General Specifications April 2015

DoR-SB001 : 2015
GENERAL SPECIFICATIONS FOR BRIDGES
DoR-SB001:2015
April 2015
DEPARTMENT OF ROADS, MoWHS, THIMPHU
General Specifications for bridges 0

DoR-S8001 : 2015
PITEFACE
The Department of Roads, Ministry of Works and Human Settlement is pleased to
publish the first issue of the General Specifications for Bridges - DoR-58001 .201 5 .
Bridges form vital links on {n} road network system and particularly in a country like
ours where bridges have to'ipan across deep river gorges and fast flowing mountain
rivers, bridges are indeed the life line of the road system. The bridges are also the most
expensive parl of the road network system, the unit cost being about 25 times more than
that of road"
Therefore it is imperative that due diligence and care is exercised in the bridge
construction process from planning through to design to the execution of the works.
During the planning and design phase of bridge, the engineer has to give due
consideration to the constructability, life cycle cost, durability, use of local materials
and aesthetic appearance of the bridge without compromising on the structural strength.
In addition, it must also be ensured that the bridge is not too nar:row to hinder the
smooth flow of traffic on the road or is not unnecessarily too wide. To this end, it is
hoped that the "General Specifications for Bridges" will provide a useful guide to the
planners and engineers involved in the design and construction of bridges in Bhutan.
Besides the stipulations on the carriage widths for bridges on different classes of roads
in Bhutan, the document also specifies the vehicular live loads to be considered for the
design of the bridges. Design data are also available for various other loads expected on
the bridge such as the earthquake, wind, snow, pedestrian live load, earth pressure etc.
In light of the progress that we are making currently in terms of the expansion of road
network in our country, such a standard document for bridges is timely and I commend
the engineers of the Design Division of DoR for bringing out this publication. The
document will surely go a long way in streamlining the bridge construction process in
our country.
A11 of us have to agree that we have a lot to achieve as far as the overall quality of the
civil construction works, including bridges, in our country and i sincerely hope that this
document will help in promoting the construction of high quality bridges in our country.
,4 r .---
/Jl*#-
Dasho (Dr.) Sonam Tenzin
Secretary
Ministry of Works and Human Settlement
ThimPhu' $ecreta'I
rrnrnrstrv-ul*;-lltn1lse|[ement
Aprit 2015
General Specifications for bridges

DoR-SB001 : 2015
FOREWARD
The fast expanding road network in the country spurred by rapid socioeconomic growth
in the recent years has led to proportionate increase in the number of bridges in our road
network. In addition, the existing bridges on the main highways are also being gradually
replaced with wider and stronger bridges to cater to heavier, faster and increased
volume of vehicular traffic.
The construction of roads and bridges being highly capital-intensive, the Royal
Government, in addition to its owns efforts, continues to seek assistance from various
donor countries and international agencies not only in the overall expansion of the road
network but also in improving the existing ones to keep pace with the changing
socioeconomic scenario in the country. As a result, there are currently many donor
agencies involved in the development of bridge infrastructure in the country. However,
in absence of common standard guidelines for planning and design of the bridges in the
country, DoR as a focal government agency for the development of bridge infrastructure
in the country, hasn’t been able to exercise proper control over important aspects such
as basic geometrics and the load capacities of the bridges on our roads. The result is we
have bridges of different carriageway widths and load capacities on a same stretch of
highway.
The main purpose of having the General Specifications for Bridges is therefore to
streamline and establish a common procedure for planning, design and construction of
road bridges in the country.
The Specification stipulates mainly the following:-
 Classification of bridges based on span
 Standard carriage widths and load capacities for bridges on various classes of
roads
 Guidelines on planning and design of bridges and recommended design

philosophies
 Loads to be considered during design and construction of bridges
 Recommended detailing requirements for certain components of the bridge
The General Specifications for Bridges, as the name implies, is applicable to all bridge
types irrespective of the structural system, material and geometrics. However, certain
provisions may require further consideration for bridges with span in excess of 200 m.
The specifications, particularly the provisions covering the loads applicable in the
design and construction of bridges, have been prepared with reference to the Indian,
Japanese and American codes and other relevant standard literatures on the subject.
Appropriate modifications have been made to suit the conditions and context in Bhutan.
The draft of the document was presented and discussed in the Departmental
Coordination Committee (DCC) of DoR and the document was subsequently approved
by the DCC.

DoR-SB001 : 2015
The DCC comprises of the following members:-
1. Mr. Karma Galey, Director (Chairman)
2. Mr. Tshering Wangdi (A), Chief Engineer, Construction Division
3. Mr. Tshering Wangdi (B), Chief Engineer, Maintenance Division
4. Mr. Tshering Peljore, Chief Engineer, Planning Division
5. Mr. Jangchuk Yeshi, Chief Engineer, Design Division
The draft was also presented to the 5ft DoR quarterly meeting held in October 2Ol4 at
Thimphu and the feed backs and comments from the Chief Engineers and the Project
Coordinators from all the Regional Offices and Projects under DoR were incorporated.
The General Specificartons for Bridges,like any other engineering standard/code shall
be revised and updated from time to time so that it stays relevant and current.
Comments and suggestions for improvement of the document from the users shall
always be welcome. The constructive comments and suggestions shall be incorporated
in the subsequent revisions of the document.
April2015 Karma Galay

Director t...,,.,..
DoR,, MoWHSi .:;1.:, i ,
-[''i
Gene ral Spe c ifications .fo r bridg e s

DoR-SB001 : 2015
Contents
1.0 SCOPE ................................................................................................................................................ 6
2.0 GENERAL .......................................................................................................................................... 6
2.1 DEFINITIONS ..................................................................................................................................... 6
2.2 CLASSIFICATION OF BRIDGES BASED ON LENGTH ............................................................................ 7
2.2.1 Small Span Bridge: .................................................................................................................. 7
2.2.2 Medium Span Bridge:.............................................................................................................. 7
2.2.3 Long Span Bridge:................................................................................................................... 7
2.3 CARRIAGEWAY WIDTH AND FOOTPATH ........................................................................................... 7
2.3.1 Specification of carriageway widths for various classification of roads ............................... 7
2.3.2 Footpath ................................................................................................................................... 8
2.4 CLEARANCES .................................................................................................................................... 8
2.5 SUPER ELEVATION ........................................................................................................................... 9
2.6 APPROACHES TO THE BRIDGE ........................................................................................................... 9
2.6.1 Straight distance ...................................................................................................................... 9
2.6.2 Horizontal Curves ................................................................................................................... 9
2.6.3 Super Elevation ..................................................................................................................... 10
2.6.4 Transition Curve .................................................................................................................... 11
2.6.5 Widening of the approaches at the curves ............................................................................ 13
3.0 PLANNING AND DESIGN............................................................................................................ 14
3.1 INVESTIGATION ..............................................................................................................................14
3.2 PLANNING....................................................................................................................................... 14
3.2.1 Selection of bridge location and bridge type ........................................................................ 14
3.2.2 Involvement of the stake holder agencies ............................................................................. 15
4.0 BASIC PRINCIPLES OF DESIGN .............................................................................................. 15
5.0 LOADS .............................................................................................................................................. 16
5.1 COMBINATION OF LOADS AND FORCES FOR LIMIT STATE METHOD OF DESIGN (IRC-6:2014).....17
5.1.1 Combination of loads for the verification of equilibrium and structural strength under
ultimate state .......................................................................................................................................... 17
5.1.2 Combination Principles......................................................................................................... 17
5.1.3 Basic Combination ................................................................................................................ 17
5.2 DEAD LOAD (DL) ....................................................................................................................... 23
5.3 LIVE LOAD (LL) ......................................................................................................................... 23
5.3.1 Vehicular Live Load: ............................................................................................................. 23
5.3.2 Footpath, Kerb, Railings, and Crash Barriers ..................................................................... 28
5.3.3 Impact Load (I) ...................................................................................................................... 29
5.3.4 Span length (L) to be considered for calculating the impact percentages........................... 30
5.3.5 Impact consideration under special circumstances.............................................................. 30
5.4 WIND LOAD (WL) ...................................................................................................................... 31
5.4.1 General Notes ........................................................................................................................ 31
5.4.2 Wind Speed and Wind Pressure ............................................................................................ 31
5.4.3 Design Wind Force on Superstructure ................................................................................. 32
5.4.4 Wind Effect on Live Load ...................................................................................................... 34
5.4.5 Wind Load Computation on Truss Bridge Superstructure ................................................... 34
5.4.6 Design Wind Forces on Substructure ................................................................................... 36
5.4.7 Wind Tunnel Testing .............................................................................................................. 38
5.5 HORIZONTAL FORCES DUE TO WATER CURRENTS........................................................ 38
5.5.1 Calculation of Intensity of pressure ...................................................................................... 38
5.6 LONGITUDINAL FORCES......................................................................................................... 40
5.6.1 Braking Effect ........................................................................................................................ 40
5.6.2 Point of application of braking force: .................................................................................. 40
5.6.3 Calculation of Longitudinal Forces under different support conditions ............................. 40
5.7 CENTRIFUGAL FORCES ........................................................................................................... 43
5.8 BUOYANCY AND UPLFIT ........................................................................................................ 44
5.9 EARTH PRESSURE .....................................................................................................................44

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5.9.1 General .................................................................................................................................. 44

5.9.2 Compaction ............................................................................................................................ 45
5.9.3 Presence of water .................................................................................................................. 45
5.9.4 Effect of earthquake............................................................................................................... 46
5.9.5 Earth Pressures ..................................................................................................................... 46
5.10 TEMPERATURE .......................................................................................................................... 50
5.10.1 Uniform temperature ............................................................................................................. 50
5.10.2 Temperature gradient ............................................................................................................ 51
5.10.3 Material Properties ............................................................................................................... 53
5.11 DEFORMATION STRESSES (FOR STEEL BRIDGES ONLY) ......................................................... 53
5.12 SECONDARY STRESSES ........................................................................................................... 53
5.12.1 Steel structures: ..................................................................................................................... 53
5.12.2 Reinforced Concrete structures: ........................................................................................... 53
5.13 ERECTION STRESSES AND CONSTRUCTION LOADS ....................................................... 53
5.14 SEISMIC FORCE .......................................................................................................................... 54
5.14.1 General .................................................................................................................................. 54
5.14.2 Applicability........................................................................................................................... 54
5.14.3 Seismic Zones ........................................................................................................................ 55
5.14.4 Components of Seismic Motion .............................................................................................55
5.14.5 Combination of Component Motions .................................................................................... 56
5.14.6 Computation of Seismic Response ........................................................................................ 56
5.15 SNOW LOAD................................................................................................................................ 65
5.16 VEHICLE COLLISION LOADS ON BRIDGE AND FLYOVER SUPPORTS ......................... 65
5.16.1 General .................................................................................................................................. 65
5.16.2 Collision Load ....................................................................................................................... 66
5.17 INDETERMINATE STRUCTURES AND COMPOSITE STRUCTURES ...............................66
6. DETAILING REQUIRMENTS (NOT EXHAUSTIVE) ................................................................ 66
6.1 Drainage .................................................................................................................................... 66
6.2 Water proofing and wearing surface ........................................................................................ 67
6.2.1 Fully Bonded Waterproofing................................................................................................. 67
6.2.2 Concrete Wearing Surface .................................................................................................... 67
6.3 Water drop profile/drip nose ..................................................................................................... 67
6.4 Jacking provision of replacement of elastomeric bearings ...................................................... 68
6.5 Abutment top details .................................................................................................................. 68

DoR-SB001 : 2015
1.0 SCOPE
1.1 The main objective of the General Specifications for Bridges is to establish a
common procedure for design and construction of road bridges in Bhutan. These
specifications are not intended to supplant qualification, training and the
exercise of judgement by the engineer and state only the minimum requirements
necessary to provide public safety. The design and construction of road bridges
is a specialized field requiring thorough knowledge of science and techniques
involved and the task shall be entrusted only to the specially trained and
appropriately qualified engineers. While the Standard Specifications provide the
guidance and for certain aspects of design, regulations, engineers have to apply
their judgement and expertise at all stages during design and execution of the
works and compliance to these specifications shall not relieve the engineers of
their responsibility for the stability and soundness of the structure designed and
built by them.
1.2 This Specification covers mainly the basis for planning, design and construction
of road bridges in Bhutan.
1.3 This Specification also covers the regulations for carriageway widths and the
loads for bridges on various classes of roads in Bhutan.
2.0 GENERAL
2.1 Definitions
1. Bridge ......................Bridge is a structure having a total length above 6 m

between the inner faces of the dirt walls for carrying traffic or other moving
loads over a depression or obstruction such as channel, road or railway.
2. Culvert .....................Culvert is a cross-drainage structure having a total length

of 6 m or less between the inner faces of the dirt walls or extreme ventway
boundaries measured at right angles.
3. Submersible Bridge/Vented causeway ...........A Submersible Bridge/Vented

causeway is a bridge designed to be overtopped during floods.
4. Highest Flood Level (HFL) ..........HFL is the level of highest flood ever
recorded or the calculated level for the design discharge.
5. Low Water Level (LWL) ..........LWL is the level of the water surface obtained
generally during dry season and shall be specified in the design drawing of the
bridge.
6. Length of the bridge ..........Length of a bridge is the overall length measured

along the centreline of the bridge between inner faces of the dirt wall.
7. Bridge span .........Span of a bridge is the overall length measured along the
centreline of the bridge between the centre of the bearings at the two end
abutments.

DoR-SB001 : 2015
8. Superstructure ..........The girders and deck on the abutments and piers.
9. Substructure .............The abutments and piers and their foundations, which

form a structure to transfer loads from the superstructure to the foundation
ground.
10. Concrete bridge .......The bridges in which the major structural members
forming the superstructure are made of concrete.
11. Steel bridge .............The bridges in which the major structural members
forming the superstructure are made of steel.
12. Carriageway width ............The width of the carriageway is the minimum clear
width measured at right angles to the longitudinal centreline of the bridge
between the inner faces of the roadway curbs or the wheel guards.
13. Footpath ...................The portion of the bridge width used as

pedestrian/bicycle track.
2.2 Classification of bridges based on Length
2.2.1 Small Span Bridge:

A bridge where the overall length between the inner faces of the dirt walls is up
to 30m.
2.2.2 Medium Span Bridge:

A bridge having a total length of up to 60 m but more than 30 m.
2.2.3 Long Span Bridge:

A bridge where the overall length is more than 60 m.
2.3 Carriageway width and Footpath
2.3.1 Specification of carriageway widths for various classification of roads
Sl. Road classification Carriage width (m)

No.
1 Asian Highway 7.50
2 Primary National Highway (PNH) 7.00
3 Secondary National Highway (SNH) 5.50
4 Dzongkhag Road 3.50
5 Farm Road 3.50
Note:
1. The carriageway width for bridges on Thromde roads shall be decided by the
respective municipalities as per actual requirement.

DoR-SB001 : 2015
2. For semi-permanent Bailey type portable steel bridges which are generally
adopted on the farm roads, the available standard single lane width of 3.27 m
may be adopted.
3. For bridges on the horizontal curves, the carriage width shall be suitably
increased as per the provisions of Clause 2.6.2.
4. The bridges shall provide for either one lane, two lane or multiples of two lanes
and three lane bridges with two directional traffic shall not be constructed.
5. If median/central verge is constructed in a wide bridge thus providing two

separate carriageways, the carriage way on each side of the verge shall at least
be two lanes and the width thereof shall individually comply with the
requirements stipulated above. The width of the median/central verge when
provided shall not be less than 1.20 m.
6. For culverts of length 3.0 m and less, the width between the outer most faces of
the culvert shall be equal to the full formation width of the road.
2.3.2 Footpath
Foot paths for exclusive use of the pedestrians shall be provided for bridges in or
near populated areas such as towns and cities. The footpaths when provided
shall have a minimum width of 1.50 m. The footpath may be on one side only or
on both sides of the bridge depending on the population size, span of the bridge
and other relevant considerations.
Figure 2-1 Illustration of Carriageway, Footpath and Median
2.4 Clearances
The minimum horizontal clearance shall be the clear width and the minimum vertical
clearance the clear height available for passage of traffic.
The minimum vertical clearance, irrespective of number of lanes, shall be 5.00 m.

However for bridges in urban areas and for bridges on roads leading to existing or
proposed hydro power projects, the clearance shall be increased to 5.50 m.
The minimum horizontal clearance between the road way and the obstruction on the
side shall be 125 mm.

DoR-SB001 : 2015
Refer Figure 2-2 below for details:
Figure 2-2 Horizontal and Vertical clearance (IRC-5)
2.5 Super Elevation
Super elevation on the deck of a bridge in the horizontal curve shall be provided as per
the provisions covered under Clause 2.6.3. Due considerations shall be made for change
in the force effects on the bridge due to super elevation during analysis and design of
the bridge.
2.6 Approaches to the bridge
2.6.1 Straight distance
The approaches on either side of the straight bridge shall have a minimum straight
length of 10 m and shall be suitably increased wherever necessary to provide for the
minimum sight distance for the design speed.
In difficult and unavoidable situations and for roads with low design speeds such as the
Dzongkhag and Farm Roads, the engineer responsible for design may suitable reduce
the straight distance of the approaches based on his/her engineering judgement.
The minimum surfaced width of the straight portion of the approaches shall be same as
the carriage width of the bridge.
2.6.2 Horizontal Curves
Where horizontal curves have to be provided on the approaches beyond the straight
portion, the minimum radius of such curves shall be as per Table 2-1:-

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Table 2-1 Minimum radius of horizontal curves for different terrain conditions for
minimum design speeds (IRC-38).
Design Speed Plain and rolling Mountainous and steep terrain
(km/hr) terrain (m) Snow bound area (m) Non-snow bound area (m)
20 15* 15* 14*
25 23* 23* 20*
30 33 33 30
35 45 45 40
40 60 60 50
50 90 90 80
65 155
80 230 Speeds not applicable
100 360
* For roads where trucks are expected to ply, the minimum radius of 26 m has to be
provided to accommodate them.
Note:
1. The turning radius is the radius of the outer swept path of the approach curve.
2. The values of radii given in Table 2-1 are the minimum and the engineer should
design curves for the largest possible radius.
3. The minimum radius of the curve is governed by the minimum turning circle of
the vehicles. As per IRC-38, turning circles of commercial vehicles range widely
from 9 to over 26 m but lie mainly between 12 and 21 m diameter.
4. For the approaches to the bridges on the Dzongkhag Roads, Farm Roads and
Secondary National Highways that have no potential to cater traffic to major
hydro power projects, minimum turning radius of 15 m may suffice.
2.6.3 Super Elevation
When a vehicle is negotiating a curve, it will have the tendency to skid outwards due to
centrifugal force. If the road is laterally levelled, friction alone would have to counter
this centrifugal force and if the friction developed is not adequate, the vehicle will skid
outwards. To prevent skidding, the road is given an inward tilt known as super
elevation. The super elevation is the function of the radius of the curve and the design
speed.
The Table 2-2 covered in IRC-38 for super elevation for curves of various radii and
design speeds is recommended for approach curves on the bridges.

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Table 2-2 Super elevation for different design speeds and curve radii (IRC-38)
Plane/Rolling terrain, Mountainous/Steep terrain bound by snow Mountainous terrain not bound by snow
Curve Superelevation (metre per metre) for design speed km/hr of Curve
Radius Radius
Rc Rc
(metre) 20 25 30 35 40 50 65 80 100 20 25 30 40 50 (metre)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Notes:
15 0.070 0.100 15
(i) Superelevation has been calculated by the formula e=V2/225Rc
20 0.070 0.089 0.100 (i) Maximun 20
(ii) No superelevation be provided if the superelevation superelevation
25 0.070 0.070 0.071 0.100 25
value is less than normal pavement camber is 10% these
30 0.059 0.070 0.059 0.093 0.100 areas 30
40 0.044 0.069 0.070 (iii) For a given design speed, adopt the largest 0.044 0.069 0.100 40
possible radius below the firm stepped line
45 0.040 0.062 0.070 0.040 0.062 0.089 45
50 0.036 0.056 0.070 0.070 (iv) Maximum superelevation = 7% 0.036 0.056 0.080 0.100 50
55 0.032 0.051 0.070 0.070 0.032 0.051 0.073 0.100 55
60 0.030 0.046 0.067 0.070 0.070 (v) Minimum camber = 1.7% 0.030 0.046 0.067 0.100 60
70 0.025 0.040 0.057 0.070 0.070 0.025 0.040 0.057 0.100 70
80 0.022 0.035 0.050 0.068 0.070 0.022 0.035 0.050 0.089 0.100 80
90 0.020 0.031 0.044 0.060 0.070 0.070 0.020 0.031 0.044 0.079 0.100 90
100 0.018 0.028 0.040 0.054 0.070 0.070 0.018 0.028 0.040 0.071 0.100 100
125 0.022 0.032 0.044 0.057 0.070 0.022 0.032 0.057 0.089 125
150 0.019 0.027 0.036 0.047 0.070 0.019 0.027 0.047 0.074 150
170 0.016 0.024 0.032 0.042 0.065 0.070 0.016 0.024 0.042 0.065 170
200 0.020 0.027 0.036 0.056 0.070 0.020 0.036 0.056 200
250 0.016 0.022 0.028 0.044 0.070 0.070 0.016 0.028 0.044 250
300 0.018 0.024 0.037 0.063 0.070 0.025 0.037 300
350 0.016 0.020 0.032 0.054 0.070 0.020 0.032 350
400 0.018 0.028 0.047 0.070 0.070 0.018 0.028 400
500 0.022 0.038 0.057 0.070 0.022 500
600 0.019 0.031 0.047 0.070 0.019 600
700 0.016 0.027 0.041 0.063 0.016 700
800 0.014 0.023 0.036 0.056 0.014 800
900 0.020 0.032 0.049 900
1000 0.019 0.028 0.044 1000
1200 0.016 0.024 0.037 1200
1500 0.013 0.019 0.030 1500
1800 0.016 0.025 1800
2000 0.022 2000
2200 0.020 2200
2500 0.018 2500
3000 0.015 3000
2.6.4 Transition Curve
When a vehicle enters the curve from straight, it experiences centrifugal force which
tends to throw it outwards thereby causing discomfort to the drivers and the passengers.
Transition curve provides smooth transition from straight to the curve of finite radius so
that the discomfort level to the drivers and passengers while entering the approach curve
due to centrifugal force is minimized.
Spiral shall be used as a transition curve since it satisfies ideally the requirement of a
transition, viz., that the radius of curvature is inversely proportion to the length of travel

DoR-SB001 : 2015
and, therefore the rate of change of acceleration is uniform through the length of
transition.
Table 2-3 Minimum transition lengths of different speed and curve radii (IRC-38)
Transition lengths (metres)
Curve radius
100km/h 80km/h 65km/h 50km/h 40km/h 35km/h 30km/h 25km/h 20km/h
Curve radius
Rc (metres)
Rc (metres)
P H P H P H P H P H P H P H P H P H
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
14 80 30 14
15 NA 75 30 15
20 NA 35 55 20 20
23 75 -- -- -- 23
25 NA NA 70 25 45 20 25
30 NA 80 30 60 25 40 15 30
33 -- 75 -- -- -- -- -- 33
40 NA 35 60 25 45 20 30 15 40
45 NA 75 30 55 20 40 15 25 15 45
50 40 70 25 50 20 35 15 25 15 50
55 NA 40 60 25 45 20 30 15 20 15 55
60 75 35 55 25 40 15 30 15 20 15 60
70 NA 65 30 50 20 35 15 30 15 15 15 70
A P P L I C A B L E
A P P L I C A B L E
A P P L I C A B L E
80 NA 55 55 25 45 20 30 15 25 15 15 15 80
90 75 45 50 25 40 15 30 15 20 15 15 NR 90
100 70 45 45 20 35 15 25 15 20 15 NR 100
125 NA 55 35 35 15 30 15 20 15 15 NR -- 125
155 80 -- -- -- -- -- -- -- -- -- 155
150 80 45 30 30 15 25 15 20 15 15 -- 150
170 70 40 25 25 15 20 15 15 NR NR -- 170
N O T
N O T
N O T
200 NA 60 35 20 25 15 20 15 15 200
230 90 -- -- -- -- -- -- -- -- 230
S P E E D
S P E E D
S P E E D
250 90 50 30 15 20 15 NR NR NR 250
300 NA 75 40 25 15 NR NR -- 300
350 130 60 35 20 -- -- -- 350

360 130 -- -- -- -- -- -- -- 360
400 115 55 30 20 15 400
500 95 45 25 NR NR 500
600 80 35 20 600
700 70 35 20 700
800 60 30 NR 800
900 55 30 900
1000 50 30 NOTATIONS: 1000

1200 40 NR P = PLAIN AND ROLLING TERRAIN 1200
1500 35 H = MOUNTAINOUS AND STEEP TERRAIN 1500
1800 30 NA = RADIUS NOT APPLICABLE 1800
2000 NR NR = TRANSITION NOT REQUIRED 2000
Note:
1. For bridges on Dzongkhag Roads and Farm Roads, where the design speed of
the road is low, transition curves may not be required to be provided.

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2. The length of the transition curve shown in Table 2-3 may be suitably reduced
in areas where the space for the approach to the bridge is tight, typical scenarios
being having to cut in to steep mountain slopes to obtain the approach curves or
for bridges in the town areas where there are permanent structures such as
buildings close to the bridge approaches.
2.6.5 Widening of the approaches at the curves
When a vehicle is negotiating a curve, the rear wheels generally do not follow the same
track as that of the front wheels and actual position of the rear wheels in relation to that
of the front wheels will depend on the speed of the vehicle and the super elevation.
Therefore widening of the pavement is necessary to provide for this change in overall
width of the track.
For single and double lane bridges, the widening at the approach curves shall be as per
Table 2-4.
Table 2-4 Extra width of pavement at horizontal curves (IRC-38)
Radius of curve Extra width in metres

(m) Single lane bridge Double lane bridge
Up to 20 0.9 1.5
21 to 40 0.6 1.5
41 to 60 0.6 1.2
61 to 100 nil 0.9
101 to 300 nil 0.6
Note:
1. For multilane bridges, the widening at the approach curves may be calculated by
adding half the widening of the two lane bridges to each lane.
2. The widening should be achieved by increasing the width approximately at the

uniform rate over the length of the transition curve and the extra width shall be
continued over the full length of the circular curve.
3. On curves having no transition curve, the widening shall be achieved in the

same way as the super elevation, i.e. two-third being achieved on the straight
portion before start of the curve and one-third on the curve.
4. On the hill roads it is preferable that the entire widening is done only on the
inside of the curve while on the plain roads the widening shall be applied
equally on both sides of the carriageway.
5. The widening shall be applied only on the inside if the curve is plain circular
without transition.
6. The widening shall be obtained by offset radial of the centreline and it has to be
ensured that the pavement edge lines are smooth and there are no kinks.

DoR-SB001 : 2015
3.0 PLANNING AND DESIGN
3.1 Investigation
All the necessary investigations shall be done prior to start of the bridge construction
process and the extent and details of such investigations would depend on the site
condition, type and scale of the structure and etc. At the end of the investigation phase,
the engineer should be able to make reasonable assessment of the conditions under
which the bridge is going to be built and take into consideration all the relevant
parameters in the planning, design, construction and service stages of the bridge.
3.2 Planning
3.2.1 Selection of bridge location and bridge type
The most important step in the planning process of a bridge is the selection of a suitable
bridge location and bridge type. The task shall therefore be entrusted to senior level
engineer (s) with relevant qualification and experience. The bridge location and type
shall be selected considering the route alignment, the terrain topography, geology,
meteorology, crossing objects, fitness to the purpose of use, achievability of the
construction quality, ease of maintenance, compatibility with the environment and
economy.
3.2.1.1 Bridge location:

As regards identifying the location of the bridge in relation to the alignment of approach
roads leading to the bridge, following general guide shall be followed:
For small span bridges (span up to 30 m), bridge location shall generally be governed
by approach alignments with minimum shifting for improvement of geometrics, if
required, unless there are special design problems.
For medium span bridges (span between 30 m and 60 m), requirement of suitable bridge
site and proper approach alignments shall be considered together in selecting suitable
site for the bridge. In other words, there shall be trade-off between the criteria favouring
good bridge location and those favouring suitable approach alignments.
For long span bridges (span more than 60 m), the requirement of most suitable bridge
site shall have over-riding consideration and the site so selected shall regulate the
approach alignments.
3.2.1.2 Bridge Type:
The following shall be considered in selecting a bridge type:
1. Span of the bridge

2. Constructability
3. Construction cost
4. Maintenance cost
5. Aesthetics
6. Use of local materials
7. Site geology

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8. Local regulations, if any
3.2.2 Involvement of the stake holder agencies
The location of the bridge, span arrangement, pier position, pier shape, space under the
bridge, and the likes shall be decided after due consultation with all the stakeholder
agencies and the parties that may be affected by the bridge.
Important aspects such as the river training works, vertical clearance when bridging
over a road, relocation of utility lines (power, telephone etc.), objects buried
underground, underground structures, encroachment on private land and etc. shall be
carefully considered during the planning phase.
4.0 Basic principles of design

1. In designing a bridge, consideration shall be given to serviceability, safety of the
structures, durability, achievability of the construction quality, ease of
maintenance, environmental compatibility and economy.
Serviceability – the bridge is available for comfortable use by the vehicular traffic
and the pedestrians during its intended service life.
Safety – the bridge is structurally safe against all types of loads that it may be
subjected to during its intended service life - dead, live, seismic, wind and so on.
Durability – Even if the deterioration from ageing occurs in the bridge, the required
performance can be secured without significant degradation in the serviceability
and safety of the structure and its components.
Achievability of construction quality – the structure and its components shall be so

detailed that it is possible to achieve good construction quality with available
expertise, equipment and construction technology.
Ease of maintenance – the routine inspections during service, examination of

material conditions, repair work and the likes can be easily done.
Environmental compatibility – forming a landscape that blends with the peripheral

environment.
Economy – has minimum life cycle cost. Life cycle cost is the cost of the bridge
considering both the construction and maintenance costs.
2. The structures shall normally be designed using Limit State Method of Design as
per IS-456. However, other theoretically valid and/or experimentally verified
methods of design may be adopted if that enhances economy or safety or durability
of the structures or eases construction process.
While the basis of design and the design process is important for ensuring safe,
serviceable and durable structure, it is equally important to ensure suitable material,
good quality control, adequate detailing and good construction supervision.

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Where Limit State Method cannot be adopted conveniently, Working Stress

method of design may be adopted.
The experimental based methods, when adopted shall be verified and approved by
the engineer-in-charge.
5.0 LOADS
The loads and forces to be considered in designing road bridges and culverts:
1. Dead load DL
2. Live load LL
3. Super imposed dead load (railing, kerb, footpath etc.) SIDL
4. Impact factor on vehicular load I
5. Snow load SW
6. Vehicle collision load VC
7. Braking load BK
8. Wind load W
9. Water current WC
10. Centrifugal force CF
11. Buoyancy BO
12. Horizontal earth pressure EH
13. Vertical earth pressure EV
14. Temperature effects T
15. Seismic effects EQ
16. Deformation effects DF
17. Secondary effects SF
18. Erection effects EL
19. Grade effect GE
All members of the structure shall be designed to safely withstand critical combination
of the above loads and forces that can co-exist. Only the loads and forces that the
structure being designed is likely to be subjected to shall be considered which in turn
depends on the site condition and the type of the structure.
The Snow Loads (SL) may be based on actual observation or past records in the
particular area.
Temperature effects (T) in this context is not the frictional force due to the movement
of bearings but the forces that are caused by the restraint effects.

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5.1 Combination of Loads and Forces for Limit State Method of design (IRC-
6:2014)
5.1.1 Combination of loads for the verification of equilibrium and structural

strength under ultimate state
Loads are required to be combined to check the equilibrium and the structural strength
under ultimate limit state. The equilibrium of the structure shall be checked against
overturning, sliding and uplift. It shall be ensured that the disturbing loads (overturning,
sliding and uplifting) shall always be less than the stabilizing or restoring actions. The
structural strength under ultimate limit state shall be estimated in order to avoid internal
failure or excessive deformation. The equilibrium and the structural strength shall be
checked under basic, accidental and seismic combinations of loads.
5.1.2 Combination Principles
The following principles shall be followed while using these tables for arriving at the
combinations:
i) All loads shown under Column 1 of Table 5-1 or Table 5-2 or Table 5-3 or
Table 5-4 shall be combined to carry out the relevant verification.
ii) While working out the combinations, only one variable load shall be considered
as the leading load at a time. All other variable loads shall be considered as
accompanying loads. In case if the variable loads produce favorable effect
(relieving effect) the same shall be ignored.
iii) For accidental combination, the traffic load on the upper deck of a bridge (when
collision with the pier due to traffic under the bridge occurs) shall be treated as
the leading load. In all other accidental situations the traffic load shall be treated
as the accompanying load.
iv) During construction the relevant design situation shall be taken into account.
v) These combinations are not valid for verifying the fatigue limit state.
5.1.3 Basic Combination
5.1.3.1 For Checking the Equilibrium

For checking the equilibrium of the structure, the partial safety factor for loads shown in
Column No. 2 or 3 under Table 5-1 shall be adopted.
5.1.3.2 For Checking the Structural Strength

For checking the structural strength, the partial safety factor for loads shown in Column
No. 2 under Table 5-2 shall be adopted.
5.1.3.3 Accidental Combination

Column No 4 or 5 under Table 5-1 and for checking the structural strength, the partial
safety factor for loads shown in Column No. 3 under Table 5-2 shall be adopted.
5.1.3.4 Seismic Combination

Column No. 6 or 7 under Table 5-1 and for checking the structural strength, the partial
safety factor for loads shown I Column No. 4 under Table 5-2 shall be adopted.

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5.1.3.5 Combination of Loads for the Verification of Serviceability Limit State

Loads are required to be combined to satisfy the serviceability requirements. The
serviceability limit state check shall be carried out in order to have control on stress,
deflection, vibration, crack width, settlement and to estimate shrinkage and creep
effects. It shall be ensured that the design value obtained by using the appropriate
combination shall be less than the limiting value of serviceability criterion as per the
relevant code. The rare combination of loads shall be used for checking the stress limit.
The frequent combination of loads shall be used for checking the deflection, vibration
and crack width. The quasi-permanent combination of loads shall be used for checking
the settlement, shrinkage, creep effects and the permanent stress in concrete.
5.1.3.6 Rare Combination

For checking the stress limits, the partial safety factor for loads shown in Column No. 2
under Table 5-3 shall be adopted.
5.1.3.7 Frequent Combination

For checking the deflection, vibration and crack width in prestressed concrete
structures, partial safety factor for loads shown in column no. 3 under Table 5-3 shall be
adopted.
5.1.3.8 Quasi-permanent Combinations

For checking the crack width in RCC structures, settlement, creep effects and to
estimate the permanent stress in the structure, partial safety factor for loads shown in
Column No. 4 under Table 5-3 shall be adopted.
5.1.3.9 Combination for Design of Foundations

For checking the base pressure under foundation and to estimate the structural strength
which includes the geotechnical loads, the partial safety factor for loads for 3
combinations shown in Table 5-4 shall be used.
The material safety factor for the soil parameters, resistance factor and he allowable
bearing pressure for these combinations shall be as per relevant Indian code.

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Table 5-1 Partial Safety Factor of Verification of Equilibrium

Loads Basic Combination Accidental Combination Seismic Combinations
(1) (2) (3) (4) (5) (6) (7)
Overturning Restoring Overturning Restoring Overturning Restoring
or Sliding or Resisting or Sliding or or Resisting or Sliding or or Resisting
or Uplift Effect Uplift Effect Effect Uplift Effect Effect
Effect
Permanent Loads: DL,
SL, SIDL except surfacing,
backfill weight, settlement, 1.05 0.95 1.00 1.00 1.05 0.95
creep & Shrinkage
Surfacing 1.35 1.00 1.00 1.00 1.35 1.00
Earth pressure due to 1.50 - 1.00 - 1.00 -

backfill
Variable Loads:
Carriageway LL,
associated loads (braking,
tractive and centrifugal
forces), pedestrian LL
a) As a Leading Load 1.50 0 0.75 0 - -
b) As accompanying Load 1.15 0 0.20 0 0.20 0
c) Construction Live Load 1.35 0 1.00 0 1.00 0
Thermal Loads
a) As a Leading Load 1.50 0 - - - -
b) As accompanying Load 0.90 0 0.50 0 0.50 0
Wind
a) As leading Load 1.50 0 - - - -
b) As accompanying Load 0.90 0 - - - -
LL surcharge effects ( as
accompanying load) 1.20 0 - - - -
Accidental Effects:
i) Vehicle collision or
ii) Barge Impact or - - 1.00 - - -
iii) Impact due to floating
objects
Seismic Effects:
a) During Service - - - - 1.50 -
b) During Construction - - - - 0.75 -
Construction Conditions:
Counter weights-
a) When density or self
weight is well defined - 0.90 - 1.00 - 1.00
b) When density or self
weight is not well - 0.80 - 1.00 - 1.00
defined
c) Erection effects 1.05 0.95 - - - -
Wind
a) As leading Load 1.50 0 - - - -
b) As accompanying Load 1.20 0 - - - -
Hydraulic Loads:
(accompanying load)
a) Water current forces 1.00 0 1.00 - 1.00 -
b) Wave pressure 1.00 0 1.00 - 1.00 -
c) Hydrodynamic effect - - - - 1.00 -
1.00 - 1.00 - 1.00 -
d) Buoyancy
Notes:
1. For combination principles, refer Clause 5.1.2
2. Wind and thermal load need not be taken simultaneously
3. Partial safety factor for prestress and secondary effect of prestress shall be as recommended in IRC-112:2011
4. Seismic effect during erection stage is reduced to half when construction phase doesn’t exceed 5 years
5. Where ever Snow Load is applicable, Clause 5.15 shall be referred for combination of SL and LL

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Table 5-2 Partial Safety Factor of Verification of Structural Strength (Ultimate

Limit State)
Loads Basic Combination Accidental Seismic
Combination Combinations
(1) (2) (3) (4)
Permanent Loads: DL, SL, SIDL except
surfacing
a) Adding to the effect of the variable load 1.35 1.00 1.35
b) Relieving the effect of variable load 1.00 1.00 1.00
Surfacing:
a) Adding to the effect of the variable load 1.75 1.00 1.75
b) Relieving the effect of variable load 1.00 1.00 1.00
Backfill weight 1.50 1.00 1.00
Earth pressure due to backfill:

a) Leading load 1.50 - 1.00
b) Accompanying load 1.00 1.00 1.00
Variable Loads:
Carriageway LL, associated loads (braking,
tractive and centrifugal forces), pedestrian
LL
a) As a Leading Load 1.50 0.75 0
b) As accompanying Load 1.15 0.20 0.20
c) Construction Live Load 1.35 1.00 1.00
Wind during service and construction

a) As leading Load 1.50 - -
b) As accompanying Load 0.90 - -
LL surcharge effects ( as accompanying

load) 1.20 0.20 0.20
Erection effects 1.00 1.00 1.00

Accidental Effects:
i) Vehicle collision or
ii) Barge Impact or - 1.00 -
iii) Impact due to floating objects
Seismic Effects:
a) During Service - - 1.50
b) During Construction - - 0.75
Hydraulic Loads:
(accompanying load)
a) Water current forces 1.00 1.00 1.00
b) Wave pressure 1.00 1.00 1.00
c) Hydrodynamic effect - - 1.00
d) Buoyancy 0.15 0.15 0.15
Notes:

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Table 5-3 Partial Safety Factor of Verification of Serviceability Limit State

(1) (2) (3) (4)
Permanent Loads: DL, SL, SIDL
including surfacing 1.00 1.00 1.00
Backfill weight 1.00 1.00 1.00
Shrinkage and Creep effects 1.00 1.00 1.00
Earth pressure due to backfill 1.00 1.00 1.00
Settlement Effects
a) Adding to the permanent loads 1.00 1.00 1.00
b) Opposing the permanent loads 0 0 0
Variable Loads:
LL
a) As a Leading Load 1.00 0.75 -
b) As accompanying Load 0.75 0.20 0
Thermal Loads
a) As a Leading Load 1.00 0.60 -
Wind
a) As leading Load 1.00 0.60 -
LL surcharge effects ( as accompanying

load) 0.80 0 0
Hydraulic Loads (accompanying load):
a) Water current forces
b) Wave pressure 1.00 1.00 -
c) Buoyancy 1.00 1.00 -
0.15 0.15 0.15
Notes:
4. Thermal load includes restraints associated with expansion/contraction due to type of construction (portal, arch
& elastomeric bearings), frictional restraint in metallic bearings and thermal gradients. The combination is
however not valid for the design of bearing and expansion joints.
5. Wind and thermal loads need not be taken simultaneously

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Table 5-4 Combination for Base Pressure and Design of Foundations

(1) (2) (3) (4)
Permanent Loads: DL, SL, SIDL except
surfacing 1.35 1.35 1.00
Surfacing 1.75 1.00 1.00
Settlement effect 1.00 or 0 1.00 or 0 1.00 or 0
Earth pressure due to backfill

a) Adding to the permanent loads 1.50 1.30 -
b) Opposing the permanent loads 1.00 0.85 1.00
Variable Loads:
LL
a) As a Leading Load 1.50 1.30 0.75(if applicable) or 0
Thermal Loads as accompanying load 0.90 0.80 0.50
Wind
a) As leading Load 1.00 1.30 -
LL surcharge as accompanying load (if

applicable) 1.20 1.00 0.20
Accidental effect or Seismic effect - - 1.00
Seismic effect during construction - - 0.50
Erection effects 1.00 1.00 1.00

Hydraulic Loads:
a) Water current forces 1.00 or 0 1.00 or 0 1.00 or 0
b) Wave pressure 1.00 or 0 1.00 or 0 1.00 or 0
c) Hydrodynamic effect - - 1.00 or 0
d) Buoyancy:
For base Pressure 1.00 1.00 1.00
For Structural Design 0.15 0.15 0.15
Notes:
2. Where two partial factors are indicated for loads, both these factors shall be considered for arriving at the severe
effects
3. Wind and thermal loads need not be taken simultaneously
6. Seismic effect during erection is reduced to half when construction phase does not exceed 5 years
7. For repair, rehabilitation and retrofitting, the load combination shall be project specific.

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5.2 DEAD LOAD (DL)
The dead load includes the weight of all bridge components, appurtenances and utilities,
wearing surface and future overlays.
The following unit weights of the 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 as thus determined shall be
used:-
Sl. No. Material Unit Weight

1. Steel (cast or rolled) 77.0
2. Cast iron 71.0
3. Aluminum 27.5
4. Reinforced concrete 24.5
5. Prestressed concrete 24.5
6. Plain cement concrete 23.0
7. Cement mortar 21.0
8. Wood 8.0
9. Asphalt pavement 22.5
10. Brickwork (pressed) in cement mortar 21.6
11. Brickwork (common) in cement mortar 18.6
12. Earth (compacted) 19.6
13. Gravel 17.7
14. Macadam (binder premix) 21.6
15. Macadam (rolled) 25.5
16. Sand (loose) 13.7
17. Sand (well compressed) 18.6
18. Coursed rubble stone masonry (cement mortar) 25.5
19. Water 9.8
Note:
1. Dead load has a large influence in design of a bridge. Therefore it is important to
use appropriate value for the unit weight of the materials.
2. The unit weight of wood differs with type and age of the tree and the moisture
content. Unit weight of 8.0KN/m3 is somewhat excessive for ordinary wood;
however this value includes the weight of nails, clamps, bolts, buts etc.
5.3 LIVE LOAD (LL)
The live load shall consist of vehicle load and the pedestrian load on the footpaths
5.3.1 Vehicular Live Load:
The bridges shall be designed for Indian Road Congress (IRC) vehicular loading.
The combination of the Live Loads for various classifications of roads shall be as per
Table 5-5

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Table 5-5 Live load combination

Sl. Road classification Carriage No. of lanes for Load combination
No. width (m) design purpose
One lane of IRC Class 70R
1 Asian Highway 7.50 2 (wheeled) or two lanes of IRC
Class A
Primary National
2 7.00 2 (wheeled) or two lanes of IRC
Highway (PNH) Class A
Secondary National
3 5.50 2 (wheeled) or two lanes of IRC
Highway (SNH) Class A
One lane of IRC Class A
considered to occupy 2.3m. The
4 Dzongkhag Road 3.50 1 remaining width of carriageway
shall be loaded with 500kg/m2
distributed area load.
One lane of IRC Class B
considered to occupy 2.3 m.
The remaining width of
5 Farm Road 3.50 1 carriageway shall be loaded
with 500kg/m2 distributed area
load.
Note:
For bridges with carriageway width other than the ones mentioned above, number of
lanes to be considered for design purpose and the load combination shall be as per Table
2, IRC-6:2014.
5.3.1.1 IRC Class A train of vehicles:
Figure 5-1 IRC Class A train vehicle

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Notes:
1. The nose to tail distance between successive trains shall not be less than 18.50 m
2. The ground contact area of the wheels shall be as under:
Axle load Ground contact area

(tonne) B (mm) W (mm)
11.4 250 500
6.8 200 380
2.7 150 200
3. The minimum clearance, f, between outer edge of the wheel and the roadway
face of the kerb and the minimum clearance, g, between the outer edges of the
passing of passing vehicles on the multi-lane bridges shall be as given below:-
Clear carriageway width g f

5.5m to 7.5m Uniformly increasing 150mm for all
from 0.4m to 1.2m carriageway widths
Above 7.5m 1.2m
5.3.1.2 IRC Class B train of vehicles:

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Figure 5-2 IRC Class B train vehicle
Notes:
1. The nose to tail distance between successive trains shall not be less than 18.50 m
2. The ground contact area of the wheels shall be as under:
Axle load Ground contact area

(tonne) B (mm) W (mm)
6.8 200 380
4.1 150 300
1.6 125 175
3. The minimum clearance, f, between outer edge of the wheel and the roadway
face of the kerb and the minimum clearance, g, between the outer edges of the
passing of passing vehicles on the multi-lane bridges shall be as given below:-
Clear carriageway width g f

5.5m to 7.5m Uniformly increasing 150mm for all
from 0.4m to 1.2m carriageway widths
Above 7.5m 1.2m

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5.3.1.3 IRC 70R (wheeled):
Figure 5-3 Axle spacing and tyre contact area for Class 70R vehicle
Notes:
1. The loads are in tonnes and the spacing in millimetres.
2. The possible variations in the wheel spacing and tyre sizes, for the heaviest
single axle – col. (i), the heaviest bogie axle – cols. (ii) and also for the heaviest
axles of train vehicle (Figure 5-3) are given in cols. (iii), (iv) and (v). The same
pattern of wheel arrangement may be assumed for all axles of the wheel train
shown in Figure 5-3.
3. The contact areas of tyres on the deck may be obtained from the corresponding
tyre loads, maximum tyre pressure and the width of the tyre treads.
4. The first dimension of the tyre size refers to the overall width of the tyre and
second dimension to the rim diameter of the tyre. Tyre tread width may be taken
as overall tyre width minus 25mm up to 225mm width, and minus 50mm for
tyres over 225mm width.
5. The spacing between the successive vehicles shall not be less than 30m. This
spacing shall be measured from the centre of the rear-most axle of the leading
vehicle to the centre pf the first axle of the following vehicle for the wheeled
vehicles.
6. The minimum clearance, f, between the road face of the kerb and the outer edge
of the wheel shall be 0.3m when there is only one lane of Class 70R train vehicle
moving on the bridge.
Clear carriageway width Minimum value of ‘f’(m)

Single lane bridges –
Up to width of 5.3 m 0.3
Multilane bridges-
More than 5.3 m 1.2 m

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5.3.1.4 Live load position on the bridge

1. Within the kerb to kerb width of the roadway, the standard vehicle or train shall be
assumed to travel parallel to the length of the bridge and to occupy any position
which will produce maximum stresses
2. Vehicles in adjacent lanes shall the taken as headed in the direction producing
maximum stresses.
3. The spaces on the carriageway left uncovered by the standard train of vehicles shall
not be assumed as subject to any additional live load unless otherwise specified in
Table 5-5
5.3.1.5 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.
5.3.1.6 Reduction in the longitudinal effect on bridges accommodating more than two
traffic lanes
For bridges having more than two traffic lanes, the probability that all the lanes would
be subjected to the characteristics load simultaneously is low. Therefore, reduction in
the longitudinal effect on bridges having more than two traffic lanes shall be in
accordance with the table shown below:-
Number of lanes Reduction of longitudinal effect

For two lanes No reduction
For three lanes 10% reduction
For four lanes 20% reduction
For five or more lanes 20% reduction
Notes:
1. It should be ensured that the reduced longitudinal effects are not less severe than
the longitudinal effect resulting from simultaneous loads on two adjacent lanes.
Longitudinal effects mentioned above are Bending Moment, Shear Force and
Torsion in longitudinal direction.
2. The above table is applicable for individually supported superstructure of multi-
laned carriageway. In case of separate sub-structure and foundations, the number
of lanes supported by each of them is to be considered while working out the
reduction percentage.
5.3.2 Footpath, Kerb, Railings, and Crash Barriers
5.3.2.1 Footpath Live Loads

1. For design of slab or floor system, the footpath shall be loaded with a uniform load
of 5.0 KN/m2
2. For design of the main girders, trusses, arches or other members supporting the
footways, the uniform load to be considered shall be as under:
Span Length L (m) L ≤ 80 80 < L ≤ 130 130 < L

Uniform load (KN/m2) 3.5 4.3-0.01L 3.0

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5.3.2.2 Kerbs
1. Kerbs, 0.6m or more in width, shall be designed for same live load as footpath.
2. Irrespective of the width, the kerbs shall be designed for a local lateral force of 7.5
KN/m. But the horizontal force need not be considered for design of the main
structural members of the bridge.
5.3.2.3 Crash Barriers

The crash barrier, if required to be provided, shall be category P-2: Low containment
(containment for 150KN vehicle at 80km/h and 20° angle of impact) as per IRC-6 for all
classification of roads. The shape on the traffic side shall be as per IRC-5 or New Jersey
(NJ) type of “F” shape as designated by AASHTO.
5.3.3 Impact Load (I)

Provision for impact or dynamic action shall be made by an increment of the live load
by an impact allowance expressed as a fraction or a percentage of the applied live load.
No impact allowance shall be added to the footway loading.
5.3.3.1 Class A or B Loading
6.3.3.1.1 For Reinforced Concrete Bridges:
Span, L (m) L<3 3 ≤ L ≤ 45 L > 45

4.5
Impact fraction/percentage 50% 6 L 8.8%
6.3.3.1.2 For Steel Bridges:

Span, L (m) L<3 3 ≤ L ≤ 45 L > 45
9
Impact fraction/percentage 54.5% 13.5  L 15.4%
Where L in length in meters of span as specified in Clause 5.3.4
5.3.3.2 Class 70R Loading (wheeled vehicles)
For Reinforced Concrete Bridges:

Span, L (m) L ≤ 12 12 < L ≤ 45 L > 45
4.5
Impact fraction/percentage 25% 6 L 8.8%
For Steel Bridges:

Span, L (m) L ≤ 23 23 < L ≤ 45 L > 45
9
Impact fraction/percentage 25% 13.5  L 15.4%
Where L in length in meters of span as specified in Clause 6.5.3

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5.3.4 Span length (L) to be considered for calculating the impact percentages
a. For spans simply supported or continuous or for arches …………….the effective

span on which the load is placed.
b. For bridges having cantilever arms without suspended spans ………….the

effective overhang of the cantilever arms reduced by 25% for loads on the
cantilever arms and the effective span between supports for loads on the main
span.
c. 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 for
load on the main span.
d. For individual members of a bridge, such as, cross girder or deck slab
etc..………….the value of L shall be the effective span of the member under
consideration.
5.3.5 Impact consideration under special circumstances
1. In any bridge structure where there is a filling of not less than 0.6m including
the road crust, the impact percentage to be allowed in design shall be assumed to
be one-half of what is specified in Clause 5.3.3
2. In the design of members subjected to among others stresses, direct tension,

such as, 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 of the floor system which
transfer loads to the tensile or compressive members in question.
3. The clauses of impact covered in this specification 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.
4. For calculating pressure on the bearings and on the top surface of the bed blocks,
full value of the appropriate impact percentage shall 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 multiplied by the
factor given below:-
a) For calculating the pressure at the bottom surface of the bed block ….. 0.5
b) For calculating the pressure on the top 3m of the structure below the bed
block ……. 0.5 decreasing uniformly to zero
c) For calculating the pressure on the portion of the structure more than 3m
below the bed block ……. Zero

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5.4 WIND LOAD (WL)
5.4.1 General Notes
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 100m. For all other bridges
including cable stayed, suspension, ribbon and other flexible bridges, specialist
literature shall be used for computation of design wind load.
2. The wind pressure acting on a bridge depends on the geographical locations, the
terrain or surrounding area, the fetch of terrain upwind of the site location, the
local topography, the height of the bridge above the ground, the horizontal
dimensions and cross-section of bridge or its element under consideration.
3. The maximum pressure is due to gusts that cause local and transient fluctuations
about the mean wind pressure.
4. The forces due to wind shall be considered to act in such direction that the
resultant in the members under consideration are maximum.
5. In addition to application of the prescribed loads in the design of bridge

elements, stability against overturning, uplift and sliding due to wind shall be
considered.
5.4.2 Wind Speed and Wind Pressure
The basic wind speed shall be taken as 47m/s for return period of 100 years.
The intensity of wind force shall be based on hourly mean wind speed and pressure as
shown in Table 5.4-1.
Table 5.4-1 Hourly Mean Wind Speed and Wind Pressure (For a basic wind speed
of 47m/sec)
Bridge located in
H (m) Plain terrain Terrain with obstructions Hilly/Mountainous
terrain
Vz (m/s) Pz (N/mm2) Vz (m/s) Pz (N/mm2) Vz (m/s) Pz (N/mm2)
Up to 10m 39.60 940.90 25.35 385.55 27.75 462.65
15 41.60 1038.35 27.90 467.05 30.55 560.45
20 43.15 1117.15 29.90 536.40 32.75 643.70
30 44.70 1198.85 32.45 631.80 35.55 758.15
50 47.10 1331.10 35.45 754.00 38.85 904.80
60 47.85 1373.80 36.45 797.15 39.95 956.60
70 48.40 1405.55 37.30 834.80 40.85 1001.75
80 49.00 1440.60 38.30 880.15 41.95 1056.20
90 49.70 1482.05 39.15 919.65 42.90 1103.60
100 50.30 1518.05 40.15 967.20 44.00 1160.65
H = the average height in metres of exposed surface above the mean retarding surface
(ground or bed or water level)

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Vz = hourly mean speed or wind in m/s at height H
Pz = horizontal wind pressure in N/m2 at height H
NOTES:
1. Intermediate values may be obtained by interpolation
2. Plain terrain refers to open terrain with no obstruction or with well scattered
obstructions having height up to 10m.
3. Terrain with obstructions refers to a terrain with numerous closely spaced

structures, forests or trees up to 10m in height with few isolated tall structures or
terrain with large number of high closed spaced construction like structures,
trees, forests etc.
4. Hilly/Mountainous terrain refers to the topography at the structure site like

hill, ridge escarpment or cliff that can cause acceleration or funneling of wind.
5. For construction stages, the hourly mean wind pressure shall be taken s 70% of
the values as sated above.
6. For the design of foot over bridges in the urban situations and in plain terrain, a
minimum horizontal wind load of 1.50 KN/m2 and 2 KN/m2 respectively shall
be considered to be acting on the frontal area of the bridge.
5.4.3 Design Wind Force on Superstructure
The superstructure shall be designed for wind induced horizontal forces (acting in
transverse and longitudinal directions) and vertical loads acting simultaneously.
The assumed wind direction shall be perpendicular to longitudinal axis for a straight
structure or to an axis chosen to maximize the wind induced effects for a structure
curved in plan.
5.4.3.1 Estimation of Transverse Wind Force

The transverse wind force FT (in N) shall be taken as acting at the centroids of the
appropriate areas and horizontally and shall be estimated from:
FT = PZ x A1 x G x CD
Where,
PZ = the hourly mean wind pressure in N/m2 (see Table 5.4-1)
A1 = the solid area in m2 (see Clause 5.4.3.1.3)
G = gust factor
CD = drag coefficient depending on the geometric shape of the bridge deck
5.4.3.1.1 Gust Factor (G):

For bridges up to a span of 150 m, which are generally not sensitive to dynamic action
of wind, the gust factor shall be taken as 2.0.

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5.4.3.1.2 Drag Coefficient (CD):
Table 5.4-2 CD for normal deck sections

Bridge Deck Type
Slab bridges Decks supported by Decks supported by Plate girders
with b/d ≤10 single beam or box two or more beams
or box girders Single Two or more
b/d=2 b/d≤6
girder girders
CD 1.5 x of CD for
2(1+c/20D)
Value 1.1 1.5 1.3 single beam or box 2.2
but ≤ 4
but ≥ 1.3
b = width of the deck slab

d = depth of the deck slab
c = centre to centre distance of the adjacent girders
D = depth of the windward girder
For decks supported by single beam or box, the intermediate values for CD shall
be obtained by interpolation
Note:
1. For truss girder superstructure, the CD value shall be determined as per Table
5.4-3.
2. For other type of deck cross-sections CD shall be ascertained either from
wind tunnel tests or specialist literature shall be referred to.
5.4.3.1.3 Net/effective area for transverse wind force (A1):
1. For a deck structure:
The area of the structure as seen in elevation including the floor system and
railing, less area of perforations in hand railing or parapet walls shall be
considered. For open and solid parapets, crash barriers and railings, the solid
area in normal projected elevation of the element shall be considered.
2. For truss structures:
Appropriate area as specified Clause 5.4.5 shall be taken
3. For construction stages:
The area at all stages of construction shall be the appropriate unshielded solid
area of the structure.
5.4.3.2 Longitudinal Wind Force

The longitudinal force on bridge superstructure FL (in N) shall be taken as 25% of the
transverse wind load as calculated as per Clause 5.4.3.1 for beam/box/plate girder
bridges and 50% of the transverse load as calculated as per Clause 5.4.5 for truss girder
bridges.
5.4.3.3 Vertical Wind Load

An upward or downward vertical wind load FV (in N) acting at the centroid of the
appropriate areas, for all superstructures shall be derived from:

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FV = PZ x A3 x G x CL
Where,
PZ = the hourly mean wind pressure in N/m2 at height H (See Table 5.4-1)
A3 = the area in plan in m2
CL = the lift coefficient which shall be taken as 0.75 for normal type slab, box, I-
girder and plate girder bridges. For other deck cross-sections CL shall be
ascertained ether from wind tunnel tests or specialist literature may be
referred to.
G = Gust factor as defined in Clause 5.4.3.1.1
5.4.4 Wind Effect on Live Load
1. The transverse wind load per unit exposed area of the live load FT shall be
calculated using the same expression given in Clause 5.4.3.1 except that CD in
this case shall be taken as 1.2. The exposed frontal area of the LL shall be the
entire length of the superstructure seen in elevation in the direction of wind or
any part of the length producing critical response, multiplied by a height of 3.0
m above the road way surface. Areas below the top of the solid barrier shall be
neglected.
2. The longitudinal wind load on LL shall be taken as 25% of transverse wind

load as calculated above.
3. Both the above loads shall be applied simultaneously acting at 1.5m above the
roadway.
4. The bridges shall not be considered to be carrying any LL when the wind speed
at deck level exceeds 36 m/s.
5. In case of cantilever construction, an upward wind pressure of PZ x CL x G N/m2

on bottom soffit area shall be assumed on stabilizing cantilever arm in addition
to the transverse wind effect calculated as per Clause 5.4.3.1. In addition to the
above, the construction loads and the erection stresses shall also be taken in to
consideration.
5.4.5 Wind Load Computation on Truss Bridge Superstructure
5.4.5.1 Superstructures without live load:

The design transverse wind load FT shall be derived separately for the areas of the
windward and leeward truss girder and deck elements. Except that FT need not be
derived considering the projected areas of windward parapet shielded by windward
truss, or vice versa, deck shielded by the windward truss, or vice versa and leeward
truss shielded by the deck.
The area A1 for each truss, parapet etc. shall be the solid area in normal projected
elevation. The area A1 for the deck shall be based on the full depth of the deck.
5.4.5.2 Superstructures with live load:

The design transverse wind load shall be derived separately for elements as specified in
Clause 5.4.5.1 and also for the live load depth. The area A1 for the deck, parapets,

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trusses etc. shall be as for the superstructure without live load. The area A1 for the live
load shall be derived using the appropriate live load depth.
5.4.5.3 Drag Coefficient CD for All Truss Girder Superstructures
5.4.5.3.1 Superstructures without live load:

The drag coefficient CD for each truss and for the deck shall be derived as follows:
For a windward truss CD shall be taken from Table 5.4-4. For leeward truss of a
superstructure with two trusses, drag coefficient shall be taken as ηCD. Values of
shielding factor η are given in Table 5.4-4
The solidity ratio of the truss is the ratio of the effective area to the overall area of the
truss.
Where a superstructure has more than two trusses, the drag coefficient for the truss
adjacent to the windward truss shall be derived as specified above. The coefficient for
all other trusses shall be taken as equal to this value.
For Deck Construction, the drag coefficient shall be taken as 1.1.
5.4.5.3.2 Superstructure with live load:

The drag coefficient CD for each truss and for the deck shall be as for the superstructure
without live load. CD for the unshielded parts of the live load shall be taken as 1.45.
Table 5.4-3 Force Coefficients for Single Truss

Solidity Ratio Drag Coefficient CD for
(Ф) Built-up Rounded Members of Diameter (d)
Sections Subcritical flow Supercritical
(dVz<6m2/S flow (dVz>6m2/S
0.1 1.9 1.2 0.7
0.2 1.8 1.2 0.8
0.3 1.7 1.2 0.8
0.4 1.7 1.1 0.8
0.5 1.6 1.1 0.8
NOTES:
1. Linear interpolation between values is permitted
2. The solidity ratio of the truss is the ratio of the net area to overall area of the
truss
Table 5.4-4 Shielding Factor η for Multiple Trusses

Truss Spacing Ratio Value of η for Solidity Ratio
0.1 0.2 0.3 0.4 0.5
<1 1.0 0.90 0.80 0.60 0.45
2 1.0 0.90 0.80 0.65 0.50
3 1.0 0.95 0.80 0.70 0.55
4 1.0 0.95 0.85 0.70 0.60
5 1.0 0.95 0.85 0.75 0.65
6 1.0 0.95 0.90 0.80 0.70

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NOTES;
1. Linear interpolation between values is permitted
2. The truss spacing ratio is the distance between centers of trusses divided by
depth of the windward truss
5.4.6 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 longitudinal centerline of the superstructure
shall be considered.
FT shall be computed using expression in Clause 5.4.3.1 with A1 taken as the solid area
in normal projected elevation of each pier. No allowance shall be made for shielding.
For piers, CD shall be taken from Table 5.4-5. For piers with cross-section dissimilar to
those given in Table 5.4-5, CD shall be ascertained either from wind tunnel tests or
specialist literature shall be referred to.
CD shall be derived for each pier, without shielding.

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Table 5.4-5 Drag Coefficient CD for Piers (IRC 6: 2010)
NOTES:
1) For rectangular piers with rounded corners with radius r, the value of CD derived
from Table 5.4-5 shall be multiplied by (1-1.5 r/b) or 0.5, whichever is greater.

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2) For a pier with triangular nosing, CD shall be derived as for the rectangle
encompassing the outer edges of pier
3) For pier tapering with height, CD shall be derived for each of the unit heights into
which the support has been subdivided. Mean values of t and b for each unit height shall
be used to evaluate t/b. The overall pier height and mean breadth of each unit height
shall be used to evaluate height/breadth.
4) After construction of the superstructure CD shall be derived for height to breadth

ration of 40.
5.4.7 Wind Tunnel Testing

Wind tunnel testing by established procedures shall be conducted for dynamically
sensitive structures such as cable stayed, suspension bridges etc., including modeling of
appurtenances.
5.5 HORIZONTAL FORCES DUE TO WATER CURRENTS

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.
5.5.1 Calculation of Intensity of pressure
5.5.1.1 Piers parallel to the water current

On piers parallel to the direction of the water current, the intensity of pressure shall be
calculated from the following equation:
P = 52KV2
Where,
P = intensity of pressure due to water current, in kg/m2
V = the velocity of the current at the point where the pressure intensity is being
calculated, in meter per second, and
K = a constant having the values for different shapes of piers given in Table 5.5-1.
Table 5.5-1 Value of Coefficient “K”

Sl. Pier shape Value of coefficient
No Description Figure ‘K’
i. Square ended pier (and for
superstructure) 1.5
ii. Circular piers or piers with

semi-circular ends 0.66
iii. Piers with triangular cut, the

angle included between the α 0.50
faces, α ≤ 30°
iv. Piers with triangular cut, the
angle included between the α 0.50 to 0.70
faces, 30°< α < 60°
v. Piers with triangular cut, the
angle included between the α 0.70 to 0.90
faces, 60°< α < 90°
vi. Piers with cut of equilateral
arcs of circles 0.45

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The value of V2 in the equation given in Clause 5.5.1.1 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 for the purpose of this clause shall be
assumed to be √2 times the maximum mean velocity of the current.
Figure 5-4 Variation of Flow velocity (IRC-6:2014)
5.5.1.2 Piers at angle to the water current
When the current strikes the pier at an angle, the velocity 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 be determined as indicated in Clause

5.5.1.1 taking the velocity as the component 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 the pier, shall be calculated similarly taking the velocity as the
component of the velocity of the current in a direction normal to the pier, and
the constant K as 1.5, except in the case of circular piers where the constant shall
be taken as 0.66
5.5.1.3 Other considerations
i. To provide against possible variation of the direction of the current from the
direction assumed in the design, allowance shall 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 variation
of 20 degrees from the normal direction of current and piers originally intended
to be inclined at 0 degrees to the length of the pier.
ii. In case of a bridge having an inerodible bed, the effect of cross-currents shall in
no case be taken as less than that of a static force due to a difference of head of
250 mm between the opposite faces of a pier.

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iii. When supports are made with two or more piles or trestle columns, spaced
closer than three times the width of piles/columns across the direction of flow,
the group shall be treated as a solid rectangle 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. If such piles/columns are braced,
then the group should be considered as a solid pier, irrespective of the spacing of
the columns.
5.6 LONGITUDINAL FORCES
In all road bridges, provision shall be made for longitudinal forces arising from any one
or more of the following causes:
a) Tractive effort caused through acceleration of the driving wheels;
b) Braking effect resulting from the application of the brakes to braked to braded
wheels;
c) Frictional 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 tractive effort.
5.6.1 Braking Effect
The braking effect 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:
a) In the case of a single lane or a two lane bridge :

20% of the first train load plus 10% of the load of the succeeding trains or part
thereof, the train loads in one lane only being considered for the purpose of this sub-
clause. Where the entire first train is not on the full span, the braking force shall be
taken as equal to 20% of the loads actually on the span or continuous unit of spans.
b) In the case of bridges having more than two-lanes:

As in (a) above for the first two lanes plus 5% of the loads on the lanes in excess of
two.
NOTE : The loads in this Clause shall not be increased on account of impact.
5.6.2 Point of application of braking force:

The force due to braking effect shall be assumed to act along a line parallel to the
roadway and 1.2 m above it.
While transferring the force to the bearings, the change in the vertical reaction at the
bearings should be taken into account.
5.6.3 Calculation of Longitudinal Forces under different support conditions

The distribution of longitudinal horizontal forces among bridge supports is effected by
the horizontal deformation of bridges, flexing of the supports and rotation of the
foundations.

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5.6.3.1 Simply Supported and Continuous Spans on Unyielding Supports
5.6.3.1.1 Simply supported spans on unyielding supports

1. For a simply supported span with fixed and free bearings (other than elastomeric
type) on stiff supports, horizontal forces at the bearing level in the longitudinal
direction shall be greater of the two values given below:
Fixed bearing Free bearing

i) Fh – μ(Rg + Rq) μ (Rq +Rg)
Or ii) Fh/2 + μ (Rg +Rq) μ (Rg + Rq)
Where,
Fh = Applied Horizontal force
Rg = Reaction at the free end due to dead load
Rq = Reaction at free end due to live load
μ = Coefficient of friction at the movable bearing which hall be assumed to have the
following values:
i) For steel roller bearings 0.03

ii) For concrete roller bearings 0.05
iii) For sliding bearings:
a) Steel on cast iron or steel o steel 0.4
b) Gray cast iron (Mechanite) 0.3
c) Concrete over concrete with bitumen
layer in between 0.5
d) Teflon on stainless steel 0.03 and 0.05 whichever is governing
NOTE:
a) For design of bearings, the corresponding forces may be taken as per relevant
codes.
b) Unbalanced dead load shall be accounted for properly. The structure under the
fixed bearing shall be designed to withstand the full seismic and design
braking/tractive for force.
2. In case of simply supported small spans up to 10 m resting on unyielding supports

and where no bearings are provided, horizontal force in the longitudinal direction at
the bearing level shall be
Fh/2 or μRg whichever is greater
3. For a simply supported span sitting on identical elastomeric bearings at each end
resting on unyielding supports. Force at each end
= Fh/2+ Vr ltc
Vr = shear rating of the elastomeric bearings

ltc = movement of deck above bearing, other than that due to applied forces

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4. The substructure and foundation shall also be designed for 10 percent variation in
movement of the span on either side.
5.6.3.1.2 For continuous bridges with one fixed bearing or other free bearings
(IRC-6:2000):
Fixed bearing Free bearing

Case-I
(μR –μL) +ve Fh acting in +ve direction
(a) If Fh > 2 μR
Fh – (μR +μL)
μRx
(b) If Fh < 2μR
Fh
+ (μR - μL)
1   nR
Case-II
(μR - μL) +ve Fh acting in –ve direction
(a) If Fh > 2 μL
Fh – (μR + μL)
(b) If Fh < 2μL μRx

Fh
+ (μR + μL)
1   nL
Whichever is greater
Where
nL or nR = number of free bearings to the left or right of fixed bearings, respectively

μL or μR = the total horizontal force developed at the free bearing to the left or right
of the fixed bearing respectively
μRx = the net horizontal force developed at any one of the free bearings
considered to the left or right of the fixed bearings
NOTE : In seismic areas, the fixed bearing shall also be checked for full seismic force
and braking/tractive force. The structure under the fixed bearing shall be
designed to withstand the full seismic and design braking/tractive force.
5.6.3.2 Simply Supported and Continuous Spans on Flexible Supports
Shear rating of a support is the horizontal force required to move the top of the support
through a unit distance taking into account horizontal deformation of the bridges,
flexibility of the support and rotation of the foundation. The distribution of ‘applied’
longitudinal horizontal forces (e.g., braking, seismic, wind etc.) depends solely on shear

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ratings of the supports and may be estimated in proportion to the ratio of individual
shear ratings of a support to the sum of the shear ratings of all the supports.
The distribution of self-induced horizontal force caused by deck movement (owing to

temperature, shrinkage, creep, elastic shortening, etc.) depends not only on shear ratings
of the supports but also on the location of the ‘zero’ movement point in the deck. The
shear rating of the supports, the distribution 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.
The effects of braking force on bridge structures without bearings, such as, arches, rigid
frames, etc., shall be calculated in accordance with approved methods of analysis of
indeterminate structures.
The effects of the longitudinal forces and all other horizontal forces should be
calculated up to a level where the resultant passive earth resistance of the soil below the
deepest scour level (floor level in case of a bridge having pucca floor) balances these
forces.
5.7 CENTRIFUGAL FORCES
Where a road bridge is located 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 subjected.
The centrifugal force shall be determined from the following equation:
WV 2
C
127R
Where
C = Centrifugal force acting normally to the traffic

(1) at the point of action of the wheel Loads or
(2) uniformly distributed over every metre length on which a uniformly distributed
load acts, in tonnes.
W = Live load
(1) in case of wheel loads, each wheel load being considered as acting over the
ground contact length specified in Clause 5.3, in tonnes, and
(2) in case of a uniformly distributed live load, in tones 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.

The centrifugal force shall be considered to act at a height of 1.2 m above the level
of the carriageway.
No increase for impact effect shall be made on the stress due to centrifugal action.

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The overturning effect of the centrifugal force on the structure as a whole shall also be
duly considered.
5.8 BUOYANCY AND UPLFIT
The buoyancy refers to the force brought about by the static water pressure acting
upward on the bottom of the structure in which pore water exists in the ground or
between the ground and structure.
The uplift refers to the upward force brought about by the water level difference
between front and rear of the structure or by a temporary water level rise around the
structure due to surge.
1. In the design of abutments, especially those of submersible bridges, the effects of

buoyancy or uplift shall also be considered assuming that the fill behind the
abutments has been removed by scour.
2. To allow for full buoyancy or uplift a reduction is made in the gross weight of the
member effected, 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, the 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
member under consideration, the free surface being taken for the worst
condition; and
ii) Upward pressure due to the submerged weight of the silt or sand
calculated in accordance with Rankine’s theory for the appropriate angle
of internal friction.
3. In the design of submerged masonry or concrete structures, the buoyancy effect

through pore pressure may be limited to 15 percent of full buoyancy.
4. In case of submersible bridges, the full buoyancy effect on the superstructure shall
be taken into consideration.
5.9 EARTH PRESSURE
5.9.1 General
The earth pressure shall be considered as a function of:

 Type and density of earth

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 Water content
 Soil creep characteristics
 Degree of compaction
 Location of ground water table
 Earth - structure interaction
 Amount of surcharge
 Earthquake effects
 Back slope angle and
 Wall inclination
Silt and lean clay shall not be used for backfill.
Appropriate drainage provisions shall be provided to prevent hydrostatic and seepage

forces from developing behind the walls.
5.9.2 Compaction
Where activity by mechanical compaction equipment is anticipated within a distance of

one-half of the height of the wall, taken as difference in elevation between where the
finished grade intersects the back of the wall and the back of the wall, the effect of
additional earth pressure that may be induced by compaction shall be taken in to
account.
Compaction induced earth pressures may be estimated using the procedures described
by Clough and Duncan (1991). The heavier the equipment used, and closer it operates
to the wall, larger are the compaction-induced pressures. The compaction induced
pressures can be reduced by using small rollers or hand compactors within a distance of
one-half of wall height from the back of the wall.
5.9.3 Presence of water
If the retained earth is not allowed to drain, the effect of hydrostatic pressure shall be
added to that of earth pressure.
Submerged densities of the soil shall be used to determine the lateral earth pressure
below the ground level.
If the ground water level differs on the opposite sides of the wall, the effect of seepage
on wall stability and the potential for piping shall be considered. Pore water pressures
shall be added to the effective horizontal stresses in determining total lateral earth
pressure on the wall.
The development of hydro static water pressure on the wall should be eliminated
through use of crushed rock, pipe drains, perforated drains or geosynthetic drains,
The pore water pressure may be approximated by using flow net procedures or other
acceptable analytical methods.

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5.9.4 Effect of earthquake
The effects of wall inertia and probable amplification of active earth pressure and/or
mobilization of passive earth masses by earthquake shall be considered. Details are
covered in Clause 5.14.
5.9.5 Earth Pressures
5.9.5.1 General
The earth pressure shall be distributed load acting on the wall surface. The pressure
shall be assumed to be linearly proportional to the depth of the earth. 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. For this
specification, the backfill is taken as non-cohesive soil. To the extent possible, cohesive
or fine-grained soil should be avoided as back fill. If circumstances make use of
cohesive soil as backfill unavoidable, specialist literature shall be referred to for
estimating lateral earth pressure under such condition.
5.9.5.2 Active, passive and at-rest lateral earth pressures
Walls that can tolerate little or no movement should be designed for at-rest earth
pressure. Walls which can move away from the soil mass should be designed for
pressures between active and at-rest conditions, depending on the magnitude of the
tolerable movements. Movement required to reach the minimum active pressure or the
maximum passive pressure is the function of the wall height and the soil type.
Some typical values of these mobilizing values relative to the wall height are given in
Table 5.9-1 below:
Table 5.9-1 Approximate values of relative movements required to reach active

or passive earth pressure conditions (Clough and Duncan 1991)
Value of Δ/H
Type of backfill
Active Passive
Dense sand 0.001 0.01
Medium dense sand 0.002 0.05
Loose sand 0.004 0.04
Compacted silt 0.002 0.02
Compacted lean clay 0.010 0.05
Compacted fat clay 0.010 0.05
Where,
Δ - Movement of the top of the wall required to reach minimum active or maximum
passive pressure by tilting or lateral translation (mm)
H - Height of the wall (mm)

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5.9.5.3 Active and Passive earth pressures for wall allowed to move (non-cohesive
soil)
i) Active Earth Pressure, PA = KA.γ.x + KA.q
ii) Passive Earth Pressure, PP = KP.γ.x + KP.q
Where
cos 2 (   )
KA  2
 sin(   ) sin(   ) 
cos  cos   1 
2

 cos(   ) cos(   ) 
cos 2 (   )
KP  2
 sin(   ) sin(   ) 
cos  cos   1 
2

 cos(   ) cos(   ) 
Take sin(   )  0if    0.
5.9.5.4 Earth pressure for wall not allowed to move
Earth pressure at-rest, PO = KO.γ.x + KO.q
Where
γ: Unit weight of soil (KN/m3) (refer Table 5.9-3 for typical values)

PA: Active earth pressure intensity at depth ‘x’ (KN/m2)
PP: Passive earth pressure intensity at depth ‘x’ (KN/m2)
PO: Earth pressure intensity at rest at depth ‘x’ (KN/m2)
KA: Coefficient of active earth pressure according to Coulomb’s earth pressure
theory
KP: Coefficient of passive earth pressure according to Coulomb’s earth pressure
theory
KO: Coefficient of earth pressure at rest
x: Depth at which earth pressures act on the wall surface (m)
q: Load imposed on the ground surface (KN/m2)
φ: Angle of shearing resistance of soil (degrees)
α: Angle formed between the ground surface and horizontal plane (degrees)
θ: Angle formed between the wall’s rear surface and vertical plane (degrees)
δ: angle of wall friction between the wall’s rear surface and soil (refer Table 5.9-2
for values)

The angles are positive in the counterclockwise direction.


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Figure 5-5 Earth Pressure (Japan Road Association)
The resultant lateral earth load due to weight of the backfill shall be assumed to act at
a height H/3 above the base of the wall, where H is the total height of the wall measured
from the surface of the ground at the back of the wall to the bottom of the footing.
The value of coefficient of earth pressure at rest is said to vary with soil quality and
compaction method from 0.4 to 0.7. For ordinary sandy soil, it should be regarded as
approximately 0.5. For highly over consolidated sand, KO can be on the order of 1.0.
5.9.5.5 Plane of action of earth pressure on an abutment
1. For a gravity-type abutment, it lies at the back surface of the main body of
concrete.
2. For a reversed T-type abutment, it lies at the back surface of the main body of
the concrete for sectional calculation of the wall and at the vertical imaginary
line at the end of the rear footing for stability calculation.
Figure 5-6 Plane of action of earth pressure on gravity-type abutment (Japan

Road Association 2002)

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Figure 5-7 Plane of action of earth pressure on reversed T-type abutment (Japan
Road Association 2002)
NOTE:
For typical walls over 1500mm high with structural grade backfill, calculations
indicate that the horizontal movement of the top of the wall due to combination of
structural deformation of the stem and the rotation of the foundation is sufficient to
develop active conditions (AASHTO LRFD 2007)
Table 5.9-2 Friction Angle for Dissimilar Materials (US Department of Navy
1982a)
Interface Materials Friction Angle Coefficient of

(δ)° Friction, tan δ
Mass Concrete on the following foundation materials:-
 Clean sound rock 35 0.70

 Clean gravel, gravel-sand mixtures, coarse sand 29 to 31 0.55 to 0.60
 Clean fine to medium sand, silty medium to coarse
sand, silty of clayey gravel 24 to 29 0.45 to 0.55
 Clean fine sand, silty or clayey fine to medium sand 19 to 24 0.34 to 0.45
 Fine sandy silt, non-plastic silt 17 to 19 0.31 to 0.34
 Very stiff and hard residual or pre-consolidated clay 22 to 26 0.40 to 0.49
 Medium stiff and stiff clay and silty clay 17 to 19 0.31 to 0.34
Masonry on above foundation materials has the same friction

angles
 Masonry on masonry, igneous and metamorphic
rocks:
o Dressed soft rock on dressed soft rock 35 0.70
o Dressed hard rock on dressed soft rock 33 0.65
o Dressed hard rock on dressed hard rock 29 0.55
 Masonry on wood in the direction of the cross grain 26 0.49
 Steel on steel at sheet pile interlocks 17 0.31

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Table 5.9-3 Unit weight of soil (Japan Road Association, 2002)
Ground Soil type Loose Dense

Sand and gravel 18 20
Natural Ground Sandy soil 17 19
Clayey soil 14 18
Sand and gravel 20
Embankment Sandy soil 19
Clayey soil 18
Note:
1. The unit weight values given above are approximate for preliminary design. The
actual values shall be found using soil samples taken at the construction site.
2. The unit weight for a particular ground and soil type below the groundwater
level may be taken as the respective value in the tables minus 9.
3. Groundwater level shall be taken as the mean value after construction.
6.0 Live load surcharge
A live load surcharge shall be applied where the vehicular load shall be expected to act
on the surface of the backfill within a distance equal to one-half of the wall height
behind the back face of the wall.
All abutments and return walls shall be designed for a live load surcharge equivalent to
1.2 m earth fill.
Reinforced concrete approach slab with 12 mm diameter 150 mm c/c each direction
both at top and bottom as reinforcement in M30 grade concrete covering the entire
width of the roadway, with one end resting on the structure designed to retain earth and
extending for a length of not less than 3.5 m into the approach shall be provided.
5.10 TEMPERATURE
5.10.1 Uniform temperature
Although temperature changes in a bridge do not occur uniformly, bridges are generally
designed for uniform temperature change.
The design thermal movement associated with uniform temperature change shall be
estimated with appropriate consideration of the construction temperature and the
temperature range which in turn will depend on type of structure, environmental
conditions at the bridging point, materials and dimensions of structural members.
5.10.1.1 Temperature range
The ranges of temperature shall be as specified in Table 5.10-1. The difference between
the extended lower or the upper boundary and the base construction temperature
assumed in the design shall be used to calculate thermal deformation effects.

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Table 5.10-1 Temperature ranges (AASHTO LRFD 2007)
Climate Steel or Concrete Wood

Aluminum
Moderate -18 to 50°C -12 to 27°C -12 to 24°C
Cold -35 to 50°C -18 to 27°C -18 to 24°C
The minimum and maximum temperatures shall be called as TminDesign and TmaxDesign.
For this specification, a moderate climate may be determined by number of freezing

days per year. If the number of freezing days is less than 14, the climate is considered to
be moderate. Freezing days are days when the average temperature is less than 0°C.
5.10.1.2 Design thermal movements
The design thermal movement range, ΔT shall depend on the extreme bridge design
temperatures defined in Clause 5.10.1.1 and determined as:
ΔT = αL(TmaxDesign - TminDesign)
Where
L = Expansion length (mm)
Α = Coefficient of linear expansion (mm/mm/°C
5.10.2 Temperature gradient
Effect of temperature difference within the superstructure shall be derived from positive
temperature differences which occur when conditions are such that solar radiation and
other effects cause a gain in heat through the top surface of the superstructure.
Conversely, reverse temperature differences are such that heat is lost from the top
surface of the bridge deck as a result of re-radiation and other effects.
5.10.2.1 Temperature gradient for concrete decks

Positive and reverse temperature differences for the purpose of design of concrete
bridge decks shall be assumed as shown in Figure 5-8.
These design provisions are applicable to concrete bridge decks with about 50 mm
wearing surface.

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Figure 5-8 Design Temperature differences for Concrete Bridge Decks (IRC-6: 2014)
5.10.2.2 Temperature gradient for steel and composite decks
Figure 5-9 may be referred to for assessing the effect of temperature gradient for steel
and composite decks.
Figure 5-9 Temperature differences across steel and composite section (IRC-6: 2014)
NOTE: For intermediate slab thickness, T1 may be interpolated.

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5.10.3 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 X 10-6/°C.
5.11 DEFORMATION STRESSES (for steel bridges only)
A deformation stress is defined as the bending stress in any member of an open web-
girder caused by the vertical deflection of the girder combined with the rigidity of the
joints. No other stresses are included in this definition.
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.
In pre-stressed girders of steel, deformation stresses may be ignored.
5.12 SECONDARY STRESSES
5.12.1 Steel structures:
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 girders
being connected away from panel points, lateral wind loads on the end-posts of through
girders etc., and stresses due to the movement of supports.
5.12.2 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 restrictive shrinkage of concrete floor beams.
All bridges shall be designated and constructed in a manner such that the secondary
stresses are reduced to a minimum and they shall be allowed for in the design.
For reinforced concrete members, the shrinkage coefficient for purposes of design may
be taken as 2 X 10-4.
5.13 ERECTION STRESSES AND CONSTRUCTION LOADS
A detailed construction procedure associated with a method statement shall be drawn up

during design and considered in the design to ensure that all aspects of stability and
strength of the structure are satisfied.
If the actual construction procedure at the site and the support system differs from that
recommended by the designer, the construction engineer will be required to carry out
the construction stage analysis for all the critical construction stages to ensure that the
structure and its temporary support system are safe during all the construction stages.

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Construction loads are those which are incident upon a structure or any of its constituent
components during the construction of the structures.
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 on
a partially completed a bridge deck.
c) Unbalanced effect of a temporary structure, if any, and unbalanced effect of
modules that may be required for cantilever segmental construction of a bridge.
d) Loading on individual beams and/or completed deck system due to travelling of
a launching truss over such beams/deck system.
e) Thermal effects during construction due to temporary restraints.
f) Secondary effects, if any, emanating from the system and procedure of
construction.
g) Loading due to any anticipated soil settlement.
h) Wind load during construction. For special effects, such as, unequal gust load
and for special type of construction, such as, long span bridges specialist
literature may be referred to.
i) Seismic effects on partially constructed structure.
5.14 SEISMIC FORCE
5.14.1 General
Bridges play crucial roles as evacuation and emergency routes for rescue, first aid, fire
fighting etc during seismic events and therefore it is essential to ensure the structural
safety of the bridges during seismic events.
There cannot be an earthquake proof structure, but as far as possible, structures should
be so designed and built that they are able to respond, without structural damage to
shocks of moderate intensities and without total collapse to shocks of heavy intensities.
5.14.2 Applicability
All bridges supported on piers, pier bents and arches, directly or through bearings, are to
be designed for horizontal and vertical forces as given in the following clauses.
Culverts and minor bridges up to 10 m span however need not be checked for seismic
effects
Special investigations should be carried out for the bridges of following description:
a) Bridge more than 150 m span
b) Bridges with piers taller than 30 m

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c) Cable supported bridges, such as extradosed, cable stayed and suspension

bridges
d) Arch bridges having more than 50 m span
e) Bridges having any of the special seismic resistant features such as seismic
isolators, dampers etc.
f) Bridge using innovative structural arrangements and materials.
Masonry and plain concrete arch bridges with span more than 10 m shall be avoided.
5.14.3 Seismic Zones
For the purpose of determining the seismic forces, it is first important to determine the
expected seismic acceleration coefficients which are usually approximated from the
records of the intensities or known magnitudes and known epicenters of the past
earthquakes experienced by the place or region.
For Bhutan, since records and the information on the past earthquakes are extremely
scanty compounded by lack of research and study on the seismology of the country, it is
probably difficult to approximate, for engineering purpose, the intensities or magnitudes
of the future expected earthquakes based on the past earthquakes or other methods.
Therefore, the Seismic Zonation map for India adopted by the Bureau of Indian
Standards shall be adopted for design of bridges in the country. As per the Indian
Seismic Zonation Map, most parts of the Indian states surrounding Bhutan on the west,
east and south fall in Zone V. Since earthquakes do not recognize political boundaries,
it would be fairly reasonable to assume Bhutan as falling is Zone V as per Indian
Seismic Zonation Map.
Hence for the purpose of approximating seismic forces for the bridge structures,
the country shall be assumed to be falling in Zone V as per Indian Seismic
Zonation Map.
As per Indian standards, a zone factor “Z” is associated with each zone and for Zone V,
Z is equal to 0.36.
5.14.4 Components of Seismic Motion
The characteristics of seismic ground motion expected 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 three mutually perpendicular directions. The components are considered to
act simultaneously, but independently and their method of combination is described in
Clause 5.14.5. Two horizontal components are taken as of equal magnitude, and
vertical component is taken as two third of horizontal component.

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5.14.5 Combination of Component Motions
1) 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
resultants (i.e. axial force, bending moments, shear forces, and torsion) at any
cross-section of a bridge component resulting from the analyses in the two
orthogonal horizontal directions shall be combined as below:
a) ± r1 ± 0.3r2
b) ± 0.3r1 ± r2
Where
r1 = Force resultant due to full design seismic force along x direction.

r2 = Force resultant due to full design seismic force along z direction.
2) When vertical seismic forces are also considered, the de4sign seismic force
resultants at any cross section of a bridge component shall b combined as below:
a) ± r1 ± 0.3 r2 ± 0.3 r3
b) ± 0.3 r1 ± r2 ± 0.3 r3
c) ± 0.3 r1 ± 0.3 r2 ± r3
Where r1 and r2 are as defined above and r3 is the force resultant due to full design
seismic force along the vertical direction.
5.14.6 Computation of Seismic Response
Following method are used for computation of seismic response depending upon the
complexity of the structure and the input ground motion.
5.14.6.1 Elastic Seismic Acceleration method:

This method is adequate for most of the bridges. In this method, the first fundamental
mode of vibration is calculated and the corresponding acceleration is read from Figure
5-10. This acceleration is applied to all parts of the bridge for calculation of forces as
per Clause 5.14.6.3.
5.14.6.2 Elastic Response Spectrum Method:

This is a general method, suitable for more complex structural systems (e. g. continuous
bridges, bridges with large difference in pier heights, bridges which are curved in plan,
etc), 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
spectrum given in Figure 5-10. These modal forces are combined by following
appropriate combinational rules to arrive at the design forces. Reference is made to
specialist literature for the same.

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Figure 5-10 Response Spectra
Note:
a. Rocky or hard soil sites (Type I) – N > 30

b. Medium soil sites (Type II) – 10 < N < 30
c. Soft soil sites (Type III) – N < 10
5.14.6.3 Horizontal seismic force

The horizontal seismic forces acting at the centers of mass, which are to be resisted by
the structure as a whole, shall be computed as follows:
Feq = Ah (Dead Load + Appropriate Live Load)
Where
Feq = seismic force to be resisted

Ah = horizontal seismic coefficient = (Z/2) x (I) x (Sa/g)
Appropriate live load shall be taken as per Clause 5.14.6.4
Z = 0.36 (Zone factor)
I = Importance Factor (see Clause 5.14.6.3.1)
T = Fundamental period of the bridge (in sec.) for horizontal vibrations
Fundamental time period of the bridge member is to be calculated by any rational

method of analysis adopting the Modulus of Elasticity of Concrete, and taking gross
uncracked section for moment of inertia. The fundamental period T(in seconds) of
pier/abutment of the bridge along a horizontal direction may be estimated by the
following expression:
D
T  2 .0
1000 F

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Where
D = appropriate dead load on the superstructure and live load in KN
F = horizontal force in KN required to be applied at the centre of mass of the

superstructure for one mm horizontal deflection at the top of the
pier/abutment for the earthquake in transverse direction; and for the force to
be applied to the top of the bearings for earthquake in longitudinal
direction.
Sa/g = Average response acceleration coefficient for 5 percent damping of load resisting
elements depending upon the fundamental period of vibration T as given in Figure
5-10.
NOTE: In the absence of calculations of fundamental period for small bridges, the
value of Sa/g may be taken as 2.5
For damping other than 5 percent offered by load resisting elements, the multiplying
factors as given below shall be used.
Damping % 2 5 10
Factor 1.4 1.0 0.8
Application Prestressed concrete, Steel Reinforced Retrofitting of old
and Composite steel Concrete elements bridges with RC
elements piers
5.14.6.3.1 Seismic importance factor (I)
Bridges are designed to resist design basis earthquake (DBE) level, or other higher or
lower magnitude of forces, depending on the consequences of their partial or complete
non-availability, due to damage or failure from seismic events. The level of design force
is obtained by multiplying (Z/2) by factor ‘I’, which represents seismic importance of
the structure. Combination of factors considered in assessing the consequences of
failure and hence choice of factor ‘I’, - include inter alia,
a) Extent of disturbance to traffic and possibility of providing temporary diversion,

b) Availability of alternative routes,
c) Cost of repairs and time involved, which depend on the extent of damages,-
minor or major,
d) Cost of replacement, and time involved in reconstruction in case of failure,
e) Indirect economic loss due to its partial or full non-availability, Importance
factors are given in Table 5-6 for different types of bridges.

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Table 5-6 Importance Factor (IRC-6: 2014)
Seismic Class Illustrative Examples Importance

Factor ‘I’
Normal bridges All bridges except those mentioned in other
1.0
classes
Important bridges a) River bridges and flyovers inside cities
b) Bridges on National and State Highways
c) Bridges serving traffic near ports and other
1.2
centers of economic activities
d) Bridges crossing railway lines
Large critical a) Long bridges more than 1 km length across

bridges perennial rivers and creeks
1.5
b) Bridges for which alternative routes are not
available
NOTE: While checking for seismic effects during construction, the importance factor
of 1 should be considered for all bridges.
5.14.6.4 Live load components

i) The seismic force due to live load shall not be considered when acting in the
direction of traffic, but shall be considered in the direction perpendicular to the
traffic.
ii) The horizontal seismic force in the direction perpendicular to the traffic shall be
calculated using 20 percent of live load (excluding impact factor).
iii) The vertical seismic force shall be calculated using 20 percent of live load
(excluding impact factor).
NOTE: The reduced percentages of live loads are applicable only for calculating the
magnitude of seismic design force and are based on the assumption that only 20
percent of the live load is present over the bridge at the time of earthquake.
5.14.6.5 Water current and depth of scour

The depth of scour under seismic condition to be considered for design shall be 0.9
times the maximum scour depth.
The flood level for calculating hydrodynamic force and water current force is to be
taken as average of yearly maximum design floods. For river bridges, average may
preferably be based on consecutive 7 years’ data, or on local enquiry in the absence of
such data.
5.14.6.6 Hydrodynamic forces under seismic condition

In addition to inertial forces arising from the dead load and live load, hydrodynamic
forces act on the submerged part of the structure and are transmitted to the foundations.
Such forces shall be considered in the design of the bridge. Refer specialist literature for
details.

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5.14.6.7 Additional Earth pressures under seismic condition
The most commonly used method for calculation of seismic soil forces acting on a
bridge is a static approach developed in 1920s by Mononobe (1929) and Okabe (1926).
The mononobe-Okabe analysis is an extension of Coulomb’s sliding-wedge theory
taking into account horizontal and vertical inertia forces acting on the soil.
The following assumptions are made:
1. The abutment is free to yield sufficiently to enable full soil strength or active
earth pressure conditions to be mobilized. If the abutment is rigidly fixed and
unable to move, the soil forces will be much higher than those predicted by the
Mononobe-Okabe analysis.
2. The backfill is cohesionless with friction angle of φ
3. The backfill is unsaturated so that the liquefaction problem will not arise
Considering the equilibrium of the soil wedge behind the abutment, the active earth
pressure during earthquake, when the abutment is at the point of failure, shall be
calculated as follows:
PEA = KAE.γ.x (1-kv)
Where seismic active earth pressure coefficient, KAE is calculated as,
cos 2 (   0   )
K AE  2
 sin(   E ) sin(   0   ) 
cos  0 cos  cos E     0 1 
2

 cos( E     0 ) cos(   ) 
The equivalent expression for passive earth pressure if the abutment is pushed against
the backfill,
PEP = KPE.γ.x (1-kv)
cos 2 (   0   )
K PE  2
 sin(   E ) sin(   0   ) 
cos  0 cos  cos E     0 1 
2

 cos( E     0 ) cos(   ) 
Where
γ: Unit weight of soil (KN/m3)
H: Height of soil face (m)
q: Load imposed on the ground surface (KN/m2)
φ: Angle of friction of soil (degrees)
θ0: arc tan (kh/(1‐kv)) (degrees)
δE: angle of wall friction between the wall’s rear surface and soil (degrees)
kh: Horizontal acceleration coefficient

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kv: Vertical acceleration coefficient
α: Backfill slope angle (degrees) – denoted as “i” in Figure 5-11 Earth Pressure during
earthquake (AASHTO LRFD 2007)Figure 5-11
θ: Slope of the wall to the vertical, negative as shown (degrees) – denoted as “β”
in Figure 5-11.
Figure 5-11 Earth Pressure during earthquake (AASHTO LRFD 2007)
As the seismic inertial angle θ0 increases, values of KAE and KPE approach each other
and, for vertical backfill, becomes equal when θ0 = φ.
The value of ha, the height at which the resultant of the soil pressure acts on the
abutment, may be taken as H/3 for the static case with no earthquake effects involved.
However, with earthquake effects, the height shall be taken as H/2 with a uniformly
distributed pressure.
5.14.6.7.1 Non-yielding abutments
The Mononobe – Okabe analysis, as mentioned earlier, assumes that the abutment is
free to yield laterally by sufficient amount to mobilize peak soil strengths in the backfill.
As per AASHTO, the peak strength can be assumed to be mobilized if the deflection at
the abutment top is 0.5% of the abutment height. For abutment restrained against lateral
movement by tie backs or batter piles, the lateral pressures induced by the inertia forces
in the backfill will be greater than that approximated by Mononobe – Okabe analysis.
AASHTO recommends use of a factor of 1.5 in conjunction with peak ground
accelerations for designs where doubts exists that abutment can yield sufficiently to
mobilize soil strengths.
5.14.6.7.2 Monolithic abutments
Monolithic abutments generally perform well during earthquakes since there are no
problems associated with bearing and back wall damage. However higher longitudinal

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and transverse inertia forces are transmitted directly into the backfill, and provision
must be made for adequate passive resistance to avoid excessive relative displacements.
Although the soil forces can be estimated with better accuracy for the free standing or
seat-type abutment, the added joint introduces a possible collapse mechanism. To avoid
this collapse mechanism, monolithic abutments are actually recommended from seismic
point of view. During seismic event, although the damage may be more severe in
bridges with monolithic abutments due to higher forces transmitted to the backfill soil,
with adequate abutment reinforcement and proper detailing, the collapse potential is
low.
In estimating monolithic abutment stiffness and associated longitudinal displacement

during transfer of peak earthquake forces from the structure, the abutments shall be
proportioned to restrict displacements of 91.4mm or less in order to minimize damage
(AASHTO LRFD 2007).
5.14.6.8 Design forces for elements of structures and use of response reduction
factor
The forces on various members obtained from the elastic analysis of bridge structure are
to be divided by Response Reduction Factor (R) given in Table 5-7 before combining
with other forces as per load combinations given in Clause 5.1.
Table 5-7 Response Reduction Factors (IRC-6:2014)

Bridge Component R with ductile R without ductile
detailing detailing
Superstructure N.A 2.0
Substructure
i. Masonry/PCC piers, abutments - 1.0
ii. RCC short plate piers where plastic hinge cannot

develop in direction of length and RCC abutments 3.0 2.5
iii. RCC long piers where hinges can develop 4.0 3.3
iv. Column 4.0 3.3
v. Beams of RCC portal frames supporting bearings 1.0 1.0
Bearings 2.0 2.0

Connectors and Stoppers (Reaction blocks) When connectors and stoppers are designed to
Those restraining dislodgements or drifting away of withstand seismic forces primarily, R value
bridge elements. shall be taken as 1.0.
When connectors and stoppers are designed

as additional safety measures in the event of
failure of bearings, R value specified in this
table for appropriate substructure shall be
used.

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NOTES:
i. Those parts of the structural elements of foundations which are not in contact
with soil and transferring load to it are treated as part of sub-structure element.
ii. Response reduction factor is not to be applied for calculation of displacements

of elements of bridge and for bridge as a whole.
iii. When elastomeric bearings are used to transmit horizontal seismic forces, the
response reduction factor R shall be taken as 1.5 for RCC substructure and as
1.0 for masonry and PCC substructure.
5.14.6.9 Fully Embedded Portions

Parts of structure embedded in soil below scour level need not be considered to produce
any seismic forces.
5.14.6.10 Liquefaction
In loose sands and poorly graded sands with little or no fines, the vibrations due to
earthquake may cause liquefaction, or excessive total and differential settlements.
Founding bridges on such sands should be avoided unless appropriate methods of
compaction or stabilization are adopted. Alternatively, the foundations should be taken
deeper below liquefiable layers, to firm strata. Reference should be made to the
specialist literature for analysis of liquefaction potential.
5.14.6.11 Foundation Design

For design of foundation, the seismic loads should be taken as 1.25 times the forces
transmitted to it by substructure, so as to provide sufficient margin to cover the possible
higher forces transmitted by substructure arising out of its over strength.
5.14.6.12 Longitudinal Restrainers

Friction shall not be considered to be an effective restrainer. Restrainers shall be
designed for the force calculated as acceleration coefficient times the permanent load of
the lighter of the two adjoining spans or parts of the structure.
If the restrainer is at a point where the relative displacement of the sections of the
superstructure is designed to occur during seismic motions, sufficient slack must be
allowed in the restrainer so that restrainer doesn’t start to act until the design
displacement is exceeded.
Where a restrainer is to be provided at columns or piers, the restrainer of each span may
be attached to the column or the pier, rather than to interconnecting adjacent spans.
A typical longitudinal restrainer arrangement used by New Zealand Ministry of

Transport and also covered in AASHTO specifications is shown in Figure 5-12. It may
be seen that the linkage bolts are provided to prevent the spans from dropping off the
supports. The rubber rings act as buffers to prevent impact damage in the event that
lateral displacement clearance provided is inadequate. The knock-off back wall
accommodates differential displacement between the abutment and the superstructure,
with minimum structural damage.

DoR-SB001 : 2015
Figure 5-12 Possible abutment detail
An alternative to above method for preventing dislodgement of superstructure is to use

“reaction blocks” as recommended in IRC-6.
5.14.6.13 Hold down devices

Hold down devices shall be provided at the supports and at hinges in continuous
structures where vertical seismic forces due longitudinal seismic load opposes and
exceeds 50%, but is less than 100%, of the reaction due to permanent loads. In this case
the net uplift force for the hold-down device shall be taken as 10% of reaction due to
permanent loads that would be exerted if the span were simply supported.
5.14.6.14 Seating length

Pier and abutment caps shall be generously dimensioned, to prevent dislodgement
during severe ground-shaking.
The seating lengths shown in Figure 5-13 below, covered in IRC-6, are suggested but
the same shall be treated as only indicative and suitable arrangements will have to be
worked out for specific cases.

DoR-SB001 : 2015
Figure 5-13 Seating length at the supports
5.14.6.15 Ductile detailing

To improve the performance of bridges during earthquakes, the bridges have to be
detailed for ductility for which IS 13920 or any other specialist literature may be
referred to.
5.14.6.16 Other recommended provisions

i. In order to mitigate the effects of earthquake forces described above, special
seismic devices such as Shock Transmission Units, Base Isolation, Seismic Fuse,
Lead Plug, etc, may be provided based on specialized literatures, international
practices, satisfactory testing etc.
ii. Continuous superstructure (with fewer number of bearings and expansion joints) or
integral bridges (in which the substructure or superstructure are made joint less, i.e.
monolithic), if not unsuitable otherwise, can possibly provide high ductility leading
to better behavior during earthquake.
iii. Where elastomeric bearings are used, a separate system of arrester control in both
directions shall be introduced to cater to seismic forces on the bearing.
5.15 SNOW LOAD

The snow load of 900 kg/m3 where applicable on the bridge deck shall be taken in the
following two conditions to be checked independently:
a) A snow accumulation of 0.25 m over the deck shall be taken into consideration
while designing the structure for wheeled vehicles.
b) In case of snow accumulation exceeding 0.50 m maximum snow accumulation
based on actual site observation shall be considered without live load.
5.16 VEHICLE COLLISION LOADS ON BRIDGE AND FLYOVER

SUPPORTS
5.16.1 General
 Bridge piers of wall type, columns or the frames built in the median or in the
vicinity of the carriageway supporting the superstructure shall be designed to
withstand vehicle collision loads. The effect of collision load shall also be
considered on the supporting elements, such as, foundations and bearings. For
multilevel carriageways, the collision loads shall be considered separately for
each level.
 The effect of collision load shall not be considered on abutments or on the

structures separated from the edge of the carriageway by a minimum distance of
4.5 m and shall also not be combined with principal live loads on the
carriageway supported by the structural members subjected to such collision
loads, as well as wind or seismic load.

DoR-SB001 : 2015
5.16.2 Collision Load
The nominal loads given in Table 5-8 shall be considered to act horizontally as Vehicle
Collision Loads. Supports shall be capable of resisting the main and residual load
component acting simultaneously. Loads normal to the carriageway below and loads
parallel to the carriageway below shall be considered to act separately and shall not be
combined.
Table 5-8 Nominal Vehicle Collision Loads on Supports of Bridges (IRC-6)
Load normal to Load parallel to Point of application on

the carriageway the carriageway bridge support
below (Ton) below (Ton)
At the most severe point
Main Load
50 100 between 0.75 and 1.50 m
Component
above carriageway level
At the most severe point
Residual load
25 50 between 1 m and 3 m
component
above carriageway level
Note:
i. The loads shown are assumed for vehicles plying at velocity of about 60 km/hr. In
case of vehicles travelling at lesser velocity, the loads may be reduced in
proportion to the square of the velocity but not less than 50%.
ii. The bridge supports shall be designed for the residual load component only, if
protected with suitably designed fencing system taking into account its flexibility,
having a minimum height of 1.5 m above the carriageway level.
5.17 INDETERMINATE STRUCTURES AND COMPOSITE STRUCTURES
Stresses due to creep, shrinkage and temperature, etc. should be considered for statically
indeterminate structures or composite members consisting of steel or concrete
prefabricated elements and cast-in-situ components for which specialist literature may
be referred to.
6. DETAILING REQUIRMENTS (not exhaustive)
6.1 Drainage
The drainage system should be such that it is able to carry water off the bridge deck
quickly and completely. The cross-fall of the deck slab should be greater than 2%.
Drainage is necessary not only for the safety of the motorists, but also to allow the
wearing surface to dry out as fast as possible. To prevent possible damage to objects
underneath the bridge and to the bridge itself, particularly in the municipal areas, the
water removed from the bridge deck should normally flow into the storm sewer system.
Regardless of the intensity of the rainfall, drainage inlets should be located on both
edges of the deck slab and spaced about 15 m apart along the length of the bridge.
Drainage inlets and pipes must be made of materials that resist abrasion and the effects

DoR-SB001 : 2015
of chlorides. Cast iron is normally chosen for drainage inlets, while tough plastic such
as high0density polyethylene (HDPE), is used for pipes.
The drainage pipes should be inclined at 2% slope at least. The pipe diameter required is
based on the intensity of precipitation.
6.2 Water proofing and wearing surface
The covering layer of deck slab, normally consisting of water proofing membrane and
an asphalt concrete wearing surface, is very important for the durability of the bridges.
The water proofing membrane protects the surface of the deck slab concrete against
freeze-thaw action, deicing chemicals penetration of chlorides.
Recommended waterproofing-wearing surface systems:
6.2.1 Fully Bonded Waterproofing
This system consists either of a bonded membrane, 1 to 3 mm thick, which is applied in

liquid form to the deck concrete by spraying or screeding, or of a hot-glued elastomeric
sheet.
The wearing surface consists of a leveling course, preferably liquid applied bitumen,
and an asphaltic-concrete surface course, for a total thickness of between 60 mm and
80mm.
6.2.2 Concrete Wearing Surface
A properly designed and constructed concrete wearing surface is extremely durable and
provides reliable protection to the structural concrete underneath. An additional
thickness of 80mm is normally used. To secure proper bond between the structural
concrete and the wearing course, the deck slab must be covered with a thin layer of
epoxy mortar before wearing surface is cast using special machines.
The concrete wearing surface must be sufficiently impermeable to resist free-thaw

action in the presence of deicing chemicals and to resist penetration of critical chloride
concentration to no more than 50mm below the surface.
6.3 Water drop profile/drip nose
Abutments, expansion joints, and the edges of deck slabs must be especially carefully
detailed to prevent unsightly stains due to water and dirt.
All the edges of the deck slabs must be provided with drip noses to allow the water to
collect and drip away. See Figure 6-1 for typical details of the drip nose.

DoR-SB001 : 2015
Figure 6-1 Recommended details at the slab edge
6.4 Jacking provision of replacement of elastomeric bearings
While a bridge is generally designed for a service life of about 100 years, elastomeric
bearings have a service life of about 25 years. Hence provisions have to be kept during
detailing of the structure for lifting the bridge deck for replacement of the elastomeric
bearings. The jacking locations shall be shown in the drawings and the same shall be
clearly marked on the bridge with a permanent marker.
A possible arrangement for the insertion of the jack for lifting of the deck recommended
by IRC-83 (Part II) is shown in Figure 6-2 below:
Figure 6-2 Pedestal for elastomeric bearing with provision for lifting
6.5 Abutment top details
The abutment top shall be so detailed that it ensures timely inspection of the bearings
and the expansion joints. For the purpose of ease of inspection and maintenance,
bearings should be accessible from at least two sides and the expansion joints should be
accessible from below. The bearings should be located on raised pedestals to protect
them from water and dirt. Sufficient rooms should be available for the jacks required to
lift the bridge for bearing replacement.
Proper drainage system has to be provided to prevent the water from stagnating on the
abutment top. A possible arrangement is shown in Figure 6-3.

DoR-SB001 : 2015
Figure 6-3 Recommended abutment top detail

DoR-SB001 : 2015
REFERENCES
1. IRC:6 - 2014 Standard Specifications and Code of Practice for Road Bridges,
Section : II, Loads and Stresses
2. IRC:5 - 1998
3. IRC:38 - 1988 Guidelines for Design of Horizontal Curves for Highways and
Design Tables
4. IRC:112 - 2011 Code of Practice for Concrete Road Bridges
5. AASHTO LRFD Bridge Design Specifications 2007
6. Specifications for Highway Bridges, Japan Road Association, March 2002, Part
I, Common
7. Specifications for Highway Bridges, Japan Road Association, March 2002, Part
V, Seismic Design
8. Guidelines on use of Standard Works Items for Common Road Works, Survey
and Design Division, Ministry of Works and Human Settlement, RGoB
9. Prestressed Concrete Bridges, C. Menn

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DoR-SB001 : 2015

GENERAL SPECIFICATIONS FOR BRIDGES

DEPARTMENT OF ROADS, MoWHS, THIMPHU

General Specifications for bridges 0

General Specifications for bridges

The Specification stipulates mainly the following:-

 Classification of bridges based on span

 Guidelines on planning and design of bridges and recommended design

 Loads to be considered during design and construction of bridges

 Recommended detailing requirements for certain components of the bridge

General Specifications for bridges 2

The DCC comprises of the following members:-

1. Mr. Karma Galey, Director (Chairman)

2. Mr. Tshering Wangdi (A), Chief Engineer, Construction Division

3. Mr. Tshering Wangdi (B), Chief Engineer, Maintenance Division

4. Mr. Tshering Peljore, Chief Engineer, Planning Division

5. Mr. Jangchuk Yeshi, Chief Engineer, Design Division

April2015 Karma Galay

Gene ral Spe c ifications .fo r bridg e s

General Specifications for bridges 4

5.9.1 General .................................................................................................................................. 44

General Specifications for bridges 5

1. Bridge ......................Bridge is a structure having a total length above 6 m

2. Culvert .....................Culvert is a cross-drainage structure having a total length

3. Submersible Bridge/Vented causeway ...........A Submersible Bridge/Vented

6. Length of the bridge ..........Length of a bridge is the overall length measured

General Specifications for bridges 6

8. Superstructure ..........The girders and deck on the abutments and piers.

9. Substructure .............The abutments and piers and their foundations, which

13. Footpath ...................The portion of the bridge width used as

2.2 Classification of bridges based on Length

2.2.1 Small Span Bridge:

2.2.2 Medium Span Bridge:

2.2.3 Long Span Bridge:

2.3 Carriageway width and Footpath

2.3.1 Specification of carriageway widths for various classification of roads

Sl. Road classification Carriage width (m)

General Specifications for bridges 7

5. If median/central verge is constructed in a wide bridge thus providing two

Figure 2-1 Illustration of Carriageway, Footpath and Median

The minimum vertical clearance, irrespective of number of lanes, shall be 5.00 m.

General Specifications for bridges 8

Refer Figure 2-2 below for details:

Figure 2-2 Horizontal and Vertical clearance (IRC-5)

2.5 Super Elevation

2.6 Approaches to the bridge

2.6.1 Straight distance

2.6.2 Horizontal Curves

General Specifications for bridges 9

2.6.3 Super Elevation

General Specifications for bridges 10

2.6.4 Transition Curve

General Specifications for bridges 11

Transition lengths (metres)

350 130 60 35 20 -- -- -- 350

1000 50 30 NOTATIONS: 1000

General Specifications for bridges 12

2.6.5 Widening of the approaches at the curves

Table 2-4 Extra width of pavement at horizontal curves (IRC-38)

Radius of curve Extra width in metres

2. The widening should be achieved by increasing the width approximately at the

3. On curves having no transition curve, the widening shall be achieved in the

General Specifications for bridges 13

3.0 PLANNING AND DESIGN