Iitk Rdso 27 04 10

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges
Draft
th
Date 26 April 2010
IITK-RDSO Guidelines on Seismic

Design of Railway Bridges
Developed for
Indian Railways
By
Indian Institute of Technology Kanpur

Research Designs and Standards Organisation,
Lucknow
1
Contents
PART 1: Provisions and Commentary
1.0 TERMINOLOGY ................................................................................................................................... 8
2.0 SYMBOLS............................................................................................................................................ 12
3.0 INTRODUCTION ............................................................................................................................... 14
3.1 ......................................................................................................................................................... 14
3.2-....................... 14
3.3-......................... 16
3.4-......................... 16
4.0 REFERENCES ..................................................................................................................................... 16

5.0 SCOPE .................................................................................................................................................. 17
6.0 GENERAL CONCEPTS ...................................................................................................................... 18
6.1 ............................................................................................................................................................. 18
6.2 ............................................................................................................................................................ 18
6.3 ............................................................................................................................................................ 18
6.4 ............................................................................................................................................................. 19
6.5 ............................................................................................................................................................ 19
6.6 ............................................................................................................................................................ 19
6.7 ............................................................................................................................................................ 20
6.8 GROUND MOTION ................................................................................................................................. 20
6.8.1 VERTICAL COMPONENT OF SEISMIC ACTION ............................................................................................................................. 22
6.9 ASSUMPTIONS ...................................................................................................................................... 22
7.0 CONCEPTUAL CONSIDERATIONS ............................................................................................... 24

8.0 CONSIDERED EARTHQUAKE ........................................................................................................ 27
8.1 SEISMIC ZONE MAP .............................................................................................................................. 27
8.1.1 NEAR SOURCE EFFECT ................................................................................................................................ 28
8.2 IMPORTANCE FACTOR ......................................................................................................................... 28
8.3 METHODS OF CALCULATING DESIGN SEISMIC FORCE ........................................................................... 30
8.3.1 ........................................................................................................................................................... 30
8.3.2 ............................................................................................................................................................ 31
8.3.3 ........................................................................................................................................................... 31
8.3.4 ............................................................................................................................................................ 31
8.3.5 REGULAR AND IRREGULAR BRIDGES .............................................................................................................. 32
8.4 SEISMIC WEIGHT AND LIVE LOAD ......................................................................................................... 33
8.4.1 ............................................................................................................................................................ 33
8.4.2 ............................................................................................................................................................ 33
8.4.3 ........................................................................................................................................................... 34
8.4.4 SEISMIC MASS ......................................................................................................................................... 34
8.5 COMBINATION OF SEISMIC COMPONENETS ........................................................................................... 34
8.5.1 ............................................................................................................................................................ 34
8.5.2 ............................................................................................................................................................ 35
8.5.3 ........................................................................................................................................................... 36
8.5.4 ........................................................................................................................................................... 37
8.6 MATERIAL PROPERTIES ........................................................................................................................ 37

8.6.1 DAMPING ............................................................................................................................................... 37
8.6.2 INCREASE IN ALLOWABLE PRESSURE IN SOILS .................................................................................................. 38
8.7 COMBINATION OF SEISMIC DESIGN FORCES WITH OTHER FORCES ......................................................... 40
8.8 VERTICAL MOTIONS ............................................................................................................................. 42
8.8.1 ............................................................................................................................................................ 43
8.8.2 ............................................................................................................................................................ 43
8.8.3 ........................................................................................................................................................... 43
9.0 SEISMIC COEFFICIENT METHOD (SINGLE MODE METHOD)............................................. 44

9.1 ELASTIC SEISMIC ACCELERATION COEFFICIENT .................................................................................... 45
9.1.1 FUNDAMENTAL NATURAL PERIOD ................................................................................................................. 48
9.2 MAXIMUM ELASTIC FORCES AND DEFORMATIONS ............................................................................... 49
9.2.1 INERTIA FORCE DUE TO MASS OF EACH BRIDGE COMPONENT ............................................................................... 49
9.2.2 ELASTIC SEISMIC ACCELERATION COEFFICIENT FOR PORTIONS OF FOUNDATION BELOW SCOUR DEPTH ........................... 50
9.3 DESIGN SEISMIC FORCE RESULTANTS FOR BRIDGE COMPONENETS ....................................................... 50
10.0 RESPONSE SPECTRUM METHOD (MULTI MODE METHOD) ............................................. 53
10.1 ELASTIC SEISMIC ACCELERATION COEFFICIENT IN MODE K ................................................................ 54
10.2 INERTIA FORCE DUE TO MASS OF BRIDGE AT NODE I IN MODE K ......................................................... 55
10.2.1 SEISMIC MASS MATRIX ............................................................................................................................ 56
10.3 MAXIMUM ELASTIC FORCES AND DEFORMATIONS.............................................................................. 57
10.3.1 ......................................................................................................................................................... 58
10.4 DESIGN SEISMIC FORCE RESULTANT IN BRIDGE COMPONENTS ........................................................... 59
10.5 MULTI DIRECTIONAL SHAKING ............................................................................................... 59
11.0 TIME HISTORY METHOD ............................................................................................................. 62
11.1 MODELING OF BRIDGE ....................................................................................................................... 60
11.2 ANALYSIS .......................................................................................................................................... 60
11.3 GROUND MOTION ............................................................................................................................... 61
11.3.1 SCALING OF TIME HISTORIES ..................................................................................................................... 61
11.3.2 GROUND MOTIONS FOR TWO- AND THREE-DIMENSIONAL ANALYSIS ..................................................................... 61
11.4 INTERPRETATION OF TIME HISTORY ANALYSIS RESULTS .................................................................... 62
11.4.1 LINEAR ANALYSIS .................................................................................................................................. 62
11.4.2 NONLINEAR ANALYSIS ............................................................................................................................. 63
12.0 PUSHOVER ANALYSIS ................................................................................................................... 64
13.0 SUPERSTRUCTURE......................................................................................................................... 65
13.1 ........................................................................................................................................................... 65
13.2 ........................................................................................................................................................... 65
13.3 .......................................................................................................................................................... 65
13.3.1 VERTICAL HOLD-DOWN DEVICES ................................................................................................................ 66
13.3.2 HORIZONTAL LINKAGE ELEMENTS .............................................................................................................. 66
14.0 SUBSTRUCTURE .............................................................................................................................. 70
14.1 SCOUR DEPTH .................................................................................................................................... 70
14.2 HYDRODYNAMIC FORCE .................................................................................................................... 70
14.2.1 ......................................................................................................................................................... 70
14.2.2 .......................................................................................................................................................... 71
14.2.3 ANALYSIS OF VERTICAL ACCELERATION ....................................................................................................... 74
14.3 DESIGN SEISMIC FORCE ...................................................................................................................... 74
14.3.1 MAXIMUM ELASTIC SEISMIC FORCES ............................................................................................................ 74
14.4 SUBSTRUCTURE OF CONTINUOUS GIRDER SUPERSTRUCTURE ............................................................. 75
14.4.1 ........................................................................................................................................................... 75
14.4.2 ........................................................................................................................................................... 75
15.0 FOUNDATION ................................................................................................................................... 76

15.1 ........................................................................................................................................................... 76
15.2 ........................................................................................................................................................... 76
15.3 ........................................................................................................................................................... 76
15.4 ........................................................................................................................................................... 76
16.0 CONNECTIONS ................................................................................................................................ 78
16.1 DESIGN FORCE FOR CONNECTIONS ..................................................................................................... 78
16.1.1 SEISMIC ZONE II AND III ............................................................................................................................ 78
16.1.2 SEISMIC ZONE IV AND V ............................................................................................................................ 78
16.2 DISPLACEMENTS AT CONNECTIONS ................................................................................................... 79
16.2.1 SEPARATION BETWEEN ADJACENT UNITS ....................................................................................................... 79
16.3 MINIMUM SEATING WIDTH REQUIREMENTS ....................................................................................... 79
17.0 SPECIAL DUCTILE DETAILING REQUIREMENTS FOR BRIDGES SUBSTRUCTURES 81
18.0 SPECIAL DEVICES .......................................................................................................................... 81
18.1 SEISMIC ISOLATION DEVICES ............................................................................................................. 81
18.2 SHOCK TRANSMISSION UNITS ............................................................................................................. 81
19.0 BRIDGES WITH SEISMIC ISOLATION ....................................................................................... 83
19.1 GENERAL ........................................................................................................................................... 83
19.2 DESIGN CRITERIA .............................................................................................................................. 86
19.3 ANALYSIS PROCEDURE ...................................................................................................................... 86
19.4 REQUIREMENTS ON ISOLATOR UNIT ................................................................................................... 88
19.4.1 NON-SEISMIC LATERAL FORCES .................................................................................................................. 88
19.4.2 LATERAL RESTORING FORCE ...................................................................................................................... 88
19.4.3 VERTICAL LOAD AND ROTATIONAL STABILITY ................................................................................................ 89
19.5 TESTS ON ISOLATION SYSTEM ............................................................................................................ 89
19.6 SYSTEM ADEQUENCY ......................................................................................................................... 93
19.7 REQUIREMENTS FOR ELASTOMERIC BEARINGS ................................................................................... 93
19.7.1 SHEAR STRAIN COMPONENTS FOR ISOLATION DESIGN ....................................................................................... 94
19.7.2 LOAD COMBINATIONS .............................................................................................................................. 95
19.7.3 CONSTRUCTION REQUIREMENTS ....................................................................................................... 95
20.0 POST EARTHQUAKE OPERATIONS AND INSPECTION ....................................................... 96
APPENDIX A 1 REFERENCES ............................................................................................................... 97
APPENDIX A 2 REFERENCES ............................................................................................................... 98
APPENDIX A DUCTILE DETAILING SPECIFICATIONS ................................................................ 99
APPENDIX B ZONE FACTORS FOR SOME IMPORTANT TOWNS ........................................... 106
APPENDIXC PUSHOVER ANALYSIS................................................................................................ 107
APPENDIX D DYNAMIC EARTH PRESSURE ................................................................................. 110
APPENDIX F SIMPLIFIED PROCEDURE FOR EVALUATION OF LIQUEFACTION
POTENTIAL............................................................................................................................................... 115
APPENDIX G SYSTEM PROPERTY MODIFICATION FACTORS .............................................. 123
APPENDIX H POST EARTHQUAKE OPERATION AND INSPECTION ...................................... 126
Contents
PART 2: Explanatory Examples
Example No.
Type of Bridge
Page No.
1.
Bridge with Simply Supported Steel

Superstructure of 76.2 m span
129
2.
Comparison of Design Seismic Force For

Short and Long Span Railway Bridges
137
3.
Calculation of Seismic Forces for

Superstructure of span 24.4 m
142
PREFACE
In India, there are three codes / standards for seismic design of bridges. These are: IRC 6 of
Indian Road congress, IS 1893 of Bureau of Indian Standards and existing Bridge Rules of
Indian Railways. IRC 6, published by the Indian Road Congress, deals with highway bridges and
its seismic loading provisions have been modified in 2006, to bring them in line with the IS
1893(Part 1):2002. Bureau of Indian Standards code, IS 1893(1984) has provisions for highway
as well as railway bridges. The revised version of this code, which is to be published as IS
1893(Part 4), has not yet been finalized. Existing Bridge Rules of the Indian Railways has
derived its seismic loading provisions from IS 1893 (1984). In these provisions, seismic
coefficient method is used for bridges, wherein design seismic coefficient does not depend on the
flexibility of the bridge. Moreover, the ductility of bridge components is not considered while
calculating the design seismic loads. Similarly, there are no details about response spectrum and
time history analysis.
The present guidelines on seismic design of railway bridges have been developed under a project
given to IIT Kanpur by the Indian Railways. The scope of these guidelines is limited to the
seismic design of new railway bridges and these shall not be used for seismic evaluation of the
existing railway bridges. The provisions included herein, are in line with the general provisions
of IS 1893(Part 1):2002. For example, the zone map is taken from IS 1893(Part 1) and the
response spectra is similar to the one used in IS 1893(Part 1). In line with the present
international practice, these guidelines are written in two column format with provision on the
left side and explanatory commentary on the right side. The purpose of commentary is to explain
background / concept / basis of the provision. The commentary should help understand the
provision better and remove any confusion, but can not be used in lieu of the provision.
This draft document was developed by a team consisting of Professor Sudhir K Jain, Professor
Durgesh C. Rai ( Indian Institute of Technology Kanpur) and Professor O R Jaiswal
(Visvesvaraya National Institute of Technology, Nagpur). Mr. Piyush Agarwal, Mr. H. B. Gupta
and Mr. R K Goel of Research Designs and Standards Organisation (RDSO), Lucknow of the
Indian Railways have offered useful suggestions in the preparation of this document.
Part 1 Provisions and Commentary
1. Terminology
For the purpose of this guidelines, the following terms are defined
Base
The level at which inertia forces generated in the substructure and superstructure are transferred to the
foundation.
Bearing
An element often used to connect bridge girders to piers and abutments. Bearing are designed to allow or
prevent rotation and translation in different directions.
Bent
The intermediate support under the superstructure. A bent may have one or more columns, or it may
consists of a pier wall.
Bridge Flexibility Factor
Also called Response Acceleration Coefficient (Sa/g). It is a factor to obtain the elastic acceleration
spectrum depending on flexibility of the structure; it depends on natural period of vibration of the bridge.
Center of Mass
The point through which the resultant of the masses of a system acts. This point corresponds to the
center of gravity of the system.
Closely-Spaced Mode
Closely-Spaced modes of a structure are those of its natural modes of vibration whose natural
frequencies differ from each other by 10 percent or less of the lower frequency.
Critical Damping
The minimum damping above which free vibration motion is not oscillatory.
Damping
The effect of internal friction, imperfect elasticity of material, slipping, sliding, etc., in reducing the
amplitude of vibration and is expressed as a percentage of critical damping.
Design Acceleration Spectrum
It refers to graph of maximum acceleration as a function of natural frequency or natural period of vibration
of a Single Degree Of Freedom (SDOF) system, for a specified damping ratio to be used in the design of
structures.
Design Horizontal Coefficient (Ah)
It is a horizontal acceleration coefficient that shall be used to obtain design horizontal seismic force on
structures. Refer clause 9.1 and 10.1
Design Seismic Force
The seismic force prescribed by this standard for each bridge component that shall be used in its design.
It is obtained as the maximum elastic seismic force divided by the appropriate response reduction factor
specified in this standard for each component. Refer clause 9.3 and 10.3.
Design Seismic Force Resultant
The force resultant (namely axial force, shear force, bending moment or torsional moment) at a crosssection of the bridge due to design seismic force for shaking along a considered direction applied on the
structure.
Ductility
Ductility of a structure, or its members, is the capacity to undergo large inelastic deformations without
significant loss of strength or stiffness.
Ductile Detailing
The preferred choice of location and amount of reinforcement in reinforced concrete structures to provide
for adequate ductility in them. In steel structures, it is the design of members and their connections to

make them adequately ductile.
Elastic Seismic Acceleration Coefficient
A plot of horizontal acceleration value, as a fraction of acceleration due to gravity, versus natural period of
vibration T that shall be used in the design of structures.
Epicenter
The geographical point on the surface of the earth vertically above the focus of the earthquake.
Focus
The point inside earth on the fault where the slip starts that causes the earthquake.
Importance Factor
A factor used to obtain the design spectrum depending on the importance of the structure.
Linear Elastic Analysis
Analysis of the structure considering linear properties of the material and load-versus deformation
characteristics of the different component of the structure.
Liquefaction
Liquefaction is the state in saturated cohesion less soil wherein the effective shear strength is reduced to
negligible value for all engineering purposes due to pore pressures caused by vibrations approaching the
total confining pressure during an earthquake. In this situation , the soil tends to behave like a fluid mass.
Magnitude
The magnitude of earthquake is a number which is a measure of energy released in an earthquake. It is
defined as logarithm to the base 10 of the maximum trace amplitude, expressed in microns, which the
standard short-period torsion seismometer world register due to the earthquake at an epicenteral distance
of 100 km.
Maximum Considered Earthquake (MCE)
Maximum credible earthquake is the largest reasonably conceivable earthquake that appears possible
along a recognized fault or within a tectonic province.
Maximum Elastic Force Resultant
The force resultant (namely axial force, shear force, bending moment or torsional moment) at a crosssection of the bridge due to maximum elastic seismic force for shaking along a considered direction
applied on the structure.
Maximum Elastic Seismic Force
The maximum force in the bridge component due to the expected seismic shaking in the considered
seismic zone.
Modal Mass
Modal mass of structure subjected to horizontal or vertical ground motion is a part of total seismic mass of
the structure that is effective in mode k of vibration. The modal mass for a given mode has a unique value
irrespective of scaling of the mode shape.
Mode Shapes Coefficient ( jk)
The spatial pattern of vibration when the structure is vibrating in its normal mode k is called as mode
th
th
shape of vibration of mode k. jk is coefficient for j node in k mode.
Natural Period
Natural period of a structure is its time period of undamped vibration.
(a) Fundamental Natural Period
: It is the highest modal time period of vibration along the considered
direction of earthquake motion.
(b) Modal Natural Period
: The modal natural period of mode k is the time period of vibration in mode
k.
Normal Mode
Mode of vibration at which all its masses attain maximum values of displacements and rotations

simultaneously, and they also pass through equilibrium positions simultaneously.
Over strength
Strength considering all factors that may cause an increase, e.g., steel strength being higher than the
specified characteristic strength, effect of strain hardening in steel with large strains, and concrete
strength being higher than specified characteristic value.
Response Acceleration Coefficient (Sa/g)
It is factor denoting the design acceleration spectrum of the structure subjected to earthquake ground
motion, and depends on natural period of vibration and damping of structures.
Response Reduction Factor
The factor by which the actual lateral force, that would be generated if the structure were to remain elastic
during the most severe shaking that is likely at that site, shall be reduced to obtain the design lateral
force.
Response Spectrum
It is a representation of the maximum response of idealized single degree of freedom systems of different
periods for a fixed value of damping, during that earthquake. The maximum response is plotted against
the undamped natural period and for various damping values, and can be expressed in terms of
maximum absolute acceleration, maximum relative velocity or maximum relative displacement.
Restrainer
A steel rod, steel cable, rubber-impregnated chain, or similar device that prevents a superstructure from
becoming unseated during an earthquake.
Seismic Mass
Seismic weight divided by acceleration due to gravity.
Seismic Weight
Total dead load plus part of live load.
Skew
The angle between the centerline of the superstructure and a horizontal line perpendicular to the
abutments or bents.
Soil Profile Factor
A factor used to obtain the elastic acceleration spectrum depending on the soil profile underneath the
structure at the site.
Strength
The usable capacity of a structure or its members to resist the applied loads.
Stiffness of Piers ( or bents )
The force required to produce unit deformation in the pier under a lateral load applied at its top.
Substructure
Elements such as piers, abutments, and foundations that support the superstructure.
Superstructure
The bridge elements supported by the substructure.
Zone Factor
A factor to obtain the design spectrum depending on the perceived seismic risk of the earthquake zone in
which the structure is located.
10
2. -Symbols
a
Structural width in the direction of hydrodynamic pressure
Elastic seismic acceleration coefficient
Ao
Sectional area of the substructure
Ac
Area of the concrete core =
Ag
Gross area of the column cross section
Ak
Elastic seismic acceleration coefficient of mode
Ar
As per Appendix B, Area of confined core concrete in the rectangular hoop

measure to its outer side dimensions
Ash
Area of cross-section of circular hoop
Structural width perpendicular to hydrodynamic pressure
Bonded plan dimension or bonded diameter in loaded direction of rectangular

bearing or diameter of circular bearing
Ce
Hydrodynamic force coefficient
Cj
Fraction of missing mass for j mode.
C1, C2, C3,

C4
th
Pressure coefficients to estimate flow load due to stream on the substructure
Dk
Diameter of core measured to the outside of the spiral or hoops
di
Thickness of any layer
Ec
Modulus of elasticity of concrete
Ex, Ey
Earthquake force in x-and y-direction respectively
Es
Modulus of elasticity of steel
Hydrodynamic force on substructure; (also, Horizontal force in kN applied at center

of mass of superstructure for one mm horizontal deflection of bridge along
considered direction of horizontal force)
Inertia force due to mass of a bridge component under earthquake shaking along a
direction
F
missing
Lateral force associated with missing mass
fck
Characteristic strength of concrete at 28 days in MPa.
fy
Yield stress of steel
{ }
Inertia force vector due to mass of bridge under earthquake shaking along a
direction in mode k
Fp
Maximum Positive force
Fn
Maximum Positive force

Maximum elastic force resultants at a cross-section due to all modes considered
11

g
Acceleration due to gravity
Longer dimension of the rectangular confining hoop measured to its outer face
Hp
Height of Pier
Importance Factor
Bulk modulus of elastomer
Ke
i
Smaller effective stiffness
Ke
j
larger effective stiffness
Length (in meters) of the superstructure to the adjacent expansion joint or to the
end of superstructure. In case of bearings under suspended spans, it is sum of the
lengths of the two adjacent portions of the superstructure. In case of single span
bridges, it is equal to the length of the superstructure
Number of modes of vibration considered
mj
Total mass of the j mode
[ m]
Seismic mass matrix of the bridge structure
th
My
Moment Capacity of the column/pier section at the first yield of the reinforcing steel
O
Sum of the over strength moment capacities of the hinges resisting lateral loads
Average SPT value of the soil profile
Ni
Standard penetration resistance of layer i

Modal participation factor of mode k of vibration
Pressure due to fluid on submerged superstructures

Force resultants due to full design seismic force along two principal horizontal
directions and along the vertical direction, respectively
Pitch of spiral or spacing of hoops
Sa
g
Bridge flexibility factor along the considered direction
Sa
g
Bridge flexibility factor of mode k of vibration
ti
k
th
Thickness of i layer
Fundamental natural period of vibration of bridge in considered direction
Natural Period of Vibration of mode k
Tr
u(s )
Total elastomer thickness

Displacement at position s caused in the acting direction of inertial force when the
force corresponding to the weight of the superstructure and substructure above the
ground surface for seismic design is assumed to act in the acting direction of
12
inertial force
Lateral Shear Force
Ve
Maximum elastic force resultant at a cross-section of a bridge component
Vnet
Design seismic force resultant in any component of the bridge due to all modes
considered
Wb ,W1,W2
We
Z
{}
Widths of seating at bearing supports at expansion ends of girders.

Weight of water in a hypothetical enveloping cylinder around a substructure
Seismic zone factor
Vector consisting of unity (one) associated with translational degrees of freedom in
the
considered direction of shaking, and zero associated with all other degrees of
freedom
Displacement at the acting position of inertial force of the superstructures when the
force corresponding to 80% of the weight of the substructure above the ground
surface for seismic design and all weight of the superstructure portion supported
by it is assumed to act in the acting direction of inertial force (m)
Maximum positive displacement
Maximum positive displacement
yield displacement
FEd
{k }
Seismic weight, which includes full dead load and part live load
Additional vertical load due to seismic overturning effects, base on peak response
under the design seismic action
Ratio of natural frequencies of modes i and j
Mode shape vector of the bridge in mode k of vibration
th
th
jk
Mode shape coefficient for j , degree of freedom in k mode of vibration
Yield Curvature
Net response due to all modes considered
Response in mode k of vibration

Maximum response of missing mass
13
COMMENTARY
PROVISIONS
3. Introduction
C3.0 Introduction
3.1-
C3.1-
The present guidelines deal with the seismic

design of new railway bridges. These guidelines
have been developed to reduce the damage
from earthquakes. Bridges and portions thereof
shall be designed and constructed, to resist the
effects of design seismic force specified in
these guidelines as a minimum. The intention of
these guidelines is to ensure that bridges
possess at least a minimum strength to
withstand earthquakes. The intention is not to
prevent damage to them due to the most severe
shaking that they may be subjected to during
their lifetime.
Bridges play an important role in the efficient

functioning of railway transport. Reliability
against the natural calamities like earthquakes is
of serious concern for safety of passengers,
goods, and employees. Bridges are lifeline
structures and need to remain functional after
the design earthquake. The designer may choose
to design bridges for seismic forces larger than
those specified in this code and but not less.
3.2- Modifications Over Existing C3.2- Modifications Over

Existing Bridge Rules
Bridge Rules
As compared to the seismic loading provisions
of the existing Bridge Rules of Indian Railways,
following important provisions and changes
have been included :
14
In our country, three codes/standards deal with

the seismic design of bridges. These are: IS
1893 (1984), IRC 6:2000 and existing Bridge
Rules of Indian Railways. Amongst these, IRC 6
(2000) is the latest one and it deals with
highway bridges only. IS 1893 is under revision.
The seismic loading provisions of the existing
Bridge Rules are based on IS 1893(1984) and
have not been revised since very long time.
PROVISIONS
COMMENTARY
a) Effect of flexibility of the bridge on the design

seismic force is included with the help of time
period of bridge.
a) In the present guidelines, first maximum

earthquake force which will act on the bridge
(also called elastic earthquake force) is
obtained. Then, depending on ductility and
energy dissipating capacity of different
bridge component, design force is specified
for different bridge component. In contrast to
this, the existing Bridge Rules provisions,
suggest seismic coefficient method for
bridges. In this method, the seismic
coefficient for different zone is specified and
this coefficient is same for all types of
bridges. Thus, design earthquake force does
not depend on the structural dynamic
characteristics of the bridges. For example,
as per existing Bridge Rules, the design
seismic coefficient for a bridge with pier
height of 10 m and 30 m will be same, and it
does not depend on the flexibility of the
bridge.
b) The concept of design earthquake force for

elastic behavior of bridge and reduction in
design earthquake using inelastic behavior by
considering ductility of components , is
included.
b) In existing Bridge Rules, the design seismic

forces are directly specified, which is often
misunderstood as the maximum expected
seismic force on the bridge under design
seismic shaking.
c) Seismic zones and response spectrum as per

IS 1893(Part 1):2002 are used.
c) In IS 1893 (Part 1): 2002 a new seismic zone

map along with zone factors is given. As
against this, for bridges, IS 1893 (1984)
which has old zone map, gives seismic
coefficient for each zone. The same
coefficients are also used in existing Bridge
Rules.
d) Combination of horizontal and vertical

component of ground motion is included.
d)
e) New load combinations consistent with the

present international practice are introduced.
e) In existing Bridge Rules, load combinations

are not mentioned. The Indian Railway
Standard (IRS) for concrete bridge design
specifies load combination, for ultimate and
serviceability limit state. In these load
combinations, load factors for live load and
seismic loads are quite different than other
international bridge codes. The IRS for steel
bridge design and sub-structure and
foundation, does not explicitly specify load
combinations.
15
COMMENTARY
PROVISIONS
f) Details of the response spectrum method and
time history method are given along with the
pushover analysis.
f)
g) The earthquake effect on retaining walls and

abutments is included. The hydrodynamic
effect and method of assessment of
liquefaction potential of soil is also included.
g)
h) Provisions for seismic design of bridges with

seismic
isolation
devices
are
also
incorporated.
i) Information on the post-earthquake operation
and inspection is provided
h)
i) This information is taken from AREMA code.
3.3
C3.3
Railway
bridges
are
functionally
and
behaviorally different from the other bridges.
Firstly, the controlled traffic environment permits
better assessment of train load on the bridges.
Secondly, the presence of continuous rails over
the bridge spans provides restraint against
longitudinal and transverse movement during
earthquakes.
Thirdly,
the
superstructure
configuration of railway bridges is different than
that of the other types of bridges.
In case of railway bridges, the ratio of dead load

of superstructure to live load could be quite
different than that for highway bridges. This
ratio could also be significantly different for
bridges with steel superstructure and concrete
superstructure.
3.4
C3.4
In the formulation of this guideline, assistance

has been derived from the several publications
listed in Appendix A 1.
C4.0 References
4. References
The several Codes/Standards are necessary
adjuncts to these guidelines and these are
listed in Appendix A 2.
16
COMMENTARY
PROVISIONS
5. Scope
C5.0 Scope
5.1
C5.1-
The provisions of the present guidelines are

applicable for the seismic design of new
railway bridges. These provisions are not
applicable for the seismic evaluation and
retrofitting of the existing railway bridges.
Seismic evaluation of existing railway bridges

requires much detailed analysis which is
beyond the scope of the present guidelines.
Such detailed analysis is required to assess the
present strength of the materials, to assess the
ductility of the seismic load carrying members,
present utility of the bridge, loading conditions
etc. Specialized literature shall be referred for
this purpose. Some of the references for
seismic evaluation and retrofitting are:
The provisions of this guidelines are for railway

bridges wherein, seismic action is mainly
resisted through flexure of pier and through
abutments, i.e., bridges composed of vertical
pier-foundation system supporting the deck
structure with or without bearings.
For certain bridges with special geometry and
for special locations, additional detailed
analysis, not covered in this guidelines, is
required. These are mentioned in Clause 6.7.
Bridges not requiring seismic analysis are
given in clause 6.5.
The present guidelines also cover the seismic
design of the bridges with seismic isolation
devices.
Some
information
on
post-earthquake
operation and inspection is also included
1.
2.
Useful suggestions
for evaluation and
strengthening of various components such as
piers/columns can be derived from the
followings documents specially developed for
buildings:
1.
2.
3.
17
AASHTO (1994), Manual for Condition

Evaluation of Bridges, Second Edition,
American Association of State Highway
and Transportation Officials, Washington
DC, USA.
Japan Road Association (1995) - Reference
for Applying Guided Specification to New
Highway Bridge and Seismic Strengthing
of Existing Highway Bridges.
FEMA 356 (2000) Prestandard and

Commentary for the Seismic Rehabilitation
of
Buildings.
Federal
Emergency
Management Agency, Washington, D. C.,
USA.
ASCE 11-99, Guideline for Structural
Condition
Assessment
of
Existing
Buildings, American Society of Civil
Engineers, USA.
IITK-GSDMA Guidelines - Seismic
Evaluation and Strengthing of Building,
IIT Kanpur.
http://www.iitk.ac.in/nicee/IITKGSDMA/EQ06.pdf
COMMENTARY
PROVISIONS
6. - General concepts
C6.0 General concepts
6.1 -
C6.1 -
Actual forces that appear on portions of

bridges during earthquakes may be greater
than the design seismic forces specified in this
guidelines. However, ductility arising from
material behavior and detailing, and over
strength arising from the additional reserve
strength in them over and above the design
forces, are relied upon to account for this
difference in actual and design lateral loads.
The earthquake codes provide design forces

which are substantially lower than what a
structure is expected to actually experience
during strong earthquake shaking. Hence, it is
important that the structure be made ductile
and statically redundant to allow for alternate
load transfer paths. Ductile design and
detailing enables a designer to use a lower
design force (i.e., a higher value of response
reduction factor R) than for an ordinarilydetailed structure.
6.2 -
C6.2-
The response of a structure to earthquake

shaking is a function of the nature of
foundation soil, materials, form, size and mode
of construction, and characteristics and
duration of ground motion. This guidelines
specifies design forces for structures standing
on soils or rocks which do not settle or slide
due to loss of strength during shaking.
Provisions of this guidelines deal with the

inertia forces induced due to ground shaking.
However, other effects of ground shaking like
liquefaction of soil, sliding failure of soil strata
are not included. Some information on soil
liquefaction is included in Appendix F.
6.3 -
C6.3
The reinforced and prestressed concrete

components shall be under-reinforced so as to
cause a ductile failure. Further, they should be
suitably designed to ensure that premature
failure due to shear or bond does not occur.
Stresses induced in the superstructure due to
earthquake induced ground motion are usually
quite nominal. Therefore, ductility demand
under seismic shaking has not been a major
concern in bridge superstructures during past
earthquakes. However, the seismic response
of bridges is critically dependent on the ductile
characteristics of the substructures. Provisions
for appropriate ductile detailing of reinforced
concrete members given in Appendix A shall
be applicable to substructures. Bridges shall be
Provisions for ductile design and detailing for

reinforced concrete structures are provided in
Appendix A and IS: 13920-1993. However,
provisions for ductile detailing of prestressed
concrete, steel and prefabricated structures are
not yet available in the form of Indian
Standards. If such structures are to be designed
for high seismic zones of the country, it is
expected that the designer will ensure suitable
ductility following the practices of countries,
e.g., USA, Europe, New Zealand and Japan,
with advanced seismic provisions. Since
ductility of superstructure is usually not a
problem in bridges, the clause requires ductile
detailing of substructures, foundations and
connections only and not of the superstructure
18
COMMENTARY
PROVISIONS
designed such that under severe seismic
shaking plastic hinges form in the substructure,
rather than in the deck or the foundation.
6.4 -
C6.4
Masonry and plain concrete arch bridges with

spans more than 12 m shall not be built in the
seismic zones IV and V.
Designers are prohibited to consider masonry

and plain concrete arch bridges of spans more
than 12 m as structural systems for bridges in
high seismic zones, since these systems do not
possess adequate ductility or reserve strength
and may not withstand forces due to strong
ground shaking.
6.5-
C6.5-
Box and pipe culverts need not be analyzed for

seismic forces.
existing Bridge Rules also exempt box and

pipe culverts from seismic design.
6.6-
C6.6-
In Zones II & III, bridges with overall length less

than 60m or spans less than 15m need not be
analyzed for seismic forces. However, these
bridges shall be provided with :
(a) The minimum seating width as per Clause
16.3.
(b) The connections in the restrained direction
between superstructure and substructure,
shall be designed for elastic seismic force
from superstructure.
6.6.1-
C6.6.1
Single span bridges shall not be analyzed for

seismic forces. However, these bridges shall
be provided with:
Single span bridges are exempted from seismic

analysis. These bridges comprise of single
span resting on abutment with no intermediate
pier. However, minimum seat width is
provided and connections in restrained
direction are designed for seismic force.
(c) The minimum seating width as per Clause

16.3.
(d) The connections in the restrained direction
between superstructure and substructure,
shall be designed for elastic seismic force
from superstructure.
19
COMMENTARY
PROVISIONS
6.7 -
C 6.7
For specific cases of bridges, some additional

studies/analysis should be required, which are
described in Table 1.
Specialist literature shall be referred for

information regarding additional studies like
site specific spectrum, estimation of fault
movement, spatial variation of ground motion,
soil liquefaction etc.
The site specific spectrum studies requires
knowledge about seismic potential of active
faults in that region characteristics of the path
through which seismic wave travel and soil
strata on which structures stands. Such studies
are to be performed by experts in the field of
seismology/geology and these shall be peer
reviewed. Following are some of the useful
references on site specific design criteria:
1) Reiter L., Earthquake Hazard Analysis:
Issues and Insights; Columbia University
Press, New York.
2) Kramer S.L., Geotechnical Earthquake
Engineering; Indian Reprint, Pearson
Education, New Delhi, 2003.
3) Housner, G.W. and Jennings P.C.,
Earthquake Design Criteria; Earthquake
Engineering Research Institute, 1982.
4) AERB (1990), Seismic Studies and Design
Basis Ground Motion for Nuclear Power
Plant Sites, AERB Safety Guide No.
AERB/SG/S-11,
Atomic
Energy
Regulatory Board, India.
Spatial variation of ground motion is relevant
for long continuous bridges and for sites where
geological discontinuity and large variation in
soil property along the bridge length exists.
The difference in the characteristics of the
ground motion at various locations along the
bridge length is of concern in such cases.
Information can be obtained in following
references:
1) Eurocode 8 (2005) Design of structures for
earthquake resistance Part 2: Bridges,
prEn 1998-2, European Committee for
Standardization, Brussels.
2) Der Kiureghian A., and Neuenhofer A.,
1992, Response spectrum method for
multi-support excitations, Journal of
Earthquake Engineering and Structural
Dynamics, Vol. 21, pp 713-740.
20
PROVISIONS
Table 1 - Cases Requiring Special Studies/Analysis
Sr.
No.
Cases in which additional special

studies/analysis is required
Special studies/analysis
1.
In zone IV and V, bridges with individual

span length more than 120 m and/or pier
height is more than 30 m.
Modeling of the bridge including geometrical

nonlinearity, P-delta effect and soil-structure
interaction is needed.
Pushover analysis may be done to ascertain the
energy dissipation characteristics of ductile
members. (Details given in Appendix D)
2.
Continuous deck bridge of length larger than

600 m
Spatial variation of ground motion shall be

considered.
3.
Geological discontinuity exists at the site
Spatial variation of ground motion shall be

considered.
4.
Bridge site close to a fault (< 10 km) which

may be active.
Site specific spectrum shall be obtained. Else,

near-source modifications as per Clause 8.1.1
and 8.8.3 shall be done. Specialist literature
shall be required to obtain site specific
spectrum.
If bridge is crossing the fault, detailed geological
studies shall be performed to estimate past
movements across the fault. Bridge to be
designed so as to withstand the expected fault
displacements.
Help
from
geological/seismological persons with enough
experience will be required to calculate fault
movement.
5.
In zone IV and V, if the soil condition is poor,

consisting of marine clay or loose sand (e.g.,
where the soil up to 30m depth has average
SPT N value equal to or less than 20)
6.
Site with loose sand or poorly graded sands
with little or no fines. Liquefiable soil.
21
Site specific spectrum shall be obtained.
Liquefaction analysis is required (Details given

in Appendix F). Liquefaction is the act or
process of transforming any substance into a
liquid state. In non-cohesive soils it is the
transformation of the soil in the solid state to the
liquefied state due to the increase in the pore
pressure and the consequent reduction in the
effective stress.
COMMENTARY
PROVISIONS
C6.8- Ground Motion
6.8- Ground Motion

The characteristics (intensity, duration, etc.,) of
seismic ground vibrations expected at any location
depends upon the magnitude of earthquake, the
depth of focus, distance from the epicenter,
characteristics of the path through which the
seismic waves travel, and the soil strata on which
the structure stands. The random ground motions,
which cause the structures to vibrate, can be
resolved in any three mutually perpendicular
directions. Generally, two horizontal and one
vertical component of ground motion is considered.
6.8.1- Vertical Component of Seismic

Action
C6.8.1 Vertical Component of Seismic

Action
In some cases, the effect of vertical component of

ground motion has to be specifically considered.
The effect of vertical component is particularly
important in the following components/situations:
All structures experience a constant vertical

acceleration (downward) equal to gravity (g) at all
times. Hence, the vertical acceleration during ground
shaking can be just added or subtracted to the gravity
depending on the direction of motion.
a. Prestressed concrete decks.

b. Bearings hold down devices, and linkages.
c. Horizontal cantilever structural elements
such as cantilevers of deck slabs and
cantilever bridges.
d. Situations where stability (overturning
/sliding) becomes critical.
e. Bridge sites located near fault.
The effect of the vertical seismic component on
substructure and foundation may, as a rule, be
omitted in zones II and III.
Vertical acceleration shall be of significant

consideration in bridges with large spans. Reduction
in gravity loads due to vertical component of ground
motion can be particularly detrimental for prestressed
girders. Vertical seismic forces may cause reduction
in stabilizing forces and combined with this, the
horizontal seismic force can cause dislocation of
structures.
C6.9- Assumptions
6.9 Assumptions
The following assumptions are made in the
earthquake-resistant design of bridges:
22
PROVISIONS
COMMENTARY
a) Earthquake causes impulsive ground motions,

which are complex and random in character,
changing in period and amplitude, and each
lasting for a small duration. Therefore,
resonance of the type as visualized under
steady-state sinusoidal excitations will not
occur, as it would need time to build up such
amplitudes.
The note mentioned after assumption (a) has been

necessitated in view of experience such as that in
Mexico City (1985).
Note: However, there are exceptions where

resonance-like conditions have been seen to occur
between long distance waves and tall structures
founded on deep soft soils.
The earthquake occurred 400 km away from the

Mexico City. A great variation in damages was seen
in the Mexico City. Some parts experienced very
strong shaking whereas some other parts of the city
hardly felt any motion. The peak ground acceleration
at soft soils in the lake zone was about 5 times higher
than that at the rock sites though the epicentral
distance was same at both the locations. Extremely
soft soils in lake zone amplified weak long-period
waves. The natural period of soft clay layers
happened to be close to the dominant period of
incident seismic waves and it created a resonancelike conditions. Buildings between 7 and 18 storeys
suffered extensive damage since the natural period of
such buildings was close to the period of seismic
waves.
b) Earthquake is not likely to occur simultaneously

with wind or maximum flood or maximum sea
waves. Similarly, earthquake motion need not be
considered to occur simultaneously with other
extreme environmental conditions such as
thermal, which have low probability of
occurrences.
The probability of occurrence of strong earthquake

shaking is low. So is the case with strong winds.
Therefore, the possibility of strong ground shaking
and strong wind occurring simultaneously is very
low. Thus, it is commonly assumed that earthquakes
and winds of very high intensity do not occur
simultaneously. Similarly, it is assumed that strong
earthquake shaking and maximum flood or sea
waves (Tsunami) and highest temperature will not
occur at the same time.
c) The value of a elastic modulus of materials,

wherever required, may be taken as for static
analysis unless a more definite value is available
for use in dynamic conditions
It is difficult to precisely specify the modulus of

materials such as concrete, masonry, and soil
because its value depends on factors such as stress
level, loading condition (static versus dynamic),
material strength and age of material.
For such materials, there tends to be large variation
in the value of E. For instance, for concrete, IS
456:1978 recommends Ec = 5700fck, where is IS
456:2000 has modified the value to Ec = 5000fck;
both under static condition. Further, the actual
concrete strength will be different from the specified
value. Hence, the code simply allows the modulus of
elasticity for static analysis to be used for earthquake
analysis also
23
COMMENTARY
PROVISIONS
7.0 Conceptual Considerations
7. .Conceptual
Considerations
Conceptual design suggestions in terms of
configuration, superstructure, substructure and
ground conditions are given in Table 2, along with
the non preferred types, for which special design
and detailing are required. These considerations
shall be followed as much as practically possible
and a balance shall be maintained between
functional requirements, cost and seismic
resistance features.
Conceptual considerations are aimed at providing

simplicity, symmetry, and displacement capacity in
the bridge so as to improve its seismic resistance.
This is similar to the role of architectural planning
and detailing in the seismic performance of
buildings. In the past earthquakes it is seen that
bridges with preferred configurations, superstructure,
substructure and ground conditions have performed
better than non preferred type. Bridges of non
preferred types require special considerations in
modeling, analysis, design, and construction.
The selection of an appropriate structure type and
configuration should take into account the seismic
hazard at the site, the soil condition and the bridge
performance requirement. In general, site near active
faults, site with potentially liquefiable or unstable
soil conditions and site with unstable sloping ground
conditions should be avoided, if practical, and
measures to improve the soil conditions should be
considered as an alternative.
Configuration
Criteria for determining an adequate structure
configuration and layout include simplicity,
symmetry and regularity, integrity, redundancy,
ductility and ease of inspection and repair. Bridge
should be simple in geometry and structural
behavior. Simple structure provides a direct and clear
load path in transmitting the inertial forces from
superstructure to ground. The bridge behavior under
seismic loads can be predicted with more certainty
and accuracy with fewer dominant modes of
vibration.
Bridges with features such as extreme curvature or
skew, varying stiffness and mass and abrupt changes
in geometry require special attention in analysis and
detailing to avoid permanent damages and failure.
Superstructure
Simple spans of standard configuration are preferred
by railways since they have performed well during
past earthquakes and can be returned to survive or
replaced. In simple spans lateral load on piers
depends on the weight of adjacent spans. If spans are
of equal length, then, all the piers are subjected to
almost same lateral seismic force.
In continuous bridges, since all the piers are
connected through deck the lateral seismic force on a
pier depends on stiffness of pier. In such cases, large
lateral force may get transmitted to one single pier of
24
COMMENTARY
PROVISIONS
large stiffness. Continuous spans may, however,

reduce the likelihood of unseating at the pier.
Long spans produce higher load demands on fewer
foundations which will increase foundation
vulnerability and reduce redundancy. Excessive
ballast and other non structural weight should be
avoided as far as practically by possible.
Substructure
Wide seat width at the abutment and the pier allow
for large displacements without unseating the bridge
spans. Multiple columns provide redundancy in the
substructure which is needed to survive the higher
level ground motions.
Ground Conditions
The foundation soil should be investigated for
susceptibility to liquefaction and slope failure during
the seismic ground motion. To the extent possible,
bridges in the region of high seismicity should be
founded on stiff, stable soil layers. Large diameter
pile foundations may be used to withstand the slope
failure or carry the bridge loads through liquefiable
soil layer to competent material.
Foundation
Bridges are built either on spread footing or deep
foundation. Bridges on spread footing supported by
firm soil have performed well during earthquakes.
Pile foundation has performed well except when
massive soil failure occurred. Generally the column
yield first; thus limiting the earthquake demand on
foundations. Moreover, the footing and pile cap
should be in deeper level to gain passive resistance.
25
COMMENTARY
PROVISIONS
TABLE 2 Seismically Preferred and not Preferred Aspects of Bridges

Seismically preferred
1.0
Seismically not preferred
Configuration
1.1
Straight bridge alignment
Curved bridge alignment
1.2
Normal piers
Skewed piers
1.3
Uniform pier stiffness
Varying pier stiffness
1.4
Uniform span stiffness
Varying span stiffness
1.5
Uniform span mass
Varying span mass
2.0
2.1
Superstructure
Simply supported spans
Continuous spans
(Integral Bridges)
2.2
Short spans
Long spans
2.3
Light spans
Heavy spans
2.4
No intermediate
within span
3.0
hinges
Intermediate hinges
Substructure
3.1
Wide seats
Narrow seats
3.2
Multiple column
Single column
4.0
4.1
Ground conditions
Stiff, Stable soil
Unstable soil
26
COMMENTARY
PROVISIONS
C8.0 Design Criteria
8. Design Criteria
In the existing Bridge Rules, the design seismic

forces for bridges are directly specified; this is often
misunderstood as the maximum expected seismic
force on the bridge under design seismic shaking.
The present guidelines distinguishes the actual forces
appearing on each bridge component during design
earthquake shaking if the entire bridge structure were
to behave linear elastically, from the design seismic
force for that component. This is in line with the
world wide practice in this regard. The actual forces
appearing on each bridge component is obtained by
dividing the realistic seismic force by factor of 2R ,
where R is response reduction factor . The realistic
seismic force is the one which will act on each
component if bridge are to remain elastic.
The guidelines makes it clear to the designer that the
design seismic forces on superstructure, substructure
and foundations are only a fraction of the maximum
elastic forces that would appear on the bridge. Only
in connections, the design seismic forces may be
equal to (or more than) the maximum elastic forces
that would be transmitted through them. This is in
stark contrast with the design forces for any other
design loading conditions. For instance, in case of
design for wind effects, the maximum forces that
appear on the structure are designed for and no
reductions are employed.
8.1- Seismic Zone Map
C8.1 - Seismic Zone Map
For the purpose of determining design seismic

forces, the country is classified into four seismic
zones. A seismic zone map of India is shown in Fig.
1. The peak ground acceleration (PGA) (also called
zero period acceleration, ZPA), associated with
each zone, is called zone factor, Z. The zone factor
is given in Table 3. Zone factors for some important
towns are given in Appendix B
The seismic zone map and zone factors are taken

from IS 1893 (Part 1): 2002. The seismic zoning map
broadly classifies India into zones where one can
expect earthquake shaking of the more or less the
same maximum intensity. The zoning criterion of
the map is based on likely intensity. It does not give
us any idea regarding how often a shaking of certain
intensity may take place in a location (that is,
probability of occurrence or return period). For
example, say area A experiences a maximum
intensity VIII every 50 years and area B experiences
a maximum intensity VIII every 300 years. But both
these areas will be placed in zone IV, even though
area A has higher seismicity. The current trend
worldwide is to specify the zones in terms of ground
acceleration that has a certain probability of being
exceeded in a given number of years.
Table 3 - Zone Factor Z For Horizontal Motion

Seismic
Zone
II
III
IV
0.10
0.16
0.24
0.36
27
COMMENTARY
PROVISIONS
Zone factor (Z) accounts for the expected intensity of

shaking in different seismic zones Efforts have been
made to specify Z values that represent a reasonable
estimate of PGA in the respective zone. For instance,
Z value of 0.36 in zone V implies that a value of
0.36g is reasonably expected in zone V. But it does
not imply that acceleration in zone V will not exceed
0.36g. For example, during 2001 Bhuj earthquake,
peak ground acceleration of approximately 0.6g was
inferred from data obtained from the Structural
Response Recorder located at Anjar, 44kms away
from the epicenter.
8.1.1- Near Source Effect
C8.1.1- Near Source Effect
For bridges which are within a distance of 10 km

from a known active fault, seismic hazard shall be
specified after detailed geological study of the fault
and the site condition. In absence of such detailed
investigation, the near-source modification in the
form of 20% increase in zone factor may be used.
Seismic hazard analysis shall be performed and site

specific PGA and design acceleration spectrum shall
be developed. Refer table 1 and commentary of
clause 6.7.
8.2 - Importance Factor
The values of importance factor I, for different

bridges are given in Table 4. The importance factor
reflects strategic importance of the route and
functionality of the bridge in the post earthquake
period.
Table 4 - Importance Factor for bridges
Category
Import
ance
Factor
Bridges included
Category
I
1.5
i) All important bridges irrespective of

route.
Bridge
ii) Major bridges on group A, B and C

routes.
(For route classification see IRPW
Manual)
Category
II
1.25
Bridge
Other
Bridge
i) Major bridges on all other routes.

ii) All other bridges on group A, B and C
routes.
1.0
All other bridges
28
If bridge is crossing the fault, detailed geological

studies shall be performed to estimate past
movements across the fault. Bridge to be designed
so as to withstand the expected fault displacements.
Help from geological/seismological persons with
enough experience will be required to calculate fault
movement.
C8.2 - Importance Factor
Seismic design philosophy assumes that a structure

may undergo some damage during severe shaking.
However critical and important facilities must
respond better in an earthquake than an ordinary
structure. Importance factor is meant to account for
this by increasing the design force level for critical
and important structures.
As per IRS for design of substructure and foundation
of bridges, Important and Major bridges are defined
as follows:
Important Bridges: Important Bridges are those
having a lineal waterway of 300m or a total
waterway of 1000 Sq.m or more and those classified
as important by the Chief Engineer/Chief Bridge
Engineer, depending on considerations such as depth
of waterway, extent of river training works and
maintenance problems.
Major Bridges: Major Bridges are those which have
either a total waterway of 18m or more or which
have a clear opening of 12m or more in any one
COMMENTARY
PROVISIONS
span.
Group A, B, C routes depend on traffic intensity and
strategic importance of the route.
29
COMMENTARY
PROVISIONS
8.3- Methods of Calculating
C8.3 - Methods of Calculating

8.3.1 -
C8.3.1
The seismic forces for bridges shall be generally

estimated by Seismic Coefficient Method (Single
Mode Method) described in Section 9.0. Response
Spectrum Method (Multi Mode Method) described in
Section 10 shall be used in zones III, IV and V in
following cases:
The existing Bridge Rules follow a very simplistic

method for calculating design seismic force. In this
method, design seismic force computation does not
include consideration of flexibility of the bridge.
This implies that all the bridges in a seismic zone,
irrespective of their span, pier height and structural
system adopt the same design acceleration
coefficient.
(a)
(b)
(c)
(d)
Irregular bridge as defined in section 8.3.5.2

Individual span more than 80m
Continuous bridge
Height of top of pier / abutment from the base
of foundation is more than 30m.
This guideline includes the effect of bridge flexibility

in its design force computation. Further, it permits
the use of both the Seismic Coefficient Method
(single Mode Method) and the Response Spectrum
Method (Multi Mode Method). The Seismic
Coefficient Method assumes that (a) the fundamental
mode of vibration has the most dominant
contribution to seismic force, and (b) masses and
stiffness are evenly distributed in the bridge resulting
in a regular mode shape.
The seismic coefficient method is applicable when
dynamic behavior of the bridge can be sufficiently
approximated by a single degree of freedom system.
This condition is considered to be satisfied in
following cases:
a)
In longitudinal direction of approximately

straight bridges, with continuous deck, the
seismic forces are carried by the piers, and the
total mass of the piers is less than 20% of the
mass of the deck
b) For the above bridge in transverse direction, if
the bridge is approximately symmetric about
the center of the deck, i.e., when the
eccentricity between the center of stiffness of
the supporting members and the center of mass
of the deck does not exceed 5% of the length of
the deck.
c) For bridges with simply supported spans, no
significant interaction between piers is expected
and the total mass of each pier is less than 20%
of the tributary mass of the deck (Tributary
mass of the deck on a pier is the half mass of
the deck on either side of the pier).
30
COMMENTARY
PROVISIONS
However, in long span bridges, higher modes may be

important. And, in irregular bridges, higher modes
may be important and their mode shape may not be
regular. Hence, this clause suggests the use of multimode analysis namely Response Spectrum Method,
for such bridges.
It may be clarified that mass concrete piers, common
in Railway bridges may be analyzed by the Seismic
Coefficient method, regardless of the mass ratio of
pier weight and the superstructure.
8.3.2 -
C8.3.2 -
The Time History method described in Section 11.0

shall be used in following cases:
Ground motion records to be used in the time history

analysis shall be obtained after site specific studies.
These studies shall be performed by a team of
experts and shall be peer reviewed.
(i)
To verify the result of Response Spectrum

Method for highly irregular bridges in zone IV,
and V.
(ii) Bridges with special devices like Shock
Transmission Units (STU), and seismic
isolation devices, time history method is
mandatory.
8.3.3 -
C8.3.3-
The Pushover analysis described in Section 12.0

may be used to ascertain the nonlinear load
carrying capacity and ductility of pier with more than
50 m height and individual span more than 120 m.
International bridge codes are now recommending

use of Pushover Analysis for bridges. Pushover
analysis is a nonlinear analysis which estimates the
nonlinear load carrying capacity of the bridge pier,
and assesses the energy dissipating capacity of
ductile members. This analysis estimates if the
provided ductile detailing is enough to accommodate
seismic loads on the bridge.
8.3.4
C8.3.4 -
For applying seismic forces obtained using Seismic

Coefficient Method or Response Spectrum Method
and for applying earthquake ground motion in Time
History Method (THM), the mathematical model of
bridges shall be used. This model shall
appropriately model the stiffness of superstructure,
bearings, piers and bridge ends. Analysis of bridge
model under dead load, live load and seismic loads
gives bending moment, shear and axial forces in
various bridge components.
31
COMMENTARY
PROVISIONS
8.3.5 Regular and Irregular
Bridges
8.3.5 Regular and Irregular

Bridges
8.3.5.1- Regular Bridge
C8.5.1.1
A regular bridge has no abrupt or unusual changes

in mass, stiffness or geometry along its span and
has no large differences in these parameters
between adjacent supports (abutments excluded).
A bridge shall be considered regular for the
purposes of this guidelines, if
(a) It is straight or it describes a sector of an arc
which subtends an angle less than 90 at the
center of the arc, and
(a) Fig C1a represents the straight regular bridge.

Whereas Fig C1 b show the straight bridge with
< 900.
Fig C1a Straight Bridge
< 90o
Fig C1b Regular Bridge with
< 90o
(b) The adjacent piers do not differ in stiffness by

more than 25%. (Percentage difference shall be
calculated based on the lesser of the two
stiffnesses as reference).
(c) If multi-column piers are used then the stiffness

of the stiffest columns within piers shall not be
25% more than the stiffness of the most flexible
column in that pier.
32
(c) Multi-column pier (bent) is quite commonly used

in highway bridges. They provide frame action in
transverse direction. Similarly for continuous
bridges, frame action in the longitudinal direction
can also be achieved. Details regarding configuration
of multi-column pier for regular bridges are given in
CALTRANS.
Fig C2: Multi-column Pier (Bent)
COMMENTARY
PROVISIONS
C8.3.1.2 -
8.3.5.2 - Irregular Bridge

All bridges not conforming to Clause 8.3.5.1 shall
be considered irregular. Further, arch bridges of
span exceeding 30m, cable stayed bridges,
suspension bridges, and other innovative bridge
forms shall also be treated as irregular bridges.
8.4 - Seismic Weight and Live

Load
C8.4 Seismic Weight and Live

Load
8.4.1-
C8.4.1 -
The seismic weight of the superstructure shall be

taken as its full dead load plus appropriate amount
of live load. The seismic weight of the substructure
and of the foundation shall be their respective full
dead load. Buoyancy and uplift shall be ignored in
the calculation of seismic weight.
The dead load of the superstructure also includes the

superimposed dead load that is permanently fastened
or bonded with its structural self weight. Since there
is a limited amount of friction between the live load
and the superstructure, only a part of the live load is
included in the inertia force calculations.
Note In the Seismic Coefficient Method (Clause 9.0), for

simply supported regular bridges, single degree of
freedom (SDOF) model is used to obtain time period and
in this model only 80% of pier weight is considered in the
seismic weight.
It is clear that the seismic forces on a bridge

component are generated due to its own mass, and
not due to the externally applied forces on it. The
presence of buoyancy and uplift forces does not
reduce its mass. Thus, the clause requires that
buoyancy and uplift forces be ignored in the seismic
force calculations.
8.4.2-
C8.4.2 -
No live load (train load) shall be considered while

calculating horizontal seismic forces along the
direction of traffic (Longitudinal direction). 50% live
load (excluding impact effect) shall be considered
while calculating horizontal seismic forces in the
direction perpendicular to traffic (transverse
direction).
By the live load , one usually refers to vehicular

traffic. Seismic shaking in the direction of traffic
causes the wheels to roll once the frictional forces
are overcome. The inertia force generated by the
vehicle mass in this case is smaller than that if the
vehicle mass were completely fastened to the span.
Further, the inertia force generated by the vehicle
mass due to friction between the superstructure deck
and wheels, is assumed to be taken care of in the
usual design for braking forces in the longitudinal
direction. Thus, live load is ignored while estimating
the seismic forces in the direction of traffic.
On the contrary, under seismic shaking in the
direction perpendicular to that of traffic, the rolling
of wheels is not possible. Thus, live load is included
for shaking in this direction. Here, it is assumed that
33
COMMENTARY
PROVISIONS
at the time of the earthquake, probability of full live

load being present on the bridge is very low. Hence,
only 50% of design live load is considered.
Existing Bridge Rules also considers 50% live load
in transverse direction and no live load in
longitudinal direction.
8.4.3 -
C8.4.3
The vertical seismic forces shall be obtained by

considering full live load (excluding impact effect)
on the bridge.
While calculating vertical seismic forces, the seismic

weight shall include full live load. It may be noted
that while calculating lateral seismic forces, 30%
live load is included in seismic weight for transverse
direction, where as no live load is included for
seismic weight in longitudinal direction.
8.4.4- Seismic Mass
C8.4.4- Seismic Mass
The seismic mass of a bridge component is its

seismic weight obtained as per Clause 8.4, divided
by the acceleration due to gravity.
Weight = mass x acceleration due to gravity. In SI

system, the unit of weight is Newton and unit of
mass is kilogram.
8.5 - Combination of Seismic

Components
C8.5 - Combination of Seismic

Components
The seismic forces shall be assumed to act in any

direction. For design purpose, the analysis is done
for earthquake motion in two orthogonal horizontal
directions and one vertical direction.
Generally, analysis for horizontal seismic forces is
adequate. When vertical motion is to be considered,
the design seismic forces shall be combined as per
clause 8.5.3.
The design ground motion can occur along any

direction of a bridge. Moreover, the motion has
different directions at different time instants. The
earthquake ground motion can be thought of in
terms of its components in the two horizontal
directions and one vertical direction.
8.5.1 -
C8.5.1 -
For regular bridges, the two orthogonal horizontal

directions are usually the longitudinal and
transverse direction of the bridges (Fig 2a). For
such bridges analysis shall be done for seismic
forces in longitudinal and transverse directions. The
seismic force resultants (Bending Moment, Shear
Force and Axial Force) at any component obtained
from the analysis in longitudinal and transverse
For regular bridges, the two orthogonal horizontal

directions (say x- and y-directions) are usually the
longitudinal and transverse directions of the bridge.
For such bridges, it is sufficient to design the bridge
for seismic forces acting along each of the x- and ydirections separately. During earthquake shaking,
when the resultant motion is in a direction other than
x and y, the forces can be resolved into x- and ycomponents, which the elements in the two principal
34
COMMENTARY
PROVISIONS
directions shall be considered separately.
directions are normally designed to withstand.
X- and Y- indicate global axes; x- and y- are local

axes for column/pier.
X
y
M yX
M Yy
MxX
M Yx
Fig. 2 a: Seismic forces for Straight Bridge

(Clause 8.5.1).
M yX = Bending Moment in y-direction when force is applied in XDirection
MxX = Bending Moment in x-direction when force is applied in XDirection
M Yy = Bending Moment in y-direction when force is applied in YDirection
M Yx = Bending Moment in x-direction when force is applied in

Y-Direction
For Straight Bridge, M yX and
M Yx are zero.
8.5.2 -
C8.5.2 -
For irregular bridges, particularly, skew bridge (Fig.

2b), bridge, seismic force shall be considered along
x-and y-direction. The design seismic force
resultant (Bending Moment, Shear Force and Axial
Force) at any component shall be obtained as
follows:
In case of irregular bridges, particularly those with

skew, design should be done by considering the
seismic force component in x-direction and ydirection. In such a case, the bridge should also be
designed for earthquake forces acting along the
directions in which the structural systems of the
substructures are oriented. One way of getting
around this without having to consider too many
possible earthquake directions is to design the
structure for:
(a) r1 0.3r2
(b) 0.3r1 r2
where
r1 =
Force resultant due to full design seismic

force along x direction,
r2 = Force resultant due to full design seismic

force along y direction.
(a) full design force along x-direction (ELx) acting

simultaneously with 30% of the design force in
the y-direction (ELy); i.e., (ELx+0.3ELy), and
(b) full design force along y-direction (ELy) acting
simultaneously with 30% of the design force in the
x-direction (ELx); i.e., (0.3ELx+ELy).
This combination ensures that the components
35
COMMENTARY
PROVISIONS
Bridge Plan Global X-Y axes
M yX
M Yy
M xX
(particularly the substructure) oriented in any

direction will have sufficient lateral strength. In case
x vertical ground motions are also considered, the
same principle is then extended to the design force
combinations in the three principal directions.
M xY
(Local x-x and y-y axes)
Fig. 2 b: Combination of orthogonal seismic

forces for Skew Bridge (Clause 8.5.2).
Design Seismic Force Resultant for Bending

Moment
Design
Moments
Moments for
ground motion
along X-axis
Moments for
ground motion
along Z-axis
M x = M xX + 0 .3 M Yx
My = MyX + 0.3MYy
M x = 0.3M xX + M Yx
My = 0.3MyX + MYy
where, Mx and Mz are absolute moments

about local axes.
8.5.3When vertical seismic forces are also considered,

(Clause 6.8.1), then for regular bridges, the design
seismic force resultants shall be obtained for the X-,
Y- and Z-direction separately. Hence, for irregular
bridges, the design seismic force resultant at any
component shall be computed as follows:
(a) r1 0.3r2 0.3r3
(b) 0.3r1 r2 0.3r3
(c) 0.3r1 0.3r2 r3
36
COMMENTARY
PROVISIONS
Where
and
are as defined in Clause 8.5.2,

is the force resultant due to full design
seismic force along the vertical or z-direction

direction.
8.5.4 -
C8.5.4 -
As an alternative to the procedure in 8.5.2 and

8.5.3, the forces due to the combined effect of two
or three components can be obtained on the basis
of square root of sum of square (SRSS) that is
When seismic force is applied in X-direction, the
r12 + r22 or r12 + r22 + r32

Where r1 , r2
or 8.5.3.
bending moments in column are M x and
and y- are local directions. Similarly, for seismic

force in Y-direction, the bending moment in column
Y
are M x and
and r3 are as defined in Clause 8.5.2
M yX . x-
M Yy . The design moment, M X in x-
direction and in y-direction is given by is given by,
MX =
MY =
( M xX ) 2 + ( M yX ) 2 and
( M Yx ) 2 + ( M Yy ) 2
These two orthogonal components are combined by

using SRSS rule. The graphical representation is
shown in Fig. 2b.
8.6 - Damping and soil Properties
C8.6 - Damping and soil properties
8.6.1 - Damping
C8.6.1 Damping
In general, 5% damping shall be considered.
Damping value of 5% is suggested for all types of

bridges. It is expected that in most of the bridges,
substructure will be of concrete.
8.6.1.1-
C8.6.1.1
If well foundation is used, then 10% damping shall

be used.
Generally piers are considered fixed at the top of the

well foundation, i.e., foundation is considered to be
rigid. For such models, increased damping of 10%
may be used to account for the additional energy
dissipation due to interaction between well
foundation and adjoining soil. Alternatively, a
rigorous soil-structure interaction analysis can be
performed by modeling the well foundation and the
surrounding soil.
37
COMMENTARY
PROVISIONS
8.6.1.2-
C8.6.1.2-
In case the guard rails are effectively provided, on

single span of bridge upto 80 m length , 10 %
damping in longitudinal direction can be
considered.
Railway track along with effectively provided guard

rails provides a continuous load path in longitudinal
direction. Thus, for short bridges, they help in
enhancing the participation of abutment and
adjoining soil in the shaking in longitudinal
direction. Hence, damping is increased for 10% for
such cases. A similar provision is given in AREMA
for short bridges.
8.6.2 Increase in Allowable Pressure in

Soils
C8.6.2 Increase in Allowable
When earthquake force is included then allowable

pressure in soil and rock shall be increased as
stipulated in Table 5. Bearing pressure for
foundation and pile capacity shall be determined by
working stress method only.
Many modern codes, e.g., the International Building

Code (IBC) 2000), classify the soil type as per
weighted average in top 30 m based on:
8.6.3-
C8.6.3-
The values for allowable bearing pressure in soil

given in Table 5 applies to the upper 30m of the soil
profile. Profiles containing distinctly different soil
layers shall be subdivided into layers, each
designated by a number that ranges from 1 (at the
top) to n (at the bottom), where there are a total of n
layers in the upper 30 meters, and a weighted
average
will
be
obtained
as
follows:
n
N = i =1
di
n d
i
i =1
Ni
where
i =1
d i is equal to 30 m, Ni is the standard
penetration resistance of layer i, not to exceed 100

blows per 300 mm as directly measured in the field
without correcting, and di is the thickness of any
layer i between 0 and 30m.
38
Pressure in Soils
Soil shear wave velocity, or

Standard penetration resistance, or
Soil un-drained shear strength
COMMENTARY
PROVISIONS
Table 5 - Percentage of Permissible Increase in Allowable Bearing Pressure or Resistance of

Soils
(Clause 8.6.3)
Sl
No.
Foundation
Type of soil Mainly Constituting the Foundation

Type I Rock or Hard Soil
Type II Stiff Soil
Type III Soft

Soils
(1)
(2)
(3)
(4)
(5)
i)
Piles passing through any soil

but resting on soil type I
50
50
--
ii)
Piles not covered under item i
--
25
--
iii)
Raft foundations
50
50
--
iv)
Combined isolated RCC footing

with tie beams
50
25
--
v)
Isolated RCC footing without tie

beams, or unreinforced strip
foundations.
50
25
--
Well foundation
50
25
--
vi)
NOTES
1. The allowable bearing pressure shall be determined in accordance with IS 6403 or IS 1888.
2. If any increase in bearing pressure has already been permitted for forces other than seismic forces, the total
increase in allowable bearing pressure when seismic force is also included shall not exceed the limits specified
above.
3. Desirable minimum field values of N- If soils of smaller N-values are met, compacting may be adopted to achieve
these values or deep pile foundations going to stronger strata should be used.
Seismic Zone
Level
Depth below
Ground (in
meters)
N-Values
Remarks
For values of
depths between 5m
and 10m, linear
interpolation is
recommended.
III, IV and V
5
10
15
20
II (for important
Structures only)
5
10
15
20
4. The values of N (uncorrected values) are at the founding level and the allowable bearing pressure shall be
determined in accordance with IS 6403 or IS 1888.
5. The piles should be designed for lateral loads neglecting lateral resistance of soil layers liable to liquefy.
6. IS 1498 and IS 2131 may also be referred.
39
COMMENTARY
PROVISIONS
SOIL TYPE
Soil Type
Type I: Rock or Hard Soils
Type II: Stiff Soils
Definition
Well graded gravel (GW) or well graded sand (SW) both with less than 5% passing 75 m
sieve (Fines);
Well graded Gravel Sand mixtures with or without fines (GW-SW);
Poorly graded Sand (SP) or clayey sand (SC), all having N above 30;
Stiff to hard clays having N above 16, where N is the Standard Penetration Test value.
Poorly graded sands or Poorly graded sands with gravel (SP) with little or no fines having
N between 10 and 30;
Stiff to medium stiff fine-grained soils, like Silts of Low compressibility (ML) or Clays of
Low Compressibility (CL) having N between 10 and 16.
All soft soils other than SP with N<10. The various possible soils are
Type III: Soft Soils
Silts of Intermediate compressibility (MI);
Silts of High compressibility (MH);
Clays of Intermediate compressibility (CI);
Clays of High compressibility (CH);
Silts and Clays of Intermediate to High compressibility (MI-MH or CI-CH);
Silt with Clay of Intermediate compressibility (MI-CI);
Silt with Clay of High compressibility (MH-CH).
8.7- Combination of Seismic

Design Forces with Other
Forces
The design seismic force resultant at a crosssection of a bridge component shall be

appropriately combined with those due to other
forces as per Table 12 of IRS Concrete Bridge
Code (2004). However, in lieu of combination 2 of
Clause 11.0 of IRS Concrete Bridge Code, following
load combinations shall be used :
(A) Ultimate limit state design
1) 1.25DL + 1.5 DL(S) +1.5EQ + 1.4 PS+ 1.7 EP
2) 1.25DL + 1.5DL(S) + 0.3 (LL + LL(F)) + 1.2EQ
+ 1.7 EP + 1.4PS + 1. 4HY + 1.4BO
3) 0.9DL + 0.8DL(S) + 1.5EQ + 1.4 PS + 1.7 EP
(B) Serviceability Limit State
1) 1.0 DL+1.2 DL(S) +1.0 EQ
C8.7 - Combination of seismic

Design Forces with Other
Forces
For a very busy railway track , it is expected that on

a bridge, on an average a heavy train will pass once
in 15 minutes. A train of 500 m length at a speed of
80 kmph will take about 30 sec to cross a bridge of
30 m span. Thus, there is 1-in-30 chance that train
will be present on a bridge during earthquake. For
other scenario of train speeds and bridge lengths , the
probability of a train being on bridge at any time will
vary from 1- in- 20 to 1- in- 50. From this point of
view, the partial safety factor for live load is 0.3.
IRS Steel Bridge code and IRS Bridge Sub- structure
& Foundation code mention working stress method
for steel bridges and substructure and foundation.
When working stress method is used, the load
combination corresponding to Serviceability limit
state shall be used.
The load combination A3 is useful not only for
assessing the critical combination for overturning
effect but also for stress reversal effect. Earthquake
2) 1.0 DL + 1.2 DL(S)+0.3(LL+LL(F))+1.0EQ
40
PROVISIONS
COMMENTARY
(C) During the construction stage, following load

combination shall be used:
load include lateral as well as vertical amount as per

clause 8.5
1.0DL + 1.2DL(S) + 0.5 (LL + LL(F)) + 1.0EQ + 1.3

EP + 1.0PS + 1.0HY + 1.0BO
The seismic load combinations from various codes

are listed below:
Where,
a) Existing IRS Concrete Code
DL = dead load,
IRS Concrete Code :
DL(S) = superimposed dead load,
Ultimate Limit State
LL = live load,
1) 1.4DL + 2.0DL(S) + 1.6EQ

2) 1.4DL + 2.0DL(S) + 1.25EQ + 1.7EP +
1.25LL(F) + 1.75LL
Serviceability Limit State
1) 1.0DL + 1.2DL(S) +1.0EQ
2) 1.0DL + 1.2DL(S) + 1.0EQ + 1.0LL(F) + 1.0 LL
LL (F) = live load on footpath,

EQ = earthquake load,
EP = earth pressure,
PS = prestressing load,
b) AREMA
HY = hydrodynamic load,
BO = buoyancy load, ,
1.0 (DL + EP + BO + PS + EQ) -- Concrete Structure
SH = shrinkage load,
1.0 (DL + EP + BO + EQ)
CR = creep load,
c) AASHTO
--- Steel structure
TE = temperature load.
The live load (LL) includes impact effect,

longitudinal forces (tractive and braking), and
centrifugal force.
(1.25 or 0.9) DC + (1.4 or 0.25) DD + (1.5 or 0.65)

DW + (1.5 or 0.9)EH + (1.35 or 0.9) EV + (1.5 or
0.75)ES + 1.0EL + 1.0PS + (1.25 or 0.9) CR + (1.25
or 0.9)SH + 0.5 ( LL + IM + CE + BR + PL + LS ) +
WA+ FR +EQ
For permanent loads, the maximum and minimum
value of load factor is given. Designer shall use those
values which produce the most critical combination
or worst effect. For example, if load A produces
the effect opposite to that of load B, then,
minimum value of load factor shall be used for load
A along with the maximum value for load B .
d) TRANSIT (New Zealand)
1) (1.35 or 0.8)DL + EL +1.35EP+1.35OW + SG +
ST + EQ + 0.33TP+ GW
2) 1.35DL+ 1.35EL+1.35EP + 1.35OW + 1.35SG +
0.45EQ + 1.49CN + GW
DL + EL + GW + EP + OW + SG + ST + EQ +
0.33TP
DL + EL + GW + EP + OW + SG + 0.33EQ + CN
41
COMMENTARY
PROVISIONS
e) Indian Road Congress (IRC)

1.0DL + 0.5LL + 0.5TR + 0.5BR + 1.0BO + 1.0EQ +
0.5CF + 1 EP + 1.0 WC + 1.0 IM + 1.0TE + 1.0 WP
+ 1.0 GE + 1.0DE+ 1.0 BF
For Construction Condition
1.0DL + 1.0BO + 0.5EQ + 1 EP + 1.0 WC + 1.0
Erection Effect
DC = dead load of structural components and

nonstructural elements, DD = downdrag force, DL =
dead load, DW = dead load of wearing surfaces and
utilities, EH = horizontal earth pressure load, EP =
earth pressure, ES = earth surcharge load, EL =
miscellaneous locked-in force effects resulting from
the construction process, including jacking apart of
cantilevers in segmental construction, EV = vertical
pressure from dead load of earth fill, PS = secondary
forces from post-tensioning, CR = force effects due
to creep, SH = force effect due to shrinkage, IM =
vehicular dynamic load allowance, CE = vehicular
centrifugal force, BR = vehicular breaking force, PL
= pedestrian live load, LS = live load surcharge, WA
= water load and stream pressure, FR = friction load,
EQ = earthquake load, OW = ordinary water pressure
and buoyancy, SG = shortening effects, ST =
settlement, CN = construction loads, including loads
on an incomplete structure, TR = tractive effect, BR
= breaking effect, TE = temperature effect, GE =
grade effect, BF = bearing friction, WC = water
current, WP = wave pressure.
8.8 - Vertical Motions
C8.8 - Vertical Motions
The seismic zone factor for vertical ground motions,

when required (see Clause 6.8.1), may be taken as
two-thirds of that for horizontal motions given in
Table 3.
Usually the vertical motion is weaker than the

horizontal motion. On an average, peak vertical
acceleration is one-half to two-thirds of the peak
horizontal acceleration. While the 1984 edition of IS
1893 and existing Bridge Rules specify vertical
coefficient as one-half of horizontal, in the 2002
edition of IS 1893 peak vertical acceleration has
been specified as two-thirds of the peak horizontal
acceleration.
42
COMMENTARY
PROVISIONS
8.8.1-
C8.8.1-
For superstructure with span upto 80 m, the effect

of vertical motion can be considered by analyzing
the superstructure for 25% additional dead weight
in upward and downward direction.
Long span bridges are more sensitive to vertical

motion and analysis for vertical acceleration shall be
carried out. For spans less than 80 m, simplified
approach, taken form CALTRANS is suggested.
8.8.2-
C8.8.2-
For superstructure with span more than 80m,

analysis for vertical ground motion shall be done.
Vertical component of ground shaking can make the

superstructure to vibrate in vertical plane. In short
span bridges, superstructure will be quite rigid and
its time period will be very low. However, in long
span bridges, superstructure could be flexible. For
continuous superstructure, time period of
superstructure can be obtained by modeling it using
general purpose structural analysis software.
Such
analysis
requires
time
period
of
superstructure in vertical direction. Time period for
the superstructure has to be worked out separately
using the property of the superstructure, in order to
estimate the seismic acceleration coefficient (Sa/g)
for vertical acceleration. It can be done by free
vibration analysis of superstructure using standard
structural analysis software. However, for simply
supported superstructure with uniform flexural
rigidity, the fundamental time period Tv, for vertical
motion can be estimated using the expression
m
, where L is the span, m is the
EI
mass per unit length, and EI is the flexural rigidity of
the superstructure.
TV =
L2
When ultimate limit state is used, effective flexure

rigidity equal to 50% of gross flexural rigidity shall
be taken for concrete superstructure (RC and
Prestressed girders, slab decks).
8.8.3
C8.8.3
For locations, within 10 km of active fault, seismic

zone factor for vertical ground motion may be taken
as equal to that for horizontal motion. ( which shall
include the 20% increase in horizontal PGA as per
Clause 8.1 ).
In the regions very close to active fault, ground

motion characteristics could be quite different. In
near-source regions, seismic hazards shall be based
on detailed geological study of fault and local site
condition. In absence of such detailed study, the
zone factor for vertical motion is taken as same as
that for horizontal motion. It is to be noted that, for
such near source locations, the zone factor for
horizontal motion has already been enhanced by
20%. Thus, the zone factor for the horizontal and
vertical motion in zone V would be 0.36 x 1.2 =
0.432g.
43
COMMENTARY
PROVISIONS
C9.0 Seismic Coefficient

Method (Single mode Method)
9. Seismic Coefficient
Method (Single mode
Method)
The method can be employed by using the
following step-wise procedure:
(a) Obtain the horizontal elastic acceleration
coefficient due to design earthquake, which is
same for all components. (Clause 9.1)
(b) Obtain the seismic weight of each component.
(Clause 8.4)
(c) Obtain the seismic inertia forces generated in
each component by multiplying quantities in (a)
and (b) above. (Clause 9.2.1)
(d) Apply these inertia forces generated in each of
the components at the center of mass of the
corresponding component, and conduct a
linear elastic analysis of the entire bridge
structure to obtain the stress resultants at each
cross-section of interest.
(e) Obtain the design stress resultants in any
component by dividing the maximum elastic
stress resultants obtained in (d) above by the
response reduction factor prescribed for that
component. (Clause 9.3)
44
The seismic coefficient method is applicable for

bridges as described in Clause 8.3.
PROVISIONS
COMMENTARY
9.1- Elastic Seismic Acceleration

Coefficient
C9.1 - Elastic Seismic Acceleration

Coefficient
The Elastic Seismic Acceleration Coefficient Ah due

to design earthquake along a considered direction
shall be obtained as
As compared to the existing Bridge Rules, here, new

zone map as per IS 1893(Part 1) and response
spectrum similar to IS 1893 (Part 1):2002 is used.
Zone Factor (Z)
Ah = Z I Sa
2
Refer commentary of Clause 8.1
where
Importance Factor (I)
Z = Zone Factor, given in Table 3,

I
Refer commentary of Clause 8.2
= Importance Factor, given in Table 4,
Spectrum Acceleration Coefficient (Sa/g)
Sa
= Spectrum Acceleration Coefficient along the
g
considered direction given as follows:
T = Fundamental natural period of the bridge along

the considered direction.
This is obtained from the design response spectrum,

which is a plot of maximum acceleration of structure
as a function of time period of structure. The time
period of bridge, depends on its flexibility, and
hence, spectrum acceleration coefficient accounts for
the effect of flexibility of the bridge on the design
acceleration. This design acceleration spectrum is
same as the one given in IS 1893 (Part 1):2002,
except for its variation in short period range, i.e.
T<0.1 sec and in long period range, i.e., T > 3 sec.
As compared to the spectrum of IS 1893 (Part 1), in
the short period range (0 < T < 0.1 ), the ascending
portion of the spectrum has been replaced by a
constant value. This implies that between 0 to 0.1
sec, the value of spectrum acceleration will be on
higher side. There are several reasons for this
conservatism. For instance, ductility does not help in
reducing the maximum forces if natural period is in
this range of 0 - 0.1 sec. Hence, it is necessary to
raise the level of spectrum in this range. Also, since
the acceleration response spectrum has a very steep
slope in the range 0-0.1 sec, any small
underestimation of the natural period T may lead to a
significant reduction in the seismic force. In the long
period range, the 1/T variation has been replaced by
constant value, which essentially ensures certain
minimum level of design acceleration even for very
flexible structures.
The soil types are described in Table 5.
Damping Factors
Sa
is given in Fig.3 for 5% damping. For
g
other damping values, the multiplying factors are
given in Table 6.
The design acceleration spectrum given in Figure 3 is

for damping value of 5 percent of critical damping.
Ordinates for other values of damping can be
obtained by multiplying the value for 5 percent
damping with the factors given in Table 6. These
factors are same as those given in IS 1893 (Part
For rocky, or hard soil sites (Type I)

2.50
Sa
= 1.00 / T
g
0 .33
T 0 .40
0.40 T < 3.00
T 3.00
For medium soil sites (Type II)

2.50
Sa
= 1 .36 / T
g
0.45
T 0..55
0.55 T < 3.00
T 3.00
For soft soil sites (Type III)

2 .50
Sa
= 1 .67 / T
g
0 .56
T 0 .67
0.67 T < 3.00
T 3 .00
A plot of
45
COMMENTARY
Spectrum Acceleration Coefficient (Sa/g)
PROVISIONS
1):2002.
Fundamental Natural Period T (s)
Fig. 3 Response Spectrum for 5% damping

for Seismic Coefficient Method (Clause 9.0)
Table 6 Multiplying Factors for Other Damping

percentages
Damping %
0
2
5
Factors
3.20
1.40
1.0
7
10
15
20
25
30
0.90
0.80
0.70
0.60
0.55
0.50
46
COMMENTARY
PROVISIONS
9.1.1 Fundamental Natural Period
C9.1.1 - Fundamental Natural Period
Fundamental time period of the bridge member is to

be calculated by any rational method of analysis.
In simply supported bridges, one pier along with

appropriate weight of adjoining spans constitute one
design vibration unit and is idealized as singledegree-of-freedom (SDOF) system. Figure C3a and
Fig. C3b respectively show design vibration unit in
longitudinal and transverse directions. Considering
pier to be a cantilever, the lateral deflection, due to
The fundamental period can also be calculated by

the method given below:
(1) For simply supported bridges, the design
vibration unit consists of one pier and a
superstructure portion supported by it. The
fundamental natural period T shall be
calculated from the following equation:
lateral force P, can be obtained as =
PH p 3
3EI eff .
T =2
Where, = displacement in meter at the acting
position of inertial force of the superstructures
when the force corresponding to the full weight
of superstructure, appropriate amount of live
load, and 80% weight of the substructure is Fig. C3a Design vibration unit in longitudinal direction
assumed to act in the direction of inertial force.
Alternatively, the fundamental natural period T
(in seconds) of pier/abutment of the bridge
along a horizontal direction may be estimated
by the following expression:
T =2
Fig. C3b Design vibration unit in transverse direction
W
1000 F
W = Full Wight of the superstructure, 80%

weight of substructure, and appropriate amount
of live load in kN
F = Horizontal force in kN required to be
applied at the centre of mass of superstructure
for one mm horizontal deflection at the top of
pier/abutment for the
earthquake in the
transverse direction, and the force
to be
applied at the top of the bearings for the
earthquake in the longitudinal direction.
(2) For multi-span integral bridges (continuous

bridges), the design vibration unit consists of a
number of substructures and superstructure
portions supported by it (Fig. C-3c). The
fundamental natural period ( T ) shall be
calculated by any suitable method. For
example, Rayleighs method may be used as
47
In the seismic weight, full weight of superstructure

(pier) shall be considered. However, when a single
pier and corresponding superstructure is idealized as
SDOF system, only 80% weight of substructure
(pier) is considered. This is so, because the
distributed weight of the pier, is lumped at the top
level. During lateral ground motion, the lateral
seismic force on pier would be distributed along its
height. In the SDOF model, the lateral seismic force
corresponding to pier weight is to be lumped at the
top and hence only 80% pier weight is included in
the seismic weight. The appropriate amount of live
load , implies that 50% live load in transverse
direction and no live load in longitudinal direction.
In response spectrum analysis (Clause 10.0), where
free vibration analysis is carried out to obtain natural
time period, total weight of substructure is
considered.
COMMENTARY
PROVISIONS
follows:
T =2
()
( ) = Weight
of
the
superstructure
substructure at position s (kN)
and
u (s) = Displacement at position s caused in the
Continuous bridge; F = fixed and M = movable bearings
acting direction of inertial force when the

force corresponding to the weight of the
superstructure and substructure above the
ground surface for seismic design is assumed
to act in the acting direction of inertial force
(m)
For transverse direction
For longitudinal direction
Fig. C-3c Design vibration unit for Continuous Bridge
9.1.1.1-
C9.1.1.1-
For ultimate limit state, the cracked flexural stiffness

of reinforced concrete pier shall be used. The
cracked flexural stiffness is the initial slope of the
moment curvature (M-) curve and is given by
CALTRANS, AASSHTO and Eurocode use cracked

flexural stiffness. For piers/columns which are
compression members, the effective flexural stiffness
is considered to be 0.5 to 0.7 times gross flexural
stiffness, depending on the level of axial stress.
Where,
E c I eff =
My
y
My is the moment capacity of the column/pier

section at the first yield of the reinforcing steel, and
y is the yield curvature.
In the absence of more rigorous estimate, effective
moment of inertia, Ieff, can be taken as 0.75 times
gross moment of inertia, Ig.
48
PROVISIONS
COMMENTARY
9.2 - Maximum Elastic Forces and

Deformations
C9.2 - Maximum Elastic Forces and

Deformations
The inertia forces due to mass of each component

or portion of the bridge as obtained from Clause
9.2.1 shall be applied at the center of mass of the
corresponding component or portion of the bridge.
A linear static analysis of the bridge shall be
performed for these applied inertia forces to obtain
the force resultants (e.g., bending moment, shear
force and axial force) and deformations (e.g.,
displacements and rotations) at different locations
in the bridge. The stress resultants Ve and
deformations so obtained are the maximum elastic
force resultants (at the chosen cross-section of the
bridge component) and the maximum elastic
deformations (at the chosen nodes in the bridge
structure), respectively.
The seismic forces, thus obtained on each component

of bridge are used in linear static analysis of bridge
to obtain the response quantities such as bending
moment, shear force, axial force and deformation.
An adequate mathematical model of bridge shall be
made and seismic forces shall be applied at the
centre of mass of each component. Mathematical
model of 2-span bridge is shown in Fig C3. Here
piers (or column) are modeled by three frame
elements. Likewise superstructure is modeled using
four frame elements. Such mathematical model can
also be analyzed by using standard structural analysis
software. Seismic forces along with various loads
(such as DL, LL) shall be applied on the model and
analysis shall be done to obtain the response
quantities (bending moment, shear force, axial force
and deformation).
Node
Element
Fig C3:- Mathematical Model of Bridge
9.2.1- Inertia Force Due to Mass of Each

Bridge Component
C9.2.1 - Inertia Force Due to Mass of

Each Bridge Component
The inertia force due to the mass of each bridge

component (e.g., superstructure, substructure and
foundation) under earthquake ground shaking along
any direction shall be obtained from
The inertia force due to the mass of a bridge

component under earthquake ground shaking in a
particular direction depends on the elastic seismic
acceleration coefficient computed for shaking along
that direction. Clearly, this acceleration coefficient
will be different along different directions owing to
different natural periods along those directions.
Moreover, seismic weight will also be different in
the longitudinal and transverse directions due to
different amount of live load in the two directions.
F e = AhW ,
where
Ah = Elastic Seismic Acceleration Coefficient along
the considered direction of shaking obtained
as per Clause 9.1, and
W = Seismic weight as discussed in Clause 8.4.
49
COMMENTARY
PROVISIONS
9.2.2- Elastic Seismic Acceleration
Coefficient for Portions of
Foundations below Scour Depth
C9.2.2 - Elastic Seismic Acceleration

Coefficient for Portions of
Foundations below Scour Depth
For portions of foundations at depths of 30m or

below from the scour depth (as defined in Clause
14.1), the inertia forces as defined in Clause 9.2.1
due to that portion of the foundation mass may be
computed using the elastic acceleration coefficient
taken as 0.5Ah, where Ah is as obtained from
Clause 9.2.
The propagation of waves within the body of the

earth is modified at the surface of the earth owing to
the wave reflections at the boundary surface. For this
reason, it is generally accepted that the shaking is
relatively more violent at the surface, than below the
ground. Hence, the guidelines permits reduction in
the elastic seismic acceleration coefficient Ah for
portions of foundations below scour depth.
For portions of foundations placed between the

scour depth and 30m below the scour depth, the
inertia force as defined in Clause 9.2.1 due to that
portion of the foundation mass may be computed
using the elastic seismic acceleration coefficient
obtained by linearly interpolating between the
value Ah at scour depth and 0.5Ah at a depth 30 m
below scour depth, where Ah is as specified in
Clause 9.2.
9.3 - Design Seismic Force

Resultants for Bridge
Components
C9.3 - Design Seismic Force

Resultants for Bridge
Components
The design seismic force resultant V at a crosssection of a bridge component due to earthquake
shaking along a considered direction shall be given

The basic philosophy of earthquake resistant design
is that a structure should not collapse under strong
earthquake shaking, although it may undergo some
structural as well as non-structural damage. Thus, a
bridge is designed for much less force than what
would be required if it were to be necessarily kept
elastic during the entire shaking. Clearly, structural
damage is permitted but should be such that the
structure can withstand these larger deformations
without collapse. Thus, two issues come into picture,
namely (a) ductility, i.e., the capacity to withstand
deformations beyond yield, and (b) over strength.
Over strength is the total strength including the
additional strength beyond the nominal design
strength considering actual member dimensions and
reinforcing bars adopted, partial safety factors for
loads and materials, strain hardening of reinforcing
steel, confinement of concrete, presence of masonry
in fills, increased strength under cyclic loading
conditions, redistribution of forces after yield owing
to redundancy, etc. Hence, the response reduction
V =
by
Ve
R
where
Ve
= Maximum elastic force resultant at the

chosen cross-section of that bridge
component from Clause 9.2, and
R = Response Reduction Factor for the component

as given in Table 7.
Response Reduction Factor shall not be applied for
calculation of design displacements.
50
COMMENTARY
PROVISIONS
factors R used to reduce the maximum elastic forces

to the design forces reflect these above factors.
Clearly, the different bridge components have
different ductility and over strength. For example,
the superstructure has no or nominal axial load in it,
and hence its basic behavior is that of flexure.
However, the substructure which is subjected to
significant amount of axial load undergoes a
combined axial load-flexure behavior. It is wellknown that the latter system is less ductile than the
former. Also, the damage to the substructure is more
detrimental to the post-earthquake functioning of the
bridge than damage to the superstructure. In the
second case, the span alone may have to be replaced,
while the first requires replacement of the entire
bridge and minor modifications may not help. Thus,
the R factors for superstructures are kept at a lower
value than those for substructures. The superstructure
is essentially expected to behave elastically and
hence R value is taken as unity. A similar argument
can be given for the R values of foundations which
are also lower than those for substructures.
An important issue is that of connections, which
usually do not have any significant post-yield
behavior that can be safely relied upon. Also, there is
no redundancy in them. Besides, there is a possibility
of the actual ground acceleration during earthquake
shaking exceeding the values reflected by the seismic
zone factor Z. In view of these aspects, the
connections are designed for the maximum elastic
forces (and more) that are transmitted through them.
Thus, the R factors for connections are recommended
to have values less than or equal to 1.0.
The R values for ductile frame type pier is taken as
3.25 as against 2.5 for single pier. For ductile RC
buildings, the value of R is 5.0 ( IS1893 (Part
1:2002)). The lower value of R for pier is due to less
redundancy as compared to buildings and nonavailability of alternate load path. In American code
the value for ductile frame type pier is 5.0 as
compared to R = 8 for ductile RC building frames. In
Eurocode the behavior factor, q is taken as 3.5 for
ductile RC pier as against 5.0 for ductile RC building.
It is expected that ductile structural forms,
particularly for substructures are inevitably used in
all important bridges and in high seismic zones. As
has been observed in the past earthquakes, ductile
structures out-perform non-ductile structures even
though they may have been designed for lower force.
51
PROVISIONS
Table 7: Response Reduction Factor R for Bridge Components and Connections
R
RCC Piers with ductile detailing
Substructure
- Single Column, Wall Type
2.5
- Frame Type
3.25
RCC Piers without ductile detailing

- Single Column, Wall Type
2.0
- Frame Type
2.5
Steel Framed Construction
2.5
Masonry piers (unreinforced )*
1.5
RCC Abutment
2.0
Masonry/PCC Abutment
1.5
Connections (including bearings)
Superstructure to abutment
0.8
Superstructure to column
Columns or piers to foundations

Expansion joints within a span of the superstructure
Superstructure
1
0.8
1.0
* This pier is not allowed in seismic zone IV and V

Notes: 1. Response reduction factor is not to be applied for the calculation of displacements.
2. R value for foundations, refer Clause 15.1
3. For connections, also refer Clause 16.1.1
4. Usually superstructure are rigid and an unlikely to posses much ductility, and they are
usually design for elastic forces. However, if Earthquake forces with R=1 , are very high
and if they govern the design of superstructure ,then are should obtain the maximum
load carrying capacity of the pier ( which is design as ductile member), and
superstructure shall be design for the forces equal to maximum load carrying capacity of
the ductile member i.e. pier.
52
COMMENTARY
PROVISIONS
10. - Response Spectrum
Method (Multi mode
Method)
C10.0 - Response Spectrum

Method (Multi mode
Method)
The Response Spectrum Method requires the

evaluation of natural periods and mode shapes of
several modes of vibration of the structure. This
method requires dynamic analysis, by a
competent structural engineer .
Every structure has finite number of modes of

vibrations. For example, a 2-DOF system has two mode
shapes as shown in Fig C5. The natural time period
corresponding to the kth mode is called natural time
period (Tk) of kth mode.
2-DOF Model
1st Mode Shape
2nd Mode Shape
Fig C5 2-DOF Model and Mode Shapes

For obtaining the natural frequencies and mode shapes,
free vibration analysis (also called eigen value analysis)
of the structure is to be carried out.
In seismic coefficient method (single mode method),
only one mode of vibration was considered. The time
period for this mode was obtained in a very simplistic
fashion (Clause 9.1.1) without performing the free
vibration analysis. In response spectrum method, the
natural periods and mode shapes obtained using free
vibration analysis are used to obtain seismic force.
Sufficient number of modes shall be used so that sum
of modal mass of considered modes is more than 90%
of the total mass of the structure.
53
PROVISIONS
COMMENTARY
10.1-Elastic Seismic Acceleration

Coefficient in Mode k
C10.1 - Elastic Seismic Acceleration

Coefficient in Mode k
The elastic seismic acceleration coefficient
For the fundamental mode of vibration i.e., the first

mode of vibration, the shape of acceleration response
spectrum is same as the one used in the seismic
coefficient method. However, for higher modes (i.e., k
> 1), the ascending part of the spectrum between 0 to
0.1 sec can be used. Since, the fundamental mode
makes the most significant contribution to the overall
response and the contribution of higher modes is
relatively small, this is now permitted by several codes.
for mode k shall be determined by:

Ak =
Z
I (Sa / g )k
2
where Z and I are as defined in Clause 8.1, and

Sa
is the seismic acceleration coefficient for
g k
mode k given by expression
Damping factor
For rocky, or hard soil sites (Type I)
For higher modes, the value of acceleration response

spectrum at T = 0 will remain unity irrespective of the
damping value. Ordinates for other values of damping
can be obtained by multiplying the value for 5 percent
damping with the factors given in Table 5. Note that
the acceleration spectrum ordinate at zero period equals
peak ground acceleration regardless of the damping
value. Hence, the multiplication should be done for T
0.1sec only. For T = 0, multiplication factor will be 1,
and values for 0 T<0.1sec should be interpolated
accordingly.
2.50
Sa
1.00/T
=
k
g k
0.33
0.40
Tk 0.40
Tk < 3.00
Tk 3.00
For medium soil sites (Type II)
2.50
Sa
1.36/T
=
k
g k
0.45
0.55
Tk 0.55
Tk < 3.00
Tk 3.0
For soft soil sites (Type III)
2.50
Sa
1.67/T
=
k
g k
0.56
0.67
Tk 0.67
Tk < 3.00
Tk 3.00
Where Tk is the natural period of vibration of

mode k of the bridge. For modes other than the
fundamental mode, the bridge flexibility factor
Sa
for Tk 0.1sec may be taken as:
g k
Sa
g
A plot of
Sa
g
= 1 + 15Tk
k
versus Tk is given in Fig. 4 for 5%

k
damping. Table 6 gives the multiplying factors for

obtaining spectral values for various other
damping percentages.
54
COMMENTARY
PROVISIONS
Spectrum Acceleration Coefficient

(Sa/g)k
To be used for k = 1
To be used for k > 1
Natural Period (Tk)
Fig. 4 Acceleration response spectrum for 5%

damping to be used for response spectrum method
10.2 - Inertia Force due to Mass

of Bridge at Node j in Mode k
C10.2 - Inertia Force due to Mass of

Bridge at Node j in Mode k
The effect of seismic shaking can be quantified as

concentrated seismic inertia forces and moment
corresponding to the translational and rotational
degrees of freedom, respectively, at each node of
the discretised model of the bridge structure (a
typical descritised model is shown in Fig. C3).
Each mode of vibration contributes to these
seismic inertia forces and moments. The
th
th
maximum elastic force at j node in k mode is
given by
The expression for force at jth node in kth mode k is

obtained through a routine solution procedure for
analysis of elastic structures subjected to seismic
ground motion represented by its pseudo-acceleration
response spectrum. The mathematical model of the
bridge structure (Fig. C3) should properly account for
all stiffness and masses. A suitable number of
intermediate nodes are required for each bridge
component to properly estimate the stress resultants
caused by the seismic inertia forces generated. In doing
so, it will be advantageous to follow the current
AASHTO code practices. Rotational moment of inertia
of certain masses in the bridge structure may become
important particularly in case of joint elements; the
same may be incorporated in the matrix of seismic
weights as mass moment of inertia times acceleration
due to gravity.
Fk = mj k Pk Ak g
The force vector {Fke } of maximum elastic inertia
forces at different nodes in mode k of vibration
due to earthquake shaking along a considered
direction shall be obtained as:
{F } = [m] { } P
e
k
Ak g
where
[m]
= Seismic mass matrix of the bridge
structure, as defined in Clause 10.2.1,
{k }
= Mode shape vector of vibration mode k of
55
COMMENTARY
PROVISIONS
the bridge structure obtained from free
vibration analysis,
= Modal participation factor of vibration
mode k of the bridge structure for a given
direction of earthquake shaking
{k } [ m ]{1}
,
T
{k } [m ]{k }
T
Ak = Elastic seismic acceleration coefficient for

mode k as defined in Clause 10.1,
= Acceleration due to gravity, and
{}
= Vector consisting of unity (one) associated

with translational degrees of freedom in
the considered direction of shaking, and
zero associated with all other degrees of
freedom.
10.2.1 Seismic Mass Matrix
C10.2.1 - Seismic Mass Matrix
The seismic mass matrix of the bridge structure

shall be constructed by considering its seismic
mass lumped at the nodes of discretisation. The
seismic mass of each bridge component shall be
estimated as per Clause 8.4, and shall be
proportionally distributed to the nodes of
discretisation of that bridge component.
The seismic weight of each bridge component is

proportionally distributed to its end and intermediate
nodes as lumped masses considering its geometry.
These lumped masses are used to form the matrix of
seismic weights keeping in mind that the mass lumped
at a node contributes to all the translational degrees of
freedom at that node
56
COMMENTARY
PROVISIONS
10.3 - Maximum Elastic Forces
and Deformations
C10.3 - Maximum Elastic Forces

and Deformations
The maximum elastic seismic forces in mode k

obtained from Clause 10.2 shall be applied on the
bridge and a linear static analysis of the bridge
shall be performed to evaluate the maximum
elastic force resultants Fke (e.g., bending
moment, shear force and axial force) and the
maximum
elastic
deformations
(e.g.,
displacements and rotations) in mode k at different
locations (or nodes) in the bridge for a considered
direction of earthquake shaking.
The modal response quantities (e.g., bending moment,

shear force, axial force, displacements and rotations at
any location of the bridge) in each mode k need to be
combined to obtain the maximum response due to all
modes considered. Studies on modal response
combinations show that when modal frequencies are
well-separated, the Square Root of Sum of Squares
(SRSS) Method provides reasonable estimates. If two
modal frequencies are separated from each other upto
or equal to 10% of the smaller one, then the two modes
may be termed as closely-spaced modes. However,
when modal frequencies are closely-spaced or nearly
closely-spaced, the SRSS method gives poor results.
e
The maximum elastic force resultants Fnet
and the
maximum elastic deformations, due to all modes
considered, for the considered direction of
earthquake shaking, shall be obtained by
combining those due to the individual modes as
follows:
There is another method for modal combination,

called, Complete Quadratic Coefficient (CQC)
Method. This method, provides in general, reasonably
good estimates of the overall response, irrespective of
whether the modal frequencies are closely-spaced or
well-separated. However, the CQC method assumes
that the modal damping ratio is same for all the modes
of vibration. In case it is not so, reference shall be
made to literature for suitable expressions for modal
response combination.
(a) If the structure does not have closely-spaced

modes, then the maximum response due to all
modes considered may be estimated by the
square root of sum of squares (SRSS) method as:
m
k =1
(k ) 2
Where
k = Absolute value of response in mode k, and

m = Number of modes being considered
(b) If the structure has a few closely-spaced
*
modes, then the maximum response ( ) due to
these modes shall be obtained by the absolute
sum method as:
* =
r
c =1
Where the summation is for the closely-spaced

modes only. This maximum response due to
*
closely-spaced modes ( ) is then combined with
those of the remaining well-separated modes by
the square root of sum of square (SRSS) method
in a) above.
57
COMMENTARY
PROVISIONS
10.3.1
C10.3.1-
The number of modes to be considered in the

analysis shall be such that at least 90% of the total
seismic mass of the structure is included in the
calculations of response for earthquake shaking
along each principal direction. If modes with
natural frequency beyond 33 Hz are to be
considered, modal combination (Clause 10.3 (a)
and 10.3 (b)) shall be carried out only for modes
with natural frequency less than 33 Hz. Modes
with natural frequency exceeding 33 Hz shall be
treated as rigid modes and accounted for through
missing mass correction discussed below:
Standard text books on structural dynamics cover

details of response spectrum method, number of modes
to be included and missing mass corrections.
At degree of freedom j, the missing mass is given

by
where
Pk = Modal participation factor for mode k,

th
kj = Mode shape coefficient for j , degree of
th
freedom in k mode of vibration
m j = Total mass of the jth mode,
c j = Fraction of missing mass for jth mode.

Lateral force associated with missing mass is
Z
F jmissing = c j m j
I
2
The structure will be statically analyzed for this set

of lateral inertial forces and response mis sin g will
be obtained. The response mis sin g will be
combined with response for flexible modes by
the square root of sum of square (SRSS) method
in a) above.
58
COMMENTARY
PROVISIONS

Resultants in Bridge
Components

Resultants in Bridge
Components
The design seismic force resultant
As discussed in the commentary of 9.3, various

components of the bridge do not enjoy the same level
of ductility and over strength. Hence, the level of
design seismic force vis--vis the maximum elastic
force that will be experienced by the component if the
entire bridge were to behave linearly elastic, varies for
different bridge components. The values of the
response reduction factor R given in Table 7 reflect the
same.
at any
cross-section in a bridge component for a

considered direction of earthquake shaking shall
be determined as
Vnet =
e
Fnet
e
where the maximum elastic force resultant Fnet
due to all modes considered is as obtained in
Clause 10.3, and Response Reduction Factor R of
that component of bridge is as per Table 7.
However, Response Reduction Factor shall not be
applied for calculation of design displacements.
C10.5- Multi-directional Shaking
10.5 - Multi-directional Shaking

When earthquake ground shaking is considered
along more than one direction, the design seismic
force resultants obtained from Clause 9.3 or 10.4
at a cross-section of a bridge component due to
earthquake shaking in each considered direction,
shall be combined as per Clause 8.5.
59
COMMENTARY
PROVISIONS
11. - Time History Method
C11.0 Time History Method
In Time History Method, dynamic analysis of

bridge is carried out for specified earthquake
ground motion. In this method, dynamic response
(i.e. response varying with time) is obtained.
In Seismic Coefficient Method and Response Spectrum

Method, static seismic forces are obtained, and static
analysis is carried out to obtain the response. However
in Time History Method, dynamic analysis of
mathematical model using ground motion time history
is performed and dynamic response is obtained.
11.1 Modeling of Bridge
C11.1 Modeling of Bridge
In order to carryout time history analysis, a

suitable mathematical model of the bridge shall be
developed. The model shall adequately represent
the
mass
distribution
and
stiffness
of
superstructure, bearings, pier, abutment and
foundation. The damping characteristics shall also
be adequately included in the model. For analysis
in transverse direction, 50% mass of live load shall
be included in the model. The pier can be
considered to be fixed at the foundation level.
The mathematical model of bridge using frame

elements for pier and deck is shown in Fig C3. The pier
is divided in three elements. General purpose finite
element software can be used to accurately model the
mass, stiffness and damping properties of bridge. The
column could be considered fixed at the top of the
foundation irrespective of scour depth. (Fig. C6)
Pier
Normal ground level
Ground level
after scour
Fig. C6 - Pier Fixed at top of foundation
11.2 Analysis
C11.2 Analysis
Analysis may be carried out using modal

superposition method or direct numerical
integration. In modal superposition method, the
number of modes shall be such that more than
90% of bridge mass shall participate in the
direction under consideration. Time step to be
used in the analysis shall be suitably chosen and
sensitivity of the solution to time step shall be
ascertained.
Modal superposition method can be used for linear

analysis only. Direct numerical integration can be used
for linear as well as nonlinear analysis. Time step shall
be less than the one twentieth of the time period of
highest mode. Time step will also depend on frequency
content of the input ground motion.
60
COMMENTARY
PROVISIONS
11.3 Ground Motion
C11.3 Ground Motion
Ground acceleration time histories shall have

characteristics that are representative of seismic
environment of the site and local site conditions.
Time histories from actual recorded events with
similar magnitude, fault distance and local site
condition shall be selected.
Seismic environment characteristics to be considered

are: Tectonic environment, earthquake magnitude, type
of fault, seismic source to site distance, local site
conditions.
It is desirable that time histories recorded during events
with similar magnitude and source-to-site distance shall
be used.
The ground motions selected shall have peak

ground acceleration value of Z x I, where, Z is
zone factor and I is importance factor. At least
three ground motions shall be used, and
maximum response of the three cases, shall be
taken as design value. If more than seven time
histories are used, then, average response can be
used as design value.
Expertise will be needed in selecting time histories to

be used in time history analysis.
11.3.1 Scaling of Time Histories
C 11.3.1 Scaling of Time Histories
Time histories to be used in the analysis, shall be

suitably scaled so as to match the design
response spectra. The response spectra of time
history shall be matched with the design spectra
given by
It is desirable that the recorded ground motions selected

for the analysis have a response spectrum which has
overall level and shape similar to the design response
spectra. This would avoid very large scaling factors and
change in the spectral content of ground motions.
S(T ) = x Z I ( Sa / g )
The factor corresponds to partial load factor used in

load combinations n clause 8.7.
The matching shall be such that the average

response spectra of the selected time histories
shall not be less than the above mentioned design
spectra in the periods ranging from 0.2T and 1.5T,
where T is the fundamental time period of the
bridge in the direction under consideration.
11.3.2 Ground Motions for Two- and

Three-Dimensional Analysis
C11.3.2 Ground Motions for Two- and

Three-Dimensional Analysis
For 2-dimesional analysis, ground motion consists

of horizontal acceleration time history in the
direction under consideration. If vertical ground
motion is to be considered, then, vertical
acceleration time history is also used.
For a bridge with multi-column piers, the 2Dimensional model for longitudinal direction is shown
in Fig C7. For this model, the X-component of ground
motion will be used. For analysis in transverse
direction, the model is shown in Fig C8. For this
model, the Z-component of ground motion will be
used.
For 3-dimenstional analysis, ground motions

consist of pairs of time histories of appropriate
components of horizontal accelerations. For each
pair of horizontal acceleration time histories,
SRSS response spectrum shall be obtained. This
On the other hand, if 3-dimensional model of the bridge

is used Fig C9, then both the component will be applied
together.
61
COMMENTARY
PROVISIONS
SRSS response spectrum shall be scaled suitably
to match with the design response spectrum as
described in Clause 11.3.1. If required the vertical
acceleration time history shall also be considered.
X
x g (t)
Fig C7- 2-Dimensional Model
for longitudinal Direction
z g (t)
Fig C8 - 2-Dimensional Model
for Transverse Direction
xg ( t )
zg ( t )
Fig C9 - 2-Dimensional Model of Bridge

If required, the vertical component of ground motion
shall also be used along with the horizontal
components.
11.4
11.4 Interpretation of Time History

Analysis Results
Interpretation of Time
History Analysis Results
11.4.1 Linear Analysis
C11.4.1 Linear Analysis
From the time history of the response quantity of a

particular member, the maximum value will be the
design value. This maximum value shall be
divided by 2R, where R is the response reduction
factor for that member. While using this design
value in the load combination of Clause 8.7, the
factor 2.0 associated with earthquake load shall
not be used.
The design response spectra is taken as ZI(Sa/g), and

hence, response of each component for a particular load
combination is obtained by dividing the result by a
factor of 2R.
62
COMMENTARY
PROVISIONS
11.4.2 Nonlinear Analysis
C11.4.2 Nonlinear Analysis
Nonlinear analysis is used for verifying if the

provided strength is sufficient to accommodate the
expected inelastic deformation. For the nonlinear
analysis, the bridge model shall include nonlinear
properties.
In nonlinear analysis, the bridge is analyzed for actual

earthquake ground motion and not the design
earthquake ground motion. Hence, results are not
divided by 2R.
Since nonlinearities in the structure will be explicitly
modeled in Nonlinear analysis, the division of 2R is not
done.
In the analysis, ground motions in two directions

shall be applied simultaneously along with the
dead loads and other loads.
The results of nonlinear analysis shall not be
divided by factor 2R.
63
COMMENTARY
PROVISIONS
C12.0 Pushover Analysis
12. - Pushover Analysis

The design force is obtained by dividing the elastic
force by R value. In some instances, mentioned in
Table.1 energy dissipating capacity may be
ascertained by a push over analysis to ensure that
the required displacement demand is being met
with. The details regarding push over analysis are
given in Appendix C.
64
COMMENTARY
PROVISIONS
13. - Superstructure
C13. - Superstructure
13.1-
C13.1
The superstructure shall be designed for the

design seismic forces specified in Clauses 9.0 or
10.0 along with the other appropriate loads.
For seismic analysis in lateral directions, seismic forces

will be governed by the time period of the combined
system of substructure and substructure. For obtaining
vertical forces on superstructure, time period of
superstructure will have to be obtained. Usually
superstructures are quite rigid in vertical direction,
except for long span bridges. The elastic seismic force
obtained as per Clause 9.0 or Clause 10.0 shall be
applied along with the other loads (like DL, LL, etc.)
on the mathematical model of the superstructure and
linear static analysis shall be carried out. If necessary,
the vertical seismic forces shall also be considered.
The superstructure shall be designed for lesser of

following forces:
a) Elastic seismic forces i.e. seismic forces with
R= 1.0
b) Forces developed when over strength plastic
moment hinges are formed in the
substructure. As described in Appendix A.
13.2 -
C13.2 -
Under simultaneous action of horizontal and

vertical accelerations, the superstructure shall
have a factor of safety of at least 1.5 against
overturning. In this calculation, the forces to be
considered on the superstructure shall be the
maximum elastic forces generated in the
superstructure, as calculated using Clauses 9.2
and 10.3.
Since the supporting width of the span in the transverse

direction is relatively small in comparison with that in
the
longitudinal
direction,
overturning
of
superstructures (that are resting on the substructure
without being monolithically connected) in the
transverse direction may be possible under the
combined action of seismic forces along transverse and
vertical directions. Of course, in these calculations, the
direction of vertical seismic force shall be taken so as
to produce the worst effect.
Railway bridges invariably contain guard rails, which
are likely to provide resistance to overturning in
transverse direction.
13.3 -
C13.3 -
The superstructure shall be secured to the

substructure, particularly in seismic zones IV and
V, through vertical hold-down devices and antidislodging elements in horizontal direction as
specified in Clauses 13.3.1 and 13.3.2,
respectively. These vertical hold-down devices
and anti-dislodging elements may also be used to
secure the suspended spans, if any, with the
restrained portions of the superstructure.
However, the frictional forces shall not be relied
upon in the design of these hold-down devices or
This clause makes it mandatory in high seismic

regions to have suitable linking devices provided
between the superstructure and substructure if they had
not been monolithically connected, and between the
suspended spans, if any, and restrained portion of the
superstructure.
(a) vertical hold-down devices to prevent the
superstructure from lifting off from its supports
atop the substructure particularly under vertical
seismic forces combined with the transverse
65
COMMENTARY
PROVISIONS
anti-dislodging elements.
seismic forces, and

(b) Horizontal linkage elements to prevent excessive
relative deformations between portions of the
superstructure or between the superstructure and
substructure.
The vertical hold down devices and anti-dislodging
elements provide second line of protection against
excessive displacements due to seismic loads. The antidislodging elements shall be provided in longitudinal
as well as transverse direction, even if appropriate seat
width as per clause 16.3 is provided.
13.3.1 - Vertical Hold-Down Devices
C13.3.1 - Vertical Hold-Down Devices
In zone IV and V, vertical hold-down devices shall

be provided at all supports (or hinges in
continuous structures), where resulting vertical
force due to the maximum elastic horizontal and
vertical seismic forces (combined as per Clause
8.5) opposes and exceeds 50% of the dead load
reaction.
Vertical hold-down devices are considered essential to

minimize the potential of adverse effects (like uplifting
and overturning) of vertical seismic excitation. The
provisions for design force of vertical hold-down
devices have been adapted from the AASHTO code.
13.3.1.1 -
C13.3.1.1 -
Where vertical force U, due to the combined effect

of maximum elastic horizontal and vertical seismic
forces, opposes and exceeds 50%, but is less
than 100%, of the dead load reaction D, the
vertical hold-down device shall be designed for a
minimum net upward force of 10% of the
downward dead load reaction that would be
exerted if the span were simply supported.
13.3.1.2 -
C13.3.1.2 -
If the vertical force U, due to the combined effect

of maximum horizontal and vertical seismic forces,
opposes and exceeds 100% of the dead load
reaction D, then the device shall be designed for a
net upward force of 1.2(U-D); however, it shall not
be less than 10% of the downward dead load
reaction that would be exerted if the span were
simply supported.
66
COMMENTARY
PROVISIONS
13.3.2-Horizontal Linkage Elements
C13.3.2 Horizontal Linkage Elements
Horizontal linkage elements are anti-dislodging

devices. Positive horizontal linkage elements (high
tensile wire strand ties, cables, and dampers) shall
be provided between adjacent section of the
superstructure at supports and at expansion joints
within a span.
Horizontal linkage elements are used to prevent the

dislodging of the superstructure. This second line of
defense or the additional safety against the excessive
horizontal movement is provided either by connecting
the superstructure with substructure with the help of
chain (Fig C 10a) or by connecting the two adjoining
superstructure spans (Fig. C 10b).
Girder
Substructure
Anchor bolt
(a) Superstructure connected to substructure
Girder
Girder
Pier
(b) Linkage element connecting adjacent spans

Fig C10 Horizontal Linkage element
Horizontal linkage elements and anti- dislodging
devices are quite commonly used in highway bridges.
In case of railway bridges, guard rails are invariably
present at both the ends of bridge, These guard rails ,
which run throughout the length of the bridge and
covers all the spans, if fasten properly and anchored,
are likely to provide good resistance to sliding and
overturning of end spans.
67
COMMENTARY
PROVISIONS
13.3.2.1
C13.3.2.1
The linkage shall be designed for at least the

elastic seismic acceleration coefficient Ah times
the weight of the lighter of the two connected
spans or parts of the structure.
The design seismic force for each bridge component is

only a fraction of the maximum elastic force that can be
sustained by it, if it were to remain completely elastic
during earthquake shaking. However, the deformations
calculated from the linear analysis of the bridge
subjected to these design forces are much smaller than
the actual deformations that may be experienced during
seismic shaking.
13.3.2.2-
C13.3.2.2-
If the linkage is at locations where relative

deformation are permitted in the design then,
sufficient slack must be allowed in the linkage so
that linkages start functioning only when the
relative design displacement at the linkage is
exceeded.
Unseating of superstructure from the substructure or

the suspended span from the restrained portion are the
possible consequences if the actual deformations are
not accounted for in the design of the supports at these
interface points. Sometimes, the two portions that move
relative to each other are securely fastened by positive
horizontal linkage elements. These devices are usually
high tensile wire strand ties, cables or dampers. For the
purposes of the design of these devices, the
recommendations from the AASHTO code are used.
The design forces specified are conservative to provide
increased protection at a minimum increased cost.
13.3.2.3-
C13.3.2.3
When linkages are provided at columns or piers,

the linkage of each span may be connected to the
column or pier instead of the adjacent span.
13.3.2.4-
C13.3.2.4-
Reaction blocks (or seismic arrestors) when used

as anti-dislodging elements shall be designed for
seismic force equal to 1.5 times the elastic seismic
coefficient multiplied by tributary weight of spans
corresponding to that pier/abutment.
Due to the presence of guard rails, which are likely to

offer resistance to sliding during seismic event, the
strength requirements of anti-dislodging elements can
be reduced.
Fig C11 Reaction blocks in longitudinal direction
68
COMMENTARY
PROVISIONS
Reaction
block
Pier
Rails
Reaction
block
Bearings
Fig C12 Reaction blocks in transverse direction
69
COMMENTARY
PROVISIONS
14. - Substructure
C14.0 Substructure
14.1 - Scour Depth
C14.1 Scour Depth
The scour to be considered for design shall be

based on mean design flood. In the absence of
detailed data the scour to be considered for
design shall be 0.9 times the maximum design
scour depth.
Note: The designer is cautioned that the maximum
seismic scour case may not always be governing
design condition.
14.2 - Hydrodynamic Force
C14.2 - Hydrodynamic Force
14.2.1-
14.2.1-
For the submerged portion of the pier, the total

horizontal hydrodynamic force along the direction
of ground motion is given by
This clause is retained as given in IS: 1893-1984,

except that Ah replaces h. Again, as stated earlier in
this guideline, Ah is different from h. Hence, the
hydrodynamic forces calculated as per this code will be
much higher than those estimated as per IS: 18931984.
F = Ce AhWe
where C e is a coefficient given by Table 8,
depending on the height of submergence of the
pier relative to that of the radius of a hypothetical
enveloping cylinder (Fig. 6); and Ah is the elastic
seismic acceleration coefficient as per Clause 9.1
or 10.1; and We is the weight of the water in the
hypothetical enveloping cylinder. The pressure
distribution due to hydrodynamic effect on pier is
given in Fig. 7; the coefficients C1, C2, C3 and C4
in Fig. 7 are given in Table 9.
70
COMMENTARY
PROVISIONS
14.2.2-
14.2.2-
In response spectrum analysis, to account for

hydrodynamic pressure, additional weight of water
shall be added over the submerged depth of pier.
The weight of water to be added at a height of
3/7H from the ground level, is given by:
The expression for WWP is taken from Japanese

highway bridge code. In response spectrum analysis,
mathematical model of the bridge is analyzed. For
including the hydrodynamic force effect in this model,
an additional weight is to be included. The mass
corresponding to this added weight would generate the
inertia force which shall be same as the hydrodynamic
force. The expression for WWP is similar to CeWe term
given in Clause 14.2. A comparison of WWP and CeWe
for a wall type pier is shown below:
$%&
" #" '
()*+
$
(%
for b/H < 2.0
Pier Height = 8m, Pier sectional area = 1 x 3 m2 ,

Water depth, H = 2/3 x 8 = 5.33 m
for 2.0 < b/H < 4.0
Case I) Seismic loading along 3 m face :
Radius of enveloping circle = 0.5 m, H = 5.33 m

H / radius = 5.33 / 0.5 = 10.66 ; Ce = 0.73
and We = wo x x (radius)2 x H
for 4.0 < b/H
= 1 x 3.1428 x (0.5)2 x 5.33 = 4.184
where,
Ce x We = 0.73 x 4.184 = 3.05
b = structural width perpendicular to hydrodynamic
b = 1 m, a = 3 m, Ao = 1 x 3 = 3 m2
pressure,
a =structural width in the direction of
hydrodynamic pressure,
Ao = sectional area of the substructure, and
WWP
W o= density of water.
Case II) Seismic loading along 1 m face :
Hp = pier height
Radius of enveloping circle = 1.5 m, H = 5.33 m

H / radius = 5.33 / 1.5 = 3.5 ; Ce = 0.73
and We = wo x x radius2 x H
H = height of submerged portion of pier
= 3.81
= 1 x 3.1428 x (1.5)2 x 5.33 = 37.7
Ce x We = 0.73 x 37.7 = 27.5

b = 3 m, a = 1 m, Ao = 3 x 1 = 3 m2
WWP
= 30.9
Thus, the values of CeWe and WWP are comparable for

both the directions of seismic loading.
71
COMMENTARY
PROVISIONS
PROVISIONS
Table - 8. Values of C e
Height of Submerged Portion (H)

Radius of Enveloping Cylinder
1.0
2.0
3.0
4.0
Ce
0.39
0.58
0.68
0.73
Table - 9. Coefficients C2, C3 and C4 as a function of C1
C2
0.1
0.410
0.026
0.9345
0.2
0.673
0.093
0.8712
0.3
0.832
0.184
0.8013
0.4
0.922
0.289
0.7515
0.5
0.970
0.403
0.6945
0.6
0.990
0.521
0.6390
0.8
0.999
0.760
0.5320
1.0
1.000
1.000
0.4286
72
COMMENTARY
PROVISIONS
Direction of
Seismic Shaking
Fig. 6: Hypothetical Enveloping Cylinders to Estimate Hydrodynamic Forces on Substructures due to

Seismic Shaking (Clause 14.2)
C3F
C1H
(Resultant of pressure on
shaded area up to depth C1H)
C2pb
H
C4H
pb = 1.2F/H
pb
Fig. 7: Hydrodynamic Pressure Distribution on the Substructure due to Steam Flow (Clause 14.2.2)
73
COMMENTARY
PROVISIONS
C14.2.2.1 -Analysis for Vertical

Acceleration
14.2.2.1 - Analysis for Vertical

Acceleration
While carrying out the analysis for vertical
acceleration, the added mass of water for
hydrodynamic effect shall not be considered.
In vertical direction, water mass will not apply any

hydrodynamic pressure on substructure. Hence, added
mass of water is not considered for vertical direction.
The design seismic forces for the substructure

shall be obtained as the maximum elastic force on
it (as defined in Clause 14.3.1) divided by the
appropriate response reduction factor given in
Table 7.
The clause is meant to ensure ductile behavior of the

substructure. In R.C. members, flexural failure can be
ductile if the member is detailed appropriately. On the
other hand, shear failure is brittle. Hence, the columns
are designed and detailed for flexure first. Then, using
the principle of capacity design, one calculates how
much is the maximum possible earthquake force that
this column can sustain in the event of strong shaking.
Since the shear failure is a brittle failure, shear design
for columns is carried out for this upper bound load.
14.3.1 - Maximum Elastic Seismic

Forces
C14.3.1 - Maximum Elastic Seismic Forces
The maximum elastic seismic force resultants at

any cross-section of the substructure shall be
calculated considering the following forces:
(a) Maximum elastic seismic forces transferred
from the superstructure to the top of the
substructure
(b) Maximum elastic seismic forces applied at its
center of mass due to the substructures own
inertia forces. Reduction due to buoyancy
shall be ignored in the calculation of seismic
weight.
(c) Hydrodynamic forces acting on piers as per
Clause 14.2, and
(d)
Modification in earth-pressure due to

earthquake acting on abutments as per
Appendix E.
74
COMMENTARY
PROVISIONS
14.4-Substructure of Continuous
Girder Superstructure
C14.4 Substructure of Continuous

Girder Superstructure.
14.4.1 -
C14.4.1
When the superstructure of a multi-span bridge

consists of a single continuous girder resting on a
restrained bearing (in longitudinal direction) over
one of the piers and on sliding bearings over the
other piers, the design seismic force at the top of
the substructures along the longitudinal direction
of the bridge shall be taken as follows:
(a) For the pier supporting the restrained bearing,
it shall be the full elastic seismic force
transmitted from the superstructure to the top
of the pier in the longitudinal direction divided
by the appropriate response reduction factor,
assuming no friction between the other sliding
bearings and the corresponding piers.
(b) For the other piers supporting the sliding
bearings, it shall be the horizontal friction
force generated on the pier due to the
superstructure resting on the pier considering
the maximum possible friction between the
sliding bearings and the top of the pier.
C14.4.2 -
14.4.2
In transverse direction, the seismic force from
superstructure is to be transmitted to the
substructures in proportion to their lateral stiffness.
75
COMMENTARY
PROVISIONS
15. - Foundations
C15.0 - Foundations
15.1 -
C15.1 -
The foundations of all bridges shall be designed to

resist lesser of the following forces:
(a) Design seismic forces obtained from Clauses
9.3 or 10.4 using value of R as 1.0 so that
they remain elastic and damage is restricted
to locations which are visible and repairable.
(b) Forces developed when over strength plastic
moment hinges are formed in the substructure,
as described in Appendix A.
C15.2 -
15.2 Not withstanding the provisions in relevant codes,

the following factor of safety shall be adopted for
seismic design of foundation under ultimate
condition:
Factor of safety against overturning -
1.2
Factor of safety against sliding
1.2
Notes:
Note 1: No live load to be considered when the net
effect has a stabilizing effect.
Note 2: Area under tension need not be checked
provided above criteria for overturning and sliding is
satisfied.
C15.3 -
15.3 While considering the stability of the substructure

against overturning, the minimum factor of safety
shall be 1.5 under simultaneous action of
maximum elastic seismic forces in both horizontal
and vertical directions during the earthquake.
15.4 -
C15.4
In loose sands or poorly graded sands with little

or no fines, vibrations due to earthquake may
Damages to foundations have very serious implications

from structural safety considerations. Also, foundation
76
PROVISIONS
COMMENTARY
cause liquefaction or excessive total and

differential settlements. In Zones IV and V, the
founding of bridges on such sands be avoided
unless appropriate methods of compaction or
stabilization are adopted. Liquefaction analysis
procedure is given in Appendix F. Foundation
should be taken to sufficient depth below the
layers of soil which are susceptible to liquefaction.
repairs are very expensive as it is very difficult to

access and to make alterations in them. Hence, it is
required to ensure that these are not damaged. This
clause is intended to achieve the objective that in case
of severe ground shaking, the foundation is not
damaged. This is done first by requiring a much lower
value of response reduction factor for foundation than
for the substructure, i.e., a much higher design seismic
coefficient for foundation than that for the substructure.
However, this is qualified through the concept of
capacity design.
Since the seismic forces are inertia induced, the
foundation can never experience a seismic force higher
than what the substructure is capable of transmitting to
it. The attempt is to obtain this upper-bound force that
can be transmitted by the substructure by calculating
its overstrength plastic moment capacity. The code
requires the lower of (a) and (b) of Clause 15.1 to be
used in design of the foundation.
77
COMMENTARY
PROVISIONS
16. Connections
C16.0 - Connections
The connection between the superstructure and

substructure is achieved through bearings. The
primary functions of the bearings are to resist the
vertical loads due to dead load and live load and
to allow for superstructure movements (translation
and rotation) due to live load and temperature
changes. The design of bearings is governed by
the force to be resisted and the extent of
movement (translation and rotation) it can
accommodate. During seismic event, the lateral
seismic forces from superstructure are transferred
to substructure through bearings. The bearing
shall posses sufficient strength to resist these
seismic forces.
Usually bearings are provided at the connection

between superstructure and substructure. The
connection between adjacent sections of superstructure
(expansion joints etc.) and the connections between
substructure and foundation also needs to be adequately
designed and detailed for seismic loads.
16.1- Design Force for

Connections
C16.1 - Design Force for Connections
16.1.1 Seismic Zone II and III
C16.1.1 Seismic Zone II and II
The connections between adjacent sections of the

superstructure or between the superstructure and
the substructure shall be designed to resist at
least horizontal seismic force in the restrained
directions equal to 0.2 times the vertical dead load
reaction at the bearing, irrespective of the number
of spans.
In low seismic regions, the effort in the seismic design

of the bridges is reduced to some extent by this clause
by requiring only a simple design force calculation for
the restrained supports (e.g., rocker or elastomeric
bearings). The clause, same as that in the AASHTO
code, is considered to provide a somewhat
overestimate of the design force.
16.1.2 Seismic Zone IV and V
C16.1.2 Seismic Zone IV and V
The connection between the superstructure and

substructure, and the substructure and foundation
shall be designed to resist the smaller of the
following forces:
The most common cause for earthquake disasters in

case of bridges is the failure of connections,
particularly those between superstructure and the
substructure. Hence, extra caution is needed to ensure
the safety of connections. This is done in this
guidelines by requiring the value of response reduction
factor for bridges as 0.8 or 1.0, which implies that the
design force for connections obtained is equal to (or
more than) the maximum expected elastic force.
However, by allowing the designer to use the lower
value from (a) and (b) above for design of connections,
the code brings in the capacity design concept. Force
obtained by (b) above provides an upper-bound on the
inertia force that can be developed in the superstructure
a) Maximum elastic horizontal seismic force

obtained from analysis and transferred
through the connection in the restrained
directions, divided by the appropriate
Response reduction factor R as applicable to
connections, which are given in Table 7.
b) Maximum horizontal force, when over strength
plastic moment hinges are formed in the
substructure.
78
COMMENTARY
PROVISIONS
before the substructure becomes plastic. Once the

substructure becomes plastic, the bridge will not be
able to sustain higher inertia forces.
16.2 - Displacements at
Connections
C16.2 Displacement at
Connections
16.2.1 - Separation between Adjacent

Units
C16.1.1 - Separation Between Adjacent

Units
When relative movement between two adjacent

units of a bridge are designed to occur at a
separation/expansion joint, sufficient clearance
shall be provided between them, to permit the
calculated relative movement under design
earthquake conditions to freely occur without
inducing damage. Where the two units may be out
of phase, the clearance to be provided may be
estimated as the square root of the sum of
squares of the calculated displacements of the two
units under maximum elastic seismic forces given
by Clauses 9.2 or 10.3.
When two adjacent units are designed such that relative

movement between them is expected to occur at their
separation joint, then adequate clearance is necessary
between them to avoid pounding and the consequential
damage. Probability that the maximum out of phase
movement of the two adjacent portions will occur at the
same time is very low. To provide the clearance equal
to cumulative sum of the displacements of the two units
at the separation would be too conservative. Thus, this
clause proposes that the square root of the sum of
squares of the calculated displacements of the two units
under the earthquake forces may be provided as the
clearance.
16.3 - Minimum Seating Width

Requirements
C16.3 - Minimum Seating Width

Requirement
The widths of seating W (in mm) at supports

measured normal to the face of the
abutment/pier/pedestal of bearings/restrained
portion of superstructure from the closest end of
the girder shall be the larger of the following:
The connections between superstructures and

substructures are designed for forces specified under
Clause 16.1. Even though these values are
conservative, there still will remain possibilities of the
actual seismic force in the connections exceeding the
actual strength of the connections. Also, in bridges the
substructures are liable to undergo large displacements
due to dynamic earth-pressures. Under these
conditions, it is possible that the superstructure span
may get separated from the connection. At this
instance, if adequate width is available on top of the
substructure for the superstructure span to rest (despite
being separated from the connections), then at least the
superstructure span is prevented from being dislodged
from its support. Clearly, if the superstructure is still
resting atop the substructure, the cost of repairing the
connection and restoring the superstructure to its
desired position is far more economical than having to
(a) 1.4 times the calculated displacement under

the maximum elastic seismic forces estimated
as per Clauses 9.2 or 10.3, to account for
uncertainty in deflection calculation; and
(b) the value specified below:
300 + 1.5L + 6Hp
W=
500 + 2.5L + 10 Hp
for seismic zones

II and III
for seismic zones
IV and V
79
COMMENTARY
PROVISIONS
where
rebuild the superstructure afresh if it falls off from the

substructure.
L=
Length (in meters) of the superstructure to
the adjacent expansion joint or to the end of
superstructure. In case of bearings under
suspended spans, it is sum of the lengths of the
two adjacent portions of the superstructure. In
case of single span bridges, it is equal to the
length of the superstructure.
Hence, this clause attempts that even under maximum

expected deformations, possibility of collapse or loss
of span are minimized through conservative provisions
of minimum seating widths. The values of seating
widths recommended for high seismic regions are
higher than those for low seismic regions; this is
because of higher potential of connection failures in
high seismic zones. The minimum seat width is
required in longitudinal as well as transverse direction.
For bearings at abutments, Hp is the average

height (in meters) of all columns supporting the
superstructure to the next expansion joint. It is
equal to zero for single span bridges. For bearings
at columns or piers, Hp is the height (in meters) of
column or pier. For bearings under suspended
spans, Hp is the average height (in meters) of the
two adjacent columns or piers.
Height of Pier (Hp)
Graphical representation of seating widths is

shown in Fig. 8.
L
G.L.
Slab/Girder
Abutment
The Minimum seating width given in various codes are:
W
(a) Abutment
(A) AREMA:
L2
L1
Slab/Girder
W =(305+2.5L+10Hp)x(1+0.000125S2) mm
Slab/Girder
S = skew angle in degrees
Pier Top
(B) TAIWAN HSR:

W =(500+2.5L+10Hp) mm
W1
W2
(b) Column or Pier
L2
L1
Suspended Slab/Girder
( C) JAPAN HIGHWAYS
700 + 5 L
Restrained
Portion
W
(c) Suspended Span on Restrained Portion of
Superstructure
Fig. 8: Minimum Width of Seating of Spans on
Supports (Clause 16.3)
80
COMMENTARY
PROVISIONS
C17.0 Special Ductile Detailing

Requirements for Bridges
Substructures
17. - Special Ductile

Detailing Requirements for
Bridges Substructures
The design seismic force for bridges is lower than
the maximum expected seismic force on them.
However, to ensure good performance at low cost,
the difference in the design seismic force and the
maximum expected seismic force shall be
accounted for through additional safety provisions
in design / detailing. (These provisions are meant
for
bridges
having
reinforced
concrete
substructures; however, if steel substructures are
used in high seismic zones, reference should be
made to specialist literature.) Appendix A
describes the detailing procedure.
C18.0 Special Devices
18. - Special Devices

Special devices like seismic isolation devices,
shock transmission units (STU) and dampers may
be employed to improve the seismic performance
of bridges. However, appropriate analysis and
testing shall be carried out before installation.
C18.1 Seismic Isolation Devices
18.1 - Seismic Isolation Devices

Section 19 provides details regarding bridges with
seismic isolation.
18.2 - Shock Transmission Units
C18.2 Shock Transmission Units
Multi-span bridges with continuous superstructure

may be provided with restrained bearings over
only one pier/abutment. In order to distribute the
seismic forces generated by the superstructure to
other pier(s)/abutment(s), STUs may be
introduced after adequate testing, between
superstructure and other pier(s)/abutment(s)
where free/guided bearings are used. However,
specialist literature shall be consulted for the
details of such STUs and for their design in
bridges subjected to seismic effects. STUs should
facilitate the breathing of the bridge due to thermal
and shrinkage effects.
Shock Transmission Unit (STU) also called Lock-Up

Device (LUD) creates a rigid link at a movable
connection between superstructure and pier/abutment
during a shock loading. This facilitates the transfer of
lateral load (of shock loading) to piers. An STU
comprises of a cylinder filled with fluid and a piston
with holes moves against the fluid. This fluid with
thexotropic property moves smoothly and slowly under
slow motion causing loads (Like temperature related
movements). But when subjected to sudden motion
causing loads (like during breaking or seismic loads),
the fluid cant flow through. This creates a rigid link.
81
Draft IITK-RDSO
RDSO Guidelines for Seismic Design of Railway Bridges
COMMENTARY
PROVISIONS
STUs shall be accessible for inspection and
maintenance/replacement.
Super Structure
Pier
STU unit
Fig C12 Typical Shock Transmission Unit
82
COMMENTARY
PROVISIONS
19. - Bridges With Seismic
Isolation
C19.0 Bridge With Seismic

Isolation
19.1 - General
C19.1 General
Seismic isolation devices (bearings) are deployed

below the deck and on the top of the pier (Fig. 9).
These shall be used for stiff bridges with time
period less than 1 sec. The reduction in forces is
achieved either by lengthening of time period or
increase of damping or both of them. The effect of
lengthening of period and increase of damping on
the design force is explained in Fig. 10. The
increase in damping is achieved by hysteretic
energy loss. The isolation bearing is idealized as
bilinear spring with hysteresis as shown in Fig.
11; where, Ku is elastic stiffness, Kd is post elastic
stiffness, Qd is characteristic strength and Keff is
effective stiffness.
A bridge without base isolation has lower time period.

In Fig. 10 the spectral acceleration corresponding to
non isolated bridge is A1. With the deployment of
base isolation the time period increase to Te and
damping also increases. For this increased damping the
spectral acceleration is given by solid line in Fig 10.
Thus, the spectral acceleration for time period Te
become A3 . Thus, presence of base isolation reduces
spectral acceleration from A1 to A3.
Seismic isolation consists essentially of the mechanism
which decouple the structure , or its contents , from
potentially damaging earthquake induced ground ,
and support, motions. This decoupling is achieved by
increasing the flexibility of the system, together with
providing appropriate damping . In many , but not all,
the seismic isolation system is mounted beneath the
structure and is referred to as base isolation
With the use of isolation devices, the lateral

displacement of superstructure increases. This
increase in displacement shall not cause any
adverse effect. Isolation bearings shall not be
used for bridges which (a) are on soft soil, (b)
which have long natural time period, and (c) which
may experience uplift at bearing support. Isolation
bearings shall be firmly fixed to the superstructure
and substructure by anchor bolts and shall be
easily accessible for replacements.
The basic intent of seismic isolation is to increase the

fundamental period of vibration such that the structure
is subjected to lower earthquake forces . However , the
reduction in forces is accompanied by ia increase in
displacement demand that must be accommodated
within the flexible mount. Furthermore , flexible
bridges can be lively under service loads. When
seismic isolation is used, the overall structure is
considerably more flexible and provision must be
made for substantial horizontal displacement.
The concept of isolation for bridge is fundamentally
different than for building structures. There are a
number of features of bridges which differ from
building and which influence the isolation concept:
1) Most of the weight is concentrated in the
superstructure , in a single horizontal plane.
2) The superstructure is robust in terms of resistance to
seismic loads but the substructure (piers and abutments
) are vulnerable
3) The seismic resistance is often in two orthogonal
horizontal directions , longitudinal and transverse .
4) The bridge must resist significant service lateral
loads and displacements from wind and traffic loads
and from creep , shrinkage and thermal movements.
83
COMMENTARY
PROVISIONS
The objective of isolation a bridge structure also

differs. In a building, isolation is installed to reduce the
inertia force transmitted into the structure above in
order to reduce the demand on the structural elements.
A bridge is typically isolated immediately below the
isolators by reducing the inertia loads transmitted from
the superstructure.
Although the type of installation shown in Fig. 9 is
typical of most isolated bridges, there are number of
variations. For example, the isolator may be placed at
the bottom of bents; partial isolation may be used if
piers are flexible ( bearing at abutments only ): a
rocking mechanism for isolation may be used.
Following references provide basic information on
seismically isolated bridges:
84
COMMENTARY
PROVISIONS
Fig.9 Bridge with seismic isolation (Clause 19.0)
Fig.10 Effect of isolator on spectral acceleration (Clause 19.0)
85
COMMENTARY
PROVISIONS
Fig.11 Bilinear force-deflection model for isolator (Clause 19.0)
C19.2 Design Criteria
19.2 - Design Criteria

A site specific seismic hazard analysis shall be
carried out to develop design ground motion for
base-isolated bridges. This study shall be carried
out by professionals with acknowledged expertise
to do so and will usually involve geological,
seismological, geotechnical and structural inputs.
However, the design ground motion thus arrived at
if results in a design less conservative than that
from design response spectrum given by (Z I
Sa/g), then the latter shall govern the design. The
response reduction factor for the substructure
shall be taken as half of the values given in Table.
However, the value of response reduction factor
shall not be less than 1.0.
19.3 - Analysis Procedure
C19.3 Analysis Procedure
The seismic coefficient method (single mode

method)
or
response
spectrum
method
(multimode method) can be used. The isolation
system shall be idealized as bilinear system (Fig.
11) with linear stiffness as Keff. The analysis shall
Details regarding uniform load method are given in

AASHTO guide .. (Refeece No. in Annexue
A1)
86
COMMENTARY
PROVISIONS
be done using upper bound properties and lower
bound properties. The upper bound properties,
which would result in higher value of Keff, would
give higher force, and the lower bound properties
would give higher deflection. The maximum and
minimum values are obtained by multiplying Kd
and Qd with the property modification factors,
which depend on velocity, temperature, aging,
scragging, travel and contamination. The values of
property modification factors are described in
Appendix G.
From the analysis, the isolator deflection, di, shall
be obtained. Then, the design force for isolator is
F = Keff . di. If uniform load method is used, then,
isolator displacement is given by
di =
where,
250 Ah Teff
B
Teff = 2
mm,
W
K eff g
Since, the isolator unit has low stiffness, the

displacement increases. The clearance in the two
orthogonal directions shall be the maximum
displacement determined in each of the directions
from the analysis. The clearance shall not be less
than
200 AhTeff
mm
B
Where, B is the damping coefficient corresponding
to the effective damping ratio of the isolator unit.
The value of B shall be taken from Table 10.
Table 10. Damping Coefficient ,B
Damping (Percentage of critical)
10
20
30
40
50
0.8
1.2
1.5
1.7
1.9
2.0
In the uniform load method, earthquake force, F =
87
COMMENTARY
PROVISIONS
(Ah). W is applied on the structure. Here, W is
weight if the bridge, and Ah is the design seismic
coefficient corresponding to time period, Teff and
damping coefficient, B.
19.4 - Requirements on Isolator

Unit
C19.4 Requirement on Isolator

Unit
19.4.1 - Non-seismic Lateral Forces
C19.4.1 Non-seismic Lateral Forces
The isolation system must resist all Non-seismic

lateral load combinations applied above the
isolation unit. This requirement is to ensure that
the flexible isolator has enough rigidity to resist
frequently occurring wind and other service loads.
The rigidity against these lateral forces shall be
established with the help of tests. If the
temperature is likely to be very low in winter, then,
the effect of low temperature on either coefficient
of friction, shear modulus etc. shall be properly
considered. The isolator shall not lose its
effectiveness due to low temperature.
19.4.2 - Lateral Restoring Force
C19.4.2 Lateral Restoring Forces
The isolator unit has more flexibility and high

energy dissipating capacity; hence, in order to
avoid cumulative displacement, it must have
sufficient restoring force at any given displaced
position. In order to ensure that the restoring force
is not too less, it is recommended that at any
displacement less than the design displacement,
the tangent stiffness shall be such that the time
period shall not be more than 6 sec. The restoring
force at any displacement shall be more than the
restoring force at lower displacement. If the
restoring force is constant for all displacements,
then, this force shall be at least equal to 1.05
times the characteristics strength, Kd. It is
important to note that the forces which do not
depend on the displacements, such as damping
force may not be used to meet the minimum
restoring force requirement.
In the long period range, response spectrum gives very

low value of design acceleration. Hence, there is a
limit of 6 sec on time period.
88
COMMENTARY
PROVISIONS
C19.4.3 Vertical Load and Rotational

Stability
19.4.3 - Vertical Load and Rotational

Stability
In laterally undeformed state, the isolation system
shall provide a factor of safety of at least three
against the vertical loads. It shall also be shown to
be stable under 1.2 times the dead load and
vertical load due to seismic force. Further, its
stability against the lateral displacement equal to
the offset displacement and 1.1 times the total
design displacement shall be checked.
The isolator shall have the rotation capacity to
accommodate rotation due to dead load, live load
and construction misalignment, which shall not be
less than 0.005 radians.
19.5 - Tests on Isolation System
C19.5 Tests on Isolation System
19.5.1 System Characterization Test
C19.5.1 System Characterization Test
This is to establish characteristics of isolation unit

and its various components.
C19.5.2 Prototype Test
19.5.2 Prototype Test

This is to establish deformation and damping
characteristics of the isolator unit.
C19.5.3
19.5.3
These tests are done at manufacturing units and
the specimens involved in the test are not used.
The prototype test is to be conducted on at least
two specimen of full size. The system
characterization tests are conducted on various
components as per the requirements of the
corresponding IS codes.
89
COMMENTARY
PROVISIONS
C19.5.4
19.5.4
th
A shake table test on model not less than 1/4 of

full model shall be done. Scale factors for this test
shall be well established. Wear or travel and
fatigue tests are conducted to check if the
movements due to thermal displacements and live
load rotation can be accommodated. The thermal
displacements and live load rotations shall
correspond to at least 30 years of expected
movement. The tests shall be applied at the
0
0
design contact pressure and at 20 C 8 C. The
rate of application shall be not less than 63.5
mm/minute.
C19.5.5
19.5.5
The tests shall be done for following minimum :
Bearings 1.6 km
Dampers attached to the web of the neutral axis
1.6 km
Dampers attached to the girder bottom 3.2 km.
C19.5.6
19.5.6
The prototype specimen shall be tested in the
following sequence for prescribed number of
cycles:
90

Table 11. Sequence for Testing of Bearing
Test
Description
(A) Component
Thermal
Three fully reversed cycle of loads at a lateral displacement corresponding to

the maximum thermal displacement. The test velocity shall not be less than
0.003 inches per minute
Wind and
braking
Twenty fully reversed cycles between limits of plus and minus maximum load
for a total duration not less than 40 seconds. After the cyclic testing, the
maximum load shall be held for 1 minute.
Seismic -1
Three fully reversed cycles of loading at each of the following multiples of the
total design displacement: 1.0, 0.25, 0.50, 0.75, 1.0, and 1.25 in the sequence
mentioned. The results of test corresponding to design displacement are used
for finding stiffness and damping properties.
Seismic -2
Fully reversed cycles of loading at design displacement for 25 cycles. The test
shall be started from a displacement equal to the offset displacement.
The prototype
specimen shall
be tested in the
following
sequence for
prescribed
number of
cycles: Wind
and braking
Three fully reversed cycles between limits of plus and minus the maximum
load for a total duration not less than 40 seconds. After the cyclic testing, the
maximum load shall be held for 1 minute. This test is done to ascertain the
survivability of the isolator after the major earthquake
(B) Prototype
Seismic
performance
verification
Three fully reversed cycles of loading at the deign displacement. The test
verifies service load performance after the major earthquake.
Vertical load
The vertical load carrying capacity shall be demonstrated under 1.2DL + LL

(seismic) + additional vertical load due to overturning moment.
91
COMMENTARY
PROVISIONS
C19.5.7
19.5.7
The force deflection characteristics of the
isolator shall be based on cyclic load test
results (seismic test described above) for
each fully reversed cycle of loading (Fig. 11).
The effective stiffness of an isolator unit shall
be calculated for each cycle of loading as
follows:
/011
2
3
2
3
Where, P and n are maximum positive and

negative displacements and FP and Fn are
maximum positive and negative forces at P
and n respectively (Fig. 11).
Fig- Hysteretic Behavior
Fig- Viscoelastic Behavior

C19.5.8
19.5.8
The equivalent viscous damping ratio () is
given by
1 Total EDC area

x
2
K eff d i2
The total EDC area shall be taken as the sum

of the areas of all isolator units. The
hysteresis loop area of each isolator unit
shall be taken as the minimum area of the
three loops established at the design
displacement , di is the design displacement
at the centre of rigidity of the isolation system
in the direction under consideration.
92
COMMENTARY
PROVISIONS
19.6 - System Adequacy
C19.6 System Adequacy
In the above mentioned tests, the

performance of isolator unit is considered to
be satisfactory, if the following conditions are
satisfied:
(i) The force deflection plots, of all tests on
prototype specimen (excluding viscous
damper component) shall show positive
incremental force-carrying capacity so as
to meet the restoring force requirements.
(ii) In the thermal test on prototype, the
maximum measured force shall be less
than the design value
(iii) In the other tests on prototype, the
maximum displacement shall be less
than the design displacement
(iv) In the three cycles of seismic tests, the
average effective stiffness shall be within
10% of the value used in the design
(v) In the seismic test, in each of the three
cycles, the measured minimum effective
stiffness shall not be less than the 80%
of the maximum effective stiffness.
(vi) In the second seismic test (Seismic -2),
the minimum effective stiffness shall not
be less than 80% of the maximum
effective stiffness. Similarly, the minimum
area under EDC shall not be less than
70% of the maximum EDC area.
19.7 - Requirements for

Elastomeric Bearings
C19.7Requirements for
Elastomeric Bearings
In addition to the normal tests and designs

which are done for non-seismic conditions,
the elastomeric bearings shall comply with
the design described in this section. The
elastomeric bearings shall use steel
reinforcement; the use of fabric reinforcement
is not permitted.
93
COMMENTARY
PROVISIONS
19.7.1 Shear Strain Components
for Isolation Design
19.7.1 Shear Strain Components for

Isolation Design
The various components of shear strain in

the bearing shall be computed as:
Table .12 Shear Strain Components

Component
Shear strain
c
Shear strain due to vertical load
3SP
2 Ar G( 1 + 2k S 2 )
3P( 1 + 8Gk S 2 / K
4Gk SAr
Shear strain due to non-seismic lateral

displacement
Shear strain due to seismic lateral
displacement
Shear strain due to rotation
s ,s
s ,eq
Where,
K is the bulk modulus of the elastomer, in the
absence of measured data, the value of K
may be taken as 2000 MPa. The shape
factor,
S shall be taken as the plan area of the
elastomer layer divided by the area of
perimeter free to bulge.
s is Non seismic lateral displacement

di is seismic lateral displacement,
Tr is total elastomer thickness, and
th
ti is the thickness of i layer.

B is bonded plan dimension or bonded
diameter in loaded direction of rectangular
bearing or diameter of circular bearing
94
di
Tr
B2
2t i Tr
Tr
for S 15
for S > 15
COMMENTARY
PROVISIONS
19.7.2 - Load Combinations
C19.7.2 Load Combinations
The elastomeric bearing shall satisfy the

following load combinations of shear strains:
2.5
c + s,s + r
5.0
c + s,eq + 0.5r
5.5
Where, shear strains are as explained in

Table above.
19.7.3 - Construction Requirements
C19.7.3 Construction Requirements
In addition to non-seismic construction

requirements following shall be met with:
(i) The layers of elastomeric bearings shall
integrally bonded during vulcanization and
cold bonding is not allowed.
(ii) A 5-minute proof load test with 1.5 times
the dead load and live load shall be
conducted on each bearing. There shall
be no bulging due to poor lamination.
(iii) All bearings shall be tested in combined
compression and shear. The bearings
may be tested in pairs. The compressive
load shall be average dead load of all
bearings and they shall be subjected to
five fully reversed cycles of loading at the
total design displacement or 50% of
elastomer thickness. For each group of
similar types of bearings, the effective
stiffness and EDC shall be averaged. For
individual bearings, the effective stiffness
shall be within 20% of design values and
EDC shall not be less than 25% of the
design value. The average value of
effective stiffness of a group shall be
within 10% of design value and the EDC
value shall not be less than 15% of the
design value.
After all the tests, all the bearing shall be
visually inspected for defects. If there is lack
of bond between rubber and steel, or
laminate placement fault, or permanent
deformation or surface cracks on rubber that
rd
are wider or deeper than 2/3 rubber
thickness, then, the bearing shall be rejected.
95
COMMENTARY
PROVISIONS
20. Post earthquake
Operation
and Inspection
The response of railway tracks and bridges
to an earthquake would depend on distance
from epicenter and nature of attenuation. the
post earthquake train operations in the region
shall be cautiously started. The guidelines
given in appendix H shall be followed, which
have been based on AREMA Railway
Engineering Manual. Detailed procedure for
post earthquake operations and inspection is
explained in Appendix H .
96
Appendix A 1
References
In the formulation of this guideline, assistance has been derived from the following publications:
1)
Manual for Railway Engineering, American Railway Engineering and Maintenance-of-Way

Association (AREMA), 2007, USA.
2)
Manual for Railway Engineering, American Railway Engineering and Maintenance-of-Way

Association (AREMA), 2007, USA.
3)
AASHTO LRFD Bridge Design Specifications, American Association of State Highway and
Transportation Officials (AASHTO), 2007, USA.
4)
Seismic Design Criteria, California Department of Transportation (CALTRANS), 2006, USA.
5)
Design of Structures for Earthquake Resistance, Eurocode 8: Part 2: Bridges, 2005, European
Committee for Standardization.
6)
Bridge Manual, TRANSIT, Wellington, New Zealand, 2005.
7)
Specifications for Highway Bridges, Part V Seismic Design Japan Road Association, 2003.
8)
Seismic Design for Railway Structures, Railway Technical Research Institute (RTRI), Japan,
2000.
9)
Seismic Design Criteria for High Speed Rail Project , National Center for Research on
Earthquake Engineering, Taiwan, 1992.
10)
Murty, C.V.R. and Jain, S.K., 2000, A Proposed Draft for Indian Code Provisions on seismic
design for bridges-Part I: Code, Journal of Structural Engineering, Vol.26, No. 3, 223-234.
11)
Murty, C.V.R. and Jain, S.K., 2000, A Proposed Draft for Indian Code Provisions on seismic
design for bridges-Part II: Code, Journal of Structural Engineering, Vol.27, No. 2, 79-89
12)
Skinner ,R.I. , Kelly , T.E. and Robinson , B. Seismic Isolation for Designers and Structural
Engineers, Robinson Seismic Ltd.
13)
AASHTO Guide Specifications for Seismic Isolation Design ,American Association of State
Highway and Transportation Officials (AASHTO), 2000, USA.
97
Appendix A 2
References
The following Codes/Standards are necessary adjuncts to these guidelines:
1)
IRC:6 Standard Specification and Code of 2000 Practice for Road Bridges
2)
IRC:6 Standard Specification and Code of 2000 Practice for Road Bridges
3)
4)
IRC:83 Standard Specification and Code of (Part III) Practice for Road Bridges 2002 Section
IX: - Bearings
IRS Code of Practice For Plain, Reinforced & Prestressed Concrete For General Bridge
Construction, Third Revision, 2004
5)
IRS Code of Practice For the Design of Sub-Structures and Foundation of Bridge, Second
Revision,2004
6)
IRS Code of Practice For the Design of Steel or Wrought Iron Bridges Carrying Rail, Road or
Pedestrian Traffic, Second Revision, 2004
7)
IRS Rules specifying the Loads for Bridge Design of Super Structure and Sub- Rules Structure
of bridges, Second Revision, 2004
8)
IS 1893 Criteria for Earthquake Resistant 1984 Design of Structures
9)
IS 1893 Criteria for Earthquake Resistant (Part I) Design of Structures, Part I: General 2002
Provisions and Buildings
10)
IS 1893 Draft Criteria for Earthquake (Part 3) Resistant Design of Structures, 2008 Part 3
Bridges and Retaining Walls
11)
IS 13920 Ductile Detailing of Reinforced 1993Concrete Structure Subjected to Seismic ForcesCode of Practice
98
Appendix A
Ductile Detailing Specifications
(Clause 17.0)
A-0 General
The detailing rules given have been chosen with the intention that reliable plastic hinges should
form at the top and bottom of each pier column, or at the bottom only of a single stem pier under
horizontal loading and that the bridge should remain elastic between the hinges (Fig. A-1). The aim is to
achieve a reliable ductile structure. Repair of plastic hinges is relatively easy.
Design strategy to be used is based on assumption that the plastic response will occur in the
substructure. However, in case of a wall type substructure, the nonlinear behavior may occur in the
foundation-ground system.
A-1 Specification
A-1.1 Minimum grade of concrete should be M25 (fck = 25 MPa).
A-1.1 Steel reinforcement of grade Fe 415 (see IS 1786: 1985) or less only shall be used. However, high
strength deformed steel bars of grades Fe 500, having elongation more than 14.5 percent and conforming
to other requirements of IS 1786 : 1985 may also be used for the reinforcement.
A-2 Layout
(a) The use of circular column is preferred for better plastic hinge performance and ease of
construction.
(b)The bridge must be proportioned and detailed by the designer so that plastic hinges occur only
at the controlled locations (e.g., pier column ends) and not in other uncontrolled places.
A-3 Longitudinal Reinforcement

The area of the longitudinal reinforcement shall not be less than 0.8 percent nor more than 6
percent, of the gross cross section area Ag. Splicing of flexural region is not permitted in the plastic hinge
region. Lap shall not be located within a distance of 2 times the maximum column cross-sectional
dimension from the end at which hinging can occur. The splices should be proportioned as a tension
splice.
A-3.1 Curtailment of longitudinal reinforcement in piers due to reduction in seismic bending moment
towards top.
A-3.1.1 The reduction of longitudinal reinforcement at mid-height in piers should not be carried out except
in tall pier.
A-3.1.2 In case of high bridge piers such as of height equal to 30m or more, the reduction of
99

reinforcement at mid height may be done. In such cases the following method should be adopted:
(i) The curtailment of longitudinal reinforcement shall not be carried out in the section six times the least
lateral column dimension from the location where plastic hinge is likely to occur.
(ii) The interval between hoop ties is specified to be less than 150mm in a reinforcement position. The
interval between hoop ties shall not change abruptly, the change must be gradual.
A-4 Transverse Reinforcement

The transverse reinforcement for circular columns shall consist of spiral or circular hoops.
Continuity of these reinforcements should be provided by either (Fig. A -.2(a) or A-2.(b)):
(a) Welding, where the minimum length of weld should be 12 bar diameter, and the minimum weld
throat thickness should be 0.4 times the bar diameter.
(b) Lapping, where the minimum length of lap should be 30 bar diameters and each end of
the bar anchored with 135 hooks with a 10 diameter extension into the confined core.
Splicing of the spiral reinforcement in the plastic hinge region should be avoided.
In rectangular columns, rectangular hoops may be used. A rectangular hoop is a closed stirrup,
having a 135 hook with a 10 diameter extension at each end that is embedded in the confined core
(Figure A.2.c). When hoop ties are joined in any place other than a corner the hoop ties shall overlap
each other by a length 40 bar diameter of the reinforcing bar which makes the hoop ties with hooks as
specified above.
Joint portion of hoop ties for both circular and rectangular hoops should be staggered.
A-5 Design of Plastic Hinge Regions

A-5.1 Seismic Design Force for Substructure
Provisions given in Appendix A for the ductile detailing of RC members subjected to seismic
forces shall be adopted for supporting components of the bridge. The design shear force at the critical
section(s) of substructures shall be the lower of the following:
(a) Maximum elastic shear force at the critical section of the bridge component divided by the response
reduction factor for that components as per Table 7, and
(b) Maximum shear force that develops when
(i) the substructure has maximum moment that it can sustain (i.e., the overstrength plastic
moment capacity as per Clause A-5.2) in single-column or single-pier type substructure.
(ii) plastic moment hinges are formed in the substructure so as to form a collapse mechanism in
multiple-column frame type or multiple-pier type substructures, in which the plastic moment
capacity shall be the overstrength plastic moment capacity as per Clause A-5.2.
In a single-column type or pier type substructure, the critical section is at the bottom of the column or pier
as shown in Figure A-1(a). And, in multi-column frame-type substructures or multi-pier substructures, the
critical sections are at the bottom and/or top of the columns/piers as shown in Figure A-1(b).
A-5.2 Over strength Plastic Moment Capacity
The over strength plastic moment capacity at a reinforced concrete section shall be taken as 1.3
times the ultimate moment capacity based on the usual partial safety factors recommended by relevant
design codes for materials and loads, and on the actual dimensions of members and the actual
100

reinforcement detailing adopted.
A-5.3 Special Confining Reinforcement:
Special confining reinforcement shall be provided at the ends of pier columns where plastic hinge
can occur. This transverse reinforcement should extend for a distance from the point of maximum
moment over the plastic hinge region over a length l0. The length l0 shall not be less than,
(a) 1.5 times the column diameter or 1.5 times the larger cross sectional dimension where yielding
occurs
(b) 1/6 of clear height of the column for frame pier (i.e when hinging can occur at both ends of the
column)
(c) 1/4 of clear height of the column for cantilever pier (i.e when hinging can occur at only one end of
the column)
(d) 600 mm
A-5.4 Spacing of Transverse Reinforcement
The spacing of hoops used as special confining reinforcement shall not exceed
(i) 1/5 times the least lateral dimension of the cross section of column,
(ii) 6 times the diameter of the longitudinal bar,
(iii) 150 mm
The parallel legs of rectangular stirrups shall be spaced not more than 1/3 of the smallest
dimension of the concrete core or more than 350 mm centre to centre. If the length of any side of the
stirrups exceeds 350 mm, a cross tie shall be provided. Alternatively, overlapping stirrups may be
provided within the column.
A-5.5 Amount of Transverse Steel to Be Provided
A-5.5.1 The area of cross section, Ash, of the bar forming circular hoops or spiral, to be used as special
confining reinforcement, shall not be less than
Ash = 0.09SDk
or,
Ag
Ac
Ash = 0.024SDk
f ck
fy
fck
fy
whichever is the greater

where
Ash = area of cross-section of circular hoop
S = pitch of spiral or spacing of hoops in mm
Dk = Diameter of core measured to the outside of the spiral or hoops in mm
fck = characteristic compressive strength of concrete
fy = yield stress of steel (of circular hoops or spiral )
101

Ag = gross area of the column cross section
Ac = Area of the concrete core =
D k2
A-5.5.2 The total area of cross-section of the bar forming rectangular hoop and cross ties, Ash to be used
as special confining reinforcement shall not be less than
()6!75 8
45
or,
45
()(?@75
9
:
<
)(;
<
<>
<>
where
h = longer dimension of the rectangular confining hoop measured to its outer face
Ar = Area of confined core concrete in the rectangular hoop measure to its outer side dimensions.
Note: Crossties where used should be of the same diameter as the peripheral hoop bar and Ak shall be
measured as the overall core area, regardless the hoop area. The hooks of crossties shall engage
peripheral longitudinal bars.
A-5.5.2.1 Unsupported length of rectangular hoops shall not exceed 300mm.
A-5.5.3 For ductile detailing of hollow cross-section of pier special literature may be referred. Some of
the provisions for hollow RC piers are:
i) For hollow cylindrical piers, in the plastic hinge region, the ratio of internal diameter to thickness should
not exceed 8.0.
ii) For wall type hollow piers, in the plastic region, the ratio of clear width of the wall to thickness should
not exceed 8.0.
A-6 Design of Components between the Hinges

Once the position of the plastic hinges has been determined and these regions detailed to ensure
a ductile performance, the structure between the plastic hinges is designed considering the capacity of
the plastic hinges. The intention here is:
(i) To reliably protect the bridge against collapse so that it will be available for service after a
major shaking.
(ii) To localize structural damage to the plastic hinge regions where it can be controlled and
repaired.
The process of designing the structure between the plastic hinges is known as capacity design.
A-6.1 Column Shear and Transverse Reinforcement
To avoid a brittle shear failure design shear force for pier shall be based on overstrength moment
capacities of the plastic hinges and given by:
102
Vu =
MO
h
where
M O = the sum of the overstrength moment capacities of the hinges resisting lateral loads, as
detailed. In case of twin pier this would be the sum of the overstrength moment capacities at the top and
bottom of the column. For single stem piers the overstrength moment capacity at the bottom only should
be used.
h = clear height of the column in the case of a column in double curvature; height to calculated point of
contra-flexure in the case of a column in single curvature.
Outside the hinge regions, the spacing of hoops shall not exceed half the least lateral dimension of the
column, nor 300 mm.
A-7 Design of Joints:

Beam-column joints should be designed properly to resist the forces caused by axial loads,
bending and shear forces in the joining members. Forces in the joint should be determined by considering
a free body of the joint with the forces on the joint member boundaries properly represented.
The joint shear strength should be entirely provided by transverse reinforcement. Where the joint
is not confined adequately (i.e. where minimum pier and pile cap width is less than three column
diameters) the special confinement requirement should be satisfied.
103
Column Cap
Earthquake Force
Pile Cap
Pile
A
Elevation
Section AA
a. Single column or pier type substructures
Column Cap
Earthquake Force
Piles
Elevation
Section AA
(b) Multi-column or frame type substructures

Fig. A-1: Potential location of plastic hinges in substructures (Clause A-0).
104
Draft IITK-RDSO
(a) Welding in Circular hoops
(c)
(b) Lapping in circular hoops
Rectangular hoops
A-4)
Fig. A-2: Transverse reinforcement in column (Clause A
105
Town
Agra
Ahmedabad
Ajmer
Allahabad
Almora
Ambala
Amritsar
Asansol
Aurangabad
Bahraich
Bangalore
Barauni
Bareilly
Belgaum
Bhatinda
Bhilai
Bhopal
Bhubaneswar
Bhuj
Bijapur
Bikaner
Bokaro
Bulandshahr
Burdwan
Calicut
Chandigarh
Chennai
Chitradurga
Coimatore
Cuddalore
Cuttack
Darbhanga
Darjeeling
Dharwad
Dehra Dun
Dharampuri
Delhi
Durgapur
Gangtok
Guwahati
Goa
Gulbarga
Gaya
Gorakhpur
Hyderabad
Imphal
Jabalpur
Jaipur
Jamshedpur
Jhansi
Jodhpur
Jorhat
Kakrapara
Kalapakkam
Appendix - B
Zone Factors for Some Important Towns
(Clause 8.1)
Zone
III
III
II
II
IV
IV
IV
III
II
IV
II
IV
III
III
III
II
II
III
V
III
III
III
IV
III
III
IV
III
II
III
III II
III
V
IV
III
IV
III
IV
III
IV
V
III
II
III
IV
II
V
III
II
II
II
II
V
III
III
Zone Factor, Z
0.16
0.16
0.10
0.10
0.24
0.24
0.24
0.24
0.10
0.24
0.10
0.24
0.16
0.16
0.16
0.10
0.10
0.16
0.36
0.16
0.16
0.16
0.24
0.16
0.16
0.24
0.16
0.10
0.16
0.16
0.16
0.36
0.24
0.16
0.24
0.16
0.24
0.16
0.24
0.36
0.16
0.10
0.16
0.24
0.10
0.36
0.16
0.10
0.10
0.10
0.10
0.36
0.16
0.16
Town
Kanchipuram
Kanpur
Karwar
Kohima
Kolkata
Kota
Kurnool
Lucknow
Ludhiyana
Madurai
Mandi
Mangalore
Monghyr
Moradabad
Mumbai
Mysore
Nagpur
Nagarjunasagar
Nainital
Nasik
Nellore
Osmanabad
Panjim
Patiala
Patna
Pilibhit
Pondicherry
Pune
Raipur
Rajkot
Ranchi
Roorkee
Rourkela
Sadiya
Salem
Simla
Sironj
Solapur
Srinagar
Surat
Tarapur
Tezpur
Thane
Thanjavur
Thiruvananthapuram
Tiruchirappali
Thiruvennamalai
Udaipur
Vadodara
Varanasi
Vellore
Vijayawada
VIshakhapatnam
106
Zone
III
III
III
V
III
II
II
III
IV
II
V
III
IV
IV
III
II
II
II
IV
III
III
III
III
III
IV
IV
II
III
II
III
II
IV
II
V
III
IV
II
III
V
III
III
V
III
II
III
II
III
II
III
III
III
III
II
Zone Factor, Z
0.16
0.16
0.16
0.36
0.16
0.10
0.10
0.16
0.24
0.10
0.36
0.16
0.24
0.24
0.16
0.10
0.10
0.10
0.24
0.16
0.16
0.16
0.16
0.16
0.24
0.24
0.10
0.16
0.10
0.16
0.10
0.24
0.10
0.36
0.16
0.24
0.10
0.16
0.36
0.16
0.16
0.36
0.16
0.10
0.16
0.10
0.16
0.10
0.16
0.16
0.16
0.16
0.10
Appendix - C
PUSHOVER ANALYSIS
(Clause 12.0)
C-1 Pushover analysis is performed to explicitly ascertain the displacement capacity of the bridge
structure. This analysis is explained for the reinforced concrete structures. This is done with the help of
static nonlinear analysis, in which nonlinear properties of concrete and reinforcing steel are used. The
displacement capacity shall be greater than the displacement demand. The procedure explained herein,
is based on Caltrans (2006).
C-2 Displacement demand
The displacement demand is twice the elastic displacement obtained using a linear analysis. The single
mode method (Clause 9.0) or multi mode method (10.0) may be used as per the requirements of Clause
4.7. From the displacement demand, D, the displacement ductility demand is obtained as
D
where, Y is yield displacement of the system from its initial position to the formation of plastic hinge.
C-3 Displacement capacity
The local displacement capacity of a member is obtained from its curvature capacity, which is determined
from the moment curvature (M-) analysis. The expected stress strain curve or material properties of
1
concrete and steel are used. For confined concrete, the Manders model shown in Fig. C-1 is used, and
the stress-strain model shown in Fig. C-2 is used for steel. The moment curvature analysis obtains the
curvatures associated with a range of moments for a cross-section, based on the strain compatibility force
equilibrium conditions. The M- curve (Fig. C-3) can be idealized into with an elastic perfectly plastic
curve to estimate the plastic moment capacity of a cross-section. The idealized plastic moment capacity is
obtained by balancing the areas between the actual curve and the idealized curve beyond the first
reinforcing bar yield point (Fig. C-3).
Fig C-1 Stress strain model for concrete
Fig C-2 Stress strain model for steel
Stress-strain curves for concrete and steel are to be changed
107
Idealized curve
Actual curve
Fig. C-3 Moment curvature (M- ) curve

Here, u is the curvature capacity at the failure limit state defined as the concrete strain reaching cu or the
R
confinement reinforcing steel reaching the reduced ultimate strain cu . Similarly, Y is the idealized yield
curvature defined by an elastic-perfectly plastic representation of M- curve (Fig. C-3). The idealized
plastic curvature capacity, P, which is assumed constant over plastic hinge length, LP is given by P = u
- Y. The hinge length, LP in mm is given by
LP = 0.08L + 0.022fyedbl 0.044fyedbl
for columns (mm, MPa)
LP = G + 0.044fyedbl
for horizontally isolated flared columns
Here, G is the gap between the isolated flare and the soffit of the bent cap. With reference to Fig. D-4, the
plastic rotation capacity, P = LP x P and
P
Px
LP
2
Then, the total displacement capacity of the column is given by
c = Ycol + P
where, Y
col
is the idealized yield displacement of the column (Fig. C-3).
Fig. C-4 Lateral displacement capacity of fixed base column
108
The displacement capacity c thus obtained, shall be greater than the demand D obtained from linear
static analysis. The above described procedure to obtain the displacement capacity is for a cantilever
column, fixed at the base and free at the top. Similarly, analysis can be done for fixed-fixed column. For a
frame type substructure, M- curve is to be given for each member and the analysis becomes more
involved, which can be done with the help of standard software.
It shall be ensured that the flexural hinge occurs prior to shear failure of column, and hence, the nominal
shear capacity shall be greater than the shear force corresponding to plastic hinge. Similarly, capacity
protection shall be provided to the other adjacent components such as bent cap, pile cap etc.
109
Appendix - D
Dynamic Earth Pressure
(Clause 14.3.1)
D-1. Dynamic earth pressure on abutments
D-1.1 Lateral Earth Pressure - The pressure from earth fill behind retaining walls during an earthquake
shall be as given in D.1.1.1 to D.1.4.1. In the analysis, cohesion has been neg1ected. This assumption is
on conservative side.
D-1.1.1 Active Pressure Due to Earth fill - The general conditions encountered for the design of
retaining walls are illustrated in Fig. D 1. The total active pressure exerted against the wall shall be the
maximum of the two given by the following expression:
E AE =
1
H 2 ( 1 Av )K AE
2
(D.1.)
Where the seismic active earth pressure coefficient KAE is given by
K AE
cos 2 ( )
sin ( + ) sin ( i )
=
1+
2
cos cos cos ( + + )
cos ( + + ) cos ( i )
(D.2.)
and where
A = unit weight of soil (kN/m )

3
H = height of wall in (m)
=angle of friction of soil ( )

0
=angle of friction between soil and abutment ( )

Ah=horizontal seismic coefficient [see 3.4.2.3 (a)]
Av= vertical seismic coefficient its value being taken consistently throughout the stability analysis of wall
equal to Ah.
= tan -1
Ah (0)
1 Av
i=backfill slope angle ( )

0
=slope of wall to the vertical, negative as shown ( )

D.1.1.2 Point of Application From the total
pressure obtained by putting
Av = Ah
remainder is the dynamic increment. The static
elevation H/3 above the base of the wall. The
assumed to be at mid-height of the wall.
pressure computed as above subtract the static active

= in =the
0 expression given by equation D.1and D.2. The
component of the total pressure shall be applied at an
point of application of the dynamic increment shall be
D.1.2 Passive Pressure Due to Earth fill The total passive pressure against the walls shall be the
minimum of the two given by the following expression:
110
EPE =
1 2
H (1 Av )KPE
2
(D.3.)
Where the seismic passive earth pressure coefficient KPE is given by
K PE
cos 2 ( + )
sin ( + ) sin ( + i )
=
1
2
cos cos cos ( + )
cos ( + ) cos ( i )
D.1.2.2 Point of application - From the static passive pressure obtained by putting
(D.4.)
kh = kv = = 0 in
the expression given by equation D.3 and D.4, subtracts the total pressure computed as above. The
remainder is the dynamic decrement .The static component of the total pressure shall be applied at an
elevation H/3 above the base of the wall. The point of application of the dynamic decrement shall be
assumed to be at an elevation 0.66 H above the base of the wall.
D.1.3 Active Pressure Due to Uniform Surcharge - The active pressure against the wall due to a
uniform surcharge of intensity q per unit area of the inclined earth fill surface shall be:
(EAE )q = qH cos (1 Av )K AE
(D.5.)
cos(i )
D.1.3.1 Point of application- The dynamic increment in active pressure due to uniform surcharge shall
be applied at an elevation of 0.66H above the base of the wall, while the static component shall be
applied at mid-height of the wall.
D.1.4 Passive Pressure Due to Uniform Surcharge-The passive pressure against the wall due to a
uniform surcharge of intensity q per unit area of the inclined earth fill shall be:
( PPE )q =
qH cos
K PE
cos(i )
(D.6.)
D.1.4.1 Point of application- The dynamic decrement in passive pressures due to uniform surcharge
shall be applied at an elevation of 0.66h above the base of the walls while the static component shall be
applied at mid-height of the wall
D.2 Effect of Saturation on Lateral earth Pressure

D.2.1 For saturated earthfill, the saturated unit weight of the soil shall be adopted in the Equation D.1
D.2.2 For submerged earthfill, the dynamic increment (or decrement) in active and passive earth
pressures during earthquakes shall be found from expressions given in D.2 and D.4 with the following
modifications:
a) The value of
b) The value of
= tan1
shall be taken as the value 1/2 of
for dry backfill.
shall be taken as follows:

(D.7.)
t Ah
b (1 Av )
111
Where
3
t=
saturated unit weight of soil (kN/m )
b=
submerged unit weight of soil (kN/m )
Ah=horizontal seismic coefficient
Av =vertical seismic coefficient= Ah /2

c) Buoyant unit weight shall be used in equation E.1 and E.3 as the case may be
d) From the value of earth pressure found out as above, subtract the value of earth pressure determined
by putting
but using
Av =buoyant
Ah = unit
= 0 weight. The remainder shall be dynamic increment.
D.2.3 Hydrodynamic pressure on account of water contained in earthfill shall not be considered
separately as the effect of acceleration on water has been considered indirectly.
D.3 Partially Submerged Backfill
The situations with partial submerged backfill may be handled by weighing unit weights based on the
volume of soil in the failure wedge above and below the phreatic surface as shown in Figure D2. Equation
D.7 shall be used to calculate using e instead of b. Then total active and passive pressure can be
obtained from equation D.1 and D.2 using equivalent unit weight ( e).
D.4 Concrete or Masonry Inertia Forces - Concrete or masonry inertia forces due to '
horizontal and
vertical earthquake accelerations are the products of the weight of wall and the horizontal and vertical
seismic coefficients respectively.
NOTE - To ensure adequate factor of safety under earthquake condition, the design shall be such that the
factor of safety against sliding shall be 1.2 and the resultant of all the forces including earthquake force
shall fall within the middle three-fourths of the base width provided. In addition, bearing pressure in soil
should not exceed the permissible limit.
D.5 Reduction of seismic lateral loads: If the following three conditions are satisfied, seismic lateral
loads may be reduced as given by the following expression.
The wall system and any structures supported by the wall can tolerate lateral movement resulting
form sliding of the structure.
The wall base is unrestrained against sliding, other than soil friction along its base and minimal
soil passive resistance.
If the wall functions as an abutment, the top of the wall must also be unrestrained, e.g., the
superstructure is supported by sliding bearings.
k h = 1.66 A
A
d
0.25
(D.8.)
Where:
A= maximum earthquake acceleration (dimensionless)
kh= horizontal seismic acceleration coefficient (dimensionless)
d= the lateral wall displacement (mm)
112
Note: The above equation should not be used for displacements of less than 25 mm. or greater than
approximately 200 mm. Typically this value can be assumed to be in between 50 mm to 100 mm.
However, the amount of deformation which is tolerable will depend on the nature of the wall and what it
supports, as well as what is in front of the wall. In addition to whether or not the wall can tolerate lateral
deformation, it is recommended that this simplified approach not be used for walls which have a complex
geometry, such as stacked walls, MSE walls with trapezoidal sections, or back-to-back walls supporting
narrow ramps, for walls which are very tall (over 50.0 ft.), nor for walls where the peak ground
acceleration A is 0.3g or higher. In such case, a specialist should be retained to evaluate the anticipated
deformation response of the structure, as potentially unacceptable permanent lateral and vertical wall
deformations could occur even if design criteria based on this pseudo static approach are met.
Figure D 1: Seismic Active Earth Pressure on Retaining Walls
113
Figure D 3: Effective unit weight for partially submerged backfills
Figure 2: Effective unit weight for partially submerged backfills
114
Appendix F
(Clause 15.4)
Simplified Procedure for Evaluation of Liquefaction Potential

Due to the difficulties in obtaining and testing undisturbed representative samples from most
potentially liquefiable sites, in-situ testing is the approach preferred by most engineers for
evaluating the liquefaction potential of a soil deposit. Liquefaction potential assessment
procedures involving both the SPT and CPT are widely used in practice. The most common
procedure used in engineering practice for the assessment of liquefaction potential of sands
1 2
and silts is the Simplified Procedure . The procedure may be used with either SPT blow count,
CPT tip resistance or shear wave velocity measured within the deposit as discussed below:
Step 1: The subsurface data used to assess liquefaction susceptibility should include the
location of the water table, either SPT blow count (N) or tip resistance of a standard CPT cone
(qc ) or the shear wave velocity), mean grain size (D50 ) , unit weight, and fines content of the
soil (percent by weight passing the IS Standard sieve No. 75.

Step 2: Evaluate the total vertical stress
( v )
and effective vertical stress
( v )
for all
potentially liquefiable layers within the deposit.

Step 3: The following equation can be used to evaluate the stress reduction factor rd :
rd = 1 0.000765 z for z 9.15 m and

rd = 1 0.0267 z for 9.15 < z 23 m
where z is the depth below the ground surface in meters.
Step 4: Calculate the critical stress ratio induced by the design earthquake, CSR eq , as;
CSReq = 0.65(a max / g )rd ( v / v )

where
and
are the total and effective vertical stresses, respectively, at depth z, amax is
the peak ground acceleration, and g is the acceleration due to gravity.

Step 5: Correct CSReq for earthquake magnitude (Mw), stress level and for initial static shear
using correction factors km, k and k, respectively, according to:
CSRL = CSR7.5 .k M k .k
The correction factors are estimated using Figures E-1, E-2 and E-3 (in combination with figure
E-4), respectively.
For assessing liquefaction susceptibility using the SPT go to Step 6a, for the CPT go to Step 6b,
and the shear wave velocity go to Step 6c.
Youd, T.L., Idriss, I.M., Andrus, R.D., Arango, I., Castro, G., Chtristian, J.T., Dobry, R., Finn, W.D.L., Harder,
L.F., Hynes, M.E., Ishihara, K., Koester, J.P., Liao, S.S.C., Marcuson III, W.F., Martin, G.R., Mitchell, J.K.,
Moriwaki, Y., Power, M.S., Robertson, P.K., Seed, R.B., Stokoe II, K.H. 2001. Liquefaction resistance of soils:
Summary report from the 1996 NCEER and 1998 NCEER/NSF workshops on evaluation of liquefaction resistance
of soils. J. of Geotech. and Geoenv. Engrg., ASCE. 127(10): 817-833.
115
Step 6a: Evaluate the standardized SPT blow count ( N 60 ) which is the standard penetration
test blow count for a hammer with an efficiency of 60 percent. Specifications of the
standardized equipment corresponding to an efficiency of 60 percent are given in Table F-1. If
nonstandard equipment is used, N 60 , is obtained from the equation:
N 60 = N .C60
where C60 is the product of various correction factors. Correction factors recommended by
various investigators for some common non-standard SPT configurations are provided in Table
F-2. For SPT conducted as per IS: 2131-1981, the energy delivered to the drill rod is 60 percent
and hence C60 = 1 is assumed.
Calculate the normalized standardized SPT blow count,
(N1 )60 . (N1 )60
is the standardized
blow count normalized to an effective overburden pressure of 96 kPa in order to eliminate the
influence of confining pressure. This is obtained by the following equation:
(N 1 )60
= C N N 60
Stress normalization factor CN is calculated from following expression:
C N = (Pa / v )
1/ 2
Subjected to C N 2 , where Pa is the atmospheric pressure. The Critical Resistance Ratio

(CRR) or the resistance of a soil layer against liquefaction is estimated from Figure F-5
depending on the ( N 1 )60 value representative of the deposit.
Step 6b:
Calculate normalized cone tip resistance, (q c1 N )cs , using
(qc1N )cs = K c (Pa
v )n (qc Pa )
where q c is the measured cone tip resistance corrected for thin layers, exponent n has a value
of 0.5 for sand and 1 for clay, and Kc is the correction factor for grain characteristics estimated
as follows.
K c = 1.0 for I c 1.64 and

4
K c = 0.403I c + 5.581I c 21.63I c
+ 33.75 I c 17.88 for I c > 1.64

The soil behavior type index, I c , is given by
Ic =
(3.47 log Q )2 + (1.22 + log F )2
where
Q = [(qc v ) Pa ](Pa v ) , F = f (qc v ) 100 , f is the measured sleeve friction

n
and n has the same values as described earlier. Assess susceptibility of a soil to liquefaction
using Figure F-6.
Although soils with Ic >2.6 are deemed non-liquefiable, such deposits may soften and deform
during earthquakes. General guidance is not available to deal with such possibilities. Softening
and deformability of deposits with Ic >2.6 should thus be treated on a material specific basis.
116
Step 6c:
Calculate normalized shear wave velocity, V s1 , for clean sands using:
Vs1 = Vs (Pa v )
0.25
Assess liquefaction susceptibility of clean sands using Figure F-7.

Step 7: Calculate the factor of safety against initial liquefaction,
FS liq , as:
FS liq = CSR L / CRR

where CSRL is as estimated in Step 5 and CRR is from Step 6a, 6b or 6c. When the design
ground motion is conservative, earthquake related permanent ground deformation is generally
small if FS liq 1.2 .
Table E-1: Recommended Standardized SPT Equipment.

Element
Sampler
Standard Specification
Standard split-spoon sampler with: (a) Outside

diameter, O.D. = 51 mm, and Inside Diameter, I.D.
= 35 mm
(constant i.e., no room for liners in the barrel)
Drill Rods
A or AW-type for depths less than 15.2 m; N- or

NW-type for greater depths
Hammer
Standard (safety) hammer with: (a) weight = 63.5

kg; (b) drop = 762 mm (delivers 60of theoretical
free fall energy)
Rope
Two wraps of rope around the pulley
Borehole
100- to 130-mm diameter rotary borehole with

bentonite mud for borehole stability ( hollow stem
augers where SPT is taken through the stem)
Drill Bit
Upward deflection of drilling mud (tricone or baffled

drag bit)
Blow Count Rate
30 to 40 blows per minute
Penetration Resistant Count
Measured over range of 150 to 460 mm of

penetration into the ground
117
Table E-2: Correction Factors for Non-Standard SPT Procedures and Equipment.
Correction for
Correction Factor
CHT =0.75 for DH with rope and ulley
Nonstandard Hammer Type

(DH= doughnut
energy ratio)
Nonstandard
Height of fall
hammer;
Hammer
ER
Weight
or
CHT =1.33 for DH with trip/auto and ER = 80

=
(H = height of fall in mm; W = hammer

weight in kg)
CSS =1.10 for loose sand
Nonstandard
Sampler
Setup
(standard samples with room for
liners, but used without liners
CSS =1.20 for dense sand

CSS =0.90 for loose sand
Nonstandard
Sampler
Setup
(standard samples with room for
liners, but liners are used)
Short Rod Length
Nonstandard Borehole Diameter
CSS =0.80 for dense sand

CRL =0.75 for rod length 0-3 m
CBD =1.05 for 150 mm borehole diameter
CBD =1.15 for 200 mm borehole diameter
Notes : N = Uncorrected SPT blow count.

C60 = CHT CHW CSS CRL CBD
N60 = N C60
CN = Correction factor for overburden pressure
(N1)60 = CN N60 = CN C60 N
118
Draft IITK-RDSO
Figure F
F-1: Magnitude Correction factor
Figure F-2: Stress correction factor
Figure F-3:
3: Correction for initial static shear (Note: Initial static shear for an embankment
embankmen
may be estimated from Figure F
F-4)
119
Draft IITK-RDSO
Figure F-4:
4: Initial static shear under an embankment
120
Figure F-5: Relationship between CRR and (N1)60 for sand for Mw, 7.5 earthquakes
Figure F-6: Relationship between CRR and (qc1N)cs for Mw, 7.5 earthquakes
121
Figure F-7: Relationship between CRR and Vs1 for Mw, 7.5 earthquakes
122
Appendix - G
System property modification factors
(Clause 19.3 )
G-1 General
Kd,max = Kd x max,Kd
Qd,max = Qd x max,Qd
and Kd,min = Kd x min,Kd

and Qd,min = Qd x min,Qd
These factors are given by
min,Kd = min,t,Kd x min,a,Kd x min,v,Kd x min,tr,Kd x min,c,Kd x min,scrag,Kd

max,Kd = max,t,Kd x max,a,Kd x max,v,Kd x max,tr,Kd x max,c,Kd x max,scrag,Kd
min,Qd = min,t,Qd x min,a,Qd x min,v,Qd x min,tr,Qd x min,c,Qd x min,scrag,Qd
max,Qd = max,t,Qd x max,a,Qd x max,v,Qd x max,tr,Qd x max,c,Qd x max,scrag,Qd
Where,
t = factors to account for effect of temperature
a = factors to account for effect of aging
v = factors to account for effect of velocity (including freq. for elastomeric bearings)
tr = factors to account for effect of travel (wear)
c = factors to account for effect of contamination (in sliding system)
scrag = factors to account for effect of scragging a bearing (in elastomeric systems)
G-2 Elastomeric bearings
Factors for min
min = 1.0 for Kd and Qd
Factors for max
max,v = Established by test

max,c = 1.0
max,tr = Established by test
123

max,a
Low-Damping
1.1
1.1
High-Damping rubber with small difference between scragged and

unscragged properties
1.2
1.2
High-Damping rubber with large difference between scragged and

unscragged properties
1.3
1.3
1.0
3.0
3.0
natural rubber
Lead
Neoprene
max,t
Minimum Temp
for design
21
1.0
1.0
1.0
1.0
1.0
1.0
1.3
1.3
1.3
1.2
1.1
1.1
-10
1.4
1.4
1.4
1.4
1.2
1.1
-30
2.5
2.0
1.5
2.0
1.4
1.3
HDRB = High damping rubber bearing

LDRB = Low damping rubber bearing
1
Large difference in scragged and unscragged properties (more than 25%)
Small difference in scragged and unscragged properties
max,scrag
Qd
eff
Kd
0.15
G-3 Sliding Isolation system
Factors for min
min = 1.0 for Kd and Qd
eff
0.15
eff
Factors for max
max,scrag = does not apply

max,v = does not apply
124
0.15
eff
0.15
max,a
Unlubricated
Lubricated
PTFE
PTFE
Bimetallic Interfaces
Sealed
Unsealed
Sealed
Unsealed
Sealed
Unsealed
Normal
1.1
1.2
1.3
1.4
2.0
2.2
Severe
1.2
1.5
1.4
1.8
2.2
2.5
max,c
Unlubricated
Lubricated
PTFE
PTFE
Sealed with stainless steel surface facing down
1.0
1.0
1.0
Sealed with stainless steel surface facing up*
1.1
1.1
1.1
Unsealed with stainless steel surface facing down
1.1
3.0
1.1
Not Allowed
Not Allowed
Not
Allowed
Unsealed with stainless steel surface facing up

Cumulative Travel
max,c
Unlubricated
Lubricated
PTFE*
PTFE
< 2010
1.1
1.1
To be established by test
> 2010
1.1
3.0
To be established by test
(M)
1005
* Test data based on 1/8-inch sheet, recessed by 1/16 inch and bonded
Minimum Temp
max,t
for design
Unlubricated
Lubricated
PTFE
PTFE
21
1.0
1.0
1.1
1.3
-10
1.2
1.5
-30
1.5
3.0
125
To be established by
test
Bimetallic
Interfaces
Appendix - H
H.0 - Post Earthquake Operations and Inspections
The response of railway tracks and bridges to an earthquake would depend on distance from
epicenter and nature of attenuation. The post earthquake train operations in the region shall be
cautiously started. The following guidelines have been based on AREMA Railway Engineering
Manual.
H.1 - Operations
After an earthquake is reported, the train dispatcher shall notify all the trains and engines within
150 km radius of the reporting area to run at restricted speed until magnitude and epicenter have
been determined by proper authority. After determination of the magnitude and epicenter,
response levels given in Table H-1 and H-2 will govern the operations.
Table H-1 Specified Radius of Different Earthquake
Earthquake
Magnitude
(Richter)
Response
Level
Specified
Radius
0- 4.9
5.0 5.9
II
80 km
III
160 km
II
240 km
III
II
6.0 6.9
7.0 or above
* As directed but not less than 6.0-6.9

Table H-2 Details of Response Level
Response
level
Details
Resume maximum operation speed. The need for the continuation of inspections
will be determined by proper Maintenance of Way authority.
II
All trains and engines will run at restricted speed within a specified radius of the
epicenter until inspections have been made and appropriate speeds established by
proper authority.
III
All trains and engines within the specified radius of the epicenter must stop and
may not proceed until proper inspections have been performed and appropriate
speed restrictions established by proper authority. For earthquakes of Richter
magnitude 7.0 or above, operations shall be directed by proper authority, but the
radii shall not be less than that specified for earthquakes between 6.0 and 6.99.
126
H.2 - Post Earthquake Inspection

The following list provides a general guidelines for an inspection procedure:
H.2.1 - Track and Roadbed

During the post earthquake inspection, following items shall be observed:
o
o
o
o
o
o
o
Line, surface and cross level irregularities caused by embankment slides or liquefaction
Track buckling or pull apart due to soil movement
Offset across fault rupture
Disturbed ballast
Cracks or slope failures in embankments
Slides and/or potential slides in cuts, including loose rocks that could fall in an aftershock
Scour due to tsunami in coastal area
Potential for scour or ponding against embankment due to changes in water course
H.2.2 - Bridges
Following an earthquake, inspectors may need to travel by rail between bridges. River bed may
get flooded, hence, to quickly reach the bearings; alternate access routes shall be made. In steel
bridges following shall be observed carefully:
o
o
o
o
o
o
Displaced or damaged bearings

Stretched or broken anchor bolts
Distress in viaduct tower
Buckled columns or bracings
Tension distress in main members or bracings
Displaced substructure elements
Concrete bridge inspection shall include the following :

o
o
o
o
Displacement at bearings
Displaced substructure elements
Cracks in superstructure
Cracks in substructure
Inspection team shall also look for items which may fall on track. At an overpass, attention shall
be given to reduced span at bearings, damages to column and restrainer system. If there are
adjacent buildings to railway track, then such buildings shall also be inspected to ensure if they
can withstand aftershocks. Inspection team shall also look for damages to the powerlines
passing over the track.
127
Part 2 Explanatory Examples
128
Example 1 Railway Bridge with Simply Supported Steel

Superstructure
1. Problem Statement:
A three span simply supported railway bridge with steel superstructure of open web girder and ballast less
track has equal spans of 76.2 m. Train load is Heavy Mineral type (HM loading). Bridge is located in
Zone V. The soil at the bridge site is of hard type (Type I). The circular RC pier has 12 m height and 2 m
diameter. Height of submerged pier is 4 m. Analyze the bridge for seismic loads at Ultimate Limit State.
Solution
The lateral loads in transverse and longitudinal directions are calculated. Since the spans of the bridge are
simply supported, one pier can be considered as single degree of freedom system with half weight of
spans on either side. Hence, seismic coefficient method can be used for seismic load calculation. Seismic
loads will be obtained from IITK-RDSO Guidelines and also from provisions of existing Bridge Rules
and IRS Concrete Code. A comparison of loads obtained from IITK-RDSO Guidelines and existing
Bridge Rules will be presented.
1.1. Preliminary Data

The schematic diagram of the bridge is shown below in Figure 1.1. Grade of pier concrete and
reinforcement are M30 and Fe415 respectively. Density of concrete is 25 kN/m3. RC pier has ductile
detailing.
76.2 m
76.2 m
76.2 m
Pier Height = 12 m
G.L.
Figure 1.1 Geometric details of the bridge
129
1.2. Weight Calculation
BC
() D E
1.2.1. Dead Load Calculation
BC
() D E
Dead Load (DL) per meter of 76.2 m girder

without track load = 43.7 kN/m
= 0.25
F
G@ E *@)6I
Impact Load = CDA X L.L.
(As per data supplied by RDSO)
= 0.25 X 9800 = 2450 kN
DL per meter of ballast less track = 0.4 kN/m
1.3. Seismic Wight
Seismic weight in longitudinal direction

= Total DL of structure + No LL
DL per meter of superstructure
(Section 8.4)
= DL of girder + DL of track
= 4114kN
= 43.7 + 0.4 = 44.1 kN/m
Seismic weight in transverse direction
Total DL of superstructure
= Total DL of structure +50 % LL
= 44.1 x 76.2 = 3360 kN
(Section 8.4)
= 4114 + 0.50 x 9800 = 9014 kN
2
DL of one pier = D / 4 H p
F
G@ E HI
1.4. Fundamental Natural period
x 22 /4 x 12 x 25 = 942 kN
For simply supported bridges, the fundamental

natural period (T) in seconds is given by:
Total DL of structure
= DL of superstructure + 80% DL of pier
T = 2
(Clause 9.1.1)
(Section 9.1.1)
= 3360 + 0.8 x 942 = 4114 kN
Where, = horizontal deflection in meters due to

lateral force, F equal to weight of superstructure
and 80 % of weight of substructure and
appropriate amount of live load
1.2.2. Live Load
Since, the superstructure has roller / hinge

supports, it is reasonable to assume that pier will
behave like cantilever, fixed at the base and free
at the top. Hence
Live Load (LL) for HM loading on 76.2 m span

= 128.6 kN/m
Total live load = 128.6 x 76.2 = 9800 kN

Coefficient of Dynamic Augment (CDA) ,
130
FH
3 EI
3
p
Where,
= 9014 123 / (3 27386130 0.589 ) = 0.32 m
H p = Pier height from top of foundation
T = 2
= 12 m
= 2
0.32 = 1.13 sec
1.5. Seismic Load as per IITK-RDSO

Guidelines
E = Modulus of elasticity of pier material
=5000 fc
1.5.1 Horizontal Elastic Seismic Acceleration
Coefficient
(Clause 6.2.3.1, IS456:2000)

= 5000 30 = 27386 N/mm2
= 27386130 kN/m2
Horizontal
elastic
coefficient, Ah
I g = Gross moment of inertia of pier section
/64 D4 = x 24 /64
A=
= 0.785 m4
Sa
Z
I
2
g
Ieff = effective moment of inertia of pier section
Where,
Ieff = 0.75 x Ig
Z = 0.36
(Clause 9.1.1.1)
4
= 0.75 x 0.785 = 0.589 m
seismic
(Section 9.1)
(zone V; Table 3 )
I = 1.5
Damping = 5%
1.4.1. Longitudinal Direction
FH
Sa/g = 1.0 / 0.77 = 1.31

A = (0.36 / 2) x 1.5 x 1.31 = 0.35
3
p
3 EI
= 4114 123/ (3 27386130
Transverse direction:
0.589)
Sa/g = 1.0 / 1.13 = 0.88

A = (0.36 / 2) x 1.5 x 0.88 = 0.24
= 0.15 m
Time period T = 2
= 2
1.5.2. Elastic and Design Horizontal Seismic

Load
0.15 = 0. 77 sec
1.5.2.1 Elastic Seismic load

F e = AW
1.4.2. Transverse Direction
(Section 9.2.1)
In transverse direction, 50% live load is

considered.
(Section 8.4)
In longitudinal direction
Lateral force to be applied, F = 9014 kN

=
FH
(Section 8.6.1)
Longitudinal direction :
Lateral force to be applied, F = 4114 kN

=
(Table 4 )
Site has hard soil (Type I)
In longitudinal direction, no live load is

considered.
(Section 8.4)
Lateral deflection,
acceleration
Fe = 0.35 x 4114 = 1440 KN
3
p
In transverse direction
3 EI
Fe = 0. 24 x 9014 = 2163 KN
131
1.5.2.2 Design Seismic load
H/r = 4,
Hence ,
Design seismic load is obtained by dividing the
elastic seismic by response reduction factor, R
( Section 9.3 )
Ce = 0.73
( Table 8 of Section 14.2)

A in longitudinal direction = 0.35
Since, RCC Pier with ductile detailing,

R = 2.5
(Table 6 of Section 9.3)
A in transverse direction = 0.24
Design seismic load in longitudinal direction

We = Weight of the submerged portion of
enveloping cylinder
= w x a2 H
= 1440 / 2.5 = 576 kN

Design seismic load in transverse direction
= 9800 x x 12 x 4 / 1000 = 123 kN
= 2163 / 2.5 = 865 kN
F = Total horizontal hydrodynamic force
1.5.3. Hydrodynamic Force
in longitudinal direction
= 0.73 x 0.35 x 123 = 32 kN
1.5.3.1. Elastic Hydrodynamic Force
For the submerged portion of the pier, the total

horizontal hydrodynamic force along the
direction of ground motion is given by
F = Total horizontal hydrodynamic force
in transverse direction
= 0.73 x 0.24 x 123 = 21 kN
F = Ce A We
(Section 14.2)
1.5.3.2. Design Hydrodynamic Force
Design horizontal hydrodynamic force

12
F
4m
is ratio of total hydrodynamic force and response

reduction factor.
(Resultant
R = 2.5

2m
Design hydrodynamic force in longitudinal

direction
Hydrodynamic Pressure Distribution
= 32 / 2.5 = 13 kN
on the Pier due to stream flow
Design hydrodynamic force in transverse

direction
H = Height of submerged portion of pier
= 1/3 of pier height = 4 m
= 21 / 2.5 = 9 KN
r = Radius of enveloping cylinder
= 1m
132
1.5.4. Vertical Seismic Acceleration
The elastic
Coefficient
Av =
vertical
Seismic
2
Z
I Sa
3
2
g
(DL(S)), Live load on footpath (LL(f)),

Hydrodynamic Pressure (HY), Prestressing force
(PS), Buoyancy load (BO), Earth Pressure (EP)
etc. are not considered.
Acceleration
Loads on pier as per two load combination are

shown below:
(Section 8.9)
5143 kN
As the superstructure is very rigid, the time

period in vertical direction will be very less.
Hence, Sa/g = 2.5.
1287 kN
8818kN
1042 kN
869 kN
713 kN
Now,
Z = 0.36
I = 1.5
Load Combination (1)
Av = (2/3) x 0.36/2 x 1.5 x 2.50
1.6. Seismic Loads as per existing Bridge

Rules and IRS Concrete Bridge
Code
= 0.45
Since the vertical seismic acceleration
coefficient is less than 0.5, no vertical holddown devices will be required.
Dead load, live load are same as given in section

1.2.1, 1.2.2
(Section 13.3.1 )
The design vertical
coefficient will be
seismic
1.6.1. Seismic Weight
acceleration
Av / R = 0.45 / 2.5 = 0.18
= Total DL of structure
This implies that total axial force acting on pier

will increase or decrease by 18 % . In the present
example , this 18 % additional force has been
neglected.
= 4111 kN
= Total DL of structure + 50 % of LL
= (4111 + 0.5 x 9800) = 9011 kN
1.5.5 Load Combinations
Following two load combinations are given:
1.6.2. Design Seismic Coefficient
(1) 1.25 DL + 1.5 EQ
The design values of horizontal seismic

coefficient h shall be computed by the
following expression:
(2) 1.25DL +0.3(LL+IL)+1.2EQ + 1.4HY
h = I o (Clause 2.12.4.2, Bridge Rule)
(Section 8.8)
Where,
Where, DL = Dead Load, LL = Live Load,
= coefficient for soil foundation system
EQ= Earthquake Load , IL = Impact Load

Note Other loads i.e. Superimposed dead Load
=1
133
(Clause 2.12.4.3, Bridge Rule)
1.7. Seat Width Calculation
I = coefficient for importance of bridge
= 1.5

Seat width W ( mm) = 500 + 2.5L + 10 HP
= Basic horizontal seismic coefficient

= 0.08
(Section 16.3)
L = Length (in meters) of the superstructure to

the adjacent expansion joint or to the end of
superstructure = 76.2 m
= 1x 1.5 x 0.08 = 0.12
W = 500 + 2.5x76.2 + 10x12
1.6.3. Seismic Load
= 810 mm
This is the minimum seat width to be provided
here. If the value of the seat width obtained from
load requirement comes less than this value, still
the minimum seat width will have to be
provided.
Total seismic load in longitudinal direction

= 0.12 x 4111 = 493 kN
Total seismic load in transverse direction
= 0.12 x 9011 = 1081 kN
1.6.4. Load Combinations
Following two load combinations are given :

(1) 1.4DL + 1.6EQ
(2) 1.4DL + 1.75 ( LL+ IL ) + 1.25 EQ
(Table 12, Section 11.3 of IRS Concrete Bridge
Code)
Note Other loads i.e. Superimposed dead Load
(DL(S)), Live load on footpath (LL(f)),
Prestressing force (PS), Buoyancy load (BO) etc
are not considered.
Loads on pier as per two load combination are
shown below:
5760 kN
1731 kN
790 kN
27198kN
1352 kN
617 kN
134
Table 1.1 Comparison of seismic forces from proposed IITK-RDSO guidelines and
existing Bridge Rules + IRS Concrete Code (Hard soil)
Span = 76.2m, Pier Height = 12 m, Pier diameter = 2m, Hard soil
Longitudinal Direction
Proposed IITK-RDSO Guidelines
existing Bridge Rules + IRS concrete code
h = 0.12
Time period = 0.77 sec; Ah = 0.35/2.5 = 0.14

5143 kN
5760 kN
8818 kN
869 kN
790 kN
713 kN
27198 kN
617 kN
1.25 DL + 1.5 EQ 1.25DL +0.3(LL+IL)+1.2EQ 1.4 DL + 1.6 EQ

1.4DL +1.75(LL+IL)+1.25EQ
Transverse Direction

5143 kN
1.25 DL + 1.5 EQ
5760 kN
8818 kN
1287 kN
h = 0.12
1042kN
1.25DL +0.3(LL+IL)+1.2EQ
1731 kN
27198 kN
1352 kN
1.4 DL + 1.6 EQ
1.4DL +1.75(LL+IL)+1.25EQ
Notes
1) The circular pier will be designed for the worst load case. From the above cases it is seen that as
per the Bridge Rule and IRS Concrete code, the pier will be designed for Axial force of 5760 kN
and horizontal force of 1731 kN. As per the proposed guidelines, the pier will be designed for
Axial force of 5143 kN and lateral force of 1287 kN. Thus, the design forces from the proposed
guidelines are almost same as those from the existing Bridge Rules.
2) The bridge is also subjected to other lateral loads like Racking force and Breaking/Tractive
forces. As per Clause 2.9.1 of Bridges Rules, the racking force which acts in the transverse
direction will be 448 kN and As per Appendix XIII of existing Bridge Rules the Tractive /
Breaking force, which acts in longitudinal direction will be 1325 kN.
135
In the above comparison, hard soil condition is considered. The comparison of seismic forces
from IITK-RDSO Guidelines and existing Bridge Rules will get affected if soil type changes.
The above example is again worked out for the soft soil condition and the comparison of results is
given in Table 1.2. In the existing Bridge Rules, the soil factor for soft soil also depends on the
type of foundation. Here, well foundation is considered.
Table 1.2 Comparison of seismic forces from proposed IITK-RDSO guidelines and
existing Bridge Rules + IRS Concrete Code (Soft soil)
Span = 76.2 m, Pier Height = 12 m, Pier diameter = 2m, Soft soil & Well foundation
Time period = 0.77 sec; Ah = 0.59 / 2.5 = 0.24

5143 kN
1.25 DL + 1.5 EQ
5760 kN
8818 kN
1452 kN
h = 0.18
1184 kN
1191 kN
1.25DL +0.3(LL+IL)+1.2EQ
1.4 DL + 1.6 EQ
27198 kN
925 kN
1.4DL +1.75(LL+IL)+1.25EQ
Proposed IIT-RDSO Guidelines
Time period = 1.15 sec;
0.16
5143kN
Ah = 0.40 / 2.5 = h = 0.18
5143 kN
8818 kN
2149 kN
1.25 DL + 1.5 EQ
2595 kN
1739 kN
1.25DL +0.3(LL+IL)+1.2EQ
22293 kN
2028 kN
1.4 DL + 1.6 EQ
1.4DL +1.75(LL+IL)+1.25EQ
136
Example 2 Comparison of Design Seismic Forces for Short and

Long Span Railway Bridges
In Example 1, details on seismic load calculations are covered. Also, a comparison of seismic forces from
the proposed guidelines and the existing Bridge Rules is given. In order to assess the difference in design
seismic forces obtained from the IITK-RDSO for various types of railway bridges, two examples
considered. These two examples represent two extreme types of bridges. The first one (Bridge A) has
short span and low pier height and the second one (Bridge B) has long span and tall pier height. The
preliminary geometric details of the two bridges are :
Bridge A : Span = 12.2 m, Pier Height = 8m, Pier diameter = 2 m
Bridge B : Span = 76.2 m, Pier Height = 30 m, Pier diameter = 3 m
These are regular, multi-span, and simply supported bridges. Hence, only one unit comprising of one span
and pier need to be considered using seismic coefficient method. The bridges are considered in seismic
zone V, with hard soil type. Piers are of reinforced concrete and are provided with the ductile detailing.
Solution
Here details of the seismic load calculations will not be given. Rather, values of all the major quantities
will be mentioned. Seismic loads are obtained using IITK-RDSO guidelines and existing Bridge Rules.
2.1 Weight Calculations

Table 2.1 Weight Calculations
Component
Span
Height
Diameter of pier
Soil type
Importance Factor (I)
Seismic zone
Response reduction factor, R
Dead Load (DL) per meter girder without track load
DL per meter of ballast less track
DL of one pier
Total DL of structure
Live Load (LL) for HM loading on span
Total live load
Impact Load
Seismic Wight
Longitudinal direction
Transverse direction
Gross moment of inertia of pier section
Effective moment of inertia of pier section
137
Bridge A
Bridge B
12.2 m
76.2 m
8m
30 m
2m
Hard, = 1.0
1.5
Z = 0.36, 0 = 0.08
2.5
8.80 kN/m
0.4 kN/m
9.2 kN/m
112 kN
628 kN
615 kN
166.2 kN/m
2028 kN
1197 kN
3m
Hard, = 1.0
1.5
Z = 0.36, 0 = 0.08
2.5
43.7 kN/m
0.4 kN/m
44.1 kN/m
3360 kN
5301 kN
7602 kN
128.6 kN/m
9800 kN
2450kN
615 kN
1629 kN
0.785 m4
7602 kN
12502 kN
3.976 m4
0.589 m4
2.982 m4
2.2 Seismic Loads

Table 2.2 Seismic Loads for Bridge A
Quantity
IITK-RDSO
Guidelines
Fundamental period
Longitudinal
Transverse

Longitudinal
Transverse
Horizontal Elastic Seismic Acceleration Coefficient

Longitudinal
Transverse
Design Seismic Acceleration Coefficient
existing Bridge
Rules
0.16 sec
0.26 sec
2.5
2.5
0.68
0.68
Longitudinal
Transverse
0.68/2.5 = 0.27
0.68/2.5 = 0.27
0.12
0.12
Longitudinal
Transverse
415 kN
1100 kN
Longitudinal
Transverse
166 kN
440 kN
74 kN
195 kN
Longitudinal
Transverse
36 kN
36 kN
14 kN
14 kN
0.45
Elastic Seismic load

Design Seismic load
Total horizontal hydrodynamic force
Design Hydrodynamic Force
Longitudinal
Transverse
Vertical Seismic Acceleration Av
Design vertical seismic acceleration coefficient
138
0.45/2.5 = 0.18
Table 2.3 Seismic Loads for Bridge B

Quantity
IITK-RDSO
Guidelines
existing Bridge
Rules
1.83 sec
2.35 sec
0.55
0.43
0.15
0.12
Longitudinal
Transverse
0.15/2.5 = 0.06
0.12/2.5 = 0.048
0.12
0.12
Longitudinal
Transverse
1121 kN
1438 kN
Longitudinal
Transverse
488 kN
575 kN
912kN
1500 kN
Longitudinal
Transverse
75 kN
58 kN
30 kN
23 kN
0.45
0.18
Fundamental period
Longitudinal
Transverse

Longitudinal
Transverse
Horizontal Elastic Seismic Acceleration Coefficient

Longitudinal
Transverse
Design Seismic Acceleration Coefficient

Elastic Seismic load
Design Seismic load
Total horizontal hydrodynamic force
Design Hydrodynamic Force
Longitudinal
Transverse
Vertical Seismic Acceleration Av
Design vertical seismic acceleration coefficient
139
Table 2.4 Comparison of seismic forces for Bridge A from proposed IITK-RDSO guidelines and
existing Bridge Rules + IRS Concrete Code (Hard Soil)
Span = 12.2 m, Pier Height = 8 m, Pier diameter = 2m, Hard soil


769 kN
1736 kN
251 kN
1.25 DL + 1.5 EQ
861 kN
221 kN
92 kN
118 kN
665 kN
6505 kN
1.4 DL + 1.6 EQ
1.25DL +0.3(LL+IL)+1.2EQ
1.4 DL +1.75(LL+IL)+1.25EQ
769 kN
h = 0.12
h = 0.12
769 kN
1736kN
552 kN
313 kN
5284 kN
244 kN

1.4DL +1.75(LL+IL)+1.25EQ
Notes
1. The circular pier will be designed for the worst load case. From the above cases it is seen that as per
the Bridge Rule and IRS Concrete code, the pier will be designed for axial force of 861 kN and
horizontal force of 313 kN. As per the proposed guidelines, the pier will be designed for Axial force of
769 kN and lateral force of 665 kN. Thus, the design lateral forces from the proposed guidelines is
double than that from the existing Bridge Rules.
2. The bridge is also subjected to other lateral loads like Racking force and Breaking /Tractive forces.
As per Clause 2.9.1 the racking force which acts in transverse direction will be 72 kN and As per
Appendix XIII of existing Bridge Rules the Tractive / Breaking force, which acts in longitudinal
direction will be 510 kN.
140
Table 2.5 Comparison of seismic forces for Bridge B from proposed IITK-RDSO guidelines and
existing Bridge Rules + IRS Concrete Code (Hard Soil)
Span = 76.2 m, Pier Height = 30 m, Pier diameter = 3 m, Hard soil


h = 0.12

9502 kN
10642 kN
13177 kN
673 kN
1460 kN
580 kN
32080 kN
1140 kN
1.25 DL + 1.5 EQ 1.25DL+0.3(LL+IL)+1.2EQ 1.4 DL + 1.6 EQ

1.4DL +1.75(LL+IL)+1.25EQ

9502 kN
863 kN
h = 0.12
10642kN
13177 kN
2400 kN
723 kN
32080 kN
1875 kN

1.4DL +1.75(LL+IL)+1.25EQ
Notes
3. The circular pier will be designed for the worst load case. From the above cases it is seen that as per
the Bridge Rule and IRS Concrete code, the pier will be designed for axial force of 10642 kN and
horizontal force of 2400 kN. As per the proposed guidelines, the pier will be designed for Axial force
of 9502 kN and lateral force of 863 kN. Thus, the design lateral forces from the proposed guidelines is
almost one-third than that from the existing Bridge Rules.
4. The bridge is also subjected to other lateral loads like Racking force and Breaking /Tractive forces.
As per Clause 2.9.1 the racking force which acts in transverse direction will be 448 kN and As per
Appendix XIII of existing Bridge Rules the Tractive / Breaking force, which acts in longitudinal
direction will be 1325 kN.
141
Example 3 Calculation of Seismic Forces for Superstructure.

A simply supported railway bridge with steel superstructure of plate girder welded type have a span of
24..4 m. Train load is Heavy Mineral type (HM loading). Bridge is located in Zone V. The soil at the
bridge site is of hard type (Type I). The circular RC pier has 12 m height and 2 m diameter. Calculate
seismic forces on bridge superstructure.
Solution
3.1. Preliminary Data
Section Property of Superstructure
Outside height (t3) = 2.05 m
Top flange width (t2) = 0.620 m
Top flange thickness (tf) = 0.045 m
Web thickness (tw) = 0.014 m
Bottom flange width (t2b) = 0.620 m
Bottom flange thickness (tfb) = 0.045 m
Fig 4.1:- Elevation of superstructure
142
3.2. Weight Calculation
= 594 + 0.50 x 3575 = 2382 kN
3.4. Fundamental Natural period
3.2.1. Dead Load Calculation
Dead Load (DL) per meter of 24.4 m girder

without track load = 23.96 kN/m
For simply supported bridges, the fundamental

natural period (T) in seconds is given by:
T = 2
DL per meter of ballast less track = 0.4 kN/m
(Section 9.1.1)
Where, = horizontal deflection in meters due to

lateral force, F equal to weight of superstructure
and 80 % of weight of substructure and
appropriate amount of live load

= 23.96 + 0.4 = 24.4 kN/m
Since, the superstructure has roller / hinge

supports, it is reasonable to assume that pier will
behave like cantilever, fixed at the base and free
at the top. Hence
= 24.4 x 24.4 = 594 kN
=
2
DL of one pier = D / 4 H p
=
FH
3
p
3 EI
Where,
x 22 /4 x 12 x 25 = 942 kN
H p = 12 m
3.2.2. Live Load

E = Modulus of elasticity of pier material
Live Load (LL) for HM loading on 24.4m span

= 146.52 kN/m
=5000 fc = 27386130 kN/m2

(Clause 6.2.3.1, IS456:2000)
Ig=
Total live load = 146.52 x 24.4 = 3575 kN
/64 D4 = 0.785 m4
Ieff = 0.75 x Ig =0.589 m4
3.3. Seismic Wight
(Clause 9.1.1.1)
3.4.1. Longitudinal Direction
In longitudinal direction, no live load is

considered.
(Section 8.4)
= Total DL of superstructure + No LL
(Section 8.4)
Lateral force to be applied, F =
= 594 kN
= 594 + 0.8 x 942 = 1348 kN

Lateral deflection, = FH
3
p
3 EI
= Total DL of superstructure +50 % LL

(Section 8.4)
= 0.05 m
143
Time period T = 2
A = 0.36 / 2 x 1.5 x 1.49 = 0.40
= 0.44 sec
3.5.2. Elastic and Design Horizontal Seismic

Load
3.4.2. Transverse Direction
In transverse direction, 50% live load is

considered.
(Section 8.4)
3.5.2.1 Elastic Seismic load
F e = AW
Lateral force to be applied, F =
(Section 9.2.1)
= 594 + 0.8 x 942 +| 0.5 x 3575 = 3136 kN
In longitudinal direction
Fe = 0.62 x 594 = 366 KN
Lateral deflection,
=
FH
3
p
3 EI
In transverse direction
Fe = 0.40 x 2382 = 961 KN
= 0.11 m
Time period T = 2
3.6.
= 0.67 sec
3.5. Seismic Load as per IITK-RDSO

Guidelines
Dead load, live load are same as given in section

4.2.1, 4.2.2
3.5.1 Horizontal Elastic Seismic Acceleration

Coefficient
Horizontal
elastic
coefficient, Ah
A=
seismic
Sa
Z
I
2
g
Seismic Loads as per Bridge Rules

and IRS Concrete Bridge Code
3.6.1. Seismic Weight
acceleration
= 594 kN
(Section 9.1)
= 2382 kN
Where,
Z = 0.36
(zone V; Table 3 )
I = 1.5
Damping = 5%
3.6.2. Design Seismic Coefficient
(Table 4 )
The design values of horizontal seismic

coefficient h shall be computed by the
following expression:
(Section 8.6.1)
Site has hard soil (Type I)
h = I o (Clause 2.12.4.2, Bridge Rule)

Where,
Longitudinal direction :
= coefficient for soil foundation system
Sa/g = 1.0 / 0.44 = 2.28
=1
A = 0.36 / 2 x 1.5 x 2.28= 0.62
I = coefficient for importance of bridge
= 1.5
Transverse direction:
Sa/g = 1.0 / 0.67 = 1.49
144
= Basic horizontal seismic coefficient
= 0.08
= 1x 1.5 x 0.08 = 0.12
3.6.3. Seismic Load
Total seismic load in longitudinal direction

= 0.12 x 594 = 71 kN
Total seismic load in transverse direction
= 0.12 x 2382 = 286 kN
3.7. Racking force and Breaking force

3.7.1. Racking force
Lateral load in transverse direction due to

racking force of moving load = 5.88 kN / m
(Clause 2.9.1 , IRS Bridge Rules , 2004)
= 5.88 x 24.4 = 144 kN
3.7.2. Breaking force
Lateral load in longitudinal direction due to

breaking force of moving load
= 882 kN
( APPENDIX XIII , IRS Bridge Rules, 2004)
145
Table 3.1 : Seismic Force for superstructure

Lateral forces
Racking / Breaking force
366 kN
71 kN
882 kN
Transverse
Direction
961 kN
286 kN
144 kN
420
1138
1138
1497
1678
1670
0.0
359
350
218
1670
1067
502
1067
1526
107
75
1720
65
1634
67
0.0
1634
208
347
107
619
0.0
492
1364
206
814
635
0.0
1303
735
423
483
Longitudinal
Direction
642
Existing bridge rules
489
IITK RDSO Guidelines
0.0
Sign Convention
All values in kN
476
Tension
Compression
483 kN
146

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Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Date 26 April 2010

IITK-RDSO Guidelines on Seismic

Indian Institute of Technology Kanpur

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

4.0 REFERENCES ..................................................................................................................................... 16

6.8.1 VERTICAL COMPONENT OF SEISMIC ACTION ............................................................................................................................. 22

6.9 ASSUMPTIONS ...................................................................................................................................... 22

7.0 CONCEPTUAL CONSIDERATIONS ............................................................................................... 24

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

9.0 SEISMIC COEFFICIENT METHOD (SINGLE MODE METHOD)............................................. 44

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Bridge with Simply Supported Steel

Comparison of Design Seismic Force For

Calculation of Seismic Forces for

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Part 1 Provisions and Commentary

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Structural width in the direction of hydrodynamic pressure

Elastic seismic acceleration coefficient

Sectional area of the substructure

Area of the concrete core =

Gross area of the column cross section

Elastic seismic acceleration coefficient of mode

As per Appendix B, Area of confined core concrete in the rectangular hoop

Area of cross-section of circular hoop

Structural width perpendicular to hydrodynamic pressure

Bonded plan dimension or bonded diameter in loaded direction of rectangular

Hydrodynamic force coefficient

Fraction of missing mass for j mode.

C1, C2, C3,

Pressure coefficients to estimate flow load due to stream on the substructure

Diameter of core measured to the outside of the spiral or hoops

Thickness of any layer

Modulus of elasticity of concrete

Earthquake force in x-and y-direction respectively

Modulus of elasticity of steel

Hydrodynamic force on substructure; (also, Horizontal force in kN applied at center

Lateral force associated with missing mass

Characteristic strength of concrete at 28 days in MPa.

Yield stress of steel

Maximum Positive force

Maximum Positive force

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges

Acceleration due to gravity

Bulk modulus of elastomer

Smaller effective stiffness

larger effective stiffness

Number of modes of vibration considered

Total mass of the j mode

Seismic mass matrix of the bridge structure

Standard penetration resistance of layer i

Response Reduction Factor

Pitch of spiral or spacing of hoops

Bridge flexibility factor along the considered direction

Bridge flexibility factor of mode k of vibration

Total elastomer thickness

Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges