Iitk Rdso Guidelines

IITK-RDSO GUIDELINES ON SEISMIC
DESIGN OF RAILWAY BRIDGES

Provisions with Commentary and Explanatory Examples
Indian Institute of Technology Kanpur
Research Designs and Standards Organisation

Lucknow
November 2010
NATIONAL INFORMATION CENTRE OF EARTHQUAKE ENGINEERING

Developed for
Indian Railways
Prepared by:
Kanpur
With Funding by:

Research Designs and Standards Organisation
Lucknow
November 2010
NATIONAL INFORMATION CENTRE OF EARTHQUAKE ENGINEERING

The material presented in this document is to help educate engineers/designers on the
subject. This document has been prepared in accordance with generally recognized
engineering principles and practices. While developing this material, many international
codes, standards and guidelines have been referred. This document is intended for the use by
individuals who are competent to evaluate the significance and limitations of its content and
who will accept responsibility for the application of the material it contains. The authors,
publisher and sponsors will not be responsible for any direct, accidental or consequential
damages arising from the use of material content in this document.
Preparation of this document was supported by Railway Design and Standards Organisations
(RDSO), Lucknow, through a project at Indian Institute of Technology Kanpur, using World
Bank finances. The views and opinions expressed in this document are those of the authors
and not necessarily of the RDSO, or IIT Kanpur.
The material presented in these guidelines cannot be reproduced without written permission,
for which please contact: Co-ordinator, National Information Center of Earthquake
Engineering, Indian Institute of Technology Kanpur, Kanpur 208 016 (nicee@iitk.ac.in).
Copies of this publication can be requested from:
National Information Center of Earthquake Engineering
Department of Civil Engineering
Kanpur 208 016
Email: nicee@iitk.ac.in
Website: www.nicee.org
ISBN .................................
PARTICIPANTS
Prepared by:
Sudhir K. Jain, Indian Institute of Technology Kanpur
Durgesh C. Rai, Indian Institute of Technology Kanpur
O. R. Jaiswal, Visvesvaraya National Institute of Technology, Nagpur
Coordinated by:-
R. K.Goel, Director/SB-I/B&S/RDSO
Review comments from RDSO, Lucknow by:

Piyush Agarwal, the then Executive Director/B&S
Mahesh Kr. Gupta, Executive Director/B&S
R. K. Goel, Director/ SB-I, B&S
Pradip Kumar, Director/ CB-II, B&S
Anil Kalra, Director/ CB-I, B&S
Vivek Bhushan Sood, Professor/Bridge, IRICEN, Pune.
Atul Verma, ADEN/Bridge Design/SEC Railway at RDSO.
H. O. Narayan, Asstt. Design Engr., B&S
R. N. Shukla, Senior Section Engineer/Design, B&S
Sujeet Nath Gupta, Section Engineer/Design, B&S
S. S. Singh, Section Engineer/Design, B&S
Additional Review Comments by:

Debasis Roy, Indian Institute of Technology Kharagpur
S. K. Thakkar, Indian Institute of Technology Roorkee
Mahesh Tandon, Tandon Consultant, Delhi
Laxmy Parameswaran, Central Road Research Institute, Delhi
T. Viswanathan, Aarvee Associates Architects Engineers & Consultants Pvt. Ltd., Delhi
Alok Bhowmick, B & S Engineering Consultants Pvt. Ltd., Delhi
D. B. Rao, NBRDC, Hyderabad
A. K. Gupta, Professor & Head, Structural Engineering Department, MBM Engineering
College, Jodhpur
K. N. Sreenivasa, L&T Railway Business Unit, Faridabad
P. K. Jain, Chief Engineer/KRCL, New Delhi
Milind Bhoot, IBG Asia, Mumbai
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 3), 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 cannot be used in lieu of the
provision.
This 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). Effective coordination was done from RDSO side by Shri R.K.Goel,
Director/SB-I/B&S/RDSO to communicate the various parts to concerned officials at RDSO & with
other organizations and giving feed back to I.I.T.-Kanpur. Engineers from RDSO, Luckow have
reviewed several versions of this document. Piyush Agarwal, the then Executive Director/B&S;
Mahesh Kr. Gupta, Executive Director/B&S; R.K. Goel, Director/ SB-I, B&S; Pradip Kumar,
Director/ CB-II, B&S; Anil Kalra, Director/ CB-I, B&S; Vivek Bhushan Sood, Professor/Bridge,
IRICEN, Pune; Atul Verma, ADEN/Bridge Design/SEC Railway at RDSO; H. O. Narayan, Asstt.
Design Engr., B&S; R.N. Shukla, Senior Section Engineer/Design, B&S; Sujeet Nath Gupta, Section
Engineer/Design, B&S have provided valuable suggestions to improve the same. Comments and
suggestions have also been received from Debasis Roy, Indian Institute of Technology Kharagpur; S K
Thakkar, Indian Institute of Technology Roorkee; Mahesh Tondon, Tandon Consultant, Delhi; Laxmy
Parameswaran, Central Road Research Institute, Delhi; T. Viswanathan, Aarvee Associates architects
engineers & consultants Pvt. Ltd., Delhi; Alok Bhowmick, B & S Engineering Consultants Pvt. Ltd.,
Delhi; D.B. Rao, NBRDC, Hyderabad; A. K. Gupta, Professor & Head, Structural Engineering
Department, MBM Engineering College, Jodhpur K. N. Sreenivasa, L&T Railway Business Unit,
Faridabad; P. K. Jain, Chief Engineer/KRCL, New Delhi; Milind Bhoot, IBG Asia, Mumbai.
IIT Kanpur
RDSO Lucknow
CONTENTS
PART 1: Provisions and Commentary
1. Terminology ........................................................................................................................... 1
2. Symbols ............................................................................................................................. 5
3. Introduction ............................................................................................................................ 8
3.1 - General .........................................................................................................................................8
3.2 - Modifications over Existing Bridge Rules ................................................................................8
3.3 - Railway and Road Bridges ......................................................................................................10
3.4 - References .................................................................................................................................11
4. Relevant Codes/ Standards................................................................................................. 12
5. Scope ........................................................................................................................... 13
6. General concepts................................................................................................................. 14
6.1 - ......................................................................................................................................................14
6.2 - ......................................................................................................................................................14
6.3 - ......................................................................................................................................................14
6.4 - ......................................................................................................................................................15
6.5 - ......................................................................................................................................................15
6.6 - ......................................................................................................................................................15
6.7 - ......................................................................................................................................................15
6.8- Ground Motion ............................................................................................................................18
6.9 - Assumptions...............................................................................................................................18
7. Conceptual Considerations.................................................................................................. 20
8. Design Criteria ..................................................................................................................... 23
8.1 - Seismic Zone Map ....................................................................................................................23
8.2 - Importance Factor .....................................................................................................................24
8.3 - Methods of Calculating Design Seismic Force .....................................................................26
8.4 - Seismic Weight and Live Load ................................................................................................29
8.5 - Combination of Seismic Components ....................................................................................30
8.6 - Damping and soil Properties ...................................................................................................33
8.7 - Combination of Seismic Design Forces with Other Forces ................................................37
8.8 - Vertical Motions .........................................................................................................................39
9. Seismic Coefficient Method (Single mode Method)............................................................. 41
9.1 - Elastic Seismic Acceleration Coefficient................................................................................42
9.2 - Maximum Elastic Forces and Deformations .........................................................................46
9.3 - Design Seismic Force Resultants for Bridge Components.................................................47
10. Response Spectrum Method (Multi mode Method) ........................................................... 51
10.1 - Elastic Seismic Acceleration Coefficient in Mode k ...........................................................51
10.2 - Inertia Force due to Mass of Bridge at Node j in Mode k .................................................53
10.3 - Maximum Elastic Forces and Deformations .......................................................................55
10.4 - Design Seismic Force Resultants in Bridge Components ................................................56
10.5 - Multi-directional Shaking ........................................................................................................57
11. Time History Method.......................................................................................................... 58
11.1 - Modeling of Bridge ..................................................................................................................58
11.2 - Analysis ....................................................................................................................................58
11.3 - Ground Motion .........................................................................................................................59
11.4 - Interpretation of Time History Analysis Results .................................................................60
12. Pushover Analysis ............................................................................................................. 62
13. Superstructure ................................................................................................................... 63
13.1- .....................................................................................................................................................63
13.2 - ....................................................................................................................................................63
13.3 - ....................................................................................................................................................63
14. Substructure ...................................................................................................................... 68
14.1 - Scour Depth .............................................................................................................................68
14.2 - Hydrodynamic Force ..............................................................................................................68
14.3 - Design Seismic Foce ..............................................................................................................72
14.4 - Substructure of Continuous Girder Superstructure ...........................................................73
15. Foundations ....................................................................................................................... 74
15.1 - ....................................................................................................................................................74
15.2 - ....................................................................................................................................................74
15.3 - ....................................................................................................................................................74
16. Connections....................................................................................................................... 76
16.1 - Design Force for Connections ..............................................................................................76
16.2 - Displacements at Connections .............................................................................................77
16.3 - Minimum Seating Width Requirements ...............................................................................77
17. Special Ductile Detailing Requirements for Bridges Substructures ................................... 80
18. Special Devices ................................................................................................................. 81
18.1 - Seismic Isolation Devices ......................................................................................................81
18.2 - Shock Transmission Units .....................................................................................................81
19. Bridges with Seismic Isolation ........................................................................................... 83
19.1 - General .....................................................................................................................................83
19.2 - Design Criteria .........................................................................................................................86
19.3 - Analysis Procedure .................................................................................................................87
19.4 - Requirements on Isolator Unit ..............................................................................................88
19.5 - Tests on Isolation System .....................................................................................................90
19.6 - System Adequacy ...................................................................................................................94
19.7 - Requirements for Elastomeric Bearings ..............................................................................94
20. Post earthquake Operation and Inspection ....................................................................... 97
Appendix – (A) References...................................................................................................... 98
Appendix – (B) Relevant Codes and Standards ...................................................................... 99
Appendix – (C) Ductile Detailing Specifications..................................................................... 100
Appendix – (D) Zone Factors for Some Important Towns ..................................................... 107
Appendix – (E) Pushover Analysis ........................................................................................ 108
Appendix – (F) Dynamic Earth Pressure ............................................................................... 111
Appendix – (G) Simplified Procedure for Evaluation of Liquefaction Potential ...................... 115
Appendix – (H) System property modification factors............................................................ 125
Appendix – (I) Post Earthquake Operations and Inspections ................................................ 129
PART 2: Explanatory Examples
Example 1 – Railway Bridge with Simply Supported Steel Superstructure ........................... 132
Example 2 – Comparison of Design Seismic Forces for Short and Long Span Railway Bridges140
Example 3 – Calculation of Seismic Forces for Superstructure............................................. 145
Example 4 – Analysis of Superstructure for Vertical Component of Earthquake................... 154
Example 5 – Base Isolated Railway Bridge with Simply Supported Steel Superstructure .... 157
Example 6 – M- curve for a Reinforced Concrete (RC) Section .......................................... 164
Example 7 – Obtain plastic moment, MP for RC pier and the maximum seismic coefficient
required for plastic hinge formation .................................................................. 168
Example 8 - Liquefaction Analysis using SPT data ............................................................... 170
Example 9 - Liquefaction Analysis using CPT data ............................................................... 172
Part 1 – Provisions and Commentary

IITK-RDSO Guidelines for Seismic Design of Railway Bridges
1. Terminology
For the purpose of these 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
consist of a pier wall.
Bridge Flexibility Factor (Sa/g)
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
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 (V)
The force resultant (namely axial force, shear force, bending moment or torsional moment) at a cross-
section of the bridge due to design seismic force for shaking along a considered direction applied on the
structure.
Ductility
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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 (Ah)
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 (I)
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 during an earthquake due to pore pressures caused by vibrations approaching the total
confining pressure. 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 considered earthquake is the largest reasonably conceivable earthquake that appears possible
along a recognized fault or within a tectonic province.
Maximum Elastic Force Resultant (Fenet)
The force resultant (namely axial force, shear force, bending moment or torsional moment) at a cross-
section of the bridge due to maximum elastic seismic force for shaking along a considered direction
applied on the structure.
Maximum Elastic Seismic Force (Fe)
The maximum force in the bridge component due to the expected seismic shaking in the considered
seismic zone.
Modal Mass (Mk)
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 (Φjk)
The spatial pattern of vibration when the structure is vibrating in its normal mode k is called as mode
Page 2
shape of vibration of mode k. Φjk is coefficient for jth node in kth 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.
P- Δ Effect
IT is the secondary effect on shears and moments of frame members due to action of the vertical loads ,
interacting with the lateral displacement of structure resulting from seismic forces.
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 (R)
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 ( W )
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.
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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 (Z)
A factor to obtain the design spectrum depending on the perceived seismic risk of the earthquake zone in
which the structure is located.
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2. Symbols
a Structural width in the direction of hydrodynamic pressure
A Elastic seismic acceleration coefficient
Ao Sectional area of the substructure

Ac 
Area of the concrete core = Dk2
4
Ag Gross area of the column cross section
Ak Elastic seismic acceleration coefficient of mode
Ar As per APPENDIX C, Area of confined core concrete in the rectangular hoop

measure to its outer side dimensions
Ash Area of cross-section of circular hoop
b Structural width perpendicular to hydrodynamic pressure
B Bonded plan dimension or bonded diameter in loaded direction of rectangular
bearing or diameter of circular bearing,
BI Damping coefficient (Table -10)
Ce Hydrodynamic force coefficient
Cj Fraction of missing mass for jth mode.
C1, C2, Pressure coefficients to estimate flow load due to stream on the substructure
C3, C4
Dk Diameter of core measured to the outside of the spiral or hoops
di Thickness of any layer
Ec Modulus of elasticity of concrete
EDC Energy dissipated per cycle ( Figure – 11 )
Ex, Ey Earthquake force in x-and y-direction respectively
Es Modulus of elasticity of steel
F 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)
Fe Inertia force due to mass of a bridge component under earthquake shaking along a
direction
missing
F Lateral force associated with missing mass
fck Characteristic strength of concrete at 28 days in MPa.
fy Yield stress of steel
Fke  Inertia force vector due to mass of bridge under earthquake shaking along a
direction in mode k
Fp Maximum Positive force
Fn Maximum Negative force
Page 5
e Maximum elastic force resultants at a cross-section due to all modes considered
Fnet
Fmax Maximum force
Fy Yield Force
g Acceleration due to gravity
h Longer dimension of the rectangular confining hoop measured to its outer face
Hp Height of Pier
I Importance Factor
K Bulk modulus of elastomer
Kd , Ku & Post – elastic stiffness, Elastic ( unloading ) stiffness , Effective stiffness resp.
Keff
( Clause 19.4.2 and Figure – 11 )
Smaller effective stiffness
Ke
i
larger effective stiffness
Ke
j
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
m Number of modes of vibration considered
mj Total mass of the jth mode
[ m] Seismic mass matrix of the bridge structure
My Moment Capacity of the column/pier section at the first yield of the reinforcing steel
M O Sum of the over strength moment capacities of the hinges resisting lateral loads
N Average SPT value of the soil profile

Ni Standard penetration resistance of layer i
Pk Modal participation factor of mode k of vibration
pb Pressure due to fluid on submerged superstructures
Qd Characteristic strength
R Response Reduction Factor
r1 , r 2 , r 3 Force resultants due to full design seismic force along two principal horizontal
directions and along the vertical direction, respectively
S Pitch of spiral or spacing of hoops
Sa Bridge flexibility factor along the considered direction
g
 Sa  Bridge flexibility factor of mode k of vibration

 
 g k
ti Thickness of ith layer
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T1 Fundamental natural period of vibration of bridge in considered direction
Tk Natural Period of Vibration of mode k
Tr Total elastomer thickness

us  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 inertial
force
V 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
W Seismic weight, which includes full dead load and part live load
Wb ,W1,W2 Widths of seating at bearing supports at expansion ends of girders.
We Weight of water in a hypothetical enveloping cylinder around a substructure
Z Seismic zone factor

1 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)
P Maximum positive displacement
n Maximum negative displacement
max Maximum bearing displacement ( Figure 11)
Y yield displacement
FEd 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, Also equivalent damping ratio
( Sec.19.5.8)
k  Mode shape vector of the bridge in mode k of vibration
jk Mode shape coefficient for jth, degree of freedom in kth mode of vibration
y Yield Curvature
 Net response due to all modes considered
k Response in mode k of vibration
missin g Maximum response of missing mass
Page 7
PROVISIONS COMMENTARY
3. Introduction C3.0 Introduction
3.1 - General C3.1- General

The present guidelines deal with the seismic Bridges play an important role in the efficient
design of new railway bridges. These guidelines functioning of railway transport. Reliability
have been developed to reduce the damage against the natural calamities like earthquakes is
from earthquakes. Bridges and portions thereof of serious concern for safety of passengers,
shall be designed and constructed, to resist the goods, and employees. Bridges are lifeline
effects of design seismic force specified in structures and need to remain functional after
these guidelines as a minimum. The intention of the design earthquake. The designer may choose
these guidelines is to ensure that bridges to design bridges for seismic forces larger than
possess at least a minimum strength to those specified in this code and but not less.
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.
3.2 - Modifications over C3.2- Modifications Over

Existing Bridge Rules Existing Bridge Rules
As compared to the seismic loading provisions In our country, three codes/standards deal with
of the existing Bridge Rules of Indian Railways, the seismic design of bridges. These are: IS
following important provisions and changes 1893 (1984), IRC 6:2000 and existing Bridge
have been included : 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.
a) Effect of flexibility of the bridge on the design a) In the present guidelines, first maximum
seismic force is included with the help of time earthquake force which will act on the bridge
period of 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.
Page 8
b) The concept of design earthquake force for b) In existing Bridge Rules, the design seismic
elastic behavior of bridge and reduction in forces are directly specified, which is often
design earthquake using inelastic behavior by misunderstood as the maximum expected
considering ductility of components is included. seismic force on the bridge under design
seismic shaking.
c) Seismic zones and response spectrum as c) In IS 1893 (Part 1): 2002 a new seismic zone
per IS 1893(Part 1):2002 are used. 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 d)

component of ground motion is included.
e) New load combinations consistent with the e) In existing Bridge Rules, load combinations
present international practice are introduced. 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.
f) Details of the response spectrum method and

f)
time history method are given along with the
pushover analysis.
g) The earthquake effect on retaining walls and

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

h)
seismic isolation devices are also incorporated.
i) Information on the post-earthquake operation i) This information is taken from AREMA code.
and inspection is provided
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3.3 - Railway and Road Bridges C3.3 – Railway and Road
Railway bridges are functionally and Bridges
behaviorally different from the other bridges. In case of railway bridges, the ratio of dead load
Firstly, the controlled traffic environment permits of superstructure to live load could be quite
better assessment of train load on the bridges. different than that for highway bridges. This
Secondly, the presence of continuous rails over ratio could also be significantly different for
the bridge spans provides restraint against bridges with steel superstructure and concrete
longitudinal and transverse movement during superstructure. Various differences of railway
earthquakes. Thirdly, the superstructure bridges and highway bridges are as follows:-
configuration of railway bridges is different than
that of the other types of bridges. (i) Simple span structures are preferred over
continuous structures for railway bridges.
Many of the factors that make continuous
spans attractive for highway bridges are not
as advantageous for railway use. Continuous
spans are also more difficult to replace in
emergencies than simple spans.
(ii) The ratio of live to dead load is much higher
for a railway bridge than for a similarly sized
highway bridge. This can lead to
serviceability issues such as fatigue and
central deflection governing the designs
rather than strength.
(iii) Design impact load on railway bridges is
higher as compared to highway bridges.
(iv) Interruptions in service are typically much
more critical for railway than for highway
agencies. Therefore constructability and
maintainability without disruption to traffic
are crucial for railway bridges.
(v) Since the bridge supports the track
structure, the combination of track and
bridge movement cannot exceed the
tolerances in track standards. Interaction
between the track and bridge should be
considered in designing and detailing.
(vi) Seismic performance of highway and
railway bridges can vary significantly.
Railroad bridges have performed well
during seismic events.
(vii) Track structure (along with guard rail)
serves as an effective restraint (and damping
agent) against bridge displacements in case
of railway bridges.
(viii) Railway bridge owners typically expect a
longer service life from their structures than
highway bridge owner expect from theirs.
(ix) Trains operate in a controlled environment,
which makes type of damage permissible
Page 10
for railway bridges that might not be
acceptable generally for highway users.
3.4 - References C3.4 –

In the formulation of this guideline, assistance
has been derived from the several publications
listed in Appendix - A.
Page 11
4. Relevant Codes/ C4.0 Relevant Codes/
Standards Standards
The several Codes/Standards are necessary
adjuncts to these guidelines and these are
listed in Appendix - B.
Page 12
5. Scope C5.0 – Scope
The provisions of the present guidelines are Seismic evaluation of existing railway bridges
applicable for the seismic design of new requires much detailed analysis which is
railway bridges. These provisions are not beyond the scope of the present guidelines.
applicable for the seismic evaluation and Such detailed analysis is required to assess the
retrofitting of the existing railway bridges. present strength of the materials, to assess the
ductility of the seismic load carrying members,
The provisions of these guidelines are for present utility of the bridge, loading conditions
railway bridges wherein, seismic action is etc. Specialized literature shall be referred for
mainly resisted through flexure of pier and this purpose. Some of the references for
through abutments, i.e., bridges composed of seismic evaluation and retrofitting are:
vertical pier-foundation system supporting the
1. AASHTO (1994), Manual for Condition
deck structure with or without bearings.
Evaluation of Bridges, Second Edition,
American Association of State Highway
For certain bridges with special geometry and
and Transportation Officials, Washington
for special locations, additional detailed
DC, USA.
analysis, not covered in this guidelines, is
required. These are mentioned in Clause 6.7. 2. Japan Road Association (1995) - Reference
Bridges not requiring seismic analysis are for Applying Guided Specification to New
given in clause 6.5. Highway Bridge and Seismic Strengthing
of Existing Highway Bridges.
The present guidelines also cover the seismic
Useful suggestions for evaluation and
design of the bridges with seismic isolation
strengthening of various components such as
devices.
piers/columns can be derived from the
followings documents specially developed for
Some information on post-earthquake
buildings:
operation and inspection is also included
1. FEMA 356 (2000) Prestandard and
Commentary for the Seismic Rehabilitation
of Buildings. Federal Emergency
Management Agency, Washington, D. C.,
USA.
2. ASCE 11-99, Guideline for Structural
Condition Assessment of Existing
Buildings, American Society of Civil
Engineers, USA.
3. IITK-GSDMA Guidelines - Seismic
Evaluation and Strengthing of Building,
IIT Kanpur.
http://www.iitk.ac.in/nicee/IITK-
GSDMA/EQ06.pdf
Page 13
6. General concepts C6.0 – General concepts
6.1 - C6.1 -
Actual forces that appear on portions of The earthquake codes provide design forces
bridges during earthquakes may be greater which are substantially lower than what a
than the design seismic forces specified in structure is expected to actually experience
these guidelines. However, ductility arising during strong earthquake shaking. Hence, it is
from material behavior and detailing, and over important that the structure be made ductile and
strength arising from the additional reserve statically redundant to allow for alternate load
strength in them over and above the design transfer paths. Ductile design and detailing
forces, are relied upon to account for this enables a designer to use a lower design force
difference in actual and design lateral loads. (i.e., a higher value of response reduction
factor R) than for an ordinarily-detailed
structure.
6.2 - C6.2-
The response of a structure to earthquake Provisions of this guidelines deal with the
shaking is a function of the nature of inertia forces induced due to ground shaking.
foundation soil, materials, form, size and mode However, other effects of ground shaking like
of construction, and characteristics and liquefaction of soil, sliding failure of soil strata
duration of ground motion. These guidelines are not included. Some information on soil
specifies design forces for structures standing liquefaction is included in Appendix – G.
on soils or rocks which do not settle or slide
due to loss of strength during shaking.
6.3 - C6.3–
The reinforced and prestressed concrete Provisions for ductile design and detailing for
components shall be under-reinforced so as to reinforced concrete structures are provided in
cause a ductile failure. Further, they should be Appendix – C and IS: 13920-1993. However,
designed to ensure that premature failure due provisions for ductile detailing of prestressed
to shear or bond does not occur. Stresses concrete, steel and prefabricated structures are
induced in the superstructure due to not yet available in the form of Indian
earthquake induced ground motion are usually Standards. If such structures are to be designed
quite nominal. Therefore, ductility demand for high seismic zones of the country, it is
under seismic shaking has not been a major expected that the designer will ensure suitable
concern in bridge superstructures during past ductility following the practices of countries,
earthquakes. However, the seismic response e.g., USA, Europe, New Zealand and Japan,
of bridges is critically dependent on the ductile with advanced seismic provisions. The ductile
characteristics of the substructures. Provisions detailing is required for substructures,
for appropriate ductile detailing of reinforced foundations and connections only and not of
concrete members given in Appendix – A shall the superstructure
be applicable to substructures. Bridges shall be
designed such that under severe seismic
shaking plastic hinges form in the substructure,
Page 14
rather than in the deck or the foundation.
6.4 - C6.4–
Masonry and plain concrete arch bridges with Designers are prohibited to consider masonry
spans more than 12 m shall not be built in the and plain concrete arch bridges of spans more
seismic zones IV and V. 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 Existing Bridge Rules also exempt box and
seismic forces. pipe culverts from seismic design.
6.6 - C6.6-
Following bridges need not be analyzed for Single span bridges of spans upto 30m are
seismic forces : exempted from seismic analysis. These bridges
comprise of single span resting on abutment
(a) In Zones II & III, bridges with overall length
with no intermediate pier. However, minimum
less than 60m or spans less than 15m
seat width is provided and connections in
(b) Single span bridges upto 30m span restrained direction are designed for seismic
force.
However, these bridges shall be provided with:

i. The minimum seating width as per Clause
16.3.
ii. The connections in the restrained direction
between superstructure and substructure
shall be designed for elastic seismic force
from superstructure.
6.7 - C 6.7 –
For specific cases of bridges, some additional Specialist literature shall be referred for
studies/analysis should be required, which are information regarding additional studies like
described in Table 1. 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
Page 15
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, pr
En 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.
Page 16
PROVISIONS
Table 1 - Cases Requiring Special Studies/Analysis
Sr. Cases in which additional special Special studies/analysis

No. studies/analysis is required
1. In zone IV and V, bridges with individual Modeling of the bridge including geometrical
span length more than 120 m and/or pier nonlinearity, P-delta effect and soil-structure
height is more than 30 m. interaction is needed.
Pushover analysis may be done to ascertain the
energy dissipation characteristics of ductile members.
(Details given in APPENDIX I)
2. Continuous deck bridge of length larger than

Spatial variation of ground motion shall be considered.
600 m
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 Site specific spectrum shall be obtained. Else, near-
may be active. 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, Site specific spectrum shall be obtained.
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 Liquefaction analysis is required (Details given in
with little or no fines. Liquefiable soil. APPENDIX I). 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.
Page 17
6.8- Ground Motion C6.8- 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 C6.8.1 – Vertical Component of

Action Seismic Action
In some cases, the effect of vertical component of All structures experience a constant vertical
ground motion has to be specifically considered. acceleration (downward) equal to gravity (g) at all
The effect of vertical component is particularly times. Hence, the vertical acceleration during ground
important in the following components/situations: 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. Vertical acceleration shall be of significant
c. Horizontal cantilever structural elements consideration in bridges with large spans. Reduction
such as cantilevers of deck slabs and in gravity loads due to vertical component of ground
cantilever bridges. motion can be particularly detrimental for prestressed
d. Situations where stability (overturning girders. Vertical seismic forces may cause reduction
/sliding) becomes critical. in stabilizing forces and combined with this, the
e. Bridge sites located near fault. horizontal seismic force can cause dislocation of
structures.
The effect of the vertical seismic component on
substructure and foundation may, as a rule, be
omitted in zones II and III.
6.9 - Assumptions C6.9- Assumptions

The following assumptions are made in the
earthquake-resistant design of bridges:
Page 18
a) Earthquake causes impulsive ground motions, The note mentioned after assumption (a) has been
which are complex and random in character, necessitated in view of experience such as that in
changing in period and amplitude, and each Mexico City (1985).
lasting for a small duration. Therefore,
The earthquake occurred 400 km away from the
resonance of the type as visualized under
Mexico City. A great variation in damages was seen
steady-state sinusoidal excitations will not
in the Mexico City. Some parts experienced very
occur, as it would need time to build up such
strong shaking whereas some other parts of the city
amplitudes.
hardly felt any motion. The peak ground acceleration
Note: However, there are exceptions where at soft soils in the lake zone was about 5 times higher
resonance-like conditions have been seen to occur than that at the rock sites though the epicentral
between long distance waves and tall structures distance was same at both the locations. Extremely
founded on deep soft soils. 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 resonance-
like 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 The probability of occurrence of strong earthquake

simultaneously with wind or maximum flood or shaking is low. So is the case with strong winds.
maximum sea waves. Similarly, earthquake Therefore, the possibility of strong ground shaking
motion need not be considered to occur and strong wind occurring simultaneously is very
simultaneously with other extreme low. Thus, it is commonly assumed that earthquakes
environmental conditions such as thermal, and winds of very high intensity do not occur
which have low probability of occurrences. 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, It is difficult to precisely specify the modulus of
wherever required, may be taken as for static materials such as concrete, masonry, and soil
analysis unless a more definite value is because its value depends on factors such as stress
available for use in dynamic conditions 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 = 5700fck, where is IS
456:2000 has modified the value to Ec = 5000fck;
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.
Page 19
7. Conceptual Considerations 7.0 Conceptual Considerations

Conceptual design suggestions in terms of Conceptual considerations are aimed at providing
configuration, superstructure, substructure and simplicity, symmetry, and displacement capacity in
ground conditions are given in Table 2, along with the bridge so as to improve its seismic resistance.
the non preferred types, for which special design This is similar to the role of architectural planning
and detailing are required. These considerations and detailing in the seismic performance of
shall be followed as much as practically possible buildings. In the past earthquakes it is seen that
and a balance shall be maintained between bridges with preferred configurations, superstructure,
functional requirements, cost and seismic substructure and ground conditions have performed
resistance features. 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 are easy to replace if need
arises. 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 integral bridges, pier and deck constitute a frame
action which is beneficial in resisting the seismic
forces. Also, unseating of the span does not occur.
Page 20
Since all the piers are connected through deck the

lateral seismic force on a pier depends on stiffness of
pier. In such a case, large lateral force may get
transmitted to one single pier of large stiffness.
In continuous spans all the seismic forces may get

transmitted to one of the abutment. Continuous span
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 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.
Page 21
Table 2 – Seismically Preferred and not Preferred Aspects of Bridges
Seismically preferred Seismically not preferred

1.0 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 Superstructure
2.1 a) Simply supported spans Continuous spans
b) Integral bridges
2.2 Short spans Long spans
2.3 Light spans Heavy spans
2.4 No intermediate hinges within span Intermediate hinges
3.0 Substructure
3.1 Wide seats Narrow seats
3.2 Multiple column Single column
4.0 Ground conditions
4.1 Stiff, Stable soil Unstable soil
Page 22
8. Design Criteria C8.0 – 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 is 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 The seismic zone map and zone factors are taken
forces, the country is classified into four seismic from IS 1893 (Part 1): 2002. The seismic zoning map
zones. A seismic zone map of India is shown in Fig. broadly classifies India into zones where one can
1. The peak ground acceleration (PGA) (or zero expect earthquake shaking of the more or less the
period acceleration, ZPA), associated with each same maximum intensity. The zoning criterion of
zone, is called zone factor, Z. The zone factor is the map is based on likely intensity. It does not give
given in Table 3. Zone factors for some important us any idea regarding how often a shaking of certain
towns are given in Appendix D intensity may take place in a location (that is,
probability of occurrence or return period). For
Table 3 - Zone Factor Z For Horizontal Motion
example, say area A experiences a maximum
Seismic intensity VIII every 50 years and area B experiences
II III IV V a maximum intensity VIII every 300 years. But both
Zone
these areas will be placed in zone IV, even though
Z 0.10 0.16 0.24 0.36 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
Page 23
exceeded in a given number of years.

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 Seismic hazard analysis shall be performed and site
from a known active fault, seismic hazard shall be specific PGA and design acceleration spectrum shall
specified after detailed geological study of the fault be developed. Refer table 1 and commentary of
and the site condition. In absence of such detailed clause 6.7.
investigation, the near-source modification in the
form of 20% increase in zone factor may be used. 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. In case, such studies are not undertaken,
20% increase in zone factor is recommended.
Further, the vertical ground motion may be taken as
equal to the horizontal ground motion as given in
Clause 8.8.3.
8.2 - Importance Factor C8.2 - Importance Factor

Seismic design philosophy assumes that a structure
The values of importance factor I, for different may undergo some damage during severe shaking.
bridges are given in Table 4. The importance factor However critical and important facilities must
reflects strategic importance of the route and respond better in an earthquake than an ordinary
functionality of the bridge in the post earthquake structure. Importance factor is meant to account for
period. 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
Page 24
Table 4 - Importance Factor for bridges maintenance problems.

Category Import Bridges included
ance
Major Bridges: Major Bridges are those which have
Factor either a total waterway of 18m or more or which
Category 1.5 i) All important bridges irrespective of have a clear opening of 12m or more in any one
I route. span.
Bridge ii) Major bridges on group A, B and C The importance factor of 1.5 is suggested for bridges
routes. in Group A, B, C routes depending on traffic
(For route classification see IRPW intensity. The bridges on other routes, if considered
Manual) strategically important due to non-availability of
Category 1.25 i) Major bridges on all other routes. alternative route nearby, may be designed with
II ii) All other bridges on group A, B and C
importance factor of 1.25 or 1.5.
Bridge routes.
Other 1.0 All other bridges
Bridge
Page 25
8.3 - Methods of Calculating C8.3 - Methods of Calculating

Design Seismic Force Design Seismic Force
8.3.1 - C8.3.1 –
The seismic forces for bridges shall be generally The existing Bridge Rules follow a very simplistic
estimated by Seismic Coefficient Method (Single method for calculating design seismic force. In this
Mode Method) described in Section 9.0. Response method, design seismic force computation does not
Spectrum Method (Multi Mode Method) described in include consideration of flexibility of the bridge.
Section 10 shall be used in zones IV and V in This implies that all the bridges in a seismic zone,
following cases: irrespective of their span, pier height and structural
system adopt the same design acceleration
(a) Irregular bridge as defined in section 8.3.5.2
coefficient.
(b) Individual span more than 80m
(c) Continuous bridge This guideline includes the effect of bridge flexibility
(d) Height of top of pier / abutment from the base in its design force computation. Further, it permits
of foundation is more than 30m. 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).
Page 26
However, in case of long span bridges, irregular

bridges, higher modes may be important and their
mode shape may not be regular. Hence, for such
bridges this clause suggests the use of multi-mode
analysis namely Response Spectrum Method. 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 Ground motion records to be used in the time history
shall be used in following cases: analysis shall be obtained after site specific studies.
These studies shall be performed by a team of
(i) To verify the result of Response Spectrum
experts and shall be peer reviewed, i.e., reviewed
Method for highly irregular bridges in zone IV,
independently by other experts.
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 International bridge codes are now recommending
may be used to ascertain the nonlinear load use of Pushover Analysis for bridges. Pushover
carrying capacity and ductility of pier with more than analysis is a nonlinear analysis which estimates the
50 m height and individual span more than 120 m. 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.
Page 27
8.3.5 Regular and Irregular 8.3.5 Regular and Irregular

Bridges 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 (a) Fig C1a represents the straight regular bridge.
which subtends an angle less than 90 at the Whereas Fig C1 b show the straight bridge with
center of the arc, and Φ < 900.
Fig C1a Straight Bridge
Φ Φ < 90o
Fig C1b Regular Bridge with Φ < 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 (c) Multi-column pier (bent) is quite commonly used
of the stiffest columns within piers shall not be in highway bridges. They provide frame action in
25% more than the stiffness of the most flexible transverse direction. Similarly for continuous
column in that pier. 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.
Page 28
8.3.5.2 - Irregular Bridge C8.3.5.2 -

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.
Fig C2: Multi-column Pier (Bent)
8.4 - Seismic Weight and Live C8.4 – Seismic Weight and Live
Load Load
Live load used in the calculation of seismic weight
can be different than the live load used in load
combinations. Live load for seismic weight is given
in Clause 8.4.2, whereas live load for load
combination is given in Clause 8.7
8.4.1- Seismic Weight C8.4.1 – Seismic Weight

The seismic weight of the superstructure shall be The dead load of the superstructure also includes the
taken as its full dead load plus appropriate amount superimposed dead load that is permanently fastened
of live load. The seismic weight of the substructure or bonded with its structural self weight. Since there
and of the foundation shall be their respective full is a limited amount of friction between the live load
dead load. Buoyancy and uplift shall be ignored in and the superstructure, only a part of the live load is
the calculation of seismic weight. included in the inertia force calculations.
Note – In the Seismic Coefficient Method (Clause 9.0), for It is clear that the seismic forces on a bridge
simply supported regular bridges, single degree of component are generated due to its own mass, and
freedom (SDOF) model is used to obtain time period and not due to the externally applied forces on it. The
in this model only 80% of pier weight is considered in the presence of buoyancy and uplift forces does not
seismic weight.
reduce its mass. Thus, the clause requires that
buoyancy and uplift forces be ignored in the seismic
force calculations.
8.4.2- Live load in seismic weight C8.4.2 – Live load in seismic weight
No live load (train load) shall be considered while By the live load , one usually refers to vehicular
calculating horizontal seismic forces along the traffic. Seismic shaking in the direction of traffic
direction of traffic (Longitudinal direction). 50% live causes the wheels to roll once the frictional forces
load (excluding impact effect) shall be considered are overcome. The inertia force generated by the
while calculating horizontal seismic forces in the vehicle mass in this case is smaller than that if the
direction perpendicular to traffic (transverse vehicle mass were completely fastened to the span.
direction). 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 (transverse
direction), the rolling of wheels is not possible. In
Page 29
the transverse direction, the train can slide due to

gap between wheel and rail. Due to this, during
sliding , the entire train load will not contribute to
seismic weight. Hence, only 50 % of design live
load is considered in transverse direction. 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 While calculating vertical seismic forces, the seismic
considering full live load (excluding impact effect) weight shall include full live load. It may be noted
on the bridge. that while calculating lateral seismic forces, 50%
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 Weight = mass x acceleration due to gravity. In SI
seismic weight divided by the acceleration due to system, the unit of weight is Newton and unit of
gravity. mass is kilogram.
8.5 - Combination of Seismic C8.5 - Combination of Seismic

Components Components
The seismic forces shall be assumed to act in any The design ground motion can occur along any
direction. For design purpose, the analysis is done direction of a bridge. Moreover, the motion has
for earthquake motion in two orthogonal horizontal different directions at different time instants. The
directions and one vertical direction. earthquake ground motion can be thought of in
terms of its components in the two horizontal
Generally, analysis for horizontal seismic forces is
directions and one vertical direction.
adequate. When vertical motion is to be considered,
the design seismic forces shall be combined as per
clause 8.5.3.
8.5.1 - C8.5.1 -
For regular bridges, the two orthogonal horizontal For regular bridges, the two orthogonal horizontal
directions are usually the longitudinal and directions (say x- and y-directions) are usually the
transverse direction of the bridges (Fig 2a). For longitudinal and transverse directions of the bridge.
such bridges analysis shall be done for seismic For such bridges, it is sufficient to design the bridge
forces in longitudinal and transverse directions. The for seismic forces acting along each of the x- and y-
seismic force resultants (Bending Moment, Shear directions separately. During earthquake shaking,
Force and Axial Force) at any component obtained when the resultant motion is in a direction other than
from the analysis in longitudinal and transverse x and y, the forces can be resolved into x- and y-
directions shall be considered separately. components, which the elements in the two principal
directions are normally designed to withstand.
Page 30
Y
X
X- and Y- indicate global axes; x- and y- are local
axes for column/pier.
y
MyX x
M Yy
MxX MYx
Fig. 2 a: Seismic forces for Straight Bridge

(Clause 8.5.1)
MyX = Bending Moment in y-direction when force is applied in X-

Direction
MxX = Bending Moment in x-direction when force is applied in X-
Direction
M Yy = Bending Moment in y-direction when force is applied in Y-
Direction
MYx = Bending Moment in x-direction when force is applied in Y-
Direction
X
For Straight Bridge, My and MYx are zero.
8.5.2 - C8.5.2 -
For irregular bridges, particularly, skew bridge (Fig. In case of irregular bridges, particularly those with
2b), design seismic force resultants shall be skew, design should be done by considering the
obtained along x-and y-direction. The design seismic force component in x-direction and y-
seismic force resultant (Bending Moment, Shear direction. In such a case, the bridge should also be
Force and Axial Force) at any component shall be designed for earthquake forces acting along the
obtained as follows: directions in which the structural systems of the
substructures are oriented. One way of getting
(a) ±r1 ± 0.3r2 around this without having to consider too many
possible earthquake directions is to design the
(b) ±0.3r1 ± r2
structure for:
where (a) full design force along x-direction (ELx) acting
simultaneously with 30% of the design force in
r1  Force resultant due to full design seismic the y-direction (ELy); i.e., (ELx+0.3ELy), and
force along x direction,
(b) full design force along y-direction (ELy) acting
r2  Force resultant due to full design seismic simultaneously with 30% of the design force in the
force along y direction. x-direction (ELx); i.e., (0.3ELx+ELy).
This combination ensures that the components
(particularly the substructure) oriented in any
direction will have sufficient lateral strength. In case
vertical ground motions are also considered, the
same principle is then extended to the design force
combinations in the three principal directions.
Page 31
Bridge Plan Global X-Y axes

M xY
M yX
M xX M Yy
x x
y y
(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
Moments for Moments for
ground motion ground motion
along X-axis along Z-axis
M x  M xX  0 . 3 M Yx My  MyX  0.3MYy
Design
Moments
M x = 0.3M xX + M Yx My = 0.3MyX + MYy
where, Mx and Mz are absolute moments

about local axes.
8.5.3-
When 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. 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
Where r1 and r 2 are as defined in Clause 8.5.2,

and r3 is the force resultant due to full design
Page 32
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 When seismic force is applied in X-direction, the
8.5.3, the forces due to the combined effect of two bending moments in column are M x and
X
M yX . x-
or three components can be obtained on the basis
of ‘square root of sum of square (SRSS) that is and y- are local directions. Similarly, for seismic
force in Y-direction, the bending moment in column
r12  r22 or r12  r22  r32 M Yy . The design moment, M X in x-
Y
are M x and
direction and in y-direction is given by is given by,
Where r1, r2 and r3 are as defined in Clause 8.5.2
or 8.5.3. MX  ( M xX ) 2 + ( M yX ) 2 and
MY  ( 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 Generally piers are considered fixed at the top of the
be used. 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.
Page 33
8.6.1.2- C8.6.1.2-
In case the guard rails are effectively provided, on Railway track along with effectively provided guard
single span of bridge upto 30 m length, 10 % rails provides a continuous load path in longitudinal
damping in longitudinal direction can be direction. Thus, for short bridges, they help in
considered. However, in the transverse direction enhancing the participation of abutment and
damping will not change. 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 C8.6.2 – Increase in Allowable

Soils Pressure in Soils
When earthquake force is included then allowable Many modern codes, e.g., the International Building
pressure in soil and rock shall be increased as Code (IBC) 2000), classify the soil type as per
stipulated in Table 5. Bearing pressure for weighted average in top 30 m based on:
foundation and pile capacity shall be determined by
working stress method only.  Soil shear wave velocity, or
 Standard penetration resistance, or
 Soil un-drained shear strength
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
di
N  i 1
n d
 Ni
i 1 i
n
where d
i 1
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.
8.6.4 Soil Structure Interaction C8.6.4 Soil Structure Interaction

Soil flexibility should be considered in the seismic Soil flexibility has beneficial as well as adverse
analysis of bridges, whenever deemed necessary. effect on seismic response of structures. Due to soil
Page 34
This is particularly important for foundations in soft flexibility, time period increases, which in turn, leads
soil conditions and in cases where deep to reduction in seismic forces. On the other hand, due
foundations are used. Soil flexibility leads to longer to soil flexibility the lateral deflection of structure
natural period and hence lowers seismic forces, increases, which may require inclusion of P-Delta
however, on the other hand, it results in larger effect in the analysis and may affect the stability of
lateral deflections. Soil parameters, like, elastic the structure.
properties and spring constants shall be properly
estimated. In many cases, one gets a range of
values for soil properties. In such cases, the highest
values of soil stiffness shall be used for calculating
the natural period and seismic forces, and lowest
value shall be used for calculating the deflection.
Page 35
Table 5 - Percentage of Permissible Increase in Allowable Bearing Pressure or Resistance of Soils

(Clause 8.6.3)
Sl Foundation Type of soil Mainly Constituting the Foundation

No.
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 50 25 --
foundations.
vi) Well foundation 50 25 --
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.
Depth below
Seismic Zone
Ground (in N-Values Remarks
Level
meters)
≤5 15 For values of
III, IV and V
≥ 10 20 depths between 5m
and 10m, linear
II (for important ≤5 15 interpolation is
Structures only) ≥ 10 20 recommended.
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.
Type of soils
Soil Type Definition
 Well graded gravel (GW) or well graded sand (SW) both with less than 5% passing 75 μm
sieve (Fines);
Type I: Rock or Hard Soils  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.
Type II: Stiff Soils  Poorly graded sands or Poorly graded sands with gravel (SP) with little or no fines having
Page 36
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
 Silts of Intermediate compressibility (MI);
 Silts of High compressibility (MH);
 Clays of Intermediate compressibility (CI);
Type III: Soft Soils
 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 C8.7 - Combination of seismic

Design Forces with Other Forces Design Forces with Other
The design seismic force resultant at a cross- Forces
section of a bridge component shall be For a very busy railway track, it is expected that on a
appropriately combined with those due to other bridge, on an average a heavy train will pass once in
forces as per Table 12 of IRS Concrete Bridge 15 minutes. A train of 500 m length at a speed of 80
Code (2004). However, in lieu of combination 2 of kmph will take about 30 sec to cross a bridge of 30 m
Clause 11.0 of IRS Concrete Bridge Code, following span. Thus, there is 1-in-30 chance that train will be
load combinations shall be used : present on a bridge during earthquake. For other
scenario of train speeds and bridge lengths, the
(A) Ultimate limit state design probability of a train being on bridge at any time will
1) 1.25DL + 1.5 DL(S) +1.5EQ + 1.4 PS+ 1.7 EP vary from 1- in- 20 to 1- in- 50. From this point of
view, the partial safety factor for live load is 0.3.
2) 1.25DL + 1.5DL(S) + 0.3 (LL + LL(F)) + 1.2EQ
+ 1.7 EP + 1.4PS + 1. 4HY + 1.4BO IRS Steel Bridge code and IRS Bridge Sub- structure
& Foundation code mention working stress method
3) 0.9DL + 0.8DL(S) + 1.5EQ + 1.4 PS + 1.7 EP for steel bridges and substructure and foundation.
(B) Serviceability Limit State When working stress method is used, the load
combination corresponding to Serviceability Limit
1) 1.0 DL+1.2 DL(S) +1.0 EQ State shall be used. The increase in permissible
2) 1.0 DL + 1.2 DL(S)+0.3(LL+LL(F))+1.0EQ stresses as specified in the respective code may be
used for seismic load combinations. Here, it is to be
(C) During the construction stage, following load noted that although the earthquake loads have
combination shall be used: increased but due to recognition of ductility and
1.0DL + 1.2DL(S) + 0.8EQ + 1.0ER + 1.3EP + flexibility and the rationalization of load
1.0PS + 1.0HY + 1.0BO combinations and importance factor, one will still get
a reasonable design.
Where,
The load combination A3 is useful not only for
DL = dead load, assessing the critical combination for overturning
DL(S) = superimposed dead load, effect but also for stress reversal effect. Earthquake
load include lateral as well as vertical amount as per
LL = live load, clause 8.5
LL (F) = live load on footpath,
Page 37
EQ = earthquake load, The seismic load combinations from various codes

are listed below:
EP = earth pressure,
a) Existing IRS Concrete Code
ER = erection load such as cranes, machines etc.
IRS Concrete Code :
PS = prestressing load,
Ultimate Limit State
HY = hydrodynamic load,
1) 1.4DL + 2.0DL(S) + 1.6EQ
BO = buoyancy load, ,
2) 1.4DL + 2.0DL(S) + 1.25EQ + 1.7EP +
SH = shrinkage load, 1.25LL(F) + 1.75LL
CR = creep load, Serviceability Limit State
TE = temperature load. 1) 1.0DL + 1.2DL(S) +1.0EQ
The live load (LL) includes impact effect, 2) 1.0DL + 1.2DL(S) + 1.0EQ + 1.0LL(F) + 1.0 LL
longitudinal forces (tractive and braking), and
b) AREMA
centrifugal force.
Serviceability Limit State
1.0 (DL + EP + BO + PS + EQ) -- Concrete Structure
1.0 (DL + EP + BO + EQ) --- Steel structure
c) AASHTO
(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
Page 38
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, Usually the vertical motion is weaker than the
when required (see Clause 6.8.1), may be taken as horizontal motion. On an average, peak vertical
two-thirds of that for horizontal motions given in acceleration is one-half to two-thirds of the peak
Table 3. 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.
8.8.1- C8.8.1-
For superstructure with span upto 80 m, the effect Long span bridges are more sensitive to vertical
of vertical motion can be considered by analyzing motion and analysis for vertical acceleration shall be
Page 39
the superstructure for 25% additional dead weight carried out. For spans less than 80 m, simplified
in upward and downward direction. approach, taken form CALTRANS is suggested.
8.8.2- C8.8.2-
For superstructure with span more than 80m, Vertical component of ground shaking can make the
analysis for vertical ground motion shall be done. superstructure to vibrate in vertical plane. In short
span bridges, superstructure will be quite rigid and
Such analysis requires time period of
its time period will be very low. However, in long
superstructure in vertical direction. Time period for
span bridges, superstructure could be flexible. For
the superstructure has to be worked out separately
continuous superstructure, time period of
using the property of the superstructure, in order to
superstructure can be obtained by modeling it using
estimate the seismic acceleration coefficient (Sa/g)
general purpose structural analysis software.
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
2 m
TV = L2 , where L is the span, m is the
π EI
mass per unit length, and EI is the flexural rigidity of
the superstructure.
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 In the regions very close to active fault, ground
zone factor for vertical ground motion may be taken motion characteristics could be quite different. In
as equal to that for horizontal motion. (which shall near-source regions, seismic hazards shall be based
include the 20% increase in horizontal PGA as per on detailed geological study of fault and local site
Clause 8.1.1). 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.
Page 40
9. Seismic Coefficient Method C9.0 – Seismic Coefficient

(Single mode Method) Method (Single mode Method)
The method can be employed by using the The seismic coefficient method is applicable for
following step-wise procedure: bridges as described in Clause 8.3.
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)
Page 41
9.1 - Elastic Seismic Acceleration C9.1 - Elastic Seismic Acceleration

Coefficient Coefficient
The Elastic Seismic Acceleration Coefficient Ah due As compared to the existing Bridge Rules, here, new
to design earthquake along a considered direction zone map as per IS 1893(Part 1) and response
shall be obtained as spectrum similar to IS 1893 (Part 1):2002 is used.
Z S Zone Factor (Z)
Ah  I a
2 g Refer commentary of Clause 8.1
where Importance Factor (I)
Z = Zone Factor, given in Table 3, Refer commentary of Clause 8.2
I = Importance Factor, given in Table 4, Spectrum Acceleration Coefficient (Sa/g)
Sa This is obtained from the design response spectrum,

= Spectrum Acceleration Coefficient along the which is a plot of maximum acceleration of structure
g as a function of time period of structure. The time
considered direction given as follows: 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.
For rocky, or hard soil sites (Type I) 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
 2.50 T  0.40 the short period range (0 < T < 0.1), the ascending
Sa 
 1.00 / T 0.40  T  3.00 portion of the spectrum has been replaced by a
g  0.33 constant value. This implies that between 0 to 0.1
 T  3.00
sec, the value of spectrum acceleration will be on
For medium soil sites (Type II) higher side. There are several reasons for this
conservatism. For instance, ductility does not help in
 2.50 T  0..55 reducing the maximum forces if natural period is in
Sa 
 1.36 / T 0.55  T  3.00 this range of 0 - 0.1 sec. Hence, it is necessary to
g  0.45
 T  3.00 raise the level of spectrum in this range. Also, since
the acceleration response spectrum has a very steep
For soft soil sites (Type III) slope in the range 0-0.1 sec, any small
underestimation of the natural period T may lead to a
 2 .50 T  0.67
Sa  significant reduction in the seismic force. In the long
 1.67 / T 0.67  T  3.00 period range, the 1/T variation has been replaced by
g  0 .56
 T  3.00 constant value, which essentially ensures certain
minimum level of design acceleration even for very
T = Fundamental natural period of the bridge along flexible structures.
the considered direction.
Damping Factors
The soil types are described in Table 5.
The design acceleration spectrum given in Figure 3 is
A plot of Sa is given in Fig.3 for 5% damping. For for damping value of 5 percent of critical damping.
g Ordinates for other values of damping can be
other damping values, the multiplying factors are obtained by multiplying the value for 5 percent
given in Table 6. damping with the factors given in Table 6. These
factors are same as those given in IS 1893 (Part
1):2002.
Page 42
Spectrum Acceleration Coefficient (Sa/g)
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 % Factors
0 3.20
2 1.40
5 1.0
7 0.90
10 0.80
15 0.70
20 0.60
25 0.55
30 0.50
9.1.1 Fundamental Natural Period C9.1.1 - Fundamental Natural Period

Fundamental time period of the bridge member is to In simply supported bridges, one pier along with
be calculated by any rational method of analysis. appropriate weight of adjoining spans constitute one
The fundamental period can also be calculated by design vibration unit and is idealized as single-
the method given below: degree-of-freedom (SDOF) system. Figure C3a and
Fig. C3b respectively show design vibration unit in
(1) For simply supported bridges, the design longitudinal and transverse directions. Considering
vibration unit consists of one pier and a pier to be a cantilever, the lateral deflection,  due to
superstructure portion supported by it. The
fundamental natural period T shall be
Page 43
calculated from the following equation: PH p 3

lateral force P, can be obtained as  
T =2 δ 3EI eff
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
assumed to act in the direction of inertial force. Fig. C3a – Design vibration unit in longitudinal
Alternatively, the fundamental natural period T direction
(in seconds) of pier/abutment of the bridge
along a horizontal direction may be estimated
by the following expression:
W
T 2
1000 F
Fig. C3b – Design vibration unit in transverse
W = Full Wight of the superstructure, 80%
weight of substructure, and appropriate amount In the seismic weight, full weight of superstructure
of live load in kN. (pier) shall be considered. However, when a single
pier and corresponding superstructure is idealized as
F = Horizontal force in kN required to be SDOF system, only 80% weight of substructure
applied at the centre of mass of superstructure (pier) is considered. This is so, because the
for one mm horizontal deflection at the top of distributed weight of the pier is lumped at the top
pier/abutment for the earthquake in the level. During lateral ground motion, the lateral
transverse direction, and the force to be seismic force on pier would be distributed along its
applied at the top of the bearings for the height. In the SDOF model, the lateral seismic force
earthquake in the longitudinal direction. corresponding to pier weight is to be lumped at the
(2) For multi-span integral bridges (continuous top and hence only 80% pier weight is included in
bridges), the design vibration unit consists of a the seismic weight. The appropriate amount of live
number of substructures and superstructure load implies that 50% live load in transverse
portions supported by it (Fig. C-3c). The direction and no live load in longitudinal direction.
fundamental natural period ( T ) shall be In response spectrum analysis (Clause 10.0), where
calculated by any suitable method. For free vibration analysis is carried out to obtain natural
example, Rayleigh’s method may be used as time period, total weight of substructure is
follows: considered.
T 2 δ

 W (s)us2 ds
 W (s)u(s)ds
Continuous bridge; F = fixed and M = movable bearings
W s  Weight of the superstructure and
substructure at position s (kN)
u (s )  Displacement at position s caused in the
acting direction of inertial force when the
force corresponding to the weight of the
For transverse direction
superstructure and substructure above the
Page 44
ground surface for seismic design is assumed

to act in the acting direction of inertial force.
Note - In general pier shall be considered fixed at the
foundation level. However, in case of soft soil or
deep foundations, soil flexibility may be considered For longitudinal direction
in the calculation of fundamental natural period as
per the Clause 8.6.4. Fig. C-3c Design vibration unit for Continuous Bridge
For some standard bridge spans , with specified pier

geometry and heavy mineral loading, time periods
are given in Table C1.The values give some idea
about the range of time periods of simply supported
railway bridges
Table C1 Time period of some standard railway

bridges
Span 24.4 45.7 76.2

(m) (HM Std) (HM Std) (HM Std)
Pier
L. T. L. T. L. T.
ht.(m)
6 0.21 0.38 0.30 0.51 0.45 0.69
8 0.34 0.60 0.47 0.79 0.70 1.07

10 0.32 0.50 0.41 0.65 0.57 0.86
12 0.44 0.67 0.55 0.86 0.77 1.13
15 0.65 0.96 0.81 1.22 1.10 1.60
20 0.67 0.82 0.74 0.97 0.90 1.20
25 1.03 1.23 1.12 1.42 1.33 1.73
30 1.46 1.71 1.57 1.95 1.83 2.35
L. = Longitudinal direction
T. = Transverse direction
Following assumption are made in the above
calculations:
1) Pier diameter is 1.5 m for pier of 6 m and 8 m
height.
Pier diameter is 2 m for pier of 10 m, 12 m and 15
m height.
Pier diameter is 3 m for pier of 20 m, 25 m and 30
m height.
2) Seismic weight has been calculated as:
a) Longitudinal direction – Total DL of
superstructure + 80 % DL of pier
b) Transverse direction - Total DL of
superstructure + 80 % DL of pier + 50 % LL
3) Effective moment of inertia, I eff = 0.75 Ig
Page 45
4) DL of superstructure and LL for heavy mineral

loading is taken from RDSO’s design document
9.1.1.1- C9.1.1.1-
For ultimate limit state, the cracked flexural stiffness CALTRANS, AASSHTO and Eurocode use cracked
of reinforced concrete pier shall be used. The flexural stiffness. For piers/columns which are
cracked flexural stiffness is the initial slope of the compression members, the effective flexural stiffness
moment curvature (M-) curve and is given by is considered to be 0.5 to 0.7 times gross flexural
stiffness, depending on the level of axial stress.
My
E c I eff =
where, φy
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.
9.2 - Maximum Elastic Forces and C9.2 - Maximum Elastic Forces and
Deformations Deformations
The inertia forces due to mass of each component The seismic forces, thus obtained on each component
or portion of the bridge as obtained from Clause of bridge are used in linear static analysis of bridge
9.2.1 shall be applied at the center of mass of the to obtain the response quantities such as bending
corresponding component or portion of the bridge. moment, shear force, axial force and deformation.
A linear static analysis of the bridge shall be An adequate mathematical model of bridge shall be
performed for these applied inertia forces to obtain made and seismic forces shall be applied at the
the force resultants (e.g., bending moment, shear centre of mass of each component. Mathematical
force and axial force) and deformations (e.g., model of 2-span bridge is shown in Fig C3. Here
displacements and rotations) at different locations piers (or column) are modeled by three frame
in the bridge. The stress resultants Ve and elements. Likewise superstructure is modeled using
deformations so obtained are the maximum elastic four frame elements. Such mathematical model can
force resultants (at the chosen cross-section of the also be analyzed by using standard structural analysis
bridge component) and the maximum elastic software. Seismic forces along with various loads
deformations (at the chosen nodes in the bridge (such as DL, LL) shall be applied on the model and
structure), respectively. 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
Page 46
9.2.1- Inertia Force Due to Mass of Each C9.2.1 - Inertia Force Due to Mass of
Bridge Component Each Bridge Component
The inertia force due to the mass of each bridge The inertia force due to the mass of a bridge
component (e.g., superstructure, substructure and component under earthquake ground shaking in a
foundation) under earthquake ground shaking along particular direction depends on the elastic seismic
any direction shall be obtained from acceleration coefficient computed for shaking along
that direction. Clearly, this acceleration coefficient
F e  AhW will be different along different directions owing to
different natural periods along those directions.
where Moreover, seismic weight will also be different in
Ah = Elastic Seismic Acceleration Coefficient along the longitudinal and transverse directions due to
the considered direction of shaking obtained different amount of live load in the two directions.
as per Clause 9.1, and
W = Seismic weight as discussed in Clause 8.4.
9.2.2- Elastic Seismic Acceleration C9.2.2 - Elastic Seismic Acceleration

Coefficient for Portions of Coefficient for Portions of
Foundations below Scour Depth Foundations below Scour Depth
For portions of foundations at depths of 30m or The propagation of waves within the body of the
below from the scour depth (as defined in Clause earth is modified at the surface of the earth owing to
14.1), the inertia forces as defined in Clause 9.2.1 the wave reflections at the boundary surface. For this
due to that portion of the foundation mass may be reason, it is generally accepted that the shaking is
computed using the elastic acceleration coefficient relatively more violent at the surface, than below the
taken as 0.5Ah, where Ah is as obtained from ground. Hence, the guidelines permit reduction in the
Clause 9.2. 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 C9.3 - Design Seismic Force

Resultants for Bridge Resultants for Bridge
Components Components
Response Reduction Factor
The design seismic force resultant V at a cross-
The basic philosophy of earthquake resistant design
section of a bridge component due to earthquake
is that a structure should not collapse under strong
shaking along a considered direction shall be given
Page 47
Ve earthquake shaking, although it may undergo some

by V  structural as well as non-structural damage. Thus, a
R
bridge is designed for much less force than what
where would be required if it were to be necessarily kept
elastic during the entire shaking. Clearly, structural
Ve = Maximum elastic force resultant at the damage is permitted but should be such that the
chosen cross-section of that bridge structure can withstand these larger deformations
component from Clause 9.2, and without collapse. Thus, two issues come into picture,
R = Response Reduction Factor for the component namely (a) ductility, i.e., the capacity to withstand
as given in Table 7. deformations beyond yield, and (b) over strength.
Over strength is the total strength including the
Response Reduction Factor shall not be applied for additional strength beyond the nominal design
calculation of design displacements. 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
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 (piers) which is subjected
to significant amount of axial load undergoes a
combined axial load-flexure behavior. It is well
known that piers are much more ductile than the
superstructures. 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.
Page 48
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 non-
availability 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.
Page 49
PROVISIONS
Table 7: Response Reduction Factor R for Bridge Components and Connections
R
Substructure
RCC Piers with ductile detailing
- 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
Steel Framed Piers (with properly designed cross bracings) 3.5
Masonry/PCC piers (unreinforced )* 1.5
RCC Abutment 2.0
Masonry/PCC Abutment 1.5
Connections (including bearings)
Superstructure to abutment 0.8
Superstructure to column or pier 1
Columns or piers to foundations 1
Expansion joints within a span of the superstructure 0.8
Superstructure 1.0
Foundations ** 1.5
* This pier is not allowed in seismic zone IV and V
** For stability analysis of well foundation by conventional method, seismic forces can be
further reduced by a factor of 2.0.
Notes: 1. Response reduction factor is not to be applied for the calculation of displacements.
2. R value for foundations, also refer Clause 15.1
3. For connections, also refer Clause 16.1.1
4. Usually superstructure are rigid and are unlikely to posses much ductility, and they are
usually designed for elastic forces. However, if Earthquake forces with R=1 , are very
high and if they govern the design of superstructure ,then one should obtain the
maximum load carrying capacity of the pier ( which is designed as ductile member), and
superstructure shall be designed for the forces equal to maximum load carrying capacity
of the ductile member i.e. pier.
Page 50
10. Response Spectrum C10.0 - Response Spectrum

Method (Multi mode Method) Method (Multi mode
The Response Spectrum Method requires the Method)
evaluation of natural periods and mode shapes of
several modes of vibration of the structure. This Every structure has finite number of modes of
method requires dynamic analysis, by a vibrations. For example, a 2-DOF system has two mode
competent structural engineer. 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.
10.1 - Elastic Seismic C10.1 - Elastic Seismic Acceleration

Acceleration Coefficient in Mode Coefficient in Mode k
k For the fundamental mode of vibration i.e., the first
mode of vibration, the shape of acceleration response
The elastic seismic acceleration coefficient Ak spectrum is same as the one used in the seismic
for mode k shall be determined by: coefficient method. However, for higher modes (i.e., k
> 1), the ascending part of the spectrum between 0 to
Z
Ak   I  Sa / g k 0.1 sec can be used. Since, the fundamental mode
2 makes the most significant contribution to the overall
where Z and I are as defined in Clause 8.1, and response and the contribution of higher modes is
Page 51
 Sa  relatively small, this is now permitted by several codes.

  is the seismic acceleration coefficient for
 g k Damping factor
mode k given by expression For higher modes, the value of acceleration response
For rocky, or hard soil sites (Type I) spectrum at T = 0 will remain unity irrespective of the
damping value. Ordinates for other values of damping
 2.50 Tk ≤ 0.40 can be obtained by multiplying the value for 5 percent
 Sa  
   1.00/Tk 0.40 ≤ Tk  3.00 damping with the factors given in Table 5. Note that
 g k 0.33 the acceleration spectrum ordinate at zero period equals
 Tk ≥ 3.00
peak ground acceleration regardless of the damping
For medium soil sites (Type II) value. Hence, the multiplication should be done for T ≥
0.1sec only. For T = 0, multiplication factor will be 1,
 2.50 Tk ≤ 0.55 and values for 0≤T<0.1sec should be interpolated
 Sa  
   1.36/Tk 0.55 ≤ Tk  3.00 accordingly.
 g k 0.45
 Tk ≥ 3.0
F For soft soil sites (Type III)
 2.50 Tk ≤ 0.67
 Sa  
   1.67/Tk 0.67 ≤ Tk  3.00
 g k 0.56 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
 g 
 k
S 
as:  a   1  15Tk
 g k
S 
A plot of  a  versus Tk is given in Fig. 4 for 5%
 g k
damping. Table 6 gives the multiplying factors for
obtaining spectral values for various other
damping percentages.
Page 52
To be used for k =
Spectrum Acceleration Coefficient
(Sa/g)k
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 C10.2 - Inertia Force due to Mass of
of Bridge at Node j in Mode k Bridge at Node j in Mode k
The effect of seismic shaking can be quantified as The expression for force at jth node in kth mode k is
concentrated seismic inertia forces and moment obtained through a routine solution procedure for
corresponding to the translational and rotational analysis of elastic structures subjected to seismic
degrees of freedom, respectively, at each node of ground motion represented by its pseudo-acceleration
the discretised model of the bridge structure (a response spectrum. The mathematical model of the
typical descritised model is shown in Fig. C3). bridge structure (Fig. C3) should properly account for
Each mode of vibration contributes to these all stiffness and masses. A suitable number of
seismic inertia forces and moments. The intermediate nodes are required for each bridge
maximum elastic force at jth node in kth mode is component to properly estimate the stress resultants
given by caused by the seismic inertia forces generated. In doing
so, it will be advantageous to follow the current
Fkj = mj k Pk Ak g AASHTO code practices. Rotational moment of inertia
The force vector Fke  of maximum elastic inertia of certain masses in the bridge structure may become
important particularly in case of joint elements; the
forces at different nodes in mode k of vibration same may be incorporated in the matrix of seismic
due to earthquake shaking along a considered weights as mass moment of inertia times acceleration
direction shall be obtained as: due to gravity.
F    m  P A g
k
e
k k k
 m where = Seismic mass matrix of the bridge

structure, as defined in Clause 10.2.1,
k  = Mode shape vector of vibration mode k of

the bridge structure obtained from free
vibration analysis,
Pk = Modal participation factor of vibration
mode k of the bridge structure for a given
direction of earthquake shaking
Page 53
 k   m 1
T
=  ,
k T  m k 
Ak = Elastic seismic acceleration coefficient for
mode k as defined in Clause 10.1,
g = Acceleration due to gravity, and
1 = 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 The seismic weight of each bridge component is
shall be constructed by considering its seismic proportionally distributed to its end and intermediate
mass lumped at the nodes of discretisation. The nodes as lumped masses considering its geometry.
seismic mass of each bridge component shall be These lumped masses are used to form the matrix of
estimated as per Clause 8.4, and shall be seismic weights keeping in mind that the mass lumped
proportionally distributed to the nodes of at a node contributes to all the translational degrees of
discretisation of that bridge component. freedom at that node
Page 54
10.3 - Maximum Elastic Forces C10.3 - Maximum Elastic Forces

and Deformations and Deformations
The maximum elastic seismic forces in mode k The modal response quantities (e.g., bending moment,
obtained from Clause 10.2 shall be applied on the shear force, axial force, displacements and rotations at
bridge and a linear static analysis of the bridge any location of the bridge) in each mode k need to be
shall be performed to evaluate the maximum combined to obtain the maximum response due to all
elastic force resultants Fke (e.g., bending moment, modes considered. Studies on modal response
combinations show that when modal frequencies are
shear force and axial force) and the maximum
well-separated, the Square Root of Sum of Squares
elastic deformations (e.g., displacements and
(SRSS) Method provides reasonable estimates. If two
rotations) in mode k at different locations (or
modal frequencies are separated from each other upto
nodes) in the bridge for a considered direction of
or equal to 10% of the smaller one, then the two modes
earthquake shaking.
may be termed as closely-spaced modes. However,
e
The maximum elastic force resultants Fnet and the when modal frequencies are closely-spaced or nearly
closely-spaced, the SRSS method gives poor results.
maximum elastic deformations, due to all modes
considered, for the considered direction of There is another method for modal combination,
earthquake shaking, shall be obtained by called, Complete Quadratic Coefficient (CQC)
combining those due to the individual modes as Method. This method provides in general, reasonably
follows: good estimates of the overall response, irrespective of
whether the modal frequencies are closely-spaced or
(a) If the structure does not have closely-spaced
well-separated. However, the CQC method assumes
modes, then the maximum response  due to all that the modal damping ratio is same for all the modes
modes considered may be estimated by the of vibration. In case it is not so, reference shall be
square root of sum of squares (SRSS) method as: made to literature for suitable expressions for modal
response combination.

m
 
 k 2
k 1
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
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.
Page 55
10.3.1 C10.3.1-
The number of modes to be considered in the Standard text books on structural dynamics cover
analysis shall be such that at least 90% of the total details of response spectrum method, number of modes
seismic mass of the structure is included in the to be included and missing mass corrections.
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:
At degree of freedom j, the missing mass is given
by
n
C j m j  (1   Pk  kj ) m j
k 1
where
Pk  Modal participation factor for mode k,
φ kj  Mode shape coefficient for jth, degree of
freedom in kth mode of vibration
th
m j  Total mass of the j mode,
th
c j  Fraction of missing mass for j mode.
Lateral force associated with missing mass is
Z 
Fjmissing  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.
10.4 - Design Seismic Force C10.4 - Design Seismic Force

Resultants in Bridge Resultants in Bridge Components
Components As discussed in the commentary of 9.3, various
components of the bridge do not enjoy the same level
The design seismic force resultant Vnet at any of ductility and over strength. Hence, the level of
cross-section in a bridge component for a design seismic force vis-à-vis the maximum elastic
considered direction of earthquake shaking shall force that will be experienced by the component if the
entire bridge were to behave linearly elastic, varies for
Page 56
be determined as different bridge components. The values of the

e
response reduction factor R given in Table 7 reflect the
Fnet same.
Vnet 
R
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.
10.5 - Multi-directional Shaking C10.5- 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.
Page 57
11. Time History Method C11.0 – Time History Method

In Time History Method, dynamic analysis of In Seismic Coefficient Method and Response Spectrum
bridge is carried out for specified earthquake Method, static seismic forces are obtained, and static
ground motion. In this method, dynamic response analysis is carried out to obtain the response. However
(i.e. response varying with time) is obtained. 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 The mathematical model of bridge using frame
suitable mathematical model of the bridge shall be elements for pier and deck is shown in Fig C3. The pier
developed. The model shall adequately represent is divided in three elements. General purpose finite
the mass distribution and stiffness of element software can be used to accurately model the
superstructure, bearings, pier, abutment and mass, stiffness and damping properties of bridge. The
foundation. The damping characteristics shall also column could be considered fixed at the top of the
be adequately included in the model. For analysis foundation irrespective of scour depth. (Fig. C6)
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. 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 Modal superposition method can be used for linear
superposition method or direct numerical analysis only. Direct numerical integration can be used
integration. In modal superposition method, the for linear as well as nonlinear analysis. Time step shall
number of modes shall be such that more than be less than the one twentieth of the time period of
90% of bridge mass shall participate in the highest mode. Time step will also depend on frequency
direction under consideration. Time step to be content of the input ground motion.
used in the analysis shall be suitably chosen and
sensitivity of the solution to time step shall be
ascertained.
Page 58
11.3 - Ground Motion C11.3 Ground Motion

Ground acceleration time histories shall have Seismic environment characteristics to be considered
characteristics that are representative of seismic are: Tectonic environment, earthquake magnitude, type
environment of the site and local site conditions. of fault, seismic source to site distance, local site
Time histories from actual recorded events with conditions.
similar magnitude, fault distance and local site
It is desirable that time histories recorded during events
condition shall be selected.
with similar magnitude and source-to-site distance shall
The ground motions selected shall have peak be used.
ground acceleration value of Z x I, where, Z is
Expertise will be needed in selecting time histories to
zone factor and I is importance factor. At least
be used in time history analysis.
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.
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 It is desirable that the recorded ground motions selected
suitably scaled so as to match the design for the analysis have a response spectrum which has
response spectra. The response spectra of time overall level and shape similar to the design response
history shall be matched with the design spectra spectra. This would avoid very large scaling factors and
given by change in the spectral content of ground motions.
S(T )  γ 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 C11.3.2 Ground Motions for Two- and
Three-Dimensional Analysis Three-Dimensional Analysis
For 2-dimesional analysis, ground motion consists For a bridge with multi-column piers, the 2-
of horizontal acceleration time history in the Dimensional model for longitudinal direction is shown
direction under consideration. If vertical ground in Fig C7. For this model, the X-component of ground
motion is to be considered, then, vertical motion will be used. For analysis in transverse
acceleration time history is also used. direction, the model is shown in Fig C8. For this
model, the Z-component of ground motion will be
For 3-dimenstional analysis, ground motions
used.
consist of pairs of time histories of appropriate
components of horizontal accelerations. For each On the other hand, if 3-dimensional model of the bridge
pair of horizontal acceleration time histories, is used Fig C9, then both the component will be applied
Page 59
SRSS response spectrum shall be obtained. This together.

SRSS response spectrum shall be scaled suitably
to match with the design response spectrum as Y
described in Clause 11.3.1. If required the vertical Y Z
acceleration time history shall also be considered.
X
x g (t)
zg (t)
Fig C7- 2-Dimensional Model
Fig C8 - 2-Dimensional
for longitudinal Direction
Model for Transverse
Direction
xg (t )
zg (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 - Interpretation of Time 11.4 Interpretation of Time History

History Analysis Results Analysis Results
11.4.1 Linear Analysis C11.4.1 Linear Analysis

From the time history of the response quantity of a The design response spectra is taken as ZI(Sa/g), and
particular member, the maximum value will be the hence, response of each component for a particular load
design value. This maximum value shall be combination is obtained by dividing the result by a
divided by 2R, where R is the response reduction factor of 2R.
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.
Page 60
11.4.2 Nonlinear Analysis C11.4.2 Nonlinear Analysis

Nonlinear analysis is used for verifying if the In nonlinear analysis, the bridge is analyzed for actual
provided strength is sufficient to accommodate the earthquake ground motion and not the design
expected inelastic deformation. For the nonlinear earthquake ground motion. Hence, results are not
analysis, the bridge model shall include nonlinear divided by 2R.
properties.
Since nonlinearities in the structure will be explicitly
In the analysis, ground motions in two directions modeled in Nonlinear analysis, the division of 2R is not
shall be applied simultaneously along with the done.
dead loads and other loads.
The results of nonlinear analysis shall not be
divided by factor 2R.
Page 61
12. Pushover Analysis C12.0 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 – E.
Page 62
13. Superstructure C13. - Superstructure
13.1- C13.1 –
The superstructure shall be designed for the For seismic analysis in lateral directions, seismic forces
design seismic forces specified in Clauses 9.0 or will be governed by the time period of the combined
10.0 along with the other appropriate loads. system of substructure and substructure. For obtaining
vertical forces on superstructure, time period of
The superstructure shall be designed for lesser of
superstructure will have to be obtained. Usually
following forces:
superstructures are quite rigid in vertical direction,
a) Elastic seismic forces i.e. seismic forces with except for long span bridges. The elastic seismic force
R= 1.0 obtained as per Clause 9.0 or Clause 10.0 shall be
applied along with the other loads (like DL, LL, etc.)
b) Forces developed when over strength plastic on the mathematical model of the superstructure and
moment hinges are formed in the linear static analysis shall be carried out. If necessary,
substructure. As described in Appendix A. the vertical seismic forces shall also be considered.
13.2 - C13.2 -
Under simultaneous action of horizontal and Since the supporting width of the span in the transverse
vertical accelerations, the superstructure shall direction is relatively small in comparison with that in
have a factor of safety of at least 1.5 against the longitudinal direction, overturning of
overturning. In this calculation, the forces to be superstructures (that are resting on the substructure
considered on the superstructure shall be the without being monolithically connected) in the
maximum elastic forces generated in the transverse direction may be possible under the
superstructure, as calculated using Clauses 9.2 combined action of seismic forces along transverse and
and 10.3. 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 This clause makes it mandatory in high seismic
substructure, particularly in seismic zones IV and regions to have suitable linking devices provided
V, through vertical hold-down devices and anti- between the superstructure and substructure if they had
dislodging elements in horizontal direction as not been monolithically connected, and between the
specified in Clauses 13.3.1 and 13.3.2, suspended spans, if any, and restrained portion of the
respectively. These vertical hold-down devices superstructure.
and anti-dislodging elements may also be used to
(a) vertical hold-down devices to prevent the
secure the suspended spans, if any, with the
superstructure from lifting off from its supports
restrained portions of the superstructure.
atop the substructure particularly under vertical
However, the frictional forces shall not be relied
seismic forces combined with the transverse
upon in the design of these hold-down devices or
seismic forces, and
Page 63
anti-dislodging elements. (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 anti-
dislodging 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 Vertical hold-down devices are considered essential to
be provided at all supports (or hinges in minimize the potential of adverse effects (like uplifting
continuous structures), where resulting vertical and overturning) of vertical seismic excitation. The
force due to the maximum elastic horizontal and provisions for design force of vertical hold-down
vertical seismic forces (combined as per Clause devices have been adapted from the AASHTO code.
8.5) opposes and exceeds 50% of the dead load
reaction.
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.
Page 64
13.3.2-Horizontal Linkage Elements C13.3.2 – Horizontal Linkage Elements

Horizontal linkage elements are anti-dislodging Horizontal linkage elements are used to prevent the
devices. Positive horizontal linkage elements (high dislodging of the superstructure. This second line of
tensile wire strand ties, cables, and dampers) shall defense or the additional safety against the excessive
be provided between adjacent section of the horizontal movement is provided either by connecting
superstructure at supports and at expansion joints the superstructure with substructure with the help of
within a span. 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 fastened properly and anchored,
are likely to provide good resistance to sliding and
overturning of end spans.
Page 65
13.3.2.1 – C13.3.2.1 –
The linkage shall be designed for at least the The design seismic force for each bridge component is
elastic seismic acceleration coefficient Ah times only a fraction of the maximum elastic force that can be
the weight of the lighter of the two connected sustained by it, if it were to remain completely elastic
spans or parts of the structure. 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 Unseating of superstructure from the substructure or
deformation are permitted in the design then, the suspended span from the restrained portion are the
sufficient slack must be allowed in the linkage so possible consequences if the actual deformations are
that linkages start functioning only when the not accounted for in the design of the supports at these
relative design displacement at the linkage is interface points. Sometimes, the two portions that move
exceeded. 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 Due to the presence of guard rails, which are likely to
as anti-dislodging elements shall be designed for offer resistance to sliding during seismic event, the
seismic force equal to 1.5 times the elastic seismic strength requirements of anti-dislodging elements can
coefficient multiplied by tributary weight of spans be reduced.
corresponding to that pier/abutment.
Page 66
Shock absorber
Concrete block
Abutment
Shock absorber
Steel bracket
Abutment
Fig C11a Reaction blocks in longitudinal
Rails
Reaction Reaction
block block
Pier
Bearings
Fig C11b Reaction blocks in transverse direction
Page 67
14. Substructure C14.0 – Substructure
14.1 - Scour Depth C14.1 – Scour Depth

The scour to be considered for design shall be IRS on sub-structure and foundation of bridges gives
based on mean design flood. In the absence of details of scour depth.
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- C14.2.1-
For the submerged portion of the pier, the total This clause is retained as given in IS: 1893-1984,
horizontal hydrodynamic force along the direction except that Ah replaces h. Again, as stated earlier in
of ground motion is given by this guideline, Ah is different from h. Hence, the
hydrodynamic forces calculated as per this code will be
F  Ce AhWe
much higher than those estimated as per IS: 1893-
where Ce is a coefficient given by Table 8, 1984.
depending on the height of submergence of the
pier relative to that of the radius of a hypothetical
enveloping cylinder (Fig. 5); 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. 6; the coefficients C1, C2, C3 and C4
in Fig. 6 are given in Table 9.
Page 68
14.2.2- C14.2.2-
In response spectrum analysis, to account for The expression for WWP is taken from Japanese
hydrodynamic pressure, additional weight of water highway bridge code. In response spectrum analysis,
shall be added over the submerged depth of pier. mathematical model of the bridge is analyzed. For
The weight of water to be added at a height of including the hydrodynamic force effect in this model,
3/7H from the ground level, is given by: an additional weight is to be included. The mass
corresponding to this added weight would generate the
3 bH P b inertia force which shall be same as the hydrodynamic
WWP  W0 A0 (1  )
4 a 4H force. The expression for WWP is similar to CeWe term
given in Clause 14.2. A comparison of WWP and CeWe
for b/H < 2.0 for a wall type pier is shown below:
3 bH P b Pier Height = 8m, Pier sectional area = 1 x 3 m2 ,
WWP  W0 A0 (0.7  )
4 a 10 H 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 :
9 bH P
WWP  W0 A0 Radius of enveloping circle = 0.5 m, H = 5.33 m
40 a H / radius = 5.33 / 0.5 = 10.66 ;  Ce = 0.73
for 4.0 < b/H and We = wo x π x (radius)2 x H
where, = 1 x 3.1428 x (0.5)2 x 5.33 = 4.184
b = structural width perpendicular to hydrodynamic Ce x We = 0.73 x 4.184 = 3.05
pressure, b = 1 m, a = 3 m, Ao = 1 x 3 = 3 m2
a =structural width in the direction of
hydrodynamic pressure,
Ao = sectional area of the substructure, and 3 bH P b
WWP  W0 A0 (1  )
Wo= density of water. 4 a 4H
Hp = pier height
WWP = 3.81
H = height of submerged portion of pier
Case II) Seismic loading along 1 m face :
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 π x radius2 x H
= 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
3 bH P b
WWP  W0 A0 (1  )
4 a 4H
Page 69
WWP = 30.9
Thus, the values of CeWe and WWP are comparable for
both the directions of seismic loading.
PROVISIONS
Table - 8. Values of Ce
 Height of Submerged Portion (H)  1.0 2.0 3.0 4.0

 
 Radius of Enveloping Cylinder 
Ce 0.39 0.58 0.68 0.73
Table - 9. Coefficients C2, C3 and C4 as a function of C1

C1 C2 C3 C4
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
Page 70
PROVISIONS
Direction of
Seismic Shaking
Fig. 5: Hypothetical Enveloping Cylinders to Estimate Hydrodynamic Forces on Substructures due

to Seismic Shaking (Clause 14.2)
C1H C3F
(Resultant of pressure on
C2pb shaded area up to depth C1H)
H
C4H pb = 1.2F/H
pb
Fig. 6: Hydrodynamic Pressure Distribution on the Substructure due to Steam Flow (Clause
14.2.2)
Page 71
C14.2.3 -Analysis for Vertical Acceleration

14.2.3 - Analysis for Vertical
Acceleration In vertical direction, water mass will not apply any
hydrodynamic pressure on substructure. Hence, added
While carrying out the analysis for vertical mass of water is n ot considered for vertical direction.
acceleration, the added mass of water for
hydrodynamic effect shall not be considered.
14.3 - Design Seismic Foce C14.3 - Design Seismic Force

The design seismic forces for the substructure The clause is meant to ensure ductile behavior of the
shall be obtained as the maximum elastic force on substructure. In R.C. members, flexural failure can be
it (as defined in Clause 14.3.1) divided by the ductile if the member is detailed appropriately. On the
appropriate response reduction factor given in other hand, shear failure is brittle. Hence, the columns
Table 7. 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 C14.3.1 - Maximum Elastic Seismic Forces

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 substructure’s 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 F.
Page 72
14.4 - Substructure of C14.4 – Substructure of Continuous

Continuous Girder Girder Superstructure.
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.
14.4.2 – C14.4.2 -
In transverse direction, the seismic force from
superstructure is to be transmitted to the
substructures in proportion to their lateral stiffness.
14.4.3 - C14.4.3 -
While considering the stability of the substructure,
such as, wingwalls, abutments etc., 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.
Page 73
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 1.5.
(b) Forces developed when over strength plastic
moment hinges are formed in the substructure,
as described in Appendix A.
Note – For stability analysis of well foundation by
conventional method, seismic forces can be further
reduced by a factor of 2.0.
15.2 - C15.2 -
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 - 1.5
Factor of safety against sliding - 1.25
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.
15.3 - C15.3 –
In loose sands or poorly graded sands with little Damages to foundations have very serious implications
or no fines, vibrations due to earthquake may from structural safety considerations. Also, foundation
cause liquefaction or excessive total and repairs are very expensive as it is very difficult to
differential settlements. In Zones IV and V, the access and to make alterations in them. Hence, it is
founding of bridges on such sands should be required to ensure that these are not damaged. This
avoided unless appropriate methods of clause is intended to achieve the objective that in case
compaction or stabilization are adopted. of severe ground shaking, the foundation is not
Liquefaction analysis procedure is given in damaged. This is done first by requiring a much lower
APPENDIX G. Foundation should be taken to value of response reduction factor for foundation than
sufficient depth below the layers of soil which are for the substructure, i.e., a much higher design seismic
Page 74
susceptible to liquefaction. 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.
Page 75
16. Connections C16.0 - Connections

The connection between the superstructure and Usually bearings are provided at the connection
substructure is achieved through bearings. The between superstructure and substructure. The
primary functions of the bearings are to resist the connection between adjacent sections of superstructure
vertical loads due to dead load and live load and (expansion joints etc.) and the connections between
to allow for superstructure movements (translation substructure and foundation also needs to be adequately
and rotation) due to live load and temperature designed and detailed for seismic loads.
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 possess sufficient strength to resist these
seismic forces.
16.1 - Design Force for C16.1 - Design Force for Connections

Connections
16.1.1 –Seismic Zone II and III C16.1.1 – Seismic Zone II and III
The connections between adjacent sections of the In low seismic regions, the effort in the seismic design
superstructure or between the superstructure and of the bridges is reduced to some extent by this clause
the substructure shall be designed to resist at by requiring only a simple design force calculation for
least horizontal seismic force in the restrained the restrained supports (e.g., rocker or elastomeric
directions equal to 0.2 times the vertical dead load bearings). The clause, same as that in the AASHTO
reaction at the bearing, irrespective of the number code, is considered to provide a somewhat
of spans. 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 The most common cause for earthquake disasters in
substructure, and the substructure and foundation case of bridges is the failure of connections,
shall be designed to resist the smaller of the particularly those between superstructure and the
following forces: substructure. Hence, extra caution is needed to ensure
the safety of connections. This is done in this
a) Maximum elastic horizontal seismic force
guidelines by requiring the value of response reduction
obtained from analysis and transferred
factor for bridges as 0.8 or 1.0, which implies that the
through the connection in the restrained
design force for connections obtained is equal to (or
directions, divided by the appropriate
more than) the maximum expected elastic force.
Response reduction factor R as applicable to
However, by allowing the designer to use the lower
connections, which are given in Table 7.
value from (a) and (b) above for design of connections,
b) Maximum horizontal force, when over strength the code brings in the capacity design concept. Force
plastic moment hinges are formed in the obtained by (b) above provides an upper-bound on the
substructure. inertia force that can be developed in the superstructure
before the substructure becomes plastic. Once the
Page 76
substructure becomes plastic, the bridge will not be

able to sustain higher inertia forces.
16.2 - Displacements at C16.2 – Displacement at

Connections Connections
16.2.1 - Separation between Adjacent C16.1.1 - Separation Between Adjacent

Units Units
When relative movement between two adjacent When two adjacent units are designed such that relative
units of a bridge are designed to occur at a movement between them is expected to occur at their
separation/expansion joint, sufficient clearance separation joint, then adequate clearance is necessary
shall be provided between them, to permit the between them to avoid pounding and the consequential
calculated relative movement under design damage. Probability that the maximum out of phase
earthquake conditions to freely occur without movement of the two adjacent portions will occur at the
inducing damage. Where the two units may be out same time is very low. To provide the clearance equal
of phase, the clearance to be provided may be to cumulative sum of the displacements of the two units
estimated as the square root of the sum of at the separation would be too conservative. Thus, this
squares of the calculated displacements of the two clause proposes that the square root of the sum of
units under maximum elastic seismic forces given squares of the calculated displacements of the two units
by Clauses 9.2 or 10.3. under the earthquake forces may be provided as the
clearance.
16.3 - Minimum Seating Width C16.3 - Minimum Seating Width

Requirements Requirement
The widths of seating W (in mm) at supports The connections between superstructures and
measured normal to the face of the substructures are designed for forces specified under
abutment/pier/pedestal of bearings/restrained Clause 16.1. Even though these values are
portion of superstructure from the closest end of conservative, there still will remain possibilities of the
the girder shall be the larger of the following: actual seismic force in the connections exceeding the
actual strength of the connections. Also, in bridges the
(a) 1.4 times the calculated displacement under
substructures are liable to undergo large displacements
the maximum elastic seismic forces estimated
due to dynamic earth-pressures. Under these
as per Clauses 9.2 or 10.3, to account for
conditions, it is possible that the superstructure span
uncertainty in deflection calculation; and
may get separated from the connection. At this
instance, if adequate width is available on top of the
(b) the value specified below: substructure for the superstructure span to rest (despite
being separated from the connections), then at least the
300 + 1.5L + 6Hp for seismic zones superstructure span is prevented from being dislodged
II and III from its support. Clearly, if the superstructure is still
resting atop the substructure, the cost of repairing the
W= 500 + 2.5L + 10 Hp for seismic zones connection and restoring the superstructure to its
IV and V desired position is far more economical than having to
rebuild the superstructure afresh if it falls off from the
where substructure.
Page 77
L= Length (in meters) of the superstructure to Hence, this clause attempts that even under maximum
the adjacent expansion joint or to the end of expected deformations, possibility of collapse or loss
superstructure. In case of bearings under of span are minimized through conservative provisions
suspended spans, it is sum of the lengths of the of minimum seating widths. The values of seating
two adjacent portions of the superstructure. In widths recommended for high seismic regions are
case of single span bridges, it is equal to the higher than those for low seismic regions; this is
length of the superstructure. because of higher potential of connection failures in
high seismic zones. The minimum seat width is
For bearings at abutments, Hp is the average
required in longitudinal as well as transverse direction.
height (in meters) of all columns supporting the
superstructure to the next expansion joint. It is Based on the data supplied by RDSO, minimum seat
equal to zero for single span bridges. For bearings width for different types of bridges is given in Table
at columns or piers, Hp is the height (in meters) of C2
column or pier. For bearings under suspended
spans, Hp is the average height (in meters) of the
two adjacent columns or piers.
Graphical representation of seating widths is
shown in Fig. 7. Height of Pier (Hp)
L
Slab/Girder
Abutment G.L.
W
(a) Abutment The Minimum seating width given in various codes are:
L1 L2
Slab/Girder Slab/Girder (A) AREMA:

W =(305+2.5L+10Hp)x(1+0.000125S2) mm
Pier Top
S = skew angle in degrees
W1 W2
(B) TAIWAN HSR:
(b) Column or Pier
W =(500+2.5L+10Hp) mm
L1 L2
Suspended Restrained ( C) JAPAN HIGHWAYS

Portion
700 + 5 L
W
(c) Suspended Span on Restrained Portion of

Superstructure
Fig. 7: Minimum Width of Seating of Spans on

Supports (Clause 16.3)
Page 78
Table C2 Seating width for standard Railway bridges (supplied by RDSO)
g c g MINIMUM SEATING WIDTH REQUIREMENT FOR SLABS (PSC & RC

BALASTLESS), PSC GIRDERS & STEEL/COMPOSITE GIRDERS
SLAB/GIRDER
f b f PIERS WIDTH FROM SEISMIC

e a e
BEARINGS
SPAN PIERS w *w
d a b c d e f g (c-a)/2
A-SLABS (PSC & RC BALLASTLESS)
PIERS
3050 3710 3890 3960 915 255 76 420 378 629 *
3660 4320 4500 4575 915 255 75 420 379 632 *
4570 5310 5490 5565 995 255 75 460 381 634 *
6100 6910 7090 7165 1065 255 75 495 383 638 *
ELEVATION 9150 10900 10200 10300 1150 300 100 525 388 646 *
(NOT TO SCALE) 12200 13100 13300 13400 1200 300 100 550 392 654 *
d B-PSC GIRDERS
w
12200 13100 13300 13400 1200 300 100 550 392 654 *
18300 19400 19650 19800 1500 400 150 675 402 670
w w
24400 25600 26050 26200 1800 600 150 825 411 686
30500 31900 32450 32600 2100 700 150 975 421 702
e a e 45100 46150 46850 48150 3050 2000 60 875 444 740
g c g C-STEEL/COMPOSITE GIRDERS
9150 10900 10200 10300 1150 300 100 525 388 646 *
f b f 12200 13100 13300 13400 1200 300 100 550 392 654 *
18300 19400 19650 19800 1500 400 150 675 402 670
w 24400 25600 26050 26200 1800 600 150 825 411 686
30500 31900 32450 32600 2100 700 150 925 421 702
PLAN 45700 47250 47850 48150 2450 900 300 1075 444 740
a = Nominal Clear Span 61000 63000 63700 64000 3000 1000 300 1350 468 780
b = Centres of Bearings
c = Over all length of Girder/Slab 76200 78800 79600 79900 3700 1100 300 1700 492 819
d = Centres to Centres of Piers 91500 94000 95200 95800 4300 1800 600 1850 515 858
e = Width of Piers at Top
f = Centres of Bearings on piers 5000 1800 600 2200 539 898
g = Clearance between spans 5500 2000 700 2400 563 937
w = Minimum width of seating of spans on supports
Hp = Height of Pier in meters.
L = Length in meters of Superstructure to the adjacent expansion joint
or to the end of Superstructure. Note:- 1. ALL DIMENSIONS ARE IN MILLIMETRES.
* -W=300+1.5L+6Hp. for Seismic Zones II and III. *

2. RETROFITTING REQUIRED IN ZONE IV & V.
* -W=500+2.5L+10Hp. for Seismic Zones IV and V. 3. MINMUM SEATING WIDTH SHOWN IN THIS TABLE IS SUTABLE UPTO 12 HIGH PIERS.
Page 79
17. Special Ductile Detailing C17.0 – Special Ductile Detailing

Requirements for Bridges Requirements for Bridges
Substructures 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 C
describes the detailing procedure.
Page 80
18. Special Devices C18.0 – 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.
18.1 - Seismic Isolation Devices C18.1 – 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 Shock Transmission Unit (STU) also called Lock-Up
may be provided with restrained bearings over Device (LUD) creates a rigid link at a movable
only one pier/abutment. In order to distribute the connection between superstructure and pier/abutment
seismic forces generated by the superstructure to during a shock loading. This facilitates the transfer of
other pier(s)/abutment(s), STUs’ may be lateral load (of shock loading) to piers. An STU
introduced after adequate testing, between comprises of a cylinder filled with fluid and a piston
superstructure and other pier(s)/abutment(s) with holes moves against the fluid. This fluid with
where free/guided bearings are used. However, thexotropic property moves smoothly and slowly under
specialist literature shall be consulted for the slow motion causing loads (Like temperature related
details of such STUs and for their design in movements). But when subjected to sudden motion
bridges subjected to seismic effects. STUs should causing loads (like during breaking or seismic loads),
facilitate the breathing of the bridge due to thermal the fluid can’t flow through. This creates a rigid link.
and shrinkage effects.
STUs shall be accessible for inspection and
maintenance/replacement.
Super Structure
Pier
STU unit
Fig C12 Typical Shock Transmission Unit

Page 81
Page 82
19. Bridges with Seismic C19.0 – Bridge With Seismic

Isolation Isolation
19.1 - General C19.1 – General

Seismic isolation devices (bearings) are deployed A bridge without base isolation has lower time period.
below the deck and on the top of the pier (Fig. 8). In Fig. 9, the spectral acceleration corresponding to non
These shall be used for stiff bridges with time – isolated bridge is A1. With the deployment of base
period less than 1 sec. The reduction in forces is isolation, the time period increase to Te and damping
achieved either by lengthening of time period or also increases. For this increased damping the spectral
increase of damping or both of them. The effect of acceleration is given by solid line in Fig 9. Thus, the
lengthening of period and increase of damping on spectral acceleration for time period Te become A3.
the design force is explained in Fig. 9. The Thus, presence of base isolation reduces spectral
increase in damping is achieved by hysteretic acceleration from A1 to A3.
energy loss. The isolation bearing is idealized as
Seismic isolation consists essentially of the mechanism,
bilinear spring with hysteresis as shown in Fig. 10;
which decouple the structure, or its contents, from
where, Ku is elastic stiffness, Kd is post elastic
potentially damaging earthquake – induced ground,
stiffness, Qd is characteristic strength and Keff is
and support, motions. This decoupling is achieved by
effective stiffness.
increasing the flexibility of the system, together with
With the use of isolation devices, the lateral providing appropriate damping. In many, but not all,
displacement of superstructure increases. This the seismic isolation system is mounted beneath the
increase in displacement shall not cause any structure and is referred to as “base isolation”.
adverse effect. Isolation bearings shall not be
The basic intent of seismic isolation is to increase the
used for bridges which (a) are on soft soil, (b)
fundamental period of vibration such that the structure
which have long natural time period, and (c) which
is subjected to lower earthquake forces. However, the
may experience uplift at bearing support. Isolation
reduction in forces is accompanied by an increase in
bearings shall be firmly fixed to the superstructure
displacement demand that must be accommodated
and substructure by anchor bolts and shall be
within the flexible mount. Furthermore, flexible
easily accessible for replacements.
bridges can move 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
Page 83
and from creep, shrinkage and thermal movements.

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. 8 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.
Page 84
Fig.8 Bridge with seismic isolation (Clause 19.0)
Structural modes Isolated modes with damping

1 with 5% damping equal to effective damping of
SPECTRAL ACCELERATION (Sa /g)
A1
0.8
0.6
IS 1893 Zone V
0.4 Soil Type I
(5% damped)
Composite spectrum
for isolated bridge A2
0.2
Period of non- A3
isolated bridge
Teff
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0
Period of
Period Shift
PERIOD (sec) isolated bridge
Fig.9 Effect of isolator on spectral acceleration (Clause 19.0)
Page 85
Force Fmax
Fy Kd
Qd
Keff
Ku Ku
Displacement
max
EDC
Qd = Characteristics Strength
Fy = Yield Force
Fmax = Maximum Force
Kd = Post-elastic stiffness
Ku = Elastic (unloading) stiffness
Keff = Maximum bearing displacement
EDC = Energy dissipated per cycle = Area of hysteresis loop (shaded)
Fig.10 Bilinear force-deflection model for isolator (Clause 19.0)
19.2 - Design Criteria C19.2 – 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, if the design ground motion thus arrived
at gives a design less conservative than that from
 Z Sa 
design response spectrum given by  .I. ,
2 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
Table7. However, the value of response reduction
factor shall not be less than 1.0.
Page 86
19.3 - Analysis Procedure C19.3 – Analysis Procedure

The seismic coefficient method (single mode Details regarding uniform load method are given in
method) or response spectrum method AASHTO Guide Specifications for Isolated Bridges
(multimode method) can be used. The isolation (Reference No. 13 in Annexure A1)
system shall be idealized as bilinear system (Fig.
10) with linear stiffness as Keff. The analysis shall
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 – H.
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
250 AhTeff 2
di  mm,
BI
W
where, Teff  2
Keff 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 2
mm
BI
where, BI is the damping coefficient corresponding
to the effective damping ratio of the isolator unit.
The value of BI shall be taken from Table 10.
Page 87
Table 10. Damping Coefficient for Isolated

Bridges, BI
Damping (Percentage of critical)
2 5 10 20 30 40 50
BI 0.8 1 1.2 1.5 1.7 1.9 2.0
In the uniform load method, earthquake force, F =

(Ah). W is applied on the structure. Here, W is
weight of the bridge, and Ah is the design seismic
coefficient corresponding to time period, Teff and
damping coefficient, BI.
19.4 - Requirements on Isolator C19.4 – Requirement on Isolator

Unit Unit
19.4.1 - Non-seismic Lateral Forces C19.4.1 – Non-seismic Lateral Forces

The isolation system must resist all Non-seismic This requirement is to ensure that the flexible isolator
lateral load combinations applied above the has enough rigidity to resist frequently occurring wind
isolation unit. The rigidity against these lateral and other service loads.
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.
Page 88
19.4.2 - Lateral Restoring Force C19.4.2 – Lateral Restoring Forces

The isolator unit has more flexibility and high In the long period range, response spectrum gives very
energy dissipating capacity. Hence, in order to low value of design acceleration. Hence, there is a
avoid cumulative displacement, it must have limit of 6 sec on fundamental natural period.
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 natural
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.
19.4.3 - Vertical Load and Rotational C19.4.3 – Vertical Load and Rotational
Stability Stability
In laterally undeformed state, the isolation system The buckling load capacity of bearing can be
shall provide a factor of safety of at least three calculated using following relation:
against the vertical loads. It shall also be shown to
be stable under 1.2 times the dead load and  
  S1S 2 GAr For circular
vertical load due to seismic force. Further, its 2 2
stability against the lateral displacement equal to Pcr 
 
the offset displacement and 1.1 times the total S1S 2GAr For square
design displacement shall be checked.  6
The isolator shall have the rotation capacity to S1 = shape factor of the rubber bearing and for the
accommodate rotation due to dead load, live load lead-plugged rubber bearing it is defined as
and construction misalignment, which shall not be Ab  Apl
less than 0.005 radians. Ab = bonded area and Apl = area of
 Br tr ,
lead-plug
B
S2 = second shape factor (aspect ratio) defined as
Tr
Ar = overlap area between the top-bonded and bottom-
bonded elastomer areas of a displaced bearing, as
shown in Fig. 12
Buckling load capacity under vertical load can be
calculated for non-seismic displacement by replacing
Ar by Ab in the above relation.
Page 89
Circular
B2
Ar     sin  
4
d 
B   2 cos 1  r 
 B
Bonded dimension
Rectangular dt
B1
Bonded dimension
B2
Ar  B2  B1  d1 
Fig. C12 Overlap area Ar
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.
19.5.2 – Prototype Test C19.5.2 – Prototype Test

This is to establish deformation and damping
characteristics of the isolator unit.
Page 90
19.5.3 – C19.5.3 –
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.
19.5.4 – C19.5.4–
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
design contact pressure and at 200C  80C. The
rate of application shall be not less than 63.5
mm/minute.
19.5.5 – C19.5.5
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.
19.5.6 – C19.5.6
The prototype specimen shall be tested in the
following sequence for prescribed number of
cycles:
Page 91
Table – 11: Sequence for Testing of Bearing
Test Description
(A) Component
Three fully reversed cycle of loads at a lateral displacement corresponding to

Thermal the maximum thermal displacement. The test velocity shall not be less than
0.075 mm per minute.
Twenty fully reversed cycles between limits of plus and minus maximum load
Wind and
for a total duration not less than 40 seconds. After the cyclic testing, the
braking
maximum load shall be held for 60 seconds.
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
Seismic -1
mentioned. The results of test corresponding to design displacement are used
for finding stiffness and damping properties.
Fully reversed cycles of loading at design displacement for 25 cycles. The test
Seismic -2
shall be started from a displacement equal to the offset displacement.
The prototype
specimen shall
be tested in the
Three fully reversed cycles between limits of plus and minus the maximum
following
load for a total duration not less than 40 seconds. After the cyclic testing, the
sequence for
maximum load shall be held for 60 seconds. This test is done to ascertain the
prescribed
survivability of the isolator after the major earthquake.
number of
cycles: Wind
and braking
(B) Prototype
Seismic
Three fully reversed cycles of loading at the deign displacement. The test
performance
verifies service load performance after the major earthquake.
verification
The vertical load carrying capacity shall be demonstrated under 1.2DL + LL

Vertical load
(seismic) + additional vertical load due to overturning moment.
Page 92
19.5.7 – C19.5.7 –
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 Force
loading (Fig. 10). The effective stiffness of an keff
isolator unit shall be calculated for each cycle of Fp
loading as follows:
Fp  Fn Δn Δp
K eff 
 p  n Displacement
Fn
where, P and n are maximum positive and Fig. C13 Hysteretic Behavior
negative displacements and FP and Fn are maximum
positive and negative forces at P and n
respectively (Fig. 10). Force
keff
Fp
Δn Δp
Displacement
Fn
Fig. C14 Visco-elastic Behavior
19.5.8 – C19.5.8–
The equivalent viscous damping ratio () is given by
1 Total EDC area


2 
 Keff di 2 
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.
Page 93
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 C19.7–Requirements for

Elastomeric Bearings 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.
19.7.1 Shear Strain Components for 19.7.1 – Shear Strain Components for
Isolation Design Isolation Design
The various components of shear strain in the
bearing shall be computed as:
Page 94
Table .12 Shear Strain Components
Component Shear strain
 3S1P
 2 A G(1  2kS 2 )
 r
Shear strain due to vertical load c   8GkS12  for S1  15

 3P 1  K 
 
 4GkSAr for S1 > 15
s
Shear strain due to non-seismic lateral
displacement
 s ,s 
Tr
Shear strain due to seismic lateral di

 s ,e q 
displacement Tr
B 2
Shear strain due to rotation r 
2t iTr
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, S1 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 resulting from
creep, post-tensioning, shrinkage and thermal
effects,
di is seismic lateral displacement,
θ is design rotation and shall not be less than 0.005
rad.
Tr is total elastomer thickness,
k is the material constant, and

ti is the thickness of ith layer.
B is bonded plan dimension or bonded diameter in
loaded direction of rectangular bearing or diameter
of circular bearing
Page 95
19.7.2 - Load Combinations C19.7.2 – Load Combinations

The elastomeric bearing shall satisfy the following
load combinations of shear strains:
c  2.5
c + s,s + r  5.0
c + s,eq + 0.5r  5.5
where, shear strains are as explained in Table 12
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
bond 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 are wider or deeper than 2/3rd rubber
thickness, then, the bearing shall be rejected.
Page 96
20. Post earthquake Operation C20. Post earthquake

and Inspection 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
- I shall be followed, which have been based on
AREMA Railway Engineering Manual. Detailed
procedure for post earthquake operations and
inspection is explained in Appendix – I.
Page 97
Appendix – (A) 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), USA, 2007.
2) “AASHTO LRFD Bridge Design Specifications”, American Association of State Highway and
Transportation Officials (AASHTO), USA, 2007.
3) Seismic Design Criteria”, California Department of Transportation (CALTRANS), USA, 2006.
4) Design of Structures for Earthquake Resistance”, Eurocode 8: Part 2: Bridges, European
Committee for Standardization, 2005.
5) Bridge Manual”, TRANSIT, Wellington, New Zealand, 2005.
6) “Specifications for Highway Bridges”, Part V Seismic Design Japan Road Association, 2003.
7) “Seismic Design for Railway Structures”, Railway Technical Research Institute (RTRI), Japan,
2000.
8) “Seismic Design Criteria for High Speed Rail Project“, National Center for Research on
Earthquake Engineering, Taiwan, 1992.
9) Murty, C.V.R. and Jain, S.K. “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, 2000.
10) Murty, C.V.R. and Jain, S.K. “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, 2000
11) Skinner ,R.I. , Kelly , T.E. and Robinson , B. “ Seismic Isolation for Designers and Structural
Engineers”, Robinson Seismic Ltd.
12) “AASHTO Guide Specifications for Seismic Isolation Design “American Association of State
Highway and Transportation Officials (AASHTO), USA, 2000.
Page 98
Appendix – (B) Relevant Codes and Standards
The following Codes/Standards are necessary adjuncts to these guidelines:
1) IRC:6 Standard Specification and Code of Practice for Road Bridges, 2000
2) IRC:83 (Part III) Standard Specification and Code of (Part III) Practice for Road Bridges
Section IX: - Bearings, 2002
3) IRS Code of Practice For Plain, Reinforced & Prestressed Concrete For General Bridge
Construction, Third Revision, 2004
4) IRS Code of Practice For the Design of Sub-Structures and Foundation of Bridge, Second
Revision,2004
5) IRS Code of Practice For the Design of Steel or Wrought Iron Bridges Carrying Rail, Road or
Pedestrian Traffic, Second Revision, 2004
6) IRS Bridge Rules specifying the Loads for Bridge Design of Super Structure and Sub- Rules
Structure of bridges, Second Revision, 2004
7) IS 1893 Criteria for Earthquake Resistant Design of Structures, 1984
8) IS 1893 (Part I) Criteria for Earthquake Resistant Design of Structures, Part I: General
Provisions and Buildings, 2002
9) IS 1893 (Part 3) Draft Criteria for Earthquake Resistant Design of Structures, Bridges and
Retaining Walls, 2008
10) IS 13920 Ductile Detailing of Reinforced Concrete Structure Subjected to Seismic Forces-Code
of Practice, 1993
Page 99
Appendix – (C) Ductile Detailing Specifications

(Clause 17.0)
C-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. C-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.
C-1 Specification
C-1.1 Minimum grade of concrete should be M25 (fck = 25 MPa).
C-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.
C-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.
C-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.
C-3.1 Curtailment of longitudinal reinforcement in piers due to reduction in seismic bending moment
towards top.
C-3.1.1 The reduction of longitudinal reinforcement at mid-height in piers should not be carried out except
in tall pier.
C-3.1.2 In case of high bridge piers such as of height equal to 30m or more, the reduction of
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.
Page 100
(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.
C-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. C -.2(a) or C-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 C.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.
C-5 Design of Plastic Hinge Regions
C-5.1 Seismic Design Force for Substructure

Provisions given in Appendix - C 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 C-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 C-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 C-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 C-1(b).
C-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
reinforcement detailing adopted.
C-5.3 Special Confining Reinforcement:

Special confining reinforcement shall be provided at the ends of pier columns where plastic hinge
Page 101
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
C-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.
C-5.5 Amount of Transverse Steel to Be Provided
C-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
 Ag  f
Ash  0.09 SDk   1 ck
 Ac  fy
fck
or, Ash = 0.024SDk
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 )
Ag = gross area of the column cross section
π 2
Ac = Area of the concrete core = D
4 k
Page 102
C-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
 Ag  f
Ash  0.24 Sh   1.0  ck
 Ar  fy
or,
f ck
Ash  0.096Sh
fy
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.
C-5.5.2.1 Unsupported length of rectangular hoops shall not exceed 300mm.

C-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.
C-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”.
C-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:
Vu =
∑M O
Page 103
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.
C-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.
C-7.1 Ductility of all the joints in the structure may be ensured by offsetting the splices / couplers where
the area of reinforcement provided is at least twice the required by analysis staggered 600 mm minimum.
C-7.2 The pier – foundation joint or the slab – pier joint (in case of integral slab – bridges ) must be
checked for principal tensile stress in the concrete around the junction , following an appropriate
prevailing method. The un-cracked joint may be designed by keeping the principal stresses in the joint
region below direct tension strength of concrete. If the joint cannot be prevented from cracking, additional
vertical stirrups may be added to the external concrete region around the column.
The joint stresses may be assumed to disperse 45º around the column as per prevailing practices.
Following references may be useful:
1. Paulay, T. and Priestley, M.J.N., “Seismic Design of Reinforced Concrete and Masonry Buildings”
John Wiley and Sons. Inc., 1992.
2. Xiao, Y., “Seismic Design of Reinforced Concrete Bridges”, McGraw Hill , 1989.
Page 104
Earthquake
A
Force
Column Cap
Earthquake
Potential Plastic
Hinge Regions
Pile Cap
Pile
Elevation Section AA
a. Single column or pier type substructures
Earthquake Force A
Column Cap
Earthquake
Potential Plastic
Hinge Regions
Piles
A
Elevation Section AA
(b) Multi-column or frame type substructures
Fig. C-1: Potential location of plastic hinges in substructures (Clause C-0).
Page 105
(a) Welding in Circular hoops (b) Lapping in circular hoops
(c) Rectangular hoops
(Fig. C-2: Transverse reinforcement in column (Clause C-4)
Page 106
Appendix – (D) Zone Factors for Some Important Towns

(Clause 8.1)
Town Zone Zone Factor, Z Town Zone Zone Factor, Z

Agra III 0.16 Kanchipuram III 0.16
Ahmedabad III 0.16 Kanpur III 0.16
Ajmer II 0.10 Karwar III 0.16
Allahabad II 0.10 Kohima V 0.36
Almora IV 0.24 Kolkata III 0.16
Ambala IV 0.24 Kota II 0.10
Amritsar IV 0.24 Kurnool II 0.10
Asansol III 0.24 Lucknow III 0.16
Aurangabad II 0.10 Ludhiyana IV 0.24
Bahraich IV 0.24 Madurai II 0.10
Bangalore II 0.10 Mandi V 0.36
Barauni IV 0.24 Mangalore III 0.16
Bareilly III 0.16 Monghyr IV 0.24
Belgaum III 0.16 Moradabad IV 0.24
Bhatinda III 0.16 Mumbai III 0.16
Bhilai II 0.10 Mysore II 0.10
Bhopal II 0.10 Nagpur II 0.10
Bhubaneswar III 0.16 Nagarjunasagar II 0.10
Bhuj V 0.36 Nainital IV 0.24
Bijapur III 0.16 Nasik III 0.16
Bikaner III 0.16 Nellore III 0.16
Bokaro III 0.16 Osmanabad III 0.16
Bulandshahr IV 0.24 Panjim III 0.16
Burdwan III 0.16 Patiala III 0.16
Calicut III 0.16 Patna IV 0.24
Chandigarh IV 0.24 Pilibhit IV 0.24
Chennai III 0.16 Pondicherry II 0.10
Chitradurga II 0.10 Pune III 0.16
Coimatore III 0.16 Raipur II 0.10
Cuddalore III II 0.16 Rajkot III 0.16
Cuttack III 0.16 Ranchi II 0.10
Darbhanga V 0.36 Roorkee IV 0.24
Darjeeling IV 0.24 Rourkela II 0.10
Dharwad III 0.16 Sadiya V 0.36
Dehra Dun IV 0.24 Salem III 0.16
Dharampuri III 0.16 Simla IV 0.24
Delhi IV 0.24 Sironj II 0.10
Durgapur III 0.16 Solapur III 0.16
Gangtok IV 0.24 Srinagar V 0.36
Guwahati V 0.36 Surat III 0.16
Goa III 0.16 Tarapur III 0.16
Gulbarga II 0.10 Tezpur V 0.36
Gaya III 0.16 Thane III 0.16
Gorakhpur IV 0.24 Thanjavur II 0.10
Hyderabad II 0.10 Thiruvananthapuram III 0.16
Imphal V 0.36 Tiruchirappali II 0.10
Jabalpur III 0.16 Thiruvennamalai III 0.16
Jaipur II 0.10 Udaipur II 0.10
Jamshedpur II 0.10 Vadodara III 0.16
Jhansi II 0.10 Varanasi III 0.16
Jodhpur II 0.10 Vellore III 0.16
Jorhat V 0.36 Vijayawada III 0.16
Kakrapara III 0.16 VIshakhapatnam II 0.10
Kalapakkam III 0.16
Page 107
Appendix – (E) Pushover Analysis

(Clause 12.0)
E-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).
E-2 Displacement demand

The displacement demand is twice the elastic displacement obtained using a linear analysis. This
displacement demand is doubled due to use of factor Z/2 in the seismic force calculation for linear
analysis. The single mode method (Clause 9.0) or multi mode method (Clause 10.0) may be used as per
the requirements of Clause 8.3.1. From the displacement demand, D, the displacement ductility demand
is obtained as
μD = ΔD / ΔY
where, Y is yield displacement of the system from its initial position to the formation of plastic hinge.
E-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
concrete and steel are used. For confined concrete, the Mander’s model shown in Fig. E-1 is used, and
the stress-strain model shown in Fig. E-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. E-3) can be idealized 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. E-3).
Fig E-1 Stress strain model for concrete

Fig E-2 Stress strain model for steel
Page 108
Idealized curve
Actual curve
Fig. E-3 Moment curvature (M- ) curve
Here, Mp is the plastic moment capacity , My is the first reinforcing bar yield point & Mne is the expected
nominal moment capacity, u is the curvature capacity at the failure limit state defined as the concrete
strain reaching cu or the confinement reinforcing steel reaching the reduced ultimate strain cuR. Similarly,
Y is the idealized yield curvature defined by an elastic-perfectly plastic representation of M- curve (Fig.
E-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. E-4, the
plastic rotation capacity, P = LP x P and
 L 
P P L  P 
 2 
Then, the total displacement capacity of the column is given by

c = Ycol + P
where, Ycol is the idealized yield displacement of the column (Fig. E-4).
Fig. E-4 Lateral displacement capacity of fixed base column
Page 109
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, for which help of standard software may be required.
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.
Page 110
Appendix – (F) Dynamic Earth Pressure

(Clause 14.3.1)
F-1. Dynamic earth pressure on abutments
Active wedge
Failure Surface EAE

Kh W
(1-Kv ) w i
Gravity Wall kv ws
kh W s
-
Active wedge Ws
H
Failure Surface EAE

Kh W ha EAE
w

(1-Kv ) R
Cantilever Wall
Figure F 1: Seismic Active Earth Pressure on Retaining Walls

F-1.1 Lateral Earth Pressure - The pressure from earth fill behind retaining walls during an earthquake
shall be as given in F.1.1.1 to F.1.4.1. In the analysis, cohesion has been neglected. This assumption is
on conservative side.
F-1.1.1 Active Pressure Due to Earth fill - The general conditions encountered for the design of
retaining walls are illustrated in Fig. F 1. The total active pressure exerted against the wall shall be the
maximum of the two given by the following expression:
1
E AE   H 2 (1  Ah ) K AE (F.1.)
2
Where the seismic active earth pressure coefficient KAE is given by
2
cos 2 (     )  sin(   )sin(    i ) 
E AE   1   (F.2.)
cos  cos  cos(     ) 
2
cos(     )cos(i   ) 
and where
= unit weight of soil (kN/m3)
H = height of wall in (m)
Ф=angle of friction of soil (0)
δ=angle of friction between soil and abutment (0)
Ah=elastic seismic coefficient [see Clause 9.1]
Av= vertical seismic coefficient– it’s value being taken consistently throughout the stability analysis of wall
Page 111
Ah
θ  tan -1
1  Av
equal to 2/3 Ah. (0)

i=backfill slope angle (0)
β=slope of wall to the vertical, negative as shown (0)
F.1.1.2 Point of Application – From the total pressure computed as above subtract the static active
pressure obtained by putting Av = Ah = θ = 0 in the expression given by equation F.1and F.2. The
remainder is the dynamic increment. 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 increment shall be
assumed to be at mid-height of the wall.
F.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:
1
EPE   H 2 (1  AV ) K PE (F.3.)
2
Where the seismic passive earth pressure coefficient KPE is given by
2
cos 2 (     )  sin(   )sin(    i ) 
EPE   1   (F.4.)
cos  cos  cos(     ) 
2
cos(     ) cos(i   ) 
F.1.2.2 Point of application - From the static passive pressure obtained by putting k h  kv    0 in the
expression given by equation F.3 and F.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.
F.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:
qH cos 
( E AE ) q   (1  AV ) K AE (F.5.)
cos(i   )
F.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.
F.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:
qH cos 
( PPE )q  K PE (F.6.)
cos(i   )
F.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
Page 112
F.2 Effect of Saturation on Lateral earth Pressure

F.2.1 For saturated earthfill, the saturated unit weight of the soil shall be adopted in the Equation F.1
F.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 equation F.2 and F.4 with the
following modifications:
a) The value of  shall be taken as the value 1/2 of  for dry backfill.
b) The value of θ shall be taken as follows:
  t Ah 
  tan 1   (F.7.)
  b (1  Av ) 
Where
= saturated unit weight of soil (kN/m3)

= submerged unit weight of soil (kN/m3)
Ah= elastic seismic coefficient
Av =vertical seismic coefficient= 2/3 Ah

c) Buoyant unit weight shall be used in equation F.1 and F.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 Av = Ah = θ = 0but using buoyant unit weight. The remainder shall be dynamic increment.
F.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.
F.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 F2. Equation
F.7 shall be used to calculate θ using instead of . Then total active and passive pressure can be
obtained from equation F.1 and F.2 using equivalent unit weight ( )
F.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.
Page 113
Tan(900-) =
l
OR
h2
l2 Area = Area1 + Area2

h
h1
e =

e =
Notes:
(1) Exact solution when ru = 0. e =
(2) Approximate Solution when ru > 0.
Figure F 2: Effective unit weight for partially submerged backfills
Page 114
Appendix – (G) Simplified Procedure for Evaluation of

Liquefaction Potential
(Clause 15.4)
G-1 Cohesionless Soils
Due to the difficulties in obtaining and laboratory testing of undisturbed representative samples from most
potentially liquefiable sites, in-situ testing is often relied upon for assessing the liquefaction potential of
cohesionless soils. 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 and silts is the Simplified Procedure1. 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  0.00765 z for z  9.15 m and

rd  1.174  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 , as;
CSR  0.65a max / g rd  v /  v 
where v and  v are the total and effective vertical stresses, respectively, at depth z, amax is the peak
horizontal ground acceleration (PHGA), and g is the acceleration due to gravity. In the absence of site-
specific estimates of amax , the PHGA may be estimated by amax / g  ZIS / g , where Z is the zone factor
obtained from Table-3 as described earlier, I is the importance factor as per Table-4 and Sa / g is
spectral acceleration coefficient obtained from Clause 9.1. For estimating the vertical total and effective
stresses, the water table should be assumed at the highest piezometric elevation likely to be encountered
during the operational life of the dam or the embankment except where there is a free standing water
column. For assessing liquefaction potential of soil layers underneath free standing water column, the
height of free standing water should be neglected and water table should be assumed at the soil surface.
1
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.
Page 115
For assessing liquefaction susceptibility using the SPT go to Step 5a, for the CPT go to Step 5b, and the
shear wave velocity go to Step 5c, to compute cyclic resistance ratio (CRR7.5) for Mw 7.5 earthquakes.
Cyclic resistance ratio, CRR for sites for earthquakes of other magnitudes or for sites underlain by non-
horizontal soil layers or where vertical effective stress exceeds 1 atmospheric pressure is estimated by
multiplying CRR7.5 by three correction factors, Km, Kα and Kσ respectively. Here correction factors for
magnitude sloped stratigraphy and effective stress has been denoted with symbols Km, Kα and Kσ,
respectively. These correction factors are obtained from figures G-1, G-2 and G-3.
Step 5a:
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 G-1 in the absence of test-specific energy measurement.
The standardized SPT blow count 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 SPT configurations are provided in Table G-2.
Calculate the normalized standardized SPT blow count,  N1 60 using  N 1 60  C N N 60 , where  N1 60 is
the standardized blow count
normalized to an effective overburden pressure of 98 kPa in order to eliminate the influence of confining
pressure. Stress normalization factor CN is calculated from following expression:
CN  Pa /  v 
1/ 2
Subjected to C N  2 , where Pa is the atmospheric pressure. However, the closed-form expression

proposed by Liao and Whitman (1986) may also be used:
C N  9.79 1 /  v 
1/ 2
The Critical Resistance Ratio (CRR) or the resistance of a soil layer against liquefaction is estimated from
Figure A-5 for representative  N 1 60 value of the deposit.
Step 5b:
Calculate normalized cone tip resistance, q c1N 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 3 2
K c  0.403I c  5.581I c  21.63I c  33.75I 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
Q  qc   v  Pa Pa  v  , F   f q c   v  100 , f is the measured sleeve friction and n
n
where
has the same values as described earlier. Assess susceptibility of a soil to liquefaction using Figure G-6.
The CRR for a soil layer is estimated from Figure A-6 using the q c1N cs value representative of the layer.
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.
Page 116
Step 5c:
Vs1  Vs  Pa  v 
0.25
Calculate normalized shear wave velocity, Vs1 , for clean sands using: subjected to
Vs1  1.3  Vs .
The CRR for a soil layer is estimated from Figure G-7 using the Vs1 value representative of the layer.
Appropriate CRR- Vs1 curve should be used in this assessment depending on the fines content of the
layer.
Step 6: Correct CRR7.5 for earthquake magnitude (Mw), stress level and for initial static shear using
correction factors km, k and k, respectively, according to:
CRR  CRR7.5 .k M k .k

where, km, k k are correction factors, respectively for magnitude correction (Figure G-1), effective
overburden correction (Figure G-2) and sloping ground correction (Figure G-3), in combination with Figure
G-4. The Critical Stress ratio CRR7.5 is estimated from Figure G-5 for SPT, Figure G-6 for CPT and Figure
G-7 for shear wave velocity data.
Step 7: Calculate the factor of safety against initial liquefaction, FS , as:
FS  CRR / CSR
where CSR is as estimated in Step 4 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  1.1 .
G-2 Cohesive Soils

Cohesive soils are often deemed to be non-liquefiable if any one of the following conditions is not
satisfied (Figure G-8a):
 Percent (by weight) finer than 5 μm  15 %
 wl  35 %
 wn  0.9  wl
where wl is the Liquid Limit and and wn is the Natural Moisture Content, respectively. These conditions
are collectively referred to as the Chinese Criteria. Since the Chinese Criteria are not always
conservative, Seed et al. (2003)2 recommend the following alternative (Figure G-8b):
 Cohesive soils should be considered liquefiable if wl  37 %, Ip  12 % and wn  0.85  wl, where Ip is
the Plasticity Index
 Liquefaction susceptibility of soils should be considered marginal if wl  47 %, Ip  20 % and
wn  0.85  wl, where Ip is the Plasticity Index and for such soils liquefaction susceptibility should be
obtained from laboratory testing of undisturbed representative samples
Cohesive soils should be considered non-liquefiable if wl  47 % or Ip  20 % or wn  0.85  wl, where Ip is
the Plasticity Index
2
B. Seed, K. O. Cetin, R. E. S. Moss, A. M. Kammerer, J. Wu, J. M. Pestana, M. F. Riemer, R.B. Sancio, J.D. Bray,
R. E. Kayen, and A. Faris 2003. Advances in Soil Liquefaction Engineering: A Unified and Consistent Frame
Work, Proceedings of 26th Annual ASCE Los Angeles Geotechnical Spring Seminar, Keynote Presentation,
Long Beach, California.
Page 117
Table G-1: Recommended “Standardized’ SPT Equipment.

Element Standard Specification
Sampler Standard split-spoon sampler with: (a) Outside
diameter = 51 mm, and Inside Diameter = 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: (a) drop hammer (b)

weight = 65 kg; (c) drop = 750 mm (d) delivers 60%
of the theoretical potential energy
Rope Two wraps of rope around the pulley
Borehole 100 to 130mm diameter borehole
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 450 mm of

penetration into the ground
Notes:
(1) If the equipment meets the above specifications, N = N60 and only a correction for overburden are needed.
(2) This specification is essentially the same to the ASTM D 1586 standard.
Page 118
Table G-2: Correction Factors for Non-Standard SPT Procedures and Equipment.
Correction for Correction Factor

Nonstandard Hammer Type CHT =0.75 for DH with rope and pulley
(DH= doughnut hammer; ER = CHT =1.33 for DH with trip/auto and ER = 80
energy ratio)
Nonstandard Hammer Weight or H W
Height of fall C HW 
63.5  762
(H = height of fall in mm; W = hammer
weight in kg)
Nonstandard Sampler Setup CSS =1.10 for loose sand
(standard samples with room for
CSS =1.20 for dense sand
liners, but used without liners
Nonstandard Sampler Setup CSS =0.90 for loose sand
(standard samples with room for
CSS =0.80 for dense sand
liners, but liners are used)
Short Rod Length CRL =0.75 for rod length 0-3 m
Nonstandard Borehole Diameter 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
Magnitude Scaling Factor, Km
Figure G-1: Magnitude Correction factor
Page 119
Figure G-2: Stress correction factor
   ho /  v
Figure G-3: Correction for initial static shear (Note: Initial static shear for an embankment
may be estimated from Figure A-4)
Page 120
P
Z    x 

 R2 
 x    x  2 x log e 
 R1 
P
 xz   Z

 1  P  2 R2
1 
  (  x  z log e 2) 2 
 2    R1 
PZ R2 1
 max  ( Log e2 2) 2
 R1
Figure G-4: Initial static shear under an embankment
Page 121
CRR7.5
(N1)60
Figure G-5: Relationship between CRR and (N1)60 for sand for Mw, 7.5 earthquakes
Page 122
CRR7.5
(qc1N)cs
Figure G-6: Relationship between CRR and (qc1N)cs for Mw, 7.5 earthquakes
CRR7.5
Vs1 m/s
Figure G-7: Relationship between CRR and Vs1 for Mw, 7.5 earthquakes
Page 123
100
Liquefiable if %finer
than 5µm ≤15
wl (%)
wl = 35
wn = 0.9wl
0
0 100
Figure G-8a: The Chinese Criteria (Seed et.al., 2003)
100
Not Liquefiable
Ip (%)
Test if Wn ≤ 0.85Wl
Liquefiable if Wn ≤ 0.85Wl
20
12
0
0 37 47 100
Wl (%)
Figure G-8b: Proposal of Seed et al. (2003)
Page 124
Appendix – (H) System property modification factors

(Clause 19.3)
H-1 General
Kd,max = Kd x max,Kd and Kd,min = Kd x min,Kd
Qd,max = Qd x max,Qd 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)
H-2 Elastomeric bearings
Factors for max

Factors for min
max,v = Established by test
min = 1.0 for Kd and Qd max,c = 1.0
max,tr = Established by test
max,a = See Table G 2.1
max,t = See Table G 2.2
max,scrag = See Table G 2.3
Page 125
Table H - 2.1: Value of max,a
max,a
Kd Qd
Low-Damping 1.1 1.1
natural rubber
High-Damping rubber with small difference between scragged and 1.2 1.2
unscragged properties
High-Damping rubber with large difference between scragged and 1.3 1.3
unscragged properties
Lead - 1.0
Neoprene 3.0 3.0
Table H - 2.2: Value of max,t
Minimum Temp max,t
for design Qd Kd
0
C HDRB1 HDRB2 LDRB2 HDRB1 HDRB2 LDRB2
21 1.0 1.0 1.0 1.0 1.0 1.0
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%)
2
Small differences in scragged and unscragged properties
Table H - 2.3: Value of max,scrag
max,scrag
Qd Kd
HDRB HDRB with HDRB with HDRB
LDRB LDRB
with βeff ≤ 0.15 βeff ≤ 0.15 βeff ≤ 0.15 with β eff ≤ 0.15
1.0 1.2 1.5 1.0 1.2 1.8
Page 126
H-3 Sliding Isolation system Factors for max

max,scrag = does not apply
Factors for min
max,v = does not apply
min = 1.0 for Kd and Qd max,a = See Table H 3.1
max,c = See Table H 3.2
max,tr = See Table H 3.3
max,t = See Table H 3.4
Table H – 3.1 : Value of max,a

max,a
Unlubricated Lubricated Bimetallic Interfaces
PTFE PTFE
Condition Sealed Unsealed Sealed Unsealed Sealed Unsealed
Environment
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
Table H – 3.2: Value of max,c

max,c
Unlubricated Lubricated Bimetallic
Interfaces
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
Unsealed with stainless steel surface facing up Not Allowed Not Allowed Not
Allowed
Table H – 3.3: Value of max,tr

Cumulative Travel max,c
Unlubricated Lubricated Bimetallic Interfaces

(M) PTFE* PTFE
1005
< 2010 1.1 1.1 To be established by test
> 2010 1.1 3.0 To be established by test
Page 127
* Test data based on 1/8-inch sheet, recessed by 1/16 inch and bonded.
Table H – 3.4: Value of max,t
Minimum Temp max,t

for design
0
C Unlubricated Lubricated Bimetallic Interfaces
PTFE PTFE
21 1.0 1.0 To be established by
test
0 1.1 1.3
-10 1.2 1.5
-30 1.5 3.0
Page 128
Appendix – (I) Post Earthquake Operations and

Inspections
I.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.
I.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 I-1 and I-2 will govern the operations.
Table – I-1 Specified Radius of Different Earthquake

Earthquake
Magnitude Response Specified
Level Radius
(Richter)
0- 4.9 I
5.0 – 5.9 II 80 km
III 160 km
6.0 – 6.9
II 240 km
III *
7.0 or above
II *
* As directed but not less than 6.0-6.9

Table – I-2 Details of Response Level
Response
Details
level
Resume maximum operation speed. The need for the continuation of inspections
I
will be determined by proper authority responsible for maintenance of P.Way.
All trains and engines will run at restricted speed within a specified radius of the
II epicenter until inspections have been made and appropriate speeds established by
proper authority.
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
III 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.
Page 129
I.2 - Post Earthquake Inspection

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

During the post earthquake inspection, following items shall be observed:
o Line, surface and cross level irregularities caused by embankment slides or liquefaction
o Track buckling or pull apart due to soil movement
o Offset across fault rupture
o Disturbed ballast
o Cracks or slope failures in embankments
o Slides and/or potential slides in cuts, including loose rocks that could fall in an aftershock
o Scour due to tsunami in coastal area
Potential for scour or ponding against embankment due to changes in water course
I.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 Displaced or damaged bearings
o Stretched or broken anchor bolts
o Distress in viaduct tower
o Buckled columns or bracings
o Tension distress in main members or bracings
o Displaced substructure elements
Concrete bridge inspection shall include the following :

o Displacement at bearings
o Displaced substructure elements
o Cracks in superstructure
o 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.
Page 130

Part 2 – Explanatory Examples
Page 131
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
Page 132
1.2. Weight Calculation Coefficient of Dynamic Augment (CDA) ,

8
CDA  0.15 
1.2.1. Dead Load Calculation (6  L)
8
Dead Load (DL) per meter of 76.2 m girder CDA  0.15 
(6  76.2)
without track load = 43.7 kN/m
= 0.25
(As per data supplied by RDSO)
Impact Load = CDA X L.L.
= 0.25 X 9800 = 2450 kN
DL per meter of ballast less track = 0.4 kN/m
1.3. Seismic Wight
DL per meter of superstructure Seismic weight in longitudinal direction
= DL of girder + DL of track = Total DL of structure + No LL
= 43.7 + 0.4 = 44.1 kN/m (Section 8.4)

= 4114kN
Total DL of superstructure
= 44.1 x 76.2 = 3360 kN Seismic weight in transverse direction
= Total DL of structure +50 % LL
DL of one pier =   D2 / 4 H p   (Section 8.4)

= 4114 + 0.50 x 9800 = 9014 kN
= π x 22 /4 x 12 x 25 = 942 kN
1.4. Fundamental Natural period
Total DL of structure
= DL of superstructure + 80% DL of pier For simply supported bridges, the fundamental
natural period (T) in seconds is given by:
(Section 9.1.1)
= 3360 + 0.8 x 942 = 4114 kN T =2 δ
(Section 9.1.1)
1.2.2. Live Load Where, δ = horizontal deflection in meters due to

lateral force, F equal to weight of superstructure
and 80 % of weight of substructure and
Live Load (LL) for HM loading on 76.2 m span appropriate amount of live load
= 128.6 kN/m Since, the superstructure has roller / hinge
(As per data supplied by RDSO) supports, it is reasonable to assume that pier will
behave like cantilever, fixed at the base and free
at the top. Hence
Total live load = 128.6 x 76.2 = 9800 kN
Page 133
FH 3
p  Lateral force to be applied, F = 9014 kN
 
3 EI 3
FH p
 
3 EI
Where,
H p = Pier height from top of foundation = 9014х 123 / (3 х 27386130 х 0.589) = 0.32 m
= 12 m
T = 2 δ = 2х 0.32 = 1.13 sec
E = Modulus of elasticity of pier material
=5000√fc
1.5. Seismic Load as per IITK-RDSO
(Section 6.2.3.1, IS456:2000) Guidelines
= 5000√30 = 27386 N/mm2
= 27386130 kN/m2 1.5.1 Horizontal Elastic Seismic Acceleration
I g = Gross moment of inertia of pier section Coefficient
= π/64 х D4 = π x 24 /64
= 0.785 m4 Horizontal elastic seismic acceleration
coefficient, Ah
Ieff = effective moment of inertia of pier section
Z S
Ieff = 0.75 x Ig (Section 9.1.1.1) Ah  I a (Section 9.1)
2 g
= 0.75 x 0.785 = 0.589 m4
Where,
Z = 0.36 (zone V; Table 3)
1.4.1. Longitudinal Direction
I = 1.5 (Table 4)
In longitudinal direction, no live load is
considered. (Section 8.4) Damping = 5% (Section 8.6.1)
 Lateral force to be applied, F = 4114 kN Site has hard soil (Type I)
3
Lateral deflection,
FH p Longitudinal direction :
 
3 EI Sa/g = 1.0 / 0.77 = 1.31
= 4114 х 123/ (3 х 27386130 х 0.589) Ah = (0.36 / 2) x 1.5 x 1.31 = 0.35
= 0.15 m Transverse direction:

Sa/g = 1.0 / 1.13 = 0.88
Time period T  2 
Ah = (0.36 / 2) x 1.5 x 0.88 = 0.24
= 2х 0.15 = 0. 77 sec
1.5.2. Elastic and Design Horizontal Seismic
Load
1.4.2. Transverse Direction
1.5.2.1 Elastic Seismic load
In transverse direction, 50% live load is
considered. (Section 8.4) F e  AhW
Page 134
(Section 9.2.1)
In longitudinal direction H = Height of submerged portion of pier
e
F = 0.35 x 4114 = 1440 KN = 1/3 of pier height = 4 m
In transverse direction r = Radius of enveloping cylinder
e
F = 0. 24 x 9014 = 2163 KN =1m
1.5.2.2 Design Seismic load H/r = 4,
Hence ,
Design seismic load is obtained by dividing the Ce = 0.73
elastic seismic by response reduction factor, R
(Table 8 of Section 14.2)
(Section 9.3)
Ah in longitudinal direction = 0.35
Since, RCC Pier with ductile detailing,
R = 2.5 (Table 6 of Section 9.3)

Ah in transverse direction = 0.24
Design seismic load in longitudinal direction
We = Weight of the submerged portion of
= 1440 / 2.5 = 576 kN
enveloping cylinder
= ρw x π a2 H
Design seismic load in transverse direction
= 9800 x π 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 F = Total horizontal hydrodynamic force
horizontal hydrodynamic force along the
direction of ground motion is given by in transverse direction
= 0.73 x 0.24 x 123 = 21 kN
F = C e × Ah × W e
(Section 14.2) 1.5.3.2. Design Hydrodynamic Force
Design horizontal hydrodynamic force is ratio of

12 total hydrodynamic force and response reduction
factor.
F (Resultant Pressure)
4m 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
Page 135
Design hydrodynamic force in transverse (1) 1.25 DL + 1.5 EQ

direction
(2) 1.25DL + 0.3 (LL+IL) + 1.2EQ + 1.4HY
= 21 / 2.5 = 9 KN
(Section 8.8)
Where, DL = Dead Load, LL = Live Load,
EQ= Earthquake Load , IL = Impact Load
1.5.4. Vertical Seismic Acceleration Note – Other loads i.e. Superimposed dead Load
(DL(S)), Live load on footpath (LL(f)),
The elastic vertical Seismic Acceleration
Hydrodynamic Pressure (HY), Prestressing force
Coefficient
(PS), Buoyancy load (BO), Earth Pressure (EP)
etc. are not considered.
2 Z 
Av    I  Sa (Section 8.8)
3 2 g Loads on pier as per two load combination are
shown below:
As the superstructure is very rigid, the time
5143 kN 8818kN
period in vertical direction will be very less. 1287 kN 1042 kN
Hence, Sa/g = 2.5.

Now, 869 kN 713 kN
Z = 0.36 (Table 3 of Section 8.1)

I = 1.5 (Table 4 of Section 8.2)
Load Combination (1) Load Combination (2)

 Av = (2/3) x 0.36/2 x 1.5 x 2.50
= 0.45
1.6. Seismic Loads as per existing Bridge
Rules and IRS Concrete Bridge
Since the vertical seismic acceleration Code
coefficient is less than 0.5, no vertical hold- Dead load, live load are same as given in section
down devices will be required. 1.2.1, 1.2.2
(Section 13.3.1)
The design vertical seismic acceleration 1.6.1. Seismic Weight
coefficient will be
Seismic weight in longitudinal direction
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 = 4111 kN
example, this 18 % additional force has been Seismic weight in transverse direction
neglected.
= 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
The design values of horizontal seismic
Page 136
coefficient αh shall be computed by the 1.7. Seat Width Calculation

following expression:
h    I o (Section 2.12.4.2, Bridge Rule) 5760 kN 27198kN
1731 kN 1352 kN
Where,
β = coefficient for soil foundation system 790 kN 617 kN
=1 (Section 2.12.4.3, Bridge Rule)
I = coefficient for importance of bridge
= 1.5 (Section 2.12.4.4, Bridge Rule)
Load Combination (1) Load Combination (2)
α0 = Basic horizontal seismic coefficient Seat width W (mm) = 500 + 2.5L + 10 HP

= 0.08 (Section 2.12.3.3, Bridge Rule) (Section 16.3)
αh = 1x 1.5 x 0.08 = 0.12
L = Length (in meters) of the superstructure to

1.6.3. Seismic Load the adjacent expansion joint or to the end of
superstructure = 76.2 m
W = 500 + 2.5x76.2 + 10x12
Total seismic load in longitudinal direction
= 810 mm
= 0.12 x 4111 = 493 kN
This is the minimum seat width to be provided
here. If the value of the seat width obtained from
Total seismic load in transverse direction load requirement comes less than this value, still
the minimum seat width will have to be
= 0.12 x 9011 = 1081 kN provided.
1.6.4. Load Combinations

(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:
Page 137
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
Time period = 0.77 sec;
h = 0.12
Ah/R = 0.35 / 2.5 = 0.14
5143 kN 8818 kN 5760 kN 27198 kN
869 kN 713 kN 790 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
Time period = 1.15 sec; h = 0.12
Ah/ R = 0.24/2.5 = 0.096
5143 kN 5760 kN 27198 kN

8818 kN
1287 kN 1042kN 1731 kN 1352 kN
1.25 DL + 1.5 EQ 1.4 DL + 1.6 EQ

1.25DL +0.3(LL+IL)+1.2EQ 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 Braking/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 / Braking force, which
acts in longitudinal direction will be 1325 kN.
Page 138
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
Ah/R = 0.59 / 2.5 = 0.24
5143 kN 8818 kN 5760 kN 27198 kN
1191 kN 1184 kN 925 kN

1452 kN

1.4DL +1.75(LL+IL)+1.25EQ
Proposed IIT-RDSO Guidelines existing Bridge Rules + IRS concrete code
Ah /R = 0.40 / 2.5 = 0.16
5143kN 8818 kN 5143 kN 22293 kN
2149 kN 1739 kN 2595 kN 2028 kN
1.4 DL + 1.6 EQ
1.25 DL + 1.5 EQ
1.25DL +0.3(LL+IL)+1.2EQ 1.4DL +1.75(LL+IL)+1.25EQ
Page 139
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 Bridge A Bridge B
Span 12.2 m 76.2 m
Height 8m 30 m
Diameter of pier 2m 3m
Soil type Hard,  = 1.0 Hard,  = 1.0
Importance Factor (I) 1.5 1.5
Seismic zone Z = 0.36, 0 = 0.08 Z = 0.36, 0 = 0.08
Response reduction factor, R 2.5 2.5
Dead Load (DL) per meter girder without track load 8.80 kN/m 43.7 kN/m
DL per meter of ballast less track 0.4 kN/m 0.4 kN/m
DL per meter of superstructure 9.2 kN/m 44.1 kN/m
Total DL of superstructure 112 kN 3360 kN
DL of one pier 628 kN 5301 kN
Total DL of structure 615 kN 7602 kN
Live Load (LL) for HM loading on span 166.2 kN/m 128.6 kN/m
Total live load 2028 kN 9800 kN
Impact Load 1197 kN 2450kN
Seismic Wight
Longitudinal direction 615 kN 7602 kN
Transverse direction 1629 kN 12502 kN
Gross moment of inertia of pier section 0.785 m4 3.976 m4
Effective moment of inertia of pier section 0.589 m4 2.982 m4
Page 140
2.2 Seismic Loads

Table 2.2 Seismic Loads for Bridge A
Quantity IITK-RDSO existing Bridge

Guidelines Rules
Fundamental period
Longitudinal 0.16 sec -
Transverse 0.26 sec -
Longitudinal 2.5 -
Transverse 2.5 -
Horizontal Elastic Seismic Acceleration Coefficient
Longitudinal 0.68 -
Transverse 0.68 -
Design Seismic Acceleration Coefficient

Longitudinal 0.68/2.5 = 0.27 0.12
Transverse 0.68/2.5 = 0.27 0.12
Elastic Seismic load
Longitudinal 415 kN -
Transverse 1100 kN -
Design Seismic load
Longitudinal 166 kN 74 kN
Transverse 440 kN 195 kN
Total horizontal hydrodynamic force
Transverse 36 kN -
Design Hydrodynamic Force
Transverse 14 kN -
Vertical Seismic Acceleration Av 0.45 -
Design vertical seismic acceleration coefficient 0.45/2.5 = 0.18 -
Page 141
Table 2.3 Seismic Loads for Bridge B
Quantity IITK-RDSO existing Bridge

Guidelines Rules
Fundamental period
Longitudinal 1.83 sec -
Transverse 2.35 sec -
Longitudinal 0.55 -
Transverse 0.43 -
Horizontal Elastic Seismic Acceleration Coefficient
Longitudinal 0.15 -
Transverse 0.12 -
Design Seismic Acceleration Coefficient
Longitudinal 0.15/2.5 = 0.06 0.12
Transverse 0.12/2.5 = 0.048 0.12
Elastic Seismic load
Transverse 1438 kN -
Design Seismic load
Longitudinal 488 kN 912kN
Transverse 575 kN 1500 kN
Total horizontal hydrodynamic force
Transverse 58 kN -
Design Hydrodynamic Force
Transverse 23 kN -
Vertical Seismic Acceleration Av 0.45 -
Design vertical seismic acceleration coefficient 0.18 -
Page 142
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
Ah/R = 0.68 / 2.5 = 0.27
769 kN 1736 kN 861 kN 6505 kN
251 kN 221 kN 92 kN
118 kN
1.25 DL + 1.5 EQ 1.4 DL + 1.6 EQ

1.25DL +0.3(LL+IL)+1.2EQ 1.4 DL +1.75(LL+IL)+1.25EQ
Ah/R = 0.68 / 2.5 = 0.27
769 kN 1736kN 769 kN 5284 kN
665 kN 552 kN 313 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 Braking /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 / Braking force, which acts in longitudinal
direction will be 510 kN.
Page 143
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
Ah / R = 0.15 / 2.5 = 0.06
9502 kN 10642 kN 32080 kN

13177 kN
673 kN 1460 kN 1140 kN

580 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
Ah / R = 0.12/2.5 = 0.048
9502 kN 13177 kN 10642kN 32080 kN
863 kN 723 kN 2400 kN 1875 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 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 are
almost one-third than that from the existing Bridge Rules.
2. The bridge is also subjected to other lateral loads like Racking force and Braking /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 / Braking force, which acts in longitudinal direction
will be 1325 kN.
Page 144
Example 3 – Calculation of Seismic Forces for

Superstructure
A simply supported railway bridge with steel superstructure of plate girder – welded type has 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
lateral seismic forces on bridge superstructure. Bridge pier has isolated spread footing type foundation.
Solution:

Section Property of Superstructure 0.62m
0.045m
Outside height (t3) = 2.05 m
Top flange width (t2) = 0.620 m
Top flange thickness (tf) = 0.045 m 2.05 m
0.014 m
Web thickness (tw) = 0.014 m
Bottom flange width (t2b) = 0.620 m
0.045 m
Bottom flange thickness (tfb) = 0.045 m 1.98 m
Fig 4.1:- Sketch of superstructure
Page 145
= Total DL of superstructure +50 % LL

(Section 8.4)
3.2. Weight Calculation = 594 + 0.50 x 3575 = 2382 kN
3.2.1. Dead Load Calculation 3.4. Fundamental Natural period

Dead Load (DL) per meter of 24.4 m girder
without track load = 23.96 kN/m For simply supported bridges, the fundamental
(As per data supplied by RDSO) natural period (T) in seconds is given by:
T = 2 δ
DL per meter of ballast less track = 0.4 kN/m (Section 9.1.1)
(As per data supplied by RDSO) Where, δ = horizontal deflection in meters due to
lateral force, F equal to weight of superstructure
and 80 % of weight of substructure and
DL per meter of superstructure 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
Total DL of superstructure at the top. Hence
= 24.4 x 24.4 = 594 kN FH P2

3EI
DL of one pier =   D2 / 4 H p   where,
= π x 22 /4 x 12 x 25 = 942 kN H p = 12 m
3.2.2. Live Load
Live Load (LL) for HM loading on 24.4m span =5000√fc = 27386130 kN/m2
= 146.52 kN/m
(Section 6.2.3.1, IS456:2000)
I g = π/64 х D4 = 0.785 m4

Ieff = 0.75 x Ig =0.589 m4 (Section 9.1.1.1)
3.3. Seismic Wight 3.4.1. Longitudinal Direction

Seismic weight in longitudinal direction In longitudinal direction, no live load is
= Total DL of superstructure + No LL considered. (Section 8.4)
(Section 8.4)  Lateral force to be applied, F =
= 594 kN = 594 + 0.8 x 942 = 1348 kN
Lateral deflection,
Seismic weight in transverse direction
Page 146
FH P2 1348  123
 
3EI 3  27386130  0.589 Longitudinal direction :
= 0.05 m Sa/g = 1.0 / 0.44 = 2.28
Ah = 0.36 / 2 x 1.5 x 2.28= 0.62
Time period T  2  = 0.44 sec
Transverse direction:
3.4.2. Transverse Direction
Sa/g = 1.0 / 0.67 = 1.49
In transverse direction, 50% live load is
considered. (Section 8.4) Ah = 0.36 / 2 x 1.5 x 1.49 = 0.40
 Lateral force to be applied, F =

= 594 + 0.8 x 942 + 0.5 x 3575 = 3136 kN 3.5.2. Elastic and Design Horizontal Seismic
Load
Lateral deflection,
3.5.2.1 Elastic Seismic load
FH P2 3136  123
  F e  AhW
3EI 3  27386130  0.589
(Section 9.2.1)
In longitudinal direction
Fe = 0.62 x 594 = 366 kN
In transverse direction
Fe = 0.40 x 2382 = 961 kN
= 0.11 m
Time period T  2  = 0.67 sec

3.6. Seismic Loads as per Bridge Rules
and IRS Concrete Bridge Code
3.5. Seismic Load as per IITK-RDSO
Guidelines Dead load, live loads are same as given in
section 4.2.1, 4.2.2
3.5.1 Horizontal Elastic Seismic Acceleration
Coefficient 3.6.1. Seismic Weight
Horizontal elastic seismic acceleration Seismic weight in longitudinal direction
coefficient, Ah
= 594 kN
Z S
Ah   I  a (Section 9.1) Seismic weight in transverse direction
2 g
= 2382 kN
Where,
3.6.2. Design Seismic Coefficient
I = 1.5 (Table 4)
The design values of horizontal seismic
Damping = 5% (Section 8.6.1) coefficient αh shall be computed by the
Site has hard soil (Type I) following expression:
Page 147
 h    I   o (Section 2.12.4.2, Bridge Rule)

Where, 3.7. Racking force and Braking force
β = coefficient for soil foundation system 3.7.1. Racking force
=1 (Section 2.12.4.3, Bridge Rule) Lateral load in transverse direction due to
racking force of moving load = 5.88 kN / m
I = coefficient for importance of bridge
(Section 2.9.1, IRS Bridge Rules, 2004)
= 5.88 x 24.4 = 144 kN
α0 = Basic horizontal seismic coefficient
3.7.2. Braking force
Lateral load in longitudinal direction due to
αh = 1x 1.5 x 0.08 = 0.12
braking force of moving load
= 882 kN
3.6.3. Seismic Load
(APPENDIX – XIII, IRS Bridge Rules, 2004)
Total seismic load in longitudinal direction
= 0.12 x 594 = 71 kN
Total seismic load in transverse direction
= 0.12 x 2382 = 286 kN
Table 3.1: – Seismic Force for superstructure
Lateral forces
IITK –RDSO Guidelines Existing bridge rules Racking / Braking force
Longitudinal 366 kN 71 kN 882 kN
Direction
Transverse 961 kN 286 kN 144 kN
Direction
Page 148
3.8. Calculations for Wind Forces
3505 mm
600 mm
(2150 WEB + 100 FLANGE +150 SLEEPER
+ 156 RAIL + 25 PACKING = 2581)
2581 mm
1980 mm
Wind load on windward girder

150  2.581  25.6
  9.91t
1000
Wind load on leeward girder = 25% of
Windward girder = 9.91 x 0.25 = 2.47t
(cl.2.11.3.1 of B.R)
W.L. on moving load
Page 149
150  3.505  25.6 there are 7.5 panels) = 15.2t
1
5
.
2
  13.46t
1000
2
Force at node ‘A’ = =7.6t
W.L. due to above transverse load = 9.91 + 2.47
3 4
1
5
.
2
+ 13.46 = 25.84 t = 256 kN
Force at node ‘H’ =  = 11.4t
3.9 Seismic Calculation
1 4
1
5
.
2
3
.
8
t
Transverse seismic load as per IIT-RDSO
guidelines (Table 3.1 above) Force at node I =  
961KN>256KN Shear in end way = 56.75 – 3.8 = 52.95t
Hence, seismic forces are governing by Racking Eff. Length of bracing =
force @ 600 kg/m (eff. Span > 20m) (cl.2.9.1 of
2
0
.
7
1
9
8
1
7
0
.
6
B.R)     
=(600 x 25.6)/1000=15.36 t
= 0.7 x 261.36 = 182.95 cm
2
6 1
1
.
3 8
6
Total lateral load = 98.1 + 15.36 = 113.5t
5
2
.
9
5
7
0
t
1
1 2
3
.
5
9
 
5
6
.
7
5
t
Force in end lateral =

End Reaction 
1
1 7
3
.
5
.
5
Force at intermediate node = (since
7.6 t 15.2 t 15.2 t 15.2 t C 15.2 t 15.2 t 15.2 t 11.4 t 3.8 t
A B C D E F G H I
1980 mm
1706.5
25600 mm
R = 56.75 t R = 56.75 t
Page 150
Design of top Lateral Bracing Calculation of No. of Rivets

Using two angles 130*130*10 No. of rivets required
7
0
1
4
.
7
2
Area = 50.12cm
4
.
7
6
n= 
rmin =4.01mm
Slenderness ratio = 182.95/4.01 =46 Say 16 Nos. 22 power driven field rivets
Pac = 13.95-(13.95-12.59)*6/20 (From table 3.11 DESIGN OF GUSSET PLATE (SIZE
(iv) of SBC) 325 x 10 x 370)
= 13.95-.408=13.54 kg/mm2 Welded Design of End Gusset Plate
Pac (with occasional load) = 13.54*7/6 L = 2 (325 + 181) = 1012 mm
=15.8kg/mm2 = 1.58t/cm2 (From table (i) of
Permissible stress in weld =
SBC)
(Cl.13.4.1 of Weld Bridge Code)
Area required = 70/1.58 = 44.3 cm2
Strength of weld = 0.7 X 5 X 101.2 X 1.02
Area provided =50.12 cm2 > 44.3 cm2 safe
= 72.25 X 5t/cm
3.10 DESIGN OF CONNECTION
Force in gusset due to end lateral = 70t
BETWEEN GUSSETS PLATE TO TOP
7 2
0 .
s
0
.
9
6
c
m
LATERAL BRACING
7
2
5
Size of weld  
Rivet Value
Use 22 power driven field rivets Provide 10mm weld size
Strength of rivet in single shear Welded Design of Intermediate Gusset Plate
2
2
.
3
5
0
.
9
4
4
.
0
8
t
 Welded length of gusset plate (size 370 x 10 x

 
4
f=   820)
L = 820 + 2 x 181 + 510 = 1692mm
Strength of one rivet in bearing against 10mm
thick gusset plate = 2.35 x 1 x 2.2 Strength of weld = 0.7 x S x 189.2 x 1.02
=5.17t = 120.80 x S t/cm
Rivet value R = 4.08t Force in gusset plate due to end lateral = 2 x
52.95 = 105.0t
R (with occ-load) = 4.08 x 1.167 = 4.76t
325
10 510 10
181
181
10 10
GUSSET PL.
GUSSET PL. 370x10x820
325x10x370 820
TOP ;AT. BRACINGS

2Ls. 130x130x10
Page 151
1
0
5
.
9
Provide 10mm weld
1
2
0
.
8
Size of weld S = = 0.877cm
6 9
2 .
4 8
t
3.11 DESIGN OF BOTTOM LATERAL
BRACING = 624 kN = = 63.7t
A lateral bracing system between the bottom 50% of L.L. = 0.5 x 3575 = 1788 kN
flange of sufficient strength to transmit 1/4th of (appendix xii of B.R)
total lateral load (Cl. 5.13.2 of SBC)
7 4
0 Seismic Load on moving load
Force in end lateral = = 17.5t = 1788 x Ah = 1788 x 0.4 = 715.2 kN =
73t
Eff. Length of bottom bracings L = 0.7 x 261.36 (Ah=0.4 as per draft IITK)
= 182.95 cm Seismic force on fixed structure
Using s 110 x 110 x 10mm = D.L. Ah = 594 x 0.4 = 237.6 kN =
2
a = 21.06 cm 24.3t
rvv = 2.14 cm Additional vertical effect of seismic on lee-ward
left 182.95 girder due to O.T. effect
  86
rmin 2.14 24.3x1.3  73x(2.581  0.6  1.75)
 = 198t
Pac with occasional loads
1.980
  8.32  10.57  Load/bearing = 198/2 =99t
10.57   6  10.57  0.675
 20  ANALYSIS OF VERTICAL FORCES
2
= 9.89 kg/mm Due to D.L.
Area required of bottom lateral bracing Seismic force = D.L. x Av = 594 x 0.45
17.5 (Ah=0.45 as per draft IITK)
  15.22cm 2  21.06cm 2 O.K.
1.15 = 267.3 kN = 27.3t
3.12 ANALYSIS OF DESIGN FORCE FOR Due to L.L. (Shear)
BEARING DESIGN Seismic force = L.L. (50%) x Av
Analysis of Transverse forces for design = 1788 x 0.45 = 804.6 kN = 82.1t
5
5
4
.
5
7
(Appendix XII of B.R)

2
7
.
3
8
2
.
1
4
Fy = maximum S.F./Bearing = =

4
Force/bearing = = 27.35t
138.39 t (From DD/2000/2)
Transverse seismic force/bearing Loads/Bearing
9
6
1
2
4
.
5
2
t
W/o With seismic

4
x
9
.
8
Fz = 
Seismic
(as per table 3.1 of draft IITK) Fy 138.39t 138.39+99+27.3 = 265t
Fx = Longitudinal Force/Bearing =
8
8
2
3
6
6
Fx 45.0t 63.7t

2
(as per table 3.1 of draft IITK) Fz - 24.52t
Page 152
6
6
.
2 5
5
3
1
0
3.13 DESIGN OF ROCKER & ROLLER
7
BEARING =  = 884 mm
Design of Expansion End Total length = 884 + 2 x 30 + 52 = 996 mm <

Size of base plate = 1100 x 560 x 40 mm 1010 mm provided
With Seismic Design of Base slab thickness
Actual base pressure Actual bearing pressure
2 .
6 1
5 0
2
4
3
1
t
/
m
3 6 2
2
6
5
1
0
2
0
0
1
.
5
6
4
3
k
g
/
c
m
=  
1
1
0
5
 = 

Permissible stress = 711 x 1.167
7 2
4
3
1
1
0
(M-25 grade concrete)
B.M. at ‘A’ =   =115885 kgcm
= 829.7 t/m2 O.K.
Design of Roller B.M. at ‘B’ =
2
2
1 2
3
4
3
1
1
0
6
6
.
2
5
1
4
1
0
Fy (with seismic) = 265 t
    
Provide 4 rollers of dia 150 mm
2
6 4
5
= 1042965 – 927500 = 115465 Kg cm
1
1
5
8
8
5
6
Load/roller = = 66.25t

1
1
0
1
5
7
0
7
/
6
2
3
/
2
4
1.5.3 t = =
Allowable working load/mm length = 0.517   
= 0.5 x 150 = 75 kg/mm 1.9 cm
Net length of roller required provided = 40 mm O.K.
3.14 IMPLICATIONS OF PROPOSED SEISMIC PROVISION ON EXISTING DESIGN OF

ROCKER ROLLER BEARING
BEARING
COMPONENT EXISTING NEW REMARKS
TYPE
Base plate 750mm*460mm*50mm 1100mm*560mm*40mm
Rollers Two rollers 150mm dia. Four rollers 150mm dia.
Knuckle slab
60mm 75mm
thickness
Knuckle
65mm 65mm
A) Roller thickness
bearing
Saddle thickness 40mm 60mm
Four turned bolts 40mm Four turned bolts 40mm dia.
Saddle bolts
dia. property clause 6.6
Anchor bolts Four bolts 40mm dia. Eight bolts 40mm dia.
B) Rocker
Base plate 650mm*900mm*50mm 740mm*1100mm*40mm
bearing
Page 153
Example 4 – Analysis of Superstructure for Vertical

Component of Earthquake
A simply supported railway bridge with steel superstructure of plate girder – welded type has 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. Analyze
bridge superstructure for vertical component of seismic forces
Solution:
4.1 Preliminary Data

Section Property of Superstructure 0.045m
Outside height (t3) = 2.05 m
Top flange width (t2) = 0.620 m 2.05 m
Top flange thickness (tf) = 0.045 m 0.014 m
Web thickness (tw) = 0.014 m

0.045 m
Bottom flange width (t2b) = 0.620 m 0.62m
Bottom flange thickness (tfb) = 0.045 m 1.98 m
Fig 4.1:- Cross – Section of superstructure
Fig 4.2:- Elevation of superstructure
Page 154
4.2 Weight Calculation  Additional dead weight for vertical motion

= 25 % of seismic weight for horizontal motion
4.2.1 Dead Load Calculation = 0.25 x 170.92 = 42.7 kN/m
Dead Load (DL) per meter of 24.4 m girder Thus , in addition to vertical loads due to Dead
without track load = 23.96 kN/m load and Live load , 25 % of additional dead
load in vertical direction.
Total forces in vertical direction

DL per meter of ballast less track = 0.4 kN/m
= DL of superstructure + LL + 25 % additional
(As per data supplied by RDSO) DL
= 24.4 +146.5 + 42.7 = 213.6 kN / m
DL per meter of superstructure
= 23.96 + 0.4 = 24.4 kN/m 213 6 kN / m
4.2.2 Live Load

24.4 m
Live Load (LL) for HM loading on 24.4m span 4.4.2 Static Analysis
= 146.5 kN/m
In this analysis, vertical seismic forces are
(As per data supplied by RDSO) obtained by calculating the time period in
vertical direction.
4.3 Seismic Wight for Horizontal motion For a simply supported span, the fundamental
time period Tv, for vertical motion is given as:-
2 m
Seismic weight for horizontal motion TV  L2
 EI
= Total DL of superstructure + 100 % LL
(Section 8.8.2)
= 24.4 + 146.52 = 170.9 kN/m
where,
L = Span of superstructure = 24.4 m
4.4 Method of Analysis
= 5000√fc = 27386130 kN/m2
4.4.1 Simplified Approach
(Section 6.2.3.1, IS 456:2000)
m = mass per unit length
As per Section 8.8.1 of IITK – RDSO
Guidelines, = (DL + 100 % LL) / g
For superstructure with span less than 80 m, the = (24.4 + 146.52) / 9.81 = 17.42 ton / m
effect of vertical motion can be considered by The superstructure comprises of two I-girders,
analyzing the superstructure for 25 % additional which are connected by horizontal members as
dead weight in upward and downward direction. shown in figure 4.1. The moment of inertia
Page 155
varies along length. Thus, one will have to use = 0.36 / 2 x 1.5 x 2 / 3 x 2.5
equivalent moment of inertia for the span.
= 0.45
Here , without getting in to details of calculation
of moment of inertia , it is assumed that, the time
period of the span in vertical direction will be 4.5 Vertical Seismic Force
less than 0.4 sec , so that the value of Sa/ g = 2.5
 Vertical Seismic Force (EQ) V = Av x W
Spectral Acceleration Coefficient for vertical
motion is taken as two – thirds of horizontal = 0.45 x 213.65 = 96.1 kN / m
spectral acceleration.
(Section 8.8) Note: - 1) using the simplified approach, the
(Sa/ g) v = 2 / 3 x 2.5 = 1.67 seismic forces in vertical direction is 42.7 kN/ m
where as by static analysis seismic forces in
vertical direction is 96.1 kN/m.
Elastic Seismic Acceleration Coefficient, 2) If time period in vertical direction, Tv is
obtained preciously then, Sa/ g will get further
Z 2 S
Ah  I  a reduced.
2 3 g
Page 156
Example 5 – Base Isolated Railway Bridge with Simply

Supported Steel Superstructure
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. It is proposed to provide Lead Rubber bearings (LRB) above pier to
support superstructure. 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. Two bearings will be provided below each super structure girders above a pier
sharing equal loads. Hence, seismic coefficient method can be used for seismic load calculation. Seismic
loads will be obtained from IITK-RDSO Guidelines. A comparison of loads obtained from Base Isolation
bearings and fixed bearings will be presented.
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 5.1 Geometric details of the bridge
Page 157
5.2. Weight Calculation

8
CDA  0.15 
 6  76.2 
5.2.1. Dead Load Calculation
= 0.25
Dead Load (DL) per meter of 76.2 m girder Impact Load = CDA X L.L.
without track load = 43.7 kN/m = 0.25 X 9800 = 2450 kN
5.3. Seismic Wight
DL per meter of ballast less track = 0.4 kN/m Seismic weight in longitudinal direction
(As per data supplied by RDSO) = DL + No LL (Section 8.4)
= 3360 kN (W2) for superstructure
DL per meter of superstructure = 754 kN (W1) for pier
= DL of girder + DL of track
= 43.7 + 0.4 = 44.1 kN/m Seismic weight in transverse direction
= DL + 50 % LL (Section 8.4)
Total DL of superstructure = 3360 + 0.50 x 9800
= 44.1 x 76.2 = 3360 kN = 8260 kN (W2) for superstructure
  D 2 / 4 H p  
= 754 kN (W1) for pier
DL of one pier =
= π x 22 /4 x 12 x 25 = 942 kN 5.4. Lead Rubber Bearing
DL of Pier to be lumped 5.4.1. Properties

= 80% DL of pier
= 0.8 x 942 = 754 kN A circular bearing of 600mm overall diameter
with central lead core of 100mm diameter is
proposed. It has following properties.
5.2.2. Live Load
Size of bearing, B = 600 mm
Effective size, Br = 590 mm
Live Load (LL) for HM loading on 76.2 m span
= 128.6 kN/m Modulus of rubber, Gr = 0.45 MPa
Thickness of rubber layer, tr = 10 mm
No. of rubber layers, nr = 15

Coefficient of Dynamic Augment (CDA), Thickness of steel shims, ts = 3 mm
8 Total rubber Thickness, Tr = 150 mm

CDA  0.15 
6  L Total bearing height, h = 192 mm
Page 158
Elastic modulus of rubber, Er = 4.0 Gr W

Teff  2 = 2.55 sec
Material constant, k = 0.82 gkeff
Lead plug diameter, d pl = 100 mm Total EDC Area = 4Q (    y )
2
Area of lead plug, Apl = 7854 mm Equivalent viscous damping,
Yield stress of lead, y pl = 8.7 MPa 4Q (   y )
 = 21.10%
2 keff  2
Characteristic strength, Q = 68.33 kN
Area of bearing, Ab= 2.734 x 105 mm2 Damping coefficient, BI = 1.52 (Table 10)
Spectral acceleration coefficient,
Post yield stiffness, kr = Ab Gr / Tr
Sa / g = 0.39 (Fig. 3, Damping = 5%)
= 820 kN/m
Horizontal seismic acceleration coefficient,
Initial stiffness, ku = 6.5 k r (1  12 A pl / Ab )
Z Sa
= 7169 kN/m Ah  1.5 I
2 g
Q
Yield displacement,  y  where,
ku  k r
= 10.76 mm I = 1.5 (Table 4)
Ah= 0.16
5.4.2. Design
250 AhTeff 2
Displacement,  m 
B
Due to higher seismic weight in transverse
direction, the LRB will be designed for seismic = 169.82 mm
weight = 8260 kN (to be distributed to four
since    m , re-iterate by assuming target
LRBs). Primarily, LRB will be designed by
assuming SDOF system. Later, it is will be displacement    m till the convergence is
verified by modeling as 2-DOF system. The achieved, i.e.    m .
response spectrum ordinates are amplified by a
factor of 1.5 to account for the 1st load case in In present case, convergence is achieved with
Ultimate Limit State (1.25 DL + 1.5 EQ). displacement  = 182.5 mm. The property of
LRB at above displacement is given below.
Seismic weight per LRB, W = 8260 / 4
k eff = 1194.3 kN/m (K2)
= 2065 kN
Assuming, target displacement, = 150 mm Te = 2.64 sec
Force required, Fm  Q  kr  = 191 kN β = 18.78% and B = 1.46
Fm Similar calculations can be done for longitudinal
Effective Stiffness, keff 
 direction with seismic weight as 3360 kN. The
convergence is achieved at displacement Δ = 90
= 1275.5 kN/m
mm. The property of LRB at above displacement
Effective time period of the system, is given below.
k eff = 1573.9 kN/m (K2)
Page 159
Te = 1.47 sec Buckling load capacity under vertical loads for

non-seismic displacement assuming Δs = 0 is
β = 26.87% and B = 1.64 calculated as

Pcr ,c  S1S 2GAb = 7831kN
5.4.3. Check 2 2
Shape factor, This capacity should be compared with the
maximum vertical load possible on the bearing
Ab  Apl
S1   14.326 due to dead and live load combination to provide
 Br tr a safety factor of at least 3.
B 5.5. Response Spectrum Analysis
S2  4
Tr
5.5.1. Modeling
2
B The bridge pier and base isolation bearing is
Reduced area, Ar    sin 
4 modeled as 2-DOF system as shown in figure
5.2 below. The weight W1 is the 80% weight of
 dt  pier, as calculated earlier. For 1st mode, the
  2cos 1    2.56rad
B system damping is considered as 26.87% and
18.78% for longitudinal and transverse
taking dt as seismic displacement = 169.82 mm
direction, respectively, as calculated earlier.
Ar =1.81 x 105 mm2 However, 5% damping is considered for 2nd
mode.
Ratio Ar / Ab = 0.66 > 0.3, hence OK.
Shear strain from vertical loads, W2
3S1 P K2
c  = 1.614 < 2.5, hence OK.
2 Ar G 1  2kS 1
2
 W1
K1
Shear strain form lateral load, where di = 169.82
di
 s ,eq  = 1.013 Figure 1.2 2-DOF Idealization
Tr
3EI
Shear strain due to rotation, assuming θ to be a Here, pier stiffness, K1 
minimum value of 0.005 rad L3
where,
B2
r  =0.6 L = Pier height from top of foundation = 12 m
2tiTr
Neglecting shear strain due to imposed non-
= 5000√fc (Clause 6.2.3.1, IS456:2000)
seismic lateral displacement
Therefore, total shear strain, = 5000√30 = 27386 N/mm2
 t   c   s ,eq  0.5 r = 2.93< 5.5, hence OK. = 27386130 kN/m2

I = moment of inertia of pier section
Buckling load capacity of rubber bearing at
seismic displacement is given by = π/64 х D4 = π x 24 /64
 = 0.785 m4
Pcr ,eq  S1S 2 GAr = 5184 kN > 2065 kN,
2 2 K1 = 37342 kN/m
hence OK.
Page 160
Stiffness K2 of LRB is taken as effective

stiffness ( k eff ) with 4 LRBs in parallel. The
seismic weight of superstructure W2 is taken as
3360 kN and 8260 kN along longitudinal and
transverse direction, respectively.
5.5.2. Result
The modal analysis was carried out to find
system dynamic properties and tabulated in
Table 5.1 below. The deformations and base
shear were calculated for two modes and were
combined using SRSS rule.
Table 5.1 Response spectrum analysis results

Table 5.2 Response spectrum analysis results
for 1.5EQ hazard level
for 1.2EQ hazard level
Description Long. Trans.
Description Long. Trans.
Dir Dir
Dir Dir
Seismic weight (W2, kN) 3360 8260
Seismic weight (W2, kN) 3360 8260
Total stiffness (K2, kN/m) 6296 4777
Total stiffness (K2, kN/m) 7570 5398
1st mode period (sec) 1.59 2.80
1st mode period (sec) 1.47 2.66
nd
2 mode period (sec) 0.26 0.27 nd
2 mode period (sec) 0.26 0.27
LRB displacement (mm) 79.3 167.5
LRB displacement (mm) 55.2 116.9
st
Seismic coefficient for 1 0.1555g 0.0989g
Seismic coefficient for 1st 0.1296g 0.0781g
mode (Ah)
mode (Ah)
Seismic coefficient for 2nd 1.0125g 1.0125g
Seismic coefficient for 2nd 0.8100g 0.8100g
mode (Ah)
mode (Ah)
Base shear (kN) 782 1026
Base shear (kN) 624 807
5.6. Seismic Load as per IITK-RDSO 5.6.2. Hydrodynamic Force

Guidelines
For the submerged portion of the pier, the total

5.6.1. Horizontal Elastic Seismic force horizontal hydrodynamic force along the
direction of ground motion is given by
The lateral load on the pier due to seismic load

F  Ce  AWe (Section 14.2)
1.5EQ is calculated and tabulated in Table 5.1
above. Similar calculations can be done for
seismic load 1.2EQ. The results are tabulated in
Table 5.2 below.
Page 161
F = Total horizontal hydrodynamic force

in transverse direction
12m
= 0.73 x 0.81 x 123 = 72.7 kN
F (Resultant
4m pressure)
5.6.3 Load Combinations
2m (1) 1.25 DL + 1.5 EQ
Hydrodynamic Pressure Distribution on the
pier due to stream flow (2) 1.25DL +0.3 (LL+IL) +1.2EQ + 1.4HY
(Section 8.8)
H = Height of submerged portion of pier
Where, DL = Dead Load, LL = Live Load,
= 1/3 of pier height = 4 m
EQ= Earthquake Load, IL = Impact Load
r = Radius of enveloping cylinder
Note – Other loads i.e. Superimposed dead Load
= 1m (DL(S)), Live load on footpath (LL(f)),
Hydrodynamic Pressure (HY), Prestressing force
H/r = 4,
(PS), Buoyancy load (BO), Earth Pressure (EP)
Hence , etc. are not considered.
Ce = 0.73 Loads on pier as per two load combination are
shown below:
5378 kN 9053 kN
1026 kN 909 kN
A in longitudinal direction = 0.81
A in transverse direction = 0.81
782 kN 726 kN
W e= Weight of the submerged portion of
enveloping cylinder
= ρw x π a2 H
= 9800 x π x 12 x 4 / 1000 = 123 kN Load Combination (1) Load Combination (2)
F = Total horizontal hydrodynamic force in
longitudinal direction
= 0.73 x 0.81 x 123 = 72.7 kN
Page 162
Table 5.3 Comparison of seismic forces between fixed base system and proposed base isolated
system as per IITK-RDSO guidelines
Span = 76.2m, Pier Height = 12 m, Pier diameter = 2m, Hard soil
Fixed base system Proposed base isolated system
Period = 0.77 s; Ah = 0.35/2.5 = 0.14 As shown in Table 5.1 and Table 5.2 above
Period =1.59 s; Ah=0.16g Period =1.47s; Ah=0.13g
5143 kN 8818 kN 5378 kN 9053 kN
869 kN 713 kN 782 kN 726 kN
LC 1 LC 2 LC 1 LC 2
Fixed base system Proposed base isolated system
Period = 1.15 s; Ah = 0.24/2.5 = 0.096 As shown in Table 5.1 and Table 5.2 above
Period =2.8 s; Ah=0.10g Period=2.66s; Ah=0.07g
5378 kN 9053 kN
5143 kN 8818 kN
1042kN
1287 kN 1026 kN 909 kN
LC 1 LC 2
LC 2
LC 1
Notes:
1. Site specific study is required for hazard evaluation corresponding to DBE and MCE conditions.
2. LRB design shall be checked for MCE hazard level.
3. Effect of vertical acceleration shall be considered in case of near fault region.
Page 163
Draft IITK-RDSO Guidelines for Seismic Design of Railway Bridges
Example 6 – M- curve for a Reinforced Concrete (RC)

Section
Determine the moment curvature curve (M-  curve) of a Reinforced Concrete (RC) section shown in Fig.
6.1. The M-  calculations shall be done manually and also using structural analysis software.
Solution:
6.1 Preliminary Data:
The cross section details are given below.
2-12 25 mm
b = 230 mm, D = 375 mm, d = 350 mm, d’ = 25 mm,
Asc = 226 mm2 (0.26%), Ast = 383 mm2 (0.44%),
375 mm 350 mm
fck = 20 N/mm2, fy = 415 N/mm2, fcr = 3.1305 N/mm2,
Modular ratio = m = 8.94, ES=200000 N/mm2,
2-12, 2-10
230 mm Ec = 22360 N/mm2.
Fig. 6.1 RC section
M-  curve is the relationship between the shown below:

moment of resistance (M) and the curvature ()
y1 
of the cross-section. When applied moment is
very small, concrete and steel are in elastic
y2
range, and there is linear relationship between M
and  (point A in Fig. 6.2). However, as the y
moment increases, the concrete in tensile region
cracks. Beyond this stage the tension is taken by Effective Transformed s fcr
the tensile steel. As the moment is further section section strains stresses
increased, the tensile steel reaches its first yield
(point B in Fig. 6.2). After this stage, the
yielding of tensile steel continues and the A = Area of transformed section
compression steel and concrete in compression = b.D + (1.5m-1) Asc + (m-1) Ast
also undergo plastic deformations. At the end,
the entire section reaches its maximum moment = 92100 mm2.
carrying capacity, i.e., plastic moment, MP. Centroid of transformed section is obtained as
The calculation of moment of resistance (M) and
curvature () for these two points (A, B in Fig.
6.2) is demonstrated in this example.
= 187.917 mm.
Moment of Inertia of transformed section about
6.2 Elastic range (Point A) the centriodal axis is I = 1.165 x109 mm4
Concrete and steel are in elastic range and
the distribution of strains and stresses as Concrete looses its elasticity when it first cracks
in the tensile region. At this stage, stress in
c fc
164
y
concrete in tensile region is fcr and the moment Therefore, the triangular stress block is an
of resistance is given by assumption. Strain in concrete at the level of
compression steel is obtained as
Mcr = = 19.497 x 106 Nmm
’s = C = 0.0004527
Curvature () is given by = Stress in concrete at the level of
compression steel.
= 7.483 x 10-7 rad/mm.
f’s = 0.0004527 ES = 90.549 N/mm2
These values of M and  are shown in the M-
curve shown in Fig. 6.5. Compressive force in concrete =
6.3 Tensile steel yields (Point B) Cc = 0.5 fc b n = 138.48 kN.

This is the stage at which concrete in tension is Compressive force in concrete at the level of
already cracked and tensile steel has reached steel = CS =Asc f’S = 20.464 kN.
yield stress, fy. Resultant Total compressive force = C = Cc + CS
The distribution of strains stresses and = 158.945 N.
forces as shown below. Centroid of resultant compressive force from top
fiber = y = 27.385 mm.
c fc CC
sc f’s CS lever arm = jd = d -y = 322.615 mm.
n
yield moment = My = As fy jd
= 51.278 106 Nmm
TS
S fs c
Effective Strains Stresses Forces Yield curvature = = 7.778 x 10-6 rad/mm.
section n
Neutral axis (N.A.) coefficient is obtained as This is shown in Fig. 6.5
K= 6.4 Limit state

1/ 2
 d  As the applied moment is increased further,
      m  2(    ' d  )m 
2 2
 (    )m
  concrete in compression region also yield.
The tensile steel reaches maximum yield
K=0.238 strain. Stress strains of concrete and steel
Here,  = % steel in tension (.0044), ’ = % enter into nonlinear stage. The stress
steel in compression (0.0026). distribution in cracked section will take the
The depth of N. A., n = k d = 83.11 mm. shape of idealized parabola. This occurs
because the fundamental assumption of a
linear strain distribution holds good at all
when the steel reaches its first yield, the strain stages of loading. The manual calculation
in tension steel is obtained as for this phase is quite cumbersome due to
iteration process for the plastic moment and
s = = 0.00275 curvature, so this part is explained briefly
here. However it can be easily done on the
From strain diagram we find,
structural analysis software like SAP. The
c= s = 0.0006472 determination of M- curve by using SAP
software is presented in section 6.5.
fc = c Ec = 14.471 N/mm2 < fck Stress-strain relationship for concrete is
165
considered as given in IS456:2000. However,  c   y1 

the same for steel is given below, as considered k1 f ck     ' Es  c    c   s  
for the present problem (Andriono and Park, fs   c  s   d 
1987) with usual notations. 
The above equation is a function of strain in
concrete & reinforcement and stress in
reinforcement for a given section. Hence,
different plots can be obtained by selecting
strain in concrete c. If we overlap these plots
above the actual stress-strain curve of
reinforcement assumed, from the intersecting
point one can get stress and strain in
reinforcement for a selected value of strain in
concrete as illustrated in Fig. 6.2.
f y = 415 MPa, f su = 477.3 MPa, Es = 200 GPa,

 sh = 0.025,  su = 0.14, Esh = 3851 MPa
a) Elastic region ( 0   s   y ): f s  Es   s
b) Yield Plateau (  y   s   sh ): f s  f y
c) Strain Hardening region (  sh   s   su ):

P
    s  
f s  f su   f y  f su   su 
   su   sh  
Fig 6.2: Stress strain curves for reinforcement
     sh   After obtaining fs and s, depth of neutral axis
Where, P  Esh   su 
  f su  f y   can be calculated as
 c y1 Es  '
n
From equilibrium, C  T , we get  c 
k1 f ck     c Es  '  f s
k1 f ck bn  f sc Asc  f s Ast  c  s 
Further, strain (sc) and hence stress (fsc) in
Here, k1 is area factor corresponding to
compression steel can be calculated, as shown
maximum concrete strain in the section.
earlier. Moment capacity M and curvature  can
be calculated equations given from below.
M  k1 f ck bn(d  k2 n)  f sc Asc (d  y1 )
since   Ast / bd ,  '  Asc / bd ,
c
and   , here k2 is depth of NA factor.
 c  n
kd    d , f sc   sc Es and
 c  s  For c = 0.001, we get k1 = 0.471 & k2 = 0.375.
 n  y1  From Fig 6.2, intersection of two plots can be
 sc   c   , we get found as s = 0.00474 and fs = 415 MPa. Depth
 n 
of neutral axis n can be calculated as 61 mm.
Further, strain and hence stress in compression
reinforcement bars is calculated as sc = 0.00059
166
and fsc = 118.029 MPa. From above relation, M Software for nonlinear analysis for reinforced
= 51.398 kN-m and  = 1.639 x 10-5 rad/mm. concrete provides facility to obtain moment
curvature relationship for a given RC section.
Table 6-1: Stepwise results in Tabular Form:
Section Builder module of SAP 2000 is one such
Manual SAP Results software. In the manual calculations shown in
Calculation the previous sections, M- calculations are done
Stage at three points only. In the software, the M-
M  M 
calculations are done at many points and a
(kNm) (rad/mm) (kNm) (rad/mm)
smooth curve is obtained. The input to software
Cracking 19.497 7.483 x 10-7 - - are geometrical details of cross section, quantity
of steel in tensile and compression region and all
Yielding 51.278 7.778 x 10-6 50.850 7.916 x 10-6
the material properties, viz., Young’s Modulus,
c=0.0010 51.938 1.639 x 10-5 52.075 1.570 x 10-5 Poisson’s Ratio, characteristic strength of
concrete and yield stress for steel.
c=0.0015 52.558 3.145 x 10-5 52.736 3.180 x 10-5
The stress-strain of concrete and steel are also
c=0.0020 52.875 4.934 x 10-5 52.967 5.000 x 10-5 required. In this context, it is to be noted that IS
c=0.0025 52.978 6.842 x 10-5 53.044 6.870 x 10-5 456 (2000) provides stress-strain curve of
concrete and steel. For the present problem, the
c=0.0030 54.036 8.645 x 10-5 53.414 8670 x 10-5 stress-strain curve of steel and concrete shown in
Fig.6.3 and Fig.6.4 are used. For concrete,
c=0.0035 56.013 1.031 x 10-4 54.219 1.038 x 10-4
stress-strain curve depends on level of confined
Similar calculations can be done for different steel. The details of The M- curve obtained
value of strain in concrete. (See table 6.1) using this software is shown in Fig 6.5. A
comparison of moment and curvature values
obtained from manual calculations and software
6.5 M- curve using software
is given in Table 6.1.
Fig. 6.3 Stress-strain curve used in section builder for

concrete (Mander, Priestley and Park 1988)
Fig. 6.5 M- Curve obtained by manual calculations

and by section builder of SAP 2000 software
Fig. 6.4 Stress-strain curve used in section builder for

Fe415 reinforcement bars.
167
Example 7 – Obtain plastic moment, MP for RC pier and the

maximum seismic coefficient required for plastic hinge
formation
For the pier of bridge considered in Example 1, Calculate the plastic moment (Mp) of reinforced concrete
pier and the maximum seismic coefficient required to form the plastic hinge in the pier.
Solution:
7.1 Preliminary Data

From Example 1, following data is taken:
Height of pier =12 m, Diameter of pier = 2 m, Seismic weight in longitudinal direction = 4114 kN,
Seismic weight in transverse direction = 9014 kN, Time period in longitudinal direction = 0.77 sec,
Time period in transverse direction = 1.13 sec.
Seismic forces obtained in Example 1 for Load combination 1.4 DL + 1.75(LL+IL) + 1.25EQ are:
Vertical force = 22293 kN, Lateral forces in longitudinal direction = 925 kN
Lateral forces in transverse direction = 2028 kN.
7.2 Calculation of % of steel In a very simplistic fashion, the plastic moment

can be taken as 1.4 x Mu = 34070 kNm.
Pu = Axial load on pier = 22293 kN
However, the provided steel is slightly more
Mu = Transverse moment than the steel required, hence, the plastic
= 2928 x 12 = 24336 kNm moment will be slightly on higher side.
For 3.1% steel: pt/fck = 3.1 / 30 = 0.103
Pu Pu
 0.186 For this value of pt/fck , and  0.186
f ck D 2 f ck D 2
M ux
one gets  0 .105
f ck D 3
M ux
= 0.101
f ck D 3  M u, lim = 0.105 x 30 x 20003 / 106
= 25200 kN-m
From chart 55, (SP 16: 1980): pt/fck = 0.1
 pt = 3 %
 Plastic moment, Mp = 1.4 x M u, lim
Provide 60 numbers of bar of 45 mm diameter.
The clear spacing between two bars is 54 mm, = 1.4 x 25200
which gives the total steel of 3.1%.
= 35280 kN-m
7.3 Calculation of Plastic Moment (Mp)
168
This value is slightly higher than 1.4x Mu For this pier, In the transverse direction the
(i.e. 34070 kNm). seismic weight, W = 9014 kN (as per example
1)
Using the Section Builder module of SAP 2000
software and following the procedure described  Pmax = (Ah) max x W
in Example 6, the value of plastic moment for Where, (Ah)max is lateral seismic coefficient
this RC section is obtained as 32530 kNm. required to achieve lateral force of Pmax.
(Ah) max = Pmax / W = 2940 / 9014 = 0.33g
7.4 Maximum Seismic Coefficient Thus, lateral seismic coefficient required to
achieve plastic moment is (Ah) max = 0.33g
Here, the maximum seismic coefficient (Ah)max, For superstructure design, if elastic forces
required to produce the plastic hinge in the pier
section is obtained. ( i.e. forces with R = 1 ) are quite large , then,
superstructure shall be designed for (Ah) max, i.e.
Lateral force required to develop plastic maximum lateral seismic coefficient at which
moment is Pmax. plastic hinge gets developed in the ductile
 Mp = Pmax x h member, i.e., pier.
 Pmax = Mp / h = 35280 / 12 = 2940 kN
169
Example 8 - Liquefaction Analysis using SPT data
The measured SPT resistance and results of sieve analysis for a site in Zone IV are given in Table
8.1. Determine the extent to which liquefaction is expected for a 7.5 magnitude earthquake. The site
is level, the total unit weight of the soil layers is 18.5 kN/m3, the embankment height is 10 m and
the water table is at the ground surface. Estimate the liquefaction potential immediately
downstream of the toe of the embankment.
Table 8.1: Result of the Standard penetration Test and Sieve Analysis
Depth N 60 Soil Classification Percentage fine
(m)
0.75 9 Poorly Graded Sand and Silty Sand (SP-SM) 11
Solution: u 0  ( 12.75  0.00 )  9.8  124.95 kPa

Site Characterization:  v'   v  u0   235.9  124.95
This site consists of loose to dense poorly
graded sand to silty sand (SP-SM). The SPT = 110.95 kPa
values ranges from 9 to 26. The site is located
in zone IV. The peak horizontal ground Stress reduction factor:
acceleration value for the site will be taken as rd  1.174  0.0267 z  1.174  0.0267  12.75  0.83
0.24g corresponding to zone factor Z = 0.24
Liquefaction Potential of Underlying Soil Critical stress ratio induced by

earthquake:
Step by step calculation for the depth of
12.75m is given below. Detailed calculations a max  0.24 g , M w  7.5
for all the depths are given in Table 8.2. This
table provides the factor of safety against CSR  0.65  a maz / g   rd   v /  v' 
liquefaction (FS), maximum depth of
liquefaction below the ground surface. CSR  0.65   0.24   0.83   235.9 /110.95 
amax  Z  I  S = 0.28
amax  0.24  1  1  0.24 Correction for SPT (N) value for
overburden pressure:
M w  7.5 ,  sat  18.5 kN / m3 ,
N 1 60  C N  N 60
 w  9.8 kN / m 3
Considering water table at ground surface,


C N  9.79 1 /  v' 
1/ 2
sample calculations for 12.75m depth are as C N  9.79 1 / 110.95 

1/ 2
 0.93
follows.
N 1 60  0.93  17  16
Initial stresses:
 v  12.75  18.5  235.9 kPa Cyclic stress ratio resisting liquefaction:
170
For  N 1 60  16 , fines content of 8%
CRR  0.22  1  1  0.88  0.19
CRR7.5  0.22 (Figure G-5)
Factor of safety against liquefaction:
Corrected Cyclic Stress Ratio Resisting
Liquefaction: FS  CRR / CSR  0.19 / 0.28  0.70
CRR  CRR7.5 k m k k It shows that the considered strata are liable
to liquefy.
K m  Correction factor for earthquake
magnitude other than 7.5 (Figure G-1) Summary:
 1.00 for M w  7.5
K   Correction factor for initial driving The extent of liquefaction for the strata of
static shear (Figure G-3) considered site on be read from Table 8.2,
 1.00 , since no initial static shear where F. S. < 1.0 indicates the possibility of
K   Correction factor for stress level liquefaction.
larger than 96 kPa (Figure G-2)  0.88
Table 8.2: Liquefaction Analysis: Water Level at GL

v  v'
Depth %Fine (kPa) (kPa) N 60 CN N 60 rd CSR CRR7.5 CRR FS
0.75 11.00 13.9 6.5 9.00 2.00 18 0.99 0.33 0.24 0.27 0.82
3.75 16.00 69.4 32.6 17.00 1.71 29 0.97 0.32 0.32 0.34 1.04
6.75 12.00 124.9 58.7 13.00 1.28 17 0.95 0.31 0.21 0.20 0.65
9.75 8.00 180.4 84.8 18.00 1.06 19 0.91 0.30 0.23 0.21 0.69
12.75 8.00 235.9 110.9 17.00 0.93 16 0.83 0.28 0.22 0.19 0.70
15.75 7.00 291.4 137.0 15.00 0.84 13 0.75 0.25 0.16 0.13 0.53
18.75 6.00 346.9 163.1 26.00 0.77 20 0.67 0.22 0.22 0.18 0.80
171
Example 9 - Liquefaction Analysis using CPT data
Prepare a plot of factors of safety against liquefaction versus depth. The results of the cone
penetration test (CPT) of 15m thick layer in Zone V are provided in Table 9.1. Assume the water
table to be at a depth of 2.35 m, the unit weight of the soil to be 18 kN/m3 and the magnitude of 7.5
and the peak horizontal ground acceleration as 0.15g.
Table 9.1: Result of the Cone penetration Test

Depth (m) qc fs Depth (m) qc fs Depth (m) qc fs
0.50 64.56 0.652 5.50 49.70 0.235 10.50 116.1 0.248
1.00 95.49 0.602 6.00 51.43 0.233 11.00 97.88 0.159
1.50 39.28 0.281 6.50 64.94 0.291 11.50 127.5 0.218
2.00 20.62 0.219 7.00 57.24 0.181 12.00 107.86 0.193
2.50 150.93 1.027 7.50 45.46 0.132 12.50 107.2 0.231
3.00 55.50 0.595 8.00 39.39 0.135 13.00 124.78 0.275
3.50 10.74 0.359 8.50 36.68 0.099 13.50 145.18 0.208
4.00 9.11 0.144 9.00 45.30 0.129 14.00 138.53 0.173
4.50 33.69 0.297 9.50 102.41 0.185 14.50 123.95 0.161
5.00 70.69 0.357 10.00 92.78 0.193 15.00 124.41 0.155
Solution:  v'   v  u 0   81  21.07  59.93 kPa

Liquefaction Potential of Underlying Soil:
Stress reduction factor:
The result of assessment of liquefaction
potential provided in the last column of Table rd  1  0.00765 z
9.1, where FS denotes the factor of safety  1  0.00765  4.5  0.965
against liquefaction (= CRR7.5/CSR). Step by
step calculation for the soil at depth of 4.5m Critical stress ratio induced by
is given below for illustration. Detailed earthquake:
calculations are given in Table 9.2, which
provides the factor of safety against

CSR  0.65  a max / g   rd   v /  v' 
liquefaction (FSliq).
CSR  0.65  0.15   0.965  81 / 59.93 
amax/g = 0.15, Mw=7.5,

 0.13
 sat  18 kN / m 3 ,  w  9.8 kN / m 3 Correction factor for grain characteristics:

K c  1.0 for I c  1.64 and
4 3 2
Depth of water level below G.L. = 2.35m K c  0.403 I c  5.581I c  21.63 I c  33.75 I c  17.88
Depth at which liquefaction potential is to be for I c  1.64
evaluated = 4.5m where the soil behavior type index, I c , is
Initial stresses: given by
 v  4.5  18  81.00 kPa Ic  3.47  log Q 2  1.22  log F 2
u 0  ( 4.5  2.35 )  9.8  21.07 kPa
172
Ic  3.47  log 42.19 2  1.22  log 0.903 2
 2.19 For q c1 N cs  70.77 ,
CRR7.5  0.11 (Figure G-6)

Where,
Corrected Critical Stress Ratio Resisting
F   f q c   v  100 Liquefaction:
F  29.7 / 3369  81 100  0.903 and CRR  CRR7.5 k m k k
Q  q c   v  Pa Pa  v  K m  Correction factor for earthquake

n
magnitude other than 7.5 (Figure G-4)

Q  3369  81 101.35  101.35 59.93
0.5
 1.00 for M w  7.5
 42.19 K   Correction factor for initial driving
static shear (Figure G-6)
 1.00 , since no initial static shear
K c  0.4032.19   5.5812.19 
4 3
K   Correction factor for stress level
 21.632.19   33.752.19   17.88  1.64
2
larger than 100 kPa (Figure G-5)
 1.00
Normalized Cone Tip Resistance: CRR  0.11  1  1  1  0.11
qc1N cs  K c Pa  v  q c Pa 

n
FS  CRR / CSR
q c1 N cs  1.64101.35 59.930.5 3369 101.35  FS  0.11 / 0.13  0.86

 70.77 Summary:
The analysis shows that the strata between
depths 4-9m are liable to liquefy under
earthquake shaking corresponding to peak
ground acceleration of 0.15g. The plot for
depth verses factor of safety is shown in
Figure 9.1.
Factor of safety against liquefaction:
173
Table9.2: Liquefaction Analysis: Water Level 2.35 m below GL (Units: kN and Meters)
qc fs
'
Depth v v  rd (kPa) (kPa) CSR F Q Ic Kc (qc1N)cs CRR7.5 CRR FS
0.50 9.00 9.00 1.00 6456 65.20 0.10 0.45 241.91 1.40 1.00 242.06 0.20 0.20 2.10
1.00 18.00 18.00 0.99 9549 60.20 0.10 0.63 159.87 1.63 1.00 160.17 100.00 100.00 1033.55
1.50 27.00 27.00 0.99 3928 28.10 0.10 0.72 65.43 1.97 1.27 83.53 0.13 0.13 1.39
2.00 36.00 36.00 0.98 2062 21.90 0.10 1.08 33.54 2.31 1.99 68.04 0.11 0.11 1.14
2.50 45.00 43.53 0.98 15093 102.70 0.10 0.68 226.55 1.53 1.00 227.23 100.00 100.00 1011.48
3.00 54.00 47.63 0.98 5550 59.50 0.11 1.08 79.10 2.01 1.31 105.02 0.19 0.19 1.74
3.50 63.00 51.73 0.97 1074 35.90 0.12 3.55 13.96 2.92 5.92 87.81 0.14 0.14 1.24
4.00 72.00 55.83 0.97 911 14.40 0.12 1.72 11.15 2.83 5.01 60.64 0.10 0.10 0.83
4.50 81.00 59.93 0.97 3369 29.70 0.13 0.90 42.19 2.19 1.64 70.77 0.11 0.11 0.89
5.00 90.00 64.03 0.96 7069 35.70 0.13 0.51 86.63 1.79 1.10 96.60 0.16 0.16 1.24
5.50 99.00 68.13 0.96 4970 23.50 0.14 0.48 58.62 1.93 1.22 72.68 0.12 0.12 0.85
6.00 108.00 72.23 0.95 5143 23.30 0.14 0.46 58.85 1.92 1.21 72.45 0.12 0.12 0.83
6.50 117.00 76.33 0.95 6494 29.10 0.14 0.46 72.50 1.83 1.13 83.61 0.13 0.13 0.95
7.00 126.00 80.43 0.95 5724 18.10 0.14 0.32 62.00 1.83 1.13 71.56 0.11 0.11 0.79
7.50 135.00 84.53 0.94 4546 13.20 0.15 0.30 47.66 1.92 1.21 59.46 0.10 0.10 0.68
8.00 144.00 88.63 0.94 3939 13.50 0.15 0.36 40.04 2.02 1.33 55.18 0.10 0.10 0.64
8.50 153.00 92.73 0.93 3668 9.90 0.15 0.28 36.26 2.02 1.33 50.45 0.09 0.09 0.61
9.00 162.00 96.83 0.93 4530 12.90 0.15 0.30 44.09 1.95 1.24 56.79 0.10 0.10 0.64
9.50 171.00 100.93 0.92 10210 18.50 0.15 0.37 48.78 1.95 1.24 62.62 0.18 0.18 1.16
10.00 180.00 105.03 0.91 9278 19.30 0.15 0.43 43.22 2.02 1.33 59.94 0.15 0.15 0.97
10.50 189.00 109.13 0.89 11610 24.80 0.15 0.44 53.40 1.95 1.23 68.16 0.21 0.21 1.36
11.00 198.00 113.23 0.88 9788 15.90 0.15 0.34 43.84 1.98 1.27 58.01 0.15 0.15 1.01
11.50 207.00 117.33 0.87 12750 21.80 0.15 0.35 56.56 1.88 1.17 68.51 0.23 0.23 1.53
12.00 216.00 121.43 0.85 10786 19.30 0.15 0.37 46.67 1.97 1.26 61.23 0.17 0.17 1.12
12.50 225.00 125.53 0.84 10720 23.10 0.15 0.45 45.53 2.01 1.31 62.48 0.16 0.16 1.09
13.00 234.00 129.63 0.83 12478 27.50 0.15 0.46 52.39 1.96 1.25 68.09 0.20 0.20 1.37
13.50 243.00 133.73 0.81 14518 20.80 0.14 0.40 44.79 2.00 1.29 60.67 0.26 0.26 1.81
14.00 252.00 137.83 0.80 13853 17.30 0.14 0.35 41.93 2.00 1.30 57.21 0.23 0.23 1.61
14.50 261.00 141.93 0.79 12396 16.10 0.14 0.37 36.68 2.06 1.39 53.90 0.18 0.18 1.29
15.00 270.00 146.03 0.77 12441 15.50 0.14 0.35 36.23 2.06 1.38 53.24 0.18 0.18 1.29
174
FSliq
0.0 0.5 1.0 1.5 2.0
0
5
Depth (m)
Liquefiable Non-Liquefiable
10
13
15
Figure 9.1: Factor of Safety against Liquefaction
175

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IITK-RDSO GUIDELINES ON SEISMIC

DESIGN OF RAILWAY BRIDGES

Indian Institute of Technology Kanpur

Research Designs and Standards Organisation

NATIONAL INFORMATION CENTRE OF EARTHQUAKE ENGINEERING

With Funding by:

NATIONAL INFORMATION CENTRE OF EARTHQUAKE ENGINEERING

Review comments from RDSO, Lucknow by:

Additional Review Comments by:

PART 2: Explanatory Examples

Part 1 – Provisions and Commentary

Ao Sectional area of the substructure

Ar As per APPENDIX C, Area of confined core concrete in the rectangular hoop

[ m] Seismic mass matrix of the bridge structure

N Average SPT value of the soil profile

pb Pressure due to fluid on submerged superstructures

 Sa  Bridge flexibility factor of mode k of vibration

T1 Fundamental natural period of vibration of bridge in considered direction

Tk Natural Period of Vibration of mode k

Tr Total elastomer thickness

Ve Maximum elastic force resultant at a cross-section of a bridge component

We Weight of water in a hypothetical enveloping cylinder around a substructure

Z Seismic zone factor

 Net response due to all modes considered

k Response in mode k of vibration

missin g Maximum response of missing mass

3.1 - General C3.1- General

3.2 - Modifications over C3.2- Modifications Over

d) Combination of horizontal and vertical d)

f) Details of the response spectrum method and

g) The earthquake effect on retaining walls and

h) Provisions for seismic design of bridges with

3.4 - References C3.4 –

5. Scope C5.0 – Scope

6. General concepts C6.0 – General concepts

rather than in the deck or the foundation.

However, these bridges shall be provided with:

are to be performed by experts in the field of

Table 1 - Cases Requiring Special Studies/Analysis

Sr. Cases in which additional special Special studies/analysis

2. Continuous deck bridge of length larger than

6.8- Ground Motion C6.8- Ground Motion

6.8.1- Vertical Component of Seismic C6.8.1 – Vertical Component of

6.9 - Assumptions C6.9- Assumptions

b) Earthquake is not likely to occur The probability of occurrence of strong earthquake

7. Conceptual Considerations 7.0 Conceptual Considerations

Since all the piers are connected through deck the

In continuous spans all the seismic forces may get

Long spans produce higher load demands on fewer

Table 2 – Seismically Preferred and not Preferred Aspects of Bridges

Seismically preferred Seismically not preferred

8. Design Criteria C8.0 – Design Criteria

8.1 - Seismic Zone Map C8.1 - Seismic Zone Map

exceeded in a given number of years.

8.1.1- Near Source Effect C8.1.1- Near Source Effect

8.2 - Importance Factor C8.2 - Importance Factor

Table 4 - Importance Factor for bridges maintenance problems.

8.3 - Methods of Calculating C8.3 - Methods of Calculating

However, in case of long span bridges, irregular

8.3.5 Regular and Irregular 8.3.5 Regular and Irregular

8.3.5.1- Regular Bridge C8.5.1.1 –

Fig C1a Straight Bridge

(b) The adjacent piers do not differ in stiffness by

8.3.5.2 - Irregular Bridge C8.3.5.2 -