NOTIFICATION

Notification No. 54
Amendment No.8/IRC:6-2017/October, 2022 (Effective from 1st December, 2022)
To
IRC:6-2017 “Standard Specifications and Code of Practice For Road Bridges, Section-II Loads and Load
Combinations” (Seventh Revision)

S. Clause No. For Read

No. Page No.

1 Cl. 202.1 16) Erection Effects Fer 16) Erection Effects(Fer) & Construction Loads
(Page No. 6) (FCL) Fer & FCL

2 Table 1 Title “Erection Effects (Fer)” Title “Construction Loads (FCL)”

Column17
(Page No. 7)
3 Cl. 204.6 204.6 Fatigue Load
(Page No. 23) Movement of trafc on bridges causes
uctuating stresses, resulting into possible
fatigue damage. The stress spectrum due to
vehicular trafc depends on the composition
of trafc, vehicle attributes i.e., gross vehicle
weight, axle spacing and axle load, vehicle
spacing, structural conguration of the bridge
and dynamic effects.
204.6 Fatigue Load
Movement of trafc on bridges causes uctuating
stresses, resulting into possible fatigue damage.
The stress spectrum due to vehicular trafc
depends on the composition of trafc, vehicle
attributes i.e., gross vehicle weight, axle spacing
and axle load, vehicle spacing, structural
conguration of the bridge and dynamic effects.

The truck dened in Fig. 7A shall be used for The Fatigue Load Train dened in Fig. 7A shall be
the fatigue life assessment of steel, concrete used for the fatigue life assessment of steel,
and composite bridges. The transverse wheel concrete and composite bridges. The transverse
spacing and tyre arrangement of this truck wheel spacing and tyre arrangement of this truck
shall be as per Fig. 7B. 50% of the impact shall be as per Fig. 7B.
factors mentioned in Clause 208 shall be For sub-structures/super-structures supporting multiple
applied to this fatigue load. lanes, above fatigue load train need to be considered
The stress range resulting from the single only in one lane at a time for each carriageway. 40%
Impact shall be applied to the above fatigue load train
passage of the fatigue load along the longitudinal
for average surface riding quality.
direction of the bridge, shall be used for fatigue
assessment with the fatigue load so positioned as For sections/ details within 6.0 m of the expansion
to have worst effect on the detail or element of joint, the fatigue load arrived as above shall
the bridge under consideration. The minimum further be increased by a dynamic amplication
clearance between outer edge of the wheel of the factor, Iej as given below:
fatigue vehicle and roadway face of the kerb Iej = 1.3 (1- x/26) > 1.0
shall be 150 mm. where
x = distance of section/detail from nearest
expansion joint.

Fig. 7A: Fatigue Truck

42 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

S. Clause No. For Read

No. Page No.

Fig. 7B: T Arrangement Transverse

Fig.7B:TArrangement Transverse Wheel
Whee Spacing and Tyre
Spacing and Tyre
Fig. 7: Fatigue Load (40T) Fig. 7: Fatigue Load
For all types of bridges (i.e. Concrete, Steel or The stress range resulting from the single passage of
Composite) the fatigue check shall be carried the fatigue load train along the longitudinal direction
out under frequent combination of of the bridge, shall be used for fatigue assessment
Serviceability Limit State (SLS), with load with the fatigue load so positioned as to have worst
factors for fatigue load, taken as equal to 1.0. effect on the detail or element of the bridge under
For design for fatigue limit state, reference consideration. The minimum clearance between
outer edge of the wheel of the fatigue vehicle and
shall be made to IRC:112 for Concrete
roadway face of the kerb shall be 150 mm.
bridges, IRC:24 for Steel bridges and IRC:22
for Steel Concrete Composite bridges. For Load factors for verication of fatigue,
In absence of any specic provision in these reference shall be made to. IRC:112 for Concrete
bridges, IRC:24 for Steel bridges and IRC:22 for
codes, following number of cycles may be
Steel Concrete Composite bridges.
considered for fatigue assessment, depending
upon the location of the bridge and the In absence of any specic provision in the above
category of roads: referred codes, number of cycles corresponding to
1) The bridges close to areas such as ports, following category of bridges may be considered
heavy industries and mines and other for fatigue assessment, depending upon the location
of the bridge and the category of roads:
areas, where generally heavy vehicles
ply shall be designed for the stress SN Category of Bridges Passage of fatigue
induced due to 10 x 10 cycles.
6 load train/year

2) Other bridges shall be designed for the 1 The bridges on Expressway, 2.0 x 106
stress induced due to 2 x 10 cycles.
6 National/ State Highways or
other roads close to areas
Bridges on rural roads need not be designed such as ports, heavy
for fatigue. industries and mines and
other areas, where generally
heavy vehicles ply or
bridges in other category of
roads specically identied
by the Employer/Owner to
carry high passage of heavy
vehicles
2 Bridges on Rural Roads Fatigue not to be
checked
3 Bridges other than those 0.5 x 106
in 1 & 2 above

INDIAN HIGHWAYS DECEMBER 2022 43

 NOTIFICATION

S. Clause No. For Read

No. Page No.
4 Cl. 218.1 218.1 The effects of erection as per actual218.1 Construction/Erection Effects :The effects
(Page No. 60) loads based on the construction programme of erection as per actual loads based on the
shall be accounted for in the design. This construction programme shall be duly accounted
shall also include the condition of one span
being completed in all respects and the
adjacent span not in position.
However, one span dislodged condition
need not be considered in the case of slab
bridge not provided with bearings.
for in the stage-by-stage analysis a n d d e s i g n
of permanent structures. In the case of bridges
constructed using bridge deck erection equipment
(BDEEs), the permanent bridge designer shall
have a full understanding of the BDEE operation
and the loads to be accounted for during
construction. As construction/erection
progresses, the structure shall be secured to
support dead, construction/erection loads, and
other loads anticipated to occur during the period
of construction/erection. This shall also include
the condition of one span being completed in all
respects and the adjacent span not in position.
Some situations of construction stage/erection
stages are stated below:
1. Different support conditions during stages of
construction/erection, as compared to the
completed structure, e.g. deck erection by
incremental launching, bridges built by
cantilever construction method, span by span
method, etc. where a change of support
conditions takes place during construction.
2. Redistribution of forces is originated by
changes due to structural arrangement,
boundary conditions, etc. during the
construction process e.g. continuous bridges
built span by span on false work or by the
cantilever method.
3. Erection/construction sequence having an
inuence on the stability and/or strength of
structure during the construction stage.
4. Unbalanced load distribution due to a
particular planned sequence of construction
or due to an accidental situation of a segment
falling from the segment lifter or from the
form traveller while concreting along with
the form traveller.

The above situations are for purpose of reference

only and do not cover all possible situations,
which may arise. A detailed construction
procedure associated with a method statement
shall be drawn up during the detailed design stage
and duly considered to ensure that all aspects of
stability, strength & serviceability (limiting stress
under rare combinations) of the structure are
satised under relevant load combinations
specied in Annexure-B (Table B.1 to B.4)

44 INDIAN HIGHWAYS DECEMBER 2022

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S. Clause No. For Read

No. Page No.
5 Cl. 218.2 218.2 Construction loads are those which are 218.2 Safety Precautions during Construction
(Page No. 61) incident upon a structure or any of its
constituent components during the Some of important alerts are stated below for
construction of the structures. safety during construction stages:
1. Structure should be stable at each construction/
A detailed construction procedure associated erection stage under all loads, including the
with a method statement shall be drawn up temperature induced loads, wind or earthquake
during design and considered in the design to
induced loads, as dened in the code. The
ensure that all aspects stability and strength
of the structure are satised. support restraints during all construction stages
shall be ensured for stability. If needed,
temporary restraint shall be proposed during
construction phase.
2. The action due to fall of equipment onto or
from a structure, including the dynamic
effects, should be dened and taken into
account, where relevant.
3. Threshold limits of actions and methodologies
such as temporary locking arrangements to
avoid accident or collapse of both temporary
& permanent structure during cyclone/wind
beyond design wind speed.
4. Erection and casting sequences/procedures
along with assumed construction and bridge
deck erection equipment loads/congurations
etc. shall be clearly indicated in approved
sequence of construction drawings.
The above alerts are for purpose of reference only
and do not cover all possible situations, which
may arise.
6 Cl. 218.3 218.3 Examples of Typical Construction 218.3 Construction Stage Loads
(Page No. 61) Loadings are given below. However, each
individual case shall be investigated in Construction Stage loads are those which are
complete detail.Examples: incident upon a structure or any of its constituent
components during the construction of the
a) Loads of plant and equipment including structures.The following loads shall be
the weight handled that might be considered under construction stage analysis of
incident on the structure during permanent structure:
construction.
b) Temporary super-imposed loading 1. Permanent Loads (as it exists during
caused by storage of construction construction)
material on a partially completed bridge
deck. a) Dead Load, Surfacing & Backll weight as
per Clause 203
c) Unbalanced effect of a temporary
structure, if any, and unbalanced effect b) Prestress Load as per IRC:112
of a modules that may be required for c) Creep & Shrinkage effects as per IRC:112
cantilever segmental construction of a d) Snow load as per Clause 221
bridge. e) Earth pressure Loads as per Clause 214
d) Loading on individual beams and/or f) Settlement Effects
completed deck system due to travelling
of a launching truss over such beams/ 2. Construction Loads as per Clause 218.3.1
deck system. and 218.3.2

INDIAN HIGHWAYS DECEMBER 2022 45

 NOTIFICATION

S. Clause No. For Read

No. Page No.
e) Thermal effects during construction
due to temporary restraints.
f) Secondary effects, if any, emanating
from the system and procedure of
construction.
g) Loading due to any anticipated soil
settlement.
h) Wind load during construction as per
Clause 209. For special effects, such as,
unequal gust load for special type of
construction, such as, long span bridges
specialist may be referred to.
Seismic effects on partially constructed are in place at the stage of construction being
structure as per Clause 219.
3. Environmental Loads
a) Wind Load as per Clause 209
b) Thermal load as per Clause 215.
c) Seismic induced load as per IRC:SP:114
d) Hydraulic Load as per Clause 210
e) Bouyancy load as per Clause 213
The construction loads are three types as below:
218.3.1 Construction Dead Load
The dead load of temporary structures, plants,
machinery/equipment, counter weights etc. that
considered. The dead load of the permanent
structure shall be considered separately under
permanent loads. Density of fresh concrete shall
be considered as 26 KN/cum up to 14 days of
casting of concrete for calculation of dead load for
both permanent & temporary structures.
a) Loads of plant and equipment (such as
reactions/weight of launching girder, truss or
Cantilever Construction Equipment,
Temporary prestress frame etc.) including the
weight, that might be incident on the structure
during construction.
b) Fixed material loads (counter weights etc.) on
structure during construction.
c) Secondary effects, if any, emanating from the
system and procedure of construction,
including the effects of imposed deformations.
These effects can be of temporary/permanent
nature, depending on the situation.
218.3.2 Construction Live Load
a) Personnel loads i.e. construction live load
excluding equipment/machinery load
(distributed construction live load of 50Kg/sqm
of deck area may be taken for cantilever,
sequential/span by span construction etc.). In
addition, temporary super-imposed loading
caused by additional storage of construction
material on a partially completed bridge deck,
in case envisaged, shall be considered.
b) Unbalanced effect of a temporary structure, if
any, and unbalanced effect of modules that
may be required for cantilever segmental
construction of a bridge.
c) Loading on individual beams and/or
completed deck system due to travelling of a
launching truss under/over such beams/deck
system.

46 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

S. Clause No. For Read

No. Page No.
d) Dynamic load of moving equipment shall be
taken as specied by equipment manufacturer.
In absence of same, a minimum value of 10%
of static load shall be considered. For any other
moving objects (such as precast segment/
member) on already constructed/erected
structure, dynamic increment of 10% shall be
considered.
e) Longitudinal force (including friction force)
due to machinery or equipment or any other
moving object, depending upon type of
machinery or equipment or moving object.

Above loads are a few examples of typical

construction loadings to be accounted for in the
design. The list is not complete and loading
during the construction stage shall be decided in
each individual case based on the construction
method chosen.
218.3.3 In case of Cantilever construction,
following additional load cases shall be
considered:
a) Under accidental combination, equilibrium
shall be veried for additional static load
(which is equivalent to 100% of weight of
precast segment including the segment lifter)
as a dynamic response due to accidental
release of precast segment.
b) In case of cast-in-situ cantilever construction,
for the accidental failure of form traveler
during the casting of segments, the additional
equivalent static load shall be minimum
100% of the weight of the form traveler
including the concrete segment weight.
c) A differential Dead load of 2% on the
unfavorable side of the cantilever shall be
considered for verication of equilibrium.
218.3.4 Environmental Loads
a) Thermal Loads during construction.
b) Wind load on both permanent structure,
plant, equipment and machinery during
construction as per Clause 209. Load due to
special effects, such as, unequal gust load and
for special type of construction, such as, long
span bridges specialist literature may be
referred to.
c) Seismic effects during construction as per
IRC:SP:114.
d) Hydraulic loads (design discharge/HFL/scour)
shall be calculated based on 10 years return
period.

INDIAN HIGHWAYS DECEMBER 2022 47

 NOTIFICATION

S. Clause No. For Read

No. Page No.

e) Buoyancy loads during construction.

7 Table Table B.1 to B.4 Table B.1 to B.4
B.1 to B.4 (As below)
(Page No.
91 to 97)

Table B.1 Partial Safety Factor for Verification of Equilibrium

Basic Combination Accidental Combination Seismic Combination

Loads Overturning Restoring Overturning Restoring Overturning Restoring or

or Sliding or or or Sliding or or or Sliding or Resisting
uplift Effect Resisting uplift Effect Resisting uplift Effect Effect
Effect Effect

(1) (2) (3) (4) (5) (6) (7)

1. Permanent Loads:
1.1 Dead Load, Snow load (if present),
SIDL except surfacing, Backll weight, 1.1 0.9 1.0 1.0 1.1 0.9
settlement, creep and shrinkage effect

1.2 Surfacing 1.35 1.0 1.0 1.0 1.35 1.0

1.3 Prestress and Secondary effect of
(Refer Note 5)
prestress

1.4 Earth pressure 1.5 1.0 1.0 1.0 1.0 1.0

2. Variable Loads:
2.1 Carriageway Live load, associated
loads (braking, tractive and
centrifugal) and pedestrian load

a) As leading load 1.5 0 0.75 0 - -

b) As accompanying load 1.15 0 0.2 0 0.2 0
2.2 Thermal Load
a) As leading load 1.5 0 - - - -
b) As accompanying load 0.9 0 0.5 0 0.5 0
2.3 Wind Load
a) As leading load 1.5 0 - - - -
b) As accompanying load 0.9 0 - - - -
2.4 Live Load Surcharge effects 1.2 0 - - - -
as accompanying load
3. Accidental Effects - - - - - -
3.1 Vehicle Collision (or) - - 1.0 - - -
3.2 Barge Impact - - 1.0 - - -

48 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

Basic Combination Accidental Combination Seismic Combination

Loads Overturning Restoring Overturnin Restoring Overturning Restoring

or Sliding or or gor Sliding or Resisting or Sliding or or
uplift Effect Resisting or uplift Effect uplift Effect Resisting
Effect Effect Effect
(1) (2) (3) (4) (5) (6) (7)
3.3 Impact due to oating bodies - - 1.0 - - -
4. Seismic Effect (Including dynamic - - - - 1.5 0
increment of Earth pressure)
5. Hydraulic Loads: (Accompanying Load)
5.1 Water current forces 1.0 0 1.0 0 1.0 -
5.2 Wave Pressure 1.0 0 1.0 0 1.0 -
5.3 Hydrodynamic effect - - - - 1.0 -
5.4 Buoyancy 1.0 - 1.0 - 1.0 -
6. Construction condition:
6.1 Permanent Loads As per Sl. No 1 above as applicable (Refer Note below)
6.2 Counter Weights:
a) When density or self-weight is well - 0.9 - 1.0 - 1.0
dened
b) When density or self-weight is not well dened - 0.8 - 1.0 - 1.0
6.3 Construction Dead Loads (such as 1.1 0.90 1.10 0.90 1.1 0.9
weight of launching girder, truss or
Cantilever Construction Equipment,
Temporary prestress frame)
6.4 Construction live load 1.5 0 1.0 0 1.0 0
6.5 Wind Load
a) As leading load 1.5 0 - - - -
b) As accompanying load 1.2 0 - - - -
6.6 Thermal Load
a) As leading load 1.5 0 - - - -
b) As accompanying load 0.9 0 0.5 0 0.5
6.7 Seismic Effect - - - 0.75 0
6.8 Accidental Effect
6.8.1 Accidental Effect due to Vehicle - - 0.5 0 - 0
Collision or Barge Impact or Impact due to
Floating bodies
6.8.2 Accidental Effect due to Fall of - - 1.0 0 - 0
Segment or Fall of Equipment including
Dynamic effect
6.9 Hydrodynamic Effect - - - - 0.5 0
6.10 Hydraulic Loads except Hydrodynamic As per Sl. No 5 above as applicable
effect

INDIAN HIGHWAYS DECEMBER 2022 49

 NOTIFICATION
Table B.2 Partial Safety Factor for Verification of Structural Strength

Ultimate Limit State

Loads
Basic Combination Accidental Combination Seismic Combination
(1) (2) (3) (4)
1. Permanent Loads:
1.1 Dead Load, Snow load (if
present), SIDL except surfacing
a) Adding to the effect of variable 1.35 1.0 1.35
loads
b) Relieving the effect of variable 1.0 1.0 1.0
loads
1.2 Surfacing
a) Adding to the effect of variable 1.75 1.0 1.75
loads
b) Relieving the effect of variable 1.0 1.0 1.0
loads
1.3 Prestress and Secondary effect (Refer Note 2)
of prestress
1.4 Back ll Weight
(a) When causing adverse effect 1.35 1.0 1.0
(b) When causing relieving effect 1.0 1.0 1.0
1.5 Earth Pressure
a) Adding to the effect of loads 1.5 1.0 1.0
b) Relieving the effect of loads 1.0 1.0 1.0
2. Variable Loads:
2.1 Carriageway Live load &
associated loads (braking,
tractive and centrifugal) and
Footway Live Load
a) As leading load 1.5 0.75 -
b) As accompanying load 1.15 0.2 0.2
2.2 Wind Load
a) As leading load 1.5 - -
b) As accompanying load 0.9 - -
2.3 Live Load Surcharge effects (As 1.2 0.2 0.2
accompanying load)
2.4 Thermal Loads
a) As leading load 1.5 - -
b) As accompanying load 0.9 0.5 0.5
3. Accidental Effects
3.1 Vehicle Collision (or) - 1.0 -

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 NOTIFICATION

Ultimate Limit State

Loads
Basic Combination Accidental Combination Seismic Combination

(1) (2) (3) (4)

3.2 Barge Impact (or) - 1.0 -

3.3 Impact due to oating bodies - 1.0 -

3.4. Accidental load footpath - 1.0 -

4. Seismic effect - - 1.5

5. Hydraulic Loads (Accompanying load):

5.1 Water current forces 1.0 1.0 1.0

5.2 Wave Pressure 1.0 1.0 1.0

5.3 Hydrodynamic effect - - 1.0

5.4 Buoyancy 0.15 0.15 1.0

6. Construction condition:

6.1 Permanent Loads As per Sl. No 1 above as applicable

6.2 Construction Dead Loads (such 1.35 1.0 1.35

as weight of launching girder,
truss or Cantilever Construction
Equipment, temporary
prestressing frame)

6.3 Construction live load 1.5 1.0 1.0

6.4 Wind Load

a) As leading load 1.5 - -

b) As accompanying load 0.9 - -

6.5 Thermal Load

a) As leading load 1.5 - -

b) As accompanying load 0.9 0.5 0.5

6.6 Seismic Effect - - 0.75

6.7 Accidental Effect

6.7.1 Accidental Effect due to - 0.5 -

Vehicle Collision or Barge Impact
or Impact due to Floating bodies

6.7.2 Accidental Effect due to Fall - 1.0 -

of Segment or Fall of Equipment
including Dynamic effect

6.8 Hydrodynamic Effect - - 0.5

6. 9 H ydraulic Loads except As per Sl. No 5 above as applicable
Hydrodynamic effect

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 NOTIFICATION
Table B.3 Partial Safety Factor for Verification of Serviceability Limit State
Loads Rare Frequent Quasi- permanent
Combination Combination Combination

(1) (2) (3) (4)

1. Permanent Loads:

1.1 Dead Load, Snow load if present, SIDL except surfacing and 1.0 1.0 1.0
back ll weight
1.2 Surfacing
a) Adding to the effect of variable loads 1.2 1.2 1.2
b) Relieving the effect of variable loads 1.0 1.0 1.0
1.3 Earth Pressure 1.0 1.0 1.0
1.4 Prestress and Secondary Effect of (Refer Note 4)
1.5 Shrinkage and Creep Effect 1.0 1.0 1.0
2. Settlement Effects
a) Adding to the permanent loads 1.0 1.0 1.0
b) Opposing the permanent loads 0 0 0
3. Variable Loads:
3.1 Carriageway load & associated loads (braking, tractive and
centrifugal forces) and
a) Leading Load 1.0 0.75 -
b) Accompanying Load 0.75 0.2 -
3.2 Thermal Load
a) Leading Load 1.0 0.60 -
b) Accompanying Load 0.60 0.50 0.5
3.3 Wind Load
a) Leading Load 1.0 0.60 -
b) Accompanying Load 0.60 0.50 -
3.4 Live Load Surcharge (As accompanying 0.8 0 0
4. Hydraulic Loads (Accompanying Loads):
4.1 Water Current 1.0 1.0 -
4.2 Wave Pressure 1.0 1.0 -
4.3 Buoyancy 0.15 0.15 0.15
5. Construction condition:
5.1 Permanent Loads As per Sl. No - -
1 above as
applicable
except factor
of prestress
shall
be 1.0

52 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

Loads Rare Frequent Quasi- permanent

Combination Combination Combination

(1) (2) (3) (4)

5.2 Construction Dead Loads (such as weight of launching girder, 1.0 - -
truss or Cantilever Construction Equipment, Temporary prestress

5.3 Construction Live Load 1.0 - -

5.4 Wind Load
a) Leading Load 1.0 -
b) Accompanying Load 0.60 - -
5.5 Thermal Load
a) As leading load 1.0 - -
b) As accompanying load 0.60 - -
5.6 Hydraulic Loads except Hydrodynamic effect As per Sl. No 5 - -
above as
applicable

Table B.4 Partial Safety Factor for Checking the Base Pressure and Design of Foundation

Loads Combination Combination Seismic Accidental

(1) (2) Combination Combination
(1) (2) (3) (4) (5)
1. Permanent Loads:
1.1 Dead Load, Snow load (if present), SIDL except surfacing
and Back Fill Weight
(a) When causing adverse effects 1.35 1.0 1.35 1.0
(b) When causing Relieving effects 1.0 1.0 1.0 1.0
1.2 Surfacing
(a) When causing adverse effects 1.75 1.0 1.75 1.0
(b) When causing Relieving effects 1.0 1.0 1.0 1.0
1.3 Prestress Effect (Refer Note 4)
1.4 Settlement Effects 1.0 or 0 1.0 or 0 1.0 or 0 1.0 or 0
1.5 Earth Pressure
a) Adding to the effect of loads 1.50 1.30 1.0 1.0
b) Relieving the effect of loads 1.0 0.85 1.0 1.0
2. Variable Loads:
2.1 All Carriageway load & associated loads (braking, tractive
and centrifugal forces) and footway live load
a) Leading Load 1.5 1.3 0 0.75 (if
applicable)
or 0
b) Accompanying Load 1.15 1.0 0.2 0.2

INDIAN HIGHWAYS DECEMBER 2022 53

 Loads Combination Combination Seismic Accidental
(1) (2) Combination Combination

(1) (2) (3) (4) (5)

2.2 Thermal Load as accompanying load 0.90 0.80 0.5 0.5

2.3 Wind Load

a) Leading Load 1.5 1.3 - -

b) Accompanying Load 0.9 0.8 0 0

2.4 Live Load surcharge as accompanying load (if applicable) 1.2 1.0 0.2 0.2

3. Accidental Effect or Seismic Effect - - 1.5 1.0

4. Hydraulic Loads:

4.1 Water Current 1.0 or 0 1.0 or 0 1.0 or 0 -

4.2 Wave Pressure 1.0 or 0 1.0 or 0 1.0 or 0 -

4.3 Hydrodynamic effect - - 1.0 or 0 -

5. Buoyancy:

a) For Base Pressure 1.0 1.0 1.0 1.0

b) For Structural Design 0.15 0.15 0.15 0.15

6. Construction condition:

6.1 Permanent Loads As per Sl. No 1 above as applicable

6.2 Construction Dead Loads (such as weight of launching 1.35 1.0 1.35 1.0
girder, truss or Cantilever Construction Equipment, Temporary
prestress frame)

6.3 Construction live load 1.35 1.0 1.35 1.0

6.4 Wind Load

a) As leading load 1.5 1.3 - -

b) As accompanying load 0.9 0.8 - -

6.5 Thermal Load as accompanying load 0.9 0.8 0.5 0.5

6.6 Seismic Effect - - 0.75 -

6.7 Accidental Effect

6.7.1 Accidental Effect due to Vehicle Collision or Barge Impact - - - 0.5

or Impact due to Floating bodies

6.7.2 Accidental Effect due to Fall of Segment or Fall of - - - 1.0

Equipment including Dynamic effect

6.7 Hydro dynamic - - 0.5 -

6.8 Hydraulic Loads and Buoyancy As per Sl. No 4 & 5 above as applicable

54 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

S. Clause No. For Read

No. Page No.

8 Cl. 220.1 1) Bridges crossing navigable channels of 1) Bridges crossing navigable channels of rivers,
(Page No. 75) rivers, creeks and canals as well as the creeks and canals as well as the shipping
shipping channels in port areas and open channels in port areas and open seas shall be
seas shall be provided with “navigation provided with “navigational spans” which
spans” which shall be specially identied shall be specially identied and marked to
and marked to direct the waterway trafc direct the water way trafc below them. The
below them. The span arrangement, span arrangement, horizontal clearances
horizontal clearances between the between the inner faces of piers/pilcaps/
innerfaces of piers within the width of the wellcaps (as applicable) with in the width of
navigational channel, vertical clearances the navigational channel, vertical clearances
above the air-draft of the ships/barges upto up to the lowest soft of superstructure and
soft of deck and minimum depth of water minimum depth of water in the channel below
in the channel below the maximum laden the maximum laden draft of the barges shall be
draft of the barges shall be decided based on decided based on the Inland Waterways
the classication of waterways as per Inland Authority of India (Classication of Inland
Waterways Authority of India (IWAI) or the Waterways in India) regulation 2006 and its
concerned Ports and Shipping Authorities. amendment from time to time or the concerned
Ports and Shipping Authorities.

9 Cl. 220.1 3) For bridges located in sea, and in 3) Clause 220 is applicable to non-tidal portions
(Page No. 75) waterways under control of ports, the of inland waterways in which barges having
bridge components may have to be Dead Weight Tonnage (DWT) mentioned in
designed for vessel collision force, for Annex E generally ply. For bridges located in
which the details of the ships/barges shall tidal portions of many National Waterways
be obtained from the concerned authority. (NWs) and in sea, where larger barges other
Specialist literature may be referred for than those specied in Annex E ply, relevant
the magnitudes of design forces and data regarding the respective barges may be
appropriate design solutions. collected from the respective Maritime Boards
and Port Authorities.

Specialist literature may be referred for the

magnitudes of design forces and appropriate
design solutions in such cases.

10 Cl. 220.1 4) The design objective for bridges is to 4) The design objective for bridges crossing
(Page No. 75) minimize the risk of the structural navigable channels is to minimize the risk of
failure ..... is permitted provided that: the structural failure is permitted provided
a) Damaged structural components can be that:
inspected and repaired in a relatively
a) Damage to structural components is of minor
cost- effective manner not involving
detailed investigation, and nature which can be inspected and repaired in
a relatively cost-effective manner, and

11 Cl. 220.1 5) The Indian waterways have been classied 5) The Inland waterways have been classied in
(Page No. 75) in 7 categories by IWAI. The vessel seven categories by IWAI for safe plying of
displacement tonnage for each of the class self-propelled vessels (SPV) up to 2000 tonne
of waterway is shown in Table 21. Barges Dead Weight Tonnage and tug-barge
and their congurations which are likely to formation in push-tow units of carrying
ply, their dimensions, the Dead Weight capacity up to 8000 tonnes. The Dead Weight
Tonnage (DWT), the minimum dimensions Tonnage (DWT) of barges allowed for

INDIAN HIGHWAYS DECEMBER 2022 55

 NOTIFICATION

S. Clause No. For Read

No. Page No.

of waterway in lean section, and minimum
clearance requirements are specied by
IWAI. The latest requirements (2009) are
shown in Annex E.
each of the class of waterway is shown in
Table 21. Barges and their congurations
which are likely to ply, their dimensions, the
Dead Weight Tonnage (DWT), the minimum
dimensions of waterway in lean seasons, and
minimum clearance requirements are
specied by IWAI. The latest requirements
(2006 & 2016) are shown in Annex E. The
horizontal clearance requirement shall be
decided based on the following stipulation:

(a) If the Lowest Navigational Water Level is

12 Cl. 220.1 Table 21: Vessel Displacement Tonnage
Table 21
(Page No. 76)
13 Cl. 220.1 Note: The total displacement tonnage of Self
Note below Propelled Vehicle (SPV) equals the weight of
Table 21 the barge when empty plus the weight of the
(Page No. 76) ballast and cargo (DWT) being carried by
the barge. The displacement tonnage for
barge tows shall equal the displacement
tonnage of the tug/tow barge plus the
combined displacement of number of barges
in the length of the tow as shown in Annex E.
more than the RL of the top of pile cap/well cap by
more than or equal to 2 meters, the horizontal
clearance is considered between inner face of
piers at the Reference Level.
(b) In cases other than a) above, the horizontal
clearance shall be considered between inner
faces of well/pile caps.
Table 21: Dead Weight Tonnage*
Notes:
a) Dead Weight Tonnage (DWT):
Dead Weight Tonnage is the carrying capacity of
the vessel, which includes weight of cargo, fuel,
water, stores, passengers and crew that the barge
can carry when fully loaded and necessary to
submerge a vessel from her light draft to loaded
draft. This tonnage does not include weight of the
empty vessel/barge.

b) WL- Barge Displacement tonnage when

fully loaded:
The total displacement tonnage of fully loaded
Barge equals the weight of the barge when empty
plus DWT being carried by the barge. The
displacement tonnage for barge tows shall equal
the displacement tonnage of the tug/tow barge plus
the combined displacement of number of barges in
the length of the tow as shown in Table 21. For
fully loaded barge, the total displacement tonnage
may be taken as 1.15 times the DWT given in
Table 21, in absence of specic information.

c) WE - Barge Displacement tonnage when

empty:

56 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

S. Clause No. For Read

No. Page No.

It is the displacement tonnage corresponding to

an empty barge without DWT. The unladen
weight of barge may be collected from the
respective Maritime Boards and Ports authorities.
In absence of specic information, it may be
taken as 15% of DWT.
d) *DWT in Table 21 may be used for
calculation of corresponding displacement
tonnage for applicable class of waterway

14 Cl. 220.1 7) In navigable portion of waterways 7) In navigable portion of waterways where

(Page No. 76) where barge collision is anticipated, barge collision is anticipated, structures shall
structures shall be : be:
a) Designed to resist barge collision forces, a) Designed to resist barge collision energy or
or b) Adequately protected by designed fenders,
b) Adequately protected by designed dolphins, berms, articial islands, or other
fenders, dolphins, berms, articial sacricial devices designed to absorb the
islands, or other sacricial devices energy of colliding vessels or to redirect the
designed to absorb the energy of course of a vessel, or
colliding vessels or to redirect the course c) A combination of (a) and (b) above, where
of a vessel, or protective measures absorb most of the
c) A combination of (a) and (b) above, energy and substructure/foundation are
where protective measures absorb most designed for the residual energy.
of the force and substructure is designed
for the residual force. No reduction in design barge speed is allowed
where piers are located far away from the
Navigation Clearance zone.

15 Cl. 220.1 8) In non-navigable portion of the 8) In non-navigable portion of the inland

(Page No. 76) waterways, the possibility of smaller
barges using these portions and likely to
cause accidental impact shall be
examined from consideration of the
available draft and type of barges that ply
on the waterway. In case such possibility
exists, the piers shall be designed to resist
a lower force of barge impact caused by
the smaller barges as compared to the
navigational span.
waterways, the possibility of smaller barges
using these portions and likely to cause
accidental impact shall be examined from
consideration of the available clearances, draft
and type of barges that ply on the waterway. In
case such possibility exists, the minimum
design impact force for pier/foundation design
shall be computed using an empty barge drifting
at a speed specied in Clause 220.4 for the class
of waterway applicable depending on draft and
clearances available in non-navigational spans.

16 Cl.220.1 9) For navigable waterways which have 9) For navigable waterways which have not
(Page No. 76) not been classied by IWAI, but where
barges are plying, one of Class from I &
VI should be chosen as applicable,
based on the local survey of crafts plying
in the waterway. Where reliable data is
not available minimum Class-I shall be
assigned.
been classied by IWAI, but where barges are
plying, one of Class from I to VII should be
chosen as applicable, based on the local
survey of barges plying in the waterway.
Where reliable data is not available minimum
Class-I shall be assigned.

INDIAN HIGHWAYS DECEMBER 2022 57

 NOTIFICATION

S. Clause No. For Read

No. Page No.

17 Cl. 220.3 The minimum vertical clearance for the The minimum vertical clearance from the super
Top para parabolic soft shall be reckoned above the structure soft shall be reckoned above the
(Page No. 78) high ood level at a distance/section where navigational high ood level (NHFL) for rivers,
the minimum horizontal clearance from pier the highest water level for tidal canals, and full
face is chosen. supply levels for other canals (Reference level
Annex E) with in the limits where horizontal
clearance is to be provided.

As per regulations prescribed by IWAI, the last 20

years' certied HFL data from CWC/State
Irrigation/ State Water resources department may
be collected and NHFL may be determined as per
footnote 4) in Annex E.
18 Fig. 25
(Page No. 78)

Fig. 25: Factors Deciding Range of Fig. 25: Factors Deciding Clearances and
Locations of Impact Force Locations of Impact Force

19 Cl. 220.3 Use of Fig. 25: Use of Fig. 25:

Para 1
1) For checking Minimum Clearance 1) For checking Minimum Clearance below
(Page No. 78)
below Bridge Deck: Bridge
a) HG+(DV-Dmin): is maximum projection of Superstructure:
the highest barge component above a) Minimum specied vertical clearance below
actual water level (e.g. including the soft of the bridge superstructure should
projecting equipment over top of cabin be checked with reference to maximum
like radar mast) permitted water level for the navigation ie,
reference level given in Annex E for different
b) Highest Level of Barge: HG+(DV-Dmin) + types of channels.
maximum permitted water level for
navigation (This may be decided by b) Highest Level of Barge: (DB-Dmin)+ maximum
water current velocity). Minimum permitted water level for navigation where
specied clearance should be checked Dmin may be taken as 20% of Dmax, in absence
with reference to this level and lowest of specic data available for the barges
soft level of bridge. plying. Dmax is the depth of fully loaded barge
given in Fig. 24.
20 Cl. 220.3 b) Minimum level permitted for navigation b) Minimum water level permitted for
Para 2 = Level at which minimum clearance navigation = Water Level at which minimum
(Page No. 78) required for navigation between bed level depth of channel (Depth* in Annex E) is
and lowest part of barge (at Dmax) is available above the highest bed level.
available

58 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

S. Clause No. For Read

No. Page No.

21 Cl. 220.4 Design Barge Speed Design Barge Speed

(Page No. 79)
The speed at which the barge collides against The speed at which the barge collides against the
the components of a bridge depends upon to components of a bridge depends upon the barge
the barge transit speed within the navigable transit speed within the navigable channel limits,
channel limits, the distance to the location of the distance to the location of the bridge element
the bridge element from the centre line of the from the centre line of the barge transit path and
barge transit path and the barge length the barge length overall (LOA). This information
overall (LOA). This information shall be shall be collected from the IWAI. In the absence
collected from the IWAI. In absence of any of any data, the design speed to be considered
data, a design speed of 6 knots (i.e. 3.1
shall be as under:
m/sec) for unladen barge and 4 knots (i.e. 2.1
m/sec) for laden barge may be assumed for a) 6 knots (i.e. 3.1 m/sec) for unladen barge for
design for both upstream and downstream both upstream and downstream directions of
directions of trafc. trafc,
b) 6 knots (i.e. 3.1 m/sec) for laden barge for
upstream directions of trafc,
c) 8 knots (4.2 m/sec) for laden barge in
downstream directions of trafc.
22 Cl. 220.5 Barge Collision Energy Barge Collision Energy
(Page No. 79)
Following para to be inserted just after the title of
Clause 220.5:
The Barge displacement tonnage WL and WE for
loaded and empty barge units respectively shall
be equal to the displacement tonnage of the single
row of barge units. The additional rows of barges
across the width of the barge units are neglected in
computing the Barge Collison Energy since they
are assumed to break away upon impact.
23 Cl. 220.8 Location & Magnitude of Impact Force in Location & Magnitude of Impact Force in
(Page No. 80) Substructure & Foundation, 'PB' Substructure & Foundation, 'PB'
All components of the substructure, exposed All components of the substructure/foundation,
to physical contact by any portion of the exposed to physical contact by any portion of the
design barge's hull or bow, shall be designed design barge's hull or bow, shall be designed to
to resist the applied loads. The bow resist the applied loads. The bow overhang, rake,
overhang, rake, or air distance of barges or air distance of barges shall be considered in
shall be considered in determining the determining the portions of the substructure/
portions of the substructure exposed to foundation exposed to contact by the barge.
contact by the barge. Crushing of the barge's Crushing of the barge's bow causing contact with
bow causing contact with any setback any setback portion of the substructure/
portion of the substructure shall also be foundation shall also be considered.
considered.
The design impact force for the above cases is to
Some of the salient barge dimensions to be be applied as a vertical line load equally
checked while checking for the navigational distributed along the barge's bow depth, H
L
clearances are as follows: dened with respect to the reference water level
as shown in Fig.25. The barge's bow is considered
to be raked forward in determining the potential
contact area of the impact force on the

INDIAN HIGHWAYS DECEMBER 2022 59

 NOTIFICATION

S. Clause No. For Read

No. Page No.

substructure/foundation as shown below:

Fig. 26 showing location of Barge Impact

Force PB on Pier

Fig. 27 showing location of Barge Impact

Force PB on Well
For substructure/foundation design, equivalent
static forces shall be applied separately to the
impacted nose of the substructure/foundation,
parallel and normal to the centre line of the
navigable channel as follows:
a) 100% of the design impact force in a direction
parallel to the alignment of the centreline of
the navigable channel
Or
b) 50% of the design impact force in the
direction normal to the direction of the centre
line of the navigable channel.
These impact forces in a) and b) shall not be taken
to act simultaneously.
Barge impact forces on pile foundations as shown
below in Fig. 28 should be avoided as far as
possible. A suitable protection system should be
provided instead, to prevent the force acting on
the piles as recommended in clause 220.9.

Fig. 28 showing undesirable situation where

Barge impact Force acts on Pile Foundations

60 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION
S. Clause No. For
No. Page No.
24 Cl. 220.9 Protection of Substructure
(Page No. 80)
Protection may be provided to reduce or to
eliminate the exposure of bridge substructures
to barge collision by physical protection
systems, including fenders, pile cluster, pile-
supported structures, dolphins, islands, and
combinations thereof.
Severe damage and/or collapse of the
protection system may be permitted, provided
that the protection system stops the Barge
prior to contact with the pier or redirects the
barge away from the pier. In such cases, the
bridge piers need not be designed for Barge
Impact. Specialist literature shall be referred
for design of protection structures.
Flexible fenders or other protection system
attached to the substructure help to limit the
damage to the barge and the substructure by
absorbing part of impact (kinetic energy of
collision). For the design of combined
system of pier and protection system, the
design forces as obtained from Clause 220.7
shall be used in absence of rigorous analysis.
25 Cl. 220.10 Load Combination
(Page No. 81)
The barge collision load shall be considered
as an accidental load and load combination
shall conform to the provisions of Annexure
B. Barge impact load shall be considered only
under Ultimate Limit State. For working
load/allowable stress condition, allowable
stress may be increased by 50 percent.
The probability of the simultaneous occurrence
of a barge collision together with the maximum
ood need not be considered. For the purpose
of load combination of barge collision, the
maximum ood level may be taken as the mean
annual ood level of previous 20 years,
provided that the permissible maximum current
velocities for the barges to ply are not exceeded.
In such event maximum level may be
calculated backward from the allowable current
velocities. The maximum level of scour below
this ood level shall be calculated by scour
formula in Clause 703.3.1 of IRC:78. However,
no credit for scour shall be taken for verifying
required depth for allowing navigation.
INDIAN HIGHWAYS
Read
Protection of Substructure and Foundation
Protection may be provided to reduce or to
eliminate the exposure of bridge substructures/
foundations to barge collision by physical
protection systems such as fenders, pile cluster,
pile-supported structures, dolphins, islands etc.
and combinations thereof.
Severe damage and/or collapse of the protection
system may be permitted, provided that the
protection system is structurally independent
from the bridge substructure/foundation and
stops the Barge prior to contact with the pier or
redirects the barge away from the pier. In such
cases, the bridge piers/foundations need not be
designed for Barge Impact.
Flexible fenders or other protection system
attached to the substructure/foundation help to
limit the damage to the barge and the
substructure/foundation by absorbing part of
impact (kinetic energy of collision). For the
design of combined system of pier and
protection system, the design forces as obtained
from Clause 220.7 shall be used in absence of
rigorous analysis.
Specialist literature shall be referred for design of
protection structures.
Load Combination
The barge collision load shall be considered as an
accidental load and load combination shall conform
to the provisions of Annexure B. Barge impact load
shall be considered only under Ultimate Limit State.
In navigable rivers, the probability of the
simultaneous occurrence of a barge collision
together with the maximum ood level need not be
considered. Barge impact loads shall be considered
for a range of maximum and minimum water levels
permitted for navigation in accordance with clause
220.3. The maximum level of scour below the
permitted navigational high ood level (NHFL)
shall be calculated by scour formula in accordance
with IRC:78 and IRC:5. General/mean scour level
(excluding local scour level) may be considered for
the purpose of determining the required depth (as
specied in Annex E) for allowing navigation.
However, minimum water level permitted for
navigation shall not be considered lower than the
Lowest Water Level (LWL) for the purpose of
determining barge impact forces.
DECEMBER 2022 61
 NOTIFICATION
Notification No.55
Amendment No.4/IRC:112-2020/October, 2022 (Effective from 1st December, 2022)
To
IRC:112-2020 “Code of Practice for Concrete Road Bridges” (First Revision)

S. Clause No. For Read

No. Page No.

1 Cl. A8.1 j) Reinforcing steel, when σs<300 MPa j) Reinforcing steel, when σs<300 MPa under a
(Page No. 46 under a rare combination of Serviceability rare combination of Serviceability Limit
of Indian Limit State (SLS) with vehicular loads as State (SLS) with vehicular loads as given in
Highways given in Clause 204.1 of IRC:6 inclusive Clause 204.1 of IRC:6 inclusive of impact
May, 2021) of impact factor and congestion factor and factor and congestion factor and excluding
excluding SV loading. SV loading. However, this exemption is not
applicable for cantilever slab and slabs which
are not covered under i) above.
2 Cl. A8.3
(Page No. 46 φfat is the damage equivalent impact factor ls1 is a factor given in Table A8.1 accounting for
of Indian controlled by the road surface roughness and element type (e.g. continuous beam) and takes
Highways shall be taken as 1.4. into account the damaging effect of trafc
May, 2021) depending on the critical length of the inuence
In addition, when considering a cross-
section within a distance of 6.0 m from an line or area.
expansion joint, the load should be ls2 is a factor that takes into account the trafc
multiplied by the additional dynamic volume.
amplication factor Δφfat = 1.3 * (1 – D/26)
>= 1.0, where D is the distance (m) of the
cross section under consideration from the Where N is the number of passage of fatigue load
expansion joint. train/year in millions
λs1 is a factor given in Table A8.1 accounting
for element type (e.g. continuous beam) and
takes into account the damaging effect of
trafc depending on the critical length of the
inuence line or area.
λs2 is a factor that takes into account the
trafc volume.

Where N is the number of cycles per year in

millions and the denominator 0.1 is based on
10 million cycles in 100 years. For the bridges
on all expressways, national highways and
state highways, λs2 = 1.0 shall be used.
3 Cl. 12.3.4 For the case of deformed bars associated For the case of deformed bars associated with
Calculation of with pure bending pure bending
crack width
(Page No 104)
4 A6-2 A6-2 Actions & Effects to be considered Deleted
(Page No. 222 during construction
& 223) For the verications of equilibrium and limit
states during various construction stages
following construction loads and erection
effects shall be considered.

62 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

S. Clause No. For Read

No. Page No.

A6-2.1 General
(1) Distributed construction live load
taken as 50 kg/m2 of deck area for
cantilever construction, sequential/
span by span construction etc.
(2) Specialized construction equipment
load from launching gantry, form
traveller, beam and winch, movement
of precast segments over constructed
portion etc.
(3) Dynamic load of equipment may be
taken as 10% of the lifting load.
(4) Longitudinal forces arising from
construction equipment loads
according to the type of the machinery.
(5) Unbalanced load resulting from
sequence / construction stage.
(6) Horizontal wind load on structure
shall be taken in accordance with the
provisions of IRC:6 for construction
stages.
(7) E ff e c t s a r i s i n g f r o m i m p o s e d
deformations shall be taken into
account. These effects can be of
permanent nature, depending upon the
situation. In such situations the strains
and stresses shall be algebraically
superimposed as per applicable
section at various construction stages.
(8) The support restraints during all
construction stages shall be ensured
for stability against sliding and
overturning. The situation may arise
when restraint, particularly in
longitudinal direction, may be absent
during construction stage. Need of
temporary restraint for this situation
shall be either accounted for in
suggested sequence & detailing or
constructor shall be instructed to
provide appropriate restraint.
A6-2.2 For cantilever construction
(1) A differential Dead Load of 2 % on the
unfavourable side of the cantilever
shall be considered for verication of
equilibrium.
(2) For verication of equilibrium under
the accidental combination, dynamic
response due to accidental release of
precast segment taken as equivalent to
additional static load as 100% of the
weight of the precast segment.

INDIAN HIGHWAYS DECEMBER 2022 63

 NOTIFICATION
Notification No. 56
Amendment No. 3/IRC:24-2010/October, 2022 (Effective from 1st December, 2022)
To
IRC:24-2010 “Standard Specifications and Code of Practice for Road Bridges, Steel Road Bridges
(Limit State Method)” (Third Revision)

S. Clause No. For Read

No. Page No.

1 Cl. 501.4 Stress spectrum: Histogram of stress cycles Stress range spectrum: A histogram of different
(Page No. 4) produced by a nominal loading event design stress ranges and their frequency of occurrence
spectrum during design life. for a particular loading event.
Design Spectrum - Frequency distribution of Design Spectrum - The combination of all stress
the stress ranges from all the nominal range spectra applicable to the fatigue assessment.
loading events during the design life, (stressStress Cycle Counting - Counting of various
spectrum). stress range and their number of occurrence in a
Stress Cycle Counting - Sum of individual particular loading event history using any
stress cycles from stress history, arrived at rational method viz. Rainfall method or
using any rational method. Reservoir method.
Constant amplitude fatigue limit: The constant
amplitude fatigue limit is the limiting magnitude
of the stress range (direct or shear, as applicable)
below which no fatigue damage is deemed to
accrue for constant amplitude loading of that
particular detail. Under variable amplitude
stresses all stress ranges must be below this limit
for no fatigue damage to occur
Cumulative damage : The linear combination of
the ratios of the cycles of various stress ranges
present to the number of cycles to failure, for each
stress range in a stress spectrum, in accordance
with the Palmgren – Miner's cumulative rule.
Damage : The ratio of the actual number of cycles
a member detail/ connection is subjected to the
number of cycles to failure at a specic stress
range.
Endurance : Duration of life to fatigue failure,
expressed in cycles under the action of a constant
amplitude stress history.
Fatigue Limit state: The state of failure through
fatigue damage due to repeated application of
loads.
2 Cl. 501.5 Symbols Symbols
(Page No. 10) f Actual normal stress range for the f Actual normal stress range for the detail
detail category ff Fatigue normal stress range corresponding
ff Fatigue stress range corresponding to to 5 x 106 cycles of loading.
5 x 106 cycles of loading. ffeq Equivalent constant amplitude normal
ffeq Equivalent constant amplitude stress stress
ffMax Highest normal stress range ffMax Highest normal stress range
ffn Normal fatigue stress range ffn Fatigue normal stress range at NSC cycle
τ Actual shear stress range for the detail for the detail category
category ffd Design fatigue normal stress range for the

64 INDIAN HIGHWAYS DECEMBER 2022

 NOTIFICATION

S. Clause No. For Read

No. Page No.

τf Fatigue shear stress range detail at NSC cycle

τfMax Highest shear stress range τ Actual shear stress range for the detail
τfn Fatigue shear stress range at NSC cycle τf Fatigue shear stress range corresponding
for the detail category to 5 x 106 cycles of loading.
τfeq Equivalent constant amplitude shear stress
τfMax Highest shear stress range
τfn Fatigue shear stress range at NSC cycle for
the detail category
τfd Design fatigue shear stress range for the
detail at NSC cycle
3 Cl. 511.2.1 Line after g)…. Line after g)….
(Page No. 117) Fatigue need not be investigated if condition Fatigue need not be investigated if condition in
in Clauses 511.2.2.3, 511.5.1, or 511.6 is Clauses 511.2.2.3 or 511.6 is satised.
satised.
4 Cl. 511.2.2.2 Design stress spectrum - In the case of Design stress range spectrum -In the case of
(Page No. 118) loading events producing non-uniform loading events producing non-uniform stress
stress range cycle, the stress spectrum may range cycle, the design stress range spectrum may
be obtained by a rational method. be obtained by any rational method viz. Rainfall
or Reservoir method of counting of cycles.
5 Page 511.2.3.1 Partial safety factor for loads and their Partial safety factor for loads and their effects (γfft)
(Page No. 120) effects (δfft) - Unless and otherwise the - Unless and otherwise the uncertainty in the
uncertainty in the estimation of the applied estimation of the applied loads and their effects
loads and their effects demand a higher demand a higher value, the partial safety factor for
value, the partial safety factor for loads in the loads in the evaluation of stress range in fatigue
evaluation of stress range in fatigue design design shall be taken as given in IRC:6.
shall be taken as 1.0.

6 Cl. 511.4 Fatigue Strength Fatigue Strength

(Page No. 127)
The fatigue strength of the standard detail for
the normal or shear fatigue stress range, not
corrected for effects discussed in Clause
511.2.1 is given below (Figs. 11 & 12)
a) Normal stress range
The fatigue strength of the standard detail for the
normal or shear fatigue stress range, not corrected
for effects discussed in Clause 511.2.1 is given
below (Figs. 11 & 12)
a) Normal stress range

Where Where
ff, τf = design normal and shear fatigue stress
f , τ = normal and shear fatigue stress range of
range of the detail, respectively, for life cycle fn fn
the detail, respectively, for life of NSCcycle
of NSC
ffn, τfn = normal and shear fatigue strength of ff, τf = normal and shear fatigue strength of the
the detail for 5x10 cycles, for the detail
6 detail respectively, for 5x10 6
cycles, for the detail
category (Table 19) category (Table 19)

INDIAN HIGHWAYS DECEMBER 2022 65

 NOTIFICATION

S. Clause No. For Read

No. Page No.

Fig 11 S-N Curve for Normal Stress Fig 11 S-N Curve for Normal Stress

Fig 12 S-N Curve for Shear Stress Fig 12 S-N Curve for Shear Stress

7 Cl. 511.5 Fatigue Assessment Fatigue Assessment

(Page No. 128) The design fatigue strength for N life
SC
cycles (ffd ,τfd) may be obtained from the
standard fatigue strength for NSC cycles by
multiplying with correction factor, μ, for
inspection level and thickness, as discussed
in Clause 511.2.1 and dividing by partial
safety factor given in Table 18.
The design fatigue strength of a detail for NSC life
cycles (ffd , τfd) may be obtained from the standard
fatigue strength for N SC cycles (f fn ,τ fn ) by
multiplying (ffn , τfn) with correction factor, μ, for
thickness, as discussed in Clause 511.2.1 and
dividing by partial safety factor given in Table 18
for inspection level.

8 Cl. 511.5.1 Exemptions - At any point in a structure No fatigue assessment is necessary if

(Page No. 128) if the actual normal and shear stress conditions in Clause 511.6 are satised.
range f, are less than the design fatigue
strength range corresponding to 5 x 106
cycles, with appropriate partial safety
factor, no further assessment for fatigue
is necessary at that point.

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S. Clause No. For Read

No. Page No.

9 Cl. 511.5.2.3 Constant stress range – The actual normal Constant stress range – The actual normal and
(Page No. 129) and shear stress range f and τ at a point of the shear stress range f and τ at a point of the structure
structure subjected to NSC cycles in life shall subjected to NSC cycles in life shall satisfy.
satisfy. f ≤ ffd = μrffn/γmft
f ≤ ffd = μrff/γmft τ ≤ τfd = μrτfn/γmft
τ ≤ τfd = μrτf/γmft
for combined stresses following shall satisfy in
Where addition to the above:
μr = correction factor (Clause 511.2.1)
γmft = partial safety factor against fatigue
failure, given in Table 18.
ff, τf = normal and shear fatigue strength Where
ranges for actual life cycle, NSC, obtained mr = correction factor (Clause 511.2.1)
from Clause 511.4 gmft = partial safety factor against fatigue failure,
given in Table 18.
ffn, tfn = normal and shear fatigue strength ranges
for actual life cycle, NSC, obtained from Clause
511.4
10 Cl. 511.5.2.4 Variable stress range - Fatigue assessment at Variable stress range - Fatigue assessment at any
(Page No. 129) any point in a structure, wherein variable point in a structure, wherein variable stress ranges
stress ranges fft or τft for ni number of cycles (i fi or τi for ni number of cycles (i = 1 to r) are
= 1 to r) are encountered, shall satisfy the encountered, shall satisfy the following:
following:

y j

where γ5 is the summation upper limit of all

the normal stress ranges (f i )having
magnitude lesser than (μc ffn/γmft) for that
detail and the lower limit of all the normal
stress ranges (fj) having magnitude greater
than (μc ffn/γmft) for the detail. In the above
summation all normal stress ranges,  and τi
having magnitude less than 0.55 μc ffn and
0.55 μc τfn may be disregarded.
where rS is the summation upper limit of all the
normal stress ranges (fi) having magnitude lesser
than (ffd=μr ff/γmft) for that detail and the lower
limit of all the normal stress ranges (fj) having
magnitude greater than ffd=μr ff/γmft for the detail. In
the above summation all normal stress ranges, fi
and τi having magnitude less than 0.35 μc ffn and
0.55 μc τfn respectively may be disregarded.

11 Cl.511.5.3 Addition as new sub clause 511.5.3 Simplified fatigue assessment:

(Page No. 129) Simplied fatigue assessment can be used in lieu
of procedure given in Clause 511.5.2.3 &

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S. Clause No. For Read

No. Page No.

511.5.2.4 for bridges up to 80 m of span. For

larger spans, detailed assessment shall be
carried out.
In simplied approach; to account for the effect of
resultant stress spectrum, maximum normal and
shear stress range (f,t) in the detail under
consideration due to one pass of fatigue train shall
be multiplied by the damage equivalence factor, l
which is dened as follows:

l = l1 x l2 x l3 x l4 < lmax
Where

l1 = damage effect of trafc based on inuence

loop length of detail
l2 = factor to account for trafc volume
l3 = factor to account for design life of bridge
l4 = factor to account for number of lanes on
bridge
lmax= maximum value which can be assigned to
damage equivalence factor as per Fig B.

l1 accounts for the effects associated with the

critical length of inuence line of detail under
assessment and shall be taken as per Fig. A.

Fig. A: Damage Equivalence Factor, l1

The critical loop length of inuence line of detail
under assessment may be taken as follows:
For moments:
a) For simply supported spans and mid span
section of continuous spans – span length
b) For support section of continuous spans–
average of two span lengths on either side.
Any detail which is within 0.15 of
corresponding span length from support
nearest to detail under assessment shall be
considered as support section.

68 INDIAN HIGHWAYS DECEMBER 2022

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S. Clause No. For Read

No. Page No.

c) Cross girders – sum of spans on either side of

the cross girder

For Shear
a) For mid span section– 0.4 x length of span
under consideration.
b) For support section - length of span under
consideration
For reactions
a) End support – span adjacent to the end
support.
b) Intermediate support – sum of adjacent span
lengths

For Arch bridges

a) Hangers – sum of adjacent span lengths
b) Arch – half the span of arch
Truss members : As per actual inuence line
l2 shall be taken as given below:
l2 = (2 .Nact)0.2
Nact = Number (in millions) of vehicles to pass on
the bridge in one year
l3 shall be taken as given below:
l3 = (life of bridge in years/100)0.2
l4 shall be taken as given below:
l4 = 1.0 + 0.025 (no of lanes supported by the
detail-1.0)

Fig. B: Max Damage Equivalence Factor, lmax

The modied normal and shear stress range
obtained above (l.f or l.t) shall be less than
respective design fatigue normal and shear stress
range (mr.ff / gmft or mr.tf /gmft) corresponding to 5 x 106
cycles of loading.

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S. Clause No. For Read

No. Page No.

For combined normal and shear stresses,

following shall satisfy in addition to the above:

12 Cl. 511.6 Necessity for Fatigue Assessments Necessity for Fatigue Assessments
(Page No. 129) No fatigue assessment is necessary if the No fatigue assessment is necessary if the
following conditions are satised. following conditions are satised.
a) The highest normal stress range ffmax a) The highest normal stress range fmax satises
satises ffmax ≤ 27 μc / γmft fmax ≤ 27 mr / gmft

b) The highest shear stress range τ fmax b) The highest shear stress range tmax satises tmax
satises tfmax ≤ 67 μc / γmft ≤ 67 mr / gmft

Where

f, ffj = stress ranges falling above and below

the ffn the stress range corresponding to the
detail at 5x106 number of cycles.

Notification No. 57
Amendment No. 3/IRC:22-2015/October, 2022 (Effective from 1st December, 2022)
To
IRC:22-2015 “Standard Specifications and Code of Practice for Road Bridges, Section VI – Composite
Construction (Limit States Design)” (Third Revision)
S. Clause No. For Read
No. Page No.

1 Clause 601.5 New Clause 601.5 General design considerations

(Page No. 10)
For general design considerations, Clause 504 of
IRC:24 shall be referred to with the following
considerations/additions:
Minimum depth of composite deck shall not be
less than the following:

(i) Overall depth: 1/25 of the effective span

(ii) Steel beam or girder: 1/30 of the effective
span

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 NOTIFICATION
Notification No.58
Amendment No.1/IRC:83-2015(Part-I)/October, 2022 (Effective from 1st December, 2022)
To
IRC:83-2015 (Part-I) “Standard Specifications and Code of Practice for Road Bridges,
Section IX Bearings”, Part-I : Roller & Rocker Bearings (Second Revision)

S. Clause No. For Read

No. Page No.

1 Cl. 10.4.1 The tolerance on the diameters of both The tolerance on the diameters of both rollers and
(Page No. 24) rollers and convex surfaces surfaces shall convex surfaces surfaces shall conform to k7 of
conform to K7 of IS:919. IS:919 Part 2.
2 Cl. 10.4.2 The tolerance on the diameter of concave The tolerance on the diameter of concave surface
(Page No. 24) surface shall conform to D8 of IS:919. shall conform to D8 of IS:919 Part 2.

Notification No. 59
Amendment No.1/IRC:83-2018(Part-II)/October, 2022 (Effective from 1st December, 2022)
To
IRC:83-2018 (Part-II) “Standard Specifications and Code of Practice for Road Bridges”,
Section : IX Bearings (Elastomeric Bearings), Part-II (Second Revision)

S. Clause No. For Read

No. Page No.

1 Cl.4.1.1 For CR ……. For CR …….

(Page No. 8)
Bayprene 110, ….
2 Cl. 4.1.4 The polymer content of the bearing shall not
(Page No. 8) be lower than 50 percent and the ash content
shall not exceed 5 percent. Polymer content
shall be determined in accordance with
ASTM–D297 and Ash content as per
IS:3400- Part XXII.
Baypren 110, ….
The polymer content of the bearing shall not be
lower than 50 percent and the ash content shall not
exceed 5 percent. Tests for Polymer identication
through Pyrolysis test, and conrmation of
Polymer content and Ash content shall be carried
out in accordance with IS: 3400 – Part XXII.

3 Cl. 4.1.6 Tests for Polymer identication through Deleted

(Page No. 8) Pyrolysis test and conrmation about
percentage of Polymer content shall be
carried out as per IS:3400 (Part XXII)
4 Cl. 4.2.6 The raw material for PTFE sheet shall be
(Page No. 10) Pure Tetra Fluoro Ethylene free sintered
without regenerated materials or llers. The
PTFE sheet may be with or without dimples
depending upon the application. PTFE sheet
shall conform to the requirement of relevant
part covering sliding element. For design of
sliding elements, relevant part of IRC:83
shall be referred.
5 Cl. 7.9.1.2 Note 1:
(Page No. 27) For acceptance testing …….
maximum acceptable.
-Specic Gravity: ± 0.2
The raw material for PTFE sheet shall be Pure
Tetra Fluoro Ethylene free sintered without
regenerated materials or llers. The PTFE sheet
may be with or without dimples depending upon
the application. PTFE sheets shall conform to the
requirement of sliding elements as per IRC: 83
Part III and Part IV.
Note 1:
For acceptance testing …….
maximum acceptable.
-Specic Gravity: ± 0.2 (Specific gravity test in
accordance to IS: 3400 (IX)

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S. Clause No. For Read

No. Page No.

6 Annexure D The shear strain ξeq,d of the elastomer due to The shear strain ξeq,d of the elastomer due to
[D.1.4] translators movement, caused due to translators movement, caused due to combination
(Page No. 42) combination of all possible loads and effects of all possible loads and effects that may coexist
that may coexist during earthquake, shall not during earthquake, shall not exceed 2.00.
exceed 1.00.
7 Annexure D Elastomeric bearings used as isolators for Elastomeric bearings used as isolators for
[D.1.6] application in Seismic Zone IV and Zone V, application in Seismic Zone III, Zone IV and
(Page No. 42) shall be secured in position by means of Zone V shall be secured in position by means of
positive anchorage. positive anchorage.

Notification No.60
Amendment No.3/IRC:83-2018(Part-III)/October, 2022 (Effective from 1 December, 2022)
st

To
IRC:83-2018 (Part-III) “Standard Specifications and Code of Practice for Road Bridges,
Section IX – Bearings, Part-III: POT, PIN, Metallic Guide and Plane Sliding Bearings” (First Revision)

S. Clause No. For Read

No. Page No.

1 Cl. 5.2.4.2 Flat sliding Flat sliding

Table 5.3 Design values surfaces Design values surfaces
(Page No. 26)
PTFE PTFE
Thickness 'tp ' in mm 2.2 h ≤ tp ± 8.0 Thickness 'tp' in mm 2.2 h ≤ tp ≤ 8.0

Notification No. 61
Amendment No.3/IRC:83-2014(Part-IV)/October, 2022 (Effective from 1st December, 2022)
To
IRC:83-2014 (Part-IV) “Standard Specifications and Code of Practice for Road
Bridges, (Section-IX) – Bearings (Spherical and Cylindrical)”

S. Clause No. For Read

No. Page No.

1 Cl. 5.5 In order to facilitate lateral rotation freely,
(Page No. 19) the sliding surface adjacent to Guides shall
be placed into a steel rocker strip backside of
which shall be curved to provide smooth full
surface contact at the sliding interface even
under rotation condition (refer Fig. 8 for
details).
In order to facilitate lateral rotation freely, the
sliding surface adjacent to Guides shall be placed
into a steel rocker strip backside of which shall be
curved to provide smooth full surface contact at
the sliding interface even under rotation condition
(refer Fig. 8 for details).
However, such a rocker strip will not be required
if the sliding material is not CM1 or CM2, and if
under predicted rotation about a horizontal axis,
the differential deformation of the sliding
material across its smallest dimension 'Bs'does not
exceed 0.2 mm. The condition shall be veried in
the serviceability limit state.

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S. Clause No. For Read

No. Page No.

2 Cl. 5.5.7 Addition as new sub- clause Verification of sliding plate thickness for
(Page No. 22) guided bearings
The thickness of sliding plate for guided bearings
(longitudinal as well as transverse guided
bearings) should be checked against combined
effect of moment and tension transferred from
guide to sliding plate.

The following expression should be satised for

the guided bearings

Leff
Leff
Leff

whichever is less
where, σm= bending stress due to horizontal force
with a lever arm calculated from centre line of top
plate to point of application of horizontal force, in
Mpa
σn = tensile stress due to horizontal force acting
on cross section of top plate in the perpendicular
plane of direction of horizontal force, in Mpa
V =horizontal force applied on guide, in kN Z =
elastic section modulus, in mm3
fy = yield strength of sliding plate material, in
Mpa
γm = material safety factor which can be
considered as 1.1
L = length of sliding plate, in mm
Ls = length of sliding material at side against
guide, in mm
ev = distance of point of application of horizontal
force from centre line of sliding plate
Note: For rare horizontal force, e.g. horizontal
force in seismic case, plastic section modulus can

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 NOTIFICATION

S. Clause No. For Read

No. Page No.

be considered instead of elastic section

modulus for calculating bending stress”.
3 Cl. 6.3 Flat and Curved Flat and Curved
Table 7 Design values Sliding Surfaces Design values Sliding Surfaces
(Page No. 26) PTFE PTFE
Thickness 'tp ' in mm 2.2 h ≤ tp ± 8.0 Thickness 'tp' in mm 2.2 h ≤ tp ≤ 8.0
Protrusion 'h' in mm h = 2.0 + L/1500 Protrusion 'h' in mm h = 1.75 + L / 1200
≥ 2.2mm
'L' diameter of the
projected area of the 'L' diameter of the
sliding surface in mm projected area of the
sliding surface in
mm.
The tolerance on the
protrusion 'h' is ± 0.2
mm for 'L' less than
or equal to 1200 mm
and ±0.3 mm for 'L'
less than or equal to
1200 mm. The
protrusion 'h' shall be
veried at marked
measuring points,
where the corrosion
protection coating
shall not exceed 300
µm. There shall be at
least two measuring
points, suitably
located.

OBITUARY

The Indian Roads Congress express their profound sorrow on the sudden demise of Shri K.K. Madan, Past
President, IRC who left for heavenly abode on 11th November, 2022. He was Former Director General, CPWD &
Member of UPSC and very active member of IRC.

May his soul rest in peace.

74 INDIAN HIGHWAYS DECEMBER 2022