IRC:6-2010 STANDARD SPECIFICATIONS AND CODE OF PRACTICE FOR ROAD BRIDGES SECTION : I! LOADS AND STRESSES (Fifth Revision) Published by INDIAN ROADS CONGRESS Kama Koti Marg Sector-6, R.K. Puram New Delhi-110022 NOVEMBER - 2010 Price Rs, 4001- (Packing and postage charges extra)ist pubtshed Ropes opted ‘Second Revision ‘Thi Revon Reprinted eprited epited opined Fepited opted Reprinted Repinted Repited Reprinted Reprinted Reprinted Four Revision December, 958 May 1062 September, 163 October, 1968 Mate Unt: Octobe October, 1967 November, 1089 March 1972 (ncorpoates Amendment No, 1-Now 97%) February, 1974 (reorporates Aomenamers No. 2-Nov. 1972) ‘August 1974 (noorperates Amendment No, 3-Aoe 1074 ané No. 4-August 1874) ‘hy, 1877 (incorprates Arandment No, 5-Oztebe, 1976) ‘Septomber, 1881 (corporates the changes as ven in dtl nthe lst wo Sub-paras ‘of nroduction at page 8) November, 035 Septmbat, 1090 ° anvary, 1894 anusry, 1997 Mare, 1999) December, 2000 ‘pl, 2002 (Incorporates amended Fg at page 28) ‘gut, 2004 lncerporates update Amendment) ‘gust 2005 ‘ap, 2008 Seplombor, 2009 (corporates Amersiment No.6) November 2070 (AN Rights Reserved. No Part ofthe Publication shal be reproduced, tranclated or transmitted in any form by ay means lthout the ‘ormssian of he indian Roade Congress) Print at inca Ofeot Poss, Naw Dah - 64 (600 Copies}CONTENTS Personnel ofthe Bridges Specifications and Standards Committee 1 2 201 202 203 204 205, 206 207 208 209 210 an 22 213 2a 215 216 217 218 219 20 221 222 228 Introduction ‘Scope Classification Loads, Forces and Stresses Dead Load uve Loads Reduction inthe Longitduinal Effect on Bridges Accommodating ‘more than Two Traffic Lanes Footway, Kerb, Rallngs, Parapet and Crash Barriers ‘Tramway Loading Impact Wind Load Horizontal Forces due to Water Currents Longitudinal Forces Centrifugal Forces Buoyancy Earth Pressure ‘Temperature Deformation Stresses (for steel bridges only) Secondary Stresses Erection Strosses and Construction Loads Seismic Force ‘Ship/Barge Impact on Bridges ‘Snow Load Vehicle Collision Loads on Bridge and Flyover Supports Indeterminate Structures and Composite Structures. ANNEXURES10. " 2. 13 4 16, 16. 1”. 18. 19. a. 2 IRO:6-2010 PERSONNEL OF THE BRIDGES SPECIFICATIONS AND STANDARDS COMMITTEE Singh, Nemal Jt (Convenor) ‘inna, AV. (Co-Convenc:) Sharma, Arun Kumar (Member Secretary) Agrawal, KN. imenandanl, CR. Banerjee, AK Baneiee, T8. Basa, Ashok Bandyopadhyay, Dr TK. Bonginwar, PL. Bhasin, PC. Chakraborty, Prof. $8. ‘Chakrabort, S-P Dhodapkar, AN. Gupta, Manesh Ghoshal. A Joglokar, $6. Kan¢, CW. Koshi, Ninan ‘Kumar, Prati Kumar, Vay Kumar, Dr Ram (AS ON 26TH OCTOBER, 2009), Director General (RO) & Sol. Secretary, Minis of Road Transpoct & Highways, New Deli ‘Addl, Director Goneral, Ministry of Road Trenspost & Highways, New Det Chief Engineer (B) S8R, Ministy of Road Transport & Highways, New Dah Members, DGIW), CPWD (Rett), Ghaziabad Chairman & Managing Diector, STUP Consultants Lid, Mumeat Member (7), NHAI(Retd,), New Det Chief Engineer (Rete), Minty of Road Teanspor & Highways, New Delhi Director (Tach), B. Engineers & Builders Lc, Bhubaneswar Joint Director General (Ret), Insitute for Steel Dev. and Grout, Kolkata ‘Advisor, L&T, Mumbai ADGIB) (Rote) MOST, New Del Managing Directer, Consulting Engg. Sevicos (\) Pvt. Ld Now Del Consultant, Span Consutans (P) Lt, Noida CChiof Enginaer, Ministy of Road Transport & Highways, New Delhi Executive Director (B8S), ROSO, Lucknow Director and Vice-President, STUP Consultanis Lid, Kolkata Director (Engg. Core), STUP Consultants Lic, Mumbst (chief Engineer, (Rete), MP PWD, Bhopal DG/RO) & AS (Ret), MOST, Gurgaon DG{RO) & AS (Red), MORTEH, Nowe En. (Retd), UP PWD, Noda Chief General Manager, NHA, New Det 0IRC6.2010 23, 24 28, 2. 2. 28 29, 0, 31 32 2, % 35, 96, or, 3a 20 40, 41 ‘Kumar, Ashok Menjre, PY. Mukhegee, MK. Neal, A. Ninan, RS. Pus, SK, Patankar, VL. Rjagopatan, Dr. N. Rao, MMB. Foy, Dr. 8. Sharma, RS. Sharan, C. Sinha, NK. Saha, De GP Tandon, Prot. Mahesh Velayutham,V. Viey PB. Director & Heae (Cia Engg.) ‘Adel, Droctoe General (Or VK Yadav) President, IRC Director Ganeral(RO) & Spl. Secretary ‘Secretary General Merani, NV. Bag'sh, . BP. Chief Engineer, Minsty of Road Transport & Highways, Naw Dathe Director, Freyssnel Prestressed Concrete Go. Lid, Mumbal Chief Engineer (Rete.), MORT&H, New Delhi DGIRD) &AS (Rots), MORTEH, Noida Cif Engineer (Ret), MORTAH, New Defi Momber (Technical, National Highways Authosty of Indi, New Det Chie! Engineer, Ministy of Road Transport & Highways, New Delhi Chi Technical Adviser, L&T, Chena ‘A181, Santa Vihar, New Delhi Executive Director, Consulting Engg. Services (I) Pvt. Lic, New Delhi Past Soctetary General, IRC, New Delhi OG(RD) & SS, (Retd), MORTAH, New Delhi GIRO) & SS, (Retd), MORTAH, New Delhi Executive Director, Constuma Consultancy (P) Ltd, Mumbat ‘Managing Director, Tandon Consultants (P) Ltd, New Delhi DG(RD) & SS, (Retd), MORTAH, New Dslr 1G (Wy (Reta), CPD, New Delhi Bureau of indian Standarés, New Delhi Directorate General Border Roads, New Det Ex-Officio Members (Deshpande, D.B.) Advisor, Maharashiva Airot Development Authority, Mumba: (Singh, Nirmal Jit Ministry of Road anspor & Highnays, Now Delhi (indoria, RP) Indian Roads Congress, New Deh Corresponding Members Principal Secretary (Reta), Maharashtra PWD, Mumbal (€:212013, Opp. D.PS., Vasant Kuni, New Doth “woIRC6-2010 STANDARD SPECIFICATIONS AND CODE OF PRACTICE FOR ROAD BRIDGES 4 INTRODUCTION “The brithistory of the Bridge Code given nthe Introduction to Section | “General Features of ‘Design generally applies to Section I also, The draft of Section II for"Loads and Stresses", as discussed at Jaipur Session ofthe Indian Roads Congress in 1946, wes considered further in ‘anumber of meetings ofthe Bridges Committee for finalisation. inthe years 1957 and 1958, the work of finasing the draft was pushed on vigorously by the Bridges Committee. In the Bridges Committee meeting held at Bombay in August 1958, all the comments received ‘il then on the different clauses of this Section were cisposad off finally and @ rafting Committes consisting of S/Shri S.B. Joshi, .K. Nambiar, KF Antia and S.K. Ghosh ‘was appointed to work in conjunction with the officers of the Roads Wing of the Ministry for finalising this Section. ‘This Committee at its meeting held at New Delhi in September 1958 and later through comespondences finalized Section Il of the Bridge Code, which was printed in 1858 and reprinted ia 1962 end 1963. ‘The Second Revision of Section II of the IRC:6 Code (1964 ecition) included all the amendments, additions and alteralins made by the Bridges Specifications and Standerds (BSS) Commitee in their meetings held irom time to time. The Executive Committee of the Indian Roads Congress approved the publication of the ‘Third Revision in metric units in 1966. The Fourth Revision of Section I ofthe Code (2000 Euftion) included all the amendments, ‘ddtions and alterations made by the BSS Committee in their meetings he'd from time to time and was reprinted in 2002 with Amendment No.‘, reprinted in 2004 with Amendment No. 2 and again reprinted in 2006 with Amendment Nos. 3, 4 and 5. ‘The current Fith Revision of Section Ilof the Code IRC:6—2010 includes allthe amendments, {end alterations made by the BSS Committee in their meetings held from time to timo. The Bridges Specifications and Standards Committee and the IRC Council at various meetings approved certain amendments viz, Amendment No. 6 of November 2008 relating to Sub-Clauses 218.2, 222.5, 207.4 and Appendix-2, Amendment No. 7 of February 2007 ‘lating to Sub-Clauses of 213.7, Note 4 of Appendix: and 218.3, Amendment No. 8 of ‘Sanuary 2008 relating to Sub-Clauses 214.2(a), 214.8.1.1 and 2145.2 and new Ciause 212 ‘on Wind load, ‘As approved by the BSS Committee and IRC Council in 2008, the Amendment No. 9 of May 12008 incorporating changes to Clauses 202.3, 208, 209.7 and 218.5 and Combination of Loads for limit state design of bridges has been introduced in Appendix-3, apart from the \use 222 on Seismie Force for design of bridges. 4IRC:6-2010, ‘The Bridges Specifications and Standards Committee in its meeting held on 26% October, 2008 further epproved certain modifications to Clause 210.1, 202.3, 208, Note below Clause: 208, 209.1, 209.4, 209.7, 22.5.5, Table 8, Note below Table 8, 222.8, 222.9, Table 1 and doletion of Clause 213.8, 214.5.1.2 and Note below para 8 of Appendix-3, The Convenor of B-2 Committee was authorized to incorporate these mocifications in the draft for Fith Revision of IRC:6, inthe light of the comments of some members. The Executive Committe, in its meeting held on 31* October, 2009, and the IRC Council in is 188th meeting held on 114” November, 2009 at Patna approved publishing of the Fith Revision of IRC:6, ‘The personne! of the Loads and Stresses Committee (8-2) is given below: Banerjoo, A.K Convenor Kannere, DK, Co-Convenor Parameswaran, Member-Secretary (Wir) Dr Lakshimy ‘Members Bhowmick, Alok Mukherjee, MLK. Dhodapkar, A.N. Mukhopadhyay, Achiniya Gupta, Vinay Pandey, Alok, Heggade. VN. Saha, Dr. GP. Huda, YS. ‘Surana, Dr. CS. Lego, Atop Sharan, G, dain, Dr SK Thandavan, KB, soglokar, 8.6. Thakkar, Dr. SK. Katara, Rajan Sharma, Aditya Khedkar, SP. Viswanathan, T Verma, G.L. Corresponding Members Bhattacharya, Dr. 8K Chakraborty, S.P. Tamhankar, Dr. MG, Exofficio Mombers President, IRC (Deshpande, 0.8) Director General (RD) & (Singh, Nirmal Jit} Special Secrotary, MORTH Secretary General, IRC (indoria, RP)IRO-2010 2 SCOPE ‘The object ofthe Standard Specifications and Code of Practice is to establish a common procedure forthe design and construction of road bridges in India, This publication is meant fo serve as a guide to both the design engineer and the construction engineer but compliance with the rules therein does not reiave them in any way of their responsibilty forthe stability ‘and soundness ofthe structure designed and erected by them. The design and construction of road bridges require an extensive and through knowledge of the science and technique involved and should be entrusted only to specially qualified engineers with adequate practical experience in bridge engineering and capable of ensuring careful execution of work. 201 CLASSIFICATION 201.1 Road bridges and culverts shall be divided into classes according to the loadings they are designed to carry. IRC Class 70R Loading: This loading is to be normally adopted on all roads on which permanent bridges and culverts aro constructed. Bridges designed for Class 70R Loading ‘Should be checked for Class A Loading also as under cortain conditions, heavier stresses may occur under Class A Loading. IRC Class AA Loading: This loading sto be adopted within certain municipal mits, in certain existing or contemplated industrial areas, in ther specified areas, and along certain specified highways. Bridges designed for Class AA Loading should be checked for Class A Loading ‘also, a5 under certsin conditions, heavier stresses may ocour under Ciass A Loading, IRC Class A Loading: This loadings to be normally adopted on all oads on which permanent bridges and culverts are constructed. IR Class B Loading: This loading is to be normally adopted for timber bridges. For particulars ofthe above four types of loading, see Ciause 204 201.2 Existing bridges which were not originally constructed or later strengthened to take tone of the above specified .R.C. Loadings wl be classified by giving each @ number equal to that ofthe highest standard load class whose effects it can safely withstand, ‘Annex A gives the essential data regarding the limiting loads in each bridge's class, and ‘forms the basis forthe classification of bridges. 201.3 Individvel bridges and culverts designed to take electric 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 inated in Clause 201.2.IRC6-2010 2024 NOTES 202 LOADS, FORCES AND STRESSES The loads, forces and stresses to be considered in designing road bridges and ‘uiverts are v 2) 3) 4) 5) 6) 7 8) 9) 10) n) 12) 13) 14) 18) 16) 17) 18) 19) Dead Load 6 Live Load Q ‘Snow Load s (608 note i) Impact factor on vehicular tive load Q,, Impact due to floating bodies or vessels as the case may be Fi, Vehicle colsion load v, Wind load w Water current Fa Longitudinal forces caused by tractive effort of vehicles or by braking of vehicles andlor those caused by restraint of movement of free bearings by fetion or deformation F/R, Contitugal force F, Buoyancy 6, Earth pressure including live load surcharge, if any rk, Temperature effects A (806 note i) Deformation effects Fr, Secondary effects Fr Erection effects, F, ‘Seismic force F, Wave pressure FE (see note i) Gradectfect 6, (600 nots iv) “The snow loads may be basod on actual observation or past records nthe peticular ‘area orlocal practices, i exsting,IRO#-2010 1) Temperature elect (F,) in this context isnot the fictlonal force due tothe movement fearing but foroes that ar caused by the estraint elects ja) The wave forces shall be determined by sulable analysis considering crawing ‘and inal forces ete. on single stuctural members based on rational methods oF model stuces, In cage of group of ples, piers el, proximity effects shall also be considered, 1y)_Forbridges builtin rade or xossll, the bearings shal normally be setlevelby varying {he thickness ofthe plete stuatac betwoon the upper face ofthe bering and lower {face ofthe bearn or by any other suitable arrangement. However, where the bearings ‘ate required tobe set paral to the inclined grade or crossfall ofthe supersinucture, ‘an alqwance shall be made forthe longitudinal and transverse components ofthe ‘verial loads on tho bearings. 202.2.2 All members shall be designed to sustain safely most ertical combination of various loads, forces and stresses that oan co-oxist and all calculations shall tabulate distinctly tho various combinations of the above loads and stresses covered by the design. Besides temperature, effect of environment on durability shall be considered as per relevant codes, 202.3 Combination of Loads and Forces and Permissible Increase in Stresses ‘The load combination shown in Table 1 shall be adopted for working out stresses in the members. The permissible increase of stresses in various members due to these combinations fare also indicated therein, These combinations of forces are not applicable for working out ‘base pressure on foundations for which provision made in relevant IRC Bridge Code shall be ‘adopted. For calculating svesses in members using working stress method of design the load ‘combination shown in Table 1 shall be adopted. ‘The load combination as shown in Annex B shall be adopted for imit state design approach ‘8 and when limit state design method is introduced, 203 DEAD LOAD ‘The dead load carried by a girder or member shall consist of the portion of the weight of the superstrusture (and the fixed loads carried thereon) which is supported wholly or in part by the girder or member including its own weight. The folowing unit weights of materials shall be used in determining loads, unless the unit weights have been determined by actual weighing of representative samples of the materials in question, in which case the actual weights 2s thus determined shall be used, NOTES 41) * Where Snow Load is applicable, Clause 221 shall be referred for combination ‘of snow load and ie tad.IRO:6-2010 onan ‘Serve Conon conatton o Eenaon ‘Giana ele ele Ec iil ed elt od > anon . 3 Tal i = le] sometmome | fee @|-l-| je) 1 ca 2 [2] somuswemunee | [= |-le[-|-| [| re ze few] mang aoe | = eovtowaioa | |||] -|-| |-{-]-]- ‘Table 1 Load Combinations and Permissible Stresses (Clause 202.3) BlTleltelo] te womens |-[-[3]-[3]-[ [ale werrsteme]-|-]-]-1<] 2 : Ee #| comme] _[_fet_tel-| Is) jefe] comma [ [3] Ts] -[ [ale | jel eam) [TLL Ill) S| al ee | anes - [a] ramen | -[eteteletel ele lal tame te Te ple] emf fsl-lsf-| [ale FS a2 a 4) 5) 8) IRC:6-2010 ‘Any losd comtination Involving temperature, wind andlor earthquake acting Independently orn combination, maximum permissible tensile stress in Prestressed ‘Concrete Members shal be limita tothe value as per relevant Code (IRC:18) Use of Factional ve load 0.5 shown in the above Table isapalcable only when the fl ‘design Ive load given in Table 2 is considered. The structure must also be checked vith 0 ve load, “The gradient effect due to tomporature Is considered in the load combinations IB and Ib, The reduced ive load (Q) is indicated as 0.5. ts effects (FF, and F,) re aso shown a8 0.5, a6 0.5 slands forthe reduced Ive load tobe considered in this case, However for Fits shown as 1, since thas effect of dead load besides reduced Ive load. Q,, being a factor of ive load as shown as 1. Whonever a faction of lve load 0.5 ‘shown in the above Table under calumn (1s specified, the associated effects dus to live load (Q,, F, F, F,and F,) shall be considered corresponding tothe associates ‘action of ve load. When te gracont effect is considorod, th effects, it any, dv8 to ‘overall rise or fal of temperature ofthe stucture shal also be considered. Selomic effect during erection stage is reduced to half in load combination IX when constuction phase does not exceed 5 years. “The load combinations (Vil and ix} eateto the constructon stage of anew bridge. For repair, rehabilitation and retofting, the load combination shall be project specif. Materials Weight (um) 1) Ashlar (granite) ar 2) Ashlar (sandstone) 24 3) Stone setts a) Granite 26 b) Basa 27 44) Ballet (stone screened, broken, 2.5 om to 7.5 em ‘guage, loose): 2) Granite 14 b) Basalt 16 '5) Brickwork (pressed) in cement mortar 22 {6} Brickwork (common) in cement mortar 19IRC:6-2010 n 8) 9) 10) ” 12) 13) 1) 15) 16) 1” 18) 19) 20) 21) 22) 23) 24) 25) 28) 21) 28) Brickawork (common) in ime mortar Conerete (asphalt) Conerete (breeze) ‘Concrete (cement plain) ‘Concrete (cement ~ plain with plums) Concrete (coment-reinforced) Concrete (coment-prestressed) Concrete (ime-brick agaregate) Concrete (ime-stone aggregate) Earth (compacted) Gravel Macadam (binder premix) ‘Macadam (rolled) ‘Sand (loose) ‘Sand (wet compressed) Coursed rubble stone masonry (cement mortar) ‘Stone masonry (ime mortar) Water Wood Cast ion Wrought ron Stee (rolled or cast) 204 LIVE LOADS 204.1 Details of LR.C. Loadings 204.1.4 For bridges classified under Clause 204.1, the design live load shall consist of ‘Standard wheeled or tracked vehicles of trains of vehicles as ilustated In Figs. 1 to 3 and Annex A. The trailers attached to tho driving unt are not to be considered ae detachable, 204.1.2 Within the kerb to kerb wieth ofthe roadway, the standard vehicle or train shall be ‘assumed to travel parallel to the length of the bridge and to occupy any position which wil produce maximum stresses provided that the minimum clearances between a vehicle and the roadway face of kero and between two passing or crossing vehicles, shown in Figs. 1 10 3, are nol encroaches upon. 204.1.3 For each standard vehicle or tran, all the axles of a unit of vehicles shall be 18 22 14 25 28 25 25 19 2a 20 18 22 26 14 19 268 24 10 08 72 77 78 ‘considered as acting simultaneously in @ position causing maximum stresses. 8IRC6-2010 WHEELED VEHICLE Fig. 1 Class AA Tracked and Wheeled Vehicles (Clause 206.1) NoTES: 1). The nose to tall spacing between two successive vehicles shall not be less than 20m, 2) For muit-lane bridges and culver, load combinations as given in Table 2 shall be ‘adopted. Where IRC Class AA loading Is spected It shal be used in pace of Class 7OR but nose to tl distance shall be as specified in Note No.t °IRC-2010 3) The maximum loads for the wheeled vehicle shal be 20 tonne fora single axle or 40 tonne for a bogie of two axles spaced not more than 1.2 m conres. 4) The minimum c rance between the oad face ofthe Kerb and the outer edge ofthe whoa! o rac, C, shal be as under: Garragoway wath ‘Minimum value of © fi) Single - Lane Bridges 03 Upte with of 5.3.m Mutt-Lane Bridges 12 5) Avie loads in tone. Linear dimensions in metre ae secon one PLAN DRIVING VEHICLE SRT 0IRC6-2010 NOTES: 4) The nose to tall distance between successive trains shall not be less than 185m, 2). For singleiane and multane bridges Ive load combinations 2s given in Table 2 shall be faliowes, 3) The ground contact area ofthe wheels shal be as under: ‘Axi load (tan) Ground contact area (mm) Wimp 114 250 500) 6s 200 380 27 150 200 CLEAR CARRIAGEWAY WIDTH lle aL Li ‘300 | “0.300 bad O00" 4) The minimum clearance, f, between outer edgo of the whoel and the readway face ‘of the karb and the minimum clearance, g, between the outer edges of passing or ‘eressing vehicies on mutilane bridges shal be as given below:- (lear cariagoway wih 9 7 B5mbb75m Uniformly incweasing from | 150 mm fora damioi2m carriageway wits Above 7.5m tam 5) Aale loads in tonne. Linear dimensions in metre, "IRC:6-2010 200 SECTION ON P-P vt LL sson | TBRESTONOF KOT sa Ap —dp—----ete i {zo é PLAN DRIVING VEHICLE Class & Train of Vehicles Fig. 3 Clase‘B' Train of Vehicles (Clause 204.1) NOTES : 41) The nose to tall distance between successive trains shall not be less than 185m, 22» a a 5 IRO:6-2010 No other lve load shall cover any part of the caniageway when a train of vehicles (or trans of vehicles in mul-ane bridge) is crossing the brioge, “The ground contst area ofthe wheels shall be as under- Axle oad (Ground contact area (tonne) Bim) Wom) 68 200 380 laa 150 300 16 mL 115 I (CLEAR CARRIAGEWAY WIDTH ee ‘500 att ‘3300 3300 “O00 ‘The minimum clearances, between outer edge of the whoo! and the roadway face ofthe ker and the minimum clearance, g, between the outer edges of passing oF ‘crossing vehicles on rull-fane bridges shal be 9s given below:- (Gia caniageway wiath | 3 7 BS mio75m ‘Uniform inereasing For | 150 mr for al cariogsway Joamto12m wigs Above 7.5m 1am ‘Axo oad in tonne, Linear dlmensions in motte, ) ‘maximum stresses. 206.1.4 Vehicles in adjacent lanes shall be taken as headed in the direction producing 204.1.8 The spaces on the cariageway let uncovered by he standard train of vehicios shall hot be assumed as subject fo any adaltional ive load unless otherwise specified in Table 2. i 204.2 Dispersion of Load through Fills of Arch Bridges ‘The dispersion of loads 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. 13IRc6-2010 2043 Combination of Live Load ‘This Clause shall be read in conjunction with Clause 112.1 of IRC:S. The carriageway live load combination shal! be considered for the design as show in Table 2. Table 2 Live Load Combination ‘SINo | Cariageway width ‘Number of lanes for ‘Toad combination ‘design purposes 4) [Less than 5.3m 7 [One ane of Class ‘considered o occupy 2.9m, “The remaining width of carriageway stall be loaded vith 500 kgm’ 2) |SSmand above butless 2 ‘One lane of Class 708 OR ‘than 9.6m two lanes of Class & 3) [86 mand above but less 3 One lane of Glass TOR for than 13.1 m ‘every two lanes with one lane of Clas A onthe comaining lane OF 3 lanes of Class A, 2) [18 mand above but Toss z than 168m (ne lane of Clas 70R for 5) | 186 mand above bat ose 3 ‘every two lanes with on ane than20.11m of Class forthe maining lanes. if ary. OR one ane of 8) [20:1 mandabove butless é Class Afr each ane. than 238m NoTes: 1) The wath of the two-lane cariageway shall be 7.5 m as per Clause 112. of Ros. 2) Soe Note 2 under Clause 208.1.3 regarding use of 7OR loading In place of Class AA Loading and vice-versa, 205 REDUCTION IN THE LONGITUDINAL EFFECT ON BRIDGES ACCOMMODATING MORE THAN TWO TRAFFIC LANES Reduction in the longtudinal effect on bridges having more than two traffic lanes due to the low probability that all lanes will be subjected to the characteristic loads simultaneously shall 14. IRC6-2010 be in accordance with the Table shown below: ‘Number of lanes ‘Reduction in longitudinal effect Fortwo lanes ‘No reduction For three lanes 10% reduction For four lanes 20% reduction. For five or more lanes 20% reduction Notes: 4) However, it shoud be ensured that the reduced longitudinal affects are not less severe than the fongtucnaletfoc, resulting from simultanoaus loads on wo adjacent lanes Longitudinal effects mentioned above are bending mement, shea free and torsion in longitudinal direction 2) The above Table is apslcable fr incvicuelly suppor superstructure of mut-taned carriageway. In the case of soparate sub-siructure and foundations, the number of lanes supported by each of them isto be considered while working out the reduction percentage. In the case of combined substructure and foundations, the total umber ‘of lanes for both the cariageway fs to be considered while working out the reduction percentage, 206 FOOTWAY, KERB, RAILINGS, PARAPET AND CRASH BARRIERS ‘The horizontal force specified for footway, kerb, ralings, parapet and erash barriers in this section need not be considered for the design of main structural memisers of the bridge. However, the connection between kerbvralings/oapapet, crash barrier and the deck should be adequately designed and detailed. 206.1 For ail parts of bridge floors accessible only to pedestrians nd animals and for all footways the loading shall be 400 kali. Where crowd loads are likely to occur, such as, on bridges located near towns, which are either centres of pilgrimage or where large ‘congregational fairs are held seasonally, the intensity of footway loading shall be increased from 400 kgin to 500 kgim*. When crowid load is considered, the bridge should also be designed forthe case of entire carriageway being occupied by crowd load. 206.2 Kerbs, 0.6 m or more in width, shall be designed for the above loads and for a locel lateral force of 750 kg per metre, applied horizontally at top ofthe kerb IF ker wicth is less ‘than 0.6 m, no lve load shall be applied in addition to the lateral load specified above. 16IRC6-2010 206.3 In bridges designed for any of the loadings described in Clause 204.4, the main Gircers, trusses, arches, or other members supporting the footways shall be designed for the following lve loads per Square metre for footway area, the loaded length of footway taken in teach case being, such as, to produce the worst effects on the member under consideration: 2) Foreffective span of 7.5 m orless, 400 kglm? or 800 kgf? as the case may be, based on Sub-Clause 206.1 b) For affective spans of over 7.5 m but not exceeding 30 m, the intensity of load shall bo determined according to the equation ° c) For effective spans of over 30 m, the intensity of load shall be determined ‘according to the equation p=(pt-260.-A00) es v 1% Pape (3) where P= 400 kglm? oF $00 kgim?as the case may be, based on Sub-Ciause 206.1.When ‘crowd load is considered for design ofthe bridge, the reduction mentioned in this ciause will not be applicable. = the lve load in kgim? L the effective span of the main girder, truss or arch in m, and \width ofthe footway in m 206.4 Each part ofthe footway shall be capable of carrying a whee! load of 4 tonne, which ‘shall be deemed to include impact, distributed over a contact area 300 mm in diameter the permissible working stresses shall be increased by 25 pervent to meet this provision. This provision need nol be made where vehicles cannot mount the footway as in the case of a footway separated from the roadway by means ofan insurmountable obstacle, such as, uss ora main girder. NOTE : A footway kerb shal be considered mountable by vehicles. 206.5 The Pedestrian/Bicycle Railings/Parapets ‘The pedestrian/bicyele ralingslparapets can be of a large variety of construction. The design loads for two basic types are given below }) Type: Solidipartially filed in parapet continuously cantievering along full length from eck level 6IRC6-2010 Loading:Horizontal and vertical oad of 150 kaj acting simultaneously on the top level ‘ofthe parapet i) Type Frame type with discrete vertical posts cantlevering from the curbideck with minimum two rows of horizontal ras (third row bring the curb itself, or curt replaced by alow lavel 3 al). The ais may be simply supported or continuous ‘over the posts. LLoading:Each horizontal raling designed for horizontal and vertical load of 150 kgm", ‘acting simultaneously over the ral, The filler portion, supported between any ‘wo horizontal rails and vertical ralis should be designed tozesist horizontal load ‘of 150 kgim®, The posts to resist horizontal load of 150 kg x spacing between posts in metres acting on top ofthe post. 206.6 Crash Barriers Crash barriers are designed to withetand the impact of vehicles of cortain weights at certain angle while travelling at the spectiod speed. They aro expactod to guide the vohicle back ‘on the road while keeping the lovel of damage to vehicle as well as to the barriers within acceptable limits. Following are the three categories for citferent applications: Category ‘Application ‘Containment for Poi: Normal Containment | Bridges cartying expressway, or] ISN vehicle at 110 kmh, and equivalent 20% angle impact P-2: Low Containment ‘Al othor bridges excapt bridge | 15 N vehicle at 80 krih and over always 20% angle ofimpact PS High Containment ‘Athazardous and highisk | 900 KN vehicle at €0 keh and locations, over busy railway | 20" angle of impact nes, complex interchanges, te. The bariers can be of rigid type, using cast.n-situ/precast reinforced concrete panels, or of, flexible type, constructed using metallic cold-olled andor hot~olled sections. The metalic ‘ype, called semi-igis type, sufer large dynamic deflection ofthe order of0.9to 1.2m impact, whereas the ‘gid’ concrate type suffer comparatively negligible deflection. The efficacy of the two types of barriers is established on the basis of full size tests carried out by the laboratories specializing in such testing, Due to the complexities ofthe structural action, the value of impact force cannot be quantified A certfcate from such laboratory can be the only basis of acceplance of the semiigié type, inwhich case all the desiga details and construction details tosiad by the laboratcry are to be followed in toto without modfications and without changing relative strengths and positions fof eny of the connections and elements, 7IRc6.2010 For tho rig type of bantior, the same method is acceptable. However, in absence of estingtest Cerificate, the minimum design resistance shown in Table 3 should be buit into the section. ‘Table 3 Minimum Design Resistance SL Requirement ‘Types of Crash Barrier LS Pet In-situ] P-2in-situl | P-3 In-situ Precast_| Precast i) | Shape ‘Shape on traffic side to be as par IRC:S, or New Jersey (NJ) Type of F’ Shape designated thus by AASHTO 2} [Minimum grade of concrete | M40 a0 M40 3) [Minimum thickness of RC [775mm [175mm | 250mm wall (at top) 4) [Minimum moment of [75kNmim [7.5 kNmim_ | 400 kNmim for resistance at base of fend section and the wall [see note (i) for 75 kNmim for bending in vertical plane with intermediate section reinforcement adjacent to the {see note (i) traffic face [see note (i) 5) _ | Minimummomentofresistance | 75 KNmim | 3.7 kNmim | 40 kNmwim for bending in horizontal plane with reinforcement adjacent to ‘outer face [see note (i) [Minimum — moment of | 22.5 125 Not applicable resistance ofanchorage atthe | kNmim | kNm/m base of a precast reinforced ‘concrete panel 7) [Minimum transverse shear [44 kNin of [22.5 kNim | Not applicable resistance at vertical joints | joint of joint between precast panels, or at vertical joints made between lengths ofin-situ crash barrier 3)_[ Minimum height 800mm | 800mm | 1860 mam NoTEs: 1) The base of wal refers to horizontal sections ofthe parapet within 300 mm above the adjoining paved suriece level. The minimum moments of resistance shall reduce linearly {tom the base of wall value to zero at top ofthe parapet. 1) Inadditon tothe main reinforcement, in tems 4 & 5 above, dstribuiton steel equal to 50 percent af the main rinfaccement shal be provided inthe respactive faces. li) Fordesign purpose the crash barier Type P-3 shallbe dvd into end sections extending a distance not greater than 3.0m lrom ens ofthe crash barrier and intsmedlate sactions lextonding along romainder ofthe crash bare. 8IRe6.-2010 |v) Woonerete barter is used as a mecian divider, the steel ls required to be placed on both sles. ¥) Incase of P- insity ype, @ minimum horizontal ansverse shear resistance of 195kNim) ‘shall bo provi. 206.7 Vehicle Barriers/Pedestrian Railing between Footpath and Carriagoway Where considerable pedestrian trafic s expected, such as, in/near townships, rigid type of reinforced concrete crash barrier should be provided separating the vehicular taf from the ‘same. The design and construction details should be as per Clause 206.6. For any ather type of rigid barter, the strength should be equivalent to that of rigid RCC type. For areas of low intensity of pedestrian trafic, semi-rigid type of barrier, which suffers large deflections can be adopted 207 TRAMWAY LOADING 207.1 When a road bridge carries tram lines, the live load due to the type of tram cars sketched in Fig. 4 shail be computed and shall be considered to occupy @ 3 m with of roadway. 207.2 _Anose to tall sequence ofthe tram cars or any other sequence which produces the heaviest stresses shall be considered in the design, TOOT Se Fig, 4 Average Dimension of Tramway Roling Stock (Clause 207.1) 19IRC:6.2010 NOTE: 41) Cearance between passing single deck bogie cars on straight tracks laid at standard 2.75 m vack centres snl be 300 mn 2) Clearance between passing dautle bogie cars on straight tacks laid at standard 2.75m ack canires shall be 450 mm. 3) Unear dimensions in mete. ROLLING STOCK WEIGHT Description ‘Loaded weight tonne) _ | Unloaded weight (tonne) [Single tuck (Single deck) 96 79 Bogie car (Single deck) © 122 Bogie car (Double dock) 215 160 207.3 _Strasses shall be calculated for the following two conditions and the maximum ‘thereof considered in the design. a) Tram loading, followed and preceded by the appropriate standard loading specified in Clause 204.1 together with that standard loading on the traffic lanes, ‘not occupied by the tram car lines. The appropriate standard loading specified in Clause 204.4 without any tram cars 208 IMPACT 208.1 Provision for impact or dynamic action shall be made by an increment ofthe lve load by ‘an impact allowance expressed as a fraction ora percentage ofthe applied ive load. 208.2 For Class A or Class B Loading In the members of any bridge dasigned either for Class A or Class B loading (vide Clause 204.1), this impact percentage shall be determined from the curves indicated in Fig.5. The Impact fraction shall be determined from the following equations which are applicable for spans between 3.m and 45 m, |) Impact factor traction for reinforced concrete bridges |) Impact factor fraction for steel bridges “ahr 2IRC6-2010 Where Lis length in metres ofthe span as specified in Clause 208.6 208.3 For Class AA Loading and Class 70R Loading ‘The value of the impact percentage shall be taken as follows:- a). For spans less than 9m 41) for tracked vehicles 25 percent for spans upto 5 m linearly ‘oducing to 10 percent for spans of 8 m 2) for wheeled vehicles 25 percent (b) For spans of $m or more : |) Reinforced concrete bridges 41) Tracked vehicles 410 percent upto a span of 40'm and In eccordance withthe curve In Fig. 5 for spans in excess of 40.m. 2), Wheeled vohicies 25 percent for spans upto 12 m and In zccordance with the curve in Fig. 5 for spans in excess of 12.m. ji) Steel bridges: 3). Tracked vehicles 10 percent fr all spans 4) Wheeled vehicles 25 percontfor spans upto 23 m and in accordance with the curve indicated InFig. 5 for spans in excess of 28 m. 208.4 No impact allowance shal be added to the footway loading specified in Clause 208. Fig. § Impact Percentage for Highway Bridges for Cass A and Class 8 Loading (Clause 208.2) aIRC:6-2010 208.5 The span length to be considered for arriving atthe impact percentages specified in Clause 208.2 and 208.3 shall be as follows: 1) For spans simply supported or continuous or for arches. the effective span on which the load is placed. bb) For bridges having cantilover arms without suspended spans the effective overhang ofthe cantilever arms reduced by 25 percent for loads: fon the cantilever arms and the effective span between supports for loads on the main span. (©) For bridges having cantilever arms with suspended span the effective overhang of the cantilever arm plus half the length of the suspended span for loads on the cantilever arm, the effective length of the suspended span for loads on the suspended span and the effective span between supports fo load on the main span. NOTE: “For individual members ofa bridge, such as, a cross girder or deck slab ee the value of LLimentioned in Ciause 208.2 ortho Spans mentioned in clause 208.3 shal bo th effective span of the member under consideration” 208.6 In any bridge structure where there isa filing of not less than 0.6 m including the road crust, the impact percentage to be alowed in the design shall be assumed to be one- half of what is specified in Clauses 208.2 and 208.3, 208.7 For calculating the pressure on the bearings and on the top surface of the bed blocks, full value of the appropriate impact percentage shal be allowed. But, for the design (of piers abutments and structures, generally below the level of the top of the bed block, the appropriate impact percentage shall be muted by the factor given below: 2). For calculating he pressure atthe bottom surface of the bed block 05 b) For calculating the pressure on the 05 top 3 m of the structure below the bed block decreasing uniformly tozero ©) For calculating the pressure on the portion of the zero ‘structure more than 3 m below the bed block 2IRo6-2010 208.8 In the design of members subjected to among other stresses, direct tension, such 2s, hangers in a bowstring girder bridge and in the design of member subjected to direct ‘compression, such as, spandrel columns or walls in an open spandrel arch, the Impact percentage shall be taken the same as that applicable to the design of the corresponding member or members ofthe floor system which transfer loads to the tensile or compressive ‘members in question. 208.9 These Clauses on impact do not apply to the design of suspension bridges. In ‘cable suspended bridges and in other bridges where live load to dead load ratio is high, the ‘dynamic effects, such as, vibration and fatigue shall be considered. 209 WIND LOAD 209.1 This clause is applicable to normal span bridges with individual span length up to 150 m or for bridges with height of pier up to 100 m. For all other bridges including cable slayed bridges, suspension bridges and ribbon bridges specialist ierature shall be used for computation of design wind lead. 209.1.1 The wind pressure acting on a bridge depends on the geographical locations, the terrain of surrounding area, the fetch of terrain upwind of the site location, the local topography, the height of bridge above the ground, horizontal dimensions and cross-section of bridge or its element under consideration. The maximum pressure is due to gusts that cause local and transient fuictuations about the mean wind pressure, Allstructures shall be designed forthe following wind forces. These forces shallbe considered toc in such a direction that the resultant stresses in the member under consideration are ‘maximum, Inadaition to applying the prescribed loads in he design of bridge elements, stability against ‘overturning, uplift and sliding dus to wind shall be considered. 209.2 The wind speed atthe location of bridge shall be based on basic wind speed map as, shown in Fig, 6, The intensity of wind force shell be based on hourly mean wind speed and Pressure as shown in Table 4 The hourly mean wind speed and pressure values given in Table 4 corresponds toa basic wind speed of 33 m/s, return period of 100 years, for bridges. situated in plain terrain and terrain with obstructions, with a flat topography. The hourly mean Wind pressure shall be appropriately modified depending on the location of bridge for therbasic wind speed as shown in Fig. 6 and used for design (see notes below Table 4), Table 4 Hourly Mean Wind Speed And Wind Pressure (For abasic wind speed of 35 mis as shown in Fig 8) Bridge situated in ae Plain terrain Terrain with obstructions vets) | _P (wim) V, (ens) (Nim) Ubi 10m 2780) 465.70 17.80 190.50 6 2020 512.60 19.60 230.50 20. 30.90 1350.00 21.00 265.30 20) 3140 "500.20 22.80, 312.20 50 38:10) (950.20 22.00, 7a ca 33.60, 678.30 25.60) 302.00 70 34.00 683.60 2620) 412.80 20 34.40 7i120, 28.00) 495.50 90 34.90 72.00 2750) 45.20 700) 35.50 747.00 2620 475.60 e ‘be average height in mets of exposed surface above the mean staring suriace {ground or bas or wate: eve) = hourly maan speod of wind in mis at hight = patizontal wind pressure in Nie at height H NOTES: 1) Intermediate values may be obtained by near interpolation. 2) Plain terran refers to open terrain with no obstruction or with very well scattered ‘Sbsrucions having height up to 10 m, Terain with cbstrucone refers to a terrain with humerous closaly spaced stuctures, foresis or tees upto 10 m in height with few ‘eolated tall sructures of terrain with large number of high closed spaced obstruction lice structures, trees forests st 3) For other values df besie wind speed as indicated in Fig. 6, the hourly mean wind ‘Speed shall be obtained by mulpying the corresponding wind speed value by the fato of basie wind speed at the location of bridge to the value corresponding to Table 4, (8, 33 msec.) 4) The houty mean wind pressure aan appropriate height and terrain shall be obtained by mulling the caespancing pressure valus or base wind speed as indicated in Table & bythe ratio of squave of basi wind speed atthe locaton of wind to square of base wind speed corresponding to Table 4 (Le, 28 miso. 5) if the topography (hil, dge escarpment or cif) at the stucture sta can cause ‘ecoloraton oF funnaling of wind, the wind pressure shall be furiher increased by 20 percent as stated in Note 4 6) For construction tages, tne houry mean wind pres ofthe value caleuated as stated in Note 4 and 5. 2 re shall be taken as 70 percentIRC6-2010 209.3 Design Wind Force on Superstructure 209.3.1 The superstructure shall be designed for wind induced horizontal forces (acting in the ‘transverse and longitudinal direction) and vertical ioads acting simultaneously. The ‘assumed wind direction shall be perpendicular to longitudinal axis for a straight structure oF to.an axis chosen fo maximize the wind incuced effects for a structure curved in plan, 209.3.2 The transverse wind force ona bridge superstructure shall be estimated as specified in Clause 209.3.3 and acting on the area calculated 28 fllows: a) Fora deck structure: ‘The ares of the structure as seen in elevation including the floor system and raling, less area of perforations in hand raling or parapet walls shall be ‘considered. For open and solid parapets, crash barriers and ralings, he solid ‘area in normal projected elevation of the element shall be considered. b). Fortruss structures: Appropriate area as specified in Annex C shall be taken, ©) For construction stages ‘The area at ll stages of construction shall be the appropriate unshielded solid area of structure. 209.3.3 The transverse wind force F, (in N) shal be laken as acting at the centroids of the appropriate areas and horizontally and shall be estimated from: F,=P,xA,XGXC, wnere, P, Is the nourly mean wind pressure in Nim#(see Table 4), A, is the solid area in mi? (see Case 209.3.2), Gis the gust factor and C, is the drag coefficient depending on the \geometri shape of bridge deck. For highway bridges up to a span of 160 m, which are generally not sensitive to dynamic éctlon of wind, gust factor shall be taken as 2.0. ‘Tho drag coefficient for slab bridges with width to depth ratio of cross-section, Le b/d = 10, shall be taken as 1.1 For bridge decks supported by single beam or box girder, C, shall be taken as 1.50 for bid ratio of 2 and es 1.3 if b/d 2 6. For intermediate b/d ratios C, shall be interpolated. For deck supported by two or mare beams or box girder it shall be taken as 1.5 times C, forthe single beam or box, however the value shall not be less than Fr deck supported by single plate gitder it shall be taken as 2.2. When the deck is supported by two or more plate gitders, for the combined structure C, shall be taken as 2(1+0/20d), but not more than 4, where c is the centre to centre distance of adjacent girders, and d is the depth of windward girder. For truss glider superstructure the drag costicients shall be derived as given in Annex D. For other type of deck cross-sections C, shall be ascertained efter from wind tunnel ests or, 'f available, for similar type of structure, specialist literature shall be referred to, aIRe6-2010 209.3.4 The longitudinal force on bridge superstructure F; (In N) shall be taken as 25 percent ‘and 60 percent ofthe irensverse wind load as calculated as per Clause 209.3.3 for beam! boxiplate gitder bridges and truss girder bridges respectively, 209.3.5 An upward or downward vertical wind load F, (in N) acting at the centroid of the ‘sporopriate areas, forall superstructures shall be derived from: F=P,xA,xOXC, where P, isthe hourly mean wind pressure in Nim? at height H (sae Table 4) Js the area in pian in me [s the lit coefficient which shall be taken as 0.75 for normal type of siab, box, l-girder and plate gitder bridges. For other type of deck cross-sections C, shal be ascertained either from wind tunnel tests or, if available, for similar type of stucture. Specialist Iterature shall be refered to GIs the gus! factor as defined in 209.3.3 209.3.6. The transverse wind load per unit exposed frontal area of the lve load shall be ‘computed using the expression F, given in Clause 209.3.3 excopt that C, against shall bbe taken as 7.2. The exposed frontal area of lve load shall be the entire length of the superstructure seen in elevation in the direction of wind as defined in clause or any part of that length producing critical response, multiplies by a height of 3.0 m above the road way surface. Areas below the top of a solid barrier shall be neglectes. ‘Tne longitudinal wind load on live oad shall be taken as 25 percent of transverse wind load {38 caloulated above. Both loads shall be applied simultaneously acting at 1.5 m above the roadway. 209.3.7 The bridges shall not be considered to be carrying any live load when the wind Speed at dock level excoods 36 mis, 209.3.8 In case of cantilever construction an upward wind pressure of P, x C.x @ Nim (see Cause 209.3.5 for notations) on bottom soffit ares shall be assumed on stabilizing cantilover ‘arm in addition to the transverse wind effect calculated as per Clause 209,3.3. In aiion to the above, other loads defined in clause 218.3 shall also be taken in to consideration. 208.4 Design Wind Forces on Substructure The substructure shall be designed for wind induced loads transmitted to it from the superstructure and wind loads acting directly on the substructure, Loads for wind directions both normal and skewed to the longiudinal centerine of the superstucture shall be ‘considered F, shall be computed using exprassion in Clause 209.3.3 with A, taken as the solid area in ‘normal projected elevation of each pier. No allowance shall be made for shielding, For piers, Cp shall be taken from Table 8. For piers with cross-section dissimilar to those siven in Table 6, C,, shall be sscertained either from wind tunnel tests or, if avaliable, for EyIRC:6-2010 similar ype of structure, specialist ltrature shall be referred to C, shall be derived for each pier, without shieing Table 5 Drag Coefficients C, For Piers —f] Efe pe fe pe fw [ow foe OBEROI LL LL. Ofte t tatedIRC6.2010 NOTES: 1) Forrectangular pars with rounded comers with rac the value of C, derived from ‘Table 5 shall be mulipiag by (1.5 nb) oF 05, whichever is greater. 2) Foraplerwith tiangularnosing, salle derived as forthe rectangle encompassing the outer edges of pier 3) For pier tapering with height, ©, shall be derived for each of the unit hight nto ‘which the support has been subdivided. Mean values oft and b foreach unit height shall be used to evaluate Yb. The overall pir height and mean breadth of each unit height shall be used to evaluate heightbreadth 4) ter constuction of the supersnucture C, shall be derived for height to breacth ratio of 40. 208.5 Wind Tunnel Testing ‘Wind tunnel testing by established procedures shell be conducted for dynamically ‘sensitive structures such as cable stayed, suspension bridges etc, including modeling of appurtenances, 240 HORIZONTAL FORCES DUE TO WATER CURRENTS 240.1 Any part of a road bridge which may be submerged in running water shall be ‘designed to sustain safely the horizontal pressure due to the force of the current. 210.2 Onpiers parallel to the direction ofthe water curren, the Intensty of pressure shell be calculated from the following equation: 52K P. where P= intensity of pressure due to water current, in kgim? V__ = the velocity of the current at the paint where the pressure intensity is being calculated, in metre per second, and K = aconstanthaving the folowing values for diferent shapes of piersillustrated in Fig. 7 |) Square ended piers (and forthe superstructure) 1.50 |) Circular piers or piers with somi-circular ends oss ii) Piers with triangular cut and ease waters, the angle includad between the faces being 30° or loss oso 20IRC6-2010 \v) Piers with triangular cut and ease waters, the angle included betwoen the faces being more than 30° but less than 60° 0,50 00.70 ¥) -do- 60 to 80° 0.70 100.90 vi) Piers with cut and ease waters of equilateral ares of circles 04s vil Piers with arcs ofthe cut and ease waters intersecting at 90° 0.50 Prs win square ends Circular piers or piers with semi- Cralar ends C <> <> a) Cc Piors with tianguar cut and ease waters, he angle cluded between the. faces belg more than 20 agro but oss than 60 dogroos Piers wit triangular cut and ease waters, tho ange incced between the faces being 60 60 degrees Piers witn cut and ease waters of ‘oquiatoral ares of orces Plars wih ares ofthe cut and ease wales intersecting at 90 degrees Fig, 7 Shapes of Bridge Piers (Ciause 210.2) aIRC6-2010 210.3 The value of V" in the equation given in Clause 210.2 shall be assumed to vary linearly from zero at the point of deepest scour to the square of the maximum velocity at the free surface of water. The maximum velocity fr the purpose of this sub-clause shall be ‘assumed to be V2 times the maximum mean velocity ofthe current. A oO esate — vont or ore acoun ‘Square of velocity at a height % from the point of deepest Scour = U2 where Vis the maximum mean velocity. 210.4 When the current stikes the pier at an angle, the velocity of the current shall be resclved into two components one parallel and the other normal othe pier. 2). The pressure parallel to the pier shall be determined as indicated in Clause 210.2 taking the velocity as the component of the velocity of the current in a direction parallel tothe pier. ) The pressure of the current, normal to the pior and acting on the area of the side elevation ofthe pier, shall be calculated similarly taking the veloaty as the ‘component ofthe velocty ofthe current ina direction normal tothe pie, and the Constant K as 1.5, except in the case of circular piors where the constant shall be taken as 0.68 210.5 To provide against possible variation ofthe drecton of the current from the direction assumed inthe design, allowance shall be made in the design of piers for an extra variation in ‘the curent direction of 20 degrees that i to say, piers intended to be parallel othe direction Cf currant shal be designed fora variation of 20 degraes from the normal direction of current ‘and piers orginally intended to be inctined at @ degree to the direction of the current shall be designed for a current crection incined at (20:8) degreas to the length ofthe pie. 210.6 Incase of a bridge having a pucca floor or having an inerodlble bed, the effect of ‘cross-currents shall in no case be taken as less than that of static force due to a diflerence cof head of 250 mm between the opposite faces of a pier. 210.7 When supports are made with two or more pilas or trestle columns, spaced closer ‘than three times the width of plesicolumns across the direction of fiow, the group shall be 32IRC6-2010 treated as a solid rectangle of the same overall length and width and the value of K taken 8 1.25 for calculating pressures due to water currents, both parallel and normal to the pier. If such pilesicolumns are braced, then the group should be considered as a solid pier, irrespective ofthe spacing ofthe columns. 211 LONGITUDINAL FORCES 211.4. In allroad bridges, provision shall be made for longitudinal forces arising from any ‘one or more of the following causes: 4) Tractive effort caused through acceleration of the driving wheels; b)_ Braking effect resuling from the application of the brakes to braked wheels: ‘and ©) Fictional resistance offered to the movement of free bearings due to change of temperature or any other cause, NOTE : Braking effect is invariably greater than the tracve of. 211.2 The braking effec on a simply supported span or a continuous unit of spans or on {any other type of bridge unit shall be assumed to have the following value: 4) In the case of a single lane or a two lane bridge : twenty percent of the frst {rain load plus ten percent ofthe load of the succeeding trains or part thereof, the train toads in one lane only being considered for the purpose of this sub- clause. Where the entre frst train is not on the full span, the braking force shall be taken a8 equal to twenty percent of the loads actually on the span or Continuous unit of spans, )_ In the case of bridges having more than 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 : The loads in this Clause shall not be inroased on account of impact. 211.3 The force due to braking effect shall be assumed to act along a line parallel to the Foadway and 1.2m above it. While transferring the force to the bearings, the change in the vertical reaction atthe bearings should be taken into account. 211.4 Thedistribution of longitudinal horizontal forces among bridge supportsis effected by the horizontal deformation of bridges, flexing of the supports and rotation ofthe foundations. For spans resting on stif supports, the distribution may be assumed as given below in Clause 211.5. For spans resting on flexible supports, distribution of horizontal forces may be carried out according to procedure given below in Ciause 211.6 211.5 Simply Supported and Contiruous Spans on Unyielding Supports 211.5. Simply supported spans on unyielding supports 211.5.1.1 Fora simply supported span with fixed and free beatings (other than elastomeric ‘ype) on stif supports, horizontal forces atthe bearing evel inthe longitudinal direction shall 3sIRC6-2010 be greater of the two values given below: SRAM note: D) » Fixed beating Free bearing 0 FBR YR) wRERD & 0 Bu mon) BRR) Applied Horizontal force = Reaction at the free end duo to deac load Reaction at ree end due to lve load Cooticient of frition at the movable boaing which shall bs assured to have the {allowing valves: D— Forsteet roller bearings 0.03 1) Forconcrete role bearings 0.08 jay Forsliing bearings: 8) Steelon castionorstoelonstecl 0.4 8) Gray cast iron Gray cast ton (Mechaite) 03 ©) Concrete over conerete with btumon layer'n botween 05 0.09 and 0.05 4) Teflon on stainiess ste! whicheveris govecning For design of bearings, the corresponding forces may be taken as per relevant IRC Codes. Unbalanced dead load shall be accounted for properly. The structure under the fixed bearing shal be designed to withstand the full sessmie and design brakingitractve force 211,5.1.2 In case of simply supported smell spans upto 10 m resting on unyielding ‘supports and where no bearings are provided, horizontal force in the longitudinal direction at the beering level shall be Fear gene 2115.13 Fora simply supported span siting on identical elastomeric boarings at each tend resting on unyielding supports. Force at each end F, sey, ote \V, = shear rating of he elastomer bearings Jig = movement of deck above bearing, other than that due to applied forces 3IRo:8-2010 211.6.1.4 The substructure and foundation shall also be designed for 10 percent variation Jn movement ofthe span on ether sid. 2115.2 For continuous bridges with one fixed bearing or other free besrings: Fixed bearing Free bearing Caser (URL) eve F, acting in we drection (a) > 2uR F.-GiR+ pL) a () WF, <2yR fi Ta PWR) Gases (GR — ph) ve F, acing in-ve direction fo) E> 2p F(R Hb) (b) FF, < 2p ue Fe squr- a wr) whichever is greater where Lorn, = number of free bearings to the lel or right of fxed bearings respectively Lor HR. = the otal horizontal force developed at th trae bearings to the lft or right ‘ofthe fixed bearing respectively, R, =the net horizontal force developed at any one of the tree bearings ‘considered tothe lft or right of the fixed bearings NOTE : In sotsmic areas, the fixed bearing shall aso be checked fr fl seismic force and braking! tractive force. The structure under the fixed bearing shall be designed to withstand the ful ‘else and design brakingiracive force. 211.6 Simply Supported and Continuous Spans on Flexible Supports 211.8.1 Shearrating ofa supportis the horizontal force requiredta move the top of the support through a unit distance taking nto account horzontal deformation ofthe bridges, flexbilty of the suppor and rotation ofthe foundation. The distribution of ‘applied’ longitudinal horizontal {forces (e.g, braking, seismic, wind ete.) depends solely on shear ratings ofthe supports and may be estimated in proportion to the rato of individual shear retings of & support tothe sum ‘of the shear ratings ofall the supports. 38IRC6.2010 211.6.2. The distribution of seltinduced horizontal force caused by deck movement (owing to temperature, shrinkage, creep, elastic shortening, ec.) depends not only on shear ratings of te supports but also on the location of the ‘zero’ movement point inthe deck. The shear rating of the supports, the distibution of applied and self-induced horizontal force and the determination of the point of zero movement may be made as per recognized theory for ‘which reference may be made to publications on the subjects. 241.7 The effects of braking force on bridge structures without bearings, such as, arches, fig frames, ete., shall be calculated in accordance with approved methods of analysis of indeterminate structures. 211.8 Tho offects of the longitudinal forces and all other horizontal forces should be Calculated upto a level where the rosuitant passive earth resistance of the soil below the ‘deepest scour level (floor level in case of a bridge having pucca floor) balances these forces, 242 CENTRIFUGAL FORCES 212.1 Where a road bridge is situated on a curve, all portions ofthe 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 subjected. 2122 The centfuga force shal be determined from the folowing equation we © 427R where G = Centrifugal force acting normally to the traffic (1) at tho point of action of the whee! loads or (2) uniformly distributed aver every metre length on which a Uniformly distributed load acts, in tonnes. Live load (1) in case of wineel loads, each wheel load being considered as ‘acting over the ground contact length speeified in Clause 204, in tonnes, and (2) in ease of a uniformiy cistributed live load, in tonnes per linear metre. V = The design speed of the vehicles using the bridge in km per hour, and R= The radius of curvature in metres, 212.3 The centrifugal force shall be considered to act ata height of 1.2m above the level of he cariageway. 212.4 No increase for impact effect shall be made on the stress due to contifugal action, 36IRO6-2010 212.5 The overtuming effect of the cenbifugal force onthe structure as a whole shal also be duly considered. 243 BUOYANCY 213.1 Inthe design of abutments, especially those of submersible bridges, the effects of buoyancy shall also be considered assuming that the fil behind the abutments has been removed by seaut 218.2 To allow for full Buoyancy a reduction is made in the gross weight ofthe member affected, in the following manner: 1a) When the member under consideration displaces water only, e.g. a shallow pier or abutment pier founded at or near the bed level, the reduction in weight shall be equal to that ofthe volume of the displaced water. 'b) When the member under consideration displaces water and also sit or sand, eg, 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: |} Full hydrostatic pressure due to a depth of water equal tothe diference in levels between the free surface of water and the foundation of the member Under consideration, the free surface being taken for the worst condition; and 1) Upward pressure dus to the submerged weight of the silt or sand calculated In accordance with Rankine's theory for the appropriate angle of internal ‘ction, 213.3 Inthe design of submerged masonry or concrete structures, the buoyancy effect through pore pressure may be limited to 15 percent of full buoyancy. 213.4 Incase of submersible bridges, the full buoyancy effect on the superstructure shall be taken into consideration 214 EARTH PRESSURE 214.1 Structures designed to retain earth fills shall be proportioned to withstand pressure Calculated in accordance with any rational theory. Coulomb's theory shall be acceptable, ‘subject tothe modification that the centre of pressure exerted by the backfil, when consicered dry is located alan elevation of 0.42 ofthe height ofthe wall above the base instead of 0.33, ofthat height. No structures shall, however, be designed to withstand a horizontal pressure less than thal exerted by a lid weighing 480 kg/m. All abutments and return walls shall be signed fora ive load surcharge equivalent to 1.2 m earth fl 214.2 Reinforced concrete approach slab with 12 mm cia 160 mm cic in each direction both at top and bottom as reinforcement in M30 grade concrete covering the entre wicth of 37IRC6-2010 the roadway, with one end resting on the structure designed to retain earth and extending for «8 length of not less than 3.5 m into the approach shall be provided. 2143 _Alldesigns shall provide forthe thorough drainage of backflling materials by means ‘of weep holes and crushed rock or gravel drains, or pipe drains, or perforated drains, 214.4 The pressure of submerged sols (not provided with drainage arrangements) shall be considered as made up of two components: 42) Pressure due to the earth calculated in accordance with the method laid down In Clause 244.4, the unit weight of earth being reduced for buoyancy, and b) Full hydrostatic pressure of water 245 TEMPERATURE 2184 General Daily and seasonal fluctuations in shade air temperature, solar radiation, etc. cause the following 2) Changes in the overall temperature of the bridge, referred to as the effective bridge temperature. Over a prescribed period there willbe a minimum and a maximum, together with a range of effective bridge temperature, resulting in loads andior load effects within the bridge due to: 1) Restraint offered to the associated expansionicontraction by the form of construction (0.g., portal frame, arch, flexible pier, elastomeric bearings) referred to as temperature restraint; and |i) Friction at roller or sliing bearings referred to as frictional bearing restraint; ) Differences in temperature between the top surface and other levels through the depth ofthe superstructure, referred to as temperature difference and resulting In associated loads andior load effects within the structure, Provisions shall be made for stresses or movements resulting from variations in the temperature. 2152 Range of Effective Bridge Temperature Effective bridge temperature for the location of the bridge shall be estimated from the isotherms of shade air temperature given on Figs. 8 and 9. Minimum and maximum effective bridge temperatures would be lesser or more respectively than the corresponding minimum and maximum shade alr temperatures in concrete bridges. In determining load effects due to temperature restraint in concrete bridges the effective bridge temperature when the structure is effectively restrained shal be taken 2s datum In calculating the expansion up to the maximum effective bridge temperature and contraction down to the minimum effective bridge temperature,IRC6-2010 WAP OF INDIA “The terval water of nd extend into the sea toa tance of wale nate mes measured from the appropiate base ane. esa upon Survey of India map with pemigsion othe Surveyor Genes © Government of nea Copyright 1883 Reeponstliyforthe corecness of itera ells ests wih the pubishers. Fig. 8 Chatt Showing Highest Maximum TemperatureIRC#6-2010‘The bridge temperature when the structure Is, follows: IRO:6-2010 effectively restrained shall be estimated as dg location having difference between maximum and minimum air sheds temperature Bridge temperature tobe assumed whon the stuclur @ is ellectvay restraines > 20% Mean of maximum and minimum air shade temperature + 10°C whichovorisextical 20% ‘Mean of maximum and minimum air shade temperature + 5°C whichever is erteal For meialic structures the extreme range of effective bridge temperature to be considered in the design shall be as follows 1) Snowbound areas from — 35°C to + 50°C 2) For other areas (Maximum air shade temperature + 15°C) to (minimum alr shade temperature ~ 10°C). Air shade temperatures are to be obtained trom Figs. 8 and 9. 2183 Temperature Differences Effect of temperature difference within the superstructure shall be derived trom postive temperature differences which occur when conditons are such that solar radiation and other effects cause a gain in heat through the top surface ofthe superstructure. Conversely, reverse femperature diferences are such that heat s lost from the top surface ofthe bridge deck as 2 result of re-adiation and other effects, Positive and reverse temperature differences for the purpose of design of concrete bridge decks shall be assumed as shown in Fig. 10 (a). ‘These cesign provisions are applicable to concrete bridge decks with about 50 mm wearing surface. So far as steel and composite docks are concerned, Fig. 10(b) may be referred for assessing the effect of temperature gradient i, v1 rif IH ° | i scescaa trae [| [sett iD Zt Fig. 10 (a) Design Temperature Diferences for Concrte Bridge Decks aIRC6-2010 ert Him) |T,.CO) Fig, 10 (0) Temperature Diferences Across Steel and Composit Section NOTE: For intermediate slab thickness, T, may be Interpolated, 215.4 Material Properties For the purpose of calculating temperature effects, the coefficient of thermal expansion for RCC, PSC and steel structures may be taken as 12.0 10°FC. 218.5 Permissible Increase in Stresses and Load Combinations ‘Tensile stresses resulting from temperature effects not exceeding in the value of two third of the modulus of rupture may be permitted in prostressed concrete bridges. Sufficient amount ‘of non-tensioned steet shal, however, be provided to control the thermal cracking. Increase in stresses shall be allowed for calculating load effects due to tomporature restraint under load combinations. NOTE: Permissible increase in seeses and load combinations as stated under Clause 218.5 is ‘ot applicable for Limit State Design of Bridges. 216 DEFORMATION STRESSES (for steel bridges only) 216.1 Adeformation stress is defined as the bending stress in any member of an open web-gitder caused by the vertical deflection of the girder caused by the vertical deflection, of the girder combined with the rigidity of the joints. No other stresses are included in this definition, 246.2 All steel bridges shall be designed, manufactured and erected in a manner such that the deformation stresses are reduced to a minimum. In the absence of calculation, deformation stresses shall be assumed to be not less than 16 percent of the dead and live loads stresses. 218.3 Inprestressed girders of stee!, deformation stresses may be ignored. 2IRC#6-2010 217 SECONDARY STRESSES 217.4 a). Stoel structures: Secondary stresses are ackitional stresses brought into play ‘due tothe eccentricity of connections, floor beam loads applied at intermediate points in a panel, cross girders being connected away from pane! points, latoral ‘ind loads on the end-posts of through gitders etc., and stresses due to the ‘movement of supports. b)_ Reinforced Concrete structures: Secondary stresses are additional sirossos ‘brought into play due either tothe movement of supports orto the deformations In the geometrical shape ofthe structure o its momber, resulting from causes, such as, rigidity of end connection or loads applied at intermediate points of tiusses or restrictive shrinkage of concrete floor beams. 217.2. Allbridges shall be designated and constructed in a manner such that the secondary siresses are reduced to a minimum and they shall be allowed for in the design 217.3. For reinforced concrete members, the shrinkage coefficient for purposes of design may be taken as 2X 10° 248 ERECTION STRESSES AND CONSTRUCTION LOADS 218.1 The effects of erection as per actual loads based on the construction programme ‘hall be accounted fori the design. This shall also include the congiion of one span being ‘completed in all respects and the adjacent span notin postion. However, one span dislodged Condition need nat be considered in the case of slab bridge not provided with bearings. 218.2 Construction loads are those which are incident upon a structure or any of is Constituent components during the construction ofthe structures. {A detalied construction procedure associated with a method statement shall be drawn up during design and considered in the design to ensure that all aspects of stabilly and strength ofthe structure are salisie. 218.3 Examples of Typical Construction Loadings are given below, However, each individual case shall be investigated in complete detail Examples: a) Loads of plant and equipment including the weight handled that might be Incident on the structure during construction 'b) Temporary super-imposed loading caused by storage of construction material (na partially completed a bridge deck. ©) Unbalanced effect of 8 temporary structure, if any, and unbalanced effect ‘of modules that may be required for cantilever segmental construction of @ bridge, )_ Loading on individual beams andior completed deck system due to travelling of ‘a launching truss over such beams/deck system. ©) Thermal effects during construction due to temporary restraints. ) Secondary effects, if any, emanating from the system and procedure of ‘construction.IRe6-2010 9) Loading due to any anticipated sol settlement. hh) Wind load during construction as per Clause 209. For special effects, such 2, unequal gust load and for special type of construction, such as, long span bridges specialist Iterature may be referred to |). Seismic effects on partially constructed siructure as per Ciause 219. 219 SEISMIC FORCE 2194 Applicability 219.41. Al bridges supported on piers per bens and archs, deel or through bearings, and not exempted below in the category () and (b), are tobe designed for horizontal and vertical forces 29 given in the folowing clauses The folowing types of bridges need not be checked for selsmic effects 8) Culverts and minor rigs upto 10 m span inall sesmic zones 8). Bridges in seismic zones Il and tit satisting both limits of total length not ‘exceeding 60 m and spans not exceeding 15 m 219.42 Special investigations should be carted ou for the bridges of following description: ') Bridges more than 180 m span ®)- Bridges with pers alr than 30 m in Zones IV and V ©) Cable supported bridges, such as extradosed, cable stayed and suspension bridges 4) Arch bridges having more tan 50 m span ©). Bridges having any of tho special seismic resistant features suchas seismic isolators, dampers et. f) Bridges using innovative structural arrangements and materials. Notes for special investigations: 1) nal seismic zones, areas covered within 10 km from the known active faults are cassie as ‘Near Field Regions. Fr al bridges located wthin Near Field Regions, excopt those exempted in Clause 219.11, special investigations shouldbe cared out. The information about he active aus should be sought by bridge authors for projects sitiatad within 100 km of known epicenter as a par of preliminary investigations atthe project preparation stage 2). Special investigations should include aspects such as need for ste specie spectra, independency of component motions, spatial variation of excitation, need tonclude so-stucturintraction, suitable mothods of structural analysis in viow of geometrical and sinictral non-inear fect, characteristics and reliability of seismic olation and other special seismic resistant devas, et. 2) Site speciic spectrum, wherever ts need Is established in the special investigation, sal be used, subjectto tre minimum valves specified ferrelevant selsmic zones, given in Fig. 1. “41RC#-2010 249.1.3. Masonry and plain conerete arch bridges with span more than 10m shall be avelded In Zones IV and V and in near field region, 219.2 Seismic Zones For the purpose of determining the seismic forces, the Country is classified into four zones. ‘as shown in Fig. 11. For each Zone a factor 7’ is associated, the value of which is given in Table 6. 5 Table 6 Zone Factor 2) [Zone Ne: | Zone Factor @) v 036 wv 024 MW 0.16 U1 0.10 218.3. Components of Seismic Motion ‘The characteristics of seismic ground motion expactod at any location depend upon the magnitude of earthquake, depth of focus, distance of epicenter and characteristics of the path ‘through which the seismic wave travels, The random ground motion can be resolved in throo ‘mutually perpendicular directions. The components are considered to act simultaneously, but independently and their method of combination is described in Clause 219.4. Two horizontal ‘components are taken as of equal magnitude, and vertical component Is taken as two third ‘of horizontal component. In zones 1V and V the effects of vertical components shall be considered forall elements of, the bridge. ‘The effect of vercal component may be omitted forall elements in zones Il and Ill, except for the following cases: a) prestressed concrete decks b)_ bearings and linkages ©) horizontal cantiever structural elements 4) for stability checks and ©) bridges located in the near fleld regions 219.4 Combination of Component Motions 41) The seismic forces shall be assumed to come from any horizontal direction. For this purpose two separate analyses shall be performed for design seismic forces acting along two orthogonal horizontal directions. The design seismic force resultant (ie. axial force, bending moments, shear forces, and torsion) aIRC6-2010 at any cross-section of a bridge component resulting from the analyses in the two orthogonal horizontal directions shall be combined as below (Fig. 12). a) £1,203, b) £0348, Force resultant due to full design seismic force along x direction, Force resultant due to full design seismic force along z direction. 2) When vertical seismic forces are also considered, the design seismic forceresultants: ‘at any cross section of abridge component shal be combined as below. 8) #1,2035,203r, db) £031,25203%, ©) £034,20358r, 5 where r, and r are as defined above and f, s the force resultant due to full design seismic force along the vertical direction. Bige Plan Global X20 uk g ME i iw Fig. 12 Combination of Ornegonal Selamic Forces ‘Werner goin maton ‘Horne gr maton sion ue slong nace a, =m sau Ssoame Design Moments SMS 4ME M osm «Mz Where, M, and Mf re absolute mamenis bout local aves, “aIRc6-2010 NOTE: Anolysis ofbridge as a wholes caried out for global axes X and Z and effects obtained ara ‘combined for design about local axes as shown, 219.5 Computation of Seismic Response Following methods are used for computation of seismic response depending upon the complexity of the structure and the input ground motion, 1) For most of the bridges, elastic seismic acceleration method is adequate. In this method, the fist fundamental mode of vibration is calculated and the corresponding acceleration is read from Fig. 13. This acceleration is applied all parts ofthe bridge for calculation of forces as per Clause 219.5.1 2) Elastic Response Spectrum Method: This is a general method, sultable for more complex structural systems (e. g. continuous bridges, bridges with large difference in pier heights. bridges which are curved in plan, ete), in which dynamic analysis of the structure is performed to obtain the first as well as higher modes of vibration and the forces obtained for each mode by use of response specitum from Fig, 13 and Clause 219.6.1. These modal forces are combined by folowing appropriate combinational rules to arive at the design forces. Reference is made to specialist Itrature for the same, Fig, 18 Response Specta 249.51 Horizontal seismic force The herizontal seismic forces acting at the centers of mass, which are to be resistecsby the structure as a whole, shall be computed as follows: A, (Dead Load + Appropriate Live Lead) 49IRc6-2010 ‘A= horizontal seismic coefficient (zi2)* () x (S/o) ‘Appropriate live load shall be taken as per Clause 219,5.2 Z-= Zone factor as glven in Table 6 Importance Factor (see Clause 219.6.1.1) ‘T = Fundamental period ofthe bridge (i sec.) for horizontal vibrations Fundamental time period of the bridge member isto be calculated by any rational method of enalysis adopting the Modulus of Elasticity of Concrete as per IRC: 21, ‘and taking gross uncracked section for moment of inertia. The fundamental period ‘of vibration can also be calculated by the method given in Annex D Sg = Average response acceleration coefficient for 5 percent damping of load resisting elements depending upon the fundamental period of vibration T as given in Fig. 13 which is based on the following equations. For rocky or hard sol sites, Type I soll with N > 30, 8,f 250 00

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