Professional Documents
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STANDARD SPECIFICATIONS
AND CODE OF PRACTICE
FOR ROAD BRIDGES
SECTION
II
Amendments and
INDIAN
ROADS CONGRESS
2014
IRC:6-2014
STANDARD SPECIFICATIONS
AND
CODE OF PRACTICE FOR
ROAD BRIDGES
SECTION:
II
Amendments and
Published by
INDIAN
ROADS CONGRESS
Kama
Marg
Sector-6, R.K. Puram
New
Koti
Delhi-110022
JANUARY, 2014
Price ? 700/-
IRC:6-2014
First
published
December, 1958
Reprinted
May, lybz
September, 19dv3
Second Revision
uctober, iyD4
Reprinted
uctoDer, nyoD
Third Revision
Metric units
Reprinted
uctoDer, lyb/
Reprinted
Novemoer, lyoy
March, 1972 (incorporates Amendment No. 1-Nov. 1971)
Reprinted
Reprinted
Reprinted
Reprinted
Reprinted
oepiemDer, lyo
(incorporaies
me
cnanges as given
in ueiaii in
me
lasi
two suD-paras
OT inirouuciion ai pctge o)
Reprinted
November, 1985
beptember, lyyu
y^
y^
T CI Cj A
January,
iyy4
Reprinted
"1007
^r
January,
lyy/
Reprinted
iviarcn,
Fourth Revision
uecemDer, ^uuu
April, 2002 (Incorporates amended
Reprinted
Reprinted
t~i
r"\ /
\ J
lyyy
Reprinted
Reprinted
August, zuuo
Kepriniea
Ar\r'i\
or\r\R
April,
^uud
Reprinted
Reprinted
Fifth
Revision
Revised Edition
(All
Rights Reserved.
No
means
(1000 Copies)
without the
IRC:6-2014
CONTENTS
Page No.
Personnel of the Bridges Specifications and Standards Committee
(i)
Introduction
Scope
201
Classification
202
203
Dead Load
204
Live
205
Reduction
Loads
'
in
Traffic
Accommodating
19
Lanes
206
Foot Over Bridges, Footway, Kerb, Railings, Parapet and Crash Barriers
19
207
Tramway Loading
23
208
Impact
24
209
Wind Load
27
210
Horizontal Forces
211
Longitudinal Forces
37
212
Centrifugal Forces
40
213
Buoyancy
41
Earth Pressure
41
214
due
to
Water Currents
34
215
Temperature
216
Deformation Stresses
217
Secondary Stresses
47
218
47
219
Seismic Force
48
220
59
221
Snow Load
64
222
65
(for steel
bridges only)
42
46
Footover Bridges
223
ANNEXURES
66
2014
IRC:6-2014
2.
3.
e**^
January, 2014)
&
Kandasamy, C.
(Convenor
Patankar, V.L.
Addl.
(Co-Convenor)
Transport Bhavan,
Director General,
New
Delhi
Pathak, A.P.
Transport Bhavan,
Road
Delhi
Ministry of
(Member-Secretary
New
New
Delhi
Members
CPWD
4.
Agrawal, K.N.
DG(W),
5.
Alinnchandani, C.R.
Director,
6.
Arora, H.C.
MORTH, New
7.
8.
Bandyopadhyay,
Dr. N.
9.
Bandyopadhyay,
Dr.
T.K
Director,
(Retd.)
Ghaziabad
STUP
Consultants (P)
New
Delhi
Delhi
INSDAG, Kolkata
10.
Banerjee, A.K.
MoRT&H, New
Delhi
11.
Banerjee, T.B.
MoRT&H, New
Delhi
12.
Basa.Ashok
13.
Bhasin, P.C.
ADG
14.
Bhowmick, Alok
Managing
(B), (Retd.),
&
Builders Ltd.,
MoRT&H, New
Director,
Bridge
Mumbai
Delhi
New
Ltd.
Ltd.,
&
Bhubaneswar
Delhi
Noida
Mumbai
15.
Bongirwar, P.L.
Advisor, L&T,
16.
Dhodapkar, A.N.
17.
Ghoshal,A.
Director
18.
Joglekar, S.G.
Vice President,
19.
Kand,,C.V.
20.
Koshi, Ninan
21.
Kumar, Ashok
22.
Kumar, Prafulla
DG
23.
Kumar, Vijay
24.
Manjure,
25.
Mukherjee, M.K.
26.
Nagpal,A.K.
Prof. NT,
27.
Narain,A.D.
DG
P.Y.
MoRT&H, New
New
STUP
STUP
Consultants (P)
Consultants (P)
PWD
Secy., (Retd)
Ltd.
MOST New
(Retd.)
New
Delhi
Delhi
PWD,
Concrete Co. Mumbai
MoRT&H, New
MoRT&H
(i)
Mumbai
Delhi
Delhi
Delhi
Ltd.
Bhopal
MoRT&H, New
MoRT&H
Delhi
(Retd.)
New
Delhi
Kolkata
IRC:6-2014
Zo.
MoKi
Ninan, K.b.
randey,
K.i\.
Lakshmy
Parameswaran,
31.
Raizada, Pratap S.
32.
Rao,
33.
Dr.
Dr.
M.V.B.
ur.
New
oiH,
New
ueini
New
Delhi
Gammon
Affairs).
o.k
DG
36.
Sharma, R.S.
MoRT&H, New
37.
Sinha, N.K.
MoRT&H New
38.
Subbarao,
Velayutham,,
V.
42.
Viswanathan,
T.
43.
The Executive
44.
The
Director
(Retd.)
Director
and Head,
Director,
uirecior,
(Civil
Dellhi
Delhi
Delhi
Construma Consultancy
(P)
Ltd.
New
ueini
(RD) &
SS
(Retd.)
MoRT&H, New
Delhi
(B&S)
Lia. iviumoai
lUdI
DG
(^r)
MoRT&H, New
rv.d.
41.
Managing
nanaavan,
Dr.
IVIUl
Mumbai
ourgaon
Sharan, G.
India Ltd.
Delh
35.
/I
uelni
oana,
mok
30.
New
oiM
RDSO, Lucknow
Bureau of Indian Standards,
New
Delhi
Engg.),
Corresponding Members
1.
Consultant (W.B.)
2.
Singh, R.B.
Ex-Officio
New
Delhi
Members
1.
Kandasamy, C.
2.
(ii)
New
Delhi
MoRT&H
IRC:6-2014
Bridge
Code
given
in
"General Features of
also.
Bombay
in
This Committee at
its
meeting held
II
at
New
Delhi
of the Bridge
in
later
in
through
1958 and
in
of the Indian
metric units
in
of Section
publication of the
1966.
II
of the
Code (2000
Edition) included
all
the
amendments,
made by
the
time and
No. 2
The Bridges Specifications and Standards Committee and the IRC Council at various meetings
approved certain amendments viz. Amendment No. 6 of November 2006 relating to SubClauses 218.2, 222.5, 207.4 and Appendix-2, Amendment No. 7 of February 2007 relating to
Sub-Clauses of 213.7, Note 4 of Appendix-I and 218.3, Amendment No. 8 of January 2008
relating to Sub-Clauses 214.2(a), 214.5.1.1 and 214.5.2 and new Clause 212 on Wind load.
As approved by the BSS Committee and IRC Council in 2008, the Amendment No. 9 of May
2009 incorporating changes to Clauses 202.3, 208, 209.7 and 218.5 and Combination of
Loads for limit state design of bridges has been introduced
new Clause 222 on Seismic Force for design of bridges.
in
The Bridges Specifications and Standards Committee in its meeting held on 26th October,
2009 further approved certain modifications to Clause 210.1, 202.3, 205, Note below Clause
208, 209.1, 209.4, 209.7, 222.5.5, Table 8, Note below Table 8, 222.8, 222.9, Table 1 and
deletion of Clause 213.8, 214.5.1.2 and Note below para 8 of Appendix-3. The Convenor
of B-2 Committee was authorized to incorporate these modifications in the draft for Fifth
Revision of IRC:6, in the light of the comments of some members. The Executive Committee,
1
IRC:6-2014
meeting held on 31st October, 2009, and the IRC Council in its ^89^'" meeting held on
November, 2009 at Patna approved publishing of the Fifth Revision of IRC: 6.
in its
14th
The
all
the
amendments and
The Revised Edition of IRC:6 was approved by the Bridges Specifications and Standards
Committee in its meeting held on 06.01.2014 and Executive Committee meeting held on
09.01.2014
for publishing.
The personnel
of the
is
given below:
Banerjee, A.K.
Convenor
Dhodapkar, A.N.
Co-Convenor
Parameswaran,
Member-Secretary
(Mrs.) Dr.
Lakshmy
Members
Bhowmick, Alok
Saha,
Chandke, A.S.
Sharma, Aditya
Gupta, Vinay
Sharan, G.
Garg,Dr S.K.
Subbarao,
Huda, Y.S.
Sarangi, D.
Joglekar, S.G.
Srivastava, O.P.
Kumar, Manoj
Thakkar,
Mukherjee, M.K.
Thandavan, K.B.
Pandey, Alok
Viswanathan,
Puri, S.K.
Verma, G.L.
CE
Dr. G.P.
(B)
Dr. H.
Dr. S.K.
S&R,
T.
MORTH
(A.RPathak)
Corresponding Members
Bhattacharya,
Heggade, V.N.
Dr. S.K.
Rao,
Dr.
M.V.B.
Kanhere, D.K.
Ex-officio
Members
Kandasamy, C.
(Road Development)
& Special Secretary, MoRT&H and
President, IRC
Director General
IRC:6-2014
SCOPE
procedure
to
Code
The
for the
of Practice
to establish a
is
in India.
This publication
common
is
meant
serve as a guide to both the design engineer and the construction engineer but compliance
does not
relieve
201 CLASSIFICATION
Road bridges and
201.1
be divided
culverts shall
into
is
to
be normally adopted on
may
Class
70R Loading
A Loading.
is
to
for
roads on which
all
AA
to
for
Class
certain
limits, in
be normally adopted
all
Loading
Loading.
For particulars of the above four types of loading, see Clause 204.
201.2
one
of the
above specified
Annex A
I.R.C.
Loadings
will
be
whose
classified
effects
it
each bridge's
in
Individual bridges
in
class,
and
to take electric
strengthened to take
were not
in
Clause 201.2.
in
Clause 201.1
shall
be
IRC:6-2014
202 LOADS,
202.1
The
culverts are
loads, forces
and stresses
be considered
to
in
1)
Dead Load
2)
Live
3)
Snow Load
Load
(see note
i)
4)
5)
live
load
Q.^
may be
6)
7)
Wind load
8)
Water current
9)
movement
F/F/F^
10)
Centrifugal force
F^^
11)
Buoyancy
G^
12)
surcharge,
13)
if
live
load
any
F^^
Temperature effects
(see note
F^^
ii)
14)
Deformation effects
F^
15)
Secondary
F^
16)
Erection effects
Fer
e
17)
Seismic force
Feq
18)
Wave
Fwp
'
pressure
(see note
19)
Grade
effects
iii)
Ge
effect
(see note
iv)
IRC:6-2014
Notes
The snow loads may be based be based on
i)
Temperature effects
ii)
(F^^) in this
iii)
if
in
the
existing.
context
is
caused by the
due
to the
movement
restraint effects.
shall
structural
members based on
rational
methods
or
be
considered.
For bridges
iv)
built in
beam
face of the
vertical loads
202.2.2
All
shall normally
mennbers
loads, forces
or by
on the bearings.
shall
be designed
and stresses
that
most
to sustain safely
all
critical
combination of various
the various combinations of the above loads and stresses covered by the design. Besides
202.3
in
Stresses
The load combination shown in Table 1 shall be adopted for working out stresses in the
members. The permissible increase of stresses in various members due to these combinations
are also indicated therein. These combinations of forces are not applicable for working out
base pressure on foundations for which provision made in relevant IRC Bridge Code shall be
adopted. For calculating stresses in members using working stress method of design the load
combination shown in Table 1 shall be adopted.
The
load combination as
shown
Annex B
in
shall
be adopted
for
limit
state design
approach.
203
The dead
DEAD LOAD
member
used
in
member including
its
own
weight.
The
is
weight of the
supported wholly or
in
part by
determining loads, unless the unit weights have been determined by actual weighing
of representative
samples
of the materials
in
question,
in
IRC:6-201 4
Service Condition
Construction
Condition
CM
CM
(%) sessej;s
aiqissjoiiad
T~
CM
o
o
LD
CO
CO
CO
CO
CO
CO
o
in
o
un
CO
CO
CO
CO
o
in
O o
CM
Q.
o>
8
IL,
00
d
(-d)
r-
LL
(Sd)
(O
8)33^3 AjpU033S
(Pj)
If)
spsjiig uoi}euiJO|3a
LL
>*
(daj)
CO
T
CM
T~
a
o
LL
("
aojoj iBBnjiiiuao
ul"
uT
9) AouBoAng
(y)
LO
LO
CM
in
Ln
CNJ
in
CM
uoipyj Buueag
o
(oj) BuiiiBjg
u.
O
T
lb
o>
UL
(^d)
9AH0BJ1
(M) PU'M
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(^a)
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("-ij) saipog
Bui^Boy |3Bduj|
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peon
uo[S!||O0 3|3ii|aA
f^'
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(9)
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!RC:6-2014
2)
Any
load
combination
independently or
combination,
in
Concrete Members
3)
Use
given
4)
in
Table 2
The gradient
I
MB.
shall
effect
shown as
However
due
shown
to
for F^
it
is
shown as
is
live
in
the
overall rise or
5)
is
since
it
F^and
fall
When
FJ
shall
when
the design
considered
live
shown as
is
Its
in
and
load to be considered
Whenever a
load
live load.
FJ
MB and
are also
in this
case.
to the
is
reduced
live
is
live
be considered corresponding
Prestressed
applicable only
reduced
shown
is
in
acting
indicated as 0.5.
for the
1
earthquake
and/or
structure
temperature
as 0.5 stands
0.5,
Table
in
The
load (Q)
live
maximum
considered.
is
The reduced
be
wind
temperature,
involving
if
due
to
associated
any,
due
to
be considered.
to half in load
combination IX
when
The
load combinations
repair, rehabilitation
7)
(VIII
and
and
retrofitting,
stage of a
to, for
reduction of
live
load
in
Load Combination
Weight
Materials
(t/m3)
1)
Ashlar (granite)
2.7
2)
Ashlar (sandstone)
2.4
3)
Stone setts
4)
a)
Granite
b)
Basalt
2.6
2.7
cm
to 7.5
cm
guage, loose):
a)
Granite
1.4
b)
Basalt
1.6
cement mortar
5)
Brickwork (pressed)
6)
Brickwork (common)
in
cement mortar
1.9
7)
Brickwork (common)
in
lime mortar
1.8
in
2.2
Vl.
;;
IRC:6-2014
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94
Details of I.R.C.
n
.
iron
f .2.
1.1
iron
7.8
204 LIVE
204.1
IVICiL/CiUCll
9 n
1 R'i
Zii.
LOADS
Loadings
For bridges classified under Clause 201.1, the design live load shall consist of
standard wheeled or tracked vehicles or trains of vehicles as illustrated in Figs. 1 to 3 and
Annex A. The trailers attached to the driving unit are not to be considered as detachable.
204.1.1
204.1.2 Within the kerb to kerb width of the roadway, the standard vehicle or train shall be
assumed to travel parallel to the length of the bridge and to occupy any position which will
produce maximum stresses provided that the minimum clearances between a vehicle and
the roadway face of kerb and between two passing or crossing vehicles, shown in Figs. 1 to
3, are not encroached upon.
204.1.3 For each standard vehicle or train, all the axles of a unit of vehicles shall be
considered as acting simultaneously in a position causing maximum stresses.
IRC:6-2014
12t
17t
2t
I7t
I7t
0)$
K.'Ot
.0.61
2.130
1.520
3.960
1.370
3.050
1.370
0.91
20t
2.790
20t
2.790
0.86
0.41
2.790
0.38
0.41
1.850
1.220
1.830
SA.
BA.
0.41x0.61
0.41x0.61
MAX. SINGLE
L'
AXLE LOAD
TYPE
'M'
0.23
C.[D.DnDnna.
0.41x0.61
0.41x0.61
SA.
BA.
0..25
10.51
W.'v<.'<X<CTO'V.'<^VX'<x'V.'<,A'<XVU
SA.
BA.
TYPE
0.23x0.51
0.23x0.51
N'
TYPE
MINIMUM WHEEL SP ACING & TYRE S IZE O F CRIT CAL (HEAV IES T) AXLE
I
CLASS 70R
90.000 (MIN.)
4.570
(T)
35t
35t
0.84
0.84
4.570
2.900
Class
Notes
1
The nose
to
tail
2)
and 30
m for wheeled
vehicle.
shall
70R
be allowed
in
passing/crossing vehicle can only be allowed on lanes other than these two lanes.
Load combination
3)
is
for
as shown
for the
in
Table
2.
wheeled vehicle
shall
be 20 tonne
.22
centres.
Class
above
70R
loading
(i.e.
is
kerb and the outer edge of the wheel or track, 'C, shall be
in
different class,
in
.2
of
.2
m.
Tracked or Wheeled.
meters.
For tyre tread width deductions and other important notes, refer
Annex A.
1.800
SECTION ON P-P
1.800
-f
f- if'
i
O
Ifl.
4-
i-
PLAN
DRIVING VEHICLE
18 500
1.200
8.300
1-200
4.800
4.8OO
18.500
Min.
Iff
2.7 2.7
11.4 11.4
Class
Fig.
2 Class
'A'
6.8
6.8
A Train
6.8
6.8
of Vehicles
10
m and
NOTES
given
in
IRC:6-2014
Notes
1)
The nose
2)
For single lane bridges having carriageway width less than 5.3 m, one lane of Class
to
tail
sliall
3)
4)
of the
wheels
be as under:
shall
B (mm)
W (mm)
11.4
250
500
6.5
200
380
2.7
150
200
WW
1.
WW
5)
edges
g,
on multi-lane bridges
of the
shall
be as given
Above
(*)
6.1
to
.2
1.2m
= [2x(1.8+0.5)+0.4+2x0.15]
(**)=
[2x(1.8+0.5)+1.2+2x0.15]
6)
Axle loads
in
11
in
metre.
150
mm for
all
carriageway width
"
IRC;6-2014
1.800
SECTION ON P-P
^5
"Wt*
ill
-1
^
CO
PLAN
DRIVING VEHICLE
18.500
8.300
l.-ZOO
4.800
1-200
4300
.18.500
Mm.
Notes
3 Class
'B'
1)
The nose
to
tail
18.5 m.
12
IRC:6-2014
No
other
live
of the
wheels
is
when
a train of vehicles
shall
be as under:-
B (mm)
W(mm)
6.8
200
380
4.1
150
300
1.6
125
175
WW
WW
For bridges having carriageway width less than 5.06 m, only single lane of Class B
loading shall be considered.
The minimum clearances, / between outer edge of the wheel and the roadway face
of the kerb and the minimum clearance, g, between the outer edges of passing or
crossing vehicles on multi-lane bridges shall be as given below:
Axle loads
in
1.2
metre.
Above 5.86
in
5]
(**)=[2x(1.8+0.38)+1. 2+2x0. 1 5]
13
between
0.4
to
50
mm for
widths
all
carriageway
IRC:6-2014
204.1.4 Vehicles
maximum
in
in
stresses.
The spaces on the carriageway left uncovered by the standard train of vehicles
not be assumed as subject to any additional live load unless otherwise shown in Table
204.1
.5
204.2
Fills
shall
2.
of Arch Bridges
The dispersion of loads through the fills above the arch shall be assumed
along and perpendicular to the span in the case of arch bridges.
at
45 degrees both
204.3
in
in
Table
live
load
2.
SI.
No.
1)
Carriageway Width
(CW)
Number
Load Combination
of Lanes for
Design Purposes
One
lane of Class
considered to
occupy 2.3 m. The remaining width
of carriageway shall be loaded with
500 kg/m2
2)
5.3
than 9.6
3)
9.6
One
for
Class
One
lane of Class
lane of Class
5)
20.1
for
every two
OR
A on
the
3 lanes of Class
remaining lanes,
Class
70R
lane of Class
for
every two
70R
m
One
16.6
two lanes
remaining lane
13.1
OR
than 13.1
4)
70R
A for each
if
any,
for the
OR one lane of
lane.
Notes
1 )
be 7.5
IRC:5.
2)
AA
Fig.
1A
of
14
of
70R
loading
in
place of
IRC:6-2014
Table 2 Live Load Combinations
CARRIAGEWAY WIDTH (CW) & LOADING ARRANGEMENT
OF LANES
FOR DESIGN
PURPOSE
S.NO. NO.
LANE
CLASS A
1.8
0.15MO
(MIN.)
CASE
CLASS A -
LANE
LANES
CU\SS 70R(W)
(MIN.)
CASE
CLASS A
(MIN.)
0.15
(mInT)'
CASE
2:
CLASS A -
LANES
LANES
(MIN.)
CASE
CLASS A
LANES
CLASS A
1.2
(MIN.)
0.15|'O|
(MIN.)
7.25
(MIN.)
CASE
CLASS A
- 1
LANE
15
CLASS 70R
(W)
IRC:6-2014
Table 2
Load Combinations
Live
contd..
PURPOSE
13.1m
4 LANES
CLASS A
CLASS A
^:
CW
<
16.6m
CLASS A
CLASS A
.2
(MIN.)
(MIN.)
(MIN.)
0.15l[d|
(MIN.)
CASE
CLASS A - 4 LANES
13.2m
^:
CW
<
16.6m
CLASS 70R(W)
CLASS A
CLASS A
1.2
.2
(MIN.)
(MIN.
Hi
0.15,|o|
CASE 2
CLASS A -
14.5m ^
CV/
< 16.6m
CLASS 70R(W)
CLASS 70R(W)
(MIN.)
1.2
114
1-2
I
:(MIN.)
(MIN.)
7.25
7.25
CASE
16.6m
5
(MIN.)
7.25
(MIN.)
CW
LANES
< 20. 1r
LANES
(MIN.)
CASE
CLASS A
LANES
16.7m
CW
< 20.1m
..,1:2.
7.25
(W"^-
CASE
CLASS A
16
(W)
IRC:6-2014
Table 2 Live Load Coi
ins
Contd.,
PURPOSE
16.8m <
LANES
CU\SS 70R(W)
CONTD...
CVJ
1.8
1.2
(MIN.)
CLASS 70R(W)
CLASS A
.2
< 20.1m
1.2
\'".\
I'^l
25
(NO OTHER VEHICLE PERMITTED
IN THIS ZONE)
(MIN.)
1.2
CASE
(MIN.)
12^
25
(NO OTHER VEHICLE PERMITTED
IN
LANES
(MIN.)
-,
THIS ZONE)
CLASS A -1 LANE
CLfliSS
1.2
CLASS 70R{W)
70R(W)
1.2
(MIN.)
(MIN.)
7.25
7.0
(MIN.)
CASE 4
CLASS A
-1
LANE
LANES
CLASS 70R
20.1m
CW
<
(MIN.
(W)
LANES
23.6m
(MIN.)
CASE
CLASS A - 6 LANES
CLASS A
CLASS A
1.2
1.2
(MIN.)
(MIN.)'
0.1 5l
CLASS A
CLASS 70R(W)
CLASS A
.2
1.2
(MIN.)
(MiN.y
1
o[
.2
(MIN.)
(MIN.)
CASE
CLASS A - 4 LANES
17
7.25
(NO OTHER VEHICLE PERMITTED
IN THIS ZONE)
IRC:6-2014
Table 2 Live Load Combinations
Contd.
PURPOSE
6
LANES
CONTD...
CLASS 70R(W)
CLASS 70R(W)
(MIN.)
1.2
(MIN.)
1.2
(MIN.)
7.25
7.0
(MIN.)
CASE
CLASS A
2-
LANES
20.3m
CU\SS 70R(W)
(MIN.)
23.5m
<
CL^SS 70R(W)
CLASS A
CLASS A
1.2
CW
^;
1.2
(MIN.)
1.2
(MIN.
7.25
(NO OTHER VEHICLE PERMITTED
IN
THIS
1.2
(MIN.)
ZONE)
CASE 4
Notes
7.25
CLASS 70R
(W) +
CLASS A
LANES
CLASS 70R
(W)
Class
70R Wheeled
AA tracked
or Class
loading
in
AA wheeled
tracked, Class
vehicle.
2)
70R
shown
(e.g. torsion)
the
in
the Table
same shall
2. In
also be
considered.
All
3)
dimensions
in
Table 2 are
in
metre.
Congestion Factor
204.4
For bridges, flyovers/grade seperators close to areas such as ports, heavy industries and
nriines
check
for
absence
congestion of vehicular
of
live
of
factor,
as mentioned
in
Table 3
In
shall
the
be
considered. This factor shall be used as a multiplying factor on the global effect of vehicular
live
load only.
action
shall
Under
effect
due
to braking/acceleration, centrifugal
be included.
18
IRC:6-2014
Table 3
opan Kan96
B_J
NO.
ol.
MDOVG
T)
3)
4)
5)
6)
:
111
m
m
m
m
dllU UpiO
OU
ill
m
40.0
to 50.0 m
50.0
to 60.0 m
60.0
to 70.0 m
Beyond 70.0 m
30.0
2)
Note
lU
uongssiion racior
to 40.0
1.15to 1.30
1.30 to 1.45
1.45 to 1.60
1.60 to 1.70
1.70
may be
interpolated.
ON
in
be
in
all
lanes
will
be subjected
traffic
simultaneously shall
Number of lanes
Reduction
in longitudinal effect
No
reduction
10%
reduction
20%
reduction
20%
reduction
For
more lanes
five or
Notes:
1 )
However,
it
should be ensured that the reduced longitudinal effects are not less severe
effect, resulting
torsion
in
longitudinal direction.
2)
In
is
The
to
is
to
of lanes
the carriageway
206
is
number
number
and crash
members
barriers
in this
of the bridge.
However, the connection between kerb/railings/papapet, crash barrier and the deck should
be adequately designed and detailed.
19
'
IRC:6-2014
For all parts of bridge floors accessible only to pedestrians and animals and for
all footways the loading shall be 400 kg/m^. For the design of foot over bridges the loading
shall be taken as 500 kg/m^. Where crowd loads are likely to occur, such as, on bridges
located near towns, which are either centres of pilgrimage or where large congregational fairs
are held seasonally, the intensity of footway loading shall be increased from 400 kg/m^ to
500 kg/m^. When crowd load is considered, the bridge should also be designed for the case
of entire carriageway being occupied by crowd load.
206.1
206.2
Kerbs, 0.6
or
more
in
for a local
750 kg per metre, applied horizontally at top of the kerb. If kerb width is
than 0.6 m, no live load shall be applied in addition to the lateral load specified above.
lateral force of
less
In
a)
m or less, 400
in
may
be,
be determined according
P = pi_
to the
equation
M0L-3Q0
9
c)
P=
P^-260 +
4800^
M6.5-W^
15
where,
= 400 kg/m^ or 500 kg/m^ as the case
crowd load
this
P = the
clause
live
is
will
load
in
may
not be applicable.
-
kg/m^
Each
in
in
m, and
be deemed
to
permissible working stresses shall be increased by 25 percent to meet this provision. This
need not be made where vehicles cannot mount the footway as in the case of a
footway separated from the roadway by means of an insurmountable obstacle, such as, truss
or a main girder.
provision
shall
20
IRC:6-2014
206.5
The
The design
Type:
i)
Solid/partially filled in
deck
full
length from
level.
vertical load of
level
of the parapet.
ii)
Frame type with discrete vertical posts cantilevering from the curb/deck with
minimum two rows of horizontal rails (third row bring the curb itself, or curb
replaced by a low level 3'"^ rail). The rails may be simply supported or continuous
Type:
railing
designed
two horizontal
of 150 kg/m^.
posts
206.6
in
and
rails
The posts
for horizontal
The
rail.
vertical rails
and
vertical load of
portion,
filler
150 kg/m,
150 kg/m
spacing between
Crash Barriers
to withstand the
angle while travelling at the specified speed. They are expected to guide the vehicle back
level of
damage
as well as
to vehicle
limits.
Category
P-1:
ContaDnment for
Application
Normal Containment
P-2:
Low Containment
All
over railways
P-3: High
Containment
locations, over
busy railway
complex interchanges,
The
barriers
flexible type,
can be of
rigid type,
lines,
at
60 km/h and
20 angle of impact
etc.
The
whereas the
300 kN vehicle
risk
'rigid'
dynamic
.2
metallic
impact,
in
is
such
testing.
Due
full
21
IRC:6-2014
A certificate
from such laboratory can be the only basis of acceptance of the semi-rigid type,
in which case all the design details and construction details tested by the laboratory are to be
followed in toto without modifications and without changing relative strengths and positions
of
For the
rigid
certificate,
same method
the
minimum design
resistance
acceptable. However,
is
shown
in
Table 4 should be
Requirement
by
Minimum graoe
of
RC
wall
M40
mm
175
kNm/m
7.5
175
M40
mm
250
mm
at top)
Minimum moment
base
at
of resistance
bending
for
in
vertical
15
kNm/m
(i)]
plane with
Minimum moment
5)
P-3 In-situ
AASHTO
M40
ot concreie
Minimum thickness
4)
the section.
Precast
Shape on traffic side to be as per IRC:5, or New
Jersey (NJ) Type of 'F' Shape designated thus
Shape
built into
P-2 In-situ/
Precast
P-1 In-situ/
3)
of testing/test
No.
1)
absence
Table 4
SL
in
(ii)]
of resistance
kNm/m
7.5
kNm/m
3.75
(iii)]
40 kNm/m
for
Minimum moment
6)
of
anchorage
precast
(ii)]
of resistance
at the
base of a
reinforced
concrete
Not applicable
22.5
11.25
kNm/m
kNm/m
panel
7)
Minimum
transverse
resistance
at
vertical
shear
44 kN/m
joints
joint
of
22.5 kN/m
Not applicable
of joint
Minimum
8)
Notes
height
900
mm
900
mm
1550
mm
i)
The base
300
mm
above the
In
in
shall
22
items 4
&
be provided
in
'
IRC:6-2014
iii)
For design purpose the crash barrier Type P-3 shall be divided into end sections extending
If
concrete barrier
is
barrier
barrier.
used as a median
be placed on both
sides.
v)
In
case of P-3
shall
206.7
In-situ type,
35 kN/m
be provided.
Where considerable
traffic is
be equivalent
to that of rigid
RCC
type.
traffic,
TRAMWAY LOADING
207
207.1
sketched
roadway.
207.2
When
in
Fig.
A nose
to
shall
tail
lines,
be computed and
sequence
the
in
due
be considered
shall
to
to the type of
occupy a 3
the design.
;:,>'
^5.500
t.(
OC
j
.1L.".
L
1
_..
t.l
3.200
JJI.
M.30!)
-6.140
BOOESCAR
6.140-
(SINGLE DECK)
^, 20
4900
L
I
Fig.
ill
23
tram cars
width of
load
live
IRC:6-2014
Notes
1)
2)
laid at
laid
at
standard
2.75
3)
Linear dimensions
in
metre.
9.6
7.9
15.3
12.2
21.5
16.0
Description
207.3
thereof considered
a)
in
Tram
maximum
the design:-
loading, followed
specified
in
traffic
lanes
loading specified
in
208 IMPACT
Provision for impact or
208.1
dynamic action
For Class
208.2
shall
fraction or a
live
load by
live load.
A or Class B Loading
any bridge designed either for Class A or Class B loading (vide Clause
204.1), this impact percentage shall be determined from the curves indicated in Fig. 5. The
impact fraction shall be determined from the following equations which are applicable for
spans between 3 m and 45 m.
In
the
members
of
i)
4^
6+L
9
ii)
Where L
is
length
in
24
13.5 +
in
Clause 208.5
/.
IRC:6-2014
208.3
For Class
The value
AA Loading
a)
for
25 percent
tracked vehicles
reducing to
2)
b)
for
i)
2)
208.4
or
more
Tracked vehicles
^heeled vehicles
Steel bridges
3)
Tracked vehicles
4)
Wheeled vehicles
No impact allowance
12
15
18
shall
21
10 percent
24
27
to the
30
in
33
for
all
spans
be added
Span
Fig.
ii)
25 percent
wheeled vehicles
For spans of 9
36
39
42
45
48
51
54
in
Clause 206.
57
Metre
25
A and
IRC:6-2014
The span
208.5
shall
be as
in
follows:
a)
is
placed.
b)
the effective overhang of the cantilever arms reduced by 25 percent for loads
effective
for loads
on
c)
suspended span
suspended span
between supports
Note
For individual
L mentioned
span
208.6
of the
members
for loads
what
208.7
blocks,
of piers
specified
is
in
effective
span
in
consideration.
is
In
length of the
of a bridge,
member under
half the
in
plus
for loads
for load
arm
filling
in
including the
assumed
to
be one-
For calculating the pressure on the bearings and on the top surface of the bed
full
value of the appropriate impact percentage shall be allowed. But, for the design
a)
b)
....
0.5
....
0.5
top 3
m of the
bed block
decreasing
uniformly to zero
c)
more than 3
26
zero
IRC:6-2014
208.8
In
the design of
hangers
as,
in
members
among
subjected to
in
shall
in
subjected to direct
member or members of
members in question.
member
the design of
percentage
to the
These clauses on impact do not apply to the design of suspension bridges and foot
over bridges. In cable suspended bridges and in other bridges where live load to dead load
ratio is high, the dynamic effects such as vibration and fatigue shall be considered. For long
span foot over bridges (with frequency less than 5 Hz and 1.5 Hz in vertical and horizontal
direction) the dynamic effects shall be considered, if necessary, for which specialist literature
208.9
may be
referred.
209
This clause
209.1
150
is
WIND LOAD
all
stayed bridges, suspension bridges and ribbon bridges specialist literature shall be used for
209.1.1
acting on a bridge
locations,
the terrain of surrounding area, the fetch of terrain upwind of the site location, the local
topography, the height of bridge above the ground, horizontal dimensions and cross-section
of bridge or
cause
All
local
its
These forces
shall
member under
In
maximum pressure
mean wind pressure.
be considered
consideration are
to act in
uplift
and
sliding
due
due
to gusts that
in
the
maximum.
overturning,
in
is
to
wind
in
shall
be considered.
The wind speed at the location of bridge shall be based on basic wind speed map as
shown in Fig. 6. The intensity of wind force shall be based on hourly mean wind speed and
pressure as shown in Table 5. The hourly mean wind speed and pressure values given in
Table 5 corresponds to a basic wind speed of 33 m/s, return period of 100 years, for bridges
situated in plain terrain and terrain with obstructions, with a flat topography. The hourly mean
209.2
wind pressure
shall
27
for other
IRC:6-2014
basic wind speed as
shown
Fig. 6
in
and used
for
5).
Table 5 Hourly
shown
in Fig. 6)
Brid ge Situated in
Plain Terrain
(N/m2)
(m/s)
Up
Notes
30.30
463.70
512.50
550.60
30
50
31.40
60
70
80
90
100
33.60
to
10
27.80
17.80
190.50
19.60
230.50
21.00
265.30
590.20
22.80
312.20
659.20
24.90
373.40
676.30
25.60
34.00
693.60
26.20
392.90
412.80
34.40
711.20
26.90
34.90
729.00
27.50
35.30
747.00
28.20
15
on
29.20
33.10
1
mean speed
hourly
of
wind
in
in
m/s
N/m^
mean
retarding surface
at height
at height
433.30
454.20
475.60
may be
1 )
Intermediate values
2)
open
numerous
isolated
closely
tall
like structures,
3)
spaced
number
of high closed
For other values of basic wind speed as indicated in Fig. 6, the hourly mean wind
speed shall be obtained by multiplying the corresponding wind speed value by the
ratio of basic wind speed at the location of bridge to the value corresponding to
Table
4)
The
5)
If
5, (i.e.,
33 m/sec.)
the topography
(hill,
ridge
at
escarpment or
cliff)
can cause
20 percent as stated
in
Note
4.
6)
For construction stages, the hourly mean wind pressure shall be taken as 70 percent
of the value calculated as stated in Note 4 and 5.
7)
For the design of foot over bridges in the urban situations and in plain terrain, a minimum
horizontal wind load of 1.5 kN/m^ (150 kg/m^) and 2 kN/m^ (200 kg/m^) respectively
shall be considered to be acting on the frontal area of the bridge.
28
Qehrad^u",,""'""^
Karnal
Hisar
chi.i,
Rohtak
Almora
Meerut
Rampur
ogi^i
Faridabad
Barellly
Jhunjhunun
Sikar
Alwar
Bahraich
Nagaur
Agra
Jalsalmer
Jaipur
Bundi
Muzaffarpur
Raebare^i
Allahabad
Shivpur
Patna
Jhansi
Varar^asi
Kota
Sirohi
Udalpur
Guna
Mandsahr
Mahesana
Nawada
Aurangabad
P*"""
Rewa
"isorh
^garti
Dhanbad
sagar
Ranchi
Gandhinagar
Surendranaga
Ahmadabad
24
Dumka
Bhuj
Jammoar
Oispur
Hamirpur
Pali
P^''"P"^
Gorakhpur
Gwalior
Barmer
r%^^
Gon
Lucknow
Ajmer
Jodhpur
24
96
Saharanpur
Bathinda
28
92
88
84
Patiala
IRC:6-2014
Bhopal
Ambikapur
Jabalpur
Jamshedpur
Indore
Vadodara
Seoni
Raurkela
^^|^^,^
"<^*5jPW
Bllespur
havnagar
BetuI
Ksenduuuhargah
Sural
Jalgaon
'^"9P"^
Bandara
aambalj^^Mk
Shulaba^^^V
Raipu
Amravathi
Dhule
\kola
Yavatmal
Silvassa
Aurangabad
Nasik
20
or
20
Chandrapur
Adilabad
Miyibai
Ahmadnagar
Jagdalpur
Nanded
Korapi
Pune
Karlmnagar
Osrnanabad
Warangal
Bidar
Vishakhapatn
Solapur
55
50
47
44
39
33
Hyderabad
16
16.
Kurnool
lellary
Bangalora
M)aor
12
Dharmapurl
Wr
12
Salei
Colmbatore
Tiruchrapalll^
Trichut'
Madurai
Cochin
Raineswarm
Quilon
Tutlcorin
Thiruvanathapuram
Kanniyakumarl
72
76
Fig.
6 Wind
84
80
Map
29
88
875 (Part-3)-1987)
92
iRC:6-2014
209.3
209.3.1
The superstructure
shall
209.3.2
in
The area
and
railing, less area of perforations in hand railing or parapet walls shall be
considered. For open and solid parapets, crash barriers and railings, the solid
area in normal projected elevation of the element shall be considered.
b)
seen
of the structure as
c)
in
in
Annex C
shall
be taken.
The area
F^ =
P^xA^xGxC^
For highway bridges up to a span of 150 m, which are generally not sensitive to dynamic
action of wind, gust factor shall be taken as 2.0.
The drag
shall
be taken as
i.e
b/d > 10
1.1.
For bridge decks supported by single beam or box girder, C,^ shall be taken as 1.5 for b/d
ratio of 2 and as 1.3 if b/d > 6. For intermediate b/d ratios C^ shall be interpolated. For deck
supported by two or more beams or box girders, where the ratio of clear distance between
the beams of boxes to the depth does not exceed 7, C^ for the combined structure shall be
taken as
.5
beam
or box.
For deck supported by single plate girder it shall be taken as 2.2. When the deck is supported
by two or more plate girders, for the combined structure C^ shall be taken as 2(1 +c/20cy), but
not more than 4, where c is the centre to centre distance of adjacent girders, and d is the
depth of windward
girder.
For truss girder superstructure the drag coefficients shall be derived as given
For other type of deck cross-sections
if
available, for
in
Annex
C.
31
or,
IRC:6-2014
(in N) shall be taken as 25 percent
209.3.4 The longitudinal force on bridge superstructure
and 50 percent of the transverse wind load as calculated as per Clause 209.3.3 for beam/
box/plate girder bridges and truss girder bridges respectively.
(in N) acting at the centroid of the
209.3.5 An upward or downward vertical wind load
appropriate areas, for all superstructures shall be derived from:
F^= P^xA^xGxC^
where
is
the hourly
is
the area
is
the
lift
l-girder
mean wind
in
plan
in
coefficient
and
pressure
in
N/m^
at height
which
shall
be taken as 0.75
5)
m^
H (see Table
in
or,
be referred
if
for
deck cross-sections
shall
to.
209.3.3
The transverse wind load per unit exposed frontal area of the live load shall be
given in Clause 209.3.3 except that
against shall
computed using the expression
be taken as 1 .2. The exposed frontal area of live load shall be the entire length of the
209.3.6.
in
elevation
in
in
The
longitudinal wind load on live load shall be taken as 25 percent of transverse wind load
as calculated above. Both loads shall be applied simultaneously acting at 1.5 m above the
roadway.
speed
at
deck
level
live
load
when
the wind
exceeds 36 m/s.
In
209.4
The substructure
be designed
for
considered.
in
in
shall be taken from Table 6. For piers with cross-section dissimilar to those
For piers,
given in Table 5, C shall be ascertained either from wind tunnel tests or, if available, for
32
IRC:6-2014
be referred
to
shall
be derived
for
each
without shielding.
For Piers
FOR PIER
HEIGHT
RATIOS OF
BREADTH
PLAN SHAPE
t
10
20
40
1.3
1.4
1.5
1.6
1.7
1 .9
2.1
1.3
1.4
1.5
1.6
1.8
2.0
2.2
1.3
1.4
1.5
1.6
1.8
2.0
2.2
1.2
1.3
1.4
1.5
1.6
1.8
2.0
1.0
1.1
1.2
1.3
1.4
1.5
1.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
\A/iMn
VVIINU
1
<~4
3
1
2
3
0.8
0.8
0.8
0.9
0.9
1.0
1.2
>4
0.8
0.8
0.8
0.9
0.9
0.9
1.1
1.0
1.1
1.2
1.3
1.4
1.4
1.4
0.7
0.8
0.9
0.9
1.0
1.1
1.3
0.5
0.5
0.5
0.5
0.5
0.6
0.6
0.7
0.7
0.8
0.8
0.9
1.0
1.2
SQUARE
OR
OCTAGONAL
12 SIDE
POLYGON
SURFACE HERE
f
> 6
mV S
SURFACE WHERE
V > 6 mV S
CIRCLE WITH
f
<
ROUGH
SURFACE OR WITH
PROJECTIONS
33
IRC:6-2014
Notes
1)
Table 6
shall
be multiplied by
2)
shall
r,
the value of
whichever
be derived as
is
derived from
greater.
encompassing
pier.
3)
4)
shall
be derived
for
be derived
shall
for height to
breadth
ratio of 40.
209.5
Wind tunnel
testing
sensitive structures
by
established
procedures
shall
be conducted
for
etc., including
dynamically
modeling of
appurtenances.
210
Any
210.1
designed
210.2
which
On
may be submerged
in
piers parallel to the direction of the water current, the intensity of pressure shall
P = 52K\/
where,
intensity of pressure
in
due
to
water current,
in
kg/m^
intensity
is
being
a constant having the following values for different shapes of piers illustrated
in
Fig. 7
i)
Square ended
ii)
iii)
ends
1.50
0.66
34
0.50
IRC:6-2014
iv)
-do-
60
to
0.50 to 0.70
90
0.70 to 0.90
of equilateral
0.45
arcs of circles
vii)
intersecting at 90
0.50
ends
ends
ease
waters, the angle included between
the faces being 30 degrees or less
ease
waters, the angle included between
the faces being more than 30
degrees but less than 60 degrees
80
of
ease
Fig.
Shapes
35
IRC:6-2014
The value
assumed
of
in
in
to
current.
Square of
velocity at a
height
where
V
210.4
is
the
When
maximum mean
the current strikes the pier at an angle, the velocity of the current shall be
The pressure
a)
velocity.
- one
parallel
parallel
the
to
pier
shall
to the pier.
be determined as indicated
in
Clause 21 0.2 taking the velocity as the component of the velocity of the current
in
The pressure
b)
pier.
pier, shall
be calculated
as the
component of the velocity of the current in a direction normal to the pier, and the
constant K as 1.5, except in the case of circular piers where the constant shall
be taken as 0.66
210.5
To provide against possible variation of the direction of the current from the direction
assumed
in
and piers
designed
made
be designed
to say, piers
in
for a variation of
originally intended to
for
is
in
be inclined
case of a bridge having a pucca floor or having an inerodible bed, the effect of
cross-currents shall in no case be taken as less than that of a static force due to a difference
of head of 250 mm between the opposite faces of a pier.
210.6
In
210.7
When
supports are
made
with two or
more
piles or trestle
than three times the width of piles/columns across the direction of flow, the group shall be
36
IRC:6-2014
same
overall length
LONGITUDINAL FORCES
211
211.1
one
In all
more
or
made
from any
driving wheels;
a)
Tractive effort
b)
Braking effect resulting from the application of the brakes to braked wheels;
and
c)
movement
of free bearings
due
to
change
of
NOTE
Braking effect
is
The braking
211.2
In
effect
unit shall
be assumed
to
in
Where
spans or on
unit of
first
the entire
be taken as equal
to
first train
is
for the
not on the
full
purpose of
this
sub-
In
first
The
211.3
roadway and
in this
Clause
shall not
in (a)
in
force
1
.2
it.
to the
in
the
The distribution
211 .4
five
among
bridge supports
is
effected by
the horizontal deformation of bridges, flexing of the supports and rotation of the foundations.
stiff
may be assumed as
given below
below
in
211 .5.1
1. 1
type) on
may be
Clause 211.6.
211.5
211.5.
in
For a simply supported span with fixed and free bearings (other than elastomeric
stiff
37
in
IRC:6-2014
Fixed bearing
or
-^^MiR^^RJ
ii)
^(f^.^f^J
where,
R9
Rq
|j
live
load
shall
be assumed
to
have the
following values:
For steel
ii)
For concrete
iii)
roller
0.03
bearings
i)
roller
bearings
0.05
a)
0.4
b)
Gray cast
Gray cast
0.3
c)
iron
(Mechanite)
d)
iron
in
between
0.5
whichever
is
governing
Note
a)
may be
Codes.
b)
shall
be accounted
for properly.
full
The
In
-5l or
211.5.1.3
end
resting
pR^ whichever
greater
siting
at
is
at
= movement of deck above bearing, other than that due to applied forces
38
each
IRC:6-2014
211.5. 1.4
in
movement
of the
span on
shall also
be designed
for
0 percent variation
either side.
For continuous bridges with one fixed bearing or other free bearings:
211.5.2
Free bearing
Fixed bearing
Case-I
(|jR
(a)
|jL)
+ve
acting
in
+ve
direction
F,>2mR
If,
F^-(IjR +
|jL)
|jRx
lf,F^<2|jR
(b)
Case-ll
(jjR
|jL)
+ve F^ acting
in
-ve direction
if,F,>2|jL
(a)
F,-(mR +
mL)
|jRx
if,F,<2ML
(b)
+(|jR-|jL)
'^h
whichever
is
greater
where,
n^ or
|jL
or
n,^
pR
left
developed
left
or right
= the net horizontal force developed at any one of the free bearings
considered to the left or right of the fixed bearings
pR^
Note
In
tractive force.
The
full
full
211.6
211 .6.1
Shear rating
of a support
is
through a unit distance taking into account horizontal deformation of the bridges,
flexibility
of
forces
(e.g.,
may be
estimated
in
all
the supports.
39
sum
IRC:6-2014
211.6.2
The
'zero'
movement
point
the deck.
in
The shear
rating of the supports, the distribution of applied and self-induced horizontal force and the
which reference
The
211.7
rigid
frames,
may be made
to publications
on the subjects.
indeterminate structures.
The
211.8
deepest scour
where the
and
all
below the
balances these
floor)
forces.
212
Where
212.1
the
a road bridge
centrifugal action of
induced by
situated on a curve,
The
212.2
is
CENTRIFUGAL FORCES
all
127R
where,
Centrifugal force acting normally to the traffic (1) at the point of action of the
wheel loads or
in
tonnes.
The radius
The
212.3
in
of curvature
in
in
km
metres.
be considered
to act at
a height of
.2
above the
level
of the carriageway.
212.4
No
40
made on
the stress
due
to centrifugal action.
IRC:6-2014
The overturning
212.5
shall also
be duly considered.
213
213.1
BUOYANCY
In
member
affected by reducing
Note:
)The density
full
its
taken as
HFL
the design of
be taken
into consideration.
limited to
214
accordance with any
in
full
No
214.2
for
be
buoyancy
full
buoyancy
effect
effect
on the superstructure
shall
EARTH PRESSURE
rational
fills
backfill,
when considered
of 0.33
designed
higher, shall
buoyancy.
of that height.
is
.0 t/m^
15 percent of
calculated
in
uplift.
213.4
214.1
submerged masonry
may be
made
may be
of water
213.3
fill
213.2
for
that the
live
480 kg/m^
.2
All
in
earth
mm
M30 grade
shall
be
fill.
dia
150
mm
c/c
in
each
direction
the roadway, with one end resting on the structure designed to retain earth and extending for
214.3
of
weep
214.4
All
into the
approach
shall
be provided.
means
holes and crushed rock or gravel drains, or pipe drains, or perforated drains.
The pressure
be considered as
a)
submerged
made up
Pressure due
in
b)
of
soils (not
two components:
of
Full hydrostatic
unit
pressure of water
41
IRC:6-2014
215
215.1
General
Daily
and seasonal
fluctuations
in
TEMPERATURE
shade
air
following:
Changes
a)
in
maximum, together
will
be a minimum and a
in
to:
1)
construction
of
(e.g.,
portal
frame,
arch,
flexible
pier,
elastomeric
ii)
at
roller
or sliding
bearings referred to as
bearing
frictional
restraint;
Differences
b)
in
temperature between the top surface and other levels through the
Provisions shall be
made
for stresses
or
movements
resulting from
variations
in
the
temperature.
215.2
Range
isotherms of shade
air
temperature restraint
structure
the
air
is
temperatures
in
effective bridge
effective
concrete bridges.
In
maximum
9.
be taken as datum
in
when
the
bridge temperature.
42
IRC:6-2014
territorial
appropriate base
80
76
72
68
The
76
72
68
into the
80
sea
84
92
88
,34
88
line.
of India
Government of India
map
Copyright 1993
Responsibility for the correctness of internal details rests with the publishers.
Fig.
43
Maximum Temperature
96
92
IRC:6-2014
The
territorial
appropriate base
into the
84
80
76
72
68
76
72
68
84
80
sea
92
88
88
line.
Responsibility for the correctness of internal details rests with the publishers.
Fig.
44
Minimum Temperature
98
92
IRC:6-2014
The
bridge temperature
when
the structure
is
be estimated as
follows:
Bridge temperature to be
structure
air
shade temperature
Mean
of
is
assumed when
effectively restrained
Mean
< 20C
of
the
shade
is critical
temperature 5C whichever
air
air
shade
is critical
For metallic structures the extreme range of effective bridge temperature to be considered
the design shall be as follows
in
1)
to
+ 50C
2)
For other areas (Maximum air shade temperature + 15C) to (minimum air shade
temperature - 10C). Air shade temperatures are to be obtained from Figs. 8 and 9.
215.3
Temperature Differences
17.8
10.6
h,
iij
^2
Fig.
10
(a)
45
Ii3
m
0.3h > 0.10 m
< 0.25 m
0.3h< 0.15 m
for
IRC:6-2014
50
mm surfacing
50
mm surfacing
50
mm surfacing
X
H(m)
h,
hj
= 0.6h
= 0.4m
CO
IT,
0^2
18
03
20.5
h (m)
CO
T,
I
Fig.
Note
215.4
10
(b)
0.2
4.4
0.3
6.8
may be
interpolated.
Material Properties
For the purpose of calculating temperature effects, the coefficient of thermal expansion for
may be
steel structures
Permissible Increase
in
taken as 12.0 x 10
Vc.
may be
permitted
in
in
be provided
to control the
stresses shall be allowed for calculating load effects due to temperature restraint under
load combinations.
Note
Permissible increase
in
is
216
216.1
DEFORMATION STRESSES
deformation stress
is
(for steel
bridges only)
in
joints.
216.2
All steel
reduced
assumed
to
to a
minimum.
In
in
a manner such
loads stresses.
216.3
In
46
may be
ignored.
live
IRC:6-2014
SECONDARY STRESSES
217
217.1
Steel structures: Secondary stresses are additional stresses brought into play
a)
due
points
in
movement
All
of supports.
217.3
may be
to the
b)
217.2.
etc.,
shall
in
manner such
be allowed
that the
secondary
For reinforced concrete members, the shrinkage coefficient for purposes of design
taken as 2
10
^.
218 ERECTION
The
218.2
Construction loads are those which are incident upon a structure or any of
constituent
of the structures.
in
its
method statement
all
be drawn up
aspects of stability and strength
shall
218.3
However, each
Examples:
a)
Loads
of plant
that might
be
c)
of construction material
bridge.
d)
e)
Thermal
f)
Secondary
if
any,
due
to
temporary
to travelling of
restraints.
construction.
47
IRC:6-2014
any anticipated
g)
Loading due
h)
i)
to
settlement.
soil
may be
Seismic effects on
partially
referred
219.1
Applicability
219.1.1
All
to.
FORCE
219 SEISMIC
bridges supported on piers, pier bents and arches, directly or through bearings,
The
a)
b)
Bridges
in
for
seismic effects:
span
in all
seismic zones
seismic zones
exceeding 60
(b),
II
limits of total
length not
219.1.2 Special investigations should be carried out for the bridges of following description:
a)
b)
than 30
c)
taller
span
in
Zones
IV
and V
bridges
d)
e)
Bridges having any of the special seismic resistant features such as seismic
isolators,
f)
dampers
span
etc.
In all
all
km
Special investigations should include aspects such as need for site specific
spectra, independency of
need
component motions,
methods
of structural analysis
3)
Site
specific
spectrum, wherever
investigation, shall
its
need
is
established
in
in
Fig. 11.
48
the
special
for relevant
Fig. 11
NOTE:
(IS
Bridge locations and towns falling at the boundary line demarcating two zones shall
be considered in the higher zone.
49
IRC:6-2014
219.1.3
in
with
Seismic Zones
219.2
as shown
Table
m shall be avoided
in
'Z' is
is
is
zones
given
in
7.
Zone No.
(Z)
Zone Factor
(Z)
219.3
Components
0.36
IV
0.24
III
0.16
II
0.10
of Seismic Motion
The
In
components
effects of vertical
shall
be considered
for
all
elements of
the bridge.
The
effect of vertical
for
elements
all
in
zones
II
and
III,
except
219.4
a)
b)
c)
d)
for stability
e)
bridges located
checks and
in
this
shall
be assumed
to
shall
be performed
(i.e.
axial force,
horizontal direction.
for
design seismic
51
IRC:6-2014
a)
r^0.3r2
b)
0.3r^r2
where,
r^=
full
r^=
full
2)
When vertical seismic forces are also considered, the design seismic force resultants
at
where
r^
and
to
r^0.3r20.3r3
b)
c)
shall
be combined as below:
r3
r3 is
due
to
full
design seismic
Fig.
Moments
for
Ground Motion
Moments
for
Ground Motion
along Z-axis
along X-axis
M-
=m5 +0.3M?
Design Moments
= 0.3Mf +
Where,
'
and
Mf
M
52
are absolute
0.3
moments about
M?
local axes.
IRC:6-2014
Note
combined
219.5
for
is
Following methods are used for computation of seismic response depending upon the
method, the
first
fundamental
corresponding acceleration
all
2)
is
mode
of vibration
is
is
adequate.
applied to
is
difference
in
in
plan, etc),
in
which
3.0
2.5
2.0
1.5
1-0
as
0.0
0.6
Fig.
Note
1.
T.5
1-0
2.5
2.0
3.0
3.5
4.0
13 Response Spectra
like
short
and
rigid
shall
be taken as 1.0
for
seismic
219.5.1
The
computed as
follows:
to
be resisted by the
IRC:6-2014
where,
F eq = seismic force to be resisted
Z = Zone
I
live
= (Z/2) x
coefficient
(I)
x (S^/g)
factor as given
in
Table 7
T = Fundamental
(in
damping
of load
resisting
in
Type
soil sites,
2.50
soil
medium
S3
0.0 <
Type
soil sites.
2.50
II
soil
with 10 <
soil sites,
Type
2.50
N < 30
<7<0.55
0.55<7<4.00
0.0
S3 j
Note
7 < 0.40
o.40<r<4.oo
y|l.36/7j
For soft
N > 30
y[i.oo/rJ
For
with
III
soil
with
N < 10
0.0 <
7 < 0.67
y|l.67/7j
0.67<7<4.00
absence of calculations
may be taken as 2.5.
In
the
SJg
For damping other than 5 percent offered by load resisting elements, the multiplying factors
as given below shall be used.
Damping
10
Factor
1.4
1.0
0.8
Application
Prestressed concrete,
Reinforced Concrete
Retrofitting of
and composite
elements
elements
Steel
steel
54
RC
piers
IRC:6-2014
219.5.1.1 Seismic importance factor
(I)
Bridges are designed to resist design basis earthquake (DBE) level, or other higher or
lower magnitude of forces, depending on the consequences of their partial or complete
non-availability, due to damage or failure from seismic events. The level of design force
hence choice
and
temporary diversion,
a)
Extent of disturbance to
b)
c)
Cost of repairs and time involved, which depend on the extent of damages,
minor or major,
d)
e)
Indirect
traffic
are given
Table 8
in
possibility of providing
in
reconstruction
in
its
for different
case of failure,
Importance factors
types of bridges.
Illustrative
Normal bridges
All
Examples
Importance Factor
in
'1'
other classes
a) River bridges
Important bridges
b)
and flyovers
inside cities
1.2
Highways
c)
Bridges sen/ing
traffic
a)
in all
b)
1.5
not available
Note
While checking for seismic effects during construction, the importance factor of
considered for all bridges in all zones.
should be
The seismic
direction of
force
traffic,
due
in
the
in
traffic.
ii)
The
in
Note
The
traffic shall
live
55
load
magnitude of
seismic design force and are based on the assumption that only 20 percent of the
is
be
live
load
IRC:6-2014
219.5.3
The depth
maximum
be taken as average of yearly maximum design floods. For river bridges, average
may preferably be based on consecutive 7 years' data, or on local enquiry in the absence of
force
is
to
such data.
219.5.4 Hydrodynamic and earth pressure forces under seismic condition
The modified
in
considered on the portion of the structure below scour level and on other components, such
as wing walls and return walls.
219.5.5 Design forces for elements of structures and use of response reduction factor
in
Table
1.
in
permissible
Bridge Component
with Ductile
Detailing
Superstructure
R without
Ductile Detailing
2.0
N.A.
Substructure
Masonry/PCC
3.0
2.5
(iii)
abutments
where plastic hinge cannot
develop in direction of length and RCC abutments
RCC long piers where hinges can develop
4.0
3.3
(iv)
Column
4.0
3.3
1.0
1.0
2.0
2.0
(i)
(ii)
(v)
RCC
1.0
piers,
Beams
of
RCC
portal
Bearings
When
of bridge
elements.
56
IRC:6-2014
Notes
i)
ii)
Those
to
Response reduction
factor
it,
contact with
soil
for bridge
as a whole.
When elastomeric bearings are used to transmit horizontal seismic forces, the response
reduction factor (R) shall be taken as
and
219.6
in
Fully
PCC
Embedded
Parts of structure
.5 for
RCC
substructure and as
.0 for
masonry
substructure.
Portions
embedded
in soil
below scour
level
to
produce any
seismic forces.
219.7
Liquefaction
due
earthquake
may cause liquefaction, or excessive total and differential settlements. Founding bridges on such
sands should be avoided unless appropriate methods of compaction or stabilisation are adopted.
Alternatively, the foundations should be taken deeper below liquefiable layers, to firm strata.
Reference should be made to the specialist literature for analysis of liquefaction potential.
In
219.8
little
to
Foundation Design
For design of foundation, the seismic loads should be taken as 1.25 times the forces
it by substructure,
so as to provide sufficient margin to cover the possible
higher forces transmitted by substructure arising out of its over strength.
transmitted to
219.9
Ductile Detailing
Mandatory Provisions
i)
zones IV and
V, to
Recommended
i)
In
Provisions
order to mitigate the effects of earthquake forces described above, special
57
IRC:6-2014
ii)
Continuous superstructure
(with
iii)
i.e.
monolithic),
if
made
BOX GIRDER
SUPERSTRUCTURE
FREE
P2
P3
RESTRAINED
FREE
FREE
ELEVATION
o
z
Q
Z
Ul
r
HALF PLAN OF
PIER CAP P2
Fig.
o
z
ill
(0
IS
It]
PIER CAP
HALF PLAN OF
PIER CAP
P3, Ai
PLAN
,A2
for
Continuous Superstructure
REACTION BLOCK
Fig.
58
for
in
IRC:6-2014
AT ARTICULATIONS
AT
WHERE
N = N1
L =
220
2.5L + 10 H mm
SPAN IN METERS
AVERAGE COLUMN HEIGHT
N2 = 305 +
Fig.
pi lR?
IN
METERS
220.1 General
1)
rivers,
2)
in
port areas
designed
for
in
to the possibility of
sea, and
in
4)
waterways under
to
may be
in
The design objective for bridges is to minimize the risk of the structural failure of a
bridge component due to collision with a plying barge in a cost-effective manner and
at the
same
pollution,
if
components
59
IRC:6-2014
Damaged
a)
structural
cost effective
Sufficient ductility
b)
and redundancy
a relatively
in
in
The
Indian
clearance requirements are specified by IWAI. The latest requirements (2009) are
shown
in
Annex
E.
&v
11
ill
IV
200
600
1000
2000
VI
&
VII
4000
Note: The total displacement tonnage of self propelled vehicle (SPV) equals the weight of the
barge when empty plus the weight of the 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
6)
In
in
Annex
E.
determining barge impact loads, consideration shall also be given to the relationship
of the bridge to
a)
Waterway geometry.
b)
Size, type, loading condition of barge using the waterway, taking into account
Speed
c)
of
d)
7)
In
be
when barges
to
are permitted to
in
the
ply.
to collision.
is
a)
Designed
b)
to resist
barge
collision forces, or
artificial
islands,
colliding vessels
A combination
of (a)
and
(b)
In
is
designed
non-navigable portion of the waterways, the possibility of smaller barges using these
portions
and
likely to
60
IRC:6-2014
exists, the piers shall
be designed
compared
For navigable waterways which have not been classified by IWAI, but where barges
are plying, one of Class from & VI should be chosen as applicable, based on the local
9)
the waterway.
in
Where
reliable data
is
not available
minimum
220.2
design barge shall be selected on the basis of classification of the waterway. The barge
characteristics for any waterway shall be obtained from IWAI (Ref. Annex E).
The dimensions
reliable information
is
IWAI
Unit
Notation
L
Length
WkJtti
Depth of loaded
Db
Depth of
Dv
Depth of Vessel
Hl
Head
draft
Bow
of log height
Bow Rake
Length
m
m
m
m
m
m
m
Fig.
220.3
Fig. 18
32.6""
45.0
IV
'
VI
'
VI
SST"
5.0
8.0
9.0
12.0
12.0
14.0
14.0
1.0
^2
1.5
1.8
1.8
2.5
2.5
1.5
1.8
22
2.7
2.7
3.7
3.7
1.4
1.6
2.1
2.5
2.5
3.4
3.4
0.3
0.4
0.4
0.5
0.5
0.7
0.7
3.3
4.6
6.0
T2
72
8.9
8.9
shows the
The minimum navigable level will be controlled by the minimum depth of water needed for the
plying of barges. The maximum level may be determined by the maximum water velocity in
which the barges may safely ply and by the available vertical clearances below the existing
(or
61
IRC:6-2014
The minimum
vertical
soffit shall
chosen.
is
MIN.
= Length
Dg
= Depth of
D^
= Depth of Vessel
= Head of Log Height
= Height of hightest point of cabin on barge
Hg
Bow
Fig.
Use
Row Rake
Length
D min.
D max.
fully
loaded barge
of Fig. 18:
1)
HQ+(Dy-D^.^)
is
maximum
2)
component above
b)
Highest Level of Barge (HQ+(Dy-D^.^) + maximum permitted water level for navigation
(This may be decided by water current velocity). Minimum specified clearance should be
checked with reference to this level and lowest soffit level of bridge.
:
Maximum
b)
Minimum
'
=
depth of submergence
o
r-
220.4
pier.
Draft.
navigation between bed level and lowest part of barge (at D^^J
3)
actual water
is
available.
For determining range of pier elevations between which barge impact can take places anywhere
Maximum water
a)
Highest Level =
b)
c)
+ (D^-D^.J.
as defined
in
Fig. 18.
The speed
which the barge collides against the components of a bridge depends upon
to the barge transit speed within the navigable channel limits, the distance to the location of
the bridge element from the centre line of the barge transit path and the barge length overall
(LOA). This information shall be collected from the IWAI. In absence of any data, a design
speed of 6 knots (i.e. 3.1 m/sec) for unladen barge and 4 knots (i.e. 2.1 m/sec) for laden
barge may be assumed for design for both upstream and downstream directions of traffic.
at
62
IRC:6-2014
220.5
WX
KE
= 500 X
V
KE
(V)2,
where,
C^ = hydrodynamic
coefficient
= 1.05 to 1.25 for Barges depending upon the underkeel clearance available.
In
is
In
is
Draft,
C^=1
C^ =
.05;
.25.
done.
1
Note:
The formula
Mass,
of kinetic
is
KE=-Mv^2
^
where
energy
is
is
mass
representing
proper units
220.6
of the
in
[1
in
in
the draft.
'a^'
+ 1.3 X 10<-^)x
KEP-
1),
where,
ag = Barge
220.7
The barge
collision
For ag<1 00
For
mm,
Pg = 6.0 x
220.8
Location
components
'Pg'
0^ x (a^), in
& Magnitude
(ag), in
of Impact Force
in
Substructure
&
Foundation,
'P^'
All
Some
of the substructure,
exposed
dimensions
to
to physical contact
63
IRC:6-2014
force for the above cases is to be applied as a vertical line load equally
distributed along the barge's bow depth, H2 defined with respect to the reference water level,
as shown in Fig. 18. The barge's bow is considered to be raked forward in determining the
potential contact area of the impact force on the substructure.
220.9
Protection of Substructures
may be
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
damage
to the
220.10
Load Combination
system attached
The barge
The
221
SNOW LOAD
The snow
load of 500 kg/m^ where applicable shall be assumed to act on the bridge deck
while combining with live load as given below. Both the conditions shall be checked
independently:
a)
A snow
taken
into
b)
A snow
taken
into
c)
to act
along with
this
snow
load.
64
IRC:6-2014
222.1
General
222.1.1
built in
the median or
in
the vicinity of
the carriageway supporting the superstructure shall be designed to withstand vehicle collision
The
loads.
The
For multilevel
level.
.2
Note
The
tertiary structures,
such as
lighting post,
signage supports
etc.
Increase
222.2
in
Permissible Stress
222.3
Collision
Load
in
Point of Application on
Bridge Support
At the most severe point
Main load
component
Residual
load
50
100
25
50
(10)
(10)
component
Note
65
between 1 m and 3
above carriageway
m
level
IRC:6-2014
222.3.2 The loads indicated
about 60 km/hour.
in
In
in
case of vehicles
may be reduced
proportion to the square of the velocity but not less than 50 percent.
222.3.3 The bridge supports shall be designed for the residual load component only,
protected with suitably designed fencing system taking into account
minimum
height of
.5
its flexibility,
if
having a
level.
223 INDETERMINATE
members
etc.
statically
shall
cast-in-situ
be allowed.
66
Annex A
IRC:6-2014
(Clause 201.2)
TRACKED VEHICLES
Width
Class
of
track
c
Vov
Width
over
trock
).7
pio
IMO
5R
to
3.4
iA
2.1
Y.o
no
3050
toil
J!00
.f1j,
SA
2.2t
SA
BA
010
300
Nose
to
2130
*
toil
lot
Length 4270
ua
SA.
'
300
12R
Nose
to
2290
7.5
)I0
'
,
SA.
18.7tt
Nose
to
10.0
2360
,''] t220
fi.f^
SA
21.2t
20t
360
24R
Nose
to
2440
toil
12.0t
12.<
pio
4270
10
<\.
38
3660
30R
4.2
3W0
17 Ot
8.5t
BJ
BIO
1220
410
2590
of
Nose
P'O
toil
14.0
,oY
20
560
Axle sfMxing
26
.f'op
mo
610
.j'^.j
00
510
510
SA
BA
1070
-J.
toil
3M0
74
4570
760
60R
2840
,*a.o
7^1
7.5
kg/cm
3.75t on
2o
5.273
DO
kg/cm^
(1)
360x610
S.OOt on
510
510
X
X
SA230 x5I0
SA220 x510
6A 220
lor
410x610
510
410x610
22TO
X
X
610
610
0
SA.300 xSlO lor
SA230 x510
BA230
SA.
SA
(1)
6.00t on
"
530
460
X
X
61O
SIO
2M0
410x610
SA360 x510
BA230 X SIO
tJD
SA.
32
'
tsif
!70
S.3
BIO
1070
17.5
SA.360 xSIO
DO DD DO
LcLJOO
SA.190 x510
BA.230 X 510
BA.190 X 510
640
toil
2900
LO
"Sl.O
610
610
SA360 x610
BA300 X 510
BB-iar-i
SA410 x610
BA300 X 610
1070
iB,0
I8.df
.l.ifo. 810
*P'
.|.
36
19.0
OB
DD
0 n
1'J'
i7i}f
njff*
.
17.
.IjJTft
2070
SA410 x610
BA410 X 610
40
SA.160 x510
SA.190 K510
aA.190 X 510
be ossumed 2440
DO
"
H]
BB-TsHB
w}^ So o
H
1
Jj
J iiL
SA410 x610
BA410 X 610
67
kg/cm
4.38
on 410x610
2S70
1
00
"
DD
DD
DD
DIT
BA410
BA.
610
TO
22Q xSIO
220 X 510
5.273^
kg/cm
4.75
on 410x610
2780
.,
DO
DD
SA410 >610
VL4I0 I 610
SA 230 x510
e.
230
5.273
DD
OIT
Bl(\
Length 7920
TO
SA190 x510
aAigo X 510
SA.
5.273
OD^OD
OIT
2670
5.273
kg/cm
25BO
25flO
Sk.410 610
OOt on
ftHiOO X 510
SA410 xSIO
GA360 X 610
OB
8.
530x610
single oxie col.(l<]
for wind fttfBct The
ngth o( vehicle moy
Axle spocing
1070
20
21J0
1
00
5.273
530x610
,
nn
UU
7 OOt on
kg/cm
2510
**
IJ.0Y
12.0f,. 20
530
460
25,0
Axle spocing
Length 7920
4570
2*40
OB
70R
5.273
kg/cm
(()
510
on
BA.
100
5.273
kg/cm
(t)
toil
701
5.273
250x510
1.
%i
on
410x610
(f)
410
410
(1)
ijof
2790
601
to
2,30
for
Length 7540
Nose
516^434
Axle spacing
BIO
65.5
4270
to
220x410
16.0
2740
toil
50R
Nose
kg/cm
OB
1220
50t
to
,.,0
DO
Length 7320
Nose
BO
360x510
(f)
360
360
on
3Ut>
55
2.46
kg/cm^
4.218
!U^jl6
3660
to
2H0
for
DO
10.0Y
40t
1
,7.0
Length 6440
40R
1.7
JB^SIO
Jot
to
510
610
(f)
250
250
Length 5490
Nose
150x410
2.9
for
SA
BA
SIO
251
'"'?
(k)
300x510
15.2t
7.6t
Length 5490
3660
fl
0
7,(
no
4270
toil
410
410
(f)
230
230
SA
BA
191
360
for
9,6t
4.6t
,i
1220
3200
toil
MJStt
12t
Length 4880
18R
190
190
SA
BA
li.St
2740
1750
7.01
3.5t
1^
1220
3300
12t
Remarks
on
col.
220x510
g
^
3.5
)10
Mox.lyre
pressure
410
for (f)
SA.
9R
4.4t
9.5t
9,2
150
12Y
.jl,2,
Length 3660
2740
size.
a to
,
5.4t
1990
1980
on min.tyre
0.55
SA
5.5
tyre
ft-TTo-e
l,Ot
5Sl
Nose
2.42t
1.1
1W0
l.fT
whoelers
Six
ale
load
VEHICLES
Max. tyre lood
single
Four wheelers
1.8t
230
WHEELED
510
TO
kg/cm
5.0
on 410x610
IRC:6-2014
222.3.2 Theloa<
about 60 km/hou
in
proportion to
222.3.3 Tine
brii
protected with
minimum
ti
si
height
223
Stresses due to
indeterminate
str
and shrinkage
shall
pr
be allowed.
IRC:6-2014
Annex A
(Clause 201.2)
The possible
variations
single axles-cols,
and
(f)
in
(h),
(j)
and also
heaviest axles of the train vehicle of cols, (e) and (g) are given
(m) and
(n).
The same
in
pattern of wheel
shown
mm
on the
2)
in
The
and
(g)
as
for
(I),
all
The
may be
first
max.
to the rim
over 225
diameter of the
minus 25
will
tyre treads.
tyre.
and second
may be
taken as
and minus 50
mm
mm width.
and width of
dimension
4)
may be
cols, (k),
chart.
tyre loads,
3)
in cols, (e)
in
for the
shall not
in
it
will
be measured
from the centre of the rear-most axle of the leading vehicle to the centre of the
first
5)
The
all
the structural
members
stringers (or load bearers), the decking, cross bearers (or transome) bearings,
piers
shown
marked with a
Any
will
be
marked
track,
number
69
if
Any
will
be
T and
The
W load
classes
if
calculations determining the safe load carrying capacity shall also allow for
the effects
in
classification sign
due
to impact,
etc.,
as described
The
distribution of load
of a bridge
is
not necessarily
equal and shall be assessed from considerations of the spacing of the main
girders,
of
their torsional
stiffness,
flexibility
any
rational
method
of
calculations.
The maximum
axle loads
shown
in
shown
shown
in
columns
column
(e)
and
columns
in
correspond
(j)
(g) in
(f)
and
(h)
In
the case of higher load classes, the single axle loads and bogie axle loads shall
be assumed
to
some
belong to
of bridge deck.
wheel or track
Class
any
AA vehicles, when
a bridge
in
for
is
to
of the kerb
there
be designed
for
is
only one-lane of
two-lanes of
traffic for
may be decided
circumstances.
70
traffic
in
moving on a bridge.
for
If
IRC:6-2014
Uin
TJ08
SO.OM
._,jj...,J
TRACKED VEHICLE
TRACKED VEHICLE
.tjfmmmmm...
"5
Wn.
WHEELED VEHICLE
Fig.
Notes
1)
The nose
2)
For multi-lane bndges and culverts, each Class AA loading shall be considered to occupy
two lanes and no other vehicle shall be allowed in these two lanes. The passing/crossing
vehicle can only be allowed on lanes other than these two lanes. Load combination is as
shown
3)
tail
Table
spacing between two successive vehicles shall not be less than 90m.
2.
4)
in
to
for
a bridge of
AA
carriageway width of
5.3 m and above (i.e.
5.3). The minimum clearance between
the road face of the kerb and the outer edge of the wheel or track, 'C, shall be
1.2 m.
Class
loading
is
applicable
only
for
1.2 x 2 + 2.9 =
5)
Axle loads
in
in
71
metre.
bridges
having
IRC:6-2014
Annex B
(Clause 202.3)
LIMIT STATE
DESIGN
Loads to be considered while arriving at the appropriate combination for carrying out
the necessary checks for the design of road bridges and culverts are as follows:
1 )
Dead Load
2)
Snow
3)
i)
rail,
crash
barrier, foot
loads.
4)
5)
Back
6)
Earth Pressure
7)
8)
Secondary
9)
Temperature including
10)
11)
Fill
Weight
effects
Carriageway
live load,
and bearing
restraint
footpath
Associated carriageway
live
live load,
forces.
construction
live loads.
forces.
to floating bodies.
13)
Wind
Erection effects
17)
18)
Wave
Pressure
Buoyancy
Notes
i)
ii)
if
in
the particular
existing
considered.
72
IRC:6-2014
The
to
to
Combination Principles
following principles shall be followed while using these tables for arriving at the
combinations:
i)
All
loads
Table 3.4
ii)
iii)
be combined
While working out the combinations, only one variable load shall be considered
as the leading load at a time. All other variable loads shall be considered as
accompanying loads. In case if the variable loads produce favourable effect
(relieving effect) the same shall be ignored.
For accidental combination, the
collision with the pier
In all
due
traffic
to traffic
be treated as
load shall be treated
traffic
shall
During construction the relevant design situation shall be taken into account.
v)
Basic Combination
4.1
Column No. 2
4.2
loads
shown
in
loads
shown
in
Column
Accidental Combination
Column No. 4
shown
in
and
loads
73
shown
in
partial safety
IRC:6-2014
Seismic Combination
Column No. 6
shown
in
and
for
loads
shown
in
partial safety
Loads are required to be combined to satisfy the serviceability requirements. The serviceability
limit
state
check
shall
be carried out
in
It
shall
be ensured that
the design value obtained by using the appropriate combination shall be less than the limiting
value of serviceability criterion as per the relevant code. The rare combination of loads shall
be used
for
be used
for
checking the settlement, shrinkage creep effects and the permanent stress
concrete.
Rare Combination
7.1
Table 3.3
shall
limits,
shown
in
be adopted.
Frequent Combination
7.2
loads
shown
in
column
no. 3
in
shall
be adopted.
Quasi-permanent Combinations
7.3
in
RCC
in
be adopted.
shall
shown
and
in
to
estimate
Column No. 4
For checking the base pressure under foundation and to estimate the structural strength
shown
The
in
Table 3.4
shall
be used.
74
IRC:6-2014
Table
3.1
Basic Combination
Loads
Accidental
Combination
Seismic Combination
(1)
Ovprti
III 1^
d lUIirninn
Rpctnri nn
Ovprti
irninn
\J
VCI LUI
1 ill lU
RpQtnrinfi
Ox/prti irninn
Dpctnrinn
or Sliding
or Uplift
or Resisting
or Sliding
or Resisting
or Sliding
or Resisting
Effect
or Uplift
Effect
or Uplift
Effect
Va/ V
Effect
Permanent Loads:
Dead Load, Snow load
if
Effect
Effect
1.05
0.95
1.0
1.0
1.05
0.95
1.35
1.0
1.0
1.0
1.35
1.0
1.50
1.0
1.0
1.5
0
0
U
0.75
0.2
.U
0
0
U
0
U
present,
Variable
Fill
Loads
Thermal Loads
As Leading Load
(b) As accompanying Load
(a)
1.15
0.2
1
1.50
0.9
0.5
0.5
1.5
Wind
As Leading Load
As accompanying Load
(a)
(b)
effects (as
1.5
0.9
1.20
Accidental effects:
i)
ii)
Barge Impact
Impact due
iii)
(or)
to floating
1.0
bodies
Seismic Effect
-
During Service
During Construction
(a)
(b)
0.75
Construction Condition:
Counter Weights:
a)
When
is
well
0.9
1.0
1.0
is
not
0.8
1.0
1.0
defined
b)
When
well defined
c) Erection effects
1.0
1.0
1.0
1.0
1.0
1.0
1.05
0.95
1.50
1.20
0
0
Wind
(a)
(b)
Leading Load
Accompanying Load
Hydraulic Loads:
(Accompanying Load):
Water current forces
1.0
Wave
1.0
Pressure
Hydrodynamic
Buoyancy
effect
1.0
1.0
75
During
of
launching
counterweigiit
tlie
shall
be
allowed
variation
Thermal
position
3.
to type
frictional restraint in
metallic bearings
the design of
due
is
recommended
in
and secondary
be as
is
shall
reduced
be referred
to half
when
for
combination of
construction phase
repair,
rehabilitation
and
retrofitting,
specific.
For calculation of time period and seismic force, dead load, SIDL and appropriate
live
load as defined
in
Clause 219.5.2,
as given
in
shall not
be enhanced by corresponding
loads.
76
IRC:6-2014
Table 3.2 Partial Safety Factor for Verification of Structural Strength
Ultimate Limit State
Loads
(1)
Permanent Loads:
Dead Load, Snow load
Adding
a)
if
Accidental
Combination
Combination
Seismic
Combination
(2)
(3)
(4)
1.35
1.0
1.35
1.0
1.0
1.0
1.75
1.0
1.75
1.0
1.0
1.0
1.50
1.0
1.0
present,
Surfacing:
Adding to the
Basic
Back
fill
Eartti
Weight
a)
Leading Load
b)
Accompanying Load
Fill
1.50
1.0
1.0
1.0
1.0
Variable Loads:
1.5
0.75
1.15
0.2
0.2
1.35
1.0
1.0
1.2
0.2
0.2
1.0
1.0
1.0
1.0
a) Leading
b)
Live
1.50
0.9
Erection effects
Accidental Effects:
i)
Seismic Effect
a) During Service
b) During Construction
1.5
0.75
1.0
1.0
1.0
1.0
1.0
1.0
0.15
0.15
0.15
1.0
77
IRC:6-2014
Notes
1)
2)
recommended
3)
Wherever
in
and secondary
be as
Snow
Load
is
3.
applicable,
Clause
221
shall
be
referred
for
live load.
For calculation of time period and seismic force, dead load, SIDL and appropriate
load as defined in Clause 219.5.2, shall not be enhanced by corresponding
partial safety factor as given in Table 3.2 and shall be calculated using unfactored
live
loads.
Partial Safety
Table 3.3
Loads
Rare Combination
Frequent
Combination
Quasi-permanent
Combination
(1)
(2)
(3)
(4)
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1 .(J
.0
1.0
1.0
1.0
1.0
Permanent Loads:
Dead Load, Snow load
if
SIDL
including surfacing
Back
fill
present,
Weight
Fill
Settlement Effects
Adding to the permanent loads
b) Opposing the permanent loads
a)
Variable Loads:
Thermal Loads
Leading Load
b) Accompanying Load
a)
1.0
0.75
0.75
0.2
1.0
0.6
0.6
0.5
0.5
Wind
Leading Load
Accompanying Load
1.0
0.60
0.60
0.50
0.80
1.0
1.0
Wave
1.0
1.0
0.15
0.15
a)
b)
Live
Pressure
Buoyancy
78
0.15
IRC:6-2014
Notes
1)
2)
Tliermal load includes restraints associated with expansion/ contraction due to type
of construction (Portal frame, arch
3.
frictional restraint in
metallic bearings
the design of
3)
4)
5)
is
and secondary
shall
be referred
for
be as
combination of
Loads
Permanent Loads:
Dead Load, Snow load
Bacl<
Fill
earth
if
present,
SIDL except
Seismic
Combination
Combination
1.0
1.35
1.0
1.75
1.0
1.75
1.0
1.0 or 0
1.0 or 0
I.OorO
I.OorO
1.0
1.0
(1)
(2)
(2)
(3)
1.35
Accidental
surfacing,
filling
SIDL Surfacing
Pre-stress Effect
(refer note 4)
Settlement Effect
Earth Pressure due to back
fill
Load
Accompanying Load
a) Leading
b)
1.50
1.30
1.0
0.85
1.5
1.3
Variable Loads:
All
tractive
a) Leading
b)
Accompanying Load
(0.75
if
applicable)
(0.75
if
applicable)
orO
orO
1.15
1.0
0.2
0.2
0.90
0.80
0.5
0.5
Wind
Load
Accompanying Load
a) Leading
1.5
1.3
b)
0.9
0.80
1.2
1.0
0.2
0.2
Live
(if
applicable)
During Construction
Erection effects
Hydraulic Loads:
Water Current
Wave Pressure
Hydrodynamic effect
Buoyancy:
For Base Pressure
For Structural Design
1.5
1.0
0.75
0.5
1.0
1.0
1.0
1.0
1.0 or 0
1.0 or 0
I.OorO
1.0 or 0
1.0 or 0
1.0 or 0
1.0 or 0
1.0 or 0
I.OorO
1.0 or 0
1.0
1.0
1.0
1.0
0.15
0.15
0.15
0.15
79
Where two
severe
effect.
effects
recommended
in
load and
and secondary
be as
snow
partial factors
3.
is
be referred
for
combination of
live load.
exceed 5 years.
For
repair, rehabilitation
is
reduced
to half
when
and
retrofitting
For calculation of time period and seismic force, dead load, SIDL and appropriate
load as defined
in
Clause 219.5.2.
in
shall not
be enhanced by corresponding
live
partial
shown
in
design of foundation only. For checking the base pressure under foundation unfactored
loads shall be used. Table 3.4 shall be used for checking of base pressure under
foundation only
introduced
in
when
IRC:78.
80
IRC:6-2014
Annex C
(Clause 209.3.3)
load
sliall
be
derived separately for the areas of the windward and leeward truss girder and deck elements.
The area
The area
each truss, parapet etc. shall be the solid area in normal projected elevation.
for the deck shall be based on the full depth of the deck.
for
C-1.2 Superstructures with live load: The design transverse wind load shall be derived
separately for elements as specified
in
A^ for the
C-1
live
Drag Coefficient
.3
live
load depth.
load depth.
a)
live
shall
coefficient
for
with two trusses, drag coefficient shall be taken as t/C^. Values of shielding factor
in
for
ratio of
the truss
is
rj
are given
of the truss.
Where a
superstructure has
to the
shall
coefficient for
other trusses
1 .1
81
all
for
for the
for the
unshielded parts
IRC:6-2014
Table C-1 Force Coefficients for Single Truss
Drag Coefficient
Solidity
Built-up
Ratio
Sections
for
Rounded Members
(O)
of Diameter (d)
Subcritical flow
Supercritical flow
(dV^< 6m2/s)
0.1
1.9
1.2
0.7
0.2
1.8
1.2
0.8
0.3
1.7
1.2
0.8
0.4
1.7
1.1
0.8
0.5
1.6
1.1
0.8
Notes
1)
2)
The
is
permitted.
i]
Value of
^
Notes
1]
0.1
0.2
0.3
0.4
0.5
<1
1.0
0.90
0.80
0.60
0.45
1.0
0.90
0.80
0.65
0.50
1.0
0.95
0.80
0.70
0.55
1.0
0.95
0.85
0.70
0.60
1.0
0.95
0.85
0.75
0.65
1.0
0.95
0.90
0.80
0.70
2)
The
truss spacing
ratio
is
is
permitted.
82
IRC:6-2014
Annex D
(Clause 219.5)
The fundamental
direction
may be
natural period
horizontal
where,
to
be applied
live
load
in
kN
in
direction.
83
earthquake
in
the longitudinal
IRC:6-2014
Annex E
(Clause 220.1)
Tonnage
Waterway
(DWT)
of
Minimum Dimensions
Barge Units
of Navigational
IN
INDIA
Channels
in
Minimum Clearances
Lean Seasons
for
cross
structure
SPV
of Single
Dennensionof
Barge
Barge Units
of
Units
(m)
Horizontal Clearance
Barge
(DWT)
(m)
Canals
Rivers
Tonnage
Dimension
(T)
Bottom
Width
Bottom
Width
Radius
Depth*
(m)
(m)
(m)
Vertical
(T)
Depth*
(m)
200
1.20
30
1.50
20
300
30
20
4.0
600
1.40
40
1.80
30
500
40
30
5.0
1000
1.70
50
2.20
40
700
50
40
7.0
2000
2.00
50
2.50
50
800
50
50
10.0
4000
2.00
80
800
80
4000
2.75
80
900
80
8000
2.75
100
900
100
Rivers
Canals
(m)
(m)
(m)
(m)
V-'iydrdllL-C
80x5x1.0
100
32x5x1.0
110x8x1.2
45x8x1.2
300
II
141x9x1.5
58x9x1.5
500
III
170x12x1.8
70x12x1.6
1000
IV
170x24x1.8
1000
70x12x1.6
10.0
cz
21
2000
VI
0x14x2.5
86x14x2.5
60
3.50
60
10.0
210x26x2.5
2000
VII
86x14x2.5
10.0
cz:
Note
1)
SPV
2)
Minimum Depth
3)
The
in
of
For
L-Overall Length
Reference levels
A)
vertical
spans
4)
rivers,
in
B-Beam
for
at least
95%
75%
of the year
of the portion of
for vertical
clearance
in
different types of
5%
in
channels
is
years
B)
For
C)
84
each of the
tidal
given below
is
the highest
of last twenty