Bridge Rule

For Official use onlyGOVERNMENT OF INDIA MINISTRY OF RAILWAYS (Railway Board) INDIAN RAILWAY STANDARD RULES SPECIFYING THE LOADS FOR DESIGN OF SUPER-STRUCTURE AND SUB-STRUCTURE OF BRIDGES (BRIDGE RULES) ADOPTED –1941 INCORPORATING A & C SLIP NO. 33, YEAR : 2005 ISSUED BY RESEARCH DESIGNS AND STANDARDS ORGANISATION LUCKNOW - 226011 CONTENTS I-i Sl.No. 1. 2. 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 Description Scope Loads Loads to be taken into account Dead load Live load Dynamic effect Forces due to curvature and eccentricity of track Temperature effect Frictional resistance of expansion bearings Longitudinal forces Racking forces Forces on parapets Wind pressure effect Forces and effects due to earthquake Erection forces and effects Derailment loads Load due to Plasser’s Quick Relay System (PQRS) Page No. 1 1 1 2 2 7 9 9 10 10 12 12 12 13 16 16 17 3. 4. Rules for assessing the strength of existing Railway Bridges Critical speed APPENDICES 17 18 Sl.No. Appendix I Appendix II Appendix II(a) Description Loading Diagrams for Modified Broad Gauge Loading - 1987 (MBG Loading - 1987) EUDL in kN (t) on each track and CDA values for MBG Loading-1987 EUDL in kN (t) for Bending Moment and Shear Force for cushions of various depths and spans upto and including 8m for MBG Loading1987 Loading Diagrams for MMG Standard Loading-1988 Loading Diagrams for Metre Gauge Standard Loading of 1929 EUDL in kN (t) on each track and CDA values for MG Loadings Page No. 21 23 26 Appendix III Appendix III(a) Appendix IV 29 30 31 I-ii Appendix IV(a) Appendix IV(b) Appendix IV (c) Appendix IV(d) Appendix V (Sheet 1) Appendix V (Sheet 2) Appendix V (Sheet 3) Appendix VI Appendix VII Appendix VIII Appendix VIII (a) Appendix IX Appendix X Appendix XI Appendix XII Appendix XII(a) Appendix XIII Appendix XIV Appendix XV EUDL in kN (t) for Bending Moment and Shear Force for cushions of various depths and spans upto and including 8m for MMG Loading1988 EUDL in kN (t) for cushions of various depths and spans upto and including 8m for MGML Loading EUDL in kN (t) for cushions of various depths and spans upto and including 8m for MGBL Loading EUDL in kN (t) for cushions of various depths and spans upto and including 8m for MG ’C’ Class Loading 762mm Gauge ‘H’ Class Loading 762mm Gauge ‘A’ Class Loading 762mm Gauge ‘B’ Class Loading EUDL in kN(t) on each track and CDA values for 762mm Gauge bridges Longitudinal loads in kN(t) (without deduction for dispersion) for MBG Loading -1987 Longitudinal loads (T.E.) in kN (t) (without deduction for dispersion) on each track for MG Loadings. Longitudinal loads (B.F.) in kN (t) (without deduction for dispersion) on each track for MG Loadings. Derailment loads for ballasted deck bridges – Broad Gauge Load due to Plasser’s Quick Relay System – Broad Gauge Loading Diagrams for Heavy Mineral Loading EUDL in kN (t) on each track and CDA values for HM Loading EUDL in kN (t) for cushions of various depths and spans upto and including 8m for HM Loading Longitudinal loads in kN (t) (without deduction for dispersion) for Broad Gauge for HM Loading Derailment loads for ballasted deck bridges (H.M. loading) Map showing Seismic Zones of India 36 37 38 39 41 42 43 45 49 51 54 57 59 61 69 72 75 79 81 I-iii the appropriate 1. The design of masonry and plain concrete arch bridges shall be in accordance with the Indian Railway Standard Code of Practice for the Design and Construction of Masonry and Plain Cement Concrete Arch Bridges (Arch Bridge Code). SCOPE (f) specified by authorities. (b) (c) (3) (d) 2. the following items shall. Attention is drawn to the fact that equations in the text. The design of sub-structures of bridges shall be in accordance with the Indian Railway Standard Code of Practice for the design of Substructures of Bridges (Bridge Substructure Code). are applicable in any system of units . No cognizance shall be given to any policy directives issued through other means. LOADS 2. The details of design shall be controlled by the appropriate Codes of Practice as given below: (a) The design of steel bridges shall be in accordance with the Indian Railway Standard Code of Practice for the Design of Steel or Wrought Iron Bridges carrying Rail. be taken into account: (a) (b) (c) Dead load Live load Dynamic effect (e) I-1 . for which no units are specified. NOTE: (1) (2) Unless otherwise specified the word ‘Span’ shall mean effective span. where applicable. including turntable girders and foot-bridges but excluding road bridges in which case.1 For the purpose of computing stresses. Reinforced and Prestressed Concrete for General Bridge Construction (Concrete Bridge Code).BRIDGE RULES RULES SPECIFYING THE LOADS FOR DESIGNING THE SUPER-STRUCTURE AND SUB-STRUCTURE OF BRIDGES AND FOR ASSESSING THE STRENGTH OF EXISTING BRIDGES 1.SI or Metric provided the unit of length and the unit of force used in an equation is the same throughout.1 The loads specified herein shall be taken into consideration in calculating the strength of all bridges.2 Any revision or addition or deletion of the provisions of the Bridge Rules shall be issued only through the correction slip to these Bridge Rules. Road or Pedestrian Traffic (Steel Bridge Code). The design of concrete bridges shall be in accordance with the Indian Railway Standard Code of Practice for Plain. SI and Metric system of units are given in all cases. the loads to be considered shall be in accordance with the Standard Specifications and Codes of Practice for Road Bridges (IRC Codes). The design of sub-structures and super-structures of road bridges shall be in accordance with Standard Specifications and Codes of Practice for Road Bridges and other codes as The design of sub-structures and super-structures of rail-cum-road bridges shall be in accordance with the relevant Indian Railway Standard Codes of Practice except that the Standard Specifications and Codes of Practice for Road Bridges issued by the Indian Roads Congress may apply for the design of such members as are subjected to loads from road traffic alone. but only one system of units is to be adopted for the design. 1. 7kN/m (12. NOTE: (1) Provided the Equivalent Uniformly Distributed Loads (EUDL) of a locomotive with any trailing load are within the EUDL of the Standard loading specified. the Bending Moments and Shear Forces for design purposes at various sections shall be computed for loadings shown in Appendix-I.0t) the locomotives and a train load of 117.2 kN (25.0t/m). ballasted deck bridges shall also be checked for a ballast cushion of 300mm on BG and 250mm on MG. a ballast cushion of 400mm for BG and 300mm for MG shall be considered. In case of continuous superstructures over supports.1 Dead load is the weight of the structure itself together with the permanent loads carried thereon. a locomotive with axle loads heavier than the Standard loading or average trailing loads heavier than those specified in the standard may be considered as falling under the corresponding standard for the particular span or spans. 2.2kN (30. In such cases.0t) for the locomotives and a train load of 80. the actual stresses are to be limited to the permissible stresses for the design stress cycles.2.Railway Bridges including combined rail and road bridges shall be designed for one of the following standards of railway loading: (a) For Broad Gauge . may be considered as falling under the corresponding standard for the particular span or spans.2 For design of ballasted deck bridges. 2.3. Diagrams of Standard loading and Equivalent Uniformly Distributed Loads on each track for calculating Bending Moment and Shear Force are shown in the accompanying Appendices I. However. a locomotive with axle loads heavier than the Standard loading or average trailing loads heavier than those specified in the standard. (Appendix XI) to be adopted for bridges on identified routes as and when approved by Railway Board. II & II(a). In such cases. 2.(d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n) Forces due to eccentricity of track Temperature effect curvature or Frictional resistance of expansion bearings Longitudinal force Racking force Forces on parapets Wind pressure effect Forces and effects due to earthquake Erection forces and effects Derailment loads Load due to Plasser’s Quick Relay System (PQRS) DEAD LOAD (3) (2) Standard loading specified.9 kN/m (8.3 LIVE LOAD (4) (b) For Broad Gauge-1676 mm Heavy Mineral Loading (HM Loading) with a maximum axle load of 294.25t/m) on both sides of the locomotives (Appendix I). 2.2 2. the actual stresses are to be limited to the NOTE: (1) Provided the Equivalent Uniformly Distributed Loads of a locomotive with any trailing load are within the EUDL of the I-2 . specific orders of the Railway Board must be obtained.1676mm Modified BG Loading-1987 (MBG Loading-1987) with a maximum axle load of 245. The above standard should be adopted for all BG lines for all spans as this standard is considered to be adequate for all future requirements. In any special case where any loading other than the standard is proposed.2. EUDLs shall be used for simply supported spans.1 Railway Bridges including combined Rail and Road bridges. 8 kN (2.95 kN (3. Standard C of 1929 for 79.29 kN (14. EUDLs shall be used for simply supported spans. EUDL for Bending Moment/Shear Force in kN (t) for cushion of various depths and spans upto and including 8m are given in Appendices IV (a). besides those which are identified for upgradation.9 kN (5. (2) Diagrams of standard loadings are shown in Appendices III and III (a). should have all bridges built to BL standard of loading unless the branch be in a heavy mineral area in which case the provision of Note (3) above should be adopted. of 1929 for 104. (3) (4) (3) (c) For Metre Gauge-1000mm (i) Modified Metre Gauge Loading1988 with maximum axle load of 156. Modified Metre Gauge Loading-1988– This standard will apply while constructing new bridges or rebuilding/strengthening of existing bridges on the Metre Gauge routes. IV (b).permissible stresses for the design stress cycles. the Bending Moments and Shear Forces for design purposes at various sections shall be computed for loading diagrams shown in Appendix XI. Standard B. XII and XII (a).0 t) for locomotives and a train load of 53. the Bending Moments and Shear Forces for design purposes at various sections shall be computed for loadings shown in Appendices III and III (a). IV(c) and IV (d).L.Branch Lines which are obviously never likely to be other than Branch Lines. I-3 .87 t) per metre behind the engines. a locomotive with axle loads heavier than the standard loading or average trailing loads heavier than those specified in the standard may be considered as falling under the (d) For Narrow Gauge-762 mm (i) 'H' (Heavy) class loading with a maximum axle load of 95.L. ML standards should be adopted.0t) for the train load.7 t) axle loads and a train load of 37. of heavier freight wagons and more powerful locos is envisaged. (4) (5) (ii) (iii) (6) (iv) NOTE: (1) Provided the Equivalent Uniformly Distributed Loads of a locomotive with any trailing load are within the EUDL of the Standard loading specified. of 1929 for 129.87 t) per metre behind the engines.95 kN (3.9 kN (10. where the running.5t) per metre on both sides of locomotives with maximum axle load of 137.7 t) and a train load of 27. the actual stresses are to be limited to the permissible stresses for the design stress cycles. EUDLs shall be used for simply supported spans. In case of continuous superstructures over supports.9 kN (16.1 kN (9. Standard M. on each track for calculating Bending Moment and Shear Force.2t) axle loads and a train load of 37. for various Metre Gauge Standard Loadings. in kN (t) are given in Appendix IV. corresponding standards for the particular span or spans. In such cases.1 t) axle loads and a train load of 37. In case of continuous superstructure over supports.83 t) per metre behind the engines. (2) Loading diagrams of standard loading and Equivalent Uniformly Distributed Loads on each track for calculating Bending Moment and Shear Force for HM Loading are given in Appendices XI. Branch Line Standard .4 kN (13. EUDL. The above standard should be adopted for bridges on identified routes approved by Railway Board.4 kN (8.95 kN (3.87t) per metre behind the engines. Main Line Standards – For such Main Lines where Modified MG Loading-1988 is not required. 5m to 2.4 Kerbs 600mm (2 ft) or more in width shall be designed for the loads in 2.3. If the kerb width is less than 600mm. this may be increased to 4.8 ⎭ ⎩ (iii) 400 ⎫⎧17 − W ⎫ ⎧ 2 P = ⎨13.4 kN (8.1 t) and a train load of 27.8 kN (2. 2.8 kPa (490 kg/m2 ). that is if they are at different levels. (e) For Narrow Gauge-610mm – The Standard will be specified by the Railway Board from time to time.an intensity of load reducing uniformly from 4.path for purpose of designing the main girders shall be taken as 1. I-4 .3.3 Where foot-paths are provided on a combined rail and road bridge.2. the load on foot. For the design of foot-path on a road bridge or road rail bridge.3 + ⎬⎨ ⎬ kPa L ⎭⎩ 142. Where railway and road decks are not common.5m but not exceeding 30m .3 Combined Bridges 2. the main girders will be designed for the worst combination of live loads with full allowance for dynamic effects for train loads only. the footpath may be designed for a heavier standard of loading.3. For effective spans over 7. the live load including dynamic effects may be taken as 4. 'B' class Branch Line loading with a maximum axle load of 59. For the design of foot bridges or foot-paths on railway bridges the live load including dynamic effects shall be taken as 4.8 kN (6.2 Foot-Bridges and foot-paths on Bridges 2. no live load shall be applied in addition to the lateral load specified above.3. (c) For effective spans over according to the formula: 30m 400 ⎫⎧17 − W ⎫ ⎧ P = ⎨13.1 The live load due to pedestrian traffic shall be treated as uniformly distributed over the footway.2.2 Where foot-paths are provided on a road or railway bridge the load on foot-path for the purpose of designing the main girders shall be taken as follows: (a) (b) For effective spans of 7.3. In case of foot-path on a combined rail and road bridge.3.8 kPa (490 2 kg/m ) of the foot-path area. 2.89 kPa (295 kg/m2 ) for a span of 30m.83 t) per metre behind the engines.3.35 kN/m (750 kg/m) run of the kerb applied horizontally at the top of the kerb.8 kN (2.07 kPa (415 kg/m2 ) for a span of 7. where the failure of a foot-path due to a roadway vehicle mounting the kerb.2. where crowd loading is likely.1 in addition to the lateral loading of 7.2.07 kPa (415 kg/m2 ) except that.(ii) 'A' class Main Line loading with a maximum axle load of 79.83 t) per metre behind the engines.3. 2.1 t) and a train load of 27. These loads need not be taken for the design of the supporting structures. or side by side.3.3 + ⎬⎨ ⎬ kg/m L ⎭⎩ 1.2. is likely to endanger railway traffic.1 (a) Main Girders Rail and Road NOTE: (1) Diagrams of Standard loading and Equivalent Uniformly Distributed Loads on each track for calculating Bending Moment and Shear Force are shown in the accompanying Appendices V & VI. 2.91 kPa (195 kg/m2). No allowance for dynamic effects shall be allowed for roadway loading.5m or less 4.07 kPa (415 kg/m2).4 ⎭ ⎩ Where P = Live load in kPa (kg/m2) L = Effective span of the bridge in m W = Width of the foot-way in m 2. the floor members and their connections shall be designed for the maximum effect of either class of load.3.(b) Where railway and road decks are common. Floor members which carry or may carry roadway and railway loads simultaneously shall be designed by the maximum effect. Lateral 2.9 kPa (195 kg/m2) as a minimum over the whole area of the roadways and foot-paths not occupied by the train load. I-5 . In cases.4.3.3. where the roadway and railway are on the same alignment. including dynamic effects which may be imposed by either class of load separately or together. Under this condition of loading the over stresses specified for occasional loads shall apply.4 Longitudinal and Distribution of Railway Live load 2. the loads as given in the Table below should be considered. The roadway floor system of combined bridges carrying two traffic lanes for roads for class AA loading shall be designed on the assumption that two class AA vehicles may be placed opposite to each other on the centre lines of each traffic lane at any position in a panel. Members and their (c) (d) 2.3.1 For the design of various types of bridges. the effect of roadway and foot-path loads on main girders shall be provided for by an allowance of 1.2 Floor Connections (a) (b) Roadway floor members shall be designed for the full effect of the maximum live load including dynamic effect which may occur on the roadway. IV (d) and XII (a) for the relevant standard of loading. IV (a). 2.2. Spanning at right angle to the direction of traffic. Loading EUDL as given in Appendices II. IV & XII for relevant standard of loading. IV (b).2. IV (b).2. IV (d) and XII (a) for the relevant standard of loading. EUDL for Bending Moment and Shear Force shall be as per the values for 600mm cushion given in Appendices II (a). IV(c). IV (d) and XII (a) for the relevant standard of loading.1 Spanning in the direction of traffic. IV (a). IV and XII for the relevant standard of loading. IV (a).2. III(a) and XI 3. EUDL for Bending Moment and Shear Force shall be as per the values given in Appendices II. EUDL for Bending Moment and Shear Force shall be as per values given in Appendices II (a). IV (b). I-6 .1 Pipes Depth of cushion 300mm and above. Spans upto and including 8m for cushion above 600mm under the sleeper. IV (d) and XII (a) for the relevant standard of loading. for cushion 300mm and above but less than 600mm. Spans upto and including 8m. All spans. EUDL for Bending Moment and Shear Force shall be as per the values given in Appendices II (a). IV and XII for relevant standard of loading. IV(c). EUDL for the Bending Moment and Shear Force shall be as per the values for 600mm cushion given in Appendices II (a). Series of axle loads corresponding to appropriate standard of loading given in Appendices I. supported span-unballasted All spans. All spans. IV (b). EUDL for Bending Moment and Shear Force shall be as per values given in Appendices II (a). Open spandrel arches. IV (a). IV(c).2 3.1 Simply deck. 3 3.3 4 Spans above 8m both for BG and MG for all cushions.2 2. allowing dispersal as indicated in Clause 2.1 Spandrel filled arches. IV(c). 5 5. but less than 600mm. 2.3. EUDL as given in Appendices II. Spans upto and including 8m for cushion upto and including 600mm under the sleeper.3 Spans above 8m both for BG and MG for all cushions. Spans upto and including 8m for cushion 600mm and above under the sleeper.4. III. IV (d) and XII (a) for the relevant standard of loading. IV(c). IV (b). IV (a). Simply supported span-ballasted deck. A single sleeper load equal to the heaviest axle of relevant standard of loading.TABLE Span and types 1 2 2.2 2. fixed and continuous spans.1 (i) ¼ span on each side of the loaded area in the case of I-7 . Slab: When there is effective lateral transmission of Shear Force. simply supported. No distribution through the slab may be assumed in the direction of the span of the slab.2(a).3.4. 6 Rigid frames.4.4. Dispersion of load through sleepers and ballast across the direction of traffic shall be as per Clause 2. DYNAMIC EFFECT Railway Bridges (Steel) Type I The load under the sleeper shall be assumed to be dispersed by the fill including ballast at a slope not greater than half horizontal to one vertical and all deck slabs shall be designed for both types of sleepers.65 8. The distribution of wheel loads on steel troughing or beams (steel or wooden) spanning transversely to the track. the load may be further distributed in a direction at right angles to the span of the slab equal to the following: (c) 2.Span and types 5.70 9.95 6.C.80 13.2 Depth of cushion 600mm and above. 2.4. (b) Distribution through R.30 Dynamic effect is to be added as per Clause 2. Loading The pipes shall be designed for the following intensities of loading: Loading HM Loading MBG Loading-1987 MMG Loading-1988 MGML Loading MGBL Loading MG 'C' Loading NG 'A' Loading t/m 15. and supporting the rails directly shall be in accordance with Appendix H of Steel Bridge Code and the design shall be based on the continuous elastic support theory. III.80 9. Series of axle loads corresponding to appropriate standard of loading given in Appendices I. III (a) and XI.2 Dispersion of railway live loads shall be as follows: (ii) (a) Distribution through sleepers and ballast: The sleeper may be assumed to distribute the live load uniformly on top of the ballast over the area of contact given below: Type II Under each rail seat BG 2745mm x 254mm MG 1830mm x 203mm 760mm x 330mm (2) 610mm x 270mm ¼ of loaded length on each side of the loaded area in the case of cantilever slabs. NOTE: (1) In no case shall the load be assumed to be distributed over a width greater than the total width of the decking for slabs spanning in the longitudinal direction and minimum axle spacing in the case of slabs spanning in transverse direction.80 7.4 2. cantilever and suspension bridges.3. 1. the CDA as calculated in Clause 2. For intermediate main girders of multiple track spans.1 (a) For all gauges Subject to maximum of 1. 2. (c) If the depth of fill is less than 900mm. For cross girders carrying two or more tracks.49 for MG B + 4.4. stringers with spans upto 7. the dynamic augment for calculating stresses in such troughing or sleepers shall be taken as 7.72.1(a) or (b) whichever applies. The CDA should be obtained as follows and shall be applicable upto 160 km/h on BG and 100 km/h on MG – (a) For single track spans: CDA=0. 2.6 and shall be subject to a maximum of 0.4.0 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.1. the Coefficient 91. concrete slabs and concrete girders.72. 2. the Coefficient of Dynamic Augment shall be half of that specified in clause 2.4. the Coefficient of Dynamic Augment shall be equal to[2-(d/0. (b) If the depth of fill is 900mm.1.2 Railway pipe culverts.4.5 + L Where L = the loaded length of the span as defined in clause 2. CDA shall be that specified in Clause 2.1 For Broad and Metre Gauge Railway: The augmentation in load due to dynamic effects should be considered by adding a load Equivalent to a Coefficient of Dynamic Augment (CDA) multiplied by the live load giving the maximum stress in the member under consideration.2. For the outside main girders of multiple track spans with intermediate girders.72 and shall be subject to a maximum of 0.5 times the cross-girder spacing in the case of stringers (rail bearers) and (3) 2.9)] × 1 2 × CDA (d) as obtained from clause 2.1.4.1(a) may be multiplied by a factor of 0. Coefficient of Dynamic I-8 (e) .4.49 & 8 (6 + L ) 5. are supported directly on transverse steel troughing or steel sleepers.4.2.1(a) may be multiplied by a factor of 0. CDA as calculated in Clause 2. The same dynamic augment (CDA) may be used for calculating the stresses in main girders upto 7.1. (2) 1.6.4.27 Where B = the spacing of main girders in metres. (b) For main girders of double track spans with 2 girders CDA as calculated above may be multiplied by a factor of 0.32 for BG B + 5.2 For Narrow Gauge Railways of 762mm and 610mm gauges.5m effective span.1.1.1(a) subject to a maximum of 0.1. Where depth of fill exceeds 900mm.5m and also chords of triangulated girders supporting the steel troughing or steel sleepers.1(a) Where d = depth of fill in ‘m’.15+ (f) Where rails.72 and shall be subject to a maximum of 0. with ordinary fishplated joints.5 of Dynamic Augment shall be 91.5.4.5 times the cross girder spacing in the case of cross girders. arch bridges.1(a).4. 4. In case of steel girders with ballasted concrete slab decks. 2.1 to 2. allowance for centrifugal action of the moving load shall be made in designing the member. (2) (3) (4) (b) 2. V= Maximum speed in km per hour. The above coefficients are applicable to both single and multiple track bridges. an eccentricity of ⎛ WV2 ⎞ C = OR ⎜ in MKS Units ⎟ 12. (c) In case of concrete girders of span of 25m and larger CDA shall be as specified in clause 2. 2.1.4.95R ⎝ 127R ⎠ WV 2 Where. 2/3rd of the above coefficient shall be used. On multiple track arch bridges of spans exceeding 15m.4. 2.4. W= Equivalent Distributed live load in kN/m run (t/m run).5 FORCES DUE TO CURVATURE AND ECCENTRICITY OF TRACK 2.3.6. The horizontal load due to centrifugal force which may be assumed to act at a height of 1830mm for BG and 1450mm for MG above rail level is: NOTE: For spans less than 25m.6 Turntable Girders: All turntable girders shall be designed for a dynamic augment of 10% of the live load with additional allowance. centre line of track from design alignment upto 100mm shall be considered for the purpose of designs. amounting to 100% in all on an axle which is placed at one end of the turntable. all tracks on the structure being considered as occupied.4.1 Where any portion of the structure is not free to expand or contract under variation of temperature.2 The coefficient of expansion shall be taken as below: I-9 .6 TEMPERATURE EFFECT 2.3 For railway bridges the following loads must be considered: (a) 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.5. 2. Coefficient of Dynamic Augment for the steel spans should be as specified in clause 2.5.1.6. even on straight alignment. subject to Note 3.4 with appropriate loaded length for the worst possible combination of stresses in the member under consideration. CDA shall be computed as per sub-clauses (a) or (b) as may be applicable. and R= Radius of the curve in m.5 Trestles (Steel).3. (ii) Live loads standing with half normal dynamic augment. 2. the allowance for dynamic effects should be in accordance with Clause 2. (1) The “depth of fill” is the distance from the underside of the sleeper to the crown of an arch or the top of a slab or a pipe.1.2 Where a track (or tracks) on a bridge is curved. allowance shall be made for the stresses resulting from this condition. C= Horizontal effect in kN/m run (t/m run) of span.Augment shall be uniformly decreased to zero within the next 3 metres. 2.1 For ballasted deck bridges.4. The temperature limit shall be specified by the Engineer.4.4. 2.4 Combined Rail and Road Bridges: For combined rail and road bridges.3 Foot-Bridges: No allowance need be made for dynamic effects. Iron and Concrete: Allowance for dynamic effects shall be as per clause 2. 2.1.5. 8 LONGITUDINAL FORCES (iv) 2.2 For expansion and contraction of the structure.7. friction of the bearings corresponding to the dead and live load reaction may be considered to resist the change of length of the chord under load. PTFE or elastomeric bearings may preferably be provided to minimise the longitudinal force arising on this account. due to variation of temperature under dead load.8. the braking force resulting from the application of the brakes to all braked wheels. 2.1 For bridges having simply supported spans.3 In those cases in which the supports are rigid.15 0. 2. and may therefore be assumed to be a relief of stress uniform throughout the chord to which the bearing plates are attached. Forces due to continuation of LWR/CWR over the bridges.8. the friction on one expansion bearing shall be considered as an additional load throughout the chord to which the bearing plates are attached. For concrete over concrete with bitumen layer in between For concrete over concrete not intentionally roughened 2.25 0.10 0.1 Where a structure carries railway track.2 For Railway Bridges.8 x 10-6 per 10 C 2. VIII and VIII(a).1 Total longitudinal force transferred to sub-structure through any bearing due to causes mentioned in 2. the loaded length shall be taken equal to (a) The length of one span when considering the effect of longitudinal forces on (i) (ii) (iii) the girders the stability of abutments the stability of piers carrying sliding or elastomeric bearings under one span loaded condition or the stability of piers carrying one fixed and one free (roller or PTFE) bearings.7 FRICTIONAL RESISTANCE EXPANSION BEARINGS OF -6 0 the longitudinal loads arising from any one or more of the following causes: (a) (b) the tractive effort of the driving wheels of locomotives. Roller. 33) (c) 2. resistance to the movement of the bearings due to change of temperature and deformation of the bridge girder.8.60 (d) 2. (Kept in abeyance vide correction slip No.7. provision as under shall be made for (b) The length of two spans when considering stability of piers carrying I-10 .7 x 10 per 1 C for plain concrete 10.50 0.8. 2.03 0.for steel and reinforced concrete 11. the value of longitudinal force due to either tractive effort or the braking force for a given loaded length shall be obtained from the Appendices VII.1.1 Where the frictional resistance of the expansion bearings has to be taken into account.20 0. shall not be more than the limiting resistance at the bearing for the transfer of longitudinal force.2.7. the following coefficients shall be assumed in calculating the amount of friction in bearings: For roller bearing For sliding bearings of steel on cast iron or steel bearing For sliding bearing of steel on ferro bestos For sliding bearings of steel on hard copper alloy bearings For sliding bearings PTFE/Elastomeric type of 0.8. 2.1. 8.3 shall be considered to act through the fixed end.8. the design of sub-structure shall also be checked for 20% of net longitudinal force transferred from the span adjoining to the spans directly supported by the sub-structure under consideration and considering the directly supported spans as unloaded. However.8.8.8. The total longitudinal force shall be considered divided between the two spans in proportion to their lengths. ballast cushion and its consolidation etc. In case of multi-span bridges.2 and 2.Till such time the forces due to 2.3. under the two span loaded conditions.fixed or sliding or elastomeric bearings. 2.3. Accordingly.1.3.1. but without any switch expansion joints) the dispersion of longitudinal force through track.3.2.8.1.2 and shall not exceed the capacity of track for dispersing the longitudinal force to the approaches nor shall it exceed the capacity of anchored length of the track on the approaches to resist dispersed longitudinal force.3.2.3.8.2 and 2.2 No increase shall be made in the longitudinal force for the dynamic effect.8. following percentage of net longitudinal force from the loaded spans after allowing for dispersion as per clauses 2.3.8. 2.3 shall be considered for the design: Abutment Pier 50% 40% continuation of LWR/CWR on bridges on Indian conditions are finalized. This aspect may be given special attention for the stability of track in case of I-11 ..4.2 For spans having roller or PTFE bearings at one end. appropriate loaded length shall be considered which will give the worst effect.2.2 In case of bridges having open deck provided with through welded rails. however without any switch expansion or mitred joints in either case. 2.3.8. 2.8.4.3 The longitudinal forces shall be considered as acting horizontally through the knuckle pins in case of bearings having rocking arrangement or through girder seats in case of sliding. provisions of UIC 774-3R October 2001 edition with modifications should be used with the provisions of values for the track resistance as specified therein subject to the provision that a track resistance of 60kN/m in loaded condition shall be taken provisionally till field observations in Indian condition are finalized by RDSO.8. 2.8.2. this force shall not be more than the limiting resistance of the bearings on the substructure for the transfer of longitudinal force under unloaded condition.3. forces are to be worked out for design of the bridges.4. the whole of the net longitudinal force after allowing for dispersion as per clauses 2.1 For sub-structure having sliding or elastomeric bearings.1 This clause should be treated as deleted. 2. 2.2.8. Note: Length of approach for the above purpose shall be taken as minimum 30m.1 In case of continuous span bridges. Where suitably designed elastomeric bearings are provided the aforesaid dispersion may be increased to 35% of the magnitude of longitudinal force.2. railfree fastenings and adequate anchorage of welded rails on approaches (by providing adequate density of sleepers. (Kept in abeyance vide correction slip No. 2.3 Forces due to continuation of LWR/CWR. This shall also apply to bridges having open deck with jointed track with rail-free fastenings or ballasted deck. 2.3. may be allowed to the extent of 25% of the magnitude of longitudinal force and subject to a minimum of 16t for BG and 12t for MMG or MGML and 10t for MGBL.3 The dispersion of longitudinal force indicated in clause 2.8.33) 2. elastomeric or PTFE bearings for the design of bearings and substructure.8.3 Dispersion and distribution of longitudinal forces. 2. away from the loaded length.8. 2. RACKING FORCES calculating stresses in chords or flanges of main girders. bridge girders. or flexible bearings (elastomeric bearings) on all supports. 2.5 For the design of new bridges.4 Where the bridge carries more than one track.5 When considering seismic forces.1 Lateral bracings of the loaded deck of railway spans shall be designed to resist.11.47 kN/m (150 kg/m) applied simultaneously at the top of the railing or parapet.2 In choosing the appropriate wind velocity for the purpose of determining the basic wind pressure. 2. only 50% of gross tractive effort/braking force. The maximum effect on any girder with two tracks so occupied shall be allowed for. supports. 2.9. the dispersion and distribution of longitudinal forces shall be determined by suitable analysis.8. longitudinal forces shall be considered to act simultaneously on all tracks.11 2. The analysis shall take into account stiffness and frictional characteristics of various resisting elements viz. and in case of rebuilding of existing bridges.11. in railway bridges lateral bracings shall be provided designed for a lateral load due to wind and racking forces of 8. railgirder fixtures. 2.11. shall be considered along with horizontal seismic forces along/across the direction of the traffic. due consideration shall be given to the degree of exposure appropriate to the locality and also to the local meteorological data.10. 2. but where there are more than two tracks.8. a lateral load due to racking forces of 5. 2.9. may be used for determining the basic wind pressures.88 kN/m (600 kg/m) treated as moving load. 2.. or any other special features which are likely to affect the distribution of longitudinal forces significantly.3. bearings.82 kN/m (900 kg/m) treated as a moving load in addition to the centrifugal load.1.multi-span bridges provided with elastomeric bearings on all spans. track on bridge and approaches etc. 2.4 In case of multi-span bridges having continuous spans.11.1 Wind pressures are expressed in terms of a basic wind pressure ‘P’ which is an equivalent static pressure in the windward direction. 2. if any. the Map as given in IS: 875(Part 3) in conjunction with the Table therein.2 In the cases of effective spans upto 20m it is not necessary to calculate wind stresses but. a suitable reduction may be made in these forces for the additional tracks. They shall be designed to resist a lateral horizontal force and a vertical force of 1. or flexible supports such as tall or hollow RCC piers or steel trestles. dispersion of longitudinal forces shall not be allowed unless the conditions for dispersion of longitudinal force as laid down in relevant clause are met with.8.10 FORCES ON PARAPETS 2.1.1 Railings or parapets shall have a minimum height above the adjacent roadway or footway surface. This lateral load need not be taken into account when I-12 .9 2.3 For purposes of design where no meteorological records are available. in addition to the wind and centrifugal loads specified above. of 1m less one half the horizontal width of the top rail or top of the parapet.8.1 WIND PRESSURE EFFECT Basic Wind Pressures 2.3.1. to be reduced by taking dispersion and distribution of longitudinal forces. The effects of wind pressure to be considered are as follows: (a) Lateral effect on the top chords and wind bracing considered as a horizontal girder.00 (1) For loaded spans the net exposed area shall be computed as the sum of (i) and (ii). 2.2 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: Broad bridges Gauge 1. The members of the main girders should be designed for entire wind load on the top chord being transmitted through the portals.(i) 2.11.47 kN/m2 kg/m2) 0.25 (d) For spacing exceeding full depth and upto one and half times depth For spacing exceeding one and a half times depth and upto twice its depth or more (b) 0. the height of the moving load is to be taken as 2m throughout the length of the span.98 (100kg/m2) 0. except for plate girders for which the area of the leeward girders not covered by the moving load shall be multiplied by the factors shown under (a) above and added to the area of the windward girder above or below the moving load. In the case of foot-bridges.00 In the case of railway bridges.1 For Railway and Foot-bridges: The wind pressure shall be computed from the appropriate basic wind pressure given in clause 2. the area of the moving load shall be taken as from 600mm above rail level to the top of the highest stock for which the bridge is designed.11.3 Wind Pressure 2. The same effect on the lower chords.11.11. except for plate girders for which the area of the leeward girder shall be multiplied by the factors shown below and added to the area of the windward girder: 0. (2) 2.50 NOTE: 1. The vertical loads on the main girders due to the overturning effect of the wind on the span and on the live load.74 kN/m2 kg/m2) (150 kN/m2 (75 Metre and Narrow Gauge Bridges Foot-bridges (ii) NOTE: (1) One and half times that portion of the horizontal projected area of the span not covered by the moving load. Their sections.11.4 The wind pressure effect is considered as a horizontal force acting in such a direction that resultant stresses in the member under consideration are the maximum. Bending and direct stresses in the members transmitting the wind load from the top to the bottom chords or vice versa. shall not be less than that required to take the additional vertical load on the leeward girder derived from an overturning moment equal to the total wind load on I-13 .1 and the exposed area as given below: (a) For unloaded spans and trestles net exposed area shall be considered as one and half times the horizontal projected area of the span or the trestle. and The horizontal projected area of the moving load. however.3. When the spacing of the leeward girder does not exceed half its depth For spacing exceeding depth and upto full depth half (b) (c) 0. 3. 2.12.12.1 The following apply in seismic design: (a) definitions shall (k) assigned to each seismic zone to give the basic design acceleration as a fraction of the acceleration due to gravity. the basic horizontal seismic coefficient (∝0) in different zones shall be taken as given below:- (h) (i) I-14 . Normal mode: A system is said to be vibrating in a normal mode or principal mode when all its masses attain maximum values of displacements simultaneously and also they pass through equilibrium positions simultaneously.12.3 zones Seismic coefficient for different (f) (g) 2.the fixed structure and train multiplied by the height of the centre of pressure above the plane of the top lateral bracings in the case of deck type spans and of the bottom lateral bracings in the case of through type spans. Mode Shape Coefficient: When a system is vibrating in a normal mode.5. Importance Factor (I): A factor to modify the basic horizontal seismic coefficient depending on the importance of a structure. the amplitude of the masses at any particular instant of time expressed as a ratio of the amplitude of one of the masses is known as mode shape coefficient. system factor (β). Epicentre: The geographical point on the surface of earth vertically above the focus of the earthquake.12 FORCES AND EFFECTS DUE TO EARTHQUAKE 2. Critical Damping: The damping beyond which the motion will not be oscillatory. Damping: The effect of internal friction. imperfect.12. Soil-Foundation System Factor (β): A factor to modify the basic horizontal seismic coefficient depending upon the soil-foundation system. Centre of mass: The point through which the resultant of masses of a system acts. Response spectrum method need not be used for computation of seismic forces in railway bridges. 2. (j) 2. Basic Horizontal Coefficient (∝0): A Seismic coefficient (l) (b) (c) (d) (e) 2. Design Horizontal Seismic Coefficient (∝h): The horizontal seismic coefficient taken for design. in reducing the amplitude of vibration and is expressed as a percentage of critical damping.12. Both horizontal and vertical seismic forces have to be taken into account for design of bridge structures (both super-structure and substructure).12. slipping. Horizontal force in each of the two directions shall be considered separately with the vertical force as specified in 2. elasticity of material. The predominant direction of vibration is horizontal.1 For the purpose of determining the seismic forces the country is classified into five zones as shown in Fig. sliding etc.3.1.3. 2. It is expressed as a function of the basic horizontal seismic coefficient (∝0) together with the importance factor (I) and the soil foundation. Centre of Rigidity: The point through which the resultant of the restoring forces of a system acts.2 Seismic coefficient method shall be used for computing the seismic force.12.4. This corresponds to centre of gravity of the system.2 Ground motion due to earthquake can be resolved in any three mutually perpendicular directions.3 Unless otherwise stated. Focus: The originating source of the elastic waves which cause shaking of ground. 3) coefficient depending upon the importance of the structure (see clause 2.12.5 The bridge as a whole and every part of it shall be designed and constructed to resist stresses produced by seismic effects.3. 2.12.5 The design vertical seismic coefficient ∝v may be taken as half of the design horizontal seismic coefficient as indicated in 2.5∝0.12.Values of Basic Horizontal Coefficient in Different Zones Zone No.4 The Importance factor (I) shall be taken as 1.2 For design of super and substructures of bridges in different zones.12.5 for important bridges and 1. 2. seismic forces may be considered as below: Zones I to III − Seismic forces shall be considered in case of bridges of overall-length more than 60m or spans more than 15m.1 Slab. For structures situated between ground level and 30m depth below ground.2. For portions of foundations below 30m depth the basic horizontal seismic coefficient may be taken as 0.4. a factor for various cases given in Table at page 17 shall be used. In addition any other bridge not falling in the above category may also be classified as important for the purpose by the Chief Engineer depending on special considerations.4.05 0.4. − Seismic forces shall be considered for all spans.12.04 0. the basic horizontal seismic coefficient may be linearly interpolated between ∝0 and 0.6 Horizontal seismic force due to live load on the bridge shall be ignored when acting in the direction of traffic but when acting in the direction perpendicular to I-15 .08 0.4.12.4. 2. m.4. 2. The forces shall be assumed to come from any horizontal direction.4.1 The design seismic forces shall be computed taking into consideration the importance of the structure and its soilfoundation system.4).12. or more.4.12. A bridge may be classified as ‘Important’ if it has a linear waterway of 300m or total waterway of 1000 sq. and I= a Zone IV & V ∝0= Basic horizontal seismic coefficient (see clause 2.5.3 To take into account the soilfoundation system on which the structure is founded.12.12.5.5 ∝0.2 The design values of horizontal seismic coefficient (∝h) shall be computed by the following expression: ∝h=βI ∝0 Where β = a coefficient depending upon the soilfoundation system (see clause 2.3) 2. box and pipe culverts need not be designed for seismic forces. V IV III II I NOTE: (1) Seismic Basic horizontal seismic coefficient 0. 2.0 for all other bridges.12.12.02 0.01 2. (2) (3) 2. 2. Ground level shall mean the scoured bed level corresponding to mean annual flood.4 Design Seismic Coefficient 2. For horizontal acceleration the stresses shall be calculated as the effect of force applied horizontally at the centre of mass of the elements of the bridge into which it is conveniently divided for the purpose of design.12.12. 2 Derailment loads for HM Loading shall be considered for ballasted deck bridges as per Appendix XIV.3 The loads specified in 2.traffic.13 ERECTION EFFECTS FORCES AND 2. 2.2 Allowance shall be made in the design for stresses set up in any member during erection. this is to be considered for 50 per cent of the design live load without impact. (b) 2. 2. Modal Analysis is preferable.13.7 Seismic force to be resisted shall be computed as follows:F=Wm ∝h (or ∝v) Where F Wm = Seismic force to be resisted.12.8.12. = Weight of mass under consideration ignoring reduction due to buoyancy.8 Modal analysis shall be necessary for the following cases in Zones IV and V: (a) In the design of bridges of types such as cable stayed bridge. such stresses may be different from those which the member will be subjected to during actual working. vertical seismic coefficient.2 and 2. 2. 2. 2. 2.5.14 DERAILMENT LOADS ∝h or∝v = Design horizontal or vertical seismic coefficient as specified in 2.12.14.14.1 Derailment loads for BG shall be considered for ballasted deck bridges as per Appendix IX. reinforced concrete arch or steel arch bridge.13.1 In case of important bridges where there is a possibility of amplification of I-16 .14.2 shall be applied at the top surface of ballast and may be assumed to disperse at a slope of half horizontal to one vertical.1 The weight of all permanent and temporary material together with all other forces and effects which can operate on any part of the structure during erection shall be taken into account. 2.4. 2. horizontally curved girder bridge. and When the height of sub-structure from base of foundation to the top of the pier is more than 30m or when the bridge span is more than 120m.12.12.1 and 2.4.14.14. well graded gravels and sand gravel mixtures with or without clay binder.5 1.15 LOAD DUE TO PLASSER’S QUICK RELAY SYSTEM (PQRS) 2.1 and 2.5 2. RULES FOR ASSESSING THE STRENGTH OF EXISTING RAILWAY BRIDGES 3.TABLE Value of β for different soil-foundation systems (Clause 2.4.4. and clayey sands poorly graded or sand clay mixtures (GP. 3.15.1. to remove marshalling restrictions.4. as specified in Clause 2. 3.3.0 1.2 1.2 1. shall be as per clause 2.0 7 1.0 1.4.0 1.3 Where no rail joint occurs on a span and within 10m on its approaches. 3.0 Piles not covered under Col.15. Type II Medium soils – All soils with N between 10 and 30 and poorly graded sands or gravelly sands with little or no fines (SP) with N>15 Type III Soft soils – all soils other than SP with N<10 2 1.1 Load due to working of Plasser’s Quick Relay System for BG shall be considered for reduced Coefficient of Dynamic Augment for maximum speed of 20 kmph as per Appendix X for the most unfavourable position.2 Value of β for different soils Raft foundation Combined or isolated RCC footings with the beams 5 1. SP. or to run any different type of stock involving increased loading on an existing bridge over that already sanctioned.3) Type of soil mainly constituting the foundation Piles passing through any soil but resting on soil Type-I 1 Type I Rock or hard soils. GW.2 1.4.2 to 3. 2.0 1.15.0 1.2.1 The preceding rules shall apply to the investigation of the strength of existing bridges except in so far as they are modified in clauses 3.2 When it is proposed to increase sanctioned speeds.0 1. the Coefficient of Dynamic Augment (CDA) as calculated in para 2.2 1.2 may be diminished by an amount equal to I-17 .12. SW & SC) having N above 30. where N is the Standard Penetration value.0 Isolated Well RCC foundation footings s without Tie beams or unreinforced strip foundations 6 1. The Engineer shall certify that such usage will not involve danger to the travelling public. The load due to auxiliary track shall be considered separately.0 3 - 4 1.2 The dispersion of load.0 1. the Engineer shall be responsible for obtaining fresh sanction from the Commissioner of Railway Safety. 4. For loaded length L.4. less than 30m – 20% increasing uniformly to 30% for L = 0.2 The Coefficient of Dynamic Augment shall in no case be taken as less than 0. 3. braking force shall be as specified for them distributed equally amongst the braked axles covering the loaded length. together with 10% of the weight of the braked trailing axles covering the loaded length.3 where applicable may be multiplied by the factor (Vr/V) where Vr is the permissible speed and V is(i) 125 km/h for trains hauled by diesel and electrical locomotives and 80 km/h for steam locomotives on BG. 3. It must also be certified by the responsible authority that the condition of the bridge and of the permanent way warrants this relaxation of Coefficient of Dynamic Augment which has the effect of increasing the working stresses.2 Critical speed in the case of steam locomotives and for open web girders only may be calculated by any of the following methods: (i) by running trains at varying speeds across the bridge and determining the speed giving the maximum deflection I-18 . 3.3. 4. equal to or exceeding 30 m – 20%. subject to a maximum reduction of 20% of the calculated value of CDA for spans of 7.3. if fitted with vacuum brakes.1 and 2.1 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.5m and less. For trains hauled by diesel or AC or DC locomotives. the transportation branch is to be held responsible that the restriction is rigidly observed. the maximum tractive force shall be as specified for the locomotive distributed equally amongst the driving axles. The braking force for such locomotives shall be as specified for them distributed equally amongst the braked axles. where the Coefficient of Dynamic Augment is reduced on the basis of a maximum speed. subject to a maximum of 13. 3.1.75/(span in m).4 For the purpose of calculating the longitudinal forces and its dispersion and distribution in case of existing bridges. the axle load of the coupled wheels on actual engines under consideration and the maximum braking force to be 20% of the actual braked engine axle loads plus 10% of the other braked axle loads.0. and further that the maximum permissible speed will.3 In cases. (ii) 100 km/h for trains hauled by diesel and electric locomotives and 60 km/h for steam locomotives on MG. 4.4% of the weight of the braked axles.2 (diminished) according to clauses 3. For trailing axles fitted with air brakes. clause 2.1 Provided they are certified by the Engineer as being in sound condition and of satisfactory design. For trains hauled by steam locomotives. L. CRITICAL SPEED NOTE: (1) Bridges found fit for 125 km/h on BG may be cleared for speeds upto 160 km/h for passenger services with stock specially cleared to run at such speeds. 3.8 shall apply generally.3.4.1 The amount of longitudinal load so calculated be reduced where no rail expansion joint exists by an allowance for dispersion in tonnes per track equal to the following percentage of the weight of the rails in kN per metre: (a) (b) For loaded length. contributing to vertical response of the bridge. in no circumstances be exceeded. the maximum tractive force may be assumed to be 25% of 4. the Coefficient of Dynamic Augment shall be adopted as below: (a) CDA laid down in clauses 2. and by the following approximate formula : Where V C = = Where V L V = 266 L critical speed km/h and effective length of span in m. I-19 .(ii) by ascertaining the maximum static deflection under live load and applying the following formula: V = 2C W +P ) d( P critical speed in km/h circumference of driving wheels in m. and d = maximum static deflection in m caused by the live load. W = P = = = 4.2 should be avoided. at the position giving (iii) maximum Bending Moment.3 Speed restrictions for open web girders for steam traction in the range of critical speed ± 10 km/h as determined in clause 4. dead load of the span in kN (t) per m equivalent live load in kN (t) per m run of the train on the span. I-20 . I-21 . I-22 . 0 50.1 79.5 4.0 52. EUDL for Shear Force (SF) is that uniformly distributed load which produces SF at the end of the span equal to the maximum SF developed under the standard loads at that section.702 .5 3.9 113.0 102.5 95.5 7. For spans above 10m.9 106.1 When loaded length lies between the values given in the table. For Shear Force.0 2.0 7.4 108.0 5.4.3 85.6 60.5 9.790 .7 100.721 . L is the loaded length in metres to give the maximum Shear Force in the member under consideration.000 1.5 2.5 5. equal to twice the distance over centres of cross girders. For Bending Moment.0 50.000 1.0 1.5 72.0 52.0 50.000 1.9 100.683 (2) (3) L (m) 1 1. the EUDL for Bending Moment and Shear Force can be interpolated.5 89.0 1.9 96.1 Total load for Shear Force kN 4 490 490 519 598 662 707 778 838 888 941 985 1024 1068 1111 1154 1210 1265 t 5 I-23 . NOTE: (1) Cross girders – The live load on a cross girder will be equal to half the total load for bending in a length L.0 50.0 6. and Coefficient of Dynamic Augment (CDA).APPENDIX II MODIFIED BG LOADING-1987 BROAD GAUGE-1676 mm Equivalent Uniformly Distributed Loads (EUDL) in kilo Newtons (tonnes) on each track.6 81. is that uniformly distributed load which produces the BM at one-sixth of the span equal to the BM developed at that section under the standard loads.0 50.0 67. is that uniformly distributed load which produces the BM at the centre of the span equal to the absolute maximum BM developed under the standard loads. for spans upto 10m.992 .9 61. the EUDL for BM.5 8.846 .0 4.0 3.0 75.000 .5 90.912 .000 1.8 69.765 .0 Total load for Bending Moment kN t 2 490 490 490 490 490 516 596 677 741 794 838 876 911 948 981 1010 1040 3 50.817 .3 92. L for Coefficient of Dynamic Augment (CDA) shall be as laid down in clause 2.5 6.950 .0 85.15+8/(6+L) 6 50.3 117.877 .743 .0 8.7 123. L is equal to the effective span in metres.4 129. The Equivalent Uniformly Distributed Load (EUDL) for Bending Moment (BM).4 104. CDA= 0. 332 .0 20.238 I-24 .324 .0 40.0 65.255 .531 .0 170.7 474.350 .0 2 1070 1101 1282 1377 1475 1558 1631 1695 1751 1820 1886 1964 2039 2123 2203 2280 2356 2431 2506 2580 2654 2727 2874 3034 3191 3345 3498 3649 3798 3947 4094 4253 4658 5051 5436 5831 6220 6603 6986 3 109.5 263.2 162.7 322.0 17.550 .263 .571 .0 34.8 178.340 .4 200.0 22.3 207.5 224.621 .426 .304 .1 280.0 14.0 28.0 80.400 .3 341.0 309.0 29.7 372.379 .249 .1 387.8 238.4 417.3 712.1 140.0 596.0 30.4 4 1315 1377 1492 1589 1670 1740 1801 1853 1926 1999 2080 2168 2254 2337 2420 2503 2586 2668 2751 2833 2915 2997 3161 3325 3489 3652 3815 3978 4141 4304 4467 4630 5036 5442 5848 6254 6660 7065 7470 5 134.8 372.1 355.0 44.8 255.5 185.650 .4 433.0 27.7 679.5 10.0 13.9 216.1 221.4 339.3 325.385 .0 55.436 .1 229.293 .4 637.2 263.1 554.271 .1 356.446 .3 673.9 212.298 .4 183.0 32.0 15.666 .1 513.514 .1 270.243 .0 36.0 70.3 402.4 150.5 472.3 130.4 152.0 46.4 389.0 23.0 12.9 297.6 189.6 555.0 48.4 158.4 203.9 515.0 50.3 172.0 26.1 293.APPENDIX II (Contd…) 1 9.0 21.408 .0 25.0 75.1 405.3 246.6 278.470 .4 761.0 16.9 255.0 85.8 6 .361 .0 18.9 455.1 112.372 .7 272.317 .0 19.0 38.3 305.498 .0 196.392 .483 .0 11.7 422.2 247.3 177.594 .0 60.3 594.417 .9 166.310 .5 240.1 720.3 438.5 288.7 140.458 .281 .6 192.7 232.6 634.0 24.0 42. 4 885.4 1042.0 2 7391 7796 8201 8606 9011 9415 9820 10225 10630 3 753.225 .0 100.229 .6 1050.222 .2 1133.7 795.2 877.1 1001.219 .9 4 7876 8281 8686 9091 9496 9901 10306 10711 11115 5 803.216 .233 .0 110.5 6 .0 105.0 115.” I-25 .9 1092.211 .0 125.0m for which Appendix II(a) is to be referred.0 120.209 “EUDL for BM and Shear Force given in this Appendix are not applicable for ballasted deck for spans upto and including 8.0 968.7 1083.3 1009.0 130.1 844.7 918.0 836.APPENDIX II (Contd…) 1 90.213 .8 960.0 95.7 927. 5 1. Equivalent Uniformly Distributed Load (EUDL) for Bending Moment in KiloNewton/(tonnes) for cushions of various depths and spans upto and including 8m.0 7.8 77.0 8.7 78.5 4.9 43.2 47.8 71.2 83. EUDL for Bending Moment Cushion (mm) L 200 Metres 0.5 90.9 97.3 57.8 91.6 57.5 97.4 49.0 5.5 3.5 43.5 6.1 44.0 1.1 90.6 82.4 45.2 40.0 58.4 41.1 kN 188 330 384 410 427 437 476 564 645 713 768 815 887 959 400 t 19.APPENDIX II(a) MODIFIED BG LOADING-1987 BROAD GAUGE 1676mm 1.0 2.2 78.8 39.2 66.6 79.5 45.8 72.4 kN 222 355 400 423 437 445 483 566 650 717 772 818 891 962 300 t 22.2 98.0 4.7 66. The figures given below do not include dynamic effects.6 48.5 65.1 57.7 39.5 5.5 44.0 kN 268 379 416 435 446 454 490 571 655 722 776 822 894 965 t 27.4 38.5 2.8 43.7 42.7 28.4 83.0 3.5 44.5 46.2 50.8 kN 144 281 351 386 407 423 462 559 635 704 760 807 881 953 600 t 14.2 41. For Bending Moment L is equal to the effective span in metres.2 33.8 83.3 73.3 89.8 98. the EUDL shall be arrived at by linear interpolation. NOTE: (1) (2) For intermediate values of L and cushions.8 73.6 36.7 35.2 I-26 .0 65. 0 1.0 65.9 58.3 70.1 42.7 87.2 83.5 60.7 79.6 72.5 45.6 I-27 .0 5.7 78.8 94.8 98.8 45.0 kN 268 379 416 443 516 588 644 703 772 827 880 929 1007 1097 t 27.0 7.5 101. The figures given below do not include dynamic effects.5 1.7 71.5 6.0 65.. Equivalent Uniformly Distributed Load (EUDL) for Shear Force in Kilo-Newton/tonnes for cushions of various depths and spans upto and including 8m.0 4.4 107.5 3.6 36.7 42.0 84.0 92.4 89.0 3.7 111.0 109.5 4.3 89.APPENDIX II(a) (Contd.7 62.5 2.8 39. the EUDL shall be arrived at by linear interpolation.4 93.7 kN 144 281 351 390 447 524 588 643 713 774 827 880 965 1055 600 t 14.2 33.1 77.3 38.8 kN 222 355 400 429 499 572 630 688 757 814 867 917 996 1086 300 t 22.2 40.0 8.7 60..) 2.8 kN 188 330 384 416 482 555 616 673 743 801 853 905 986 1076 Cushion (mm) 400 t 19.7 28.9 68.5 5.7 81.7 39. For Shear Force.6 53.7 35. NOTE: (1) (2) For intermediate values of L and cushions.7 84.3 101.8 102.3 64.1 56.2 52. EUDL for Shear Force L 200 Metres 0.8 43.6 110.0 2.6 75.4 49. L is the loaded length in metres to give the maximum Shear Force in the member.0 88.8 50. I-28 . I-29 . I-30 . 992 .9 746. for spans upto 10m.5 28.5 7.7 45.8 54.5 611.1 218.790 .000 1.000 .6 467.000 1.8 55.7 713.8 501.1 Total Load for Bending Moment ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 258.2 59. is that uniformly distributed load which produces the BM at one-sixth of the span equal to the BM developed at that section under the standard loads.9 26.8 32.5 4.2 49.8 32.4 258.3 581.6 48.6 41.9 43.817 .6 450. (3) When loaded length lies between the values given in the table.15+ 8/(6+L) 10 1.9 CDA= 0.8 32.0 6.7 47.3 38.3 617.6 43.9 313. equal to twice the distance over centres of cross girders. L (m) 1 1.APPENDIX IV METRE GAUGE – 1000 mm EQUIVALENT UNIFORMLY DISTRIBUTED LOADS (EUDL) IN KILO NEWTONS (TONNES) ON EACH TRACK.6 60. For Shear Force.2 531.9 16.3 65.743 . For spans above 10m.0 1.0 50.1.0 313.1 541.0 313.0 331.5 6.5 611.9 381.0 7.5 401.2 539.0 325.8 498. the EUDL for BM.4 38.9 21.7 47. (2) L for Coefficient of Dynamic Augment (CDA) shall be as laid down in Clause 2.912 .9 31. EUDL for Shear Force (SF) is that uniformly distributed load which produces SF at the end of the span equal to the maximum SF developed under the standard loads at that section.000 1.7 50.2 378.0 72.3 35.2 57.8 31.765 .3 38.0 C Loading of 1929 kN t 8 9 158.7 378.0 283. is that uniformly distributed load which produces the BM at the centre of the span equal to the absolute maximum BM developed under the standard loads.7 22.0 2.3 62.8 36.4 581.846 .8 32.1 437.1 20.4.0 4.9 48.6 17.2 170.5 564.702 I-31 .4 26.9 746.5 357.5 5. L is equal to the effective span in metres.0 28.9 21.000 1.0 252.The live load on a cross girder will be equal to half the total load for bending in a length L. L is the loaded length in metres to give the maximum Shear Force in the member under consideration.6 33.0 5.5 63.5 8.3 62.0 59.0 644.0 72.6 467.0 8.9 16.6 43.3 676. AND COEFFICIENT OF DYNAMIC AUGMENT (CDA) For Bending Moment.2 158.7 489.7 713.8 76. NOTE: (1) Cross girders .5 38.4 209.7 498.9 21.0 644.0 3.3 676.5 3.1 44.4 470.877 .0 313. the EUDL for Bending Moment and Shear Force shall be interpolated.2 224.8 32.5 2.950 .1 428.4 209.1 472.4 276.0 25.5 403.4 258.5 428.9 347.0 33.5 MMG Loading1988 kN t 2 3 313.9 26.9 26. The Equivalent Uniformly Distributed Load (EUDL) for Bending Moment (BM).3 65.2 378.9 40.5 428.7 69.4 304.8 76.4 209.9 593.4 197.721 .3 255.7 69.1 55.7 51.6 22.1 306. 0 1076.6 134.5 1230.8 2383.1 1368.0 42.7 84.7 1020.0 38.9 1482.2 139.1 98.9 178.0 C Loading of 1929 kN t 8 9 506.4 92.3 1869.5 296.9 1912.15+ 8/(6+L) 10 .6 83.6 243.3 169.0 901.8 104.4 211.4 884.9 640.0 14.6 90.6 587.5 154.3 125.8 1426.4 59.310 .0 251.0 306.0 12.9 1625.2 953.0 274.0 30.5 1830.7 78.385 .5 154.5 2221.3 1261.5 80.7 78.0 1466.8 1666.7 2000.8 74.2 961.2 2343.571 .7 203.6 1581.6 1380.5 239.6 1808.0 86.0 1111.650 .4 138.2 81.0 46.683 .6 152.9 204.9 69.0 2471.8 862.392 .9 149.9 2799.550 .9 171.0 103.514 .2 1015.0 1990.6 134.7 1636.8 2902.4 190.7 84.332 .361 .0 51.5 264.8 160.5 285.0 19.1 2154.0 17.6 1202.3 1869.621 .8 2466.1 1368.6 165.8 116.531 .436 .0 1357.446 .8 3000.2 233.5 144.6 827.0 40.1 1749.8 1137.0 261.4 136.0 34.5 109.372 .7 2290.4 2589.0 16.408 .1 1202.6 128.6 526.470 .4 683.0 22.4 1189.4 827.4 2589.4 190.5 144.4 65.5 2221.2 103.9 1743.9 1743.5 978.0 15.5 226.0 2691.340 .0 44.0 26.5 780.5 1288.5 296.0 214.7 192.8 1781.6 820.0 1421.4 112.417 .4 140.8 121.6 1808.1 1015.6 219.6 1202.9 636.9 1625.0 1466.8 2902.9 1676.594 .8 160.6 661.0 274.0 67.2 103.1 1929.0 177.304 .6 196.3 2561.0 28.8 97.8 171.0 13.9 2799.2 139.1 1518.7 884.0 203.8 97.6 128.3 903.0 122.5 733.0 214.9 95.0 27.1 1316.0 9.8 2466.0 306.9 953.6 1337.350 .2 1398.8 184.5 684.0 161.8 1537.1 1316.6 196.0 11.5 130.458 .2 1015.6 165.5 226.298 I-32 L (m) 1 9.0 784.9 1891.3 800.8 184.1 1929.2 940.0 1990.1 1574.483 .7 1685.7 87.9 800.1 108.7 2103.5 2198.379 .5 113.2 2343.7 .0 21.5 10.7 2103.324 .9 181.2 122.0 1105.0 252.0 25.1 1159.8 145.2 CDA= 0.3 118.0 32.4 142.7 2075.3 1243.426 .0 166.666 .9 149.9 99.5 847.3 1261.5 151.0 1421.8 3000.0 48.0 1064.2 724.8 171.400 .5 69.0 214.0 1076.0 2691.7 1275.0 36.1 134.0 24.5 64.0 251.1 1518.5 109.2 81.8 131.6 2102.5 285.APPENDIX IV (contd…) Total Load for Bending Moment ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 773.7 1588.9 91.6 53.0 177.7 73.4 224.1 1574.7 545.8 79.6 90.4 1490.7 203.5 239.317 .9 1063.2 156.7 195.0 29.3 1994.0 122.2 1145.2 55.8 1318.8 162.8 1137.498 .0 20.4 186.9 1676.6 126.8 116.7 116.0 23.0 18.5 264.0 MMG Loading1988 kN t 2 3 773.5 108. APPENDIX IV (contd…) L (m) 1 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 90.0 95.0 100.0 105.0 110.0 115.0 120.0 125.0 130.0 MMG Loading1988 kN t 2 3 3098.9 316.0 3334.3 340.0 3624.7 3901.2 4177.8 4452.4 4727.0 5000.6 5274.2 5547.8 5820.5 6092.1 6364.7 6636.4 6908.1 7179.7 7451.4 369.6 397.8 426.0 454.0 482.0 509.9 537.8 565.7 593.5 621.2 649.0 676.7 704.4 732.1 759.8 Total Load for Bending Moment ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 3098.9 316.0 2650.7 270.3 3334.3 340.0 2864.5 292.1 3559.8 3775.6 3971.7 4182.5 4393.4 4594.4 4786.6 4981.8 5177.9 5374.0 5565.3 5756.5 5952.6 6148.8 6335.1 363.0 385.0 405.0 426.5 448.0 468.5 488.1 508.0 528.0 548.0 567.5 587.0 607.0 627.0 646.0 3068.5 3267.6 3472.5 3664.7 3854.0 4059.0 4252.2 4440.5 4637.6 4828.9 5017.1 5202.4 5384.3 5571.2 5779.1 312.9 333.2 354.1 373.7 393.0 413.9 433.6 452.8 472.9 491.9 511.6 530.5 549.1 568.1 589.3 C Loading of 1929 kN t 8 9 2232.0 227.6 2421.3 246.9 2615.4 2811.6 3009.7 3205.8 3397.0 3587.3 3780.5 3968.8 4150.2 4341.4 4524.8 4707.2 4908.2 5079.8 5284.8 266.7 286.7 306.9 326.9 346.4 365.8 385.5 404.7 423.2 442.7 461.4 480.0 500.5 518.0 538.9 CDA= 0.15+ 8/(6+L) 10 .293 .281 .271 .263 .255 .249 .243 .238 .233 .229 .225 .222 .219 .216 .213 .211 .209 I-33 APPENDIX IV (contd…) Total Load for Shear Force ML Standard of BL Standard of 1929 1929 kN t kN t 4 5 6 7 258.9 26.4 209.9 21.4 285.4 29.1 231.4 23.6 343.2 35.0 278.5 28.4 378.5 38.6 306.9 31.3 428.6 43.7 347.2 35.4 478.6 514.8 567.8 614.9 653.1 685.5 716.9 755.1 790.4 818.9 845.3 870.8 904.2 933.6 1000.3 1061.1 1123.8 1182.7 1252.3 1312.1 1370.0 1425.9 1479.8 1531.8 1582.8 1637.7 1700.5 48.8 52.5 57.9 62.7 66.6 69.9 73.1 77.0 80.6 83.5 86.2 88.8 92.2 95.2 102.0 108.2 114.6 120.6 127.7 133.8 139.7 145.4 150.9 156.2 161.4 167.0 173.4 386.4 417.8 460.9 498.2 529.6 555.1 589.4 620.8 647.2 670.8 692.3 715.9 741.4 764.9 821.8 878.7 936.5 998.3 1052.3 1103.2 1153.3 1202.3 1250.3 1297.4 1341.5 1387.6 1443.5 39.4 42.6 47.0 50.8 54.0 56.6 60.1 63.3 66.0 68.4 70.6 73.0 75.6 78.0 83.8 89.6 95.5 101.8 107.3 112.5 117.6 122.6 127.5 132.3 136.3 141.5 147.2 L (m) 1 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0 MMG Loading1988 kN t 2 3 313.8 32.0 313.8 32.0 364.8 37.2 416.8 42.5 452.1 46.1 478.6 535.5 580.6 615.9 653.1 685.5 716.9 755.1 790.4 818.9 845.4 870.9 904.2 933.6 1000.3 1061.1 1123.9 1182.7 1252.4 1312.2 1370.0 1425.9 1479.8 1531.8 1582.8 1642.7 1703.5 48.8 54.6 59.2 62.8 66.6 69.9 73.1 77.0 80.6 83.5 86.2 88.8 92.2 95.2 102.0 108.2 114.6 120.6 127.7 133.8 139.7 145.4 150.9 156.2 161.4 167.5 173.7 C Loading of 1929 kN t 8 9 158.9 16.2 188.3 19.2 233.4 23.8 250.1 25.5 283.4 28.9 310.9 343.2 375.6 401.1 422.7 445.2 472.7 493.3 512.9 530.5 549.2 570.7 590.4 611.9 658.0 708.0 758.1 805.1 850.2 893.4 936.5 979.7 1020.9 1063.0 1104.2 1148.4 1193.5 31.7 35.0 38.3 40.9 43.1 45.4 48.2 50.3 52.3 54.1 56.0 58.2 60.2 62.4 67.1 72.2 77.3 82.1 86.7 91.1 95.5 99.9 104.1 108.4 112.6 117.1 121.7 CDA= 0.15+ 8/(6+L) 10 1.000 1.000 1.000 1.000 1.000 .992 .950 .912 .877 .846 .817 .790 .765 .743 .721 .702 .683 .666 .650 .621 .594 .571 .550 .531 .514 .498 .483 .470 .458 .446 .436 .426 I-34 APPENDIX IV (contd…) 1 24.0 25.0 26.0 27.0 28.0 29.0 30.0 32.0 34.0 36.0 38.0 40.0 42.0 44.0 46.0 48.0 50.0 55.0 60.0 65.0 70.0 75.0 80.0 85.0 90.0 95.0 100.0 105.0 110.0 115.0 120.0 125.0 130.0 2 1767.2 1832.9 1896.6 1960.3 2020.2 2081.0 2143.7 2267.3 2394.8 2518.3 2635.0 2747.8 2857.7 2964.6 3069.5 3172.5 3269.5 3538.4 3817.9 4095.4 4372.0 4647.5 4922.1 5196.7 5470.3 5744.0 6016.6 6289.2 6561.9 6834.5 7106.2 7377.8 7649.5 3 180.2 186.9 193.4 199.9 206.0 212.2 218.6 231.2 244.2 256.8 268.7 280.2 291.4 302.3 313.0 323.5 333.4 360.8 389.3 417.6 445.8 473.9 501.9 529.9 557.8 585.7 613.5 641.3 669.1 696.9 724.6 752.3 780.0 4 1767.2 1832.9 1896.6 1960.3 2020.2 2081.0 2143.7 2267.3 2394.8 2518.3 2635.0 2747.8 2857.7 2964.6 3069.5 3172.5 3269.5 3509.8 3744.2 3968.8 4191.4 4414.0 4624.8 4831.7 5042.6 5328.0 5444.7 5653.5 5858.5 6057.6 6257.6 6455.7 6656.8 5 180.2 186.9 193.4 199.9 206.0 212.2 218.6 231.2 244.2 256.8 268.7 280.2 291.4 302.3 313.0 323.5 333.4 357.9 381.8 404.7 427.4 450.1 471.6 492.7 514.2 543.3 555.2 576.5 597.4 617.7 638.1 658.3 678.8 6 1498.5 1555.3 1608.3 1657.3 1710.3 1763.2 1817.2 1929.9 2035.9 2138.8 2239.8 2337.9 2433.0 2527.2 2619.4 2710.6 2830.2 3020.4 3235.2 3446.1 3654.9 3859.9 4062.9 4265.9 4466.9 4666.0 4865.1 5062.2 5259.3 5455.4 5651.6 5846.7 6041.9 7 152.8 158.6 164.0 169.0 174.4 179.8 185.3 196.8 207.6 218.1 228.4 238.4 248.1 257.7 267.1 276.4 288.6 308.0 329.9 351.4 372.7 393.6 414.3 435.0 455.5 475.8 496.1 516.2 536.3 556.3 576.3 596.2 616.1 8 1240.5 1283.7 1325.9 1369.0 1410.2 1461.2 1503.4 1599.5 1687.7 1775.0 1861.3 1946.6 2030.0 2114.3 2196.7 2279.1 2360.5 2562.5 2761.6 2961.6 3157.7 3355.8 3549.0 3742.2 3940.3 4132.5 4328.7 4532.6 4713.1 4905.3 5099.5 5291.7 5481.9 9 126.5 130.9 135.2 139.6 143.8 149.0 153.3 163.1 172.1 181.0 189.8 198.5 207.0 215.6 224.0 232.4 240.7 261.3 281.6 302.0 322.0 342.2 361.9 381.6 401.8 421.4 441.4 462.2 480.6 500.2 520.0 539.6 559.0 10 .417 .408 .400 .392 .385 .379 .372 .361 .350 .340 .332 .324 .317 .310 .304 .298 .293 .281 .271 .263 .255 .249 .243 .238 .233 .229 .225 .222 .219 .216 .213 .211 .209 EUDL for BM and Shear Force given in this Appendix are not applicable for ballasted deck for spans upto and including 8.0m for which Appendices IV (a), IV (b), IV (c) and IV (d), as the case may be, are to be referred. I-35 APPENDIX IV(a) MMG LOADING-1988 METRE GAUGE – 1000 mm Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depth and spans upto and including 8m For Bending Moment, L is equal to the effective span in metres. For Shear Force, L is the loaded length in metres to give the maximum Shear Force in the member. NOTE: (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation. The figures given below do not include dynamic effect. (2) L (m) EUDL for Bending Moment cushion (mm) 200 kN t 19.2 25.6 27.8 28.8 29.5 32.7 37.7 42.4 46.5 49.9 58.3 64.3 71.4 kN 156 235 262 275 283 316 369 412 453 486 569 629 699 300 t 16.0 24.0 26.7 28.0 28.8 32.2 37.6 42.1 46.2 49.6 58.1 64.1 71.3 kN 98 188 230 251 264 305 358 403 444 477 563 623 694 600 t 10.0 19.2 23.5 25.6 26.9 31.1 36.6 41.1 45.3 48.6 57.4 63.5 70.8 kN 188 251 277 308 367 411 446 488 538 579 651 720 788 200 EUDL for Shear Force cushion (mm) 300 t 19.2 25.6 28.2 31.4 37.4 41.9 45.6 49.8 54.9 59.0 66.4 73.5 80.4 kN 156 235 265 298 355 400 436 476 528 569 642 711 780 t 16.0 24.0 27.1 30.3 36.2 40.8 44.5 48.6 53.8 58.1 65.5 72.6 79.6 kN 98 188 233 267 317 369 408 441 496 541 616 684 756 600 t 10.0 19.2 23.7 27.3 32.3 37.6 41.6 45.0 50.6 55.2 62.8 69.8 77.2 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 6.0 7.0 8.0 188 251 272 283 289 321 370 416 456 489 572 630 700 I-36 5 5.3 39.0 1.5 41.0 207 224 232 263 320 370 415 455 481 571 630 700 I-37 .1 45.2 64.1 1.6 42.7 44.1929 METRE GAUGE – 1000 mm Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depth and spans upto and including 8m For Bending Moment.2 71.3 38.2 62.8 32.2 57.5 4.0 8.7 42. L is the loaded length in metres to give the maximum Shear Force in the member.5 2. L is equal to the effective span in metres.4 80.6 37.1 36.4 72.1 22.8 20.2 kN 155 189 207 257 305 358 403 444 471 563 623 693 600 t 15. NOTE: (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation.5 70.0 46.2 30.APPENDIX IV(b) MGML LOADING .7 77.0 57.4 kN 194 216 227 262 316 369 412 452 479 569 629 698 300 t 19. (2) L (m) EUDL for Bending Moment cushion (mm) 200 kN t 21.7 kN 207 238 293 336 384 433 479 523 573 650 720 787 200 EUDL for Shear Force cushion (mm) 300 t 21.2 48.2 37.3 21.0 2.8 69.1 48.3 kN 194 228 281 327 374 423 469 512 563 641 711 780 t 19.3 48.4 63.4 65.1 25.7 49.7 32.1 24. For Shear Force.8 19.0 58.8 23.4 66.1 26.3 46.8 58.7 26.3 73.0 64.2 28.1 34.3 58.1 26.8 23.0 3.7 33.8 39.1 47.8 52.8 53.0 4.0 23.0 7.2 44.5 79.5 kN 155 197 247 295 341 339 438 483 532 616 684 756 600 t 15. The figures given below do not include dynamic effect.9 34.3 29.3 54.8 22.1 43.5 3.2 31.0 6.1 71.4 49. L is the loaded length in metres to give the maximum Shear Force in the member.8 15.3 63.9 43. NOTE : (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation.1 30.4 kN 167 193 237 274 312 351 388 418 465 527 591 645 200 EUDL for Shear Force cushion (mm) 300 t 17.0 17.9 50.7 42.3 46.9 34.5 3.0 30.4 39.8 18.5 19.0 168 181 188 213 260 299 336 369 389 463 527 587 I-38 .0 59.8 39.8 23.0 4.6 47.2 kN 126 160 200 239 277 315 355 391 431 499 562 620 600 t 12.7 21.0 7.9 46.4 36.0 3.2 1.7 47.2 21.3 25. The figures given below do not include dynamic effects. (2) L (m) EUDL for Bending Moment cushion (mm) 200 kN t 17.0 8.6 39.0 1.9 57.2 29.9 38.0 53.5 53.1 18.8 kN 126 154 168 209 247 293 328 360 381 456 521 583 600 t 12.3 34.7 26.8 35.3 20.6 42.6 26.APPENDIX IV(c) MGBL LOADING .7 59.5 30.2 39.0 19.5 47.4 24.6 59.7 24.2 27.1 37.3 37.5 53.9 31.7 38.5 34.7 17. L is equal to the effective span in metres.8 16.5 5.2 53.1 21.3 65.7 60.4 53.6 65.5 2.1 59.0 2.1929 METRE GAUGE – 1000 mm Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depths and spans upto and including 8m For Bending Moment.0 6.2 32. For Shear Force.9 33.4 28.9 kN 157 175 183 212 256 297 334 367 387 461 526 586 300 t 16.5 4.0 18.3 27.1 36.8 kN 157 184 228 265 303 342 380 415 456 520 584 639 t 16. 7 28.5 3.7 18.4 47.9 34.1 I-39 .2 16.0 43.1929 METRE GAUGE – 1000 mm Equivalent Uniformly Distributed Load (EUDL) In Kilo Newtons (tonnes) for Bending Moment and Shear Force for cushions of various depth and spans upto and including 8m For Bending Moment.3 20.1 kN 127 157 201 225 251 283 310 343 373 422 472 511 200 EUDL for Shear Force cushion (mm) 300 t 12.5 16.1 15.5 5.9 14.9 16.0 30.6 32.9 31.3 42.6 37. The figures given below do not include dynamic effects.6 kN 95 132 170 199 219 256 282 316 347 398 449 491 600 t 9.3 37.1 33.8 28.5 2.2 24.9 47.7 13.0 2.0 38.9 25.0 7.4 kN 95 117 139 164 182 261 267 290 320 371 416 462 600 t 9.4 40.2 30.1 kN 119 155 193 218 243 277 303 336 366 416 466 506 t 12.7 11.3 27.3 42.5 4.5 15.6 35.3 30.5 22. (2) L (m) 200 kN 1.8 50.3 33.2 35.4 47.0 20.9 14.6 26.1 13.0 3.8 19.3 22.6 28.7 27.2 29. NOTE: (1) For intermediate values of L and cushions the EUDL shall be arrived at by linear interpolation.8 42.0 127 137 155 166 193 272 275 297 326 376 421 466 EUDL for Bending Moment cushion (mm) 300 t 12. For Shear Force. L is equal to the effective span in metres.0 6.0 1. L is the loaded length in metres to give the maximum Shear Force in the member.9 19.8 16.0 8.6 45.5 51.7 47.5 17.4 27.1 28.0 48.7 22.1 52.3 26.8 19.1 38.0 15.2 42.APPENDIX IV(d) MG ‘C’ CLASS LOADING .6 27.0 4.8 32.5 kN 119 132 152 165 189 269 268 295 325 375 419 465 t 12.2 38. I-40 . I-41 . I-42 . I-43 . I-44 . 5 58.934 .2 456.6 642.0 7.0 26.8 289.3 416.5 51.0 47.5 46.929 .8 627.5 56.5 6.989 .958 .4 505.963 .884 .2 372.5 4.901 .5 43.3 189.0 62.5 50.0 5.0 55.0 2.4 372.0 24.5 69.7 235.3 215.5 30.9 539.5 31.0 524.3 304.6 119.6 750.924 .3 24.0 46.5 63.0 470.8 485.0 676.4 250.3 509.0 9.6 608.0 29.3 681.3 456.0 22.8 436.0 6.0 1.8 205.938 .906 .7 549.5 38.0 t 3 Total Load for Bending Moment A B Class loading Class loading kN 19.5 48.4 t 7 12.5 2.9 544.1 343.0 11. L is the loaded length in metres to give the maximum Shear Force in the member under consideration.0 4 159.5 28.0 38.0 69.1.0 40. equal to twice the distance over centres of cross girders.5 45.7 485.953 .5 67.7 392.5 48. For Shear Force. L is equal to the effective span in metres.0 49. (2) L for Coefficient of Dynamic Augment (CDA) shall be as laid down in Clause 2.5 9. (3) L (m) 1 1.0 38.0 456.5 35.0 3.3 16.4 509.5 299.0 42.0 59..8 470.5 27.0 13.7 t 5 16.0 H Class loading kN 2 189.5 7.5 8.0 64.876 I-45 .7 397.893 .4 603.4.0 CDA= 91.0 48. When loaded length lies between the values given in the table.6 156.0 60.5 5.5 91.0 4.5 34.8 588.0 338.0 12.5 47.3 465.8 159.973 .5 76.2 578.5 52.0 64.6 490. the EUDL for Bending Moment and Shear Force can be interpolated.0 61.5 44.3 21.0 25.5 3.5 45.2 416.0 65.2 421.7 475.0 40.0 45.5 + L 8 .948 .2 12.0 kN 6 119.0 8.3 19.0 632.1 617.5 53.910 .3 333.943 .0 55.915 .0 52.4 446.0 19.0 40.3 568.5 10. NOTE: (1) Cross girders – The live load on a cross girder will be equal to half the total load for Bending in a length L.2 16.979 .9 259.2 863.8 441.0 34.7 441.984 . and Coefficient of Dynamic Augment (CDA) for 762 mm Gauge Bridges For Bending Moment.9 279.920 .9 186.5 42.5 88.5 49.3 372.968 .APPENDIX VI 762mm GAUGE Equivalent Uniformly Distributed Loads (EUDL) in kilo Newtons (tonnes) on each track.3 240.7 397.5 657.1 264. 0 40.5 1637.0 107.0 111.4 1833.8 951.6 1814.707 .0 158.0 206.0 249.0 130.8 1274.0 kN 6 588.0 44.0 65.0 18.0 181.6 921.0 272.0 232.6 1549.5 1088.0 70.0 215.1 1000.1 1980.0 90.2 1186.0 26.6 970.0 1471.0 299.3 2235.0 105.0 1490.8 2098.2 2441.0 173.0 21.0 256.0 209.759 .0 1853.7 1019.867 .0 139.8 1176.0 150.0 167.0 70.718 .9 1372.806 .9 2049.0 115.0 17.656 .0 135.7 1127.2 980.696 .0 152.665 .0 60.0 28.1 2373.4 686.0 138.1 1696.0 135.3 1598.0 86.2 t 5 72.6 2167.0 16.0 784.3 1039.9 1049.0 240.0 125.799 .625 .0 L (m) 1 14.0 187.741 .0 100.7 t 3 CDA= 91.0 1520.0 201.0 1284.0 15.0 145.0 291.6 1775.9 1029.4 2177.0 214.5 1118.0 131.0 130.0 191.1 2343.0 118.5 843.6 2510.0 80.0 38.9 1422.0 124.0 55.0 284.585 .7 2275.0 144.0 179.8 2490.813 .0 30.0 50.5 1971.0 106.9 1363.821 .4 882.772 .3 2853.0 98.7 1353.0 288.1 1686.0 97.0 189.0 24.5 + L 8 .0 228.9 1323.753 .851 .0 219.0 20.0 178.0 77.0 145.0 23.836 .0 I-46 .3 1422.9 2294.0 46.5 823.0 25.0 2785.0 140.0 48.5 1127.0 159.0 115.6 1216.0 121.8 1225.0 34.0 208.0 H Class loading kN 2 931.843 .8 2353.7 1745.0 99.0 148.0 185.0 1157.792 .7 1676.0 102.0 27.0 202.779 .0 19.0 165.0 254.0 283.0 165.0 94.3 2824.2 882.5 80.567 .1 1412.0 120.8 1902.0 110.2 1451.8 1225.0 111.0 196.8 1274.0 32.647 .0 222.0 157.0 22.604 .0 163.0 114.1 2020.1 784.0 125.675 .5 91.8 961.0 234.0 75.8 1176.0 36.0 221.0 104.5 2667.785 .5 1922.0 42.766 .0 194.0 171.6 921.0 155.5 1618.9 t 7 60.2 2147.0 242.6 2108.859 .0 29.0 87.0 94.3 1088.0 269.0 90.9 1755.8 853.6 1618.APPENDIX VI (Contd…) Total Load for Bending Moment A B Class loading Class loading kN 4 711.5 755.0 239.828 .7 1078.9 2638.0 1559.0 172.1 2039.0 120.4 1539.1 2932.685 .0 84.4 2775.550 95.729 .9 1323.2 1873. 5 52.5 90.884 .0 397.0 12.0 41.5 62.7 17.1 421.7 1010.910 .0 64.876 .8 1569.7 22.5 1078.6 603.8 1245.6 343.836 .8 539.3 951.8 37.0 37.5 78.6 33.5 58.0 902.0 16.1 25.813 .8 382.821 .0 61.5 323.0 103.0 109.8 534.2 189.0 2.893 .0 43.0 132.1 43.5 250.2 362.7 451.9 1118.5 37.0 114.5 97.1 475.0 103.5 71.0 1176.5 50.4 980.0 L (m) 1 1.0 106.0 55.0 76.5 5.0 166.5 51.5 58.1 1068.0 3.1 15.0 20.0 22.0 48.5 81.1 519.1 617.0 69.0 4.906 .4 1314.0 33.0 23.5 (91.958 .3 1294.0 17.934 .5 66.1 1039.843 .0 141.4 990.0 92.5 421.0 15.0 59.6 1490.4 559.2 627.5 2.1 20.0 67.5 573.7 28.0 24.0 1206.0 294.0 61.6 941.5 196.0 9.0 7.806 .0 362.1 53.0 65.859 .2 514.5 72.0 14.9 475.3 24.0 250.2 1010.943 .5 774.5 63.792 I-47 .4 769.5 75.0 308.963 .6 23.3 735.0 123.9 31.5 1078.8 863.0 11.2 30.0 100.1 485.3 460.0 323.0 120.3 838.5 882.948 .1 1382.953 .0 578.0 21.0 31.0 35.1 696.3 19.0 39.915 .0 40.6 500.0 225.0 147.8 598.0 18.0 106.851 .0 215.0 706.0 13.0 110.3 421.0 115.4 505.0 96.7 612.6 711.0 85.6 304.0 43.0 156.5 3.979 .0 740.920 .5 85.2 941.3 149.0 48.0 160.2 794.0 101.7 1441.0 110.5 10.0 75.924 .5 55.0 72.5 6.0 524.0 79.973 .0 46.0 8.6 1529.8 1167.0 681.5 1039.0 84.2 1255.0 362.0 CDA= 91.0 46.8 833.8 637.APPENDIX VI (Contd…) Total Load kN (t) for Shear Force H A B Class loading Class loading Class loading kN t kN t kN t 2 3 4 5 6 7 237.0 91.8 392.0 274.0 119.6 495.1 750.799 .0 134.5 53.938 .901 .2 264.0 49.0 19.867 .7 823.5 8.0 45.7 441.1 25.0 6.5 54.968 .5 9.984 .5 4.0 152.9 652.0 88.6 897.2 40.0 67.989 .7 451.5 7.5 51.0 1.7 544.0 128.3 568.0 96.828 .0 5.6 657.0 57.4 657.8 27.929 .0 127.7 1127.0 47.5+L) 8 .5 402. 3 164.0 1696.5 2628.665 .604 .0 194.0 1657.0 228.4 3177.0 222.0 167.0 42.696 .0 126.0 291.5 1971.0 38.5 2030.0 143.753 .5 (91.7 2265.5 137.0 2196.6 1735.1 145.3 169.0 176.0 162.2 113.0 27.6 2461.7 2579.1 120.2 1824.0 65.5+L) 8 .3 2334.1 2049.766 .2 1529.9 1333.4 117.0 207.0 40.9 1951.0 182.0 315.7 1402.8 1206.0 29.0 250.0 1882.3 1637.0 186.0 1422.759 .0 48.0 1147.0 154.0 192.0 32.0 224.0 50.9 2304.550 I-48 .0 1382.0 235.6 2461.7 141.0 263.0 231.0 177.779 .625 .0 28.656 .0 34.707 .0 2098.676 .0 209.647 .0 70.2 2785.) Total Load kN (t) for Shear Force H A B Class loading Class loading Class loading kN t kN t kN t 2 3 4 5 6 7 1608.0 340.0 201.685 .0 130.0 207.729 .0 2177.0 251.0 159.3 1716.0 26.8 1588.0 236.0 L (m) 1 25.6 2167.8 1824.0 308.772 .7 1726.4 1461.585 .0 2402.0 175.0 1343.0 300.567 .0 55.3 2235.0 44.2 1235.5 2530.2 1559.0 36.0 186.0 199.0 75.0 1176.2 1765.0 221.6 2128.7 1657.0 30.0 136.0 3089.4 2451.0 46.6 1274.4 3334.1 2687.0 238.0 258.0 1471.0 1804.0 245.0 2853.4 1882.8 1784.0 180.3 173.0 1108.0 284.0 274.1 2314.785 .0 169.0 251.APPENDIX VI (Contd….9 2030.0 1510.7 3020.0 CDA= 91.0 123.0 214.0 149.1 2942.0 150.718 .0 1902.0 268.0 60.0 324.0 217.0 192.0 184.741 .0 156. 3 83.8 18.0 20.6 50.0 25.4 81.0 60.5 3.0 100.5 7. with safety.6 83.0 100.8 37.1 56.0 34.7 Braking force kN 4 62 62 123 123 123 166 184 184 184 184 184 221 221 221 276 276 276 276 331 331 331 331 368 368 386 386 441 t 5 6.1 28.0 50.0 100.0 17.0 75.0 100.0 33.APPENDIX VII MODIFIED BG LOADING-1987 BROAD GAUGE .2 79.0 80.0 18.0 21.4 39.8 33.0 9.8 18.5 61.5 16.0 1.9 67.7 41.5 12.5 22.0 Tractive effort kN 2 654 735 735 735 735 735 735 817 817 899 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 981 t 3 66.0 5.0 100. be assumed as that for the longer loaded length. the tractive effort or braking force can.0 100.0 100.7 16.0 28.0 12.7 41.0 100.3 16.6 118.0 25.3 33.0 L (Loaded length in metres) 1 19.0 25.5 69.0 100.0 7.1 33.0 26.0 15.5 8.0 30.1 28.0 58.3 41.8 18.0 55.0 16.0 25.2 75.0 25.5 9.5 5.5 107.0 100.0 100.0 25.7 25.0 50.0 Tractive effort kN 2 81 81 164 164 164 245 245 245 245 245 245 327 327 327 409 409 409 409 490 490 490 490 490 490 572 572 654 t 3 8.3 56.0 14.0 75.0 70.4 96.0 88.8 33.1676 mm Longitudinal loads (without deduction for dispersion).7 41.3 66.0 27.0 65.0 75.0 75.0 36.5 4.0 6.8 52.5 12.0 Braking force kN 4 441 496 498 510 521 552 552 553 564 607 662 662 679 735 735 757 779 800 822 843 865 887 941 995 1049 1104 1158 1212 t 5 45.7 16.3 12.0 75.0 77.3 56.0 50.3 58.8 22.0 3.8 86.0 50.5 37.8 33.0 8.0 29.0 23.0 100.0 46.0 101.0 11.0 100.3 91.0 2.0 22.5 6.7 50.0 100.0 50. L (Loaded length in metres) 1 1.5 10.0 13.5 22.0 100.3 6.4 45.7 100.9 18.0 38.5 67.4 57.0 44.0 53.0 50.0 100.3 33.1 123.0 42.0 100.0 83. NOTE: Where loaded length lies between the values given in the Table.5 28.6 I-49 .1 28.0 112.0 75.2 90.0 4.3 8.0 50.0 75.7 75.0 32.5 2.0 24.8 18.0 40.5 39.0 48. 0 100.0 L (Loaded Tractive effort kN 2 981 981 981 981 981 t 3 100.0 120.0 100.0 115.2 145.0 90.0 Tractive effort kN 2 981 981 981 981 981 t 3 100.0 100.3 167.7 151.1 134.0 130.7 140.APPENDIX VII (Contd….0 100.0 Braking force kN 4 1266 1321 1375 1429 1483 t 5 129.) L (Loaded length in metres) 1 85.0 100.8 173.0 100.8 162.0 Braking force kN 4 1538 1592 1646 1700 1754 t 5 156.4 178.0 125.0 100.9 I-50 .0 95.0 100.0 105.0 100.2 1 110. 3 87.7 13.8 14.9 20.9 156.0 108.9 12.9 208.5 12.9 158.2 21.3 21.8 313.7 118.2 146.1 8.9 18.1 150.3 140.6 8.0 10.7 14.8 313.6 5.5 129.9 16.4 10.5 4.0 155.8 23.7 12.6 126.5 14.2 17.4 183.5 10.8 261.6 15.0 1.8 BL kN 6 72.4 18.8 8.1 365.0 19.2 7.0 Tractive effort MMG-1988 kN t 2 3 89.0 16.0 117.7 12.8 112.6 12.4 135.2 19.0 19.8 19.0 18.7 42.1 16.3 84.3 142.8 8. the tractive effort can.1 15.7 156.8 261.9 156.5 9.3 18.9 9.9 7.6 122.3 194.9 166.0 32.5 176.7 15.9 17.0 16.8 117. with safety.4 7.0 15.7 19.1 149.3 42.7 11.9 176.9 62.3 19.0 ML kN 4 89.6 71.8 125.9 13.9 160.4 189.8 418.9 156.0 8.8 165.9 15.0 16.0 6.7 12.0 154.4 11.5 83.0 17.2 15.2 15.6 175.7 32.2 11.9 9.4 10.7 173.3 14.0 36.8 67.5 130.7 6.0 21.3 8.8 20.9 14.7 48.0 3.4 136.5 184.6 19.0 55.0 14.9 53.8 353.6 124.0 5.4 17.4 139.5 134.0 37.8 15.7 223. be assumed as that for the longer loaded length.9 157.0 13.0 117.3 148.8 C t 9 5.6 228.4 5.6 179.3 23.0 7.8 313.1 86.3 93.0 11.2 198.5 5.3 97.8 22.7 18.2 9. Loaded length in (m) 1 1.5 2.0 16.2 145.5 11.4 233.6 70.6 68.9 156.5 8.5 12.5 8.0 4.2 13.1 12.5 15.2 12.2 86.9 235.5 231.0 7.1 11.0 16.0 9.7 170.1 152.8 116.0 207.7 26.3 13.9 16.9 112.9 16.3 7.9 9.8 119.4 87.5 180.4 6.1 102.0 18.4 261.2 102.4 I-51 .3 188.APPENDIX VIII METRE GAUGE – 1000mm Maximum Tractive Effort in kN (t) without deduction for dispersion on each track NOTE: Where loaded length lies between the values given in the Table.0 104.0 2.1 113.8 13.2 202.3 22.2 kN 8 54.0 17.9 11.5 208.0 155.0 32.6 21.0 117.5 3.7 76.9 161.6 77.2 195.7 12.0 26.8 313.8 218.4 t 5 9.9 109.1 155.3 192.0 18.8 418.5 16.0 16.5 6.2 12.3 15.7 119.7 26.0 12.1 t 7 7.9 213.0 153.2 98.4 186.0 32.6 23.8 470.5 10.3 24.5 92.5 7. 7 169.2 243.0 64.6 627.2 243.8 24.6 171.8 17.6 171.6 627.0 60.9 206.0 24.2 243.0 26.6 171.8 24.0 64.7 48.6 627.6 627.9 206.2 243.0 29.6 627.2 243.1 21.6 171.8 24.1 21.6 171.2 t 5 24.3 241.6 171.0 55.6 171.8 24.5 17.2 243.8 24.0 85.1 21.0 64.8 24.5 17.2 243.9 206.9 206.9 206.6 627.6 627.8 24.7 20.1 21.5 17.3 58.1 21.3 239.5 17.6 171.9 206.9 206.0 22.8 24.6 171.8 164.0 203.6 171.0 64.6 627.0 40.0 64.1 21.0 48.9 206.0 53.7 575.0 205.1 21.7 48.2 213.2 243.6 627.0 65.9 206.0 64.0 64.6 627.5 17.1 21.6 627.5 17.0 64.2 243.5 17.9 t 7 20.8 24.1 21.8 24.0 34.8 24.5 17.8 24.0 470.0 64.1 21.0 64.1 21.3 17.9 206.6 171.2 243.1 21.5 20.6 171.9 206.0 70.0 32.2 243.6 627.6 171.1 21.1 21.5 17.6 24.9 206.6 627.2 243.6 627.0 30.1 21.0 110.0 28.9 206.6 171.5 17.8 24.5 17.7 627.0 80.8 24.2 243.6 627.1 21.6 627.1 21.0 90.6 171.8 24.8 24.3 53.APPENDIX VIII (Contd…) Loaded length in (m) 1 20.5 17.1 21.0 48.0 64.0 24.0 27.6 627.0 64.2 243.5 17.5 17.0 64.0 64.8 24.6 C t 9 16.6 171.2 243.1 21.2 243.7 64.8 24.0 Tractive effort MMG-1988 kN t 2 3 470.1 201.0 64.8 24.5 17.2 243.2 243.9 206.9 206.3 20.6 627.0 36.2 243.2 243.6 171.8 24.5 17.2 243.0 64.7 522.9 206.0 95.0 44.5 17.9 206.1 17.0 38.0 64.5 17.0 206.0 64.8 167.7 522.9 206.0 21.6 171.2 243.0 64.2 243.0 ML kN 4 235.1 21.5 17.9 206.1 21.6 171.2 243.6 627.5 17.2 243.0 105.2 243.9 206.6 627.1 21.0 64.0 75.0 50.5 17.6 171.9 206.8 24.6 171.5 I-52 .0 46.8 24.0 470.1 kN 8 162.0 25.6 627.1 21.5 17.9 206.1 21.0 64.0 64.6 171.1 21.8 24.6 171.9 206.0 64.6 627.6 171.6 48.0 100.6 16.0 42.6 171.5 17.0 64.7 470.2 243.6 627.0 23.6 171.6 627.5 17.8 24.5 17.9 21.8 24.9 206.9 206.5 17.7 171.6 171.8 24.4 237.5 17.6 627.2 243.8 24.8 BL kN 6 199.8 24.1 21.0 64.1 21.4 24.9 206.9 206.2 24.1 21.9 206.5 17.6 171. 0 Tractive effort MMG-1988 kN t 2 3 627.9 206.6 64.0 130.8 24.2 243.9 206.6 C t 9 17.8 24.5 17.1 21.0 120.APPENDIX VIII (Contd…) Loaded length in (m) 1 115.1 21.6 171.5 17.9 206.6 171.2 243.5 17.0 627.0 ML kN 4 243.8 BL kN 6 206.6 64.1 21.2 243.6 64.9 t 7 21.6 171.6 64.0 627.8 24.2 t 5 24.0 627.0 125.1 kN 8 171.5 I-53 . 4 117.4 6.0 19. the braking force can.0 20.7 18.6 11.0 9.5 10.8 12.0 157.4 19.3 18.0 78.7 173.9 162.0 6.8 46.3 94.5 129.7 10.0 12.5 131.0 32.1 151.2 17.6 8.9 156.0 3.2 194.2 13.5 8.APPENDIX VIII(a) METRE GAUGE – 1000 mm Maximum Braking Force in kN(t) without deduction for dispersion on each track NOTE: Where the loaded length lies between the values given in the Table.0 9.0 8.6 313.7 45.6 15.0 24.5 127.5 2.3 42.1 99.3 7.4 88.6 77.0 20.9 115.4 8.6 10.5 88.5 12.5 5.0 36.3 9.6 4.3 91.5 9.7 12.5 3.9 156.5 15.5 6.3 143.8 16.8 6.0 14.6 I-54 .6 45.3 36.0 5.6 18.3 87.7 121.5 4.9 7.1 54.0 24.0 17.7 6.0 154.0 12.5 185.7 22.1 12.9 23. with safety.0 11.0 353.1 58.6 229.1 53.0 20.2 46.7 4.8 10.7 71.8 114.2 16.9 19.0 10. Loaded length (m) 1 1.5 234.8 14.6 125.0 158.7 118.4 235.9 5.0 48.4 8.0 9.7 5.3 4.0 18.8 67.8 20.7 117.3 20.4 12.3 190.0 13.4 235. be assumed as that for longer loaded length.3 6.1 16.4 8.7 118.0 6.0 7.8 13.6 14.1 8.4 14.1 196.0 21.4 11.4 15.0 32.7 71.1 104.9 5.5 7.1 10.0 15.3 15.2 11.8 55.3 9.0 11.9 5.1 t 7 4.1 55.1 274.2 C kN 8 34.4 137.3 95.9 5.0 102.0 78.0 12.9 166.7 16.0 12.1 12.5 19.3 11.0 14.9 8.5 79.0 20.0 107.0 16.8 15.2 28.7 122.9 5.5 3.4 156.4 135.4 84.3 197.7 53.0 12.3 14.3 22.8 172.0 78.8 313.3 140.1 150.3 Braking Force ML BL kN t kN 4 5 6 56.4 240.1 96.0 16.0 108.4 142.7 13.6 4.9 115.2 198.9 162.1 65.0 9.8 12.5 81.0 4.5 138.0 13.7 224.3 7.0 MMG-1988 kN t 2 3 56.1 101.9 13.9 212.5 25.0 21.6 124.2 151.1 235.0 36.4 189.1 196.1 11.6 17.5 3.4 16.0 1.1 205.8 t 9 3.7 4.8 218.6 129.7 122.3 34.7 121.9 9.0 58.2 147.6 76.2 145.4 23.0 78.4 6.3 247.6 181.1 98.0 15.0 24.0 16.9 196.5 7.6 9.9 5.1 21.8 61.0 2.8 8.6 179.7 78.0 356.0 24.7 117.0 109.0 8.8 353.0 36.6 126.5 13.2 94.4 8.4 12.9 63.0 17.0 154. 9 35.1 567.3 240.5 25.7 375.9 366.1 50.0 22.7 1168.8 255.0 60.4 388.7 23.7 915.9 38.5 34.8 t 7 20.8 19.2 39.3 27.9 318.0 29.2 31.8 1059.9 32.7 325.5 27.7 42.2 43.7 473.5 28.0 27.9 32.7 222..5 495.1 207.0 18.4 60.4 189.0 470.2 349.9 524.0 625.6 539.3 297.8 43.3 63.5 82.6 41.1 42.0 30.9 26.5 436.6 331.4 184.3 27.9 78.0 125.9 89.9 366.0 28.0 130.5 335.5 211.3 24.5 387.3 49.4 21.0 70.2 21.2 352.7 24.3 246.5 31.4 57.7 273.4 203.5 71.9 267.8 37.5 288.2 509.3 38.5 336.3 40.3 48.0 111.4 29.2 611.7 23.0 360.1 251.0 48.0 75.9 250.6 429.6 93.8 44.8 806.2 400.8 38.4 439.0 312.2 196.2 23.0 120.0 360.3 293.5 25.9 28.6 332.0 48.8 t 9 17.0 110.9 371.2 22.8 322.6 267.5 180.1 842.8 62.0 20.0 40.2 33.2 35.5 1022.0 23.8 85.0 30.2 41.0 370.0 313.0 44.0 65.0 245.0 431.0 1204.0 408.9 215.5 288.6 33.0 85.7 20.0 50.3 31.2 36.0 100.APPENDIX VIII(a) (Contd…) Loaded length (m) 1 22.1 1095.0 360.2 74.3 395.3 27.8 319.8 419.9 33.5 55.2 351.1 25.2 25.1 357.6 229.4 392.5 18.8 37.5 29.7 104.7 423.1 306.6 40.0 31.5 384.0 951.1 22.4 26.4 37.2 987.4 236.1 356.5 43.7 661.2 44.1 257.0 40.3 193.8 392.0 46.6 22.7 275.0 48.9 30.3 19.0 55.0 24.0 26.9 36.5 234.3 108.2 734.0 308.9 59.8 37.0 40.5 433.8 39.7 260.1 404.0 105.8 37.7 37.7 328.1 355.3 28.0 95.7 380.1 28.3 249.4 42.0 42.1 122.8 582.7 29.8 227.4 338.4 30.9 24.3 97.4 119.5 35.6 426.0 26.8 370.4 23.5 52.0 Braking Force ML BL kN t kN 4 5 6 239.6 278.3 34.5 44.3 392.2 303.5 32.8 39.0 25.5 232.8 36.0 32.4 18.6 36.1 200.9 269.1 304.7 115.0 38.9 34.8 34.3 36.9 412.0 100.9 415.1 MMG-1988 kN t 2 3 362.7 171.4 29.0 36.5 44.4 342.0 32.0 259.0 216.1 256.2 299.7 279.9 698.6 380.4 1131.3 345.7 470.4 I-55 .4 553.6 176.7 481.4 343.0 34.8 C kN 8 167.3 398.5 284.6 281.7 21.1 17.0 56.0 30.3 40.5 596.4 878.0 35.6 26.1 24.0 53.5 40.4 294.2 35.0 207.0 115.0 392.0 90.1 26.3 40.4 240.6 222.1 25.5 33.4 36.4 35.8 67.3 347.0 80.5 769. I-56 . A single load of 200 kN (20t) acting on an area of 1. No.3m on either side of track centre line in the most unfavourable position.6m apart parallel to the track in most unfavourable position inside an area of 1.3m on either side of the track centre line in the most unfavourable position.e. 3. Bridges with guard rails a) Two vertical line loads of 15 kN/m(1.6m apart parallel to the track in the most unfavourable position inside an area of 2. the stresses shall be within the working permissible stress. a) a) b) b) A single load of 200 kN (20t) acting on an area of 2.5 t/m) each 1. Condition and approach Serviceability There should be no permanent damage i.25m on either side of track centre line. Two vertical line loads of 50 kN/m (5 t/m) each 1. b) b) 2. A single load of 100 kN(10t) acting in an area of 2. Two vertical line loads of 50 kN/m (5t/m) each 1.3m on either side of track centre line. I-57 . Stability – The structure shall not overturn. Ultimate – The load at which a derailed vehicle shall not cause collapse of any major element. A single load of 100 kN(10t) acting in an area of 1.APPENDIX IX BROAD GAUGE – 1676 mm DERAILMENT LOADS FOR BALLASTED DECK BRIDGES Sl.25m on either side of track centre line in the most unfavourable position.3m on either side of track centre line. Vertical line load of 80 kN/m (8t/m) with a total length of 20m acting on the edge of the structure under consideration.25m on either side of the track centre line in the most unfavourable position. 1.6m apart parallel to the track in the most unfavourable position inside an area of 1.6m apart parallel to the track in most unfavourable position inside an area of 2. Bridges without guard rails a) Two vertical line loads of 15 kN/m(1.5 t/m) each 1. Vertical line load of 80 kN/m (8t/m) with a total length of 20m acting on the edge of the structure under consideration.25m on either side of track centre line. I-58 . APPENDIX X BROAD GAUGE LIVE LOAD DUE TO WORKING OF PLASSER’S QUICK RELAY SYSTEM (PQRS) 5t 5t 2500 5t 5t WHEEL LOAD DUE TO 9t PQRS PORTAL C/L 4500 (DECK WIDTH) 5t 3472 (C/C OF PQRS RAILS) 5t 1736 1748 C/C OF RUNNING RAILS TYPE II SLEEPER BALLAST CUSHION CROSS SECTION OF PQRS LOADING IN DECK (All dimensions are in millimetres) I-59 . I-60 . I-61 . I-62 . I-63 . I-64 . I-65 . I-66 . I-67 . I-68 . 0 60.000 1.5 104.2 124.2 CDA= 0.0 109.5 9.0 63.0 4.992 0.1 104.5 4.5 2.8 123.1 130.8 78.6 117.0 60.0 111. is that uniformly distributed load which produces the BM at one-sixth of the span equal to the BM developed at that section under the standard loads.0 5.721 0.846 0.The live load on a cross girder will be equal to half the total load for bending in a length L. equal to twice the distance over centres of cross girders.4 144.0 3.5 7.15+8/(6+L) 6 1.4 94. for spans upto 10m. For spans above 10m. the EUDL for BM.0 8.950 0.5 5. For shear.0 129. L is equal to the effective span in metres.702 0.877 0. the EUDL for bending moment and shear can be interpolated.0 74.1676mm Equivalent Uniformly Distributed Loads (EUDLS) in kilo .8 97.7 136.000 1.9 114. When loaded length lies between the values given in the table.5 137.5 6.5 8.817 0. Note: (1) Cross girders .0 60.0 60.5 160.000 1.5 3.0 Total Load for Bending moment kN 2 588 588 588 588 588 625 684 772 871 952 1020 1078 1127 1169 1217 1282 1340 t 3 60.7 88. L is the loaded length in metres to give the maximum shear in the member under consideration. L for Coefficient of Dynamic Augment (CDA) shall be as laid down in Clause 2. (2) (3) L (m ) 1 1.000 1.765 0.2 150. (tonnes) on EUDL for Shear Force (SF) is that uniformly distributed load which produces SF at the end of the span equal to the maximum SF developed under the standard loads at that section.683 I-69 .0 87.1.0 7.0 1.0 63.790 0.7 69.0 2.743 0.APPENDIX XII HEAVY MINERAL LOADING BROAD GAUGE .0 6.0 60.4.2 155.9 119.000 0.6 Total Load for Shear Force kN 4 588 588 618 730 804 857 927 1020 1094 1155 1206 1270 1347 1414 1473 1525 1571 t 5 60. is that uniformly distributed load which produces the BM at the centre of the span equal to the absolute maximum BM developed under the standard loads.4 82.912 0. The Equivalent Uniformly Distributed Load (EUDL) for Bending Moment (BM).Newtons each track and Coefficient of Dynamic Augment (CDA) For Bending Moment. 304 0.0 2 1392 1439 1585 1649 1740 1826 1932 2069 2190 2330 2456 2567 2669 2763 2872 2973 3080 3189 3293 3407 3513 3627 3845 4069 4297 4527 4756 4978 5180 5413 5649 5884 6472 7061 7649 8238 8826 9414 10003 3 141.0 900.281 0.417 0.324 0.426 0.2 461.0 720.9 303.0 60.5 592.0 50.0 660.3 698.317 0.9 438.249 0.2 552.3 189.0 19.2 381.0 568.0 21.0 26.4 168.0 38.0 4 1612 1649 1768 1856 1978 2089 2218 2337 2471 2596 2707 2807 2916 3024 3140 3255 3375 3495 3621 3743 3857 3964 4185 4415 4652 4895 5122 5345 5575 5810 6051 6279 6848 7436 8006 8595 9164 9752 10322 5 164.332 0.498 0.621 0.0 25.1 414.263 0.2 426.2 197.4 499.4 308.2 281.0 23.0 46.3 816.4 934.9 344.4 320.3 237.0 40.0 29.4 876.392 0.0 32.0 840.3 252.2 238.271 0.7 393.1 325.3 758.514 0.340 0.0 20.2 335.6 250.2 180.436 0.400 0.0 27.2 177.238 I-70 .255 0.0 28.310 0.9 146.3 545.5 10.0 13.0 70.385 0.0 1020.7 292.0 44.571 0.0 211.0 24.293 0.594 0.666 0.0 11.550 0.0 34.0 960.0 30.0 75.6 485.650 0.0 507.7 276.0 17.0 576.9 392.446 0.APPENDIX XII (Contd…) 1 9.4 186.6 168.2 522.8 347.8 272.2 356.2 314.408 0.3 201.4 1052.531 0.0 640.0 226.0 12.0 65.6 6 0.0 80.379 0.0 85.3 404.243 0.5 994.0 15.458 0.0 22.298 0.0 223.2 297.0 264.6 528.2 474.361 0.5 617.0 600.4 261.2 369.0 48.372 0.0 55.8 450.4 369.4 358.0 286.0 42.0 14.470 0.7 161.2 331.483 0.0 36.350 0.0 16.0 780.0 18.7 213. 0 1260.9 1236.211 0.5 6 0. I-71 .216 0.0 115.209 EUDL for BM and Shear given in this Appendix are not applicable for ballasted deck for spans upto and including 8.7 1410.7 1350.4 1170.0 130.APPENDIX XII (Contd…) 1 90.0m for which Annexure XII(a) is to be referred.0 2 10591 11180 11768 12356 12945 13533 14122 14710 15298 3 1080.5 1590.0 105.0 125.222 0.0 1200.225 0.0 1440.0 1560.0 100.0 1380.0 1140.0 4 10909 11483 12129 12657 13246 13833 14422 15009 15597 5 1112.0 120.0 95.229 0.213 0.0 110.233 0.6 1530.6 1470.0 1500.0 1320.219 0.8 1290. 1 225 426 43.0 5.7 112.8 46.2 52. Note: (1) (2) For intermediate values of L and cushions.6 34.2 53.4 75.0 8.7 492 523 53.1 56.8 52.0 1.6 55.2 120.4 EUDL for bending moment Cushion ( mm ) 300 400 kN t kN 266 27.6 101.APPENDIX XII(a) HEAVY MINERAL LOADING BROAD GAUGE-1676mm 1.1 64.5 3.0 4.4 396 480 48.6 86.5 6. The figures given below do not include dynamic effect.5 59.9 50.5 5.4 512 534 54.5 100.4 63.2 988 1103 112.5 833 923 94.1 121.0 729 838 85.4 99.9 40. L (m) 0.9 53.7 92.5 1.0 1193 t 22.4 42.9 93.0 7.5 58.8 66.9 47.3 84.1 94.7 112.4 73.5 2.5 525 579 59.2 49. For bending moment L is equal to the effective span in metres.0 570 643 65.4 46.9 I-72 . Equivalent Uniformly Distributed Load (EUDL) for Bending Moment in kiloNewton/(tonnes) for cushions of various depths and spans upto and including 8m.0 200 kN 322 455 499 522 535 544 586 651 741 844 928 997 1107 1200 t 32.7 111.9 122.4 50.0 2.9 460 507 51.5 1099 1196 122. the EUDL shall be arrived at by linear interpolation.9 74.0 3.5 4.0 83.1 917 992 101.2 54.6 636 735 75.7 600 kN 173 337 421 463 488 511 563 622 716 821 906 978 1090 1186 t 17. 4 300 kN 266 426 480 516 606 695 764 830 911 996 1067 1125 1254 1392 EUDL for shear Cushion ( mm ) t 27.0 72.4 42.6 68.4 600 kN 173 337 421 469 541 637 714 781 852 943 1018 1081 1203 1347 t 17. Equivalent Uniformly Distributed Load (EUDL) for Shear in kilo-Newton/(tonnes) for cushions of various depths and spans upto and including 8m.6 143.4 116.0 2.4 50.9 96.9 54.9 141.8 55. The figures given below do not include dynamic effect.4 46.0 8.6 61.2 103.6 86.8 114.4 I-73 .2 82.8 79.9 52.5 2.1 43.4 48.6 86.6 108.9 47.3 64. L (m) 0.8 70.2 140.APPENDIX XII(a)(Contd…) 2.0 3.2 122.9 40.1 113.9 101.0 7. the EUDL shall be arrived at by linear interpolation.9 79.2 129. Note: (1) (2) For intermediate values of L and cushions.6 34.9 76.8 46.5 5.2 126.5 6.0 1.5 3.5 94.6 92.7 127.5 1.7 137.8 107. For shear L is the loaded length in metres to give the maximum shear in the member.4 110.8 110.9 400 kN 225 396 460 500 585 676 747 813 891 978 1050 1110 1238 1377 t 22.9 99.1 72.5 4.0 5.9 103.9 51.9 90.9 84.2 65.9 77.0 4.0 200 kN 322 455 499 532 629 715 781 848 931 1014 1083 1140 1271 1406 t 32.0 59. I-74 . 0 30.0 30. be assumed as that for the longer loaded length.0 2.0 60.0 16.7 50.9 18.0 14.5 5.7 41. with safety.0 10.5 37.1 33.8 18.0 20.3 33.5 2. the tractive effort or braking force can.0 11.0 I-75 .0 18.8 22.3 33.8 33. L (Loaded Length in Metres) 1 1.5 28.0 17.5 6.4 45.0 60.0 25.0 6.0 33.7 41.0 66.1 28.0 60.0 30.0 4.8 37.1 28.0 Tractive Effort kN 2 98 98 196 196 196 245 294 294 294 294 294 327 327 327 409 409 409 409 490 490 490 588 588 588 588 588 654 654 t 3 10.0 20.0 1.5 22.7 66.5 3.3 41.0 50.8 33.5 8.7 kN 4 Braking Force t 5 62 62 123 123 123 166 184 184 184 184 184 221 221 221 276 276 276 276 331 331 331 331 368 368 386 386 441 441 6.0 45.0 12.8 33.0 13.8 18.5 9.5 39.0 5.0 8.4 39.0 30.5 7.0 9.0 19.5 22.0 7.3 6.5 12.0 60.5 4.0 15.APPENDIX-XIII HEAVY MINERAL LOADING BROAD GAUGE .5 12.0 60.5 10.0 3.8 18.8 18.1 28.1676 mm Longitudinal loads in kN/(tonnes) (without deduction for dispersion) Note: Where loaded length lies between the values given in the table.0 20.3 12.5 16.0 30.7 41.0 50. 0 105.0 25.5 115.5 61.0 115.5 67.0 88.0 27.3 56.0 30.0 90.3 187.1 139.0 70.0 110.0 26.8 52.0 48.0 135.2 163.0 120.0 65.0 46.5 108.0 131.0 90.0 120.8 86.2 90.0 120.3 179.0 21.0 kN 4 496 498 510 521 552 552 553 564 607 662 662 679 735 735 757 779 800 822 843 865 887 941 995 1064 1133 1206 1286 1364 1443 1522 1600 1680 1758 1837 Braking Force t 5 50.0 120.0 38.0 120.0 90.0 135.0 120.7 100.6 50.0 120.0 90.0 32.5 123.0 100.0 80.0 60.0 50.4 57.2 75.0 135.0 91.0 36.0 53.4 96.0 110.0 44.0 22.0 42.0 29.APPENDIX XIII (Contd…) L (Loaded Length in Metres) 1 20.0 24.0 75.0 135.0 90.0 90.0 28.9 67.4 81.0 80.0 77.0 95.1 56.0 127.0 85.0 55.0 75.5 69.3 56.0 120.0 Tractive Effort kN 2 735 735 785 882 882 882 882 882 899 981 981 1079 1177 1177 1177 1177 1177 1177 1177 1177 1177 1250 1324 1324 1324 1324 1324 1324 1324 1324 1324 1324 1324 1324 t 3 75.0 135.6 83.0 135.1 147.0 40.0 135.1 155.0 135.0 135.2 171.0 75.3 I-76 .0 120.0 23.2 79.0 101.5 135.0 135.0 100.0 34.0 135. 0 130.0 135.0 Tractive Effort kN 2 1324 1324 1324 t 3 135.4 203.5 I-77 .APPENDIX XIII (Contd…) L (Loaded Length in Metres) 1 120.0 135.0 kN 4 1916 1995 2074 Braking Force t 5 195.4 211.0 125. I-78 . APPENDIX XIV DERAILMENT LOADS FOR BALLASTED DECK BRIDGES (H. 3.25m on either side of the track centre line in the most unfavourable position.3m on either side of the track centre line in the most unfavourable position.3m on either side of track centre line in the most unfavourable position A Vertical line load of 120 kN/m (12t/m) with a total length of 20m acting on the edge of the structure under consideration.5 t/m) apart each 1. Condition and approach Serviceability There should be no permanent damage i.25m on either side of track centre line in the most unfavourable position.6m* parallel to the track in the most unfavourable position inside an area of 1.6m is based on Broad Gauge distance 1. b) A single load of 100 kN(10t) acting in an area of 2.6m apart parallel to the track in most unfavourable position inside an area of 2. LOADING) Sl. a) Two vertical line loads of 15 kN/m(1. Bridges with guard rails Bridges without guard rails a) Two vertical line loads of 15 kN/m(1.e. No.M. a) Two vertical line loads of 100 kN/m (10t/m) each 1. b) A single load of 100 kN(10t) acting in an area of 1. the stresses shall be within the working permissible stress. Stability – The structure shall not overturn. 1. * The distance 1.25m on either side of track centre line. b) A single line load of 240 kN (24t) acting on an area of 2.25m on either side of track centre line.3m on either side of track centre line. b) A single load of 240 kN (24t) acting on an area of 1. a) Two vertical line loads of 100 kN/m (10t/m) apart each 1.67m as adopted for derailment loads for MBG loading.6m* apart parallel to the track in the most unfavourable position inside an area of 2.6m* parallel to the track in most unfavourable position inside an area of 1.5 t/m) each 1.3m on either side of track centre line. Ultimate – The load at which a derailed vehicle shall not cause collapse of any major element. A Vertical line load of 120 kN/m (12t/m) with a total length of 20m acting on the edge of the structure under consideration 2. I-79 . I-80 . APPENDIX XV I-81 .