Notification No.

24
32

Amendment No.5/IRC:6/August, 2019 (Effective from 31st October, 2019)

To
IRC:6-2017 “Standard Specifications and Code of Practice for Road Bridges,
INDIAN HIGHWAYS

Section-II Loads and Load Combinations” (Seventh Revision)

S. Clause No For Read
No Page No
1 204.4 Add a sentence after the first sentence “For bridges, Flyovers/grade Add following sentence after the first sentence “For bridges,
separators close ……shall be considered.” Flyovers/grade separators close …shall be considered.” :
(Page 20)
“Congestion factor shall not be applicable in load combination with
SV loading.”
2 204.5.4 During the passage of SV loading, no other vehicle shall be During the passage of SV loading, no other live load (including
OCTOBER 2019

considered to ply on the same carriageway. No wind, seismic,
(Refer amendments
temperature gradient, braking force and dynamic impact on the live
published in Indian
load need to be considered as the SV shall move at a speed not
footway live load) shall be considered to ply on the same carriageway.
Effect of wind, seismic, temperature gradient need not be considered
for load combinations with SV loading. In addition, tractive force

Notifications
Highways – January
exceeding 5 kmph over the bridge. For the load combination with / braking force and dynamic impact on live load need not be
2018 issue)
special vehicle, the partial safety factor on SV load for verification considered on the carriageway carrying SV loading. For the load
of equilibrium and structural strength under Ultimate Limit State combination with special vehicle, the partial safety factor on SV load
(Basic Combination) and for verification of Serviceability Limit for verification of equilibrium (as per Table B.1), structural strength
State (Rare Combination) shall be taken as 1.15 and 1.0 respectively. (as per Table B.2) and strength of foundation (as per combination 1
For other accompanying loads, partial safety factors shall be taken of Table B.4) under Ultimate Limit State (Basic Combination) shall
from Annex-B. be taken as 1.15. For verification under Serviceability Limit State
and for other accompanying loads, including the live load surcharge
loading, Table B.3 shall be followed with partial safety factors on
SV load  taken as 1.0 under Rare Combination (For stress check)
and 0.75 under Frequent Combination (For deflection and crack
width checks as applicable).  Fatigue check is not required under
Load Combination with SV loading. 
Note : The movement of Special Vehicle shall be regulated /
monitored to ensure that it moves at a speed less than 5 Kmph and Note : The movement of Special Vehicle shall be regulated /
also does not ply on the bridge on a high wind condition monitored to ensure that it moves at a speed less than 5 Kmph and
also does not ply on the bridge on a high wind condition
3 Sr. No. 4 of FIG. 6B Add a sentence in 2nd column under “No. of Lanes and Carriageway Add following at the end in next para :
(Refer amendments configurations” (Load combinations & partial safety factors as given in clause
published in Indian 204.5.4 shall apply for superstructure carrying SV loading and for
Highways – January 2018 substructure and foundation)
issue)

4 Sr. No. 5 of FIG. 6B Add a sentence in 2nd column under “No. of Lanes and Carriageway Add following at the end in next para :
(Refer amendments configurations” (Load combinations & partial safety factors as given in clause
published in Indian
Highways – January 2018
204.5.4 shall apply for the entire structure)
issue)
 5. 206.6 Crash barriers are designed to withstand the impact of vehicles of
certain weights at certain angle while travelling at the specified
Crash Barriers
speed as given in Table 9. They are expected to guide the vehicle
(Page 26-28) back on the road while keeping the level of damage to vehicle as
well as to the barriers within acceptable limits.
Table 9: Application for design of Crash Barrier
Crash barriers are designed to withstand the impact of vehicles of
certain weights at certain angle while travelling at the specified
speed as given in Table 9. They are expected to guide the vehicle
back on the road while keeping the level of damage to vehicle as
well as to the barriers within acceptable limits.
Table 9: Application for design of Crash Barrier

Category Application Containment for Category Application Containment for

P-1: Normal Bridges carrying expressway, 15 kN vehicle at 110 km/h, P-1: Normal Bridges carrying 15 kN vehicle at
Containment or equivalent and 20o angle of impact Containment Expressway, National & 110 km/h and
(Cast-in-situ or State Highway or Road of 20o angle of impact
P-2: Low All other bridges except 15 kN vehicle at 80 km/h Precast as per equivalent standard except
Containment bridge over railways and 20o angle of impact Fig. 1,2 & 5 of over railways and high-risk
IRC:5-2015) locations
P-3: High At hazardous and high risk 300 kN vehicle at 60 km/h
Containment locations, over busy railway and 20o angle of impact
P-2: High At hazardous and high-risk 300 kN vehicle at
lines, complex interchanges, etc. Containment locations ie, over busy 60 km/h and
(Cast-in-situ railway lines, stretches 20o angle of impact

Notifications
The barriers can be of rigid type, using cast-in-situ/precast as per Fig. 3 of on curves having radius
reinforced concrete panels, or of flexible type, constructed using IRC:5-2015) less than 100 meters and
metallic cold-rolled and/or hot-rolled sections. The metallic type, complex interchanges, etc
called semi-rigid type, suffers large dynamic deflection of the order The crash barriers can be of rigid type, using cast-in-situ/precast
of 0.9 to 1.2 m due to impact, whereas the ‘rigid’ concrete type reinforced concrete panels, or of flexible type, constructed using
suffers comparatively negligible deflection. The efficacy of the metallic cold-rolled and/or hot-rolled sections. The metallic type,
two types of barriers is established on the basis of full-size tests called semi-rigid type, suffers large dynamic deflection of the order
carried out by the laboratories specializing in such testing. Due to of 0.9 to 1.2 m due to impact, whereas the ‘rigid’ concrete type
the complexities of the structural action, the value of impact force suffers comparatively negligible deflection. The efficacy of the two
cannot be quantified.
INDIAN HIGHWAYS

types of barriers is established on the basis of full-size tests carried

Table 10: Minimum Design Resistance out by the laboratories specializing in such testing. A certificate from
such laboratory can be the only basis of acceptance of the semi-rigid
Types of Crash Barrier type, in which case all the design details and construction details
S. P-1 P-2 P-3 tested by the laboratory are to be followed without modifications
Requirement In-situ/ In-situ/ In-situ
No and without changing relative strengths and positions of any of the
Precast Precast connections and elements.
1) Shape Shape on traffic side to be as per IRC:5,
or New Jersey (NJ) Type of ‘F’ Shape
designated thus by AASHTO For the rigid type of barrier, the same method is acceptable. However,
2) Minimum grade of M40 M40 M40 in absence of testing/test certificate, the barrier shall be designed to
resist loading appropriate to the designated level of containment
OCTOBER 2019

concrete
3) Minimum thickness of R 175 175 250 mm
using the equivalent static nominal loadings from Table 10.
C wall (at top) mm mm
4) Minimum moment of 15 7.5 100 kNm/m for
resistance at base of the kNm/m kNm/m end section and
wall [see note (i)] for 75 kNm/m for
bending in vertical plane intermediate
section [see note
33

(iii)]
34

Types of Crash Barrier Table 10: Equivalent static nominal loads in situ and precast
S. P-1 P-2 P-3 concrete barriers applicable to panel lengths (L) 2.0 m to 3.5 m
Requirement In-situ/ In-situ/ In-situ
No
Precast Precast Barrier Containment Panel nominal Panel nominal shear
INDIAN HIGHWAYS

Level bending moment* (kN/panel)**

5) Minimum moment of 7.5 3.75 40 kNm/m
resistance for bending kNm/m kNm/m Normal Containment 100 kN over 1.0m 80L
in horizontal plane with without shear transfer
reinforcement adjacent to between panels
outer face [see note (ii)] High Containment (210+40 L) kN/panel (110+50H)L
6. Minimum moment of 22.5 11.25 Not applicable without shear transfer
resistance of anchorage at the kNm/m kNm/m between panels
base of a precast reinforced
concrete panel Notes :
i) Panel Length (L) for cast-in-situ and precast barrier shall be 2.0 m
7) Minimum transverse shear 44 22.5 Not applicable
OCTOBER 2019

minimum.
resistance at vertical joints kN/m kN/m
between precast panels, or at of joint of joint ii) Panel Length (L) for cast-in-situ barrier shall not exceed 3.5 m.
vertical joints made between iii) H=Vertical distance in meters from top of barrier to the horizontal

lengths of in-situ crash barrier.
8) Minimum 900 mm 900 mm 1550 mm
Notes :
i) The base of wall refers to horizontal sections of the parapet within 300
mm above the adjoining paved surface level. The minimum moments of
resistance shall reduce linearly from the base of wall value to zero at top
of the parapet.
ii) In addition to the main reinforcement, in items 4 & 5 above, distribution
steel equal to 50 percent of the main reinforcement shall be provided in
the respective faces.
iii) For design purpose the crash barrier Type P-3 shall be divided into end
sections extending a distance not greater than 3.0 m from ends of the
crash barrier and intermediate sections extending along remainder of the
crash barrier.
iv) If concrete barrier is used as a median divider, the steel is required to be
placed on both sides.
v) In case of P-3 In-situ type, a minimum horizontal transverse shear
resistance of 135 kN/m shall be provided.
Notifications
section where shear force is considered.
iv) Gaps between panels shall be 20 mm. Gaps shall be covered or sealed
and filled with a durable soft joint filler.
v) *The bending moment to be resisted produced by applying
transversely a horizontal continuous, uniformly distributed nominal
load to the top of panel.
vi) **The nominal shear force to be resisted by any transverse section of
a panel.
vii) In addition to the main reinforcement on traffic face, secondary
reinforcement of area not less than 50 percent of the main
reinforcement shall be provided. The area of reinforcement on outer
face, both vertical and horizontal, shall not be less than 50% of that
in the traffic face. Spacing of reinforcement bars on any face shall not
exceed 200 mm.
viii) If concrete barrier is used as a median divider, the reinforcement is
required to be placed on both sides.
ix) For in-situ panels, the joint between panels shall extend from the top of the
panel down to not more than 25mm above the level of paved surface.
x) Specialist literature may be referred for design of attachment systems
and anchorages and their loading for precast concrete parapet panels.
xi) Equivalent static loading as given in Table-10 are also applicable to crash
barrier supported on friction slabs and friction slab too can be designed
for same static loading.

6. Annex B 6. Seismic Combination 6. Seismic Combination

Sr No. 6 For checking the equilibrium of the structure, the partial safety factor for loads
shown in Column No. 6 or 7 under Table B.1 and for checking the structural
(Page 90) strength, the partial safety factor for loads shown in Column No. 4 under Table
B.2 shall be adopted.
For checking the equilibrium of the structure, the partial safety factor for loads
shown in Column No. 6 or 7 under Table B.1 and for checking the structural
strength, the partial safety factors for loads shown for seismic combination
under column 4 of Table B.2 and B.4 are applicable only for design basis
earthquake (DBE) .
 B.1 Partial Safety Factors for verification of Equilibrium
For Read
Loads Basic Combination Accidental Combination Seismic Combination Loads Basic Combination Accidental Combination Seismic Combination
Overturning Restoring Overturning Restoring Overturning Restoring Overturning Restoring Overturning Restoring Overturning Restoring
or Sliding or or Resisting or Sliding or or Resisting or Sliding or or Resisting or Sliding or or Resisting or Sliding or or Resisting or Sliding or or
uplift Effect Effect uplift Effect Effect uplift Effect Effect uplift Effect Effect uplift Effect Effect uplift Effect Resisting
Effect
(1) (2) (3) (4) (5) (6) (7) (1) (2) (3) (4) (5) (6) (7)
5.2 5.2
Construction Construction
dead loads Dead Loads
(such as wt. (such as weight
of launching 1.05 0.95 - - - - of launching 1.1 0.90 1.10 0.90 1.1 0.9
girder, truss girder, truss
or cantilever or cantilever
construction construction
equipment) equipment

Notifications
Table B.2 Partial Safety Factor for Verification of Structural Strength
For Read
Loads Ultimate Limit State Loads Ultimate Limit State
Basic Combination Accidental Seismic Basic Combination Accidental Seismic
Combination Combination Combination Combination
(1) (2) (3) (4) (1) (2) (3) (4)

1.4 Back fill weight 1.4 Back fill weight

INDIAN HIGHWAYS

(a) When causing adverse effect 1.35 1.0 1.0

(b) When causing relieving
1.0 1.0 1.0
effect
2.2 Wind load
2.2 Wind load during
construction during
construction and service
service

Table B.3 Partial Safety Factor for Verification of Serviceability Limit State
For Read
OCTOBER 2019

Loads Rare Combination Frequent Quasi-permanent Loads Rare Frequent Quasi-permanent

Combination Combination Combination Combination Combination
(1) (2) (3) (4) (1) (2) (3) (4)
1.1 Dead load, 1.1 Dead load, snow
snow load if load if present, SIDL
1.0 1.0 1.0 1.0 1.0 1.0
present, SIDL except surfacing,
except surfacing and back fill Weight
35
 Table B.4 Partial Safety Factor for checking of base Pressure and Design of Foundations
36

For Read
Loads Combination Combination Seismic Accidental Loads Combination Combination Seismic Accidental
INDIAN HIGHWAYS

(1) (2) Combination Combination (1) (2) Combination Combination

(1) (2) (3) (4) (5) (1) (2) (3) (4) (5)
1.1 Dead load, 1.1 D
 ead load, Snow Load (if
Snow Load (if 1.35 1.0 1.35 1.0 present) SIDL except surfacing
present) SIDL and Back Fill Weight
except surfacing (a) When causing adverse effects 1.35 1.0 1.35 1.0
and Back Fill
(b) When causing Relieving effects 1.0 1.0 1.0 1.0
Weight
1.2 SIDL Surfacing 1.75 1.0 1.75 1.0 1.2 Surfacing
(a) When causing adverse effect 1.75 1.0 1.75 1.0
(b) When causing relieving effect 1.0 1.0 1.0 1.0
OCTOBER 2019

2.1
Add new 1.35 1.0 1.35 1.0
c) Construction live load

Notifications
4.0 Construction
Dead Loads
(weight. of
launching girder, 1.35 1.0 1.0 1.0 4.0 Construction Dead Load 1.35 1.0 1.35 1.0
truss or cantilever
construction
equipment)
5.1 Water Current 1.0 or 0 1.0 or 0 1.0 or 0 5.1 Water Current 1.0 or 0 1.0 or 0 1.0 or 0 1.0 or 0
5.2 Wave Pressure 1.0 or 0 1.0 or 0 1.0 or 0 5.2 Wave Pressure 1.0 or 0 1.0 or 0 1.0 or 0 1.0 or 0
6 Buoyancy 6 Buoyancy
a) For Base
1.0 1.0 1.0 a) For Base Pressure 1.0 1.0 1.0 1.0
Pressure
b) For Structural
0.15 0.15 0.15 b) For Structural Design 0.15 0.15 0.15 0.15
Design

S.NO Clause No For Read

7 216 216 DEFORMATION EFFECTS (for Steel Bridges only)
(page 60) 216.1 A deformation effects is defined as the bending stress in any member of an open web-girder caused
by the vertical deflection of the girder combined with the rigidity of the joints.
216.2 All steel bridges shall be designed, manufactured and erected in a manner such that the deformation Delete
effects are reduced to a minimum. In the absence of calculation, deformation stresses shall be assumed
to be not less than 16 percent of the dead and live loads stresses.
216.3 In prestressed girders of steel, deformation effects may be ignored.
 Notification No. 25
Amendment No.2/IRC:SP:114/August, 2019 (Effective from 31st October, 2019)
To
IRC:SP:114-2018 “Guidelines for Seismic Design of Road Bridges”
S. Clause No. & For Read
No Page No.
1 Table 4.1 Table 4.1 Response Reduction Factors (R) 'R' WITH
BRIDGE COMPONENT DUCTILE
(Page 26) BRIDGE COMPONENT 'R' WITH 'R'
DETAILING
DUCTILE WITHOUT
DETAILING DUCTILE Substructure  
DETAILING
(for Bridges in (i) Masonry / PCC Piers, Abutments 1.0
Zone II only)
(ii) RCC Wall piers and abutments transverse direction
Substructure     1.0
(where plastic hinge cannot develop)
(i) Masonry / PCC Piers, Abutments 1.0 1.0

Notifications
(iii) R
 CC Wall piers and abutments in longitudinal
(ii) RCC Wall piers and abutments 1.0 1.0 3.0
direction (where hinges can develop)
transverse direction (where plastic
hinge cannot develop) (iv) RCC Single Column 3.0
(iii) R
 CC Wall piers and abutments in 3.0 2.5 (v) RCC/PSC Frame ( Refer Note VII) 3.0
longitudinal direction (where hinges
can develop) (vi) Steel Framed 3.0
(iv) RCC Single Column 3.0 2.5 (vii) Steel Cantilever Pier 1.5
(v) RCC/PSC Frame ( Refer Note VI) 3.0 2.5
Bearings and Connections (see note(VI) also) 1.0
(vi) Steel Framed 3.0 2.5
INDIAN HIGHWAYS

Stoppers (Reaction Blocks)

(vii) Steel Cantilever Pier 1.5 1.0
Those restraining dislodgement or drifting away of 1.0
Bearings and Connections (see note(V) also) 1.0 1.0 bridge elements.
Stoppers (Reaction Blocks) 1.0 1.0
Those restraining dislodgement or drifting
away of bridge elements.
2 Notes below Notes: Notes :
Table 4.1 i. Bracing and bracing connection primarily carrying horizontal i) Bracing and bracing connection primarily carrying horizontal
(Page 26 & 27) seismic force for steel and steel composite superstructure, R seismic force for steel and steel composite superstructure, R
factor shall be taken as 3 where ductile detailing is adopted. factor shall be taken as 3 where ductile detailing is adopted.
OCTOBER 2019

ii. Response reduction factor is not to be applied for calculation of ii) Response reduction factor is not to be applied for calculation of
displacements of elements of bridge as a whole. displacements of elements of bridge as a whole.
iii) When elastomeric bearings are used to transmit horizontal
iii. When elastomeric bearings are used to transmit horizontal
seismic forces, the response reduction factor (R) shall be taken
seismic forces, the response reduction factor (R) shall be taken
as 1.0 for all substructure.
as 1.0 for all substructure. In case substructure and foundation
will remain in elastic state, no ductile detailing is required.
37
 S. Clause No. & For
38
No Page No.
iv. Ductile detailing is mandatory for piers of bridges located in
seismic zones III, IV and V where plastic hinges are likely to form
INDIAN HIGHWAYS
and when adopted for bridges in seismic zone II, for which “R
value with ductile detailing” as given in Table 4.1 shall be used.
v. Bearings and connections shall be designed to resist the lesser
of the following forces, i.e., (a) design seismic forces obtained
by using the response reduction factors given in Table 4.1 and
(b) forces developed due to over strength moment when hinge
is formed in the substructure. For calculation of overstrength
moments, (Mo) shall be considered as Mo=γ0 MRd γ0 =
Overstrength factor & MRD is plastic moment of section, for
detail refer Chapter 7 . Over-strength factors for Concrete
members: γ0= 1.35 & for Steel members: γ0 = 1.25
OCTOBER 2019
vi. The shear force for over strength moments in case of cantilever
piers shall be calculated as MRD/h, “h” is height shown in Fig
7.1 in Chapter 7. In case of portal type pier capacity of all
possible hinges need to be considered.
vii Capacity Design should be carried out where plastic hinges are
likely to form.
3 Title of Clause 4.7 Seismic Effects on Earth Pressure & Dynamic Component
4.7 For seismic effects on earth pressure and dynamic component the clause
(Page 30) 214.1.2 of IRC-6-2017 shall be referred.
The modified earth pressure forces described in above clause need not
be considered on the portion of the structure below scour level.
For embedded portion of foundation at depths exceeding 30 m below
scour level, the seismic force due to foundation mass may be computed
using design seismic coefficient equal to 0.5Ah. For portion of foundation
between the scour level and up to 30 m depth, the seismic force due
to that portion of foundation mass may be computed using seismic
coefficient obtained by linearly interpolating between Ah at scour level
and 0.5Ah at a depth 30 m below scour level.
Read
iv) In case substructure & foundations are designed with R=1, no
ductile detailing is required.
v) Where plastic hinges are likely to be formed in any seismic zone
(including zone II), ductile detailing is mandatory at locations
of plastic hinges.
vi) Bearings and connections shall be designed to resist the lesser of the
following forces, i.e., (a) design seismic forces obtained by using
the response reduction factors given in Table 4.1 and (b) forces
developed due to over strength moment when hinge is formed in
the substructure. For calculation of overstrength moments, (Mo)
shall be considered as Mo=γ0 MRd γ0 = Over-strength factor
& MRD is plastic moment of section, for detail refer Chapter 7 .
Over-strength factors for Concrete members: γ0= 1.35 & for Steel
members: γ0 = 1.25
vii) The shear force for over strength moments in case of cantilever
Notifications
piers shall be calculated as Mo/h, “h” is height shown in
Fig. 7.1 in Chapter 7. In case of portal type pier capacity of all
possible hinges need to be considered.
viii) Capacity Design should be carried out where plastic hinges are
likely to form.
ix) The R factor for ductile behavior specified in Table 4.1 may
be used only if the location of relevant plastic hinges are
accessible for inspection and repair. Otherwise, under situation
of inaccessibility of plastic hinges the Factor R given in Table
4.1 shall be multiplied by 0.6; however, R value less than 1.0
need not be used.
4.7 Lateral Earth Pressure under Seismic Condition & Seismic in
Embedded portion of Structure
4.7.1 Lateral Earth Pressure under Seismic Condition
For seismic effects on earth pressure, the clause 214.1.2 of IRC-6-2017
shall be referred.
The modified earth pressure forces described in above clause need not
be considered on the portion of the structure below scour level.
4.7.2 Seismic in Embedded portion of Structure
For embedded portion of foundation at depths exceeding 30 m below
scour level, the seismic force due to foundation mass may be computed
using design seismic coefficient equal to 0.5Ah. For portion of foundation
between the scour level and up to 30 m depth, the seismic force due
to that portion of foundation mass may be computed using seismic
coefficient obtained by linearly interpolating between Ah at scour level
and 0.5Ah at a depth 30 m below scour level.
 S. Clause No. & For
No Page No.
4 Fig 5.1 (a) & (b) Natural period T,5
(Page 35)
5 5.3 In bridges where pier height are high…….
(Page 38)
6 6.3.1 Sr. V, v. The capacity protected regions of substructure/foundation can be
(Page 41) designed elastically without ductility provisions.
7 6.3.2, Force demands for essentially elastic components adjacent to ductile
(Page 42) components should be determined by capacity-design principle, that is,
joint-force equilibrium conditions; considering plastic hinge capacity
at hinge location multiplied by over strength factor. The over strength
factors should not be used where plastic hinges are not likely to be
formed. Force demands calculated from linear elastic analysis should
not be used in capacity protected regions
8 6.4.3 (v) v. Wherever the elastomeric bearings are used, these bearing shall
(Page 43) accommodate imposed deformations and normally resist only non-
seismic actions. The resistance to seismic action is provided by structural
connections of the deck to piers or abutments through suitable means.
In case, in-plane horizontal seismic forces are to be transmitted using these
elastomeric bearings, they shall be checked using minimum dynamic
frictional value and minimum vertical loads, including combined effect
of vertical and horizontal components of earthquake. In such cases
suitable devices for preventing dislodgement of superstructure shall be
provided.
INDIAN HIGHWAYS
Where high damping elastomeric bearings are used to resist seismic
action, these may be designed to act as seismic isolation bearing for
which Chapter-8 shall be referred.
9 6.4.4 6.4.4 Foundation
(Page 43) i. Force demands on foundations should be based on capacity design i. Force demands on foundations should be based on capacity
principle that is, plastic capacity of bases of columns/piers multiplied
with an appropriate over strength factor. Foundation elements
should be designed to remain essentially elastic. Pile foundations
may experience limited inelastic deformations; in such cases these
should be designed and detailed for ductile behavior
OCTOBER 2019
10 7.3 (e) The final step in the design is to determine the forces in the members
( Page 47) adjacent to plastic hinge which are to remain elastic, by capacity design
procedure explained in the following section. This includes sections of
pier outside the plastic hinge and the foundations
39
Read
Natural period T, secs
In bridges where pier heights are high……
v. The capacity protected regions of substructure may be designed
without ductility provisions.
Force demands for essentially elastic components adjacent to plastic
hinges should be determined by capacity-design principle, that is, joint-
force equilibrium conditions; considering plastic hinge capacity at hinge
location multiplied by over strength factor in-principal direction of
earthquake. The over strength factors should not be used where plastic
hinges are not likely to be formed. Force demands calculated from linear
elastic analysis should not be used in capacity protected regions
v. In case, in-plane horizontal seismic forces are to be transmitted using
Notifications
elastomeric bearings, they shall be checked using minimum dynamic
frictional value and minimum vertical loads, including combined effect
of vertical and horizontal components of earthquake. In such cases
suitable devices for preventing dislodgement of superstructure shall be
provided.
Where high damping elastomeric bearings are used to resist seismic
action, these may be designed to act as seismic isolation bearing for
which Chapter-10 shall be referred.
6.4.4 Foundation
design principle that is, plastic capacity of bases of columns/
piers multiplied with an appropriate over strength factor. Pile
foundations may experience limited inelastic deformations; in
such cases these should be designed and detailed for ductile
behavior
The final step in the design is to determine the forces in the members
adjacent to plastic hinge which are to remain elastic, by capacity design
procedure explained in the following section. This includes sections of
pier outside the plastic hinge and the foundations. For this purpose, the
combination of component of motion as given clause 4.2.2 for capacity
design effects is not applicable
 S. Clause No. & For Read
40

No Page No.
11 Fig 7.2
(Page 56)
INDIAN HIGHWAYS
OCTOBER 2019

Notifications
12. 8.3.2 Cl. 8.3.2 Force Transfer mechanism from bearing to abutment Cl. 8.3.2 Force Transfer mechanism from bearing to abutment
(Page 58) and pier and pier
The transfer of force through connection between substructure and The transfer of force through connection between substructure and
superstructure is an important aspect in design of substructure. superstructure is an important aspect in design of substructure.
The connections between supporting and supported members The connections between supporting and supported members
shall be designed in order to ensure structural integrity and shall be designed in order to ensure structural integrity and
avoid unseating under extreme seismic displacements. The piers avoid unseating under extreme seismic displacements. The piers
shall be designed to withstand shear forces corresponding to shall be designed to withstand shear forces corresponding to
the pier’s plastic hinge capacity. The maximum induced shear the pier’s plastic hinge capacity. The maximum induced shear
 S. Clause No. & For Read
No Page No.
in the piers shall be limited to the plastic hinge moment (or moments) in the piers shall be limited to the plastic hinge moment (or moments)
divided by the height of pier as ascertained in Chapters 4 and 7. divided by the height of pier as ascertained in Chapters 4 and 7.
For Seismic Zone IV and V, use of elastomeric bearings for resisting For use of elastomeric bearing in seismic zone IV&V reference shall be
horizontal seismic actions by shear deformation, shall not be permitted. made to clause 3.4.2
In such cases PoT, POT Cum PTFE and Spherical Bearings shall be
In seismic design, the fixed bearing shall be checked for full seismic force
adopted over elastomeric bearings for resisting seismic loads.
along with braking / tractive force, ignoring the relief due to frictional
In seismic design, the fixed bearing shall be checked for full seismic force
forces in other free bearings. The structure under the fixed bearing shall
along with braking / tractive force, ignoring the relief due to frictional
be designed to withstand the full seismic and design braking / tractive
forces in other free bearings. The structure under the fixed bearing shall be
force.
designed to withstand the full seismic and design braking / tractive force.
13 Table 5.3 Table 5.3 Method of Analysis of Various Type of Bridges Replace existing Table 5.3 with new table as given below:
(Page 40)
Table 5.3 :- Method of Analysis on various Type of Bridges
Span Length/ Pier Height Method of analysis in Seismic Zone
Type of Bridge Remarks

Notifications
Condition II & III IV & V
Simply Supported individual span 0 to 60m Up to 30m ESAM/ERSM ESAM/ERSM
Above 30 m ERSM ERSM
Simply Supported individual span 60 to 150m Up to 30m ESAM/ERSM ERSM
Above 30 m ERSM ERSM
Right Individual Span > 150m Up to 30m ESAM ERSM
Bridge or Above 30 m ERSM ERSM
Skew Up to <150m between All heights ERSM ERSM
30 ◦ or Continuous/Integral Bridges/Extradosed exp. joints.
curved
INDIAN HIGHWAYS

bridges >150m between All heights ERSM ERSM* Spatial Variation of ground motion
span exp. joints to be considered
having Bridges Located on Geological discontinuity All Spans All heights ERSM* ERSM* Refer Note 3
radius more
Major Bridges in "Near field or Bridges on
than 100m
soils consisting of marine clay or loose sand
All Spans All heights ERSM* ERSM# #site Specific Spectrum preferable
( eg where soil up to 30m depth has an avg
SPT value≤10)
Filled up Arch - ESAM/ERSM ESAM/ERSM
Arch Bridges -
All other Arch ERSM ERSM
Difference in Pier Heights/Stiffness Large All heights ERSM ERSM Refer Note 4
Curved in Plan < 100 m radius All heights ERSM ERSM*
OCTOBER 2019

Bridge
With Skew Angle >30 ◦ All heights ERSM ERSM*
Cable Stay, Suspension spans Main Span #site Specific Spectrum for zone IV
All heights ERSM* ERSM#
<600m & V preferable
Evaluation of liquefaction potential
Bridges founded on site with sand or poorly graded sand with
All heights ERSM ERSM shall be carried out as given in
little or no fines or in liquefiable soil in all seismic zones
Appendix A5
Bridges with shock transmission units (STU), Seismic #site Specific Spectrum preferable
All heights ERSM# ERSM#
isolation devices or Seismic dampers etc
41
42
S. Clause No. /
For Read
NO Page No.
14 9.2.3 9.2.3 Load and Load Combinations 9.2.3 Load and Load Combinations
(Page 79-80) 1. Earthquake loads and response reduction factor shall be as 1. Earthquake loads and response reduction factor shall be as per these
INDIAN HIGHWAYS

per these guidelines. guidelines.

2. In the limit state design of frames resisting earthquake loads, in 2. In the limit state design of frames resisting earthquake loads, in addition
addition to the load combinations given in Table B.1 to B.4 of to the load combinations given in Table B.1 to B.4 of Annexure-B of
Annexure-B of IRC 6, the following load combination shall also IRC:6, the following load combination shall also be considered as
be considered as required in 9.2.5.1, 9.2.6.2 and 9.2.7.3: required in 9.2.5.1, 9.2.6.2 and 9.2.7.3:
a) 1.2 Dead Load (DL) + 0.5 Live Load (LL) ±2.5 a) 1.35 Dead Load (DL) + 1.75 Surfacing+ 0.2 Live Load (LL) + 2.5
Earthquake Load (EL); and Earthquake Load (EL); and
b) 0.9 Dead Load (DL) & 2.5 Earthquake Load(EL). b) 1.0 Dead Load (DL)+ 1.0 Surfacing + 2.5 Earthquake Load(EL).
15 9.2.4 (iii) iii. Bolted joints shall be designed not to share load in iii. Bolts used in connections shall not be considered as sharing the load in
Page 80) combination with welds on the same faying surface. combination with welds on same faying surface. However, connections that are
welded to one member and bolted to the other member are permitted.
OCTOBER 2019

16 9.2.5.1, 9.2.5.1 Member Strength in Compression 9.2.5.1 Member Strength in Compression

(Page 80) When ratio of required compressive strength of the member, Pr When ratio Pd (i.e., Pr / Pd) is greater than 0.4, the required compressive strength

to design axial compressive strength (without elastic buckling) of member shall be taken as greater of (a) & (b) below:
Pd (i.e., Pr / Pd ) is greater than 0.4, the required axial compressive
strength of member in the absence of applied moment shall also
be determined from the load combination given in 9.2.3. The
required strength so determined need not exceed the maximum
load transferred to the member considering 1.25 times over
strength of the connecting beam or bracing element.
Where Pd is design axial compressive strength without elastic buckling
17 9.2.7.1 9.2.7.1 Moment resisting frames shall be designed so that plastic
(Page 85) hinges form in the beams or in the connections of the beams to
the columns, but not in the columns. Depending on the detailing, a
moment resisting frame can be classified as either an ordinary moment
frame (OMF) or a special moment frame (SMF). Moment resisting
frames are usually provided in the steel piers, end diaphragms of
girder bridges and end portals (for wind) of through open web girder
bridges. A higher value of R is assigned to the SMF but more stringent
ductility detailing requirements need to be satisfied so as to achieve
the required plastic joint rotation θp (see Fig. 9.6)
18 9.2.7.2 iii) The rigid and semi-rigid connections should be designed to
(iii), below withstand a shear resulting from the load combination 1.2 DL +
second para- 0.5 LL plus the shear corresponding to the design moment defined
(Page 86) above in (i) and (ii) respectively.
19 9.2.7.3 The connection shall be designed to withstand a shear resulting
third para from the load combination
(Page 87) 1.2DL + 0.5LL plus the shear resulting from the application of
1.2MP in the same direction, at each end of the beam (causing
double curvature bending). The shear strength need not exceed the
required value corresponding to the load combination in 9.2.3
Notifications
a) Factored compressive load. Pr as per Table B.2 of IRC:6
b) Minimum of (i) & (ii) below
i) Strength required using load combination given in clause 9.2.3.
ii) Direct factored load on column + maximum load transferred to column
by connected beams and/or bracings considered over strength (1.25 times
nominal strength ) of such beam/bracing.
9.2.7.1 Moment resisting frames shall be designed so that plastic hinges form at the
base of column or in the beams not supporting the superstructure or in their connection
to column. Plastic hinge should not form in the beam directly supporting superstructure
or at other location in the column. Depending on the detailing, a moment resisting
frame can be classified as either an ordinary moment frame (OMF) or a special
moment frame (SMF). Moment resisting frames are usually provided in the steel
piers, end diaphragms of girder bridges and end portals (for wind) of through open
web girder bridges. A higher value of R is assigned to the SMF but more stringent
ductility detailing requirements need to be satisfied so as to achieve the required
plastic joint rotation θp (see Fig. 9.6).
iii) The rigid and semi-rigid connections should be designed to withstand a
shear resulting from the load combination 1.35 DL + 1.75 Surfacing + 0.2 LL
plus the shear corresponding to the design moment defined above in (i) and (ii)
respectively.
The connection shall be designed to withstand a shear resulting from the load
combination
1.35 DL + 1.75 Surfacing + 0.2LL plus the shear resulting from the application of
1.2MP in the same direction, at each end of the beam (causing double curvature
bending). The shear strength need not exceed the required value corresponding to
the load combination in 9.2.3.
 S.NO Clause No.
For
/ Page No.
20 Chapter 10,
Title, SEISMIC ISOLATION DEVICE
( Page 89)
This chapter deals with the design of bridges incorporating Seismic
Insolation Devices. Some of the currently known seismic
isolation devices are:
i) Hydraulic Viscous Damper
ii) Elastomeric Bearing Damper (Low Damping Elastomer)
iii) High Damping Elastomeric Bearing Damper
iv) Lead-Rubber Bearing Damper
v) Friction Damper
Provision of isolation devices is optional and it may be decided
by the designer on a case to case basis. Various types of isolation
devices have different mechanism of seismic force reduction.
Seismic Isolation devices covered in this chapter are permitted to
be used for comparatively rigid structures where fundamental time
period ‘T’ of the structure without incorporation of seismic isolation
devices is less or equal to 1.0 sec. In the case of Type III soft soil,
seismic isolation devices shall be avoided.
Reduction of response is achieved through either of the following
phenomena:
i) By lengthening of the fundamental period of the structure
10.1-
(effect of period shift in the response spectrum), which
General,
reduces forces but increases displacements;
from 2nd
ii) By increasing the damping, which reduces displacements and
INDIAN HIGHWAYS
para-
may reduce forces;
(Page 89)
iii) By a combination of the two effects (preferred).
Isolation Devices provide single or combination of the following
functions:
iv) Vertical-load carrying capability, combined with high lateral
flexibility and high vertical rigidity;
v) Energy dissipation (hysteretic, viscous, frictional);
vi) Lateral restoring capability;
vii) Horizontal restraint(sufficient elastic stiffness) under non-
seismic service horizontal loads
Strength and integrity of the Isolation Device used is of utmost
OCTOBER 2019
importance, due to the critical role of its displacement capability for
the safety of the bridge. For all types of Isolation Devices excepting
simple elastomeric low damping bearings and flat sliding bearings,
the design properties shall be verified through established test
methods.
43
Read
SEISMIC ISOLATION & DAMPING DEVICES
This chapter deals with the design of bridges incorporating Seismic base
Isolation & damping devices. Some of the currently known seismic isolation
devices are:
i) Low damping Elastomeric Bearing
ii) High Damping Rubber Bearing (HDR)
iii) Lead-Rubber Bearing (LRB)
iv) Friction Pendulum System ( FPS)
Following types of damping devices in isolation system may be adopted:
i) Viscous Damper
ii) Friction Damper
iii) Visco Elastic Damper
iv) Hysteresis damper
Notifications
Provision of isolation devices is optional and it may be decided by the designer
on a case to case basis. Seismic Isolation devices covered in this chapter are
permitted to be used for comparatively rigid structures where fundamental time
period ‘T’ of the structure without incorporation of seismic isolation devices
is less or equal to 1.0 sec. In the case of Type III soft soil, seismic isolation
devices shall be avoided.
The Reduction of response and control of displacement in isolation system can
be achieved by following methods:
i) By lengthening of the fundamental period of the structure (effect of
period shift in the response spectrum), which reduces forces but increases
displacements;
ii) By introducing a damping device in parallel with isolation devices, the
displacement at the isolation level can be limited and arrived at acceptable
level.
iii) Instead of introducing separate damping device one may adopt HDR or
LRB which can serve both as isolation bearing as well as a damping
device. Similarly FPS can serve both the purpose of period elongation as
well as damping.
Isolation Devices provide single or combination of the following functions:
i) Vertical-load carrying capability, combined with high lateral flexibility
and high vertical rigidity;
ii) Energy dissipation (hysteretic, viscous, frictional);
iii) Lateral restoring capability;
iv) Horizontal restraint (sufficient elastic stiffness) under non-seismic service
horizontal loads
Strength and integrity of the Isolation Device used is of utmost importance, due
to the critical role of its displacement capability for the safety of the bridge.
For all types of Isolation Devices excepting simple elastomeric low damping
bearings and flat sliding bearings, the design properties shall be verified through
established test methods.
44

S.NO Clause No.

For Read
/ Page No.
21 Below
Table 10.1
INDIAN HIGHWAYS

TD = value defining the …..spectrum TD = Refer fig .10.2

(Page 91)
22
Eq. 10.5
(Page 91)

23 ag =design ground acceleration on rocky substrata

10.3, ‘ag’
corresponding to the importance category of the bridge ag = design ground acceleration on rock or hard soil depending upon the
definition,
(Page 92) seismic zone

24
OCTOBER 2019

Notifications
Fig. 10.2,
Title,
(Page 92)

Fig. 10.2: Acceleration and displacement spectra Fig. 10.2: Acceleration Spectra

25 Note 2 Note 2: Maximum Teff shall be restricted to 4 sec. Brides with higher Note 2: Maximum Teff shall be restricted to 4 sec. Bridges with higher Teff need
(Page 92) Teff need special precautions due to very low stiffness against special precautions due to very low stiffness against horizontal action
horizontal action

Fig. 10.3,
Replace existing Fig 10.3
(Page 93)

Fig. 10.3: Composite stiffness of pier and isolator i

 26 10.7 10.7 Properties of Isolation Devices
(Page 95) Design properties of the Seismic Isolation Devices shall be obtained
from the supplier. There are different sets of proprieties for different
types of Seismic Isolation Devices. Some of them are as follows:
In case of low-damping elastomeric bearing (viscous damping ratio
ξ ≤ 0.06), high-damping elastomeric bearing (viscous damping ratio
ξ equal to 0.10 to 0.20) and lead-rubber bearing, damping ratio of
the composite material and other related parameters are needed for
analysis and design of the structure incorporating such Seismic
Isolation Devices.
In case of Fluid Viscous Dampers, viscous force displacement
parameters, viscous resistance, maximum displacement after
incorporating the device into the structure, velocity of movement
etc are needed for analysis and design of the structure incorporating
such devices.
In case of Friction Sliding Dampers with flat or curved (preferred)
surface, parameters such as dynamic sliding friction, maximum
displacement after incorporating the device into the structure etc
are needed for the design of structure incorporating Friction Sliding
Dampers
INDIAN HIGHWAYS
OCTOBER 2019
45
10.7 Properties of Isolation Devices
Design properties of the Seismic Isolation Devices shall be obtained from the
supplier. There are different sets of proprieties for different types of Seismic
Isolation Devices. Some of them are as follows:
In case of low-damping elastomeric bearing (viscous damping ratio ξ ≤ 0.06),
high-damping rubber bearing (viscous damping ratio ξ equal to 0.10 to 0.20) and
lead-rubber bearing, damping ratio of the composite material and other related
parameters are needed for analysis and design of the structure incorporating
such Seismic Isolation Devices.
In case of Fluid Viscous Dampers, viscous force displacement parameters,
viscous resistance, maximum displacement after incorporating the device into
the structure, velocity of movement etc are needed for analysis and design of
the structure incorporating such devices.
In case of Friction Sliding Dampers with flat or curved (preferred) surface,
parameters such as dynamic sliding friction, maximum displacement after
incorporating the device into the structure etc are needed for the design of
structure incorporating Friction Sliding Dampers.
The required increased reliability of isolating system shall be implemented by
Notifications
designing each isolator ‘i’ for increased displacement dbi,a
dbi,a = y ISdbi,d Eq. 10.15
Where y Is is an amplification factor (taken as 1.50) that is applied only on the
design displacement dbi,d in each isolation device i resulting from one of the
procedures specified in 10.2.
The maximum total displacement of each isolation device in each direction shall
be obtained by adding to the above increased design seismic displacement, the
offset displacement potentially induced by:
a) the permanent actions
b) the long-term deformations (post-tensioning, shrinkage and creep for
concrete decks) of the superstructure, and
c) 50% of the thermal action
All components of the isolating system shall be capable of functioning without
any unacceptable deformations at the total maximum displacements.
Note: The maximum reaction of hydraulic viscous dampers (see Eq. 10.11)
corresponding to the increased displacement dbi,a may be estimated by
multiplying the reaction resulting from the analysis times y IS α b / 2 where α b
is the exponent of velocity of viscous damper.
10.7.1 Variations in Properties of Seismic Isolation & Damping Devices
Nominal properties of the components of these devices undergo changes due to
ageing, temperature, loading history, contamination and wear. Usually higher
properties of components lead to higher design forces and lesser properties lead
to larger displacements. Hence, two sets of values, namely upper bound design
properties (UBDP) and Lower bound design properties (LBDP) need to be
considered in the analysis and design. However, in case the design displacements
calculated using Fundamental mode analysis based on UBDP and LBDP do not
differ by more than ±15%, response spectrum analysis or Time-history analysis
may use nominal design properties.
For determination of variation in properties, if required to be used in the
analysis, specialist literature may be followed.
46
27 10.8 10.8 Verification of Bridge Sub-structure and Superstructure
(Page 95-97) with Isolating System
dbi,a = y ISdbi,d Eq. 10.15 The Seismic internal forces EEA, derived from analysis, in the substructures and
INDIAN HIGHWAYS
Where y Is is an amplification factor (taken as 1.50) that is applied
only on the design displacement dbi,d in each isolation device i
resulting from one of the procedures specified in 10.2.
The maximum total displacement of each isolation device in each
direction shall be obtained by adding to the above increased design
seismic displacement, the offset displacement potentially induced
by:
d) the permanent actions
e) the long-term deformations (post-tensioning, shrinkage and
creep for concrete decks) of the superstructure, and
OCTOBER 2019
f) 50% of the thermal action
All component of the isolating system shall be capable of functioning
without any unacceptable deformations at the total maximum
displacements.
Note: The maximum reaction of hydraulic viscous dampers (see
10.11) corresponding to the increased displacement dbi,a may be
estimated by multiplying the reaction resulting from the analysis
times y IS α b / 2 where α b is the exponent of velocity of viscous
damper.
Isolation devices consisting of simple low-damping elastomeric
bearings should be verified for the action effects in accordance with
relevant clauses of the bearing design code, taking partial factor for
material y m = 1.15. For simple low damping elastomeric bearings,
Where dbd is the maximum damper displacement corresponding to the design
in addition to the above verification, the following condition should
displacement dcd of the isolating system.
be verified:
εq,d ≤ 2.0 Eq. 10.16
Where εq,d is the shear strain calculated in accordance with relevant
clauses of the bearing design code. In this context the movements
ν x.d and νydyd should be taken equal to the maximum total relative
displacements in the horizontal directions x and y.
No uplift of isolators carrying vertical force shall be permitted in
the seismic design combination.
Sliding elements shall be designed as per relevant clauses of the
bearing design code.
The Seismic internal forces EEA, derived from analysis, in the At this state the displacement amounts to f d and the velocity of the dampers
substructures and superstructure due to the design seismic action
alone, shall be derived to ν = f 2ν max
10.8 Verification of Bridge Sub-structure and Superstructure with
Isolating System
superstructure due to the design seismic action alone, shall be derived from the
results of an analysis in accordance with 10.2. The design seismic forces EE due
to the design seismic action alone, may be derived from the forces EEA, after
division by the Response Reduction Factor ‘R’ =1, i.e. FE = FE.A/R with R = 1.0.
All members of the structure should be verified to have an essentially elastic
behaviour as per the relevant clauses. The design horizontal forces of supporting
members (piers or abutments) carrying sliding bearings shall be derived from the
maximum friction values as per relevant clauses of the bearing design code.
In the case of sliding bearings as mentioned above and when the same supporting
member also carries viscous fluid dampers, then the design horizontal seismic
force of the supporting member in the direction of the action of the damper should
be increased by the maximum seismic force of the damper, refer eqn. 10.16.
When single or multiple mode spectral analysis is carried out for isolating systems
consisting of combination of elastomeric bearings and fluid viscous dampers
Notifications
supported on the same supporting elements(s), the phase difference between
the maxima of the elastic and the viscous elements may be taken into account,
by the following approximation. The seismic force should be determined as the
most adverse of those corresponding to the following characteristic states:
a. At the state of maximum displacement. The damper forces are then
equal to zero.
b. At the state of maximum velocity and zero displacement, when the
maximum damper forces should be determined by assuming the
maximum velocity to be:
ν max = 2πdbdbd //TTeffeff Eq. 10.16
c At the state of the maximum inertial force on the superstructure, that
should be estimated as follows:
Fmax = ( f1 + 2ξ b f 2 )Se M d Eq. 10.17
Where Se is determined from Table 10.1
f1 = cos[arctan(2ξb)] Eq. 10.18a
f 2 = sin[arctan(2ξb)] Eq. 10.18b
Where ξb is the contribution of the dampers to the effective damping ξ eff
of Eq. 10.1.
1 ccd
d
 from the results of an analysis in accordance with 10.2. The design In isolating systems consisting of a combination of fluid viscous dampers and
seismic forces EE due to the design seismic action alone, may elastomeric bearings, without sliding elements, the design horizontal force
be derived from the forces EEA, after division by the Response acting on supporting element(s) that carry both bearings and dampers for non-
Reduction Factor ‘R’ =1, i.e. FE = FE.A/q with R = 1.0. All members seismic situations of imposed deformation actions (temperature variation, etc.)
of the structure should be verified to have an essentially elastic should be determined by assuming that the damper reactions are zero.
behaviour as per the relevant clauses. The design horizontal forces of
supporting members (piers or abutments) carrying sliding bearings
shall be derived from the maximum friction values as per relevant
clauses of the bearing design code.

In the case of sliding bearings as mentioned above and when the

same supporting member also carries viscous fluid dampers, then
the design horizontal seismic force of the supporting member in
the direction of the action of the damper should be increased by the
maximum seismic force of the damper, see eqn. 10.17.
When single or multiple mode spectral analysis is carried out for
isolating systems consisting of combination of elastomeric bearings

Notifications
and fluid viscous dampers supported on the same supporting
elements(s), the phase difference between the maxima of the elastic
and the viscous elements may be taken into account, by the following
approximation. The seismic force should be determined as the most
adverse of those corresponding to the following characteristic
states:
a. At the state of maximum displacement. The damper forces are
then equal to zero.
b. At the state of maximum velocity and zero displacement,
INDIAN HIGHWAYS

when the maximum damper forces should be determined by

assuming the maximum velocity to be:

ν max = Eq. 10.17

Where dbd is the maximum damper displacement corresponding

to the design displacement dcd of the isolating system.
c. At the state of the maximum inertial force on the superstructure,
that should be estimated as follows:

Fmax
OCTOBER 2019

= ( f1 + 2ξ b f 2 )Se M d Eq. 10.18

Where Se is determined from Table 10.1

f1 = cos[arctan(2ξb)] Eq. 10.19a

f 2 = sin[arctan(2ξb)] Eq. 10.19b
47
48

Where ξb is the contribution of the dampers to the effective damping

ξ eff of expression 10.1.

f1d ccdd
INDIAN HIGHWAYS

At this state the displacement amounts to and the velocity of

the dampers to ν = f 2ν max
In isolating systems consisting of a combination of fluid viscous
dampers and elastomeric bearings, without sliding elements, the
design horizontal force acting on supporting element(s) that carry
both bearings and dampers for non-seismic situations of imposed
deformation actions (temperature variation, etc.) should be
determined by assuming that the damper reactions are zero
28 Flow Chart, Flow Chart for analysis of bridges involving seismic isolators is Deleted Flow Chart
(Page 97) shown below :
OCTOBER 2019

29 Appendix A-1 Illustration of elastic seismic acceleration method Replace existing Appendix A-1 with new

Notifications
30 Appendix A-2 Illustration of elastic response spectrum method Replace existing Appendix A-2 with new
31 Appendix A-3 Illustration of Seimic Acceleration Method Preamble Replace existing Appendix A-3 with new
32 Appendix A-4 Illustration of hydrodynamic Pressure on Bridge Piers Replace existing Appendix A-4 with new
33 Appendix A-5 Illustration of Liquefaction of soil Replace existing Appendix A-5 with new
 Notifications

Appendix-A1 (Reference Clause 5.2.1)

Illustration of Elastic Seismic Acceleration Method (ESAM)
The elastic seismic acceleration method presented elastomer bearings as shown in Fig. A1.1 below. In this
here illustrates the computation of seismic forces in method, fundamental time period "T" is calculated by
accordance with method specified in clause 5.2.1 of using expression given in clause 5.2.1 and corresponding
Chapter 5. Application of this method is presented for a Sa/g is worked out using Spectra shown in Fig. 5.1 (a) of
simple bridge having a simply supported spans resting on Chapter 5.

CALCULATE TIME
DEFINE SEISMIC
PARAMETERS  DEFINE MEMBER
IDEALIZATION  DEFINE MEMBER
STIFFNESS  DEFINE MEMBER
LOADS  PERIOD & BASE
SHEAR

WORK FLOW FOR CALCULATING THE BASE

SHEAR WITH ESAM
Step 1: Define Seismic parameters

The variables involved in finding out the seismic

coefficient are as follows:

Direction for Seismic Analysis = Longitudinal

Zone factor, Z
The bridge is located in zone III.
Therefore, as per Table 4.2: Z = 0.16
Importance factor, I
The bridge is categorized as Seismic class Fig. A1.2: Typical Transverse Cross Section of The Bridge
"Important bridges".
Therefore, as per Table 4.3: I = 1.2
Response reduction factor, R
As per Table 4.1, Note iii: R =1
Average response acceleration coefficient, Sa/g
The soil strata is categorized as Medium stiff
soil sites.
Therefore, as per clause 5.2.1:
Sa/g = 2.5 ; 0 < T < 0.55s
= 1.36 / T ; 0.55s < T < 4.00s
= 0.34 ; T > 4.00s
Step 2: Define member Idealization

Fig. A1.3: Load Fig. A1.4: Fig. A1.5: Variation

Idealization Deflection of Pier of Seismic
& Bearing Coefficient

Fig. A1.1: Typical Elevation
Note:
For the purpose of this analysis, pier is assumed to be
fixed at top of open foundation and mass is lumped at top
of bearing i.e., 10.05 m above top of open foundation.
Step 3: Define member stiffness
The stiffness of Elastomeric bearing is calculated based on

INDIAN HIGHWAYS OCTOBER 2019 49

 Notifications

the Shear rating of the bearing as follows: obtained by vectoral addition of vX & vY (for stiffness
computation – unit deflection)
RXY = Resultant of the forces resisting to translatory
motion, Te = Total thickness of elastomer in shear = 50 mm
RXY/vXY = (n A G)/Te (refer IRC 83 Part-II)
n = Total number of bearings on pier cap = 4
A = Total plan area of bearing = 500 x 500 = 4x500 x 500 x 0.7
50
G = Shear modulus of bearing (IRHD 50) = 0.7 Mpa = 14000 N/mm
vXY = Maximum resultant horizontal relative displacement = 14000 kN/m

Summary of member stiffness:

Member Dimension Section Properties Grade of concrete Modulus of
(Mpa) Elasticity (Gpa)
Pier cap Depth 1.5 m Area 11.2 m2
Width 4.0 m Ixx 7.32 m4 35 32
Length 2.8m Iyy 14.93 m4
Pier Area 3.14 m2
Diameter 2.0m Ixx / Iyy 0.78 m4 35 32
Cracked 0.59 m 4

Ixx / Iyy
Foundation Depth 1.5 m Area 16.0 m2
Width 4.0 m Ixx 21.33 m4 35 32
Length 4.0m Iyy 21.33 m 4

Elastomeric Thickness 0.05 m

bearing Width 0.5 m Rxy / vxx 14000 kN/m N/A N/A
Length 0.5 m
Note:
The stiffness of pier is reduced by 25% to cater for cracking of the element during seismic case. The same can be modified based on the
actual cracked stiffness with the help of rigorous analyses.
All other components are assumed to be uncracked. The same can be modified based on the actual cracked stiffness with the help of
rigorous analyses.

Step 4: Define Member Loads Calculate equivalent stiffness of system:

Mass of superstructure (including deck slab) = 5000 kN Stiffness of Elastomeric bearing, K1 = 14000 kN/m
Mass of crash barrier = 480 kN Stiffness of Pier, K2
Mass of wearing course = 570 kN

Mass of CWLL (as applicable) = N.A.
Total mass from superstructure = 6050 kN = 55709 kN/m
Mass of pier cap = 11.20 x 1.50 x 25 Equivalent stiffness of system
= 420 kN
Mass of pier = 3.14 x 8.50 x 25
= 667.25 kN
Step 5: Calculate time period & Base shear
= 11188.3 kN/m
Calculation of time period by approximate method:

50 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

Hence, the force in kN required to be applied for 1mm

horizontal deflection:

F = 11188.3/1000 = 0.87

= 11.19 kN Calculate design seismic acceleration coefficient (Ah)

Note:
The stiffness of pier cap is not considered separately for the =
sake of simplicity.
The length L is taken from the top of bearing to the top of
foundation.

Calculate the dead load idealized as a lumped mass:
= 0.084
The dead load idealized as a lumped mass, D
Calculate base shear:
= Mass from superstructure +
Mass of pier cap + S. Component Loads Design seismic Seismic
Half mass of pier No. (kN) acceleration force
coefficient (Ah) (kN)
= 6050 + 420 + 333.6
= 6803.6 kN 1 Super 5000.0 0.084 418.60
structure
The time period based on the approximate method, T 2 Crash barrier 480.0 0.084 40.19
3 Wearing 570.0 0.084 47.72
course
4 CWLL 0.0 0.084 0.00
5 Pier cap 420.0 0.084 35.16

6 Pier above 588.8 0.084 49.29
= 1.56 sec GL (7.5m)
Calculation of Base shear: 7 Pier below 78.5 0.083 6.52
Since time period is 1.56 sec, as per clause 5.2.1: Sa/g GL (1m)
= 1.36 / T; 0.55s < T < 4.00s 8 Foundation 600.0 0.081 48.77
Base Shear: 646.24
Calculate Sa/g =

Appendix-A2 Example 1 (Reference Clause 5.2.2)

Illustration of Elastic Seismic Response Spectrum Method (ERSM)

In this example, a bridge with two span continuous
superstructure resting on fixed and free bearings is
analyzed for assessment of seismic forces with ERSM as
per clause 5.2.2 and Fig. 5.1(b) of Chapter 5. Fig. A.2.1.1
shows the bridge elevation with pile foundation. The
example illustrates the mathematical modelling, member
properties for analysis, loading, determination of natural
frequency, mode shapes and calculation of base shear by
using a commercial software.

CALCULATE TIME
DEFINE SEISMIC
PARAMETERS  DEFINE MEMBER
IDEALIZATION  DEFINE MEMBER
STIFFNESS  DEFINE MEMBER
LOADS  PERIOD & BASE
SHEAR

WORK FLOW FOR CALCULATING THE BASE
SHEAR WITH ERSM
Step 1: Define Seismic parameters
The variables involved in finding out the seismic coefficient
are as follows:
Direction for Seismic Analysis = Longitudinal
Zone factor, Z
The bridge is located in zone III.
Therefore, as per Table 4.2: Z = 0.16

INDIAN HIGHWAYS OCTOBER 2019 51

 Notifications

Importance factor, I
The bridge is categorized as Seismic class
"Important bridges".
Therefore, as per Table 4.3: I = 1.2
Response reduction factor, R
As per Table 4.1: R =3
Average response acceleration coefficient, Sa/g
The soil strata is categorized as Medium stiff soil
sites.
Therefore, as per clause 5.2.2: Sa/g
= 1 + 15T : T < 0.10s Fig. A2.1.3: Fig. A2.1.4:
Variation of Seismic Coefficient Member Idealization
= 2.5 ; 0.10s < T < 0.55s
= 1.36 / T ; 0.55s < T < 4.00s
Notes:
= 0.34 ; T > 4.00s
The depth of fixity is calculated based on IS 2911 (Part
Step 2: Define member Idealization
1/Sec 2). In this example it is assumed as 6m from base
of pile cap.
The pile is modelled as a free-standing element from
bottom of pile cap to depth of fixity.
The base of pile is assumed as fixed at the depth of fixity.
Step 3: Define member stiffness
Summary of member stiffness:

Section Grade of Modulus

Member Dimension concrete of
Fig. A2.1.1: Typical Elevation Properties (Mpa) Elasticity
(Gpa)

1.5
Depth Area 12.6 m2
m

Pier cap Width 4.5 Ixx 8.23 m4 35 32

m

Length 2.8m Iyy 21.26

m4
Area 4.91 m2
Ixx / Iyy 1.92 m4
Pier Diameter
2.5m 35 32
Cracked 1.44 m4
Ixx / Iyy
1.8 26.01
Depth Area m2
m

Pile cap 5.1 Ixx 56.38

Width m4 35 32
m

Length 5.1 m Iyy 56.38

m4
Area 1.13 m2
Fig. A2.1.2: Typical Transverse Cross Section of The Bridge Pile Diameter 1.2m 35 32
Ixx / Iyy 0.10 m4

52 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

Notes:
The stiffness of pier is reduced by 25% to cater for cracking of the
element during seismic case. The same can be modified based on
the actual cracked stiffness with the help of rigorous analyses.
All other components are assumed to be uncracked. The same
can be modified based on the actual cracked stiffness with the
help of rigorous analyses.
Step 4: Define Member Loads
Mass of superstructure (including deck slab)
= 5000 kN x 2
= 10000 kN
Mode Shape – 1 Mode Shape –2
Mass of crash barrier = 480 kN x 2
Summary of Time period & Modal participation factor:
= 960 kN Participation Design
Mass of wearing course = 570 kN x 2 Frequency Time factor (%) seismic
Mode (Cycles/ Period Sa/g acceleration
= 1140 kN Sec) (Sec) Individual Cumulative coefficient
(Ah)
Mass of CWLL (as applicable) = N.A.
1 0.48 2.10 85.01 85.01 0.65 0.021
Total mass from superstructure = 12100 kN
2 7.29 0.14 14.97 99.98 2.50 0.080
Mass of pier cap = 12.60 x 1.50 x 25
The shear force & bending moment diagram as output
= 472.5 kN from the commercial software is shown below:
Mass of pier = 4.91 x 1.0 x 25
= 122.8 kN/m
Mass of pile cap = 26.01 x 1.80 x 25
= 1170.5 kN Shear force at pier
base: 283kN
Mass of pile = 1.13 x 1.0 x 25
= 28.3 kN/m
Step 5: Calculate time period & Base shear
Calculation of time period by commercial software:
The number of modes to be used in the analysis for
earthquake shaking along a considered direction,
should be such that the sum total of modal masses of Bending moment at pier
these modes considered is at least 90 percent of the base: 5724 kNm
total seismic mass.
The mode shapes, time periods & participation factor are For foundation design, capacity design shall be done as per
calculated with the help of a commercial software. Clause 7.3.4.3 (iv) of IRC:114

Appendix A-2 Example-2 (Reference Clause 5.2.2)

Illustration of Elastic Response Spectrum Method (ERSM)

This example illustrates the Elastic Response Spectrum pier height of 45m resting on open foundation. The spans
Method for computation of seismic forces as per clause resting on pier are supported on fixed bearings on one side
5.2.2 and Spectra shown in Fig.5.1(b) of IRC:SP:114. and free bearings on other side of pier center. The example
The bridge analyzed is a simply supported bridge with a illustrates the mathematical modelling, determination of

INDIAN HIGHWAYS OCTOBER 2019 53

 Notifications

natural frequency, mode shapes, lateral seismic forces and
base shear in longitudinal and transverse directions using
a commercial software.
Design Data
Self-weight of Superstructure
+ SIDL = 10000 kN
Self-weight of Pier cap = 1200 kN
Live Load on superstructure = 1500 kN
Seismic Zone = III
Zone Factor Z = 0.16
Importance Factor I = 1.5
Response Reduction Factor R = 3.0
Grade of concrete fck = 25 MPa
I longitudinal @ top = 4.17 m4
I transverse @ top = 39.17 m4
Section at Node 2:
Area of Pier section @ m2 = 10.16 m2
I longitudinal @ m2 = 9.54 m4
I transverse @ m2 = 52.38 m4
Section at Node 1:
Area of Pier section @ m1 = 12.51 m2
I longitudinal @ m1 = 18.23 m4
I transverse @ m1 = 66.98 m4
Section 4 at base:
Area of Pier section @ bottom = 15.04 m2
I longitudinal @ bottom = 31.11 m4
I transverse @ bottom = 82.84 m4

Elastic Modulus of Concrete E = 3.00E+07

kN/sqm
Height of Pier = 45 m
Type of Soil = Medium Stiff

Fig. A.2.2.1 : Pier Cross Section

Fig. A.2.2.2: Lumped Mass Model

Pier Section Properties Member properties:

Breadth, b Depth, h Thickness, t For Member 3

Section Properties
(m) (m) (m) Area for section of member 3   =9.08 m2
Top of Pier 7 2 0.5 Moment of Inertia in Longitudinal direction, I longitudinal
Bottom of Pier 7 4 0.8 =6.86 m4
Pier Idealization: Cracked I longitudinal (Assuming 75% of uncracked)
= 6.86 x 0.75 = 5.14 m4
The pier is considered as hollow and is divided into 3
Stiffness of pier in Longitudinal direction, k3
sections of 15m height each.
= 1.37E+05 kN/m
Properties of the pier section are as below: Moment of Inertia in transverse direction, I transverse
Section at Node 3: =45.78 m4
Cracked I transverse (Assuming 75% of uncracked)
Area of Pier section @ top = 8 m2 = 45.78 x 0.75 = 34.33m4

54 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

Stiffness of pier in Transverse direction, k3 Total horizontal load at m3 [DL + SIDL + wt. of pier
= 9.16E+05 kN/m (7.5m ht.)] = 12870 kN
Total horizontal load at m2 [Wt. of pier (15m ht.)]
For Member 2
= 3755 kN
Area for section of member 2 Total horizontal load at m1 [Wt. of pier (15m ht.)]
= 11.33 m2 = 4618 kN
Moment of Inertia in Longitudinal direction, I longitudinal
Basic Steps in Response Spectrum Method:

= 13.89 m4
Cracked I longitudinal (Assuming 75% of uncracked) Step-1 Frame Mass Matrix, M
= 13.89 x 0.75 = 10.42m4 m1 0 0
Stiffness of pier in Longitudinal direction, k2 M = 0 m2 0
= 2.78E+05 kN/m 0 0 m3
Moment of Inertia in transverse direction, I transverse
= 59.68 m4 Step-2 Frame Stiffness Matrix, K
Cracked I transverse (Assuming 75% of uncracked) k1+k2 -k2 0
= 59.68 x 0.75 = 44.76 m4 K = -k2 k2+k3 -k3
Stiffness of pier in Transverse direction, k2 0 -k3 k3
= 11.94E+05 kN/m
Step-3 Determine Eigenvalues, ω2 by [K-ω2M]
For Member 1
= 0 for each Mode=ω12, ω22, ω32
Area for section of member 1
= 13.77 m2 Step-4 Determine Natural Frequency for each Mode
Moment of Inertia in Longitudinal direction, I longitudinal =ω1, ω2 & ω3
= 24.67 m4

Cracked I longitudinal (Assuming 75% of uncracked) Step-5 Determine Natural Time Period, T for each mode
= 24.67 x 0.75 = 18.50 m4 T1=2π/ω1
Stiffness of pier in Longitudinal direction, k1 T2=2π/ω2
= 4.93E+05 kN/m T3=2π/ω3
Moment of Inertia in transverse direction, I transverse
= 74.91 m4 Step-6 Determine Eigenvectors φ (mode shapes) at each
Cracked I transverse (Assuming 75% of uncracked) Node for each mode, by [K-Mw^2] φ=0 for each Mode
=74.91 x 0.75 = 56.18 m4 φ11, φ21, φ31 for Mode 1
Stiffness of pier in Transverse direction, k1 φ12, φ22, φ32 for Mode 2
= 14.98E+05 kN/m φ13, φ23, φ33 for Mode 3
Average properties for member 1, 2 & 3 are provided as
Step-7 Determination of Modal Participation Factors for
given in the table below: each Mode, Pk
Member I longitudinal (m4 ) I transverse (m4 ) Area (m2)
1 18.50 56.18 13.77
2 10.42 44.76 11.33
3 5.14 34.33 9.08
Step-8 Determination of Modal Mass for each Mode,
Load calculation: Mk
Transverse seismic load
Total horizontal load at m3 [DL + SIDL +20% LL+ wt. of
pier (7.5m ht.)] = 13170 kN
Total horizontal load at m2 Where,
[Wt. of pier (15m ht.)] = 3755 kN g = acceleration due to gravity,
Total horizontal load at m1
[Wt. of pier (15m ht.)] = 4618 kN φik = mode shape coefficient at node i in mode k,
Longitudinal seismic load Wi = seismic weight at node i of the structure, and

INDIAN HIGHWAYS OCTOBER 2019 55

 Notifications

n  = number of nodes of the structure MODAL BASE ACTIONS:

Step-9 Determination of Lateral Forces at each Node for Time Forces (in kN) Moments (kN-m)
each Mode, Qik Mode Period
(Sec) FX FY FZ MX MY MZ
Qik = AkØikPkWi
1 1.06 0 897.2 0 0 0 37655
Where,
2 0.11 0 328.8 0 0 0 3975.5
Ak = design horizontal acceleration spectrum value as per
3 0.04 0 58.2 0 0 0 433.5
Clause 5.2.2 using natural period Tk of mode k obtained
from dynamic analysis BASE SHEAR BY SRSS: 957 kN
Step-10 Determination of Node Shear in each BASE MOMENT BY SRSS: 37867 kN-m
Mode, Vik
To illustrate the Response Spectrum Method further
for obtaining lateral forces, nodal shears and
moments, manual calculations are presented for steps
7 to 12 after picking up values of Time Period and
Step-11 Determination of Nodal Shear due to all Modes Eigenvectors from Computer output.
by SRSS at each node, Vik
LONGITUDINAL DIRECTION
Step-12 Determination of Base Moment
Mode Shapes-Longitudinal DIRECTION
Computer Output- The problem is analyzed by using
commercial software and results are presented below:
(A) Longitudinal Direction

Modal
Frequency Time
Mode Contribution
(Hz) Period (sec)
%
1 0.51 1.98 78.61
2 4.20 0.238 15.62
3 11.97 0.084 5.77

Modal Base Actions:

Time Forces (in kN) Moments (kN-m)

Period
Mode FX FY FZ MX MY MZ
(Sec)
1 1.98 0 0 459.3 0 19388.5 0
Fig. A.2.2.3: Eigenvectors
2 0.238 0 0 331.9 0 4623.7 0
Mode-1 Mode-2 Mode-3
3 0.084 0 0 110.3 0 893.3 0
φ31 1.00 φ32 -0.16 φ33 -0.05
Base Shear By Srss: 577 kn
φ21 0.46 φ22 1.00 φ23 0.65
Base Moment By Srss: 19952 kn-m
φ11 0.12 φ12 0.55 φ13 -1.00
(B) Transverse Direction
Calculation of Modal Mass
Frequency Time Period Modal
Mode
(Hz) (sec) Contribution%
1 0.94 1.06 80.52
2 8.80 0.11 15.26 Where,
3 24.60 0.04 4.22 g = acceleration due to gravity,

56 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

Qik = mode shape coefficient at node i in mode k, k = Mode Number

Wi = seismic weight at node i of the structure,  Lateral Force Mode-1 Mode-2 Mode-3
n= number of nodes of the structure Q3k 390 kN -158 kN 23 kN
W3 = 12870 kN Q2k 52 kN 292 kN -98 kN
W2 = 3755 kN Q1k 16 kN 197 kN 185 kN
W1 = 4618 kN Nodal Shear
Total (M)= 21243 kN Shear at each level for each mode is given by

M1 = 1702 kN
M2 = 337 kN
M3 = 124 kN
Nodal
Modal Contribution of various Modes Mode-1 Mode-2 Mode-3 SRSS
Shear 
Mode 1= 100.M1/M = 78.60 % V3 390 kN -158 kN 23 kN 421.5 kN
Mode 2= 100.M2/M = 15.58 % V2 442 kN 134 kN -74 kN 468.2 kN
Mode 3= 100.M3/M = 5.74 % V1 459 kN 331 kN 110 kN 578.3 kN

Mode Participation Factors Refer Fig. A2.2.4

Base Moments (kn-m)
Mode-1 Mode-2 Mode-3 SRSS
P1 = 1.10 19365 4600 885 19923
P2 = 0.78 Mode-1 base moment
P3 = -0.44
= 390x45+52x30+16x15 = 19365 kN-m
Calculation of design lateral force (Qik):
Mode-2 base moment
Design acceleration coefficients and lateral forces are = -158x45+292x30+197x15 = 4600 kN-m
calculated as per Cl. 5.2.2 of IRC:SP:114-2018
Mode-3 base moment
= 23x45-98x30+185x15 = 885 kN-m

I
Z = 0.16
I = 1.5
R = 3.0
Response Spectra is chosen for Medium Stiff Soil Type
Ref: Cl.5.2.2 and Fig. 5.1(b) of IRC:SP:114-2018

Mode-1 Mode-2 Mode-3

Tk 1.98 Sec 0.24 Sec 0.08 Sec
Sa/g 0.69 2.50 2.26
Ak 0.027 0.10 0.09

Qik = AkØikPkWi
Where,
Ak =design horizontal acceleration spectrum value as per
Cl.5.2.2 using natural period of Tk of mode k obtained
from dynamic analysis Fig. A.2.2.4: Shear Force Diagram

INDIAN HIGHWAYS OCTOBER 2019 57

 Notifications

TRANSVERSE DIRECTION Mode Participation Factors

Mode Shapes-Transverse Direction Mode participation factors are given below:
P1 = 1.10
P2 = 0.73
P3 = -0.36

Calculation of design lateral force (Øik):

Design acceleration coefficients and lateral forces are
calculated as per Cl. 5.2.2 of IRC:SP:114-2018

Z= 0.16
I= 1.5
Mode-1 Mode-2 Mode-3 R= 3.0
φ31 1.00 φ32 -0.18 φ33 -0.06
Response Spectra is chosen for Medium Stiff Soil Type
φ21 0.50 φ22 1.00 φ23 0.78 Ref: Cl. 5.2.2 of IRC:SP:114-2018 and Fig.5.1(b)
φ11 0.14 φ12 0.67 φ13 -1.00 Qik = AkØikPkWi
Fig. A.2.2.5: Eigenvectors Where,
Calculation of Modal Mass Ak = design horizontal acceleration spectrum value as per
5.2.2 using natural period Tk of mode k obtained from
W3 = 13170 kN dynamic analysis
W2 = 3755 kN   Mode-1 Mode-2 Mode-3
Tk 1.06 Sec 0.11 Sec 0.041 Sec
W1 = 4618 kN
Sa/g 1.28 2.50 1.62
Total (M)= 21543 kN Ak 0.051 0.10 0.065

M1 = 1768 kN Nodal Shear is given by:

M2 = 335 kN
M3 = 92 kN
k=Mode No.
Lateral Mode-1 Mode-2 Mode-3
Force
Q3k 748 kN -168 kN 19 kN
where, Q2k 107 kN 273 kN -68 kN
g= acceleration due to gravity, Q1k 36 kN 224 kN 108 kN
Qik = mode shape coefficient at node i in mode k, Nodal Shear
Wi = seismic weight of node i of the structure, Nodal
n= number of nodes of the structure Shear Mode-1 Mode-2 Mode-3 SRSS
V3 748 kN -168 kN 19 kN 766.5 kN
Mode 1= 100.M1/M = 80.53 % V2 855 kN 104 kN -49 kN 862.5 kN
Mode 2= 100.M2/M = 15.23 % V1 891 kN 328 kN 58 kN 951.5 kN
Mode 3= 100.M3/M = 4.20 % Refer Fig. A 2.2.6

58 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

Base Moments (kN-m)

Mode-1 Mode-2 Mode-3 SRSS

37402 3962 431 37614

Mode 1 base moment

= 748 x45 + 107 x 30 + 36 x 15 = 37402 kN-m
Mode 2 base moment
= -168 x45 + 273 x 30 + 224 x 15 = 3962 kN-m
Mode 3 base moment
= 19 x45 -68 x 30 + 108 x 15) = 431 kN-m

Fig.A2.2.6: Shear Force Diagram

APPENDIX –A-3
(Reference Clause 7.3)
ILLUSTRATION OF CAPACITY DESIGN METHOD FOR MEMBERS WITH DUCTILE BEHAVIOUR
This Appendix includes worked out example for Capacity
¾¾ Capacity Design Effects shall be treated as Ultimate
Design to be followed for checking the member sections loads
adjacent to ductile components/plastic hinges in accordance
with method described in Chapter 7. A typical pier analysed and designed for Capacity Design
is shown in Fig.A3.1 and Fig.A3.2.
The procedure for Capacity design mainly includes the
following steps:
¾¾ Design of Section with IRC:112 for Load
Combinations of IRC:6 by Limit State Method
¾¾ Design of Plastic Hinge including its location, height
and ductile detailing as specified in Clause 7.5.2 &
7.5.4 of Guidelines
¾¾ Determination of MRd, Design Flexural Strength of
section in Longitudinal and Transverse directions
at location of plastic hinge for reinforcement and
dimensions provided
¾¾ Computation of Over Strength Moment Mo by
multiplying MRd with Over Strength Factor γ o

¾¾ Computation of Capacity design Moment, Mc and

Shear Vc for the member sections outside the plastic
hinge
¾¾ Design of Section outside plastic hinge for Mc & Vc
in accordance with Clause 7.5.3
¾¾ Design of Foundation for Moment Mo and Shear Vc
Fig.A3.1: Section in Transverse Direction
computed at base of pier

INDIAN HIGHWAYS OCTOBER 2019 59

 Notifications

SIDL (Surfacing)
3 SIDL-V-Each 620 0 0 0 0
side
4 Live load (LL) Reaction Without Impact Factor
Pmax(LL)
i 1982 0 0 238 3164
Q1
Max MT(LL)
ii 1321 0 0 159 4416
Q2
Max ML(LL)
iii 1326 0 0 1061 2121
Q3

Where,
SIDL -Super Imposed Dead Load
P -Axial Force
HT 
-Horizontal Force along Transverse
Direction
HL -Horizontal Force along Longitudinal
Direction
MT -Transverse moment
ML -Longitudinal moment
Pmax(LL) -Maximum Vertical load case
Fig.A3.2: Section in Longitudinal Direction
Max MT(LL) -Maximum Transverse moment case
(both bearings fixed)
Max ML(LL) -Maximum Longitudinal moment case
1. Material Properties:
Superstructure Mass for longitudinal seismic
Grade of concrete for Substructure fck = 45 N/mm2
(DL + SIDL) = 18060 KN
Grade of concrete for Pile foundation fck = 35 N/mm2
Superstructure Mass for transverse seismic
Grade of steel reinforcement for
fy = 500 N/mm2 (DL+SIDL+0.2 x LL) = 9426 KN
Substructure and Pile foundation
Clear Cover to reinforcement for Pile T, Time Period of the system along Longitudinal
c = 75 mm Direction = 1.18 sec
foundation
Clear Cover to reinforcement for T, Time Period of the system along Transverse Direction
c = 40 mm
Substructure = 0.75 sec
Gross Area of Pier section Ac = 3570000 mm2 Taking
2. Calculation of Seismic Forces: Zone factor = 0.24
Importance factor = 1.2
Table 1: Un-Factored loads from Superstructure at bearing
level Response Reduction factor, R = 3
Considering medium type soil
S. P HL HT ML MT
N. Description
Ah Long = 0.164
(kN) (kN) (kN) (kNm) (kNm)
Ah Trans = 0.263
1 Dead Load Load Factor for Seismic
(DL) – Each 7710 0 0 0 0
Superstructure Combination = 1.5
Base Shear un-factored Seismic Combination in Longitudinal
SIDL (permanent)
Direction:
2 SIDL-F-Each 700 0 0 0 0
side Due to superstructure= 987.3 KN with lever arm=10.5m above
pier base

60 INDIAN HIGHWAYS OCTOBER 2019

 Notifications
Due to pier+ pier cap=61.23 KN with lever arm=6.0m above
1.35(DL
pier base
+SIDL-F) +
Factored Ultimate Base shear with b 1.75(SIDL-V) 14215 513 1387 4862 17262
R=1 =1.5*(987.3+61.23)*3=4718 KN  (1) + 0.2(Q2) +
Base Shear un-factored Seismic Combination in Transverse 0.2(Fb) +1.5Feq
Direction: 1.35(DL
Due to superstructure= 826.38 KN with lever arm=12.5m above +SIDL-F)
pier base +1.75
c 14216 529 1387 5042 16803
Due to pier+ pier cap=98.19 KN with lever arm=6.0m above (SIDL-V) +
pier base 0.2 (Q3) +
Factored Ultimate Base shear with 0.2(Fb) +1.5Feq

R=1 =1.5*(826.38+98.19)*3=4161 KN (2) 3. Design of Section:

Table 2: Braking forces at the base of Pier-unfactored The reinforcement detailing of the Pier section at the base
and at the curtailment level is shown in Figure A3- 3.
S r. P HL HT ML MT Curtailment level is assumed to be 6m above the ground
Description
No. (kN) (kN) (kN) (kNm) (kNm) level.
1 Braking Force under seismic Combination, Fb
i Pmax(LL) 0 284 0 2982 0
ii Max MT(LL) 0 208 0 2184 0
iii Max ML(LL) 0 284 0 2982 0

Table 3: Summary of forces at the base of Pier ULS

Seismic with R=3

Sl. P HL HT ML MT
Description
No (kN) (kN) (kN) (kNm) (kNm)
1 Earthquake along Longitudinal Direction
1.35
(DL+SIDL-F) +
a 1.75 (SIDL-V) 14347 1630 416 16745 5546
+ 0.2(Q1) +
0.2(Fb) + 1.5Feq At the base of Pier
1.35(DL
+SIDL-F) +
b 1.75(SIDL-V) 14215 1614 416 16569 5797
+0.2(Q2) +
0.2(Fb) + 1.5Feq
1.35(DL
+SIDL-F) +
c 1.75(SIDL-V) 14216 1630 416 16909 5338
+0.2(Q3) +
0.2(Fb) +1.5Feq
2 Earthquake along Transverse Direction
1.35(DL
+SIDL-F) +
a 1.75(SIDL-V) 14347 529 1387 4878 17011
+ 0.2(Q1) +
0.2(Fb) + 1.5Feq At curtailment level
Figure A3. 3: Reinforcement Detailing of the Pier Section

INDIAN HIGHWAYS OCTOBER 2019 61

 Notifications

4. Design Flexural Strength of Section:

At ULS, the design flexural strength of the section in
orthogonal directions is estimated for maximum vertical
load case.
In computing MRd, biaxial moment under the permanent
effects and seismic effects corresponding to the design
seismic action in the selected direction shall only be
considered as per clause 7.3.4.2.
Ultimate axial force, NED (At the base of
= 14347 kN
Pier)
Design Flexural Strength along
= 27660 kNm
Longitudinal Direction, MRd,L
Design Flexural Strength along Transverse
= 29390 kNm
Direction, MRd,T
Distance between ground level to the top
= 10.25 m
of Pier Cap, h
Fig. A3.4: Capacity Moment Diagram
Moment due to Live Load (Longitudinal
= 48 kNm
Direction) = 0.2 x 238 The over-strength factor to be considered
= 1.35
Moment due to Live Load (Transverse for Pier section
= 634 kNm
Direction) = 0.2 x 3164 Over strength moment at the base of Pier = 1.35 x 27660
Maximum Braking Force = 0.2 x 284 = 57 kN along Longitudinal Direction, Mo,L = 37341 kNm
Factored Moments (ULS) due to non-seismic actions, i.e. live = 1.35 x 29390
Over strength moment at the base of Pier
load and braking force :-
along Transverse Direction, Mo,T = 39677 kNm
Along Longitudinal Direction
= 632 kNm 6. Capacity Design:
= 48 + 57 x 10.25
Along Transverse Direction = 634 kNm 6.1 For Capacity Design Moment Mc:
Curtailment of longitudinal bars, if any, should be done at such
5. Over Strength Moment, Mo:
a level that the design flexural strength of the section at the
The procedure to calculate the capacity moment and curtailed level (MRd,curtailed) should be greater than the capacity
shear is applied separately for each of the two horizontal moment (Mc) at the curtailed level (Refer Fig.A3-4 )
components of the design seismic action. As per clause Ultimate axial force, NED (At curtailment
7.3.4.2 (a) the over-strength moment of the sections due to level) = 13893 kN
plastic mechanism is obtained by multiplying the design Design Flexural Strength at curtailed level = 22840 kNm
flexural strength of the section with appropriate over- along Longitudinal Direction, MRd,L,
strength factors. Design Flexural Strength at curtailed level
= 25980 kNm
along Transverse Direction, MRd,T,
Over-strength factor for concrete substructures, γo = 1.35
Capacity moment at curtailed section along = 15483 kNm
As per clause 7.3.4.2 (b) of this Guideline, the over strength Longitudinal Direction,   <22840 kNm
factor has to be multiplied with a factor ‘K’ if the value of Mc,L, curtailed = 37341 x (10.25-6)/10.25   (MRd long)
normalized axial force ‘ηk’ is greater than 0.08. Capacity moment at curtailed section along = 17420 kNm
Transverse Direction,   <25980 kNm
Where, ηk= NED/Acfck
Mc,T, curtailed = 39677 x (10.25-6)/10.25   (MRd trans)
   = (14682 x 1000) / (3570000 x 45)
Hence, the design flexural strength of the section at
   =0.091 > 0.08
curtailed level is more than the capacity moment at the
Since the value of normalized axial force, ηk, is more than same level.
0.08, the over-strength factor requires modification as
below: ¾¾ Within members having plastic hinges, the Mc at the
K = [1+2(ηk - 0.08)2]   = 1.0002 vicinity of hinge shall not be taken greater than MRd
Thus, γo = 1.0002 x1.35   = 1.35 of the hinge -Clause 7.3.4.2(d) of Guidelines.

62 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

6.2 For Capacity Design Shear Vc in Pier
As per section 7.8 of this Guideline, the increase of
moments of plastic hinges, ΔM, is obtained by deducting
the moment due to non-seismic actions, i.e. live load and
braking force (considering appropriate load factors) from
the over-strength moment of the section along both the
directions. The increase in moment of plastic hinge is:
Along Longitudinal Direction, ΔML
= 37341 - 632 = 36709 kNm
Along Transverse Direction, ΔMT
= 39677 - 634 = 39043 kNm
As per clause 7.3.4.2 (e), Capacity Design shear
corresponding to this increase in moment is Obtained as:
Vc = (∑ΔM) / h where ∑ΔM =∑Mo
Shear Along Longitudinal Direction
= ΔML / h = 36709/10.25 = 3582 kN
Shear Along Transverse Direction
= ΔMT / h =39043/10.25 = 3810 kN
The factored shear due to non-seismic actions (braking
force for this example) is then added to the shear due to
design seismic forces so as to obtain the Final Capacity
design shear along both the directions.
Final Capacity Design Shear in
= 3639 kN
Longitudinal Direction = 3582+ 57
Final Capacity Design Shear in Transverse
= 3810 kN
Direction
Table 4: Summary of forces at the base of Pile cap
P HL HT
Description
Checks should be carried out to ensure that the plastic
hinge region, pier sections beyond plastic hinge region
and foundation have shear strength greater than the Final
Capacity Design shear Vc of the section along both the
directions.
6.3 Bearings:
Bearings and connections are to be designed for lesser of
the following forces:
i) Seismic forces obtained using Response reduction
factor,
R=1 as applicable for assessment of bearings.
ii) Forces developed due to over strength moment when
hinge is formed in the substructure
Hence the design seismic forces for bearing design are:
Along Longitudinal Direction, lesser of (1) and (3)
(3) = 3582 kN
Along Transverse Direction, lesser of (2) and (4)
(4)
= 3735 kN
6.4 Capacity check for Pile Foundation:
The foundation is capacity protected by designing it for
Over strength Moment Mo and Capacity Design Shear Vc
in both the directions separately. The summary of forces
acting at the base of pile cap for the considered maximum
vertical load case in Longitudinal and Transverse is given
in Table 4. The number of piles is considered as 4 at a
spacing of 4.5 m in both directions.
Hor. Load on
ML MT Reactions on Pile in kN
Pile in kN

kN kN kN kNm kNm P1 P2 P3 P4
Longitudinal Seismic
17218* 3639 0 37341 634 8524 8383 226 -85 910
Case
Transverse Seismic
17157* 57 3810 48 39677 8704 -115 8693 -125 953
Case
*Including soil weight above pile cap
The depth of fixity is assumed to be 9 m from the pile cap The pile diameter is assumed to be 1.2 m and the corresponding
bottom. The reduction factor for fixed head pile is assumed reinforcement assumed is 19 numbers of (32+20mm) bundled
to be 0.8 as per Fig. 5 of IS 2911(Part 1/Sec 2).
bars. For the above said pile, the capacity at the minimum axial
Maximum moment on a pile is observed to be load i.e. -85 kN and -125 kN along longitudinal and transverse
Along Longitudinal Direction direction respectively is found out to be 3575 kNm and
= 910 x 9/2x 0.8 = 3276 kNm 3484 kNm respectively. The capacity of the Pile for longitudinal
Along Transverse Direction and transverse seismic case is more than the maximum moment
= 953 x 9/2x 0.8 = 3431 kNm on the pile.

INDIAN HIGHWAYS OCTOBER 2019 63

 Notifications

APPENDIX - A4
(Reference Clause 4.8)
ILLUSTRATION OF HYDRODYNAMIC FORCES ON BRIDGE
SUBSTRUCTURE & FOUNDATION
Example : Calculation of hydrodynamic forces in case = C3F1 \
of a bridge with Well Foundation, located in Seismic = 1.0 x 2.464t = 2.464t
Zone IV, with design horizontal seismic coefficient, Ah
= (Z/2) x (I/R) x (Sa/g) = 0.12 [i,e. Assuming Sa/g = 2.5; Point of application of resultant force from base of pier
I=1.2; Z=0.24; R=3.0 : Ah = (0.24/2) x (1.2/3.0) x 2.5] = C4h = 0.4286 X 6.218 = 2.665m
Bending moment at the base of pier (Well cap level) due
Design parameters : Pier Diameter, d1 = 2.4m; Pier
to hydrodynamic force on pier
Height below HFL, h = 6.218m, Well Diameter, d2 = 5.5m,
Overall height from HFL to Scour Level, H = 31.09m, = 2.464 x 2.665 = 6.566tm
Well Height upto scour level = (H-h) = 24.872m [Refer The force distribution is worked out in Table 1, below, and
Fig. A4-1] shown in Fig. A4-2
Table 1: Force Distribution on pier
(Refer portion A-B-C in Fig. A4-4)
C1 C1h C2 C2 Pb1 (t/m)
0.1 0.6218 0.410 0.195
0.2 1.2436 0.673 0.319
0.3 1.8654 0.832 0.395
0.4 2.4872 0.922 0.438
0.5 3.1090 0.970 0.460
0.6 3.7308 0.990 0.470
0.8 4.9744 0.999 0.474
1.0 6.2180 1.000 0.475

Fig. A4.1
Hydrodynamic force on pier, F1 = CeαhWe
Pier Portion:
For pier portion consider enveloping cylinder of height h
and radius r1. Fig. A4.2
For pier portion, (b) Well Portion:
(Refer Table 4.4) For well portion consider enveloping cylinder of height
Weight of water in enveloping cylinder for pier H and radius r2. Deduct from it the enveloping cylinder of
height h and radius r2 to determine hydrodynamic effect
on well portion only. Thus hydrodynamic force on well
portion is obtained as follows:
Hydrodynamic force on pier, F1 = Ceαh We1
For well foundation,
F1 = 0.73 x 0.12 x 28.129 = 2.464t

For Pier,
Resultant force at base of pier
64 INDIAN HIGHWAYS OCTOBER 2019
 Notifications

Hydrodynamic force on well portion only= F2 –F3, Table 2: Force Distribution on well
Where:
C1 C1h C2 C2 Pb2(t/m)
F2 = force acting on complete height H, enveloping radius
0.2 0.6218 0.673 1.680
r2 (Refer portion A-B-D in Fig. A4.4
0.3 9.3270 0.832 2.077
F3 = force acting on pier height h, enveloping radius
r2(Refer portion A-E-F in Fig. A4.4 0.4 12.436 0.922 2.302
F2 = Ceαh We2 0.5 15.545 0.970 2.422
We2 = π x 2.752 x 31.09 = 738.645 t 0.6 18.654 0.990 2.472
F2 = 0.73 x 0.12 x 738.645 = 64.705 t 0.8 24.872 0.999 2.472

Point of application of F2 (resultant on H) from scour level 1.0 31.090 1.000 2.497
(C1 = 1.0),
C4H = 0.4286 x 31.09 = 13.325 m
Resultant force on height h (for C1 = h/H = 0.2)
F3 = C3 F2
F3 = 0.093 x 64.705 = 6.017 t
Point of application F3 (resultant on h) from scour level
(for C1 = 0.2)
= C4 H = 0.8712 x 31.09 = 27.085 m
The net hydrodynamic force acting on well portion only
F2 – F3 = 64.705-6.017 = 58.688 t
Bending moment at scour level due to hydrodynamic
force on well
=F2 x 13.325 - F3 x 27.085 Fig. A4.3
= 64.705 x 13.325 – 6.017 x 27.085
Fig. A4-4 below shows the final forces acting in pier and
= 699.224tm well foundation
Total shear force and bending moment at scour level
Total shear force at scour level
= Hydrodynamic force on pier + Hydrodynamic force
on well
= 2.464 + 58.688 = 61.152 t
Total bending moment at scour level
= Moment of force F1 + Net Moment of force F2 and F3
= 2.464 (2.665 + 24.872) + 699.224
= 67.851 + 699.224 = 767.075t
The force distribution for well portion (C1 = 0.2 to C1 = 1.0)
is worked out in Table 2 and also shown in Fig. A4-3.

Fig. A4-4 : Hydrodynamic Force on Pier & Foundation

INDIAN HIGHWAYS OCTOBER 2019 65

 APPENDIX A-5 – ILLUSTRATION OF LIQUEFACTION OF SOIL

66
INDIAN HIGHWAYS
OCTOBER 2019
Notifications
 Notifications
Notification No. 26
Amendment No.8/Irc:112/August, 2019 (effective from 31th October, 2019)
To
Irc:112-2011 “code of practice for concrete road bridges”

S. No. Cl. No. For Read

1 3.1.2 Design Working Life / Design Life Design Life
(Page 5) Assumed period for which a structure or part Assumed period for which a structure or part of it is
of it is to be used for its intended purpose with to be used for its intended purpose with anticipated
anticipated maintenance but without necessity of maintenance but without necessity of major repair
major repair
2 5.8.1 5.8.1 Design Service Life 5.8.1 Design Life
(Page 25) For design service life of structures, reference may For design life of structures, reference may be
be made to provisions of IRC:5. Unless otherwise made to provisions of IRC:5. Unless otherwise
specifically classified by Owner, all structures specifically classified by Owner, all structures shall
shall be designed for a useful service life of 100 be designed for a design life of 100 years.
years.
3. 6.2.2 Note: (2)
(Page 30) The idealised bilinear diagram has sloping The idealised bilinear diagram has sloping

top branch joining top branch joining

and, (εuk ; ft), where fyk ; ft, εuk are the minimum
values required by relevant IS Codes referred to in
Section 18.2.1 (Table 18.1). The factored idealised
design diagram is obtained by factoring
stress
values by, that is by taking,
and, (εuk ; ft), where fyk ; ft, εuk are the minimum
values required by relevant IS Codes referred to in
Section 18.2.1 (Table 18.1). The factored idealised
design diagram is obtained by factoring stress
values by, that is by taking,

and limiting design strain to . and limiting design strain to .

For grades Fe 415D, Fe 500D & Fe 550D, εuk shall

be taken as 5% (max.) and for grades Fe 415S &
Fe 500S, εuk shall be taken as 8% (max.). For other
grades it shall be taken as 2.5% (max.).
4. 6.2.3.3 Properties of stainless steel reinforcement shall Stainless steel reinforcement shall conform to
(Page 31) not be inferior to the carbon steel reinforcement of IS:16651:2017. The code covers requirements and
corresponding strength class. For bond properties methods of test for high strength deformed stainless
reference should be made to the relevant code or steel bars/wires of the following strength grades for
established on the basis of tests. use as concrete reinforcement:
(a) SS 500,
Note:The Indian Standard for Stainless Steel (b) SS 550,
reinforcement is under preparation. The British standard (c) SS 600, and
BS:6744:2001, which covers suitable stainless steels for (d) SS 650.
use as reinforcement may be referred.
5. 6.3.5 For strands, stress values shall be based on the For strands, stress values shall be based on the
(Page 34) nominal cross-sectional area given in Table 18.4. nominal cross-sectional area given in Table 18.4. The
The idealised design shape (A) is obtained by
idealised design shape (A) is obtained by factoring
factoring idealised bi-linear diagram by , , and taking design
and idealised bi-linear diagram by
taking design strain not greater than 0.9 εuk ,with strain not greater than εudwhich is equal to 0.9 εuk,
corresponding value of design stress. with corresponding value of design stress. εudshall be
taken as 2% (max.), if more accurate values are not
available.

INDIAN HIGHWAYS OCTOBER 2019 67

 Notifications
6. 10.2.2.1 In case of direct support [Fig. 10.1 (b)], a fan
(Page 81) like compression field exists. When structure is
subjected to predominantly uniformly distributed
loads, in area, confined by the beam end and the
steepest inclination (θmax= 45º) of the compression
field (generally within a distance equal to
effective depth from centre of support), no shear
reinforcement is required.
For concentrated loads the steepest inclination
may the taken as 26.5º (measured with respect
to vertical face of beam end, generally within a
distance of half the effective depth from centre of
support) and for loads within this distance no shear
reinforcement is required. It is however, necessary
to extend the shear reinforcement up to the support
from the section within this region 'A' (distance
d or half of d, as the case may be) and provide
tensile reinforcement for resisting the horizontal
components of these internal compressive forces
in addition to the steel provided for bending.
7. 10.2.3 (1) In case of direct support, shear force VNS acting
(Page 84) at section d (effective depth) away from centre
of support, when the member is subjected
predominately uniformly distributed load and at
a distance d/2 away when member is subjected to
concreted loads – may be used for design of shear
reinforcement in the region between support to d
or support to d/2 as the case may be. For checking
crushing of concrete compression strut VNS shall be
taken at the centre of the support.
8. 10.3.3.2, fywd is the design strength of web reinforcement to fywd is the design strength of web reinforcement to
(Page 91) resist shear = fyk / γm
9. 10.3.3.3 (5) For non-grouted ducts, grouted plastic ducts and For non-grouted ducts and unbonded tendons the
(Page 92) unbonded tendons the nominal web thickness is: nominal web thickness is:
bw,nom= bw - 1.2Σ Φ Eq.10.15 bw,nom= bw - 1.2Σ Φ Eq.10.15
The value 1.2 In Eq.10.15 is introduced to take
account of splitting of the concrete struts due
to transverse tension. If adequate transverse
reinforcement is provided this value may be
reduced to 1.0
10. 13.5 End Block Design and Detailing
(Page 136)
68 INDIAN HIGHWAYS OCTOBER 2019
In case of direct support [Fig. 10.1 (b)], a fan
like compression field exists. When structure is
subjected to predominantly uniformly distributed
loads, in area, confined by the beam end and the
steepest inclination (θmax= 45º) of the compression
field (generally within a distance equal to effective
depth from face of support or centre of bearing
where flexible bearings are used), no shear
reinforcement is required.
For concentrated loads the steepest inclination may
the taken as 26.5º (measured with respect to vertical
face of beam end, generally within a distance of half
the effective depth from face of support) and for
loads within this distance no shear reinforcement
is required. It is however, necessary to extend the
shear reinforcement up to the support from the
section within this region ‘X1' (distance d or half
of d, as the case may be, see figure 10.1(b)) and
provide tensile reinforcement, adequately anchored
beyond bearing point, for resisting the horizontal
components of these internal compressive forces in
addition to the steel provided for bending.
In case of direct support, shear force VNS acting
at section d (effective depth) away from face
of support (or centre of bearing where flexible
bearings are used) when the member is subjected
predominantly uniformly distributed load and at
a distance d/2 away when member is subjected to
concentrated loads – may be used for design of shear
reinforcement in the region between support to d
or support to d/2 as the case may be. For checking
crushing of compression strut VNS shall be taken at
centre of support.
resist shear (and torsion) = fyk / γmwhile the value
of fyk is limited to 500 MPa.
The value 1.2 In Eq.10.15 is introduced to take
account of splitting of the concrete struts due
to transverse tension. If adequate transverse
reinforcement is provided this value may be
reduced to 1.0
For grouted plastic ducts the nominal web thickness
is:
bw,nom = bw – 0.8 Σ Φ Eq.10.15a
Anchorage Block Design and Detailing
 Notifications

11. Pg No. 138 Additional clause 13.5.4 Intermediate Anchorages

13.5.4.1. General
Intermediate Anchorages are those post tensioned anchorages that are not
located at the end surface of a member or segment (see fig 13.2). They are
usually in the form of embedded anchors, blisters, ribs, or recess pockets.
In case of intermediate anchorages, tensile stresses may develop behind
the anchorages. These tensile stresses result from the compatibility of
deformations ahead of and behind the anchorage.The force of the tendon must
be carefully distributed to the flange/web by reinforcement in front as well as
behind the anchorage. For intermediate anchorages, the anchorage zone shall
be considered to extend for a distance not less than the transverse dimension
of the flange/ web to which it is anchored.

13.5.4.2. Intermediate anchorages shall not be used in regions where tensile

stress exceeding 1MPa is generated behind the anchor (upto 1.0 x depth
of section) from other actions under relevant SLS combination. Whenever
practical, blisters should be located in the corner between flange and webs or
shall be extended over the full flange width or web height to form a continuous
rib.

If isolated blisters are required to be used in the middle of a flange or web,

local shear, bending, and direct force effects, shall be adequately considered
in the design. For flange/web thickness up to 225 mm, an upper limit of force
equivalent to12 strands of 12.7 mm diameter shall be adhered to for tendons
anchored in intermediate blisters supported only by the flange or web.

13.5.4.3 Tie-back Reinforcement

Tie-back reinforcement is the one required to take care of the tensile stresses
indicated in 13.5.4.1. For this purpose bonded reinforcement shall be provided
to tie-back at least 25 percent of the unfactored intermediate anchorage
stressing force into the concrete section behind the anchorage. Stresses in this
bonded reinforcement shall not exceed 240 MPa. The anchorage force of the
tendon must be carefully distributed to the main structure by reinforcement.
If permanent compressive stresses are generated behind the anchor from
other actions, the amount of tie-back reinforcement may be reduced using the
following equation
Tia = 0.25 Ps - fcb Acb
where:
Tia = the tie-back tension force at the intermediate anchorage (N)
Ps = the maximum unfactored anchorage stressing force (N) transmitted to the
anchor plate
fcb = the unfactored dead load compressive stress in the regionbehind the
anchor (MPa)
Acb = the area of the continuing cross-section within the extensions of the
sides of the anchor plate.
or blister, i.e., the area of the blister or rib shall not be taken as part of the
cross-section (mm2)

The tie-back reinforcement shall be concentrated within one anchor plate

on either side of the tendon axis. It shall be fully anchored so that the yield
strength can be developed at a distance of one plate width or half the length
of the blister or rib ahead of the anchor as well as at the same distance
behind the anchor. The centroid of this reinforcement shall coincide with the
tendon axis, as far as possible. For blisters and ribs, the reinforcement shall
be placed in the continuing section near that face of the flange or web from
which the blister or rib is projecting.

INDIAN HIGHWAYS OCTOBER 2019 69

 Notifications

13.5.4.4 Blister and Rib Reinforcement

Reinforcement shall be provided throughout the blisters or ribs as required for shear friction, corbel
action, bursting forces, and deviation forces due to tendon curvature. This reinforcement shall extend
into the flange or web and be developed by standard hooks bent around transverse bars or equivalent.
Spacing shall not exceed the smallest of blister or rib height at anchor, blister width, or 150 mm,
whichever is less. Reinforcement shall be provided to resist local bending in blisters and ribs due to
eccentricity of the tendon force and to resist lateral bending in ribs due to tendon deviation forces. This
reinforcement is normally provided in the form of ties or U-stirrups, which encase the anchorage and
tie it effectively into the adjacent web and flange.
Reinforcement, as specified in earlier clauses of this Section shall be provided to resist tensile forces
due to transfer of the anchorage force from the blister or rib into the overall structure.
13.5.4.5 Precast Segmental Constructions
In the case of precast segmental structure, it is not feasible to provide continuing reinforcement over the
segment joints to take care of the stresses indicated in 13.5.4.1. In such cases, adequate compression,
behind the intermediate anchorages, through prestressing, shall be ensured to take care of these effects
in accordance with 15.3.2.1 (6).

12. (Page 138) Additional Figure

13. Table 14.1 Table 14.1 Classification of Service Environment Table 14.1 Classification of Service Environment
(Page 141)
S.
Environment Exposure Condition
No.
Concrete dry or permanently
wet; concrete continuously under
(1) Moderate
water;
Wet, rarely dry; humid (relative
humidity > 70 %), completely
(2) Severe submerged in sea water below
mid-tide level; concrete exposed
to coastal environment.
moderate humidity (relative
humidity 50-70 percent);
(3) Very severe Concrete exposed to air-borne
chloride in marine environment;
freezing conditions while wet.
Cyclic wet and dry, concrete
exposed to tidal, splash and spray
zones in sea, concrete in direct
(4) Extreme contact with aggressive sub-soil/
ground water, concrete in contact
with aggressive chemicals.
S.
Environment Exposure Condition
No.
Concrete dry or permanently
wet; concrete continuously under
(1) Moderate water; low humidity (Relative
humidity <50%); humid
(Relative humidity >70 %)
Wet, rarely dry; moderate
humidity (relative humidity ≥
50% and ≤70 %), completely
(2) Severe submerged in sea water below
mid-tide level; concrete exposed
to coastal environment.
Concrete exposed to air-borne
(3) Very severe chloride in marine environment;
freezing conditions while wet.
Cyclic wet and dry, concrete
exposed to tidal, splash and spray
zones in sea, concrete in direct
(4) Extreme contact with aggressive sub-soil/
ground water, concrete in contact
with aggressive chemicals.

70 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

14. 16.7.1 (1) (1) Corbels may be designed by using strut and tie (1) Corbels may be designed by using strut and tie
model. The inclination of strut with respect to model. The inclination of strut with respect to
(Page 185) axial direction of the member to which corbel the “main” tie should lie between 45° and 68°.
is attached, should lie between 22o and 45o. The strut shall be dimensioned such that the
concrete compression stress does not exceed
that given in clause 6.4.2.8. Horizontal forces,
HEd when applied in addition to the vertical load
FEd, will require additional reinforcement in the
tie. The effects of torsion, if any, have to be
catered to in accordance with clause 10.5.2.1
15. 16.7.1 (3), As,link> 0.25 As,main As,link> 0.50 As,main(to be provided in upper two-
Eq. 16.11 third of the corbel depth)
(Page 185)
16. 16.7.1 (4), (4) In corbels with ac> 0.5 hcand (4) In corbels where aclies between 0.5 hcand hc and
(Page 185) FEd>VRd.c(Refer section 10), closed vertical stirrups FEd>VRd.c(Refer clause 10.3.2 and 10.3.3), closed
with area As.stirrupshall be provided in addition to vertical stirrups with area As.stirrupshall be provided
the main tension reinforcement as shown in Fig. in addition to the main tension reinforcement and
16.7(b), where: the closed horizontal or inclined links, as shown in
As.stirrup ≥ 0.5 FEd / fyd Fig. 16.7(b), where:
As.stirrup ≥ 0.5 FEd / fyd
In addition check against crushing of strut shall be
made in accordance with Eq 10.5
17. Additional New clause added (5) If ac>hc the design shall be carried out as a
clauses (5) flexural member. The shear check shall be carried
to (7) to be out as per Eq 10.5 of 10.3.2 (5) for checking against
added in clause crushing of concrete as well as 10.3.3.3(7) and
16.7.1, 10.3.3.3(8) for arriving at the shear reinforcement.
(Page 186) (6) The bearing area on a corbel shall not project
either beyond the straight portion of the main
tension bars or beyond the interior face of any
transverse anchor bar.
(7) In the case of corbels with varying depth, Fig
16.7(c), the depth at the outside edge of the bearing
area shall not be less than half the depth at the
face of the support. The favourable contributions
from inclined compression chord and tensile chord
(clause 10.2.3) shall not be considered.

INDIAN HIGHWAYS OCTOBER 2019 71

 Notifications

18. 17.1 (1) Ductile detailing shall be carried out for bridges Ductile detailing shall be carried out for the bridges
(Page 192) located in zones III, IV and V of seismic zone map located in Zones III, IV and V of the seismic Zone
of IRC:6. map of IRC : 6 if they are designed for Response
reduction factor R > 1.0

19. 17.2.2 (3) (3) The minimum amount of transverse ties shall be Change the clause no. from 17.2.2 (3) to 17.2.2.(2)
(Page198) determined as follows: (c), with following revision :
(c) The minimum amount of transverse ties shall be
determined as follows:
where
Al is the area of one tie leg, in mm2.
ST is the transverse distance between tie legs, in m; where
ΣAS is the sum of the areas of the longitudinal bars Al is the area of one tie leg, in mm .
2

restrained by the tie, in mm ;2 S L

i
 s the spacing of the legs along the axis of the
member, in m;
fyt is the yield strength of the tie; and ΣAS is the sum of the areas of the longitudinal bars
fys is the yield strength of the longitudinal in outer layer restrained by tie at any one end,
reinforcement. in mm2;
fyt is the yield strength of the tie; and
fys is the yield strength of the longitudinal
reinforcement.
20. New Addition Additional sub-clause added under 17.2.2.(2) (d) (d) The steel As shall be determined for different
to clause 17.2.2 situations for At as follows:
(2) (d),
(Page 198)

As for determining Al = 0.5 As1 + As2 + 0.5 As3

As for determining Al1 = 0.5 As1 + As2

Al2 = As3

When Al is at any inclination to the transverse outer

tie, then the As shall be divided by the Sine of the
angle between the outer transverse tie and this tie,
e.g. in case Al is inclined at 45 degrees to the outer
tie, then As shall be divided by Sine 45, hence As =
√2 x (0.5 As1 + As2 + 0.5 As3)

72 INDIAN HIGHWAYS OCTOBER 2019

 Notifications

21. 17.2.2 (3), New Clause to replace existing clause (3) Along Circular section boundaries, restraining
(Pge 198) of longitudinal bars should be achieved through
circular ties determined by:
A1 1 fys
= x ρ D2 x
fyt (mm /m) Eq. 17.9
2
SL 12.8 l

Al is the area of one circular tie, in mm .2

SL is the spacing of the circular tie along the axis of

the member, in m;
ρ is the reinforcement ratio of the longitudinal
steel;
l

D is the Diameter of the Circular section in mm

fyt is the yield strength of the tie; and
fys is the yield strength of the longitudinal
reinforcement.

22. 17.2.3 New clause to be added Add after (3)

(Page 198)
(4) The confinement steel and Buckling preventing
reinforcement shall not be added together.

(5) The Buckling prevention and confinement steel

may be provided through a set of hoops or single leg
cross ties. The hoops shall engage the longitudinal
bars only, while single leg ties shall engage both the
longitudinal bars and the transverse hoops in the
manner shown below at the 135 Degree bent hook.
Such ties need not comply with cover requirements
at such engagement locations.

23. 18.2.3.3 Properties of stainless steel reinforcement
(Page 202) shall not be inferior to those of carbon steel
reinforcement of corresponding strength class.
For bond properties, the relevant code may
be referred or they may be established on the
basis of tests.
Stainless steel reinforcement shall conform to
IS:16651:2017.
Properties of stainless steel reinforcement shall not
be inferior to those of carbon steel reinforcement of
corresponding strength class.

Note : Till such time as the Indian Standard

for stainless steel reinforcement is available,
the British Standard BS:6744:2001, may be
referred.

INDIAN HIGHWAYS OCTOBER 2019 73