Indian Railway Bridge Rules Load Specifications

For Official use only
GOVERNMENT OF INDIA MINISTRY OF RAILWAYS (Railway Board)
INDIAN RAILWAY STANDARD
RULES SPECIFYING THE LOADS FOR DESIGN OF SUPER-STRUCTURE AND SUB-STRUCTURE OF BRIDGES
(BRIDGE RULES)
ADOPTED 1941 INCORPORATING A & C SLIP NO. 33, YEAR : 2005
ISSUED BY RESEARCH DESIGNS AND STANDARDS ORGANISATION LUCKNOW - 226011

CONTENTS
I-i
Sl.No. 1. 2.
2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15
Description Scope Loads

Loads to be taken into account Dead load Live load Dynamic effect Forces due to curvature and eccentricity of track Temperature effect Frictional resistance of expansion bearings Longitudinal forces Racking forces Forces on parapets Wind pressure effect Forces and effects due to earthquake Erection forces and effects Derailment loads Load due to Plassers Quick Relay System (PQRS)
Page No. 1 1
1 2 2 7 9 9 10 10 12 12 12 13 16 16 17
3. 4.
Rules for assessing the strength of existing Railway Bridges Critical speed
APPENDICES
17 18
Sl.No. Appendix I Appendix II Appendix II(a)
Description Loading Diagrams for Modified Broad Gauge Loading - 1987 (MBG Loading - 1987) EUDL in kN (t) on each track and CDA values for MBG Loading-1987 EUDL in kN (t) for Bending Moment and Shear Force for cushions of various depths and spans upto and including 8m for MBG Loading1987 Loading Diagrams for MMG Standard Loading-1988 Loading Diagrams for Metre Gauge Standard Loading of 1929 EUDL in kN (t) on each track and CDA values for MG Loadings
Page No. 21 23 26
Appendix III Appendix III(a) Appendix IV
29 30 31 I-ii
Appendix IV(a) Appendix IV(b) Appendix IV (c) Appendix IV(d) Appendix V (Sheet 1) Appendix V (Sheet 2) Appendix V (Sheet 3) Appendix VI Appendix VII Appendix VIII Appendix VIII (a) Appendix IX Appendix X Appendix XI Appendix XII Appendix XII(a) Appendix XIII Appendix XIV Appendix XV
EUDL in kN (t) for Bending Moment and Shear Force for cushions of various depths and spans upto and including 8m for MMG Loading1988 EUDL in kN (t) for cushions of various depths and spans upto and including 8m for MGML Loading EUDL in kN (t) for cushions of various depths and spans upto and including 8m for MGBL Loading EUDL in kN (t) for cushions of various depths and spans upto and including 8m for MG C Class Loading 762mm Gauge H Class Loading 762mm Gauge A Class Loading 762mm Gauge B Class Loading EUDL in kN(t) on each track and CDA values for 762mm Gauge bridges Longitudinal loads in kN(t) (without deduction for dispersion) for MBG Loading -1987 Longitudinal loads (T.E.) in kN (t) (without deduction for dispersion) on each track for MG Loadings. Longitudinal loads (B.F.) in kN (t) (without deduction for dispersion) on each track for MG Loadings. Derailment loads for ballasted deck bridges Broad Gauge Load due to Plassers Quick Relay System Broad Gauge Loading Diagrams for Heavy Mineral Loading EUDL in kN (t) on each track and CDA values for HM Loading EUDL in kN (t) for cushions of various depths and spans upto and including 8m for HM Loading Longitudinal loads in kN (t) (without deduction for dispersion) for Broad Gauge for HM Loading Derailment loads for ballasted deck bridges (H.M. loading) Map showing Seismic Zones of India
36
37 38
39 41 42 43 45 49 51 54 57 59 61 69 72 75 79 81
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BRIDGE RULES RULES SPECIFYING THE LOADS FOR DESIGNING THE SUPER-STRUCTURE AND SUB-STRUCTURE OF BRIDGES AND FOR ASSESSING THE STRENGTH OF EXISTING BRIDGES
1. SCOPE (f) specified by authorities. the appropriate
1.1 The loads specified herein shall be taken into consideration in calculating the strength of all bridges, including turntable girders and foot-bridges but excluding road bridges in which case, the loads to be considered shall be in accordance with the Standard Specifications and Codes of Practice for Road Bridges (IRC Codes). The details of design shall be controlled by the appropriate Codes of Practice as given below: (a) The design of steel bridges shall be in accordance with the Indian Railway Standard Code of Practice for the Design of Steel or Wrought Iron Bridges carrying Rail, Road or Pedestrian Traffic (Steel Bridge Code). The design of concrete bridges shall be in accordance with the Indian Railway Standard Code of Practice for Plain, Reinforced and Prestressed Concrete for General Bridge Construction (Concrete Bridge Code). The design of masonry and plain concrete arch bridges shall be in accordance with the Indian Railway Standard Code of Practice for the Design and Construction of Masonry and Plain Cement Concrete Arch Bridges (Arch Bridge Code). The design of sub-structures of bridges shall be in accordance with the Indian Railway Standard Code of Practice for the design of Substructures of Bridges (Bridge Substructure Code). The design of sub-structures and super-structures of road bridges shall be in accordance with Standard Specifications and Codes of Practice for Road Bridges and other codes as
The design of sub-structures and super-structures of rail-cum-road bridges shall be in accordance with the relevant Indian Railway Standard Codes of Practice except that the Standard Specifications and Codes of Practice for Road Bridges issued by the Indian Roads Congress may apply for the design of such members as are subjected to loads from road traffic alone.
1.2 Any revision or addition or deletion of the provisions of the Bridge Rules shall be issued only through the correction slip to these Bridge Rules. No cognizance shall be given to any policy directives issued through other means.
NOTE: (1) (2) Unless otherwise specified the word Span shall mean effective span. SI and Metric system of units are given in all cases, but only one system of units is to be adopted for the design. Attention is drawn to the fact that equations in the text, for which no units are specified, are applicable in any system of units - SI or Metric provided the unit of length and the unit of force used in an equation is the same throughout.
(b)
(c)
(3)
(d)
2.
LOADS
2.1 For the purpose of computing stresses, the following items shall, where applicable, be taken into account: (a) (b) (c) Dead load Live load Dynamic effect
(e)
I-1
(d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n)
Forces due to eccentricity of track Temperature effect
curvature
or
Frictional resistance of expansion bearings Longitudinal force Racking force Forces on parapets Wind pressure effect Forces and effects due to earthquake Erection forces and effects Derailment loads Load due to Plassers Quick Relay System (PQRS) DEAD LOAD
(3) (2)
Standard loading specified, a locomotive with axle loads heavier than the Standard loading or average trailing loads heavier than those specified in the standard, may be considered as falling under the corresponding standard for the particular span or spans. In such cases, the actual stresses are to be limited to the permissible stresses for the design stress cycles. Diagrams of Standard loading and Equivalent Uniformly Distributed Loads on each track for calculating Bending Moment and Shear Force are shown in the accompanying Appendices I, II & II(a). The above standard should be adopted for all BG lines for all spans as this standard is considered to be adequate for all future requirements. In any special case where any loading other than the standard is proposed, specific orders of the Railway Board must be obtained. EUDLs shall be used for simply supported spans. In case of continuous superstructures over supports, the Bending Moments and Shear Forces for design purposes at various sections shall be computed for loadings shown in Appendix-I.
2.2
2.2.1 Dead load is the weight of the structure itself together with the permanent loads carried thereon. 2.2.2 For design of ballasted deck bridges, a ballast cushion of 400mm for BG and 300mm for MG shall be considered. However, ballasted deck bridges shall also be checked for a ballast cushion of 300mm on BG and 250mm on MG. 2.3 LIVE LOAD
(4)
(b)
For Broad Gauge-1676 mm Heavy Mineral Loading (HM Loading) with a maximum axle load of 294.2kN (30.0t) the locomotives and a train load of 117.7kN/m (12.0t/m). (Appendix XI) to be adopted for bridges on identified routes as and when approved by Railway Board.
2.3.1 Railway Bridges including combined Rail and Road bridges- Railway Bridges including combined rail and road bridges shall be designed for one of the following standards of railway loading: (a) For Broad Gauge - 1676mm Modified BG Loading-1987 (MBG Loading-1987) with a maximum axle load of 245.2 kN (25.0t) for the locomotives and a train load of 80.9 kN/m (8.25t/m) on both sides of the locomotives (Appendix I).
NOTE: (1) Provided the Equivalent Uniformly Distributed Loads (EUDL) of a locomotive with any trailing load are within the EUDL of the Standard loading specified, a locomotive with axle loads heavier than the Standard loading or average trailing loads heavier than those specified in the standard may be considered as falling under the corresponding standard for the particular span or spans. In such cases, the actual stresses are to be limited to the
NOTE: (1) Provided the Equivalent Uniformly Distributed Loads of a locomotive with any trailing load are within the EUDL of the
I-2
permissible stresses for the design stress cycles. (2) Loading diagrams of standard loading and Equivalent Uniformly Distributed Loads on each track for calculating Bending Moment and Shear Force for HM Loading are given in Appendices XI, XII and XII (a). The above standard should be adopted for bridges on identified routes approved by Railway Board. EUDLs shall be used for simply supported spans. In case of continuous superstructures over supports, the Bending Moments and Shear Forces for design purposes at various sections shall be computed for loading diagrams shown in Appendix XI.
corresponding standards for the particular span or spans. In such cases, the actual stresses are to be limited to the permissible stresses for the design stress cycles. (2) Diagrams of standard loadings are shown in Appendices III and III (a). EUDL, on each track for calculating Bending Moment and Shear Force, in kN (t) are given in Appendix IV. EUDL for Bending Moment/Shear Force in kN (t) for cushion of various depths and spans upto and including 8m are given in Appendices IV (a), IV (b), IV(c) and IV (d), for various Metre Gauge Standard Loadings. Modified Metre Gauge Loading-1988 This standard will apply while constructing new bridges or rebuilding/strengthening of existing bridges on the Metre Gauge routes, where the running, of heavier freight wagons and more powerful locos is envisaged, besides those which are identified for upgradation. Main Line Standards For such Main Lines where Modified MG Loading-1988 is not required, ML standards should be adopted. Branch Line Standard - Branch Lines which are obviously never likely to be other than Branch Lines, should have all bridges built to BL standard of loading unless the branch be in a heavy mineral area in which case the provision of Note (3) above should be adopted. EUDLs shall be used for simply supported spans. In case of continuous superstructure over supports, the Bending Moments and Shear Forces for design purposes at various sections shall be computed for loadings shown in Appendices III and III (a).
(3)
(4)
(3)
(c)
For Metre Gauge-1000mm
(i)
Modified Metre Gauge Loading1988 with maximum axle load of 156.9 kN (16.0 t) for locomotives and a train load of 53.9 kN (5.5t) per metre on both sides of locomotives with maximum axle load of 137.29 kN (14.0t) for the train load. Standard M.L. of 1929 for 129.4 kN (13.2t) axle loads and a train load of 37.95 kN (3.87t) per metre behind the engines. Standard B.L. of 1929 for 104.9 kN (10.7 t) axle loads and a train load of 37.95 kN (3.87 t) per metre behind the engines. Standard C of 1929 for 79.4 kN (8.1 t) axle loads and a train load of 37.95 kN (3.87 t) per metre behind the engines.
(4)
(5)
(ii)
(iii)
(6)
(iv)
NOTE: (1) Provided the Equivalent Uniformly Distributed Loads of a locomotive with any trailing load are within the EUDL of the Standard loading specified, a locomotive with axle loads heavier than the standard loading or average trailing loads heavier than those specified in the standard may be considered as falling under the
(d)
For Narrow Gauge-762 mm
(i)
'H' (Heavy) class loading with a maximum axle load of 95.1 kN (9.7 t) and a train load of 27.8 kN (2.83 t) per metre behind the engines.
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(ii)
'A' class Main Line loading with a maximum axle load of 79.4 kN (8.1 t) and a train load of 27.8 kN (2.83 t) per metre behind the engines. 'B' class Branch Line loading with a maximum axle load of 59.8 kN (6.1 t) and a train load of 27.8 kN (2.83 t) per metre behind the engines.
(c)
For effective spans over according to the formula:
30m
400 17 W P = 13.3 + kPa L 142.8
(iii)
400 17 W 2 P = 13.3 + kg/m L 1.4

Where P = Live load in kPa (kg/m2) L = Effective span of the bridge in m W = Width of the foot-way in m 2.3.2.3 Where foot-paths are provided on a combined rail and road bridge, the load on foot- path for purpose of designing the main girders shall be taken as 1.91 kPa (195 kg/m2). In case of foot-path on a combined rail and road bridge, where the failure of a foot-path due to a roadway vehicle mounting the kerb, is likely to endanger railway traffic, the footpath may be designed for a heavier standard of loading. 2.3.2.4 Kerbs 600mm (2 ft) or more in width shall be designed for the loads in 2.3.2.1 in addition to the lateral loading of 7.35 kN/m (750 kg/m) run of the kerb applied horizontally at the top of the kerb. If the kerb width is less than 600mm, no live load shall be applied in addition to the lateral load specified above. These loads need not be taken for the design of the supporting structures. 2.3.3 Combined Bridges 2.3.3.1 (a) Main Girders Rail and Road
NOTE:
(1)
Diagrams of Standard loading and Equivalent Uniformly Distributed Loads on each track for calculating Bending Moment and Shear Force are shown in the accompanying Appendices V & VI.
(e)
For Narrow Gauge-610mm The Standard will be specified by the Railway Board from time to time.
2.3.2 Foot-Bridges and foot-paths on Bridges 2.3.2.1 The live load due to pedestrian traffic shall be treated as uniformly distributed over the footway. For the design of foot bridges or foot-paths on railway bridges the live load including dynamic effects shall be taken as 4.8 kPa (490 2 kg/m ) of the foot-path area. For the design of foot-path on a road bridge or road rail bridge, the live load including dynamic effects may be taken as 4.07 kPa (415 kg/m2 ) except that, where crowd loading is likely, this may be increased to 4.8 kPa (490 kg/m2 ). 2.3.2.2 Where foot-paths are provided on a road or railway bridge the load on foot-path for the purpose of designing the main girders shall be taken as follows: (a) (b) For effective spans of 7.5m or less 4.07 kPa (415 kg/m2). For effective spans over 7.5m but not exceeding 30m - an intensity of load reducing uniformly from 4.07 kPa (415 kg/m2 ) for a span of 7.5m to 2.89 kPa (295 kg/m2 ) for a span of 30m.
Where railway and road decks are not common, that is if they are at different levels, or side by side, the main girders will be designed for the worst combination of live loads with full allowance for dynamic effects for train loads only. No allowance for dynamic effects shall be allowed for roadway loading.
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(b)
Where railway and road decks are common, the effect of roadway and foot-path loads on main girders shall be provided for by an allowance of 1.9 kPa (195 kg/m2) as a minimum over the whole area of the roadways and foot-paths not occupied by the train load. Members and their
(c)
(d)
2.3.3.2 Floor Connections (a)
(b)
Roadway floor members shall be designed for the full effect of the maximum live load including dynamic effect which may occur on the roadway. Floor members which carry or may carry roadway and railway loads simultaneously shall be designed by the maximum effect, including dynamic effects which may be imposed by either class of load separately or together.
In cases, where the roadway and railway are on the same alignment, the floor members and their connections shall be designed for the maximum effect of either class of load. The roadway floor system of combined bridges carrying two traffic lanes for roads for class AA loading shall be designed on the assumption that two class AA vehicles may be placed opposite to each other on the centre lines of each traffic lane at any position in a panel. Under this condition of loading the over stresses specified for occasional loads shall apply. Lateral
2.3.4 Longitudinal and Distribution of Railway Live load
2.3.4.1 For the design of various types of bridges, the loads as given in the Table below should be considered.
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TABLE Span and types 1 2 2.1 Simply deck. supported span-unballasted All spans. Loading EUDL as given in Appendices II, IV & XII for relevant standard of loading.
Simply supported span-ballasted deck. Spanning at right angle to the direction of traffic. All spans. A single sleeper load equal to the heaviest axle of relevant standard of loading, allowing dispersal as indicated in Clause 2.3.4.2.
2.2 2.2.1
Spanning in the direction of traffic. Spans upto and including 8m for cushion upto and including 600mm under the sleeper. Spans upto and including 8m for cushion above 600mm under the sleeper. EUDL for Bending Moment and Shear Force shall be as per values given in Appendices II (a), IV (a), IV (b), IV(c), IV (d) and XII (a) for the relevant standard of loading. EUDL for Bending Moment and Shear Force shall be as per the values for 600mm cushion given in Appendices II (a), IV (a), IV (b), IV(c), IV (d) and XII (a) for the relevant standard of loading. EUDL for Bending Moment and Shear Force shall be as per the values given in Appendices II, IV and XII for the relevant standard of loading.
2.2.2
2.2.3
Spans above 8m both for BG and MG for all cushions.
3 3.1
Spandrel filled arches. Spans upto and including 8m, for cushion 300mm and above but less than 600mm. Spans upto and including 8m for cushion 600mm and above under the sleeper. EUDL for Bending Moment and Shear Force shall be as per values given in Appendices II (a), IV (a), IV (b), IV(c), IV (d) and XII (a) for the relevant standard of loading. EUDL for the Bending Moment and Shear Force shall be as per the values for 600mm cushion given in Appendices II (a), IV (a), IV (b), IV(c), IV (d) and XII (a) for the relevant standard of loading. EUDL as given in Appendices II, IV and XII for relevant standard of loading. Series of axle loads corresponding to appropriate standard of loading given in Appendices I, III, III(a) and XI
3.2
3.3 4
Spans above 8m both for BG and MG for all cushions. Open spandrel arches. All spans.
5 5.1
Pipes Depth of cushion 300mm and above, but less than 600mm. EUDL for Bending Moment and Shear Force shall be as per the values given in Appendices II (a), IV (a), IV (b), IV(c), IV (d) and XII (a) for the relevant standard of loading.
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Span and types 5.2 Depth of cushion 600mm and above.
Loading The pipes shall be designed for the following intensities of loading: Loading HM Loading MBG Loading-1987 MMG Loading-1988 MGML Loading MGBL Loading MG 'C' Loading NG 'A' Loading t/m 15.80 13.70 9.80 9.80 7.95 6.65 8.30
Dynamic effect is to be added as per Clause 2.4. Dispersion of load through sleepers and ballast across the direction of traffic shall be as per Clause 2.3.4.2(a). 6 Rigid frames, cantilever and suspension bridges. Series of axle loads corresponding to appropriate standard of loading given in Appendices I, III, III (a) and XI. simply supported, fixed and continuous spans.
2.3.4.2 Dispersion of railway live loads shall be as follows:
(ii)
(a) Distribution through sleepers and ballast: The sleeper may be assumed to distribute the live load uniformly on top of the ballast over the area of contact given below: Type II Under each rail seat BG 2745mm x 254mm MG 1830mm x 203mm 760mm x 330mm (2) 610mm x 270mm
of loaded length on each side of the loaded area in the case of cantilever slabs.
NOTE: (1) In no case shall the load be assumed to be distributed over a width greater than the total width of the decking for slabs spanning in the longitudinal direction and minimum axle spacing in the case of slabs spanning in transverse direction. No distribution through the slab may be assumed in the direction of the span of the slab. The distribution of wheel loads on steel troughing or beams (steel or wooden) spanning transversely to the track, and supporting the rails directly shall be in accordance with Appendix H of Steel Bridge Code and the design shall be based on the continuous elastic support theory. DYNAMIC EFFECT Railway Bridges (Steel)
Type I
The load under the sleeper shall be assumed to be dispersed by the fill including ballast at a slope not greater than half horizontal to one vertical and all deck slabs shall be designed for both types of sleepers. (b) Distribution through R.C. Slab: When there is effective lateral transmission of Shear Force, the load may be further distributed in a direction at right angles to the span of the slab equal to the following:
(c)
2.4 2.4.1
(i)
span on each side of the loaded area in the case of
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2.4.1.1 For Broad and Metre Gauge Railway: The augmentation in load due to dynamic effects should be considered by adding a load Equivalent to a Coefficient of Dynamic Augment (CDA) multiplied by the live load giving the maximum stress in the member under consideration. The CDA should be obtained as follows and shall be applicable upto 160 km/h on BG and 100 km/h on MG (a) For single track spans: CDA=0.15+
(f)
Where rails, with ordinary fishplated joints, are supported directly on transverse steel troughing or steel sleepers, the dynamic augment for calculating stresses in such troughing or sleepers shall be taken as
7.32 for BG B + 5.49

&
8 (6 + L )
5.49 for MG B + 4.27

Where B = the spacing of main girders in metres. The same dynamic augment (CDA) may be used for calculating the stresses in main girders upto 7.5m effective span, stringers with spans upto 7.5m and also chords of triangulated girders supporting the steel troughing or steel sleepers. 2.4.1.2 For Narrow Gauge Railways of 762mm and 610mm gauges, the Coefficient 91.5 of Dynamic Augment shall be 91.5 + L Where L = the loaded length of the span as defined in clause 2.4.1.1(a). 2.4.2 Railway pipe culverts, arch bridges, concrete slabs and concrete girders. 2.4.2.1 (a) For all gauges
Subject to maximum of 1.0 Where L is (1) the loaded length of span in metres for the position of the train giving the maximum stress in the member under consideration. (2) 1.5 times the cross-girder spacing in the case of stringers (rail bearers) and (3) 2.5 times the cross girder spacing in the case of cross girders. (b) For main girders of double track spans with 2 girders CDA as calculated above may be multiplied by a factor of 0.72 and shall be subject to a maximum of 0.72. For intermediate main girders of multiple track spans, the CDA as calculated in Clause 2.4.1.1(a) may be multiplied by a factor of 0.6 and shall be subject to a maximum of 0.6. For the outside main girders of multiple track spans with intermediate girders, CDA shall be that specified in Clause 2.4.1.1(a) or (b) whichever applies. For cross girders carrying two or more tracks, CDA as calculated in Clause 2.4.1.1(a) may be multiplied by a factor of 0.72 and shall be subject to a maximum of 0.72.
(c)
If the depth of fill is less than 900mm, the Coefficient of Dynamic Augment shall be equal to[2-(d/0.9)]
1 2 CDA
(d)
as obtained from clause 2.4.1.1(a) Where d = depth of fill in m. (b) If the depth of fill is 900mm, the Coefficient of Dynamic Augment shall be half of that specified in clause 2.4.1.1(a) subject to a maximum of 0.5. Where depth of fill exceeds 900mm, Coefficient of Dynamic I-8
(e)
Augment shall be uniformly decreased to zero within the next 3 metres. (c) In case of concrete girders of span of 25m and larger CDA shall be as specified in clause 2.4.1.1.
centre line of track from design alignment upto 100mm shall be considered for the purpose of designs. 2.5.2 Where a track (or tracks) on a bridge is curved, allowance for centrifugal action of the moving load shall be made in designing the member, all tracks on the structure being considered as occupied. 2.5.3 For railway bridges the following loads must be considered: (a) The extra loads on one girder due to the additional reaction on one rail and to the lateral displacement of the track calculated under the following two conditions (i) Live load running at the maximum speed. (ii) Live loads standing with half normal dynamic augment. The horizontal load due to centrifugal force which may be assumed to act at a height of 1830mm for BG and 1450mm for MG above rail level is:
NOTE: For spans less than 25m, CDA shall be computed as per sub-clauses (a) or (b) as may be applicable. (1) The depth of fill is the distance from the underside of the sleeper to the crown of an arch or the top of a slab or a pipe. The above coefficients are applicable to both single and multiple track bridges, subject to Note 3. On multiple track arch bridges of spans exceeding 15m, 2/3rd of the above coefficient shall be used. In case of steel girders with ballasted concrete slab decks, Coefficient of Dynamic Augment for the steel spans should be as specified in clause 2.4.1.1.
(2)
(3)
(4)
(b)
2.4.3 Foot-Bridges: No allowance need be made for dynamic effects. 2.4.4 Combined Rail and Road Bridges: For combined rail and road bridges, the allowance for dynamic effects should be in accordance with Clause 2.3.3. 2.4.5 Trestles (Steel), Iron and Concrete: Allowance for dynamic effects shall be as per clause 2.4.1 to 2.4.4 with appropriate loaded length for the worst possible combination of stresses in the member under consideration. 2.4.6 Turntable Girders: All turntable girders shall be designed for a dynamic augment of 10% of the live load with additional allowance, amounting to 100% in all on an axle which is placed at one end of the turntable. 2.5 FORCES DUE TO CURVATURE AND ECCENTRICITY OF TRACK 2.5.1 For ballasted deck bridges, even on straight alignment, an eccentricity of
WV2 C = OR in MKS Units 12.95R 127R

WV 2
Where, C= Horizontal effect in kN/m run (t/m run) of span. W= Equivalent Distributed live load in kN/m run (t/m run). V= Maximum speed in km per hour, and R= Radius of the curve in m. 2.6 TEMPERATURE EFFECT
2.6.1 Where any portion of the structure is not free to expand or contract under variation of temperature, allowance shall be made for the stresses resulting from this condition. The temperature limit shall be specified by the Engineer. 2.6.2 The coefficient of expansion shall be taken as below: I-9
for steel and reinforced concrete 11.7 x 10 per 1 C for plain concrete 10.8 x 10-6 per 10 C 2.7 FRICTIONAL RESISTANCE EXPANSION BEARINGS OF
-6 0
the longitudinal loads arising from any one or more of the following causes: (a) (b) the tractive effort of the driving wheels of locomotives; the braking force resulting from the application of the brakes to all braked wheels; resistance to the movement of the bearings due to change of temperature and deformation of the bridge girder. Roller, PTFE or elastomeric bearings may preferably be provided to minimise the longitudinal force arising on this account. Forces due to continuation of LWR/CWR over the bridges. (Kept in
abeyance vide correction slip No. 33)
(c) 2.7.1 Where the frictional resistance of the expansion bearings has to be taken into account, the following coefficients shall be assumed in calculating the amount of friction in bearings: For roller bearing For sliding bearings of steel on cast iron or steel bearing For sliding bearing of steel on ferro bestos For sliding bearings of steel on hard copper alloy bearings For sliding bearings PTFE/Elastomeric type of 0.03 0.25 0.20 0.15 0.10 0.50 0.60 (d)
2.8.1.1 Total longitudinal force transferred to sub-structure through any bearing due to causes mentioned in 2.8.1, shall not be more than the limiting resistance at the bearing for the transfer of longitudinal force. 2.8.2 For Railway Bridges, the value of longitudinal force due to either tractive effort or the braking force for a given loaded length shall be obtained from the Appendices VII, VIII and VIII(a). 2.8.2.1 For bridges having simply supported spans, the loaded length shall be taken equal to (a) The length of one span when considering the effect of longitudinal forces on (i) (ii) (iii) the girders the stability of abutments the stability of piers carrying sliding or elastomeric bearings under one span loaded condition or the stability of piers carrying one fixed and one free (roller or PTFE) bearings.
For concrete over concrete with bitumen layer in between For concrete over concrete not intentionally roughened
2.7.2 For expansion and contraction of the structure, due to variation of temperature under dead load, the friction on one expansion bearing shall be considered as an additional load throughout the chord to which the bearing plates are attached. 2.7.3 In those cases in which the supports are rigid, friction of the bearings corresponding to the dead and live load reaction may be considered to resist the change of length of the chord under load, and may therefore be assumed to be a relief of stress uniform throughout the chord to which the bearing plates are attached. 2.8 LONGITUDINAL FORCES
(iv)
2.8.1 Where a structure carries railway track, provision as under shall be made for
(b)
The length of two spans when considering stability of piers carrying I-10
fixed or sliding or elastomeric bearings, under the two span loaded conditions. The total longitudinal force shall be considered divided between the two spans in proportion to their lengths. 2.8.2.1.1 In case of continuous span bridges, appropriate loaded length shall be considered which will give the worst effect. 2.8.2.2 No increase shall be made in the longitudinal force for the dynamic effect. 2.8.2.3 The longitudinal forces shall be considered as acting horizontally through the knuckle pins in case of bearings having rocking arrangement or through girder seats in case of sliding, elastomeric or PTFE bearings for the design of bearings and substructure. 2.8.2.4.1 For sub-structure having sliding or elastomeric bearings, following percentage of net longitudinal force from the loaded spans after allowing for dispersion as per clauses 2.8.3.1, 2.8.3.2 and 2.8.3.3 shall be considered for the design: Abutment Pier 50% 40%
continuation of LWR/CWR on bridges on Indian conditions are finalized, provisions of UIC 774-3R October 2001 edition with modifications should be used with the provisions of values for the track resistance as specified therein subject to the provision that a track resistance of 60kN/m in loaded condition shall be taken provisionally till field observations in Indian condition are finalized by RDSO. Accordingly, forces are to be worked out for design of the bridges. (Kept in abeyance vide correction slip No.33) 2.8.3 Dispersion and distribution of longitudinal forces. 2.8.3.1 This clause should be treated as deleted. 2.8.3.2 In case of bridges having open deck provided with through welded rails, railfree fastenings and adequate anchorage of welded rails on approaches (by providing adequate density of sleepers, ballast cushion and its consolidation etc., but without any switch expansion joints) the dispersion of longitudinal force through track, away from the loaded length, may be allowed to the extent of 25% of the magnitude of longitudinal force and subject to a minimum of 16t for BG and 12t for MMG or MGML and 10t for MGBL. This shall also apply to bridges having open deck with jointed track with rail-free fastenings or ballasted deck, however without any switch expansion or mitred joints in either case. Where suitably designed elastomeric bearings are provided the aforesaid dispersion may be increased to 35% of the magnitude of longitudinal force.
Note: Length of approach for the above purpose shall be taken as minimum 30m.
In case of multi-span bridges, the design of sub-structure shall also be checked for 20% of net longitudinal force transferred from the span adjoining to the spans directly supported by the sub-structure under consideration and considering the directly supported spans as unloaded. However, this force shall not be more than the limiting resistance of the bearings on the substructure for the transfer of longitudinal force under unloaded condition. 2.8.2.4.2 For spans having roller or PTFE bearings at one end, the whole of the net longitudinal force after allowing for dispersion as per clauses 2.8.3.1, 2.8.3.2 and 2.8.3.3 shall be considered to act through the fixed end. 2.8.2.4.3 Forces due to continuation of LWR/CWR- Till such time the forces due to
2.8.3.3 The dispersion of longitudinal force indicated in clause 2.8.3.2 and shall not exceed the capacity of track for dispersing the longitudinal force to the approaches nor shall it exceed the capacity of anchored length of the track on the approaches to resist dispersed longitudinal force. This aspect may be given special attention for the stability of track in case of I-11
multi-span bridges provided with elastomeric bearings on all spans. 2.8.3.4 In case of multi-span bridges having continuous spans, or flexible supports such as tall or hollow RCC piers or steel trestles, or flexible bearings (elastomeric bearings) on all supports, or any other special features which are likely to affect the distribution of longitudinal forces significantly, the dispersion and distribution of longitudinal forces shall be determined by suitable analysis. The analysis shall take into account stiffness and frictional characteristics of various resisting elements viz., supports, bridge girders, bearings, railgirder fixtures, track on bridge and approaches etc. 2.8.3.5 For the design of new bridges, and in case of rebuilding of existing bridges, dispersion of longitudinal forces shall not be allowed unless the conditions for dispersion of longitudinal force as laid down in relevant clause are met with. 2.8.4 Where the bridge carries more than one track, longitudinal forces shall be considered to act simultaneously on all tracks. The maximum effect on any girder with two tracks so occupied shall be allowed for, but where there are more than two tracks, a suitable reduction may be made in these forces for the additional tracks. 2.8.5 When considering seismic forces, only 50% of gross tractive effort/braking force, to be reduced by taking dispersion and distribution of longitudinal forces, shall be considered along with horizontal seismic forces along/across the direction of the traffic. RACKING FORCES
calculating stresses in chords or flanges of main girders. 2.9.2 In the cases of effective spans upto 20m it is not necessary to calculate wind stresses but, in railway bridges lateral bracings shall be provided designed for a lateral load due to wind and racking forces of 8.82 kN/m (900 kg/m) treated as a moving load in addition to the centrifugal load, if any. 2.10 FORCES ON PARAPETS
2.10.1 Railings or parapets shall have a minimum height above the adjacent roadway or footway surface, of 1m less one half the horizontal width of the top rail or top of the parapet. They shall be designed to resist a lateral horizontal force and a vertical force of 1.47 kN/m (150 kg/m) applied simultaneously at the top of the railing or parapet. 2.11 2.11.1 WIND PRESSURE EFFECT Basic Wind Pressures
2.11.1.1 Wind pressures are expressed in terms of a basic wind pressure P which is an equivalent static pressure in the windward direction. 2.11.1.2 In choosing the appropriate wind velocity for the purpose of determining the basic wind pressure, due consideration shall be given to the degree of exposure appropriate to the locality and also to the local meteorological data. 2.11.1.3 For purposes of design where no meteorological records are available, the Map as given in IS: 875(Part 3) in conjunction with the Table therein, may be used for determining the basic wind pressures.
2.9
2.9.1 Lateral bracings of the loaded deck of railway spans shall be designed to resist, in addition to the wind and centrifugal loads specified above, a lateral load due to racking forces of 5.88 kN/m (600 kg/m) treated as moving load. This lateral load need not be taken into account when I-12
(i) 2.11.2 The wind pressure specified above shall apply to all loaded or unloaded bridges provided that a bridge shall not be considered to be carrying any live load when the wind pressure at deck level exceeds the following limits: Broad bridges Gauge 1.47 kN/m2 kg/m2) 0.98 (100kg/m2) 0.74 kN/m2 kg/m2) (150 kN/m2 (75
Metre and Narrow Gauge Bridges Foot-bridges
(ii)
NOTE: (1)
One and half times that portion of the horizontal projected area of the span not covered by the moving load, except for plate girders for which the area of the leeward girders not covered by the moving load shall be multiplied by the factors shown under (a) above and added to the area of the windward girder above or below the moving load, and The horizontal projected area of the moving load.
2.11.3
Wind Pressure
2.11.3.1 For Railway and Foot-bridges: The wind pressure shall be computed from the appropriate basic wind pressure given in clause 2.11.1 and the exposed area as given below: (a) For unloaded spans and trestles net exposed area shall be considered as one and half times the horizontal projected area of the span or the trestle, except for plate girders for which the area of the leeward girder shall be multiplied by the factors shown below and added to the area of the windward girder: 0.00
In the case of railway bridges, the area of the moving load shall be taken as from 600mm above rail level to the top of the highest stock for which the bridge is designed. In the case of foot-bridges, the height of the moving load is to be taken as 2m throughout the length of the span.
(2)
2.11.4 The wind pressure effect is considered as a horizontal force acting in such a direction that resultant stresses in the member under consideration are the maximum. The effects of wind pressure to be considered are as follows: (a) Lateral effect on the top chords and wind bracing considered as a horizontal girder. The same effect on the lower chords. The vertical loads on the main girders due to the overturning effect of the wind on the span and on the live load. Bending and direct stresses in the members transmitting the wind load from the top to the bottom chords or vice versa.
When the spacing of the leeward girder does not exceed half its depth For spacing exceeding depth and upto full depth half
(b) (c)
0.25
(d)
For spacing exceeding full depth and upto one and half times depth For spacing exceeding one and a half times depth and upto twice its depth or more (b)
0.50
NOTE:
1.00
(1)
For loaded spans the net exposed area shall be computed as the sum of (i) and (ii).
The members of the main girders should be designed for entire wind load on the top chord being transmitted through the portals. Their sections, however, shall not be less than that required to take the additional vertical load on the leeward girder derived from an overturning moment equal to the total wind load on
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the fixed structure and train multiplied by the height of the centre of pressure above the plane of the top lateral bracings in the case of deck type spans and of the bottom lateral bracings in the case of through type spans.
(j)
2.12 FORCES AND EFFECTS DUE TO EARTHQUAKE 2.12.1 The following apply in seismic design: (a) definitions shall
(k)
assigned to each seismic zone to give the basic design acceleration as a fraction of the acceleration due to gravity. Importance Factor (I): A factor to modify the basic horizontal seismic coefficient depending on the importance of a structure. Soil-Foundation System Factor (): A factor to modify the basic horizontal seismic coefficient depending upon the soil-foundation system. Design Horizontal Seismic Coefficient (h): The horizontal seismic coefficient taken for design. It is expressed as a function of the basic horizontal seismic coefficient (0) together with the importance factor (I) and the soil foundation; system factor ().
Centre of mass: The point through which the resultant of masses of a system acts. This corresponds to centre of gravity of the system. Centre of Rigidity: The point through which the resultant of the restoring forces of a system acts. Critical Damping: The damping beyond which the motion will not be oscillatory. Damping: The effect of internal friction, imperfect, elasticity of material, slipping, sliding etc. in reducing the amplitude of vibration and is expressed as a percentage of critical damping. Epicentre: The geographical point on the surface of earth vertically above the focus of the earthquake. Focus: The originating source of the elastic waves which cause shaking of ground. Mode Shape Coefficient: When a system is vibrating in a normal mode, the amplitude of the masses at any particular instant of time expressed as a ratio of the amplitude of one of the masses is known as mode shape coefficient. Normal mode: A system is said to be vibrating in a normal mode or principal mode when all its masses attain maximum values of displacements simultaneously and also they pass through equilibrium positions simultaneously. Basic Horizontal Coefficient (0): A Seismic coefficient
(l)
(b)
(c)
(d)
(e)
2.12.2 Ground motion due to earthquake can be resolved in any three mutually perpendicular directions. The predominant direction of vibration is horizontal. Both horizontal and vertical seismic forces have to be taken into account for design of bridge structures (both super-structure and substructure). Horizontal force in each of the two directions shall be considered separately with the vertical force as specified in 2.12.4.5. 2.12.3 zones Seismic coefficient for different
(f)
(g)
2.12.3.1 For the purpose of determining the seismic forces the country is classified into five zones as shown in Fig.1. 2.12.3.2 Seismic coefficient method shall be used for computing the seismic force. Response spectrum method need not be used for computation of seismic forces in railway bridges. 2.12.3.3 Unless otherwise stated, the basic horizontal seismic coefficient (0) in different zones shall be taken as given below:-
(h)
(i)
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Values of Basic Horizontal Coefficient in Different Zones Zone No. V IV III II I

NOTE: (1)
Seismic
Basic horizontal seismic coefficient 0.08 0.05 0.04 0.02 0.01
2.12.4.3 To take into account the soilfoundation system on which the structure is founded, a factor for various cases given in Table at page 17 shall be used. 2.12.4.4 The Importance factor (I) shall be taken as 1.5 for important bridges and 1.0 for all other bridges. A bridge may be classified as Important if it has a linear waterway of 300m or total waterway of 1000 sq. m. or more. In addition any other bridge not falling in the above category may also be classified as important for the purpose by the Chief Engineer depending on special considerations. 2.12.4.5 The design vertical seismic coefficient v may be taken as half of the design horizontal seismic coefficient as indicated in 2.12.4.2. 2.12.5 The bridge as a whole and every part of it shall be designed and constructed to resist stresses produced by seismic effects. For horizontal acceleration the stresses shall be calculated as the effect of force applied horizontally at the centre of mass of the elements of the bridge into which it is conveniently divided for the purpose of design. The forces shall be assumed to come from any horizontal direction. 2.12.5.1 Slab, box and pipe culverts need not be designed for seismic forces. 2.12.5.2 For design of super and substructures of bridges in different zones, seismic forces may be considered as below: Zones I to III Seismic forces shall be considered in case of bridges of overall-length more than 60m or spans more than 15m. Seismic forces shall be considered for all spans.
For portions of foundations below 30m depth the basic horizontal seismic coefficient may be taken as 0.5 0. For structures situated between ground level and 30m depth below ground, the basic horizontal seismic coefficient may be linearly interpolated between 0 and 0.50. Ground level shall mean the scoured bed level corresponding to mean annual flood.
(2)
(3)
2.12.4
Design Seismic Coefficient
2.12.4.1 The design seismic forces shall be computed taking into consideration the importance of the structure and its soilfoundation system. 2.12.4.2 The design values of horizontal seismic coefficient (h) shall be computed by the following expression: h=I 0 Where = a coefficient depending upon the soilfoundation system (see clause 2.12.4.3) coefficient depending upon the importance of the structure (see clause 2.12.4.4), and
I=
Zone IV & V
0=
Basic horizontal seismic coefficient (see clause 2.12.3.3)
2.12.6 Horizontal seismic force due to live load on the bridge shall be ignored when acting in the direction of traffic but when acting in the direction perpendicular to I-15
traffic, this is to be considered for 50 per cent of the design live load without impact. 2.12.7 Seismic force to be resisted shall be computed as follows:F=Wm h (or v) Where F Wm = Seismic force to be resisted. = Weight of mass under consideration ignoring reduction due to buoyancy.
vertical seismic coefficient, Modal Analysis is preferable. 2.13 ERECTION EFFECTS FORCES AND
2.13.1 The weight of all permanent and temporary material together with all other forces and effects which can operate on any part of the structure during erection shall be taken into account. 2.13.2 Allowance shall be made in the design for stresses set up in any member during erection; such stresses may be different from those which the member will be subjected to during actual working. 2.14 DERAILMENT LOADS
h orv = Design horizontal or vertical seismic coefficient as specified in 2.12.4.2 and 2.12.4.5. 2.12.8 Modal analysis shall be necessary for the following cases in Zones IV and V: (a) In the design of bridges of types such as cable stayed bridge, horizontally curved girder bridge, reinforced concrete arch or steel arch bridge, and When the height of sub-structure from base of foundation to the top of the pier is more than 30m or when the bridge span is more than 120m.
2.14.1 Derailment loads for BG shall be considered for ballasted deck bridges as per Appendix IX. 2.14.2 Derailment loads for HM Loading shall be considered for ballasted deck bridges as per Appendix XIV. 2.14.3 The loads specified in 2.14.1 and 2.14.2 shall be applied at the top surface of ballast and may be assumed to disperse at a slope of half horizontal to one vertical.
(b)
2.12.8.1 In case of important bridges where there is a possibility of amplification of
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TABLE Value of for different soil-foundation systems (Clause 2.12.4.3)

Type of soil mainly constituting the foundation Piles passing through any soil but resting on soil Type-I 1 Type I Rock or hard soils, well graded gravels and sand gravel mixtures with or without clay binder, and clayey sands poorly graded or sand clay mixtures (GP, GW, SP, SW & SC) having N above 30, where N is the Standard Penetration value. Type II Medium soils All soils with N between 10 and 30 and poorly graded sands or gravelly sands with little or no fines (SP) with N>15 Type III Soft soils all soils other than SP with N<10 2 1.0 Piles not covered under Col.2 Value of for different soils Raft foundation Combined or isolated RCC footings with the beams 5 1.0 Isolated Well RCC foundation footings s without Tie beams or unreinforced strip foundations 6 1.0 7 1.0
3 -
4 1.0
1.0
1.0
1.0
1.0
1.2
1.2
1.0
1.2
1.0
1.2
1.5
1.5
2.15 LOAD DUE TO PLASSERS QUICK RELAY SYSTEM (PQRS) 2.15.1 Load due to working of Plassers Quick Relay System for BG shall be considered for reduced Coefficient of Dynamic Augment for maximum speed of 20 kmph as per Appendix X for the most unfavourable position. The load due to auxiliary track shall be considered separately. 2.15.2 The dispersion of load, as specified in Clause 2.15.1, shall be as per clause 2.3.4.2. 3. RULES FOR ASSESSING THE STRENGTH OF EXISTING RAILWAY BRIDGES
3.1 The preceding rules shall apply to the investigation of the strength of existing bridges except in so far as they are modified in clauses 3.2 to 3.4. 3.2 When it is proposed to increase sanctioned speeds, to remove marshalling restrictions, or to run any different type of stock involving increased loading on an existing bridge over that already sanctioned, the Engineer shall be responsible for obtaining fresh sanction from the Commissioner of Railway Safety. The Engineer shall certify that such usage will not involve danger to the travelling public. 3.3 Where no rail joint occurs on a span and within 10m on its approaches, the Coefficient of Dynamic Augment (CDA) as calculated in para 2.4.1 and 2.4.2 may be diminished by an amount equal to I-17
0.75/(span in m), subject to a maximum reduction of 20% of the calculated value of CDA for spans of 7.5m and less. 3.3.1 Provided they are certified by the Engineer as being in sound condition and of satisfactory design, and further that the maximum permissible speed will, in no circumstances be exceeded, the Coefficient of Dynamic Augment shall be adopted as below: (a) CDA laid down in clauses 2.4.1 and 2.4.2 (diminished) according to clauses 3.3 where applicable may be multiplied by the factor (Vr/V) where Vr is the permissible speed and V is(i) 125 km/h for trains hauled by diesel and electrical locomotives and 80 km/h for steam locomotives on BG. (ii) 100 km/h for trains hauled by diesel and electric locomotives and 60 km/h for steam locomotives on MG.
the axle load of the coupled wheels on actual engines under consideration and the maximum braking force to be 20% of the actual braked engine axle loads plus 10% of the other braked axle loads. For trains hauled by diesel or AC or DC locomotives, the maximum tractive force shall be as specified for the locomotive distributed equally amongst the driving axles. The braking force for such locomotives shall be as specified for them distributed equally amongst the braked axles, together with 10% of the weight of the braked trailing axles covering the loaded length, if fitted with vacuum brakes. For trailing axles fitted with air brakes, braking force shall be as specified for them distributed equally amongst the braked axles covering the loaded length, subject to a maximum of 13.4% of the weight of the braked axles. 3.4.1 The amount of longitudinal load so calculated be reduced where no rail expansion joint exists by an allowance for dispersion in tonnes per track equal to the following percentage of the weight of the rails in kN per metre: (a) (b) For loaded length, L, equal to or exceeding 30 m 20%. For loaded length L, less than 30m 20% increasing uniformly to 30% for L = 0. CRITICAL SPEED
NOTE: (1) Bridges found fit for 125 km/h on BG may be cleared for speeds upto 160 km/h for passenger services with stock specially cleared to run at such speeds.
3.3.2 The Coefficient of Dynamic Augment shall in no case be taken as less than 0.1. 3.3.3 In cases, where the Coefficient of Dynamic Augment is reduced on the basis of a maximum speed, the transportation branch is to be held responsible that the restriction is rigidly observed. It must also be certified by the responsible authority that the condition of the bridge and of the permanent way warrants this relaxation of Coefficient of Dynamic Augment which has the effect of increasing the working stresses. 3.4 For the purpose of calculating the longitudinal forces and its dispersion and distribution in case of existing bridges, clause 2.8 shall apply generally. For trains hauled by steam locomotives, the maximum tractive force may be assumed to be 25% of
4.
4.1 Critical speed is defined as the speed at which the external forcing frequency will be equal to one of the natural frequencies of the track-bridge-vehicle system, contributing to vertical response of the bridge. 4.2 Critical speed in the case of steam locomotives and for open web girders only may be calculated by any of the following methods: (i) by running trains at varying speeds across the bridge and determining the speed giving the maximum deflection
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(ii) by ascertaining the maximum static deflection under live load and applying the following formula:
V =
2C W +P ) d( P
critical speed in km/h circumference of driving wheels in m. dead load of the span in kN (t) per m equivalent live load in kN (t) per m run of the train on the span, at the position giving
(iii)
maximum Bending Moment, and d = maximum static deflection in m caused by the live load; and by the following approximate formula :
Where V C = = Where V L
V =
266 L
critical speed km/h and effective length of span in m.
W = P =
= =
4.3 Speed restrictions for open web girders for steam traction in the range of critical speed 10 km/h as determined in clause 4.2 should be avoided.
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APPENDIX II
MODIFIED BG LOADING-1987 BROAD GAUGE-1676 mm Equivalent Uniformly Distributed Loads (EUDL) in kilo Newtons (tonnes) on each track, and Coefficient of Dynamic Augment (CDA).
For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member under consideration. The Equivalent Uniformly Distributed Load (EUDL) for Bending Moment (BM), for spans upto 10m, is that uniformly distributed load which produces the BM at the centre of the span equal to the absolute maximum BM developed under the standard loads. For spans above 10m, the EUDL for BM, is that uniformly distributed load which produces the BM at one-sixth of the span equal to the BM developed at that section under the standard loads. EUDL for Shear Force (SF) is that uniformly distributed load which produces SF at the end of the span equal to the maximum SF developed under the standard loads at that section.
NOTE: (1) Cross girders The live load on a cross girder will be equal to half the total load for bending in a length L, equal to twice the distance over centres of cross girders. L for Coefficient of Dynamic Augment (CDA) shall be as laid down in clause 2.4.1 When loaded length lies between the values given in the table, the EUDL for Bending Moment and Shear Force can be interpolated. CDA= 0.15+8/(6+L) 6 50.0 50.0 52.9 61.0 67.5 72.1 79.3 85.5 90.5 95.9 100.4 104.4 108.9 113.3 117.7 123.4 129.0 1.000 1.000 1.000 1.000 1.000 .992 .950 .912 .877 .846 .817 .790 .765 .743 .721 .702 .683
(2)
(3)
L (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0
Total load for Bending Moment kN t 2 490 490 490 490 490 516 596 677 741 794 838 876 911 948 981 1010 1040 3 50.0 50.0 50.0 50.0 50.0 52.6 60.8 69.0 75.6 81.0 85.5 89.3 92.9 96.7 100.0 102.9 106.1
Total load for Shear Force kN 4 490 490 519 598 662 707 778 838 888 941 985 1024 1068 1111 1154 1210 1265 t 5
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APPENDIX II (Contd) 1 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 2 1070 1101 1282 1377 1475 1558 1631 1695 1751 1820 1886 1964 2039 2123 2203 2280 2356 2431 2506 2580 2654 2727 2874 3034 3191 3345 3498 3649 3798 3947 4094 4253 4658 5051 5436 5831 6220 6603 6986 3 109.1 112.3 130.7 140.4 150.4 158.9 166.3 172.8 178.5 185.6 192.4 200.3 207.9 216.5 224.7 232.5 240.2 247.9 255.5 263.1 270.6 278.1 293.0 309.3 325.3 341.1 356.7 372.1 387.3 402.4 417.4 433.7 474.9 515.1 554.3 594.6 634.3 673.3 712.4 4 1315 1377 1492 1589 1670 1740 1801 1853 1926 1999 2080 2168 2254 2337 2420 2503 2586 2668 2751 2833 2915 2997 3161 3325 3489 3652 3815 3978 4141 4304 4467 4630 5036 5442 5848 6254 6660 7065 7470 5 134.1 140.4 152.2 162.0 170.3 177.4 183.6 189.0 196.4 203.9 212.1 221.1 229.8 238.3 246.8 255.2 263.7 272.1 280.5 288.9 297.3 305.7 322.4 339.1 355.8 372.4 389.1 405.7 422.3 438.9 455.5 472.1 513.6 555.0 596.4 637.7 679.1 720.4 761.8 6 .666 .650 .621 .594 .571 .550 .531 .514 .498 .483 .470 .458 .446 .436 .426 .417 .408 .400 .392 .385 .379 .372 .361 .350 .340 .332 .324 .317 .310 .304 .298 .293 .281 .271 .263 .255 .249 .243 .238
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APPENDIX II (Contd) 1 90.0 95.0 100.0 105.0 110.0 115.0 120.0 125.0 130.0 2 7391 7796 8201 8606 9011 9415 9820 10225 10630 3 753.7 795.0 836.2 877.7 918.8 960.1 1001.4 1042.7 1083.9 4 7876 8281 8686 9091 9496 9901 10306 10711 11115 5 803.1 844.4 885.7 927.0 968.3 1009.6 1050.9 1092.2 1133.5 6 .233 .229 .225 .222 .219 .216 .213 .211 .209
EUDL for BM and Shear Force given in this Appendix are not applicable for ballasted deck for spans upto and including 8.0m for which Appendix II(a) is to be referred.
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APPENDIX II(a) MODIFIED BG LOADING-1987 BROAD GAUGE 1676mm 1. Equivalent Uniformly Distributed Load (EUDL) for Bending Moment in KiloNewton/(tonnes) for cushions of various depths and spans upto and including 8m. For Bending Moment L is equal to the effective span in metres.
NOTE: (1) (2) For intermediate values of L and cushions, the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effects.
EUDL for Bending Moment Cushion (mm) L 200 Metres 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 7.0 8.0 kN 268 379 416 435 446 454 490 571 655 722 776 822 894 965 t 27.4 38.7 42.5 44.4 45.5 46.2 50.0 58.2 66.8 73.6 79.2 83.8 91.2 98.4 kN 222 355 400 423 437 445 483 566 650 717 772 818 891 962 300 t 22.6 36.2 40.8 43.1 44.5 45.4 49.3 57.7 66.3 73.2 78.8 83.5 90.8 98.1 kN 188 330 384 410 427 437 476 564 645 713 768 815 887 959 400 t 19.2 33.7 39.2 41.9 43.5 44.6 48.6 57.5 65.8 72.7 78.4 83.1 90.5 97.8 kN 144 281 351 386 407 423 462 559 635 704 760 807 881 953 600 t 14.7 28.7 35.8 39.4 41.5 43.2 47.1 57.0 65.8 71.8 77.6 82.3 89.9 97.2
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APPENDIX II(a) (Contd...) 2. Equivalent Uniformly Distributed Load (EUDL) for Shear Force in Kilo-Newton/tonnes for cushions of various depths and spans upto and including 8m. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member.
NOTE: (1) (2) For intermediate values of L and cushions, the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effects.
EUDL for Shear Force L 200 Metres 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 7.0 8.0 kN 268 379 416 443 516 588 644 703 772 827 880 929 1007 1097 t 27.3 38.7 42.5 45.2 52.7 60.0 65.7 71.7 78.7 84.4 89.8 94.8 102.7 111.8 kN 222 355 400 429 499 572 630 688 757 814 867 917 996 1086 300 t 22.6 36.2 40.8 43.8 50.9 58.3 64.3 70.1 77.2 83.0 88.4 93.5 101.6 110.8 kN 188 330 384 416 482 555 616 673 743 801 853 905 986 1076 Cushion (mm) 400 t 19.2 33.7 39.1 42.4 49.1 56.7 62.9 68.6 75.7 81.7 87.0 92.3 101.0 109.7 kN 144 281 351 390 447 524 588 643 713 774 827 880 965 1055 600 t 14.7 28.7 35.8 39.8 45.6 53.5 60.0 65.6 72.7 79.0 84.3 89.8 98.4 107.6
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APPENDIX IV
METRE GAUGE 1000 mm EQUIVALENT UNIFORMLY DISTRIBUTED LOADS (EUDL) IN KILO NEWTONS (TONNES) ON EACH TRACK, AND COEFFICIENT OF DYNAMIC AUGMENT (CDA)
For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member under consideration. The Equivalent Uniformly Distributed Load (EUDL) for Bending Moment (BM), for spans upto 10m, is that uniformly distributed load which produces the BM at the centre of the span equal to the absolute maximum BM developed under the standard loads. For spans above 10m, the EUDL for BM, is that uniformly distributed load which produces the BM at one-sixth of the span equal to the BM developed at that section under the standard loads. EUDL for Shear Force (SF) is that uniformly distributed load which produces SF at the end of the span equal to the maximum SF developed under the standard loads at that section.
NOTE: (1) Cross girders - The live load on a cross girder will be equal to half the total load for bending in a length L, equal to twice the distance over centres of cross girders. (2) L for Coefficient of Dynamic Augment (CDA) shall be as laid down in Clause 2.4.1. (3) When loaded length lies between the values given in the table, the EUDL for Bending Moment and Shear Force shall be interpolated.
L (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5
MMG Loading1988 kN t 2 3 313.8 32.0 313.8 32.0 313.8 32.0 313.8 32.0 325.6 33.2 378.5 428.6 467.8 501.1 541.3 581.5 611.0 644.3 676.7 713.9 746.3 38.6 43.7 47.7 51.1 55.2 59.3 62.3 65.7 69.0 72.8 76.1
Total Load for Bending Moment ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 258.9 26.4 209.9 21.4 258.9 26.4 209.9 21.4 258.9 26.4 209.9 21.4 276.5 28.2 224.6 22.9 313.8 32.0 252.0 25.7 378.5 428.6 467.8 498.2 539.4 581.5 611.0 644.3 676.7 713.9 746.3 38.6 43.7 47.7 50.8 55.0 59.3 62.3 65.7 69.0 72.8 76.1 306.9 347.2 378.5 403.1 437.4 470.7 498.2 531.5 564.9 593.3 617.8 31.3 35.4 38.6 41.1 44.6 48.0 50.8 54.2 57.6 60.5 63.0
C Loading of 1929 kN t 8 9 158.9 16.2 158.9 16.2 170.6 17.4 197.1 20.1 218.7 22.3 255.0 283.4 304.0 331.5 357.9 381.5 401.1 428.6 450.1 472.7 489.4 26.0 28.9 31.0 33.8 36.5 38.9 40.9 43.7 45.9 48.2 49.9
CDA= 0.15+ 8/(6+L) 10 1.000 1.000 1.000 1.000 1.000 .992 .950 .912 .877 .846 .817 .790 .765 .743 .721 .702 I-31
APPENDIX IV (contd) Total Load for Bending Moment ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 773.7 78.9 640.4 65.3 800.2 81.6 661.0 67.4 827.7 84.4 683.5 69.7 884.6 90.2 724.7 73.9 953.2 1015.0 1076.8 1137.6 1202.3 1261.1 1316.1 1368.0 1421.0 1466.1 1518.1 1574.9 1625.9 1676.9 1743.6 1808.3 1869.1 1929.0 1990.7 2103.5 2221.2 2343.8 2466.4 2589.0 2691.9 2799.8 2902.8 3000.8 97.2 103.5 109.8 116.0 122.6 128.6 134.2 139.5 144.9 149.5 154.8 160.6 165.8 171.0 177.8 184.4 190.6 196.7 203.0 214.5 226.5 239.0 251.5 264.0 274.5 285.5 296.0 306.0 784.5 847.3 903.2 961.1 1015.0 1064.0 1111.1 1159.1 1202.3 1243.5 1288.6 1337.6 1380.8 1426.9 1482.8 1537.7 1588.7 1636.7 1685.8 1781.9 1891.7 2000.6 2102.5 2198.7 2290.8 2383.0 2471.3 2561.5 80.0 86.4 92.1 98.0 103.5 108.5 113.3 118.2 122.6 126.8 131.4 136.4 140.8 145.5 151.2 156.8 162.0 166.9 171.9 181.7 192.9 204.0 214.4 224.2 233.6 243.0 252.0 261.2 CDA= 0.15+ 8/(6+L) 10 .683 .666 .650 .621 .594 .571 .550 .531 .514 .498 .483 .470 .458 .446 .436 .426 .417 .408 .400 .392 .385 .379 .372 .361 .350 .340 .332 .324 .317 .310 .304 .298 I-32
L (m) 1 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0
MMG Loading1988 kN t 2 3 773.7 78.9 800.2 81.6 827.7 84.4 884.6 90.2 953.2 1015.0 1076.8 1137.6 1202.3 1261.1 1316.1 1368.0 1421.0 1466.1 1518.1 1574.9 1625.9 1676.9 1743.6 1808.3 1869.1 1929.0 1990.7 2103.5 2221.2 2343.8 2466.4 2589.0 2691.9 2799.8 2902.8 3000.8 97.2 103.5 109.8 116.0 122.6 128.6 134.2 139.5 144.9 149.5 154.8 160.6 165.8 171.0 177.8 184.4 190.6 196.7 203.0 214.5 226.5 239.0 251.5 264.0 274.5 285.5 296.0 306.0
C Loading of 1929 kN t 8 9 506.0 51.6 526.6 53.7 545.2 55.6 587.4 59.9 636.5 684.5 733.5 780.6 820.8 862.0 901.2 940.5 978.7 1020.9 1063.0 1105.2 1145.4 1189.5 1230.7 1275.8 1318.0 1357.2 1398.4 1490.6 1581.8 1666.1 1749.5 1830.9 1912.3 1994.7 2075.1 2154.5 64.9 69.8 74.8 79.6 83.7 87.9 91.9 95.9 99.8 104.1 108.4 112.7 116.8 121.3 125.5 130.1 134.4 138.4 142.6 152.0 161.3 169.9 178.4 186.7 195.0 203.4 211.6 219.7
APPENDIX IV (contd) L (m) 1 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 90.0 95.0 100.0 105.0 110.0 115.0 120.0 125.0 130.0 MMG Loading1988 kN t 2 3 3098.9 316.0 3334.3 340.0 3624.7 3901.2 4177.8 4452.4 4727.0 5000.6 5274.2 5547.8 5820.5 6092.1 6364.7 6636.4 6908.1 7179.7 7451.4 369.6 397.8 426.0 454.0 482.0 509.9 537.8 565.7 593.5 621.2 649.0 676.7 704.4 732.1 759.8 Total Load for Bending Moment ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 3098.9 316.0 2650.7 270.3 3334.3 340.0 2864.5 292.1 3559.8 3775.6 3971.7 4182.5 4393.4 4594.4 4786.6 4981.8 5177.9 5374.0 5565.3 5756.5 5952.6 6148.8 6335.1 363.0 385.0 405.0 426.5 448.0 468.5 488.1 508.0 528.0 548.0 567.5 587.0 607.0 627.0 646.0 3068.5 3267.6 3472.5 3664.7 3854.0 4059.0 4252.2 4440.5 4637.6 4828.9 5017.1 5202.4 5384.3 5571.2 5779.1 312.9 333.2 354.1 373.7 393.0 413.9 433.6 452.8 472.9 491.9 511.6 530.5 549.1 568.1 589.3 C Loading of 1929 kN t 8 9 2232.0 227.6 2421.3 246.9 2615.4 2811.6 3009.7 3205.8 3397.0 3587.3 3780.5 3968.8 4150.2 4341.4 4524.8 4707.2 4908.2 5079.8 5284.8 266.7 286.7 306.9 326.9 346.4 365.8 385.5 404.7 423.2 442.7 461.4 480.0 500.5 518.0 538.9 CDA= 0.15+ 8/(6+L) 10 .293 .281 .271 .263 .255 .249 .243 .238 .233 .229 .225 .222 .219 .216 .213 .211 .209
I-33
APPENDIX IV (contd) Total Load for Shear Force ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 258.9 26.4 209.9 21.4 285.4 29.1 231.4 23.6 343.2 35.0 278.5 28.4 378.5 38.6 306.9 31.3 428.6 43.7 347.2 35.4 478.6 514.8 567.8 614.9 653.1 685.5 716.9 755.1 790.4 818.9 845.3 870.8 904.2 933.6 1000.3 1061.1 1123.8 1182.7 1252.3 1312.1 1370.0 1425.9 1479.8 1531.8 1582.8 1637.7 1700.5 48.8 52.5 57.9 62.7 66.6 69.9 73.1 77.0 80.6 83.5 86.2 88.8 92.2 95.2 102.0 108.2 114.6 120.6 127.7 133.8 139.7 145.4 150.9 156.2 161.4 167.0 173.4 386.4 417.8 460.9 498.2 529.6 555.1 589.4 620.8 647.2 670.8 692.3 715.9 741.4 764.9 821.8 878.7 936.5 998.3 1052.3 1103.2 1153.3 1202.3 1250.3 1297.4 1341.5 1387.6 1443.5 39.4 42.6 47.0 50.8 54.0 56.6 60.1 63.3 66.0 68.4 70.6 73.0 75.6 78.0 83.8 89.6 95.5 101.8 107.3 112.5 117.6 122.6 127.5 132.3 136.3 141.5 147.2
L (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0
MMG Loading1988 kN t 2 3 313.8 32.0 313.8 32.0 364.8 37.2 416.8 42.5 452.1 46.1 478.6 535.5 580.6 615.9 653.1 685.5 716.9 755.1 790.4 818.9 845.4 870.9 904.2 933.6 1000.3 1061.1 1123.9 1182.7 1252.4 1312.2 1370.0 1425.9 1479.8 1531.8 1582.8 1642.7 1703.5 48.8 54.6 59.2 62.8 66.6 69.9 73.1 77.0 80.6 83.5 86.2 88.8 92.2 95.2 102.0 108.2 114.6 120.6 127.7 133.8 139.7 145.4 150.9 156.2 161.4 167.5 173.7
C Loading of 1929 kN t 8 9 158.9 16.2 188.3 19.2 233.4 23.8 250.1 25.5 283.4 28.9 310.9 343.2 375.6 401.1 422.7 445.2 472.7 493.3 512.9 530.5 549.2 570.7 590.4 611.9 658.0 708.0 758.1 805.1 850.2 893.4 936.5 979.7 1020.9 1063.0 1104.2 1148.4 1193.5 31.7 35.0 38.3 40.9 43.1 45.4 48.2 50.3 52.3 54.1 56.0 58.2 60.2 62.4 67.1 72.2 77.3 82.1 86.7 91.1 95.5 99.9 104.1 108.4 112.6 117.1 121.7
CDA= 0.15+ 8/(6+L) 10 1.000 1.000 1.000 1.000 1.000 .992 .950 .912 .877 .846 .817 .790 .765 .743 .721 .702 .683 .666 .650 .621 .594 .571 .550 .531 .514 .498 .483 .470 .458 .446 .436 .426 I-34
APPENDIX IV (contd) 1 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 90.0 95.0 100.0 105.0 110.0 115.0 120.0 125.0 130.0 2 1767.2 1832.9 1896.6 1960.3 2020.2 2081.0 2143.7 2267.3 2394.8 2518.3 2635.0 2747.8 2857.7 2964.6 3069.5 3172.5 3269.5 3538.4 3817.9 4095.4 4372.0 4647.5 4922.1 5196.7 5470.3 5744.0 6016.6 6289.2 6561.9 6834.5 7106.2 7377.8 7649.5 3 180.2 186.9 193.4 199.9 206.0 212.2 218.6 231.2 244.2 256.8 268.7 280.2 291.4 302.3 313.0 323.5 333.4 360.8 389.3 417.6 445.8 473.9 501.9 529.9 557.8 585.7 613.5 641.3 669.1 696.9 724.6 752.3 780.0 4 1767.2 1832.9 1896.6 1960.3 2020.2 2081.0 2143.7 2267.3 2394.8 2518.3 2635.0 2747.8 2857.7 2964.6 3069.5 3172.5 3269.5 3509.8 3744.2 3968.8 4191.4 4414.0 4624.8 4831.7 5042.6 5328.0 5444.7 5653.5 5858.5 6057.6 6257.6 6455.7 6656.8 5 180.2 186.9 193.4 199.9 206.0 212.2 218.6 231.2 244.2 256.8 268.7 280.2 291.4 302.3 313.0 323.5 333.4 357.9 381.8 404.7 427.4 450.1 471.6 492.7 514.2 543.3 555.2 576.5 597.4 617.7 638.1 658.3 678.8 6 1498.5 1555.3 1608.3 1657.3 1710.3 1763.2 1817.2 1929.9 2035.9 2138.8 2239.8 2337.9 2433.0 2527.2 2619.4 2710.6 2830.2 3020.4 3235.2 3446.1 3654.9 3859.9 4062.9 4265.9 4466.9 4666.0 4865.1 5062.2 5259.3 5455.4 5651.6 5846.7 6041.9 7 152.8 158.6 164.0 169.0 174.4 179.8 185.3 196.8 207.6 218.1 228.4 238.4 248.1 257.7 267.1 276.4 288.6 308.0 329.9 351.4 372.7 393.6 414.3 435.0 455.5 475.8 496.1 516.2 536.3 556.3 576.3 596.2 616.1 8 1240.5 1283.7 1325.9 1369.0 1410.2 1461.2 1503.4 1599.5 1687.7 1775.0 1861.3 1946.6 2030.0 2114.3 2196.7 2279.1 2360.5 2562.5 2761.6 2961.6 3157.7 3355.8 3549.0 3742.2 3940.3 4132.5 4328.7 4532.6 4713.1 4905.3 5099.5 5291.7 5481.9 9 126.5 130.9 135.2 139.6 143.8 149.0 153.3 163.1 172.1 181.0 189.8 198.5 207.0 215.6 224.0 232.4 240.7 261.3 281.6 302.0 322.0 342.2 361.9 381.6 401.8 421.4 441.4 462.2 480.6 500.2 520.0 539.6 559.0 10 .417 .408 .400 .392 .385 .379 .372 .361 .350 .340 .332 .324 .317 .310 .304 .298 .293 .281 .271 .263 .255 .249 .243 .238 .233 .229 .225 .222 .219 .216 .213 .211 .209
EUDL for BM and Shear Force given in this Appendix are not applicable for ballasted deck for spans upto and including 8.0m for which Appendices IV (a), IV (b), IV (c) and IV (d), as the case may be, are to be referred. I-35
APPENDIX IV(a)
MMG LOADING-1988 METRE GAUGE 1000 mm

Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depth and spans upto and including 8m For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member.
NOTE: (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effect.
(2)
L (m)
EUDL for Bending Moment cushion (mm) 200 kN t 19.2 25.6 27.8 28.8 29.5 32.7 37.7 42.4 46.5 49.9 58.3 64.3 71.4 kN 156 235 262 275 283 316 369 412 453 486 569 629 699 300 t 16.0 24.0 26.7 28.0 28.8 32.2 37.6 42.1 46.2 49.6 58.1 64.1 71.3 kN 98 188 230 251 264 305 358 403 444 477 563 623 694 600 t 10.0 19.2 23.5 25.6 26.9 31.1 36.6 41.1 45.3 48.6 57.4 63.5 70.8 kN 188 251 277 308 367 411 446 488 538 579 651 720 788 200
EUDL for Shear Force cushion (mm) 300 t 19.2 25.6 28.2 31.4 37.4 41.9 45.6 49.8 54.9 59.0 66.4 73.5 80.4 kN 156 235 265 298 355 400 436 476 528 569 642 711 780 t 16.0 24.0 27.1 30.3 36.2 40.8 44.5 48.6 53.8 58.1 65.5 72.6 79.6 kN 98 188 233 267 317 369 408 441 496 541 616 684 756 600 t 10.0 19.2 23.7 27.3 32.3 37.6 41.6 45.0 50.6 55.2 62.8 69.8 77.2
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 6.0 7.0 8.0
188 251 272 283 289 321 370 416 456 489 572 630 700
I-36
APPENDIX IV(b)
MGML LOADING - 1929

METRE GAUGE 1000 mm Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depth and spans upto and including 8m For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member.
NOTE: (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effect.
(2)
L (m)
EUDL for Bending Moment cushion (mm) 200 kN t 21.1 22.8 23.7 26.8 32.6 37.7 42.3 46.4 49.0 58.2 64.2 71.4 kN 194 216 227 262 316 369 412 452 479 569 629 698 300 t 19.8 22.0 23.1 26.7 32.2 37.6 42.0 46.1 48.8 58.0 64.1 71.2 kN 155 189 207 257 305 358 403 444 471 563 623 693 600 t 15.8 19.3 21.1 26.2 31.1 36.5 41.1 45.3 48.0 57.4 63.5 70.7 kN 207 238 293 336 384 433 479 523 573 650 720 787 200
EUDL for Shear Force cushion (mm) 300 t 21.1 24.3 29.9 34.3 39.2 44.2 48.8 53.3 58.4 66.3 73.4 80.3 kN 194 228 281 327 374 423 469 512 563 641 711 780 t 19.8 23.2 28.7 33.3 38.1 43.1 47.8 52.2 57.4 65.4 72.5 79.5 kN 155 197 247 295 341 339 438 483 532 616 684 756 600 t 15.8 20.1 25.2 30.1 34.8 39.7 44.7 49.3 54.2 62.8 69.7 77.1
1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 6.0 7.0 8.0
207 224 232 263 320 370 415 455 481 571 630 700
I-37
APPENDIX IV(c)
MGBL LOADING - 1929

METRE GAUGE 1000 mm Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depths and spans upto and including 8m For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member.
NOTE : (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effects.
(2)
L (m)
EUDL for Bending Moment cushion (mm) 200 kN t 17.1 18.5 19.2 21.7 26.5 30.5 34.3 37.6 39.7 47.2 53.7 59.9 kN 157 175 183 212 256 297 334 367 387 461 526 586 300 t 16.0 17.8 18.7 21.6 26.1 30.3 34.1 37.4 39.5 47.0 53.6 59.8 kN 126 154 168 209 247 293 328 360 381 456 521 583 600 t 12.8 15.7 17.1 21.3 25.2 29.9 33.4 36.7 38.9 46.5 53.1 59.4 kN 167 193 237 274 312 351 388 418 465 527 591 645 200
1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 6.0 7.0 8.0
168 181 188 213 260 299 336 369 389 463 527 587
I-38
APPENDIX IV(d) MG C CLASS LOADING - 1929 METRE GAUGE 1000 mm Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depth and spans upto and including 8m For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member.
NOTE: (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effects.
(2)
L (m) 200 kN 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 6.0 7.0 8.0 127 137 155 166 193 272 275 297 326 376 421 466
EUDL for Bending Moment cushion (mm) 300 t 12.9 14.0 15.8 16.9 19.7 27.7 28.0 30.3 33.2 38.3 42.9 47.5 kN 119 132 152 165 189 269 268 295 325 375 419 465 t 12.1 13.5 15.5 16.8 19.3 27.4 27.3 30.1 33.1 38.2 42.7 47.4 kN 95 117 139 164 182 261 267 290 320 371 416 462 600 t 9.7 11.9 14.2 16.7 18.6 26.6 27.2 29.6 32.6 37.8 42.4 47.1 kN 127 157 201 225 251 283 310 343 373 422 472 511 200
I-39
I-40
I-41
I-42
I-43
I-44
APPENDIX VI
762mm GAUGE Equivalent Uniformly Distributed Loads (EUDL) in kilo Newtons (tonnes) on each track, and Coefficient of Dynamic Augment (CDA) for 762 mm Gauge Bridges
For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member under consideration.
NOTE: (1) Cross girders The live load on a cross girder will be equal to half the total load for Bending in a length L, equal to twice the distance over centres of cross girders. (2) L for Coefficient of Dynamic Augment (CDA) shall be as laid down in Clause 2.4.1. When loaded length lies between the values given in the table, the EUDL for Bending Moment and Shear Force can be interpolated.
(3)
L (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0
H Class loading kN 2 189.3 189.3 240.3 304.0 338.3 372.7 392.3 416.8 441.3 465.8 485.4 509.9 544.3 568.8 588..4 603.1 617.8 627.6 642.3 681.6 750.2 863.0 t 3
Total Load for Bending Moment A B Class loading Class loading kN 19.3 19.3 24.5 31.0 34.5 38.0 40.0 42.5 45.0 47.5 49.5 52.0 55.5 58.0 60.0 61.5 63.0 64.0 65.5 69.5 76.5 88.0 4 159.8 159.8 205.9 259.9 279.5 299.1 343.2 372.7 397.2 421.7 441.3 456.0 470.7 485.4 505.0 524.7 549.2 578.6 608.0 632.5 657.0 676.7 t 5 16.3 16.3 21.0 26.5 28.5 30.5 35.0 38.0 40.5 43.0 45.0 46.5 48.0 49.5 51.5 53.5 56.0 59.0 62.0 64.5 67.0 69.0 kN 6 119.6 119.6 156.9 186.3 215.7 235.4 250.1 264.8 289.3 333.4 372.7 397.2 416.8 436.4 446.2 456.0 456.8 470.7 475.6 490.3 509.9 539.4 t 7 12.2 12.2 16.0 19.0 22.0 24.0 25.5 27.0 29.5 34.0 38.0 40.5 42.5 44.5 45.5 46.5 47.5 48.0 48.5 50.0 52.0 55.0
CDA=
91.5 91.5 + L
8 .989 .984 .979 .973 .968 .963 .958 .953 .948 .943 .938 .934 .929 .924 .920 .915 .910 .906 .901 .893 .884 .876
I-45
APPENDIX VI (Contd) Total Load for Bending Moment A B Class loading Class loading kN 4 711.0 784.5 843.4 882.6 921.8 961.1 1000.3 1039.5 1088.5 1127.8 1176.8 1225.8 1274.9 1323.9 1363.1 1412.2 1451.4 1539.6 1618.1 1696.6 1775.0 1853.5 1922.1 1980.9 2049.6 2108.4 2177.1 2343.8 2490.9 2638.0 2785.1 2932.2 t 5 72.5 80.0 86.0 90.0 94.0 98.0 102.0 106.0 111.0 115.0 120.0 125.0 130.0 135.0 139.0 144.0 148.0 157.0 165.0 173.0 181.0 189.0 196.0 202.0 209.0 215.0 222.0 239.0 254.0 269.0 284.0 299.0 kN 6 588.4 686.5 755.1 784.5 823.8 853.2 882.6 921.8 951.2 980.7 1019.9 1049.3 1088.5 1118.0 1157.2 1186.6 1216.0 1284.7 1353.3 1422.0 1490.6 1549.5 1618.1 1686.7 1745.6 1814.2 1873.1 2020.2 2147.7 2275.1 2373.2 2441.9 t 7 60.0 70.0 77.0 80.0 84.0 87.0 90.0 94.0 97.0 100.0 104.0 107.0 111.0 114.0 118.0 121.0 124.0 131.0 138.0 145.0 152.0 158.0 165.0 172.0 178.0 185.0 191.0 206.0 219.0 232.0 242.0 249.0
L (m) 1 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0
H Class loading kN 2 931.6 970.9 1029.7 1078.7 1127.8 1176.8 1225.8 1274.9 1323.9 1372.9 1422.0 1471.0 1520.0 1559.3 1598.5 1637.7 1676.9 1755.4 1833.8 1902.5 1971.1 2039.8 2098.6 2167.3 2235.9 2294.8 2353.6 2510.5 2667.4 2775.3 2824.3 2853.7 t 3
CDA=
91.5 91.5 + L
8 .867 .859 .851 .843 .836 .828 .821 .813 .806 .799 .792 .785 .779 .772 .766 .759 .753 .741 .729 .718 .707 .696 .685 .675 .665 .656 .647 .625 .604 .585 .567 .550
95.0 99.0 105.0 110.0 115.0 120.0 125.0 130.0 135.0 140.0 145.0 150.0 155.0 159.0 163.0 167.0 171.0 179.0 187.0 194.0 201.0 208.0 214.0 221.0 228.0 234.0 240.0 256.0 272.0 283.0 288.0 291.0
I-46
APPENDIX VI (Contd) Total Load kN (t) for Shear Force H A B Class loading Class loading Class loading kN t kN t kN t 2 3 4 5 6 7 237.3 24.2 189.3 19.3 149.1 15.2 264.8 27.0 215.7 22.0 166.7 17.0 308.9 31.5 250.1 25.5 196.1 20.0 362.8 37.0 294.2 30.0 225.6 23.0 397.2 40.5 323.6 33.0 250.1 25.5 421.7 451.1 485.4 505.0 524.7 544.3 568.8 598.2 627.6 657.0 681.6 711.0 740.4 769.8 833.6 897.3 951.2 1010.1 1068.9 1118.0 1176.8 1245.4 1314.1 1382.7 1441.6 1490.6 1529.8 1569.1 43.0 46.0 49.5 51.5 53.5 55.5 58.0 61.0 64.0 67.0 69.5 72.5 75.5 78.5 85.0 91.5 97.0 103.0 109.0 114.0 120.0 127.0 134.0 141.0 147.0 152.0 156.0 160.0 362.8 392.3 421.7 451.1 475.6 500.1 519.8 539.4 559.0 578.6 603.1 617.8 637.4 657.0 706.1 750.2 794.3 838.5 882.6 941.4 990.5 1039.5 1078.7 1127.8 1167.0 1206.2 1255.3 1294.5 37.0 40.0 43.0 46.0 48.5 51.1 53.0 55.0 57.0 59.0 61.5 63.0 65.0 67.0 72.0 76.5 81.0 85.5 90.0 96.0 101.0 106.0 110.0 115.0 119.0 123.0 128.0 132.0 274.6 304.0 323.6 343.2 362.8 382.5 402.1 421.7 441.3 460.9 475.6 495.2 514.8 534.5 573.7 612.9 652.1 696.3 735.5 774.7 823.8 863.0 902.2 941.4 980.7 1010.1 1039.5 1078.7 28.0 31.0 33.0 35.0 37.0 39.0 41.0 43.0 45.0 47.0 48.5 50.5 52.5 54.5 58.5 62.5 66.5 71.0 75.0 79.0 84.0 88.0 92.0 96.0 100.0 103.0 106.0 110.0
L (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0
CDA= 91.5 (91.5+L) 8 .989 .984 .979 .973 .968 .963 .958 .953 .948 .943 .938 .934 .929 .924 .920 .915 .910 .906 .901 .893 .884 .876 .867 .859 .851 .843 .836 .828 .821 .813 .806 .799 .792 I-47
APPENDIX VI (Contd.) Total Load kN (t) for Shear Force H A B Class loading Class loading Class loading kN t kN t kN t 2 3 4 5 6 7 1608.3 164.0 1343.5 137.0 1108.2 113.0 1657.3 169.0 1382.7 141.0 1147.4 117.0 1696.6 1735.8 1784.8 1824.0 1902.5 1971.1 2049.6 2128.0 2196.7 2265.3 2334.0 2402.6 2461.5 2530.1 2687.0 2853.7 3020.4 3177.4 3334.3 173.0 177.0 182.0 186.0 194.0 201.0 209.0 217.0 224.0 231.0 238.0 245.0 251.0 258.0 274.0 291.0 308.0 324.0 340.0 1422.0 1471.0 1510.2 1559.3 1637.7 1726.0 1804.4 1882.9 1951.5 2030.0 2098.6 2167.3 2235.9 2304.6 2461.5 2628.2 2785.1 2942.0 3089.1 145.0 150.0 154.0 159.0 167.0 176.0 184.0 192.0 199.0 207.0 214.0 221.0 228.0 235.0 251.0 268.0 284.0 300.0 315.0 1176.8 1206.2 1235.6 1274.9 1333.7 1402.4 1461.2 1529.8 1588.7 1657.3 1716.2 1765.2 1824.0 1882.9 2030.0 2177.1 2314.4 2451.7 2579.1 120.0 123.0 126.0 130.0 136.0 143.0 149.0 156.0 162.0 169.0 175.0 180.0 186.0 192.0 207.0 222.0 236.0 250.0 263.0
L (m) 1 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0
CDA= 91.5 (91.5+L) 8 .785 .779 .772 .766 .759 .753 .741 .729 .718 .707 .696 .685 .676 .665 .656 .647 .625 .604 .585 .567 .550
I-48
APPENDIX VII
MODIFIED BG LOADING-1987 BROAD GAUGE - 1676 mm Longitudinal loads (without deduction for dispersion).
NOTE: Where loaded length lies between the values given in the Table, the tractive effort or braking force can, with safety, be assumed as that for the longer loaded length.
L (Loaded length in metres) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0
Tractive effort kN 2 81 81 164 164 164 245 245 245 245 245 245 327 327 327 409 409 409 409 490 490 490 490 490 490 572 572 654 t 3 8.3 8.3 16.7 16.7 16.7 25.0 25.0 25.0 25.0 25.0 25.0 33.3 33.3 33.3 41.7 41.7 41.7 41.7 50.0 50.0 50.0 50.0 50.0 50.0 58.3 58.3 66.7
Braking force kN 4 62 62 123 123 123 166 184 184 184 184 184 221 221 221 276 276 276 276 331 331 331 331 368 368 386 386 441 t 5 6.3 6.3 12.5 12.5 12.5 16.9 18.8 18.8 18.8 18.8 18.8 22.5 22.5 22.5 28.1 28.1 28.1 28.1 33.8 33.8 33.8 33.8 37.5 37.5 39.4 39.4 45.0
L (Loaded length in metres) 1 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0
Tractive effort kN 2 654 735 735 735 735 735 735 817 817 899 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 t 3 66.7 75.0 75.0 75.0 75.0 75.0 75.0 83.3 83.3 91.7 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
Braking force kN 4 441 496 498 510 521 552 552 553 564 607 662 662 679 735 735 757 779 800 822 843 865 887 941 995 1049 1104 1158 1212 t 5 45.0 50.6 50.8 52.0 53.1 56.3 56.3 56.4 57.5 61.9 67.5 67.5 69.2 75.0 75.0 77.2 79.4 81.6 83.8 86.0 88.2 90.4 96.0 101.5 107.0 112.6 118.1 123.6
I-49
APPENDIX VII (Contd.) L (Loaded length in metres) 1 85.0 90.0 95.0 100.0 105.0 Tractive effort kN 2 981 981 981 981 981 t 3 100.0 100.0 100.0 100.0 100.0 Braking force kN 4 1266 1321 1375 1429 1483 t 5 129.1 134.7 140.2 145.7 151.2 1 110.0 115.0 120.0 125.0 130.0 L (Loaded Tractive effort kN 2 981 981 981 981 981 t 3 100.0 100.0 100.0 100.0 100.0 Braking force kN 4 1538 1592 1646 1700 1754 t 5 156.8 162.3 167.8 173.4 178.9
I-50
APPENDIX VIII
METRE GAUGE 1000mm Maximum Tractive Effort in kN (t) without deduction for dispersion on each track
NOTE: Where loaded length lies between the values given in the Table, the tractive effort can, with safety, be assumed as that for the longer loaded length.
Loaded length in (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0
Tractive effort MMG-1988 kN t 2 3 89.2 9.1 86.3 8.8 117.7 12.0 117.7 12.0 117.7 12.0 117.7 156.9 156.9 156.9 156.9 156.9 176.5 176.5 208.9 208.9 235.4 261.8 261.8 261.8 313.8 313.8 313.8 313.8 353.1 365.8 418.8 418.8 470.7 12.0 16.0 16.0 16.0 16.0 16.0 18.0 18.0 21.3 21.3 24.0 26.7 26.7 26.7 32.0 32.0 32.0 32.0 36.0 37.3 42.7 42.7 48.0 ML kN 4 89.2 86.3 84.3 87.3 97.1 113.8 125.5 134.4 139.3 148.1 155.9 161.8 165.7 170.6 175.5 180.4 183.4 186.3 188.3 194.2 202.0 207.9 213.8 218.7 223.6 228.5 231.4 233.4 t 5 9.1 8.8 8.6 8.9 9.9 11.6 12.8 13.7 14.2 15.1 15.9 16.5 16.9 17.4 17.9 18.4 18.7 19.0 19.2 19.8 20.6 21.2 21.8 22.3 22.8 23.3 23.6 23.8 BL kN 6 72.6 70.6 68.6 71.6 77.5 92.2 102.0 108.9 112.8 119.6 126.5 130.4 136.3 142.2 146.1 149.1 152.0 154.0 155.9 158.9 166.7 173.6 179.5 184.4 189.3 192.2 195.2 198.1 t 7 7.4 7.2 7.0 7.3 7.9 9.4 10.4 11.1 11.5 12.2 12.9 13.3 13.9 14.5 14.9 15.2 15.5 15.7 15.9 16.2 17.0 17.7 18.3 18.8 19.3 19.6 19.9 20.2 kN 8 54.9 53.0 55.9 62.8 67.7 76.5 83.4 87.3 93.2 98.1 102.0 104.9 109.8 112.8 116.7 118.7 119.6 122.6 124.5 129.4 135.3 140.2 145.1 150.0 153.0 155.9 157.9 160.8 C t 9 5.6 5.4 5.7 6.4 6.9 7.8 8.5 8.9 9.5 10.0 10.4 10.7 11.2 11.5 11.9 12.1 12.2 12.5 12.7 13.2 13.8 14.3 14.8 15.3 15.6 15.9 16.1 16.4
I-51
APPENDIX VIII (Contd) Loaded length in (m) 1 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 90.0 95.0 100.0 105.0 110.0 Tractive effort MMG-1988 kN t 2 3 470.7 48.0 470.7 48.0 470.7 470.7 522.7 522.7 575.7 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 627.6 48.0 48.0 53.3 53.3 58.7 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 64.0 ML kN 4 235.4 237.3 239.3 241.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 213.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 243.2 t 5 24.0 24.2 24.4 24.6 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 24.8 BL kN 6 199.1 201.0 203.0 205.0 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 206.9 t 7 20.3 20.5 20.7 20.9 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 21.1 kN 8 162.8 164.8 167.7 169.7 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 171.6 C t 9 16.6 16.8 17.1 17.3 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 17.5 I-52
APPENDIX VIII (Contd) Loaded length in (m) 1 115.0 120.0 125.0 130.0 Tractive effort MMG-1988 kN t 2 3 627.6 64.0 627.6 64.0 627.6 64.0 627.6 64.0 ML kN 4 243.2 243.2 243.2 243.2 t 5 24.8 24.8 24.8 24.8 BL kN 6 206.9 206.9 206.9 206.9 t 7 21.1 21.1 21.1 21.1 kN 8 171.6 171.6 171.6 171.6 C t 9 17.5 17.5 17.5 17.5
I-53
APPENDIX VIII(a)
METRE GAUGE 1000 mm Maximum Braking Force in kN(t) without deduction for dispersion on each track
NOTE: Where the loaded length lies between the values given in the Table, the braking force can, with safety, be assumed as that for longer loaded length.
Loaded length (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0
MMG-1988 kN t 2 3 56.9 5.8 55.9 5.7 78.4 8.0 78.4 8.0 78.4 8.0 78.4 117.7 117.7 117.7 118.7 122.6 125.5 129.4 156.9 156.9 156.9 196.1 196.1 196.1 235.4 235.4 235.4 240.3 247.1 274.6 313.8 313.8 353.0 353.0 356.0 8.0 12.0 12.0 12.0 12.1 12.5 12.8 13.2 16.0 16.0 16.0 20.0 20.0 20.0 24.0 24.0 24.0 24.5 25.2 28.0 32.0 32.0 36.0 36.0 36.3
Braking Force ML BL kN t kN 4 5 6 56.9 5.8 46.1 55.9 5.7 45.1 54.9 5.6 45.1 58.8 6.0 48.1 65.7 6.7 53.0 78.5 88.3 95.1 101.0 108.9 115.7 121.6 126.5 131.4 137.3 143.2 147.1 151.0 154.9 162.8 172.6 181.4 189.3 197.1 205.9 212.8 218.7 224.6 229.5 234.4 8.0 9.0 9.7 10.3 11.1 11.8 12.4 12.9 13.4 14.0 14.6 15.0 15.4 15.8 16.6 17.6 18.5 19.3 20.1 21.0 21.7 22.3 22.9 23.4 23.9 63.7 71.6 77.5 81.4 88.3 94.1 98.1 104.0 109.8 114.7 118.7 121.6 124.5 127.5 138.4 142.2 151.0 158.9 166.7 173.6 179.5 185.3 190.2 194.2 198.1
t 7 4.7 4.6 4.6 4.9 5.4 6.5 7.3 7.9 8.3 9.0 9.6 10.0 10.6 11.2 11.7 12.1 12.4 12.7 13.0 13.6 14.5 15.4 16.2 17.0 17.7 18.3 18.9 19.4 19.8 20.2
C kN 8 34.3 34.3 36.3 42.2 46.1 53.0 58.8 61.8 67.7 71.6 76.5 79.4 84.3 87.3 91.2 94.1 96.1 99.0 102.0 107.9 115.7 122.6 129.4 135.3 140.2 145.1 150.0 154.0 157.9 162.8
t 9 3.5 3.5 3.7 4.3 4.7 5.4 6.0 6.3 6.9 7.3 7.8 8.1 8.6 8.9 9.3 9.6 9.8 10.1 10.4 11.0 11.8 12.5 13.2 13.8 14.3 14.8 15.3 15.7 16.1 16.6 I-54
APPENDIX VIII(a) (Contd) Loaded length (m) 1 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 90.0 95.0 100.0 105.0 110.0 115.0 120.0 125.0 130.0 Braking Force ML BL kN t kN 4 5 6 239.3 24.4 203.0 245.2 25.0 207.9 250.1 25.5 211.8 255.0 26.0 216.7 260.9 26.6 222.6 267.7 273.6 278.5 284.4 294.2 303.0 313.8 322.6 332.4 338.3 345.2 351.1 356.0 360.9 371.7 380.5 387.4 392.3 398.1 404.0 408.9 412.9 415.8 419.7 423.6 426.6 429.5 433.5 436.4 439.3 27.3 27.9 28.4 29.0 30.0 30.9 32.0 32.9 33.9 34.5 35.2 35.8 36.3 36.8 37.9 38.8 39.5 40.0 40.6 41.2 41.7 42.1 42.4 42.8 43.2 43.5 43.8 44.2 44.5 44.8 227.5 232.4 236.3 240.3 249.1 257.9 267.7 275.6 281.5 288.3 293.2 299.1 304.0 308.9 318.7 328.5 335.4 343.2 349.1 355.0 360.9 366.8 370.7 375.6 380.5 384.4 388.3 392.3 395.2 400.1
MMG-1988 kN t 2 3 362.8 37.0 370.7 37.8 392.3 40.0 392.3 40.0 431.5 44.0 470.7 470.7 473.7 481.5 495.2 509.9 524.6 539.4 553.1 567.8 582.5 596.2 611.0 625.7 661.9 698.2 734.5 769.8 806.1 842.4 878.7 915.0 951.2 987.5 1022.8 1059.1 1095.4 1131.7 1168.0 1204.3 48.0 48.0 48.3 49.1 50.5 52.0 53.5 55.0 56.4 57.9 59.4 60.8 62.3 63.8 67.5 71.2 74.9 78.5 82.8 85.9 89.6 93.3 97.0 100.7 104.3 108.0 111.7 115.4 119.1 122.8
t 7 20.7 21.2 21.6 22.1 22.7 23.2 23.7 24.1 24.5 25.4 26.3 27.3 28.1 28.7 29.4 29.9 30.5 31.0 31.5 32.5 33.5 34.2 35.0 35.6 36.2 36.8 37.4 37.8 38.3 38.8 39.2 39.6 40.0 40.3 40.8
C kN 8 167.7 171.6 176.5 180.4 184.4 189.3 193.2 196.1 200.1 207.9 215.7 222.6 229.5 234.4 240.3 246.1 251.1 256.0 259.9 269.7 279.5 288.3 297.1 306..0 312.8 319.7 325.6 331.5 336.4 342.3 347.2 352.1 357.0 360.9 366.8
t 9 17.1 17.5 18.0 18.4 18.8 19.3 19.7 20.0 20.4 21.2 22.0 22.7 23.4 23.9 24.5 25.1 25.6 26.1 26.5 27.5 28.5 29.4 30.3 31.2 31.9 32.6 33.2 33.8 34.3 34.9 35.4 35.9 36.4 36.8 37.4 I-55
I-56
APPENDIX IX
BROAD GAUGE 1676 mm DERAILMENT LOADS FOR BALLASTED DECK BRIDGES

Sl. No. 1. Condition and approach Serviceability There should be no permanent damage i.e. the stresses shall be within the working permissible stress. Bridges with guard rails a) Two vertical line loads of 15 kN/m(1.5 t/m) each 1.6m apart parallel to the track in most unfavourable position inside an area of 1.3m on either side of track centre line. A single load of 100 kN(10t) acting in an area of 1.3m on either side of the track centre line in the most unfavourable position. Two vertical line loads of 50 kN/m (5t/m) each 1.6m apart parallel to the track in the most unfavourable position inside an area of 1.3m on either side of track centre line. A single load of 200 kN (20t) acting on an area of 1.3m on either side of track centre line in the most unfavourable position. Bridges without guard rails a) Two vertical line loads of 15 kN/m(1.5 t/m) each 1.6m apart parallel to the track in most unfavourable position inside an area of 2.25m on either side of track centre line. A single load of 100 kN(10t) acting in an area of 2.25m on either side of the track centre line in the most unfavourable position. Two vertical line loads of 50 kN/m (5 t/m) each 1.6m apart parallel to the track in the most unfavourable position inside an area of 2.25m on either side of track centre line.
b)
b)
2.
Ultimate The load at which a derailed vehicle shall not cause collapse of any major element.
a)
a)
b)
b)
A single load of 200 kN (20t) acting on an area of 2.25m on either side of track centre line in the most unfavourable position.
3.
Stability The structure shall not overturn.
Vertical line load of 80 kN/m (8t/m) with a total length of 20m acting on the edge of the structure under consideration.
Vertical line load of 80 kN/m (8t/m) with a total length of 20m acting on the edge of the structure under consideration.
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I-58
APPENDIX X
BROAD GAUGE LIVE LOAD DUE TO WORKING OF PLASSERS QUICK RELAY SYSTEM (PQRS)
5t 5t 2500 5t 5t
WHEEL LOAD DUE TO 9t PQRS PORTAL
C/L
4500 (DECK WIDTH)
5t
3472 (C/C OF PQRS RAILS)
5t
1736 1748 C/C OF RUNNING RAILS
TYPE II SLEEPER
BALLAST CUSHION
CROSS SECTION OF PQRS LOADING IN DECK

(All dimensions are in millimetres)
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I-60
I-61
I-62
I-63
I-64
I-65
I-66
I-67
I-68
APPENDIX XII
HEAVY MINERAL LOADING BROAD GAUGE - 1676mm Equivalent Uniformly Distributed Loads (EUDLS) in kilo - Newtons each track and Coefficient of Dynamic Augment (CDA)
For Bending Moment, L is equal to the effective span in metres. For shear, L is the loaded length in metres to give the maximum shear in the member under consideration. The Equivalent Uniformly Distributed Load (EUDL) for Bending Moment (BM), for spans upto 10m, is that uniformly distributed load which produces the BM at the centre of the span equal to the absolute maximum BM developed under the standard loads. For spans above 10m, the EUDL for BM, is that uniformly distributed load which produces the BM at one-sixth of the span equal to the BM developed at that section under the standard loads.
(tonnes) on
EUDL for Shear Force (SF) is that uniformly distributed load which produces SF at the end of the span equal to the maximum SF developed under the standard loads at that section.
Note: (1) Cross girders - The live load on a cross girder will be equal to half the total load for bending in a length L, equal to twice the distance over centres of cross girders. L for Coefficient of Dynamic Augment (CDA) shall be as laid down in Clause 2.4.1. When loaded length lies between the values given in the table, the EUDL for bending moment and shear can be interpolated.
(2)
(3)
L (m ) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0
Total Load for Bending moment kN 2 588 588 588 588 588 625 684 772 871 952 1020 1078 1127 1169 1217 1282 1340 t 3 60.0 60.0 60.0 60.0 60.0 63.7 69.8 78.7 88.8 97.1 104.0 109.9 114.9 119.2 124.1 130.7 136.6
Total Load for Shear Force kN 4 588 588 618 730 804 857 927 1020 1094 1155 1206 1270 1347 1414 1473 1525 1571 t 5 60.0 60.0 63.0 74.4 82.0 87.4 94.5 104.0 111.6 117.8 123.0 129.5 137.4 144.2 150.2 155.5 160.2
CDA= 0.15+8/(6+L) 6 1.000 1.000 1.000 1.000 1.000 0.992 0.950 0.912 0.877 0.846 0.817 0.790 0.765 0.743 0.721 0.702 0.683
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APPENDIX XII (Contd)

1 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 2 1392 1439 1585 1649 1740 1826 1932 2069 2190 2330 2456 2567 2669 2763 2872 2973 3080 3189 3293 3407 3513 3627 3845 4069 4297 4527 4756 4978 5180 5413 5649 5884 6472 7061 7649 8238 8826 9414 10003 3 141.9 146.7 161.6 168.2 177.4 186.2 197.0 211.0 223.3 237.6 250.4 261.8 272.2 281.7 292.9 303.2 314.1 325.2 335.8 347.4 358.2 369.9 392.1 414.9 438.2 461.6 485.0 507.6 528.2 552.0 576.0 600.0 660.0 720.0 780.0 840.0 900.0 960.0 1020.0 4 1612 1649 1768 1856 1978 2089 2218 2337 2471 2596 2707 2807 2916 3024 3140 3255 3375 3495 3621 3743 3857 3964 4185 4415 4652 4895 5122 5345 5575 5810 6051 6279 6848 7436 8006 8595 9164 9752 10322 5 164.4 168.2 180.3 189.3 201.7 213.0 226.2 238.3 252.0 264.7 276.0 286.2 297.4 308.4 320.2 331.9 344.2 356.4 369.2 381.7 393.3 404.2 426.8 450.2 474.4 499.2 522.3 545.0 568.5 592.5 617.0 640.3 698.3 758.3 816.4 876.4 934.5 994.4 1052.6 6 0.666 0.650 0.621 0.594 0.571 0.550 0.531 0.514 0.498 0.483 0.470 0.458 0.446 0.436 0.426 0.417 0.408 0.400 0.392 0.385 0.379 0.372 0.361 0.350 0.340 0.332 0.324 0.317 0.310 0.304 0.298 0.293 0.281 0.271 0.263 0.255 0.249 0.243 0.238
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APPENDIX XII (Contd)

1 90.0 95.0 100.0 105.0 110.0 115.0 120.0 125.0 130.0 2 10591 11180 11768 12356 12945 13533 14122 14710 15298 3 1080.0 1140.0 1200.0 1260.0 1320.0 1380.0 1440.0 1500.0 1560.0 4 10909 11483 12129 12657 13246 13833 14422 15009 15597 5 1112.4 1170.9 1236.8 1290.7 1350.7 1410.6 1470.6 1530.5 1590.5 6 0.233 0.229 0.225 0.222 0.219 0.216 0.213 0.211 0.209
EUDL for BM and Shear given in this Appendix are not applicable for ballasted deck for spans upto and including 8.0m for which Annexure XII(a) is to be referred.
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APPENDIX XII(a)
HEAVY MINERAL LOADING BROAD GAUGE-1676mm

1. Equivalent Uniformly Distributed Load (EUDL) for Bending Moment in kiloNewton/(tonnes) for cushions of various depths and spans upto and including 8m.
For bending moment L is equal to the effective span in metres.

Note: (1) (2) For intermediate values of L and cushions, the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effect.
L (m) 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 7.0 8.0 200 kN 322 455 499 522 535 544 586 651 741 844 928 997 1107 1200 t 32.8 46.4 50.9 53.2 54.6 55.5 59.8 66.4 75.6 86.1 94.6 101.7 112.9 122.4
EUDL for bending moment Cushion ( mm ) 300 400 kN t kN 266 27.1 225 426 43.4 396 480 48.9 460 507 51.7 492 523 53.4 512 534 54.5 525 579 59.0 570 643 65.6 636 735 75.0 729 838 85.5 833 923 94.1 917 992 101.2 988 1103 112.5 1099 1196 122.0 1193
t 22.9 40.4 46.9 50.2 52.2 53.5 58.1 64.9 74.3 84.9 93.5 100.7 112.1 121.7
600 kN 173 337 421 463 488 511 563 622 716 821 906 978 1090 1186
t 17.6 34.4 42.9 47.2 49.8 52.1 56.4 63.4 73.0 83.7 92.4 99.7 111.2 120.9
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APPENDIX XII(a)(Contd)
2.
Equivalent Uniformly Distributed Load (EUDL) for Shear in kilo-Newton/(tonnes) for cushions of various depths and spans upto and including 8m.
For shear L is the loaded length in metres to give the maximum shear in the member.
Note: (1) (2) For intermediate values of L and cushions, the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effect.
L (m) 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 7.0 8.0 200 kN 322 455 499 532 629 715 781 848 931 1014 1083 1140 1271 1406 t 32.8 46.4 50.9 54.3 64.1 72.9 79.6 86.5 94.9 103.4 110.4 116.2 129.6 143.4 300 kN 266 426 480 516 606 695 764 830 911 996 1067 1125 1254 1392
EUDL for shear Cushion ( mm ) t 27.1 43.4 48.9 52.6 61.8 70.9 77.9 84.6 92.9 101.6 108.8 114.7 127.9 141.9 400 kN 225 396 460 500 585 676 747 813 891 978 1050 1110 1238 1377 t 22.9 40.4 46.9 51.0 59.6 68.9 76.2 82.9 90.9 99.8 107.1 113.2 126.2 140.4 600 kN 173 337 421 469 541 637 714 781 852 943 1018 1081 1203 1347 t 17.6 34.4 42.9 47.8 55.2 65.0 72.8 79.6 86.9 96.2 103.8 110.2 122.7 137.4
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APPENDIX-XIII
HEAVY MINERAL LOADING BROAD GAUGE - 1676 mm

Longitudinal loads in kN/(tonnes) (without deduction for dispersion)
Note: Where loaded length lies between the values given in the table, the tractive effort or braking force can, with safety, be assumed as that for the longer loaded length.
L (Loaded Length in Metres) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0
Tractive Effort kN 2 98 98 196 196 196 245 294 294 294 294 294 327 327 327 409 409 409 409 490 490 490 588 588 588 588 588 654 654 t 3 10.0 10.0 20.0 20.0 20.0 25.0 30.0 30.0 30.0 30.0 30.0 33.3 33.3 33.3 41.7 41.7 41.7 41.7 50.0 50.0 50.0 60.0 60.0 60.0 60.0 60.0 66.7 66.7 kN 4
Braking Force t 5 62 62 123 123 123 166 184 184 184 184 184 221 221 221 276 276 276 276 331 331 331 331 368 368 386 386 441 441 6.3 6.3 12.5 12.5 12.5 16.9 18.8 18.8 18.8 18.8 18.8 22.5 22.5 22.5 28.1 28.1 28.1 28.1 33.8 33.8 33.8 33.8 37.5 37.5 39.4 39.4 45.0 45.0
I-75
APPENDIX XIII (Contd) L (Loaded Length in Metres) 1 20.0 21.0 22.0 23.0 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 90.0 95.0 100.0 105.0 110.0 115.0 Tractive Effort kN 2 735 735 785 882 882 882 882 882 899 981 981 1079 1177 1177 1177 1177 1177 1177 1177 1177 1177 1250 1324 1324 1324 1324 1324 1324 1324 1324 1324 1324 1324 1324 t 3 75.0 75.0 80.0 90.0 90.0 90.0 90.0 90.0 91.7 100.0 100.0 110.0 120.0 120.0 120.0 120.0 120.0 120.0 120.0 120.0 120.0 127.5 135.0 135.0 135.0 135.0 135.0 135.0 135.0 135.0 135.0 135.0 135.0 135.0 kN 4 496 498 510 521 552 552 553 564 607 662 662 679 735 735 757 779 800 822 843 865 887 941 995 1064 1133 1206 1286 1364 1443 1522 1600 1680 1758 1837 Braking Force t 5 50.6 50.8 52.0 53.1 56.3 56.3 56.4 57.5 61.9 67.5 67.5 69.2 75.0 75.0 77.2 79.4 81.6 83.8 86.0 88.2 90.4 96.0 101.5 108.5 115.5 123.0 131.1 139.1 147.1 155.2 163.2 171.3 179.3 187.3 I-76
APPENDIX XIII (Contd) L (Loaded Length in Metres) 1 120.0 125.0 130.0 Tractive Effort kN 2 1324 1324 1324 t 3 135.0 135.0 135.0 kN 4 1916 1995 2074 Braking Force t 5 195.4 203.4 211.5
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APPENDIX XIV
DERAILMENT LOADS FOR BALLASTED DECK BRIDGES (H.M. LOADING)

Sl. No. 1. Condition and approach Serviceability There should be no permanent damage i.e. the stresses shall be within the working permissible stress. Bridges with guard rails Bridges without guard rails
a) Two vertical line loads of 15 kN/m(1.5 t/m) apart each 1.6m* parallel to the track in most unfavourable position inside an area of 1.3m on either side of track centre line. b) A single load of 100 kN(10t) acting in an area of 1.3m on either side of the track centre line in the most unfavourable position. a) Two vertical line loads of 100 kN/m (10t/m) apart each 1.6m* parallel to the track in the most unfavourable position inside an area of 1.3m on either side of track centre line. b) A single load of 240 kN (24t) acting on an area of 1.3m on either side of track centre line in the most unfavourable position A Vertical line load of 120 kN/m (12t/m) with a total length of 20m acting on the edge of the structure under consideration.
a) Two vertical line loads of 15 kN/m(1.5 t/m) each 1.6m apart parallel to the track in most unfavourable position inside an area of 2.25m on either side of track centre line. b) A single load of 100 kN(10t) acting in an area of 2.25m on either side of the track centre line in the most unfavourable position. a) Two vertical line loads of 100 kN/m (10t/m) each 1.6m* apart parallel to the track in the most unfavourable position inside an area of 2.25m on either side of track centre line. b) A single line load of 240 kN (24t) acting on an area of 2.25m on either side of track centre line in the most unfavourable position. A Vertical line load of 120 kN/m (12t/m) with a total length of 20m acting on the edge of the structure under consideration
2.
Ultimate The load at which a derailed vehicle shall not cause collapse of any major element.
3.
Stability The structure shall not overturn.
* The distance 1.6m is based on Broad Gauge distance 1.67m as adopted for derailment loads for MBG loading.
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APPENDIX XV
I-81

Indian Railway Bridge Rules Load Specifications

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Indian Railway Bridge Rules Load Specifications

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GOVERNMENT OF INDIA MINISTRY OF RAILWAYS (Railway Board)

INDIAN RAILWAY STANDARD

ADOPTED 1941 INCORPORATING A & C SLIP NO. 33, YEAR : 2005

ISSUED BY RESEARCH DESIGNS AND STANDARDS ORGANISATION LUCKNOW - 226011

Description Scope Loads

Sl.No. Appendix I Appendix II Appendix II(a)

Appendix III Appendix III(a) Appendix IV

Forces due to eccentricity of track Temperature effect

For Metre Gauge-1000mm

For Narrow Gauge-762 mm

For effective spans over according to the formula:

400 17 W P = 13.3 + kPa L 142.8

400 17 W 2 P = 13.3 + kg/m L 1.4

2.3.3.2 Floor Connections (a)

2.3.4 Longitudinal and Distribution of Railway Live load

Spans above 8m both for BG and MG for all cushions.

Span and types 5.2 Depth of cushion 600mm and above.

2.3.4.2 Dispersion of railway live loads shall be as follows:

span on each side of the loaded area in the case of

7.32 for BG B + 5.49

5.49 for MG B + 4.27

WV2 C = OR in MKS Units 12.95R 127R

Metre and Narrow Gauge Bridges Foot-bridges

Values of Basic Horizontal Coefficient in Different Zones Zone No. V IV III II I

Basic horizontal seismic coefficient 0.08 0.05 0.04 0.02 0.01

Design Seismic Coefficient

Basic horizontal seismic coefficient (see clause 2.12.3.3)

2.12.8.1 In case of important bridges where there is a possibility of amplification of

TABLE Value of for different soil-foundation systems (Clause 2.12.4.3)

MMG LOADING-1988 METRE GAUGE 1000 mm

MGML LOADING - 1929

MGBL LOADING - 1929

BROAD GAUGE 1676 mm DERAILMENT LOADS FOR BALLASTED DECK BRIDGES

Stability The structure shall not overturn.

WHEEL LOAD DUE TO 9t PQRS PORTAL

4500 (DECK WIDTH)

CROSS SECTION OF PQRS LOADING IN DECK

APPENDIX XII (Contd)

APPENDIX XII (Contd)

HEAVY MINERAL LOADING BROAD GAUGE-1676mm

For bending moment L is equal to the effective span in metres.

HEAVY MINERAL LOADING BROAD GAUGE - 1676 mm

DERAILMENT LOADS FOR BALLASTED DECK BRIDGES (H.M. LOADING)

Stability The structure shall not overturn.

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