Tee Pee i AMENDMENT TO IRC:6-2014 Amendment No. 2/1RC: To 2014 “Standard Specifications and Code of Practice for Road Bridges, Section 11 - Loads and Stresses” 2014/August 2014 (Revised Edition) S.No. Clause No. For Read 1. [Tem 9under I of Annex B }Temperature including] Temperature effects including restraint and (Clause No. 202.3) restraint and bearing) bearing forces (Page No. 72) forces 2. |Item 12 under 1 of Annex B | Accidental effects such | Accidental forces such as vehicle collision | (Clause No. 202.3) as vehicle collision load, |Ioad, barge impact due to floating bodies |(Page No. 72 barge impact and impact|and accidental wheel load on mountable due to floating bodies —_| footway 3. [Item 15 under 1 of Annex B | Erection Effects Construction dead loads such as weight (Clause No 202.3) of launching girder, truss or cantilever (Page No. 72 construction equipments 4. New Clause 204.6 on Fatigue Load Movement of traffic on bridges causes fluctuating stresses, resulting into possible fatigue damage. The stress spectrum due to vehicular traffic depends on the composition of traffic, vehicle attributes i.e., gross vehicle weight, axle spacing and axle load, vehicle spacing, structural configuration of the bridge and dynamic effects, The truck defined in Fig.1(a) shall be used for the fatigue life assessment of steel, conorete and composite bridges. The transverse wheel spacing and tyre arrangement of this truck shall be as per Fig. 1(b). 50% of the impact factors mentioned in Clause 208 shall be applied to this fatigue load. Direction of Motion gong, som bo | od thie - abs we mmm 2890mm ' 1 ‘max tyre pressure 5.273kg/cm"! Fig.l (a) Fatigue Truck Fig. 1 (b) Transverse Wheel Spacing and Tyre Atrangement Fig. 1 Fatigue Load (407) 44 INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:6-2014 The stress range resulting from the single passage of the fatigue load along the longitudinal direction of the bridge, shall be used for fatigue assessment with the fatigue load so positioned as to have worst effect on the detail or element of the bridge under consideration. The minimum clearance between outer edge of the wheel of the fatigue vehicle and roadway face of the kerb shall be 150 mm. For all types of bridges (i.e. Concrete, Steel or Composite ) the fatigue check shall be carried out under frequent combination of Serviceability Limit State (SLS), with load factors for fatigue load, taken as equal to 1.0. For esign for fatigue limit state, reference shall be made to. IRC:112 for Concrete bridges, IRC:24 for Steel bridges and IRC:22 for Steel Concrete Composite bridges. In absence of any specifie provision in these codes, following number of cycles may be considered for fatigue assessment, depending upon the location of the bridge and the category of roads: a) The bridges close to areas such as ports, heavy industries and mines and other areas, where generally heavy vehicles ply shall be designed for the stress induced due to 10x 10° cycles, b) Other bridges shall be designed for the stress induced due to 2 x 10 cycles. Bridges on rural roads need not be designed for fatigue, S.No, | Clause No. For te “Read 5. 206.4 |Bach part of the footway shall be|Each part of the footway shall be capable of] capable of carrying @ wheel load of}resisting an accidental load of 4 tonne, which| 4 tonne, which shall be deemed to|shall be deemed to include impact, distributed include impact, distributed over a/over a contact area of 300 mm in diameter. For contact area of 300 mm in diameter: | working stress approach, the permissible stress the permissible working stress shall] shall be increased by 25% to meet this provision be increased by 25% to meet this| For limit state design, the load combination as provision. This provision need not be|per Table 3.2 shall be followed. This provision, ‘made where vehicles cannot mount|need not be made where vehicles cannot mount the footway as in the case of a footway |the footway as in the case of a footway separated separated from the roadway by means | from the roadway by means of an insurmountable of an insurmountable obstacle, suchobstacle, such as, crash barrier, truss or a main as, truss or a main girder girder: [Note : A footway kerb shell be considered| Note: A footway ketb shall be considered mountable by mountable by vehicles vehicles 6. Read Clause No, 214 as under; 214.1 Lateral Earth Pressure Structure designed to retain earth fills shall be proportioned to withstand pressure calculated in accordance with any rational theory, Coulomb's theory shall be acceptable for non-cohesive soils. For cohesive soil Coulomb’s theory is applicable with Bell's correction, For calculating the earth pressure at rest Rankine’s theory shall be used, Earth retaining structures shall, however, be designed to withstand a horizontal pressure not less than that exerted by a fluid weighing 480 ke/m? unless special methods are adopted to eliminate earth pressure. ‘The provisions made under his clause are not applicable for design of reinforced soil structures, diaphragm walls and sheet piles etc., for which specialist literature shall be referred. INDIAN HIGHWAYS, OCTOBER 2014 a5AMENDMENT TO IRC: 2014 24.1.1 Lateral Earth Pressure under Non-Seismic Condition for Non ~Cohesive Soil 214.1.1.1 Active pressure The coefficient of active earth pressure K, estimated based on Coulomb earth pressure theory is as follows:~ 2 “ cos*( ~ a) i 1 cos? acos(5 +a) | ee sin(o—p))/? 205(6=p) cos(Sre). Fig. 214.1.1-1 where, = angle of internal friction of soil a = angle which earth face of the wall makes with the vertical. 6 slope of earth fill 8 = angle of friction between the wall and earth fill should be equal to 2/3 of subject to maximum of 22.5° Point of Application: The centre of pressure exerted by the backfill, when considered dry, is located at an elevation of 0.42 of the height of the wall above the base and 0.33 of height of wall when considered wet. 214.1.1.2 Passive pressure The coefficient of passive earth k, is estimated as follows:- cos*( ta) Gos? accos(6—a) Fig. 214.112 where, 4 = angle of internal friction of soil @ = angle which earth face of the wall makes with the vertical B = slope of earthfil % INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:6-2014 8 = angle of friction between the wall and earth fill should be equal to 2/3 of § subject to maximum, 0f 22.5" Point of Application: The centre of pressure exerted by the backfill is located at an elevation of 0.33 of the height of the wall above the base, both for wet and dry backfills 214.113 Live Load Surcharge A live load surcharge shall be applied on abutments and retaining walls. The increase in horizontal pressure due to live load surcharge shall be estimated as Arkxyxh, where, k = coefficient of lateral earth pressure Y density of soil h,, = Equivalent height of soil for vehicular loading which shall be 1.2 m. HE fe fae alee oben asa aaae ot fa-GHe-o att aoe vaa ede tropes eet ee formation width. 214.12 Lateral Earth Pressure Under Seismic Conditions for Non -Cohesive soil ‘The pressure from earthfill behind abutments during an earthquake shall be as per the following expression. 214.1.2.1 Active Pressure due to Earthfill The total dynamic force in kg/m length wall due to dynamic active earth pressure shall be: ©, dyn= + wire, where, C, = Coefficient of dynamic active earth pressure w unit weight of soil in kg/m” = height of wall in m, and 2 (1£ Ay) cos*( Aa) ‘ 214.12. (@) COrR cosFacos(+a+2) "|, 4 ancora eos( ead), where, A, = vertical seismic coefficient 4 = angle of internal friction of soil = angle which earth face of the wall makes with the vertical slope of earthfll angle of friction between the wall and earthfill, and INDIAN HIGHWAYS, OCTOBER 2014 aAMENDMENT TO IRC:6-2014 A, = horizontal seismic coefficient, shall be taken as g for zone factor Z, refer Table 6 of IRC:6 ign purpose, the greater value of C, shall be taken, out of its two values corresponding to + A, Point of ap From the total pressure computed as above subtract the static active pressure obtained by putting A, in the expression given in equation 214.1.2 (a). The remainder is the dynamic increment. The static component of the total pressure shall be applied at an elevation h/3 above the base of the wall. The point of application of the dynamic increment shall be assumed to be at mid-height of the wall. 214.1.2.2 Passive Pressure due to Earthfill ‘The total dynamic force in kg/m length wall due to dynamic Passive earth pressure shall be: ©,.dayr Lown, 5 whee, C, = Coefficient of dynamic Passive Earth Pressure Gt Ay) cos*(h +a-2) cosh cos* acos(S—at A) 214.1.2(b) w, h, o, 6 and B are as defined in (A) above and Point of application — From the static passive pressure obtained by putting a, = oc, = = 0 in the expression given in equation 214.1.2(b), subtract the total pressure computed as above, The remainder is the dynamic decrement. The static component of the total pressure shall be applied at an elevation hv3 above the base of the wall, The point of application of the dynamic decrement shall be assumed to be at an elevation 0.5 h above the base of the wall. 214.12.3 Active Pressure due to Uniform Surcharge The active pressure against the wall due to a uniform surcharge of intensity q per unit area of the inclined cearthfill surface shall be: P. aahicos a 2141.2 Oa” SERS HII Point of application - The dynamic increment in active pressures due to wniform surcharge shall be applied at, an elevation of 0.66 h above the base of the wall, while the static component shall be applied at mid-height of the wall. 214.1.2.4 Passive Pressure due fo Uniform Surcharge The passive pressure against the wall due to a uniform surcharge of intensity q pet unit area of the inclined carthfill shall be: gh cos a Ordon os (a=B) 214,1.2(d) a INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:6-2014 oe Point of application - The dynamic decrement in passive pressures due to uniform surcharge shall be applied at an elevation of 0.66 h above the base of the-walls while the static component shall be applied at mid-height of the wall 214.1.2.5 Effect of Saturation on Lateral Earth Pressure For submerged earth fill, the dynamic increment (or decrement) in active and passive earth pressure during earthquakes shall be found from expressions given in 214.1.2 (a) and 214.1.2. (b) above with the following modifications: a) The value of 6 shall be taken as $the value of 6 for dry backfill b) The value of 2s shall be taken as follows: ds tant Ms x An 214.12 (e) W,-1 12a, where, W, = saturated unit weight of soil in gra/ec, A, = horizontal seismic coefficient A, = vertical seismic coefficient. ©) Buoyant unit weight shall be adopted. d) From the value of earth pressure found out as above, subtract the value of earth pressure determined by putting A, = A, = As = 0 but using buoyant unit weight. The remainder shall be dynamic inorement, 24.1.3 AtRest Lateral Earth Pressure Coefficient The coefficient of at-rest earth pressure shall be taken as K,=1-sing angle of internal friction of soil : coefficient of earth pressure af-rest Walls that have of no movement should be designed for “at-rest” earth pressure. Typical examples of such structures are closed box cell structures. Point of Application: The centre of pressure exerted by the backfill is located at an elevation of 0.33 of the height of the wall. 24.44 Active and Passive Lateral Earth Pressure Coefficients for cohesive (¢ - 4) soil - Non Seismic Condition The active and passive pressure coefficients (K, and k,) for lateral active and passive earth pressure shall be calculated based on Coulomb’s formula taking into consideration of wall friction. For cohesive soils, the effect of ‘c’ shall be added as per procedure given by Bell For cohesive soils, active pressure shall be estimated by Pi=k yz 2c JK, INDIAN HIGHWAYS, OCTOBER 2014 49AMENDMENT TO IRC:6-2014 For cohesive soils, passive pressure shall be estimated by Pek, 12+ 20 [R, The value of angle of wall friction may be taken as 2/3” of >, the angle of repose, subject to limit of 22 % degree. where, = Active lateral earth pressure ~ Passive lateral earth pressure Active Coefficient of lateral earth pressure Passive Coefficient of lateral earth pressure = density of soil (For saturated earth fill, saturated unit weight of soil shall be adopted.) = depth below surface of soil © = soil cohesive Point of Application — The centre of earth pressure exerted shall be located at 0.33 of height for triangular variation of pressure and 0.5 of height for rectangular variation of pressure. 2141.5 Earth Pressure for Partially Submerged Backfills The ratio of lateral dynamic increment in active pressure due to backfill to the vertical pressures at various depths along the height of wall may be taken as shown in Fig. 214.1.5 (a). ‘The pressure distribution of dynamic increment in active pressures due to backfill may be obtained by multiplying the vertical effective pressures by the coefficients in Fig, 214.1.5 (b) at conesponding depths. Fig. 214.15 (0) Lateral Dynamic mncrementdue to back fill Vertical Effective Pressure with height of wall Distribution of the Ratio Note: C, is computed as in 214.1.2 (a) for dry (moist) saturated backlills 30, INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:6-2014 C', is computed as in 214.1,2 (a) and 214.1.2 (e) for submerged backfills K! Kis the value of C’a when Ab is the value of Ca when Ah = Av=A=0 Av=A=0 hl ig the height of submergence above the base of the wall Lateral dynamic increment due to surcharge multiplying with q is shown in Fig, 214.1.5(b), cose. 2(C,-K) SS Ck) Se h 2CL- Kaye Cosa iW cos(@—s) 'h Fig. 214.15 0) Lateral Dynamic Incrementdue to surcharge Distribution of the Ratio = Surchage intensity, with height of wall A similar procedure as in 214.1.5 may be utilized for determining the distribution of dynamic decrement in passive pressures. Concrete or masonry inertia forces due to horizontal and vertical earthquake accelerations are the products of the weight of wall and the horizontal and vertical seismic coefficients respectively. 24.1.5 Earth Pressure for Integral Bridges For calculation of earth pressure on bridge abutments in internal bridges, the specialist literature shall be referred, 214.2 No Change 2143 Design shall be provided for the thorough drainage of backfilling materials by means of weep holes and crushed rock or gravel drains; or pipe drains, or perforated drains, Where such provisions are not provided, the hydrostatic pressures shall also be considered for the design. INDIAN HIGHWAYS, OCTOBER 2014 StAMENDMENT TO IRC:6-2014 214.4 ‘as made up of two components: a) unit weight of earth being reduced for buoyancy, and b) Full hydrostatic pressure of water ‘7 Read Table Nos. 3.1 to 3.4 (Page No. 75, to 80) are as under: Table 3.1 Partial Safety Factor for Verification of Eq ibrium The pressure of submerged soils (not provided with drainage arrangements) shall be considered Pressure due to the earth calculated in accordance with the method laid down in Clause 214.1.1, Loads Basic Combination | Accidental Combination | _ Seismic Combination Overturning | Restoring | Overturning | Restoring | Overturning| Restoring or Sliding or |or Resisting| or sliding or | or Resisting] or sting or | or Resist uplift Effect | Effect | upliftetfect | effect | uplift Effect | effect a @ 8 @ 8 io @ 1, Permanent Loads: 1.1 Dead Load, Snow load (if present, 1.05 095) 10 10 105 0.95) SIDL except surfacing, Backfill weight, settlement, creep and shrinkage effect 1.2 Surlacing 135, 10 10. 19. 135 10 13 Prestiess and Secondary effect of (Refer Note 8) prestress 1.4 Barth pressure due to Back fil 15 - Lo 10 : 2, Variable Loads: 2.1 Cartiageway Live load, associated] loads (braking, Cactive and centrifugal) and| pedestrian loed 3) As leading load 1s 075 0 : 7 b) As accompanying load Lis 02 @ 02 o ©) Construction live load 135 a 10 10. 0 2.2 Thermal Load a) AS leading losd 15 0 - : z by As accompanying load 09, os 0 os 0 2.3 Wind Load a) As Teading load 13 o - : : : ‘yA accompanying load 09 = - - 24 Live Load Surcharge effects as| 12 0 - - : secompanying load 3. Accidental effects: 3.1 Vehicle collision (or) y 10 : : : 3.2 Barge Impact yi - 10 : : 3.3 Impact due to floating bodies : 10. _ - 4. Seismic Effect (@) During Service z ~ z 1s : (©) During Construction a z : 075) - cont 52, INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:6-2014 Loads Basie Combination | Accidental Combination | Seismic Combi Overturning] Restoring | Overturning | Restoring | Overturning | Restoring or Sliding or | or Resisting) or siding or | or Resisting | or sliding or | or Resisting | uplitfiect | Effect | uplift effect uplift Effect | effect _o eo o 6 @, 5. Construction Condition: 5.1 Counter Weights: - - 10 fa) When density or self weight is well defined b) When densicy or self weight fs not welll ~ 08 - defined | 5.2 Construction Dead Loads (such as Wi L.05 os) 7 a Of Isunching. gies, tise of Cantilever Construction Equipments) 5.3 Wind Load a) As leading load 1s . | +) As acc mpanying load 12 0 6. Hydraulic Loads: (Accompanying Load): [6.1 Water current forces Lo 0 10 10 : (6.2 Wave Pressure 10 @ 10 10 2 6.3 Hydrodynamic eect, zi 10 - [Ga Buoyancy ta 10 10 : Clause No For Read Note 4 under | Wind load and thermal load need not be| Wind load and thermal load need not be taken Table 3.1 | taken simultaneously. simultaneously unless otherwise required to cater for local climatic condition, ‘Table 3.2 Partial Safety Factor for Verification of Structural Strength Loads Ultimate Limit State Basic Accidental [Seismic Combination Combination | a @ @) Oy 1, Permanent Loads: | 1.1 Dead Load, Snow load (if present), SIDL except] surfacing Hee BEE a) Adding to the effect of variable loads 135 10 135 b) Relieving the effect of variable loads 10 10 10 1.2 Surfacing Hee a) Adding to the effect of variable loads 175 10 175 b) Relieving the effect of variable loads 1.0 10 10 cont INDIAN HIGHWAYS, OCTOBER 2014 53AMENDMENT TO IRC:6-2014 Loads Ultimate Limit State Basic Accidental Seismic Combination | Combination | Combination a) @ @) 4) 1.3 Prestress and Secondary effect of prestress (Refer Note 2) 1.4 Back fill Weight 15 Lo 1.0 1.5 Barth Pressure due to Backfill a) Adding to the effect of variable loads 15 1.0 15 b) Relieving the effect of variable loads 1.0 10 1.0 2. Variable Loads: 2.1 Carriageway Live load and associated loads (braking, | teactive and centrifugal) and Footway live load a) As leading load 1s 0.75 : b) As accompanying load Las 02 02 c) Construetion live load 1.35 Lo 10 2.2 Wind Load during service and construction a) As leading load 15 - : b) As accompanying load 09 : : 2.3 Live Load Surcharge effects (as accompanying load) 12 02 02 2.4 Construction Dead Loads (such as WL of launching] 1.35 10 135 girder, truss or Cantilever Construction Equipments) 3. Accidental effets: 3.1 Vehicle collision (or) : 10 : 3.2 Barge Impact (or) : 1.0 : 3.3 Impact duc to floating bodies : 10 : 4, Seismic Effect (a) During Service : : 15 (b) During Construction : - 0.75 /S. Hydraulic Loads (Accompanying Load): 5.1 Water eurrent forces 10 10 1.0 5.2 Wave Pressure 1.0 1.0 1.0 5.3 Hydrodynamic effect : : 1.0 5.4 Buoyancy 0.15 O15 1.0 34, INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:6-2014 ‘Table 3.3 Partial Safety Factor for Verification of Servieeability Limit State Loads Frequent — | Quasi-permanent Combination Combination @ - @) @ 1, Permanent Loads: 1.1 Dead Load, Snow load if present, SIDL except] 10 1.0 10 surfacing 1.2 surfacing Ee a) Adding to the effect of variable loads 12 12 12 ) Relieving the effect of variable loads 1.0 10 10 1.3 Earth Pressure Due to Back fill weight 1.0 1.0 1.0 1.4 Prestress and Secondary Effect of prestress (Refer Note 4) 1.5 Shrinkage and Creep Effect 10 10 1.0 2. Settlement Effects a) Adding to the permanent loads 10 1.0 10 'b) Opposing the permanent loads 0 0 0 3. Variable Loads: 3.1 Carriageway load and associated loads (braking, tractive and centrifugal forces) and footway live load a) Leading Load Eee 1.0 0.75 - b) Accompanying Load 0.15 02 0. 3,2 Thermal Load a) Leading Load 1.0 0.60 ie b) Accompanying Load 0.60 0.50 05 3.3 Wind Load a) Leading Load 10 0.60 : 'b) Accompanying Load 0.60 0.50 3.4 Live Load surcharge as accompanying load 0.80 0. 4, Hydraulic Loads (Accompanying loads) : 4.1 Water Current 1.0 1.0 ci 4.2 Wave Pressure 1.0 10 - 4.3 Buoyancy 0.15 0.15 0.15 ‘Clause No For Read Note 3under Table 3.3. | Wind load and thermal load need not be taken simultaneously. Wind load and thermal load need not be taken simultaneously unless otherwise required to} [cater for local climatic condition, INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:6-2014 ‘Table 3.4 Partial Safety Factor for Checking the Base Pressure and Design of Foundation 'b) Relieving the effect of variable loads Loads ‘Combination | Combinati Seismic Accidental ® | @ Combination | Combination a) @) @) @), 8) 1, Permanent Loads: 1-1 Dead Load, Snow load (if present), SIDL except] 1.35 10 135 10 surfacing and Back Fill 1.2 SIDL surfacing 15 10 175 10 Prestress Effect (Refer Note 4) 1.4 Settlement Effect 10 00 1.0 0r0 1:0 ord Lo ord 1.5 Barth Pressure due to Backfill PIR EeE a) Adding to the effect of variable loads 1.50 130 : : 1.0 0.85 10 10 2. Variable Loads: 2.1 All carriageway loads and associated loads (braking, tractive and centrifugal) and footway live load ) For Structural Design a) Leading Load “13 0.75 (if 075 Gf applicable) or 0| applicable) or 0 b) Accompanying Load 1s 10 02 02 |2.2 Thermal Load as accompanying lord 0.90 030 on 2.3 Wind Load ; | a) Leading Load THEE ea. : by Accompanying Load 09 08 0 0 2.4 Live Load surcharge as Accompanying Load (if) 12 | «LO 02 02 applicable) 3. Accidental Eifeet or Seismic Effect 4) During Service : - ') During Construction 7 es 0.75 05) 4 Construction Dead Loads (such as Wt off 135 | 10 1.0 10 launching girder, truss or Cantilever Construction | Equipments) | 5, Hydraulic Loads: 5.1 Water Current 1.0 0r0 L00r0 10 0rd 5.2 Wave Pressure 1.0 or 0 1.0 oro 10 0r0 5.3 Hydrodynamic effect Bee eee _100r0 6, Buoyaney: a) For Base Pressure 1.0 | 1.0 10 ons 0.15 ons 36, INDIAN HIGHWAYS, OCTOBER 2014Emeric ae a AMENDMENT TO IRC:6-2014 _ Clause No For aoe Read i ‘Note 3 under Wind load and thermal load need not be taken) Wind load and thermal load need not be taken Table 3.4 | simultaneously. simultaneously unless otherwise required to| eater for local climatie condition. Note 9 under] At present the combination of loads shown in| At present the combination of loads shown in Table 3.4 |Table 3.4 shall be used for structural design | Table 3.4 shall be used for structural design of ‘of foundation only. For checking the base| foundation only, For checking the base pressure pressure under foundation unfactored loads|under foundation, load combination given in shall be used, Table 3.4 shall be used for|IRC:78 shall be used. Table 3.4 shall be used checking of base pressure under foundation |for checking of base pressure under foundation only when relevant material safety factor and| only when relevant material safety factor and resistance factor ate introduced in IRC:78. | resistance faetor are introduced in IRC:78. 8. Read Table No. 9 is under: ‘Table 9 Response Reduction Factors - ___Por Read Bridge Component “Rwith | “Re [Bridge Component "Rwith |W without Ductile | without Ductile | Duetite Detai Detailing | Ductile Detailing | (for Bridges in Detailing [Zone Honly) Superstractore 2.0 | NA |a)Superstructre ofimtegralSemiintegral] 2.0, Lo bridge/Framed bridges >)OthertypesofSuperstructure, including) 1.0 | 4,0 | precast segmental constructions Substructure Substructare | (@) Masonry/PCC Piers, Abuiments | - 1.0 _|() Masonry/PCC Piers, Abuuments - 1s Gi) RCC short plate piers where! 30 | 25 |i) RCC wall piers and abutments] 10 plastic hinge can not develop transverse dirsetion (whore plastic hinge | in direction of length & RCC Jean not develop) lbutments | Gi) RCC tong piers where hinges] 40 | 3.3 |i) ROC wall piers and abutments in] 3.0 25 jean develop longitudinal direction (where hinges ean develop) (iv) Column 40 | 33 [iw ROC Single Column 30 25 (¥) Beams of RCC portal frames] 1.0 1.0 |() RCCIPSC Frames [a) Column 40 30 supporting beatings ~ - — oe feyRcCbeam | 30 20 1) PSC hear | Lo 10 (vi) Stee! Framed Construction 3.0 25 (vi) Steel Cantilever Pier us 10 Bearings 20 | 20 | Bearings and Connections (see noie v) 10 10 also) INDIAN HIGHWAYS, OCTOBER 2014 37i AMENDMENT TO IRC:6-2014 For Read Bridge Component "R | Bridge Component SR with |W without without Ductile | Duetite Detailing Detailing | Ductile Detailing | (for Bridges in Detailing Zone Il only) Connectors & Stoppers (Reaction| When connectors and] Stoppers (Reaction Blocks) Those| 1.0) 10 Blocks) ‘Those restraining islodgement or drifiing away of| bridge elements. stoppers are designed | restraining dislodgement or drifting away 10 withstand seismic] of bridge elements. (See Note (vi) also) forces primarily, R| valu shal! be taken as 1.0, When connectors and stoppers are designed os additional safety measures in the event of failure of beatings, R value specified in Table 9 for appropriate substructure shall be adopted S.No. | Clause No. For Read 9. | Notes below Table 9 @ No change 2198.3) a) No change Gi) No change Nil (iv) Ductile detailing is mandatory for piers of bridges located in seismic zones INI, IV and V and jwhen adopted for bridges in seismic zone I, for [which “R value with ductile detniling” as given in Table 9 shall be used Nil (W) Bearings and connections shall be designed {o resist the lesser of the following forces, i.e. (a) design seismic forces obtained by using the response reduction factors given in Table 9 and (b) forves developed due to over strength moment when hinge is formed in the substructure Nil (i) When connectors and stoppers are designed as additional safety measures in the event of failure of bearings, R value specified in Table 9 for appropriate substructure shall be adopted. 10. 2198 For design of foundation, the| For design of foundation, the seismic loads should be seismic loads should be taken as| taken as 1.35 and 1.25 times the forces transmitted to 1.25 times the forces transmitted] it by concrete and steel substructure respectively, 80 to it by substructure, so as to|as 10 provide sufficient margin to cover the possible: provide sufficient margin to|higher forces transmitted by substructure arising cover the possible higher forces| out of its over strength. However, the dynamic transmitted by substructure | increment of eatth pressure due to seismic need not arising out of ts over strength. _| be enhanced. 38 INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:112-2011 Amendment No, 2/IRC:112-2011/August, 2014 To 1112-2011 “Code of Practice for Concrete Road Bridges” No [omen Fer a 1 eaas Table 69 Final Gop Cosco Table ia Onep Cecio raed | (ocroynlotomrae stage ott 1 yes (gcvoypet Conese stage ft yous (Ps) vessit Tae [| oo [0 | so To ifm eae [ wo [so [ 10 [ao Dry simospherie Tomld simespherie i Dry aimeapherie junid atmospheric eer 5 | tnduaalto | Naw . 45 | Sem 2 For higher grates of cones the coset ay be 2. [inaaza hip eet Bonded Prestressing Teadons and Forces in Chord Fig. 10.4 Shear Component for Members with Inclined Chors ‘Members Inclined w.r. Axis of the Element 'e i aaa ac nfs) | Gomyneled senpresten sir, tasienshowan! cnt] amy melnedcompresian cid teen hed renting enn cscs bonded tenons ae i ebor a Fig. 104 ay oneal comb epenog Staton of efoton of ted nthe resenting tenon |g Ba Vn ae Vora & | 1031 [vy - Te sew renunee oF « mentor wit deal,” The sear woane of « member wi) de crue) Ce, ritrencat = Misimam ef ly Ys) Vor Ve INDIAN HIGHWAYS, OCTOBER 2014 39)eee eee AMENDMENT TO IRC: 112-2011 5. | 103.3 Members ing design shear sinforcement Menor requiing design sbearveinforcomest (VY, < Vig) (Page 90) 6 | 103.32 |For members with verti! shear reinforcemen the shear|For members with versal shear reinforcemen, th shear @ag090) fren V, the aller ae of. esstnce ithe sale vale of 7/1052) ] T/T ea * Fad Vain 1.0 Talat * Vol Pains 1.0 195218) TT * Vad Va elas * Volt Fey | aris the eign wasn ce & | 16341) [tm conan cs, (es cleer covert main reinforcement beng In certain cass, (eg. clear cover to main veinforeemen being ‘ego 180) |r tha 30 main webs) i may be necessary to provide | larger than 7S rom aad in webs) it may be necessary to provi suce reinforcement, either fo contol ereking orto ensue| surface reinforcement, citer to contoleeckng 9 0 ens _eoquat resistance to spalling ofthe caver adequate resistance 10 spalling oF he cover 9. | 17.106) | Where longiadinal reinforcements curtailed (eg. nal plen)| Where longitudinal reinforcement is culled potoal of ‘age 192) | potential of fomntion of ing all be avoided jst beyond the | formation of hinge sll be avoided jut beyond the point of point of cullen cortiientNot more thin 13 of lngiidinal reinforcement Evalale a the section shal beetle _ BRRATATO IRC:112-2011 K Errata No, 3/IRC:112-2011/August, 2014 To IRC:112-2011 “Code of Practice for Concrete Road Bridges” ‘8. No,| Clause No. & For Read Page No. 1. | 1033308) Pi 0.750, Fig. 10.6 75a, Hy (Page 93) iH Hee toot | toot stone | itaea fen] ta | i 4 | 1 | , | | q ee | T T : - GH a (Bean wih ppt (Beam vith diet supper 2. 11.3.2.2(4) C= 106°) CH10@ w) (Page 116) 3. | 18890) Clause 18.8.8(4) Clause 18.8.8) (Page 228) | 2” line 4, Annexure-A2 RHP ‘RHY* Byy= 155 [t- =1sshi- Ge) | | o INDIAN HIGHWAYS, OCTOBER 2014AMENDMENT TO IRC:81-1997 Amendment No. 1/MRC:81-1997/August, 2014 To IRC:81-1997 “Guidelines for Strengthening of Flexible Road Pavements Using Benkelman Beam Deflection Technique” (First Revision) S.No. | Clause No. & For Read Page No. 1 25 From structural considerations, the | From structural considerations, the (Page 20) | recommended minimum bituminous | recommended — minimum bituminous overlay thickness is 50 mm bituminous | overlay thickness is 40 mm. macadam with an additional surfacing course of 50 mm DBM or 40 mm bituminous concrete 2, | Annexure 1 | The rebound deftection (%) (ie. col. 9 of | Delete the sentence, Calculations | Table 3) shall be the twice of the X, S.No. (5) _| value. (Page 22) ERRATA TO IRC:37-2012 Errata No. 1/IRC:37-2012/August, 2014 To IRC:37-2012 “Tentative Guidelines for the Design of Flexible Pavements” SS. No,| Clause No. & For Read Page No. 1 6.5.2 A. Fatigue Life in Terms of Standard A, Fatigue Life in Terms of Standard (reac 16 Axles Axles (Eq, 2 12 omnes 0.908 Ne Rp] (113008 191 | Ne rel (1130006191 a | La INDIAN HIGHWAYS, OCTOBER 2014 oiPree Lee MINISTRY OF ROAD TRANSPORT & HIGHWAYS CIRCULARS F. No, RWINH-33044/31/20 14/S8R (R) (Pt) Dated: 4° August, 2014 Subject: Usage of Rigid pavement as an alternative option on National Highways. Ministry vide circularno.- RWINH-33044/53/2013-S@R (R) dated. 20" November, 2013 had advocated the issue of environment fnendly construction practices for reduction of green house gases and had also intar-alia specified the Life Cycle Cost Analysis 2s an essential component of infrastructure design. 2. Considering the issue reidted to longer service life, fuel consumption, resistance to extreme weather conditions, saving of natural resources and maintenance ete. the obvious advantages of rigid pavement cannot be denied. However, there are several caveats which needs to be analysed in arriving at the best possible option: a) Rigid pavement will be best in the highway projects requiring substantive consiruciion! up-gradation. Where the projects envisage minor improvements as in the form of the paved shoulders or widening etc., the efficacy of the rigid pavement cénstruction in such a scenario would require to be assessed. b) The price of cement vis-a-vis biturnen varies widely in different parts of the Country depending upon the lead from the production centers! refineries etc. This variation would be required to be mapped out and unless there is price comparison within an acceptable limits up to 20%, the use of flexible pavernents may perhaps required to be continued ©) Availabilty of cement at the macro level will also need to be assessed 3, Although, rigid pavement could be the default mode of construction, a provision for considering altemative methodology (including flexible pavements) wauld need to be clearly provided for. The agencies preparing DPRs for the National Highway projects would be expected to bring out the reasons why rigid pavement could not be adopted in specific National Highway project and the Cost Benefit Analysis of rigld pavement vis-a-vis flexible pavement in each project should be clearly brought out 4 The contents of this circular may be brought to the notice of all concerned in your organization dealing with National Highways. 5. This issues with the approval of Competent Authority No. R W/NH- 33044/1/2014/S&R(R) Dated: the August, 2014 Subject: Guidelines on Transplantation of Trees for widening of National Highways Trees are considered as one of the most valuable natural assets of any landscape, Healthy, trees add value 10 any landscape, be it residential, commercial, or public. Trees are planted to give appeal to a property, shade on roads and provide sheer beauty in their fully leafed out canopies spread over the landscape. IRC:SP:21-2009 and Manual of Specifications and Standards for 2/4/6 laning of Highways provides for Landscaping and Tree Plantation on highway projects. 2 However, a beautiful tree in the "wrong" place on roads need to be salvaged rather than destroyed. ‘Therefore, transplanting existing trees during the widening of National Highways should be preferred to the extent possible, IRC:SP:21-2009 “Guidelines on Landscaping and Tree Plantation”, provides for various transplanting techniques whereby even fully grown trees, Cf almost any species or size can be successfully transplanted ona. 2 INDIAN HIGHWAYS, OCTOBER 2014