IRC:6-2017

STANDARD SPECIFICATIONS
AND CODE OF PRACTICE
FOR ROAD BRIDGES

SECTION : II
LOADS AND LOAD COMBINATIONS
(SEVENTH REVISION)
(incorporating all amendments published upto October, 2019)
(The Official amendments to this document would be
published by the IRC in its periodical, ‘Indian Highways’
which shall be considered as effective and as part of the
code/guidelines/manual, etc. from the date specified therein)

INDIAN ROADS CONGRESS

2017
 IRC: 6-2017

STANDARD SPECIFICATIONS AND

CODE OF PRACTICE FOR
ROAD BRIDGES

SECTION: II
LOADS AND LOAD COMBINATIONS
(SEVENTH REVISION)
(Incorporating all amendments published upto October, 2019)

Published by
Indian Roads Congress
Kama Koti Marg, Sector-6,
R.K. Puram New Delhi-110022
MARCH, 2017

Price ` 1000/-
(Plus Packing and postage charges)
IRC: 6-2017
First Published : December, 1958
Reprinted : May, 1962
Reprinted : September, 1963
Second Revision : October, 1964
Third Revision : Metric Units: October, 1966
Reprinted : October, 1967
Reprinted : November, 1969
Reprinted : March, 1972 (Incorporates Amendment No. 1-Nov. 1971)
Reprinted : February, 1974 (Incorporates Amendment No. 2-Nov. 1972)
Reprinted : August, 1974 (Incorporates Amendment No. 3-April. 1974 and No. 4-
August 1974)
Reprinted : July, 1977 (Incorporates Amendment No.5-October, 1976)
Reprinted : September, 1981 (Incorporates the changes as given in detail in the
last two sub-paras of introduction at page 3)
Reprinted : November, 1985
Reprinted : September, 1990
Reprinted : January, 1994
Reprinted : January, 1997
Reprinted : March, 1999
Fourth Revision : December, 2000
Reprinted : April, 2002 (Incorporates amended Fig. 5 at page 23)
Reprinted : August, 2004 (Incorporates up-to-date Amendments)
Reprinted : August, 2005
Reprinted : April, 2006
Reprinted : September, 2009 (Incorporates Amendment No. 6)
Fifth Revision : November, 2010
Sixth Revision : January, 2014 (Incorporates all Amendments and
Errata Published upto December, 2013)
Seventh Revision : March, 2017 (Incorporating all Amendments/Errata Published in
Indian Highways upto March, 2017)
Reprinted : September, 2019 (Incorporating all Amendments Published in
Indian Highways upto October, 2019)

(All Rights Reserved. No Part of this Publication shall be

reproduced, translated of transmitted in any form or by any
means without the permission of the Indian Roads Congress)

Printed by I. G. Printers Pvt. Ltd, New Delhi-110020

(600 Copies)
 IRC: 6-2017

Page
CONTENTS No.

Personnel of the Bridges Specifications and Standards Committee

Introduction 1
Scope 4
201 Classification 4
202 Loads, Forces and Load Effects 5
203 Dead Load 8
204 Live Loads 10
205 Reduction in the Longitudinal Effect on Bridges Accommodating 25
more than Two Traffic Lanes
206 Foot Over Bridges, Footway, Kerb, Railings, Parapet and Crash Barriers 25
207 Tramway Loading 29
208 Impact 31
209 Wind Load 33
210 Horizontal Forces due to Water Currents 40
211 Longitudinal Forces 43
212 Centrifugal Forces 47
213 Buoyancy 48
214 Earth Pressure 48
215 Temperature 56
216 Secondary Effects 59
217 Erection Effects and Construction Loads 59
218 Guidelines for Seismic Design of Road Bridges 60
219 Barge Impact on Bridges 74
220 Snow Load 80
221 Vehicle Collision Loads on Supports of Bridges, Flyover Supports 81
and Foot over Bridges
222 Indeterminate Structures and Composite Structures 82
IRC: 6-2017

ANNEXURES
Page
No.
ANNEXURES A: Hypothetical Vehicles for Classification of Vehicles and 84
Bridges (Revised)

ANNEXURES B: Combination of Loads for Limit State Design 87

ANNEXURES C: Wind Load Computation on Truss Bridge 98

Superstructure

ANNEXURES D: Simplified Formula for Time Period 100

ANNEXURES E: Classification of Inland Waterways in India 101

ANNEXURES F: Sate-wise Higest Maximum and Lowest Minimum Temperature 102

 IRC: 6-2017
PERSONNEL OF THE BRIDGES SPECIFICATIONS AND STANDARDS COMMITTEE
(AS on 24th March, 2017)
1 Kumar, Manoj Director General (RD) & Spl. Secy. to Govt. of India,
Ministry of Road Transport and Highways,
Transport Bhavan, New Delhi
2 (Co-Convenor) Addl. Director General, Ministry of Road Transport and
Highways, Transport Bhavan, New Delhi
3 Nahar, Sajjan Singh Secretary General, Indian Roads Congress
(Member Secretary)

Members

4 Alam, Pervez COO HCC

5 Arora, D.S. JMD, UPSBCL
6 Bakshi, S.P.S. CMD Engg. Proj. (India)
7 Banerjee, A.K. Chief Engineer (Reted.) MoRT&H, New Delhi
8 Banerjee, Sushim DG, INSDAG
9 Bansal, Shishir CPM, DTTDC Ltd.
10 Basa, Ashok MD, CEM Engg. & Consultancy (P) Ltd.
11 Bhowmick, Alok MD, B&SECPL
12 Bordoloi, A.C. Commissioner, PWD Assam (MGC)
13 Chand, Faqir Advisor, STUP
14 Dheeraj Superintending Engineer, MoRT&H
15 Dohare, R.D. Chief Engineer (Reted.), MoRT&H
16 Ghoshal, A. Director and Vice President, STUP Consultants (P) Ltd. Kolkata
17 Gupta, Dr. Supratic Asst. Prof., IIT Delhi
18 Heggade, V.N. Sr. VP Gammon India Ltd.
19 Joshi, Brig. Girish (Rep.) Engineer-in-Chief, MES
20 Khanna, Shobha Executive Engineer, PWD Ujjain, M.P.
21 Kondai, Bikshapathi Engineer-in-Chief (R&B), QC, Telangana
22 Kumar, Ashwani Superintending Engineer, MoRT&H
23 Kumar, Satander Scientist (Retd.), CRRI
24 Pandey, A.K. Superintending Engineer, MoRT&H
25 Parameswaran, Dr. Lakshmy Chief Scientist (BAS), CRRI, New Delhi
26 Patankar, V.L DG(RD) & SS, (Retd.) MoRT&H New Delhi
27 Pateriya, Dr. I.K. Director, NRRDA

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IRC: 6-2017
28 Porwal, Dr. S.S. (Immediate past President, IRC) ADG, BRO
29 Puri, S.K. DG(RD) SS, (Retd.) MoRT&H New Delhi
30 Raina, Dr. V.K. Consultant, World Bank
31 Raizada. Pratap S. Vice President (Corporate Affairs). Gammon India Ltd. Mumbai
32 Sharan, G. DG (RD) Spl. Secy (Retd.) MoRT&H, New Delhi
33 Sharma, M.P. Member (Tech.), NHAI
34 Sharma, R.S. Chief Engineer (Retd.) MoRT&H, New Delhi
35 Shekhar, Saurav SA Infra Consultants Pvt. Ltd.
36 Sinha, N.K. DG(RD) SS, (Retd.) MoRT&H New Delhi
37 Srivastava, A.K. Chief Engineer, MoRT&H
38 Subbarao, Dr. Harshavardhan Chairman & Managing Director, Construma Consultancy
(P) Ltd. Mumbai
39 Tandon, Prof. Mahesh Managing Director, Tandon Consultants (P) Ltd., New Delhi
40 Verma, G.L. MD, Engg. Planning Consultant

Corresponding Members
1 Kand, Sunil C. Director, C.V Kand Consultant
2 Koshi, Ninan DG(RD)SS,(Retd.) MoRT&H New Delhi
3 Manjure, P.Y. Directoc, FPCC Ltd.
4 Reddi, Dr. S.A. Former JMD GIL
5 lyer. Prof. Nagesh R. Director, SERC, TN

Ex-Officio Members
1 (Porwal, S.S.) President, Indian Roads Congress, ADG, BRO
2 (Kumar, Manoj) Director General (Road Development) Special Secretary,
Ministry of Road Transport and Highways & Honorary Treasurer,
Indian Roads Congress, New Delhi
3 Nahar, Sajjan Singh Secretary General, Indian Roads Congress, New Delhi

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 IRC: 6-2017

STANDARD SPECIFICATIONS AND CODE OF

PRACTICE FOR ROAD BRIDGES

INTRODUCTION

The brief history of the Bridge Code given in the Introduction to Section I “General
Features of Design” generally applies to Section II also. The draft of Section II for “Loads
and Stresses”, as discussed at Jaipur Session of the Indian Roads Congress in 1946,
was considered further in a number of meetings of the Bridges Committee for finalisation.
In the years 1957 and 1958, the work of finalisin the draft was pushed on vigorously by
the Bridges Committee.

In the Bridges Committee meeting held at Bombay in August 1958, all the comments
received till then on the different clauses of this Section were disposed off finally and a
drafting Committee consisting of S/Shri S.B. Joshi, K.K. Nambiar, K.F. Antia and S.K.
Ghosh was appointed to work in conjunction with the officers of the Roads Wing of the
Ministry for finalising this Section.

This Committee at its meeting held at New Delhi in September 1958 and later through
correspondences finalized Section II of the Bridge Code, which was printed in 1958 and
reprinted 1962 and 1963.

The Second Revision of Section II of the IRC:6 Code (1954 edition) included all the
amendments, additions and alterations made by the Bridges Specifications and Standards
(BSS) Committee in their meetings held from time to time.
The Executive Committee of the Indian Roads Congress approved the publication of the
third Revision in metric units in 1966.

The Fourth Revision of Section II of the Code (2000 Edition) included all the amendments,
additions and alterations made by the BSS Committee in their meetings held from time to
time and was reprinted in 2002 with Amendment No. 1 reprinted in 2004 with Amendment
No. 2 and again reprinted in 2006 with Amendment Nos. 3,4 and 5.

The Bridges Specifications and Standards Committee and the IRC Council at various
meetings approved certain amendments viz. Amendments No. 6 of November 2006
relating to Sub-Clauses 218.2, 222.5, 207.4 and Appendix-2, Amendment No. 7
of February 2007 relating to Sub-Clauses of 213.7, Note 4 of Appendix-I and 218.3,
Amendment No. 8 of January 2008 relating to Sub-Clauses 214.2(a), 214.5.1.1 and
214.5.2 and new Clause 212 on Wind load.

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IRC: 6-2017

As approved by the BSS Committee and IRC Council in 2008, the Amendment No.
9 of May 2009 incorporating changes to Clauses 202.3, 208, 209.7 and 218.5 and
Combination of Loads for limit state design of bridges has been introduced in Appendix-3,
apart from the new Clause 222 on Seismic Force for design of bridges.

The Bridges Specifications and Standards Committee in its meeting held on 26th October,
2009 further approved certain modifications to Clause 210.1, 202.3, 205, Note below
Clause 208, 209.1, 209.4, 209.7, 222.5.5, Table 8, Note below Table 8, 222.8, 222.9,
Table 1 and deletion of Clause 213.8, 214.5.1.2 and Note below para 8 of Appendix-3.
The Convenor of B-2 Committee was authorized to incorporate these modifications in
the draft for Fifth Revision of IRC:6, in the light of the comments of some members. The
Executive Committee, in its meeting held on 31st October, 2009, and the IRC Council in
its 189th meeting held on 14th November, 2009 at Patna approved publishing of the Fifth
Revision of IRC: 6.

The 6th Revision of IRC: 6 includes all the amendments and errata published from
time to time upto December, 2013. The revised edition of IRC was approved by the
Bridges Specifications and Standards Committee in its meeting held on 06.01.2014 and
Executive Committee meeting held on 09.01.2014 for publishing.

The 7th revision of IRC: 6-2017, includes all amendments and errata published in Indian
Highways up to March 2017. The Bridges Specifications and Standards Committee (BSS)
in its meeting held on 20 September, 2016 at IRC HQ New Delhi approved the draft IRC-
6 (7th Revision) with the observations to fine-tune the title as “Loads and Loads Combination”
instead of “Loads & Stresses” in order to bring the functional harmony of the code.
The draft IRC-6 (7th Revision) approved by the BSS was placed to the Council in its
meeting held on 26 September 2016 during the 209th Mid-term Council meet at
Kumarakom (Kerela) and approved the document subject to the compliance to the
observations of the learned members.

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 IRC: 6-2017

The personnel of the Loads and Stresses Committee (B-2) is given below:

Banerjee, A.K. ...... Convenor

Parameswaran, ...... Co-Convenor
(Mrs.) Dr. Lakshmy
Sharma, Aditya ...... Member Secretary

Members

Bandyopadhyay, N. Mathur, A.K.

Bhowmick, Alok Mukherjee, M.K.
Dheeraj Pandey, Alok
Dhodapkar, A.N. Puri, S.K.
Garg, Dr Sanjeev Rao, M.V.B
Gupta, Vinay Saha, Dr G.P.
Huda, Y.S. Sharan, G.
Jain, Sanjay Kumar Thakkar, Dr. S.K.
Joglekar, S.G. Venkatram, P.G.
Kanhere, D.K. Verma, G.L.
Kumar, Ashok Viswanathan, T.

Corresponding Members

Heggade, V.N. Murthy, Dr. M.V Ramana

Jain, Dr. Sudhir K. Subbarao, Dr. H.

Ex-officio Members

Porwal, S.S. President, Indian Roads Congress ADG, BRO

Das. S.N. Director General (Road Development) & Special

Secretary, Ministry of Road Transport and
Highways & Honorary Treasurer, Indian Roads
Congress, New Delhi

Nahar, Sajjan Secretary General, Indian Roads

Singh Congress, New Delhi

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IRC: 6-2017

SCOPE

The object of the Standard Specifications and Code of Practice is to establish a

common procedure for the design and construction of road bridges in India. This
publication is meant to serve as a guide to both the design engineer and the construction
engineer but compliance with the rules therein does not relieve them in any way of their
responsibility for the stability and soundness of the structure designed and erected by
them. The design and construction of road bridges require an extensive and through
knowledge of the science and technique involved and should be entrusted only to
specially qualified engineers with adequate practical experience in bridge engineering
and capable of ensuring careful execution of work.

201 CLASSIFICATION

201.1 Road bridges and culverts shall be divided into classes according to the
loadings they are designed to carry.

IRC CLASS 70R LOADING: This loading is to be normally adopted on all roads on
which permanent bridges and culverts are constructed. Bridges designed for Class 70R.
Loading should be checked for Class A Loading also as under certain conditions, heavier
stresses may occur under Class A Loading.

IRC CLASS AA LOADING: This loading is to be adopted within certain municipal limits,
in certain existing or contemplated industrial areas, in other specified areas, and along
certain specified highways. Bridges designed for Class AA Loading should be checked
for Class A Loading also, as under certain conditions, heavier stresses may occur under
Class A Loading.

IRC CLASS A LOADING: This loading is to be normally adopted on all roads on which
permanent bridges and culverts are constructed.

IRC CLASS B LOADING: This loading is to be normally adopted for timber bridges.

IRC CLASS SPECIAL VEHICLE (SV) LOADING: This loading is to be adopted for
design of new bridges in select corridors as may be decided by concerned authorities
where passage of trailer vehicles carrying stator units, turbines, heavy equipment and
machinery may occur occasionally. This loading represents a spectrum of special vehicles
in the country and should be considered for inclusion in the design wherever applicable.

For particulars of the above five types of loading, see Clause 204.

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 IRC: 6-2017

201.2 Existing bridges which were not originally constructed or later strengthened
to take one of the above specified I.R.C. Loadings will be classified by giving each a
number equal to that of the highest standard load class whose effects it can safely
withstand.

Annex A gives the essential data regarding the limiting loads in each bridge’s class, and
forms the basis for the classification of bridges.

201.3 Individual bridges and culverts designed to take electric tramways or other
special loadings and not constructed to take any of the loadings described in Clause 201.1
shall be classified in the appropriate load class indicated in Clause 201.2.

202 LOADS, FORCES AND LOAD EFFECTS

202.1 The loads, forces and load effects to be considered in designing road bridges
and culverts are :

1) Dead Load G
2) Live Load Q
3) Snow Load Gs
(See note i)
4) Impact factor on vehicular live load Qim
5) Impact due to floating bodies or Vessels as the Fim
cases may be
6) Vehicle collision load VC
7) Wind load W
8) Water current Fwc
9) Longitudinal forces caused by tractive effort of Fa/Fb/Ff
vehicles or by braking of vehicles and/or those
caused by restraint of movement of free
bearings by friction or deformation
10) Centrifugal force Fcf
11) Buoyancy Gb
12) Earth Pressure including live load surcharge, if Fep
any
13) Temperature effects (see note ii) Fte
14) Deformation effects Fd

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IRC: 6-2017

15) Secondary effects FS

16) Erection effects Fer
17) Seismic force Feq
18) Wave pressure (see note iii) Fwp
19) Grade effect (see note iv) Ge

Notes :
1. The snow loads may be based be based on actual observation or past
records in the particular area or local practices, if existing.
2. Temperature effects (Fte) in this context is not the frictional force due to the
movement of bearing but forces that are caused by the restraint effects.
3. The wave forces shall be determined by suitable analysis considering
drawing and inertia forces etc. on single structural members based on rational
methods or model studies. In case of group of piles, piers etc., proximity
effects shall also be considered.
4. For bridges built in grade or cross-fall, the bearings shall normally be set
level by varying the thickness .of the plate situated between the upper
face of the bearing and lower face of the beam or by any other suitable
arrangement. However, where the bearings are required to be set parallel to
the inclined grade or cross-fall of the superstructure, an allowance shall be
made for the longitudinal and transverse components of the vertical loads on
the bearings.

202.2 All members shall be designed to sustain safely most critical combination of
various loads, forces and stresses that can co-exist and all calculations shall tabulate
distinctly the various combinations of the above loads and stresses covered by the
design. Besides temperature, effect of environment on durability shall be considered as
per relevant codes.
202.3 Combination of Loads and Forces and Permissible Increase in Stresses
The load combination shown in Table 1 shall be adopted for masonry and timber bridges
for working out stresses in the members. The permissible increase of stresses in various
members due to these combinations is also indicated therein. These combinations
of forces are not applicable for working out base pressure on foundations for which
provision made in relevant IRC Bridge Code shall be adopted. For calculating stresses in
members using working stress method of design the load combination shown in Table 1
shall be adopted.
The load combination as shown in Annex B shall be adopted for limit state design approach.

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 IRC: 6-2017

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IRC: 6-2017

Notes:
1) *Where Snow Load is applicable, Clause 221 shall be referred for combination of snow load
and live load
2) Any load combination involving temperature, wind and/or earthquake acting independently
or in combination, maximum permissible tensile stress in Prestressed Concrete Members
shall be limited to the value as per relevant Code (IRC:112).
3) Use of fractional live load shown in Table 1 is applicable only when the design live load
given in Table 6 is considered. The structure must also be checked with no live load.
4) The gradient effect due to temperature is considered in the load combinations IIB and IIIB.
The reduced live load (Q) is indicated as 0.5. Its effects (F a, Fb and Fcf) are also shown as
0.5, as 0.5 stands for the reduced live load to be considered in this case. However for Ff it is
shown as 1, since it has effects of dead load besides reduced live load. Qim being a factor of
live load as shown as 1. Whenever a fraction of live load 0.5 shown in the above Table under
column Q is specified, the associated effects due to live load (Q im Fa, Fb, Ff and Fcf) shall be
considered corresponding to the associated fraction of live load. When the gradient effect is
considered, the effects, if any due to overall rise of fall of temperature of the structure shall
also be considered.
5) Seismic effect during erection stage is reduced to half in load combination IX when
construction phase does not exceed 5 years.
6) The load combinations (VIII and IX) relate to the construction stage of a new bridge. For
repair, rehabilitation and retrofitting, the load combination shall be project-specific.
7) Clause 219.5.2 may be referred to, for reduction of live load in Load Combination VI.

203 DEAD LOAD

The dead load carried by a girder or member shall consist of the portion of the weight
of the superstructure (and the fixed loads carried thereon) which is supported wholly
or in part by the girder or member including its own weight. The following unit weights
of materials shall be used in determining loads, unless the unit weights have been
determined by actual weighing of representative samples of the materials in question, in
which case the actual weights as thus determined shall be used.

Materials Weight (t/m3)

1) Ashlar (granite) 2.7

2) Ashlar (sandstone) 2.4
3) Stone setts :
a) Granite 2.6
b) Basalt 2.7

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 IRC: 6-2017

4) Ballast (stone screened, broken, 2.5 cm to 7.5 cm

guage, loose):
a) Granite 1.4
b) Basalt 1.6
5) Brickwork (pressed) in cement mortar 2.2
6) Brickwork (common) in cement mortar 1.9
7) Brickwork (common) in lime mortar 1.8
8) Concrete (asphalt) 2.2
9) Concrete (breeze) 1.4
10) Concrete (cement-plain) 2.5
11) Concrete (cement — plain with plums) 2.5
12) Concrete (cement-reinforced) 2.5
13) Concrete (cement-prestressed) 2.5
14) Concrete (lime-brick aggregate) 1.9
15) Concrete (lime-stone aggregate) 2.1
16) Earth (compacted) 2.0
17) Gravel 1.8
18) Macadam (binder premix) 2.2
19) Macadam (rolled) 2.6
20) Sand (loose) 1.4
21) Sand (wet compressed) 1.9
22) Coursed rubble stone masonry (cement mortar) 2.6
23) Stone masonry (lime mortar) 2.4
24) Water 1.0
25) Wood 0.8
26) Cast iron 7.2
27) Wrought iron 7.7
28) Steel (rolled or cast) 7.8

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IRC: 6-2017
204 LIVE LOADS
204.1 Details of I.R.C. Loadings
204.1.1 For bridges classified under Clause 201.1, the design live load shall consist of
standard wheeled or tracked vehicles or trains of vehicles as illustrated in Figs. 1, 2 & 4
and Annex A or Special Vehicle (SV) as per Clause 204.5, if applicable. The trailers
attached to the driving unit are not to be considered as detachable.

WHEEL ARRANGEMENT FOR 70R (WHEELED VEHICLE)

WHEEL ARRANGEMENT FOR 70R (TRACKED) VEHICLE

Fig. 1: Class 70R Wheeled and Tracked Vehicles (Clause 204.1)
Notes:
1) The nose to tail spacing between two successive vehicles shall not be less than 90 m for
tracked vehicle. For wheeled vehicle, spacing between successive vehicles shall not be
less than 30 m. It will be measured from the centre of the rear-most axle of the leading
vehicle to the centre of the first axle of the following vehicle.

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 IRC: 6-2017

2) For multi-lane bridges and culverts, each Class 70R loading shall be considered
to occupy two lanes and no other vehicle shall be allowed in these two lanes. The
passing/crossing vehicle can only be allowed on lanes other than these two lanes.
Load combination is as shown in Table 6 & 6A.
3) The maximum loads for the wheeled vehicle shall be 20 tonne for a single axle or
40 tonne for a bogie of two axles spaced not more than 1.22 m centres.
4) Class 70R loading is applicable only for bridges having carriageway width of 5.3 m
and above (i.e. 1.2 x 2 + 2.9 = 5.3). The minimum clearance between the road face
of the kerb and the outer edge of the wheel or track, ‘C, shall be 1.2 m.
5) The minimum clearance between the outer edge of wheel or track of passing or
crossing vehicles for multilane bridge shall be 1.2 m. Vehicles passing or crossing
can be either same class or different class, Tracked or Wheeled.
6) Axle load in tonnes, linear dimension in meters.
7) For tyre tread width deductions and other important notes, refer NOTES given in
Annex A.

204.1.2 Within the kerb to kerb width of the roadway, the standard vehicle or train
shall be assumed to travel parallel to the length of the bridge and to occupy any position
which will produce maximum stresses provided that the minimum clearances between
a vehicle and the roadway face of kerb and between two passing or crossing vehicles,
shown in Figs. 1, 2 & 4, are not encroached upon.

204.1.3 For each standard vehicle or train, all the axles of a unit of vehicles shall be
considered as acting simultaneously in a position causing maximum stresses.

204.1.4 Vehicles in adjacent lanes shall be taken as headed in the direction producing
maximum stresses.

204.1.5 The spaces on the carriageway left uncovered by the standard train of
vehicles shall not be assumed as subject to any additional live load unless otherwise’
shown in Table 6.

204.2 Dispersion of Load through Fills of Arch Bridges

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

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IRC: 6-2017

PLAN
DRIVING VEHICLE

Class A Train of Vehicles

Fig. 2: Class ‘A’ Train of Vehicles (Clause 204.1)
Notes:
1) The nose to tail distance between successive trains shall not be less than 18.5 m.
2) For single lane bridges having carriageway width less than 5.3 m, one lane of
Class A shall be considered to occupy 2.3 m. Remaining width of carriageway
shall be loaded with 500 Kg/m2, as shown in Table 6.
3) For multi-lane bridges each Class A loading shall be considered to occupy
single lane for design purpose. Live load combinations as shown in Table 6
shall be followed.
4) The ground contact area of the wheels shall be as given in Table 2.

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 IRC: 6-2017

Table 2: Ground Contact Dimensions for Class A Loading

Ground contact area
Axle load (tonne)
B (mm) W (mm)
11.4 250 500
6.8 200 380
2.7 150 200

W W W W

Fig. 3: Minimum Clearance for 2 Class A Train Vehicles

5) The minimum clearance, f, between outer edge of the wheel and the roadway
face of the kerb and the minimum clearance, g, between the outer edges of
passing or crossing vehicles on multi-lane bridges shall be as given in Table 3.

Table 3: Minimum Clearance for Class A Train Vehicle

Clear carriageway width g f

Varying between 0.4 m to

5.3 m(*) to 6.1 m(**) 150 mm for all
1.2 m
carriageway widths
Above 6.1 m 1.2 m

(*) = [2x(1.8+0.5)+0.4+2x0.15]
(**)= [2x(1.8+0.5)+1.2+2x0.15]

6) Axle loads in tonne. Linear dimensions in metre.

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IRC: 6-2017

PLAN
DRIVING VEHICLE

Class B Train of Vehicles

Fig. 4: Class ‘B’ Train of Vehicles (Clause 204.1)

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 IRC: 6-2017
Notes:
1) The nose to tail distance between successive trains shall not be less than 18.5 m.
2) No other live load shall cover any part of the carriageway when a train of vehicles
(or trains of vehicles in multi-lane bridge) is crossing bridge.
3) The ground contact area of the wheels shall be as given in Table 4.
Table 4: Ground Contact Dimensions for Class B Loading
Ground contact area
Axle load (tonne)
B (mm) W (mm)
6.8 200 380
4.1 150 300
1.6 125 175

W W W W

Fig. 5: Minimum Clearance for 2 Class B Train

4) For bridges having carriageway width less than 5.06 m, only single lane of Class B
loading shall be considered.
5) The minimum clearances, f, between 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 multi-lane bridges shall be as given in Table 5
6) Axle loads in tonne. Linear dimensions in metre
Table 5: Minimum Clearance for Class B Train
Clear carriageway width g f

Varying between 0.4 m to

5.06 m(*) to 5.86 m(**) 150 mm for all
1.2 m
carriageway widths
Above 5.86 m 1.2 m
(*) = [2x(1.8+0.38)+0.4+2x0.15]
(**)= [2x(1.8+0.38)+1.2+2x0.15]
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IRC: 6-2017

204.3 Combination of Live Load

This clause shall be read in conjunction with Clause 104.3 of IRC:5. The carriageway live
load combination shall be considered for the design as shown in Table 6 .

Table 6: Live Load Combination

S. Carriageway Width Number of Load Combination (Refer Table 6A

No. (CW) Lanes for Design for diagrammatic representation)
Purposes
1) Less than 5.3 m 1 One lane of Class A considered to
occupy 2.3 m. The remaining width
of carriageway shall be loaded with
500 kg/m2
2) 5.3 m and above but 2 One lane of Class 70R OR two lanes for
less than 9.6 m Class A
3) 9.6 m and above but 3 One lane of Class 70R for every two
less than 13.1 m lanes with one lanes of Class A on the
remaining lane OR 3 lanes of Class A
4) 13.1 m and above but 4
less than 20.1 m
One lane of Class 70R for every two
5) 16.6 m and above but 5 lanes with one lane of Class A for the
less than 20.1 m remaining lanes, if any, OR one lane of
Class A for each lane.
6) 20.1 m and above but 6
less than 23.6 m

Notes :
1) The minimum width of the two-lane carriageway shall be 7.5 m as per Clause
104.3 of IRC:5.
2) See Note No. 2 below Fig. A-1 of Annex A regarding use of 70R loading in place
of Class AA Loading and vice-versa.

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 IRC: 6-2017

Table 6A: Live Load Combinations

17
IRC: 6-2017

Table 6A: Live Load Combinations contd..

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 IRC: 6-2017
Table 6A: Live Load Combinations contd..

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IRC: 6-2017

Table 6A: Live Load Combinations contd..

Notes:
a) Class 70R Wheeled loading in the Table 6 & 6A can be replaced by Class 70R
tracked, Class AA tracked or Class AA wheeled vehicle.
b) Maximum number of vehicles which can be considered, are only shown in the
Table 6A. In case minimum number of vehicles govern the design (e.g. torsion)
the same shall also be considered.
c) All dimensions in Table 6A are in metre.

204.4 Congestion Factor

For bridges, Flyovers/grade separators close to areas such as ports, heavy industries and
mines and any other areas where frequent congestion of heavy vehicles may occur, as
may be decided by the concerned authorities, additional check for congestion of vehicular
live load on the carriageway shall be considered. Congestion factor shall not be applicable
in load combination with SV loading. In the absence of any stipulated value, the congestion
factor, as mentioned in Table 7 shall be considered as multiplying factor on the global
effect of vehicular live load (including impact). Under this condition, horizontal force due
to braking/acceleration, centrifugal action, temperature effect and effect of transverse
eccentricity of live load shall not be included.

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 IRC: 6-2017

Table 7: Congestion Factor

Sl. No. Span Range Congestion Factor
1) Above 10 m and upto 30 m 1.15
2) 30.0 m to 40.0 m 1.15 to 1.30
3) 40.0 m to 50.0 m 1.30 to 1.45
4) 50.0 m to 60.0 m 1.45 to 1.60
5) 60.0 m to 70.0 m 1.60 to 1.70
6) Beyond 70.0 m 1.70
Note : For Intermediate bridge spans, the value of congestion factor may be interpolated.

204.5 Special Vehicle (SV)

IRC Class SV Loading: Special Multi Axle Hydraulic Trailer Vehicle

(Prime Mover with 20 Axle Trailer - GVW = 385 Tonnes)

204.5.1 The longitudinal axle arrangement of SV loading shall be as given in Fig. 6.

Fig. 6: Typical Axle Arrangement for Special Vehicle

204.5.2 The transverse wheel spacing and the axle arrangement of SV loading shall be as
given in Fig. 6A:

Fig. 6A: Transverse Wheel Spacing of Special Vehicle

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IRC: 6-2017

204.5.3 The SV Loading shall be considered to ply close to center of carriageway with a
maximum eccentricity of 300 mm from C/L of carriageway, as shown in Fig. 6B for different
situations.
Fig. 6B: Transverse Placement of Special Vehicle
S. No. of Lanes & Carriageway Transverse Loading Position (Maximum
No. Configuration Eccentricity)

1 Single Multi-Lane Undivided Carriageway

with Symmetrical Configuration with
Footway on Both Sides or Without
Footpath

2 Single Multi-Lane Undivided Carriageway

having Unsymmetrical Configuration with
Footway on one Side

3 Dual Multi-Lane Carriageway with Central

Median & Structural Gap to Separate
the Two Carriageways (Catering to
Multi-Lanes) with/ without Footpath with
Independent Substructure & Foundation

4 Dual Multi-Lane Carriageway with Central

Median & Structural Gap to Separate the
Two Carriageways. (Catering to
Multi-Lanes) with/without Footpath on
Either Side with Common Sub-Structure
& Foundation for Dual Carriageway.
Load Combinations & Partial safety factors
as given in Clause 204.5.4 shall apply for
superstructure carrying SV loading and for
substructure and foundation

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 IRC: 6-2017

5 Dual Multi-Lane Carriageway with Central

Median but without any Structural Gap
to Separate the Two Carriageways
(Catering to Multi-Lanes) with/without
Footpath on Either Side and with Common
Sub-Structure & Foundation for Dual
Carriageway. Load Combinations & Partial
safety factors as given in clause 204.5.4
shall apply for the entire structure

204.5.4 During the passage of SV loading, no other live load (including footway live load)
shall be considered to ply on the same carriageway. Effect of wind, seismic, temperature
gradient need not be considered for load combinations with SV loading. In addition,
tractive force braking force and dynamic impact on live load need not be considered on
the carriageway carrying SV loading. For the load combination with special vehicle. the
partial safety factor on SV load for verification of equilibrium (as per Table B.1), structural
strength (as per Table B.2) and strength of foundation (as per combination 1 of Table B.4)
under Ultimate Limit State (Basic Combination) shall be taken as 1.15. For verification
under Serviceability Limit State and for other accompanying loads, including the live load
surcharge loading, Table B.3 shall be followed with partial safety factors on SV load taken
as 1.0 under Rare Combination (For stress check) and 0.75 under Frequent Combination
(For deflection and crack width checks as applicable). Fatigue check is not required under
load Combination with SV loading
Note : The movement of Special Vehicle shall be regulated monitored to ensure that it
moves at a speed less than 5 Kmph and also does not ply on the bridge on a high
wind condition.

204.6 Fatigue Load

Movement of traffic on bridges causes fluctuating stresses, resulting into possible fatigue
damage. The stress spectrum due to vehicular traffic depends on the composition of
traffic, vehicle attributes i.e., gross vehicle weight, axle spacing and axle load, vehicle
spacing, structural configuration of the bridge and dynamic effects.
The truck defined in Fig. 7A shall be used for the fatigue life assessment of steel,
concrete and composite bridges. The transverse wheel spacing and tyre arrangement
of this truck shall be as per Fig. 7B. 50% of the impact factors mentioned in Clause 208
shall be applied to this fatigue load.

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IRC: 6-2017

The stress range resulting from the single passage of the fatigue load along the
longitudinal direction of the bridge, shall be used for fatigue assessment with the fatigue
load so positioned as to have worst effect on the detail or element of the bridge under
consideration. The minimum clearance between outer edge of the wheel of the fatigue
vehicle and roadway face of the kerb shall be 150 mm.

Fig. 7A: Fatigue Truck Fig. 7B: Transverse Wheel Spacing

and Tyre Arrangement

Fig. 7: Fatigue Load (40T)

For all types of bridges (i.e. Concrete, Steel or Composite) the fatigue check shall be
carried out under frequent combination of Serviceability Limit State (SLS), with load
factors for fatigue load, taken as equal to 1.0. For design for fatigue limit state, reference
shall be made to. IRC:112 for Concrete bridges, IRC:24 for Steel bridges and IRC:22 for
Steel Concrete Composite bridges.
In absence of any specific provision in these codes, following number of cycles may be
considered for fatigue assessment, depending upon the location of the bridge and the
category of roads:
1) The bridges close to areas such as ports, heavy industries and mines and
other areas, where generally heavy vehicles ply shall be designed for the
stress induced due to 10 x 106 cycles.
2) Other bridges shall be designed for the stress induced due to 2 x 106 cycles.

Bridges on rural roads need not be designed for fatigue.

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 IRC: 6-2017

205 REDUCTION IN THE LONGITUDINAL EFFECT ON BRIDGES

ACCOMMODATING MORE THAN TWO TRAFFIC LANES
Reduction in the longitudinal effect on bridges having more than two traffic lanes due to the
low probability that all lanes will be subjected to the characteristic loads simultaneously
shall be in accordance with the Table 8.
Table 8: Reduction in Longitudinal Effects

Number of lanes Reduction in longitudinal effect

For two lanes No reduction

For three lanes 10% reduction
For four lanes 20% reduction
For five or more lanes 20% reduction

Notes:
1) However, it should be ensured that the reduced longitudinal effects are not less
severe than the longitudinal effect, resulting from simultaneous loads on two
adjacent lanes. Longitudinal effects mentioned above are bending moment,
shear force and torsion in longitudinal direction.
2) Table 8 is applicable for individually supported superstructure of multi-laned
carriageway. In the case of separate sub-structure and foundations, the number
of lanes supported by each of them is to be considered while working out the
reduction percentage. In the case of combined sub-structure and foundations,
the total number of lanes for both the carriageway is to be considered while
working out the reduction percentage.

206 FOOT OVER BRIDGE, FOOTWAY, KERB, RAILINGS, PARAPET

AND CRASH BARRIERS
The horizontal force specified for footway, kerb, railings, parapet and crash barriers in
this section need not be considered for the design of main structural members of the
bridge. However, the connection between kerb/railings/parapet, crash barrier and the
deck should be adequately designed and detailed.
206.1 For all parts of bridge floors accessible only to pedestrians and animals and for
all footways the loading shall be 400 kg/m2. For the design of foot over bridges the loading
shall be taken as 500 kg/m2. Where crowd loads are likely to occur, such as, on bridges
located near towns, which are either centres of pilgrimage or where large congregational
fairs are held seasonally, the intensity of footway loading shall be increased from 400

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 IRC: 6-2017

kg/m2 to 500 kg/m2. When crowd load is considered, the bridge should also be designed
for the case of entire carriageway being occupied by crowd load.
206.2 Kerbs, 0.6 m or more in width, shall be designed for the above loads and for a
local lateral force of 750 kg per metre, applied horizontally at top of the kerb. If kerb width
is less than 0.6 m, no live load shall be applied in addition to the lateral load specified
above.
206.3 In bridges designed for any of the loadings described in Clause 204.1, the main
girders, trusses, arches, or other members supporting the footways shall be designed for
the following live loads per square metre for footway area, the loaded length of footway
taken in each case being, such as, to produce the worst effects on the member under
consideration:
a) For effective span of 7.5 m or less, 400 kg/m2 or 500 kg/m2 as the case may be,
based on Sub-Clause 206.1.
b) For effective spans of over 7.5 m but not exceeding 30 m, the intensity of load
shall be determined according to the equation:
 40L  300 
P = P1–
 9 
 
c) For effective spans of over 30 m, the intensity of load shall be determined
according to the equation :
 4800   16.5  W 
P = P1  260 
 
where,  L   15 


P’ = 400 kg/m2 or 500 kg/m2 as the case may be, based on Sub-Clause 206.1.
When crowd load is considered for design of the bridge, the reduction
mentioned in this clause will not be applicable.
P = the live load in kg/m2
L = the effective span of the main girder, truss or arch in m, and
W = width of the footway in m

206.4 Each part of the footway shall be capable of resisting an accidental load of 4
tonne, which shall be deemed to include impact, distributed over a contact area of 300
mm in diameter. For limit state design, the accidental combination as per Table B.2 shall
be followed. This provision need not be made where vehicles cannot mount the footway
as in the case of a footway separated from the roadway by means of an insurmountable
obstacle, such as, crash barrier, truss or a main girder
Note : A footway kerb shall be considered mountable by vehicles.

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206.5 The Pedestrian/Bicycle Railings/Parapets

The pedestrian/bicycle railings/parapets can be of a large variety of construction. The
design loads for two basic types are given below:-
i) Type : Solid/partially filled in parapet continuously cantilevering along full
length from deck level
Loading : Horizontal and vertical load of 150 kg/m acting simultaneously on
the top level of the parapet.
ii) Type : Frame type with discrete vertical posts cantilevering from the curb/
deck with minimum two rows of horizontal rails (third row bring the
curb itself, or curb replaced by a low level 3 rd rail). The rails may be
simply supported or continuous over the posts
Loading : Each horizontal railing designed for horizontal and vertical load
of 150 kg/m, acting simultaneously over the rail. The filler portion,
supported between any two horizontal rails and vertical rails should
be designed to resist horizontal load of 150 kg/m2. The posts to
resist horizontal load of 150 kg/m X spacing between posts in
metres acting on top of the post.

206.6 Crash Barriers

Crash barriers are designed to withstand the impact of vehicles of certain weights at
certain angle while travelling at the specified, speed as given in Table 9. They are
expected to guide the vehicle back on the road while keeping the level of damage to
vehicle as well as to the barriers within acceptable limits.
Table 9: Application for Design of Crash Barrier

Category Application Containment for

P-1: Normal Containment Bridges carrying Expressway, 15 kN vehicle at 110 km/h and 20°
(Cast-in-situ or Precast as National & State Highway or Road angle of impact
per Figs. 1,2 & 5 of IRC:5- of equivalent standard except over
2015) railways and high-risk locations

P-2: High Containment At hazardous and high-risk 300 kN vehicle at 60 km/h and 20°
(Cast-in-situ as per Fig. 3 of locations ie, over busy railway angle of impact
IRC:5-2015) lines, stretches on curves having
radius less than 100 meters and
complex interchanges, etc.

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 IRC: 6-2017

The crash barriers can be of rigid type, using cast-in-situ/precast reinforced concrete
panels, or of flexible type, constructed using metallic cold-rolled and/or hot-rolled sections.
The metallic type, called semi-rigid type, suffers large dynamic deflection of the order
of 0.9 to 1.2 m due to impact, whereas the ‘rigid’ concrete type suffers comparatively
negligible deflection. The efficacy of the two types of barriers is established on the basis
of full-size tests carried out by the laboratories specializing in such testing. A certificate
from such laboratory can be the only basis of acceptance of the semi-rigid type, in which
case all the design details and construction details tested by the laboratory are to be
followed without modifications and without changing relative strengths and positions of
any of the connections and elements.
For the rigid type of barrier, the same method is acceptable. However, in absence of testing/test
certificate, the barrier shall be designed to resist loading appropriate to the designated level of
containment using the equivalent static nominal loadings from Table 10.

Table 10: Equivalent static nominal loads in situ and precast concrete barriers
applicable to panel lengths (L) 2.0 m to 3.5 m

Panel nominal Panel nominal shear

Barrier Containment
bending moment* (KN/Panel)**

Normal Containment without 100KN over 1.0m 80L

Shear Transfer
High Containment without (210+40L)KN/Panel (110+50H)L
shear transfer between
panels

Notes :
i) Panel Length (L) for cast-in-situ and precast barrier shall be 2.0 m minimum.
ii) Panel Length (L) for cast-in-situ barrier shall not exceed 3.5 m.
iii) H=Vertical distance in meters from top of barrier to the horizontal section where shear
force is considered.
iv) Gaps between panels shall be 20 mm. Gaps shall be covered or sealed and filled with
a durable soft joint filler.
v) *The bending moment to be resisted produced by applying transversely a horizontal
continuous, uniformly distributed nominal load to the top of panel.
vi) **The nominal shear force to be resisted by any transverse section of a panel.
vii) In addition to the main reinforcement on traffic face, secondary reinforcement of area not
less than 50 percent of the main reinforcement shall be provided. The area of reinforcement

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 IRC: 6-2017

on outer face, both vertical and horizontal, shall not be less than 50% of that in the traffic
face. Spacing of reinforcement bars on any face shall not exceed 200 mm.
viii) If concrete barrier is used as a median divider, the reinforcement is required to be
placed on both sides.
ix) For in-situ panels, the joint between panels shall extend from the top of the panel down
to not more than 25mm above the level of paved surface.
x) Specialist literature may be referred for design of attachment systems and anchorages
and their loading for precast concrete parapet panels.
xi) Equivalent static loading as given in Table-10 are also applicable to crash barrier
supported on friction slabs and friction slab too can be designed for same static loading.

A certificate from such laboratory can be the only basis of acceptance of the semi-rigid
type, in which case all the design details and construction details tested by the laboratory
are to be followed into without modifications and without changing relative strengths and
positions of any of the connections and elements.
For the rigid type of barrier, the same method is acceptable. However, in absence of
testing/test certificate, the minimum design resistance shown in Table 10 should be built
into the section.
206.7 Vehicle barriers/pedestrian railing between footpath and carriageway
Where considerable pedestrian traffic is expected, such as, in/near townships, rigid type
of reinforced concrete crash barrier should be provided separating the vehicular traffic
from the same. The design and construction details should be as per Clause 206.6. For
any other type of rigid barrier, the strength should be equivalent to that of rigid RCC type.
For areas of low intensity of pedestrian traffic, semi-rigid type of barrier, which suffers
large deflections, can be adopted.

207 Tramway Loading

207.1 When a road bridge carries tram lines, the live load due to the type of tram cars
sketched in Fig. 8 shall be computed and shall be considered to occupy a 3 m width of
roadway
207.2 A nose to tail sequence of the tram cars or any other sequence which produces
the heaviest stresses shall be considered in the design.

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IRC: 6-2017

Fig. 8: Average Dimension of Tramway Rolling Stock (Clause 207.1)

Notes:
1) Clearance between passing single deck bogie cars on straight tracks laid at standard 2.75 m
track centres shall be 300 mm.
2) Clearance between passing double bogie cars on straight tracks laid at standard 2.75 m track
centres shall be 450 mm.
3) Linear dimensions in meter.

Table 11: Rolling Stock Weight

Description Loaded Weight (Tonne) Unloaded Weight (Tonne)

Single truck (Single deck) 9.6 7.9
Bogie car (Single deck) 15.3 12.2
Bogie car (Double deck) 21.5 16.0

207.3 Stresses shall be calculated for the following two conditions and the maximum
thereof considered in the design:-
a) Tram loading, followed and preceded by the appropriate standard loading
specified in Clause 204.1 together with that standard loading on the traffic
lanes not occupied by the tram car lines.
b) The appropriate standard loading specified in Clause 204.1 without any tram cars.

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208 IMPACT

208.1 Provision for impact or dynamic action shall be made by an increment of the
live load by an impact allowance expressed as a fraction or a percentage of the applied
live load.
208.2 For Class A or Class B Loading
In the members of any bridge designed either for Class A or Class B loading (vide
Clause 204.1), this impact percentage shall be determined from the curves indicated in
Fig.9. The impact fraction shall be determined from the following equations which are
applicable for spans between 3 m and 45 m
4.5
i) Impact factor fraction for reinforced concrete bridges =
6L
9
ii) Impact factor fraction for steel bridges =
13.5  L

Where L is length in meters of the span as specified in Clause 208.5

208.3 For Class AA Loading and Class 70R Loading
The value of the impact percentage shall be taken as follows:-
a) For spans less than 9 m
For tracked vehicles : 25 percent for spans upto 5 m linearly reducing to
10 percent for spans upto 9 m
For wheeled vehicles : 25 Percent
b) For spans of 9 m or more
i) Reinforced Concrete Bridges
1) Tracked Vehicles : 10 percent upto a span of 40 m and in accordance
with the curve in Fig. 9 for spans in excess of 40 m
2) Wheeled Vehicles : 25 percent for spans upto 12 m and in accordance
with the curve in Fig. 9 for spans in excess of 12 m.
ii) Steel Bridges
3) Tracked Vehicles : 10 percent for all spans
4) Wheeled vehicles : 25 percent for spans upto 23 m and in accordance
with the curve indicated in Fig. 9 for spans in excess
of 23 m

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IRC: 6-2017

Fig.9: Impact Percentage for Highway Bridges for Class A and Class B Loading
(Clause 208.2)

208.4 No impact allowance shall be added to the footway loading specified in Clause 206.

208.5 The span length to be considered for arriving at the impact percentages
specified in Clause 208.2 and 208.3 shall be as follows:
a) For spans simply supported or continuous a) or for arches………….
the effective span on which the load is placed.

b) For bridges having cantilever arms (with & without) hinges/suspended

spans)….….
the effective over hang of the cantilever arms reduced by 25 percent for loads
on the cantilever arms.

Note: For individual members of a bridge, such as, a cross girder or deck slab, etc. the
value of L mentioned in Clause 208.2 or the spans mentioned in Clause 208.3
shall be the effective span of the member under consideration.

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 IRC: 6-2017

208.6 In any bridge structure where there is a filling of not less than 0.6 m including
the road crust, the impact percentage to be allowed in the design shall be assumed to
be one-half of what is specified in Clauses 208.2 and 208.3.
208.7 For calculating the pressure on the bearings and abutment cap/pier cap, full
value of the appropriate impact percentage shall be allowed. But, for the design of piers
abutments and structures, generally below the level of the top of the abutment cap/pier
cap, the appropriate impact percentage shall be multiplied by the factor given below:

a) For calculating the pressure on the top 3 m of the

structure below the abutment cap/piercap : 0.5
decreasing
uniformly to zero

b) For calculating the pressure on the portion of structure : Zero

more than 3 m below the abutment cap/piercap

208.8 In the design of members subjected to among other stresses, direct tension,
such as, hangers in a bowstring girder bridge and in the design of member subjected
to direct compression, such as, spandrel columns or walls in an open spandrel arch,
the impact percentage shall be taken the same as that applicable to the design of the
corresponding member or members of the floor system which transfer loads to the tensile
or compressive members in question.
208.9 These clauses on impact do not apply to the design of suspension bridges
and foot over bridges. In cable suspended bridges and in other bridges where live load
to dead load ratio is high, the dynamic effects such as vibration and fatigue shall be
considered. For long span foot over bridges (with frequency less than 5 Hz and 1.5 Hz in
vertical and horizontal direction) the dynamic effects shall be considered, if necessary,
for which specialist literature may be referred.

209 WIND LOAD

209.1 This clause is applicable to normal span bridges with individual span length up
to 150 m or for bridges with height of pier up to 100 m. For all other bridges including
cable stayed bridges, suspension bridges and ribbon bridges specialist literature shall
be used for computation of design wind load.
209.1.1 The wind pressure acting on a bridge depends on the geographical locations,
the terrain of surrounding area, the fetch of terrain upwind of the site location,

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IRC: 6-2017

the local topography, the height of bridge above the ground, horizontal dimensions and cross-
section of bridge or its element under consideration. The maximum pressure is due to
gusts that cause local and transient fluctuations about the mean wind pressure.
All structures shall be designed for the wind forces as specified in Clause 209.3 and
209.4. These forces shall be considered to act in such a direction that the resultant
stresses in the member under consideration are maximum.
In addition to applying the prescribed loads in the design of bridge elements, stability
against overturning, uplift and sliding due to wind shall be considered.
209.2 The wind speed at the location of bridge shall be based on basic wind speed
map as shown in Fig. 10. The intensity of wind force shall be based on hourly mean wind
speed and pressure as shown in Table 12. The hourly mean wind speed and pressure
values given in Table 12 corresponds to a basic wind speed of 33 m/s, return period of
100 years, for bridges situated in plain terrain and terrain with obstructions, with a flat
topography. The hourly mean wind pressure shall be appropriately modified depending
on the location of bridge for other basic wind speed as shown in Fig. 10 and used for
design (see notes below Table 12).

Table 12: Hourly Mean Wind Speed and Wind Pressure

(For a Basic Wind Speed of 33 m/s as shown in Fig. 10)

Bridge Situated in
H (m) Plain Terrain Terrain with Obstructions
Pz (N/m 2) Pz (N/m2)
Vz (m/s) Vz (m/s)
Up to 10 m 27.80 463.70 17.80 190.50
15 29.20 512.50 19.60 230.50
20 30.30 550.60 21.00 265.30
30 31.40 590.20 22.80 312.20
50 33.10 659.20 24.90 373.40
60 33.60 676.30 25.60 392.90
70 34.00 693.60 26.20 412.80
80 34.40 711.20 26.90 433.30
90 34.90 729.00 27.50 454.20
100 35.30 747.00 28.20 475.60
where
H = the average height in metres of exposed surface above the mean retarding
surface (ground or bed or water level)
Vz = Hourly mean speed of wind in m/s at height H
Pz = Horizontal wind pressure in N/m2 at height H

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 IRC: 6-2017

Notes :
1) Intermediate values may be obtained by linear interpolation.
2) Plain terrain refers to open terrain with no obstruction or with very well scattered
obstructions having height upto 10 m. Terrain with obstructions refers to a terrain
with numerous closely spaced structures, forests or trees upto 10 m in height with
few isolated tall structures or terrain with large number of high closed spaced
obstruction like structures, trees forests etc.
3) For other values of basic wind speed as indicated in Fig. 10, the hourly mean wind
speed shall be obtained by multiplying the corresponding wind speed value by the
ratio of basic wind speed at the location of bridge to the value corresponding to
Table 12, (i.e., 33 m/sec.)
4) The hourly mean wind pressure at an appropriate height and terrain shall be
obtained by multiplying the corresponding pressure value for base wind speed as
indicated in Table 12 by the ratio of square of basic wind speed at the location of
wind to square of base wind speed corresponding to Table 12 (i.e., 33 m/sec).
5) If the topography (hill, ridge escarpment or cliff) at the structure site can cause
acceleration or funneling of wind, the wind pressure shall be further increased by
20 percent as stated in Note 4.
6) For construction stages, the hourly mean wind pressure shall be taken as 70
percent of the value calculated as stated in Notes 4 and 5.
7) For the design of foot over bridges in the urban situations and in plain terrain, a
minimum horizontal wind load of 1.5 kN/m 2 (150 kg/m2) and 2 kN/m2 (200 kg/m2)
respectively shall be considered to be acting on the frontal area of the bridge.
209.3 Design Wind Force on Superstructure
209.3.1 The superstructure shall be designed for wind induced horizontal forces (acting
in the transverse and longitudinal direction) and vertical loads acting simultaneously.
The assumed wind direction shall be perpendicular to longitudinal axis for a straight
structure or to an axis chosen to maximize the wind induced effects for a structure
curved in plan.
209.3.2 The transverse wind force on a bridge superstructure shall be estimated as
specified in Clause 209.3.3 and acting on the area calculated as follows:
a) For a deck structure:
The area of the structure as seen in elevation including the floor system
and railing, less area of perforations in hand railing or parapet walls shall be
considered. For open and solid parapets, crash barriers and railings, the solid
area in normal projected elevation of the element shall be considered.
b) For truss structures:
Appropriate area as specified in Annex C shall be taken.

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IRC: 6-2017

c) For construction stages:

The area at all stages of construction shall be the appropriate unshielded solid
area of structure.

209.3.3 The transverse wind force FT (in N) shall be taken as acting at the centroids of
the appropriate areas and horizontally and shall be estimated from:

FT = Pz x A1 x G x CD

2
where, Pz is the hourly mean wind pressure in N/m (see Table 12) , A 1 is the solid area
in m2 (see Clause 209.3.2), G is the gust factor and C D is the drag coefficient depending
on the geometric shape of bridge deck.

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

The drag coefficient for slab bridges with width to depth ratio of cross-section, i.e b/d≥10
shall be taken as 1.1.

For bridge decks supported by single beam or box girder, CD shall be taken as 1.5 for b/d
ratio of 2 and as 1.3 if b/d ≥ 6. For intermediate b/d ratios CD shall be interpolated. For
deck supported by two or more beams or box girders, where the ratio of clear distance
between the beams of boxes to the depth does not exceed 7, CD for the combined
structure shall be taken as 1.5 times CD for the single beam or box.

For deck supported by single plate girder it shall be taken as 2.2. When the deck is
supported by two or more plate girders, for the combined structure CD shall be taken as
2(1+c/20d), but not more than 4, where c is the centre-to-centre distance of adjacent
girders, and d is the depth of windward girder.

For truss girder superstructure the drag coefficients shall be derived as given in Annex C.

For other type of deck cross-sections CD shall be ascertained either from wind tunnel
tests or, if available, for similar type of structure, specialist literature shall be referred to.

209.3.4 The longitudinal force on bridge superstructure F L (in N) shall be taken as 25

percent and 50 percent of the transverse wind load as calculated as per Clause 209.3.3
for beam/box/plate girder bridges and truss girder bridges respectively.

36
 IRC: 6-2017

Based upon Survey of India Outline Map printed in 1993 Government of India Copyright 2005
The territorial waters of India extend into the sea to a distance of twelve nautical milesmeasured from the appropriate base line.
The boundary of Meghalaya shown on this map ia as interpreted from the North Eastern Areas (Reorganisation) Act 1971, but has yet to be varified.
Responsibility of correctness of internal details shown on the map rests with the publisher.
The state boundries between Uttaranchal & Uttar Pradesh, Bihar & Jharkhand and Chhatisgarh & Madhya Pradesh have not been varified by Governments concerned.

Fig. 10: Basic Wind Speed in m/s (BASED ON 50-YEARS RETURN PERIOD)
The Fig. 10 have been reproduced in confirmation of Bureau of Indian Standards

37
 IRC: 6-2017

PIERS
The intermediate supports for the superstructure of a multi-span bridgeare known as piers.A
pier essentially consists of two parts i.e. a column or shaft and the foundation . It is sometimes
provided with projections, called cut water and ease water for easy passage of water.The
salient features of a bridge pier are discussed below:-

1.Height:-The height of a pier is measured from the top of its foundation upto the support level
of girders or the springing point of the arch in case of an arch bridge. The top of the pier is
usually kept I to 1.5 m above the H.F.L of the stream or river.

2. Pier width:-The top width of the pier should be sufficient to accommodate two bearings with à
clearance of about 15 om between their seats. It should be equal tospan length or 1/6 to 1/2 of
the span length whichever is greater. The bottom width of the pier should be 1/3 of its total
height. The top surface of the pier should be kept, flat for girder bridges or semicircular arch
bridges and provided with skewbacks if the bridges arches are segmental or elliptical.

3. Pier batter:-The sides of the masonry pier may be kept either vertical or battered. Generally,
a batter of 1 in 12 to 1 in 24 is provided in case of large piers. However, short plers have
vertical sides.

4. Length of pier:-The length of a p'er is generally kept 1'5 times the top width of the pier
beyond the centre line of the outer trusses or griders plus length of cut water and ease water,

5. Pier cap :-The top of a masonry pier is usually provided with concrete blocks, stone slab or
R.C.C. cap which covers the entire area of the top of the pier and projects about 75 cm beyond
its sides. It distributes the loads from the bearings to the pier column more uniformly.

6. Cut water and ease water :-A pier is usually provided with projections on upstream and
downstream sides which are known as cut and ease water. The projection of the pier on U/S
side known as cut water and that on the D/S side is called ease water.The cut water and ease
water are provided for easy passage of water. They also prevent the formation of eddies and
their scouring effect. Piers with different shapes of cut water and ease water.
Function of a pler:-The function of a pier is to transmit the load from the bridge superstructure to
the sub-soil lying underneath.

Requirements of a good pier :-

It should be easily and cheaply constructed. It should be constructed of a durable material.
It should have sufficient bearing area at its top to receive the bearings supporting the bridge
girders.It should have pleasing appearance. It should be strong enough to take and transfer the
load of the superstructure to the sub-soil lying underneath. It should be quite stable against
lateral and longitudinal thrusts of water. It should involve less maintenance cost.

TYPES OF PIERS :The type of pier to be adopted depend on the type of super-structure, sub-
soil conditions and the construction procedure of the bridge. Bridge piers can be broadly
classified into the following two types:- .

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 IRC: 6-2017

For piers, CD shall be taken from Table 13. For piers with cross-section dissimilar to
those given in Table 13, CD shall be ascertained either from wind tunnel tests or, if
available, for similar type of structure, specialist literature shall be referred to CD shall
be derived for each pier, without shielding.

Table 13: Drag Coefficients CD For Piers

HEIGHT
CD FOR PIER RATIOS OF
BREADTH
PLAN SHAPE

t 1 2 4 6 10 20 40
b

WIND t
b 1 1.3 1.4 1.5 1.6 1.7 1.9 2.1
4

1
3
1.3 1.4 1.5 1.6 1.8 2.0 2.2
1
2

2
1.3 1.4 1.5 1.6 1.8 2.0 2.2
3

1 1.2 1.3 1.4 1.5 1.6 1.8 2.0

1
1 1.0 1.1 1.2 1.3 1.4 1.5 1.7
2

2 0.8 0.9 1.0 1.1 1.2 1.3 1.4

3 0.8 0.8 0.8 0.9 0.9 1.0 1.2

4 0.8 0.8 0.8 0.9 0.9 0.9 1.1

b

SQUARE OR
OCTAGONAL
1.0 1.1 1.2 1.3 1.4 1.4 1.4

12 SIDE POLYGON 0.7 0.8 0.9 0.9 1.0 1.1 1.3

CIRCLE WITH SMOOTH

SURFACE HERE
t Vz  6 m 2/ S
0.5 0.5 0.5 0.5 0.5 0.6 0.6

CIRCLE WITH SMOOTH

SURFACE WHERE
t V > 6 m2 / S
z
CIRCLE WITH ROUGH 0.7 0.7 0.8 0.8 0.9 1.0 1.2

d
SURFACE OR WITH
PROJECTIONS

39
 IRC: 6-2017

Notes:
1) For rectangular piers with rounded corners with radius r, the value of CD derived
from Table 13 shall be multiplied by (1-1.5 r/b) or 0.5, whichever is greater.

2) For a pier with triangular nosing, CD shall be derived as for the rectangle
encompassing the outer edges of pier.

3) For pier tapering with height, CD shall be derived for each of the unit heights
into which the support has been subdivided. Mean values of t and b for each
unit height shall be used to evaluate t/b. The overall pier height and mean
breadth of each unit height shall be used to evaluate height/breadth.

4) After construction of the superstructure CD shall be derived for height to breadth

ratio of 40.

209.4 Wind Tunnel Testing

Wind tunnel testing by established procedures shall be conducted for dynamically

sensitive structures such as cable stayed, suspension bridges etc., Including modeling
of appurtenances.

210 HORIZONTAL FORCES DUE TO WATER CURRENTS

210.1 Any part of a road bridge which may be submerged in running water shall be
designed to sustain safely the horizontal pressure due to the force of the current.

210.2 On piers parallel to the direction of the water current, the intensity of pressure
shall be calculated from the following equation:

P = 52KV2
where,

P = intensity of pressure due to water current, in kg/m2

V = the velocity of the current at the point where the pressure intensity is being
calculated, in metre per second, and
K = a constant having the following values for different shapes of piers illustrated in
Fig.11

i) Square ended piers (and for the superstructure) 1.50

ii) Circular piers or piers with semi-circular ends 0.66
iii) Piers with triangular cut and ease waters, the angle 0.50
included between the faces being 30° or less
iv) Piers with triangular cut and ease waters, the angle included 0.50 to
between the faces being more than 30° but less than 60° 0.70

40
 IRC: 6-2017

v) Piers with triangular cut and ease waters, the angle 0.70
included between the faces being more than 60° but to 0.90
less than 90°
vi) Piers with cut and ease waters of equilateral arcs of 0.45
circles
vii) Piers with arcs of the cut and ease waters intersecting at 90° 0.50

Fig. 11: Shapes of Bridge Piers (Clause 210.2)

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 IRC: 6-2017

210 .1 HORIZONTAL TERCURRENTS

ABUTMENTS: The end supports of a bridge superstructure are known as abutments.They are built
either with brick masonry, stone masonry, mass concrete, precast concrete blocks or R.C.C. The top
surface of the abutment is made flat for girder bridges or semi-circular arch bridges but provided with
skewbacks if the bridge arches are segmental or elliptical. Weep holes are provided at different levels,
through the body of the abutment to drain off the retained earth. An abutment serves both as a pier and
retaining wall. The sailent features of an abutment are illustrated in fig. 4-11 and are discussed below:-

1.Height -The height of the abutment is equal to that of the piers.

2. Abutment batter:-The water face of the abutment is usually kept vertical but batter of 1 in 12 to 1 in
24 can be provided as for piers. The back of the retaining wall, retaining carth, is given a batter of 1 in 6
or may be stepped down.

3.Abutment width:-The top width of the abutment should be sufficient to accommodate the ends of the
bridge superstructure.

4. Length of abutment -The length of abutment is kept atleast equal to the width of the bridge.

5.Abutment cap :-The design of abutment cap is similar to that of the pier cap.

Functions of abutments :-
(i)To transmit the load from the bridge superstructure to the subsoil lying underneath.
(iii) To retain the earth pressure of embankment of the approaches.
(iv) To provide final formation level to the bridge superstructure.

Requirements of a good abutment :-

(i) It should have sufficient bearing area at its top to receive bearing which supports the bridge girder.
(ii) It should be easily and cheaply constructed.
(iii) It should be constructed of durable materialing which supports the bridge girder.
(iv) It should have pleasing appearance.
(v) It should be strong enough to take and transmit the load bridge superstructure to the sub-soil lying
underneath and to retain the pressure of embankment of approaches.
(vi) It should be quite stable against side erosion due to more velocity of flow of water.
(vil) It should involve less maintenance cost.

4CLASSIFICATION OF ABUTMENTS:Bridge abutments are classified into the following types,

according to their layout in plan:-
1. Abutments without wing walls,
2. Abutments with wing walls.
Abutments without wing walls:-These abutments are suitable in the case when river banks at bridge
site are sufficiently firm, the velocity of flow of river water is less and there is no danger of side crosion.
Abutments without wing walls can be further classified into the
following types :-
(a) Straight abutments; (b) Tee abutments; (c) Hollow or arch abutments; (d) Burried abutments.
Abutments with wing walls:-These embankment abutments are suitable is more, the velocity in case

42
 IRC: 6-2017

when height of the approach of flow of river water is high and there is danger of side erosion.
Abutments with wing walls are further classified into the following types:-
(a) Abutments with straight wing walls;(b) Abutments with splayed wing walls;(c) Abutments with return
wing walls.

WING WALLS -The walls constructed at both ends of the abutments to retain the earth banks of the
river or of the bridge approaches are known as wing walls.
These walls are constructed of the same material as that of their abutments. The design of wing walls
depends on the nature of banks. Generally, the top of wing walls is either kept horizontal or sloping
outwards. Their water face is kept either vertical or battered.

Functions of wing walls :-

(i) To retain the earth banks of the river.
(ii) To retain the earth banks of approaches, in which case they are called return wing walls.
(iii) To protect the earth banks from the action of water, if necessary.

Types of wing walls :- Depending upon their layout, wing walls are classified into the following three
types :- (a) Straight wing walls The wing walls constructed parallel to the abutments at both of their
ends are known as straight wing walls.These wing walls are suitable for small bridges and culverts,
constructed across small streams with low banks. Such wing walls are generally constructed for a
railway bridge, specially in urban areas, where the cost of land is high.
(b) Splayed wing walls:-The wing walls constructed at an acute angle with the abutments at both of
their ends are known as splayed wing walls. Splayed wing walls are best suited for small as well as big
on rivers. They are also provided in the case when the road width is to be decreased on the bridge
across a stream or river or when two or more roads meet at the approach of a bridge.
(c) Return wing walls:-The wing walls constructed at right angles to the abutments at both of their ends
are known as return wing walls. These wing walls are designed to retain the earth pressure of
approaches. Such wing walls are suitable in case when the embankment of approaches are very high
and the river banks are rocky or firm.

APPROACHES
The lengths of the communication route affected by the layout and design of the bridge, at both of its
ends, are known as approaches. In case of high level bridges and culverts, the approaches are
constructed in embankment, while for submersible bridges or causeways, they are provided in cutting.
According to I.R.C. recommendations the approaches should be straight for a minimum length of 15 m
on either side of the bridge, where horizontal curve have to be provided on the approaches beyond the
straight portion on either side with necessary radius of curvature and superelevation.

Function of approaches :-The function of approaches is to carry the communication route to the level of
bridge floor.

Types of approaches :-Bridge approaches are classified into the following three types :- (a)
Approaches with straight abutments or T-abutments at their ends ; (b)Approaches with abutments and
retaining walls; (c) Approaches running over extended portions of the main bridge.

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 IRC: 6-2017

BEARINGS

The devices fixed on abutments and piers to allow for free expansion,contraction and deflectian of
the bridge superstructure are known as bridge bearings These are important devices used in the
construction of a bridge.
Functions of bridge bearings :-
(i) To distribute the load received through the ends of bridge girders over large area on the top of
abutments or piers. longitudinal movement, occurring in the bridge superstructure due to variations in
temperature.
(ii) To freely allow
(iii) To transmit the horizontal forces, occurring due to application of brakes to vehicles, moving on
the bridge, to the substructure without causing horizontal movement of the bridge superstructure.
(iv) To allow for angular movement at support due to deflection of girders.
(v) To allow for vertical movement due to sinking of any support.

Necessity of keeping one bearing fixed and the other free:-

In all steel bridges, the girders are liable to expand and contract considerably due to variations in
temperature. If one end of the simply supported girder is not kept free to move in the longitudinal
direction, internal stresses will develop in the bridge superstructure.

TYPES OF BEARINGS FOR STEEL GIRDER BRIDGES

The various bearings, being used for steel girder bridges, are broadly classified Into the following two
categories:-
1. Fixed bearings;
2. Expansion bearings.

Fixed bearings -The bearings which do not permit any longitudinal movement of the bridge girders
are known as fixed bearings. These bearings usually allow angular movement or deflection of
girders.

Fixed bearings are further classified into the following common types :-
1.Deep cast base bearings; 2.Rocker bearings 3.Knuckle bearings 4. Shallow and fixed plate
bearings

Expansion bearings:-The bearings which allow longitudinal movement of the bridge girders are
known as expansion or free bearings .In practice, one end of the bridge girder is provided with a fixed
bearing and the other end with an expansion bearing to allow for expansion and contraction of the
girders due to variations of temperature and to transmit the horizontal forces to the bridge
substructure, without permitting any horizontal movement of the bridge superstructure.

Expansion bearings are further classified into the following four types:-
(a) Sliding plate bearings;
(b) Deep cast base curved plate bearings:
(c) Rocker bearings with curved base:
(d) Rocker and roller bearings.

Bearings for girder bridges :-These bearings usually consist of a lead sheet, provided in between two
mild steel plates. The upper M.S. plate is anchored to the girder at its bottom and the base plate to
44
 IRC: 6-2017
the capping slab of the abutment or pier. These bearings are suitable for spans 8 to 27 m.Bearings
for girder bridges are further classified in the following four types-
1.Fixed plate bearings; 2.Sliding plate bearings; 3.Sliding plate bearings with curved top plate; 4.Free
bearings.

Joints
The joint is the weakest and most vulnerable area in bridge design. Unless properly designed, the
distress at bridge joints will lead to many maintenance problems, ranging from spalling of concrete
edges at the joint to deterioration of pier caps. With the extremely high density of traffic occurring on
most major bridges, maintenance work on the bridge should be restricted to a minimum length of
time. Hence the joints on a bridge should be so designed as to perform satisfactorily for a long time
without requiring repair or replacement.
Three types of joints occur on a bridge structure: (a) construction joint, (b) expansion joint, and (c)
contraction joint.

Well foundations

It referred to as open caissons are the most common type of foundations generally adopted for major
bridges crossing rivers in India, where the soil strata comprises of sand or stiff clay. The foundation
comprises of single large diameter well or a group of smaller wells of circular shape or double-D,
square or rectangular shapes. The circular shaped well is generally preferred due to its simplicity for
construction and sinking operations. In the case of foundations for large span cantilever, suspension
or cable stayed bridges, larger rectangular wells with multiple dredge holes of square shape are
commonly used.
The size and shape of well for a particular foundation depends upon the various factors such as:
(i) Size of pier
(ii) Depth of foundation
(iii) Nature of soil at site and the possibility of pneumatic sinking.
The dredge holes should be large enough to permit easy dredging. According to IRC : 78-1983, the
minimum dimension of a dredge hole should be not less than 2m.

A typical well foundation comprises of the following structural components:

1.Steining 2.Well Curb 3.Bottom and Top Plugs 4.Well Cap 5.Sand filling 6.Cutting Edge

Types of Foundations

The foundations used in bridge structures may be broadly classified as:

(i) Shallow foundations, and
(ii) Deep foundations.
A shallow foundation is sometimes defined as one whose depth is smaller than its width. For the
purpose of discussion in this chapter, a shallow foundation is taken as one which can be prepared by
open excavation, and a deep foundation would refer to one which cannot be prepared by open
excavation. Footings and raft foundations are examples of shallow foundations. Shallow foundations
transfer the load to the ground by bearing at the bottom of the foundation. In the case of a deep
foundation, the load transfer is partly by point bearing at the bottom of foundation and partly by skin
friction with the soil around the its embedment in the soil.

Deep foundations are further classified as:

(a) Pile foundations, and (b) Caisson foundations.
45
 IRC: 6-2017

A pile is defined as a column-support type of foundation which may be precast or formed at site.
Caisson (well) foundation is a structure with a hollow portion, which is generally built in parts and
sunk through the ground to the prescribed depth and which subsequently becomes an integral part of
the permanent foundation.

Caisson foundations are of two types:

(a) Open caissons (also known as well foundations in India); and
(b) Pneumatic caissons.
An open caisson is one that has no top or bottom cover during its sinking. It is more popularly known
as well foundation. A pneumatic caisson is a caisson with a permanent or temporary roof near the
bottom so arranged that men can work in the compressed air trapped under it. Pneumatic caisson
can be used for a depth of about 30 m below water level, beyond which pile foundations
would have to be resorted to.

Shallow foundations : It can be laid using open excavation by allowing natural slopes on all sides.
This is normally convenient above the water table and is practicable up to a depth of about 5 m. For
larger depths and for work under water, it would be necessary to use shoring with sheet piles or to
resort to the provision of cofferdams. The purpose of shoring and cofferdams is to permit excavation
with minimum extra width over the foundation width and to facilitate working on the foundation "in the
dry", using suitable water pumping arrangements. In case of shoring, sheathing with timber planks
supported by wales and struts is provided as the excavation proceeds. The size of the excavation at
the bottom should be sufficiently large to permit adequate space for fixing formwork around the
footing and to leave a working space of about 300 mm all around. The limiting depth of cofferdams is
normally about 10 m. When the excavation reaches the foundation level, the exposed area of the
bottom of the pit is leveled and compacted by ramming. In case pumping of water is necessary, a
sump is provided to drain the water. A leveling course of about 150 mm thickness with lean concrete
(1:3:6 or 1:4:8 by volume) is laid. The plan of the pier is marked on the top of the leveling course, and
construction is commenced.

Pile foundations may be considered appropriate for bridges in the following situations:
(a) when the founding strata underlies deep standing water and soft soil; (b) when the foundation
level is more than 30 m below the water level, so that pneumatic sinking of wells is difficult; (c) when
suitable founding strata is available below a deep layer of soft soil; and (d) in conditions where pile
foundations are more economical than wells.

Pile foundations may be divided into two groups:

(i) Foundations with friction piles, and
(ii) Foundations with point bearing piles.
As the name suggests, a friction pile develops bearing capacity to a major extent by skin friction, i.e.,
it transfers the load to the adjacent soil by friction along the embedded length of the pile. Friction piles
are driven in ground whose strength does not increase appreciably with depth. A point bearing pile
transfers practically all of its load by end bearing to a hard stratum on which it rests. It should be
ensured that the strata beneath the bearing layer are not too weak to carry the additional loads.

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 IRC: 6-2017

211.6.1 The distribution of self-induced horizontal force caused by deck movement

(owing to temperature, shrinkage, creep, elastic shortening, etc.) depends not only on
shear ratings of the supports but also on the location of the ‘zero’ movement point in
the deck. The shear rating of the supports, the distribution of applied and self-induced
horizontal force and the determination of the point of zero movement may be made as per
recognized theory for which reference may be made to publications on the subjects.

211.1 The effects of braking force on bridge structures without bearings, such as,
arches, rigid frames, etc., shall be calculated in accordance with approved methods of
analysis of indeterminate structures.

211.2 The effects of the longitudinal forces and all other horizontal forces should be
calculated upto a level where the resultant passive earth resistance of the soil below the
deepest scour level (floor level in case of a bridge having pucca floor) balances these
forces.

211 CENTRIFUGAL FORCES

212.1 Where a road bridge is situated on a curve, all portions of the structure affected
by the centrifugal action of moving vehicles are to be proportioned to carry safely the
stress induced by this action in addition to all other stress to which they may be subjected.

212.2 The centrifugal force shall be determined from the following equation:

WV 2
C=
127R
where,
C = Centrifugal force acting normally to the traffic (1) at the point of action of the wheel
loads or (2) uniformly distributed over every metre length on which a uniformly
distributed load acts, in tonnes.
W = Live load (1) in case of wheel loads, each wheel load being considered as acting
over the ground contact length specified in Clause 204, in tonnes, and (2) in case
of a uniformly distributed live load, in tonnes per linear metre.
V = The design speed of the vehicles using the bridge in km per hour, and

R = The radius of curvature in metres.

212.3 The centrifugal force shall be considered to act at a height of 1.2 m above the
level of the carriageway.

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IRC: 6-2017

212.4 No increase for impact effect shall be made on the stress due to centrifugal
action.

212.5 The overturning effect of the centrifugal force on the structure as a whole shall
also be duly considered.

212 BUOYANCY

213.1 In the design of abutments, especially those of submersible bridges, the effects
of buoyancy shall also be considered assuming that the fill behind the abutments has
been removed by scour.

213.2 To allow for full buoyancy, a reduction shall be made in the gross weight of the
member affected by reducing its density by the density of the displaced water.
Note:
1) The density of water may be taken as 1.0 t/m3
2) For artesian condition, HFL or actual water head, whichever is higher, shall be
considered for calculating the uplift.

213.3 In the design of submerged masonry or concrete structures, the buoyancy

effect through pore pressure may be limited to 15 percent of full buoyancy.

213.4 In case of submersible bridges, the full buoyancy effect on the superstructure
shall be taken into consideration.

213 EARTH PRESSURE

214.1 Lateral Earth Pressure

Structure designed to retain earth fills shall be proportioned to withstand pressure
calculated in accordance with any rational theory. Coulomb’s theory shall be acceptable
for non-cohesive soils. For cohesive soil Coulomb’s theory is applicable with Bell’s
correction. For calculating the earth pressure at rest Rankine’s theory shall be used.

Earth retaining structures shall, however, be designed to withstand a horizontal pressure

not less than that exerted by a fluid weighing 480 kg/m3 unless special methods are
adopted to eliminate earth pressure.

The provisions made under this clause are not applicable for design of reinforced soil
structures, diaphragm walls and sheet piles etc., for which specialist literature shall be
referred.

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 IRC: 6-2017

214.1.1 Lateral Earth Pressure under Non-Seismic Condition for Non-Cohesive Soil

214.1.1.1 Active pressure

The coefficient of active earth pressure Ka estimated based on Coulomb earth pressure
theory is as shown in Fig. 13A

where,
 = Angle of internal friction of soil
α = Angle which earth face of the wall makes with the vertical.
β = Slope of earth fill
δ = Angle of friction between the earth and earth fill should be equal to 2/3 of 
subject to maximum of 22.5º

Point of Application: The centre of pressure exerted by the backfill, when considered
dry, is located at an elevation of 0.42 of the height of the wall above the base and 0.33
of height of wall when considered wet.

214.1.1.2 Passive pressure

The coefficient of active earth pressure Kp estimated based on Coulomb earth pressure
theory is as shown in Fig. 13B.

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IRC: 6-2017

where,
 = Angle of internal friction of soil
α = Angle which earth face of the wall makes with the vertical.
β = Slope of earth fill
δ = Angle of friction between the earth and earth fill should be equal to 2/3 of 
subject to maximum of 22.5º

Point of Application: The centre of pressure exerted by the backfill is located at an

elevation of 0.33 of the height of the wall above the base, both for wet and dry back fills.

214.1.1.3 Live load surcharge

A live load surcharge shall be applied on abutments and retaining walls. The increase in
horizontal pressure due to live load surcharge shall be estimated as
∆ = k  γ  heq
where,

k = Coefficient of lateral earth pressure

γ = Density of soil
heq = Equivalent height of soil for vehicular loading which shall be 1.2 m

The live load surcharge need not be considered for any earth retaining structure beyond
3 m from edge of formation width.

214.1.2 Lateral earth pressure under seismic conditions for non—cohesive soil
The pressure from earthfill behind abutments during an earthquake shall be as per the
following expression.

214.1.2.1 Active pressure due to earthfill

The total dynamic force in kg/m length wall due to dynamic active earth pressure shall
be:
1
(Paw) dyn = 2 wh2 Ca

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 IRC: 6-2017

where,
Ca = Coefficient of dynamic active earth pressure
w = Unit weight of soil in kg/m3
h = Height of wall in m, and

where,
Av = Vertical seismic coefficient
 = Angle of internal friction of soil

λ =

α = Angle which earth face of the wall makes with the vertical
β = Slope of earth fill
δ = Angle of friction between the wall and earth fill and
Ah = Horizontal seismic coefficient, shall be taken as (Z/2), for zone factor Z, refer
Table 16

For design purpose, the greater value of Ca shall be taken, out of its two values corresponding
to ± Av.

Point of Application - From the total pressure computed as above subtract the static active
pressure obtained by putting Ah = Av = λ = 0 in the expression given in equation 214.1.2 (a).
The remainder is the dynamic increment. The static component of the total pressure shall be
applied at an elevation h/3 above the base of the wall. The point of application of the dynamic
increment shall be assumed to be at mid-height of the wall.

214.1.2.2 Passive pressure due to earthfill

The total dynamic force in kg/m length wall due to dynamic Passive earth pressure shall be:
1
(Paw) dyn = 2
wh2 Cp
where,
Cp = Coefficient of dynamic Passive Earth Pressure

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IRC: 6-2017

w, h,   α, β and δ are as defined in (A) above and

λ =

Point of Application — From the static passive pressure obtained by putting A h = Av = λ = 0

in the expression given in equation 214.1.2(b), subtract the total pressure computed as above.
The remainder is the dynamic decrement. The static component of the total pressure shall be
applied at an elevation h/3 above the base of the wall. The point of application of the dynamic
decrement shall be assumed to be at an elevation 0.5h above the base of the wall.

214.1.2.3 Active pressure due to uniform surcharge

The active pressure against the wall due to a uniform surcharge of intensity q per unit area of
the inclined earthfill surface shall be:

Point of Application - The dynamic increment in active pressures due to uniform surcharge
shall be applied at an elevation of 0.66h above the base of the wall, while the static component
shall be applied at mid-height of the wall.

214.1.2.4 Passive pressure due to uniform surcharge

The passive pressure against the wall due to a uniform surcharge of intensity q per unit area of
the inclined earthfill shall be:

Point of Application - The dynamic decrement in passive pressures due to uniform surcharge
shall be applied at an elevation of 0.66 h above the base of the-walls while the static component
shall be applied at mid-height of the wall.

214.1.2.5 Effect of saturation on lateral earth pressure

For submerged earth fill, the dynamic increment (or decrement) in active and passive earth
pressure during earthquakes shall be found from expressions given in 214.1.2 (a) and
214.1.2(b) above with the following modifications:

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 IRC: 6-2017

a) The value of δ shall be taken as 1/2 the value of δ for dry backfill.

b) The value of λs shall be taken as follows:

where,

Ws = Saturated unit weight of soil in gm/cc,

Ah = Horizontal seismic coefficient
Av = Vertical seismic coefficient.

c) Buoyant unit weight shall be adopted.

d) From the value of earth pressure found out as above, subtract the value of earth
pressure determined by putting Ah = Av = λs = 0 but using buoyant unit weight. The
remainder shall be dynamic increment.

214.1.3 At-Rest lateral earth pressure coefficient

The coefficient of at-rest earth pressure shall be taken as

K0 = 1 – sin 


where,
 = Coefficient of internal friction of soil
K0 = Coefficient of earth pressure at-rest
Walls that have of no movement should be designed for “at-rest” earth pressure. Typical
examples of such structures are closed box cell structures.

Point of Application: The centre of pressure exerted by the backfill is located at an elevation
of 0.33 of the height of the wall.

214.1.4 Active and passive lateral earth pressure coefficients for cohesive (C–)
soil – non seismic condition

The active and passive pressure coefficients (K a and Kp) for lateral active and passive earth
pressure shall be calculated based on Coulomb’s formula taking into consideration of wall
friction. For cohesive soils, the effect of ‘C’ shall be added as per procedure given by Bell.

For cohesive soils, active pressure shall be estimated by

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IRC: 6-2017

For cohesive soils, passive pressure shall be estimated by

The value of angle of wall friction may be taken as 2/3 rd of , the angle of repose, subject to
limit of 22 ½ degree.

where,

Pa = Active lateral earth pressure

Pp = Passive lateral earth pressure
ka = Active Coefficient of lateral earth pressure
kp = Passive Coefficient of lateral earth pressure
γ = Density of soil (For saturated earth fill, saturated unit weight of soil shall be
adopted)
z = Depth below surface of soil
C = Soil cohesive

Point of Application —The centre of earth pressure exerted shall be located at 0.33 of
height for triangular variation of pressure and 0.5 of height for rectangular variation of
pressure.

214.1.5 Earth pressure for partially submerged backfills

The ratio of lateral dynamic increment in active pressure due to backfill to the vertical
pressures at various depths along the height of wall may be taken as shown in Fig. 14a.

The pressure distribution of dynamic increment in active pressures due to, backfill may
be obtained by multiplying the vertical effective pressures by the coefficients in Fig. 14b
at corresponding depths.

Lateral dynamic increment due to surcharge multiplying with q is shown in Fig. 14b.

A similar procedure as in 214.1.5 may be utilized for determining the distribution of

dynamic decrement in passive pressures. Concrete or masonry inertia forces due to
horizontal and vertical earthquake accelerations are the products of the weight of wall
and the horizontal and vertical seismic coefficients respectively.

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Fig. 14a

Fig. 14b

Note :
Ca is computed as in 214.1.2 (a) for dry (moist) saturated backfills
C1ais computed as in 214.1.2 (a) and 214.1.2 (e) for submerged backfills
K1a is the value of C a when Ah = Av = λ = 0
K1a is the value of C1 a when Ah = Av = λ = 0
h1 is the height of submergence above the base of the wall

214.1.6 Earth pressure for integral bridges

For calculation of earth pressure on bridge abutments in integral bridges, the specialist
literature shall be referred.

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214.2 Reinforced concrete approach slab with 12 mm dia 150 mm c/c in each direction
both at top and bottom as reinforcement in M30 grade concrete covering the entire
width of the roadway, with one end resting on the structure designed to retain earth and
extending for a length of not less than 3.5 m into the approach shall be provided.

214.3 Design shall be provided for the thorough drainage of backfilling materials by
means of weep holes and crushed rock or gravel drains; or pipe drains, or perforated
drains. Where such provisions are not provided, the hydrostatic pressures shall also be
considered for the design.

214.4 The pressure of submerged soils (not provided with drainage arrangements)
shall be considered as made up of two components:

a) Pressure due to the earth calculated in accordance with the method laid
down in Clause 214.1.1, unit weight of earth being reduced for buoyancy,
and

b) Full hydrostatic pressure of water

214 TEMPERATURE

215.1 General
Daily and seasonal fluctuations in shade air temperature, solar radiation, etc. cause the
following:
a) Changes in the overall temperature of the bridge, referred to as the effective
bridge temperature. Over a prescribed period there will be a minimum and a
maximum, together with a range of effective bridge temperature, resulting in
loads and/or load effects within the bridge due to:
i) Restraint offered to the associated expansion/contraction by the form of
construction (e.g., portal frame, arch, flexible pier, elastomeric bearings)
referred to as temperature restraint; and
ii) Friction at roller or sliding bearings referred to as frictional bearing
restraint;
b) Differences in temperature between the top surface and other levels through
the depth of the superstructure, referred to as temperature difference and
resulting in associated loads and/or load effects within the structure.

Provisions shall be made for stresses or movements resulting from variations in the
temperature.

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 IRC: 6-2017

215.2 Range of Effective Bridge Temperature

Effective bridge temperature for the location of bridge shall be estimated from the
maximum and minimum shade air temperature given in Annexure F. For bridge locations
other than the stations listed in Annexure F, the values corresponding to nearest station
shall be used.

The bridge temperature when the structure is effectively restrained shall be estimated
as given in Table 15 below.

Table 15: Range of Bridge Temperature

Bridge location having difference between Bridge temperature to be assumed when the
maximum and minimum air shade temperature structure is effectively restrained
> 20ºC Mean of maximum and minimum air shade
temperature ± 10ºC whichever is critical
< 20ºC Mean of maximum and minimum air shade
temperature ± 5ºC whichever is critical

For metallic structures the extreme range of effective bridge temperature to be considered
in the design shall be as follows:
1) Snowbound areas from — 35°C to + 50°C
2) For other areas (Maximum air shade temperature + 15°C) to (minimum air shade
temperature — 10°C). Shade air temperature to be obtained from Annexure F

215.3 Temperature Differences

Effect of temperature difference within the superstructure shall be derived from positive
temperature differences which occur when conditions are such that solar radiation
and other effects cause a gain in heat through the top surface of the superstructure.
Conversely, reverse temperature differences are such that heat is lost from the top
surface of the bridge deck as a result of re-radiation and other effects. Positive and
reverse temperature differences for the purpose of design of concrete bridge decks shall
be assumed as shown in Fig. 16a. These design provisions are applicable to concrete
bridge decks with about 50 mm wearing surface. So far as steel and composite decks are
concerned, Fig. 16b may be referred for assessing the effect of temperature gradient.

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IRC: 6-2017

215.4 Material Properties

For the purposes of calculating temperature effects, the coefficient of thermal expansion
for RCC, PSC and steel structure may be taken as 12.0 x 10-6/°C.

Positive Temperature Differences Reverse Temperature Differences

h1 = 0.3h < 0.15 m h1 = h4 = 0.2h < 0.25 m

h2 = 0.3h > 0.10 m h2 = h3 = 0.25h < 0.25 m
< 0.25 m
h3 = 0.3h < 0.15 m

Fig. 16a: Design Temperature Differences for Concrete Bridge Decks

Fig. 16b: Temperature Differences Across Steel and Composite Section

Note : For intermediate slab thickness, T1 may be interpolated.

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215 SECONDARY EFFECTS

216.1 a) Steel Structures: Secondary effects are additional effects brought into play
due to the eccentricity of connections, floor beam loads applied at intermediate
points in a panel, cross girders being connected away from panel points, lateral
wind loads on the end-posts of through girders etc., and effects due to the
movement of supports

b) Reinforced Concrete Structures: Secondary effects are additional effects

brought into play due either to the movement of supports or to the deformations
in the geometrical shape of the structure or its member, resulting from causes,
such as, rigidity of end connection or loads applied at intermediate points of
trusses or restrictive shrinkage of concrete floor beams.

216.2 All bridges shall be designated and constructed in a manner such that the
secondary effects are reduced to a minimum and they shall be allowed for in the design.

216.3 For reinforced concrete members, the shrinkage coefficient for purposes of
design may be taken as 2 X 10-4.

216 ERECTION EFFECTS AND CONSTRUCTION LOADS

217.1 The effects of erection as per actual loads based on the construction programme
shall be accounted for in the design. This shall also include the condition of one span
being completed in all respects and the adjacent span not in position. However, one
span dislodged condition need not be considered in the case of slab bridge not provided
with bearings.

217.2 Construction loads are those which are incident upon a structure or any of its
constituent components during the construction of the structures.

A detailed construction procedure associated with a method statement shall be drawn

up during design and considered in the design to ensure that all aspects of stability and
strength of the structure are satisfied.

217.3 Examples of Typical Construction Loadings are given below. However, each
individual case shall be investigated in complete detail.
Examples:
a) Loads of plant and equipment including the weight handled that might be
incident on the structure during construction.
b) Temporary super-imposed loading caused by storage of construction
material on a partially completed a bridge deck.

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IRC: 6-2017

c) Unbalanced effect of a temporary structure, if any, and unbalanced effect

of modules that may be required for cantilever segmental construction of a
bridge.
d) Loading on individual beams and/or completed deck system due to travelling
of a launching truss over such beams/deck system.
e) Thermal effects during construction due to temporary restraints.
f) Secondary effects, if any, emanating from the system and procedure of
construction.
g) Loading due to any anticipated soil settlement.
h) Wind load during construction as per Clause 209. For special effects, such
as, unequal gust load and for special type of construction, such as, long
span bridges specialist literature may be referred to.
i) Seismic effects on partially constructed structure as per Clause 219.

217 GUIDELINES FOR SEISMIC DESIGN OF ROAD BRIDGES

218.1 Applicability

218.1.1 All bridges supported on piers, pier bents and arches, directly or through
bearings, and not exempted below in the category (a) and (b), are to be designed for
horizontal and vertical forces as given in the following clauses.

The following types of bridges need not be checked for seismic effects:

a) Culverts and minor bridges up to 10 m span in all seismic zones

b) Bridges in seismic zones II and III satisfying both limits of total length not
exceeding 60 m and spans not exceeding 15 m

218.1.2 Special investigations should be carried out for the bridges of following
description:

a) Bridges more than 150 m span

b) Bridges with piers taller than 30 m in Zones IV and V
c) Cable supported bridges, such as extradosed, cable stayed and suspension
bridges
d) Arch bridges having more than 50 m span

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 IRC: 6-2017

e) Bridges having any of the special seismic resistant features such as seismic
isolators, dampers etc.
f) Bridges using innovative structural arrangements and materials.
g) Bridge in near field regions
In all seismic zones, areas covered within 10 km from the known active
faults are classified as ‘Near Field Regions’. The information about the
active faults should be sought by bridge authorities for projects situated
within 100 km of known epicenters as a part of preliminary investigations
at the project preparation stage.

For all bridges located within ‘Near Field Regions’, except those exempted
in Clause 218.1.1, special investigations should be carried out.

Notes for special investigations:

1) Special investigations should include aspects such as need for site

specific spectra, independency of component motions, spatial variation of
excitation, need to include soil-structure interaction, suitable methods of
structural analysis in view of geometrical and structural non-linear effects,
characteristics and reliability of seismic isolation and other special seismic
resistant devices, etc.

2) Site specific spectrum, wherever its need is established in the special

investigation, shall be used, subject to the minimum values specified for
relevant seismic zones, given in Fig. 17.
218.1.3 Masonry and plain concrete arch bridges with span more than 10 m shall be
avoided in Zones IV and V and in ‘Near Field Region’.

218.2 Seismic Zones

For the purpose of determining the seismic forces, the Country is classified into four
zones as shown in Fig. 18. For each Zone a factor ‘Z’ is associated, the value of which
is given in Table 16.

Table 16: Zone Factor (Z)

Zone No. Zone Factor

(Z)
V 0.36
IV 0.24
III 0.16
II 0.10

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Fig. 17: Seismic Zones

The Fig. 17 have been reproduced in confirmation of Bureau of Indian Standards

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218.3 Components of Seismic Motion

The characteristics of seismic ground motion expected at any location depend upon
the magnitude of earthquake, depth of focus, distance of epicenter and characteristics
of the path through which the seismic wave travels. The random ground motion can be
resolved in three mutually perpendicular directions. The components are considered to
act simultaneously, but independently and their method of combination is described in
Clause 218.4. Two horizontal components are taken as of equal magnitude, and vertical
component is taken as two third of horizontal component.

In zones IV and V the effects of vertical components shall be considered for all elements
of the bridge.

The effect of vertical component may be omitted for all elements in zones II and III,
except for the following cases:

a) prestressed concrete decks

b) bearings and linkages
c) horizontal cantilever structural elements
d) for stability checks and
e) bridges located in the ‘Near Field Regions’

218.4 Combination of Component Motions

1. The seismic forces shall be assumed to come from any horizontal direction.
For this purpose two separate analyses shall be performed for design
seismic forces acting along two orthogonal horizontal directions. The design
seismic force resultants (i.e. axial force, bending moments, shear forces,
and torsion) at any cross-section of a bridge component resulting from the
analyses in the two orthogonal horizontal directions shall be combined as
given in Fig.18

a) ± r1 ± 0.3r2
b) ± 0.3r1 ± r2

where
r1 = Force resultant due to full design seismic force along x direction
r2 = Force resultant due to full design seismic force along z direction

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2. When vertical seismic forces are also considered, the design seismic force
resultants at any cross-section of a bridge component shall be combined
as below:

a) ± r1 ±0.3 r2 ±0.3 r3

c) ± 0.3 r1 ± r2 ±0.3 r3

d) +0.3 r1 ±0.3 r2 ± r3

Where r1 and r2 are as defined above and r3 is the force resultant due to full
design seismic force along the vertical direction.

Fig. 18: Combination of Orthogonal Seismic Forces

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Table 17: Design Moment for Ground Motion

Moments for Ground Motion Moments for Ground Motion

along X-axis along Z-axis

Design Moments

Where, Mx and Mz are absolute moments about local axes.

Note: Analysis of bridge as a whole is carried out for global axes X and Z effects
obtained are combined for design about local axes as shown

218.5 Computation of Seismic Response

Following methods are used for computation of seismic response depending upon the
complexity of the structure and the input ground motion.

1) For most of the bridges, elastic seismic acceleration method is adequate.

In this method, the first fundamental mode of vibration is calculated and
the corresponding acceleration is read from Fig. 19. This acceleratons is
applied to all parts of the bridge for calculation of forces as per Clause
218.5.1.

2) Elastic Response Spectrum Method: This is a general method, suitable for

more complex structural systems (e. g. continuous bridges, bridges with
large difference in pier heights, bridges which are curved in plan, etc.), in
which dynamic analysis of the structure is performed to obtain the first as
well as higher modes of vibration and the forces obtained for each mode
by use of response spectrum from Fig. 19 and Clause 218.5.1. These
modal forces are combined by following appropriate combination rules to
arrive at the design forces. Reference is made to specialist literature for
the same.

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Fig. 19: Response Spectra

Note: For short rigid structural components like short piers and rigid abutments, the
value of Sa/g shall be taken as 1. The component is considered as rigid in case
the time period is less than 0.03 sec. Also , the response reduction factor R
shall be taken as 1.0 for seismic design of such structural component.

218.5.1 Horizontal seismic force

The horizontal seismic forces acting at the centers of mass, which are to be resisted by
the structure as a whole, shall be computed as follows:

Feq=Ah (Dead Load + Appropriate Live Load)

where
Feq = seismic force to be resisted
Ah = horizontal seismic coefficient = (Z/2) × (I) × (Sa/g)
Appropriate live load shall be taken as per Clause 218.5.2
Z = Zone factor as given in Table 16
I = Importance Factor (see Clause 218.5.1.1)
T = Fundamental period of the bridge (in sec.) for horizontal vibrations

Fundamental time period of the bridge member is to be calculated by any rational method
ofi analysis adopting the Modulus of Elasticity of Concrete (Ecm) as per IRC:112, and 5.
considering moment of inertia of cracked section which can be taken as 0.75 times the
moment of inertia of gross uncracked section, in the absence of rigorous calculation. The
fundamental period of vibration can also be calculated by method given in Annex D.
Sa/g = Average responses acceleration coefficient for 5 percent damping of load resisting
elements depending upon the fundamental period of vibration T as given in Fig.19 which is

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based on the following equations:

Notes:-
1. Type I - Rock of Hard Soil: Well graded gravel and sand gravel mixtures with or
without clay binder, and clayey sands poorly graded or sand clay mixtures (GB,
CW, SB, SW, and SC) having N above 30, where N is the standard penetration
value.
2. Type II Medium Soils : All soils with N between 10 and 30, and poorly graded
sands or gravelly sands with little or no fines SP with N>15
3. Type Ill Soft Soils: All soils other than SP with N<10
4. The value N (Corrected Value) are at founding level and allowable bearing
pressure shall be determined in accordance with IS 6403 or IS 1883.

Note: In absence of calculation of fundamental period for small bridges, (Sa/g) may be
taken as 2.5
For damping other than 5 percent offered by load resisting elements, the multiplying
factors as given in Table 18.

Table 18: Multiplying Factor for Damping

Damping % 2 5 10

Factor 1.4 1.0 0.8

Application Prestressed concrete, Reinforced Concrete Retrofitting of

Steel and composite steel elements old bridges with RC piers
elements

218.5.1.1 Seismic importance factor (I)

Bridges are designed to resist design basis earthquake (DBE) level, or other higher or
lower magnitude of forces, depending on the consequences of their partial or complete non-
availability, due to damage or failure from seismic events. The level of design force is
obtained by multiplying (Z/2) by factor ‘I’, which represents seismic importance of the

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Design features of well foundations

Following are the design features well foundations.

(i)Well steining : The minimum thickness of well steining should be not less
han 500 mm and satisfy the following empirical relation,
Where h=Kde√L
h=Minimum thickness of steining (m)
de= External diameter of cireular well (m)
L= Depth of well below low water level or ground level whichever is higher (m)
K=A constant depending upon the type of soil and material of well
The value of K is outlined in IRC: 78-1983 for different types of wells. The stresses developed in the
well steining at any level under various conditions of loading during sinking and service should be
withìn safe permissible limits. For plain concrete wells, vertical reinforcement in the steining should
be not less than 0.12 percent of the gross cross sectional area while for R.C.C. wells, the minimum
vertical reinforcement distributed on both faces should be not less than 0.2 percent
of the cross sectional area. The transverse reinforcement in the form of hoops shou)a be not less
than 0.04 percent of the volume per unit length of the steining.

(ii) Well curb: The well curb should be strong enough to be able to transmit superimposed loads from
the steining to the bottom plug. The curb is generally of reinforced concrete having a wedge shape
with the grade of concrete not leaner than M-20. Minimum reinforcement in curb = 72 kg/m³
excluding bond rods.

(iii) Bottom and top plugs : The bottom plug of concrete is provided with its top not lower than 300
mm in the centre above the top of the curb. The bottom of the plug is generally curved and it should
be below the level of the cutting edge, The concrete mix in the bottom plug should have a minimum
cement content of 330 kg/m² and a slump of about l50 mm to permit easy flow of concrete through
termie to fill up all cavities. If grouping is used the cement mortar mix should be not leaner than 1 :2
and the rate of pumping should be controlled so that the grout fills all the interstices up to the top of
the plug. The top plug comprising of 1 : 3 : 6 cement concrete is generally provided for a thickness of
500 mm below the well cap.

(iv) Well cap: Reinforced concrete well cap connecting multiple wells should be provided with its
bottom preferably laid as low as possible taking into account the low water level and the longitudinal
bars from the well steining are anchored into the well cap. The depth of the well cap should be
designed to withstand the forces transmitted from the pier or abutment.

(v) Sand filling : The well is filled with sand or excavated material free of organic matter if considered
necessary between the bottom and top plugs.

(vi) Cutting edge : A cutting edge comprising of mild steel angle firmly anchored to the curb is
generally provided to facilitate sinking of the well through the soil strata. The quantity of steel in the
cutting edge should preferably be not less
than 40 kg/rm.

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 IRC: 6-2017

i) The vertical seismic force shall be calculated using 20 percent of live load
(excluding impact factor).

Note : The reduced percentages of live loads are applicable only for calculating the
magnitude of seismic design force and are based on the assumption that only
20 percent of the live load is present over the bridge at the time of earthquake.

218.5.2 Water current and depth of scour

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

218.5.3 Hydrodynamic and earth pressure forces under seismic condition

In addition to inertial forces arising from the dead load and live load, hydrodynamic forces
act on the submerged part of the structure and are transmitted to the foundations. Also,
additional earth pressures due to earthquake act on the retaining portions of abutments.
For values of these loads reference is made to IS 1893. These forces shall be considered
in the design of bridges in zones IV and V.

The modified earth pressure forces described in the preceding paragraph need not be
considered on the portion of the structure below scour level and on other components,
such as wing walls and return walls.

218.5.4 Design forces for elements of structures and use of response reduction factor

The forces on various members obtained from the elastic analyses of bridge structure
are to be divided by Response Reduction Factor given in Table 20 before combining
with other forces as per load combinations given in Table 1. The allowable increase in
permissible stresses should be as per Table 1.

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Table 20: Response Reduction Factors

Bridge Component ‘R’ with Ductile ‘R’ without Ductile

Detailing Detailing
(for Bridges in Zone
II only)
a) Superstructure of integral/Semi integral bridge/Framed 2.0 1.0
bridges
b) Other types of Superstructure, including precast 1.0 1.0
segmental construction
Substructure
(i) Masonry/PCC Piers, Abutments 1.0 1.0
(ii) RCC wall piers and abutments transverse direction 1.0 1.0
(where plastic hinge can not develop)

(iii) RCC wall piers and abutments in longitudinal direction 3.0 2.5
(where hinges can develop)

(iv) RCC Single Column 3.0 2.5

(v) R C C / P S C a) Column 4.0 3.0
Frames
b) RCC beam 3.0 2.0
b) PSC beam 1.0 1.0
(vi) Steel Framed Construction 3.0 2.5
(vii) Steel Cantilever Pier 1.5 1.0
Bearings and Connections (see note v also) 1.0 1.0

Stoppers (Reaction Blocks) Those restraining dislodgement 1.0 1.0

or drifting away of bridge elements. (See Note (vi) also)

Notes :
i) Those parts of the structural elements of foundations which are not in contact with soil
and transferring load to it, are treated as part of sub-structure element.
ii) Response reduction factor is not to be applied for calculation of displacements of
elements of bridge and for bridge as a whole.
iii) When elastomeric bearings are used to transmit horizontal seismic forces, the response
reduction factor (R) shall be taken as 1.0 for RCC, masonry and PCC substructure
iv) Ductile detailing is mandatory for piers of bridges located in seismic zones Ill, IV and
V and when adopted for bridges in seismic zone II, for which “R value with ductile
detailing” as given in Table 20 shall be used

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 IRC: 6-2017

v) Bearings and connections shall be designed to resist the lesser of the

following forces, i.e., (a) design seismic forces obtained by using the
response reduction factors given in Table 20 and (b) forces developed due
to over strength moment when hinge is formed in the substructure.

vi) When connectors and stoppers are designed as additional safety measures
in the event of failure of bearings, R value specified in Table 20 for
appropriate substructure shall be adopted

218.6 Fully Embedded Portions

For embedded portion of foundation at depths exceeding 30 m below scour level, the
seismic force due to foundation mass may be computed using design seismic coefficient
equal to 0.5Ah.

For portion of foundation between the scour level and upto 30 m depth, the seismic
force due to that portion of foundation mass may be computed using seismic coefficient
obtained by linearly interpolating between Ah at scour level and 0.5Ah at a depth 30 m
below scour level

218.7 Liquefaction

In loose sands and poorly graded sands with little or no fines, the vibrations due to
earthquake may cause liquefaction, or excessive total and differential settlements.
Founding bridges on such sands should be avoided unless appropriate methods of
compaction or stabilization are adopted. Alternatively, the foundations should be taken
deeper below liquefiable layers, to firm strata. Reference should be made to the specialist
literature for analysis of liquefaction potential.

218.8 Foundation Design

For design of foundation, the seismic force after taking into account of appropriate R
factor should be taken as 1.35 and 1.25 times the forces transmitted to it by concrete and
steel substructure respectively, so as to provide sufficient margin to cover the possible
higher forces transmitted by substructure arising out of its over strength. However, these
over strength factors are not applicable when R=1. Also, the dynamic increment of earth
pressure due to seismic need not be enhanced.

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IRC: 6-2017

218.9 Ductile Detailing

Mandatory Provisions
i) In zones IV and V, to prevent dislodgement of superstructure, “reaction
blocks” (additional safety measures in the event of failure of bearings)
or other types of seismic arresters shall be provided and designed for
the seismic force (Feq/R). Pier and abutment caps shall be generously
dimensioned, to prevent dislodgement of severe ground—shaking. The
examples of seismic features shown in Figs. 20 to 22 are only indicative
and suitable arrangements will have to be worked out in specific cases.

ii) To improve the performance of bridges during earthquakes, the bridges

in Seismic Zones Ill, IV and V may be specifically detailed for ductility for
which IRC:112 shall be referred.
Recommended Provisions

i) In order to mitigate the effects of earthquake forces described above,

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

Fig. 20: Example of Seismic Reaction Blocks for Continuous Superstructure

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BEARING

REACTION BLOCK

Fig. 21: Example of Seismic Reaction Blocks for Simply Supported Bridges

Fig. 22: Minimum Dimension for Support

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218 BARGE IMPACT ON BRIDGES

219.1 General

1) Bridges crossing navigable channels of rivers, creeks and canals as well as the
shipping channels in port areas and open seas shall be provided with “navigation
spans” which shall be specially identified and marked to direct the waterway traffic
below them. The span arrangement, horizontal clearances between the inner faces
of piers within the width of the navigational channel, vertical clearances above the air-
draft of the ships/barges upto soffit of deck and minimum depth of water in the channel
below the maximum laden draft of the barges shall be decided based on the
classification of waterways as per Inland Waterways Authority of India (IWAI) or the
concerned Ports and Shipping Authorities.

2) Bridge components located in a navigable channel of rivers and canals shall be

designed for barge impact force due to the possibility of barge accidentally colliding
with the structure.

3) For bridges located in sea, and in waterways under control of ports, the bridge
components may have to be designed for vessel collision force, for which the details
of the ships/barges shall be obtained from the concerned authority. Specialist
literature may be referred for the magnitudes of design forces and appropriate
design solutions.

4) The design objective for bridges is to minimize the risk of the structural failure of a
bridge component due to collision with a plying barge in a cost-effective manner and
at the same time reduce the risk of damage to the barge and resulting environmental
pollution, if any. Localized repairable damage of substructure and superstructure
components is permitted provided that:

a) Damaged structural components can be inspected and repaired in a

relatively cost effective manner not involving detailed investigation, and

b) Sufficient ductility and redundancy exist in the remaining structure to

prevent consequential progressive collapse, in the event of impact.

5) The Indian waterways have been classified in 7 categories by IWAI. The vessel
displacement tonnage for each of the class of waterway is shown in Table 21.
Barges and their configurations which are likely to ply, their dimensions, the Dead
Weight Tonnage (DWT), the minimum dimensions of waterway in lean section, and
minimum clearance requirements are specified by IWAI. The latest requirements
(2009) are shown in Annex E.

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Table 21: Vessel Displacement Tonnage

Class of Waterway I II III IV & V VI & VII
DWT (in Tonnes) 200 600 1000 2000 4000

Note: The total displacement tonnage of Self Propelled Vehicle (SPV) equals the weight
of the barge when empty plus the weight of the ballast and cargo (DWT) being
carried by the barge. The displacement tonnage for barge tows shall equal the
displacement tonnage of the tug/tow barge plus the combined displacement of
number of barges in the length of the tow as shown in Annex E.

6) In determining barge impact loads, consideration shall also be given to the

relationship of the bridge to :
a) Waterway geometry.
b) Size, type, loading condition of barge using the waterway, taking into
account the available water depth, and width of the navigable channel.
c) Speed of barge and direction, with respect to water current velocities in the
period of the year when barges are permitted to ply.
d) Structural response of the bridge to collision.

7) In navigable portion of waterways where barge collision is anticipated, structures

shall be :

a) Designed to resist barge collision forces, or

b) Adequately protected by designed fenders, dolphins, berms, artificial
islands, or other sacrificial devices designed to absorb the energy of
colliding vessels or to redirect the course of a vessel, or
c) A combination of (a) and (b) above, where protective measures absorb
most of the force and substructure is designed for the residual force.
8) In non-navigable portion of the waterways, the possibility of smaller barges
using these portions and likely to cause accidental impact shall be examined
from consideration of the available draft and type of barges that ply on the
waterway. In case such possibility exists, the piers shall be designed to resist a
lower force of barge impact caused by the smaller barges as compared to the
navigational span.

9) For navigable waterways which have not been classified by IWAI, but where
barges are plying, one of Class from I & VI should be chosen as applicable,
based on the local survey of crafts plying in the waterway. Where reliable data
is not available minimum Class-I shall be assigned.

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219.2 Design Barge Dimensions

A design barge shall be selected on the basis of classification of the waterway. The
barge characteristics for any waterway shall be obtained from IWAI (Ref. Annex E).

The dimensions of the barge should be taken from the survey of operating barge. Where
no reliable information is available, the same may be taken from Fig. 23

Fig. 23: Typical Barge Dimensions

219.3 Checking in Dime Iona! Clearances for Navigation and Location of Barge
Impact Force

Fig. 24 shows e position of bridge foundations and piers as well as the position of the
barge in relation to the actual water level. The minimum and maximum water levels
within which barges are permitted to ply are shown schematically. These levels should
be decided by the river authorities or by authority controlling the navigation.

The minimum navigable level will be controlled by the minimum depth of water needed
for the plying of barges. The maximum level may be determined by the maximum water
velocity in which the barges may safely ply and by the available vertical clearances
below the existing (or planned) structures across the navigable water.

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The minimum vertical clearance for the parabolic soffit shall be reckoned above the high
flood level at a distance/section where the minimum horizontal clearance from pier face
is chosen.

L = Length RL = Row Rake Length

DB = Depth of Bow B = Breadth/Width of Vessel (Not shown)
DV = Depth of Vessel D min. = Water draft for empty barge
HL = Head of Log Height D max. = Water draft for fully loaded barge
HG = Height of hightest point of cabin on barge

Fig. 24: Factors Deciding Range of Location of Impact Force

Use of Fig. 24:

1) For checking Minimum Clearance below Bridge Deck :

a) (HG+(DV-Dmin) : is maximum projection of the highest barge component above

actual water level (e.g. including projecting equipment over top of cabin like
radar mast).
b) Highest Level of Barge : (HG+(DV-Dmin) + maximum permitted water level for
navigation (This may be decided by water current velocity). Minimum specified
clearance should be checked with reference to this level and lowest soffit level
of bridge.

2) For determining lowest position of barge with respect to bridge pier.

a) Maximum depth of submergence = Dmax= Maximum Water Draft.

b) Minimum level permitted for navigation = Level at which minimum clearance required
for navigation between bed level and lowest part of barge (at Dmax) is available.
3) For determining range of pier elevations between which barge impact can take places anywhere :
a) Highest Level = Maximum water level permitted for navigation + (DB-Dmin).

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b) Lowest Level = Minimum water level permitted for navigation + (DB-Dmax).

c) Height over which impact force PB acts = HL as defined in Fig. 24.

219.4 Design Barge Speed

The speed at which the barge collides against the components of a bridge depends
upon to the barge transit speed within the navigable channel limits, the distance to the
location of the bridge element from the centre line of the barge transit path and the barge
length overall (LOA). This information shall be collected from the IWAI. In absence of any
data, a design speed of 6 knots (i.e. 3.1 m/sec) for unladen barge and 4 knots (i.e. 2.1
m/sec) for laden barge may be assumed for design for both upstream and downstream
directions of traffic.

219.5 Barge Collision Energy

KE=500 X CH X W X V2

where,

W = Barge Displacement Tonnage (T)

V = Barge impact speed (m/s)
KE = Barge Collision Energy (N-m)
CH = Hydrodynamic coefficient
= 1.05 to 1.25 for Barges depending upon the under keel clearance available.
● In case underkeel clearance is more than 0.5 x Draft, CH=1.05;
● In case underkeel clearance is less than 0.1 x Draft, CH = 1.25.
● For any intermediate values of underkeel clearance, linear interpolation
shall be done.

Note : The formula of kinetic energy is a standard kinetic energy, equation KE = 1/2
MV2/1 Ch Mass, M = w/g where W is the weight of barge and CH is the hydro
dynamic effect representing mass of the water moving together with the barge.
Substitution value in proper units in K.E. formula yields the equation given in the
draft.

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219.6 Barge Damage Depth, ‘aB’

aB= 3100 x ( [1 + 1.3 x 10(-7) x KE]0.5 - 1),

where,

aB = Barge blow damage depth (mm)

219.7 Barge Collision Impact Force, ‘PB’

The barge collision impact force shall be determined based on the following equations:

For aB<100 mm, PB= 6.0 x 104 x (a B), in N

For aB≥ 100 mm, P B = 6.0 x 106 + 1600 x (a B), in N

219.8 Location & Magnitude of Impact Force in Substructure & Foundation, ‘PB’

All components of the substructure, exposed to physical contact by any portion of the
design barge’s hull or bow, shall be designed to resist the applied loads. The bow overhang,
rake, or flair distance of barges shall be considered in determining the portions of the
substructure exposed to contact by the barge. Crushing of the barge’s bow, causing
contact with any setback portion of the substructure shall also be considered.

Some of the salient barge dimensions to be checked while checking for the navigational
clearances are as follows.

The design impact force for the above cases is to be applied as a vertical line load
equally distributed along the barge’s bow depth, H2 defined with respect to the reference
water level as shown in Fig.25. The barge’s bow is considered to be raked forward in
determining the potential contact area of the impact force on the substructure.

219.9 Protection of Substructure

Protection may be provided to reduce or to eliminate the exposure of bridge substructures

to barge collision by physical protection systems, including fenders, pile cluster, pile-
supported structures, dolphins, islands, and combinations thereof.

Severe damage and/or collapse of the protection system may be permitted,

provided that the protection system stops the Barge prior to contact with the pier or
redirects the barge away from the pier. In such cases, the bridge piers need not be

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designed for Barge Impact. Specialist literature shall be referred for design of protection
structures.

Flexible fenders or other protection system attached to the substructure help to limit the
damage to the barge and the substructure by absorbing part of impact (kinetic energy of
collision). For the design of combined system of pier and protection system, the design
forces as obtained from Clause 219.7 shall be used in absence of rigorous analysis.

219:10 Load Combination

The barge collision load shall be considered as an accidental load and load combination
shall conform to the provisions of Annexure B. Barge impact load shall be considered
only under Ultimate Limit State. For working load/allowable stress condition, allowable
stress may be increased by 50 percent.

The probability of the simultaneous occurrence of a barge collision together with the
maximum flood need not be considered. For the purpose of load combination of barge
collision, the maximum flood level may be taken as the mean annual flood level of previous
20 years, provided that the permissible maximum current velocities for the barges to ply
are not exceeded. In such event maximum level may be calculated backward from the
allowable current velocities. The maximum level of scour below this flood level shall be
calculated by scour formula in Clause 703.3.1 of IRC: 78. However, no credit for scour
shall be taken for verifying required depth for allowing navigation.

219 SNOW LOAD

The snow load of 500 kg/m3 where applicable shall be assumed to act on the bridge
deck while combining with live load as given below. Both the conditions shall be checked
independently:

a) A snow accumulation upto 0.25 m over the deck shall be taken into consideration,
while designing the structure for wheeled vehicles.

b) A snow accumulation upto 0.50 m over the deck shall be taken into consideration,
while designing the structure for tracked vehicles.

c) In case of snow accumulation exceeding 0.50 m, design shall be based on the

maximum recorded snow accumulation (based on the actual site observation,
including the effect of variation in snow density). No live load shall be considered
to act along with this snow load.

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220 VEHICLE COLLISION LOADS ON SUPPORTS OF BRIDGES, FLYOVER

SUPPORTS AND FOOT OVER BRIDGES

221.1 General

221.1.1 Bridge piers of wall type, columns or the frames built in the median or in the
vicinity of the carriageway supporting the superstructure shall be designed to withstand
vehicle collision loads. The effect of collision load shall also be considered on the
supporting elements, such as, foundations and bearings. For multilevel carriageways,
the collision loads shall be considered separately for each level.

221:1.2 The effect of collision load shall not be considered on abutments or on the
structures separated from the edge of the carriageway by a minimum distance of 4.5 m
and shall also not be combined with principal live loads on the carriageway supported by
the structural members subjected to such collision loads, as well as wind or seismic load.
Where pedestrian/cycle track bridge ramps and stairs are structurally independent of the
main highway-spanning structure, their supports need not be designed for the vehicle
collision loads.

Note: The tertiary structures, such as lighting post, signage supports etc. need not be
designed for vehicle collision loads.

221:2 Material factor of safety and Permissible overstressing in foundation

For material factor of safety under collision load reference shall be made to the provision
in IRC: 112 for concrete and IRC: 24 for steel. For permissible overstressing in foundation,
refer provision of IRC: 78.

221:3 Collision Load

221.3.1 The nominal loads given in Table 22 shall be considered to act horizontally as
Vehicle Collision Loads. Supports shall be capable of resisting the main and residual
load components acting simultaneously. Loads normal to the carriageway below and
loads parallel to the carriageway below shall be considered to act separately and shall
not be combined.

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Table 22: Nominal Vehicle collision Loads on Supports of bridges

Load Normal to the Load Parallel to the Point of Application on

Carriageway Below (ton) Carriageway Below (ton) Bridge Support
At the most severe point
Main load
50 100 between 0.75 and 1.5 m
component
above carriageway level
Residual 25 50 At the most severe point
load (10) (10) between 1 m and 3 m
component above carriageway level

Note : Figures within brackets are for FOBs.

221.3.2 The loads indicated in Clause 222.3.1, are assumed for vehicles plying at
velocity of about 60 km/hour. In case of vehicles travelling at lesser velocity, the loads
may be reduced in proportion to the square of the velocity but not less than 50 percent.

221.3.3 The bridge supports shall be designed for the residual load component only, if
protected with suitably designed fencing system taking into account its flexibility, having
a minimum height of 1.5 m above the carriageway level.

221 INDETERMINATE STRUCTURES AND COMPOSITE STRUCTURES

Effects due to creep, shrinkage and temperature, etc. should be considered for
statically indeterminate structures or composite members consisting of steel or concrete
prefabricated elements and cast-in-situ components for which specialist literature may
be referred to.

_____________

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Annex A
(Clause 201.2)
HYPOTHETICAL VEHICLES FOR CLASSIFICATION OF VEHICLES
AND BRIDGES (REVISED)

NOTES FOR LOAD CLASSIFICATION CHART

1) The possible variations in the wheel spacings and tyre sizes, for the heaviest single
axles-cols. (f) and (h), the heaviest bogie axles-col. (j) and also for the heaviest
axles of the train vehicle of cols. (e) and (g) are given in cols. (k), (I), (m) and (n).
The same pattern of wheel arrangement may be assumed for all axles of the wheel
train shown in cols. (e) and (g) as for the heaviest axles. The overall width of tyre in
mm may be taken as equal to [150+(p-1) 57], where “p” represents the load on tyre
in tonnes, wherever the tyre sizes are not specified on the chart.

2) Contact areas of tyres on the deck may be obtained from the corresponding tyre
loads, max. tyre pressures (p) and width of tyre treads.

3) The first dimension of tyre size refers to the overall width of tyre and second
dimension to the rim diameter of the tyre. Tyre tread width may be taken as overall
tyre width minus 25 mm for tyres upto 225 mm width, and minus 50 mm for tyres
over 225 mm width.

4) The spacing between successive vehicles shall not be less than 30 m. This spacing
will be measured from the rear-most point of ground contact of the leading vehicles
to the forward-most point of ground contact of the following vehicle in case of tracked
vehicles. For wheeled vehicles, it will be measured from the centre of the rear-most
axle of the leading vehicle to the centre of the first axle of the following vehicle.

5) The classification of the bridge shall be determined by the safe load carrying
capacity of the weakest of all the structural members including the main girders,
stringers (or load bearers), the decking, cross bearers (or transome) bearings, piers
and abutments, investigated under the track, wheel axle and bogie loads shown
for the various classes. Any bridge upto and including class 40 will be marked
with a single class number-the highest tracked or wheel standard load class which
the bridge can safely withstand. Any bridge over class 40 will be marked with a
single class number if the wheeled and tracked classes are the same, and with dual
classification sign showing both T and W load classes if the T and W classes are
different.

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6) The calculations determining the safe load carrying capacity shall also allow for the
effects due to impact, wind pressure, longitudinal forces, etc., as described in the
relevant Clauses of this Code.

7) The distribution of load between the main girders of a bridge is not necessarily
equal and shall be assessed from considerations of the spacing of the main girders,
their torsional stiffness, flexibility of the cross bearers, the width of roadway and the
width of the vehicles, etc., by any rational method of calculations.

8) The maximum single axle loads shown in columns (f) and (h) and the bogie axle
loads shown in column (j) correspond to the heaviest axles of the trains, shown in
columns (e) and (g) in load-classes upto and including class 30-R. In the case of
higher load classes, the single axle loads and bogie axle loads shall be assumed to
belong to some other hypothetical vehicles and their effects worked out separately
on the components of bridge deck.

9) The minimum clearance between the road face of the kerb and the outer edge of
wheel or track for any of the hypothetical vehicles shall be the same as for Class AA
vehicles, when there is only one-lane of traffic moving on a bridge. If a bridge is to
be designed for two-lanes of traffic for any type of vehicles given in the Chart, the
clearance may be decided in each case depending upon the circumstances.

...................

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NOTES FOR LOAD CLASSIFICATION CHART

Notes :

WHEELED VEHICLE
Fig. A-1: Class AA Tracked and Wheeled Vehicles (Clause 204.1)
1) The nose to tail spacing between two successive vehicles shall not be less than 90m.
2) For multi-lane bridges and culverts, each Class AA loading shall be considered to occupy
two lanes and no other vehicle shall be allowed in these two lanes. The passing/crossing
vehicle can only be allowed on lanes other than these two lanes. Load combination is as
shown in Table 6.
3) The maximum loads for the wheeled vehicle shall be 20 tonne for a single axle or 40 tonne
for a bridge of two axles spaced not more than 1.2 m centres.
4) Class AA loading is applicable only for bridges having carriageway width of 5.3 m and above
(i.e. 1.2 x 2 + 2.9 = 5.3). The minimum clearance between the road face of the kerb and the
outer edge of the wheel or track, ‘C’, shall be 1.2 m.
5) Axle loads in tone. Linear dimensions in metre.

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Annex B
(Clause 202.3)
COMBINATION OF LOADS FOR LIMIT STATE DESIGN

1. Loads to be considered while arriving at the appropriate combination for carrying out
the necessary checks for the design of road bridges and culverts are as follows :

1) Dead Load
2) Snow load
3) Superimposed dead load such as hand rail, crash barrier, foot path and
service loads.
4) Surfacing or wearing coat
5) Back Fill Weight
6) Earth Pressure
7) Primary and secondary effect of prestress
8) Secondary effects such as creep, shrinkage and settlement.
9) Temperature effects including restraint and bearing forces.
10) Carriageway live load, footpath live load, construction live loads.
11) Associated carriageway live load such as braking, tractive and centrifugal
forces.
12) Accidental forces such as vehicle collision load, barge impact due to floating
bodies and accidental wheel load on mountable footway
13) Wind
14) Seismic Effect
15) Construction dead loads such as weight of launching girder, truss or
cantilever construction equipments
16) Water Current Forces
17) Wave Pressure
18) Buoyancy

Note : The wave forces shall be determined by suitable analysis considering drawing
and inertia forces etc. on single structural members based on rational methods or model
studies. In case of group of piles, piers etc., proximity effects shall also be considered

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2. Combination of Loads for the Verification of Equilibrium and Structural

Strength under Ultimate State
Loads are required to be combined to check the equilibrium and the structural strength
under ultimate limit state. The equilibrium of the structure shall be checked against
overturning, sliding and uplift. It shall be ensured that the disturbing loads (overturning,
sliding and uplifting) shall always be less than the stabilizing or restoring actions. The
structural strength under ultimate limit state shall be estimated in order to avoid internal
failure or excessive deformation. The equilibrium and the structural strength shall be
checked under basic, accidental and seismic combinations of loads.

3. Combination Principles
The following principles shall be followed while using these tables for arriving at the
combinations:

i) All loads shown under Column 1 of Table B.1 or Table B.2 or Table B.3 or
Table B.4 shall be combined to carry out the relevant verification.
ii) While working out the combinations, only one variable load shall be considered
as the leading load at a time. All other variable loads shall be considered as
accompanying loads. In case if the variable loads produce favourable effect
(relieving effect) the same shall be ignored.
iii) For accidental combination, the traffic load on the upper deck of a bridge (when
collision with the pier due to traffic under the bridge occurs) shall be treated
as the leading load. In all other accidental situations the traffic load shall be
treated as the accompanying load.
iv) During construction the relevant design situation shall be taken into account.

4. Basic Combination

4.1 For Checking the Equilibrium

For checking the equilibrium of the structure, the partial safety factor for loads shown in
Column No. 2 or 3 under Table B.1 shall be adopted.

4.2 For Checking the Structural Strength

For checking the structural strength, the partial safety factor for loads shown in Column
No. 2 under Table B.2 shall be adopted.

5. Accidental Combination

For checking the equilibrium of the structure, the partial safety factor for loads shown
in Column No. 4 or 5 under Table B.1 and for checking the structural strength, the

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partial safety factor for loads shown in Column No. 3 under Table B.2 shall be adopted.

6. Seismic Combination
For checking the equilibrium of the structure, the partial safety factor for loads shown in
Column No. 6 or 7 under Table B.1 and for checking the structural strength, the partial
safety factor for loads shown for seismic combination under Column No. 4 under Table
B.2 and B.4 are applicable only for design basis earthquake (DBE).

7. Combination of Loads for the Verification of Serviceability Limit State

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

7.1 Rare Combination

For checking the stress limits, the partial safety factor for loads shown in Column No. 2
under Table B.3 shall be adopted.

7.2 Frequent Combination

For checking the deflection, vibration and crack width in prestressed concrete structures,
partial safety factor for loads shown in Column No. 3 under Table B.3 shall be adopted.

7.3 Quasi-permanent Combinations

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

8. Combination for Design of Foundations

For checking the base pressure under foundation and to estimate the structural strength
which includes the geotechnical loads, the partial safety factor for loads for 3 combinations
shown in Table B.4 shall be used.

The material safety factor for the soil parameters, resistance factor and the allowable
bearing pressure for these combinations shall be as per relevant code.

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Table B.1 Partial Safety Factor for Verification of Equilibrium

Loads Basic Combination Accidental Combination Seismic Combination

Overturning Restoring Overturning Restoring Overturning Restoring
or Sliding or or or sliding or or or sliding or or
uplift Effect Resisting uplift effect Resisting uplift Effect Resisting
Effect effect effect
(1) (2) (3) (4) (5) (6) (7)
1. Permanent Loads:
1.1 Dead Load, Snow load (if 1.1 0.9 1.0 1.0 1.1 0.9
present), SIDL except surfacing,
Backfill weight, settlement, creep
and shrinkage effect
1.2 Surfacing 1.35 1.0 1.0 1.0 1.35 1.0
1.3 Prestress and Secondary effect (Refer Note 5)
of prestress
1.4 Earth pressure 1.5 1.0 1.0 1.0 1.0 1.0
2. Variable Loads:
2.1 Carriageway Live load,
associated loads (braking, tractive
and centrifugal) and pedestrian load
a) As leading load 1.5 0 0.75 0 - -
b) As accompanying load 1.15 0 0.2 0 0.2 0
c) Construction live load 1.35 0 1.0 0 1.0 0
2.2 Thermal Load
a) As leading load 1.5 0 - - - -
b) As accompanying load 0.9 0 0.5 0 0.5 0
2.3 Wind Load
a) As leading load 1.5 0 - - - -
b) As accompanying load 0.9 0 - - - -
2.4 Live Load Surcharge effects as 1.2 0 - - - -
accompanying load
3. Accidental effects:
3.1 Vehicle collision (or) - - 1.0 - - -
3.2 Barge Impact - - 1.0 - - -
3.3 Impact due to floating bodies - - 1.0 - - -
4. Seismic Effect
(a) During Service - - - - 1.5 -
(b) During Construction - - - - 0.75 -
5. Construction Condition:
5.1 Counter Weights:
a) When density or self weight is - 0.9 - 1.0 - 1.0
well defined

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Loads Basic Combination Accidental Combination Seismic Combination

Overturning Restoring Overturning Restoring Overturning Restoring
or Sliding or or or sliding or or or sliding or or
uplift Effect Resisting uplift effect Resisting uplift Effect Resisting
Effect effect effect
(1) (2) (3) (4) (5) (6) (7)
b) When density or self weight is not - 0.8 - 1.0 - 1.0
well defined
5.2 Construction Dead Loads (such 1.1 0.90 1.10 0.90 1.1 0.9
as weight of launching girder,
truss or Cantilever Construction
Equipment)
5.3 Wind Load
a) As leading load 1.5 0 - - - -
b) As accompanying load 1.2 0 - - - -
6. Hydraulic Loads: (Accompanying Load):
6.1 Water current forces 1.0 0 1.0 0 1.0 -
6.2 Wave Pressure 1.0 0 1.0 0 1.0 -
6.3 Hydrodynamic effect - - - 1.0 -
6.4 Buoyancy 1.0 - 1.0 - 1.0 -

9. Combination for Design of Bearings

a) The design of the various bearings shall be based on serviceability or ultimate

limit state depending upon the safety classification of the limit state under
consideration.
b) For structures with elastic behavior, all forces and movements should be
based on characteristic values of action. The method of calculation for actions,
rotations and deformations shall follow principles set out in IRC:112 (for concrete
structures), IRC:24 (for Steel Structures) and IRC:22 (for composite structures).
Where the deformation of the foundation or the piers or the bearings has a
significant influence on the forces on bearings or the movements of bearings,
these elements should be included in the analysis model.
c) The relevant partial factors and combination rules should be applied at
serviceability, ultimate limit states in conformity with the principles set out in
Table B.1 to Table B.4 of this code, unless otherwise stated below.
d) For determining the design values of actions on bearings and their rotations
and movements, the relevant loading combination for the Basic, Accidental and
Seismic load combinations should be taken into account under ULS.
e) Design displacements and rotations due to ‘creep’ and ‘shrinkage’ in concrete
shall be considered by multiplying mean values of deformation by a factor of
1.35 under ULS

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Notes :

1) During launching the counterweight position shall be allowed a variation

of ± 1 m for steel bridges.
2) For Combination principles refer Para 3.
3) Thermal effects include restraint associated with expansion / contraction due
to type of construction (Portal Frame, arch and elastomeric bearings), frictional
restraint in metallic bearings and thermal gradients.
4) Wind load and thermal load need not be taken simultaneously unless otherwise
required to cater for local climatic condition,
5) Partial safety factor for prestress and secondary effect of prestress shall be as
recommended in the relevant codes.
6) Wherever Snow Load is applicable, Clause 221 shall be referred for combination
of snow load and live load.
7) For repair, rehabilitation and retrofitting, the load combination shall be project
specific.
8) For calculation of time period and seismic force, dead load, SIDL and
appropriate live load as defined in Clause 219.5.2, shall not be enhanced by
corresponding partial safety factor as given in Table B.1 and shall be calculated
using unfactored loads.
7) For dynamic increment and decrements of lateral earth pressure under seismic
condition Clause 214.1.2 shall be referred to.

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Table B.2 Partial Safety Factor for Verification of Structural Strength

Ultimate Limit State

Loads Basic Accidental Seismic
Combination Combination Combination
(1) (2) (3) (4)
1. Permanent Loads:
1.1 Dead Load, Snow load (if present), SIDL except
surfacing
a) Adding to the effect of variable loads 1.35 1.0 1.35
b) Relieving the effect of variable loads 1.0 1.0 1.0
1.2 Surfacing
a) Adding to the effect of variable loads 1.75 1.0 1.75
b) Relieving the effect of variable loads 1.0 1.0 1.0
1.3 Prestress and Secondary effect of prestress (Refer Note 2)
1.4 Back fill Weight 1.5 1.0 1.0
(a) When causing adverse effect 1.35 1.0 1.0
(b) When causing relieving effect 1.0 1.0 1.0
1.5 Earth Pressure
a) Adding to the effect of variable loads 1.5 1.0 1.0
b) Relieving the effect of variable loads 1.0 1.0 1.0
2. Variable Loads:
2.1 Carriageway Live load and associated loads (braking,
tractive and centrifugal) and Footway live load
a) As leading load 1.5 0.75 -
b) As accompanying load 1.15 0.2 0.2
c) Construction live load 1.35 1.0 1.0
2.2 Wind Load during service and construction
a) As leading load 1.5 - -
b) As accompanying load 0.9 - -
2.3 Live Load Surcharge effects (as accompanying load) 1.2 0.2 0.2
2.4 Construction Dead Loads (such as Wt. of launching
girder, truss or Cantilever Construction Equipments) 1.35 1.0 1.35
2.5 Thermal Loads
a) As leading load 1.5 - -
b) As accompanying load 0.9 0.5 0.5
3. Accidental effects:
3.1 Vehicle collision (or) - 1.0 -
3.2 Barge Impact (or) - 1.0 -
3.3 Impact due to floating bodies - 1.0 -
4. Seismic Effect
(a) During Service - - 1.5
(b) During Construction - - 0.75

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Ultimate Limit State

Loads Basic Accidental Seismic
Combination Combination Combination
(1) (2) (3) (4)
5. Hydraulic Loads (Accompanying Load):
5.1 Water current forces 1.0 1.0 1.0
5.2 Wave Pressure 1.0 1.0 1.0
5.3 Hydrodynamic effect - - 1.0
5.4 Buoyancy 0.15 0.15 1.0

Notes :
1) For combination principles, refer Para 3.
2) Partial safety factor for prestress and secondary effect of prestress shall be as
recommended in the relevant codes.
3) Wherever Snow Load is applicable, Clause 221 shall be referred for combination
of snow load and live load.
4) For calculation of time period and seismic force, dead load, SIDL and
appropriate live load as defined in Clause 219.5.2, shall not be enhanced
by corresponding partial safety factor as given in Table B.2 and shall be
calculated using unfactored loads.
5) Thermal loads indicated, consists of either restraint effect generated by portal
frame or arch or elastomeric bearing or frictional force generated by bearings
as applicable,
6) For dynamic increment and decrements of lateral earth pressure under
seismic condition Clause 214.1.2 shall be referred to.
7) The partial safety factor shown under permanent loads, against adding to the
effect of variable loads in 1.1(a) and 1.2(a) shall be used for loads which are
causing unfavorable effects on bearing and those shown against 1.1(b) and
1.2(b) shall be used for loads which are causing favorable effects (e.g. for
checking the minimum contact pressure of 3 Mpa due to permanent loads
under elastomeric bearings) for checking the relevant design condition

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Table B.3 Partial Safety Factor for Verification of Serviceability Limit State
Loads Rare Combination Frequent Quasi-permanent
Combination Combination

(1) (2) (3) (4)

1. Permanent Loads:
1.1 Dead Load, Snow load if present, SIDL except surfacing 1.0 1.0 1.0
and back fill weight
1.2 surfacing
a) Adding to the effect of variable loads 1.2 1.2 1.2
b) Relieving the effect of variable loads 1.0 1.0 1.0
1.3 Earth Pressure 1.0 1.0 1.0
1.4 Prestress and Secondary Effect of prestress (Refer Note 4)
1.5 Shrinkage and Creep Effect 1.0 1.0 1.0
2. Settlement Effects
a) Adding to the permanent loads 1.0 1.0 1.0
b) Opposing the permanent loads 0 0 0
3. Variable Loads:
3.1 Carriageway load and associated loads (braking,
tractive and centrifugal forces) and footway live load
a) Leading Load 1.0 0.75 -
b) Accompanying Load 0.75 0.2 0
3.2 Thermal Load
a) Leading Load 1.0 0.60 -
b) Accompanying Load 0.60 0.50 0.5
3.3 Wind Load
a) Leading Load 1.0 0.60 -
b) Accompanying Load 0.60 0.50 0
3.4 Live Load surcharge as accompanying load 0.80 0 0
4. Hydraulic Loads (Accompanying loads) :
4.1 Water Current 1.0 1.0 -
4.2 Wave Pressure 1.0 1.0 -
4.3 Buoyancy 0.15 0.15 0.15

Notes :
1) For Combination principles, refer Para 3.
2) Thermal effects include restraint associated with expansion / contraction due
to type of construction (Portal Frame, arch and elastomeric bearings), frictional
restraint in metallic bearings and thermal gradients.
3) Wind load and thermal load need not be taken simultaneously unless otherwise
required to cater for local climatic condition,
4) Partial safety factor for prestress and secondary effect of prestress shall be as
recommended in the relevant codes.
5) Where Snow Load is applicable, Clause 221 shall be referred for combination
of snow load and live load.

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Table B.4 Partial Safety Factor for Checking the Base Pressure and Design of Foundation

Loads Combination Combination Seismic Accidental

(1) (2) Combination Combination
(1) (2) (3) (4) (5)
1. Permanent Loads:
1.1 Dead Load, Snow load (if present), SIDL 1.35 1.0 1.35 1.0
except surfacing and Back Fill weight
a) When causing adverse effects 1.35 1.0 1.35 1.0
b) When causing Relieving effects 1.0 1.0 1.0 1.0
1.2 Surfacing 1.75 1.0 1.75 1.0
a) When causing adverse effect 1.75 1.0 1.75 1.0
b) When causing relieving effect 1.0 1.0 1.0 1.0
1.3 Prestress Effect (Refer Note 4)
1.4 Settlement Effect 1.0 or 0 1.0 or 0 1.0 or 0 1.0 or 0
1.5 Earth Pressure
a) Adding to the effect of variable loads 1.50 1.30 1.0 1.0
b) Relieving the effect of variable loads 1.0 0.85 1.0 1.0
2. Variable Loads:
2.1 All carriageway loads and associated loads
(braking, tractive and centrifugal) and footway live
load
a) Leading Load 1.5 1.3 - 0.75 (if applicable)
or 0
b) Accompanying Load 1.15 1.0 0.2 0.2
2.2 Thermal Load as accompanying load 0.90 0.80 0.5 0.5
2.3 Wind Load
a) Leading Load 1.5 1.3 -
b) Accompanying Load 0.9 0.8 0 0
2.4 Live Load surcharge as Accompanying Load 1.2 1.0 0.2 0.2
(if applicable)
3. Accidental Effect or Seismic Effect
a) During Service - - 1.5 1.0
b) During Construction - - 0.75 0.5
4. Construction Dead Loads 1.35 1.0 1.35 1.0
5. Hydraulic Loads:
5.1 Water Current 1.0 or 0 1.0 or 0 1.0 or 0 1.0 or 0
5.2 Wave Pressure 1.0 or 0 1.0 or 0 1.0 or 0 1.0 or 0
5.3 Hydrodynamic effect - - 1.0 or 0
6. Buoyancy:
a) For Base Pressure 1.0 1.0 1.0 1.0
b) For Structural Design 0.15 0.15 0.15 0.15

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Notes :
1) For combination principles, refer para 3.
2) Where two partial factors are indicated for loads, both these factors shall be
considered for arriving at the severe effect.
3) Wind load and thermal load need not be taken simultaneously unless
otherwise required to cater for local climatic condition.
4) Partial safety factor for prestress and secondary effect of prestress shall be as
recommended in the relevant codes.
5) Wherever Snow Load is applicable, Clause 220 shall be referred for combination
of snow load and live load.
6) For repair, rehabilitation and retrofitting the load combination shall be project
specific.
7) For calculation of time period and seismic force, dead load, SIDL and
appropriate live load as defined in Clause 218.5.2. shall not be enhanced by
corresponding partial safety factor as given in Table B.4 and shall be calculated
using unfactored loads.
8) At present the combination of loads shown in Table B.4 shall be used for
structural design of foundation only. For checking the base pressure under
foundation, load combination given in IRC:78 shall be used. Table B.4 shall
be used for checking of base pressure under foundation only when relevant
material safety factor and resistance factor are introduced in IRC:78.
9) For dynamic increment and decrement, Clause 214.1.2 on lateral earth
pressure under seismic condition shall be referred to.
10) Thermal loads indicated, consists of either restraint effect generated by portal
frame or arch or elastomeric bearing or frictional force generated by bearings
as applicable.

..............................

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Annex C
(Clause 209.3.3)
Wind Load Computation on Truss bridge Superstructure

C-1.1 Superstructures without live load: The design transverse wind load FT shall
be derived separately for the areas of the windward and leeward truss girder and deck
elements. Except that FT need not be derived considering the projected areas of windward
parapet shielded by windward truss, or vice versa, deck shielded by the windward truss,
or vice versa and leeward truss shielded by the deck.

The area A1 for each truss, parapet etc. shall be the solid area in normal projected
elevation, The area A1 for the deck shall be based on the full depth of the deck.

C-1.2 Superstructures with live load: The design transverse wind load shall be
derived separately for elements as specified in C-1 and also for the live load depth. The
area Al for the deck, parapets, trusses etc. shall be as for the superstructure without live
load. The area A1 for the live load shall be derived using the appropriate live load depth.

C-1.3 Drag Coefficient CD for all Truss Girder Superstructures

a) Superstructures without live Load :

The drag coefficient CD for each truss and for the deck shall be derived as follows:

• For a windward truss CD shall be taken from Table C-1.

• For leeward truss of a superstructure with two trusses, drag coefficient shall be
taken as CD , values of shielding factor  are given in Table C-2. The solidity
ratio of the truss is the ratio of the effective area to the overall area of the truss.

• Where a superstructure has more than two trusses, the drag coefficient for the
truss adjacent to the windward truss shall be derived as specified above. The
coefficient for all other trusses shall be taken as equal to this value.

• For Deck Construction, the drag coefficient shall be taken as 1.1.

b) Superstructure with live load:

The drag coefficient CD for each truss and for the deck shall be as for the superstructure
without live load. CD for the unshielded parts of the live load shall be taken as 1.45.

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Table C-1: Force Coefficients for Single Truss

Drag Coefficient CD for

Solidity Built-up
Ratio Rounded Members of Diameter (d)
Sections
() Subcritical flow Supercritical flow
(dVZ< 6m2/s) (dVz ≥ 6m2/s)

0.1 1.9 1.2 0.7

0.2 1.8 1.2 0.8
0.3 1.7 1.2 0.8
0.4 1.7 1.1 0.8
0.5 1.6 1.1 0.8

Notes :
1) Linear interpolation between values is permitted.
2) The solidity ratio of the truss is the ratio of the net area to overall area of the truss

Table C-2: Shielding Factor  for Multiple Trusses

Truss Spacing Ratio Value of  for Solidity Ratio

0.1 0.2 0.3 0.4 0.5
<1 1.0 0.90 0.80 0.60 0.45
2 1.0 0.90 0.80 0.65 0.50
3 1.0 0.95 0.80 0.70 0.55
4 1.0 0.95 0.85 0.70 0.60
5 1.0 0.95 0.85 0.75 0.65
6 1.0 0.95 0.90 0.80 0.70

Notes :
1) Linear interpolation between values is permitted.
2) The truss spacing ratio is the distance between centers of trusses divided by
depth of the windward truss.

...................................

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Annex D
(Clause 218.5)

SIMPLIFIED FORMULA FOR TIME PERIOD

The fundamental natural period T (in seconds) of pier/abutment of the bridge along a horizontal
direction may be estimated by the following expression:
D
T = 2.0
1000F
where,

D = Appropriate dead load of the superstructure and live load in kN

F = Horizontal force in kN required to be applied at the centre of mass of
superstructure for one mm horizontal deflection at the top of the pier/
abutment for the earthquake in the transverse direction; and the force
to be applied at the top of the bearings for the earthquake in the longitudinal
direction.

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Annex E
(Clause 219.1)
CLASSIFICATION OF INLAND WATERWAYS IN INDIA

Table E-1: Class of Waterway, Dimension for Barge & Minimum Navigational Clearances

Class of Tonnage Barge Units Minimum Dimensions of Navigational Channels in Minimum Clearances for cross
Waterway (DWT) Lean Seasons structure
of SPV
(T) Dimension Tonnage Rivers Canals Horizontal Clearance
of Single Demensionof of Barge
Barge Barge Units Units Bottom Bottom Radius Vertical
(LxBxD) (LxBxD) (DWT) Depth* Width Depth* Width at Bend Rivers Canals Clearance**
(m) (m) (T) (m) (m) (m) (m) (m) (m) (m) (m)
80x5x1.0
I 100 32x5x1.0 200 1.20 30 1.50 20 300 30 20 4.0

110x8x1.2
II 300 45x8x1.2 600 1.40 40 1.80 30 500 40 30 5.0

141x9x1.5
III 500 58x9x1.5 1000 1.70 50 2.20 40 700 50 40 7.0

170x12x1.8
IV 1000 70x12x1.6 2000 2.00 50 2.50 50 800 50 50 10.0

170x24x1.8
V 1000 70x12x1.6 4000 2.00 80 - - 800 80 - 10.0

210x14x2.5
VI 2000 86x14x2.5 4000 2.75 80 3.50 60 900 80 60 10.0

210x26x2.5
VII 2000 86x14x2.5 8000 2.75 100 - - 900 100 - 10.0

Notes :
1) SPV : Self Propelled Vehicle : L-Overall Length ; B-Beam Width; D-Loaded Draft
2) Minimum Depth of Channel should be available for 95% of the year
3) The vertical clearance shall be available in at least 75% of the portion of each of the
spans in entire width of the waterway during lean season.
4) Reference levels for vertical clearance in different types of channels is given below :
A) For rivers, over Navigational High Flood Level (NHFL), which is the highest
Flood level at a frequency of 5% in any year over a period of last twenty
years
B) For tidal canals, over the highest high water level
C) For other canals, over designed for supply level

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Annexure F
(IRC: 6 2017)

Sate-wise Higest Maximum and Lowest Minimum Temperature

(Source: Climatological Normals 1981-2010, IMD,Pune)

State Station Shade air

Temperature
(°C)
Max. Min.
Andaman and Car-Nicobar 38.1 10.9
Nicobar Island Hut Bay 39.4 0.2
Kondul 47.2 14
Long Island 43.1 14.6
Mayabandar 39 14
Nancowry 39.2 13.9
Port Blair 36.4 14.6
Andhra Pradesh Anantapur 44.1 9.4
Arogyavaram 40.6 8
Bapatla 47.4 11.1
Cuddapah 46.1 10
Dolphine 42.8 14.1
Nose/CDR
Visakhapatnam
Gannavaram 48.8 8.5
(A)
Kakinada 47.2 12
Kalingapatanam 46.2 10.3
Kavali 47.2 16.4
Kurnool 45.6 6.7
Masulipatnam 47.8 13.2
Nandigama 47.1 9.3
Nandyal 48.2 9.2
Narsapur 46.1 14.6
Nellore 46.7 11.1
Nidadavolu 48.9 11.4
Ongole 47.4 14
Rentachintala 49.9 9.4

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Tirmalai 37.6 3.6

Tirupathy 45.2 12.9
Tuni 47.5 13.9
Vishakhapatnam 45.4 10.5
Vishakhapatn 42 15.8
am (RS/RW)
Arunachal Pasighat 38.8 6
Pradesh
Assam Dhubri (Rupsi) (A) 41.3 2.4
Dibrugarh 39.8 1
(Mohanbari) (A)
Guwahati 40.3 3
(Bhorjar) (A)
North 39 2.7
Lakhimpur
Rangia 39.4 6
Silchar 39.4 5
Tezpur 45.7 5.6
Bihar Bhagalpur 46.6 3.8
Chaibasa 46.7 4.4
Chapra 46.6 2.4
Daltonganj 48.8 0
Darbhanga 44.1 0
Dehri 49.5 -1
Dumka 48.5 1.9
Gaya 49 1.2
Hazaribagh 46.6 0.5
Jamshedpur 47.7 3.9
Jamshedpur (A) 46.6 4.4
Motihari 44.4 0
Muzaffarpur 44.5 2.2
Patna (A) 46.6 1.4
Purnea 43.9 -0.2
Ranchi(A) 43.4 0.6
Sabaur 46.1 0.6

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Chattisgarh Ambikapur 44.9 0.9

Bailaldila 39.4 4.6
Jagdalpur 46.1 2.8
Pbo Raipur 47 6.6
Raipur 47.9 3.9
Raipur (Mana) 47.9 5.7
Daman & Diu Diu 44 5
Goa Dabolim (N.A.S.) 38.2 13.6
Marmugao 38.4 12.2
Panjim 39.8 3.4
Gujarat Ahmedabad 47.8 2.2
Amreli 46.2 1.6
Balsar (Valsad) 43.1 5.8
Baroda 46.7 -1.1
Baroda (A) 46.2 2.8
Bhavnagar (A) 47.3 0.6
Bhuj 47.8 -0.2
(Rudramata) (A)
Deesa 49.4 2
Dohad 47 0
Dwarka 42.7 6.1
Idar 48.5 4.8
Keshod (A) 45.5 3.6
Naliya 44.6 0.4
New Kandla 47.1 4.4
Okha 39.5 10
Porbandar (A) 45.5 2
Rajkot (A) 47.9 -0.6
Surat 45.6 4.4
Vallabh Vidyanagar 47.5 2
Veraval 44.2 4.4
Haryana Ambala 47.8 -1.3
Bhiwani 46.8 0.4
Gurgaon 49 -0.4
Hissar 48.8 -3.9
Karnal 49 -0.4
Narnaul 48.4 -0.9
Rohtak 47.2 -0.5

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Himachal Pradesh Bhuntar (A) 40 -5.2

Dharamshala 42.7 -1.9
Kalpa (GL) 32.4 -15.5
Manali 35 -11.6
Nahan 43 -7.9
Nauni / Solan 39 -3.9
Shimla 32.4 -12.2
Sundernagar 42.1 -2.7
Una 45.2 -5.8
Jammu Badarwah 39.4 -10.8
and Banihal 36.3 -13.6
Kashmir Batote 36.6 -7.2
Gulmarg 29.4 -19.8
Jammu 47.4 0.6
Kathua 48 -1.8
Katra 46.2 -1
Kukernag 34.9 -15.3
Kupwara 37.6 -15.7
Pehalgam 32.2 -18.6
Quazigund 35.7 -16.7
Srinagar 38..3 -20
Karnataka Agumbe 38 3.2
Bagalkote 42.8 7.8
Balehonnur 39.2 6.7
Bangaluru 38.9 7.8
[Bangalore]
Bangalore (A) 38.3 8.8
Belgaum 41.9 6.7
Belgaum (Sambre) 40.2 6.4
(A)
Bellary 44.7 7
Bidar 44 6.2
Bijapur 44.9 5.6
Chickmagalur 37 10
Chitradurga 41.7 8.3
Gadag 41.7 9.8
Gulbarga 46.1 5.6

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IRC: 6-2017

Hassan 37.8 5.6

Honavar 38.6 13.5
Karwar 39.6 11.6
Kolar Gold Field 39.7 9.4
Mandya 39.1 8
Mangalore (Bajpe) 39.8 15.9
(A)
Mangalore 38.1 15.6
(Panambur)
Mercara 36.2 4.8
Mysore 39.4 8.6
Raichur 45.6 7.3
Shimoga 44 6
Shirali 38.9 14.3
Tumkur 39 6
Kerala Alleppy (Alappuzha) 39.9 13.8
Calikote/Kozhicode 38.1 13.8
Cannanore (Kannur) 38.3 16.4
Cochin (N.A.S.)/ 36.5 16.3
Kochi
Karipur (Airport) 38.6 11.2
Kottayam 38.5 16
Palakkad (Palghat) 41.8 14
Punalur 40.6 12.9
Thiruvananth apuram 38.3 16
(Trivandrum)
Lakshadweep Agatti(A) 38 22.1
Islands Amini Divi 38.3 16.6
Minicoy 36.7 16.7
Madhya Pradesh Alirajpur (Jhabua) 46.2 0
Bagratawa 47.2 1.5
Betul 48 -0.2
Bhopal (Bairagarh) 46 0.6
Chhindwara 47.6 1.1
Damoh 49.8 1
Datia 48.5 0
Dhar 47.1 3
Ginabahar 46.1 -6.1
Guna 48 -2.2

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 IRC: 6-2017

Gwalior 48.3 -1.1

Hoshangabad 47.1 1
Indore 46 -2.8
Jabalpur 46.7 0
Jashpurnagar 42.5 -1.3
Kannod 47.6 1.1
Khajuraho 48.4 0.6
Khandwa 47.6 0.2
Khargone 47.9 0.2
Malanjkhand 45.5 0.6
Mandla 46.8 0
Narsinghpur 48.6 -1.4
Nimach 46.7 -1.1
Nowgong 48.8 -1.7
Panna 47 -0.4
Pendra Road 46.7 1.7
Raisen 47.7 0
Rajgarh 48.3 6.4
Rajnandgaon 46.7 1.7
Ratlam 45.5 2.5
Rewa 46.8 0.6
Sagar 46.4 1.1
Satna 47.8 0.4
Seoni 45.2 2.8
Shajapur 47.2 -0.5
Sheopur 48.8 -2.2
Shivpuri 47.2 -4
Sidhi 52.3 1
Thikri 47.5 0.5
Tikamgarh 47.5 -0.6
Ujjain 46 0
Umaria 48.7 0
Vidisha 49.1 0
Maharashtra Ahmednagar 48.2 2.2
Akola 47.8 2.2
Akola (A) 47.7 4.4
Alibagh 40.1 9.4
Amravati 48.3 1.5

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IRC: 6-2017

Aurangabad 43.6 1.2

(Chikalthana) (A)
Baramati 43.8 5
Bhira 49 5.1
Bir (Beed) 47 4
Brahmapuri 48.3 0.8
Buldhana 44.2 4.4
Chandrapur 49.2 2.8
(Chanda)
Dahanu 40.6 8.3
Devgad (Devgarh) 43.1 14.1
Gondia 47.5 0.8
Harnai 39.8 12.5
Jalgaon 48.4 1.7
Jeur 46.6 2.2
Kolhapur 42.3 8.6
Mahabaleshwar 38.2 3.9
Malegaon 46.7 -0.6
Miraj (Sangali) 43 6.5
Mumbai (Colaba) 40.6 11.7
Mumbai(Bombay) 42.2 7.4
(Santa Cruz)
Nagpur 47.7 7.3
(Mayo-Hospital)
Nagpur (Sonegaon) 47.8 3.9
Nanded 46.7 3.6
Osmanabad 45.1 8
Ozar(A) 43.9 0.4
Parbhani 46.6 4.4
Pune 43.3 1.7
Pusad 47.6 1.1
Ratnagiri (PBO) 40.6 11.5
Satara 42.6 4.8
Sholapur 46 4.4
Sironcha 48.2 4.5
Vengurla 40 6.2
Wardha 48.4 4.3
Yeotmal 46.6 6.2

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Manipur Imphal/Tulihal(A) 36.1 -2.7

Meghalaya Barapani 35.2 -3.4
Cherrapunji 31.1 -1
Shillong (C.S.O.) 30.2 -3.3
Mizoram Aizwal 35.5 6.1
New Delhi New Delhi Palam (A) 48.4 -2.2
New Delhi 47.2 -0.6
(Safdarjang)
New Delhi C.H.O. 47.8 -0.4
Orissa Angul 47.2 0
Balasore 46.7 6.7
Baripada 48.3 6.5
Bhawani Patna 48.5 4.5
Bhubaneshwar (A) 46.5 8.6
Bolangir 49 1.6
Chandbali 46.7 5.1
Cuttack 47.7 5.8
Gopalpur 44 9.6
Jharsuguda 49.6 6
Keonjhargarh 47.4 0.6
Paradip Port 42.4 9.6
Pulbani 44.6 -2.3
Puri 44.2 7.5
Sambalpur 49 3.6
Sundergarh 47.6 1.6
Titlagarh 50.1 4
Pondicherry Pondicherry 45.5 15.1
Pondicherry (M.O) 43.1 16.2
Punjab Amritsar (Rajasansi) 47.8 -3.6
Kapurthala 47.7 0
Ludhiana 46.6 -1.7
Ludhiana (P.A.U.) 46.6 -1.6
Patiala 47 -0.9
Patiala (Rs/Rw) 47 -0.1
Rajasthan Abu 40.4 -7.4
Ajmer 47.4 -2.8
Alwar 50.6 -0.8
Banswara 47.5 2.8

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IRC: 6-2017

Bharatpur 48.5 1.7

Barmer 49.9 -1.7
Bhilwara 47.8 -0.3
Bikaner(P.B.O) 49.4 -4
Chambal/(Rawat 47.6 -1.1
Bhatta Dam)
Chittorgarh 47.5 -0.1
Churu 49.9 -4.6
Dholpur 50 -4.3
Ganganagar 50 -2.8
Jaipur (Sanganer) 49 -2.2
Jaisalmer 49.2 -5.9
Jawai Bandh/ 48.1 -3.1
Erinpura
Jhalawar 49.3 -0.6
Kota (A) 48.5 1.8
Kota (PB-Micromet) 47.4 2.1
Phalodi 49.6 -3.3
Pilani 48.6 -4
Sawai Madhopur 48 -1.2
Sikar 49.7 -4.9
Udaipur 44.6 0.4
Udaipur (Dabok) (A) 46.4 -1.3
Sikkim Gangtok 29.9 -2.2
Tadong 32.6 0
Tamil Nadu Adiramapatinam 43 15.6
Ariyalur 49.6 13
Chennai 49.1 15.7
(Minambakkam) (A)
Chennai 45 13.9
(Nungambakkam)
Coimbatore 42.6 12.2
(Pilamedu)
Coonoor 29.6 -0.5
Cuddalore 43.3 8
Dharmapuri 41.4 10.6
Erode 42.8 13
K. Paramathy 45.4 13.4
Kanniyakumari 39.4 18.6

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Kodaikanal 29.3 0.6

Karaikal 42 17.8
Karaikudi 42.7 15.5
Koradacherry 42.6 15
Kudumiamalai 43.1 13.5
Madurai 44.5 10.5
Madurai (A) 43.4 14.6
Mettur Dam 42.4 13.1
Nagapattinam 42.8 15.6
Octacamund 28.5 -2.1
Palayamkottai 44.9 16.3
Pamban 38.9 17
Port Novo 43.5 13
Salem 42.8 11.1
Tanjavur 46.2 16.6
Tiruchirapalli (A) 43.9 13.9
Tiruchi 42.4 16
Tiruppattur 46.3 10.2
Tiruttani 48.6 10
Tondi 40.4 15.7
Tuticorin 41.1 15.3
Vedaranniyam 40 14.8
Vellore 45 8.4
Telangana Bhadrachallam 49.4 8.4
Hanamkonda 47.8 8.3
Hyderabad (A) 45.5 6.1
Khammam 47.2 9.4
Mahbubnagar 45.3 9.1
Medak 46.3 2.7
Nalgonda 46.5 10.6
Nizamabad 47.3 4.4
Ramgundam 47.3 7.5
Tripura Agartala (A) 42.2 2
Kailashahar (A) 42.2 2.4
Uttar Pradesh Agra 48.6 -2.2
Aligarh 49.5 0
Allahabad 48.8 -0.7
Bahraich 47.6 0.3

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Ballia 48 0
Banda 48.9 -0.8
Barabanki 47 2
Bareilly P.B.O. 47.3 -1.3
Churk 49 -0.6
Etawah 48.6 0.4
Faizabad 47.4 0.8
Fatehgarh 48.8 2.1
Fatehpur 48.1 -1.7
Gazipur 46.4 -0.5
Gonda 49.9 0.1
Gorakhpur (P.B.O) 49.4 1.7
Hamirpur 48.2 -1
Hardoi 48.3 0.7
Jhansi 48.2 0
Kanpur (A) 47.3 0.4
Kheri-Lakhimpur 47.6 0.5
Lucknow (Amausi) 47.7 -1
Mainpuri 49.2 -1.7
Mathura 47.6 0
Meerut 46.1 0
Moradabad 48.2 0
Mukhim 36.3 -9
Muzaffarnagar 45 -2.6
Najibabad 45.2 -2.9
Shahajahanpur 46.2 0.6
Sultanpur (M.O.) 48 0
Varanasi 47.2 1
Varanasi (Babatpur) 48 0.3
Uttarakhand Dehra Dun 43.9 -1.1
Mukteswar (Kumaun) 31.5 -7.8
Pantnagar 45.6 -2.2
Roorkee 47.4 -2.2
West Bengal Bagati 46.2 0.8
Balurghat 43.4 4.1
Bankura 47.4 0.8
Bankura (M.O.) 46.4 6.2
Berhampore 48.3 3.9

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Calcutta (Alipur) 43.9 6.7

Calcutta (Dum Dum) 43.7 5
(A)
Canning 42.5 7.6
Contai 43.8 7.7
Cooch Behar (A) 41 3.3
Darjeeling 28.5 -7.2
Digha 42 7.6
Diamond Harbour 43 8.2
Haldia 40.9 9.1
Jalpaiguri 40.9 2.2
Kalimpong 34.1 -0.6
Krishnanagar 46.1 0.9
Malda 45 3.9
Midnapore 47.2 0.6
Purulia 46.3 3.8
Sagar Island 40 7.2
Sandheads 40.4 9.2
Shanti-Niketan 47 5
Ulberia 43.5 6.6

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