Professional Documents
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Subject: Amendments to Clause No. 202.3, 208, 209.7, 218.5 and 222 of IRC:6-2000 “Standard Specifications
and Code of Practice for Road Bridges” Section : II Loads and Stresses (Fourth Revision)
Fourth Revision of IRC:6-2000 “Standard Specifications and Code of Practice for Road Bridges” Section :
II Loads and Stresses was published in December, 2000 and reprinted in April 2006 incorporating uptodate amend-
ments till that time.
The Indian Roads Congress has decided to further amend the above document. Accordingly, the
Amendment No.8 is hereby notified.
(R.P. Indoria)
Secretary General
Encl: As above
208 Note: However, it should be ensured that the Note: However, it should be ensured that the re-
reduced longitudinal effects are not less sever duced longitudinal effects are not less severe than
than the longitudinal effect, resulting from the longitudinal effect, resulting from simulta-
simultaneous load on two adjacent lanes. neous load on two adjacent lanes. Longitudinal
effects mentioned above are bending moment,
shear force and torsion.
209.7 P-1 Normal Bridges carrying 15kN vehicle P-1 Normal Bridges carrying 150 kN vehicle
Containment Expressway, or at 110 km/h Containment Expressway, or at 110 km/h
equivalent and 200 equivalent and 20o angle of
angle of impact
impact
P-2 Low Con- All other bridges 15kN vehicle P-2 Low Con- All other bridges 150 kN vehicle
tainment except bridge at 80 km/h tainment except bridge at 80 km/h and
over railways and 20o over railways 20o angle of
angle of impact
impact
P-3 High Con- At hazardous 30kN vehicle P-3 High At hazardous and 300kN vehicle
tainment and high risk at 60 km/h Containment high risk loca- at 60 km/h and
locations, over and 20o tions, over busy 20o angle of
busy railway angle of railway lines, impact
lines, complex impact angle complex inter-
interchanges, etc. of impact changes, etc.
218.5 Permissible Increase in Stresses and Load Permissible Increase in Stresses and Load
Combination Combinations
Tensile stresses resulting from temperature ef- Tensile stresses resulting from temperature
fects not exceeding in the value of two third effects not exceeding in the value of two third
of the modulus of rupture may be permitted of the modulus of rupture may be permitted in
in prestressed concrete bridges. Sufficient prestressed concrete bridges. Sufficient amount of
amount of non-tensioned steel, shall, howev- non-tensioned steel, shall, however, be provide to
er, be provide to control the thermal cracking. control the thermal cracking. Increase in stresses
Increase in stresses shall be allowed for calcu- shall be allowed for calculating load effects due to
lating load effects due to temperature restraint temperature restraint under load combinations.
under load combinations. Note:
Permissible increase in stresses and load
combinations as stated under Clause 218.5 is not
applicable for limit state design of bridges.
Appendix 3
3. Combination Principles
The following principles shall be followed while using these tables for arriving at the combinations:
i) All loads shown under Column 1 of Table 3.1 or Table 3.2 or Table 3.3 or Table 3.4 shall be combined to carry
out the relevant verification.
ii) While working out the combinations, only one variable load shall be considered as the leading loads at a time.
All other variable loads shall be considered as accompanying loads. In case if the variable loads produces
favorable effect (relieving effect) the same shall be ignored.
iii) For accidental combination, the traffic load on the upper deck of a bridge (when collision with the pier due to
traffic under the bridge occurs) shall be treated as the leading load. In all other accidental situations the traffic
load shall be treated as the accompanying load.
iv) During construction the relevant design situation shall be taken into account.
v) These combinations are not valid for verifying the fatigue limit state.
4. Basic Combination
4.1. For checking the equilibrium
For checking the equilibrium of the structure, the partial safety factor for loads shown in column no. 2 or 3
under Table 3.1 shall be adopted.
4.2. For checking the structural strength
For checking the structural strength, the partial safety factor for loads shown in column no. 2 under Table 3.2
shall be adopted.
5. Accidental Combination
For checking the equilibrium of the structure, the partial safety factor for loads shown in column no. 4 or 5
under Table 3.1 and for checking the structural strength, the partial safety factor for loads shown in column no. 3
under Table 3.2 shall be adopted.
6. Seismic Combination
For checking the equilibrium of the structure, the partial safety factor for loads shown in column no. 6 or 7
under Table 3.1 and for checking the structural strength, the partial safety factor for loads shown in column no. 4
under Table 3.2 shall be adopted.
7. Combination of Loads for the Verification of Serviceability Limit State
Loads are required to be combined to satisfy the serviceability requirements. The serviceability limit state
check shall be carried out in order to have control on stress, deflection, vibration, crack width, settlement and to
estimate shrinkage and creep effects. It shall be ensured that the design value obtained by using the appropriate
combination shall be less than the limiting value of serviceability criterion as per the relevant code. The rare
combination of loads shall be used for checking the stress limit. The frequent combination of loads shall be used
for checking the deflection, vibration and crack width. The quasi-permanent combination of loads shall be used for
checking the settlement, shrinkage creep effects and the permanent stress in concrete.
7.1. Rare Combination
For checking the stress limits, the partial safety factor for loads shown in column no. 2 under Table 3.3 shall
be adopted.
Variable Loads :
Carriageway Live
Load, associated loads
(braking, tractive and
centrifugal forces) and
Pedestrian Live Load
Thermal Loads
(a) As Leading Load 1.50 0 - - - -
(b) As accompanying Load 0.9 0 0.5 0 0.5 0
Wind
(a) As Leading Load 1.50 0 - - - -
(b) As accompanying Load 0.9 0 - - - -
Accidental effects:
i) Vehicle collision (or)
ii) Barge Impact (or) - - 1.0 - - -
iii) Impact due to floating
bodies
Seismic Effect
(a) During Service - - - - 1.0 -
(b) During Construction - - - - 0.5 -
Construction Condition:
Counter Weights:
a) When density or self - 0.9 - 1.0 - 1.0
weight is well defined
b) When density or - 0.8 - 1.0 - 1.0
self weight is not well
defined
c) Erection effects 1.05 0.95 - - - -
Wind
(a) Leading Load 1.50 0 - - - -
(b) Accompanying Load 1.20 0 - - - -
Hydraulic Loads:
(Accompanying Load):
Water current forces 1.0 0 1.0 - 1.0 -
Notes:
1) During launching the counterweight position shall be allowed a variation of ± 1m for steel bridges.
2) For Combination principles refer Para 2
3) Thermal load includes restraints associated with expansion/contraction due to type of construction (Portal
frame, arch and elastomeric bearings), frictional restraint in metallic bearings and thermal gradients. This
combination, however, is not valid for the design of bearing and expansion joint.
4) Wind load and thermal load need not be taken simultaneously.
5) Partial safety factor for prestress and secondary effect of prestress shall be as recommended in the relevant
codes.
6) Wherever Snow Load is applicable, Clause 224 shall be referred for combination of snow load and live load.
7) Seismic effect during erection stage is reduced to half when construction phase does not exceed 5
years.
8) For repair, rehabilitation and retrofitting the load combination shall be project specific.
Table 3.2
Partial Safety Factor for Verification of Structural Strength
Ultimate Limit State
Loads Basic Combination Accidental Combination Seismic Combination
(1) (2) (3) (4)
Permanent Loads:
Dead Load, Snow load
if present, SIDL except
surfacing
(a) Adding to the effect of 1.35 1.0 1.0
variable action
(b) Opposing the effect of 1.0 1.0 1.0
variable action
Surfacing:
Effects adding to the 1.75 1.0 1.0
effect of variable action
Effects opposing the effect 1.0 1.0 1.0
of variable action
Variable Loads:
Carriageway Live Load
and associated actions
(braking, tractive and
centrifugal forces) and
Pedestrian Live Load:
(a) Leading Load 1.5 0.75 0
(b) Accompanying Load 1.15 0.2 0.2
(c) Construction Live Load 1.35 1.0 1.0
Accidental Effects:
i) Vehicle Collision (or)
ii) Barge Impact (or) - 1.0 -
iii) Impact due to floating
bodies
Seismic Effect
(a) During Service - - 1.0
(b) During Construction - - 0.5
Notes:
1) For Combination principles, refer Para 2.
2) Partial safety factor for prestress and secondary effect of prestress shall be as recommended in the relevant
codes.
3) Wherever Snow Load is applicable, Clause 224 shall be referred for combination of snow load and live
load.
Settlement Effects
(a) Adding to the permanent effect 1.0 1.0 1.0
(b) Opposing the permanent effect 0 0 0
Variable Loads:
Carriageway Live Load and associated loads(braking,
tractive and centrifugal forces) and Pedestrian Live Load
(a) Leading Load 1.0 0.75 -
(b) Accompanying Load 0.75 0.2 0
Thermal Loads
(a) Leading Load 1.0 0.6 -
(b) Accompanying Load 0.6 0.5 0.5
Wind
(a) Leading Load 1.0 0.60 -
(b) Accompanying Load 0.60 0.50 0
Notes:
1) For Combination principles, refer Para 2.
2) Thermal load includes restraints associated with expansion/contraction due to type of construction (Portal
frame, arch and elastomeric bearings), frictional restraint in metallic bearings and thermal gradients. This
combination, however, is not valid for the design of bearing and expansion joint.
3) Wind and thermal loads need not be taken simultaneously.
4) Partial safety factor for prestress and secondary effect of prestress shall be as recommended in the relevant
codes.
5) Where Snow Load is applicable, Clause 224 shall be referred for combination of snow load and live load.
Table 3. 4
Combination for Base Pressure and Design of Foundation
Loads Combination Combination Seismic / Accidental
(1) (2) Combination
(1) (2) (3) (4)
Permanent Loads:
Dead Load, Snow load if present, SIDL except
surfacing, Back Fill earth filling 1.35 1.0 1.0
Prestress Effect
(Refer note 4)
Settlement Effect 1.0 or 0 1.0 or 0 1.0 or 0
Variable Loads:
All carriageway loads and associated loads
(braking, tractive and centrifugal) and pedestrian
load
(a) Leading Load 1.5 1.3 (0.75 if applicable) or 0
(b) Accompanying Load 1.15 1.0 0.2
Wind
(a) Leading Load 1.5 1.3 -
(b) Accompanying Load 0.9 0.80 0
Hydraulic Loads:
Water Current 1.0 or 0 1.0 or 0 1.0 or 0
Wave Pressure 1.0 or 0 1.0 or 0 1.0 or 0
Hydro dynamic effect - - 1.0 or 0
Buoyancy:
For Base Pressure 1.0 1.0 1.0
For Structural Design 0.15 0.15 0.15
Notes:
1) For combination principles, refer para 2.
2) Where two partial factors are indicated for loads, both these factors shall be considered for arriving at the
severe effect.
3) Wind and Thermal effects need not be taken simultaneously.
4) Partial safety factor for prestress and secondary effect of prestress shall be as recommended in the relevant
codes.
5) Wherever Snow Load is applicable, Clause 224 shall be referred for combination of snow load and live
load.
6) Seismic effect during erection stage is reduced to half when construction phase does not exceed 5 years.
7) For repair, rehabilitation and retrofitting the load combination shall be project specific.
Note: Bridge locations and towns falling at the boundary line demarcating two zones shall be considered in the
higher zone.
V 0.36
IV 0.24
III 0.16
II 0.10
1.The seismic forces shall be assumed to come from any horizontal direction. For this purpose two separate analyses
shall be performed for design seismic forces acting along two orthogonal horizontal directions. The design seismic
force resultants (i.e. axial force, bending moments, shear forces, and torsion) at any cross-section of a bridge compo-
nent resulting from the analyses in the two orthogonal horizontal directions shall be combined as below (Fig.12).
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 z direction.
2. When vertical seismic forces are also considered, the design seismic force resultants at any cross section of a
bridge component shall be combined as below:
a) ±r1±0.3r2±0.3r3
b) ±0.3r1±r2±0.3r3
c) ±0.3r1± 0.3r2±r3
where r1 and r2 are as defined above and r3 is the force resultant due to full design seismic force along the vertical
direction.
Note: Analysis of bridge as a whole is carried out for global axes X and Z and effects obtained are combined for
design about local axes as shown.
Following methods are used for computation of seismic response depending upon the complexity of the structure
and the input ground motion.
(1) For most of the bridges, elastic seismic acceleration method is adequate. In this method, the first fundamental
mode of vibration is calculated and the corresponding acceleration is read from Fig. 13. This acceleration is
applied to all parts of the bridge for calculation of forces as per clause 222.5.1.
(2) Elastic Response Spectrum Method: This is a general method, suitable for more complex structural systems
(e. g. continuous bridges, bridges with large difference in pier heights, bridges which are curved in plan,
etc), in which dynamic analysis of the structure is performed to obtain the first as well as higher modes of
vibration and the forces obtained for each mode by use of response spectrum from Fig. 13 and clause 222.5.1.
These modal forces are combined by following appropriate combinational rules to arrive at the design forces.
Reference is made to specialist literature for the same.
The horizontal seismic forces acting at the centers of mass, which are to be resisted by the structure as a whole, shall
be computed as follows:
Feq = Ah (Dead Load + Appropriate Live Load)
where,
Feq = seismic force to be resisted
Ah = horizontal seismic coefficient = (Z/2)*(I)*(Sa/g)).
Appropriate live load shall be taken as per Clause 222.5.2
Z = Zo ne factor as given in Table 5
I = Importance Factor (see Clause 222.5.1.1)
T = Fundamental period of the bridge (in sec.) for horizontal vibrations.
Fundamental time period of the bridge member is to be calculated by any rational method of analysis adopting the
Modulus of Elasticity of Concrete as per IRC: 21-2000, and taking gross uncracked section for moment of inertia.
The fundamental period of vibration can also be calculated by the method given in Appendix-2.
Sa/g = Average response acceleration coefficient for 5 percent damping of load resisting elements depending upon
the fundamental period of vibration T as given in Fig. 13 which is based on the following equations.
For rocky, or hard soil sites, Type I soil with N >30
For soft soil sites, Type III soil with N <10
Note: In the absence of calculations of fundamental period for small bridges, the value of Sa/g may be taken as
2.5.
For damping other than 5% offered by load resisting elements, the multiplying factors as given below shall be
used.
Damping % 2 5 10
Factor 1.4 1.0 0.8
Application Prestressed concrete, Steel Reinforced Concrete Retrofitting of old bridges
and composite steel elements with RC piers
elements
(ii) RCC short plate piers where plastic hinge cannot develop in 3.0 2.5
direction of length, and RCC abutments
(iii) RCC long piers where hinges can develop 4.0 3.3
Appendix 4
CLAUSE: 222 SEISMIC FORCE
(Background Note)
1 INTRODUCTION
A Sub-Committee comprising Late Dr. T.N. Subba Rao, S/Shri S.G. Joglekar and D.K. Kanhere was formed by B-2
Committee to carry out a detailed review of the interim provision in Clause No. 222 relating to Seismic Forces in the
existing IRC: 6 (post January, 2003 revision of the code) and compare the same with the provision in the pre-January
version of the code and submit its findings and views to the B-2 Committee for deliberation. The first interim report
of the Sub-Committee was discussed in B-2 Committee meeting on 8th & 9th December 2006. After a series of
detailed discussions and deliberations in B-2 committee, the draft Document titled ‘PROPOSED REVISION OF
CLAUSE 222: SEISMIC FORCE in IRC: 6 – 2000’ was approved by the B-2 committee in its 9th Meeting held on
3rd November, 2008 for submission to the BSS committee. It was felt that a background note explaining the rationale
and approach behind the proposed revision of clauses will be useful for appreciating the various provisions in the
Clause. This report is accordingly prepared to provide an informative background to the proposed revision.
The following documents have been referred to in preparation of this Background Note:-
• IS: 1893 (Part-1) -2002– General provisions and buildings.
• Draft of IS: 1893 (Part 3) -2005 ‘Bridges and Retaining Walls’ (under consideration of BIS Committee).
• The draft of long version of ‘Seismic Design Guidelines’ under finalization by B 2 Committee.
• Eurocode: 8 – Design provisions for earthquake resistance of structures.
Part-1: General rules, - Part-2: Bridges
• Fundamentals of Seismic Protection for Bridges: by Yashinsky and Karshenas.
2 BASIS OF RECOMENDATIONS
2.1 Force Based and Performance Based Approaches
Approach of the present IRC code (post January, 2003 revision), like BIS standard IS: 1893 is based on force
based approach, for achieving safety of bridges in seismic event. In this approach, the effect of earthquake is
represented by a set of forces, which should be considered in the design. Internationally, as well as in India, the
force based approach has worked well in regions of low seismicity. However, it is found to be woefully inadequate
in high seismicity zones (refer Fig 1). Most of the international codes dealing with regions of high seismicity have
now adopted a new approach known as ‘Performance Based Philosophy’, which basically attempts to specify
the response viz. the desired performance of the bridge during and after the earthquake and achieve the same by
formulating suitable design rules. A detailed description of this approach and the performance criteria adopted in
this method is outside the scope of this note. It is realized that at this stage, it is not possible to fully adopt this
approach, till the Indian National Standards i.e BIS also change over to this approach, when Limit State Codes are
introduced by IRC and Long Version of IS 1893 (Part 3) is finalized.
However, it is possible to adopt the underlying concepts, and some of the methods, while continuing with the force
based approach, in order to target at the desired seismic behavior of bridges during and after the Design Basis
Earthquake. The targeted behavior shall be stated in terms of aims to be archived. The use of force based methods
will have to be supplemented by prescriptive recommendations so that the performance targets (aims) of the design
are at least qualitatively taken into account, if not precisely calculated. This has to be done, using engineering
judgment, on the basis of the observations of damages suffered by bridges in seismic events.
Desirable functional and structural behaviors of bridges during and after earthquake are stated as aims to be
achieved. These are:
The expected levels of service in terms of the full or partial availability of bridge for use after the
Design Basis Earthquake (DBE).
No significant structural damage and may be some non-structural damage in the event of chosen level
of earthquake for design. This level is described in terms of Design Basis Earthquake (DBE), as defined
by IS: 1893-2002 (Part 1). This DBE level is chosen as 50% of the Maximum Considered Earthquake
(MCE), which is considered as the maximum potential seismic event in the zone.
Targeted structural response is described in terms of permissible stresses, permissible overloading
in plastic region of material strains, residual deformations after the event, types of acceptable but
repairable damages of various components and extent of the same, when combined with other loads in
combinations as per IRC: 6-2000.
Since it is not economical to design bridges to remain fully functional in the event of MCE, an overall
balance is sought between the safety in DBE event, limiting risk of damage to the bridge due to
earthquake and consequential indirect economic loss, on one hand; and the cost of repair, temporary
diversion, or complete reconstruction and time involved in partial or full closure of the bridge at higher
level of earthquake, on the other hand. For the present, this balance is necessarily based on the overall
engineering judgment.
In application of these concepts (in order to keep the cost and time of design effort within practical limits),
simplified prescriptive rules are to be given by the Codes of Practice, covering normal types of structures.
This is achieved by :-
Keeping the analytical and design efforts within the capabilities of normally available design tools,
and
Giving prescriptive detailing recommendations to achieve enhanced behavior of the bridge, based on
the national and international experience of major seismic events.
These simple rules should be reviewed from time to time to keep pace with the experience of using the rules
and the newly developing knowledge and methods.
only 50% of MCE acceleration has been recommended by IS: 1893 as design basis earthquake (DBE). This has
been chosen, as stated in IS: 1893, on the basis of accepting certain level of damage in the event of DBE, based on
the past experience of building damages (described by MSK-64 scale) and in view of achieving economy in design.
For events larger than Z/2, certain risk of significant damage exists and is accepted. This apparently over simplified
uniform treatment for all structures across the zone (by use of common value of Z/2 ) is corrected by means of a
multiplying factor ‘I’ which modifies the design level of acceleration (and forces) for different types of structures as
explained above. Part 1, and other published parts of IS: 1893, recommend the values of ‘I’ factors varying from 1 to
2 for structures being used for different purposes. The choice seems to depend partly on the need of immediate post
earthquake availability and partly upon the consequential economic implications due to loss of service. Apparently,
although not stated explicitly, it seems to have been assumed that the loss of life will be avoided (or minimised) by
engineering design of the structures, as per the codal recommendations.
3) Acceptable Risks as per IRC: 6
The performance targets, or aims, of the seismic provisions of this code are :-
(a) to ensure that the bridge does not collapse under the action of design level of earthquake,
(b) its components may suffer minor or major damages depending upon the extent to which it enters in a plastic
deformation stage,
(c) damages to minor and replaceable elements like expansion joints, hand rails etc., are permitted.
(d) Serviceability of bridge can be restored after repairs,
(e) the increased cost to meet the above targeted performance is reasonable.
For some critical bridges, consequences of structure entering in plastic regions, such as residual deformations, or
damage extending to many members, or to inaccessible foundation elements, etc. will lead to long period of closure,
and vary high cost and time of repair. In such cases, the likely damages may be directly verified by special analyses.
If found unacceptable, the design forces can be upgraded (by using higher I factor) to control the damage.
4) Estimation of Design Forces Acting on Structure
When subjected to ground motion described by Z/2, the accelerations and the inertial forces experienced by various
parts of the structure depend on their overall dynamic characteristics, which in turn depend on the distribution of
mass and stiffness of various components. Two methods of calculating the response are permitted by the code:
In the analysis, two methods are permitted depending on the complexity of the structure, as described bellow:
(a) The Elastic Seismic Acceleration Method is more commonly used for bridge structures which are on straight
alignment and which have regular structural arrangement in each direction. The natural period of vibration for
each of the two (or three) directions is calculated for the first (fundamental) mode of vibration. These periods are
used to calculate the acceleration ‘A’ seen by the bridge as a whole, with help of the response spectra. The response
spectra expresses acceleration responses of single degree of freedom oscillators having different time periods of
natural vibration as a function of time period. The accelerations are expressed in non dimensional form (Sa/g) and
are normalized to the zero period ground acceleration, taken as 1. In this method the maximum acceleration (Ah)
seen by the mass of oscillator is given by [Z* /2] *[Sa/g], which is further modified by multiplying by the importance
factor ‘I’.
(b) The Elastic Response Spectrum Method which is a general method suitable for more complex structural
systems; such as continuous bridges, bridge with large difference in pier heights, and bridges which are curved in
plan.
(i) In the rigorous method, the bridge structure is modeled as a multiple degree of freedom system consisting of
lumped masses connected by mass-less members characterized by their elastic stiffness for bending, shear
and axial forces. The structure is analysed for obtaining its response in different modes of vibration, which are
combined giving appropriate weights to participating modes. This is repeated for other directions of motion
and suitable combinational rules are used to obtain the integrated response for design verifications.
The response obtained is in elastic domain and is used directly in the design if the structure is designed to remain
within elastic limits, (below yield).
(ii) A simplified analysis is permitted for regular bridges with simple foundations, more or less uniform piers and
beam type superstructure. This is called “Seismic Coefficient Method’ in which a single coefficient Ah is used
to convert structure’s mass into horizontal seismic force. Coefficient Ah is based upon the fundamental natural
period of the structure as a whole, and the response spectrum, as in case of the more rigorous method.
5) Response Reduction Factor
(a) Designing bridges to remain elastic at MCE level is not economical. It is expensive even at the DBE level, as
compared to the designs based on methods recommended by IS: 1893-1984. IS: 1893 – 2002 has considered
it adequate to ensure that at chosen design level Z /2, the structure is subjected to minor damage, but can be
allowed to reach yield at load factor of 1.2, yield being defined by the codal methods of assessment (concrete/
steel codes), using characteristic strengths of materials and the partial material factors as per the relevant
codes. In the working load/allowable stress method, as followed presently by IRC, the basic aim remains
the same as that of IS: 1893, but without the load factor of 1.2. In order to permit plastic deformation of the
structure, and verifying the same without using non linear analysis, a method of Response reduction factor is
used, basis of which is explained below :
(b) Fig. 2 shows actual non linear response of the structure, its
idealized bi-linear response, and the fully elastic response assuming
that the structure remains elastic till failure. Δmax and Δe represent
the maximum displacements of inelastic and elastic systems, which
are assumed to be about equal. The research shows this assumption
to be reasonable for moderate to long period structures. The elastic
ultimate moment Me (forces in general) is obtained by performing
elastic analysis and is reduced by dividing by response reduction
factor ‘R’, to obtain Mb. Mb is then used in design of the structure
using linear analysis and combining results with moments (forces
in general) resulting from other loads. In effect, the seismic force
considered in the analysis is reduced from [Z.I/2]*[Sa/g] arrived in
3(a) to a lower value of [Z.I/2R]*[Sa/g], which is the familiar codal
expression for Ah.
(c)
Choice of response reduction factors
The choice of R factor depends on the performance
objectives of the bridge. If one intends to keep the bridge
within more or less elastic limits, a value of 1 is indicated.
If full plasticity is to be exploited, large value is chosen. If
partial plastic development is preferred, leaving margins for
Fig. 2. Elastic and inelastic forcedeformation uncertainties, or for a larger seismic event, some intermediate
relationships (ATC/MCEER 2001).
value of R is chosen. The choice is also influenced by the extent of built-in indeterminancy, which leads to
extra (reserve) capacity of deformation after development of the first plastic hinge before complete collapse
takes place. The overstrength of the member is another margin to be kept in mind while choosing the value
of R factor. Overstrength is the actual extra built-in strength over and above the design strength, arising out
of the conservative estimation of material strengths and detailing practices. Correct calculation of R factor
is a complex issue. Much research has gone in this and more is needed. While choosing R factors for Indian
conditions on the basis of international codes and practices, the fundamental differences between design
philosophies, reliability of data base, and more importantly, the performance targets should be carefully
considered.
6) Consideration of depth of scour and combination with the average yearly maximum flood.
The present practice of considering 0.9 times maximum scour depth for seismic checks is rational, and is recommended
to be continued. The logic of not reducing scour depth further is based on the fact that the scour holes filled up
during receding floods are filled with the loose deposits and cannot be relied upon to provide lateral support against
large earthquake forces.
The recommendation to consider design level of earthquake with maximum average yearly flood is to provide for
a rare, but reasonable, combination and avoid combining two extremely rare events of high flood of 100 or more
years of return period and earthquake.
7) Recommendations of Draft of IS: 1893(Part 3) 2005 on Bridges
Draft of the above code which was under discussion in BIS committee was made available by Prof.Thakkar. This
code generally follows the philosophy of IS:1893 (Part-I) and is similar to the presently proposed IRC:6 clauses,
with deviations in applicability of hydro-dynamic forces and earth pressure forces.. IS recommends the same for all
zones, whereas proposed clauses of IRC:6 limit their application in Zones IV and V, and in near field regions. This
is based on the more or less satisfactory performance of bridges in Zones II and III in the past.
4 PAST PERFORMANCE OF BRIDGES
On the basis of past experience of last 50 years or so of earthquakes, which has been well documented, it can be seen
that very few bridges have collapsed under action of earthquake. In fact, major damages have been in the region of
bearings, dislodgement of superstructure, damage to expansion joints, handrails etc. In very few cases, foundations
have been damaged in the regions of severe soil disturbance, such as liquefaction, and displacement of soil mass
just below the foundations. By and large, such situations are exceptional and highly localised. These can be avoided
with proper identification of seismic hazards. Briefly, it can be stated that, in spite of having been designed for
the lower seismic forces than those presently proposed in IRC: 6, the structures have generally performed well
requiring attention to mainly bearings, dislodgement of superstructure etc.
Two or three reasons could be behind this satisfactory performance. First, most of the bridges have been designed
using static equivalent forces without considerations of flexibility and long period of vibration. This resulted in extra
built-in strength for bridges with tall piers and long spans. For medium to small span bridges, the seismic design
forces had been underestimated, but they have also survived. This could be because of built-in margin obtained by
combining water current forces at high flood levels with earthquake forces, and these floods being absent when large
earthquakes took place.
However, in spite of the above considerations, a large gap still exists between the recommended higher forces by the
present IS:1893/IRC: 6 and unexplained but satisfactory performance of the existing bridges, especially that of the
foundations. Therefore, while accepting more up-to-date knowledge about seismisity of the Indian sub-continent
and adopting new scientific methods, it is necessary to give due credence to satisfactory performance of the bridges
designed earlier for lower forces.