Standard Specifications

for Road Bridges

Dr. Shruti Sharma

Associate Professor
Civil Engineering Department
TIET, Patiala
 Standard Specifications For Design
• Design of superstructure or for that matter any other component
of a bridge whether road or railway, is based on a set of loading
conditions which the component must withstand.
• These loads may vary depending on duration (permanent or
temporary), direction of action, type of deformation, and nature
of structural action (shear, bending, torsion etc.).
• In order to form a consistent basis for design, the Indian Road
Congress (IRC) has developed a set of standard loading
conditions, which are taken into account while designing a bridge.
• Other nations maintain their own set of design loads such as BS
5400 loads (United Kingdom), and Ontario Highway Bridge Design
Code (OHBDC) in Canada.
 DESIGN LOADS FOR ROAD BRIDGES
• Dead loads
• Live loads
• Impact effect
• Centrifugal force
• Wind load
• Lateral loads such as horizontal forces on parapets
• Longitudinal forces
• Seismic forces
 ADDITIONAL STRESSES
In addition to the stresses caused by the loading , the following stresses
shall be taken into account wherever applicable:
• Secondary stresses
• Temperature stresses
• Erection stresses
 DEAD LOADS (D.L)
• Dead Load is the weight of the structure and any permanent loads
fixed thereon.
• It is initially assumed shall be checked after the design is completed
and the design shall be revised if
the actual calculated dead load exceeds the assumed dead load by
more than 2½ %
or
if the assumed dead load effect on a member varies from the actual
dead load effect to such an extent as to adversely affect the design of
such member.
• D.L carried by a girder or member shall consist of the portion of the
weight of superstructure (and the fixed loads carried thereon) which is
supported wholly or in part by the girder or member including its own
weight.
• Clause 203 of IRC 6:2014
 LIVE LOADS (L.L)
• A load that moves along the length of the span.
• By this definition, a man walking on the bridge is also a live load.
• But a highway bridge is design to withstand much more than just
pedestrian loading.
• To give the designers the ability to accurately model the live load on a
structure, hypothetical vehicles were evolved by IRC long ago in 1946.
• The loads are categorized based on their configuration and intensity.
• Clause 204 of IRC 6:2014
• 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
• It should 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 are
followed
 Foot Bridges and Footways
• For all parts of bridge floors accessible only to pedestrians and for all
footways, LL shall be 400 kg/m2, where crowd loads are likely to occur
the loading shall be 500 kg/m2.
• Kerbs 600 mm or more in width shall be designed for the above loads.
• If the kerb width is less than 600 mm no live load shall be applied.
• Main girders, trusses, arches or other members supporting the
footways shall be designed for the following live loads per square
metre of footway area:
• For effective spans of 7.5 metres or less, LL = 400 kg/m2 and for
crowded locations LL= 500 kg/m2.
• For effective spans of over 7.5 metres, but not exceeding 30 metres,
the intensity of load shall be determined according to the formula
 40L  300 
P  P'  
 9
• For effective spans of over 30 metres, the intensity of load shall
be determined according to the formula
 4800  165  W 
P   P'260   
 L  15 
where, P' = 400 kg/m2, or 500 kg/m2, as the case may be
P = the live load in kg/m2
L = the effective span of the main girder, truss or arch (m)
W = the width of the footway (m)
• Where vehicles mount the footway, each part of the footway
shall be capable of carrying a wheel load of 4 tonnes which shall
be deemed to include impact, distributed over a contact area of
300 mm. in diameter.
 Road Bridges
• Live loads are those which are caused by vehicles which pass over
the bridge and are transient in nature
• These loads can not be estimated precisely, and the designer has
very little control over them once the bridge is opened to traffic.
• However, hypothetical loadings which are reasonably realistic need
to be evolved and specified to serve as design criteria
• There are four types of standard loadings for which road bridges are
designed as below:
IRC Class AA Loading
IRC Class 70R Loading
IRC Class A Loading
IRC Class B Loading
TYPICAL CROSSECTION OF A ROAD
 CAMBER/CANT
 Camber or Cant is the cross slope provided
to raise middle of the road surface in the
transverse direction to drain off rain water
from road surface.
 The objectives of providing camber are:
• Surface protection especially for gravel
and bituminous roads
• Sub-grade protection by proper
drainage
• Quick drying of pavement which in turn Values suggested by IRC for various categories of pavement
increases safety are given in Table 1.
• Too steep slope is undesirable for it will
erode the surface. Table 1: IRC Values for camber
• Camber is measured in 1 in n or n% (1 in 50 Surface Heavy Light
or 2%) and depends on the type of type rain rain
pavement surface. Concrete/Bituminous 2% 1.7 %
• Common types of camber are parabolic, Gravel/WBM 3% 2.5 %
straight, or combination of them.
Earthen 4% 3.0 %
 Width Of Carriageway
CLAUSE 112 of IRC 5

• Width of carriageway is the minimum clear width measured at

right angles to the longitudinal centre line of the bridge between
the inside faces of roadway kerbs or wheel guards.
• For high level bridges constructed for the use of road traffic only,
the width of carriageway shall not be less than 4.25 m for a single
lane bridge
• It should be 7.5 m for a two-lane bridge and shall be increased by
3.5 m for every additional lane of traffic for a multiple lane bridge.
• Road bridges shall provide for either one lane, two lanes or
multiple of two lanes.
• Three-lane bridges with two directional traffic shall not be
constructed.
 Table 2: IRC Specification for carriage way width
Single lane 3.75
Two lane, no kerbs 7.0
Two lane, raised kerbs 7.5
Intermediate carriage 5.5
Multi-lane 3.5

Single Carriageway Dual Line Carriageway

PAVEMENTS
 Median /Central Verge
• Median strip or central reservation is the reserved area
that separates opposing lanes of traffic on divided
roadways, such as divided highways, dual carriageways,
freeways, and motorways.

• It also applies to divided roadways other than highways,

such as some major streets in urban or suburban areas.

• The reserved area may simply be paved, but commonly it

is adapted to other functions; for example, it may
accommodate decorative landscaping, trees, a median
barrier or railway, rapid transit, light rail or streetcar lines.
Kwinana Freeway in Perth, Australia Divided median strip on a highway
contains the Mandurah railway line

• If a median/central verge is constructed in a wide

bridge thus providing two separate carriageways, the
carriageway on each side of the verge shall provide for
at least two lanes of traffic and width thereof shall
individually.

• Width of central/ verge/median, when provided,

shall not be less than 1.2 metres (IRC).
A California arterial road median
with decorative cobblestones
 WIDTH OF FORMATION
• Width of formation or roadway width is the sum of the widths of
pavements or carriage way including separators and shoulders.
• This does not include the extra land in formation/cutting.
• The values suggested by IRC are given in Table 3.
Table 3: Width of formation for various classes of roads
Road Roadway width in m
classification Plain and Mountainous and
rolling terrain steep terrain
NH/SH 12 6.25-8.8
MDR 9 4.75
ODR 7.5-9.0 4.75
VR 7.5 4.0
SHOULDER  A shoulder, or hard shoulder is an emergency stopping
lane by the verge of a road or motorway, on the right
in countries which drive on the right, or on the left side
in left-side driving countries like India, Japan, UK,
Australia etc.
 Many wider US and Swedish freeways have shoulders
on both sides of each directional carriageway, in the
median as well as at the outer edges of the road, for
additional safety.
 Shoulders are not intended for use by through traffic,
although there are exceptions.
 CLAUSE 112 of IRC 5
In addition, cross-sections of 2-lane and multi-lane bridges shall satisfy
the following:
(i) For all minor bridges of total length upto 60 m, width between the
outermost faces of the bridge shall be equal to the full roadway
width of subject to a minimum of 10 m for hill roads/other district
roads and 12 m for other cases
(ii) For two lane bridges having total length more than 60 m in non-
urban situations, the width of the bridge shall provide for 7.5 m
carriageway plus a minimum of 1.5 m wide footpath on either side,
wherever required.
(iii)For two lane bridges having total length more than 60 m in urban
situations, the overall width between the outermost faces of the
bridge shall be equal to the full roadway width of the approaches.
 CLAUSE 112 of IRC 5

iv) For multi-lane bridges, in both urban and non-urban situations, the
overall width between the outermost faces of the bridge shall be
the same as the full roadway width of the approaches.
(v) Wherever footpaths are provided, their width shall not be less
than 1.5 m.
(vi) The width of the median in the bridge portion shall be kept same as
that in the approaches.
vi) For bridges on expressways, the provisions in sub-clause (iv) shall be
satisfied and the carriageway width shall not be less than the width
of carriageway in the approaches plus hard shoulders.
 RIGHT OF WAY (ROW)
• Right of way (ROW) or land width is the width of land acquired for the
road, along its alignment.
• It should be adequate to accommodate all the cross-sectional elements of
the highway and may reasonably provide for future development.
• ROW width is governed by:
 Width of formation: Depends on the category of the highway and width of
roadway and road margins
 Height of embankment or depth of cutting: Governed by the topography and the
vertical alignment
 Side slopes of embankment or cutting: Depends on the height of the slope, soil
type etc.
 Drainage system and their size which depends on rainfall, topography etc.
 Sight distance considerations: On curves etc. there is restriction to the visibility on
the inner side of the curve due to the presence of some obstructions like building
structures etc.
 Reserve land for future widening: Some land has to be acquired in advance
anticipating future developments like widening of the road.
 Normal ROW requirements for built up and open areas as
specified by IRC is given in Table 4.

Table 4: Normal right of way for open areas

Road Roadway width in m
classification Plain and Mountainous and
rolling terrain steep terrain
Open areas
NH/SH 45 24
MDR 25 18
ODR 15 15
VR 12 9
Built-up areas
NH/SH 30 20
MDR 20 15
ODR 15 12
VR 10 9
 KERB
• The edge of the pavement (raised path) at the side of a road.
• Kerbs indicate the boundary between the carriage way and the shoulder
or islands or footpaths.
OUTLINE OF KERB
IRC 5:1998
 Safety Kerb
• The section of the kerb should be so designed that it would be safe for vertical
and horizontal loads as per relevant Clauses in IRC:6.
• A safety kerb is a roadway kerb for occasional use of pedestrian traffic.
• A safety kerb will have the same outline as that of a roadway kerb except that
the top width shall not be less than 750 mm.
 IRC Class AA Loading
• All the bridges on National and State Highways have to be designed
for this heavy loading.
• This loading is also 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 be
obtained under Class A loading.
• Two different types of vehicles are specified in this category
(i) Tracked type simulating an army tank of 700 kN and
(ii) Wheeled type simulating a heavy duty army truck of 400 kN
CLASS AA Tracked Vehicle
CLASS AA Wheeled Vehicle
 Some Important Points
• The nose to tail spacing between two successive vehicles shall not be
less than 90 m in case of tracked vehicles and 30m in case of wheeled
vehicles.
• For multilane bridges and culverts, one train of class AA, tracked or
wheeled vehicles, whichever creates severer condition, shall be
considered for every two traffic lane width.
• Maximum loads for the wheeled vehicles shall be 200kN for a single
axle, 400kN for a bogie of two axles spaced not more than 1.2 m, centre
to centre.
• Minimum clearance (C) between the road face of the kerb and the outer
edge of the wheel or track, shall be as under
Carriageway width Minimum value of C
Single lane bridge
3.8 m – 5.5m 0.3 m
Multiple lane bridges
5.5 m or above 1.2m
Class 70 R Loading

 Three types of
vehicles
 Tracked Vehicle of
total load 700 kN
with two wheels
each weighing
350kN
 Loaded length is
4.570 m
 Minimum spacing
between the
tracked vehicles is
90m instead of 30
m.
Class 70R Wheeled Loading  Bogie Type
wheeled vehicle
comprising of four
wheels each with
a load of 100kN
totaling 400kN

 Wheeled vehicle
with a train of
vehicles on 7 axles
with a total load
of 1000 kN.
 Class 70R is
applicable only for
bridges having
carriageway width
Along the Span of Bridge more than 5.3m.
 • Impact effect is also to be taken for all
loadings
• Various categories of loads are to be
considered separately and the worst effect is
to be taken in design.

IRC Class A Loading

• Class A loading is a heavy duty truck with a
554 kN train of wheeled vehicles on eight
axles.
PLAN • Class A loading is recommended for all roads
on which permanent bridges and culverts
are to be constructed.
• Only 1 lane of Class 70R or Class AA loading
is considered whereas both lanes are
assumed to be occupied by Class A loading if
that gives the worst effect.
 IRC Class A and B Loading

 Minimum spacing between the vehicles is 18.5 m in Class A and B loading.

IRC Class A and B Loading
 IRC Class B Loading
• Class B loading is similar to Class A except that the axle loads are
of comparatively of lesser magnitude.
• Axle loads of Class B are a 332 kN train of wheeled vehicles on
eight axles.
• This type of loading is adopted for temporary structures and
timber bridges.
• IRC also recommends reduction of longitudinal effects on bridges
accommodating more than two traffic lanes due to low
probability of all lanes not subjected to the characteristic load s
simultaneously.
• Reduction is 10% for three lanes and 20% for four lanes.
LIVE LOAD COMBINATIONS
IRC 6 :2017
 IRC Class SV loading

It is a special Multi-Axle Hydraulic Trailer Vehicle.

It is a Prime Mover with 20 Axle Trailer – GVW of 385 tonnes.
 CONGESTION FACTOR
• Considered close to areas such as ports, heavy industries and mines
and any other areas where frequent congestion of heavy vehicles may
occur.
• Congestion factor as detailed below is used as a multiplying factor on
the global effect of vehicular live load including impact.
 Fatigue Loading
• Movement of traffic on the bridge causes fluctuating stresses resulting into possible
fatigue damage.
 Impact Effect
• In order to account for the dynamic effects of the sudden loading of a
vehicle on to a bridge structure, an impact factor is used as a
multiplier for loads on certain structural elements.
• From basic dynamics we know that a load that moves across a
member introduces larger stresses than those caused by standstill
load.
• However, the basis of impact factors predicted by IRC is not fully
known. It has been observed by many researchers that the impact
factor to large extent depends on the weight of the vehicle, its
velocity, as well as surface characteristics of the road.
• No allowance for impact is to be made for foot bridges.
 Impact Factor For Road Bridges
For Class A or Class B loading
• Impact factor fraction shall be determined from the following formula
which is applicable for spans 3 m and 45 m.:
4.5
For R.C. Bridges I=
6.0  L
6.0
For Steel Bridges I = 13.5  L

where, L is the span in metres.

• For spans 3 m and less, impact factor will be 0.50 for RC bridges and 0.545
for steel bridges.
• When the span exceeds 45 m, the impact factor is taken as 0.154 for steel
bridges and 0.088 RC bridges.
• Alternatively, the fraction may be determined from the curves given in Fig.
• In any bridge structure where there is a filling of not less than 0.6 m
including the road crust, Impact Percentage to be allowed in the design
shall be assumed to one-half of what is prescribed above.
• For calculating the pressure on the bearings and on the top surface of the
bed blocks, full value of the appropriate impact percentage shall be
allowed.
• For the design of piers, abutments and structures generally below the level
of the top of the bed block, the appropriate impact percentage shall be
multiplied by the factor given below:
• For calculating the pressure at the
bottom surface of the bed block 0.5

• For calculating the pressure on the top 3 m

of the structure below the bed block 0.5 decreasing
uniformly to 0
• For calculating the pressure on the portion
of the structure more than 3 m below the bed block zero
 Centrifugal Force
• For road bridges centrifugal force shall be determined from the following
formula: 2
WV
C
127R

where C = Centrifugal force in tonnes acting normally to traffic

(1) at the point of action of the wheel loads
(2) uniformly distributed over every metre on which a uniformly
distributed load acts

W = Live load
(1) in kN in case of wheel loads each wheel load being considered as acting
over the ground contact
(2) in kN per linear metre in case of a uniformly distributed live load.
V= Design speed of the vehicle using the bridge, in km per hour
R= Radius of curvature in metres

• Centrifugal force shall be considered to act at a height of 1.2 m

above the level of the carriages.
 Wind Loads
• All structures shall be designed for the lateral wind forces.
• These forces shall be considered to act horizontally and in such a
direction that the resultant stresses in the member under
consideration are maximum.
• Wind force on structure shall be assumed as a horizontal force of the
intensity specified in Table below and acting on an area calculated as
follows:
For deck structure
• The area of the structure as seen in elevation, including the floor
system and railings
• The pressure given in the Table below shall be doubled for bridges
situated in areas such as the Kathiawar, Peninsula and Orissa coasts.
• The lateral wind force against any exposed moving load shall be
considered as acting at 1.5 m, above the roadway and shall be
assumed to have the following values:
• Highway bridges (ordinary) … 300 kg per linear metre
• Highway bridges carrying tramway … 450 kg per linear metre

• The bridges shall not be considered to be carrying any live load when
the wind velocity at deck level exceeds 130 km per hour.
• The total assumed wind force shall not be less than 450 kg per linear
metre in the plane of the loaded chord and 225 kilograms per linear
metre in the plane of the unloaded chord on through or half through
truss, latticed or other similar spans.
• It should not be less than 450 kg per linear metre on deck spans.
• Details of Effects of Wind Loads in Bridges to be read
from Clause 209.3 for Superstructure
• Clause 209.4 for Substructure
 Wind Loads on Sub-Structures
• The substructure shall be designed for wind induced loads
transmitted to it from the superstructure and wind loads acting
directly on the substructure.
• The loads should be calculated using the same expression except that
the drag coefficient should be calculated from Table 13 of IRC 6-2017.
• Area should be taken as ‘Solid Area’ in normal projected elevation of
each pier.
Horizontal Forces Due to Water Currents
Effect of Buoyancy
Earth Pressure
 Lateral Loads
Forces on Parapets
• Railings or parapets shall have a minimum height above the adjacent roadway or
footway surface of 4 m less one half the horizontal width of the top rail or top of
the parapet.
• They shall be designed to resist a lateral horizontal force and a vertical force
each of 150 kg /m, applied simultaneously at the top of the railing or parapet.
• These forces shall also be considered in the design of main structural members of
the bridges provided with foot paths.
• Where, however, foot paths are not provided, these forces need not be
considered in the design of the main structural member.
Forces on Kerbs
• Kerbs shall be designed for lateral loading of 7.5 kN/m run of the kerb applied
horizontally at the top of the kerb and a vertical live load of 4 kN/m𝟐 .
• This load need not be taken for the design of supporting structure.
 Longitudinal Forces
• These forces result from vehicles braking or accelerating while
travelling on a bridge.
• As a vehicle brakes, the load of the vehicle is transferred from its
wheels to the bridge deck.
• Thus, in all road bridges provision shall be made for longitudinal
forces arising from any one or more of the following causes:
(i) Tractive effect caused through acceleration of the driving wheels
(ii) Braking effect resulting from the application of brakes to braked
wheels
(iii) Friction resistance offered to the movement of free bearings due
to change of temperature or any other cause.
• The braking effect on a simply supported span or a continuous unit of spans or
any other type of bridge unit shall be assumed to have the following values:
• In the case of a single lane or two lane bridge : 20 per cent of the first train load plus ten per
cent of the loads of the succeeding trains or part thereof, the train loads in one lane only
being considered for this purpose.
• In the case of bridges having more than two lanes: as in (a) above for the first two lanes plus
5 percent of the loads on the lanes in excess of two.
• The force due to braking effect shall be assumed to act along a line parallel to
the roadway and 1.2 m above it.
• The longitudinal force at any free breaking shall be limited to the sum of dead
and live load reactions at the bearing multiplied by the appropriate coefficient
of friction.
• The coefficient of friction at the bearings shall be assumed to have the
following values:
• For roller bearings 0.03
• For sliding bearings of hard copper alloy 0.15
• For sliding bearings of steel on case iron or steel on steel 0.25
• For sliding bearing of steel on ferro-asbestos 0.20
 Secondary Stresses

• Secondary effects are additional effects either due to movement of

supports or due to 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.

• All the bridges shall be designated and constructed in a manner

such that secondary effects are reduced to a minimum and they
shall be allowed for in the design.
 Temperature Effects
• Where any portion of the structure is not free to expand or contract
under variation of temperature, allowance shall be made for the
stresses resulting from these conditions.
• The coefficient of expansion shall be taken as per the material used.

Erection Forces and Effects

• The weight of all permanent and temporary materials together with
all other forces and effects which can operate on any part of the
structure during erection shall be taken into account.
SEISMIC FORCES