Indian Roads June 2009 Extract

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INDIAN HIGH
ltOL 37 No. 6
JUNE 2009
Prce
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20
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INDIAN ROADS CONGRESS

Kama.Kotil4ag, Sector 6, R.K. puram, Ncw Dclhi - I t0 022 (tndia)
26t8 5273,2671 6778 (nax): +9t (il) 26lB 3669
+9t (il) 26tB 5303 (secu.):26t8 53t5,26t8 5319, 2617 t548,
NOTIFICATION NO. 52 dared rhe 28 May 2009

Subject:
Erratum No'Z to IRC:22'1986 standard specifications and code of practice for Road Bridges" section vl composite construction( First Revision) (Reprinted in october 2005)
till that time.
IRC:22-1986 "standard specifications and code of Practice fbr Road Bridges,, section construction was published in otober 1986 and reprinted in october 2005
vl compositc incorporating uptodate amendments

2 to the above document,
The Indian Roads congress has further decided to bring out an Erra,tum No. Accordingly, the Erratum No.2 is notified herewith.
.This Erratum No.
shalr be effective from
the l
June 2009.
Encl:As above
R-!-uuu
(R.P.lndoria)
Secretary General
ERRATUM NO.2 TO IRC:22-ISS6"STANDARD SPECIFICATIONAND CODE OF'PRACTICE FOR ROAD BRIDGES" sEcrIoN vI coMPosITE coNsrRUcTIoN fri.s nenision (Reprinted
in October, 2005)
Page 28 Add the
foilowing matter berow the 7th line and abrvc gh rine
::,ilT|
Ilthe number of shear conndctors given by above equation cxceeds the number provided by the spacing from the ' l'2'' adclitional connectors should be addect ro
iiiliij,l,l,J;l
ensure rhat the urrimate strength ortho
6l 1.4.1.2.3. Mild steet shear conncctor
6ll'4'l'2'3 l'lorrnilcl
steel shear connectors, the saf'c shear fbr each shear connector shall be calculated
(a)
8ll
For welded stud connector of steel with minimurn ultimate strength of 40 Mpa and yield point of 350 M and elongation of20 per
cent
INDIAN HIGHWAYS, JTINE
(i)
: Q
For a ratio of
1.49 h.d. lm
l/d
less than 4,2
(
F,.di
',
ii)
For a ratio of h/d equal to or greater than 4.2
qi:r'
Q:6.08
where
d2
{fck
,rjir'
,rii:,
-i-
#r,
*$t'
h: d(b)
The safe shear resistant in Newtsn of one shear connector Height of stud in mm Diameter of stud in mm For channel/Angle/Tee connector made of mild steel with minimum ultimate strength
i
iiir
,,iit
of
420 to 500 Mpa
yield point of 230 MPa and elongation

Q = 3.32 (h + 0.5 where
2l
per cent
l::
'
iIn
'.Ti
L.[
a=
h: t:
L
The safe shear resistance in Newton of one shear connector The maximum thickness of flange measured at the face of the web in mm Thickness of the web of shear connector in mm Length of the shear connector in mm
611.4.1.2.3.2. The spacing of shear connectors shall be determined from the formula
P: IQ_
Vr-
where
VL
The longitudinal shear per unit length as stated in Clause 611.4.1.2.3.3

Safe shear resistance of each Shear Connected as stated in Clause 611.4.1.2.3.1above (e is the total shear resistance ofall connectors at one transverse cross-section ofthe girder)
611.4.L2.3.3. The longitudinal shear per unit length at the interface of the prefabricated unit and in-situ unit shall be evaluated from the expression given below:
VL = V.Ae.Y
I
where
Vertical shear due to dead load placed after oomposite section is effective and working live load with impact Longitudinalshear per unit length Area of transformed section on one side of intsrface
Distance of the ccntroid of the area uncler consideration from the neutralaxis of the composite seotioR Moment of inertia of the composite section
Vl
Ae
Y
M
INDIAN HIGHWAYS, JLINE
2OO9
89
Ii
611.4.1.2.4. Shear connectors for deck with R.C. or r.s.C. slab and R,C. or P.S.C. prefabrlcated girder
611.4.1.2.4.1. The load factor for design of shear connectors under ultimate load shall be 1.5 fur dead toad ancl 2.5 for live load. The dead load to be taken for calculating the ultimate horieontal shear shall be
t,
the dead load operating after composite action is effective.
6ll'4.1-2.42. The ultimate longitudinal
shear V, per unit length at the interface shall be evaluated from the xpression as given in Clause 611.4.1.2.3.3 by calculating ultimate verticalshear with th above mentioned load factors,
Page
28
For
6n.4i,.2.3.
Read
28 29
6n.4.2.4.
61t.4.2.5
6n.4,t.2.4.3 1 6I.L.4.t.2.4.4 | 6n.4.t.2.4.5 l
In partialmodification to Notification No.20 dated29.6.2006 printed in Indian Highways
July,2006 issue
90
TNDIAN HIGHWAYS. JI.INE
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26t8 5273,26"t1 6778

Kama Koti Marg, Scctor 6, R.K. Puram, Ncw Dclhi - I l0 022 (lndia)
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,
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NOTIFICATION NO.53 dated the 28 Mav 2009
fiubject:
Amendments to Clause No. 202.3, Z0g,Z0g.1,218.5 and 222 of IRC:6-2000 "standard Specifications and Code of Practice for Road Bridges" Section : II Loads and Stresses (Fourth Revision)
Fourth Revision of IRC:6-2000 "Standard Specifications and Code of Piactice for Road Bridges" Section : ll Loads and Stresses was published in December, 2000 and reprinted in April 2006 incorporating uptodate amendnrents till that time.
The Indian Roads Congress has decided to further amend the above document. Accordingly,
Amendment No.8 is herebv notified.
These amendments shallbe effective from the
the
I June 2009.
R'!'Y'*u
i
:'.
(R.P.Indoria)
Secretary General
I'incl: As above
,i:,,'
Clause No. 202.3
For
Read
The load combination shown in Table I The load combination qhown in Table I shall be shall be adopted for working out the skess- adoped for working out the shesses in the memes in members. The permissible increases of bers. The permissible increase of stresses in memstresses in various members due to these com- bers. The permissible increase of stresses in vari-
binations are also indicated therein. These ous members due to these combinations are also conbinations of forces are not applicable for indicated therein. These combinations of forces working out base pressur on foundations for are not applicable for working out base pressure which provisions made in relevant IRC Bridge on foundations for which provisions made in relCode shall be adopted. evant IRC Bridge Code shall be adopted. For calculating stresses in members using working stress method of design the load combination as shown in Table I shall be adopted.
The load combination as shown in Appendix 3 shall be adopted for working out the stresses in
msmbers using limit state design approach.
INDIAN HIGHWAYS, JUNE
2OO9
9l
: .i
.l
208
:
:,
I
Note: However, it should be ensured that the rduced longitudinal effec are not less sever than the longitudinal ofl'ect, resulting from simultaneous load on two adjacent lanes.
Note: Howcver, it should be ensured that the reduced longitudinal effccts are not less severe than
tho longitudinal effect, resulting from simultaneous load on two adjacent lanes. L,onitudinal effccts mentioned above are bendine momen!,
shcar forcc and torsion.
I.
209,7
P-l Normal Containment
Bridges carrying
Expressway, or
l5kN vehicle at ll0 km/h

and 200 angle of impact
P-lNormal
Containment
Bridges carrying
Expressway, or
I 50
kN vehicle
km/lr
at
ll0
equivalent
equivalent
and 20uangle
of
impact P-2 Low Containrncnt
P-2 Low Containment
All other bridges

cxcept bridge over railways
l5kN vehicle
at 80 km/h
All other bridges

except bridge
and 20n angle of
over railways
150 kN vehicle at 80 km/h and 20" angle of
impact P-3 High Containment
impact P-3 High Containment
At hazardous
and high risk locations, over busy railway lines, complex
interchanges, etc.
3OkN vehicle at 60 km/h
At hazardous and
high risk locations, over busy railway lines, complex interchanges, etc.
300kN vehicle at 60 km/h and

200 angle
and 200 angle of impact angle
of
impact
of impact
2l 8.5
Permissible Increase in Stresses and Load Pcrmissible Increase Combination Combinations
in Stresses and Load
Tensile stresses resulting from temperature ef- Tensile stresses resulting from temperature fects not exceeding in the value of two third effects not exceeding in the value of two third
of the mdulus of rupture may be permitted of the modulus of rupture may be permitted in
prestressed concrete bridges. Sufficient amount of non-tensioned steel, shall, however, be provide to control the thermal cracking. lncrease in stresses shall be allowed for calculating load effects due to temperature restraint under load combinations.
in
prestressed concrete bridges. Sufficient amount
of
non-tensioned steel, shall, however, be provide to control the thermal cracking. Increase in stresses shall be allowed for calculating load effects due to temperature restraint under load combinations. Note: Permissible increase i stesses and load combinations as stated under Clause 218.5 is not applicable for limit state design of bridges.
INDIAN HIGHWAYS. JUNE
2OO9
Appendix
COMBINATION OF IOADS FOR LTMIT STATA DISICN

Loads to be considered while aniving at the appropriate combination for carrying out the necessary checks for the design of road bridges and culverts are as follows:
1)
Dead Load Snow load (See note i)
2) 3) 4)
,:
Superimposed dead load such as hand rail, crash banier, footpath and service loads. Surfacing or wearing coat Back FillWeight Earth Pressure
s)
6) 7) 8) e)
Primary and Secondary effect of prestress

Secondary effcts such as creep, shrinkage and settlement. Temperature including restraint and bearing forces. Carriageway live load, footpath live load, construction live loads. Associated carriageway live load such as braking, tractive and centrifugal forces.
t0)
il)
r2) l3) l4) l5) l6)
t7) t8)
Notes:
Accidental effects such as vehicle collision load, barge impact and impact due to floating bodies. Wind
Seisrnic Efect Erection effects Water Current Forces Wave Pressure Buoyancy
i) ii)
The snow loads may be based on actual observation or past records in the particular area or local practices, if existing.
'l'he wave forces shall be determined by suitable analysis c<lnsidering drawing and inertia forces etc. on single structural melnbers based on rational methods or model studies. [n case of group of piles, picrs etc., proximity eff'ccts shall also be considered.
Combination of loads for the verlfication of equilibrlum and structural strength under ultimate state
.
.n &
r
T
Loads are required to be cotnbined to check the equilibrium and the structural strength under ultimate limit state. The equilibrium of the structure shall be checked against overturning, sliding and uplift. It shall be ensured that the disturbing loads (ovcrturning, sliding and uplifiing) shall always be less than the stabilizing or restoring actions. The structural strength under ultimate limit state shall be estimated in order to avoid internal failure or excessive deformation. The equilibrium and the structural strength shall be checked under basic, accidental and seismic combinatious of loads.
r
r
2OO9
93
I
{
3. i) ii)
(l
Combination Principles
The following principles shall be follclwed wlrile using these tables for arriving at the cornbinations:
All
loads shown under Column
I of Table 3.I or Table 3.2 or Table
out the relevant verification,
3.3 or Table 3.4 shall be oombined to carrv
All other variable loads shall be considered
While working out the combinations, only one vqriable load shatl be considered as the leading loads at rime. as accompanying loads. In case if the variablJloads produces favorable effect (relieving effect) the same shall be ignored.
iii) iv) v) 4.
4.1.
For accidental combination, the traffic load on the upper deck of a bridge (when collision with the pier due ro traffic under the bridge occurs) shall be treated as the leading load. In all other accidental situations rhe traffic load shall be treated as the accompanying load.
During construction the relevant design situation shall be taken into account. These combinations are not valid for verifying the fatigue lirnit state. Basic Combination
For checking the equilibrium

3
For checking the equilibrium of the structure, the partial safety factor for loads shown in column no. 2 or underTable 3.1 shall be adopted.
4.2.
For checking the structural strength

For checking the structural strength, the partial safety factor for loads shown in column no. 2 under Table 3.2
shall be adopted.
5.
Accidental Combination
For checking the equilibrium of the structure, the partial safety factor for loads shown in column no. 4 or 5 under Table 3. I and for checking the structural strength, the partial safety factor for loads shown in column no. 3 under Table 3.2 shall be adopted.
6.
Seismic Combination
For checking the equilibrium of the structure, the partial safety factor for loads shown in coiumn no. 6 or 7 underTable 3.1 and forchecking the structural streng,th, the partial safety factor for loads,shown in column no.4 under Table 3.2 shall be adopted.
7.
Combination of Loads for the Verification of Serviceability Limit State
Loads are required to be combined to satisfy the serviceability requirements. The serviceability limit statq check shall be carried out in order to have control on stress, deflection, vibration, crack width, settlement and to estimate shrinkage and creep effects. It shall be ensured that the design value obtained by using the appropri combination shall be less than the limiting value of serviceability criterion as per the relevanicode. Th r combination of loads shall be used for checking the stress limit. The frequent combination of loads shall be for checking the deflection, vibration and crack width. The quasi-permanent combination of loads shall be used checking the settlelnent, shrinkage creep effbcts and the pennanent stress in concrete.
7.1.
Rare Combination
For checking the stress limits, the partial safety factor for loads shown in column no. 2 under Table 3.3
be adopted.
94
INDTAN HIGHWAYS. JTINE
lj
H
7,2.
Frequent Combinaton
l'or loads shown in column no, 3 under Table 3.3 shall be adopted.
7,3.
'
Quasi-permanent Combinations
(es
;.
in the structure, partial safety
factor for loads shown in column no. 4 under Table 3.3 shall be adopted.
fo
IU
tl.
Combination for Design of ['oundations
For checking the base pressure under foundation and to estimate the structurl strength which includes the gcotechnical loads, the partial safety factor for loads for 3 combinations shown in Table 3. 4 shall be used.
these combinations shall be as per relevant code.
The material safety factor for the soil parameters, resistance factor and the allowable bearing pressure for
Note: An Explanatory note
will be included in a Special Publication on Limit

Table 3. I Factor for Verification of
the Concrete Bridge Code is flnalized.
State Design of Bridges as and when
)i
.)
Overturning or Sliding or Uplift Effect
Permanenl Loads: Dead Load, Snow load
Overturning or Sliding or Uplift Effect
Overturning or Sliding or
Uplift Effect
f.,a 5
r'
if present, SIDL except surfacing, Backfi
ll
weight, settlement, creep and shrinkage effect
ra{
ii
i
Surfacing
Prestress and Secondary
i re
rd'o
i
cf}ct of prestress
(refer note 5)
Earth pressure due to Back Fill
t.tei l'el
h-d
:
Ji : ,,
Variable Lods :
ll ll:
Carriageway Live Load, associated loads (braking, tractive and
ccntrifugal forces) and

Pcdestrian Live Load
lo^g
INDIAN HICHWAYS, JUNE
2OO9
95
ll
(a) As Leading Load

(b) As accompanying Load (c) Construction Live Load
1.5
l.l5
1.35
0
0
0,75 0.2
1.0
0 0
0
0.2
1.0
;
0
Therrnal Loads
(a) As Leading Load
(b) As accompanying Load
1.50
0.9
0 0
0:
0:
Wind (a) As Leading Load

(b) As accompanying Load
r.50
0.9
0 0 0
Live Load Surcharge effects (as accompanying load) Accidental efects: i) Vehicle collision
t.20
I ii) Barge Impact (or) t iii) Impact due to floatingl
(o
1.0
bodies
Seismic Efect (a) During Service
1.0
(b) During Construction

Constr uction Co ndition: C-'ounter Weights: a) When density or self weight is welldefined b) When density or self weight'is not well defned c) Erection efT'ects
Wincl
0.5
0.9 0.8
1.0
1.0 1.0
t.0
1.05
0.95
(a) Leading Load (b) Accompanying Loacl
1.50 1.20
Ilvdrulc Loads: (Accompanying Lodt:

Water cunent forces Wave Pressurc Hydro dynanric cffect Buoyancy
1.0
1.0
1.0 1.0
t.0
1.0
t.0
1.0
t.0
1.0
2OO9
Notes:
) 2) l)
I
During launching the counterweight position shall bc allowed a variation of

For Cornbination principles refer Para 2
lm
I'crr
steel briclges.
Thermal load includes restraints associated with cxpansion/contraction due to type of construction (Poftal frame, arch and elastomeric bearings), fiictional restraint in metallic bearings and thennal gradients. This cornbination, however, is not valid for the design of bearing and expansion joint. Wind load and thermal load need not be taken simultaneously. Partial safety factor for prestress and secondary effect of prestress shall be as recommended in the relevant
codes.
4) 5) 6) 7)
H)
Wherever Snow Load is applicable, Clause 224 shall be refened for combination of snow load and live load'
Seismic effect during erection stage

years.
is reduced to half when construction
phase does not exceed
For repair, rehabilitation and retrofitting the load combination shall be project specific.
Loads
Table 3.2 Partial Safety Iractor for Verification of Structural Strength Ultimate Limit State Seismic Combination Accidental Combination Basic Combination
(2)
(l)
Permanenl Loads: Dead Load, Snow load
(3)
(4)
if present, SIDL exccpt

surfacing
(a) Adding to the effect
of of
r.35
1.0
1.0
1.0 1.0
variable action (b) Opposing the etect variable action
t.0
Surfacing: EfTects adding to thc effect of variable action llfl'ects opposing thc effect of variable action
l)rcstrcss and Sccontlarv
t.75
1.0
t.0 t.0
1.0 1.0
cfect of'prestrcss (refer note no. 2) tJack lll Weight

l:iarth prcssure clue to
1.50
t.0
1.0
Ilack
-ill
(a) [.,eading [-oad (b) Accourranying
L,oad
r.s0 r.0
1.0
t.0 t.0
INDIAN I"IICIIWAYS. JUNI]
2OO9
{i;
',1',
Vrble Lods: Caniageway Live Lqad and associated actions
(braking, tractive and centrifugal forces) and

Pedestrian Live Load:
(a) Leading Load (b) Accompanying Load (c) Construction Live Load
Wind during service and

construction (a) Leading Load (b) Accompanying Load
Live Load Surcharge (as accompanying load)

Erection effects
Accidental Effects: i) Vehicle Collision (or)
ii) Barge Impact (or) iii) Impact due to floating

bodies Seismic Efect (a) During Service
(b) During Construction
Hydraulic Lods (Accompanlting Loadl:

Water Current Forces Wave Pressure
Hydro dynarnic effcct

Buo Notes:
l) 2) 3)
For Combination principles, refer Para 2.
Partial sal'ety factor lorprestress and secondary effect of prestress shall be as recommended in the relevant
codes.
Wherever Snow Load is applicable, Clause 224 shall be referred for combination of snow load and live
load.
98
2OO9
t l ,
:
),
l.
;'.
hble No" 3.3 Partial safety Facior for Vr{ification of serviceability Limit stntc Loads Rare Frequent, Qunsi-permanent Comblnation Conrbination Combination
(1) Itcrmnent Loads: ,ead Load, Snow load if present, SIDL including
surfacing
1.0
1.0
(2)
(3)
(4)
t.0
t.0
1.0 1.0
llnck fill Weight

Itrestress and Secondary effect ofprestress (l{efer note no.4)
Shrinkage and Creep Effects

lirrth Pressure due to Back
1.0
i
1.0 1.0
1.0
Fill
t.0
t.0
Scttlement Effects
(a) Adding to the permanent effect (b) Opposing the permanent effect
t.0
0
t.0
0
t.0
U
l,
I
Variable Loads: (arriageway Live Load and associated loads(braking, tractive and centrifugal forces) and pedestrian Live Load l(a) Leading Load (b) Accompanying Load
1.0
0.7s
0.75 0.2
:d
I
'fhennal Loads
(a) Leading Load (b) Accompanying Load Wind (a) Leading Load (b) Accompanying Load
t.0
0.6
0.6
0.5 0.5
I'
:
l
t
f
f
t.0
0.60 0.80
0.60 0.50
0
0'
0
) f
l.ive Load Surcharge (Acc<lmpanying Load)
I'l!lraulic Loadss (Acconpanling Load) :

Wa
ter C'un'ellt lilrccs
1.0
t.0
1.0
Wavc Pressure
t.0
0. r5
I I
luoyancy
0.15
0.15
-f
'tr
t)IAN.T{IGT{WAYS, JUNE
2OO9
99
(r
('r
'{
Notes:
tl
) 2)
I
For Combination principles, refer Para 2.
t
]
Thermal load includes restraints associated with expansion/contraction due to type of construction (Portsl frame, arch and elastomeric bearings), frictional restraint in metallic bearings and thermal gradients. This combination, however, is not valid for the design of bearing and expansion joint. Wind and thermal loads need not be taken simultaneously'
Partial safety factor for prestress and secondary effect of prestress shall be as recommended in the relevant
codes.
3) 4)
5)
Where Snow Load is applicable, Clausg 224 shall be refoned for combination of snow load and live load.
Table 3.4 Combination for Base Pressure and
Permanent Loads:
Dead Load, Snow load if present, SIDL except surfacing, Back Fill earth filling
SIDL Surfacing
Prestress Effect
(Refer note 4) Settlement Effect

Earth Pressure due to back (a) Leading Load (b) Accompanying Load
fill
Variable Lods: carriageway loads and associated loads (braking. tractive and centrifugal) and pedestrian
All
load
(a) Leading l..oacl (b) Accornranying Load
(0.75 if applicable) or 0
0.2 0.5
):..!i
'Ihermal l,oads
as accornpanying load
Wind (a) Lcading Load (b) Accompanying [.oad
ji
iti:
Live Load Slrrchargc
as Accompanying Loacl
(if
t00
INDIAN HIGHWAYS, ruNE
.,M
.
{.
Accidental Effect or Seismic Effect

r
1.0
i f;al rhis
tl
Seismic effect during construction
0.5
1,0
llrection effects
t.0
t.0
):'nl
Hldrulic Loads:
Water Cunent
Wave Pressure
1.0 or 0 1.0 or 0
l.0 or 0 1.0 or 0
1.0 or 0 1.0
or
Hydro dynamic effect

Buoyancy: For Base Pressure For Structural Design
Notes:
1.0 1.0
1.0 or 0
1.0
0.15
0.15
0it
) 2)
I
For combination principles, refer para,2. Where two partial factors are indicated for loads, both these factors shall be considered for aniving at the
severe effect.
3) 4) 5) (t) 7)
222.1
Wind and Thermal effects need not be taken simultaneously.

Partial safety factor for prestress and secondary effect of prestress shall be as recommended in the relevant
codes.
Wherever Snow Load is applicable, Clause 224 shall be referred for combination of snow load and live
load. Seismic effect during ereetion stage is reduced to half when construction phase does not exceed 5 years. For repair, rehabilitation and retrofitting the load combination shall be project specific. 222. Seismic Force
Applicability:
222.t.1
bridges supported on piers, pier bents, and arches, directly or through bearings, and not exempted below in the category (a) and (b), are to be designed for horizontal and vertical forces as given in the following clauses. The following types of bridges need not be checked for seismic eff'ects:
All
(a) (b)
C-ulverts and minor bridges up
to l0 m span in all seismic
zones spans not
Bridges in seisrnic Zones II and cxceeding l5 m
III satisfying both limits of total length not exceeding 60 m and
222.1.2 Special invcstigations should be carried out fbr the bridges of following description:
(I
) (2) (3)
tlridges more than 150 m span

Bridges with piers taller than 30 m in Zones [V and V Cable supportecl bridges, such as extradosed, cable staycd, antl. suspension bridges
I ?A0e
INDIAN TIIGHWAYS, JI.INE
2OO9
101
:rry
jji:n:
tn;
ti-:\if:.dt,*tr,affii-enl$ffffif:_
qr.ilflF
(4) (5) (6) l.
Arch bridges having more than 50 rn span Bridges having any of the special seismic resistant
fe
atures such as seismic isolatols, clampe rs etc.
Bridges using innovative structuralarrangements and materials.
Notes for secial investigations:
In all seismic zones, areas covered within l0 km fiom the known active hults are classified as'Near Field Regions'. For all bridges located within Near Field Regions, except those exempted in clause 222.1.1, special investigations should be canied out, The information about the active faults should be sought by bridgc authorities for projects situated within 100 km of known epicenters as a part of preliminary investigations at
the project preparation stage.
2.
Special investigations should include aspects such as need
for site specific
spectra, independency
of
component motions, spatial variation of excitation, need to include soil-structure interaction, suitable methods structural analysis in view of geometrical and structural non-linear effects, characteristics and reliability
of
of seismic isolation and other special seismic resistant devices, etc.
3.
Site specific spectrum, wherever its need is cstablished in the special investigatiop, shall be used, subject to the minimum values specified for relevant seismic Zones, given in Fig. 13.
222.1.3
Masonry and plain concrete arch bridges with span more than lOm shall be avoided in Zones IV and V and in near
field region.
222.2
Seismic Zones
For the purpose of determining the seismic forces, thc Country is classified into four zones as shown in Fig. I l. For cach Zone a factor 'Z' is associated, the value of which is given in Table 5.
tff
Fig. I I Seismic Zones of lndi ( lS: 1893 (Part I):2002)
INDIAN IIIGHWAYS, JUNE
higher zone.
Note: Bridge locations and towns falling at the boundary line dernarcating two zgnes shall be considered in the
TABLA s ZOND FCTOR (Z)

Zone No,
Zone Factor (Z)
0.36 0.24
ru
II
il
l6 0. t0
0.
222.3 Components of Seismic Motion
component.
'lhe characteristics of seismic ground motion expected at any location depend upon the magnitude of earthquake, depth of focus, distance of epicenter and characteristics of the path through whioh the seismic wave travels. The random ground motion can be resolved in three mutually perpendicular directions. The components are considcred to act simultaneously, but independently and their method of combination is described in section 222.4. Two horizontal components are taken as of equal magnitude, and vertical component is taken as two third of horizontal
ln zones IV and V the effects of vertical components shall be considered for all elements of the bridge. The effect of vertical component may be omitted for all elements in zone II and III, excqpt for the following cases:
(a) (b) (c) (d) (e)
prestressed concrete decks
bearings and linkages
horizontal cantilever structural elements
for stability checks and

bridges located in the near field regions
222.4 Combrnation of Component Motions
a) h)
shall be performed for design seismic forces acting atong two orthogonal horizontal irections. The design seismic lbrce resultants (i'e. axial force, bending moments, shear forces, and torsion) at any cross-section of a bridge component resulting from the analyses in the two orthogonal horizontal directions shall be combined as below (f
ig. f Z)
l.The seismic forces shall be assumed to come from any horizontaldirection. For this purpose two separate analyses
Ir,t0.3r,
L0.3r
,+r ,
Where
t';= r,'=
full design seismic force along x direction. Forcc resultant ilue to full design seismic force arong z direction.
l"'orce resultant due to
a
2' When vertical seismic forccs are also considered, the design seismic force resultants at any cross section of
bridge component shall be cornbinecl as below:
a)
.i
'd
Lr
,*0.3r
,LQ. J' ,
lr)
*.0.3r
,*r ,*0.3 r ,
.i
1
t')
I0.3r,x 0.3r,*r,
2OO9 103
v/here r t and direction.
are as defined above and
r, is the
fcrrce resultant due to
full design seismic forcc along the vertical
wflrr
Bridse Plan Clobal XZ axes
Mx
7,
(Localx-xand z-zaxes)
Fig. 12: Combination of Orthogonal Seismic Forces
Moments for ground motion along X -axis Design Moments Mx
Moments for ground motion along Z -axis Mz
:M{ + osMl
:M: +M:
M*:M{ +M|
M, :M{ +M?
Where, M,and M,are absolute moments about local axes.
Note: Analysis of bridgc as a wholc is carried out for global axes X ancl Z ancl effects obtained are combined for design about local axes as shown.
222.5 Conrputation of Seisrnic llesponse
Following rnethods are uscd fbr conrputation of seismic rcsportsc depending uron the complexity of the structure
and the input ground motion.
(
l)
For most of the briclgcs, clastic seisnric acccleration method is adequatc. In this method, the first fundamental rnode of vibration is calculated and thc correspondirtg accelcration is rcad lrorn Fig. 13. This acceleration is
applicd to all parts of thc bridgc for calculation
ol forces as pcr clausc 222.5.1.

INDIAN HIGHWAYS, ruNE
t04
2OO9
(2)
Elastic Response Spectrunr Methocl: This is 0 geReral method, surtaie for more eomplex structural systems (e. g. continuous bridges, bridges with large differencc in pier heights, bridges which are curved in plan, etc), in which dynamic analysis of the structurc is porformed to obtain the first as well as higher rnodes of vibration and the forces obtained flor each rnode by use of response spectrum l'rom Fig, I 3 and olause 222.5 .l . These modal forces arc combined by following appropriate combinationl rules to anive at the design forces. Reference is made to specialist literature for the same.
222.5.1 Horizontal Seismic Force 'l'he horizontal seismic forces acting at the oenters of mass, which are to be resisted by the structure as a whole, shall bc computed as follows:
li
0q
4,, (Dead Load + Appropriate Live Load)
where,
l.q = Ah = 7. I 1' = =
seismic force to be resisted horizontal scismic coefficient = (Zl2)*(l)*(S./g)). Appropriate live load shall be taken as per Clause 222.5.2
Zo ne factor
as given in Table 5
Importance Factor (see Clause 222.5.1.1)

Fundamental period of the bridge (in sec.) for horizontal vibrations.
lundamental time period of the bridge member is to be calculated by any rationalmethod of analysis adopting the Modulus of Elasticity of Concrete as per IRC: 2l-2000, and taking gross uncracked section for moment of inertia. The fundamental period of vibration can also be calculated by the method given in Appendix-2.
S"/g
: Average rcsponse acceleration coeflcient fbr 5 perccnt damping of load resisting elements depending
l3 which is based on the following equations.
rocky, or hard soil sites, Type I soil with N >30
upon
the fundamental period of'vibration T as givcn in Fig.
fior
s"_ f
ii
(t
2.50 I
0.0 <
r<
0.40
t r.00/7',
0.40s T<4.00
.;
t,;
lor mecliurn soilsites, Type II soilwith, l0<N 530
*
T
s, c
2.50
0.0 < 7'< 0.55 0.40 < 7's 4.00
lt.3617'J
, .T .c
For soli soil sitcs,'Iypc lll soil with N <10 0.0 s r< 0.67 s,- f 2.50 0.67 <T54.00 t.67trl I s
Notc: In the abserrce ol'calculations of tundamcntal pcriod I'or srnall bridgcs, the value of S"/g may be taken
2.-s.
\,t
as
.!i
INDIAN }IICJHWAYS, JUNE
2OO9
105
;
' t4ti1i:r+;jl#jstlu+"1H'iqlF4rcF
liEs
,'
f..
$r
r
i,-
ili:
'.;i t. tr,ii
l'
^'
'l+
r':' ) i{ ,i
rrl
firr
frorl SOtt N
<10
!,
t,:
\*+-J__
r.o
PGIIOD
\\ta t** I f*nrrn(rrluorrl I I f "yr.3 I (torc ort .rAo ror)
*'!'
I ftrcr)
Fig. 13 Response Spectra

For damping other than 5% offered by load resisting elcmcnts, the multiplying factors as given below shall
used.
be
Damping %
Factor
t0
0.8
t.4
Prestressed concrete, Steel and composite steel
1.0
Application
Reinforced Concrete elements
Retrofitting of old bridges
with RC piers
elements 222.5.1.1 Seismic Importancc Factor-I
Bridges are designed to resist design basis earthquake (DBE) level, or other higher or lower magnitude of forces, depending on the consequences of their partial or complete non-availability, due to damage or failure from seismic events. The level of design forcc is obtained by multiplyin g(Zl2) by factor 'l', which represents seismic importanoe of the stnrcture. Combination of f'actors considered in assessing the consequences of failure,- and hence choice of
fctor'l',- include inter alia,

(a) Extent of disturbance to traflc anclpossibility of provitling temporary diversion,
(b) Availability of altemative routes,
(c) (d) (e)
Cost of repairs and time involved, which depend on the extent of damages, - minor or major, Cost of replacement, and time involved in reconstruction in case of failure,
lndirect economic loss dte to its partial or full non-availability,
Importance factors are given in Table 6 for different typcs of bridges.
t06
TNDIAN HIGHWAYS, JUNE
ffi$tgutrmporta neo ['actor

Seismic Class
Normalbridges
Important bridges
lllustrativc Examples All bridges except those mentioned in other

classes
Importancc Factor
I
'l'
a) River bridges ancl flyovers inside cities b) Bridges on National and State Highways c) Bridgos serving traffic near ports and other centers of economic activities d) Bridges crossing railway lines
t,2
Large critical bridges in Zones
all
Seismic
a) Long bridges more than lkm length across perennial rivers and creeks
L5
b) Bridges for which alternative routes are not

available
Note: While checking for seismic effects during construction, the importance factor of bridges in all zones.
222.5.2 Live Load components
should considered for all
(i) (ii) (iii)
The seismic force due to liv load shall not be considered when acting in the direction of traffic, but shallbe considered in the direction perpendicular to the traffic. The horizontal seismic force in the direction perpendicular to the traffic shall be calculated using 20% of live load (excluding impact factor). 'The vertical seismic force shall be calculated using 20% of live load (excluding impact factor).
Note: The reduced percentages of live loads are applicabte only for calculating the magnitude of seismic design force and are based on the assumption that only 20o/o of the live load is prsent ovei the bridge at the timef
earthquake. 222.5.3 Water Current, and Depth of Scour
The depth of scour under seismic condition to be considered for design shall be 0.9 times the maximum scour depth. The flood level for calculating hydrodynamic force and water current force is to be taken as average of yearly maximum design floods. For river bridges, average may preferably based on consecutive 7 years'data, r Uased on local enquiry in the absence ofsuch data.
222.5.4 Hydrodynamic and Earth pressure Forces under seismic
part
condition
the rctaining portions of abutmcnts. For values ol'thcse loacls reference is madc to IS: 1893-2002. These forces shall bc considercd in thc design of bridges in zones IV and V.
ln addition to incrtial forccs arising fionr the deacl loa<J anrJ live load, hydroclynamic f'orces act on the submerged of thc structurc and are transmitted to the fbundations. Also, additionalearth pressures due to earthqake acion
Additional earth prcssurc forces dcscribed abovc need not be considerecl on other components such as wing walls and retum walls since these elements are easily repairable at low cost.
222.5.5 Design Forces for Elcments of Structurcs and Use of Response Reduction Factor 'l'he forces on various nrembcrs obtained fi'om thc elastic analysis of bridge structure are to be divided by Response Rcduction I'-actor given in TableT before cotnbining with othcr forccs ai per load combinations given in tabte t. J'he allowablc increase in permissiblc strcsscs shourd be as per Table l.
INI)IAN IIIGI.IWAYS, JUNE 2OO9
l
,,
.,
\
i;i
1.,
I
ti t:
lhble 7 Response Reduction Factors

Bridge Component
Superstructure
R wtth ductile
R without ductile
detailing
detailins
2.0
1.0
N.A
Substructure
(i) Masonry /PCC piers, abutments
(ii) RCC short plate piers where plastic hinge cannot develop in
direction of length, and RCC abutments
3.0
2.5
(iii) RCC long piers where hinges can develop

(iv) Column
(v) Beams of RCC portal frames supporting bearings
Bearings
4.0
3.3 3.3
1.0
4.0
1.0
2.0
2.0
Connectors and Stoppers (Reaction blocks)

Those restraining dislodgement or drifting away of bridge elements. These are additionalsafety measures in the event of failure of bearinss.
1.0 1.0
Notes: Those parts of the structuralelements of foundations which are not in contact with soil and transferring load to it, are heated as part of sub-structure element.
(i)
(ii)
Response reduction factor is not to be applied for calculation of displacements of elements of bridge and for
bridge as a whole.
222.6 Fully Embedded Portions

Parts of structure embedded in soil below scour level need not be considered to produce any seismic forces.
222.7 Liquefaction
ln loosc sands and poorly graded sands with little or no fines, the vibrations due to earthquake may cause liquefirction, or excessive total and difl'erential settlements. Founding bridges on such sands should be avoided unless appropriate methods of contpaction tlr stabil sation are a<lopte. Altrnatively the foundations should be taken clccpcr; below liquefiablc layers, to firm strata. Ileference should be made to the specialist literature for analysis of
I
iq
uefaction potential.
222.8 Foundation Dcsign

I;'trundations subjected to scislttic load from all sources $ef.222.5.3 and 222.5.4), and taking combinations and allowable stresses as given in tlC:78 should be designed as per IRC: 78 to limit the bearing stresses within allowablc limits and, avoiding overtunting, sliding, and deep seated failure with safety factor of 1.5,1.25 and l.l5 respeotively. For this verification, the seismic loads on foundations should be taken as 1.25 times the forces transmtted to it by substructure, so as ttl provicle suflcient margin to cover the possible higher forces transmitted by substructure arising out of its over strcngth.
t08
INDIAN HIGHWAYS. JI-INE
2OO9
222.9 Ductile Detailing
Mandatory Provisions
(i)
In Zones IV and V, to prevent dislodgernent of superstructure, "reaction blocks" (artditonal safety measures in the event offailure of bearings) or other types of seismic anesters shall be provided and designed for the seismic force (F""/R). Pier and abutment caps shall be generously climensioned, to prcvent dislodgement of severe ground-shaking. The examples of seismic features shown in Fig, 14 to l6 are only indicative and suitable anangements will have to be worked out in specific cases.
(ii) (i) (ii)

(iii)
To improve the performance of bridges during earthquakes, the bridges in seismic zones IV and V may specifically detailed for ductility for which IS: 13920 or any other specialist literature may be referred to.
be
Recommended Provisions In order to mitigate the effects of earthquake forces described above, special seismic devices such as Shock Transmission Units, Base Isolation, Seismic Fuse, Lead Plug, etc, may be provided based on specialized literature, international practices, satisfactory testing etc.
Continuous superstructure (with fewer number of bearings and expansion joints) or integral bridges (in which the substructure or superstructure are made joint less, i.e. monolithic), if not unsuitable otherwise, can possibly provide high ductility leading to better behavior dring earthquake. Elastomeric bearings with arrester control in both directions may also be considered.
Note: A Background Note for 'seismic Force'Clause is given in Appendix-4
t$tnrilt0
F4rrpt
1
E
H H
I
ai
i
'i,
Hrry n4il qF
Pmn AP Er
H4ll PJ,[N.pr. PtF C^P.P3. l? ^r.
fl#r
Fig. l4 Exarnple of Seismic reaction blocks for continuous superstructure
INDIAN I{IGIWAYS. .IUNE
2OO9
109
\i
Fig. 15 Examplc of seismic reaction blocks for simply supported bridges
ATARTICULATIONS
F t_t
AT ABITMENTS
f-
AT PttsS
WHERE:
N =N1
NZ
H - AVERAGE COLUMN HEGHT IN METERS l'lg. l Mlnlmum dimcnsion for support
"305+2.51 + l0Hmm L = SFAN tN METERS
il0
2OO9
ffi
CLAUSE: 222 SEISMIC ttORCE (Background Note)
,,
,Appendx 4
',..
:.
INTRODUCTION
"
A Sub-Committee comprising Late Dr, T.N. Subba Rao, S/Shri S,G, Joglekar and D.K. Kanher was formed by B-2 :,1 Committee to carry out a detailed review of the interim provision in Clause No .222 relatingto Seismic Forces in the existing IRC: 6 (post January, 2003 revision of the code) and compare the same with the provision in the pre-January
'
version of the code and submit its findings and views to the B-2 Committee for deliberation. The first interim report of the Sub-Committee was discussed in B-2 Committee meeting on 8th & 9th December 2006. After a series of detailed discussions and deliberations in B-2 comnittee, the draft Document titled 'PROPOSED REVISION OF CLAUSE 222: SEISMIC FORCE in IRC: 6 * 2000'was approved by the B-2 committee in its 9rh Meeting held on 3'd November, 2008 for submission to the BSS committee. It was felt that a background note explaining the rationale and approach behind theproposed revision of clauses willbe useful forappreciating the various provisions in the Clause. This report is accordingly prepared to provide an informative background to the proposed revision.
The following documents have been refened to in preparation of this Background Note:-
. . . .
. 2 2.1
IS: 1893 (Part-l) -2002- Generalprovisions and buildings.

Draft of IS: 1893 (Part 3) -2005 'Bridges and Retaining Walls'(under consideration of BIS Committee).
The draft of long version of 'Seismic Design Guidelines'under finalization by B 2 Committee. Eurocode: 8
Design provisions for earthquake resistance of structures.
Part-l: General rules, - Part-2: Bridges

Fundamentals of Seismic Protection for Bridges: by Yashinsky and Karshenas.
i
BASISOFRECOMENDATIONS
Force Based and Performance Based Appoaches
Approach of the present IRC co<le (post January,2003 revision), like BIS standard IS: 1893 is based on force based approach, for achieving safety of bridges in seismic event. In this approach, the effect of earthquake is represented by a set of forces, which should be considered in the design. Internationally, as well as in India, the force based approach has worked well in regions of low seismicity. However, it is found [o be woefully inadequate in high seismicity zones (refer Fig l). Most of the intemational codes dealing with regions of high seismicity have now adopted a new approach known as 'Performance Based Philosophy', which basically attempts to specifo the response viz. the desired performance of the bridge during and after the earthquake and achieve the same by formulating suitable design rules. A detailed description of this approach and the performance criteria adopted in this method is outside the scope of'this note. It is realized that at this stage, it is not possible to fully adopt this approach, till the Indian National Standards i.e tslS also change over to this approach, when Limit State Codes are introduced by IRC and Long Version of IS 1893 (Part 3) is fnalized.
Howeve r, it is possible to adopt the underlying concepts, and sonte of the methods, while continuing with the force
based approach, in order to trgct at the desired seismic behavior of bridges during and after the Design tsasis Earthquake. The targeted behavior shall be stated in terns of aims to be archived. The use of force based methods will have to be supplemented by prescriptive recommcndations so that the performance targets (aims) of the design are at least qualitatively taken into account, if not prcciscly calculated. This has to be done, using engineering judgment, on thc basis of thc obscrvations of damages sufi'crecl by bridges in seismic events.
)9
NDIAN I]IGIIWAYS. JUNE
2OO9
lil
,...
Fig. I : Total collapse of llyover during the Kobe etrthqueke
of
995
2.2 .:'
Combination of Force Bascd Approach and Targets of Performance
From the above point of view the following mixed approach is suggested:Desirable funcuonal and structural behaviors of bridges during ancl after earthquake are stated as aims to be achieved. These are:
The expected levels of service in tenns of ths full or partial availability of bridge for use after the Design Basis Earthquake (DBE).
No signifcant structuraldamage and may be some non-structuraldamagc in the event of chosen level ol'earthquake f-or design. This level is dcscribed in terms of Design Basis Earthquake (DBE), as defined by IS: I 893-2002 (Part l). This DBE level is chosen as 50% of the Maximum Considered Earthquake (MCE), which is considercd as the maximum potential seisnlic event in the zone.
Targetetl
i;,::
'
structural response is described in terms of permissible strcsses, permissible overloading in plastic rcgion of nlatcrial strains, residual deforrnations after the event, types of acceptable but
rcpairable damages of various componcnts and extcnt of tltc salne, when combined with other loads in cornbinations as per IllC: 6-2000.
Sincc it is not cconomical to design bridges to remain fully functional in the event of MCE, an overall alance is sought bctwcen thc safety in DBE event, limiting risk of damage to the bridge due to carthquakc antl conscquential indirect economic loss, on one hand; and thc cost of repair, temporary divcrsion, r cornrlctc rcconstruction alld timc involvetl in partial ol firll closure of the bridge at higher lcvel of'carthquakc, rtn thc other hand. F-or the rrescnt, tltis brlance is neccssarily based on the overall
cnginecring j uclgtttcn t.
In aprlicarion of'thcsc concctts (irr ordcr to kcep thc cost and titnc ol'dcsign cfltrt within practical lirrtits), simplifctl prcscriptivc rulcs alc to llc given by thc Clodcs clf' Practicc, covclittg nortnal types of structures. This is achicvcd by :-
. .
Kccping the analytical antl dcsign cfllrts within thc carabililies of Itortually available design tools,
and
(iivilg prcscriptivc tlctailing rccornrnenclations to achicvc cnhancccl bcltavit'r of the bridge, bascd thc naliclnal and intcrnatittnal cxpericttcc of nla.ior scisnlic cvents.
on
Thesc sirnplc rulcs shoulcl bc rcvicwctl fiom tinre lo and thc rtcwly dcvcloping knowlcdgc and nlcthotls.
lilnc to kccp pace with thc cxperience of using thc rtles
n2
INDIAN IIGHWAYS, JUNE
2OO9
t.
t.j
f l
1
2.3 ldentification of Scismic Haznrds
f
..4
Although acceleration of variou$ parts of the structurc and resulting inertial forces is the main concern of force based seismic design, other hazarclus situations associated with seismic events do also urirr. rfrri*-J.;te into account' The code dealing with seismic clesign-inan overall way has to cover these aspects. IRC: 6 deals with Loads and Stresses alone and has limited coverage. It should, howevr, include near field effects also. other hazards mentioned
;;;
bellow will have to be covered elsewhere
ti
;
Liquefaction.
Landslide Tsunami pennanent ground movernent.
{,
:
structures which unavoiclably cross a seismically active fault zone and those cxposed to danger of relative
5. 3
3.1
r)
IS: in
Flooding due to dam failure in upstream of the bridge
CTIOICE OF DESIGN }'ORCES

Methorls and Some Observations
Design Earthquake.
zones. rhe basic philosophv and approach ror zoning is best described l:'":.J:iT,'x1':"'l:::1":y'n,'or re.ferlce is mde to ir'.*ni..'B;t;i;:;ffi;;iil;;i j::."Y::r^:lJs-:]l?l
lPart.l) 1o
structure in relation to the rocations of seismicaily active faurts.
of
to achieve irrerenl lcvels olperformances at the specified levels of earthquakes. The performance ievels are usually defined to avoid complete collapse, to limit damage to specific repairabll parts, or to have higher capacity for dead load and live load combination, but accept damage for dead road condition onry and so on. hr IS: ltl93, this is achieved by choosing a lower level of'hazard for the design, termd as Design Basis Earthquk.e (DBE)' which the ls: 1893 has recommended as 50% of MCE. IRC: 6 follow the same method. vut To I v @vvuutll account tut for the Il non availabiliry/railurc or the srrucrure, a ractor termed as tltuu 4 seismic
international practice to allow formation of plastic deformationt nn. structure without r.uing fallure limit, and to repair the damageJ portions in case of MCE event. In many countries, more than one level of
earthquake are used
In any seismic zone, except in the near field regions, the maximum seismic hazardof ground acceleration is defined in terms of Maximum Earthquake (MCE) in each zone (described by the zone factor). Designing -considered bridges for this level of hazard and keeping them within elastic range is expensive.
It is
I;':ii::::.::'ill1;:1,:::.-:lyf1] :]il:i:t chccks.
;::l: i::::::-::L::l:""*:
changes rhc reverorseisn,icc design desrgn tor rorcesr (increases, >r), irrI 2.1 or \rrrul4, tL "rii",i"crv )) Q\ worcls, thc risk of'clarnageifitilurc in actual scisnic cvent is recluced. The MCE is i nor used for any design
"r
rmportance uuPuflance
lnternationally, Maxinrum considcred Earthquakc (MCE) an<l operating Basis Earthquake are based on the statistical probability' As cxplaincd in Foreworcl of' IS:1893, due to tact of adequate statistical data, this kind of rationalization anclachicving evcn a semblance of uniformity of risk levcls for different structures in different zones is not yct possible, ancl a sinrple rcduction factor of Z is uscd.
2) Maxirnunr considcrctr llarthquakc (MCE) and Dcsign Basis Earthquake (DBE)

Although thc scismic rotenlials of'thc zoncs as describcd by maximum consiclered earthquake (MCE) are large,
INDIAN HICHWAYS, JUNI 2OO'
lt,t
{r
only 50% of MCE acceleration has becn rccommended by IS: 1893 as design basis earthquake (DBE). This has been chosen, as stated in IS: I 893, on the basis of accepting certain level of damage in the event of DBE, based on the past experience of building damages (described by MSK-64 scale) nd in view of achieving economy in design For events larger than Zl2, certain risk of significant damage exists and is accepted. This apparently over simplified uniform treatment for all structures across the zone (by use of common value of Zl2) is corrocted by means of a multiplying factor 'l'which modiles the design level of acceleration (and forces) for different types of structures as explained above. Part l, and other published parts of IS: 1893, recommend the values of '['factors varying from I kr 2 for structures being used for different purposes. The choice seems to depend partly on the need of immediate post earthquake availability and partly upon the consequential economic implications due to loss of service. Apparently, although not stated explicitly, it seems to have been assumed that the loss of life will be avoided (or minimised) by
engineering design of the structures, as per the codal recommendations.
3) (a) (b) (c) (d) (e)
Acceptable Risks as per IRC: 6
The performance targets, or aims, of the seismic provisions of this code are :to ensure that the bridge does not collapse under the action ofdesign level ofearthquake,
its components may suffer minor or major damages depending upon the extent to which it enters in a plastic deformation stage,
damages to minor and replaceable elements like expansion joints, hand rails etc., are permitted.
Serviceability ofbridge can be restored after repairs,

the increased cost to meet the above targeted performance is reasonable.
For some critical bridges, consequences of structure entering in plastic regions, such as residual deformations, or damage extending to many members, or to inaccessible foundation elements, etc. will lead to long period of closurc, and vary high cost and time of repair. In such cases, the likely damages may be directly verified by special analyses,
Iffound unacceptable, the design forces can be upgraded (by using higher I factor) to control the damage.
4)
Estimation of Design Forces Acting on Structure
When subjected to ground motion described by ZlL,the accelerations and the inertial forces experienced by various parts of the structure depend on their overall dynamic characteristics, which in tum depend on the distribution ol mass and stiffness of various components. Two methods of calculating the response are permitted by the code:
ln the analysis, two rnethods are permitted depending on the complexity of the structure,
as described bellow:
(")
The lilaslic Seismic Acceleration Method is more comnonly usedJitr bridge structures which are on straighl alignmcnt und which have regular slructural arrangement in each direction. The natural period of vibration fitr euc:h ofthe two (or three) directions is calculatedr theJirst fundamenlal) mode of vibration. These periods urt used to calc:ulule lhe acceleralion 'A'seen by the bridga as u whole, with help of the response spectra. The re.sponsg :,
specfro cxpresses ucceleralion respon!es oJ'single degree ol'.fieedom osc:illators having different time periods <tj: nutural vibrctlion as a Jtncliott ot'time perktd. The accelerations are expre:sed in non dimensional form (S/g) antl are ntrmulizetl to the zero pcriod ground ucceleration, taken as t. In lhis method the maximum acceleralion (AJ, seen by thc mass ofoscillator is given by [Z* /2] * [5,/g,J , which is further modified by multiplying by the importanaal;
.fut:tor'l'.
The Elastic Rasponsc Spectrum Melhod which is a general methrd suitabte r more complex r;.):.ttcrn,\: such us conlinueus hridges, bridge with large diflrence in pier heights, and bridges which are curved lfi
tlun.
(h)
IN DI
AN {IGHWAYS, JLINE
T
l: ,
1-l
('i
(.r
In the rigorous method, the bridge structure is modeled
as a rnultiple degree of freedom system consisting of lumped masses connected by mass-less members characterized by their elastic stif.fress for bending, shear and axial forces. The structure is analysed f<lr obtaining its response in dilTcrent modes of vibration, *hi.l, ur. combined giving appropriate woights to participating modes. This is repeated for other directions of morion and suitable combinational rules are used to obtain thc integrated response for design verifications.
response obtained is in elastic domain and is used dircctly in the design
if the structure is designed to remain
in elastic limits, (below yield).
A simplified analysis is permitted for regular bridges with simple foundations, more or less uniform piers and beam type superstructure. This is called "seismic Coefficient Method'in which a single coefficientAn is used to convert structure's mass into horizontal seismic force. CoefficientA,, is based upon the funclamentanatural period of the structure as a whole, and the response spectrum, as in case of the more rigorous method.
s)
(a)
Response Reduction Factor Designing bridges to remain elastic at MCE level is not economical. It is expensive even at the DBE level, as compared to the designs based on methods recommended by IS: 1893- 1984. IS: I 893 2002 has considered it adequate to ensure that at chosen design level Z 12, the structure is subjected to minor damage, but can be allowed to reach yield at load factor of 1.2, yield being defined by the codal methods of assessment (concrete/ steel codes), using characteristic strengths of materials and the partial material factors as per the relevant codes. In the working load/allowable stress method, as followed presently by IRC, the basic aim remains the same as that of IS: 1893, but without the load factor of lt}.In order to permit plastic deformation of the structure, and verifying the same without using non linear analysis, a method of Response reduction factor is
used, basis of which is explained below
Fig. 2 shows actual non linear response of the stucture, its idealized bi-linear response, and the fully elastic response assuming that the structure remains elastic till failure. ,", and A" represent the maxilnum displaccments of inelastic and elastic systems, which
are assumed to be about equal. The research shows this assumption
(b)
to be reasonable for moderate to long period sffuctures. The elastic ultimate moment M" (forces in general) is obtained by performing
elastic analysis and is reduced by dividing by response reduction factor'R', to obtain Mo. Mo is then used in design of the structure using linear analysis and combining results with moments (forces in general) resulting from other loads. In effect, the seismic force considered in the analysis is reduced from[Z.Il2]*[S"/g] arrived in 3(a) to a lower value of [Z.l/2R]*[S"/g], which is the familiar codal
cxpressiclrr frr
4..
(c)
Clhoicc of response reduction factors
F'ig. 2. Elastlc
rnd lnclastlc forccdcformstion relatlonships (ATC/MCtlflR 2001 ).
'l'hc choicc ol' R fctor depends on the performance objectives o[ thc bridge. If one intends to keep the bridge within rnorc or lcss elastic lirnits, a value of I is indicatcd. ll'full plasticity is to be cxploited, large value is chosen. If partial plastic dcvclopment is preferred, leaving margins f'or unccrtaintics, or fbr a larger seismic event, some intermcdiate
INDIAN I.IICIIWAYS. JIJNI 2009
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('
value of R is chosen. The choice is also influeneed by the extent of built-in indcterminancy, which leads to extra (reserve) capacity of deformation after development of the first plastic hinge before complete collapse takes place. The overstrength of the member is another margin to be kept in mind while choosing the value of R factor. Overstrength is the actual extra built-in strength over and above the dcsign strength, arising out of the conservative estimation of material strengths and detailing practices, Correct calculation of R factor is a complex issue. Much research has gone in this and more is needed. While choosing R factors for Indian conditions on the basis of international codes and practices, the fundamental differences between design philosophies, reliability of data base, and more importantly, the performancc trgets should be carefully considered.
6)
Consideration of depth of scour and combination with the average yearly maximum flood.
The present practice ofconsidering 0.9 times maximum scour depth for seismic checks is rational, and is recommended to be continued. The logic of not rcducing scour depth further is basecl on the fct that the scour holes filled up
during receding floods are filled with the loose deposits and cannot be relied upon to provide lateral support against
large earthquake forces.
The recommendation to consider design level of earthquake with maximum average yearly flood is to provide for a rare, but reasonable, combination and avoid combining two extrernely rare events of high flood of 100 or more
years ofreturn period and earthquake.
7)
Recommendations of Draft of IS: 1893(Part 3) 2005 on Bridges
Draft of the above code which was under discussion in BIS committee was made available by Prof.Thakkar. This code generally follows the philosophy of IS:1893 (Part-I) and is similar to the presently proposed IRC:6 clauses, with deviations in applicability of hydro-dynamic forces and earth pressure forces.. IS recommends the same for all zones, whereas proposed clauses of IRC:6 limit their application in Zones IV and V, and in near field regions. This is based on the rrore or less satisfactory performance of bridges in Zones II and III in the past.
PAST PERFORMANCE OFBRIDGES
On the basis of past experience of last 50 years or so of earthquakes, which has been well documented, it can be seen that very few bridges have collapsed under action ofearthquake. ln fact, major damages have been in the region of bearings, dislodgcment of superstructure, damage to expansion joints, handrails etc. In very few cases, foundations have been damaged in the regions of severe soildisturbance, such as liquefaction, and displacement of soilmass
just below the f<lundations. By and large, such situations re exceptional and highly localised. These can be avoided with proper identification of seismic hazards. Briefly, it can be stated that, in spite of having been designed for the lower seisnric fbrces than those presently proposed in IRC: , the st'uctures have generally perf'ormed well requiring attention to mainly bcarings, dislodgement of superstructure etc.
lwo or lhrcc
rcasons coulcl bc behind this satisfactory performance. lirst, rnost of the bridges have been dcsigned using stltic ccluivitlcrtt f'orccs without consiclcrations of fcxibility and long period of vibration. This resulted in extra built-in slrcnglh fbr bridgcs with tall piers and long slans. For rncdium to small span bridges, the seismic design l'orces had bcen urder:estirnalccl, but they htvc also survivcd. This coulcl bc because of builrin margin obtainecl by conrbining walcr currcnt furccs at high fltxrd lcvcls with cartlrquakc forccs, antl these floods being absent when large carthquakcs took placc.
a lntge gap still exists bctwecn the recommended higher forces by the plesent IS: I 893/IRC: 6 and uncxplained but satisfctory pcrfonnance of the existing bridges, especially that of the liunclalions. Thcrcfbrc, whilc accepting mtlre up-to-datc knowlcdgc about seismisity of the Indian sub-coutinent and adopting ncw scicntifc nlcthods. it is ncccssary to givc due crcdnce to satisfactory performance of the bridges dcsignetl carlicr lrr lowcr lbrccs.
Ilowcvcr, in spitc of'tltc abovc considelations,
il6
INDIAN FIIGHWAYS. JLINE
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ffiFr
(Telc):
Ws,
qfqffS (Secrctary Ocncrat); +91 (ll) 2618 5303 qfqqfdq (Sccu.): 261 I 53 I 5, 261 8 53 19, 2(rl7 1548,
2(tl8 5273,26'116778

Kama Koti Marg, Sector 6, R.K. Puram, New Delhi - I l0 022 (lndia)
(nax): +91 (l
l) 26t8
3669
NOTIFICATION NO.54 dated 28 Mav 2009

Amendments Clause Nos. 708 and 709 of IRC:78-2000 "Standard Specifications and Code Practice for Road Bridges" Section :VII Foundations and Substructure (Second Revision)
to
of
Second Revision of IRC:78-2000 "Standard Specifications and Code of Practice fbr Road Bridges " Scction :VII l'oundations and Substructure (Second Revision) was published in Dccember 2000 and reprinted in August 2005 incorporating uptodate amendments till that time.
The Indian Roads Congress has decided to further amend the abovc document. Accordingly,
No.
the
Amendment
is hereby notified..
These amendments shall be effective from the
I June 2009.
Encl: As above
Q'!"u'tu
(R.P. Indoria )
Secretarv General
708. WELL FOUNDATIONS Cl. No.

708. r.
r
F'or
Read Foundations supporting the superstructure located in deep water cannels shall comprise of properly dimensioned caissons preferably having a single dredge hole. While selecting the shape, size and type of well the size of abutment and pier to be accommodated need lbr cffecting streamline flow, the possibility of the use of pneumatic sinking the anticipated depth of flundation and thc nature of data to be penetrated shoukl bc kcpt in view. The minimum dimensions of dro<lgc shall not bc less than 3 m. In case there is deep standing water, properly designed floating caissons rnay bc uscd as Clause 708.12.
'While selecting the shape, size and the type of wells for a bridge, the size of pier to be accommodated need for cflecting streamline flow, the possibility of the use of pneumatic sinking,
the anticipated depth of foundation and the nature of strata to be pcnetratcd should be kept in view. Further for the type of well selected, the dredge holc should bc large enough to permit easy dredging, thc minimum dimension bcing
not less than 2rn. ln casc thcrc is deep standing water, propelly designed floating caissons mav be uscd as Clause 708.12.
llowever, in case of larger bridges across rivers in witlc flood plains prone to scour, delta/tidal rivers,: channels with inlnd waterway traffic and bridges in coastal/lnarine locations, the number of intermediate'
f'oundations shall be rcduced as far as practicable.
INDIAN }IIGHWAYS. JUNIi
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709. PILII FOUNDATTON

Clause No. 709.t
General
For
Read
709.t.4
For piles in sheams, rivers, creeks, etc., thc

following criteria may be followed : (i) Scour conditions are properly established. (ii) Permanent steel liner should be provided at least upto maximum scour level. In case of marine clay or soft soil or soil having aggressive material, permanent steel liner of sufficient strength shall be used for the full depth of such strata. The minimum thickness of liner should In last line under (ii) change 5 mm to 6 mm.
be 5 mm.
709.1.s 709.1.5.1
Spacing of piles and tolerances Spacing of piles : The spacing of piles should be considered in relation to the nature of the ground, their behaviour in groups and the overall cost of the foundation. The spacing should be chosen with regard to the resulting heave or compaction and should be wide enough to enable the desired number of piles to be installed to the correct penetration without damage to any adjacent construction or to the piles themselves.
Spacing of piles and tolerances

709.1.5.1 Spacing of piles a) Where pier is supported on multiple piles, connected by frame structure or by solid pile cap, the spacing ofpiles should be considered
in relation to the nature of the ground, their

in groups and the execution conveQ$fitrviour niente. The spacing should be chosen with regard to the resulting heave or compaction and should be wide enough to enable the desired number of piles to be installed to the correct penetration without damage to any adjacent construction or to the piles themselves. b) For land bridges pier may be supported on single pile having diameter sufficiently large to accommodate construction tolerances of pile installation with reference to location of piers as well as having shength as required by the design. The pile should be designed to cater for the maximum eccentricity of vertical load in such case. Alternatively, pile shaft can be continued to act as a pier and get connected to pier cap which is designed to accommodate thc ccccntricities due to construction tolerancos.
'l'hc cost of a cap carrying thc load from the structure to the pilc heads, or the sizc and cffective lcngth of a ground beam, may influencc the spacing type and size of piles.
The size of a cap carrying the load from the structure to the pile heads, or the size and effcctive length of a ground beam, may influcncc type, size and spacing ofpiles.
rJ;
it
iiiii: lli
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The spacing of piles
will
be determined by
(a) the method of installatioR, e.9., driven or

bored; (b) the bearing capacity of tho group, Working rules which are generally, though not always, suitable, are as follows :
For friction piles, the spacing centre should be not less than the perimeter of the pile oL fbr circular piles, three times the diameter. The spacing of piles deriving their resistance mainly from end bearing may be reduced but the distance between the surfaces of the shafts of adjacent piles should be not less than the least width of the piles. 709.1.7
The minimum diameter of piles shall be as fol- "The minimum diameter shall be 1.0 m for river/marine bridges. For bridges beyond the lows : water zone and for bridges on land the diamRlver Bridges on
Lsnd
Driven cast-in-situ piles
Precast piles
Bridses
1.2 m
eter may be reduced upto 750 mm".
0.5 m 0.35 m
1.0 m
l.0m
1.2 m
Bored piles
709.r.8
The settlement, differential settlement, lateral de- Settlement, Differential Settlement and flection at cap level may be limited for any stuc- Pile Capacity The differential settlement between two sucture as per the requirement.
cessive foundations taken at pile cap level, may be estimated from the maximum settlement expected at two foundations for the dead
load, superimposed loads, live load and scour
effect. The increase in settlement with time in clayey soils shall be accounted for. In absence ofdetailed calculations, for the purpose
of prcliminary design, it can be taken as not more than the maximum settlement of any of the two foundations. The differential settlement shall'be limited depending upon the following functional and
structural considerations:
a)
Functionally acceptable differential settlement between two neighbouring piers shall not be greater than I in 400
of the span to ensure riding comfort,
specified in para 706.3.2.1.
as
2OO9
il9
b)
of a single pile considered for estimating the pile capacity shall be arrived from
The allowablo settlement
c)
comelation of thc sottlement of pile group to that of single pile, as per clause 709.3.4. It is further provided that the working load capacity of pile basod on the (b) shall not exceed 40% of the load conesponding to the settlement of l0% of pile diameter (i.e. safety factor of 2.5 on ultimate load capacity is ensured).
709.1.9
For both precast and cast-in-situ piles, the For both precast and cast-in-situ piles, the values regarding grade of concrete, water values regarding grade of concrete, water cement ratio, slump shall be as follows : cement ratio, slump shall be as follows:
'Tremie
Concrete Cast -in-situ Grade of concrete Driven Cast -in-situ
Precast
' Concrete M35

400 kg/m' 0.4
50
M35
400 kg/m'
0.4
M35
400 kg/m' 0.4
100 -130
Grade
conctete
Concrcte Castin-situ by Tremie
Precast
Concrete
of
M35
400 kg/m' 0.4
M35
400 kg/m' 0.4
Min, cement
cntenc
Min. cement
contents
Max. W.C.
ratio
Slump lmm)
r50-200
Max. W.C. ratio Slump (mm)
150 - 200
50 -75
Note:
i)
For improving resistance to
penetra-
of mineral
tion of harmful elements from soil use admixtures (fly ash, silica fume, GGBS conforming to respective
BlS/lnternational standards) and as per IRC:21 and IRC: l8 is recommended.
i)
In marine conditions and areas exposed
to action of harmful chemicals, protcction of pile caps with suitablc coating such as bituminous based, coal-tar epoxy, epoxy based coating may be
considered. High alumina cements, (i.e. quick setting cement) shall not be used
in marine conditions. Also when both chlorides and sulphates are present, use
of sulphate resistant Cement is not recommended.
i.
I
!.
120
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F:-.,'
709.2 709.2.1
Requirement and Steps for Design and
Installation The initial design of an individunl pile, group of piles and final adoption should pass through two types of major investi$ation and tssts as fullows:
(i)
Requirement and Steps for Dcsign and lnstallation The initial design of an individual pile, confirmation of its capacity by either initial load test or by re-confirmation of actual Comprehensive and detailed sub-surfnce soil parameters, modification of design, if investigation for piles to determine the required, and final adoption should pass design parameter of end bearing capacity, through following steps of investigations, friction capacity and lateral capacity of soil design and load testing:
surrounding the pile.
i)
Comprehensive and detailed sub-surface
(iD
Initial load test on trial pilos for confirmation /modification of design and layout and routine load test on working piles for acceptance of the same.
investigation for piles to determine the design parameters of end bearing capacity, friction capacity and lateral capacity of soilsunounding the pile.
ii) iii)
Design of pile and pile group based on (i) above for specified bearing strata.'
Initial load testing: Initial load test on pile of same diameter as design pile for direct confirmation of
design.
The initial load test is a part of the

design process confirming the expected properties of bearing strata and the pile
capacity.
iv)
709.2.2
Steps
(ii) & (iii) should be repeated for
different types of strata met at site.

The steps for design and confirmation by tests are The steps for design and confirmation by tests
given below
are given
below:
() (ii) (iii)
Subsoil exploration to establish design soil

parameters.
i) ii)
Sub-soil exploration to reconfirm soil

parameters assumed in the design. Provide for the required design capacity of pile group based on tentative irumber an<l diameter of piles in a group.
Required capacity of pile group based on tentative number and diameter of piles in a
group.
Capacity of pile based on static formula

considering ground characteristics. The allowablc total/cliferential settlement should be duly considered. 'l'his stop along with step (ii) may bc iterativc.
ii) 'fhe allowance
total/differential
settlement of single pile should be based on the considerations as per 709.1.8 and 709.3.4. Capacity of single pile is to be
based
on static formula
considering
ground characteristics. This step along with step (ii) may be iterative.
(iv)
Structural design of piles.
iv)
Structural design of piles.
INDIAN I{IGHWAYS, JUNE
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t2t
--"T_ry:w
i,
(v)
Initial load tcst for axial capacity, lateral v) load capae ity and uplil load capacity on trial
piles to verify/confrm or modify the design consideration of piles done by steps (ii), (iii) and (iv). The load test shall be conducted for two times design load. Initial load test shall
be cyclic load test.
Initial load test as mcnticlned in

709.2.1(ii) (a) is for axial load capacity,
including uplift capacity, if required, <ln trial piles of the same diameter as the design pile. The testing shall be
done as per the procedure laicl down in IS:291l, Part-lV. The load test shall be conducted for not less than ZYz times the design load. The initial load test shall be cyclic load test for piles deriving strength from end bearing and side friction. The maintained load test can be performed for end bearing piles
Ifthe initial load test gives a capacity greater than 25 per cent of the capacity calculated by static formula, and if it is desired to take benefit of the highest capacity, another two
load tests shall be carried out to confirm the earlier value and minimum of the three shall be considered as initial load test value. The number of initial tests shall be determined by the Engineer-in-charge taking into convi) sideration the bore log and soil profile. For load testing procedure ofpiles, reference is made to IS:291I (Part - IV).
without relying on friction, and for the

socketed piles in rock.
(vi)
Routine load test may be conducted again to reconfirm or modify the allowable load. Tests should be properly designed to cover particular group for single pile test and double pile test. The lateral load test may be
conducted on two adjacent piles.
If the initial load test gives a capacity greater than 25 per cent of the capacity calculated by static formula, and if it is desired to take benefit of the higher capacity, another two load tests shall be carried out to confirm the earlier value and minimum of the three shall be considered as initial load test value. The number of initial tests shall be deerntined by the Engineer-in-charge taking into consideration the bore log and soil profile.
Routine load test should be done at locations of alternate foundations of bridges allowable loads. Vertical and horizontal load tests should be properly designed to cover
709.2.4
Routine Tests
Routine load tests should be done on one pile for alternate foundation for bridgcs. The number may be suitably increased/reduced taking into consideration thc bore long and soil profile, limited to lo/o of total numbcr of piles or two nos. whichever is morc.
to reconfirm or modiff the
particular pile group. The lateral load test may be conducted on two adjacent piles. Howeve rcsults of routine load tests shall not be used for upward revi.sion ol' dcsign capacity of piles. The Minimum number of tests to be conducted is as given below for confirming pile
capacity:
t22
INDIAN HIGHWAYS,
JTTNE 2OO9
ir
,"
.
i I
Total number of
,,;i
Minimum No. of
Tcst Pilcs
2 J
'.i''
Piles for thc
i.i !
bridse
uto 50
I '..; ;:':
". | .lrl ;iii t::. lalt

l 8... .
i ';:j
Unto 150
Bcvond 150
l:i;
2% of totalpiles (fractional number rounded to next higher integer number).
'
Note: The number
of
tests may
be
2.
judiciously increased depending upon the variability of foundation strata. Pcrmissible Over Load While conducting routine test on one of the pile belonging to a pile group, the pile is found to be deficient (based on the settlement criteria at 1.5 times the test load) an overload upto l0% of the
capacity may be allowed. For a quick assessment of pile capaciry,
3.
strain dynamic tests may be conducted after establishing co-relation using the results of load tests. However, results of strain dynamic tests shall not be used for upward revision of design capacity of pile. Detailed guidelines & references are at Appendix-7 Part I & 2. These
methods can be followed.
4.
To have a fairly good idea about the quality of concrete and construction defects like voids, discontinuities, etc., pile integrity tests are extensively conducted. Detailed guidelines and
rcl'crences are at Appendix-7 Part 2.
709.3
709.3.1
Capacity of Pile For calculating designed capacity of pile / pile For calculating designed capacity of pile, recgroup methods / recomrnendation of IS:2911 ommcndations given in Appendix-S should be followed. For calculating capacity of pile should be followed.
Appenglix- gives formulae for pile capacity based on soil / rock interaction following tlefinitions will with pile.
INDIAN HICTIWAYS, JUNE
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group refbr sections 709.3.3 and 709.3.4 and the allowable settlement criteria as per Clause estimating 709.1.8. For application of these clauses the
apply.
123
a)
qhc$ivg-coil (clay or plastic silt with s,, s 0.2_5 MPa;
b)
ranulal s-oi!(sand, grnvcl or non-plastic silt with N (averagc within layer )

<50 blows/0.3 m (50 blows / 30 cms); Intermediate Geomaterial
c)
Cohesive: e.g, clay shales
or
mud-
stones with 0.25 MPa (2,5 tsf) 2.5 MPa.
< S" <
Cohesion less: e.g. granular tills, gran-
ular residual soils N>50 blows/O.3m

(50 blows/3O cms.);
d)
Rock
[cohesive, cemented geomate-
rial with S, > 2.5 MPa (25 tsf) or q" 2

5.0 MPa. 709.3.2
Factor of safety : The minimum factor of safety Factor of safety : The minimum factor of on ultimate axial capacity computed on the basis safety on ultimate axial capacity computed of static formula shall be 2.5 for piles in soil. For on the basis of static formula shall be 2.5 for piles, in rock, factor of safety shall be 5 on the piles in soil. For piles in rock, factor of safety bearing component and l0 on socket side resis- shall be 5 on the bearing component and l0
tance component.
on socket side resistance component.
709.3.3
Capacity of piles/group action : The axial capacity of a group of piles should be determined by a factor to be applied to the capacity of individual piles multiplied by the number of piles of
Capacity of piles/group action: The axial capacity of a group of piles should be deter:
mined by a factor to be applied to the capacity
of individual piles multiplied by the number
the group. of piles of the group. Factor may be taken as I in case of purely Factor may be taken as in case of end bearing piles having minimum spacing purely end bearing piles having mini-
(i)
i)
of 2.5 times the diameter of pile and for

frictional piles having spacing of minimum
3 times diameter of pile.
(ii)
For pile groups in clays, the group capacity shall be minimum of the following :
ii)
(a) Sum of the capacities of the individu- (a) alpiles in the group. (b) The capacity of the group based on (b)
block failure concept, where the ultimate load carrying capacity of the
block enclos.ing the piles is estimated.
mum spacing of 2.0 times the diameter of pile and for frictional piles having spacing of minimum 3 times diameter of pile. For pile groups in clays, the group capacity shall be lesser of the following : Sum of the capacities of the individual piles in the group. The capacity of the .group based on
block failure concept, where
the
ultimate load carrying capacity of the block enclosing the piles is estimated.
t24
2OO9
709.3.4 709.3.4.2
t
Settlement of pilc group Settlement of pilc group in sands : The scttlement of a pile group is affected by the shapc and size of group, longth, spacing and method of in' stallation of pilcs. There is no rational method available to predict the settlement of group of piles in sands. It is recommended to use ernpirical relationship proposed by Vesic for obtaining the settlement of pile group. In this methotln the settlement of the group is predicated based on settlement of a single pile obtained from load test. The following Table indicates the relationship :
Scttlcmcnt of pile group in sands : The settlement of a pile group is affcted by the shape and size of group, length, spacing and method of installation of pilos. Methods given in lS:8009 (Part-ll) or any other
rational rnethod may be used. The seftlement of group of piles in sands can be calculated by assuming that the load canied by the pile group is transfbrred to the soil through an equivalent raft located at one third of the pile length upwards from the pile toe for friction piles. For end bearing piles the settlement can be calculated by assuming the raft placed at the toe of the pile group.
V/idth of Group /Pile diameter

5
25
50 60
Where,
g d
= :
settlement of Pile grouP settlement of single pile
709.3.s
709.3;.5.2.
Resistance to lateral loads
The safe lateral resistance must not exceed the The safe lateral resistance must not exceed the sum of lateral resistance of the individual piles. sum of lateral resistance of individual piles. The safe lateral resistance of individual pile shall The safe lateral load resistance of individual be corresponding to a 5 mm deflection at ground pile depends on the modulus of horizontal level in accordance with IS:2911 with full 'E' sub-grade reaction of the foundation matevalue and for appropriate pile-head condition in rial as well as the structural rigidity of pile. Load Cornbination, I of Clause 706.1.1. For river Appropriate rational method of analysis usbridges with scourable bed, the 5 mm deflection ing soil modulus as recommended by IS:291I may be used to calculate the same. The safe mav be taken as the deflection at scour level. lateral resistance of single pile shall correspond to deflection at scour level not greater than I .0o/o of pile diameter. For a group of vertical piles, confirmation by load testing is not required. For pile acting singly the horizontal load test may be performed In accordance with IS:2911. Testing shall be for free hcad condition for piles having free standing shaft above scour level upto the pile cap. For conducting test at scour level, it will be necessary to drive a larger diameter casing upto scour level so that the test pile above is free to
deflect. The cleflection at scour level
INDIAN IIIGHWAYS, JIJNE
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125
my be measured directly, or may be calculatcd from deflection measured at higher (ground) level assuming that the pile acts as a structural cantilever from the point of fixity.
The point of fixity can be taken from the analysis porformed fbr the design or calculated by simplified method given in IS:291l.
For piles in land zone of river bridges or for bridges on land (refer section 709.1.7), The lateral load capacity may be based on fixed head condition in appropriat direction for rigid pilc cap permitting deflection at pile head of not more than 1.0% of pile diameter.
709.3.6 709.3.6.2
Uplift load carrying capacity The ultimate uplift capacity may be calculatecl The ultimate uplift capacity may be calcuwith the expression of shaft resistance/skin fric- lated with the expression of shaft resistance/ tion only, of the static formulae for compression skin friction only, of the static formulae for
loads and applying a reduction factor of 0.50 on compression loads and applying a reduction of 0.70 on the same. In case of rock, of socket need not be restricted to 0.5 x diameter the socket length shall be measured from 0.3 ofsocket. m depth to actual depth of socket. The weight of the pile shall also be taken as acting against The weight of pile shall also act against uplift. Pull out tests may be conducted for verification uplift. Pull out test shall be conducted for verification of uplift capacity factor of (2.5 10.7\ = of uplift capacity, 3.57 on the ultimate strength shall be used.
the same. However, in the case of rock, the length factor
709.3.7
Piles subjected to downward drag : When a soil stratum through which pile shaft has penctrated into an underlying hard stratum compresses due to its own weight, or remoulding, or surface load etc., additional vertical load is generated along the pile shaft in such strafbllowing basis : tum upto a point where soil does not move (i) In the case of pile deriving its capacity down relative to pile shaft. Such adclitional rrrainly lionr friction, the value of downward drag load coming on pile may be assessed on the forcc rnay be taken as 0.2 to 0.3 timcs undrained following basis : shear strcngth rnultiplied by thc surf'ace area of' pilc shafT cnrbcdded in comprcssible soil. (i) to (iii) As it is, except ro replace word (ii) ln case ol'pile deriving is capacity rnainiy "lcss" in the last sentence of (iii) by word I'rom end bcaring, the value of downward clrag "higher", t'orcc rnay be considered as 0.5 timcs undrained Add: (iv) This reduction in capacity of pile is shear strength mulitipliecl by the surfhce area of in the ultirnate capacity. pile shalt crnbe<Ided in comprcssible soil.
Piles subjected to downward drag : A pile may be subjected to additional load on account of downward drag resulting from consolidation of a soft compressible clay, layer due to its own weight, remoulding or surfacq load. Such additional load coming on pile may be assessed on the
126
INDIAN HIGHV/AYS. JUNE
2OO9
(iii) For a group of'piles, the drag ftruos nhufl also be calculated considering thc surlhcc uroa of the block (i.e., perimeter of the group timos depth) embedded in compressible soil. ln rhc event of this value being less than the numbcr ol' pile in the group times the individual downwar<l drag forces, thc same shall be consiclercd in the
design. 709.4
Structural Design of Piles
Structural Dcslgn of lilcs
709.4.1
A pile as a structural member shall have suficient A pile as a structural nrcmbcr shall have suffistrength to transmit the load from structure to cient strcngth to transmit thc load from strucsoil. The pile shall also be designed ro withstand ture to soil, The pile shall also be designed to temporary stresses, if any to which it may be sub- withstand temporary stresses, if'any to which jected to, such as, handling and driving stresses. it may be subjected to, such as, handting and The permissible stresses should be as per tRC:21 driving stresses. The permissible
stresses
should be as per IRC:21.
The test pile shall be separately designed to carry test load safely to the foundation.
709.4.3
3 gii l:
t
f
l:
,J;
l,!:,
Jil
'-:.1
For the horizontal load at the cap level, the moment in the pile stem can be determined by any rational theory. In the absence of any rational theory the method given in IS:2911 (part I/Sec 2) may be adopted. If the pile group is provided with rigid cap, then the piles should be considered as having fixed head for this purpose. Horizontal force may be distributed equally in all piles in a group with a rigid pile cap.
For the horizontal loads the moments in pile

shaft can be calculated as described in clause 709.3.5.2. For piles on land, if the pile group
is provided with rigid cap, then the piles may be considered as having fixed head
in appro-
priate direction for this purpose. Horizontal force may be distributed equally in all piles in a group with a rigid pile cap.
:'
i
709.4.4
,.
shall be 0.4 per cent of the arca of cross-section in all in situ concrete pilcs. I-atcral rcinforcemcnt shall bc provided in the for.m of links or spirals with ninimum S rnm dianlctcr stccl, spacing not lcss than 150 rnm. Cover to rnain rcinlirrcements shall ntlt be less that 75 rnm.
pile, as per the design requirements. However, complying with the requiremenrs of IRC:21, thc minimum area of longitudinal reinforcement I per the design requirements. The
I
Minimum reinforcement : The reinforcements Rcinforcements for cast-in-situ pltes= in pile should be provided for the full length of I The reinforcements in pile should be provided
I as
area
of lon-
gitudinal reinforcement shall not be less than

0.4 per ccnt nor greater than2.S%o of the actual arca ol'cross-scction in all casin-situ concrete
pilcs. 'l'hc clear spacing between vertical bars shall not bc less than 100 mm. Grouping of not
'
I
nlorc than two bars together can be made for achieving the same. Lateral reinforcement shall be provicd in the form of spirals with mini| rnum 8 nlm dialneter steel, spacing not more I than 150 rnnr. For inner layer ofreinforcement,
I
scparalc lirnits tying them to each other and to outer laycrs shall be
provided.
I
I
INDIAN I"IIGHWAYS. JUNE
2OO9
f.
,.
'!.'-.;./:i,ri:;ni.ri1J".-+-r,s!!+.<ir*rr4.s+,dr??qt!.i*h.tltA4.:lli:_.ir&f,#_;
( (
:L
709.5.3.
In marine conditions or in areas exposed to the ac- Delcte tion of harmful chcmicals, etc. use of dense compacted concrete shall be made, the pile cap shall be protected with a suitable anti-comosive paint, High allumina cement, i.e., quick setting cement shall not be used in marine constructions.
709.5.4
The minimum thickness of pile cap should be at least 0.6 m or 1.5 times the diameter of pile whichever is more. Casting of pile cap should be at level higher than water level unless functionally it is required to be below water level at
The minimum thickness of pile cap should be at least 1.5 times the diameter of pile. Such a pile cap can be considered as rigid. The pile cap may be designed as thick slab which time suffrcient precautions should be taken /deep beam or, by using 'strut & tie'method. to dewater. The forms to allow concreting in dry All reinforuement in pile cap shall have full condition. anchorage capacity beyond the point at which it is no longer required. It should be specially ascertained for pile caps designed by'strut & tie' method. Where large diameter bars are used in pile caps as main reinforcement, the corners ofpile caps have large local cover due to large radius of bending of main bars. Such comqrs shall be protected by locally placing small diameter bars.
Casting of pile cap should be at level higher than water level unless functionally it is required to be below water level at which time sufficient precautions should be taken to dewater,
the forms to allow concreting in dry condition.
(i)
709.5.3
i t
(ii)
In marine conditions or in areas exposed to the action of harmful chemicals, the pile cap shall be protected with a suitable anti-conosive paint. High alumina cement, i.e., quick setting cement shall not rv! be vw used uowu in r r.rv marine
constructions.
709.6.2.3.
In case of bored cast-in-situ piles tremies of 200 mm diameter shall be used f'or concreting. The trenrie should have unifurnl and srnooth crosssection insidc, and shall be withclrawn slowly
ensuring atlequate height of concrete outside the tremie pipc at all stages of withdrawal. Other rccommendations for tremie concreting are :
Concreting of Piles Concreting shall be done by tremie method. ln trcrnie rnethod the following requirements are particu larly applicable.
a)
(i) The sides of the borehole havc ro tre stablc

throughout;
(ii) The tiemie shall be watertight throughour its

length and have a hopper attached at its head by watcrtight connection;
a
When concreting is canied out for a pile a temporary casing should be installed to suffcient depth, so that fragments of ground cannot drop from the sides of the hole into the concrete as it is placed. Thc tcrnporary casing is not required oxccpt near the top when concreting under drilling mud.
r28
INDIAN HIGHWAYS, JLINE 2OO9
(iii)
The tremie pipe should be lowered to the bottom of borehole, allowing ground water or drilling mud to rise inside it before pouring con'
crete;
The hopper and trenrie should be a leak proof system..
Trcrnic diametcr ol'minilnum 200 rnm

shall bc used with 20 mm diameter down ggrogate.
(iv) The tremie pipe should always be kept full of concrete and should penetrate well into the concrete in the borehole with adequate margin of safety against accidentalwithdrawal if the pipe is
surged to discharge the concrete.
The first charge of concrete should be placed with a sliding plug pushed down the tube ahead of it or with a steel plate of adequate charge to prevent mixing of
concrete and water. However, the plug should not be left in the concrete as a
lump. The trernie pipe should always penetrate well into the concrete with an adequate margin of safety against accidental withdrawal of the pipe. The tremie should be
always full of concrete.
The pile should be concreted wholly by tremie and the method of deposition
should not be changed part way up the pile, to prevent the laitance from being entrapped within the pile.
All tremie
tubes should be scrupulously cleaned after use.
As tremie method of concreting is not

undcr water concreting, there is no need to add l0% extra cement.
Normally concreting of the piles should
be unintemrpted. In the exceptional case of intemrption of concreting; but which can be resumed within I or 2
hours, thc tremie shall not be taken out ol'the concrete. Instead it shall be raised and lowcred slowly, from time to time to prcvent thc concretc from setting. Con-
crcting should be resumed by introducing a little richer concrete with a slum1 ol about 20mnt for easy displacerncnt ol'
the partly sct concrete.
ll'thc ccxrcreting cannot be resunrcd
bc.
lbrc lual set up concrete already plaocd.
thc pilc so cast may be rejectcd or ltc" ccptcd with modifications.
INDIAN I-IIGIIWAYS, JUNE
2OO9
l3{,
(,)
()
(i
In case of withdrawal ol" tremie out of the concrete, either accidentally or to
remove a choke in the trernie, the trem-
t)
(
i)
(i
(
ie may be reintroduced in the following manner to prevent impregnation of laitance or scum lying on the top of the
k)
cqncrete already deposited in the bore. The tremie shall be gently lowered on to the old concrete with very little penetra-
tion initially. A vermiculite plug/surface retarders should be introduced in the tremic. Fresh concrete slump between 150 mrn to 175 mm should be flled in the trentie which will push the plug forward and will emerge out of the tremie displacing the laitance/scum. The tremie will be pushed further in steps making fresh concrete sweep away laitance/ scum in its way. When tremie is buried by about 60 to 100 cm, concreting may
be resumed.
The
'L'
bends in the reinforcements at
the bottom of the piles should not be provided to avoid the formation of soft
toe.
709.6.2.4.
While concreting the uncased piles, voids in 709.6.2.4 Renoval of concrete above cutconcrete may be avoided and sufficient head of off level concrete is to be maintained to prevent inflow of It is desirable that the concrete above cut soil or water into the concrete. lt is also necessary off level is removed before the concrete is
to take precaution during concreting to minimize set. The concrete may be removed manually the sottening of the soil by excess water. Uncased or by specially made bailer or other device. cast-in-situ piles shall not be allowed where Such removal of concrete helps in preventing the damages of the good concrete below the mudflow conditions exist. cut off lcvcl which results from chipping by percussion method.
The rernoval of concrete can be within the *25 nun fiom the specified cut off level preferably on the (-) side. On removal of the such concrete, the concrete should be comracted with ralnmer with spikes or it shall
bo vibratcd.
setting,
I
In casc the concrete is not removed before a groovc shall be made on outer
perimcter by rotary equipment before chipping by percussion method.
r30
NDIAN HIGHWAYS, JLINE
2OO9
'ril
;11
,il
.1
{.; i
'*H
1
l.
APPNDIX.5
rl
-:
Section
As printed
Remain unchanged
Replace with paras given below:
^t
to8
Section-9
'1.
g.CAPACITY OF PILES IN ROCK

A pile socketed into rock derives its capacity
'l
,t
,.'l
from end bearing and socket side resistance. The ultimate load carrying capacity may be calculated from
9.
CAPACITY OF PILES IN INTERMEDI. ATE CEO-MATERIAL AND ROCK
Q":
I
R"
Ru.:
K"o.Q..d,-A., + A"q,
Where,
,-l
I
Q, = Ultimate capacity into rock R": Ultimate end bearing
of pile
socketed
9.1 Axial load carrying capacity: Piles in rocks and weathered rocks of varying degree of weathering derive their capacity by end bearing
t-
..1
,Ol
I
"l
, '^1 |
R"r:Ultimate side socket shear K,o:An empirical co-efficient whose value ranges from 0.3 to 1.2 q" : Average unconfined compressive strength of rock core. Ao: Cross-sectional area of base of pile d, = Depth factor = I + 0.4 x Length of socket
and socket sidc resistance. The ultimate load carrying capacity may be calculated from one of the two approaches given below:
Where cores'of the rock can be taken and unconfined compressive strength directly established using standard method of testing, the appro4ch described in method I can be used. In situations where RQD
-l
tI
shows highly fragmented strata (which is not classified as a granqlar or clayey soil), the approach deDiameter of socket scribed in method 2 (Cole & Shoud approach) can be Length of socket may be limited to 0.5 used. Also, for weak rock like chalk, mud stone, clay x diameter of socket stone, shale and other intermediate rocks this method
A.:
q.
,*l
.,
1.r
Surface area ofsocket is preferred. Ultimate shear along the socket value I: of q. may be taken as 50 kg/cm2 for normal METHOD = Q" R" rock which may be reduced to 20 kg/cnr2 Where, for weathered rocks.
* R,,.: \o.g".drAo * A. Cu..
Q"
Ultimate capacity of pile socketed into rock in
;,_l
Note: l.
For factors of safety on R" refer Clause 709.3.2.
&
Ro,
Newtons
)vl
n"l
or
,.1
2. The maximum allowable end

applying l'actor of safety.
bearing
R" = Ultimate end bearing R"r: Ultimate side socket shear

K"n
pressure should be limited to 30 kg/cm? aflter
An empirical co-efficient whose value ranges fiom 0.3 to 1.2 as per the table below for the rocks
where corc recovcry is reported, and cores tested for uniaxial comprcssivc strength.
r-l
lr,
't
I
(cR
Rp)
Ksp
30%
0.3
1.2
"rl r,o
100%
'l
CI :
INDIAN I{IGIIWAYS, JUNE
2OO9
Core llccovcw ino/o
tc
t3l
RQP * Rock Quality Designation in % For Interrncdiate valucs, K*n shall be linearly interpolated
q. * Average unconfned compressive strength of

rock core below base of pile lbr the depth twice the diameter/least lateral dimension of
pile in MPa
Ao = Cross-sectional area of base of pile
d, = Depth factor
* I + 0.4 x Length of socket

Diameter of socket
However, value of d,, should not be taken more than L2,
A* = Surface area ol'socket
Cu.= Ultimate shear strength along
socket
length=O.225{q. For calculation of socket resistance, the same should bc restricted to 5 MPa.
METHOD 2:
This ncthod is applicable when cores and/or core testing results are not available, or when geo-material is highly fragmented .The shear strength of geo-material is obtained from its conelation with extrapolated SPT values for 300 mm of penetration as given in table below:
Strengtty' Consistcncy (q) Strong Above
600
Moderatell Moderately
strong 600-400 weak 400-200
Weak 200-100
Vcry Weak
100-60
Approx. N
Value Compressive Strength in MPa
80-40
40-t0
I0-4
4-t.4
L4 to 0.8
Qu
= R" * Rur: cr.t.N..Au
ar...4,
Where,
c,,.0
Average shear strength below base of pile for the depth twice the diameter/least lateraldimension of pile.
c.*
Ultimate shear strength along socket

lcngth=0.225 !q". The same should be rcstrictcd to 5 MPa. I".cngth of sockct.
l,
N. = t)'
Gcueral rotcs oomnon to Method
l.
and Method 2:
Ior thc hingcd piles resting on rock proper

seating has to be ensured. The minimum socket
lcngth should be 300 mm
in hard rock,
and
0.5 tirncs thc <Jiameter of the pile in weathered,
INDIAN HIGHWAYS. JI.JNE
2009.
f ,
.,
,'t
i :.
r;t
't:
la
,,,
2. 3. 4.
Thc allowable end bearing component after dividing by factor of safety shall be restricted to
5 MPa.
I
ti
For calculatir:n of socket friction capacity, the top rock 300mm shall be neglected, The fric-
t:
::''
tion capacity shall be limited to further six

times diameter of pile.
t
a i)
For the termination of working piles in the rocky strata methodology given in sub-clause l0 below can be used as quality control tool,
t
i:'
ll
,,
9.2 Moment carrying capacity of socketed piles:
For the socketed pile, the socket length in the rock may be calculated from following equation
:
-2H L--_+ "
4H2
o,D
o,'D'
6M
rD
Where L" = Socket length H = Horizontal force at top of the socket M = Moment at the top of the socket D = Diamcter of the pile.
o,=
Permissible compressive strength in rock which is lesser of 3 MPa or 0.33 q.
In case of socketed piles, for the satisfactory performance of the socket as fixed tip, the rotation at the top of the socket for the fixed condition ( 0. ) should be less than or equal to 5% of the rotation for the pinned condition at the top of the socket (0, ). 10. Pile termination criteria as a quality control tool in rocks For establishing the similarity of soil strata actually met while advancing the pile-bore with the strata selected for terminating the pile on the basis of N values
equivalent energy method can be used.
The concept ol'Pile Penetration Ratio (PPR) is used in this method. Thc pilc pcnetration ratio ( PPR) reflects the energy in ton-meter requircd to advance the pile bore of one sq.
meter cross sectional area by
I cm.
2OO9
t33
ln
case
of SPT test its I,PR can be worked out
follows: Energy spent for N blows * 63.5 kg x 75 cm x N blows ( in kg *cm units ) * E x l0'5 ton meter. Area of sampler is 0,785 x (5,2)2 sq.cm e 21.24 sq,cm, penetrating 30 cm.
Hence PPR=63.5 x 75 x N xl0'5/
| = 0.742 N
(21.24x l0a x 30)
PPR for N
*50,
37.35 tm/m2/cm, and for N =200,
l49,4tm/mzlcm
Where,
tm = energy area cm : penetration

m2 =
Whn
2) PPR (P ), ( for percussion piles
Where,
= ------------
AP
W h n A P
= =
Weight of chisel in MT Fallof chisel in'm' Number of blows of hammer Area of pile in 'm2'
Penetration
in'cm'
2
nnt
AP
3)
PPR ( R ), ( for rotary piles
):
Where n
:
=
A:
t
t:
Revolution per minute Torque in 'tm'for conesponding 'n'
time in minutes Area of piles in 'm2' penetration P= in 'cm'
134
INDIAN T{IGHWAYS, JLTNE 2OO9
I'PENDIX 7 P/lRT:I
METHOD-I: PILE LOAD CPACITY

tt
BY DYNAMTC TEST USING WAVA AQUATION
i
,'i
, t, l,:
This method is based on solving wave equation by using idcalized model using strt wise soil parameters to arrive drop at pile'set'for given pile load. The force ancl velocity response of pile to an impact force appliecl axially by of hammer causing large strain at top of pile (of the orcler of rnagnitude of ultimate capacity of pile) the ultirnate capacity of pile are measured.
j1
Theoretical background
For piles considering resistance from surrounding soil, the internal force and displacements produced on segment of prismatic bar subjected to impact at one end the wave equation can be derived as
--;=l-ll: t'
tWhere
2D
ll fa'ol, lrr"
t.p
i \dr'" J
D = longitudinaldisplacement of a point of the bar frorn its originalposition E = modulus of elasticity of bar p = density of bar material t = time x = direction of longitudinal axis R = soil-resistance term
'j
The above equation rnay be solved for appropriate boundary conditions and the relationship among displacement, time position in the pile and stress are determined usually by numerical methods. Solution requires idealization of model considering load deformation diagram for each segment, the 'quake' i.e. maximum deformation that can occur elastically 'Ru' the ultimate soil resistance and the damping factor. The empirical value of 'quake; Damping factor and perent side adhesion as reported by Forehand and Reese are ieproduced for reference
Table : Empirical Values of Q, J, and Percent side Adhesion

Soil
a
(n.)
0.
J (p) (Scc/ft. )
0.
Side
Adhesion (% of R")
35 75- I 00 100 25
Coarse sand Sand qmvel nrixed

F'ine Sand
t0
l5
0.10
0.15
'0.l5
0.20 0.20
0.t5
0.20 0.20
Sand and clay or lorcl, at least 50 % of pile in sand.
Silt and fne sand underlain by hard strata.

Sand antl gravcl underlain by hard strata
40
25
0.t5
0.r5
PILE AND TESI' PREPARATION

t.
The testing should be conducted by fixing instrumentation that shotrld include strain sensors and to the sicles of the pile at a depth of 0.5 x pile, cliameters from top of pile and then connectini
nrcasuring cquiprncnt.
INDIAN IIIGI{WAYS, JUNE
2OO9
2.
For this it is desirable that the pile is ext(3nded to suitable length after chipping top loose concrcte. This can be done either using fonnwork or pemnnent casing. Alternatively if it is a iinei pie, two openings/windows
approximately 300 mrn x 300 mm and dianretrically opposite to each other shall be rnade into the liner at 0.5 x pile diameter from top.
a
In case pile head is extended, it shall be axial, flat and have same strength as pile concrete. The pile head may even be one grade higher so as to attain eorly strength. The rebars and helical reinforcement shall also be extended to avoid cracking of concrete under hammer impact,
Refer to Figure: I for a sketch of reinforcement in the extended pile and the diarneter of bars shall generally be the same as pile reinforcement. Further, the concrete at the sensor level shall be smooth hard and uniform.
\eo l'
2. 3.
Alldimensions are in mm Clear cover to mesh reinforcement is

20 mm.
Diameter of mesh reinforcement bars is

8 nrm.
4.
Spacing of mesh reinforcement bars is

100 mm.
Plan of Test Pile
Elevation of Test Pile
DETAILS OF REBAR CAGE FOR EXTENDED PORTION OF'PILE F'OR PILE DYNAMIC TEST : 4. A pile top cushion consisting of sheets of plywood with total thickness between 25mm to l00mm or as dctermined by the Test Engineer shall be placed on the top of the pile before testing. 5. Steel helmet 25 mm-50 mm thick or as determined by the Test Engineer shall be kept ready at the time of
testing.
6.
A hammer of suitable weight (1-2o/o of test load or 5-7Yo of the dead weight of the pile whichever is higher) shall be used for testing the pile unless specified otherwise by the Test Engineer. ih. fult height generally varies from 0.5 m to 3 m.
Whercver essential a suitable guide shall be provided to ensure a concentric fall. A suitable crane or equivalent rnechanism capable of freely falling the required hammer shall be arranged otl site in consultation with the test cngineer, Refer to F-igure: 2 at the end of the specification for a skeJch showing the setup arrangements.
7. 8.
9.
suitablc power source supply shall bc provided for fixing sonsors ancl for the test equipment.
PII,E MONI'I'ORING
I' 2' '
The fcsting may bc conductcd atlcast 15 days after thc pilc is instrllcd and the concrete pile as well
cxtenclcd portion if any has achieved the required strength.
as
Dynamic pilc testing (basecl on wave cquation) should bc conducted by attaching strain transducers and accelerometers t<l the sides of the pile approximately 0.5 tirnes pile diarneter below the pile top. A pair of transducers to be fixed onto opposite sides of thc pilc so as to detect bending in the
testinr.
piie if uny auiing
l3
2OO9
{,1
(:
i
J.
!
These transducers should bc then connoctcd through the cble to measuring equipment to record strain antl acceleration measurements and display.thcm on an oscilloscope or sc[een,
4.
iI
t'
5.
The testing should be conclucted by impacting the pilc with blows of the hammer generally starting with smaller drop of 0.5 m. For each hammer blow, the strain transdueers shtluld tTleasure strains
i.
iti
:O. ''
i
?,
ll
For each hammer blorv, tbe test system should displays imnrcdiate leld results in the fonn of the mobilized capacity of the pile, pile top compression, intcgrity, stresses etc, The force and velocity curve shall be generally as defined in ASTM D4945, Testing should be continued by increasing height fall of the hammer by approximately 0.5 ln increment till the time either the pile set or the pile capacity rcaches the required limiting values, A typical force veloci$ resoonse is also described for claritv
.i
t
r
Mot\,rEN'I0t'IMPCI' t{
i. !,:
o
L, L. .'
trE
ts H
[.'.
F
li.'
B1
lir,
t;i'
,,.''
TyprcAL FORCE VELOCITYTRACE GENBRATED BY VlinSUnnG EQUIPMENT
ti
Ii
r:i'.
7.
The pile capacity shall be generally considered to bc fully mobilized
[|''
:i
li,
fr,
ri
the energy levels due to hammer impact are sufficient so as to cause a measurable net displacement of atleast 3-4 mm per blow for a minimum threc successive impacts. If thc pile set is less than 3-4mm per blow and the pile achieves required capacity, then it implies that not all thc static pile resistancc has been mobilized and that the pile still has some capacity that could not be measured or was not requircd to be rncasured at the time of testing. Analysis ancl Interpretation : Using strain and accclcration data in suitable model based on local parameters of pile and soil strata the equivalent static loacl bcaring capacity shall be calculated. The final report should specify the parameters of'soil and pile strata consiclcrcd and the safe capacity arrived. A typical blow is then selected lbr Signal Matching Analysis.
if
I
[:'
tl.
Ii
I
TES'I' I,IMITATIONS
1.0
f
E,valuation of static soil rcsistallcc ancl its clistribution catt lrc based on a variety of analytical methods and is 'l'hc input into thc analytical methods may or may not result thc subjcct ol'individual cngineering judgrncnt. in thc dynamic evaluation nratching static load tcst drta. It is necessry to clibrte the result of the dynamic analysis wilh those of a slatic ple
batl test carried out accordng to LS.
2911.
t,
2.0 3.0
Based ol above, it can bc said that it is
clitlcult to preclict rock socket friction and actual end bearing for rock
t.
i
socketcd piles that do not show substantial net displaccrnent under the impacts.
Unlike static testing, evaluation of clynanric pile tcst rcsults requires an experienced engineer trained in interpretatiolls of thc rcsults. t3'l
INDIAN HIGFIW\,YS, JUNE 2009
rv?r
FO
liofl nA0{oYfl xlc Pr.f nilo
t{sft rlorYlla rtluP DGf
f,t
Mmoucmn Hra|rc!
ef*(6
ami o{rfil
ffi
Fnnl fl Frfr gY * Fffi 8 ffi
Sketch showing test setup arrangements
METHOD-2
PILE DYNAMIC TEST METHOD BASED ON HILLEY'S FORMULAE

(BY LASER /INFRARED OPERATED EQUIPMENT)
INTRODUCTION
Since the early days of driven piles the termination criteria based on "Sets observed", are followed. Various formulas
covering driven piles provide one such flormula. The principle followed is recording the penetration per blow of the hammer and on that basis having obtained the desired set i.e. average penetration of standard numbers of blows of hammer the ultimate capacity for the pile is worked out and then with suitable factor of safety the safe capacity is anived at. The bored cast in situ piles after attaining strength (i.e. after curing) can be treated as precast pile to be advanced fuither in the founding strata (i.e. strata on which the piles are terminated) by dynamic impact energy. The load carrying capacity of bored cast in situ pile subjected to impact energJ
are available. The I.S. Code
29ll
Part-
can then be estimated on measuring consequent displacement by sophisticated optoelectronic instruments on resorting to I.S. 29ll procedure. The procedure willhelp in ascertaining thc quality of workmanship on a large numberof piles without much of time wasting and avoiding clelays in a construction activity with relatively less cost.
METHODOLOGY
The methodology of test is based on a large falling weight giving thc dynarnic impact to the elastic body. It equates thc energy of hammerblow to work donc in evercoming thc resistance of the founding strata to the,penetration, of the ordinary cast in situ piles as wellas grouted micro piles. Allowance is made for loses of energy due to thr. elastic compression of the pile, and subsoil as wcll as losses caused by the irnpact of the pile. The (Modified Hiley,ts formulae) given in the code I.S. 291I part - l, Section I is uscd in estimating the ultimate driving resistance in tonesi Applying the factor of safety as outlinecl in the code thc safc load on pile can be worked out.
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The instantaneous displacement$ including rebounels of thc pile are preciscly recorded in aptomatic dat acquisition system. This is done for several cycles and the n using formulae as accepted in I.S. 291 I thc safe loading capacity is calculated. The opto-electrtronic instrument is used fbr position sensitive mesurement by non contct continuous measurement using instrument placed away fr<lm the vibrations due to impact load. The system is based on combined light emitting diode transmitters and a position sensitive detector. The transmitter and receiver are installed so tht the infrared light beam forms a ref'erence line from transmittern receiver to the prism group reflectors. The reflected light is received and recorded 100 times per second. Using the energy transmitted to the pile and accounting for temporary compression of pile, ground and dolly occuning during the impact loading the ultimate driving resistanee is calculated. Applying the factor of safety the safe load for the pile is calculated. The modified Hiley formula is
:
R:
Where
Whn
----------
S+C/2
R= = h =
W
ultimate driving resistance in tones. The safe load shall be worked out by dividing it with a factor of
safety of 2.5;
mass of the ram in tonnes;
height of the free fall of the ram or hammer in cm taken at its full value for trigger - operated drop hammers, 80 prevent of the fall of normally proportioned winch operated drop hammers, and 90 percent of the stroke for single-acting hammers. When using the McKiemanTerry type of double acting hammers, 90 percent of the marker's rated energy in tonne centimeter per blow should be substituted for the product (Wh) in the formula. The hammer should be operated at its maximum speed while the set is being taken; efficiency of the blow, representing the ratio of energy after impact to the striking energy of ram;
ry =
S=
,
final
set or penetration per
blow in cm; and
C= P=
sum of the temporary elastic compressions in cm of the pile, dolly, packings and ground.
mass of pile in tonnes
)'i
Where W is greater than P" and the pile is driven into penetrable ground,
I'Y
-r
P]:
w+P
Whcre
l/
is lcss than
14/
P,.
and thc pilc is driven into penetrable grouncl
P2,,
(*
W1.P
u;;)
''"' I
of
P
Thc followirg are the valucs ol'r in relation to e and to the lation
/W
INDIAN I{IGIWAYS, JTJNE 2OO9
r39
ltatioof P/W
tl I tl
2
e*0.5
0.7 5
e=0.4
0.72 0.58 0.s0 0.44 0.40 0.36
0.33
0.3 t 0.2'1
c=
0.32
e=
0.25
c=0
0,67 0.50 0.40 0.33 0.28 0.2s 0.22 0.20
0.
0.70 0.55 0.47 0.40 0.36 0.33 0.30 0.28 0.24

0.21
0.
0.
0.69 0,s3 0.44 0.37 0.33 0.30 0.27 0.25

0.2
r
0.63 0.5s 0.50 0.45 0.42 0.39 0.36

0.31
2'l^
I
I
J
i!
3'1.
4
5
t6
6
1 8
0.27 0.24 0.22
0.24
0.21
0.19
0.
0.14 0.12
l9
I7
t7
0.20
0.15
0.l l
P is the weight of the pile, anvil, helmet and follower (if any) in tones.
Where thc pile finds refusal in rock, 0.5 P should be substituted for P the above expressions
for
ry
is the coefficient of restitution of the materials under impact as tabulated below

a)
For steel ram of doublc-acting hammer striking on steelanvil and driving reinforced pile, e = 0.5
b)
c)
e = 0.4. Single-acting or drop hammer striking a well-conditioned driving cap and helmet with hard wood dolly in driving reinforced concrete piles or directly on head of timber pile, e = 0.25.
For cast-iron ram of single-acting or drop hammer striking on head of reinforced concrete pile,
Tlpical Displacement Record

0
-0.1 -o.2
U -0.3
-o.4
<t)
()
c.)
-0.5 -0.6
-o.7
cll
(a)
-0.8 -0.9
Reading Serial Number.
r40
2OO9
Numbers of models of Laser/infrared operated nstrumcnts measuring accurately the defonnation are available these days. The required sensitivity of the equipment shall be such as to read the angular deformation to the accuracy of I 0"r radians and the instrument capble of recording ab<lut I 00 re adings per Seconds, From the angular defonnltion on knowing the distance of the reflector from the instrurnent vertical movenrent of the shaf under the given impact energy, (both elastic and pennanent) can be measured acculately.These measurements of the displaccment can then be substituted in modified Hilley's fonnulae stated in I.S, 291L The ultimate load canying capacity of the pile can be worked out resorting to the modified l"lilley's formulae outlined in the code and from that the safe load carrying capaciry of pile can be estimated.
APPENDIX-i
PART\z
STANDARD TEST METHOD FOR LOW STRAIN PILE INTEGRITYTESTING
I.
SIGNIFICANCE AND USE
Pile tntegrity Testing (PIT) is a Non-Destructive integrity test method for foundation piles. The method evaluates continuity of the pile shaft and provides information on any potential defects due to honeycombs, necking, crosssection reduction, potential bulbs, sudden changes in soil stratum, concrete quality in terms of wave speed etc. It is known as "Low Strain" Method since it requires the irnpact of only a small hand,held hammer and the resultant strains are of extremely low magnitude. The test procedure is standardized as per ASTM D5882 and also forms part of various specifications and code provisions worldwide as attached in table- l of the specification. The number of tests shall be decided by the engineer to the project.
2.
TYPICAL METHODS
Various rnethocls can be used to evaluate the integrity of the pile are briefly described below. The evaluation of PIT records can be described as f'ollows.
. . . .
Pulse-Echo Method (or Sonic Echo Force Velocity Approach
a timc domain analysis)
Transient Responsc l)roccclurc (Frequency f)ornain Analysis) Cross l'lolc Sonic L.ogging
J'he lorce Vclooity approach is sornctirncs used to evaluatc dcl:cts near the pile top that maybe difficult to evaluate in l)ulse Ucho Methocl Thc Pulsc l.cho is the nrost comnlonly used method and is described below.
'1
I
3.
T'BS1'EQUIPMENT
T'hc tcst should be pcrf.ormed using digital data acquisition equipment like a Pile Integrity Tester or any equivalent
that meets ASTM D5882 requircmcnts. Thc equipment nrust also include a sensitive acceleromete instrumented rur non-inslnrnrcnted hanrnrcr ctc.'l'hc data must bc displayed in the leld fbr evaluations of preliminary data quality and intcrprctation and a fickl printout shotrld bc possiblc.
IN
I)IAN I"IIGIIWAYS,
JUN
[i
2(X)9
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i,
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4,
TEST PROCEDURE
]'
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The testing shall be conducted atleast 7 days aflcr pilc concreting by an expericnced engineer / technician. Thc concrete at the pile top surface must be relatively snooth with suflcient space for attachment of the motion sensing device and hammer impact area. The tcsting involves attachment of an accelerometer onto the pile top (not near its edge) with the help of bonding material like candle wax, vaseline etc. After attachment, the pile is impacted.with a
hand held device (a hand held hammer).
t;
$
The test involves collection of several blows during the stage of testing. All such similar blows are averaged beforc display. For larger diameter piles of 600 mm and above, testing may be conducted on atleast 3 locations, whereas minimum one location is enough for smaller diameter piles. The gpicaldata sets for good or damaged shall generally be as per Figure: I and is also defined in ASTM D5882.
*
h
5. l. 2. 3. 4.
5.
REPORT SUBMISSION
The final report shall include the following: Project Identification & Location
Test Pile ldentification including Length, Nominal Cross - Sectional area
i
t*, ll.
t
& Concrete Mix
as per installation
record Type of Pile and description of special installation procedures used if any.
l
.ri
!i tf
f.j
I
3.,
Description of all the components of the apparatus for obtaining integrity measurements and recording/
displaying data. Graphical representation of Velocity measurements in time domain.
Cornments on the quality of the Pile Concrete. Comments on any potential defects/damage and its location. Comments on Integrity of Pile based on above.
6.
1. 8.
lr !|
t'
ii
LIMITATIONS
Certain limitations are inherent in the low strain test method and hence it should be treated only as an indicator of quality of work and not as conclusive test. These limitations mentioned below must be understood and taken into consideration in making the linal integrity evaluation.
l.
.
L.
_t. t+-
Integrity evaluation of a pile section below a crack that crosses the entire pile cross-sectional area or manufactured mechanical joint is normally not possible since the impact wave likely will reflect completely
at the discontinuitv.
Pilcs with highly variablc crcss-sections or multiplc cliscontinuities may be difficult to evaluate.
Thc nethod is intended to detect rnajor anornalies and rninor defects may not be detected by this method. Thc test is not appliczrblc to jointed pre-cast piles or hollow steel pipes or H-sections. Thc mcthod cannot be used to derive the pile capacity.
5.
t42
INDIAN HIGHWAYS. JI.]NE
2OO9
flftq r.s'tris l r rnil

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qr,t,
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(Tele); (Sccretary tenoral)r +91
q{ Fcn
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q6lqq
(l l) 2618
5303
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2618 5273,2671 6778
1548,
INDIAI{ ROADS CONGRESS

Kama Koti Marg, Sector 6, R.K. Puram, New Dclhi - ll0 022 (lndia)
SrR
0'ax): +91
(tl)
2618 3669
NOTIFICATION No 55 dated thc
28 Mnv 2009
Subject:
Amendment
to IRC:SP:80:2008 "Guidelines for Corrosion, Prevention, Monitoring
and
Remedial Measures for Concrete Bridge Structures".
In continuation to the Notification No. 47 published in the Indian Highways December 2008 issue, the following amendment to IRC:SP:80:2008 "Guidelines for Conosion, Prevention, Monitoring and Remedial Measures for Concrete Bridge Structures") is further notified.
Clause No.
6.5.1
For The coating protects exposed faces
Read
Page37
coating protects exposed portions and ofthe superstructure of faces of the superstructure and the the substructure above water level of substructure concret bridges concrete bridges from the aggressive from the aggressive action of
The
of
action of industrially polluted and industrially polluted and marine/

marine/saline environment. This amendment will be effective from I June 2009
saline environment.
Q'!'uNt''
(R.P.lndoria)
Secretary Ceneral
INDIAN I-IIGHWAYS. JUNE
2OO9
t43
! t
I

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1s8^fi"'Hii,ll

Tr_s iw et o, qr Ew[ g{q, r{ R * 110 ozz 1ffi

INDIAN ROADS CONGRESS

26t8 5273,2671 6778 (nax): +9t (il) 26lB 3669

+9t (il) 26tB 5303 (secu.):26t8 53t5,26t8 5319, 2617 t548,

NOTIFICATION NO. 52 dared rhe 28 May 2009

till that time.

vl compositc incorporating uptodate amendments

.This Erratum No.

shalr be effective from

foilowing matter berow the 7th line and abrvc gh rine

ensure rhat the urrimate strength ortho

6l 1.4.1.2.3. Mild steet shear conncctor

INDIAN HIGHWAYS, JTINE

less than 4,2

For a ratio of h/d equal to or greater than 4.2

420 to 500 Mpa

yield point of 230 MPa and elongation

The longitudinal shear per unit length as stated in Clause 611.4.1.2.3.3

INDIAN HIGHWAYS, JLINE

the dead load operating after composite action is effective.

6ll'4.1-2.42. The ultimate longitudinal

6n.4,t.2.4.3 1 6I.L.4.t.2.4.4 | 6n.4.t.2.4.5 l

In partialmodification to Notification No.20 dated29.6.2006 printed in Indian Highways

TNDIAN HIGHWAYS. JI.INE

qrrfiq v-sfi is rlr Cl qr{, "t o, qrtl qun

INDIAN ROADS CONGRESS

EW ('ax): +91 (ll)

NOTIFICATION NO.53 dated the 28 Mav 2009

Clause No. 202.3

INDIAN HIGHWAYS, JUNE

P-l Normal Containment

l5kN vehicle at ll0 km/h

impact P-2 Low Containrncnt

P-2 Low Containment

All other bridges

All other bridges

and 20n angle of

150 kN vehicle at 80 km/h and 20" angle of

impact P-3 High Containment

impact P-3 High Containment

3OkN vehicle at 60 km/h

300kN vehicle at 60 km/h and

and 200 angle of impact angle

Permissible Increase in Stresses and Load Pcrmissible Increase Combination Combinations

in Stresses and Load

prestressed concrete bridges. Sufficient amount

INDIAN HIGHWAYS. JUNE

COMBINATION OF IOADS FOR LTMIT STATA DISICN

Dead Load Snow load (See note i)

Primary and Secondary effect of prestress

INDIAN HIGHWAYS. JUNE

loads shown under Column

I of Table 3.I or Table 3.2 or Table

out the relevant verification,

3.3 or Table 3.4 shall be oombined to carrv

All other variable loads shall be considered

For checking the equilibrium

For checking the structural strength

Combination of Loads for the Verification of Serviceability Limit State

INDTAN HIGHWAYS. JTINE

in the structure, partial safety

Combination for Design of ['oundations

Note: An Explanatory note