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd.

IH January 2019

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Delhi Postal Registration No dl-sw-17/4194/19-21

SMART INNOVATIVE INFRA SOLUTIONS - WORKING TOWARDS BETTER TOMORROW

Highways Bridges Waterways Railways Sewage Treatment Plant

Highways : Including Access Controlled Expressway and upgradation of

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

Traffic & Transportation and intelligent Transport System - including

Urban Infrastructure Development : Including preparation of Plans,

Water Resources including irrigation Flood Control, Ground water

94 2  0 # :#4 7/ *920:7,

3 1   94

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 Meet the new Executive Committee of IRC 6-10

 Announcement for IRC International Seminar 11-12

 IRC Technical Committees Meeting Schedule 34

 Advertisements 2, 13, 14, 74,75 & 76

 Social Impact Assessment in National Highway Projects : A Review 35

 Notification No. 12-19 39-68

 Tender Notice 70-72

 Guidelines for Accreditation of New Materials and Techniques 73

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

INDIAN HIGHWAYS JANUARY 2019 3

Cement Concrete Pavements

4 INDIAN HIGHWAYS JANUARY 2019

(Sanjay Kumar Nirmal)

“Be Safe in the race”

“Time is Precious but Life is More”

“Wait for Side, overtake Safely”

“Road Safety start with you”

“Road sense is the offspring of courtesy and the parent of safety”

INDIAN HIGHWAYS JANUARY 2019 5

6 INDIAN HIGHWAYS JANUARY 2019

INDIAN HIGHWAYS JANUARY 2019 7

Shri Nirmal Graduated in 1983 from Malaviya National Institute of Technology,

8 INDIAN HIGHWAYS JANUARY 2019

INDIAN HIGHWAYS JANUARY 2019 9

Shri Krishnamurthy B Kulkarni joined Karnataka Public Works Department as Assistant

10 INDIAN HIGHWAYS JANUARY 2019

Indian Roads Congress

“Construction and Rehabilitation of Rigid Pavement-Current

For Sponsorship and For Registration For Submission of

Shri Naveen Tewari Shri Naveen Tewari Ms. Shilp Sree

For more details please visit the IRC website www.irc.nic.in

INDIAN HIGHWAYS JANUARY 2019 11

12 INDIAN HIGHWAYS JANUARY 2019

INDIAN HIGHWAYS JANUARY 2019 13

14 INDIAN HIGHWAYS JANUARY 2019

Creating 1.0 million rural jobs - Maintaining rural roads

1. Introduction India, with the launch of Pradhan Mantri Gram Sadak

INDIAN HIGHWAYS JANUARY 2019 15

16 INDIAN HIGHWAYS JANUARY 2019

INDIAN HIGHWAYS JANUARY 2019 17

18 INDIAN HIGHWAYS JANUARY 2019

Fig. 2 Sustainable Road Maintenance - Strategic Elements

INDIAN HIGHWAYS JANUARY 2019 19

6. Laying and compaction of sub-base and Labour and light equipment

20 INDIAN HIGHWAYS JANUARY 2019

Community contracting is also a logical way of engaging 6. F

INDIAN HIGHWAYS JANUARY 2019 21

22 INDIAN HIGHWAYS JANUARY 2019

7. InternationalExperience-Preventive approach demands a considerable change of approach for

Photo-3 Community Contracting in Nepal

INDIAN HIGHWAYS JANUARY 2019 23

24 INDIAN HIGHWAYS JANUARY 2019

The government department can choose if it remains 8. Proposed Implementation Strategy

94 2 0# :#4 7/ *920:7,

3 1 94

# 1

7. InternationalExperience-Preventive approach demands a considerable change of approach for

The government department can choose if it remains 8. Proposed Implementation Strategy

1. ADVANTAGES AND DISADVANTAGES OF • Fuel efficient

• Crack sealing For reconstruction, the existing pavements are