Bridge Rules
Bridge Rules
Rules
BRIDGE RULES
• RULES SPECIFYING THE LOADS FOR DESIGN OF SUPER-STRUCTURE
AND SUB-STRUCTURE OF BRIDGES AND FOR ASSESSMENT OF THE
STRENGTH OF EXISTING BRIDGES
• DESIGN
• AND
• FOR ASSESSMENT OF THE STRENGTH OF EXISTING BRIDGES
• SUPER-STRUCTURE
• AND
• SUB-STRUCTURE OF BRIDGES
LOADS (2.0 2.1 )
(a) Dead load
(b) Live load
(c) Dynamic effect
(d) Forces due to curvature or eccentricity of track
(e) Temperature effect
(f) Frictional resistance of expansion bearings
(g) Longitudinal force
(h) Racking force Forces on parapets
(i) Wind pressure effect
(j) Forces and effects due to earthquake
LOADS (2.0 2.1 )
• Dead load is the weight of the structure itself together with the
permanent loads carried thereon.
• For design of ballasted deck bridges, a ballast cushion of 400mm for
BG.
• However, ballasted deck bridges shall also be checked for a ballast
cushion of 300mm on BG.
EUDL
• EUDL
• Equivalent Uniformly Distributed load
LIVE LOAD Broad Gauge
• Railway Bridges including combined Rail and Road bridges-
shall be designed for one of the following standards of railway loading:
(a) “25t Loading-2008” with a maximum axle load of 245.2 kN (25.0t)
for the locomotives and a train load of 91.53 kN/m (9.33t/m) on
both sides of the locomotives (Appendix-XXII)
(b) “DFC loading (32.5t axle load)” with a maximum axle load of 245.25
kN (25.0t) for the locomotives and a train load of 118.992 kN/m
(12.13t/m) on both sides of the locomotives (Appendix-XXVI). The
maximum axle load of wagons are 318.825 kN (32.5t).
“25t Loading-2008” standard should be adopted for BG lines for all
spans on routes as detailed below:
(i) Building/Rebuilding/Strengthening/ Rehabilitation of Bridges for all
routes except Dedicated Freight Corridor (DFC) feeder routes and DFC
Loading Routes i.e. erstwhile HM Loading Routes.
(ii) Rehabilitation/Strengthening of Bridges on Dedicated Freight
Corridor (DFC) feeder routes.
(iii) Superstructures of Bridges being built/rebuilt on DFC Feeder
Routes. In any special case where any loading other than the standard
is proposed, specific orders of the Railway Board must be obtained
• EUDLs shall be used for simply supported spans.
• In case of continuous super-structures over supports, the Bending
Moments and Shear Forces for design purposes at various sections
shall be computed for loadings shown in Appendix-XXII.
• (c) For Metre Gauge-1000mm
• (e) For Narrow Gauge-610mm
Live Load
2.3.2 Footbridges and footpaths on
Bridges
• For the design of footbridges or footpaths on railway bridges the live
load including dynamic effects shall be taken as 4.8 kPa (490 kg/m2)
of the footpath area
• For the design of foot-path on a road bridge or road rail bridge, the live load including dynamic
effects may be taken as 4.07 kPa (415 kg/m2) except that, where crowd loading is likely, this may
be increased to 4.8 kPa (490 kg/m2).
Live Load 2.3.2
Footbridges and footpaths on
Bridges
• 2.3.2.2 Where footpaths are provided on a road or Railway Bridge the
load on footpath for the purpose of designing the main girders shall
be taken as follows:
Load Kg/sq-m
450
415 415
400
(a) Effective spans of 7.5m or less 350
30m. 0
0 5 10 15 20 25 30 35
Live Load 2.3.2
Footbridges and footpaths on
Bridges
• effective spans > 30m :
Live Load 2.3.2 Combined Rail and
Road Bridge
• Main Girders
• for the worst combination of live loads with full allowance for dynamic effects for train
loads only.
Where L is
(1) the loaded length of span in metres for the position of the train giving the maximum stress in the member
under consideration.
(2) 1.5 times the cross-girder spacing in the case of stringers (rail bearers) and
(3) 2.5 times the cross girder spacing in the case of cross girders
DYNAMIC EFFECT
• Railway Bridges (Steel)
• For main girders of double track spans with 2 girders, CDA as calculated above may be
multiplied by a factor of 0.72 and shall be subject to a maximum of 0.72.
• For intermediate main girders of multiple track spans, the CDA as calculated in Clause
2.4.1.1(a) may be multiplied by a factor of 0.6 and shall be subject to a maximum of
0.6.
FORCES DUE TO CURVATURE AND
ECCENTRICITY OF TRACK
• For ballasted deck bridges, even on straight alignment, an eccentricity
of centre line of track from design alignment upto 100mm shall be
considered for the purpose of designs.
• Where a track (or tracks) on a bridge is curved, allowance for
centrifugal action of the moving load shall be made in designing the
member, all tracks on the structure being considered as occupied.
FORCES DUE TO CURVATURE AND
ECCENTRICITY OF TRACK
• For railway bridges the following loads must be considered:
The extra loads on one girder due to the additional reaction on one rail
and to the lateral displacement of the track calculated under the
following two conditions:
(i) Live load running at the maximum speed.
(ii) Live load standing with half normal dynamic augment.
FORCES DUE TO CURVATURE AND
ECCENTRICITY OF TRACK
• The horizontal load due to centrifugal force which may be assumed to
act
• at a height of 1830mm for “25t Loading 2008” for BG,
• 3000mm for “DFC loading (32.5t axle load)” for BG
TEMPERATURE EFFECT
FRICTIONAL RESISTANCE OF
EXPANSION BEARINGS
LONGITUDINAL FORCES
• tractive effort
• braking force
• resistance to the movement of the bearings due to change of temperature and
deformation of the bridge girder. Roller, PTFE or elastomeric bearings may preferably be provided
to minimize the longitudinal force arising on this account.
• Forces due to continuation of LWR/CWR over the bridges.
LONGITUDINAL FORCES
• When LWR/CWR is continued over a bridge rail structure interaction
studies shall be done as per clause 2.8.2.4.3 (ACS 47 dtd. 22.06.17)
RACKING FORCES
• Lateral bracings of the loaded deck of railway spans shall be designed
to resist, in addition to the wind and centrifugal loads specified above,
a lateral load due to racking forces of 5.88 kN/m (600 kg/m) treated
as moving load.
• This lateral load need not be taken into account when calculating
stresses in chords or flanges of main girders.
• For “DFC loading (32.5t axle load)”, the lateral load due to racking
forces of 13.72 kN/m(1400 kg/m) be treated as moving load.
FORCES ON PARAPETS
• 150 kg/m)
WIND PRESSURE EFFECT
• IS: 875 (Part 3)
• The wind pressure specified above shall apply to all loaded or
unloaded bridges provided that a bridge shall not be considered to be
carrying any live load when the wind pressure at deck level exceeds
the following limits:
FORCES AND EFFECTS DUE TO
EARTHQUAKE
• "Seismic Code for Earthquake resistant design of Railway Bridges"
ERECTION FORCES AND EFFECTS
DERAILMENT LOADS
LOAD DUE TO PLASSER’S QUICK
RELAY SYSTEM (PQRS)
• Load due to working of Plasser’s Relay System for BG shall be for
reduced Coefficient of Dynamic Augment for maximum speed of 20
kmph as per Appendix X for the most unfavourable position. The load
due to auxiliary separately.