IRC 6-1966

STANDARD SPECIFICATIONS
AND
CODE OF PRACTICE
FOR
ROAD BRIDGES
SECTION 11

LØADS AND STRESSES

AN ROADS CONGRESS

<<
 IRC 6-1966

STANDARD SPECIFICATIONS c
1X .~~tk1
AND
CODE OF PRACTICE
FOR
ROAD BRIDGES
SECTION II
LOADS AND STRESSES

S.

Published by
THE INDIAN ROADS CONGRESS,
Jamnagar House, Sbahjahan Road,
New Deihi-ilOOl I
1974

(Packing & PriceRs 5+00

F ostage exfta)

<<
IRC 6-1966

Firstpublished in December, 1958

Reprinted: May, 1962
Reprinted: September~1963
2nd Edition: October, 1964
3rd Edition in Metric Units: October, 1966
Rcpri~t~
Reprinted: March, 19t2 (incorporates Amendment No. 1—Nov.1971)
Reprinted: February 1974 (Incorporates Amendment No. 2—Nov.
1972)
Reprinted: August 1974 (Incorporates Amendment No. 3—April
1974)

(Rights of Publication and of Translation are reserved)

Printed at PRINTA1D, East of Kailash, New Delhi

<<
 ER( 61966

CONTENTS

~ection II

LOADS AND STRESSES

Clause No, Page No.

201 Classification .. 4
202 Loads, Forces and Stresses ., 5
203 Pcrmissihk Increase in the Workmg Stresses ui
any Structural Member under Variqus Combi-
nations of Loads, Forces and Stresses given in
Clause 202 6
204 Deleted ~... 6
205 Dead Load 6
206 Traffic Lanes ..,, 8
207 Live Loads 8
208 Reduction in the Intensity of Live L9ad Stress-
es on Bridge.s accommodating more than two
Traffic Lanes 12
209 Footway, Kerb, Railings and Parapet Loading 13
210 TraMway Loading .. 15
211 impact 16
212 Wind Load 19
.

213 Horizontal Forces due to Water Currents ,., 22

214 Longitudinal Forces 25
215 Centrifugal Forces ... 27
216 Buoyancy 27
.

217 Earth Pressure 28

218 Temperature Effects 31
219 Deformation.. Stresses 32
220 .. Secondary Stresses ~.. 32
221 Erection Stresses ~., 32
.

222 Seismic Force 33

Platt F Curves showing Fqunahnt Heights ol
—

Surcharge of Barth 35
Appendix I—Hypothetical Vehicles Rn Classifi-
cation of Vehicles and Bridges (Revised) 37
<<
IRC :6-1966

INTRODUCTION

The brief history of the Bridge Code given in the in..troduction

to Section 1 ‘General Features of Design’ applies to Section H also.
generally. The draft of Section Ii for “Loads and Stresses” as dis-
cussed at the Jaipur Session of the Indian Roads Congress in 1946
was considered further at a number of meetings of the Bridges Com —

mittee for linalisation, in the years 1957 and 1958, the work of
hnahsing the draft was pushed on vigorously by the Bridges Corn-
mittee constituded as follows
Shri S.L. Bazaz Convenor
~.,,

Shri M,P, Nagarsheth + Member-Secretary

...

(i) Location, Laynut and Hydraulics Division

Shri H.P. Sinha
+ Brig. S,K, Bose.. Representative, E-in-C’s Branch, AHQ.
Shri ‘U.J. Bhatt
Shri Baleshwar Nath Rcprestnting the C B I & P
Dr. K.L. Rao .,,Representipg the C.W.& P.C.

(ii) Substructure and Superstructure Division

~+hriH.P. Sinha Shri MV. Jogiekar Shri~S,I.Joshi
Shri K,F, Antia , Shri S.K. Ghosh Shri P.C. Poonen
Shri D.S. Desai Shri K.K. Nam’biar Shri S’.S. Varma

2... At the Bridges Committee meeting held at Bombay in

August 1958, all the con, ments received till then on the different
clauses of this Section were disposed oil fnaily and a Drafting Com-
mittee consisting of Sarvashri S.B. Joshi, K.K. Nambiar, K.F Antia
and S,K. Ohosh was appointed to work in conjunction with the
officers of the Roads Wing ihr finalising this Section.

This Cornmittce at its meeting held at New Delhi in Septem

ber 1958 and later through correspondence finalise4 Se9tion II of
the Code which was printed in1958, reprinted in 1962 and 1963.

hi second edition ot Section ¶1 of the Code (1964 edition)

included all the amendments, additions & alterations made by the
Bridges Committee in their meetings held from time to time.
.

<<
 IRC : 6~1966
The Executive Committee of the indian Roads Congress
approved the publication of the third edition in metric units, in 1966.

The Bridges. Committee at its meeting held in 1971 approved

certain amendments ip. the light of the Fourth Revision of Section 1
and the publication of Section lEE. These amendments, vide
Amendment No. I of November 1971 ‘(amending clauses 204, 207,
209, 212 and 216) and No. 2 of November 1972, (regarding sub-
clause 201.1) have been included in this Edition. The present reprint
also incorpori~tes Amendment No. 3, April 1974, regarding sub-
clause 211.2 and erratum to sub-clause 209.4 (c).

3
<<
i sc : 6—1966

LOADS AND STRESSES

SCOPE The. object of the Standard Specifications and Code

of Practice is to establish a cpmm.on procedure for the design and
construction of road’ bridges in India. This publication is meant
to serve as a. guide to ‘both the design engineer and the construction
engineer but compliance with the rules therein does not relieve them
in any way of their responsibility fOr the stability and soundness of
the structure designed~’anderected by them. The design an’d con-
struct ion of’ road bridges require an extensive and thorough know-
ledge o’f the science and technique involved and should be entrust ed
only to spccially qualified engintirs s~ ith idcquatt. pr ictical cxperi
ence in bridge engineering and capable of ensuring careful execu-
tion of work.

201. CLASSIFICATION
201.1. Road bridges and culverts shall be divided into classes
according to the loadings they are designed to carry.

LR.C, Class AA Loading :.—This loading is to be adopted with-

in certain municipal limits, in certain existing or con templated indus-
trial areas, in other specified areas, and along certain specified high-
ways. Bridges designed for Class AA Loading should he checked
for Class .A Loading also, as under certain conditions, heavier stress-
es may be obtained under Ck.iss..A ‘Loading.
NOTE, : “Where Class 70-5. is sp~cffled,ii shall he used in place of IRC
Class AA loading’’,
I,R.C. ‘Class A Loading i—This loading is to be nornmlly adopt-
ed on all roads on which permanent bridges and culverts are cons-
tructed.

LR.C. Class B Loading ‘This loading is to be normally adopt-

ted fin temporary structures and for bridges in specified areas.
Structures ‘with timber spans are to be regarded as tem’porary strdc—
tures tir the purpose of this Clause.

For particulars of the above three types of Icading, see Clause

207.

4
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 IRC : 6-1966
201,2. Existing bridges which were not originally constructed
or later” strengthened to take one of the above specified l.R.CT+
Loadings will he classified by giving each a number equal to that
of the highest slandard load class whose effecti it can safely with-
stand.

Appendix I gives the essential data regarding the limiting loads

in each bridge class, ‘and forms the’ basis for the classification of
bridges.
201.3. individual bridges and culverts designed to take elec-
tric tramways or other special loadings and not constructed to take
any of the loadings described in Clause 201.1 shall be classified in
the appropriate load class indicated in Clause 201.2.

202. LOADS, FORCES AND STRESSES

202.1. The loads, forces and stresses to be considered in
designing road bridges and culverts are
I. Dead load,
2. Live load,
3. lmpact or dynamic effect of the. live load,
4. Wind load,
5. Horizontal forces due to water currents,
6. Longitudinal forces caused by the tractive effort of
vehicles or by braking of vehicles and/or those caused
by restraint to movement of free bearings,
7. Centrifugal forces, +

8. Buoyancy,
9. Earth pressure,
10. Tcmperature stresses,
I. Deformation stresses,
12. Secondary Stresses,
13. Erection stresses.
14. seismic forces.

202.2. All members shall be designed ‘to sustain safely the

various loads, forces and stresses that can co-exist, and all calcula-
tions shall tabulate distinctly the various comibinations of the above
loads and stresses covered by the design.

<<
 IRC :6-1966
*203 PERMISSIBLE INCREASE IN THE WORKING
STRESSES IN ANY STRUCTURE MEMBER UNDER
VARIOUS COMBINATiONS OF LOADS, FORCES AND
STRESSES GIVEN IN CLAUSE 202

203.1. The permise.ihle working stresses shalt not be exceedel

fur any combination of the loads and forces,’ specified in items I to 9
of Clause 202.1, that van co-exist.

203.2. When the effects of temperature stresses are also add-

ed, the permissible working stresses may be increased by 15 per cent.

203.3. When the combined effects of any combinations of any

of the forces specified in items 10 to 13 are added, the permissible
working stresses may be exceeded by 25 per cent, and

203.4. When the effects of seismic forces are also considered

.

in addition to those from any combination of the loads and forces

specified in items I to 3 and 5 to 13 of Clause 202.1 that can occur,
the permissible working stresses may be exceeded by 50 per cent,
provided always that (i) under the combined effects of loads and
tbrces specified in items 1 to 13 of Clause 202.1, the permissible
working siresses shall not exceed by more than 25 per cent, and (ii)
this excess does not result in the stresses in any steel member
increasing beyond the yield point.
Pio:~’: The conditions laid down for different combinations should be
simultaneously satisfied.

**204 DELETED

205+ DEAD LOAD

The dead load carried by a girder or member shall consist of

the portion of the weight of the superstructure (and the fixed loads
carried thereon) which is supported wholly or in part by the girder
or member including its own weight.’ The following tin it weights of
materials shall be used in dermining loads, .+unless the unit weights
have been determined by actual weighing of representative samples

tProvisions made under Clause 203 shall not be applicable in case of

coocreate, masonry or steel structures for which a reference shall be made to the
relevant clauses of I S.C. Standard Specifications and Code of Practice for
Road Bridges Sections lIE, IV & V
**Deleted, as relevant provisions are covered in tRC : 5-1970, Standard
Specifications and Code of Practice for Road Bridges-Section 1.

<<
 IRC 6-1966

of the materials in question, in which case the actual weights as thus

determined shall be used

Weight per
Materials cu. m. in
ton nes

1. Ash lar (granite) ‘ ... 2.7

2. Ashlar (standstond) ... 2.4
3. Stone setts
(a) Granite ... 2.6
(h) Basalt ... 2.7
4. Ballast (stone screened, broken, 2.5 cm
to 7.5 cm gauge, loose):
(a) Granite .,, 1.4
(b) Basalt ,,, 1 .6
5. Brickwork (pressed) in cement mortar ... 2.2
.6. Brickwork (common) in cement mortar .,. 1.9
7. Brickwork (common) in lime mortar ... 1.~

8. Concrete (asphalt) ... 2.2

9. Concrete (breeze) ‘ ... r.4
10. Concrete (cement—plain) , ... 2.2
11. Concrete (cement plain with plums) ... 2.3
12. Concrete (cement—reinforced) ... 2.4
13. Concrete (cement—prestressed) ... 2.5
14. Concrete (lime—brick aggregate) ,,, is
15. Concrete (lime- stone aggregate) ,,, 2.1
16. Earth (compacted) . , ,,,

17. Gravel ‘ i.s

18. Macadam (h~nderpremix) ... 2.2
19. Macadam (rolled) ,~, 2.6
20. Sand (loose) ... 1.4
21. Sand (wet compressed) ,,, I .9
22. Coursed rubble stone masonry (cement
mortar) .2.6
7

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IRC :6~i966

Weight per
Materials cu.m. in
ton nes
23. Stone masonry (lime mortar) 2.4
24.. Water ,,; 1.0
25. Wood .., 08
26. Cast iron ... 7.2
27. Wrought iron
28 Steel (rolled or dast) ,,, 7.8
206. TRAFFIC LANES
The number of traffic lanes on a bridge shall be determined by
the maximum intqgral number of trains of standard Class A vehicles
described in Clause 207, which can be accommodated on the clear
itin tgt~sa~ s~idthof tho hi idgt w nh thc vU ides ti a~ethng par slId
to the length of the bridge and leaving the minimum clearances
specified in Clause 207.
All new bridges shall be of either one-lane, two-lane, or ibur-
lane width. Three_ian:e:ihridges shall not he co~structed. in the
case of four-lane or multiples of two-lane bridges, at least l.2ni wide
central verge shall be provided.

207. LIVE LOADS

207.! Details of LR.C. Loadings
207,1.1. For bridges classified under Clause 20!. 1 the design-
ccl live load shall consist of standard wheeled or tracked~ vehiclO or
trains of vehicles as illustrated in Figs. I to 3 and Appendix I. The
trailers attached to the driving unit are not to he considered~as
detachable.
207 12 Within the herb to kerb width of tht. roadssay the
standard vehicle or train shall be assumed to travel parallel to the

TRACKED VEHIcLE
Fig. ~h Class AA tracked and wheeled vehicles (Clause 207,1)
8

<<
 l:g 1 1’ (‘ontd,) ‘IRC : 61 966
Notv
l—~——COUIACS WAY WIDTH ‘~~S’~S I . “1’ he sin ye to
tail cpa~ing bet
%s’i en iwo r,iIcein’r,i;n’,’v
i’chiele,,i yh;:ill not
lii;r linri

Iv it I, i.’

whiv,,ticner ei~’i.nico
1
3Si’ONNES “~‘ii’L I
ii~I5it~~p
TONNES ~h~yll(dl L’.lr1~nLlereLl
l~sCl Ii
1 Li iitt SL
TRAdED VEHICLE No flhiyr lis C
~— CARRIAGEWAY WIDTH ———*‘-—s~’ nhvill be cmion
vIe red 0 0 9 liv
iiII II’iii 5,5
m Hits ——~“*4 ole carriagewaY of
the bridge why
above merit i oii cit
train or ychiclys III
crossing the hridee.
It t~—~I,I$m—~4
3 niasi
~ I ( ~r~cgnnh ‘ mum buds rrr
svliceleui vcltiolv
shall he SI) tinoncu
for ii iiflr 5: aisle

hi’gi~of m’’’:m asIc’s

staa ceLl n
than 1.2 r ceimimesL
4. T he con or ormu
cbearanc:e b”uu~ccn
thc’ vinyl face i:nl ihe
kerl:i and tIne oumor
625 TONNES 625 TONNES edge iii’ tIie wIsed
O,H_~lL:Hl~
or track, ( sh::iib
fr,.~,.~ iii ,..,f,,, .*+,__:uIi,HSl
the as tinder

:!E~:4 ~ Et Carriageisa~ %Iinhnuni

ss’id th 55~toe or t’

Single l.,ane Bridges

3.8 in arid (1.3 rn
ahou’e

MW il~L,ane Bridges
S..
Less shari
5,5 10
5~5sri or 1,2 ni
Plan above
WHEELED VEHICLE
Fig. 1. Class A’~tracked and wheeled vehicles lClaus~207.1)

<<
 ac:.. 6~t9Yi
I... lIhdflI~J~I’I

I -‘i”——’ “

fl ifiC H 7
ii’ Si’ A UI h’W ~ U ‘Ii it

class A train of vehicles No t~t’,s

the T’iOtitl to tiiit dustance hilti%iIle’ri
si,i.cgesiiise trains shall irot he less shari
i,,~i
1ni,
W ‘2( No cithei’ liae boast shunt! crlver
any part cif the crirria~ewr’iy when a
train ci vehicles br trains i:ik’ vehicles’
multi—lane hridge)I is crossing the
bridge,
3. The irroaisd cnrit:ict area cit tine
siheebs stiutil be. as cinder:

c:iroonci contcict area

IN 1\mule loan:!

lvi nrtn:’ s
B irniri runt

11.4 250 500

6.8 2011 380
2,7 ISO 200

4, The minirniunt cteararnt:e, /~bet-

ween outer edge ot’ the wheel arid the
roadway lace of the kerb, and the
rninirriurn clearance, g, between the
outer edges of passing or crossing
vehicles sun multi lane bridges shall be
as given bet ow

4 is
itoowoC _______
eMS iItrwAs

550’~

eric
II carriigeway I
Hw Pln~
width
5,5 ni to
Drising selsicle IJn itomm l3~inenea s - ~f -
7.5 rn ing rrom 0.4 sri ~—
Fig. 2 to [2 in
(‘lass ‘A’ trisin of selsicles Ahove 7 5 rn 1.2 ni
i,(:’Itittse 207, I) — ‘I

<<
 ‘Ii I II II

iiiiIO”I LIII ‘“ I ,, NIiIIli’aiiI~~II

a iJ ~ H1IiI~1IIE, a 1:1 $ ,,11J 1

(‘las’s’ Ft tririni or
3’IIIui’ r
I. I’l’in,:i’’: rI’s,:’ Ii rail .H’~:’ri’:’,,
ii’c:ril s’n:L::L:u:s’,ii y: ii’~iimu’, ::Iu,iII ii ‘u ii,’
wfl I 8.4 as
2 ‘Ni otiul,”n’ H,,: Ii”: ii
I..’
In In of ri::’ Ii iud,’s (In r ira iu
iii iii in-Ian .:‘ Ic’ ]iIIL~di 1.1 ~ ii:,
in:! en’.
7, Thu: ilI,VinIb CiII’[,,I.:’: dliii
is !se’i::I ‘r sun II tin: uu.s

nun iii,’
01:91 mit

:1’ Li .:i ~:ii

a, I,ii nI’’II’I’’Li’ ~

‘gsa,,

I [Ilki [~{I

4 Thu ntininucns cle,.tvanr,e,.

I’ll ihIc’ i’’hi:,~l eeL I ii
i’irai:Ii’rui’i’ (‘a,:n:: rd thy’ icc—it’n, niH h,’

asil I I il I lIlt 5i I ii IL ill I II

on :nnuW-Iani,:’ hr it:..:,:’.i., I: it
hens
Ii::
Iu[irridismei,s’ as’ ii’
il: tu I

Pier
FIr i’s ml, s’t’hicle udnullu IiiriliIIIiIl till i
iii sii’i~n, I’ri.’:’i’r it i Ii~: n::
Fig, 3 ‘ 1.2. no ,
(‘tuis~,93’ train of velui.’ies AI.uiusc’ 7:5 us 1.2 ri ::
(f~Iuuuisi.2i.i?.l i

<<
I~ (“ + (.~+ ~

lcngll’h of the bridge, and to occul~any posit~onwhich WdI produce

ma simu’rn sti’esses’provided that the ‘minirn’un. clearances between
a. vehicle and tIi e road way face of k.erb and between two tUt5 St
or c:rossing vehicles, shown in Figs. I to 3, are not encroached
U polL

2(17, 1.3. For each sta ndard vehicle or train, all the axles of a
unit of vehicles shall he considered as acting simultaneously in a
position causing maximum stresses.

207.1.4. Vehicles in adjacent lanes shall be taken as headed in

the direction producing maximum stresses.

207.1.5. The spaces on the carriageway left uncovered by the

standard train of vehicles shall not be assumed as subject to any
additional live load.

~2072 DELETED

207.... Dispersion of Load through Fills on Arch Bridges

The dispersion of toads through the fills above the arch shall be
assumed at 45 degrees both along and perpendicular to the span in
the case of arch bridges.

208. REDUCTION IN THE INTENSITY OF LIVE

LOAD STRESSES ON BRIDGES ACCOM-
MODATING MORE THAN TWO
TRAFFIC LANES

208.1. The position and number of loaded lanes used shall be

such as to produce maximum stresses in all cases.

208.2., Where maximum stre.sses are produced in any member

by simultaneously loading more than two traffic lanes, the intensities
of the resultant live load stresses shall be reduced by 10 per cent for
each additional loaded traffic lane in excess of the two lanes subject
to a maximum red uci ion of 20 per cent, and subject also to the ‘

condition that the stresses as thus reduced are not lower than the
stresses resulting from a simultaneous loading on two traffic lanes.

~Ddeied as retevant provisions are covered in IRC 2l~l972 Standard

SpecifIcations and Code of Practice for Road Bridges—Section III.

<<
 MII4iMUM ‘‘ II’, a’iuaiii’5tIa~
fl,’,
i, ~ ---—‘-ar ~ am
..~‘k i,,’ifl’--”-?
~iau5I,tqIaIu~II
i~
M~ti~
~
I ~ ~na~9~ 1I~’,I ~ /ii
‘t’—r -‘——-—‘u---—~-1u1
1

a ii ft liii
-II, au maiM a,i a,

Class B train cif sehucles ‘

Nones
w W
I, The nose t_u nail du’il,sntc,:
wren successive tiniirua r,hall iu,:’i tin:’
tl’uanu 18.4 in.
2~ No other live Inunui:I ‘-hal1 y:iii yr
an çuaui of the eninniaeesu,as ‘.sI’’,:uu
trains of s’c—hiclcus (ian’ tnaiius iii’ si_I’ t:’ ia—
in n’ui,,ilti—lntruy: buidgnu~ is, ini’nnssiuu,y ds,u
br ids~e,
3, ‘rIce’ i;niuanuil c:onln:,ny’I tiTian ii’
sshee, Is stso II hum’ as uuu d~n

(iroLin I con [act a un’ :1

Astir load

ton nes ,
ma ,
:
mu rem inn an

68 21.10
4j 150 3titi
1,6 125 Ii)
CLaSS caniser’Siss auuunin’l

a ‘ a

25 tn)

4, The. mninsinu,mnl cleaununce, . 101-

we en outen etlge of Ihe sshe, e I and is
rnuadway rraue nil’ the kerh_ uanni:I
inins i~stinssel cci no nice, ç’ - bet since n n luc
outen edges of passing’ or cnnim’,’uini[n:
velcucles on nusult,i—tane bridges si’s
tucu:i s gi sen below
C lean
canninigewn[y g
i dth -

Pisra
Drising schick 5.5 in to k,.,Inifoun’nly incnca -2
7.5 n’s sing fnon’n 0.4 io
Fig, 3 - 1,2 in
(lass ‘B’ 1mm of seisicles Above 7,5 1-2 an ~
(Onmuse 2071:1

l~
~

<<
 1RC 6.1966

209. FOOTWAY, KERR, RAILINGS AND PARAPET LOADING

(the provisions under this Clause do not apply to Foot-Bridges)
209,1, For all parts of bridge floors accessible only to pedes-
trians2.andWhere
anin~als~’and
crowd for all are
footways
likely the loading
suchshall he bridges
400 kg
loads to occur, as on
per m
located near towns, which are either centres of pilgrimage or where
large congregational fairs are held seasonally, the intensity of foot-
way loading shall be increased from 400 kg per m~to 500 kg per m2.
209.2. K.erbs, 0.6 m or more in width, shall be designed for
the above loads and for a local lateral force of 750 kg per metre,
applied horizontally at the top of the kerb. if the kerb width is less
than 0.6 m, no live load shall he. applied in addition to the lateral
load specified above.
Note The horizontal force need not t~econs idet’ed in the design of the main
structural members of the hrfdgtt.
209.3. In calculating stresses in members of structures with
cantilevered footways, the footways shall be considered as loaded on
one side or on both sides, or unloaded, whichever condition gives
the maximum stresses.
209.4. in bridges designed for any of the loadings described in
Clause 207.1, the main girders, trusses, arches, or other members
supporting the footwaysshall be designed for the following live loads
per square metre of’ footway area, the loaded length of footway taken
in each case being such as to produce the worst effects on the mem-
ber under consideration:
(a) For effective span of 7.5 in or less, 400 kg per in2 or
500 kg per m2 as the case may be, based on sub-clause
209.1
(b) For effective spans of over 7,5 m but not exceeding 30 m,
the intensity of load shall be determined according to the
equation
p~. _____

(c) For effective spans of over 30 m, the intensity of load

shall be determined according to the equation:

P==(P’_260~L4800 16 :!H

where .P”— 400 kg per m’2 or 500 kg per rn2 as the case
niay be, based on sub-clause 209.1,

13
<<
 fnl,tH
th~~~~____
~i.
hq— ~ — 4.6 ~_—~
S~NGLt‘~iC~CSfl’JGIE DECK~
tROLLEr Wa~r

I
I1 (III I [~
~
H’”h 6~4m
___
p

E-
ao~as
—‘~2,25rn
CA~(5 NCiI D~C’~
—

T
I.2
sO~1~E
C~R (DoueuD(c~~

Nc c .s ROL LING STOCK WEIGHTS

Clearance between passing Loaded Unloaded
single deck b,ogic cars on Description weight weight
~tr~ight tracks laid at tonnes tonnes
~ndai~.l 2,75 in track
Single truck 9,6 7,9
ccnLi es shall be 300 mm. (single deck)
2. Clearance t~ctwcen passing
double hogie cars on Bogie car 15.3 122
straight tracks laid at (single deck)
$tarL b;ird ~:75 :51: track :~gi:tcar 21.5 16.0
centres shall be 450 nm. (Double deck)l
Fig, 4~ A~erngedlmensions~ sf tramway rolling stock
(Clause 210J)
<<
 1RC : 6-1966

Pr,: the live load in kg per ni2,

L. t=the effective span of the main girder, truss or
arch in m, and
Wzzr:width of the footway in m.

209.5. Each part of the footway shall be capable of carrying a

wheel load of 4 tonnes, which shall be deemed to include impact,
distributed over a contact area 300 mm in dcameter; the permissible
working strcsses shall b.c increased by 25 per cent to meet this
provision. This provision need not be made where vehicles cannot
mount the footway as in the case of a. .ioot~~ay separated from the
roadway by means of an insurmountable obstacle, such as truss or a
main girder.’
Note A footway kerb shall be considered mountable by vehicles.

209.6. The bilings and parapets shall be designed to resist a

lateral horizontal force and a vertical force each of 150 kg per metre
applied simultaneously at the top of the railing or parapet. These
torces need not he considered in the design of the main structural
members if fool paths are provided. In cases where footpaths are
provided, the effect of these threes shall be considered in the design
of the structural system supporting tile railings and the footpath up—
to the face of the footpath kerb only.

210. TRAMWAY LOADING

210.1. When a road bridge carries tram lines, the live load
due to the type of tram cars sketched in Fig. 4 shall be computed
and shall be considered to occupy a 3 in width of roadway.

2i0.2. A nose to tail sequence of the tram cars or any other

sequence which produces the heaviest stresses shall be considered in
the design.

210.3. Stresses shall be calculated for the following two con-

ditions and the maximum thereof considered in the design:
(a) Tram loading, followed and preceded by the appropriate
standard loading specified in Clause 207.1 together with
that standard loading on the traffic lanes not occupied by
the tram car lines.
(b) The appropriate standard loading specified in Clause
207.1 without any tram cars.

15
<<
IRC :6-1966

211~ IMPACT
211.1 Provision br impact or dynamic action shall be made
.

by an increment of the live load by aii impact alIo~ance expressed

as a fraction or a percentage of the applied live load.
211.2. For Class A or Class B Loading:—ln the members of
any bridge designed either for Class A or Class B loading (side
Clause 207.1), this impact percentage shall be determined from the
curvas indicated in Fig. 5. The impact fraction shall be determined
Irom the lollowing equations which are applicable for spa as het~seen
3 in and 45 in.
(i) Imçaet factor fraction for reintht’eed
concrete bridges ~‘~‘~L

(ii) Impact factor fraction for steel bridges. ~

For spans simply supported or continuous or for arches—— the

‘L’ shall be the effective span of tile member under consideration.
211.3. For Class AA Loading and Class 70 R Loading —The
xalue of the impact percentage shall be taken as follovss:
(a) For spans less than 9 ni
(i) For tracked vehicles : 25 per cent for spans upto 5 m
linearly reducing to 10 per cent
for spans of 9 m
iii) For wheeled vehicles: 25 per cent
(b) For spans of 9 m or more:
(i) Reinforced concrete bridges
Tracked vehicles : 10 per cent upto a span of 4Dm
and in accordance wiih the
curve in Fig. 5 br spans in ex-
cess Qf 40 ni

Wheeled vehicles : 25 per cent for spans upto 12 m

and in accordance with the
curve in Fig. 5 for spans in cx- It
cess of 12 m
(ii) Steel. bridges
Tracked vchiclcs : 10 per cent for all spans

16
<<
 IRC : 6~l966
I,
0
C;
CS
I-
.~ —
jj~
I.
~ 0.
E
‘5’,
II
Q ~ 0 0 V’~ 0
c)
“1 — —
IMPACT PERCENTAGE

<<
 <<
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9961-9 3)11
 IRC: 6.1966.

(c) Ft:r calculating the pressure on the

portion ‘f the structure. mote tha ii
3 in heloss die bedblI,ick zero
2.11.8. In lie design of members subject, among other stresses,
In direct lensiun, such as hangers in a hos¼string.girder bridge, and
in the design of members subject to ditect cL’mprrs sion. such as
si~andreIcol ~tmns or ss ails in an open spand rd arch, the impact
pore c nUme shall he taken the same as that applicable to the ci esign
of the correspond np member or rue mhcrs of the floor system
5¼ hich tea nsfer. loads to the tensile or cosnpressis e inembers in
(Ittestion.

211,9. These CIa uses on Impact do not appI~to the design of

suspension bridges.

212.. WIND LOAD

21 2.1. All structures shall be designed for the follos’~ing lateral
wind forces. These forces shall be considered to act horizontally and
itch a direction that the resultant stresses in the member under
consideration are iii emaxitnum.

212.2. The ss intl force on a structure shall be assumed as a

ltorizorttal force of the intensity specified in (,.‘lause 212.3 and :tcting
on an area caleitlatecl as follows
(a) For a clecic st ucturc
The area of’ the strnc~itreas seen in elevation including
the. Ibm 5 stem and railing, less area of perforations ~n
the hand—railing or parapet wails,
( b) For a through or half—through structure
ihe area of the elevation of the windward trassas speci—
fled at (a) above pIns half the. area of elevation abose the
deck level pf all other trusses or girders.

212.1. The intensity of tile 55 mcI force shall be based on the

table of si md pressures a nd wind velocities given on page 21. and
shall be allowed for in the design. The presstires given tIm erein sl~all,
howes er. be doubled for bridges situated in areas such as the
Ka thiawar Peninsutla arid the i3c’ngal arid Orissa coasts shown hatch-
ed in Fig, 6.

19

<<
IRC: 6-1966

INTENSITY OF WIND PRESSURE

Fig. 6

As given in the Table in Clause 212,3

Double the values in the Table in Clause 212.3

20

<<
 IRC: 6-1966
TABLE OF WIND PRESSURES AND WIND VELOCITIES

H. )“. P. H. V. P.

0 80 40 30 147 141
2 91 52 40 155 157
4 100 63 ‘ 50 162 171
6 107 73 60 168 183
8 113 82 70 173 193
10 118 91 80 177 202
15 128 107 90 180 210
20 136 119 100 ‘ 183 217
25 142 130 110 186 224

where, H=the average height in metres of the exposed surface

above the mean retarding surface (ground or bed
level or water level).
V=horizontal velocity of svind in kilometres per hour at
height H.
F— horizontal wind pressure in kg per sq. m. at height
H.

212.4. The lateral wind force against any exposed moving live
load shall be considered as acting at 1.5 m above the roadway and
shall be assumed to have the following values
Highway bridgis~ordinary’ 300 kg/linear m
Highway bridges, carrying tram way 450 kg/linear rn

While calculating the wind force on live load, the clear

distance between the trailers of a train of vehicles shall not be
omitted.

212.5. The bridges shall not be considered to be carrying any

live load when the wind velocity at deck level exceeds 130 km per
hour.

212.6. The total assumed wind force as calculated according

to Clauses 212.2, 212.3, 212.4 and 212,5 shall, however, not be less

21
<<
LRC 6~1’tt~6
than 450 kg per linear metre in the i4ane of the burled chord and
225 kg per linear rtietre in I lte plane of umtloaded chord on through or
half—through truss, l:.itticed or other similar spans, amid not less than
450 kg per linear metre on deck spans.
21 2,7. A wind ~ressure ot 240 kg per m~on the unloaded
structure, applied as specified in Clauses 212.?, and 212,3 shall he
used if it produces greater stresses than those prod need by the coin—
bined winrl fbrces as per (Tlau~es212,2, 212.3, 212.4 and 212.5 or b~
time wind force as per Clause 21 2.6.

212.8. in calculating the uplift in the posts and rtnchorages of

high latticed towers due to the above ni entionecl lateral forces, stress-
es shall also be investigated tbr the condition of decking, being
loaded on a traffic lane or lanes on the leeward side only.
213, HORIZONTAL FORCES DUE TO WATER CURRENTS

213. 1 Any part of a road bridge which may be submerged in

,

running water shall he designed to sastain safely the horizontal pres—

sure due to the force of the current.

213.2. On piers parallel to the direction of the water current,

the mt ensity of pressure shall be calculated from the follosc i ng
equation
P=52 KV2
where P inlensity of pressure due to the water current, in kg per
sq m.
1”:.:rihe velocity of the current at the point svhere the
ressure intensity is being calculated, in metres per
second, and
K::::::::a constant having the following values for different
shapes of piers illustrated in Fig. 7
(ii Square ended piers (and for the superstructure): 1.50
(ii) Circular piers or piers with semi-circular ends: 0,66
~iii) Piers with triangular cut and ease waters, the
angle included between the faces being 30
degrees or less: 0.50
(iv) Pcers with triangular cut and ease waters,
the angle included between the faces being
more than 30 degrees but less than 60
degrees: 0.50 to 0,70
(v) ---do -—60 to 90 degrees : 0.70 to 0.90
1,

<<
 IRC: 6.1966

Piers with square ends

Circular piers or piers with

semi-circular
(C ends

Piers with triangular cut and

ease waters, the angle included
between the faces being 30
degrees or loss

Piers with triangular cut and

ease waters, the angle included
hetweerit he faces being more
than 30 degrees but less than
60 degrees

Piers with triangular cut and

ease waters, the angle included
between the faces being 60 to
90 degrees

Piers with cut and ease waters

of equilateral arcs of circles

Piers with arcs of the cut and

ease waters intersecting at 90
degrees

Fig. 7

SHAPES OF BRIDGE PIERS

Clause (213.2)
23
<<
1I4C 6-1966

(vi) Piers with cut and ease waters of equilate-

ral arcs of circles : 0.45
(vii) !iers with arcs of the cut and ease waters
intersecting at 90 degrees : 0.50
213 1 The value of P in the equation given in Clause 213 2
shall be assumed to vary linearly from zero at the point of deepest
scour to the squ ire ol the maximum s elocity at the free suilace of
water. The maximuni velocity for the purpose of this sub-clause
shall be assumed to he ~/2 times the maximum mean velocity of
the current.

~ Square of max. Square of velocityi at a height

~ r ~ x from the. point of deepest
~ L—u’.-~./ ve1ocity~2c~ 1
72X
scour”.- U2=2
X where V is the maximum
,

mean velocity.
nary DF DhP*ST SCOUR

213.4. When the current strikes the pier at an angle, the velo-
city of the current shall be resolved into two components—one
parallel and the other normal to the pier.
(a) The pressure parallel to the pier shall he determined as
indicated in Clause 213.2 taking the velocity as the com-
ponent of the velocity of the current in a direction parallel
to the pier.
(b) The pressure of the current, normal to the pier and acting
on the area of the side elevation of thç pier, shall be
calculated similarly taking the velocity as the component
of the vehocity of the curreht in a direction normal to the
pier, and the constant K as 1,5, except in the case of circu-
lar piers where the constant shall be taken as 0.66.

213.5. To provide against possible variation of the direction

of the current from the direction assumed in the design, allowance
~hali be made in the design of piers for an extra variation in the
current direction of 20 degrees; that is to say, piers intended to be
parallel to the direction of current shall be designed for a variation
of 20 degrees from the normal direction of the current and piers
originally intended to be inclined at & degrees to the direction of the
current shall be designed for a current direction inclined at (20±8)
degrees to the length of the pier.
24

<<
 tRC: 6-1966
213.6. in case of a bridge having a pueca floor or having an
inerodible bed, the effect of cross~currentsshall in no case he taken
as less thea that of a static force due, to a difference of head of 250
mm between the opposite faces of a pier,

213.7. When supports are made with two or more piles or

trestle columns, the group shall he treated as a solid rectangular pier
of the same overall length and width and the value of K taken as
1.25 for calculating pressures-due to water currents both parallel and
normal to the pier.

213.8. The effects of the lbrce of water currents shall be duly

considered upto the level indicated in Clause 2 P 4.7.

214.LONGITUDINAL FORCES
214.1. In all road bridges, provision shall be made for longi-
tudinal forces arising from any one or more of the following causes.
(a) l’ractive effort caused through acceleration of the driving
wheels
(b) Braking effect resulting from the application of the brakes
to braked wheels ; and
(c) Frictional resistance offered to the movement of free
hearings due to change. of temperature or any oTher cause.
Note : Braking etfect ~sinvariably greater Than the tractive-effort.

214.2. The braking effect on a simply supported span or a

con tinuous unit of spans or on any other type of bridge unit shall be
assumed to have the following value
(a) In the case of a single lane or a two~lanebridge : twenty
per cent of the first train load plus ten per cent of the load
of the succeeding trains or part thereof, the train loads in
one lane only being considered for the purposes of this
sub-clause. Where the entire lirst train is not on the full
span, the braking force shall be taken as equal to twenty
per cent of the loads actually on the span.
(h) In the case of bridges having more titan two lanes~:’.as in
(a) above for the first two lanes plus five per cent of the
loads on the lanes in excess of two.
Note Tue loads in this CIa use sli~li not be increased on accounl of
iii i~~c
t.

25

<<
IRC 6-1966

214.3, The force due to braking effect shall be assumed to act

along a line parallel to tht roadway and 1.2 m above it, While
transferring the force to the hearings, the change in the vertical
reaction at the bearings should he taken into account.

214.4. The longitudinal force at any free bearing shall be

limited to the sum of dead and live load reactions at the bearing
multiplied by the appropriate co-efficient of friction. The co-efficient
of friction at the beating shall be assumed to have the following
values.
For rofler bearings ... 0,03
Fbr sliding bearings of hard
copper alloy ... 0.15
For sliding bearings of steel on
cast irorror steel on steel , .,. 0.25
For sliding bearings of steel on
ferro asbestos . ... 0.20
For other types of bearings of As may be permitted
proved utility if permitted by the Engineer-in-
at the discretion of the charge on exaniina-
Engineer-in-charge tion of the available
data.
For simply supported reinforced concrete and prestressed con-
crete superstructure, the span upto which plate bearings can be used
shall he limited to 15 metres.

214.5. The longitudinal force at the fixed bearing, shall be

taken as the algebraic sum of the longitudinal forces at the free
bearings in the bridge unit under consideration and Ihe force due to
the braking effect on the wheels as mentioned in Clause 214.2.

214.6. The effects of braking force on bridge structures with-

out bearings, such as arches, rigid frames, etc., shall be calculated
in accordance with opproved methods of analysis of indeterminate
structures.

2i 4.7. The effects of the longitudinal forces and all other

horizontal forces should he calculated upto a level where the result-
ant pas.sive earth resistance of the soil below the deepest scour level
(floor level in case of a bridge having pucca floor) balances these
forces.

26

<<
 IRC :6-1966
215. CENTRIFUGAL FORCES
215.1. Where a road bridge is situated on a curve, all portions
of the structure affected by the centrifugal action of moving vehicles
are to be proportioned to carry safely the stress induced by this
action in addition to all other stress to which they may be sublect-
ed.

215.2. The centrifugal force shall be determined from the

following equation
WV8
127R
where Cr centrifugal force acting normally to the traffic
(I) at the point of action of the wheel loads or
(2) unifbrmly distributed over every metre
length on which a uniformly distributed load
act~,in tonnes,
live load (I) in case of wheel loads, each sshee
load being considered as acting over the gro-
und contact length specified in Clause 207, in
ton nes, and (2) in case of a uniformly distri-
buted live load, in tonnes per linear metre,
1’—-the design speed of the vehicles using the
bridge in km per,hour, and
R=the radius of curvature in metres.

215.3. The centrifugal tbrce shall be con sidèred to act at a

height of 1.2 in above the level of the carriageway.
215.4. Nc) increase for impact effect shall he made on the
stress due to centrifugal action.
215.5. The overturning effect of the centrifugal force on the
structure as a whole shall also he duly considered.
216. BUOYANCY
216.1. The effects of buoyancy indicated in Clause 122.5.6 of
IRC: 5-l970~shall be considered in the design if there is any possi-
bility of a combination of forces whereby the stability of the bridge
foundation considering buoyancy may be compromised,
2.16.2. In the design of ahutments, especially those of sub-
mersible bridges, the effects of buoyancy shall also be considered
* Standard Specilications and Code of Practice for Road Bridges
Section 1—General Features of Dcsign

27

<<
IRC:6-1966

assuming that the till behind the abutments has been removed by
scour,
.**216.3, Deleted
216.4. To allow for full buoyancy a reduction is made in the
gross weight of th,e member affected, in the fOllowing manner
(a) When the member under consideration displaces water
only, e.g., a shallow pier or abutment pier founded at or
near the bed level, thc reduction in weight shall be equal
to that of the volume of the displaced water,
(b) When the member under consideration displaces water and
also silt or sand, e.g., a deep pier or abutment pier passing
through strata of sand and silt and founded on similar
material, the upward pressure causing the reduction in
weight shall be considered as made up of two factors
(i) Full hydrostatic pressure due to a depth of water equal
to the difference in levels between the free surface of
water and the foundation of the ipember under con-
sideration, the free surface being taken for the worst
condition ; and
(ii) Upward pressure due to the submerged weight of the
silt or sand cakulated in accordance with Rankine’s
theory, for the appropriate angle of internal friction.

216.5. in the design of submerged masonry or concrete strue-

‘tures, the buoyancy effect through pore pressure may be limited to
.

1 5 per cent of full buoyancy.

216,6. In case of submersible bridges, the full buoyancy effect

on the superstructure shall he taken into consideration.

217. EARTH PRESSURE

217.1. Structures designed to retain earth fills shall be propor-
tioned to withstand pressure calculated in accordance with any
rational theory. Coulomb’s theory shall be acceptable, subject to
the modification that the centre of pressure exerted by the backfill,
when considered dry, is located at an elevation of 0.42 of the height

*soeieted, as relevant provisions are covered in IRC : 5-1970, Standard

Specifications and Code of Practice for l~oad Bridges Section 1 (Fourth
Revision).

28

<<
 IRC 6-19~l6
of the ‘vail above the base instead of 0.33 of that height. No structure
shall, however, be designed to withstand a horizontal pressure less
than that exerted by a fluid weighing 480 kg per cu. m.

217.2. (a) The distribution of normal pressure on a retaining

wall due to a concentrated surface load on the
backfill shall he obtained by any rational method
of design, the one using Spangler’s equation, which
is giVen below, being acceptable
KP
x~rX ~
in which Ii =.r. normal unit pressure on the wall at any
point, in kg per sq. m.,
Pr.rzr applied wheel load in kg.,.

X:rr.:distance from load to back face of wal’ in m,

subject to a minimum of 150 mm,
Y,::,~lateral distance from any point on the wall to
the normal vertical plane containing the load,
in m,
Zr:::::: vertical distance from any point on the wall
in the horizontal plane containing the load,
mm,
R::.~r:radius vector measured from the wheel load to
the point at which the pressure is to be calculat-
ed,zn m,
zz~Xtf Y
2+Z2, and
K and ii are emptrical constants equal to 1 .0 and
0.25 respectively.
(b) in the particular case of bridge abutmen’ts; the
concentrated surface loads due to the wheel or frack
loads of any of the i.R.C. standard vehicles or
trains described in Clause 207.1 placed on the back-
fill, shall be considered to have the same effect as
the equivalent heights of surcharge of earth shown
in the~Table given on page 30 and curves in Plate 1
which are based on the Spangler’s equation
given in Clause 217.2 (a). These heights of surcharge
shall be assumed to act over the entire length of the
abutment.
29

<<
 <<
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9961-9 :
 IRC: 6-1966
21 7,4. All designs shall provide for’ the thorough drainage of
back-filling material by means of weep holes and crushed rock or
gravel drains, or pipe drShs, or perforated drains.

217.5, l’he pressure of submerged soils (not provided with

drainage ifrrangements) shall he considered as made up of two
components
(a) pressure due to the earth calculated in accordance
with the method laid down in Clause 217.1, the unit
weight of earth being reduced for buoyancy, and
(b) full hydrostatic pressure of water.
217.6. in the design of return walls, live load surcharge shall
be taken for loads placed beyond the length of the approach slab.

218. TEMPERATURE EFFECTS

218.1. Provision shall he made for stresses or movements
resulting from variations in temperature (see also Clause 214).
2 18-2. The rise and fall in temperature shall be fixed fo~the
locality in which the structure is to be constructed and shall be
figured from an assumed temperature at the time of erection.
218.3. Due consideration shall be given to the lag between
air temperature and the interior temperature of massive concrete
members of structures.
218.4. Except where stated otherwise, the following range of
temperature shall generally be assumed in the design
(a) Metal Structures
Moderate climate : from minus 18 degrees C. to 50
degrees C.
Extreme climate : From minus 35 degrees C. to 50
degrees C.
(b) Concrete Structures
Temperature Temperature
rise fall
Moderate climate 17 degrees C. 17 degrees C.
Extreme climate 25 degrees C. 25 degrees C.
But in both cases, i.e. in (a) and (b\ intermediate values
can he allowed at the discretion of the engiiieer responsi-
ble for the design,

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I1kC: 6-1966
218.5. The co-efficient oF expansion per degree centigrade shall
he taken as 0.0000117 for steel and reinfoj~çedconcrete structures
and 0.00(0108 for plain concrete structures S

219. DEFOF3MATION STRESSES (‘for steel bridges only)

219.1. A. deformation stress is defined as the bending stress
in any memher of an open web-girder caused by the vertical deflec-
lion of the girder combined with the rigidity of the joints. No other
stresses are included in this definition,

219.2. All steel bridges shall he designed, manufactured and

erected in a manner such that the deformation stresses are reduced
to a minimum. In the absence of calculations, deformation stresses
shall he assumed to be not less Ihan 16 per cent of the dead and
live load stresses.
219.3. In prestressed girders of steel, deformation stresses may
be ignored.

220. SECONDARY STRESSES

220.1. (a~Steel sti-uctures :—Secondary stresses are additional
stresses brought into play due to the eccentricity of connections,
floor beam loads applied at intermediate points in a panel. crOss gir-
ders being connected away from panel points., lateral wind loads on
the end-posts of through girders, etc., and stresses due to the move-
ment of supports. I

(b) Reinforced concrete structures :--~Secondary stresses

are additional stresses brought into play due either to the movement
of supports or to the deformations in the geometrical shape of the
structure or its member, resulting from causes such as rigidity of end
connection or loads applied at intermediate points of trusses or rest-
rictive shrinkage of concrete floor beams,
220.2. All bridges shall be designed and constructed in a man-
ner such that the seconda)’y stresses are reduced to a minimum and
they shall be allowed for in the design.
220.3. For reinfbrced concrete members, the shrinkage co-
efficient’for ~urposesof design may be taken as. 2x l0’~.

221. ERECTION STRESSES

Allowance shall be made in the design for stresses set up in
any member during erection; such stresses ;iay be different from
those which the member will be subjected to during actual working.

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 1RC :6-1966

222. SEISMIC FORCE

222.1. If a bridge is situated in a region subject to earth’-
quakes, allowance shall be made in the design for seismic force and
earthquake resistant features shall be embodied in the structural
details of design.
222.2. The seismic force shall he taken as a horizontal force
equal to the appropriate fraction specified in Clause 222.3 of the
weigh.t of the dead and the live loads acting above the section under
consideration. (Parts of the structure embedded in soil shall not be
considered to produce any seismic forces).
2223 The country is divided into three regions as shown in
FigS and the seismic forces in the regions shall he taken as nil,

Sfl~rE~OUP4DARIE$
EPICINTRAL TP&CTS
LIABI4~’OSEVERE

flIED LIA8LE To MOOZRATE

uau TO Mains DAM&* oct iat.

Map of India and neighbourhood showing zones liable to damage by

earthquakes with eplcentral regions ol the important earthquakes
Fig .8

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IRC 6-1966

o 20 and C/IC) for the regions shown therein as “Liable to minor

damage or nil”, “Liable to moderate damage”, and “Liable to severe
damage” respectively. For bridges situated in epicentral Iracts
where large devastations have occurred in the past, clue to earth-
quakes the percentage shall be fixed by the engineer responsible for
the design, ssith due regard to the local conditions regarding the
intensity of earthquakes generally experienced in these regions.
222.4. These horizontal forces due to the seismic effect shall
he taken to act through the centre of gravity of all the loads under
consideration. The direction of these forces should be such that
the resultant stresses in the member under consideration are tli.e
in a xiin um.

222.5. Seismic and wind lhrces shall not be considered to act

sini ultaneou si y.

222.6. The magnitude of the seismic force shall not he reduc-

ed on account of reduction in the weight due to buoyancy obtained
on a submerged mass.

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 EQUiVALENT HEIGHTS (Metres) IEC 5.1-n
OF
PLATE
SI.JRCHARGE OF EARTH
WHICH WOULD GIVE OVERTURNING MOMENT AT THE BASE Vole —The ‘~aiue\ of heights of ‘ui charge given in this Plate
OF are based on the foHo~vingsaIue~for the eon’,tanis for the abutniunts
BRIDGE ABUTMENTS ...A
aijcj
~L-.
LIIC
Li 4~t1
t;acKlIll

EQUAL TO THE MAXIMUM MOMENT CALCULATED BY SPANGLERS Lengh of abutment (LI 4.5 m for ~ingic lane
il)
EQUATION UNDER CONCENTRATED SURFACE LOADS DUE TO bridges and 7.6 m für multilane bridges.
THE WHEEL OR TRACK LOADS OF
(2) Angie of iniernal friction of the backfill (4) 3(3
I,R.C. STANDARD VEHICLES OR TRAiNS (3) Weight
0f backfill ( IV)—1600 kg per cu. m.
(4) The resultant earth pressure acts in a horizontal
direction. 4i and W
For different values, say. L1. 1 for the constants. the
values obtained from their curves should be multiplied by the fo1low~
ing factors
L (4,5 or 7.6 as the ease maybej (~5i~~)
L1 3 (I—sin ~i)
1500
respectively

I.R.C. CLASS ‘A’ LOADiNG MULTI-LANE BRIDGES

DEPTH OF ABUTMENT IN METRES (b)

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 Li ~c -
~ 7:

o Lii -~

~ a ~9~ U
~

CO

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