IRC 6-1966

STANDARD SPECIFICATIONS
AND

CODE OF PRACTICE
FOR

ROAD BRIDGES
SECTION 11 LADS AND STRESSES

AN ROADS CONGRESS
<<

IRC 6-1966

STANDARD SPECIFICATIONS
AND

1X

.~~tk1

CODE OF PRACTICE
FOR

ROAD BRIDGES
SECTION II LOADS AND STRESSES

S.

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

& PriceRsexfta) F ostage 5+00

<<

IRC 6-1966

published in December, 1958 Reprinted: May, 1962 Reprinted: September~1963 2nd Edition: October, 1964 3rd Edition in Metric Units: October, 1966
First

Rcpri~t~
Reprinted: March, 19t2 (incorporates Amendment No. 1Nov.1971) Reprinted: February 1974 (Incorporates Amendment No. 2Nov. 1972) Reprinted: August 1974 (Incorporates Amendment No. 3April
1974)

(Rights of Publication and of Translation are reserved)

Printed at PRINTA1D, East of Kailash, New Delhi

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ER(

61966

CONTENTS ~ection II
LOADS AND STRESSES

Clause No, 201 202 203 Classification Loads, Forces and Stresses Pcrmissihk Increase in the Workmg Stresses ui any Structural Member under Variqus Combinations of Loads, Forces and Stresses given in Clause 202 Deleted Dead Load Traffic Lanes Live Loads Reduction in the Intensity of Live L9ad Stresses on Bridge.s accommodating more than two Traffic Lanes Footway, Kerb, Railings and Parapet Loading TraMway Loading impact Wind Load Horizontal Forces due to Water Currents Longitudinal Forces Centrifugal Forces Buoyancy Earth Pressure Temperature Effects Deformation.. Stresses Secondary Stresses Erection Stresses Seismic Force Platt F Curves showing Fqunahnt Heights ol Surcharge of Barth Appendix IHypothetical Vehicles Rn Classification of Vehicles and Bridges (Revised)
.. . .

Page No.
.. .,

204 205 206 207 208 209 210 211

212

~...

..,,

6 6 6 8 8
12

13 15 16 19
,.,

213 214 215 216 217 218 219 220 221 222

...

22 25 27

27
28

31
~.. ~.,

..

32 32 32 33

35 37

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IRC

:6-1966

INTRODUCTION
The brief history of the Bridge Code given in the in..troduction to Section 1 General Features of Design applies to Section H also. generally. The draft of Section Ii for Loads and Stresses as discussed at the Jaipur Session of the Indian Roads Congress in 1946 was considered further at a number of meetings of the Bridges Com mittee for linalisation, in the years 1957 and 1958, the work of hnahsing the draft was pushed on vigorously by the Bridges Cornmittee constituded as follows Shri S.L. Bazaz Convenor Shri M,P, Nagarsheth Member-Secretary
~.,, + ...

(i) Location,
+

Laynut

and Hydraulics Division

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

(ii) Substructure and Superstructure Division ~+hriH.P. Sinha Shri K,F, Antia Shri D.S. Desai
,

Shri MV. Jogiekar Shri S.K. Ghosh Shri K.K. Nambiar

Shri~S,I. oshi J Shri P.C. Poonen Shri S.S. Varma

2... At the Bridges Committee meeting held at Bombay in August 1958, all the con, ments received till then on the different clauses of this Section were disposed oil fnaily and a Drafting Committee consisting of Sarvashri S.B. Joshi, K.K. Nambiar, K.F Antia and S,K. Ohosh was appointed to work in conjunction with the officers of the Roads Wing ihr finalising this Section. This Cornmittce at its meeting held at New Delhi in Septem ber 1958 and later through correspondence finalise4 Se9tion II of the Code which was printed in1958, reprinted in 1962 and 1963. hi second edition ot Section 1 of the Code (1964 edition) included all the amendments, additions & alterations made by the Bridges Committee in their meetings held from time to time.

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IRC : 6~1966 The Executive Committee of the indian Roads Congress approved the publication of the third edition in metric units, in 1966. The Bridges. Committee at its meeting held in 1971 approved certain amendments ip. the light of the Fourth Revision of Section 1 and the publication of Section lEE. These amendments, vide Amendment No. I of November 1971 (amending clauses 204, 207, 209, 212 and 216) and No. 2 of November 1972, (regarding subclause 201.1) have been included in this Edition. The present reprint also incorpori~tes Amendment No. 3, April 1974, regarding subclause 211.2 and erratum to sub-clause 209.4 (c).

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i sc : 61966

LOADS AND STRESSES

SCOPE The. object of the Standard Specifications and Code of Practice is to establish a cpmm.on procedure for the design and construction of road bridges in India. This publication is meant to serve as a. guide to both the design engineer and the construction engineer but compliance with the rules therein does not relieve them in any way of their responsibility fOr the stability and soundness of the structure designed~anderected by them. The design and construct ion of road bridges require an extensive and thorough knowledge of the science and technique involved and should be entrust ed only to spccially qualified engintirs s~ idcquatt. pr ictical cxperi ith ence in bridge engineering and capable of ensuring careful execution of work.
201. CLASSIFICATION 201.1. Road bridges and culverts shall be divided into classes according to the loadings they are designed to carry.

LR.C, Class AA Loading :.This loading is to be adopted within certain municipal limits, in certain existing or con templated industrial areas, in other specified areas, and along certain specified highways. Bridges designed for Class AA Loading should he checked for Class .A Loading also, as under certain conditions, heavier stresses may be obtained under Ck.iss..A Loading.
NOTE, : Where Class 70-5. is sp~cffled,i shall he used in place of IRC i Class AA loading,

I,R.C. Class A Loading iThis loading is to be nornmlly adopted on all roads on which permanent bridges and culverts are constructed.
LR.C. Class B Loading This loading is to be normally adoptted fin temporary structures and for bridges in specified areas. Structures with timber spans are to be regarded as temporary strdc tures tir the purpose of this Clause. For particulars of the above three types of Icading, see Clause 207. 4

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IRC : 6-1966 201,2. Existing bridges which were not originally constructed or later strengthened to take one of the above specified l.R.CT+ Loadings will he classified by giving each a number equal to that of the highest slandard load class whose effecti it can safely withstand. Appendix I gives the essential data regarding the limiting loads in each bridge class, and forms the basis for the classification of bridges. 201.3. individual bridges and culverts designed to take electric tramways or other special loadings and not constructed to take any of the loadings described in Clause 201.1 shall be classified in the appropriate load class indicated in Clause 201.2.
202. LOADS, FORCES AND STRESSES

202.1. The loads, forces and stresses to be considered in designing road bridges and culverts are I. Dead load, 2. Live load, 3. lmpact or dynamic effect of the. live load, 4. Wind load, 5. Horizontal forces due to water currents, 6. Longitudinal forces caused by the tractive effort of vehicles or by braking of vehicles and/or those caused by restraint to movement of free bearings, 7. Centrifugal forces, 8. Buoyancy, 9. Earth pressure, 10. Tcmperature stresses, I. Deformation stresses, 12. Secondary Stresses, 13. Erection stresses. 14. seismic forces.
+

202.2. All members shall be designed to sustain safely the various loads, forces and stresses that can co-exist, and all calculations shall tabulate distinctly the various comibinations of the above loads and stresses covered by the design. 5

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IRC :6-1966
*203 PERMISSIBLE INCREASE IN THE WORKING

VARIOUS COMBINATiONS OF LOADS, FORCES AND STRESSES GIVEN IN CLAUSE 202

STRESSES IN ANY STRUCTURE MEMBER UNDER

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

fur any combination of the loads and forces, specified in items I to 9

of Clause 202.1, that van co-exist. 203.2. When the effects of temperature stresses are also added, the permissible working stresses may be increased by 15 per cent. 203.3. When the combined effects of any combinations of any
of the forces specified in items 10 to 13 are added, the permissible working stresses may be exceeded by 25 per cent, and

203.4. When the effects of seismic forces are also considered in addition to those from any combination of the loads and forces specified in items I to 3 and 5 to 13 of Clause 202.1 that can occur, the permissible working stresses may be exceeded by 50 per cent, provided always that (i) under the combined effects of loads and tbrces specified in items 1 to 13 of Clause 202.1, the permissible working siresses shall not exceed by more than 25 per cent, and (ii) this excess does not result in the stresses in any steel member increasing beyond the yield point.
.

Pio:~: The conditions laid down for different combinations should be simultaneously satisfied.

**204

DELETED

205+ DEAD LOAD The dead load carried by a girder or member shall consist of the portion of the weight of the superstructure (and the fixed loads carried thereon) which is supported wholly or in part by the girder or member including its own weight. The following tin it weights of materials shall be used in dermining loads, .+unless the unit weights have been determined by actual weighing of representative samples
tProvisions made under Clause 203 shall not be applicable in case of coocreate, masonry or steel structures for which a reference shall be made to the relevant clauses of I S.C. Standard Specifications and Code of Practice for Road Bridges Sections lIE, IV & V **Deleted, as relevant provisions are covered in tRC : 5-1970, Standard Specifications and Code of Practice for Road Bridges-Section 1.

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IRC

6-1966

of the materials in question, in which case the actual weights as thus determined shall be used Materials Weight per cu. m. in ton nes
... ...

1. 2. 3.

4.

5. .6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

Ash lar (granite) Ashlar (standstond) Stone setts (a) Granite (h) Basalt Ballast (stone screened, broken, 2.5 cm to 7.5 cm gauge, loose): (a) Granite (b) Basalt Brickwork (pressed) in cement mortar Brickwork (common) in cement mortar Brickwork (common) in lime mortar Concrete (asphalt) Concrete (breeze) Concrete (cementplain) Concrete (cement plain with plums) Concrete (cementreinforced) Concrete (cementprestressed) Concrete (limebrick aggregate) Concrete (lime- stone aggregate) Earth (compacted) Gravel Macadam (h~nder premix) Macadam (rolled) Sand (loose) Sand (wet compressed) Coursed rubble stone masonry (cement mortar)
, . ,

2.7 2.4 2.6

2.7

... ...

.,, ,,,

...

.,.

...

...

1.4 1 .6 2.2 1.9 1 2.2

.~

...

r.4

...

...

...

...

,,,

,,,

2.2 2.3 2.4 2.5 is 2.1 i.s 2.2 2.6 1.4 I .9 .2.6

,,,

...

,~,

...

,,,

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IRC :6~i966

Materials 23. 24.. 25. 26.

27.

Weight per cu.m. in ton nes

,,;
..,

28

Stone masonry (lime mortar) Water Wood Cast iron Wrought iron Steel (rolled or dast)
206. TRAFFIC LANES

...

2.4 1.0 08 7.2 7.8

,,,

The number of traffic lanes on a bridge shall be determined by the maximum intqgral number of trains of standard Class A vehicles described in Clause 207, which can be accommodated on the clear itin tgt~sa~ s~idth tho hi idgt w nh thc vU ides ti a~ethng par slId of to the length of the bridge and leaving the minimum clearances specified in Clause 207.
All new bridges shall be of either one-lane, two-lane, or iburlane width. Three_ian:e:ihridges shall not he co~structed. in the

case of four-lane or multiples of two-lane bridges, at least l.2ni wide central verge shall be provided. 207. LIVE LOADS 207.! Details of LR.C. Loadings 207,1.1. For bridges classified under Clause 20!. 1 the designccl live load shall consist of standard wheeled or tracked~ vehiclO or trains of vehicles as illustrated in Figs. I to 3 and Appendix I. The trailers attached to the driving unit are not to he considered~ as
detachable.

207 12 Within the herb to kerb width of tht. roadssay the standard vehicle or train shall be assumed to travel parallel to the

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

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l:g

1 1 (ontd,)
WIDTH ~~S~S

l~COUIACS WAY

IRC : 61 966 I . 1 he sin ye to tail cpa~ing bet %si en iwo r,iIceinr,i;n,v ichiele,,i yh;:ill not
Notv lii;r linri

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3SiONNES

1 ~I5 TONNES ii it~~p I ~iiL

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1 Li iitt SL TRAdED VEHICLE No flhiyr lis C nhvill be cmion CARRIAGEWAY WIDTH *-s~ vIe red 0 0 9 liv

Ii

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It I

Hits

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ole carriagewaY of the bridge why above merit i oii cit

train or ychiclys III crossing the hridee. 3 niasi
mum buds svliceleui

t~~I,I$m~4

( ~r~cgnnh

shall he

vcltiolv SI) tinoncu

rrr

for ii iiflr 5: aisle

higi~of m:m asIcs staa ceLl n than 1.2 r ceimimesL 4. T he con or ormu cbearanc:e buu~ccn

thc vinyl face i:nl ihe

625 TONNES 625 TONNES

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S..

kerl:i and tIne oumor edge iii tIie wIsed or track, ( sh::iib the as tinder
Carriageisa~ %Iinhnuni ssid th 55~ toe or t

Single l.,ane Bridges

3.8 in arid ahoue (1.3 rn

MW il~ L,ane Bridges Less shari 5,5 10 5~5 or sri above 1,2 ni

Plan

WHEELED VEHICLE
Fig. 1. Class A~ tracked and wheeled vehicles lClaus~207.1)

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class A train of vehicles

No t~t,s the TiOtitl to tiiit dustance hilti%iIleri si,i.cgesiiise trains shall irot he less shari

any part cif the crirria~ewriy when a train ci vehicles br trains i:ik vehicles multilane hridge)I is crossing the bridge, 3. The irroaisd cnrit:ict area cit tine siheebs stiutil be. as cinder:

i,,~i 1 ni, 2( No cithei liae boast shunt! crlver

c:iroonci contcict area

IN

1\mule loan:!
lvi nrtn: s

B 11.4 6.8 2,7

irniri 250 2011 ISO

runt

500

380 200

4, The minirniunt cteararnt:e, /~ between outer edge ot the wheel arid the roadway lace of the kerb, and the rninirriurn clearance, g, between the outer edges of passing or crossing vehicles sun multi lane bridges shall be as given bet ow

4
Hw
Pln~

eMS iItrwAs

itoowoC

_______
550~

is
eric

II carriigeway
width 5,5 ni to 7.5 rn Ahove 7 5 rn

I
IJn itomm l3~inenea s ing rrom 0.4 sri to [2 in 1.2 ni

Drising selsicle Fig. 2 (lass A trisin of selsicles i,(:Itittse 207, I)

~f
-

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I~

(.~ ~ +

lcngllh of the bridge, and to occul~any posit~onwhich WdI produce ma simurn stiessesprovided that the minirnun. clearances between a. vehicle and tIi e road way face of k.erb and between two tUt5 St or c:rossing vehicles, shown in Figs. I to 3, are not encroached
U polL

2(17, 1.3. For each sta ndard vehicle or train, all the axles of a unit of vehicles shall he considered as acting simultaneously in a position causing maximum stresses. 207.1.4. Vehicles in adjacent lanes shall be taken as headed in the direction producing maximum stresses. 207.1.5. The spaces on the carriageway left uncovered by the standard train of vehicles shall not be assumed as subject to any additional live load.
~2072 DELETED

207....

Dispersion of Load through Fills on Arch Bridges

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

208.

REDUCTION IN THE INTENSITY OF LIVE LOAD STRESSES ON BRIDGES ACCOMMODATING MORE THAN TWO
TRAFFIC LANES

208.1. The position and number of loaded lanes used shall be such as to produce maximum stresses in all cases. 208.2., Where maximum stre.sses are produced in any member by simultaneously loading more than two traffic lanes, the intensities of the resultant live load stresses shall be reduced by 10 per cent for each additional loaded traffic lane in excess of the two lanes subject to a maximum red uci ion of 20 per cent, and subject also to the condition that the stresses as thus reduced are not lower than the stresses resulting from a simultaneous loading on two traffic lanes.

~Ddeied as retevant provisions are covered in IRC 2l~l972 Standard SpecifIcations and Code of Practice for Road BridgesSection III.

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I, The nose t_u nail duil,sntc,: wren successive tiniirua r,hall iu,:i tin: tluanu 18.4 in. 2~ No other live Inunui:I -hal1 y:iii yr an uaui of the eninniaeesu,as .sI,:uu trains of schiclcus (ian tnaiius iii si_I t: ia in nui,,iltilntruy: buidgnu~ is, ininnssiuu,y ds,u br ids~ e, 3, rIce i;niuanuil c:onln:,nyI tiTian ii sshee, Is stso II hum as uuu d~n

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Fig, 3 (lass

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-

B 1mm of seisicles (Onmuse 2071:1

Above 7,5

k,.,Inifounnly incnca -2 sing fnonn 0.4 io 1,2 in 1-2 an ~

l~ ~

1RC 6.1966

209. FOOTWAY, KERR, RAILINGS AND PARAPET LOADING (the provisions under this Clause do not apply to Foot-Bridges) 209,1, For all parts of bridge floors accessible only to pedestrians2. Where crowd for all are likely the occur, such as on bridges and anin~als~and loads footways to loading shall he 400 kg per m near towns, which are either centres of pilgrimage or where located large congregational fairs are held seasonally, the intensity of footway loading shall be increased from 400 kg per m~ 500 kg per m2. to 209.2. K.erbs, 0.6 m or more in width, shall be designed for the above loads and for a local lateral force of 750 kg per metre, applied horizontally at the top of the kerb. if the kerb width is less than 0.6 m, no live load shall he. applied in addition to the lateral load specified above. Note The horizontal force need not t~e cons ideted in the design of the main structural members of the hrfdgtt. 209.3. In calculating stresses in members of structures with cantilevered footways, the footways shall be considered as loaded on one side or on both sides, or unloaded, whichever condition gives the maximum stresses. 209.4. in bridges designed for any of the loadings described in Clause 207.1, the main girders, trusses, arches, or other members supporting the footwaysshall be designed for the following live loads per square metre of footway area, the loaded length of footway taken in each case being such as to produce the worst effects on the member under consideration: (a) For effective span of 7.5 in or less, 400 kg per in2 or 500 kg per m2 as the case may be, based on sub-clause 209.1 (b) For effective spans of over 7,5 m but not exceeding 30 m, the intensity of load shall be determined according to the equation p~.
_____

(c) For effective spans of over 30 m, the intensity of load shall be determined according to the equation:

P==(P_260~L4800
where

16 :!H

.P 400 kg per m2 or 500 kg per rn2 as the case

niay be, based on sub-clause 209.1,

13
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S~NGLt~iC~CSflJGIE DECK~ tROLLEr Wa~r

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ROL LING STOCK WEIGHTS

Description

Clearance between passing single deck b,ogic cars on ~tr~ight tracks laid at

Loaded
weight tonnes

Unloaded
weight tonnes

~ndai~.l 2,75 in track ccnLi es shall be 300 mm.

2. Clearance t~ctw cen passing double hogie cars on straight tracks laid at $tarL b;ird ~:75 :51: track

Single truck (single deck)

Bogie car (single deck)

9,6 15.3

7,9
122

:~gi:tcar 21.5 centres shall be 450 nm. (Double deck)l Fig, 4~ A~erngedlmensions~ tramway rolling stock sf (Clause 210J)

16.0

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1RC : 6-1966

Pr,: the live load in kg per ni2, L. t=the effective span of the main girder, truss or arch in m, and Wzzr:width of the footway in m. 209.5. Each part of the footway shall be capable of carrying a wheel load of 4 tonnes, which shall be deemed to include impact, distributed over a contact area 300 mm in dcameter; the permissible working strcsses shall b.c increased by 25 per cent to meet this provision. This provision need not be made where vehicles cannot mount the footway as in the case of a. .ioot~~ayeparated from the s roadway by means of an insurmountable obstacle, such as truss or a main girder.
Note

A footway kerb shall be considered mountable by vehicles.

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

LOADING

210.1. When a road bridge carries tram lines, the live load due to the type of tram cars sketched in Fig. 4 shall be computed and shall be considered to occupy a 3 in width of roadway. 2i0.2. A nose to tail sequence of the tram cars or any other sequence which produces the heaviest stresses shall be considered in the design. 210.3. Stresses shall be calculated for the following two conditions and the maximum thereof considered in the design: (a) Tram loading, followed and preceded by the appropriate standard loading specified in Clause 207.1 together with that standard loading on the traffic lanes not occupied by the tram car lines. (b) The appropriate standard loading specified in Clause 207.1 without any tram cars. 15

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IRC :6-1966
211~
.

IMPACT

211.1 Provision br impact or dynamic action shall be made by an increment of the live load by aii impact alIo~ance expressed as a fraction or a percentage of the applied live load. 211.2. For Class A or Class B Loading:ln the members of any bridge designed either for Class A or Class B loading (side Clause 207.1), this impact percentage shall be determined from the curvas indicated in Fig. 5. The impact fraction shall be determined Irom the lollowing equations which are applicable for spa as het~s een 3 in and 45 in. (i) Imaet factor fraction for reinthteed concrete bridges (ii) Impact factor fraction for steel bridges.
~

~~~L

For spans simply supported or continuous or for arches the L shall be the effective span of tile member under consideration. 211.3. For Class AA Loading and Class 70 R Loading The xalue of the impact percentage shall be taken as follovss: (a) For spans less than 9 ni (i) For tracked vehicles : 25 per cent for spans upto 5 m linearly reducing to 10 per cent for spans of 9 m iii) For wheeled vehicles: 25 per cent (b) For spans of 9 m or more: (i) Reinforced concrete bridges Tracked vehicles : 10 per cent upto a span of 4Dm and in accordance wiih the curve in Fig. 5 br spans in excess Qf 40 ni Wheeled vehicles : 25 per cent for spans upto 12 m and in accordance with the curve in Fig. 5 for spans in cxcess of 12 m : 10 per cent for all spans 16

(ii) Steel. bridges Tracked vchiclcs

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IRC : 6~l966
I,

C;

CS
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jj~
~
I.

0.

II
c) 1

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IMPACT PERCENTAGE

8!
OJOZ 03

A~tuiopun ~u~snoioap

Ot.~3 ito ainssaid aip

~po~qpoq 0q1 mopq con aiis 0113 Jo itt doj ~uur[najua io~i(0 lO[q paq 043 JO aonjin.s tUO1iO~ 041 JE ojassoid np liiriitt~nopto ioj (it) Mo~oquo

c,o

.toianj 041 1c~1 P0!lc!pin.tu aq lIttels 0oPniu.oa.roci pndtur ~ T?rldOlddn 0i (11. MoiOq & tpojq poq oi..pjo doi 043 Jo l0~\ 11ttiouoi? sajnionns p siuowinqn siord JO u2rsop 042 .101 inq po~eopit q pncs our uooi o iaudtu~ a~nficlojddu 0111 Jo onprs ilnJ s~po~qoq 01.11 jet onrpns p 041 uo pun s!uuimq 0(13 ItO oinssoid 041. 2tItlttlnDltLD ~04 ~LlIZ

il lZ pun fl iz sosnno J! pOiJtfl s~l~4M JO pryau o oq 01 potunsstt aq umis u2!sop 041 err po.ssojii1 03 agn~uooioci iotcdeur oqi ~snjo pro.t nip 2mpnpu~CU 9O ii~4i si c.,ioq3 0101155 ainptujs ~~ppq ,~rui 9~i It 3ou JO Surliri
it

~trttclsunteti aLp eto sptO[ i0J s~iocldnsuaa~sioq timEs osupaga aip pun unds poptrodsns 041 uo sproj 103 erods papuadsns 041 JO 1118L101 0A!100JJO 043 10111 lOAOjtiUtiD 041 110 5~110j io~urtds papuodsns acpj:o ipuuoi 041 Jjt~snid 00JJO 0141 sunds popuodsns JO smut iosa~nutntb anq sotbpt.tq 104 (a) tu.nt iasa~r~uro iliUSt 8untiioso OA!.1 ~il

iaaojpuna
I0A0luiUtta

~uitdsuiiau 041 (JO 5~Mt0J.t0~ SlJOCidtls UOOMTO4 muds aAT100JJo api pun air 041 00 SP11Ol n ~uoa.10(1 ~ icq paanpoi stu.uu 041 JO tbtrflqioAo aAtlflOlJa 0i~ ~5Cltd5 papuadsnsinotjv.ss scull JOAOJfllJRD tbiusinj sotbpriq 104 ((1) passu~dsi proj 0(11 401115 uo tunis OAJJ.).ilJO 011 soepnu IOj Jo snonupuoa 10 pa)lodcins c 1diuus sunds io.j (r) 55501103 SiT 0(1 1111115 o5n.itooiod ion 041 lburuiwiotop .J paiapusuoa 0(1 02 qitbun1 trotis 0q~ ~c lIZ ~60Z OsnB[) ur poproods tbur /(itMioI.)J 041 01 POI)P11 0(1 I 13~4~ OuThstolin 1011t101! N V liZ O ~1u Z JO 5500X0 itt sunds JOJ f tbL~ it! pa3nmpui 0AJ~0 oDctnp.toaan itr putt sunds io; iuoa joel Z : saprqas pa[oar4~
041 41!iSS UI Z oicin 9961-9

<<

IRC: 6.1966.

(c) Ft:r calculating the pressure on the portion f the structure. mote tha ii 3 in heloss die bedblI,ick 2.11.8.
in

zero

In lie design of members subject, among other stresses,

In direct lensiun, such as hangers in a hosstring.girder bridge, and

the design of members subject to ditect cLmprrs sion. such as si~andreI ol ~tm or ss ails in an open spand rd arch, the impact c ns pore c nUme shall he taken the same as that applicable to the ci esign of the correspond np member or rue mhcrs of the floor system 5 hich tea nsfer. loads to the tensile or cosnpressis e inembers in (Ittestion. 211,9. These CIa uses on Impact do not appI~to the design of suspension bridges.
212..

WIND LOAD

21 2.1. All structures shall be designed for the follos~ lateral ing wind forces. These forces shall be considered to act horizontally and itch a direction that the resultant stresses in the member under consideration are iii emaxitnum. 212.2. The ss intl force on a structure shall be assumed as a ltorizorttal force of the intensity specified in (,.lause 212.3 and :tcting on an area caleitlatecl as follows (a) For a clecic st ucturc The area of the strnc~itreas seen in elevation including the. Ibm 5 stem and railing, less area of perforations ~n the handrailing or parapet wails, ( b) For a through or halfthrough structure ihe area of the elevation of the windward trassas speci fled at (a) above pIns half the. area of elevation abose the deck level pf all other trusses or girders. 212.1. The intensity of tile 55 mcI force shall be based on the table of si md pressures a nd wind velocities given on page 21. and shall be allowed for in the design. The presstires given tIm erein sl~all, howes er. be doubled for bridges situated in areas such as the Ka thiawar Peninsutla arid the i3cngal arid Orissa coasts shown hatched in Fig, 6. 19

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IRC: 6-1966

INTENSITY OF WIND PRESSURE

Fig. 6

As given in the Table in Clause 212,3

Double the values in the Table in Clause 212.3

20

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

H. 0

).

P.

H.

V.

P.

2 4 6 8 10 15
20 25

80 91 100 107 113 118 128

136 142

40
52

63 73 82 91

30 40 50 60 70 80

147
155

141
157

107
119 130

90
100 110

162 168 173 177 180 183

186

171 183 193 202 210 217

224

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

above the mean retarding surface (ground or bed level or water level). V=horizontal velocity of svind in kilometres per hour at height H. F horizontal wind pressure in kg per sq. m. at height H. 212.4. The lateral wind force against any exposed moving live load shall be considered as acting at 1.5 m above the roadway and shall be assumed to have the following values 300 kg/linear m Highway bridgis~ordinary 450 kg/linear rn Highway bridges, carrying tram way

While calculating the wind force on live load, the clear distance between the trailers of a train of vehicles shall not be omitted.
212.5. The bridges shall not be considered to be carrying any live load when the wind velocity at deck level exceeds 130 km per hour. 212.6. The total assumed wind force as calculated according to Clauses 212.2, 212.3, 212.4 and 212,5 shall, however, not be less 21

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LRC

6~1tt~6

than 450 kg per linear metre in the i4ane of the burled chord and 225 kg per linear rtietre in I lte plane of umtloaded chord on through or halfthrough truss, l:.itticed or other similar spans, amid not less than 450 kg per linear metre on deck spans. 21 2,7. A wind ~ressure ot 240 kg per m~ the unloaded on structure, applied as specified in Clauses 212.?, and 212,3 shall he used if it produces greater stresses than those prod need by the coin bined winrl fbrces as per (Tlau~es 212,2, 212.3, 212.4 and 212.5 or b~ time wind force as per Clause 21 2.6. 212.8. in calculating the uplift in the posts and rtnchorages of high latticed towers due to the above ni entionecl lateral forces, stresses shall also be investigated tbr the condition of decking, being loaded on a traffic lane or lanes on the leeward side only.
213, HORIZONTAL FORCES DUE TO WATER CURRENTS
,

213. 1 Any part of a road bridge which may be submerged in running water shall he designed to sastain safely the horizontal pres sure due to the force of the current. 213.2. On piers parallel to the direction of the water current, the mt ensity of pressure shall be calculated from the follosc i ng equation P=52 KV2 where P inlensity of pressure due to the water current, in kg per sq m. 1:.:rihe velocity of the current at the point svhere the ressure intensity is being calculated, in metres per second, and K::::::::a constant having the following values for different shapes of piers illustrated in Fig. 7 (ii Square ended piers (and for the superstructure): 1.50 (ii) Circular piers or piers with semi-circular ends: 0,66 ~iii) Piers with triangular cut and ease waters, the angle included between the faces being 30 degrees or less: 0.50 (iv) Pcers with triangular cut and ease waters, the angle included between the faces being more than 30 degrees but less than 60 degrees: 0.50 to 0,70 (v) ---do -60 to 90 degrees : 0.70 to 0.90
1,

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IRC: 6.1966

Piers with square ends

(C

semi-circular

Circular

piers or ends

piers

with

Piers with triangular cut and ease waters, the angle included between the faces being 30 degrees or loss

Piers with triangular cut and ease waters, the angle included hetweerit he faces being more than 30 degrees but less than 60 degrees

Piers with triangular cut and ease waters, the angle included between the faces being 60 to 90 degrees

Piers with cut and ease waters of equilateral arcs of circles

Piers with arcs of the cut and ease waters intersecting at 90 degrees
Fig. 7

SHAPES OF BRIDGE PIERS

Clause (213.2) 23

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1I4C

6-1966

(vi) Piers with cut and ease waters of equilateral arcs of circles : (vii) !iers with arcs of the cut and ease waters intersecting at 90 degrees :

0.45 0.50

213 1 The value of P in the equation given in Clause 213 2 shall be assumed to vary linearly from zero at the point of deepest scour to the squ ire ol the maximum s elocity at the free suilace of water. The maximuni velocity for the purpose of this sub-clause shall be assumed to he ~/2 times the maximum mean velocity of the current. ~ Square of max. ~ Square of velocityi at a height

~ Lu.-~./ ve1ocity~2c~
X
nary DF DhP*ST
,

x from the. point of deepest

scour.- U2=2 where V is the maximum mean velocity.
1 72X

SCOUR

213.4. When the current strikes the pier at an angle, the velocity of the current shall be resolved into two componentsone parallel and the other normal to the pier. (a) The pressure parallel to the pier shall he determined as indicated in Clause 213.2 taking the velocity as the 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 th pier, shall be calculated similarly taking the velocity as the component of the vehocity of the curreht in a direction normal to the pier, and the constant K as 1,5, except in the case of circular piers where the constant shall be taken as 0.66. 213.5. To provide against possible variation of the direction

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

degrees to the length of the pier.

24

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tRC: 6-1966 213.6. in case of a bridge having a pueca floor or having an inerodible bed, the effect of cross~currentsshall in no case he taken as less thea that of a static force due, to a difference of head of 250 mm between the opposite faces of a pier, 213.7. When supports are made with two or more piles or trestle columns, the group shall he treated as a solid rectangular pier of the same overall length and width and the value of K taken as 1.25 for calculating pressures-due to water currents both parallel and normal to the pier. 213.8. The effects of the lbrce of water currents shall be duly considered upto the level indicated in Clause 2 P 4.7. LONGITUDINAL FORCES 214.1. In all road bridges, provision shall be made for longitudinal forces arising from any one or more of the following causes. (a) lractive effort caused through acceleration of the driving wheels
214.

(b) Braking effect resulting from the application of the brakes to braked wheels ; and (c) Frictional resistance offered to the movement of free hearings due to change. of temperature or any oTher cause.
Note : Braking etfect ~sinvariably greater Than the tractive-effort.

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

Tue loads in this CIa use sli~li not be increased on accounl of

25

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IRC 6-1966

214.3, The force due to braking effect shall be assumed to act along a line parallel to tht roadway and 1.2 m above it, While transferring the force to the hearings, the change in the vertical reaction at the bearings should he taken into account. 214.4. The longitudinal force at any free bearing shall be limited to the sum of dead and live load reactions at the bearing multiplied by the appropriate co-efficient of friction. The co-efficient of friction at the beating shall be assumed to have the following values.
For rofler bearings Fbr sliding bearings of hard copper alloy
...

0,03 0.15 0.25

0.20

...

For sliding bearings of steel on cast irorror steel on steel For sliding bearings of steel on ferro asbestos
.

.,.

...

For other types of bearings of proved utility if permitted at the discretion of the Engineer-in-charge

As may by the charge tion of data.

be permitted Engineer-inon exaniinathe available

For simply supported reinforced concrete and prestressed concrete superstructure, the span upto which plate bearings can be used shall he limited to 15 metres. 214.5. The longitudinal force at the fixed bearing, shall be taken as the algebraic sum of the longitudinal forces at the free bearings in the bridge unit under consideration and Ihe force due to the braking effect on the wheels as mentioned in Clause 214.2. 214.6. The effects of braking force on bridge structures without bearings, such as arches, rigid frames, etc., shall be calculated in accordance with opproved methods of analysis of indeterminate structures. 2i 4.7. The effects of the longitudinal forces and all other horizontal forces should he calculated upto a level where the resultant pas.sive earth resistance of the soil below the deepest scour level (floor level in case of a bridge having pucca floor) balances these forces. 26

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IRC :6-1966 215. CENTRIFUGAL FORCES 215.1. Where a road bridge is situated on a curve, all portions of the structure affected by the centrifugal action of moving vehicles are to be proportioned to carry safely the stress induced by this action in addition to all other stress to which they may be sublected. 215.2. The centrifugal force shall be determined from the following equation WV8 127R where Cr centrifugal force acting normally to the traffic (I) at the point of action of the wheel loads or (2) unifbrmly distributed over every metre length on which a uniformly distributed load act~,in tonnes, live load (I) in case of wheel loads, each sshee load being considered as acting over the ground contact length specified in Clause 207, in ton nes, and (2) in case of a uniformly distributed live load, in tonnes per linear metre, 1-the design speed of the vehicles using the bridge in km per,hour, and R=the radius of curvature in metres. 215.3. The centrifugal tbrce shall be con sidred to act at a height of 1.2 in above the level of the carriageway. 215.4. Nc) increase for impact effect shall he made on the stress due to centrifugal action. 215.5. The overturning effect of the centrifugal force on the structure as a whole shall also he duly considered.
216. BUOYANCY

216.1. The effects of buoyancy indicated in Clause 122.5.6 of IRC: 5-l970~shall be considered in the design if there is any possibility of a combination of forces whereby the stability of the bridge foundation considering buoyancy may be compromised, 2.16.2. In the design of ahutments, especially those of submersible bridges, the effects of buoyancy shall also be considered * Standard Specilications and Code of Practice for Road Bridges
Section 1General Features of Dcsign

27

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C:6-1966

uming that the till behind the abutments has been removed by Deleted

our, .**216.3,
216.4.

To allow for full buoyancy a reduction is made in the

ss weight of th,e member affected, in the fOllowing manner (a) When the member under consideration displaces water only, e.g., a shallow pier or abutment pier founded at or near the bed level, thc reduction in weight shall be equal to that of the volume of the displaced water, (b) When the member under consideration displaces water and also silt or sand, e.g., a deep pier or abutment pier passing through strata of sand and silt and founded on similar material, the upward pressure causing the reduction in weight shall be considered as made up of two factors (i) Full hydrostatic pressure due to a depth of water equal to the difference in levels between the free surface of water and the foundation of the ipember under consideration, the free surface being taken for the worst condition ; and (ii) Upward pressure due to the submerged weight of the silt or sand cakulated in accordance with Rankines theory, for the appropriate angle of internal friction.

216.5. in the design of submerged masonry or concrete struees, the buoyancy effect through pore pressure may be limited to per cent of full buoyancy. 216,6. In case of submersible bridges, the full buoyancy effect the superstructure shall he taken into consideration.
217. EARTH PRESSURE
.

217.1. Structures designed to retain earth fills shall be proporned to withstand pressure calculated in accordance with any ional theory. Coulombs theory shall be acceptable, subject to e modification that the centre of pressure exerted by the backfill, en considered dry, is located at an elevation of 0.42 of the height
*soeieted, as relevant provisions are covered in IRC : 5-1970, Standard

vision).

cifications and Code of Practice for l~oad Bridges Section 1 (Fourth 28

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IRC

6-19~l6

of the vail above the base instead of 0.33 of that height. No structure shall, however, be designed to withstand a horizontal pressure less than that exerted by a fluid weighing 480 kg per cu. m. 217.2. (a) The distribution of normal pressure on a retaining wall due to a concentrated surface load on the backfill shall he obtained by any rational method of design, the one using Spanglers equation, which is giVen below, being acceptable KP X x~r ~ the wall

in which Ii =.r. normal unit pressure on point, in kg per sq. m., Pr.rzr applied wheel load in kg.,.

at any

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

subject to a minimum of 150 mm, Y,::,~lateral distance from any point on the wall to the normal vertical plane containing the load, in m,
Zr:::::: vertical distance from any point on the wall in the horizontal plane containing the load, mm, R::.~r: adius vector measured from the wheel load to r the point at which the pressure is to be calculat2+Z2, zz~Xtf Y

ed,zn m,

and

K and ii are emptrical constants equal to 1 .0 and 0.25 respectively.

(b) in the particular case of bridge abutments; the concentrated surface loads due to the wheel or frack loads of any of the i.R.C. standard vehicles or trains described in Clause 207.1 placed on the backfill, shall be considered to have the same effect as the equivalent heights of surcharge of earth shown in the~Table given on page 30 and curves in Plate 1 which are based on the Spanglers equation given in Clause 217.2 (a). These heights of surcharge

shall be assumed to act over the entire length of the abutment.

29

<<

~ oa~i ~

j~p~itq ,jo

0091 puit (~urs+ 1) (~q ~trUi ~SE3 i~4t 9~ ~j SE .Lo S1O5~it,~ &1Ia~Ol10J~qt ~Cq p~du1tu.u~X1 p~flOqS ~jqej. 11A04it ~t~ZU~U s~in8~j ~ siu~suo~aq~.I0J ~ puit !41 ~ ~n1~ ~Jflp Jo~ IU uo~i!p ~e~uozpoq u~ it s,t~ir jnss~idqi,1it~~nlns~ ~qj (~) a (~) (~)

~0:~(#) llUiD~~1 JO ~ILfl

w

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Jo qi~u~ (j)

puit s~p~..iquu~~~u!s ioj ~

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:~~p)pitq puit lu~usttlqa~ ~tp

p~sttq~.tE s~znt1g~vOqit~qj~

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..

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SDt.IIGVOTI
pitoi

DNIUVOI ~1SSV1D )~IJ

Of~ZlcJVO1 VSSV1~)fli I

s2uipnol piapurns D~Wl~u!Moiloj ~qtJo 5Pit01 )~DPJ)JO ~qi ot ~np SPLtOI 3)itJJflS p EJ8U~3tJO)~np .ioj ~iJ~tU~ H

HHY3~JO~UVHQHflS

dO SiHOIEIH iN~1YAlflO9 dO 319V

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Ott

tUtP ,JO u~is~p ~qi Ui p~prAoJd ipuo,xddn si

~ ~

O~U~ W

~q p~u .f UULjt ~

~OU JO q1~U~

~uipU~)xo puu q~ii~zi unn~u pou~.~s~p oi ~in~ni~s uo ~w1s~i ~tj~ ~1UO 1jPN~ ~cu~~puo.i~ .J~~PP!~ ~iiu~ ~ 2Lt~,J~Ao~ tpnoid quis .~.iDUOZ~ p~z)JoJUi~)JP~~!~~P I~j~)3Uflb~pU ~.i~tIM ~ELlZ Ut) 9961-9
:

<<
:
~l

ZO

~~ iu~w
jo

qi

,~lJfltD P~1
U 1 .

IRC: 6-1966

21 7,4. All designs shall provide for the thorough drainage of back-filling material by means of weep holes and crushed rock or gravel drains, or pipe drShs, or perforated drains. 217.5, lhe pressure of submerged soils (not provided with drainage ifrrangements) shall he considered as made up of two
components

(a) pressure due to the earth calculated in accordance with the method laid down in Clause 217.1, the unit weight of earth being reduced for buoyancy, and (b) full hydrostatic pressure of water. 217.6. in the design of return walls, live load surcharge shall

be taken for loads placed beyond the length of the approach slab. 218. TEMPERATURE EFFECTS
resulting from variations in temperature (see also Clause 214).

218.1.

Provision shall he made for stresses or

movements

2 18-2. The rise and fall in temperature shall be fixed fo~the locality in which the structure is to be constructed and shall be figured from an assumed temperature at the time of erection. 218.3. Due consideration shall be given to the lag between air temperature and the interior temperature of massive concrete members of structures.
218.4. Except where stated otherwise, the following range of temperature shall generally be assumed in the design

(a) Metal Structures Moderate climate : from minus 18 degrees C. to 50 degrees C. Extreme climate : From minus 35 degrees C. to 50 degrees C. (b) Concrete Structures Temperature
rise

Moderate climate 17 degrees C. Extreme climate 25 degrees C. But in both cases, i.e. in (a) and can he allowed at the discretion ble for the design, 3

Temperature fall 17 degrees C. 25 degrees C. (b\ intermediate values of the engiiieer responsi-

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I1kC: 6-1966 218.5. The co-efficient oF expansion per degree centigrade shall he taken as 0.0000117 for steel and reinfoj~edconcrete structures and 0.00(0108 for plain concrete structures S 219. DEFOF3MATION STRESSES (for steel bridges only) 219.1. A. deformation stress is defined as the bending stress in any memher of an open web-girder caused by the vertical defleclion of the girder combined with the rigidity of the joints. No other stresses are included in this definition, 219.2. All steel bridges shall he designed, manufactured and erected in a manner such that the deformation stresses are reduced to a minimum. In the absence of calculations, deformation stresses shall he assumed to be not less Ihan 16 per cent of the dead and live load stresses. 219.3. In prestressed girders of steel, deformation stresses may be ignored.
220.

SECONDARY

STRESSES

220.1. (a~Steel sti-uctures :Secondary stresses are additional stresses brought into play due to the eccentricity of connections, floor beam loads applied at intermediate points in a panel. crOss 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. I (b) Reinforced concrete structures :--~Seconday stresses r 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,

220.2. All bridges shall be designed and constructed in a manner such that the seconda)y stresses are reduced to a minimum and they shall be allowed for in the design.
220.3. For reinfbrced concrete members, the shrinkage coefficientfor ~urposesof design may be taken as. 2x l0~.
221.

ERECTION STRESSES

Allowance shall be made in the design for stresses set up in any member during erection; such stresses ;iay be different from those which the member will be subjected to during actual working. 32

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1RC :6-1966 222. SEISMIC FORCE

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

Sfl~rE ~OUP4DARIE$
EPICINTRAL TP&CTS LIABI4~O SEVERE

flIED LIA8LE To MOOZRATE

uau TO Mains DAM&* oct iat.

Map of India and neighbourhood showing zones liable to damage by earthquakes with eplcentral regions ol the important earthquakes Fig .8

33

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IRC

6-1966

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

to minor damage or nil, Liable to moderate damage, and Liable to severe damage respectively. For bridges situated in epicentral Iracts where large devastations have occurred in the past, clue to earthquakes the percentage shall be fixed by the engineer responsible for the design, ssith due regard to the local conditions regarding the intensity of earthquakes generally experienced in these regions. 222.4. These horizontal forces due to the seismic effect shall he taken to act through the centre of gravity of all the loads under consideration. The direction of these forces should be such that the resultant stresses in the member under consideration are tli.e in a xiin um. 222.5. Seismic and wind lhrces shall not be considered to act sini ultaneou si y. 222.6. The magnitude of the seismic force shall not he reduced on account of reduction in the weight due to buoyancy obtained on a submerged mass.

34

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EQUiVALENT HEIGHTS (Metres)

OF

IEC

5.1-n

SI.JRCHARGE OF EARTH
WHICH WOULD GIVE OVERTURNING MOMENT AT THE BASE

PLATE
Vole The ~ai of heights of ui charge given in this Plate ue\ are based on the foHo~vingsaIue~for the eon,tanis for the abutniunts
...A
aijcj

OF

BRIDGE ABUTMENTS
EQUAL TO THE MAXIMUM MOMENT CALCULATED BY SPANGLERS EQUATION UNDER CONCENTRATED SURFACE LOADS DUE TO THE WHEEL OR TRACK LOADS OF

~L-. LIIC

Li 4~t1 t;acKlIll

I,R.C. STANDARD VEHICLES OR TRAiNS

Lengh of abutment (LI 4.5 m for ~ingic lane bridges and 7.6 m fr multilane bridges. (2) Angie of iniernal friction of the backfill (4) 3(3 (3) Weight 0f backfill ( IV)1600 kg per cu. m. (4) The resultant earth pressure acts in a horizontal direction. 4i and W For different values, say. L1. 1 for the constants. the values obtained from their curves should be multiplied by the fo1low~ ing factors L (4,5 or 7.6 as the ease maybej (~5i~~) L1 3 (Isin ~i) 1500 respectively il)

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

DEPTH OF ABUTMENT IN METRES (b)

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Li ~c ~ 7:

o Lii ~ a ~9~ U ~
-~

CO

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