Corrected Design Manual

DFCC Western Corridor Pkg CT P-12 Civil, Building and Track Works for Vaitarana – Sachin Section
INCEPTION REPORT Design Manual - Bridges
DESIGN MANUAL – BRIDGES
EXPRESS FREIGHT CONSORTIUM

1.0 PURPOSE OF DESIGN MANUAL
This report covers the design basis for the design of structures like pre-cast and cast-in-situ RCC, pre-
stressed concrete (PSC) girders, steel composite girder, solid slab, slab and girder-slab bridges
and pre-cast and cast-in-situ RCC box-type structures for railway bridges (MJBs), road under bridges
(RUBs) and major road over bridges (ROBs). It also covers the design aspect for substructures and
foundations with open as well as deep foundations along with hydraulics aspects.
The purpose of this document is to highlight the general requirements, guidelines, parameters and
design philosophy for the designs of superstructure and substructure for Major & Minor bridges and
road over bridges. The structural designs shall be based on relevant IRS Codes in general. In
addition to the design data particularly specified in the contract documents key design data
extracted from the reference design standards, summary of design methods, assumptions and use of
software etc., have been outlined in this document. Whenever it is observed that the Indian codes
do not adequately cover the required issues, reference shall be made to specific guidelines issued by
various Indian Institutes of technologies (IIT), Euro codes good engineering practice in that order.
2.0 DESCRIPTION OF STRUCTURAL SYSTEMS–
Design life of all civil engineering structures shall be 100 years as per clause 16.3 of employer’s
requirement (design) of contract document. Structures are classified in following categories as per
clause 16.9.2 of employer’s requirement (design).
 Important bridges shall be having linear waterway of 300m or total waterway of 1000
sqm or more.
 Major bridges shall be either having linear water way of 18.3mts (60ft) or they have clear
opening of 12.2m (40ft) in any one span.
 All other bridges that do not fall into the above two categories are considered as minor
bridges.
 ROB – Road bridges going over railways.
General description of the structures of above categories is as follows.

2.1 SUPERSTRUCTURE
2.1.1 Major Bridges (MJBs) &Major Road Under Bridges (MRUBs)
The superstructures of all the major bridges / major RUBs shall generally comprise of simply
supported clear spans of 12.2m and 18.3m. Bridges having span of 12.2m and 18.3m shall be of post

tensioned I-Girders. For the bridges of clear spans of 24m and 30.5m, Cast-in-situ PSC box girders
shall be provided.
The max c/c spans of piers and overall length of the bridge will be same as indicated in clause 3.2,
Scope of works of Employer’ Requirement, Part-2, Contract Agreement, although adjacent IR
bridge spans will be cross checked to get unobstructed waterway. Each superstructure of total width
5.7m shall be carrying 4500 mm wide single ballasted track along with 900mm wide footpath. Two
such superstructures at a spacing of 6m c/c of track shall be provided between two ballasted tracks.
Clearance for major bridges from HFL upto the soffit of the girder shall be as per clause 4.8 of IRS
substructure code.
Vertical clearance to be adopted for major road under bridges (MRUBs) shall be as per employer’s
requirement (Scope of Work) and generally as follows:
(a) Crossing NH-5.5m

(b) Crossing SH-5.0m
(c) Crossing Village Road -3.6m to 4.5m
2.1.2 Major Road Over Bridges (MROBs)
The major road over bridges as specified in the tender documents will be constructed parallel to
existing ROBs, which are presently crossing IR tracks. The new ROBs will be planned suitably so as
to cross both IR and proposed DFCC tracks. The span arrangements in over railway track will be
based on the minimum horizontal clearance required as per both, IR and DFCC SODs. Minimum
vertical clearance over western DFCC tracks for heavy overhead structures such as ROBs or flyovers
is 8050 mm as per DFCC SOD and 5870mm for IR tracks which is also as mentioned in the
Employer’s requirement, clause 1.3.7.2.2. Additional provision for possible rising of tracks by
275mm will be made as per note in SOD and in employer’s requirement (design).
The ROB spans within the railway boundary spanning over IR and DFCC tracks shall be of steel
composite I girder/PSC girder with RCC decks whereas total length of ROB and approach spans
shall be as provided in Employer’s requirement and adjusted as per site condition. The ramp
approaches of ROB shall be modified as per existing road levels. Retaining/RE wall shall be
constructed to suit the existing land availability. The existing bridge (ROB) shall be demolished after
the construction of new ROB. Traffic diversion plan if required shall be prepared for minimum
hindrance for running the traffic and with approval of concerned authority.

A two lane single carriageway deck of total width of 11.8m with footpaths on either side of 7.5m
carriageway will be adopted to suit the dimensions matching the GA drawings in contract
document.
2.1.3 Minor Bridges (Minor RUB’s)
Minor RUB’s shall be either box type RCC structure (single or multiple cell) or PSC solid deck
superstructure with open foundation.
Clearance for minor RUBs from Road top level upto the soffit of the superstructure shall be as per
clause 16.11.3 of Employer’s requirement (Design). However it will not be lower than the clearance
or vent sizes available at existing bridges on IR track on parallel section.
2.1.4 Minor Bridges (Minor MNB’s)
Minor Bridges (MNB’s) shall be either box type RCC structure (single or multiple cell)or PSC solid
deck superstructure with open foundations.
Clearance for minor bridges other than Box type bridges from HFL or Full Supply Level in case of
canals upto the soffit of the girder shall be as per clause 4.8 of IRS substructure code depending
upon the discharge. However it will not be lower than the clearance or vent sizes available at
existing bridges on IR track on parallel section.
2.1.5 EXPANSION JOINT

Expansion joint for ROB shall be strip seal type and movement shall be calculated based on the
temperature variation mentioned in para 3.8 below.
Expansion joint for major bridges, MRUB, ROB shall be as per RDSO drawings and shown below.
2.2 BEARING
The Bearings for all major bridges other than box type and major RUB’s and major ROB shall be of
POT-PTFE bearings/ Elastomeric bearings.
Typical layout of bearing for Major bridges, and major RUB shall be as given below:

Alternative - I
Transverse Free
Guided
Span
Fixed Longitudinal
Guided
Alternative - II
Elastomeric Elastomeric
Sliding
Span
Pin (fixed)
Elastomeric Elastomeric
Either of the above two alternatives shall be used for bearing layout and design. In case of
Alternative – II all the vertical load will be catered by Elastomeric bearing and all longitudinal force
by Pin bearing. Spherical bearing shall be provided for spans greater than 30.5m only.
In ROBs, Elastomeric bearing shall be provided for spans less than 30m & POT-PTFE bearings shall
be provided for spans more than 30m.
The design of POT-PTFE bearing shall be as per IRC: 83 (Part – 3) and that of Elastomeric bearing
shall be as per IRC: 83 (Part 1). Spherical bearing for rail bridges shall be designed as per RDSO
guideline for Spherical bearing.
2.3 SUBSTRUCTURE
2.3.1 Piers for major bridges and road under bridges.
The piers shall comprise of two or three nos. of circular RCC columns supporting superstructures of
double tracks through pier cap(s). The diameter of column will be as per the design worked out.
These circular piers will be provided with pier cap to accommodate the bearings. Pier caps shall be
designed as per IRS CBC. Superstructure shall transfer the load to the pier through elastomeric or
POT-cum PTFE bearings depending on the suitability.
2.3.1.1 Piers for road over bridges

Piers for road over bridges (ROBs) of overall width 11.8m shall be either single rectangular pier or
single circular pier. Pier caps are usually designed as cantilevers projecting out of

piers.Superstructure shall transfer the load to the pier through elastomeric or POT-cum-PTFE
bearings depending on the suitability
2.3.2 Abutments for major bridges and road under bridges.

Solid RCC Abutments which retain earth on back side either cantilever or counterfort type resting
primarily on open foundations except at locations where pile foundations shall be provided
depending upon the height and soil conditions. There will be RCC abutment cap with dirt wall and
Wing/return walls. If wing/return wall infringe with existing adjacent IR wing walls it will be
terminated at the face of existing wall. Weep holes shall be provided to dissipate the water pressure
on the wall as per IRS substructure code.
2.3.2.1 Abutments for major road over bridges

For ROBs pier abutments with RE wall type retaining structures behind to cater the earth pressure
shall be provided. Approach embankments shall also be of Reinforced earth walls or earth spill
depending on availability of land.
2.4 FOUNDATION
For major bridges, major RUBs and major ROBs foundations shall generally be open foundations
resting on weathered or soft rock, except for few cases where pile foundations shall be provided
depending on the soil strata and shear strength of the of the soil. The founding level and allowable
base pressures or capacity of the pile shall be based on soil strength criteria and scour condition for
particular location.
Separate Design Manual for geotechnical aspect of foundation like calculation of SBC, pile capacity
etc., shall be referred.
Foundation for Minor RUB / Minor Bridges shall be of open / raft type.
The thickness of levelling course PCC below the foundation shall be 100mm having concrete mix of
1:3:6.
3.0 A LOADS / FORCES FOR DESIGN OF MJBS AND RUBS ( IRS LOADING)
The design shall be for various combinations of loads e.g. self-weight, superimposed dead load
(SIDL), live loads and accompanying forces as per IRS Bridge Rules and correction slips as listed
below.

3.1 DEAD LOADS

Dead loads shall be calculated as per clause 2.2 of IRS Bridge Rules; 2014. The density of material
shall be as listed below in accordance with Indian Roads Congress (IRC) publication IRC 6: 2014
clause 203 and Bridge Rules 2014.
Material Density
Plain Concrete 25kN/m3
Reinforced Cement Concrete (RCC) 25 kN/m3
Prestressed concrete 25 kN/m3
Structural steel 78.5 kN/m3
Ballast 15.7 kN/m3
Rail with fixtures (78.86 cm2 X 0.785) (clause

60Kg/m
16.7.4 of Vol II of Contract document)
PSC sleeper (for Ballasted track) 310 Kg/sleeper
Sleeper density 1660 per km

If there is a requirement for using data from the code which is in MKS units, the same will be used
by applying a conversion factor 1 kg = 9.81 N.
3.2 Superimposed Dead Loads
a) For Major Bridges & Major RUBs
Average ballast thickness = 444mm over the width of 4.5m based on the sketch attached
below.

(i) SIDL Calculations (with 4.5m deck width & 350mm ballast thickness)
a) Wearing coat: (53 mm thk.) = 0.053 x 4.5 x 23 (KN/m3) = 5.485 KN/m

b) Ballast: (350 mm thk below sleeper) = 0.444(avg) x 4.5 x 15.7(KN/m3) = 31.368 KN/m
c) Rail weight : = 0.60 (KN/m) x 4 = 2.40 KN/m
d) Sleeper : = 1660 (Nos/Km) x 310(Kg/nos)/100000 = 5.145 KN/m
e) Ballast retainer : = 0.506 (m2) x 25 = 12.65 KN/m
f) Footpath slab : = 0.8 x 0.075 x 25 = 1.5 KN/m
g) Services/Footpath Live load etc. : = 10 KN/m
Total SIDL = 68.548 KN/m
Note: SIDL load like Rail, Sleeper & Ballast shall be increased by 20% for design purpose.
(ii) SIDL Calculations (with 4.5m deck width & 300mm ballast thickness)

e) Ballast retainer : = 0.506 (m2) x 25 = 12.65 KN/m
f) Footpath slab : = 0.8 x 0.075 x 25 = 1.5 KN/m
g) Services/Footpath Live load etc. : = 10 KN/m
Note: SIDL load like Rail, Sleeper & Ballast shall NOT be increased by 20% for design
purpose.
b) For Minor Bridges & Minor RUBs (Box type bridges)

Note: SIDL load like Rail, Sleeper & Ballast shall be increased by 20% for design purpose.

(INSERT 2 TYPICAL CROSS SECTION OF ROBS, (1) FOR RAILWAY SPAN (2) FOR
APPROACH SPAN)
3.3 LIVE LOADS (ROLLING STOCK, ROADWAYS AND PEDESTRIANS)

3.3.1 Rolling Stock
The bridges are designed for Dedicated Freight Corridor (DFC) Loading, double line BG track. The
maximum axle load is 32.5 tonnes as per as per appendix XXVI (sheet 1 of 4 to 4 of 4) of IRS bridge
rules- 2014. Equivalent Uniformly Distributed Loads (EUDL) shall be as given in appendix XXVII
and XXVII (a) of IRS Bridge Rules. For skew bridges loading diagrams in appendix XXVI of IRS
bridge rules shall be used and grillage analysis shall be performed. Train load of 12.13t/m on both
sides of locomotive shall also be considered as per clause 2.3 (b) of bridge rules 2014.

For minor bridges (box type structure) of rigid frames, the actual axle loading will be considered
with dispersion as per clause 2.3.4.2 of IRS bridge rules.
In case of indeterminate structure the actual axle load will be run over the model for calculating the
effects on structure as per Note no 4 of Clause 2.3(b) of IRS Bridge Rules
Dispersion of Railway live loads through sleepers and ballast is taken as per clause 2.3.4.2(a) of IRS
Bridge Rules. The sleeper is assumed to distribute the live load and weight of rails uniformly on the
ballast. The area of dispersion shall be 2745mm x 254mm, Type – I through sleepers. The load
under the sleeper/ rail is assumed to be dispersed through the fill including ballast & deck slab as per
clause 2.3.4.2(a & b) of IRS Bridge rules 2014.
3.3.2 Pedestrian Live Load for MJBs and MRUBs
If footpaths are provided on the bridges, the live load on footpath shall be taken as 415 kg/m2 for
spans less than 7.5m and uniformly decreasing to 295 kg/sqm for span of 30m as per clause 2.3.2.2
of IRS Bridge rules. For effective span over 30m the load shall be calculated by following formula.
13.3  400 / L17  w/1.4kg/m 2

L = Effective Span of bridge in meter,
W = width of foot-way in meter
3.4 DYNAMIC AUGMENTATION

The augmentation in load due to dynamic effects is considered by multiplying the live load by a
Coefficient of Dynamic Augment (CDA) as per clause 2.4 of IRS Bridge Rules.
The dynamic augment for steel bridge shall be calculated as per clause 2.4.1 and 2.4.1.1 (a).
 8 
CDA = 
 0.15   for single track, L = Loaded length
 6L

Loaded length shall be as defined in IRS bridge rules for various components. For multiple track the
CDA shall be as per clause 2.4.1.1 (b), (c), (d), (e).
As per clause 2.4.2.1 (a) of IRS Bridge Rules 2014, for concrete slab and girder bridges with depth of
fill less than 900mm CDA shall be as follows.
 d 
CDA   2   * 0.5 * k
 0.9 
 8 
Where, k = CDA for Single track Span = 
 0.15   Subjected to a maximum of 1.0
 6L

Where L is the loaded length of span (m) and d is the depth of fill (m).

The reduction in CDA to account for the ballast shall be accordance with clause 2.4.2 (b) of Bridge
Rules.
3.5 TRANSVERSE FORCES

3.5.1 Forces Due To Eccentricity and Curvature of Track.
Minimum eccentricity: As per clause 2.5.1 of IRS Bridge Rules 2014, for ballasted deck bridges, an
eccentricity upto 100mm is considered from the centre line of track for design purposes.
The designs shall consider curve upto 1° as per the design criteria mentioned in Bridge rules 2014.
As per clause 2.5.3 of IRS Bridge Rules, the extra loads due to the additional reaction on one rail
arising due to the curvature of the track shall be considered for the following cases.
a) Live load running at maximum speed
b) Live load standing with half CDA.
The horizontal load (C) due to curvature effect shall be assumed to act at a height of 3000mm above
rail level for DFCC loading.
Centrifugal Force for curved bridges shall be calculated as per 2.5.3 (b) of IRS bridge rules.
3.5.2 Racking Forces

Racking forces of 1400 kg/m for DFCC loading shall be applied as moving loads as per clauses
2.9.1 of IRS bridge rules.
For effective spans up to 20m lateral loads due to wind and racking forces shall be considered as
1700 kg/m as per clause 2.9.2 of IRS Bridge rules.
3.6 LONGITUDINAL FORCES

The longitudinal loads shall be considered as per clause 2.8 of IRS Bridge Rules.
(a) Tractive force of the driving wheels of locomotives

(b) Braking force
(c) Resistance to movement of the bearings
(d) LWR Forces for provision of CWR/LWR includes forces due to temperature,
Tractive & Braking as applicable
(a/b) Tractive and braking forces: The longitudinal forces due to the above forces shall be as
per appendix XXVIII of IRS Bridge Rule .Longitudinal forces due to tractive effort of
wheels of locomotive, braking forces resulting from action of brakes and resistance to
the movement of the bearing due to temperature forces shall be considered in the
design as per clause 2.8 of Bridge Rules. Five different combinations of the coupled
locomotives and wagons as prepared for the DFC loading as per Appendix XXVI of

IRS bridge rules with corresponding tractive effort/braking force per loco shall be
considered the calculated longitudinal force shall NOT be increased due to dynamic
effects.
(c) Resistance to movement of the bearings due change in temperature or deformation of

bridge girder shall be accounted.
(d) LWR forces: As per design criteria approved by the employer in RFP document
Volume IV clause 1.3.8.3 (11) the interaction effects due to LWR condition shall be
calculated as per UIC-774 -3R –Track Bridge interaction. The computation of LWR
and CWR forces shall also be in line with clause 2.8.2.4.3 of Bridge rules 2014.
Fixed Free Fixed Free Fixed Free
The track resistance for ballasted deck LWR analysis shall be considered as per IRS bridge rule 2014
clause 2.8.2.4.3(d), which is 25 kN/m per track for unloaded condition and 50 kN/m per track for
loaded condition.
The LWR forces include the forces due to temperature movement, braking and tractive forces. In
case of piers LWR force due to temperature movement and critical effect of either tractive or
braking force shall be considered as the substructure is different for two tracks.
However for foundation and abutment structure the LWR force due to temperature and one track
with Braking force and other track with Tractive force shall be carried out.
The analysis for LWR shall be carried out using RSI module of LUSAS.
The temperature variation of deck for CWR/ LWR shall be considered as (±) 33.750C. The criteria
that need to be fulfilled at LWR condition shall be as per clause1.7.2 of UIC 774-3R.
LWR analysis shall be carried out considering the rail properties of UIC 60.
The additional rail stress shall be considered as per clause 2.8.2.4.3 (b) of IRS Bridge rules 2014.

The allowable movement of deck and relative movement of deck & rail shall be as per clause 1.5.3,
1.5.4 and 1.7.2 of UIC – 774 – 3R.
3.7 FRICTIONAL RESISTANCE AND SHEAR RATING OF BEARINGS

POT-PTFE bearings will be used for all MJBs, MRUBs & MROBs. The coefficients of friction for
POT-POT/PTFE bearings shall be as per manufacturer’s data. Longitudinal force at free/guided
bearing shall R and that the fixed bearing shall be Fh - R or Fh/2+R whichever is more as per
clause 211.5.1 of IRC: 6.POT-PTFE bearings shall be as per IRC 83 (Part -3).
3.8 TEMPERATURE EFFECT AND SHRINKAGE
Temperature loading is calculated as per clause 2.6 of IRS bridge rules.
Critical temperature and differential temperature effects shall be determined and applied.
Coefficient of thermal expansion: Steel & concrete = 11.7 x 10-6 per oC as per clause 2.6.2 of
IRS bridge rule.
A temperature variation of +2.5oC to +45oC will be considered for all structures. The range shall be
reduced by 10oC for decks with ballasted track. For expansion calculation for bridge structure the
temperature variation to be considered is as “Mean of [(Max. temperature) and (Min. temperature)]
± 100C” as per clause 215.2 of IRC: 6-2014. The temperature gradient shall be as per IRC-6 code
and analysis for temperature gradient shall be as per method given in V K Raina’s book of “Bridge
Engineering practice” and clause 7.8(5) of IRC:112. EC value for temperature calculation shall be
considered as EC/2.
For Steel bridges the temperature variation shall be considered as 350 as per UIC 774 – 3R.
The shear connectors between the steel/precast PSC girder and the concrete deck will not allow the
concrete to shrink during the process of hardening of fresh concrete. For design purpose a net
shrinkage strain of 0.0003 shall considered.
3.9 DERAILMENT LOAD

Derailment loads for Dedicated Freight Loading are to be considered as per clause2.14 and
Appendix XXIX of IRS Bridge Rules.
3.10 ERECTION LOADS

Stress in members of superstructures of the bridge shall be checked for the proposed conceptual
erection scheme for the particular bridge and in line with clause 2.13 of IRS bridge rule. Composite
girders will be designed for un-propped construction.

3.11 DEFORMATION STRESSES
Deformation stresses for steel and steel composite structures shall be assumed to be less than 16.67
per cent of the dead load and live load stress including impact.
3.12 LOAD DUE TO PLASSER’S QUICK RELAY SYSTEM (PQRS)
Load due to working of Plasser’s Quick Relay System for BG shall be considered for reduced
coefficient of dynamic augment for maximum speed of 20kmph as per appendix-X of IRS Bridge
rule for the most unfavourable position. The load due to auxiliary track shall also be considered
separately.
3.13 FORCES ON PARAPETS

As per clause 2.10 of IRS Bridge Rules, railings or parapets are designed to resist a lateral horizontal
force and vertical force of 1.47 kN/m applied simultaneously at the top of railing or parapet.
3.14 WATER CURRENT FORCES

Forces due to water current shall be considered for any type of the bridge substructure which may be
submerged in running water to withstand the horizontal pressure, as per IRS substructure code
clause 5.9. Where water current forces act in opposite directions to earth pressure forces, it need not
be considered in the design. Velocity of water current shall be based on hydrological calculations.
3.15 HYDRODYNAMIC FORCE:

For submerged portion of the pier, hydrodynamic forces shall be considered as per clause5.12.5 of
IRS substructure code.
3.16 BUOYANCY
Buoyancy forces are considered as per clause 5.10 of IRS Bridge Substructures & Foundation Code
if the water table is present within the levels affecting the design of any structural component.
3.17 WIND LOAD

Wind load for superstructure &substructure design for loaded & unloaded condition shall be as per
clause 2.11 of Bridge rules with reference to IS 875 (part-3). Design wind speed shall be derived as
given below;
Design wind speed = Vz  Vb * k1 * k 2 * k 3
Where, k1 = Probability factor (risk coefficient-IS875, 5.3.1) = 1.07

k 2  Terrain, height and structure size factor (IS875, 5.3.2) = 1.03 (Category-1 class
B)
k 3  Topography factor = 1
Vb  Basic wind speed = 44m/sec

Design wind pressure, Pz  0.6 * Vz 2
Longitudinal wind force on superstructure and live load shall be taken as 25% of transverse wind
force.
Structure shall be considered unloaded when wind pressure at deck level exceeds 150 kg/m 2as per
clause 2.11.2 of IRS bridge rules.
Box structures being buried structures, wind load will not to be considered in the design. However
wind load on rolling stock/ train shall be considered for loaded condition.
3.18 EARTH PRESSURE

Earth pressure behind any retaining structure shall be calculated in general on the basis of clause 5.7
of IRS Bridge Substructure & Foundation Code.
The engineering properties of backfill materials are as per clause 7.5 of IRS Bridge Substructure &
Foundation Code. Dry and saturated condition of the soil will be considered for design.
a) All earth retaining structures, like Abutments, Return walls, Wing Walls shall be
designed for active earth pressure as per IRS substructure code clause 5.7.
b) Minor bridges and minor RUB’s (Box type frame structure without bearing) shall be
designed for earth pressure at rest on both side of wall as active or passive pressure will
not mobilise for which minimum movement of 0.001 times height of earth for loose sand
to 0.04 times height of earth for soft clay for generation of active earth pressure and 0.05
times height of earth for dense soil to 0.01 times the height of earth for loose soil for
generation of passive earth pressure will not occur.
c) It will not be designed for longitudinal forces (LWR – Tractive/ Braking) from rolling
stock as per clause 2.8.2.4.3 (f) of IRS Bridge Rules - 2014.
d) The abutments, return walls, wing walls shall be designed for active earth pressure along
with forces due to LWR condition as described in 3.6(d) above.
e) Earth pressure due to surcharge on account of live load and dead loads shall be
considered as per IRS sub-structure code clause 5.8 (Correction Slip No. 28 dated
26.11.2008).
f) Increase in the earth pressure due to earthquake effect i.e. dynamic effect will be
calculated as per clause 5.12.6 of IRS substructure code.
g) Increment of earth pressure due to seismic effect will not be considered for slab culverts,
box culverts and pipe culverts i.e. for all minor bridges, minor RUB as per clause
5.12.1.1 of IRS substructure code.

While calculating the earth pressure both dry density and submerged density of earth along with
water pressure from outside shall be considered at submerged condition. In case of provision of
weep holes the water pressure will not be considered as the water will be released through weep
holes. Graded filter will be provided behind the wall as per provision of IRS substructure code and
IRC: 78.
As per clause 5.7 of IRS Bridge Substructure and Foundation Code the active earth pressure is
calculated as given below.
Active Earth Pressure (Pa):

pa  0.5 * ka * w * h 2
 = angle of internal friction of back fill soil = 35as per Table 1 clause 5.7.1.8 of IRS
Substructure code
(Backfill material shall be granular as per clause 7.5.1 of IRS Bridge Substructure and
Foundation code & GE: R - 50
 = 1/3  for concrete structures = 12
 = 0 as the face of the wall is vertical.
i = Angle which earth surface makes with the horizontal behind the earth retaining structure.
W = Unit weight of soil = 1.8 T/m3
Ka = Coefficient of static active earth pressure

2
 
 
Ka = cos 2
(   )  1 

cos  . cos(   )  1   sin(    ) sin(   i )
2
0.5

 
 cos(   ). cos(  i ) 
Kp = Co-efficient of Passive Earth Pressure

2
 
 
Kp = cos 2 (   )
 
1
cos  . cos(   )
2  sin(    ) sin(   i ) 0.5 
1    
 cos(    ). cos(  i) 
K0 = Earth Pressure at rest = 1–Sin

3.19 EARTH PRESSURE DUE TO SURCHARGE
As per clause 5.8 of IRS Bridge Substructure and Foundation Code, Earth Pressure due to surcharge
is calculated is given below.
As per Table – 3
S = Surcharge for DFC loading: 16.3 T/m, having a width of uniform distribution 3.0m
V = Surcharge for Dead Load:
Case-1: When depth of the section ‘h’ is less than equal to (L-B)
Case-2: When depth of the section ‘h’ is more than (L-B)
Where,
L = Length of the retaining structure
B = Width of uniform distribution of surcharge load
at formation level; and
h= Depth of the section below formation level.
Case-1: h ≤ (L – B)
The active earth pressure diagrams are as under:
S V
Force due to active earth pressure on abde, P1 = h.ka
( B  h)
h
acting at from section under consideration.
2
Force due to active earth pressure on ‘bcd’=P2
S V 2h
P2 = h 2 .ka acting at from section under consideration.
2 B ( B  h) 3
Case 2: h > (L – B)
P1 = Force due to active earth pressure on “abdefg”
P2 = Force due to active earth pressure on “bcd”
S V h
P1 = h.Ka acting at from section under consideration.
L 2

( S  V )( L  B) 2 Ka   L  B 
P2 = acting at h   3  from section under consideration.
2 BL   
S and V are assumed to act at a height of h/2 from base of the section under consideration.
Surcharge due to live load and dead load may be assumed to extend upto the front face of
the ballast wall.
3.20 EARTH PRESSURE DUE TO SURCHARGE ON RETURN WALLS

The earth pressure due to surcharge on return walls of Box type abutments may be assumed to be
dispersed below the formation level at a slope of one horizontal to one vertical.
The pressure due to live load and dead load surcharge shall be calculated by the formula:
( S  V )h1 xKa
P1 =
( B  2 D)
This pressure will be assumed to be acting at a distance of h1/2 above the section considered
as shown in Fig.
3.21 EARTH PRESSURE DUE TO SURCHARGE ON WING WALLS / RETAINING

WALLS
The wing walls are subject to the sloping surcharge due to the fill. In such cases, ‘h’ should be
measured from the point at the extreme rear of the wall at the base to point on the surcharge line
vertically above the former as shown in Fig and horizontal earth pressure P 2 may be worked as
follows
1
P2 = Wh(h  2h3 ) xK a
2
Where,
h3 = 1/3 Cot  tan  x h
 = Angle of earth surcharge with the horizontal
 = Angle of internal friction of the backfill soil

W = Weight of backfill per cubic meter

Portions of a wing wall which fall within the 450 distribution of surcharge as illustrated in Fig. shall
be designed to carry an additional earth pressure due to surcharge in accordance with the formula
given above.
Where semi empirical methods are used to determine the earth pressure, the effect due to surcharge
shall be computed by the formula given above, considering values of Ka as per clause 5.8.5 of IRS
code bridge substructure & foundation
3.22 SEISMIC FORCES
Seismic forces shall be calculated as per RDSO guidelines on Seismic design of Railway
Bridges2015 and attachment to addendum 2-2 of Contract document.
As per Seismic Zoning map & Appendix – D of RDSO guideline for Seismic design stretch from
Ch 101.558 to Ch 195.265 in Sec. 2 and Ch.1.038 to Ch. 93.00 in sec 3.Lies in ZONE III.
As per clause 4.5 of the aforesaid codein Zone III seismic forces shall be considered in case of
bridges of overall length more than 60mtrs or spans more than 15m.
Hence Major bridges 98, 99, Major RUBs 2, 6, all minor bridges & minor RUBs need not be
designed for seismic forces.
Design horizontal seismic coefficient shall be calculated as per clause7.1 & 7.3 from RDSO
guideline for Seismic design of Railway bridges 2015.
𝒁 𝑰 𝑺𝒂
𝑨𝒉 = × ×
𝟐 𝑹 𝒈
Whereas
Z = 0.16 as per Table 3

I = Importance factor 1.0 for MJBs, MRUBs as per clause 6.2 & Table 4 (Considering
Group D route (which is for heavy traffic & speed of 100km/hr., no passenger traffic) as per
IRPWM and Other bridges as per RDSO guideline on Seismic design – 2015
R = Response reduction factor as per Table – 7, for RCC Pier R = 4 with ductile detailing
and for RCC Abutment R = 3 with ductile detailing
𝑆𝑎
𝑔
= Spectral Acceleration as per Fig 3 based on Time Period
Time period shall be calculated by free vibration analysis of the substructure considering the full
mass of superstructure on top of pier, 80% mass of substructure & appropriate amount of Live load
as mentioned below and foundation with soil spring attached to the foundation below design scour
level, i.e. by soil-structure interaction as per clause 6.6.4.
Seismic Force F is given by clause7.2 & 7.3
F = W m X Ah
No Live Load shall be considered for calculation of seismic weight in longitudinal direction whereas
for transverse & vertical direction 50% of the live load shall be considered without impact factor i.e.
dynamic augment factor as per clause 6.4.2 of RDSO guideline on Seismic design 2015.
Vertical seismic shall be considered only for PSC girder superstructure as per clause 6.8 of RDSO
guideline.
Stopper, hold down devices or seismic reaction block shall not be provided as the entire stretch is
within Zone – III.
Design for Plastic Hinge Zone
As per Clause 6, 7, 8 of Appendix A of Addendum – 2 of Contract document and clause C-6of

RDSO guideline for seismic design of Railway bridges 2015, plastic hinge condition shall be
designed.
Cantilever Piers & abutment bases where plastic hinge can be formed will designed for the shear as
per clause C-7.1 based on over-strength moment capacity as per clause C-6.2.
Ductile detailing
Clause 15 & Appendix C of RDSO guideline for Seismic design of Railway Bridges 2015, ductile
detailing of reinforced concrete members shall be adoptedfor substructures of MJB & MRUB.

3.23 SEISMIC EFFECT ON ACTIVE EARTH PRESSURE & LIVE LOAD SURCHARGE
Earth pressure due to seismic effects shall be calculated on the basis of clause 5.12.6 of IRS bridge
rules.
Horizontal Seismic Coefficient for Seismic Zone III,
o = Horizontal Seismic coefficient in longitudinal / transverse direction

Active Earth Pressure (Pa):= 0.5.Ca.W.h2in kg
As per clause 5.12.6.1 of IRS substructure and foundation code,
Whereas, Ca = Co-efficient of Active Earth Pressure in seismic case,

2
 
 
(1  v) cos 2 (     )  1 
 0.5 
cos  cos  . cos(     )   sin(    ) sin(   i   )
2
 
 1   cos(  i ). cos(     )  
   
As per clause 5.12.6.2 of IRS substructure and foundation code,

Cp = Co-efficient of Passive Earth Pressure in seismic case =
2
 
 
(1  v) cos 2 (     )  1 
  0.5 
cos  cos  . cos(     )   sin(    ) sin(   i   )
2
 
 1   cos(  i ). cos(     )  
   
3.24 HYDRODYNAMIC FORCES
Hydrodynamic forces in major bridges in river shall be calculated as per RDSO standard for Seismic
design 2015.
4.0 LOADS / FORCES FOR DESIGN OF ROBS (IRC LOADING)
4.1. Dead loads
Dead loads and self-weight are worked out based on the unit weight of the materials mentioned in
clause 203 of IRC 6-2014 unless the weights have been determined by actual weighing of samples.
4.2 Superimposed Dead Load
It consists of load due to Kerb, Parapet, Wearing Coat, and footpath slab if any.
4.3.1 Road loads for ROBs
For major road over bridges (ROBs) carrying two lanes of road traffic along with both sides
footpaths, the critical live loads are worked out on the basis of loads listed in IRC 6-2014.

Combinations producing critical effect either of two lanes of class A or one lane of class 70R shall be
used for design. Both combinations – a) one producing max reaction and corresponding transverse
moment and b) the other producing max moment and corresponding reaction shall be checked for
both the designs of superstructure and substructure.
4.3.2 Pedestrian Live Load

Footpath live load for ROBs shall be as per clause 206.1/206.3 of IRC 6-2014 i.e. from 400 to 500
kg/m2 depending on the case may be. Each part of footway shall be capable of carrying a wheel load
of 4 tonnes including impact as per cl 206.4 of IRC 6.
4.4 Impact factor
Impact percentage for IRC loading of class A, class 70R are calculated using clause 208.3 of IRC 6-
14, whereas for class A loadings clause 208.2 / fig 5 shall be used.
4.5 Transverse Forces
Forces due to transverse eccentricity of road loadings shall be considered w.r.t. actual eccentricity
worked out. Centrifugal forces of moving vehicles developed due to curved alignment of the bridge
will be taken into account using clause 212 of IRC 6-2014.
4.6 Longitudinal forces
In all road bridges (ROBs) provision shall be made for longitudinal forces arising from a) Tractive
forces b) braking effect c) Frictional resistance offered to the movement of free bearings due to any
of the external effect such as temperature, shrinkage, creep etc. as per clause 211 of IRC 6-2014.
4.7 Temperature effect
Effect of temperature stresses on road bridges due to both a) the linear expansion/contraction of the
structure and b) the difference in temperature between top surface and other levels through the depth
of the superstructure are based on clause 215 of IRC 6-2014. Temperature range adopted for the said
stretch of WDFCC will be max temp= 450C. and minimum temp = 2.50C Temperature difference
across the bridge deck along the depth will be as shown in the fig 10(a) for concrete bridge decks and
as per fig 10(b) for steel composite decks of IRC 6-2014.
4.8 Erection loads
The effects of erection as per actual loads based on the construction programme shall include the
condition of one span being completed in all respects and the adjacent span not in position. This
will be based on the loads mentioned in the clause no 218 of IRC-6-2014.

4.9 Secondary stresses
Secondary stresses in the RCC decks of road bridges brought into play due to the movement of
supports resulting from causes such as restrictive shrinkage of concrete beams are computed on the
basis of clause 217 of IRC 6-2014. Coefficient of shrinkage for this purpose is taken as 2 x 10-4.
4.10 Seismic forces
Seismic forces for road bridges shall be computed on the basis of clause 219 of IRC 6-2014.by
seismic acceleration coefficient method.
Feq = Ah * W / R
Whereas Ah = Elastic seismic coefficient = ( Z/2 ) * I * (Sa / g)
From the map on fig 11 of IRC 6 the current package P12 of WDFCC stretch falls in zone III .
Z = zone factor = 0.16
I = Importance factor = 1.2 as per table 8 for Important Bridges crossing railway lines.
Sa / g = Average response spectrum coefficient based on clause 219.5 depending on the

founding strata and fundamental period of vibration T of the structure. Time period for the
structure shall be calculated by using soil structure interaction.
R = Response reduction factor as per Table – 9 of IRC: 6 - 2014
Seismic forces due to live load will not be considered when acting in the direction of traffic, but shall
be considered in the direction perpendicular to the traffic as per clause 219.5.2
4.11 Wind loads
Wind loads on ROBs shall be calculated on the basis of clause 209 of IRC 6-2014.Wind speed at
CTP12 stretch is read from fig 6 of IRC 6 and is equal to 44 m/sec. Hourly mean speed of wind Vz
and wind pressure Pz at any ht H can be read from Table 5 .
Transverse wind force FT = Pzx Af X G X Cp where
Af is solid area of exposure
Cp is drag coefficient
4.12 Earth Pressure and Surcharge
Earth pressures on retaining structures shall be in accordance with amendment no 2 to IRC 6-2014
clause 214. Coulumb’s theory shall be adopted with centre of pressure located at 0.42 of the height
of retaining wall.

Active earth pressure Ka for non-cohesive soils will be as per the formula mentioned in clause
214.1.1.1 and passive pressure shall be as per the formula in clause 214.1.1.2 and the pressure
distribution will be as per the figures specified under the clauses. Active and passive earth pressure
for cohesive soils shall be as per clause 214.1.4 of amendment no 2 to IRC 6-2014 clause 214.
All abutments and return walls shall be designed for a live load surcharge equivalent to 1.2m earth
fill and will be as per the clause 214.1.1.3 of amendment no 2 to IRC 6-2014 clause 214.
4.13 Hydrodynamic Forces
As per clause 219.5.4 of IRC 6-2014 in the Hydrodynamic forces and seismic effect on earth
pressure shall be considered in Zone IV and V only. Hence for CTP-12 ROB structures these forces
will not be considered.
5.0 LOAD COMBINATIONS

5.1 Major Bridges and Major RUBs (IRS loading)
5.1.1 LOAD COMBINATIONS FOR SUPERSTRUCTURE
Load combination for superstructure for design of Major Bridges and Major RUB’s (concrete
Bridges) shall be as given below as per clause 11.2 of IRS Concrete Bridge Code.
Combination-1 – DL + SIDL + LL with dynamic augment + LWR force (Tractive or

Braking and temperature forces) + Forces due to curvature &
eccentricity + earth pressure + water current forces and buoyancy
Combination-2a – Combination – 1 + Wind – Railway Live Load – Longitudinal Forces
(LWR – temperature, Tractive & Braking) – Forces due to curvature &
eccentricity
Combination-2b – Combination – 1 + Wind
Combination-2c – Combination – 1 + Wind (relieving effect)
Combination-2d – Combination – 1 + Erection Live Load + Wind – Railway Live Load –
Longitudinal Forces (LWR – temperature, Tractive & Braking)
Combination-2e – Combination – 1 + Seismic forces – Railway Live Load – Longitudinal
Forces (LWR – temperature, Tractive & Braking) – Forces due to
curvature & eccentricity
Combination-2f – Combination – 1 + Seismic Forces
Combination-2g – Combination – 1 + Seismic force (with lower factors for permanent
Load)
Combination-2h – Combination – 1 + Erection Live Load + Seismic Forces – Railway Live
Load – Longitudinal Forces (LWR – temperature, Tractive & Braking)
Combination-3a – Combination – 1 + temperature effects i.e. forces due to restraint at
bearings + Differential temperature effect

Combination-3b – DL + SIDL + Erection case with appropriate erection liveloads which

can operate on any part + Earth Pressure + Water Current & Buoyancy
+ temperature effects i.e. forces due to restraint at bearings + differential
temperature effect
Combination-4 – DL + SIDL + Earth Pressure + Water Current & Buoyancy +
Temperature frictional restraint
Combination-5 – Dead Load + Superimposed Dead Load + Derailment Load
For combined substructure or foundation for both UP & DN track both Tractive and braking effect
with appropriate multiplication factor as per clause 2.8.4 of IRS Bridge Rules 2014 will be
considered along with Temperature effect of both the track while calculating the LWR forces on the
substructure or foundation.
Racking forces shall be considered for design of stringer and cross girders as per clause 2.9.1 of IRS
Bridge rules 2014.
While considering derailment loads tractive / braking shall not be applied.
The appropriate load factors for SLS & ULS condition will be as given as per IRS Concrete bridge
code 2014.
5. 1. 2 LOAD COMBINATIONS FOR SUBSTRUCTURE& FOUNDATION

The load combinations are adopted as per clause5.13 of IRS Bridge substructure and foundation as
defined in the para above except Combination – 5.
5.2 Major ROBs (IRC loading)

For Limit State Design load combination Annexure B of IRC 6-2014 shall be adopted. Partial safety
factors as specified in table 3.1 for equilibrium shall be used.
Load combinations for Railway Over Bridges (ROBs) for both concrete and steel composite girder
bridges shall be as per the combinations Table 1 of IRC 6-2014 for working stress design.
5.3 LIVE LOAD COMBINATIONS FOR BOX TYPE STRUCTURES

The box type structures are subjected to earth pressure, surcharge due to earth-fill, permanent way,
and live load. The soil may be in dry or saturated state.

Dead load, SIDL,

Overburden Soil Load
Earth Earth pressure

pressure
Figure 1 Loads due to Dead loads, Soil Pressure etc.

Box culverts are designed for the following live-load combinations.
1. Train approaching the culvert:
In this condition, the box is subjected to earth pressure on both sides and live load surcharge
from one side. No live load is present on the box.
Live load
Figure 2 Train approaching culvert
2. Train on one side of culvert only:

In this condition the box is subjected to earth pressure from both sides and live load
surcharge from one side. In addition, live load is present on the box.
Live load
Live load
Figure 3 Train on one side of culvert

3. Train on both sides of culvert
In this condition the box is subjected to earth pressure and live load surcharge from both
sides. Live load is present on the box.

Live load
Figure 4 Train on both sides of the culvert

These will be designed for soil with Φ = 350 as per clause 5.7.1.8 of IRS Substructure and
Foundation code – property of granular backfill soil as per clause 7.5.1 of IRS Bridge Substructure
and Foundation code & GE: R – 50.
6.0 LOAD FACTORS:

A) FOR MJBS AND MRUBS (IRS LOADING)
Load factors for design of PSC and RCC structures are as per Table 12 IRS concrete Bridge code
2014. However the load factors for seismic load case shall be as per clause 6.7 of RDSO guideline
for seismic design for railway bridges.
ULS: ultimate limit state of collapse, SLS: serviceability limit state
a) SIDL shall include earth fill over structure, dead load of ballast, track, ballast retainer, precast
footpath, wearing course, hand rails, utility services, kerbs etc.
b) Wind and earthquake loads shall not be assumed to be acting simultaneously.
c) Live load includes dynamic effect, forces due to curvature, longitudinal forces, braking forces
and forces on parapets.
For ready reference the said values are tabulated below:

1 2 3 4 5
LOAD FACTORS FOR ULS LIMIT STATE
a b c d e f g h a b
Dead Load 1.25 1.25 1.25 1.25 1.25 1.25 1.25 0.90 1.00 1.25 1.25 1.25 1.25
Superimposed Dead Load 2.00 2.00 2.00 2.00 2.00 1.50 1.50 0.80 1.20 2.00 2.00 2.00 2.00
Live Load 1.75 1.40 1.40 0.50 1.40
LWR forces (Longitudinal Forces) 1.75 1.40 1.40 0.50 1.40
Erection Live Load 1.30 1.00 1.30
Temperature
(i)Restraint against movement 1.50 1.50
(ii)Frictional restraint 1.50
(iii) differtial effect 1.15 1.15
Earth Pressure 1.70 1.70 1.70 1.70 1.70 1.70 1.70 1.70 1.30 1.70 1.70 1.70
Live Load on footpath 1.50 1.25 1.25 0.50 1.25
Derailment Load 1.00
Water Current Force/
Hydrodynamic 1.40 1.40 1.40 1.40 1.00 1.40 1.40 1.00 1.40 1.40 1.40
Wind
(i)during erection 1.25
(ii)with DL + SIDL only 1.60
(iii)with DL + SIDL + LL 1.25 1.00
Prestress 1.15 1.40 1.40 1.40 1.40 1.40 1.40 1.40 1.00 1.40 1.40 1.40 1.15
Seismic
(i)during erection 0.80
(ii)with DL + SIDL only 1.50 1.50
(iii)with DL + SIDL + LL 1.20
The ULS load factor for creep and shrinkage shall be 1.2 as per clause 11.3.3 of RDSO Concrete
Bridge code.

LOAD FACTORS FOR SLS LIMIT 1 2 3 4 5

STATE a b c d e f g h a b
Dead Load 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Superimposed Dead Load 1.20 1.20 1.20 1.20 1.20 1.20 1.20 1.20 1.20 1.20
Live Load 1.00 1.00 1.00 0.50 1.00
LWR forces (Longitudinal Forces) 1.00 1.00 1.00 0.50 1.00
Erection Live Load 1.00
Temperature
(i)Restraint against movement 1.00 1.00
(ii)Frictional restraint 1.00
(iii) differtial effect 1.00 1.00
Earth Pressure 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Live Load on footpath 1.00 1.00 1.00 0.50 1.00
Derailment Load 1.00
Water Current Forces/
Hydrodynamic 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Wind
(i)during erection
(iii)with DL + SIDL + LL 1.00 1.00
Prestress 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Seismic
(i)during erection
(iii)with DL + SIDL + LL 1.00
The SLS load factor for Creep & Shrinkage shall be 1.0.
There will not be any SLS stress check for Combination 2(d), 2(g), 2 (h) as RDSO guideline for
Seismic design 2015 provides such check only on 2(e), 2(f) only.
B) FOR MROBS (IRC LOADING)
For the RCC design of members of ROBs using limit state method, different combinations of load as
mentioned in Annexure B to clause 202.3 of IRC 6-2014 will be used along with the appropriate
partial safety factors as mentioned in the annexure.
7.0 METHODS OF ANALYSIS
7.1 METHOD OF ANALYSIS FOR MAJOR BRIDGES & MAJOR RUBS

7.1.1 Superstructure for Major Bridges
Non-Skew box girder/ T Beam bridges: - All box girder having non-skew spans shall be analyzed
as simply supported line beam using the EUDL for DFCC loading as per Appendix XXVI as per
clause 2.3.1 (4) (b) of IRS Bridge rules. However for bridges having T beam type superstructure
grillage analysis shall be carried out.

Skew span of Box girder or T-beam bridges: - Grillage analysis shall be done for skew angles more
than 150 for major Bridges as per book “Grillage Analogy in Bridge Deck Analysis” by CS Surana &
R Agrawal and “Concrete Box Girder Bridges” by Schlaich published by IABSE.
Transverse analysis shall be carried out on PSC Box / I girder structure to ascertain the flexure and
shear in transverse direction along with the deck.
The loadings for analysis for the superstructure shall be as per IRS Bridge Rules and as illustrated
under clause 3.0 above.
Linear Elastic grillage / transverse analysis shall be done using software such as STAADPro
LWR analysis shall be carried out using LUSAS or using charts as per UIC 776-R.
7.1.2 Substructure
Pier shall be a cantilever single / multiple column structure in both Longitudinal & Transverse
direction fixed at the top of open raft foundation or pile cap. For multiple columns piers shall be
analysed as frame structure in transverse direction. Pier cap shall be analysed as either cantilever or
corbel or frame beam as per the case. All loading shall be considered from IRS Bridge rules and as
illustrated under clause 3.0 above.
Abutment shall be a cantilever ‘U’ type structure fixed at the top of open raft foundation or pile cap.
Abutment cap shall be analysed as either cantilever or corbel as per the case. All loading shall be
considered from IRS Bridge rules and as illustrated under clause 3.0 above
7.1.3 Foundation
Open foundation / pile foundation shall be analysed for the worst of the load combinations as
specified in IRS substructure and foundation code. Permissible base pressures and factors of safety
for stability will be as specified in clause 6.7 and 6.8 of IRS substructure and foundation code.
Stability of open foundation shall be checked as per clause 6.8.1 of IRS substructure code. For
foundation resting on soils the sizing of open foundation shall be made in such a way that the
combination of vertical load and bending moment at founding level due to eccentricity of vertical
load and horizontal load will not cause any uplift bearing pressure over the area of the foundation.
For foundation resting on rocks, the size of foundation shall be such that, the resultant of forces at
the base of foundation shall not fall outside the middle half and maximum pressure calculated on
reduced area of contact shall not exceed allowable bearing capacity.
The load distribution to each pile in a group shall be determined by rivet theory. The bending
moment due to lateral load in pile shall be calculated through model analysis considering soil spring

around pile. Soil spring in major bridges over river shall be considered below design scour and for
major RUB, RFO, ROB from the cut off level.
7.1a METHOD OF ANALYSIS FOR ROBs

7.1a.1 Superstructure for ROBs
Grillage analysis shall be done analysis of ROB superstructures of RCC/PSC I girders or steel
composite girder superstructures as per book “Grillage Analogy in Bridge Deck Analysis” by CS
Surana& R Agrawal and “Concrete Box Girder Bridges” by Schlaich published by IABSE.
Transverse analysis shall be carried out on PSC I girder or composite steel girder superstructure to
ascertain the flexure and shear in transverse direction along with the deck.
The loadings for analysis for the superstructure shall be as per IRC 6 2014 and as illustrated under
clause 4.0 above.
Linear Elastic grillage / transverse analysis shall be done using software such as STAADPro.
7.1a.2 Substructure
Pier shall be a cantilever single column structure in both Longitudinal & Transverse direction fixed
at the top of open raft foundation or pile cap. Pier cap shall be analysed as either cantilever or corbel
or frame beam as per the case. All loading shall be considered from IRC 6 2014 and as illustrated
under clause 4.0 above.
Abutment shall be a generally pier abutments with RE walls behind resisting the earth pressure from
embankments All loading shall be considered from IRC 6 2014 and as illustrated under clause 4.0
above.
7.1a.3 Foundation
Open foundation / pile foundation shall be analysed for the worst of the load combinations as
specified in clause 706.1 of IRC 78 2014 code. Permissible base pressures and factors of safety for
stability will be as specified in clause 706.3 of IRC 78 2014 code. Pile cap shall be designed using
beam theory without considering the spring stiffness of soil below it.
For open foundation in soil, no tension shall be permitted under any combination of loads.
However, in case of rock, the permitted tension and bearing capacity shall be calculated as per
Clause 706.3.3.2 of IRC 78.

7.2 METHOD OF ANALYSIS FOR MINOR RUB & MINOR BRIDGES (RCC BOX TYPE
STRUCTURE)
7.2.1 Non-Skew type
Analysis shall be carried out by linear elastic method. STAAD Pro. Single frame model of unit
width shall be adopted for computing bending moments and shear forces. The base slab of the box
bridge will be considered as resting on elastic soil spring. This will be accounted in Staad Pro
model by providing soil spring supports at suitable interval.
Refer Clause 16.11.6 & (2) VIII of volume-II of Contract document for calculation of spring
constant.
The subgrade reaction as per data provided in the aforesaid clause shall work out to be 4000kN/m3
for soft soil to be considered where the SPT value is within 10 for stiff / hard soil the same shall be
40000kN/m3 for the soil having SPT value more than 30. For intermediate values of SPT the
subgrade reaction shall be calculated interpolating between the above mentioned values.
For unit width of slab, Soil spring constant = modulus of subgrade reaction x spacing of springs.
Generally box bridge base slab, being at shallow depth, will be placed on moderate granular soil or
on firm clayey strata.
Slab, box & pipe culverts need not be designed for seismic forces as per Clause 2.12.5.1 of Bridge
rules 2014 & 5.12.1.1 of Substructure code.
7.2.2 Skew Type Bridges
The sketch below illustrates the true structural behaviour of a skew box bridge. From the sketch it is
seen that skew box bridges can be safely designed using the single frame model of unit width
spanning normal to the walls and making a simplifying assumption that the live load move normal
to the alignment of the stream / culvert for skew up to 15 degrees.

OF BRIDGE/NALLA
WIDTH OF SLAB CONSIDERED
AS EFFECTIVE FOR ANALYSIS=
WIDTH OF EFFECTIVE LOADED
AREA UNDER LIVE LOAD/SIDL
EFFECTIVE LOADED AREA

UNDER LIVE LOAD/SIDL AFTER
DISPERSION
OF TRACK
A
R CT
ES U
IT AL
IN W
G
LL IDT
/S H
13500
ID OF
L
EF SL
FE AB
C
T
OF TRACK
G
IN
A ND
SL BE
B
O OF
E
F
N
A
PL
PLAN SHOWING SKEW BRIDGE
In case of skew spans more than 150 analysis shall be carried out considering3D grillage model as
per the provisions in the book “Grillage Analogy in Bridge Deck Analysis” by CS Surana& R
Agrawal and “Concrete Box Girder Bridges” by Schlaich published by IABSE.
8.0 INTERFACING OF PROPOSED BOX TYPE BRIDGE WITH EXISTING BRIDGE
Sketches shown below illustrate proposed interfacing of proposed bridge on DFC tracks with bridges
on existing IR track.

Section D-D
9.0 DESIGN APPROACH FOR MAJOR BRIDGES / MAJOR RUB
9.1 MAJORBRIDGES AND MAJOR RUB’S

9.1.1 Design of RCC Elements for superstructure
The RCC/PSC design shall be as per IRS concrete Bridge code. RCC design shall be done based on
Limit state Method as per IRS Concrete Bridge Code clause no. 15.4.2.1 (b) and figure 4A& 4B
using parabolic stress distribution curve for concrete with appropriate ULS load factors. The section

thus designed shall be checked for crack width and deflections for serviceability limit state Load
combination -1 only.
Design of shear and torsion shall be carried out as per clause 15.4.3, 15.4.4 of IRS concrete Bridge
Code 2014. Shear design for slabs shall be carried out as per clause 15.5.4. Detailing, spacing and
minimum requirement of reinforcement shall be followed as per clause 15.9.3, 15.9.4, 15.9.5, 15.9.6,
15.9.7, 15.9.8, 16.4.4.4.
As per attachment to addendum 2-2 of contract document ductile detailing of reinforced concrete
members given in Appendix A shall be applicable to substructures.
9.1.2 Design of PSC Elements for superstructure

PSC design shall be as per IRS concrete Bridge code. Serviceability Limit State (SLS) stress check by
working stress method for PSC girders with appropriate load factors shall be in accordance with
clause 10.2, 16.4.2 of IRS concrete Bridge Code. Allowable stress for SLS check shall be as per table
23 and 24 of IRS Concrete Bridge Code 2014.
Friction and slip losses of post-tensioned multi-strand cables shall be calculated as per correction slip
no. 13 of IRS concrete Bridge Code. Elastic shortening shall be calculated as per clause no 5.2.2.
Long term losses (creep, shrinkage & relaxation) shall be calculated as per clause no. 5.2.3, 5.2.4
and 16.8.2 of IRS concrete Bridge Code. Ultimate limit state flexural and shear checks shall also be
carried out for PSC members as clause no. 16.4.3, 16.4.4.2 and 16.4.4.3 of IRS concrete Bridge
code. Minimum dimensions of each element shall be clause 16.9.6 of IRS concrete Bridge Code
2014.
9.1.3 Bearings
POT/ POT-PTFE and elastomeric bearing shall be designed in accordance with IRC-83 (Part-3)
and IRC-83 (Part-2) respectively in absence of any IRS guideline. However the spherical bearing
shall be designed as per RDSO guideline on the same.
9.1.4 Pier and Abutment
RCC Pier and abutment shall be designed by Limit State method using stress distribution curve as
per clause 15.4.2.1 (b) and figure 4A& 4B. These elements shall be designed as per clause 15.6 of
IRS concrete Bridge code with consideration of flexure due to slenderness and biaxial moment.
As per attachment to addendum 2-2 of contract document ductile detailing of reinforced concrete
members given in Appendix A shall be applicable to substructures.

9.1.5 Durability and ductility measures for PSC and RCC elements
Structures within the following chainage shall be designed for the exposure condition as described
below:
SL NO. SECTION CHAINAGE EXPOSURE CONDITION
A 2 Ch. 101 to 104 Severe
Ch. 151 to 178 Severe
3 Ch. 20 to 40 Severe
B 2 Ch. 104 to 151 Moderate
Ch. 178 to 195 Moderate
3 Ch. 1 to 20 Moderate
Ch. 40 to 93 Moderate
Clear cover shall be maintained as per Clause no 15.9.2of IRS Concrete Bridge Code 2014 based on
exposure condition mentioned above. However clear cover for the inner face of the box type bridges
not in contact with earth shall be provided considering moderate exposure for the entire stretch of
CTP-12.
(Table for Clear cover to be inserted here)

Crack width shall be maintained as follows as per Correction Slip no 1 to Concrete bridge Code
2014.
For moderate exposure – 0.25 mm & for Severe exposure – 0.20 mm.
Durability issues shall be followed as per clause 5.4, 10.4.3, 15.2.2,16.2.2 and Appendix – A of IRS
concrete Bridge code 2014.
Protective coatings for reinforcement shall be as per clause 7.1.5 of IRS Concrete Bridge Code 2014.
Design life for the bridges shall be based on exposure condition as per clause 15.1.3 of IRS Concrete
Bridge Code 2014.

9.2 ROBs
The design of PSC superstructures will be done by using IRC 112-2011 code of practice for concrete
road bridges clause A4.8. Permissible stresses in concrete at various stages will be as per clause
A4.8.3 of IRC 112-2011.
The design of RCC substructure such as pier and pier-cap are done in limit state method using
clauses mentioned in sec 8 of IRC 112-2011.
Open foundations are also designed in limit state method using clauses mentioned section 10 of IRC
112-2011.
9.3 MINOR BRIDGES AND MINOR RUBS
The design of RCC elements is as per Limit State Method for strength calculations. Support sections
will be designed for bending moment at face of support. Shear at one effective depth away from face
of support will be considered for shear design.
Equations under clause 15.4.2 of IRS concrete bridge code will be used for design and the stress
block for concrete shall be as per figure 4A.
Shear design shall be done as per clause 15.5.4, 15.4.3, 16.4.4.4 of IRS concrete bridge code 2014.
Calculation of crack width and deflection will be done for Serviceability Limit State Combination –
1 and as per 10.2.1(a) of IRS Concrete bridge code.
10.0 MATERIALS
10.1 REINFORCEMENT (UNTENSIONED STEEL, HYSD)
Thermo-mechanically treated (TMT) reinforcement bars of grade Fe 500 or Fe 415conforming to IS:

1786 and as specified in cl 4.5 of IRS concrete bridge code.
Young’s Modulus: Es=200,000 MPa
Yield Stress: fy = 500 MPa / 415 MPa
10.2 MINIMUM GRADE OF CONCRETE
Grade of concrete shall be as IRS Concrete Bridge Code2014 clause No.5.4.4. The minimum grades
of concrete shall be adopted as given below.
M30 for RCC structures in MJB’s, RUBs and ROBs
M40 for PSC in superstructure and wearing coat

M30 for RCC box structure
M20 for Mass concrete
M15 for PCC mud mat / levelling course
10.3 HIGH TENSION STEEL (TENSIONED STEEL, HTS)
Uncoated stress relieved low relaxation strands conforming to IS 14268: 1995 are proposed. Loss of
pre-stress shall be considered as per clause 16.8.2 of IRS Concrete Bridge Code. Anchorage set-in
shall be 6mm (Post Tensioning) at stressing end.
E=195,000 MPa
Sheathing shall be corrugated High Density poly Urethane (HDPE) Duct with
Friction (wobble) - 0.0020
Friction (curvature) - 0.17
Emergency (Dummy) strands – 4% of strands
Provision for future prestress- 15% of strands (Only Holes in diaphragms)
11.0 PERMISSIBLE INCREASE IN STRESS VALUES
MJBs and MRUBs
Permissible increase in allowable stresses for substructure and foundations shall be as per clause 5.15
of IRS Bridge substructures and foundations code as given below, while checking the stresses in SLS
for load combination 1 to 4.
Permissible increase in
Sr No Combinations
stress
1 Wind 33.33%
2 Seismic 33.33%
3 Erection / temporary/ accidental conditions 40.00%
12.0 APPROACH TRANSITION

Approach transition shall be provided for major bridges with superstructure resting on pier/
abutment only as per clause 16.9.3 (m), Volume – II Employer’s requirement (Design). Transition
system shall be provided generally as per GE-R-50 sketch no. GT/SK/GL/0238/Rev 0/ 2002. It
consists of 1000mm thick dry lean concrete for a length of 4m followed by well graded gravel
(20/80) of thickness 600 mm and 400 mm for length of 3m each below ballast.

Approach slab for ROB shall be as per MoRTH circular.
13.0 STRUCTURAL DESIGN OF FOUNDATION
13.1 DESIGN OF PILE FOUNDATION
Piles shall be bored cast-in-situ piles. Geotechnical capacity of Pile foundation shall be as per IRS /
IRC guidelines. The horizontal capacity shall be determined by limiting the deflection at scour level
to 1.0% of pile diameter for combination-1. Minimum spacing of piles embedded in soil shall be 3
times diameter of pile for friction piles and 2.5 times diameter of pile for end bearing piles. The pile
cap will be placed 500mm below bed level or at LWL whichever is higher and generally be kept
uniform for a bridge. Pile cap of depth equal to 1.5 times the pile diameter shall be considered as
rigid pile cap and force distribution as per rivet theory at the bottom of pile cap shall be done. Portal
effect shall not be considered for buried piles. Pile cap shall be designed using beam theory without
considering the spring stiffness of soil below it.
The pile shall be designed for both axial compression and bending moment due to horizontal load.
13.1.1 Modulus of Subgrade Reactions
For Pile foundation –
a) Shall be as per "Pile foundation analysis and design" by Poulos and Davis (Page No. 174)
ks = 0.65 12 Es  d  
4
Es
 
d Ep  Ip  1  s 2 
Where,
d = diameter of pile; s = Poisson’s Ratio; Es = Modulus of Elasticity of soil
Ep Ip = Modulus of Elasticity & Moment of Inertia of pile
OR
b) Shall be as per Annexure - C of IS: 2911(1/2)-2010 code.
For Shallow foundation – Shall be as per Contract clause 16.11.6 (2) VIII of Volume II.
13.2 SAFE BEARING CAPACITY

Safe bearing capacity below RCC box type / open foundation type structures shall as per soil
investigation report recommendations.

14.0 HYDRAULICS FOR BRDIGES OVER RIVER
14.1 ESTIMATION OF MAXIMUM DESIGN DISCHARGE

Hydrological investigations and design discharge will be done as per clause 4.0 of IRS code of
practice for design of sub-structures and foundations of bridges. Every effort will be made to
collect stream flow records of existing IR bridges. In case, such records are available, the design
discharge and HFL will be worked out from the data so available. During site inventory enquiries
will be made among local people regarding past flood HFLs.
a) By Unit Hydrograph Method

The maximum design discharge for all major bridges will be estimated by unit hydrograph method
as per Technical Monograph no 50 of RDSO and clause 4 of IRS substructure code.. However for
bridges having catchment area less than 25 Sq.km. the design discharge shall be estimated as per
Chapter – 6 of Technical Monograph no 50. As Bridges of Package 12 falls under lower Narmada
&Tapi subzone 3(b) and West Coast Region subzone 5(a) & 5 (b) of Flood estimation report of
Central Water Commission (CWC) the hydrograph and rainfall data of these report shall be used for
estimating the discharge.
b) By Open channel flow (Manning’s formula) method
14.1.1 Large Catchments.
In case of major bridges, where the catchment area is more than 25 Sq.km, the discharge will also be
worked out using synthetic unit hydrograph method as per clause 4.3.4 of the IRS Bridge structure
and foundation code. For this purpose methodology given in flood estimation report no.
K&M/19/1992 of central water commission for west coast region, that is subzone 5(a), will be
referred. As per this report, the established relationships are as below.
Catchment area calculations, details of the course of the main river and its tributaries, longitudinal
slope of the main stream and average land slope etc. will be obtained by demarcating the water shed
boundary on survey of India topo-sheets.
Catchment area of proposed location = A Sq.km.

Equivalent stream slope, S = [ Li x {D(i-1)+D(i)}] / L2;
Where, Li = Length of the ith river segment.
Di = Level between the ith river segment upstream end and proposed location.
L = Total length of the river.

The following are the synthetic unit hydrograph parameters
Peak discharge of unit hydrograph per sq.km, qp = 0.9178(L /S)-0.4313

Time to peak discharge of unit hydrograph, tp = 1.5607/(qp)-1.0814
Peak discharge of synthetic unit hydrograph, Qp = qp x A
Time upto peak of synthetic unit hydrograph, Tm = tp + 0.5
Width of SUH, measured at 50% of Qp ; W50 = 1.9251 (qp) -1.0896
Width of SUH, measured at 75% of Qp ; W75 = 1.0189 (qp) -1.0443
Width of rising limb of SUH, measured at 50% of Qp;WR50 = 0.5788 (qp) -1.1072
Width of rising limb of SUH, measured at 75% of Qp;WR75 = 0.3469 (qp) -1.0538
Base width of SUH, TB = 7.3801x(tp) 0.7343 (Round of to nearest hr or max 24hr)
Design storm duration, TD = 1.1tp rounded off to the next highest hour and limited to TB.
The ordinates of SUH at unit duration interval (ie, tr = 1hr) are ploted, based on SUH parameters
estimated above, such that sum of these ordinates = A / 0.36, This will give the synthetic unit
hydrograph for the selected location.
100 year 24 hour point rainfall for the selected site is as per plate 11 of CWC Report No.
K&M/19/1992. 100 year TD hour point rainfall for the selected site = 24 hour point rainfall
multiplied by coefficient as per fig. 10 of CWC Report. Areal rainfall = Point rainfall multiplied by
coefficient as per fig. 11 of CWC Report. The 100 year areal rainfall will be critically distributed at
unit duration interval, using the distribution coefficients given in fig.12 of CWC report. Unit
duration rainfall excess units are calculated by loss rate given in annexure 3.5 of CWC report.
For estimation of peak discharge, effective rainfall units obtained above are to be re-arranged against
unit hydrograph ordinates, such that, maximum effective rainfall units is placed against maximum
unit hydrograph ordinate, next lower value of effective rainfall unit against next lower UG ordinate
and so on. The unit hydrograph ordinates are then multiplied with the corresponding effective
rainfall units and summed up. The base flow is added to this summation so as to obtain the Design
flood discharge at the selected location.
In case any river course extends to lower Narmada & Tapi subzone 3(b) the catchment area will be
subdivided into two parts, that is catchment area part belonging to subzone 3(b) and catchment area
part belonging to subzone 5(a). Discharge from the two catchment area parts will be calculated
separately and clubbed together.

14.1.2 Small Catchments
For small catchments, discharge will also be calculated using the improved rational formula
given in RDSO report no. RBF-16 titled as "Flood Estimation Methods for Catchments Less
Than 25 Km2 in Area".
Q50 = 0.278CI50A
Where,
Q50 - 50-year return peak flood (m3/sec)

A - Catchment area of river at bridge site in sq.km.
C - Coeficient of run off for the type of catchment.
I50 - Intensity of rainfall in mm/hour for tc duration, where, tc = time of concentration.
Time of concentration, tc = [L3/H]0.345 hour; where

L = Length of longest stream (kM)
H = Level diff between source of longest stream and bridge location (M)
Coeficient of run off, C = 0.332 (R. F)0.2 for coastal areas; where
R = 50 year 24 hr. point rainfall from isopluvial map of Konkan Coast Subzone-5(a)
given RBF-16
F = Areal reduction factor, tabulated in RBF-16 as reproduced below
Sr. Time of concentration (Hr.)

C.A. (km2)
No. < 0.5 0.5 - 1.0 > 1.0
1 Upto 2.5 0.72 0.81 0.88
2 2.5 - 5.0 0.71 0.80 0.87
3 5.0 - 13.0 0.70 0.79 0.86
4 13.0 - 25.0 0.68 0.78 0.85
14.2 HIGH FLOOD LEVEL & CALCULATION OF SCOUR DEPTH
HFL - to be obtained from open channel theory from estimated discharge
Affluxes HFL shall then be calculated by Moleswoth method as per clause 4.7.1 of IRS substructure
code.

1
𝑄 3
Normal scour level = D = 0.473 × ( 𝑓𝑓) for waterway not less than the regime width required as per
clause 4.5.3 of IRS substructure code
1
𝑄𝑓 2 3
Normal scour level = D = 1.338 × ( ) for waterway less than the regime width required i.e.
𝑓
constricted waterway as per clause 4.5.3 of IRS substructure code
Of – discharge in m3/sec
f – Lacey’s silt factor = 1.76 √(dm) for alluvial / silty / sandy soil
fact – Clay factor = F (1 + √c) for clayey soil where c is the cohesion in kg/cm2
F – 1.5 for  ≥ 10o < 15o
– 1.75 for ≥ 5o < 10o
– 2.0 for < 5o
dm – weighted mean diameter of the bed material in mm. Weighted mean diameter to be calculated
for particle size distribution of all soil samples of all depths and all bore logs of a particular bridge
and weighed mean of thus calculated mean diameter will be considered.as per Appendix – 2 of IRC:
5 - 1998
As per clause 4.6.6 of IRS substructure code
Design scour depth for design of foundation for abutment – 1.25 dsm from HFL
Design scour depth for design of foundation for pier – 2 dsm from HFL
For minor bridges in case of bridge on IR track is either pipe or box culvert type, no
hydrological/hydraulic calculation (discharge, HFL) shall be carried out for the box type bridge on
DFCC track parallel to IR track as the size of the bridge box shall generally be corresponding to that
provided in IR track. However the calculation for normal scour shall be carried out and protection
system required if any will be designed and provided.
In case minor bridges on IR track is slab type and in case of detour the hydraulic calculations for
those minor bridges as per the method mentioned above shall be carried out.
15.0 DESIGN CRITERIA FOR FOOT OVER BRIDGES (FOB)
FOBs are of steel construction with RCC precast slab walkway & RCC foundation. The stair shall
be of steel construction with RCC steps. The roof shall be covered with CGI sheet of 24 gauge.

15.1 LOADING
The live load on the FOB shall be calculated as per clause 2.3.2 of IRS Bridge rules 2014
along with dead load.
Wind load shall be calculated as per IS: 875 (Part – 3) as provided in para 3.17 above.
The load combination for which the FOB shall be shall be designed are as follows:
DL+LL
DL + WL
DL + LL + WL
15.2 ANALYSIS & DESIGN
FOBs are steel framed braced structure and will be analysed as 3D frame using STAAD Pro.
The load considered shall be dead load, Live load and Wind load. The design shall be
carried out as per provisions of IRS steel bridge code.
16.0 DURABILITY, INSPECTABILITY AND MAINTAINABILITY
The structural design and composition of construction materials shall ensure sufficient durability,
considering the structural details of which they form part as well as the effects of the environment to
which they may be exposed. Bridge components such as bearings, expansion joints and items of
equipment shall be designed such that they are easy to be replaced. Provision shall be made to
ensure easy access and adequate level of safety during inspection and maintenance operations.
All parts of the structure shall either be accessible for inspection or completely closed.
The design shall be made so that the required inspection and maintenance of the structure is kept to
minimum and that the effect of maintenance on the operation of the bridge is minimized.
Gangways/footpaths are provided for full length at rail track level for inspection of track etc.,
Inspection platform will be provided at the piers for inspection of bearings. Suitable access will be
provided to the top of pier caps at selected locations.
17.0 LIST OF DESIGN CODES AND STANDARDS
The following codes will generally be applicable for design, materials, fabrication and erection,
except in cases where special mention is made in this report.

17.1 Indian Railway Standard Codes and Specifications (IRS)
1. Indian Railway Bridge Rules (2014), rules specifying the loads for Design of
Superstructure and substructure of Bridge and for Assessment of the strength of existing
bridge.
2. Indian Railway Code of Practice of Plain/Reinforced and Prestressed concrete for

general/bridge construction (Concrete Bridge Code) 2014.
3. IRS: Specification for Steel Bridge code Revised 1962 (including all Correction Slips up
to date) (referred to as the steel bridge code)
4. IRS: Welded Bridge Code for steel bridge girders (Revised 2001)
5. Indian Railway Standard (IRS) Bridge substructure and foundations code-code of

practice for the design of the substructure and foundation of Bridges (referred to as
“Substructure Code”) – with up to date Correction Slip no. 22(including all Correction
Slips up to date).
6. Indian railway standard Well and Pile foundation, manual on the design and
construction of well and pile foundations (1985) including all A & C slips.
7. Indian Railways Schedule of Dimensions for Broad Gauge.
8. Indian Railways Bridge Manual 1998
9. Indian Railway standard, Specification for fabrication and erection of Steel girder
bridges and locomotive turn-tables (Fabrication specifications) Sr. No: B1-2001.
10. UIC code Track/Bridge interaction recommendations for calculations.
11. RDSO guidelines on spherical bearing.
12 Standard Schedule of Dimensions (BG) for Eastern and Western Dedicated Freight
Corridors for Indian Railway.
13. IRS Permanent way Manual.
14. RDSO guideline on Seismic design of Railway Bridges 2015
15. CWC flood estimation report no. K&M/19/1992 for subzone 5(a)
16. RDSO report no. RBF-16 titled as "Flood Estimation Methods for Catchments Less
Than 25 Km2 in Area".

17.2 Indian Standard Codes and Specifications (IS)
1. IS 456: Code of practice for plain and reinforced concrete
2. IS 2950: Code of practice for design and construction of raft foundations
3. IS 2911: Code of practice for design and construction of pile foundations (all parts)
4. IS 6403: Code of practice for determination of bearing capacity of shallow foundations
5. IS SP-16: Design aids for reinforced concrete.
6. IS 1343: Code of practice for Prestressed concrete.
7. IS 2062: Hot rolled medium and high tensile structural steel - Specification
8. IS 1888: Method of test on soil
9. IS 8009: Code of practice for calculation of settlement of foundation
10. IS 10379: Code of practice for field control of moisture and compaction of soils for
embankment and subgrade
11. IS 12070: Code of Practice for Design and Construction of Shallow Foundations on
Rocks
12. IS 14268: Uncoated stress relieved low relaxation seven-ply strand for prestressed
concrete - Specification
17.3 Indian Roads Congress codes and Specifications (IRC)
1. IRC: 5 Standard specifications and code of practice for road bridges Section-I-General
features of design.
2. IRC: 6 Standard specifications and code of practice for road bridges Section-II- Loads
and stresses.
3. IRC: 112:2011 Code of practice for concrete road bridges.
4. IRC: 22-1986 (First Revision) with Amendments (March 2003): ): Standard

Specifications and Code of Practice for Road Bridges – Section-VI -Composite
Construction
5. IRC: 24 Standard specifications and code of practice for road bridges Section-V- Steel
road bridges.

6. IRC: 78 Standard specifications and code of practice for road bridges Section-VII-
Foundations and substructure.
7. IRC: 83 (All parts) Standard specifications and code of practice for road bridges
(Bearings-All parts)
8. IRC: 87 Design and erection of false work for road bridges.
9. IRC: SP -13: Guidelines for the design of small bridges & culverts.
10. Specification for roads and bridge works issued by MORTH.
Notes:
(a) Where there is no provision of specifications in IRS, IRC / IS codes shall be followed in
the same order.
(b) For items not covered in IRS/IRC/IS specifications, Euro codes may be followed.
(c) Following shall be the structure wise priority of codes.
(i) Railway Bridges -IRS
(ii) ROB & Road bridges – IRC
(iii) Buildings - IS

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INCEPTION REPORT Design Manual - Bridges

DESIGN MANUAL – BRIDGES

EXPRESS FREIGHT CONSORTIUM

1.0 PURPOSE OF DESIGN MANUAL

2.0 DESCRIPTION OF STRUCTURAL SYSTEMS–

 ROB – Road bridges going over railways.

General description of the structures of above categories is as follows.

2.1.1 Major Bridges (MJBs) &Major Road Under Bridges (MRUBs)

EXPRESS FREIGHT CONSORTIUM

(a) Crossing NH-5.5m

2.1.2 Major Road Over Bridges (MROBs)

EXPRESS FREIGHT CONSORTIUM

2.1.3 Minor Bridges (Minor RUB’s)

2.1.4 Minor Bridges (Minor MNB’s)

2.1.5 EXPANSION JOINT

EXPRESS FREIGHT CONSORTIUM

2.3.1.1 Piers for road over bridges

EXPRESS FREIGHT CONSORTIUM

2.3.2 Abutments for major bridges and road under bridges.

2.3.2.1 Abutments for major road over bridges

EXPRESS FREIGHT CONSORTIUM

3.1 DEAD LOADS

Plain Concrete 25kN/m3

Reinforced Cement Concrete (RCC) 25 kN/m3

Prestressed concrete 25 kN/m3

Structural steel 78.5 kN/m3

Ballast 15.7 kN/m3

Rail with fixtures (78.86 cm2 X 0.785) (clause

PSC sleeper (for Ballasted track) 310 Kg/sleeper

Sleeper density 1660 per km

3.2 Superimposed Dead Loads

a) For Major Bridges & Major RUBs

EXPRESS FREIGHT CONSORTIUM

a) Wearing coat: (53 mm thk.) = 0.053 x 4.5 x 23 (KN/m3) = 5.485 KN/m

a) Wearing coat: (53 mm thk.) = 0.053 x 4.5 x 23 (KN/m3) = 5.485 KN/m

b) For Minor Bridges & Minor RUBs (Box type bridges)

a) Wearing coat: (53 mm thk.) = 0.053 x 4.5 x 23 (KN/m3) = 5.485 KN/m

EXPRESS FREIGHT CONSORTIUM

3.3 LIVE LOADS (ROLLING STOCK, ROADWAYS AND PEDESTRIANS)

EXPRESS FREIGHT CONSORTIUM

3.3.2 Pedestrian Live Load for MJBs and MRUBs

13.3  400 / L17  w/1.4kg/m 2

W = width of foot-way in meter

3.4 DYNAMIC AUGMENTATION

EXPRESS FREIGHT CONSORTIUM

3.5 TRANSVERSE FORCES

a) Live load running at maximum speed

b) Live load standing with half CDA.

3.5.2 Racking Forces

3.6 LONGITUDINAL FORCES

(a) Tractive force of the driving wheels of locomotives

EXPRESS FREIGHT CONSORTIUM

(c) Resistance to movement of the bearings due change in temperature or deformation of

Fixed Free Fixed Free Fixed Free

EXPRESS FREIGHT CONSORTIUM

3.7 FRICTIONAL RESISTANCE AND SHEAR RATING OF BEARINGS

3.8 TEMPERATURE EFFECT AND SHRINKAGE

Temperature loading is calculated as per clause 2.6 of IRS bridge rules.

3.9 DERAILMENT LOAD

3.10 ERECTION LOADS

EXPRESS FREIGHT CONSORTIUM

3.11 DEFORMATION STRESSES

3.12 LOAD DUE TO PLASSER’S QUICK RELAY SYSTEM (PQRS)