INDIAN

ROADS

CONGRESS

BRIDGE LOADINGS ROUND TRE WORLD

<<

N~WDELI-H
1966

Price (including packing &

postage): Rs. ~Z4

Ii

P1

I
I

LIGHT AND

m~rnum

STRUCTURAt

FABRICATIt.. I!

P4

ROAD BRIDGES * STEEL FRAUES FOR

BUILDINGS * TEA. GAB nroc STRUCTURES
ROPEWAY TB [STE...
ES A ST/k lIONS
CONVEYORS .5 TOWERS RE LIUCKETS A
HANGERS * PUNKERS & CHUTE.~S

til
L

Enquiries to

P1

STRUCTURAl. DEPARTMEN r

P1
P1

P1

~1hH~H~TLll1
BIfflfl

P4

P1

,j1$DC.4

MARTIN BURN HOUSE.

12 Missi ru Reu~Calcutta I
~

<<

(ii)

P1

SL-IALIMAR TAR
tidqe S3uiede~
~?teca~t e~t~te~,oed
&rncte(e
CURRENTLY COMPLETING THE LAST OF 6 BRIDGES
IN PURNEA OVER N. H. 34.
LAST YEAR COMPLETED TALLAH & MAJHERAT BRIDGES
IN CALCUTTA BOTH 9 MONTHS AHEAD OF SCHEDULE

SHALIMAR TAR PRODUCTS (1935) LIMITED

Regd, Office
Phone

Lyons Range, CaIcuIa-I.

222381 (18 Lines)

GANNON DUNKERLEY & CO., LTD.

IL C. C. SPECIALISTS, ENGINEERS & CONTRACTORS

&gd. Office: CHARTERED BANK BUILDING, FORT, BOMBAY I.

Branch~sat

AHMEDABAD, COIMBATORE, CALCUTTA, MADRAS,

NEW DELHi, KANPUR, BANGALORE, POONA.

UI

<<

December 1965

Trancort.CofllmUfliCatiOflS Monthly Review

BRIDGE LOADINGS
ROUND THE WORLD

The Indian Roads Congress issued a questionnaire to various countries in the

world about the bridge loadings applied for design purposes.
The following countries very kindly sent the replies:
(I)

America (U.S. Bureau of Public Roads)

(2)

Austria

(3) Belgiumsee pp. 128-129

(4)

Canada (Toronto and Ontario)

(5) Finland
(6) Germany (Federal Republic~
(7)

Great Britain

(8)

india

(9)

Italy

(10) Japan
(11)

Malaysia

(12) New South Wales (Australia)

(13) New Zealand
(14)

Norway

(15) Philippines
(16)

Rhodesia

(17)

Sweden

(18)

SwitzerlanJ

(19)

Turkey

The ensuing Tables have been prepared from the information received.
The Indian Roads Congress is very grateful to the above mentioned countries
for the information supplied.

95

<<

Decen.~.~j
965

Transport-Communicationa ..~..
QUESTIONS
I. LOADINGS
(i) Design train loading
truck loading or any
special loading fir
each category of
roads.

(ii) Distance between

successive trains or
loads
(a)
( b)
(c)
(d)
(e)
2. Lateral disposition
of train loading or
other types of loadings with respect to
~a) Kerb

(h)

3.

Central lint of
tire bridge

AM1~I(1LA
(U.S. Bureau of Public
Roads)
Bridge Classes
Article 1.2.5*
Total weight
(i) Truck loading and
lane loading H 10-44,
I-[l5-44~, H20-44,
(a) Truck
I115-S12-44, H20-S16Fore wheel
44
and Military
Back wheel
loading, (See Figs. 1,
Equivalent
2, 3 & 4 in Plate I).
weight

Two lanes

(ti)

Fsso lanes each

way on a divi1 d highway

(iii)

Three lanes ear I

way on a dlvi.
ded highway

See Fig. 6 in Plate I

tonnes

tonnes
tonnes

25

tonneslm

4
85
2 l67

16

16

25

25

5.5

5.5

107

Article I 2.b~

(a) Distance from kerb

to centre Line of
wheel2 ft (for slab
designI ft,l. (see
Figs. 1 and 3 in Plate
1).

(a)

The standard trucks, 25 m wide, are equal to the

width of a lane; therefore the trucks have to be put
close together, so that the live load for the considered
structural part arises to a maximum.
It is not necessary to shift the wheels of the trucks to
the kerb.

(b) No particular lateral

disposition.

(b)

The caterpillar, as the only load on the roadway, has

a maximum deviation of 05 m on both sides from the
Centre line of the roadway.

Bridge Class I
The calculation has to be executed for
(A) on 2 adjoining lanes, I truck of 25 t each. On every
other of the following lanes, I truck of 16 t. The
rest of roadway and footpath to be covered with uniformly distributed load of 0S t per metre.
(B) For a caterpillar of 60 tonnes only, aho see 2(b) above,

On 2 adjoining lanes, one 16 t truck

(i) 100 per cint of either Bridge Class II
2-lane loading or one each. The rest of the roadway and footpath to be covered
standard H or H,S. with uniformly distributed load of 0.4 t per sq. metre.
25t Truek~ 60 t CATERPILLAR
truck per each lane.
(ii) 75 per cent of either
4 lane loading or one
3 (ii) is~) ~t~5~rr ~=~~1.~briii_,,r.,
standard II or H.S.
truck per each lane.
3 (iii) ii)
~,
I,,,
(iii 7~per cent of either
6 lane loading or one
standard H or H,S,
truck per each lane.
Nste . In case of a 3-lane
bridge, 90 per Cent
of the full live load,

~\rticlcs referred to relate to the A.A.S. H,O. Standard Specifications for Highway Bridges (1961).

<<

107

For trunk highways ~b) Uniform

or other highways
load
tonnes/m2
050
040
which carry heavy
truck traffic, mini- (c) Caterpillar
Car
mum loading HisTotal weight tonnes
60

S 12-44.
Caterpillar
For Inter-state highload
tonnes/m2
1714

way system, Military

Equivalent
loading (see Fig, 4
weight
tonnes/rn2
333

in Plate ~I) whereever

it
causes
For spans more than 30 m, calculations may be made
moments or shear
with the Equivalent weight (total weight, referred to
greater than those
the track area) instead of the different wheel loads.
caused by F120-Sl6
truck or the standard
lane loading.
(ii) No successive trains
or loadings.

No. of train loadings Ariicles 1.2.7, 1 2.8,

taken for design of I.2.9~
each span ol bridges
and culverts with the
lollowi rig a urn ber of
traffic lanes
(1)

AUSTRIA

96

December 1965

Transpot-Commu nicationS Monthly Review

FINLAND

CANADA
LANE LOAD

TORONTO
Truck loading is based on the H20S 16-44 or the heavier H25.S20 loading in the A.A.S.H.O. Standard
Specifications for Highway Bridges
(1961).

ONTARIO

11

All H20-S16-44

,.

Article 1.2.4 to 1,2.9*

4~ 51

HEAVY TRUCK LOAD I

r:i
iTf
S

10
13C10W

~!41D4~

TT1~~T~
ii

ito~

__ni ____!L~~
4_

J,~..,

.-l,.~

HEAVY TRUCK LOAD II

c7e tG~4

TORONTO
(a)

(b)

i4atflW

For trucks, wheel is placed 2 ft

away.
No relationship for trucks.

With Impact
tIM

Without Impact
ONTARIO
bIt

4,

For Heavy Truck

Load e~0.l b

Article l.2.6.

TORONTO

(i)

(I) 100 per

2 train loads.

(ii) (a) 2 train loads.

(ii)

(b) 3 train loads with 10 per cent

redtiction.
(c) 4 train loads with 25 per cent
reduction whichever gives the
most critical stress.

cent

Two lanes 100 per cent, remaining

lanes 50 per Cent.

(iii) As in (i) above except that (c)

becomes 4 lanes or more with 25 per
cent reduction.
ONTARIO
Article 1.2.9*
*Articles referred to relate to the A.A.S.H.O.
Bridges (1961)..

<<

91

Standard Specifications for Highway

Dei~rmber1965
FEDERAL REPUBLIC OF GERMANY

GREAT BRITAIN
Bridges carrying public roads are designed for HA loading (British Standard
153-Part 3-Section Asee Fig, 8 in Plate II
consisting of a uniformiy distributed load
plus a single knife edge load. The U.D.
load varies with the span but between 20
and 75 ft it is constant at 2200 lb per linear
foot of 10 ft wide lane. The knife edge
load is placed parallel to the supports of the
meniber under consideration and has a
value of 27,000 lb for a lOft wide lane.

:5

~:,
O3S/p,,2~ ~

(i)

550

50

70.tt/m t,

55

Bridges carrying important roads are

checked for 45 units of HB loading to
British Standard 153.

For Federal Autobahns, Federal

Highways and Rural Highways of
1st order, Bridge Class 60=6 x 10

UNIT

For Rural Highways of 2nd order

and District Roads, Bridge Class
30=6x5 t
For Minor Roads, Bridge Class 16
& 6, see Fig. 7 in Plate II.

(a)

For main carriageway, the load

should be so placed as to cause
worst effects. Laterally it can be
placed upto the kerb.

(b)

2 for
Outside the carriageway, uniformly
bridges of class
distributed
load60ofand
03 t30.per m

to;~-

(a)

(i) & (ii) The portion of train loading

according relieving effect will
not be considered.

<<

-H.S LoADING
ASLE LOAD

1 TON

.-M.

Any part of the bridge deck between

kerbs, including the hard shoulder, if
any, is deemed to be subject to HA
or HB loading.

(i)

Two lanes of HA loading or one lane

of HB loading together with one lane
of 1/3 HA loading.

(ii)

Two lanes of HA loading and two

lanes of 1/3 HA loading or one lane of
HB loading and the adjacen~ lane
with 1/3 HA loading. The two lanes
in the other carriageway each with
HA loading.

(iii)

Two lanes of HA loading and four

lanes of 1/3 HA loading or one lane of
HB loading and the two adjacent
lanes with l/3HA loading. In the other
carriagway, two lanes with HA loading and the other lane with 1/3 HA
loading.

98

Transport..Communlcatlons Monthly Review

December 1965

ITALY

INDIA
Clauses 201* and 207*

For the purpose of loading, highways are

divided into the following two categories.:
(I) Class AA tracked vehicle and (I) Highways for civil and military use, and
Class AA wheeled vehicle.
(II) Highways for civil use only (local and
Class A train of vehicles.
minor roads).
Class B train of vehicles.
Loading system.
(See Figs. 9,10 & 11 in Plate III)
Type I. a continuous train of 12 t truck
(a) For every 2-lane width of bridge
,, 2. a single 18 steam roller
Class
AA one tracked or
,, 3. a crowd load of 400 kg per sq. m.
wheeled vehicle or two lanes of
,, 4. a continuous train of military loads of
Class A loading whichever
61.5
creates worst effects, to be used
,, 5. a continuous train of military loads of
for road bridges in municipal
32 t
limits, industrial and other speci6. a single military load of 74,5
fied areas and on specified high(See Fig. 13 in Plate-IV)
ways.
Loading systi-m to be adopted in the design of
(b) Class A to be used for all highway bridges.
roads on which permanent
bridges and culverts are con- Category (I) One military type-the heaviest of
types 4, 5 or 6 flanked by one or
structed.
more trains of truck (Type
I with
(c) Class B for temporary bridges,
2 (Type
3)
crowd
of400 kg/rn
etc.
on the Loading
footpaths.
Category (11)The most unfavourable of the
(ii) See Figs. 9, 10 & 11 in Plate III
following conditions
For Class AA tracked vehicles.
(a) one or more lanes loaded wjth
300 ft ruin.
continuous trains of trucks
(Type I) with crowd loading on
For Class A train of vehicles
the footpaths (Type 3)
65 ft mm.
(b) one or more steam rollers
For Class B train of vehicles
(Type 2) side by side with
65 ft mm.
crowd loading on footpaths
(Type 3).

Clause 207* (See Figs. 9 to 11, Plate 111)

(a) Class AA clear distance between
kerb and outer edge of wheel or
track= Ifs for single lane bridge with
12 ft carriageway; 2 ft for multi.lane
bridge with less than 18 ft carriageway; 4 ft for 18 ft or above carriageway:
In case of Class A clear distance
(i in. between kerb and wheel having
20 in. width for all carriageway
~sidths.
Class B 6 in, for wheel
having 15 in. width.
(b) Not given.

No details given.

Clauses 113* and 208.2k

(i) One train of Class AA tracked or
wheeled vehicles or two lanes of Class
A train of vehicles for National
HigIways and State Highways.
(ii) 80 per cent of two trains of Class
AA tracked or wheeled vehicles
or of four lanes of Class A
train of vehicles.

No details given

(iii) This type of bridge construction is

not permitted.

*Clauses referred to relate to the Indian Roads Congress Standard Specifications & Code
of Practice fur Road Bridges-Sections I & I1(I964~,

<<

Transport-Communications Monthly Review

December 1965

JAPAN

MALAYSIA
UDL

LII

1111111 IIl ii :;i

45Yi

II

i~LII

F~L

o~W

O4w 1

15.75 fl~

~O4w

T-- LOADING
LLOADING
Tloading for design of floor system
Class of bridge
Load
Weight W(t)
1st
T-20
20
2nd
T-l4
14

B.S. 153-Part 3A: 1954

(see Fig. B in Plate 11.)
Type HA (British) loading represents approximately eflect of 3
vehicles, each 22 tons in
wright, closely spaced,
in each of two carriageway lanes, followed by
10-ton and 5-ton vehicles.
For short span members,
the effects of two 9-ton
wheels 3 ft apart have
been considered (i.e.,
approximately two 11 ~ton wheels with 25 per
cent overstress).

One vehicle longitudinally and as many as

possible transversely.
.,V1e : For spans exceeding 150 m, specifications
are otherwise considered.
Loading for the Design of Main Girders
Class of
bridge

Load

Other
lanes

Main-lane loading
(width of SS ni)
Live load U.D.L. 21
P.(kg/m.) P. (ke./m
k~80m150>1>
80m

1st
2nd

L-20

~.

L-14

5000

1 of
350 43Ol~300 main
loading

(a)

Nil.

(b)

Nil.

70 per cent of L-20

B.S. 153-Part 3A
1954Clause 4-A
(a), (b) and (c).
(i) Occupied by full
type HA loading.
(ii) Occupied by full
type HA loading.
(iii) Ts~olanes occupied
by full type HA
loading and one
lane occupied by
one-third the full
lane loading.

<<

100

fransport-~ommunicatknst4onth~yRevkw
NEW SOUTH WALES
Clauses 2.5* and 27*
(i) Truck loading and lane
loading Hl0-44, H15-44,
H 20.44 and H15-S12-44
and F120-S16-44.
Minimum loading:
(a) Metropolitan bridges H20S 16-44.
(b) Bridges on Main rosds and
Highways: F120-Sl644.
(c) Other bridges
Through roadsH20Sl6-44 unless H15-S1244 is considered desira(ii) No able.
successive
Other than Through
Roads (such as those
serving small group of
settlers) lower classes of
loading, if desirable.

December l96~
NEW ZEALAND

Design loading for new

bridges for all National
B3ard Roads or Govt. Subsidiary Roads as
per
A A.S.H.O.
H20-Sl6-44 Truck and Lane
loading and H20-Sl6-T16
truck loading, whichever
gives the Worst effects.

~:t~ ~

0.5
0(5185

VLUICI.E

trains or
loads.

Clause 2.6*
(a) For deck slab design (con- Based on A.A.S.H.O. Standard
crete, steel grid or timber HS Truck Disposition.
deck), the distance of the
wheel to the kerb face may
be only 1 ft see Figs. 1, 2
See Fig. 3 in Plate I.
and 3 in Plate I.
(b) No particular lateral disposition.

Clause 2.9*

<<

(i) 100 per cent of 2 lane

(i) 2 Trucks
loading or of one standard
H or HS truck per each
lane.
(ii) 75 per cent of 4 lane (ii) 75 per cent of 4 trucks
loading or of one standard
~3 trucks
FL or HS truck per each
lane.
(iii) 75 per cent of 6 lane load- (iii) 75 per cent of 6 trucks
4~5trucks
ing or of one standard H
or HS truck per each lane.
Where continuous spans
are designed, for the truck
loading, only one standard
H or HS truck per each
lane shall be considered
on the structure.
*(lauses referred to relate to Highway Bridge Design Specifications ofN.A. ofA.S.
Road Authorities (1965).

101

December i96~

Transport-Communications Monthly Review

NORWAY
Equivalent loading per lane
LiILJI[L~i11IEflflhl~p

L~
A .~=l2+Bx/L tons
(Class I & II)
5 +

Class I: pO

Class II : p0354,
tonnes per linear metre of lane.
Impact included in A and p.
L~..actual loaded length of
lane,
Class I and II mainly refer
to lane widths for two lane
bridges usually used for roadway widths more or less than
65 metre respectively.

PHILIPPINES

RHODESIA

Class of bridge loading.

AAH20 or H20-Sl6lSee Figs.
AHl5 or H15.S12 ~1,2, 3 in
BH10
IPlate I &
~Fig. 14in
-Plate IV.
Class AA bridges for specially heavy traffic units in locations where the passage of
such loads is frequent or
located in large cities and industrial centres.
Class A bridges for normally
heavy traffic units and the
occasional passage of specially
heavy loads.
Class B bridges for light
traffic units and the occasional
passage of normally heavy
loads. Class B bridges shall
be considered as temporary or
semi-temporary
structures.
There is also loading H-lO-35
as given in Fig. 14 in Plate IV.

HA loading, supplemented with 30 units

HB loading allowing
25 per cent increase
in permissible working stresses.

See
Fig.
8
in
Plate II for
HA
loading.
For FIB
loading, see sketch
under Great Britain,
p. 98.
All in accordance
with B.S. l53/1954Part 3Section A.

sam..

~.H
The above lane loadings are Similar to A.A.S.H.O. Article
1.2.4.
normally considered uniformly
distributed over lane widths Figs. I and 3 in Plate I.
from 30 to 375
metre.
Besides, the structure is designed for a local loading of
two axles tsl each 18 t (13 t allowable+5 t impact)
with lateral position shown in the sketch below
Furt.Fserrnore, the structure is controlled for ~__
one up to 30 metre long metre~ 1,8 09 5 a
0,5 ~~55.
Class II lane load laterally distributed as the above two right wheel loads
(or a corresponding other position, if more unfavourable).

(i)
(ii)

(iii)

The above equivalent

loading in each lane.
-do-

-do-

(i) Two headed in the same

direction
(ii) Two each way

(a) 18~from kerb line

in any analysis not in~
corporating a lateral
listribution analysis.
Accidental loading of
a 4 ton wheel is investigated at edge of parapet, allowing 25% in.
crease in permisible
working stresses.
(b) Symmetrical, unless a lateral distribution analysis is undertaken.

(i)

Fisll HA loading in each lane.

(ii) As above.

The full equivalent load- (iii) Three each way (load in- (iii) N/A.
ing in two lanes, 50 per
tensity reduced to 90 per
cent in the third lane.
cent)
(iv) Three lanes. Full
HA loading in
two adjacent lanes;
1/3 HA in the
third lane.

<<
102

trantport-Communkattons MontMy Review

SWEDEN
See Fig. 15 in Phite IV
(a) Lane 1005 hug consisting of one 14 t axle load +
distributed p I tn when
p.24 t/m for loaded length
less than 10 m, and 11 t/rn
for loaded length over 90 m.
For loaded length between 10 iss and 90 m,
varies according to foimula
p. 24~.(1_.l0)
where 1 is the loaded length
in metres (distance between
the zero points of influence
curve) or by interrupted
loading, the sum of loaded
lengths and length of the
unloaded parts between.
(is) Single truck loadng
of 100 t. This single truck
loading may be assumed as
exceptional loading without
concurrent loading stress
increased by 15 per Cent
On special roads, it can
be prescribed that the above
mentioned
single
truck
shall be
considered as
normal traffic loading,
See Fig. 15 in Plate IV.

(i) Two lane loading or

single truck loading,
(ii) Each side of the divid.
ccl highway shall essentially
be regarded as belonging to
a separate bridge. However,
in some cases on long
bridges, certain deduction
in the loading is often
allo~sccl.

December ~96S

SWITZERL,~tND
(I) Main roads
Distributed load
of2360
and kg
one per
axle
m
load
of 15
for each lane.
Secondary roads
The same with
240 kg per mt
and lOt.
(ii) Instead of distributed loading
with one axle
load, all parts
should
be
checked also
for the following train load:

TURKEY

~LEJ ~

-4

P
1

(tI

Pl
(t)

)~
(t)

51

Provincial
Roads Hl5S12

l5

38

Village Roads
HlO

25

,,

(~

(i~Not more as
two lanes are
loaded
with
axle or train
loads.
(ii) & (iii) Not
more as two
lanes eachway
have to l)e ba(led with axle
or train loads.

<<
103

(cm)

State Roads
H20-Sl6

3 axle loads for

each lane with
15 m distance
behind
each
other of 15
for main roads,
10 t for secondary roads.

The distributed load

goes
all
over the
bridge. The train
and axle loads in
the position which
gives the maximum
stress.

One truck for each lane.

Transport-Communications Monthly Review

QUESIIONS
4,

Area of I Ice train ttf

,chicle a>sunced in
elevation IOI cole it
I aliicg the effective
.s md pressure.

December 196S

AMERICA
U.S. Bureau of Public
Roads)
Article 1.2.14*
Wind pressure at the
late of 1>10 lb per linear ft
on moving live load acting
at 6 ft above deck. This
is to be taken only for
group loading combination as explained in Article
1,4.1*.

AUSTRIA

CANADA

The Austrian standards

adopt a 25 m high rectangular traffic area in
correspondence with the
position of live load.

TORONTO
A simplified procedure is
used for spans 125 ft and
under.
100 lb per linear ft trailsversely.
40 lb per linear ft
tudinally.

longi-

Both forces applied simultaneously 6 ft above

deck.
ONTARIO
Article 1,2,14*

5.

Inspact factor due

Is> 1t~c loads asourn
ci for d iiferciit
t~>es of loads on
(I)

( or>erete
bri>I~es

Article 1,2.12*
Impact fraction
50
L+125
impact fttctor
30 per cent)

(maximum

TORONTO
Impact Factor
(i) Concrete bridges
L=span of the structural part (metre)
0 10 30 50 70
i) C~ncrete bridges30
per Cent
Platform girder,
direct loaded
mairs girder

L=length in ft of the
portion of the span which
is loaded to Produce the
maximum stress in the
mtmber,
This is applicable only for
structural members of
group (A).
(ii) Stccl bridges

(iii) lxe,str< ssecl c,,n

err cc l,ridgcs
\artotlon of impact
accoicling to span
less iii.

1.40 1.30 1.20 1.10 1.00

Indirect loaded
main girder
1.40 1.25 1.10 1.00 1,00
Floor slab 1.40

No distinction has been (ii) Steel bridges

(ii) Steel br~idges.30 per
made in impact factor for
cent
different types of loads or
L
in
metres
bridges of different mater2
4
6
8
10 20
ials.
Impact factor
For further explanation,
see Article 1.2,12*.
Lane I
(iii) Prestressed
concrete
1,64 1.50 1,41 1.35 1.30 1.18
brfdges30 per cent
Lane II
1.32 1.25 1.20 1.17 1,15 1.09
.
L in metres
40
60
80
100
Impact Jactor
1.1

Land
1.07

1,05

1.04

1.05

Lane II
1.03

1.02

1.02

ONTARIO
Article l,2,l2.*

For all following lanes

Impact factor= I

<<

*Articles referred to relate to the A.A,S.H.O. Standard Specifications for Highway Bridges (1961).

104

Transport-Communications Monthly Review

FEDERAL REPUBLIC
OF GERMANY

FINLAND
Height 2 m for the
length of loading.

For

bridges without
2
lpad250 kg/rn
For bridges under
construction 125 kg/rn2
For bridges with load
125 kg/rn2
For pedestrian & cycle
bridges 75 kg/rn2

December 196
GREAT BRITAIN
A plane with a continuous
height of 8 ft above the
carriageway for highway
bridges or 4 ft above
the footway for footbridges. Allowance may
be made tor the screening
effect of the structure on
the plane, based on pro
jected areas.

The above loading acting in case of

(a) road bridges at 2.0 m
height
(b) pedestrian bridges at
1.8 m height.

1=40 per cent when

filling h(m) )3 m
1=16
(3~0h) per
cent for height of
fill varying
from
053~0m
For timber
always
1=20 per cent.

bridges

Impact Factor

HB loading has no impact

factor,

p=P40008x lp)l.O
Ip~=governinglength in
metres
See D,I.N. 1073, 1074,
1075 and 1078 for the
determination of the
value of lp).

<<
105

HA loading incorporates
an impact factor of 25 per
cent on the heaviest axle
in the train of vehicles
from which HA loading is
derived. It is constant fo
1all forms ofconstruction.

Transport.Communications Monthly Review

INDIA
Clause 212.4*_Also see Figs. 9,
10 and lb in Plate III.

December 1965
ITALY

A wind pressure of 250 kg per sq. m. ofexposed surface shall be taken as acting on the structure when the bridge is unloaded.

The lateral wind force against

any expesed moving load shall
When the structure is loaded, the pressure
be considered as acting at 5 ft should be taken as 100 kg per sq. m. acting on
above the roadway and shall the above said surface increased by a continuous
he assursteci to have the follow- strip 3 m. high raising from the roadway.
ing values
Highway bridges, ordinary
200 lb per linear ft
Highway bridges carrying
trarnway300 lb per linear ft
While calculating the wind
pressure on live load, the clear
distance between the trailers
of a train of vehicles should
not be omitted.

Clause 211*
(i) (a) Class
A or B
loading Impact fraction
15

In order to take into account the dynamic

effects for spans upto 100 m, the live loading
should be multiplied by the coefficient ~
(100..where ~ =1~~

(b~ Class A.\ loading

L=the span of the bridge between abutments
Impact percentage
measured in metres. The formula also
applies to renforced concrete beam and
For spans less than 30 ft
slab construction.
For tracked vehicles
25 per cent for spans
For spans exceeding 100 m, t~is assumed to be
upto 15 ft linearly reducing to 1(1 per cent unity.
the spans of 30 ft.
For wheeled vehicles
~25
per cent.
For spans of 30 ft or more:
Fracked vehicles
10 per cent upto 130 ft
apart and according to
the curve in Fig. 12 in
Plate 111
for more
than 130 ft span.
Wheeled vehicles
25 per cent for spans
uptO 40 ft, for more
than 40 ft span in accordance with the curve
in Fig. 12 in Plate III.
(ii) (a) CLiss A or B
loading
30
45 + L
(h) Class AA loading
Tracked vehicleslO per cent
for all spans.
Wheeled vehicles-25 per cent
for spans upto 75 ft and for
over 75 ft spans as per
curve in Fig. 12 in Plate III

<<

*Clauses referred to relateto the Indian Roads Congress Standaid Specifications

and Code of Practice for Road BridgesSections I and 11 (1964).
106

Transport.Communications Monthly Review

JAPAN

December 1965

Exposed to wind

L~.~

MALAYSIA

B.S. 153-Part 3A-l954, Clause

12 (a)(d)
A plane with
a continuous
height of 8 ft above the carP
riageway for highway bridges
arid 3 ft above the footway
for footway loading. Allo~sance
may be made for the screening effect of the structure on
the plane based on projected
areas.

53-Part 3A

B,S, l

1934

Where type HA loadings are

not adopted, the allowance for
impact o~ highway bridges
are as follows
(i) Concrete bridges

(i) Concrete bridges

25

(ii) Steel bridges

25 per cent

per cent

for main girder

::

20
for floor system.
(L=span in metres)
(ii) Steel bridges

20
m-~t

(iii) Prestressed
concrete
bridges same as for

(iii) Prestressed concrete

bridges

concrete bridges.

<<

107

25 per cent

Deternbc~1965

Transport-Communications Monthly Review

I NEW SOUTH WALES

Clause 2.15*
Lateral wind Litre ~t
100 lb per linear ft actmg at a height of
ft
above the deck.
Alternatively, 66 lb
per linear foot laterally
r1~
33 lb per linear
loot longitudinally acting simultaneously.

NEW ZEALAND~

PHILIIPINES

NORWAY

Wind loads as
per A.A.S.H.O.
Specifications
for longitudinal
elevation.
See Fig. 3 in
Plate I and
sketch in Q. 1,
p. 101.

Normally no
wind pressure is
constoered on
loaded bridge.

Impact factor
not dependent
on bridge type.
Impact factor
in use

For all kinds of

Impact is includ- bridges,
ded under Q. 1--50
equivalent loadI=j-~.j.~
ing,
5tnwhsch
The local loaiing
(Q. 2) assumes 1= impact fraction
5 t
impact for
(maximum
30
an allowable 13t
per Cent)
axle load (385
per cent)
L=length in feet
of the portion of
Allowable gross
the span which
weights of vehicles
is loaded to proare established by
duce the maxicomparing their
mum stress in
effect with the
the member.
effect of the class
II equivalent load
ing.

On bridge without load, wind

pressure is assumed equal to 250 kg
2 of exposed
per ni
area.

Lf

-~

See Figs. 1,2 and 3

in Plate I.

Clause 213*
(a) Inspact=lO per cent
for steel or concrete
substructure above
the foundations but
not rigidly connected
to the superstructure
and structures carrying 1)1 to 3 ft of fill.
(h) Steel or concrete
superstructures and
those parts of steel
or concrete substructure above the foundations which are
rigidly connected to
the superstructure as
in the rigid frames
or continuous designs
amid structures carrying less than l~ft of
fill. The
impact
shall be
5000
percent
(max. 30 per Cent)
(nun.

<<

10 per cent)

50
l2~
>~100 per
cent

~L+

By this, the above

38~5per cent impact 1~added to
the heaviest axle,
but it is so far
considered
unnecessary to add
impact to the
remaining axles.

*Clauses referred to relate to Highway Bridge Design S~e~i/jcat~on3

cfN,A of A,S.
Road Authorities (1965).
108

Transport-Communkations Monthly Review

RbIODESIA
As undet Section 12
B.S. 153/1954Part 3,
Section A

SWEDEN
The wind pressure area
of
traffic load shall
supposed to be
a rectangle 2
metre
higher
from the deck
and
length
equal to loaded
length.

DecemDe~ 1965
SWITZERLAND
For road bridges,
3 metre high band
is assumed.

TURKEY
Effective wind pressure is calculated as
follows
(a) for unloaded bridge:
IS times the height
of the full area of the
bridge deck including
the hand-rails,
2, Load
250 kg pnr m
(b) for loaded bridges:
height of the area
of the bridge deck
elevation+2~0m for
live load.
Wind load 125
per in2.

(i) &

(ii) Concrete and

stscl bridgesIticlrtded in hA loading.
See B,S. 153/lOst.

(iii) For Prestressed conCrete bridgt-s

As above, but for
dynamic stability the
following app1y
(a) The vertical acer-bratiun of thie.supe rs
tructisi e itmirfrr ~ I IA
loading, travelling at
40 mph. shall not
excerti 05 ft per sr-c2.
(b) The natural frequency
of i be super St rue t tire
under a live load of
bUd lb per sq. ft.
dial I nol hi less titan
3 cycles/sec., where
the oat oral 0 tquericy

40 per cent for

lane loading amid
only br
the
wheel
loads,
and not for the
uniform load p.

+L
Impact=5x 100
10+L
where
L is the length of
span in in.

Whe~iwheel is
in contact with
railing or another limitation
(kerb, etc.) of
the roadway, no
impact
allowarice has to be
considered.

15

where
L=span length in
metres.
=1~3

No impact for
single
truck
loading.

eei ua

075

~= 1 ~

cycles/sec.

where
E is totings i.lodu
Ins for the siipeistrtic
ture in lb pie sq. iii,,
1 moment of inertia of supcrsttiicture
(in.l.
w=BX1004weight of supersttuc
tore iii lb/ft run.
11 = breadth of Super
StIUCLUt C,

L =span o fsuperstruc
tore in feet.

<<
109

kg

Transport-Communications Monthly Review

(N ~ESTIONS
6.

Crouiid
Area

Contact

December 1965

AMJ~K1CA
(U.S. Bureau of Public
Roads) _______
Article 1.2.6 and 1.3.2 (e)
As per Figs. I and 3 in

Fhte shape of centact

lire a for design calculations and for
mntilae adopt ed for
dispersion of the
wheel loads I broit gim
lie wearing coat
arid the slab for
designing,

7.

Lquis air-mit
UI)!,
or krufe edge loading, if adopted for
working out

Plate I.
For further details,
Article 1.3.2 (c).

see

AUSTRIA

CANADA

For the shape of the

TORONTO

contact area, see Q.

I, Loadings. If there is

a load distributing
layer,
concentrated
loads may be dispersed
under an angle of 45
degrees. rhe dispersion
may l:e extended to
the centroidal axis of
tile considered structural part only,

Articles 1.2.7 and 1.2.13*

See Fig. 2 in Plate I.

ONTARIO
Article 1.3.2*

TORONTO

(i)

For bending moment

640 lb per linear ft
UDL+ 18000 lb (in lieti
ofH2OSl6 truck)
(ii) For shear
640 lb per linear ft
UDL+ 26000 lb (in lieu
of H20S16 truck)
ONTARIO
None

(i) Bending moment.

(ii Shear.

ii. Iii I prret n I age of

thi list Ii ad on the
i,ridr-~ takr-n for calcillat log she brakirtg
force in the design of
aim bstr~tc
litre of the
bridge.

Shape is circular for slabs

on soil. Otherwise dispersion is in accordance with
Standard
Specifications
for
Highway
Bridges
(A.A.S.H.O. 1961).

30
of

,\rtichi2 1,2,13*
5 per ccitt of i~.
i.. without imupact in all lanes
carrying traffic headed
in the same direction
acting at 6 ft above deck.
The load shall be laneload plus knife edge load
without impact
and
reduction as per Q. 3
applied. Longitudinal
forces due to friction of
beams shall also he provicled for in the design.

of the weight
the heaviest vehicle

per cent

caterpillars

excluded

).

TORONTO
5 per cent
ONTAR 10
Article 1,2.13*

*Articles referred to relate to the A.AS,H.O. Standard Specifications for Highway Bridges (1961).

<<

110

transport-Communications Monthly Rev~ew

FEDERAL REPUBLIC
OF GERMANY

FINLAND

December 1965
GREAT BRITAIN

For ground contact

area of wheel load, see
Fig. 7 irs Plate H.
I

7SZ-
/
,.
/)4s~
\

I-

See

Q.

The contact area for a

heavy wheel of l1;~tons In
the HE loading is taken as
15in.~3in, with the Sin.
Generally the dispersion~irs the direction of travel.
of wheel load be taken This load may be dispersat 45 degrees. In the ed through the wearing
case of massive slabs, course and slab at an
the dispersion as above angle of 45 degrees longi.
will be up to the middle tudinaliy and transversely.
of the slab.
For structural distribution
in aslab, normal structural
theory may be used, e.g.,
Pigeaud or Westergaarcl.

20 per cent

SeeQ. I.

100 per cent

<<
111

The lon~itudinaiforce for

HA loading is 10 Tons for
spans up to 10 ft, plus 0~5
Ton per foot of span over
10 ft with a maximum of
25 Tons. The longitudinal
force for 45 units of HR
loading is 45 Tons for all
spans.

becernber 198S

Transport-Communications Monthly Review

ITALY

INDIA
Clauses 207 and 207.2*
See Figs. 9, 10 and 11 in
Plate III, for shape of contact areas. For one way slab
dispersion~effecLive width
measured parallel to the
supported edges
e=kx (I~ .~-.)+Wand
e=l2xfW for cantilever.
Effective
dispersed
length
of slab (in
the direction of span)=
dimtscnsion of tyre contact
area in the direction of
span+twice the. thickness
of slab and wearing coat.
For two way slabs, dispersion as per rational
mete thed.

Nil

In slab calculations, the weight of a rear wheel

(6t) of the roller is distributed over a rectangle,
one side of which is equal to the sum of the width
of the roller wheel plus twice the depth of slab
and wearing coat; the other side is equal to 10 cm
plus twice the depth of slab and wearing coat.
For the bridge on highway of category I, an
additional calculation must be made in respect of
the two rear axles, each of 18t, of load in Type 6.
In such a case, the total load of the two axles
must be distributed over a rectangle with sides of
2.65x l.l2m each side being increased by twice
the depth of slab and wearing coat.
Normally the calculation is carried out for a slab
When the lengths ofthe sides differ substantially,
the slab can be considered as being bound by the
longer sides, increasing the rectangular distribution in the direction of those sides by one half of
the shorter side.
On main beams
In considering transverse distribution, the loading should be so placed as to give the most
unfavourable effects.
rn the case of beam and slab construction, if
a rigorous calculation is not made based on the
theory of slabs, then all the beams should be similar and designed to carry the increased edge
stresses.
See Table 2 page 131

Clause 214.2*
20 per cent of the first
train load plus 10 per
cent of the loads of succeeding trains or part
thereof, the train loads
in one lane only being
considered for this purpose. When only part
of the first train is on
the full span, the braking force shall be only
20 per cent of portion
of load on the span.
(b) For bridges having more
than two lanes as in (a)
above for the first two
lanes plus 5 per cent of
the loads on the lanes in
excess of two. (Effect
of impact is riot taken
into consideration).

<<

Braking force shall be equal to 1/10 of the load

superimposed by a continuous train of trucits
(Type 1). This force, however, shall not be l~s
than 03 of the heaviest axle of the load syst
being considered.

*Clauses referred to relate to the Indian Roads Congress Standard Specifications

and Code of Practice for Road Brides Sections I and II (1964).

12

transport-Communications Monthly Review

becember 1965

JAPAN

Front Wheel

MALAYSIA

Iis
~t
Cod

Cm

B S. 153

Part 3A : 1951

Appendix A 1(c) and 3(f)

Contactarea of l5in.x3in.,
the smaller dimension being in
the direction of travel.

Rear Wheel

Dispersal under the wheel load

shall be taken at 45 degrees.

For bridges
with span length
less than 150 m,
it is not adopted.
For ionger spans,
equivalent U.D.L
may be specified.

B.S. 153 Part 3A : 1954

Appendix A.
See Fig. 8 in Plate II.

B,S. 153 : Part IA

1954

Clause 10
Span upto 10 ft=lO Tons
10

per

cent of T loading.

Span above 10 ft=I0 Tons+

1 Ton for each
ft of span over
10 fr, but not
exceeding
25
Tons.

<<
113

transport-Communications Monthly Review

becember l96~

NEW SOUTH WALES NEW ZEALAND

Clause 2.5*
See Figs. 1
Plate 1.

& 3 in

Contact width
of
each rear tyre equals 1
inch per every 2000 lb
of total weight of loaded
truck.

Clause 25*
See Fig. 2 in Plate I
Worked out bending
moment and shear for
various spans is given in
Appendix A (pages 172183) of NAASRA Highway Bridge
Design
Specifications (1965).

Clause 2.11*

Tue shape of
contact area as
per A.A.S.II0.
1120-S 16-41
loading,

NORWAY

PHILIPPINES

The contact area

See Figs. I and 3
for the wheel load in Plate I and also
given under Q. 2 Article 1.3.2 (c) of
is 50 ens lateral, A.A.S HO. Bridge
by 20 cm in driv- Specifications (1961)
ing direction.

Distribution
according to the
A.A.S.H.O.
Specification
based on Westergaard method,

For moment calculation, the above

area is increased
by thickness of
wearing coat-I-SO
per cent of slab
tluc kness in each
direction.

As per A.A.S.H.O See Q. 2 above.

H20-S 16-44
For shear, the
Lane Loading.
actual knife edge
load A reaches
the max. value of
16 tonnes according to formula

Similar to A.A.S.
11.0. Bridge Specifications (1961).
Fig. 2 in Plate I.

/
L
I,~x=-~

None in the case

of road brides.

5 per Cent of total live

load (without impact)
on the 4ridge loaded to
give maximum effect.
This shall be taken as
acting 6 ft above road
level.

S~ far biaking
force of 8 t for
lane lengths upto
5 m increasing to
12 t for 25 m
length or more has
been adopted. At
present the question of increasing
braking forces is
being considered.

5 per cent of the

total lane loading
for moment without
impact and traffic
headed in the same
direction subject to
reduction in the load
intensity as follows
One or two lanes
100 per cent
Three lanes
90 per Cent
Four lanes or more
75 per cent

*Clauses referred to relate to Highway Bridge Design Specifications of N. A.Of A. S.

Road Authorities (1965).

<<

114

December

Transport-Communications Monthly Review

RHODESIA
lillipitical,
major
axis 21 in., mint:r 9
in. Pigeauds general
dispersion, i.e., 45
degrees from contact
area to main reimiforcement in Structstral member.

WEDVKT

SW1TZERLAND

1965

TURKEY
Main reinforcement perpendicular to

Shape of contact areaSee

Fig. 15 in Plate

traffic

Iv.

Slab span (S) front 06 to 2~0m

E=06S-j-076
Bigger than 2 m E ::. O4S-f-l14
Main reinforcement parallel to traffic
E=0~l75S+0.98

See Fig. 15 in Plate T\T.

(i) N/A
(ii) N/A

See pam 10 B. 5. 153

954) Part 3 Section
A.

For each lane

I~ q
t/m)
1.00
H20-Sl6
0.75
HJ5-Sl2
H-ID
0,50

Q(t)
Moment shear
9.00
13.00
6.75
9.75
4.50
6.50

15 per cent of one standard

trusk for the whole width
of the bridge applied on
the surface of the deck.

Irrespective of the clcar

width of the roadway, the
braking force shall be 7
tonnes for 20 ns length & 12
tonnes per 30 ne length or
more umsifornily distributed
over the clear width of
roadway. For intermediate
lengths, linear interpolation is applied.

<<
115

Transport-Communications Monthly Review

QUESTIONS
9. The surcharge effect
considered in the
design of aisutrncnts
of the bridge due to
the live load on the
approach fill,

Cecember 1965

LTUCA
(U.S. Bureau of Public
Roads)

AUSTRIA

Article 1,2.19*

No special standards.

Surcharge effect on the

abutment due to the live
load on approach 611=2
ft.

(P Crowd load assumed per sq. ft.

TORONTO
Equivalent to an additional
2 ft of backfill.
ONTARIO

No sucharge, if adequately designed R.C,C.

approach slab is provided.

10, Footpath
loading
(state) mm. width of
footpath acceptable.

CANADA

Article 1,2.11 (c)*

ft surcharge without
agproach slab.
None if approach slab is
used.

Minimum width = 150 m

No minimum width of
footpath.
(i) 85 lb per sq. ft. for
slab, stringers and immediate supports.

TORONTO
Normal use-IGO lb per sq. ft.

Bridge Class I
=O5t permc
Bridge Class II
=O4t per m

(ii Any variation in

the above load
for change in time
sp~~n
length,

tii) For girders, trusses,

arches, etc.

Nil

Nil

025 ft span
115 lb sq. ft.
26lOU ft span
00 lb/sb. ft.
Over 100 ft span,
I)

~[~+~~9][55-W]

where
P=I.L. per sq. ft. (max.
60 lb per sq. ft.)
Lloaded
length of
side-walk in feet.
W=width of side-walk
in ft

(uP Any special loadittg specified for

lIme
accidental
mounting ofvehicles on the footpath and in that
ease overstressing,
if any, allowed.

(iii) No such loading.

One truck of 25 tonries

(16 tonnes) placed to prodetce maximttm stresS. No
overstressing allowed.

Not definite.

ONTARIO
Article 1.2.11*

*Articles referred to relate to the A A,S.H.O. Standard Specifications for Highway Bridges (1961).

<<

116

December 1965

Transport-Communications Monthly Review

FINLAND

q in kg pcr

1~tt

FEDERAL REPUBLIC OF
GERMANY

GREAT BRITAIN

Earth
surcharge and
earth pressure are determined from the characteristic value of the soil at
site.

The surcharge effect is

taken as being equivalent
to two feet height of fill.

Fin kg
The traffic load considereci in the design of
bridge should be placed at
the unfavourable positions.

P in kg per In

Individual loads can be

substituted by uniformly
distributed loading.
See

Q.

I,
80 lb per sq. ft.; minimum
ssidth normally accepted is
6 ft.

Minimum width=l5 m

2
(i) 400 kg per m

(i) 05 t per mt in case

of spans less than 10 m

(ii) 05500~005L
per m2

> 04

L=span in metre

Discrete wheel load F (See

Q.l)
Stressing
Concm etc & reinf. 65 per
cent
Steel e~
Yield point

(iii)

No

<<
117

100 lb per sq. ft.

These loadings may be reduced in the same proportion as the uniformly

distributed load in HA
loading, for spans above 75
feet.

A four ton wheel load occupying a 12-in, diameter

circle. 50 per cent overstress is permitted.

December 1965

Transport-Communications Monthly Review

ITALY

iNDIA

No details given.

Clause 217*
(a) When adequately designed R.C.G. approach
slab covering the entire
width of roadway, with
one end mesting on the
abutment, and extending for a length of not
lets than 12 ft into the
approach is provided,
no live load surcharge
need be taken,
(b) Otherwise surcharge load
should be taken as per
Table l-p. 130.
Clause 209*
5 ft minimum width.
The peak crowd load
(i) Normal 58 lb per sq. ft.
In case of bridges located near Io\vn of pilgrimage or large congregational fairs, 100
lb per sq. ft.
(ii) The main girders, trusses, arches or other
members
supporting
the footways shall be
designed for the following live loads per sq.
ft. of footway area.
(a) for effective spans
of 25 ft or less85
lb or 100 lb as the
case may be

Uniformly distributed load including impact

effects 500 kg per sq. m.
a5

The above should be checked for the effect of

including impact wheel load.

If the foot-path is carried on a cantilever slab,

then the load can be distributed along the root of
the cantilever for a length equal to twice the distance of the centre of the load to the root or a
constant moment per metre of root can be applied
of:
PL

t per m

At the free ends of the slab, such moment shall

be doubled.

(b) 26100 ft spans

PP

(L25)

(c) over 100 ft spans

~
L/\50
where P=85 lb/sq. ft.
or 100 lb/sq. ft. as the
case may be, P=L.L.
in lb per sq. ft; L=Eff.
span of main girder,
truss or arch in ft W=
width of footway in
feet.

(iii) 4 Tons (including impact) distributed over

a contact area 12 in. in
diameter. In that case,
working stress to be increased by 25 per cent.

<<

*Clauses referred to the Indian Roads Congress Standard

of Practice for Road BridgesSections I and 1! (1964).

118

Specilicatiosis

and Code

Deem mber t965

Transport-Communications Monthly Review

JAPAN

MALAYSIA

it is not specilled, but

considered as the case may
be.

2 ft surcharge of earth is
assumed
in
abutment
design.

NEW SOUTH WALES

Clause 2.19*
Surcharge effect on the
abutment due to the jive
load approach fill shall be
equal to not less than 4 ft
of earth.
No surcharge effect tobe
taken if adequately designedR.C.C. approach slab
is provided.

B.S. 153: Part 3A;

Clause 4C

1954

Clause 2.128
5 ft minimum width

(i) 500 kg per m

(i) 100 lb per sq. ft. upto

75 ft

(i) ~0 lb per sq. ft. of

footway area for design
of footway, stringers
and their immediate
supports. For metropolitan areas, it should
be 100 lb per sq. ft.

(ii) No

(ii) Over .5 ft length, the

(ii) Girders, trusses, arches

and members of main
structure shall be designed for the following
L.L. per sq. ft. oF footway area:

standard
uniformly
distributed loads given
in type HA loading
multiplied by a reduction factor of 80/2200.

Span

,,

(iii) No

<<

025ft801b
26100 ft60 lb
Over 100 ft4Olb

(iii) A wheel load of 4 Tons, (iii) An isolated concentrated extra load of 4,000
distributed over a conlb
tactarea of 12 in. in
diameter.
The working stress
shall be increased by
25 per cent to meet
this provision.

Clauses referred to relate toHighway Bridge Design Specifi~ationsof N.A. of A.S.

Road Authorities (1965).

119

Transport-Communications tlonthb Reviow

NEW ZEALAND

NORWAY

When highway traffic can

come within a
distance
from the top of the structure equal to one half the
height, the pressure shall
have added to it a surcharge pressure equal to
not less than 2 ft of filling.

Usually a surcharge of
2 t~per sq. metre has
been considered for abutmen~ design. A differentiatiOn between low and
high.abutments ought to be
intrOduced,

Minimum

width 4 ft

(i) 60 lb per sq. ft. (50

per cent of this when
combined with main
traffic live loads).

(ii) No

For design of footpath

structures: 400 kg per m2

(i) Contemporary
footpath loading and local
load accordinR2 to
Q. 2
footpath.
200 kg per m

(ii) Contemporary
footpath loading and equivalent loading according to Q. 1:
Oi~P per sq. metre
foot-path and not more
than 200 kg per m2,

*~crnaer1865
~PHILTPPTNES

2 ft L,L surcharge to be
added to earth pressure.

Minimum wktth2 ft 6 in.

clear,

(i) B5lbperaq,ft.

(ii) Spans upto 025 ft

85 lb per sq. ft.
Spans from 26 ft to
100 ft6C) lb per sq. ft.
Over 100 ft spans

3000~((55W)
50

P..~L,L.per sq. ft.

(maxbnum 60 lb per sq. ft.)

L=loaded length of sidewalk in ft

W~=width of side-walk.

(iii) No allowance

<<

(iii) Control for a run- (iii) Concentrated

wheel
way5 wheel of 6~5t
Ioad..of 15600 lb appied
(without impact)placed
one foot from the face
with its contact area
of raiL
closc to railing. 50 per
ent
oversiressing Stress ~=30000 p.sJ,
permitted.
fc= 1670 p.s.i.
Msss 10

120

Deembe* 1965

Transport-Communications Monthly Review

RHODESIA

SWEDEN

SWITZERLAND

t each lane
ni For more
of l5
3 mt per
width.
than 2 lanes, the surcharge
be reduced in the
Calculations of forces on may
proportion as the
structures, page 16 et. scq. same
loading, i.e. for more ihan
C ivil Engineering Code of two lanes, only 50 per cent
Practice No. 2 (195l)Earth extra lanes is to be added.
Retaining
Structures
surcharge may be
issued by the institution of This
considered uniformly disStructural Engineers,
tributed over the width of
London.
abutment.
See clause 14
B S. 153/195-k Part 3

2 tonnes per m2

TURKEY
080 m extra height o(
earth fill.

Minimum width 2 ft 6 in,

Minimum width
0~75m

Minimum width15 m.
Separate footpath
(i) 80 lb pcr sq. ft.

(ii) Clause 4C,

B.S. 153/1954
Part 3 Section A

(i) 400 kg
per
m2
uniformly distributed
when loaded length
exceeds 10 m, The
above mentioned load
be reduced for main
girders and arches to
1/6 pt. per m2 P=uniform lane loading as
per Fig. 15 in Plate JV.

(i) Main roads

kg perm2

360

(i) 300 kg per m2 (for

spans upto 30 m)

Secondary roads...
240 kg per m2

(ii) No

(ii)p=(0.3

~-)

(s. s4)
(t per m2) for spans
bigger than 30 in
L=span length in xn.

W=~.footpathwidth in m

(ifi) Single wheel load

(iii) Accidental loading of (iii) Single axle load of 14
(without impact) pla.
a 4 Ton wheel is investigated at edge of
ced near the railing.
For dead load plus
parapet, allowing 25
single axle load of 14
per cent increase in
the stressess allowed
permissible
working
may not exceed lower
stresses.
yield point of steel and
1/2 cube strength of
concrete respectively.

<<
r2 i

of 6 tonnes
(No over stressing)

Transport-Ccnimunlcatlons Monthly Rvkw

QUESTIONS
11.

Foot bridges.

(i) The minimum width

of foot bridge acceptable.

(ii) The loading specified

in the design of the
deck in

hcembair 1965

AML1tLt.~Ft

(U.S. Bureau of Public

Roads)

AUSTRIA

CANADA
TORONTO

Article 1,2.11
(i)

No such minimum
widths specified.

(i) No standard

dimen-

(i) Variable

sions.

(ii) No distinction made.

(ii) Austrian
standards
assume no different
loads for rural and

urban areas.

(a) Urban areas

Bridge class Iuniform

load of0~5pert In2

(b) Rural areas

Bridge class Iluniform load of 04 t per

(ii) Urban areas) 100 lb per

and
Rural areas 5sq. ft.

me
(iii) Loading stipulated
for the design of
hand-rails.

12. Any formulae stipulated for calculating

the impact on piers

(iii) See Fig. 5 in Plate I. (iii) 0~08t per m

on the

upper edge of the

hand-rail in horizontal
and vertical direction.

(iii) No definite specification

ONTARIO
(I) As required
(ii) Article 1.2.11
(sii) 1,2.11 revised interim
(1964)

Article 1.2.17

and abutments due

to floating objects in
the river
(i) floating timber

TORONTO
(1) No details given.

(I) & (ii)

None since Canadas
dimate dictates that
ice is normally critical.

(ii) vessels and small

river craft
(iii) ice

(ii) No details given.

(iii) No details for impact

of ice are given.

(iii) Dictated by site conditions (i.e. size of

river, water velocity

etc.)

However ice presaure on piers to be

taken at 400 lb per
sq. in. The thickness

ONTARIO
Article 1.2,17*

and height ofice to

be determined by
site investigation.
13. Any other information supplied.

<<

Clearance.
For structures Over
Interstate16Highway
ft clear
Syitem
over the entire width
of roadway including
shoulders.

Articles referred to relate ta the A.A.Sfl.O. Standard Speeifltati s for ffighway Bridges (1961).

122

transport.6mmuntcattons

Monthty *eYteW

b.cemb.r ths

FEDER.AIJR.EPUBLIC OF

FINLAND

GRBAT BRITAIN

(1) 40 m

(1)

(i) 6 ft

(ii)

(ii) No special specification

(ii)

(a) 100 lb per sq. ft.

(a) or
4007 kg
tonper
axlem
(b)

do

(b) 801b per sq. ft.

(iii) Uniformly distribu- (iii) Horizontal-80 kg per

ted load 80 kg per m

concentrated load
100 kg (vertical or
horizonal).

No specification.

(1)

in

(iii) Between 50 lb and. 100

lb per linear foot according to situation. The
force to be applied 3 ft
above the footway.

Each case is considered on

merits and no standard
formulae are used.

protection required

(ii) l~0

(iii) 10

10

30 t per m

20
per m solid

50t
per m floating

Minimum headroom provided

(a) overall roads-16 ft 6 in.

(1) In pedestrian subways-7 ft.
(c) In cyde or combined cycle
and pedestrian subways7 ft 6 in.
(d) In t~ttlccrceps-8 ft
For detailed Information refer
BS.
133Girder Bridges
Part 3 1oads-strcsses~Section
A loads, and Ministry of

Transport
711.

<<
123

Memorandum No.

transport.~tommuntcathonsMos~d~t
*.vtew
7

Rice~b.r1N3

INDIA
Clause 116

JAPAN
No details given.

Shall be designed

to
resist a lateral horizontal
force and a vertical force,
each of 100 lb per linear
foot applied simultaneously
at the top.

(I) .P5rn

(fi) Poe urban and rural

areas,

t for

CaY5iiOk~ pcrm
(b)~.:8SOkg per m2 for
main girder

(111)250kg perm
Parapets must not be
l~s than one metre high
and should be loaded with
a horizontal force of 250 kg
per m run applied along
the hand-rail.

No details given.

No details given.

(I)

(ii)

(iii)

(iv) Car(100 t In car

dire(..ioe~50 tin other
directions at height of
P2m

<<

Clause referred to relates to the Indian Roads Oon~gressStandard Specifications and

Code of Practice for Road Bri~gee.SectionsI
& II (1964),
124

DeCember 1965

Transport-CommunIcatIons $ond~IyReview

MALAYSiA

(i) 6ft

Clause 2.12
(I) not given

(ii)

(II) same as Q, 10(i) & (ii)

(a) 100 lb

(b)

CI) Minimum width between rails to be 6 ft.

(ii)
(a),LIve load
per sq. ft.

per ft

100 lb

(b) Live load 60 lb

per sq. ft. (except
Over motorways)

do

(iii) 25-100 lb per linear ft

NEW ZEALAND

NEW SOUTH WALES

(iii~Top members of railings

Lateral
horizontal
forte of 150 lb per

Clause IS, B.S. 153Part

3A: 1954

(iii) Lateral load of 60 lb

per linear ft applied
at top rail level.

linear ft and simultaneous vertical force of

100 lb per linear foot

applied at top ~f railing.
Lower railing:
Lateral horizontal level
force for 150 lb per
linear ft.
Nil

Clause 2.17

Not taken into account.

(I) Force to be calculated

on the assumptions
that the log weighs 2
Tons and travels at

normal stream velocity.

The log shall be stopped in a distance of I
foot for timber piers,
6 in. for column type

piers and 3 in. for solid

type concrete piers.
Should fender piks or

timber sheathing be
placed upstream from

the pier to absorb the

energy of the blow,
distances may be in
creased.
(ii) No details given.
(iii)

<<

Clauses referred to relate

Road Authorities (1q65)

do

to Highway Bridge Design Speeffication. of NA of A.S.

125:

Transport-Communications Monthly Riview

NORWAY

December 1965

PHILIPP1NFS

RHODESIA

So far no specifications
adopted.
(i;i

5 ft (dear roadway)

(iii

(i) 2 ft 6 In.
8 ft, if combined with
cycle track bridge.
(ii~Section 4 C, B. S.
153/1954 Part 3 SectionA

(a) 100 lb per sq. ft.

(b)

do

(a) 50 lb per sq. it.

(b)

du

(iii) 150 lb per sq. ft. hori- . (iii) 500 lb horizontal force
zontal force with simuat .2 ft 6 in, above
itaneous veftical force :
: surface level.
of 150 lb per sq. ft.
applitd at the top of
railing.

So far no specifications
adopted.
.

Velocity of flowing water

only considered.

- P~~~KV2
where
V=Vclocity ofwater in ft
per sec.

K~a constant which is

I for square ends,
1/2 for angle end where
the angle is 90 degrees
or less and 2/S for
ritCUlSt pier.

P=.pressure In lb per sq. ft.

(II No particular formulae

adopted. Bach stnzcSure treated according
to the vegetation types

predominant in its
catchment area, e.g.
heavy large
trees,
excessive bush, etc.
(ii) N/A

(iii) N/A.

<<

12:

December 1965

SWITZBR.LAND

SWEDEN

(I) 2.5
t. In
(ii) 400
kg case,
per m
special
the load
may be reduced to 250
kg per in2.

TURKEY

(I) Not prescribed.

(i) 2,5m

(Ii) 360 kg per m2 and

one over load ofone t.

(ii)

(a) 400 kg per in2

(b) 250 kg

(iii) Transverse live load of

100 kg per in applied
at the top of railing.

(i) Nil

(iii) 120 kg per m in towns

l~0kg per m outside

Not preactibed

(I)

(ii)

(iii) Between ID and 20 t

(iii) 30 kg per cm2 multiaplied by the area consisting of the ~idth of

the pier and the thick.
ness of ice.

per in of abutment or
pier in questitn. in
tiowing water with ice,
block pressure parallel
to the stream may be

assumed between 05
to 15t per in of span
length and 1/5th thereof perpendicular to the
stream.
Vertical clearance
(i} Roadway

(iii) Foot-path

<<

(iii) 100 kg per m

the towns,

(ii) Nil

(1) Cy~tetra~.k

per m2

46 in
2~5in
22in

127

December 1q65

Transport-Communications Monthly Review

BELGIUM
1.

Normal train loading

j,t

it

,t

_L...,.....r1 i.

~
I ~ ,
~t..........t..........A._.....J...._1

Li.
Q~eztraffic Isirte 259

2
j~

,...._._k...,,.

t. ~_iThI1.i.

minirnirri wick to 1 rn niaxirnuni wide and sirnr.rlt aneousis

load of 100 kg per in5 uniformly d istributeci on the

2.

carriageways and footpaths.

Lateral disposition of train loading

2 SO

2~SO ri

,s ~

-~

I.,.,

2-SO nt

h.

iii

2 50 ii

:LIL::~j1,

., .

..

3. Number of train loadings

One train loading over tralilo la-re.

4.

~ns-a load ol 100 kg per nih

Effective wind pressure

The area of the trin of vehicles assi..jrned in elevation is: a rectangular screen 2
high with a length equal to the length ol the train,
5.

cii

impact factor

The impact factor ci ic to live loads is tire same

kr in c

1rrcstiorc No, 1
given by the following formula

\/

~=l--f-0.377~y

2Q

where
v=n speed in kilometre per hour, ali~aysgreater than 61)

/=distance between. supports, in metre

static deflection, in metre, due to dead weight

~movirrg loads on the bridge deck, in tonnes

Pn:t deadweight of the bridge, in tonnes

<<
128

1, il, iii

and is

December 1965

tran~port-tommunicationsMonthly Review

6. Ground contact area

Slab bearing in one direction

Slab bearing on four sides

ic

fl

1
F

~L

}. /

.4 k..

1=~+2h0+~f~~

2/z
l2=a4-

2h

12=a+
I d= span

of the slab

h0=width of the slab

7. Equivalent U.D.L.
There are no regulations.

S. Braking force
The braking force is equal to 1/20 of the load 400 kg per m~(without impact factor)
distributed on the entire surface of the bridge deck or, if it is more unfavourable, 3/lu of the
wheel loads placed on the deck.
9.

Surcharge effect

The surcharge effect considered in the design of abutments of the bridge is equal to
the live loads considered for calculating the bridge.

10. Footpath loading

2 with impact factor

crowd loadwidth
=400
per m
minimum
: kg1 metre
special loading
1000 kg situated at 40 cm from the hand.rails.

11. Footbridges
(1) no regulations
(ii) loading 400 kg per rn2 for urban and rural areas
(iii) a horizontal and transverse load of 100 kg per metre run on the hand-rails

12.

Impact due to floating objects

(1) no regulations
(ii) the impact is equal to 5% of the weight of vessels and it is assumed to have an
influence I m above the water level.
(iii) no regulations.

<<

129

December 196S

Transport-Communicati.ns Monthly Review

TABLE

TABLE OF EQUIVALENT HEIGHTS (H) OF SURCHARGE OF

EARTH
.

H in feet for the concentrated surface loads due to the wheel or track loads of
the following I.R.C. Standard Loadings
l.R.C, CLASS AA
LOADING

Depth of abutment below the

road level in feet

Single-lane
bridges

2
3
4
5
6
7
8
9
10
12
14
15
16
18
20
22
24
25
26
28
30
32

Multi-lane
bridges

84,6
65.3
51.6
42.9
36.9
32.6
29.1
26.4
24.1
22.4
19.4
17.1
16.2
15.3
13.8
12.6
11.6
10.8
10.4
10.1
9.5
8.9
8.4

I,R.C. CLASS A
LOADING

Single-lane Multi-lane
bridges F
bridges

50.8
39.2
31.0
25.7
22,1
19.5
17.5
15.8
14.5
13.4
11.6
10.3
9.7
9.2
8.3
7.6
6.9
6.5
6.2
6.0
5.7
5.3
5.0

46.8
36.1
28,6
23.7
20.4
18.0
16.1
14.6
13,4
12.4
10.7
9,5
9.0
8.5
7.6
7.0
6.4
6,0
5.7
5,6
5.2
4.9
4.6

56.4
43.5
34.4
28.6
24.6
21.7
19.417.6
16.1
14,9
12.9
11.4
10.8
102
9.2
8.47.7
7.2
6.9
6.7
6.3

5.9
5.6

I.R,C. CLASS B
LOADING
Single.lane
bridges

Multi.lane
bridges

28.2

21.8
17.2
14.3
12.3
109
9.7
8.8
8.1
7,5
6.5
5,7
5,4
5.1
4.6
4.2
3.9
3.6
3,5
3,4
3,2
3.0
2.8

33.8
26.!
20,6
17,2
14,8
13,0
llM
10,6

9.7

89
7,7
6.8
6.5
5,5
5.0
4.6
4.3
4,~
4.0
3.8
3..5
3,4

and above

.Wo~e:The above, figures are based on

the following values for the co9,stants for the abutments and the

backfill:
(I) Length of abutment (L)=15 ft for single-lane bridges and 25 ft for multi-lane bridges.
(2) AngIe of internal friction of the backfill (it)
(3) Wt of backfill

(W)

30

100 lb per Cu. ft.

(4) The resultant earth pressure acts in a horizontal direction.

For different values, say, L
1, ~ and W1 for the constants, the figures given in the above
should be multiplied by the following factors:

L (15 or 25 as the case may be)

(l+sin~1) and ~

<<
130

respectively.

Table

December l96~

transport-Communications Monthly.. Review

TABLE 2Equivalent Distributed Load

(From Bridge LoadingsItaly)

Bending load in ifml
Span F Civil Loading

Military Loading

type Type
rn

16,000
I a 10667
2
8.006
2.5
6.400
3
5.333
35 4.57!
4
4.000
45
3,556
5
3.200
5,5
2.92 1
6
2.778
6,5
2.651
7
2.6 12
7,5
2.560
8
2.500
85
2.436
9
2.370

Type

Type

Type

m
1
1 5

24.000
16000
12.000
9,600
8.ttOO
6,857
6.000
5.333
4.800
4.382
4.167
3.965
3.778
3.605
3.445
3.297
3.160

28.000
18 667
15. 541
14.193
12.859
11.677
10.658
9.784
9.032
8.38!
7.814
7.3 16
6.877
6.486
6.136
5.990
5.854

10.667
9 027
8.185
7.285
7.329
7.561
7.455
7.252
7.143
6.954
6.727
6.486
6.243
6.005
5.776
5.559
5.352

38.000
25 333
19.981
18.248
16.534
15.013
13303
12,579
11.612
10.776
10047
9.407
8.842
8.839
7.889
7.728
7.561

~,

Spafl Civil Loading

Type

1
25
~

~
~
~
~

r~5
~
65
~

8
8 5
g

9,5

2.305

3.031

5.7 13

5.157

7.387

10

2.240

2.916

5.599

4.974

7.209

11
12
13

2.1211
2.111
2.083

2.705
2.521
2.360

14
15
16

2.122
2.133
2.125

2.217
2.091
1.978

5.411
5.206
4.997
4.793

4639
4.342
4.231
4.137

6857
6.518
6.200
593~

1~
11
12
13
14

4.597
4.420

4.110
LbS

5.710
5.52!

~
16

17

2.104

1.876

15
19

2.086
2.083

1.7134

20
2!
22
23

1.701
1.625
1.555
1.491
1.432
4.000
1.378
3.936
1.2273.870
1.280
3.818
1.236
3.790
1.196
3.765

4.120
4.136
4.204
4.253
4.293
4.308

5357
5.195
5.638
4.885
4~39
4.599

19
20
~
22

4304

M75

23

25
26
27
28

2.080
2.068
2.050
2.028
2.028
2.022
2.036
2.041
2.041

4.340
4.291
4.230
4.159
4.113
4.060

4.286
4.257
4.220
4.177
4.145

4.363
4.255
4.151
4.051
3.954

24
25
26
27
28

29

2.036

1.157

3.737

4.118

3,860

29

30
31
32
33
34
35
36
37

2.031
2.031
2.031
2.028
2.021
2.012
2.012
2.010

1.121
1,088
1.056
1.026
0.997
0.971
0.945
0,921

3.703
3.6b6

4.106
4.104

3.771
3.685

3d,)
31

3.626

4.105

3.602

32

38
39

2.017

0.898

3.634

4.174

3.168

38

2.020
2.020
2.015
2.010
2,010
2.004
2005

0.876
0.856
0.765
0.691
0.631
0.580
0.500

3.648
3.657
3.673
3.658
3.646
3.621
3.570

4.173
4.157
4.107
4.116
4.138
4.107
4.124

3.105
3.044
2.771
2.541
2.345
2.177
1.903

39
40
45
50
55
60
70

80

24

40
45
50
55
60

70
80

<<

Shear load in 1/mi

3.584
3.567
3.567
3.583
3.612

4.110
4125
4.137
4157
4.169

3.522,
3.446
3.372
3.302
3.233

~5

u18

s3
34
35
36
37

2.005

(M39

3.602

4.104

1.689

90

2.003

0.391

3.597

4.107

1.518

90

100

2.003

0.353

3.577

4.112

1.379

100

120
140
160
180
200

2.001
2.002
2.001
2.000
2.001

0.295
0.253
0.222
0.198
0.178

3.583
3.570
3.577
3.572
3.571

4.107
4.103
4.104
4.106
4.086

1.164
1.007
0.887
0.793
0317

120
140
160

Nil,

180
200

Type

Military Loading
Type

16.000
10.657
8.000
6.400
5.333

24.000
16.000
12.000
9.600
8.000

4.898
4 500
4.148
3.840
3.570
3.333
3.314
3.265
3.200
3.125
3.045
2.963
2.925
2.880
2.777
2.667
2.651
2.512
.

2.560
2531
2.491
2.438
2.420
2.395
2.380

Type

2.444

Type

2.359
2.333

28,000
24.640
20.860
17.830
15.493

12.160
10,287
9,787
9.114
8.70

35.000
31.680
26.820
22.925
19.920

7.347

13,669

8,623

17.574

5.750
5.222
5.760
5.355
5.000
4686
4.408
4.160
3,938
3.737
3.556
3.391
3.240
2.975
2.750
2.556
2.388

12.2 15
11.034
10.058
9,497
9.147
8.788
8.434
8.094
7.770
7.464
7.258
7.057
5,877
5,509
6.331
5.057
5.809

8.400
8.217
7,935
7,617
7.289
6.968
6.651
6.372
6.133
5.950
5.813
5.717
5.639
5.554
5.511
5,453
5.355

15.705
14.187
12.931
12.229
11.803
11.359
10.917
10.487
10.077
9.687
8.401
9.125
8.873
8.474
8,079
7.700
7.358

2.240
2.109

5.607
5.408

5.234
5.117

7.072
6.798

1.993
1.889
1.795
1.710
1.633
h552
1.497

5.215
5.098
5.051
5.006
4.947
4.877
4.829

5.032
4.982
4.958
4.944
4 920
4.879
4.827

5.537
6.291
6.059
5.840
5.635
5.443
5.261

L438

4.795

4.778

5,091

2.330
2.920
2.305
2.296
2-283

1.382
1.331
1.284
1.240
1.199

4.750
4.702
4.664
4.634
4.600

4.742
4.720
4.709
4.702
4.688

4.930
4.778
4635
4.500
4.372

2.267

1.160

4.559

4.555

4,251

2.254
2.258
2.248
2.242
2.233
2.222
2.221
2.216
2.209
2 205
2.181
2.163
2.147
2.133
2.116
2.101

4.515
4.477
4.436
4.391
4.357
4.340 F
4.330
4~314 F
4.294
4.276
4.212
4.135
4.079
4.041
3.962
3.923
3.878
3.849

4.635
4.608
4.591
4.578
4,571

4.137
4.028
3.924
3.825
3.732

4.568

3.642

4.558
~
4.523
4.508
4.475
4.429

2.079

1,124
1.090
LOSS
1.028
0.999
0.972
0.947
0.922
0.899
0.878
0.782
0.705
0.543
0.590
0,507
0.444
0.396
0.355

4.380
4,337
4,305
4.285
4.258

3.557
3,475
3.397
3.323
2.993
2.722
2.496
2.304
1.997
1.762
1.575
1.426

2.051

0,298

3.799

4.239

1.197

2.051
2.043
2.037
2.033

0.255

3,765
3 741
3.722
3.707

4.220
4.205
4.190
4.179

1.031
0.906
0.808
0.729

2.089

0.224
0.199
0.179

For any intermediate spa; linear Interpolation is to be made,

4.400

331

T ransport-Communications Monthly Review

December 1965
UNITED

~-

LOAD

H.20
14 20
H 20-44 S,oeo LBS
H 15-44 G.ooo LBS
N 10-44 4,oooLBS

52.OOc~ LBS

PLATE I

CG4C~J~TRATIDLOAD~~000
2C 000 FOR
FOR IIOMENT
SHEAP.

~~-~NIFORM

STATES OF AMERICA

640

LBS PER UNEM

FOOT

oF

LOAD I..fr.WE.

LOADING
S 16-41- LOADING

-4-4
-

r 13,500 FOR
~CDNCE.Nr~ATEchLOAD ~t~5oo
FOR MOME.NT
SHE.~R

24,000 LBS
I6~ooo LBS

~NIFOR~1LAAD 4g,~Ibs PSE LEWEAI~FOOT OF LOAD LANE~

4- -o

W=TOThL W~.IGHT0FTRUCK.~o
AND LOAD

I IP4CHPERIOWO

~OAOED1RUC~

I0-oCLEARAEICE 8
ILOAD LANE WIDTh

t~TiL
:

I STANDARD H

OFTIRD-T, SIIMj
SPML AH1PJhDP.P~O 14 TRi)Ch~S.

EACH REAR TIRE ~

~ID1OF

H 15-44 LOADING
HIS - Sl2~-44LOADING

.~wi
COMC~NTRATE~DLOAO.[ I3~OOOFOR.
~OOO FOR ~I4EAR
MOMENT
I~4IFORM LOAD 32.O-LBSpER LINCAR FOOT OF LOAD LAI4~

W~COMBINED WIIG4T 0141145. FIRST 1W0 AXLES WIIICH 51145. SAM.

AS 505 1145 CORRESPONDING H TRUCK.
V = vARIABLE SPACING -14 FEET 1030 FELT INCLuswE~SPACING 10
ME USSO IS THAI WHICH PRODUCES MAXIMUM STRESSES.

H 1044- tOADING
P4 LAP4L AND H5

LANE. LOADING
Fig. 2.

WITH SJMIJLTAIIEOUSLOWGITUDIhAL LOAD OF i/S Ti415 AMOUNt,DIVIDED IMO4IG

POSTS HA COII111140S RAIL 1EIiC~TH.

RU~I(

STAN DAPO H-5TRUCh~

Fig. I.

Fig. 3.

TRAFFIC RAILING

-~

-~

AUSTRIA

-~1

~ __i_~
~

...

KIPP~XLE5.
Fig. 4.

Military loading for bridges on the Interstate System

<<

Li

W4LKWAY

IT

~J_j

ILSURFAC~
COMBINATION
RAILING

~ ~I
I
I9~
~

C)
2-24

p~

Ij
~
o

~.

~-,

(W~EWAV SUR~

___

PEDESTRIAN RAILING

Fig. 5.
LEGEND
P= 10,000 i. L~PostSpacing for Traffic Railing. Wr50 lb P.L.F. I=Post Spacing
for ~ jestrian Railing. Rail Load shown Left. Post Load shown Right
Note. The iapes of Rail Members are illustrative only. Any Material or combination
of ~terials listed in Article 1.1.10(A) may be used in any Configuration
133

IQP~~LL W~4EU.
~.OAOS
Fig. 6.

Transport-Communications Monthly Review

PLATE

Dee,nber INS

II
FEDERAL

REPUBLIC

OF GERMANY

Dimensions of Design Vehicle (in Metre)

Heavy Truck (SLW)
Truck (LKW)

GREAT

BRITAIN

rr

1=3

1~ ~
6-00
6.00
I$~
Table 2. Load and Contact Width of Design Vehicle
HEAVYTRUCKS(SLW)
2i
3
4

1
Class

Total
Load
t

60
30

60
30

p
5

TRUCK (LKW)
8

l~ooo

T
Front Wheels
Rear Wheels
Width of Class
Loadi
Wheel
Width of I Wheel
Width of
Contact
Load
Contact
Load
Contact
t
b~
t
t

10.0
Th60
165*
16
30
O26
51i
O40
50
040~ 6
6
1~0
1~14
2~0
0~2
INTERMEDIATE CLASS (only for Checking the Existing Bridges)
Wheel
Load

12
21J
029
4~0
o~0~
9
15
0 18
30~~ 0 26

~
3
05
014
10
020
~~ontact
Length of Wheel Load in the Direction of Travel O2m, Contact Area of
each
2).
Wheel=020xContact Width (in Metre
Table 3
1
2
I
3
1
4
6
Main Lane considered in Calculation Width=~3m
Uniformly
DESIGN VEHICLE
Distributed Wheel
Class
Load p in the
Uniformly
TYPE OF ROAD
Distributed Area outside the
main Lane
Total Load Substitute Wheel Load
Abbreviation
Load
i/rn2
i/rn2
t
i/rn2
45
24

45
24

750
40

(Y5O
0 30

12
9

60

SLW

60

333

050

30

SLW

30

167

050

010

Fed. Atstobahn Fed. H. Way

Rural H. Way I. State
H. Way
Rural H. W. (II), Dist. Road
Municipal Roads

089

050

ft30

Municipal Road Agricultural

Tracks

______

165*
6

__________

___________

LKW

16

LKW

010

040

040

0~20

Agricultural Tracks wiU~

Light Traffic

Design Load for Intermediate Class (only for Checking the Existing Bridges)
45
210
050
030
________________________
24
113
050
010
________________________
12
0-67
040
010
9
050
040
030
__________________________
~3
3
010
0~30
0~20
_________________________
both upto a spacing of 2Om
Longitudinal Girders and Plates with supported Width upto 7m are to be designed for an Axle Load of
1ST, the Lane Widths of Wheel are 2m and 4m respectively.
45
24
12

SLW
LKW
LKW

*In calculations, distribution of loads (Front Wheel-i-Rear Wheel) should be taken as 1: 2.

Fig. 7.

<<

The loaded length is the

length of the base of the
positive or negative portion
as the case may be, of the
influence line diagram for
the member under consideration. The djst-rjbut~d load
selected shall be that given
in Fig. 1 and Table ~l for
this Joaded length.

14000
2Z000
20000

Slabs
Lane width 10 ft
or less

2400
22.00

~18000

~-

U.

2000

1800

Lane width over

10 feet

~*eoo-3

r1~i4OO

Si
a
12.00 -

-3

Lane loading
=loading from Fig. I x WhO
Load/sq. ft.
=lane loading from Fig. 1 xOl
Knife edge load per ft=2700 lb
As above

Lane loading=loading from Fig. 1

Load/sq. ft. =lane loading from
Fig. 110Fig. lW
Knifeedgeloadperft27000W
-

W=width of lane

II,.

Beams

-3

~ 1000

800

GOC

Ant

z
0,

0
0

-J

20:1111_HIl
2.

10

12
-

14

16

18 20

2.00 400

LOA~DED LENGTl4:gEE~T
LOADING

600

iL~
L~~.
LLL~W

800 1000

200 1400 1800 1800 2000 2200 2400 ~600 ~00

LOADED LENGTH: FEET

CURVE

FOR

T~P[

HA

LOADING.

Fig, 8.
Figs, and Tables referred to above rehte to British Standard Highway Loadings, B.S. 153 : Part 3, Section A1954

3000

Transport-Communications Monthly Review

-

December 1965

_INDIAN ROADS CONG RESS BRIDGE LOADJNGS

PLATE III

1~
I.
300 FT
MINIMUM

,1-s-_.+~4~_a--.-s.4..-_s-.
- I

~
A.

CARRIAGEWAY WIDTH

________

~2~9HI

Class A train of vehicles

4-O

-~

~kE4lit

2. For multi-lane bridges

and culverts, one train of
Glass AA tracked or wheeled
vehicles, whichever creates
severer conditions shall be
considered for every t~otraffic-lane width.

_______

...~.

%Yf*O~7f ~,/~F

35 TONS

~X~W

IU~

__________

CARRIAGEWAY WIDTH

I~

I
~

3. The grourcl contact

wheels shall be as under

Section 00

No other live load shall

be considered on any part
of the said 2-lane widlh
carriageway of the bridge
when the above mentioned
train of vehicles is crossing
the bridge.

PP

6-0

-4

20 tons for a single axle,

or 40 tons for a bogie of
two axles spaced not
more than 40 ft centres.

6.25 T2ONS

Carriageway
Width

Minimum Value
of C

Single Lane Bridges

12 ft and above

__

15,000
9,000
3,600

20
15
8

1 ft-0 in.

Hw

-HwH
Plan

Class A train of vehicl~,,..

Driving vehicle
(Clause 207.1)

18 ft to 24
ft

Uniformly
~iegfroml
to 4 ft
Above 24 f~
4 ft

Plan
WHEELED VEHICLE
Clast AA tracked wheeled vehicles (Clause 2071)
FIz. 9.

W
in inches

B
6
5

IS
12
7

1_
Clear
carriageway
width

~
Increaft 4in.

Plan

u.e

18 ft to 24
ft

Class B train of vehicles

Driving vehicle
(Clause 207.!>

45

35

20
ft

15

Above 24 ft

$1_____

=%V

Uniformly irecreaingfroml ft4in.

to4ft
4fc

Fig. IC.

4 ft-0 in.

135

20

30

40

50

60

70

8)

90

100

110

120

130

140

150

160

170

Impact percentage Curves for Highway Bridges for class A and class H loadings

f
~-

~
~
.~ ~

Fig. II

10

SPAN IN FEET

or more

more

10
5

CLIAR C.k*RI*OSWM wIrXr,4

50

F-. 25

4. The minimum clearance, f, between the outer edge of the wheel and
the roadway face of the herb, and the
minimum clearance, g,
between the
outer edges of passing or crossing vehicles on mu]ti.lane bridges shall be as given
below

__

0 ft or

per Cent for spans of 0 ft or tsr

30

~I

per cent for spans of

Ground contact area

B
in inches

Ib

Multiple Lao~eBridges
Less than 18 ft
2 ft-0 in.
18 ft or above

<<

2~

Clear
CarriaRtway

W
in inches

1I

10
8
6

Axle load

CflRIACF~mflVWIflTH_..._..j

6.25 TONS
6

55

40

Section on PP

4. The minimum clearance between the road face

of the kerb and the outer
edge of the wheel or track,
C, shaLl be as under

3,75 TONS

area of the

4. The minimum clearance, f, between the outer edge of the wheel and
the roadway face of the kerb, and the
minimum clearance, g, between the outer
edges of passing or crossing vehicles on
multilane bridges thall be as given
below

OOI

3,75 TONS

25,000
15,000
6,000

3-9.--~~ I

B
in inches

lb

3. The maximum loads

for the wheeled vehicle shall
be

-~1
n-HT~1T~T1

1. The nose to tail distance between

successive trains shall be 60 ft.
2. No other live load shall cover any
part of the carriageway when a train of
vehicles (or trains of vehicles in a multilane bridge) is crossing the bridge.
3. The ground cqn~act area of the
wheels shall be as under

wQw

II__________________________
Ground c ontact ares

Axle load

7-9 Mm.
6-9

I-u

II

5,050

CIa~fl Train of Veh1~i~~

2. No other live load shall cover any

part of the carriageway when a train of
vehicles (Or (rains of vehicles in a multilane bridge) is crossing the bridge.
5

TRACKED VEHICLE

I~

I. The nose to jail distance between

successive trains shall be 60 feet.

w[

35 TONS
9-6

~:

~a

I. The nose to tail

spacing between two successive vehicles shall not be
less than 300 ft.

_____

,,~o0 ts~ I~n~

(Clause 211.2)
Fig. 12,

180

190

Traniport_Communicatlons Monthly
PLATE IV

ITALY
CIVIL LOADING

Typez
I

bec~mberI96~

Review

Type2

INUOLiS TRl~IN OF 12t TRUCK

_____

~OLL~.P

300

SINGLE 18t STEAM

300

300

3CC

t~f

46t

300
~.E2~~

jt.OO

~O0

SWEDEN

tOO

TRAFFIC LOADING FOR BRIDGES

CL. La~.eLoadh~g
~.OO__-

6.00

__________________

One=14T

Axle-Load Plus Distributed Load P tfm.

24

7:vpe 3

P=14t

L<I0
p=
L=~1090

PHILIPPINES
-400

CROWD LOAD OF

L>90

kgfm~

CDNT~NUOUS TRAIN

or

MILITA~ LOAb

o~~S

01
0

01
OP
QI
I

WI

c*I

0l

3!

ao

I,Sro.,~yt.(

C~

fl

J~I__~4J~_

3~1-

-.

TtWckI

114

EDE INCREASED BY
MP~,CT EFFECTS LTC.

1fl

____

WIDTH
OF LM,E;

~1~
AUEERNATIVE
~ %~B DISTRIBUTION

~--

~-Z

C)~O

Or ROADWAy

~996 7t~~]~k4~

2.
2o
~
)~I5 35 lOADt~G

Type 5

TWO I~OA~,S
DISTRIBUTED LOAD

~LUS

(L~)(~)
0

ri~
4B~~I

P=,4t

IILJ[1

COMCUflRATED

5.3~3t
.90

Type 6

LO.P

UHIFORIi LoAD 640

190

~nt/__

UNIFORki LOAD

5IN~L~
MILIrAR~ LOAD OF 74-5t

I ~eooO FOR MOIAENT

. 2.G000 FOR $HLAW
PER LINEAi~FOOT DV

LsS

I,

~z

SHALL ~t INCREASED BY

20t

*SOLSS flRLIPIEAR Footer LANL

~ ~-it-

~.4

____

H~5~5L0AOIN~
(~ooo FOR IflOML4T~3Ooo
rog ~LAP.
UNIFORIA COAt 3j0LS5. PER LU!kflR FOOT OF L&I~E

~ONIMPACT ETC
OR OTIIER LIMITATION

rop

~uc.nnTo

HO-V
LANE.

13

~.
~

20t

20t

I
I

LATERAL DISPLACEMENT Of
1HE SINDLE-TRUCK LOADING
*_~._.

DIS~RIBI,E~ION
-~:

ii

-~

________________________________________________

~
WIDlli

LoADIH~

W,DTh ~O

7
Fig.

I
~

LQUIVALEP~T LOADING

4-3Z

20t

20t

////,~~///;~~

Ie*$, ~let

l(~.~-t ~,t1-7E.

I
Lpa.u,~

__

6.SINGLE-TRUCK LOADING

~CONCLNThA1tD

~
4-Ao

~
!!~!!~!!

1.

7tWITHOUT
IMPACT INCREMENT

LOAD4NG
f tiSac FOR MOInENT
~
I$500 FOR St4EA&

P-%4

H-20-3S

I-s~s~I-

17

IMPACT E.FFLCT Elt

3VE~

3.!~

-~

~.SING~
7~W~t~L,
ARBITRARIlY PLP.CLD

II tiM

-IO-3S LOADING
TRAIN LOADINI~

~~6~4.O0

_____
-

CONTINUOUS 5iRUCTtj~E
WITH LOADED LENGTH (L

CONrWUOUS Tgp~1N OF MIUTAg~ LOAD OF 32t

TRIUCI4~

407, raP

J.14

1*La~5dYn.

400

i
2.4!

V~LIMITATION
RAIl 1MG OR (CURB)
OTHER

oo
~-zo ~
1
~

J,5t4q44

<<

p SUM

*
N

I IS TOM

LENGTH

I.

n
~e,
~s.St

P~ItMThSS1M

/~I

tDP0SO

0
0

p5 TtIIT..(Iq
S

ol

iFIF~~~lII~]JJJI
~

0
0

p=lI

TRUCK TPA~NAND ~QJWAL~NTLQADINGS-1935 5PE~IFICILTI0?4S

Ah11RICAi~AS~Q~IATION
OF 51ATh. Hl~HwAYOFFtCIM.S

13(L. 10)

24

Fig. 14.

136

Ft.~.T

...I J.P~~!

(iF

!LA~IE4O

LE.NGTRSIN

~:o.5
b-~-g
~.
~0
b~9
e~-~
METRE5 ROR 6~7m.INrER~ItDIML
~

ARE INTERPOLATED LINEARLY

Fig. IS.

VALUES

BARAK

BRIDGE

When completed this bridge will have the largest prestressed span of
any bridge so far built in India.
The bridge will be 924 ft. long with deckings of 77 ft.185ft.400ft.-.185 ft.77 ft. span, providing a 24 ft. wide roadway. This Cantilever in-situ
construction was done without staging, which ensured navigation during
construction.
Prestressing has been done by the Freyssinet method.
Designed and constructed to the orders of the Chief Engineer (Roads)
P.W.D., Shillong, Assam.
By

GAMMON INDIA LIMITED

Civil Engineers & Contractors
Gammon House, Prabhadevi, Cadell Road,
BOMBAY-28 DD.

Telephones

454261 (5 lines)
~

452214

T /
e egrains

452215

(Iv

<<

Gammon, Bombay
Dadar.

Telephone:

Teleg rain: JOSHENGER

BOMBAY.

253116

S. B. JOSh & CO. LTD.

STRUCTURAL ENGINEERS & CONTRA CTORS,
Registered Office
Examiner

Press

35, i)aIal

Building,

Street,

Foi-t, B(.)MBAYI.

We undertake design and construction of major Civil Engineering

works including R. C. C. and Prestressed Bridges,
Factories, Tunnels, Dams and Marine Works.

KOS! BRIDGE AT RAMPUR (UP.)

Supported on 81 Deep Well Foun~atioflSR.C.C. Box Girder Balanced Cantilever Type Bridge

over River Kosi at Rampur on National Highway No. 24 was Completed in July 1965 in
Just 15 Working Months-Length: 1055-O Spa: 135-O
Regional Offices

<<

Cuttack (Orissa),

Lucknow

(v)

(U.P.) and Patna (Bihar).

FREYSSINET, ONCE AGAIN

An artists impression of the Thana Creek Bridge

It is quite a job to hold together the enormous
mass of cement concrete that goes into the construction of a bridge. especially more so when the
bridge is the one now unde~construction across the
Thana Creek to link Gre~r;~
Bombay with a vast
area of open land in Panvel. This road bridge,
which is estimated to cost Rs. 236,00,000 will be
6,015 feet long and 49 ft. wide, and will have its
central span as long as 175 ft.
Engineers at
Gammon India Limited, the designers of the bridge,
specified the Freyssinet system for carrying out the
task of prestressing, depending once again on the
proven qualities of this systemECONOMY and
DEPENDABILITYtestified by the large number
of structures built throughout India for more than
20 years now, using the Freyssinet Prestressing equipment and techniques.
For further information and free advice on Prestressed Concrete contact

THE FREYSSINET PRESTRESSED CONCRETE CO., LTD.

(Agents of Messrs. S. T. U. P.PARIS)
120, Vaswani Mansion, Dinsha Vachha Road, Churchgate Reclamation,

Telephone :

245920

Bombay-I.

Grams

FREYSSI Bombay.

Printed at the R. K. Printers, Kamla Nagar, and Edited & published by S.. Hukam Siagh, Technical
Secretary, Indian Roads Congress, Jamnagar House, Shahjahan Road, New Delhi-II5000.

<<