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289 views36 pagesIrc 6 PDF
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© © All Rights Reserved
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/ 36
RC: 62000
STANDARD SPECIFICATIONS
AND
CODE OF PRACTICE
FOR
ROAD BRIDGES
SECTION =I
LOADS AND STRESSES
(Pourth Revision)
‘THE INDIAN ROADS CONGRESS
2000 STANDARD SPECIFICATIONS
AND
CODE OF PRACTICE
FOR
ROAD BRIDGES
SECTION : 11
LOADS AND STRESSES
(Fourth Revision)
Publhe by
‘THE INDIAN ROADS CONGRESS
Jamnagar House, Shahjahan Rose,
‘New Dalnb-10011
200
(phe pacing td pags) sRe62000
Fitted Dee st
Regret ‘September. 1963
Sind Revincn: Once 198
“hod Revcon a Mee Una Oober, 1986
opi aber 1982
epead —| Msi 1072 (nseponte Amendment Nev. 1971)
ERE Cin ti Kemet
Renest | agus 19% (eames Anema
Spel 114 at Nos Ana 996)
Regist + ay 1977 erent Annet
Neowin 10) -
Repaid + Spam 18 (coats he hangs en
inte lt we bp of inrdicton wpe 3)
epamet | Spent, 190,
pest | kmwy. i?
Fo Revision | Desi 200
Fepone Ap 28ers wed Fi a age 23)
Reyoned_ Aga, 2004 eps ope Aneta)
(Rights of Publication and Translation are Resoved)
Pritt Sagar riters Plate New Del 10003
(s00copic)
LOADS AND STRESSES.
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Caen
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Dele
Dated
Ded Load
Deletes
Live Loads
Redon inte Logis fect on Brides
‘Acommodating more thn Two Tale Lanes
Footway, Ker, Railing, Parpet and Crash Bares
‘Tram Loaling
pat
Wind Load
Fost Forces du to Water Carats
Longin Fores
(Catia Fores
Boome
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[PERSONNEL OF THE BRIDGES SPECIFICATIONS AND
‘STANDARDS COMMITTEE
(son 1982000
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(Kiser Kama), CPWD, Cent Desen
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Re62000
LOADS AND STRESSES
rxTRODUCTION
‘The brief history of the Bridge Code given in the
introdetion to Section I "General Features of Design” applies
to Section Il also generally. The draft of Section T! for “Loads
and Stresses” a5 discussed at Jaipur Session of the Indian
Roads Congress in 1946 was considered further at a number of
meetings ofthe Bridges Corumitice for finalisation In the years
1957 and 1958, the work of finalising the draft was pushed on
‘vigorously by the Bridges Committe,
[At the Bridges Commitee meeting held at Bombay in
‘August, 1958, all the comments received til then on the
‘different clauses ofthis Section were disposed off finally and
‘a drafting Committee consisting of Sarvasht S.B. Joshi, KK.
‘Nambiar, K.P. Antia and S.K. Ghosh was appointed to workin
conjunction with the officers of the Roads Wing for finalising
this Section.
‘This Committee at its meeting held at New Delhi in
September, 1958 and later through correspondence finalised
Section Il ofthe code which was printed in 1958, reprinted in
1962 and 1963.
‘The Second Revision of Section TI of the Code (1964
dition) included all the amendments, additions and alterations
nade by the Bridges Committee in their meetings held from
time to time
‘The Executive Committee ofthe Indian Roads Congress
approved te publication of the Third Revision in mete units,
in 1966 IRC.2000
‘The Bridges Commitee at its meeting held in 1971
approved certain amendments in light ofthe Fourth Revision of
Section {and Section IL. These amendments, vide Amendment
No.1 of November 1971 (amending Clauses 204,207, 209, 212
and 216) and Amendment No.2 of November 1972, (regerding
sub-clause 201.1) have been included in this Edition, The
resent reprint also incorporates Amendment No.3 of April
1974, regarding sub-clause 211.2 and eratum to sub-clause
209.40),
As suggested by the Bridges Committe and approved by
the Council, in the introduction to IRC:78-1979 “Standard
Specifications and Code of Practice for Road Bridges, Section:
Vl-Foundations and Substructure, 2000 Part: General Features
of Design”, the provisions given in Appendices 4 and 5 of tat
(Code are transferred and incorporated in his Code (reprinted in
September 1981) with necessary eitorial changes 10 convey
the correct sense as applicable to this Code. Appendin- referred
to above is amalgamated in Clauses 202 and 203 and Append
5 replaces Clause 222 of IRC:6-1966 Bridge Code Section IL
‘Consequential to the transfer of Appendix-4, Clause 221 ofthis
Code is replaced by not (iv) under item 1 of loads ad stresses
of Appendix-4 of IRC:78-1979,
As approved by Council in its meeting held at Bangalore
on 22.598, the changes in Clause 218 - Temperature and a new
Clause 223 on Ship’Barge Impact on Bridges have been
incorporated
‘The Loads and Stresses Committe in its various meetings
finalised the Clauses 202.3, 203, 206,207, 208,209, 212, 214,
217, 200.1 (¢), 224, 225 and 226 on 29.10.99. The personnel of
1RC6.2000
‘he Committee is given below
De MG. Tamar convene
PA Agava! CoConvenoe
Montes
PL Bonpiewer AK. Chance
rfl Kamar Prof SK. Thabhar
KN, Aganal BC. Roy
MK. Mike De. Kishen Kr. Khuram,
VR aya Prot Sud Ke. ala
ay Kiar (cE) SAR, MORTAH
Mahesh Tandon (Vesta)
SG. Iogear Dison, HRS, Cheon
Dr CS. Seana (CES, UP PWD, Lucknow
Bx-Ofiio Members
rset, RC ‘DG(RD) & Ad Sey MORTEM
CB. Rajon) (@rafua Kum)
Secretary, IRC
(6 Shama)
Comresponing Monbers
Dr. N.Raaposln CE(Q,Bhataceswer
Dep ste (OX No
PR Kai ep. of FDSO, Lucknow
(5. Garay
‘The Bridges Specifications and Standards Committe in
its meeting held on 19.8.2000 approved Draft Revision to
Clauses of IRC:6 except Clause 212 and authorised the Convenor
(B-3)Committe to modify the same in light ofthe comments
of members for placing before the Executive Committee. The
Executive Committee in its meeting held on 30.8.2000 approved
the modified Clauses and later by the Council in its 160th,
meeting held on 4th November, 2000 at Caleta
3 score
‘The object of the Standard Specifications and Code of
Practice isto establish a common procedure forthe design and
construction of roa bridges in India. This publication is meant
to serve as a guide to both the design engineor and the
construction engineer but compliance with the rules therein
does not relieve them in any way of ther responsibility forthe
stability and soundness of the structure designed and erected by
them, The design and construction of road bridges require an
‘extensive and through knowledge of the seience and technique
involved and should be entrusted only to specially qualified
‘engineers with adequate practical experience in bridge
‘engineering and capable of ensuring careful execution of work
201, CLASSIFICATION
201.1. Road bridges and culverts shall be divided into
lasses according tothe loadings they are designed to cary.
.C. Class AA Loading: This loading isto be adopted
within certain municipal limits, in certain existing or
contemplated industrial ares, in other specified areas, and
along certain specified highways. Bridges designed for Class
‘AA Loading should be checked for Class A Loading also, a=
under certain conditions, heavier stresses may be obtained
‘under Class A Loading,
‘Note "Where Clas TOR i psig i shal eo in pce of IRC
LR. Class A Loading : This loading isto be normally
adopted on all roads on which permanent bridges and culverts
are cqnstructed,
LR. Class B Loading : This loading isto be normally
‘adopted for temporary structures and for bridges in specified
RC62000
areas. Structures with timber spans are to be regarded as
temporary strctures for the purpose ofthis Clause,
For particulars of the above three types of loading, see
Clause 207,
201.2. Existing bridges which were not originally
constructed or later strengthened to take one of the above
specified LR.C. Loadings will be classified by giving each a
‘number equal to that of the highest standard load class whose
effects i can safely withstand
Appendis-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 ofthe 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
1 Dex oad
2. Live oa
3. Soow tad
(See note
44 psc fcr on vial ive fad
5. pac defo floning Bader oF
wel asthe ease may be
‘ebilcolison load
Win oad
Water caret
esp p p00 186.2000
9. Longin! forces cued by wactve
fort of vb by baking of
Stiles andor thse cased by
‘etn of movemers of ee
Sern by clon reaton Be,
10, eee tse "
1 Boomer &
12 Earthen icing He oad
rhage, fy %
13 Tempo eet x
oad
Detention eee y
Scots e
te: Brcton of 5
tt Soon Ree g
18 Vine pemre g
uo :
19, Garett é,
‘conse
ores + (The snow load may be Dated on tan bseraton of pst
‘eer inthe partir ren or ncal pacts, if existing
(i) Temperature fet (Fy) in ti content isnt the tional
foro due to the moveient of baring ol forces a ae
fused by the reson eects.
(iy The wave forces shall be determined by sable nays
lnsteing ding a ner force ete. on sgl wc
‘members asso onl metho or moeel mie. Incase
(oF sroup of pls, lets ee, proximity ects shal also be
(For bridges it in grate or cos the bearings shall
oma best lve by varying the icine of he pate
Slut betwen the appt foe of he Being lower ace
‘tibe tea er by ay oer suitable arangement However,
there he bearings are rue 10 be set purl to the
Inline rae or real of te spectre, am allowance
thal be made forthe logit bd ansvere omponents
ofthe vera lade othe beans.
202.2. All members shall be designed to sustain safely
‘most critical combination of various loads, forces and stresses
that ean co-exist, and all caleulations shall tabulate distinctly
the various combinations of the above loads and stresses
covered by the design. Besides temperature, effect of
environment on durability shall be considered as per relevant
codes,
2023. Combination of Loads and Forces and
Permissible Increase in Stresses
‘The load combination shown in Table | shall be adopted
for working out stresses im members. The permissible increase
of stressee in various members due to these combinations are
also indicated therein, These combinations of forces are not
applicable for working out base pressure on foundations for
Which provision made in relevant IRC Bridge Code. shall be
adopted,
+202, DELETED
204, DELETED
25, DEAD LOAD.
‘The dead load earied by a girder or member shall consist
ofthe portion ofthe weight ofthe superstructure (and the fixed
Joads carried thereon) whichis supported wholly or in part by
te girder or member including its on weight. The following.
unit weights of materials shall be used in determining loads,
‘unless the unit weighs have been determined by actual Weighing
of representative samples ofthe materials in question, in which
case the actual weights as thus determined shall be used
5 Delt at peice i en covered under Table 1
+ Delt Pleven provisions ae covered in IRC752000 Standard
Speleaons & Cove of Prete for Rend Biden, Secon VI Toate 1, Loan Cowmasions ano Penance Srases (Ct. 2023)
2| woman omnmnnlS[5]5] 2222112] TE
aL Pisa eas
| cones oomnaal [-l-[-1-[-[ [l=
| case SEEECCEE
Co sms wa P= lL le =
gL cosmonal-[-l-[-f-l-) =I I
| _tomerraums|-[-fa]-[2[-| [al=
Fee EET EEE Fy
2 comma -]-[2}-]31-1 [21
ZL Pomme EEE
= areal CEE
= (aeriemmonre
alomecateme ta =
2 |_coymsi sal -|=[=[=[=[= [==
| _oereeel ef CECE
-1sfe}2[2]e[-|s[e 1 |e
‘
mRc62000
‘yer Sow Loud appiesbie, Close 24 shal be feed
fer combination of ano ad ad ive a
‘Ay load combination involving temperate, wind andlor
‘erga ting dependent oe combination, maxim
‘ermasble tease sues ia Preesed Concrete Members
‘al he ited Yo he value a erent Code TRCN)
Use of fico ve load 05 shown in the above table is
"plicable only when tefl dein ive loa ven a Table
2 considered. The stuctare alo mart be sheked wih 20
The gti fe dc to epee considered nthe ond
ambinaions IIB and Ia. The recnced ive load (0)
indented a 5 efees (FF snd.) ate as shown a
(5,96 05 sands forthe ede ive la be conieed in
‘hi cast. However for rite shawna, oe tay effets
of dvd load bess rece ive load, G,being fair of
lve tad is sbown ge 1. Whenever aft of ive led 3
Sows ia the above ible wrder column is specie, tbe
soci ffests dc oie nd (QF Fy and Esta
be considetedconesponding to the toca tion Of Une
lon: When he pratt eft scone he te, any,
eto evel soil of temperature ofthe sacha
tle be contre
Seimi efet daring eeton stage reduced to hain oad
‘combination DC when cosructon phse does no exceed
‘The load ermbiton 1) relates wo the conseton nage of
sew bilge Forres rebaation ad efiting the ad
Soobonton sal be pjecpeie R620
Materits
1 Alert)
2 Ashe ends)
3 Stone sens
(a) Granite
(Baal
4. Balas stone send, broke, 25 em
1075 em gue, lose)
(@) Gnaie
(Baa
5. hwo (presse) in cement mori
6 Brckwoe Common) in ement mort
7. Bronk (ammo ip ine morta
Covert (pal)
9. Concrete (rez)
10, Concrete (ement pia)
it, Goneee(ementplain with lms)
12 Conerete cementite)
13. Concrete cemented)
14 Conc (lime bck aerate)
15, Concee limestone seer)
16, Earth (compacted)
1, Grvet
18 Macadam (bin premix)
19 Mactdam (le)
20, Sand Goose)
21, Sand (vet compres)
22. Cound sable sone masoary (cement mot)
2. Stone masonry (me mor)
2 Water
25 Woot
26. Cant eon
27. Wrought ton
28, Stel olled we et)
‘Weieht
2
an
mRc62000
207. LIVE LOADS
207.1. Details of LR.C. Loadings
2071.1. For bridges classified under Clause 201.1, the
designed live load shall consist of standard wheeled or tacked
Vehicles or tains of vehicles as illustrated in Figs. 1 to 3 and
Appendix. The tiles attached (othe diving unit are Not to
be considered as detachable,
2071.2. Within the ker 1 kerb width ofthe roadway, the
standard vehicle or tran shall be assumed to avel parallel to
the length ofthe bridge, and to occupy any position which will
produce maximum stresses provided that the minimum
slearances between a vehicle andthe roadway face of kerb and
between two passing or crossing vehicles, shown in Figs, 10
3, ate not encroached upon.
207.13. For each standard vehicle or train, all the axles
‘of a unit of vehicles shall be considered a5 acting simultaneously
in a position causing maximum stresses.
‘TRACKED VEHICLE
heeled velles (Clause 2071) ont) TRAGKEO VENIGLE 1RC6.2000
Clase
rain 0 vehi
Chngsay why tn eile ras
207.14. Vehicles in adjacent lanes shall be taken as
headed in the direction producing maximum stresses
207.15. The spaces on the carriageway left uncovered by
‘he standard tain of vehicles shall not be assumed as subject 10
any additional live load unless otherwise specified in Table 2
2072, Deleted
207.3. Dispersion of Load through Fills of Arch Bridges
The dispersion of loads through the fills above the arch
shal be assured at 45 degrees bath along and perpendicular to
the span in the case of arch bridges.
aoe Sina. Conbnaon of ive Land
5. ds oe bli This Case sal Be ead in conuneton with Cine
ey. = __ 112.1 of IRC'S-1998. The caiageway live Toad combination
LULL Shi be comida he te dena sho Tbe
SECTION ON P-R ~~ a 0 “Taate 2. Live Loan Cowninarion
a | i | 30 ‘Coageray width| Number of lane [Lond combinnion
i a | im > ae
aoe Toa ae CE
—, eT eee
DRIVING VEHICLE
ig. Chae" tran of
ice (Clase 2071)
rcs
4 Toe mir sewn, beeen ont
leo he weld he nny he
‘The remaining with af
‘agony salle losded
ssh 3 Rae
Daa | One ane of Cle TOROR
ie han do Janes of Cle A
SVE man sae wT ‘Ope ee of Cas OTE
fesbae | ryt nes wth one
line af Caer A onthe,
[cali ane OR 3 aes
ade ee sre
ar ca T TST wi aad above bul ¥ ‘One lane of Class 7OR for
pena wih teen than 16.6 mn ‘every two Janes with ope
Ses gd oa meas
See 7 eet ‘nag nei
a 3 Wot waslaome a] ——s om eo cas 2
ae ee toa dae ins an 86 on
i se Tw io ge aT TE pT
TRL of RC.1995 1Res-2000
208, REDUCTION IN THE LONGITUDINAL EFFECT ON
BRIDGES ACCOMMODATING MORE THAN
‘TWO TRAFFIC LANES.
Reduction in the longitudinal effect on bridges having
‘more than two tafe lanes due tothe low probability that all
anes will be subjected to the characteristic loads simultaneously
shall be in accordance with the Table shown below.
er of hn
For four lane 21% tedvtion
For five or mre Ines 21 rection
Nowe: Howes i should be ensured th te edoedfngidia es
fe not les sever thn the lengua eres fom
‘Sotneos oad onto acer ne,
208, FOOTWAY, KERB, RAILINGS, PARAPET AND CRASH
‘BARRIERS
‘The horizontal force specified for footway, ker, railings,
parapet and crash bariers specified in this section necd not be
considered forthe design of main structural members of the
bridge. However, the connection between kerbalinesparapel,
crash barrier and the deck should be adequately designed and
deailed.
208.1. For all parts of bridge floors accessible only to
pedestrians and animals and forall foorways the loading shall
be 400 kin’. Where crowd loads ate likely to occur, such a,
fn bridges Tocated near towns, which ate ether centres of
pilgrimage or where large congregational fairs are held
Seasonally, the intensity of footway loading shall be increased
{rom 400 kg/m 0 500 kein
209.2. Ket, 0.6 m or more in width, shall be designed
forthe above loads, and fora local lateral force of 750 kg pet
1RC6.2000
mete, applied horizontally t top of the kerb. If kerb width is
less than 0.6 m,no live Toad shall be applied in addition to the
lateral lead specified above.
2093. Deleted
209.4 Inbridges designed for any ofthe loadings described
in Clause 207.1, the main girders, trusses, aches, or other
members supporting the footvays shall be designed for the
following live loads per square metre for footway area the
Toaded length of footway taken in each case being, such a, t0
produce the worst effects on the member under consideration
(@) For effective sus of 75m ores, 00 km! of 500 Kg a8
theca maybe, sed on Sub-Cause 203.1
(For effective sos of oer 75m hut not exseeing 30 m, the
‘nest of fad sal be etered scaring to he eqetion
_
7
(0 or tin sp fre 3 hens of nd al be
Sermon nage ses
(osu 88) tsa
wee = 400 Aft or 50 ato ete may Be,
ssc 91
P= delvelad in igh,
1 > seep min ge, atch
= ab te nny in
2085. Bach pat of the fotway shall be capable of
carying 8 whe! lad of tonne, hich shal be desmed to
inclade impact, ditbuted over cont ares 200 mm in
dlameter, the permsnible working stesss shall be increased
ty 25 per cen o meet provision. This provision need met secs2000
bbe made where vehicles cannot mount the footway as in the
‘ase ofa footway separated from the roadway by means of an
insurmountable obstacle, such a, truss or a main girder.
‘Note A foatway Ker shale cosieed mountable by eh
209.6. The Pedestrian/Bicycle Railings/Parapets
‘The pedestranticycle ilingsparapets canbe ofa lange
varity of constuction. The design lads fortwo basic types
ie given below:
0 Solaily ed in parapet cacy
el cantilevering along full length from deck level.
Lanting: Hoi an veil oad of 150 Ap tog
Simao one pe fhe pope
w Frame pe wih dice vertical posts
ore ‘cantilevering from the curbseck with esinimm
{oro ef rtg ale (dow bre he
Toe ety rer ee by = ove! ed
{, The ca my be sgl Sopot
Con vet Oe
Loating: Bah orion ling deve fr Brant
fd vere load of 150 gia, acing
Simonet vee The er porto,
Spore tvs ay otro a and
‘nasal edge oe oro
Wont of 190 kg Toe ys rest bret
Ido 104g x sping bene postin mee
gn op of eps
209.7. Crash Barriers
CCrash barriers are designed 10 withstand the impact of
‘vehicles of certain weights at certain angle while travelling at
the specified speed. They are expected to guide the vehicle
back on the rad while keeping th level of damage to vehicle
as well as tothe Baris within acceptable limits
“
rec.62000
Following ae the three categories fo different applications:
or “pion Comat
F-1 Nomal Bd arming xa, | 15 eile 10h
Cente or eae age of inp
7irtom Alte bgr ecapl | 1S KN vise 0 rh
Consnment | ile ove amas se 20° angle of impact
PS High | At hadous dN ASR 30 RN veiw 6 had
Cnaiome cns, er by ray | 20 ang of gt
Ie empe ec |
ee
The bariers can be of rigid type, using castin-siu
precast reinforeed concrete panels, of of flexible type,
constricted using metalic col-olled andlor hotrlled sections
‘The metalic type, called semi-rigid type, suffer large dynamic
deflection ofthe order of 0.9 to 1.2m, on impact, whereas, the
“rigid” conerete type suffer comparatively negligible deflection.
‘The efficacy of the two types of bariers is established on the
basis of fll size tests carried out by the laboratories specialising
in such testing. Duc tothe complexities of the structural action,
the value of impact force cannot be quantified.
A cerifiete ftom such lboratory can be the only basis
of acceptance of the semi-rigid type, in which case all the
design details and construction detils tested by the laboratory
are to be followed in toto without modifications, and without
changing relative strengths and positions of any of the
connections and elements,
For the sgid type ofbarver, the same method i aceptabe.
However, in absence of testingtest certificate, the minimum
design resistance shown in Table 3 should be built into the mceann snc200
nea, Bo amas ss
7 = (The tte twa rs trol eons of he pet
\ seme ET ‘inn san tone beating ped mre te Pa
tm) Rem ai ‘itm nome feces net
[og |r| | (reroute w soot cpt pomp
ae Ships on ale se BaF (0) tnaddon secon fan ba
IRS, hen ary (0 yok Sons 30 perc ef meee
___ Se Sete ty AAT ‘sath pened te scare es,
aman paieot TN a (ier ig pe puget Type tle ied to
ower i ‘cn stein dose mt gras an Sh on
7 iin a Tar ‘io ppt rte lr ending sng
Real rap) Sener at mee
fits eae ae [sf a (8). eons barra amin dvi tel
[sone ate of be iain liven ‘eulin palo i es
Soto one fee od (0) iets of fr gp mn zoel ten
cs ep ebm sano ts i Sl pd
Sect urate | atria 2088 Vehicle BarviersPedstrian Ralling between
Breer = Footpath and Carrageway
: : Where considerable peetian talc i expected sch
5 ini Rone of] 7am [575 HO nin as, ine tovmship, gd ype of reinforced concrete crash
ees Been | ani shoul be provided searing the vhisar ai om
— the same. The design and constuction details shoud be as pat
conan eae Case 20.7 For any ober typeof ii bari, the scopy
__|er | Should be equivalent to that of gtd RCC ype
5 Minas Rone ot TIS For area of low intensity of pedestrian afi, emt iid
(estate | ope tay Sats ecto a
feretoc we 218, AMWAY LOADING
ne - 210.1 When oad ridge cae tm ines, the ie load
7 Minar wae se aS .
[fea avencaeat[etiont™ [am | ve to the type of tam cars sketched in Fig. 4 shall be
Tove est pe sce | computed and atl be considered to oceupy 3 m wih of
esol jae mie oadvay.
eves eft 2102. A nos 10 til sequence ofthe tam cats or any
Ee atte sequence which proces the heaviest Sueses sal be
considered inthe design.
2 a R620
j
=]
=
Da eT UH HAATHDBHCCEHaT
™
i
!
j
:
é
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5
:
i
:
:
i
i
Fes
RC.2000
(0) For spine of 9m or more
(0) Relators conerete bridges
Tisch veils o per ont upto a pan of 0 m
nd in accordance with the
fave Fig 5 for tpn i
cree of 40m,
25 percent for spans plo 12
nd in accordance ith the
fave tn Fig. 5 for spas in
‘hee of 2m
Ste ridges
“Trek veils 10 per cet fr all pans
Wrecked veces 2S percent oe sans wo 23 m
Snd in accordance ith the
‘uve indeated in Fp. 3 fr
{pos in exes of 25m
2114, No ieapoct allowance shall be added tothe footway
loading specified in Clause 209,
211.5, The span length tobe considered for arriving atthe
impact percentages specified in Clauses 211.2 and 211.3 shall
be as follows
(For spans simply supported or cominuous or for arches
the effective ru on whlch eas pled
(@) For bidgestaving cantilever arm without suspended spans
the effective overhang of the canilever ams
rece by 28 per ent fr loon te easever ar and the
‘fete span bance supa fo loads onthe main Se
(6) For bridges having cantleer ame with suspended span
We eective overhang of the cantilever xm
rit ii i lng af the spend spn fr Tandem te
never am, the elective length of the suspended span fer
loads on te uapended span athe effective pan Dewees
‘por fir loads he mae San
ote "For nel members ofa edge, suc 35 across girder or
dick Hb, ee, the tle of mentoned in 112 ete pans
Ineatoned 113 eal btbeefletv spn fhe member der
considera cen
211.6. tn any bide sce whee there filing of
pot le an 1 wimg the fad ers the impact
wet ge be allowed Inthe desig shall be sumed © be
res wha seid in Clases 211.2 and 2113
2117, or ealclting the presi on he easing non
she tp ae ofthe el aks, al ave fhe appropiate
ae sage al e llowed. Bu forthe esign of Fes
reer and sewers, generally below the eel of he?
aa bck. the apropmite impactperenage sal Be
Stu by the aoe even Blo
(@) For clang the pressure atte
fot atfce of he bd lock os
(0) For calesitig the presse 00 te os
top 3m ofthe seus tow te ening
ed Bock ‘omy
(©) For cling the pressure ote
foton af he autre ore tha 20
Bin low the be back
2118, Im the design of members subject, among other
soresses, to diret tension, such as, hangers in a bowstring
finer bridge, and in the design of members subject wo dec
errmpression, such as, spandrel columns or walls in an Open
Spancel arch the impact percentage sal be taken the Same as
wer applicable to the design of the comesponding member or
(rates ofthe floor system which transfer loads to the tensile
fr compressive members in question.
‘2119, These Clauses on Impact do not apply to the
design of suspension bridges. In cable suspended bridges and
eee bridges where live load to dead ratio is high, the
dynamic effects, such as, vibration and fatigue shall be
considered
2%
Rc-6.2000
212. WIND LOAD
212.1. All stactures shall be designed forthe following
lateral wind forces. These forces shall be considered to act
horizontally and in such a direction thatthe resultant sess in
the member under consideration are the maximum,
212.2, The wind fore on a structure shall be assumed as
‘a borizontal force af the intensity spocitied in Clause 212.3 and
acting on an area caleulated as follows
(0) For # dsc strstr
in of este 8 San in elevation nti the oor
em nd ing one fron te dling er
(0) For through or haltthrough stuctare:
‘There fhe vation of he windward tae specie at (@)
‘ve a ee of evan hve te et ef
2123, The intensity of the wind force shall be based on
wind pressures and wind velocities shown in Table 4 and shal,
be allowed for in the design. The pressures given therein shall,
however, be doubled for bridges situated in areas, such a, the
Kathiawar Peninsula and the Bengal and Orissa coasts shown
hatched in Fig. 6
21244 The lateral wind force against any exposed moving
live Toad shall be considered as acting at 1.5 m above the
roadway and shall be assumed to have the folowing values
Highway bridges, oricy 300 keine
lichway bridges, caving tomway 450 placer m
While calculating the wind force on live load, the cle
distance between the tiles of a tain of vehicles shall not be
omitted 1RC6.2000
Oem neem ms
— ecenner
Fie 6
2
mRe62000
‘Tame 4, Won Pussnts ano Woo Vesocrs
aes pare
ost
oom
os
Dw
ee a
> 210
a
noe
i vege ight eo ped rice are
mean ering surface (round o bed evel or water eve)
V = tion! velocity of wind in lore pr hour at belt
P= ‘orzo wind presi in kg? at height H.
2125. The bridges shall not be considered to be carrying
‘any live load when the wind velocity at deck level exceeds
130 kam per hou,
212.6. The total assumed wind force as calculated
according to Clauses 212.2, 212.3, 2124 and 212.5 shall,
however, not be less than 450 kg per liear metre in the plane
ofthe loaded chord and 225 kg per linear metre in the plane of|
unloaded chord on through or half-hrough truss, lattced or
other similar spans, and not less than 480 kg, per linear metre
fon deck spans.
212.7. A wind pressure of 240 kg/m? on the unloaded
structure, applied as specified in Clauses 212.2 and 212.3 shall
be used if it produces greater stresses thah those produced by
the combined wind forces as per Clauses 2122, 2123, 2124
and 212.5 or by the wind force as per Clause 212.6.
» 1RC6.2000
2128. In caleulating the uplift inthe posts and anchorages
‘of high laticed towers due t0 the above mentioned lateral
forces, stresses shall also'be investigated forthe condition of
decking being loaded on a traffic lane or lanes on the leward
side only
213, HORIZONTAL FORCES DUE TO WATER CURRENTS.
213.1 Any par ofa road bridge which may be submerged
‘in running water shall be designed to sustain safely the horizontal
pressure due 0 the force of the current.
2132. On piers parallel to the direction of the water
current, the intensity of pressure shall be calculated from the
following equation
pesky
neni of pressure du ower cure, nga?
were,
= the veloiy ofthe caret tbe point were the presse
Intensity being else n mee per tsond, and
A= aconsan having te folowing vals fo dierent shapes
of pie lst in Fig. 7
(0) Sgute ended pier end fer he
specs) 150
(Citar pies ox piers wit
semi-cruleeaoe, 06s
2) Piers wh angle ct and ease tes
(te ange cade bewenn the fee
wing 30 degree or ss
(io) es with wingulr ut ad ease water,
the ate iced beaween the foes
beng more than 30 degrees bat
Jen than 6 depress 050% 070
WY) ~ do 601 90 degree 076090
0
1e62000
cetnnce
Che
Pe ing at
Sioa
< ESSSSS
oo
o> Eimer:
the fees being more than 30
epee bt estan 60 dress
Fe 7 Shape
(Green
Pers with winguer cut and cae
ates. he angle inte betwee
‘he toes being 601 90 de
Pir with et and ete waters of
‘cutee of ces
Pir with rs of the a nd eae
ater terse a 90 degree
u sRc62000
Fes wih ct an newt of
(09 uur ero cols ous
ingen wit as of eta cs
(Ne eg 9 es 00
2133. The value of V" in the equation given in Clause
2132 shall be assumed to Vary linearly ftom zero a the point
‘of deepest scour tothe square of the maximum velocity atthe
free surface of water. The maximum velocity forthe purpose of
this sub-clause shall be assumed to be 3 times the maximum
mean velocity ofthe current
Square of velocity at a
ae eit fom the point
oe of deepest
. scour = U*
from oF oeerest scoun where isthe maximum
mean velocity
213.4, When the curent strikes the pier at an angle he
‘velocity ofthe cunt shall be resolved info two components
v one parallel andthe oter nodal tothe pt.
(The presi pul ote ie sa be determined anime
Pc 12 tng te ety ae compan of he
wey tte caren ia reton pel Be pt.
resi of cet aloe pt ating on he
© eres devon a ep sb beeen
SEES any te component of te ety of
AEE Onteniente ent Ka
Slates cx ef euronews! shal
seikerm ae
2
mRc62000
213.5. To provide against possible variation ofthe direction
ofthe current from the direction assumed inthe design, allowance
shall be made inthe design of piers for an extra variation in the
‘current direction of 20 degrees; that so say, piers intended to be
parallel to thedrecton of current shall be designed fora variation
‘of 20 degrees ftom the normal direction ofthe curent and piers
‘originally intended o be inclined at @ degrees to the direction of
the current shall be designed fora current direction inclined at
(20 + 8) degrees tothe length ofthe per.
2136, In case ofa bridge having a pucea floor or having
fan inerodible bed, the effect of eross-curents shall in no case
bo taken as ess than that ofa static force duc 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 be treated as a solid rectangular
pier of the same overall length and width and the value of K,
taken as 1.25 for caleulating pressures due to water curents
both parallel and normal tothe pier.
2138. The effects ofthe force of water currents shall be
uly considered upto the level indicated in Clause 214.7.
214, LONGITUDINAL FORCES.
214.1, In all road bridges, provision shall be made for
Jongitudina forces arising from any one or more ofthe following
(@) Trivett cated tou acceleration ofthe driving whe
(©) Braking effet resating from the application ofthe brakes
braked wets and
(©) Prcioal estas ofred othe movement of fe bearings
Ae to change of enpeate oF any ee ene
Note» aking ef ie inarisblygreter than the tative
sr 2142. The braking effect on a simply supported span or
4 continuous unit of spans or on any ether typeof bridge unit
shall be assumed to have the following value
(@) inte case ofa snge-in oa wore bridge: wey per cent
ff the fret in lob plas len por ext of the lod of he
‘cseeding ino part thro, the in loads in onan oly
tring conte forthe purposes of this subclase: Whete he
ete fist ein at onthe ul pan, be raking force shal be
takes seq wea) pr cet ofthe loads actly on the
pan
(0) he cate of rides faving more than tones: a in (8)
hove forthe st wosans ps ve pe cet ofthe loa ot he
lanes in exe of to,
Noe: The loads i this Clase sll sot be inteased on
tecoun of tpt
2143. The force due fo braking effet shall be assumed
to act along a line parallel to the oadvsay and 1.2.m above it.
‘While transferring the force tothe bearing, the change in the
vertical reaction at the bearings should be taken into account.
2144, The distibution of longitudinal horizontal forces
among bridge supports is effected by the horizoatal deformation
ofrdges, flexing of the supports and ration ofthe foundations.
For spans resting. on stiff supports, the distribution may be
assumed as given below in Clause 214.5 For spans resting on
flexible supports, distribution of horizontal forees may be
carried out according t0 procedure given below in Clause
2146.
sRc6:2000
2145. Simply Supported and Continuous Spans on
Unylelding Supports
2145.1. Simply supported spans on unyielding
supports
2145.11. For a simply supported span with fixed and
five bearings (other than elastomeric type) on stiff supports,
horizontal forces a the bearing level n the longitudinal direction
shall be greater of the two values given below:
Pied bearing ree bearing.
Bennet wang ho
ene Re e+ hy)
Ph ~ Applied toast free
‘ag = Reacon at he ee end due to dad load
Rg = Reaction at Gee ead due Ue load
Y= Goettceat of ficton athe movable bearing wAch abl
‘eteumed to have te flowing valves
("Foret volt beasags 003
Foronerte roller tings os
(ip For sing brings
(@) Stel neti or eel
on eel
(©) Gray easton
‘Gay easton (Mecha) 03
(©) Concer over cone wih
‘Biumen yer a betwen OS
(@) Tet ca Saintes see 13 and.05
‘whichever
fveming
‘ote: Ulan ded ands sal be account fr propery In
Sele res eed beating Salo be ered for
fitsssme ad brakinpacve fre,
214..12. For simply supported reinforced conerete and
presiessed concrete superstructure, the span upto which plate
bearings can be used shall be limited to 15 metre.
2145.13. Incase of simply supported small spans upto
10 metres resting on unyielding supports and where no bearings
6 mmee2000
are provided, horizontal force in the longitudinal direction at
‘the bearing level shall be
A
Foor, whichis eee
2145.14, For a simply supported span sting on identical
clastomerie bearings at each end resting on unyielding supports
Force at each end
shea ting of the elastomer beatings
Imovement of deck above bearing, ober tan that due 10
pled ces,
2145.15, The substructure and foundation shall also be
esigned for 10 per cent variation in movement ofthe span on
either side.
214.52. For continuous bridge with one fixed bearing
and other fee bearings:
ied bearing roe bearing
Covet
(RL) ve Fh ating ia ve retin
ieen> ak wee
FRR HL)
ome aR
Fat OR)
Bg t OReD
Coed
(eu) #4 and Fb ating ine etion
(@ itPe> a ume
FiR' EL)
@ me bat
_* nl)
Ti
Whichever grate
6
186.2000
Were,
A, oF, nimer office bearings to he Ie opt of xe
ering, rrp
iL orp = te ta rina force developed athe Re berngs
te the leo ph of the fed bearlag respec.
Re =e net hsizonal fre developed a anyone of te
fe Beans considered 0 the eto Ft ofthe
fixed bearings
Note: i seams are, the fed Dearing hal alo Be checked
far il omic foc end bakingactive fre
2146, Simply Supported and Continuous Spans on
Flexible Supports
2146.1. Shear rating ofa support isthe horizontal force
required to move the top of the support through a unit distance
taking into account horizontal deformation of the bridges,
Aexiilty ofthe support and rotation of the foundation. The
Aistribution of ‘applied’ logitudinal horizontal forces (€8,
braking, seismic, wind, ete.) depends solely on shear ratings of
the supports and may be estimated in proportion tothe ratio of|
individual shear tatings of a support to the sum of the shear
ratings ofall he support,
2146.2. 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 ofthe supports But also on the location of the ‘zer0"
‘movement point in the deck. The shear rating of the supports,
the distribution of applied and self-induced horizontal free and
the determination of the point of ze movernent may be made
5 per recognised theory for which reference may be made to
publications on the subjects.
214.7. The effects of braking force on bridge strctures
without bearings, such as, arches, rigid frames, et, shall be
ealeulated in accordance with approved methods of analysis of
indeterminate stuctures,
” RC6.2000
2148, The effect ofthe longitudinal fores and all other
horizontal forces should be calculated upto a level where the
resultant passive earth resistance of the soil below the deepest
‘Scour level (floor level in case of abridge having pea flor)
balances these forces.
21S, 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 cary safely the
‘Sess induced by this action in addition to all other stress 0
‘which they may be subjected
215.2. The centrifugal force shall be determined from the
following equation
wie, «C= cenit! oe ating roa 0h tafe) at he
: fou of cho of ie whe ons & @) unr
Teed ove ve see nies whic wna
dorbed daca oes
ar = nel) eto ads cc whet al ing
‘Shar a tng ovr ean eon eh
‘Seiad e Case S07 owen and @) i eof ©
‘Thorny dad vena ons per near mee
Becong end he web ge be pe
= Bera of cae ia mene
215.3. The centrifugal force shall be considered to act at
1 height of 1.2 m above the level of the carriageway.
215.4, No increase for impact effect shall be made on the
stress due to centrifuga action
”
Re62000
215.5. The overtuming effect of the centrifugal force on
the structure a5 @ whole shall also be duly considered.
216, BUOYANCY
6.1, Deleted
2162. In the design of abutments, especially those of
submersible bridges, the effets of buoyancy shall also be
considered assuming that the fill bind th abutments has been
removed by scour.
+2163. Deleted
2164, To allow for full Buoyancy a reduction is made in
the gross weight of the member affected, in the following
@
When he membe der consdrtindntcs wate ony eg
4 hlow per or auinet pounded ao ere bt Ee
Sepang sea etme oe
(When member er oie pes we and ao
stor snd eg. t dry pe abcess psn tough
Soa of sind and found ou file mata ee
{var ress casiog te reduces weight sha
‘Sse mad up of tw fas ve dal
(© Fall hydrostatic ress de ta depth of wer equa he
siteccs nleveis beeen a ies of wre he
Foundaton of the member ener consnton, be ee
Sse big en fore worst coon: and
(Upmad peste dette sbmerged weight of he sit or
Sod ecu corte wits Rakes try
‘propa geo etal ton
2165. In the design of submerged masonry or concrete
structures, the buoyancy effect through pore pressure may be
limited to 15 percent of fll buoyancy.
Rete Ge ET 1me4-2000
216.6. In case of submersible bridges, te full buoyancy
effet on the superstructure shall be taken into consideration.
217, EARTH PRESSURE
217.1. Structures designed to retain earth fills shall be
proportioned to withstand pressure calculated in accordance
‘wih any rational theory Coulomb's theory shall be asceptabes
“ubject tothe modification thatthe centre of pressure exerted
by the backfill, when considered dry is located at an elevation
‘of 042 ofthe height of the wall above the base instead of 0.33,
‘of that height. No structure shall, however, be designed to
‘withstand horizontal pressure less than that exerted by # uid
‘weighing 480 kg/m’. All abutments and retum walls shall be
“designed fora live load surcharge equivalent to 1.2 m earth fil
2172, Deleted
2173. Reinforced conerete approach slab with 12 mm dia
150 mm ee in each direction both at top and bottom as
‘reinforcement in M30 grade concrete covering the entire width
tf 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.
2174, All designs shall provide forthe thorough drainage
‘of backfilling, materials by means of weep holes and crushed
rock or gravel drains, or pipe drains, or perforated drain.
2175. The pressure of submerged sols (not provided
“wit drainage arrangements) shall be considered as made up of
‘wo components
(a) Prence doe to the cath clei in scordance with he
ti! ai down Clee 2171 the unt weight fea ing
Feil for Boyan, and
(4) fa hyo pressure of wes
2176. Deleted
mee20n0
2. TEMPERATURE
218.1, General
Daily and seaonal fluctuations in shade air emperature,
solar raison, et. ense the following
(9) Cogs ie oe epee greene tat
Stilts ed pl
‘ibe min ds asinem, eter wits mage of
eee emp nok oda se
(© Resi offeed toh cited eputio onto
Sern of cout por ame, ch ee
cabs el pore
@ Peon alr ing tering feo son
‘bearing restraint; =
( Diternes ote Decent op sce wd ter
Sh pny ed
‘Sayre erence et rening soe ode sor
‘oad effects within the structure. ind oss
Provisions shall be made for steses or movements
rcaulting fom variations inthe temperature
2182. Range of Effective Bridge Temperature
Effective bridge temperature forthe location of te bridge
shall be estimated from the isotherms of shade sir temperature
given on Figs. 8 and 9. Minimum and maximum effective
bridge tempertures would be leser or more respectively than
the corresponding minimum and maximum shade ai
temperatures in concrete bridges. In determining load effects
due to temperature resteant in concrete bridges the effective
bridge temperature when the structure is effectively restrained
shall be taken as datum in calculating the expansion up to the
‘maximum effective bridge temperature and contraction down to
the minimum effective bridge temperature
a espns for he crete of intemal dels es wi th publishes
lg 8. Chart showing highest maximum temperature
a
Fig. 9 Chat showing lowest minim temperature
“ R62000
‘The bridge temperature when the structure is effectively
restrained shall be estimated as follows:
‘igs oc having ifrence Bridge wept o be assed
een manu ad minimum | when be cre is etetely
sir ade temperate resin
SSSre Maan of ina ad
ir shade temperate
{-C whichever reel
[Meare mama ed ini
tir shade temper *
[°C whichever i etal
Formdalic structures the exremerange of effective bridge
temperature to be considered inthe design shall be as follows:
1) Showound seas frm 35°C to +50°:
(2) For ater aces» (Maximum ai shade temperate +15°C) ©
(Gina aside temper -10°C)- Arshad tempers
(feo be obiained fom Figs. 8 and 9.
218.3. Temperature Differences
[Effect of temperature diffience within the supestracture
stall be derived from positive temperature differences which
‘occur when conditions are such that solar radiation and other
tffets cause a gain in heat through the top surface of the
fuperstracture. Conversely, reverse temperature differences are
such that hat i lost from the top surface of the bridge deck as
f result of re-radiation and other effects. Positive and reverse
femperature difference for the purpose of design shall be
‘assumed as shown in Fig. 10. Design temperature loads shall
be reviewed after the insta data from bridges located in
dierent pats of the country bevomes available. These design
provisions are applicable to concrete bridge decks with about
0 mm wearing surface, So far as stel and composite decks
fre concermed specialised lterature may be refered for assessing
effect of temperature gradient.
—a0e-
ec2000
Povive Temperate Difences Reverse Taper Dileces
106
q
Lrt.—t : 7
ia = n= 028 < 0250,
n= 43 = 026% < 020m
Fig 10, Design topes R6.2000
2184, Material Properties
For the purpose of calulating temperature effoots, the
coefficient of thermal expansion for reinforeing steel and for
‘concrete may be taken as 11.7 x 10*Megree centigrade.
2185, Permissible Increase in Stresses and Load
‘Combinations
Tensile stresses resulting from temperature effects not
‘exceeding in the value of two third of the modulus of rupture
‘may be permitted in prestressed concrete bridges. Sufficient
amount of non-tensioned steel shall, however, be provided to
control the thermal cracking. Increase in stresses shall be
allowed for calculating load effects due to temperature restraint
‘under load combinations
219. DEFORMATION STRESSES,
(Gor ta ridges on)
219.1. A deformation stress is defined a8 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 joins. No other stresses are included in this definition
2192. All steel bridges shall be designed, manufactured
and erected in a manner such thatthe deformation stresses are
reduced oa minimum. Inthe absence of calultions, deformation
stresses shall be assumed tobe not les than 16 per cent ofthe
ead and live loads stesses,
219.3. In prestressed girders of steal, deformation stresses
may be ignored.
200. SECONDARY STRESSES
220.1. (a) Steel structures : Secondary stresses are
ditional stresses brought into play due tothe eccentricity of
connections, floor beam loads applied at intermediate points in
1 pane, cross girders being connected away from panel points,
1RC.2000
lateral wind loads onthe end-posts of trough girders, et, and
stresses due to the movement of supports
(b) Reinforced concrete structures: Secondary stresses
fare additional stresses brought into play due either to the
‘movement of supports orto the deformations inthe geometice
shape of the structure or its member, resulting from eauses,
such a8, rigidity of end connection or loads applied at
intermediate poins of trusses or restrictive shrinkage of concrete
floor beams
220.2 All bridges shall be designed and constructed in a
‘manner such that the secondary stresses are reduced t0 a
‘minimum and they shall be allowed for in the design
220.3. For reinforced concrete members, the shrinkage
coefficient for purposes of design may be taken as 2=104
221, ERECTION STRESSES AND CONSTRUCTION LOADS.
221.1. The effects of erection as per actual loads based on
the constuction programme shall be accounted for in the