TECHNICAL PAPER

NotificationS
Notification No. 20
Amendment No.1/IRC:SP:73/August, 2019 (Effective from the 30th September, 2019)
To
IRC:SP:73-2018 “Manual of Specifications & Standards for Two Laning of Highways with Paved
Shoulder” (Second Revision)
Clause No. For Read
Page No.
5.4.3 (ii) (b) b) Roughness in each lane: Not more b) Roughness in each lane:
(Page 47) than 2000 mm/km for each lane in (i) Rigid Pavement:  ≯  2000 mm/km for each lane in a km
a km length length
(ii) Flexible Pavement :  ≯  1800 mm/km for each lane in a
km length

Notification No.21
Amendment No.1/IRC:83 (Part III)/August, 2019 (Effective from 30th September, 2019)
To
IRC:83 -2018 (Part III) “Standard Specifications and Code of Practice for Road Bridgesˮ Section IX –
Bearings, Part III: POT, PIN, Metallic Guide and Plane Sliding Bearings (First Revision)
S. No Clause No. For Read
Page No.
1. 5.3.6.4.2; FRdu = D x L x (fcd /√3) FRdu = 1.33 x D x L x (fcd /√3)
(Page 41)
where,
fcd = Design value of concrete
compressive strength
Annexure-C, MRd = Reduced Bending Resistance MRd = Reduced Bending Resistance
C.1.2;
2. = (ku2 x L,eff x fy’) / γm = (ku2*(L,eff/4)*(fy’/γm))
(Page 60)

Notification No.22
Errata No. 1 to Amendment No. 1 issued vide Notification No. 18/IRC:SP:80-2008
To
IRC:SP:80-2008 “Guidelines for Corrosion, Prevention, Monitoring and Remedial Measures
for Concrete Bridge Structures”.
Table 6.6

For Read
S. No. Parameter Requirement Reference Parameter Requirement Reference
1. Specific Gravity 1.35 to 1.40 IS:354 Specific 1.4 ± 0.05 IS:354
Gravity

48 INDIAN HIGHWAYS SEPTEMBER 2019

 Notifications

Notification No. 23
Amendment No. 2/IRC:81/August, 2019 (Effective from the 30th September, 2019)
To
IRC:81-1997 “Guidelines for Strengthening of Flexible Road Pavements using Benkelman
Beam Deflection Technique” (First Revision)

S. Clause No. For Read

No & Page
No.
1. Table 4 Indicative VDF Values Indicative VDF Values
(Page 16) Initial traffic intensity Terrain Initial traffic intensity Terrain
in terms of number of Rolling/Plain Hilly in terms of number of Rolling/Plain Hilly
commercial vehicles per commercial vehicles per
day (Traffic Range) day (Traffic Range)
0-150 1.5 0.5 0-150 1.7 0.6
150-1500 3.5 1.5 150-1500 3.9 1.7
More than 1500 4.5 2.5 More than 1500 5.0 2.8

2. Clause Distribution of commercial traffic over the carriageway Lateral Distribution of commercial traffic over the
No. 5.4.2 Carriageway:
A realistic assessment of distribution of commercial
(Page 15)
traffic by direction and by lane is necessary as it Lateral distribution of commercial traffic on the
directly affects the total equivalent standard axle load carriageway is required for estimating the design traffic
applications used in the design. It is recommended (equivalent standard axle load applications) to be
that for the time being the following distribution may considered for the design of pavement. The following
be assumed for design until more reliable data on lateral distribution factors may be considered for roads
placement of commercial vehicles on the carriageway with different types of the carriageway:
lanes are available. However, if in a particular situation
(i) Single-lane roads
a better estimate of the distribution of traffic between
the carriageway lanes is available from traffic surveys, Traffic tends to be more channelized on single-lane
the same should be adopted and the design is based on roads than on two-lane roads and to allow for this
the traffic in the most heavily trafficked lane. The design concentration of wheel load repetitions, the design
will normally be applied over the whole carriageway should be based on the total number (sum) of
width: commercial vehicles in both directions.
(i) Single-lane roads (3.75 m width) (ii) Intermediate lane roads of width 5.50 m
Traffic tends to be more channelized on single lane The design traffic should be based on 75 per cent of
roads than on two lane roads and to allow for this the two-way commercial traffic.
concentration of wheel load repetitions, the design
should be based on the total number of commercial (iii) Two-lane two-way roads
vehicles per day in both directions multiplied by two. The design should be based on 50 per cent of the
(ii) Two-lane single carriageway roads total number of commercial vehicles in both the
directions.
The design should be based on 75 per cent of the total
number of commercial vehicles in both directions. (iv) Four-lane single carriageway roads

(iii) Four-lane single carriageway roads 40 per cent of the total number (sum) of commercial
vehicles in both directions should be considered for
The design should be based on 40 per cent of the total design.
number of commercial vehicles in both directions.
(v) Dual carriageway roads
(iv) Dual carriageway roads
The design of dual two-lane carriageway roads should
The design of dual two lane carriageway roads should be based on 75 per cent of the number of commercial
be based on 75 per cent of the number of commercial vehicles in each direction.
vehicles in each direction. The distribution factor shall
be reduced by 20 per cent for each additional lane. For dual three-lane carriageway and dual four-lane
carriageway, the distribution factors shall be 60 per
Ex: For dual three-lane carriageway distribution factor cent and 45 per cent respectively.
– 60 per cent

INDIAN HIGHWAYS SEPTEMBER 2019 49

 Notifications & Tender notice

The traffic in each direction may be assumed to be half

the sum in both directions when the latter only is known.
Where significant difference between the two streams
can occur, the condition in the more heavily trafficked
lane should be considered for design. However, if on a
particular situation a better estimate of the distribution
of traffic between the carriageway lanes is available
from traffic surveys, the same should be adopted and the
design is based on the traffic in the most heavily traffic
lane. The design will normally be applied over the whole
carriageway width.
3. Clause Traffic growth rate Traffic growth rate
No. 5.2
An estimate of likely growth rate can be obtained as a) For estimating the cumulative traffic expected to use
(Page 14)
follows: the pavement over the design period, it is necessary
to estimate the rate(s) at which the commercial
a) By studying the past trend in traffic growth
traffic will grow over the design period. The growth
b) Elasticity of transport demand rates may be estimated as per IRC:108. Typical data
required for estimation of the growth rates(r) are:
c) If adequate data is not available, it is recommended
that an average value of 7.5 per cent may be adopted (i) past trends of traffic growth and
for roads in rural routes.
(ii) demand elasticity of traffic with respect to macro-
economic parameters (like the gross domestic
product and state domestic product) and the demand
expected due to specific developments and land use
changes likely to take place during the design life
period.
b) Traffic growth rates shall be established for each
category of commercial vehicles. In the absence
of data for estimation of the annual growth rate of
commercial vehicles or when the estimated growth
rate is less than 5 per cent, a minimum annual growth
rate of 5 per cent should be used for commercial
vehicles for estimating the design traffic.

Invitation of bids for disposal of ROMDAS Equipemnt

Sealed online bids are invited by Joint Secretary, PRBDB, SCF 61-62, Phase-2, Mohali
for disposal of Road Measurement and Data Acquisition System (ROMDAS), a class-I
laser road profilometer on "As-is where- is" basis. The details of the equipment alongwith
other information pertaining to invitation of bids can be seen at www.eproc.punjab.gov.in,
www.prbdb.gov.in. The on-line bids will be received on the portal from 19th Aug, 2019 to
23rd Sept, 2019 (3.00 PM).

Addenda/Corrigenda, if any, will be published only on the websites.

(Muksesh Kumar Goel)

Joint Secretary
PRbDB

50 INDIAN HIGHWAYS SEPTEMBER 2019