BRIDGE RULES

PURPOSE
 Specifies the rules/loads for
 Design of superstructure & substructure of Bridges
 Assessing the strength of existing Bridges

 Any Revision/addition/alteration shall be

through correction slip only, no cognizance to be
given to any policy directives issued through other
means
 SCOPE

 Loads specified shall be used for

 All Railway Bridges
 Turn Table girders
 Foot Bridges but excluding Road Bridges

 Design detailing shall be controlled by

appropriate code of practice
 Road Bridges shall be as per IRC codes
 LOADS

 Loads specified in Bridge Rules :

 Dead Loads
 Live Loads
 Dynamic effects
 Forces due to curvature/eccentricity of Track
 Temperature effect
 Friction resistance of expansion bearings
 LOADS…. CONT.

 Longitudinal Forces
 Racking forces
 Forces on parapets
 Wind pressure effects
 Forces & Effects due to earthquake
 Erection forces and effects
 Derailment loads
 PQRS loads
 DEAD LOAD

 Weight of structure

 Permanent Load carried on it

 For ballasted deck bridges, 400/300 mm cushion for

BG/MG. For checking old bridges 300/250 mm

 LIVE LOAD

 History

 Present Live Loads

 For Railway Bridges / Rail-cum-road Bridge

 For Foot Bridge / Footpath

 Live load distribution

 BRIDGE LOADING STANDARDS
HISTORY FOR BG
Loading Std. Year Max. Axle Trailing Long. Force (t)
Load Engine Load
(t) (t/m) Tractive Braking Force
Effort (t)

Std. B 1903 18.0 1.20 t/ft - -

BGML 1926 22.9 7.67 47.6 10% of T.L.

RBG 1975 22.5 7.67 75 20% of T.L.

MBG 1987 25 8.25 100 13.4% of T.L. + 25%

of Axle Load.

25 T 2008 25 9.33 126 -do-

HM 1995 30 12.00 135 -do-

DFC 2008 25 32.5 T/ 126 -do-

12.13 t/m
 25 T LOADING
 Electric Locos
 Two WAG 9H locos, TE of each 52 T

 Two 8 axle, twin BO-BO, TE of 84 T each. One in front, one in

middle or back
 Diesel Locos
 Two 6000 HP locos, TE of 63 T each. Both in front

 Building/Rebuilding/Strengthening/Rehabilitation of Bridges
for all routes except Dedicated Freight Corridor (DFC) feeder
routes and DFC loading routes i.e. erstwhile HML routes.
 Strengthening/Rehabilitation of Bridges on Dedicated Freight
Corridor (DFC) feeder routes
 Superstructure of Bridges being built/rebuilt on Dedicated
Freight Corridor (DFC) feeder routes.
 In case any other loading is proposed specific approval of
Railway Board reqd.
 DFC LOADING
 Electric Locos
 Two pairs of WAG 9 H locos, TE of 52 T each loco. One pair in
front, one pair in middle or back
 Two 1200 HP, 8 axle, twin BO-BO, TE of 84 T each. One in front,
one in middle or back
 Diesel Locos
 Two 6000 HP locos, TE of 63 T each. Both in front

 The above standard should be adopted for Bridges

on identified routes approved by Railway Board.
 Building/Rebuilding/Strengthening/Rehabilitation
of Bridges on DFC loading routes i.e. erstwhile HML.
 Besides this, the above standard should be adopted
for building/ rebuilding of substructure only on
Dedicated Freight Corridor (DFC) feeder routes.
 Present Live Loads - Railway Bridge / Rail cum Road Bridge
VARIABLE APPENDICES
Max.
Diagram of EUDL on EUDL on EUDL for Trac- Brak-ing
Load-ing Axle
Std. Loading each track for each track various tive Force
Stan- load for Train
BM for shear cushion effort
dard loco-mot-
(upto 8m
ive
spans)
BG
DFC 25.0 t 12t/m XXVI XXVII XXVII XXVIIa XXVIII XXVIII

25 T 25.0 t 8.25t/m on XXII XXIII XXIII XXIIIa XXIV XXIV

both sides of
engine
MG
MMG 16.0 t 5.50 t/m on III IV IV IVa VIII VIIIa
1988 both sides of
engine

MGML19 13.2 t 3.87 t/m IIIa IV IV IVb VIII VIIIa

29 behind the
engine
MGBL 10.7 t 3.87 t/m IIIa IV IV IVc VIII VIIIa
1929 behind the
engine
 Present Live Loads cont.
VARIABLE APPENDICES
Load-ing Max. Axle Diagram EUDL on EUDL on
Stan- load for loco- Train of Std. each track each track
dard mot-ive Loading for BM for shear

NG (762 MM)
H' class 9.7 t 2.83 t/m behind V (Sheet 1) VI VI
the engine
A' Class 8.1 t 2.83 t/m behind V(Sheet 2) VI VI
the engine

B' Class 6.1 t 2.83 t/m behind V(Sheet 3) VI VI

the engine

NG (610 mm) - Will be supplied by RB.

•Standard wheel/axle replaced by EUDL

•EUDLs applicable to simply supported spans.
 EUDL

 For BM
 For spans up to 10.00m >> produces BM at center =
absolute BM developed by standard load
 For spans above 10.00m >> produces BM at 1/6 th
span = absolute BM developed by standard load at
1/6 th of span
 For SF
 Shear force at end of span = Max. SF
EUDL (Span Train Loads
> 10m)

EUDL (Span up to 10m)

 EUDL

 There are two load configurations for MBG loading,

one 22.5 T load and second 25.0 T load. Note that
spacing of axles is different
 Max. BM for spans 12m, 15m, 20m, 30m, 40m and
50 m are caused by 22.5 T configuration
 No trailing load gets loaded up to 20m span
 EUDL CALCULATION EXAMLE FOR 12 m SPAN

 The total EUDL for BM as per Bridge rules is 140.4 T

 As span is greater than 10m, BM is calculated at L/6
of span, which is 2m in this case.
 The total load of 140.4 tonnes is equal to a
Uniformly distributed load(w) of 140.4/12 = 11.7
t/m. The Bending Moment at 1/6 of a span equal to L
for a uniformly distributed load of ‘w’ t/m is equal
to 5wL2 /72. The BM in this case is therefore equal to
117 t-m.
 The configuration of MBG standard loading at which
this occurs is ;
RB= 22.5(2+3.65+5.3+8.3+9.95+11.6)/12 = 76.5t
RA= 6*22.5-76.5 = 58.5t
BM at Section X = 58.5*2 = 117tm
 LOCATIONS FOR MAX. EUDL FOR BM

 Span span/6 Wheel at span/6

 12m 2m Second Loco(First Bogie) Third wheel
 15m 2.5m Second Loco(First Bogie) Third wheel
 20m 3.33 m Second Loco(First Bogie) second wheel
 25m 4.167 m Second Loco(First Bogie) second wheel
 30m 5m Second Loco(First Bogie) second wheel
 40m 6.67 m Second Loco(First Bogie) First wheel
 50 m 8.33 m First Loco(Second Bogie) Third wheel
 EUDL
 For spans up to 10m, EUDL for BM gives same result
as actual calculation
 For spans > 10m to 75 m, EUDL for BM gives 2 to
8.67 % higher result as compared to actual
calculation
 Max. difference of 8.67 % is for 23m span
 For spans > 75m, EUDL for BM gives same result as
actual calculation
 EUDL
 As per C.S. 37
 For new bridges>> Use EUDL or actual analysis

 For existing bridges >> Use EUDL, in case found

inadequate- use exact calculations
 A locomotive with axle loads heavier than standard
loading or trailing load higher than specified >>>
load may be considered to fall in corresponding
standard loading if EUDL is less than or equal to
standard loading EUDL
 Foot Bridges and Foot Path

 For Foot bridge/Footpath on rail bridge (for

design of foot path portion)
 4.8 kPa (490 Kg/sqm) of Footpath area

 Foot path on Rail cum Road or Road Bridge

 4.07 kPa (415 Kg/sqm) or 4.8 kPa (490 Kg/sqm) where
crowd loading is expected
 Foot Bridge & Foot Path Cont.

 Loads on Footpath for designing main girder for

 Road or Rail bridge as per effective span
< 7.5 m 4.07 kPa (415 Kg/sqm)
> 7.5 m < 30 m 4.07 kPa (415 Kg/sqm) – 2.89 kPa (295 Kg/sqm)
 30 m as per formula

 For Rail cum road Bridge - 1.91 kPa (195 Kg/sqm)

 Foot Bridge & Foot Path Cont.

 Loads on Kerbs
 600 mm wide or more

 Live Load + horizontal load of 7.35 kN/m

 Less than 600 mm wide

 No live load only Horizontal load of 7.35 kN/m

 These loads need not be taken for design of

main structure
LIVE LOAD DISTRIBUTION
 CLAUSE 2.3.4.2

 Distribution through sleepers & ballast

 distribution area of live load on top of ballast
Type I Type II
( under each rail seat )
BG 2745 mm x 254 mm 760 mm x 330 mm
MG 1830 mm x 203 mm 610 mm x 270 mm
 Further dispersal through fill / ballast at a slope half horizontal
to one vertical.
 All deck slabs to be designed for both type of sleepers
 Clause 2.3.4.2… Cont.

 Distribution through R.C. Slab in right angle

to slab
 For simply supported, fixed and continuous span
 1/4 span on each side of loaded area
 For cantilever slabs
 1/4 of loaded length on each side of loaded area.

 Distribution through steel troughing or beam

spanning transversely
 As per appendix H of Steel Bridge Code
 DYNAMIC EFFECT

 Accounted for by a static load equivalent to

CDA multiply by LL.
 For Railway Bridges (Steel)
 CDA for BG /MG Single Track (speed 160/100) CDA =
0.15 + 8 / (6+L), Max. Value-1.0
where L is
i) Loaded length giving maximum stress
ii) 1.5* Spacing of cross girder ( For Stingers)
iii) 2.5* Spacing of cross girder (For Cross girder)
 DYNAMIC EFFECT CONT.

 For Multiple Track further multiply by

 Main girders (outer) / Cross girders - 0.72

 Main girders (Intermediate) - 0.6

 Fish plated Track on steel troughing / steel sleeper

 CDA = 7.32 / (B + 5.49) For BG

 CDA = 5.49 / (B + 4.27) For MG

where B is spacing between main girder

 CDA for narrow gauge (762mm or 610mm)

 CDA = 91.5 / (91.5 + L)
 DYNAMIC EFFECT CONT.

 CDA for Foot Bridge

 No allowance
 CDA for combined Rail - Road Bridge
 As per Rail Bridge
 Turn table girders
 Designed for CDA of 10% of LL
 Additional allowance of 100% in all on an axle which is
placed at one end of turn table.
 DYNAMIC EFFECT CONT.

 CDA on pipe culvert, Arch Bridge, Concrete slab

/ conc. girder (span < 25m)
 At zero fill -- Same as steel girder
 At fill < 900mm -- Gradually reduced to 1/2
 At fill > 900mm -- reduced to zero in next 3m.
 Applicable to multiple tracks also- except Arch Bridge
span > 15m, where CDA reduce to 2/3rd
 FORCES DUE TO CURVETURE AND
ECCENTRICITY OF TRACK

 On ballasted deck, even on straight line

 Designed for 100mm eccentricity

 On a curved Bridge
 Designed for centrifugal action of moving load taking all
tracks occupied
 Horizontal load due to centrifugal force is
C = WV2 / 12.95R kN/m run
Where
W= Equivalent distributed live load in kN/m
V= Maximum speed in Kmph
R= Radius of curve in m
 It assumed to act at 1830/1450mm for BG/MG above
rail level
 TEMPRATURE EFFECT

 Applicable for
 Portion of Bridge not free to expand / contract
 Temperature limits be specified by Engineer.

 Coefficient of expansion
 For steel & RCC -- 11.7*10-6 per degree C
 For plain concrete -- 10.8*10-6 per degree C
 FRICTIONAL RESTISTANCE OF
EXPANSION BEARING
 Coefficient of frictional resistance of expansion
bearings are
 Roller bearing 0.03
 Sliding bearings of steel on
 Cast Iron or Steel 0.25
 Ferrobestas 0.20
 Hard copper alloy 0.15
 Sliding bearing of PTFE / Elastomeric 0.10
 Conc. Over conc. with bitumen layer 0.50
 Conc. Over conc. Not intentionally roughened 0.60
 LONGITUDINAL FORCES

 One or more of following be considered

 Tractive Efforts
 Braking Force
 Resistance to movement of bearing due to change of
temperature and deformation of girder
 should not be more than the limiting resistance at the
bearing.
 Forces due to continuation of LWR/CWR on Bridges
 Long. Forces Cont

 Loaded Length for simple supported span

 One span for
Girders
 stability of abutments
 stability of pier carrying one fixed/ one free bearing

 One span / two span

 Stability of pier carrying fixed / sliding or elastomeric
bearings
 Longitudinal force shall be divided proportional to their
length for two span loading condition.
 Loaded Length for continuous span
 Appropriate loaded length giving worst effect
 Long. Forces …Cont

 No increase for dynamic effects

 Transferred horizontally through
 Knuckle pin for bearing having rocking arrangements.
 Girder seats for sliding, elastomeric or PTFE bearings
 Long. Forces Cont.
 Continuation Of LWR/CWR
 Long. Forces ..Cont

 Distribution of Longitudinal Forces

 Substructure with sliding / elastomeric bearings

Abutment 50%
Pier40%
Multi-span Bridge
 Also check for 20% net longitudinal force from
adjoining span with directly supported span as
unloaded.
 Spans with roller / PTFE bearings at one end
 100% at fixed end
 Long. Forces.. Cont.

 Dispersion of longitudinal forces

 25% of longitudinal force subject to minimum of
 16t for BG,
 12t for MMG or MGML and
 10t for MGBL
 This applies to
• open deck bridges having through welded rails, rail-free fastening and
adequate anchorage of welded rails on approaches(minimum 30 m).
• open deck having jointed track with rail free fastening or ballasted deck,
however without any SEJ or mittred joints in either case.
 Can increased to 35% in case suitably designed elastomeric
bearings provided
 Long. Forces Cont.

 Dispersion shall not exceed the capacity of track for dispersing

the longitudinal force nor shall exceed the capacity of anchored
length of track on approaches to resist dispersed longitudinal
force.
 In case multi-span bridges having continuous spans, or flexible
supports, or flexible bearings on all supports, or any other
special features which are likely to affect
distribution/dispersion of longitudinal forces significantly, the
dispersion/distribution of longitudinal forces shall be
determined by suitable analysis.
 For design of new bridges or rebuilding of existing bridges,
dispersion of longitudinal forces shall not be allowed (CS no
36)
 Long. Forces Cont.

 Where bridge carries more than one track

 Shall be considered to act simultaneously on all track
 Maximum effect on any girder with two tracks be allowed for,
but
 With more than two tracks, a suitable reduction be made for
additional tracks.
 90% for 3 Tracks and 75% for 4 or more Tracks
 With Seismic forces
 Only 50% T.E./B.F. after distribution/dispersal
 RACKING FORCES

 Not accounted for calculating stresses in main

girder
 For design of lateral bracing
 Span > 20m
 additional lateral force of 5.88 kN/m (For DFC 13.72 kN/m)
as moving load in addition to wind and centrifugal force
 Span upto 20m
 For spans less than 20 m, wind stresses are not calculated.
For designing lateral bracing, 8.82kN/m (DFC 16.66 kN/m)
due to wind & racking forces in addition to centrifugal forces
 FORCES ON PARAPETS

 Minimum height
 one meter above adjacent roadway/foot way surface
 Designed for a lateral horizontal and a vertical force
of
 1.47 kN/m applied simultaneous at top of the railing/parapet
 WIND PRESSURE EFFECT

 Basic Wind pressure

 Equivalent static pressure in the wind ward direction
 Depends on appropriate wind velocity choosen as per
 local meteorological records & degree of exposure
 map given in IS 875-Part 3 be used in absence of
meteorological records
 Wind Pressure Effect Cont.

 Wind Pressure for railway / foot bridges

 Wind pressure specified shall apply to all loaded /

unloaded bridges except
 Bridges does not carry live loads when wind pressure at deck
level exceeds.

For BG 1.47 kN/sqm (0.98 kN/sqm for

checking old bridges)

For MG & NG 0.98 kN/sqm

For Foot Bridge 0.74 kN/sqm

 Wind Pressure Effect Cont.

 exposed area for

 Unloaded span & trestles except plate girders
 11/2 time of horizontal projected area
 Plate girders
 Area of windward girder +
 Area of leeward girder x a factor (depending on spacing v/s
depth of girder) clause 2.11.3.1
 loaded span
 Horizontal projected area of moving load from 600mm above
R.L. to top of highest stock +
 exposed area of balance portion as unloaded span
 Wind Pressure Effect Cont.

 Effect of wind pressure be considered as

 Lateral effect on the top chords and wind bracing
considered as a horizontal girder
 Same effect on lower chords
 Vertical loads on the main girders due to overturning
effect of wind pressure
 Bending & direct stresses in members transmitting the
wind load from top to the bottom chords or vice-versa
 Wind Pressure Effect Cont.

 Clause 3.11.1
 Forces and Effect due to
Earthquake

 Seismic Force
 Acts in three mutually perpendicular directions
 Horizontal (Two Directions)
 Vertical
 For determining seismic forces country is divided in 4
zones
 Basic horizontal Seismic Coefficient defined for each zones
 Coefficient be gradually reduced to 50% from ground level
to 30m below. (GL is scoured bed level corresponding to
mean flood)
 Seismic Force Cont.

 Design of Bridges for Seismic Force

 Design Seismic force is computed taking into
consideration of
 Importance of the structure ( Imp Br 1.5, Other Br 1.0)
 Soil foundation system
 Acts at center of mass of elements into which bridge
is conveniently divided.
 Bridge as a whole and every part of it be designed
and constructed to resist stresses
 Seismic Force Cont.
 Soil foundation system
 Seismic Force Cont.
 Slab, box and pipe culvert >> no seismic forces
 Seismic forces for design of bridge in different zone

Zone II to III -for bridges of length

>60m & span >15m
Zone IV &V -all bridges
 Masonry & Plain concrete Arch Bridges more than

12 m span shall not be built in Zone IV & V

 Horizontal seismic force due to live load on bridges

be ignored when acting in the direction of traffic.

 Horizontal seismic force due to live load on bridges

be considered 50% of design live load when acting

perpendicular the direction of traffic.
 Seismic Force Cont.

 Modal analysis is necessary in Zone IV & V for

 Design of cable stayed, horizontal curved girder, RCC arch
and steel arch bridge.

 Height of sub structure is more than 30m or span is more

than 120m

 In case of possibility of amplification of vertical seismic

coefficient for Important Bridges.
Seismic Force Cont.
Seismic Force Cont.
Seismic Force Cont.
Seismic Force Cont.
Seismic Force Cont.
 ERECTION FORCES AND EFFECTS

 Erection Forces to be considered

 Weight of all permanent and temporary material
 All other forces and effects which can operate on any part
during erection
 Allowance be made in design for stresses set up in
any member during erection.
 DERAIRELMENT LOADS

 Derailment loads for BG for ballasted deck bridges as

per appendix XXV / XXIX for 25 t / DFC loading.
 Load specified shall be applied at top of ballast
 Load assumed to disperse at a slope of half
horizontal to one vertical.
 PQRS LOAD

 Should be considered for reduced coefficient of

dynamic augment for 20KMPH as per appendix
X for most unfavorable position.
 The load due to auxiliary track shall be
considered separately.
 The dispersion of load shall be as per clause
2.3.4.2
PQRS LOAD
 ASSESSING STRENGTH OF
EXISTING BRIDGES

 As per existing Bridge Rules except

 Modification in CDA

 Modification in Longitudinal Forces

 Modification in Wind force

 Modification in Method for checking for Live Load

 EXISTING BRIDGES CONT.

 Modification in CDA
 If no Rail joint on span or within 10m
 CDA can be reduced by 0.75/ span in m.
 Max. reduction 20% up to span 7.5 m
 If maximum speed is not increased
 CDA can be multiply by Vr/V, where
 Vr is permissible speed and
 V is 125/80 kmph ( Electric/steam)for BG & 100/60
kmph for MG
 Bridges found fit for 125 kmph can be cleared for 160 kmph.
 CDA in no case be less than 0.1
 EXISTING BRIDGES CONT.

 Modification in Longitudinal Forces

 Generally clause 2.8 shall apply.
 For trains hauled by steam Locos
 Max. TF
 25% of axle load of coupled wheels on actual engines
under consideration.
 Max. BF
 20% of actual braked engine axle loads +
 10% of other braked axle loads.
 EXISTING BRIDGES CONT.

 For trains hauled by diesel or AC or DC Locos

 Max. TF
 As specified equally distributed amongst driving axles.
 Max. BF
 As specified for Locos equally distributed amongst braked axles
+
 10% of weight of braked trailing axles covering loaded length
(for vacuum brakes) OR
 As specified for air brakes subject to max. of 13.4% of weight of
braked axles.
 EXISTING BRIDGES CONT.

 Modification in Wind force

 For checking for Rolling Stocks involving higher loads
 Bridge shall not be considered carrying any Live Load when wind
pressure at deck level exceed 0.98 kN/sqm

 Modification in Method for checking for Live Load

 for checking Bridges for higher loading
 BM & SF shall be calculated as per EUDL given for different
loading
 In case found inadequate check for actual axle load using RDSO
software “Moving Loads”
 CRITICAL SPEED

 Critical speed is defined as the speed at which

 the external forcing frequency will be equal to one of the
natural frequencies of the track-bridge-vehicle system,
 contributing to vertical response of the bridge

 Critical speed in the case of steam locomotives and

for open web girders only may be calculated by any
of the following methods
 by running trains at varying speeds across the bridge and
determining the speed giving the maximum deflection
 CRITICAL SPEED

 by ascertaining the maximum static deflection under live

load and applying the following formula
 CRITICAL SPEED

 By following Approximate formula

 Speed restriction on open web girders for steam traction in

the rang of Critical Speed ± 10 Kmph should be avoided.