IRC:5-2015

IRC:6-2016
IRC: 6-2016

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 (Fa, 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 (Qim, 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: 6-2016

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: 6-2016

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 70 R 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: 6-2016

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: 6-2016

PLAN
DRIVING VEHICLE

Class ATrain 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: 6-2016

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

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

5.3 m(*) to 6.1 m(**) Varying between 0.4 m to 1.2 m 150 mm for all
carriageway
Above 6.1 m 1.2 m width

(*) = [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: 6-2016

PLAN
DRIVING VEHICLE

Class B Train of Vehicles

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

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 IRC: 6-2016

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

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

5.06 m(*) to 5.86 m(**) Varying between 0.4 m to
1.2 m 150 mm for all
carriageway width
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: 6-2016

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

Load Combination
Carriageway Width Number of Lanes for
S.No (Refer Table 6A for
(CW) Design Purposes
diagrammatic representation)
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 One lane of Class 70R OR two
2
less than 9.6 m lanes for Class A
3) 9.6 m and above but One lane of Class 70R for every
less than 13.1 m two lanes with one lanes of
3
Class A on the remaining lane
OR 3 lanes of Class A
4) 13.1 m and above One lane of Class 70R for every
4
but less than 16.6 m two lanes with one lane of Class
5) 16.6 m and above A for the remaining lanes, if
5 any, OR one lane of Class A for
but less than 20.1 m
each lane.
20.1 m and above
6) 6
but 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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Table 6A: Live Load Combinations

17
IRC: 6-2016

Table 6A: Live Load Combinations contd..

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 IRC: 6-2016

Table 6A: Live Load Combinations contd..

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IRC: 6-2016

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. 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 impact shall not be included.

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 IRC: 6-2016

Table 7: Congestion Factor

S. 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 bridges spans, the value of multiplying 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: 6-2016

204.5.3 The SV loading shall be considered to ply close to center of carriageway with a
maximum eccentricity of 300 mm for single carriageway bridges or for dual carriageway
bridges, as shown Fig. 6B

Fig. 6B: Transverse placement for Special Vehicle

Note: Dimensions in all the above sketches are in millimetres

204.5.4 During the passage of SV loading, no other vehicle shall be considered to ply on
the bridge. No wind, seismic, braking force and dynamic impact on the live load need to be
considered as the SV shall move at a speed not exceeding 5kmph over the bridge. For the
load combination with special vehicle, the partial safety factor on live load for verification of
equilibrium and structural strength under Ultimate Limit State and for verification of
Serviceability Limit State shall be taken as 1.0.

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: 6-2016

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. 7B: Transverse Wheel Spacing

Fig. 7A: Fatigue Truck
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: 6-2016

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/m 2. 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

24
 IRC: 6-2016

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 = 𝑃’ − ( )
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 = ( 𝑃’ − 260 + )( )
𝐿 15
where,
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 working stress approach, the permissible stress shall be increased by
25% to meet this provision. For limit state design, the load 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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IRC: 6-2016

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 3rd 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, or 15 kN vehicle at 110 km/h, and
equivalent 20o angle of impact
P-2: Low Containment All other bridges except bridge 15 kN vehicle at 80 km/h and
over railways 20o angle of impact
P-3: High Containment At hazardous and high risk 300 kN vehicle at 60 km/h and
locations, over busy railway lines, 20o angle of impact
complex interchanges, etc.

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 IRC: 6-2016

The 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. Due to the complexities of
the structural action, the value of impact force cannot be quantified.

Table 10: Minimum Design Resistance

Types of Crash Barrier

S.No Requirement P-1 In-situ/ P-2 In-situ/ P-3 In-situ
Precast Precast
1) Shape Shape on traffic side to be as per IRC:5, or
New Jersey (NJ) Type of ‘F’ Shape designated
thus by AASHTO
2) Minimum grade of concrete M40 M40 M40
3) Minimum thickness of R C wall 175 mm 175 mm 250 mm
(at top)
4) Minimum moment of resistance 15 kNm/m 7.5 kNm/m 100 kNm/m for
at base of the wall [see note (i)] end section and
for bending in vertical plane with 75 kNm/m for
reinforcement adjacent to the intermediate
traffic face [see note (ii)] section [see note
(iii)]
5) Minimum moment of resistance 7.5 kNm/m 3.75 kNm/m 40 kNm/m
for bending in horizontal plane
with reinforcement adjacent to
outer face [see note (ii)]
6) Minimum moment of resistance 22.5 11.25 Not applicable
of anchorage at the base of a kNm/m kNm/m
precast reinforced concrete
panel
7) Minimum transverse shear 44 kN/m of 22.5 Not applicable
resistance at vertical joints joint kN/m of
between precast panels, or at joint
vertical joints made between
lengths of in-situ crash barrier.
8) Minimum height 900 mm 900 mm 1550 mm

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IRC: 6-2016

Notes :
i) The base of wall refers to horizontal sections of the parapet within 300 mm above the
adjoining paved surface level. The minimum moments of resistance shall reduce linearly
from the base of wall value to zero at top of the parapet.
ii) In addition to the main reinforcement, in items 4 & 5 above, distribution steel equal to 50
percent of the main reinforcement shall be provided in the respective faces.
iii) For design purpose the crash barrier Type P-3 shall be divided into end sections extending
a distance not greater than 3.0 m from ends of the crash barrier and intermediate sections
extending along remainder of the crash barrier.
iv) If concrete barrier is used as a median divider, the steel is required to be placed on both
sides.
v) In case of P-3 In-situ type, a minimum horizontal transverse shear resistance of 135 kN/m
shall be provided.

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 in to 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: 6-2016

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: 6-2016

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 or for arches, the effective span
on which the load is placed.
b) For bridges having cantilever arms without suspended spans the effective
overhang of the cantilever arms reduced by 25 percent for loads on the
cantilever arms and the effective span between supports for loads on the
main span.
c) For bridges having cantilever arms with suspended span the effective
overhang of the cantilever arm plus half the length of the suspended span for
loads on the cantilever arm, the effective length of the suspended span for
loads on the suspended span and the effective span between supports for
load on the main span.

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.

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.
31
IRC:SP:13-2004
 IRC:SP: 13-2004

ARTICLE 3

ESSENTIAL DESIGN DATA

3.1. In addition to the information obtained by personal inspection of an existing structure,

the design data described in the following paragraphs have to be collected. What is specified here is

sufficient only for small bridges and culverts. For larger structures, detailed instructions contained in

the Standard Specifications & Code of Practice for Bridges - Section I, of IRC:5 Clauses 100-102,
should be followed.

3.2. Catchment Area : When the catchment, as seen from the "topo" (G.T.) sheet, is

less than 1 .25 sq. km in area, a traverse should be made along the watershed. Larger catchments
can be read from the 1 cm = 500 m topo maps of the Survey of India by marking the watershed in

pencil and reading the included area by placing a piece of transparent square paper over it.

3.3. Cross-sections : For a sizable stream, at least three cross-sections should be taken,
namely, one at the selected site, one upstream and another downstream of the site, all to the horizontal

scale of not less than 1 cm to 10 m or 1/1000 and with an exaggerated vertical scale of not less than
1 cm to 1 m or 1/100. Approximate distances, upstream and downstream of the selected site of
crossing at which cross-sections should be taken are given in Table 3.1.

Table 3.1

Catchment Area Distance (u/s and d/s of the crossing) at

which cross-sections should :>e taken

1. Upto3.0sq.km m
100
2. From 3.0 to 15 sq. km 300 m
3. Over 15 sq. km 500 m

The cross-section at the proposed site of the crossing should show level at close intervals
and indicate outcrops of rocks, pools, etc. Often an existing road or a cart track crosses the stream
at the site selected for the bridge. In such a case, the cross-section should not be taken along the
center line of the road or the track as that will not represent the natural shape and size of the channel.
The cross-section should be taken at a short distance on downstream of the selected site.

3.4. In the case of very small streams (catchments of 40 hectares or less) one cross-
section may do but it should be carefully plotted so as to represent truly the normal size and shape of
the channel on a straight reach.

3.5. Highest Flood Level : The highest flood level should be ascertained by intelligent
local observation, supplemented by local enquiry, and marked on the cross-sections.

5
1RC:SP: 13-2004

3.6. Longitudinal Section :The longitudinal section should extend upstream and
downstream of the proposed site for the distances indicated in Table 3.1 and should show levels of
the bed, the low water level and the highest flood level.

3.7. Velocity Observation : Attempts should be made to observe the velocity during an
actual flood and, if that flood is smaller than the maximum flood, the observed velocity should be

suitably increased. The velocity thus obtained is a good check on the accuracy of that calculated
theoretically.

3.8. Trial Pit Sections : Where the rock or some firm undisturbed soil stratum is not
likely to be far below the alluvial bed of the stream, a trial pit should be dug down to such rock or firm
soil. But if there is no rock or undisturbed firm soil for a great depth below the stream bed level, then
the trial pit may be taken down roughly 2 to 3 meter below the lowest bed level. The location of each
trial pit should be shown in the cross-section of the proposed site. The trial pit section should be
plotted to show the kind of soils passed through. However depth of trial pit in soils shall be minimum
2 m for culverts and 3 m for small bridges.

For more detailed investigation procedure given in CI. 704 of IRC:78-2000 may be referred
to.

3.9. For very small culverts, one trial pit is sufficient. The result should be inserted on the
cross-section. '

6
 IRC:SP:13-2004

ARTICLE 4

EMPIRICAL AND RATIONAL FORMULAE FOR PEAK RUN-OFF

FROM CATCHMENT
4. 1 . Although records of rainfall exist to some extent, actual records of floods are seldom
available in such sufficiency as to enable the engineer accurately to infer the worst flood conditions
for which provision should be made in designing a bridge. Therefore, recourse has to be taken to
theoretical computations. In this Article some of the most popular empirical formulae are mentioned.

4.2. Dickens Formula

Q = CM3/4 (4.1)

Where
Q = the peak run-off in m 3
/s and M is the catchment area in sq. km
C = 1 1 - 14 where the annual rainfall is 60 - 120 cm
= 14-19 where the annual rainfall is more than 1 20 cm
= 22 in Western Ghats

4.3. Ryve's Formula : This formula was devised for erstwhile Madras Presidency.

Q = CM2/S (4.2)

Where
Q = run-off in m 3 /s and M is the catchment area in sq. km
C = 6.8 for areas within 25 km of the coast
= 8.5 for areas between 25 km and 160 km of the coast
= 1 0.0 for limited areas near the hills

4.4. Ingli's Formula : This empirical formula was devised for erstwhile Bombay
Presidency

125M
Q= (4 3);
J M+ 10
v

Where
Q = maximum flood discharge in m 3 /s
M = the area of the catchment in sq. km
4.5. These empirical formulae involve only one factor viz. the area of the catchment and
all the so many other factors that affect the run-off have to be taken care of in selecting an appropriate
value of the co-efficient. This is extreme simplification of the problem and cannot be expected to
yield accurate results.

7
IRC:SP: 13-2004

4.6. A correct value of C can only be derived for a given region from an extensive analytical
study of the measured flood discharges vis-a-vis catchment areas of streams in the region. Any
value of C will be valid only for the region for which it has been determined in this way. Each basin
has its own singularities affecting run-off. Since actual flood records are seldom available, the
formulae leave much to the judgement of the engineer. Many other similar empirical formulae are in

use but none ofihem encompasses ai! possible conditions of terrain and climate.

4.7. Rational Formulae for Peak-off from Catchment

4.7. 1 . In recent years, hydrological studies have been made and theories set forth which
comprehend the effect of the characteristics of the catchment on run-off. Attempts also have been
made to establish relationships between rainfall and run-off under various circumstances. Some
elementary account of the rationale of these theories is given in the following paragraphs.

4.7.2. Main factors : The size of the flood depends on the following major factors.

Rainfall

( 1 ) Intensity

(2) Distribution in time and space

(3) Duration

Nature of Catchment

(1) Area
(2) Shape
(3) Slope

(4) Permeability of the soil and vegetable cover

(5) Initial state of wetness

4.7.3. Relation between the intensity and duration of a storm : Suppose in an individual
storm, F cm of rain falls in T hours, then over the whole interval of time T, the mean intensity 1 will be
F/T cm per hour. Now, within the duration T, imagine a smaller time interval / (Fig. 4.1). Since the
intensity is not uniform through-out, the mean intensity reckoned over the time interval t (placed
suitably within T) will be higher than the mean intensity i.e. I taken over the whole period.

It is also known that the mean intensity of a storm of shorter duration can be higher than that
of a prolonged one.

I n other words, the intensity of a storm is some inverse function of its duration. It has been
reasonably well established that

—
l
i

-
= —T + C
t
—
+ c
...(4.5a)

Where c is a constant

8
 I .C:SP: 13-2004

DURATION OF STORM

Fig. 4.1

5 l*
Analysis of rainfall statistics has shown that for all but extreme cases, c -
1
t
when time is

measured in hours and precipitation in cm.

Thus
T+ 1

.(4.5b)
t+ 1

T+ 1

or I = I ...(4.5c)
t + 1

Also,

F / T+ 1

.(4.5d)
T /+ 1

Thus, if the total precipitation F and duration T of a storm are known then the intensity
corresponding to t, which is a time interval within the duration of the storm can be estimated.

Refers to the number of the publication in the Bibliography.

9
IRC:SP: 13-2004

4.7.4. For an appreciation of the physical significance of this relationship, some typical
cases are considered below.

Take an intense but brief storm which drops (say) 5 cm of rain in 20 minutes. The average
intensity comes to 1 5 cm per hour. For a short interval t of, say 6 minutes, within the duration of the
storm the intensity can be as high as

F I T+)
T \ t+ 1

5 I 0.33 + 1

1 8.2 cm per hour (4.6)

0.33 \ 0.7 + 1

Storms of very short duration and 6 minute intensities within them (and, in general, all such
high but momentary intensities of rainfall) have little significance in connection with the design of

culverts except in built-up areas where the concentration time can be very short (see para 4.7.5.1)
due to the rapidity of flow from pavements and roofs.

Next consider a region where storms are of medium size and duration. Suppose 15 cm of
rainfalls in 3 hours. The average intensity works out to 5 cm per hour. But in time interval of one
hour within the storm the intensity can be as much as

15 I 3 + 1

10 cm per hour ... (4.7)

3 \ 1 + 1

For the purpose of designing waterway of bridge such a storm is said to be equivalent of a
"one hour rainfall of 10 cm".

Lastly, consider a very wet region of prolonged storms, where a storm drops, say, 1 8 cm of
rain in 6 hours. In a time interval of one hour within the storm the intensity can be as high as

18 6+11
= 10.5 cm per hour
6 1 + 1

Thus such a storm is equivalent of a "one hour storm of 10.5 cm".

4.7.5. "One-hour rainfall" for a region for designing waterway of bridges Suppose :

it is decided that a bridge should be designed for peak run-off resulting from the severest storm (in
the region) that occurs once in 50 years or any other specified period. Let the total precipitation of
that storm be F cm and duration T hours. Consider a time interval of one hour somewhere within the
duration of the storm. The precipitation in that hour could be as high as

F T+ 1

T 1 + 1

10
 IRC:SP: 13-2004

or

F
2
1 + —T I
cm

Hence the design of the bridge will be based on a "one-hour rainfall of say 1Q cm", where

F
... (4.8)
T

Suppose Fig. 4.1 represents the severest storm experienced in a region. If t represents one
hour, then the shaded area ADBC will represent lQ .

It is convenient and common that the storm potential of a region for a given period of years
should be characterised by specifying the "one-hour rainfall" 1Q of the region for the purpose of
designing the waterways of bridges in that region.

I has to be determined from F and T of the severest storm. That storm may not necessarily
be the most prolonged storm. The correct procedure for finding IQ is to take a number of really heavy
and prolonged storms and work out / from F and T of each of them. The maximum of the values of
/ thus found should be accepted as "one hour rainfall" of the region for designing bridges.

I of a region does not have to be found for each design problem. It is a characteristic of the
whole region and applies to a pretty vast area subject to the same weather conditions. I of a region
should be found once for all and should be known to the local engineers.

The Meteorological Department of the Government of India, have supplied the heaviest rainfall
in mm/hour experienced by various places in India. This chart is enclosed as Appendix-" A" and
the values indicated therein, may be adopted for I in absence of other suitable data. However, the
values are upto the year 1966 and efforts are being made to obtain the current updated values.

Start with / and then modify it to suit the concentration time (see next para) of the catchment
area in each specific case. This will now be explained.

4. 7. 5.1. Time of concentration (t )

c
: The time taken by the run-off from the farthest point
on the periphery of the catchment (called the critical point) to'' reach the site of the culvert is called
the "concentration time". In considering the intensity of precipitation it was said that the shorter the
duration considered the higher the intensity will be. Thus safety would seem to lie in designing for a
high intensity corresponding to a very small interval of time. But this interval should not be shorter
than the concentration time of the catchment under consideration, as otherwise the flow from distant
parts of the catchment will not be able to reach the bridge in time to make its contribution in raising
the peak discharge. Therefore, when examining a particular catchment, only the intensity corresponding
to the duration equal to the concentration period (t.) of the catchment, needs to be considered.

4.7.5.2. Estimating the concentration time of a catchment (t )

c
: The concentration time
depends on (1) the distance from the critical point to the structure; and (2) the average velocity of

11
IRC:SP: 13-2004

flow. The slope, the roughness of the drainage channel and the depth of flow govern the later.
Complicated formulae exist for deriving the time of concentration from the characteristics of the

...(4.9)

Where

the concentration time in hours

L = the distance from the critical point to the structure in km.
H = the fall in level from the critical point to the structure in m.

L and H can be found from the survey plans of the catchment area and t calculated from
Equation (4.9).

Plate 1 contains graphs from which t c can be directly read for known values of L and H.

4.7.6. The critical or design intensity : The critical intensity for a catchment is that

maximum intensity which can occur in a time interval equal to the concentration time t
c
of the
catchment during the severest strom (in the region) of a given frequency I (
,. Since each catchment
has its own t c it will have its own

If we put t = t in the basic equation (4.5d) and write Ic for the resulting intensity, we get

T+ 1 \

...(4.10a)
T\tc + 1\
Combinating this with Equation (4.8), we get

2
...(4.10b)
\t+l 1

4.7.7. Calculation of run-off : A precipitation of Ic cm per hour over an area of A hectares,

will give rise to a run-off

Q = 0.028 A/c m 3 /s
To account for losses due to absorption etc. introduce a co-efficient P.

Then

Q = 0.028 PAI C ...(4.11)

Where
Q max. run-off in m /s3

A area of catchment in hectares

critical intensity of rainfall in cm per hour
co-efficient of run-off for the catchment characteristics

12
 IRC:SP: 13-2004

The principal factors governing P are : (i) porosity of the soil, (ii) area, shape and size of
the catchment, (iii) vegetation cover, (iv) surface storage viz. existence of lakes and marshes, and
(v) initial state of wetness of the soil. Catchments vary so much with regard to these characteristics

that it is evidently impossible to do more than generalize on the values of P. Judgement and experience
must be used in fixing P. Also see Table 4. 1 for guidance.

Table 4.1 Maximum Value of P in the Formula Q = 0.028 PAT

Steep, bare rock and also city pavements 0.90

Rock, steep but wooded 0.80

Plateaus, lightly covered 0.70

Clayey soils, stiff and bare 0.60

-do- lightly covered 0.50

Loam, lightly cultivated or covered 0.40

-do- largely cultivated 0.30

Sandy soil, light growth 0.20

-do- covered, heavy brush 0.10

4.7.8. Relation between intensity and spread of storm : Rainfall recording stations are
points in the space and therefore the intensities recorded there are point intensities. Imagine an area
round a recording station. The intensity will be highest at the center and will gradually diminish as we
go farther away from the center, till at the fringes of the area covered by the storm intensity will be,

zero. The larger the area considered the smaller would be the mean intensity. It is, therefore, logical
to say that the mean intensity is some inverse function of the size of the area.

If 1 is the maximum point intensity at the center of the storm, then the mean intensity reckoned
over an area "<z" is some fraction "/ " of /. The fraction / depends on the area and the relation
is represented by the curve in Fig. 4.2 which has been constructed from statistical analysis

In hydrological theories it is assumed that the spread of the storm is equal to the area of the
catchment. Therefore in Fig. 4.2 the area is taken to be the same as the area of the catchment.
The effect of this assumption can lead to errors which, on analysis have been found to be limited
about 5
to 1 2 per cent i \

4.7.9. The final run-off formula : Introducing the factor / in the Equation 4.11 we get,

Q = 0.028 P/A/c ...(4.12)

Also combining with Equation (4. 1 0b)

2 I

Q = 0.028 P/A/G (4.13)

t + 1 I

13
IRC:SP: 13-2004

f 0.7

0 10000 20000 30000 40000

CATCHMENT AREA IN HECTARES

Fig. 4.2 T curve

0.028 AI D 2fP
Q = (4.14)

AI 0 ^

0.056 fP
Where X (4.14a)

In the equation 4. 1 4(a), I

Q
measures the role played by the clouds of the region and X that of
the catchment in producing the peak run-off.

It should be clear from the foregoing discussion that the components of A, are function of A,L
and H of the catchment.

4.7.10. Resume of the Steps for Calculating the Run-Off

Step 1 : Note down A in hectares, L in km and H in metres from the survey maps of
the area.

Step 2 Estimate
: I
Q
for the region, preferably from rainfall records failing that from
local knowledge.

14
 IRC:SP: 13-2004

ARTICLE 5

ESTIMATING FLOOD DISCHARGE FROM THE CONVEYANCE

FACTOR AND SLOPE OF THE STREAM
5.1. In a stream with rigid boundaries (bed and banks) the shape and the size of the cross-
section is significantly the same during a flood as after its subsidence. If the HFL is plotted and the

bed slope is measured, it is simple to calculate the discharge.

5.2. But a stream flowing in alluvium, will have a larger cross sectional area when in flood

than that which may be surveyed and plotted after the flood has subsided. During the flood the
velocity is high and, therefore, an alluvial stream scours its bed, but when the flood subsides, the
velocity diminishes and the bed progressively silts up again. From this it follows that before we start

estimating the flood conveying capacity of the stream from the plotted cross-section, we should
ascertain the depth of scour and plot on the cross-section the average scoured bed line that is likely

to prevail during the high flood.

5.3. The best thing to do is to inspect the scour holes in the vicinity of the site, look at the

size and the degree of incoherence of the grains of the bed material, have an idea of the probable
velocity of flow during the flood, study the trial bore section and then judge what should be taken as
the probable average scoured bed line.

5.4. Calculation of Velocity : Plot the probable scoured bed line. Measure the cross-
sectional area A in m 2
and the wetted perimeter P in m. Then calculate the hydraulic mean depth, R
by the formula.
A
R =
P
— (inm) ... (5.1)

Next, measure the bed slope S from the plotted longitudinal section of the stream. Velocity
can then be easily calculated from one of the many formulae. To mention one, viz., the Manning's
formula:

2
V= \r
'
3
S \
...(5.2)
n
Where

V = the velocity in m/s considered uniform throughout the cross-section

R = mean depth
the hydraulic
S = the energy slope which may be taken equal to the bed slope, measured over a reasonably
long reach
n = the rugosity co-efficient

For values of n, see Table 5.1. Judgement and experience are necessary in selecting a

proper value of n for a given stream.

17
IRC:SP: 13-2004

Table 5.1 Rugosity Co-efficient, n

Surface Perfect Good Fair Bad

iNcuurdi oiredms
( 1 ) Clean, straight bank, full stage, no rifts or deep pools 0.025 0.0275 0.03 0.033

(2) Same as ( 1 ), but some weeds and stones 0.03 0.033 0.035 0.04

\D ) W 1 1 1C1 1 1 1 U« bUIIlC pUUlo allU MlUala, CICall 0 o^s 0 04

U.Wt n rids U.U J

(4) Same as (3), lower stages, more ineffective slope 0.04 0.045 0.05 0.055
and sections

(5) Same as (3), some weeds and stones 0.033 0.035 0.04 0.045

(6) Same as (4), stoney sections 0.045 0.05 0.055 0.06

(7) Sluggish river reaches, rather weedy or with 0.05 0.06 0.07 0.08
very deep pools

(8) Very weedy reaches 0.075 0.1 0.125 0.15

5.5. Calculation of Discharge

Q = A.V. (5.3)
2/ 1/

A.R. S
Q= (5-4)
n
1/2
Q= X S (5.5)

2
/
/3
AR
Where, X =

X is a function of the size, shape and roughness of the stream and is called its conveyance
factor. Thus, the discharge carrying capacity of a stream depends on its conveyance factor and
slope.

5.6. When the cross-section is not plotted to the natural scale (the same scale horizontally

and vertically), the wetted perimeter cannot be scaled off directly from the section and has to be
calculated. Divide up the wetted line into a convenient number of parts, AB, BC and CD, etc.

(Fig. 5.1). C onsider one su ch part, say PQ, let PR and QR be its horizontal and vertical projections.
Then PQ = V (PR + 2
QR 2
). Now, PR can be measured on the horizontal scale of the given cross-
section and QR on the vertical. PQ can then be calculated. Similarly, the length of each part is

calculated. Their sum gives the wetted perimeter.

18
 IRC:SP: 13-2004

1 cm = 10m

Fig. 5.1

5.7. If the shape of the cross-section is irregular as happens when a stream rises above
its banks and shallow overflows are created (Fig. 5.2) it is necessary to subdivide the channel into
two or three sub-sections. Then R and n are found for each sub-section and their velocities and
discharges computed separately.

Fig. 5.2

Where further elaboration is justified, corrections for velocity distribution, change of slope,
etc. may be applied. Books on Hydraulics give standard methods for this.

5.8. Velocity Curves : To save time in computation, curves have been plotted in

Plate 3. Given R, S and n, velocity can be read from this plate.

5.9. Better Measure than Calculate Velocity : It is preferable to observe the velocity
during a high flood. When it is not possible to wait for the occurrence of high flood, the velocity
may be observed in a moderate flood and used as a check on the theoretical calculations of
velocity. In making velocity observations, the selected reach should be straight, uniform and reasonably

long.

5.10. The flood discharge should be calculated at each of the three cross-sections, which
as already explained in para 3.3 should be plotted for all except very small structures. If the

difference in the three discharges, thus, calculated is more than 10 per cent the discrepancy has to be
investigated.

19
 IRC:SP: 13-2004

ARTICLE 6

DESIGN DISCHARGE

6.1 . Estimated Flood Discharge from Flood Marks on an Existing Structure

6.1.1. Having collected the necessary information from inspection as mentioned in para 2.2,
the discharge passed by an existing structure can be calculated by applying an appropriate formula.
In Article 1 5 some formulae for calculating discharges from flood marks on existing bridges are
discussed. Worked out examples have been included in Article 17.

6.1.2. Distinct water mark on bridge piers and other structures can be easily found
immediately following the flood. Sometimes these marks can be identified years afterwards but it is

advisable to survey them as soon after the flood is possible. Turbulence, standing wave and slashing
may have caused a spread in the flood marks but the belt of this spread is mostly narrow and a
reasonably correct profile of the surface line can be traced on the sides of piers and faces of abutments.
This is perhaps the most reliable way of estimating a flood discharge because in the formulae discussed
in Article- 1 5 the co-efficient involved have been accurately found by experiments.

6.2. Fixing Design Discharge

6.2.1. The recommended rule : Flood discharges can be estimated in three different

ways as explained in Para 4. 1 to 6. 1 .2. The values obtained should be compared. The highest of
these values should be adopted as the design discharge Q, provided it does not exceed the next
highest discharge by more than 50 per cent. If it does, restrict it to that limit.

6.2.2. Sound economy The designer : is not expected to aim at designing a structure of
such copious dimensions that it should pass a flood of any possible magnitude that can occur during
the lifetime of the structure. Sound economy requires that the structure should be able to pass easily
floods of a specified frequency (once in 50 years) and that extraordinary and rare floods should pass
without causing excessive damage to the structure or the road.

6.2.3. The necessity for this elaborate procedure for fixing Q arises for sizeable structures.
As regards small culverts, Q may be taken as the discharge determined from the run-off formulae.

21
IRC:21-2000
IRC:78-2014
 IRC:78-2014
R Deadloadreaction
R Liveloadreaction
v Shearratingof elastomeric
bearing
w Windload
G Reduction factor.
F Ratioof longsideto theshortsideof thefooting
s, Undrained shearstrength
tt. Undrained chohesion
p Co-efficient
of friction
.D Angleof internalfriction
t Settlementof pile
6n Settlementof pilegroup
f,OIES; i) Temperature eflects(Fb)inthiscontextis notthefrictionalforce
dueto the movement
of bearingbutthatwhichis causedby ribshortening, etc.
ii) Thewaveforcesshallbe determined by suitable
analysisconsidering
drawingand
inertiaforces;etc.,on siirglestructu€lmenibeisbasedon rationalmethodaor
modelstudies.In caseof groupof piles,piers,etc.,pfoximity
effectsshallalsobe

703DISCHARGE
AND DEPTHOF SCOURFOR
. FOUNDATIONDESIGN

703.1 DesignDischarge
of Foundation

703,1.1 Toprovidefor andadequatemarginof safety,the scourfor foundatjon shall

be designed
for a largerdischaigeover:thedesigndischarge as per IRC:5as
determined
givenbelow:

Increaseover design
Dischargein percerit
0 - 3000 30
3000- 10000, 30-20
10000--40000 20-10
Above- 40000 '10

r\IOIES: i) For inlermediatevaluesoJ catchmentarea, linear interpolationmay be

adopted.

9
t
IRC:78-2014
ii) Theminimum vertical
clearanceabovetheHFLalreadydete.mined IRC:s
as-per
neednotbeincreaseddueto larger
discharge above.
calculaied

703.2 MeanDepthof Scour

ThemeanscourdepthbelowHighestFloodLevel(HFL)for naturalchannelsflowingover
bedcanbe calculated
scourable fromthe following
theoretically equation:
1
ct*=134(!K)3

Where
Thedesigndischarge permeiiewidthoi effective
{of foundation
waterway.

K,,= sampleof bedmaterial

Siltfactorfor a representative obtained.upto
thelevelof anticipateddeepestscour.
703.2.1 The valueof D6 may be determined by dividingthe designdischargefor
foundation linearwaterway
andactualeffective
by lowerof theoretical as givenin IRC:5.

703.2.2 'K"r'is givenbytheexpression

t.76u[. d, beingtheweighted
meandiameter
in millimetre.
703.2.2.1 The valueof K",for virious gradesof sandybed are givenbelowforready
andadoption:
reference
Typeof bed mate al K
Coarsesilt 0.04 0.35
SilVfinesand 0.081to 0.'158 0.5to 0.7
Mediumsand 0.223to 0.505 0 . 8 5t o 1 ' 2 5
Cggl-qe sand o.725 1.5
Finebajriandsand 9 ' 9 8 8. . 1.75
Heavysand 1 . 2 9t o 2 . 0 0 2.Olo 2.42
703.2.2.2 No rationalformulaor data for determining
scourdepthfor bed maierial
consisting
of gravels
andboulders(normallyhavingwelghted
diametermoreihan2.00mm)
In absenceof anydaiaon scourfor suchmaterial,
andclayeybedis available. the mean
scourdepthmaybe calculated theguidelines
following givenin Appendix-l-

703,2,3 lf thereis anypredominant of flowin anypartof waterway

concentration dueto
bendofthestreamin immediateupstreamor downstream or foranyotherreason, wide
like,
acrossthewidthof channel.
oftypeoi bedmaterial
variation thenmeanscourdepthmaybe
10
 IRC:78-20'14
= Illated bydividing jntocompartments
thewaterway as pertheconcentration
i5 offlow
i03.2.4 ln caseof bridgemainly
adopted themeanscourdepth,4,,,may
as balancer,
:e iakenas (Highest
FloodLevel-Lowest
BedLevel)dividedby .j.27.
)r 103.2.5 Scourdepthmaybe determined by actualobservationswhereverpossible.
-is.is particularly
requiredfor clayeyand bouldery sirata.Soundings,whereverpossjble,
srall be takenin the vicinityof ihe sjte for the proposedbriOgeand for any structures
:earby.Suchsoundings are bestduringor jmmediately aftera floodbeforethe scour
r'rcles
havehadtimeto be siltedup.Themeanscourdepthmaybe fixedbasedon such
observationsandtheoretical calculation.
703.3 MaximumDepthof Scourfor Designof Foundation
703.3.'lThemaximumdepthof scourbelowtheHjghest
FloodLevei(HFL)forthedesign
of piers
andabutments
havingindivjdual
foundations
without
anyfloorproiectton
maybe
considered
asfollows.
703.3.1.1 Floodwithoutseismiccombination
i) Fofpiers - 2.0cl,^
ii)For
abutments')
13]k,X[iril,iJ#:L'::11'"L*'"'*'
b) 2.00d".withscourallaround.
703.3.1.2 Floodwith seismic
combnation
Forconsidering
loadcombination
offrood andseismic (together
roads wiihotherappropriate
combinations
givenelsewhere)
ihemaximum depthofscourgivenjn Clause703,3..1
.1may
be reduced
by multiplying
factorof 0.9.

7433.1.3 Fotlowwaterrever(wirhoutfroodconditions)combined
withseismiccombination
m€ximum levelof scourbelowhighfJoodlevelcanbe assurned
as 0.gtimesscourgivenin
Clause703.3.1.
NOTE: In respect
of viaducURoBhavingno possibility
of scouf,resistance
of soilmaybe
consideredbeJow depthof excavation
for servicesconstruction,
or 2.0 m below
groundlevelwhichever
isgreater.
703.3.2 For the designof floor protectionworksfor raft or openfoundatjons,
the
following
valuesof maximum
scourdepthmaybeadopted:
i) Ina siraightfeach 1.27d
ii) ln a bend '1.50d"-
or onthebasisof concentration
of flow
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