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IRC-5-2015 Road Bridges Sec.1-General Features of Design
IRC-5-2015 Road Bridges Sec.1-General Features of Design
SECTION -I
General Features of Design
(Eighth Revision)
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IRC:5-2015
CONTENTS'
SECTION -1
GENERAL FEATURES OF DESIGN
1 Introduction 1
100 Scope 2
101 Definitions 2
102 Classification 7
110 Illumination 36
112 Aesthetics 39
Appendices:
Appendix - 1 42
Appendix - 1a 44
Appendix - 2 45
IRC:5-2015
Members
Corresponding Members
1. Raina, Dr. V.K. Consultant, World Bank
2. Singh, R.B. Director, Projects Consulting India (P) Ltd. New Delhi
Ex-Officio Members
1. President, (Bhowrnik, Sunil ), Engineer-in-Chief,
Indian Roads Congress PWD (R&B), Govt. of Tripura
2. Honorary Treasurer, (Das, S.N.), Director General (Road Development)
Indian Roads Congress & Special Secretary to Govt. of India, Ministry of Road
Transport & Highways
3. Secretary General, Nahar, Sajjan Singh
Indian Roads Congress
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Amendments
Notification No. 1
Amendment No. 1/IRC:5/November 2017
To
IRC:5-2015 “Standard Specifications and Code of Practice for Road Bridges,
Section-I General Features of Design” (Eighth Revision)
S. No. Clause No. For Read
Page No.
1 101.56 Wing wall is a splayed return wall, usually Wing wall is a splayed return wall, usually at
(Page 7) at 450 to the road embankment 45º to the road embankment
2 Page 13 – Add the following above table
104.1.4 Design Life
3 104.5 104.5 Span Configuration 104.5 Span Configuration
(Page 16) 105 Geometric Design Considerations Choice of a particular span arrangement
Choice of a particular span arrangement and the type of structure depends upon
and the type of structure depends upon several factors such as site characteristics,
several factors such as site characteristics, type of sub-soil strata, height and length
type of sub-soil strata, height and length of the bridge, riding quality, design and
of the bridge, riding quality, design constructability considerations, availability
and constructability considerations, of construction materials and technology etc.
availability of construction materials and In case of urban flyovers, considerations of
technology etc. In case of urban flyovers, aesthetics and other functional requirement
considerations of aesthetics and other like openness in inhabited portions, may
functional requirement like openness in have overriding effect for viaduct spans vis-
inhabited portions, may have overriding à-vis solid –fill portion for approaches.
effect for viaduct spans vis-à-vis 105 Geometric Design Considerations
solid–fill portion for approaches.
4 106.5.3.2 …..normal scour level. …..mean scour level.
(Page 22)
5 107.5 Wing walls for abridge can be splayed Wing walls for a bridge can be splayed
(Page 28) type, type,
Notification No. 2
Amendment No. 2/IRC:6/November, 2017
To
IRC:6-2017 “Standard Specifications and Code of Practice for Road Bridges,
Section; II Loads and Load Combinations” (Seventh Revision)
S. No. Clause No. For Read
Page No.
1 204.5.3 The SV Loading shall be considered to The SV Loading shall be considered to
(Page 22) ply close to centre of carriageway with a ply close to centre of carriageway with a
maximum eccentricity of 300 mm for single maximum eccentricity of 300 mm from
carriageway bridges or for dual carriageway C/L of carriageway, as shown in Fig. 6B for
bridges, as shown in Fig. 6B different situations.
SECTION -I
GENERAL FEATURES OF DESIGN
1 INTRODUCTION
Members
Alimchandani, C.R. Kurian, Jose
Arora, H.C. Mittal, Krishan Kumar
Bagish, B.P. Narayan, Deepak
Bandyopadhyay, Nirmalya Paul, Dibyendu Kumar
Banerjee, T.B. Rastogi, D.K
Basa, Ashok Roy, Dr. B.C.
Chandak, P.R. Singh, B.N.
Kand, Dr. cv. Sinha, A.V
Kumar, Abhilash Sohal, Gurpreet Singh
Kumar, Ashok Sood, VB.
Kumar, Atul Verma, Goverdhan Lal
Kumar, Vijay
Corresponding Members
Pratap, S. Raizada Reddi, S.A.
Rao, M.VB. Tandon, Prof. Mahesh
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Ex-Officio Members
President, (Bhowmik, Sunil), Engineer-in-Chief,
Indian Roads Congress PWD (R&B), Govt. of Tripura
Honorary Treasurer, (Das, S.N.), Director General
Indian Roads Congress (Road Development) & Special
Secretary to Govt. of India, Ministry of
Road, Transport & Highways,
New Delhi
Secretary General, Nahar, Sajjan Singh
Indian Roads Congress
100 SCOPE
This Code deals with general features of design of road bridges including immediate
approaches and the recommendations of this code shall apply to all types of bridges.
101 DEFINITIONS
Following definitions shall be applicable for the purpose of this Code and other IRC Standard
Specifications and Codes of Practice for Road Bridges.
101.1 Abutment
Abutment is a sub-structure component which supports the end of a superstructure and
retains part or whole of the bridge approach fills.
101.2 Afflux
Afflux is the rise in the flood level of the channel, immediately on the upstream of a bridge,
as a result of obstruction to natural flow caused by the construction of a bridge and its
approaches.
101.3 Approach
It is a part of road which connects the road to the abutment of the bridge.
101.5 Bearing
Bearing is a part of bridge structure which bears directly all the forces from the superstructure
above and transmits the same to the supporting substructure.
101.6 Bridge
A bridge is a structure having a total length of above 6 m for carrying traffic or other moving
loads across a channel, depression, road or railway track or any other obstruction.
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101.7 Camber
Camber is transverse inclination given to the cross-section of the carriageway so as to ensure
its proper drainage.
101.8 Causeway
Causeway is a paved submersible structure with or without openings (vents) which allows
flood/water to pass through and/or over it.
101.9 Channel
Channel is a natural or artificial water course.
101.10 Clearance
Clearance is the shortest distance between the boundaries at specified positions of a
bridge/under pass/over pass.
101.11 Cofferdam
Cofferdam is a temporary structure built for the purpose of excluding water or soil from
working area to permit construction without the need for excessive pumping.
101.13 Culvert
Culvert is a structure having a total length of upto 6 m between outer faces of walls, measured
at right angles. Cross drainage structures with pipes will be termed as culvert, irrespective
of length.
101.16 Flyover
A bridge over another road for allowing traffic without interruption, with its approaches on
both sides.
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101.18 Foundation
Foundation is that part of a bridge structure, which is in direct contact with and transmitting
loads to the founding strata.
101.24 Interchange
Interchange is a system of interconnecting roads (ramps and loops) in conjunction with one
or more grade separations that provide for the uninterrupted movement of traffic between two
or more roads.
101.25 Invert
An invert is that part of a pipe or sewer below the springing line, generally the lowest point of
the internal cross section.
101.26 Kerb
A line of raised concrete section, forming an edge between carriageway and railing/footpath/
median.
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101.32 Overpass
Overpass is a bridge carrying another road over a reference road.
101.33 Parapet
Barrier installed on the edge of a bridge from safety considerations and intended to restrain
users from falling off the bridge.
101.34 Pier
Pier is an intermediate support of the bridge super-structure.
101.35 Ramp
Ramp is road in slope, connecting roads at different levels.
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101.43 Span
Span is the horizontal distance between the centre line of adjacent supports of a bridge
superstructure, or maximum distance between the inner walls of a culvert, measured along
its axis.
101.45 Substructure
Substructure is the portion of a bridge structure between the foundation and the
superstructure.
101.46 Subway
A subway is usually meant for pedestrian use and comprises of structure below a road with
stairs/ramps/escalator.
101.48 Superstructure
The portion of a bridge structure above bearings, which directly supports pedestrian/vehicular/
other transient loads and transfers the same to the substructure.
101.50 Tunnel
Tunnel is an underground closed structure carrying a roadway, through soil or rock.
101.51 Underpass
Underpass is a structure allowing uninterrupted movement of traffic beneath a reference
roadway. An underpass is classified as Cattle Underpass (CUP), Pedestrian Underpass
(PUP) and Vehicular Underpass (VUP) depending on principal user.
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For flyover, underpass, overpass, ROB and RUB, the vertical clearance is the height above
any point of road way or rail top level to the corresponding point of the overhead structure.
01.53 Viaduct
viaduct is a bridge structure across dry ground/terrain.
102 CLASSIFICATION
, ridges are classified on the basis of their principal function, material used in construction,
Q gth, structural form, system of support, construction technology and deck level with respect
highest flood level. The broad details of bridge classification are as follows:
02.1 Function
, ased on functions, bridges are classified as under:
a) River bridge/Bridge over stream
b) Viaduct
c) Flyover
d) Grade separator
e) Road Over Bridge (ROB)
f) Road Under Bridge (RUB)
g) Foot Over Bridge (FOB)
h) Underpasses
i) Subways
j) Overpass
102.2 Length
102.2.1 Based on Length, Structures are Classified as below:
a) Culvert: as defined in clause 101.13
b) Bridge: as defined in clause 101.6
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102.2.2 The bridges are further classified as minor and major bridges as below:
a) Minor bridge is a bridge having a total length of up to 60 m.
b) Major bridge is a bridge having a total length of more than 60 m.
102.2.3 Bridges having span length (s) of 150 m or more are classified as 'long span
bridges'
102.3 Superstructure
102.3.1 Form of Superstructure
Based on form and type of superstructures, bridges are classified as under:
a) Arch
b) Solid slab
c) Voided slab
d) T-beam and slab
e) _ Suspension
f) Cable stayed
g) Extra-dosed
h) Box girder
i) Single/Multi-cell Box
j) Truss
102.3.2 System of Support for Superstructure
Bridges are classified on the basis of systems of support as under:
a) Simply supported
b) Continuous
c) Integral
d) Balanced cantilever
e) Cable supported
102.4 Material
Based on material of structure, bridges are classified as under:
a) Masonry
b) Reinforced concrete
c) Pre-stressed concrete
d) Fibre reinforced concrete
e) Steel
f) Composite
g) Timber
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102.6 Level
iver Bridges/Bridges over streams are classified based on difference in roadway level and
Ground Level/High Flood Level (HFL), as under:
a) High level bridge
b) Submersible bridge
02.7 Importance
ased on the importance of a bridge in the highway system, bridges are classified as
nder:
a) Normal
b) Important
c) Critical
General
he design shall be principally based on the limit state design philosophy. Structural
components and the connections shall be designed to conform to the requirements of ultimate
limit state, serviceability limit state and fatigue limit state requirements of the appropriate
clauses of relevant codes of IRC.
Note: Till such time all the IRe codes and standards are changed from Working Stress Philosophy
to Limit State Philosophy, the design of structural components shall continue to be carried out
as per the existing codes, which may be still following working stress philosophy.
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103.3 Economy
Economy in bridge design would generally depend upon structural type, span lengths,
materials and method of construction, which shall be selected on the basis of life cycle cost.
Costs of structural alternatives should be worked out based on long term considerations
including inspection, maintenance and repair/replacement. Therefore, cost of future
expenditure on repair and maintenance during the whole service life of bridges should be
accounted for. Construction cost shall take into account regional factor such as availability of
material and labour, fabrication, location, shipping and erection constraints. Cost on account
f mitigation of social and environmental impact shall also be taken into account in working
f cost comparison. Efforts shall be made to optimize the life cycle cost.
Planninq of a bridge is essential to create a facility which will comply with various technical,
administrative, environmental and social requirements including financial justifications and
'11 serve the intended purpose. All requisite information and data shall be collected for proper
lanning of a bridge project.
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on both up-stream and down-stream sides of the site and the banks are
stable having no history of being out-flanked. A bridge should not be sited
across meandering stretches of rivers unless it is established that the banks
at the bridge site are the nodal points of the river (i.e. the river has a history
of touching these points year after year regardless of change in its course
elsewhere). Where one of the banks is not well defined and gets over-topped,
the option of training the river by construction of a guide bund can also be
considered. In case the active channel of the river, especially the alluvial
rivers, changes its course within the river basin, the option of training the
river by construction of guide bunds on both banks can be considered after
ensuring that the adjoining areas in the upstream do not get flooded or the
guide bunds themselves are not under attack. The preliminary site selection
can be based on information contained in the topographical sheets of the
Survey of India, supplemented by actual surveyor study of satellite images
of the location, which can be obtained from the National Remote Sensing
Agency. A model study may be required for bridging rivers having undefined
cross section and huge flood plains.
b. The cardinal principles to be kept in view at the time of selection of a particular
bridge site including river training works are to provide a suitable crossing
consistent with safety and economy and acceptable detour from the existing
road alignment. The following shall be the guiding considerations in this
regard:
i) Bridges up to a length of 60 meters - The location shall be governed by
suitability of alignment of road, unless there are special problems at the
crossing with regard to design and maintenance of the bridge.
ii) For bridges having a length between 60 m and 300 m - Suitability of
site of the bridge as well as that of the alignment of approaches shall
be considered together.
iii) For bridges having a length more than 300 m - The requirement of a
good site for the bridge shall have the precedence and the alignment of
approaches will have to conform to the selected bridge site.
c. A brief description of the reasons for selection of a particular site for the
crossing should be prepared for record, which shall include typical cross-
sections of the channel at all alternative sites investigated and rejected.
104.1.3.2 Grade separators and underpass
The layout of a grade separator or an Underpass is determined by the alignment and geometry
of intersecting roads or traffic, road classification and degree of segregation required.
104.1.3.3 Bridges in hilly & coastal regions
a) For bridges in high altitude, where the road is likely to pass through snow
bound areas and avalanche prone slopes, snow removal and avalanche
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04.1.5 Safety
e bridge and its approaches shall be planned to ensure safety of the user and the structure
accordance with Clause 105.2.
4.1.6 Initial Environmental Examination
. 'al environmental examination should be carried out to evaluate likely adverse impact of
e proposed bridge on environment. The most likely impacts are as under:
a) Increase in submergence of surrounding area
b) Likelihood of river bank erosion
c) Possibility of siltation
d) Relocation and rehabilitation of people/communities
e) Effects on historic monuments and heritage structures
f) Impact on conservation of wild life, flora and fauna
g) Impact on surroundings
4.1.7 Aesthetics
- bridges and grade separators should be aesthetically pleasing as it has a large impact
the surroundings. Considerations shall be given to various aspects mentioned in
ause 112.
04.1.8 Economic Evaluation
e economic evaluation of different alternatives of a bridge project shall be carried out
determine its relative viability. In some cases, social requirements may prevail over the
nomic considerations.
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104.4 Clearances
104.4.1 Clearance - Navigational
avigational clearances, both vertical and horizontal, shall be provided based on classification
~waterway as per the requirements of Inland Waterway Authority of India (IWAI) or the
ncerned Port authorities.
04.4.2 Clearance - Over Roads
04.4.2.1 Vertical
he minimum vertical clearance of any structure provided over the project road shall be
-.0 m for non-urban areas and 5.5 m in case of urban areas.
case of structures over local or collector streets, where only light commercial vehicles
;:: e plying and where alternative routes for heavy commercial vehicles and fire tenders are
available within a short distance, the authorities may relax the clearance requirements stated
ove.
locations where over-dimensional vehicles are frequently plying, the authorities may
nsider providing increased vertical clearance.
=or project roads carrying footways and cycle tracks, a minimum vertical clearance of
.25 m shall be provided.
04.4.2.2 Horizontal
hile fixing the horizontal clearance, consideration shall be given to safe passage of vehicles
n or under a bridge. The minimum clear width between any obstruction shall not be less than
at of the approach roadway section, including shoulders or Kerbs, gutters, and sidewalks.
o object, other than a road kerb or a crash barrier, should be located closer than 600 mm
o the edge of carriageway.
or a bridge constructed on a horizontal curve with superelevated road surface, the horizontal
learance shall be increased on the side of the inner kerb by an amount equal to 5 meters
ultiplied by the super elevation. The minimum vertical clearance shall be measured from
the super elevated level of the roadway. Extra horizontal clearance required for the super
elevation will be over and above the increase in width required on a curve.
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Choice of a particular span arrangement and the type of structure depends upon several
factors such as site characteristics, type of sub-soil strata, height and length of the bridge,
riding quality, design and, constructability considerations, availability of construction material
and technology etc. In case of urban flyovers, considerations of aesthetics and other functional
requirements like openness in inhabited portions, may have overriding effect for viaduct
spans vis-a-vis solid-fill portion for approaches.
105.1 General
Geometric design forthe bridge including immediate approach roads should essentially include
integration of vertical and horizontal alignment of the bridge with the highway geometry and
should broadly cover the following:
a) Preparation of Plan - showing the horizontal alignment horizontal curves,
overall width, width of carriageway, footpath, median, crash barrier, railing,
shoulders, side drains, right of way, etc.
b) Preparation of Vertical Profile - showing the vertical alignment, grade line,
vertical curves, high flood level, ground/bed profile etc.
c) Preparation of Cross-sections - showing the carriageway, cross camber/
super elevation, side slopes, median, footpath, hydraulic details, structural
arrangement, type of superstructure, substructure and foundation, abutment
details, protection works, details of return walls, retaining walls etc.
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in specific zones within the bridge, transitions between sections with different Design Speeds
shall be designed as per relevant IRC codes.
105.6 Super-Elevation
105.6.1 The super elevation and additional widening on the deck of a bridge on a horizontal
curve shall be provided in accordance with the relevant IRC code.
105.6.2 Transition from normal cross slope to full super elevation shall be avoided over a
bridge as far as possible.
106.1 Data collection for hydraulic design shall be made in accordance with
Clause 104.2 of the Code.
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106.2.2 Design Highest Flood Level shall be the Highest of the following:
a) The highest of flood levels as obtained from local enquiries from aged
persons. Such local enquiries should be made at 3 different locations at
site.
b) Level of the highest watermarks, left on different old structures or the erosion
marks on the banks
c) Highestflood level that will be able to pass the design discharge as determined
from other sources as per clause 106.3
d) The highest of the levels after considering the effects of confluence,
backwater and HFL because of merger of or into any other river in the
influence zone upstream or downstream of site.
e) The highest level as corroborated from the records of HFL available for
existing bridges, other structures like dams and spillways and gauge stations
etc. on the river in upstream or downstream direction.
f) Effect of any new structure planned for future in the influence zone of the
stream .
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ormula at the discretion of the engineer responsible for the design. One such formula for
egime conditions is:
w = c-.J(Q)
here,
W = regime width in meters (equal to effective linear waterway under regime
condition)
Q = the maximum design discharge in rnvsec;
C = a constant usually taken as 4.8 for regime channels but it may vary from
4.5 to 6.3 according to local conditions.
06.5.1.3 The formula which is applicable for alluvial soils in regime conditions, should not
applied for clayey, bouldery or such strata. The waterway in such cases should be decided
the basis of study and analysis of site and flow conditions by adopting some rational
a proach (like performance of existing bridge nearby, on the same river).
06.5.1.4 In meandering flood plains and in deltaic regions, the waterway proposed may
as in above clauses, but guide bunds, flood embankments or other river training works
ould be provided to train the river to flow through the bridge. Hydraulic or Mathematical
odel studies may be required to ascertain the flow conditions, and design parameters for
e training works and the required waterway.
06.5.1.5 If the river is of a flashy nature and the bed does not submit readily to the scouring
ffects of the flood, the linear waterway should be determined by the area velocity method,
:aking into account the design flood level and its water spread, the characteristics of the bed
aterials and the water surface slope.
06.5.1.6 In a hilly terrain, the minimum waterway under the bridge should be kept same as
e linear waterway at HFL.
~06.5. 1.7 In sub-hilly terrain/trough terrain, waterway should be decided after carefully
udying the past history of river behavior and flow conditions, as river is usually unstable
and changing course periodically resulting in a fan shaped delta type formations, requiring
ore waterway than normally required by formula.
06.5.1.8 In case a new bridge is to be constructed, close to an existing bridge for the
urpose of widening or providing extra carriageway, the waterway provided in the new bridge
hould usually be kept the same as in the old bridge unless there are specific reasons. If the
vaterway is to be kept different, then bridges should be provided with smooth inlet and outlet
ansitions.
106.5.1.9 For artificial channels (irrigation, navigation and drainage), the linear waterway
should be adequate to pass the full discharge at designed velocity, but concurrence shall
invariably be obtained from the authority controlling the channel. If it is proposed to flume
he channel at the site of the bridge, this fluming shall be subject to the consent of the same
authority and in accordance with the essential requirements.
106.5.1.10 The waterway, as worked out from the formula or decided otherwise, should be
compared with linear waterway at HFL corresponding to the design flood discharge and the
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difference in the two should be analyzed and reconciled before finally deciding the waterway
to be provided.
106.5.2 Restricted Waterway
106.5.2.1 The linear waterway as calculated above can be restricted by careful consideration
of the resulting effects on flow conditions, scour, afflux and other site condition in the individual
cases. No restriction in waterway should be considered for well defined and confined flow.
106.5.2.2 In hilly terrain the linear waterway at HFL should not be restricted because that will
cause undesirable hydraulic jumps as the flow in such a terrain is usually super critical.
106.5.2.3 For unstable meandering rivers flowing through a number of sub channels
separated by land or shallow section of nearly stagnant water and having width much in
excess of the regime width, or channels flowing over large widths with small depths, the
restriction of waterway may be considered. In such cases, it may be necessary to constrict
the channel by providing training and protection works to prevent the main channel from
wandering about freely and for minimizing the resultant oblique attack on bridge foundations
and approaches. The extent of constriction and the design of training works in such cases
should, preferably, be decided on the basis of model studies, keeping in view the ultimate
economy, safety, durability and aiming at optimal recurring maintenance needs of structure
as well as river training works.
106.5.2.4 In case of bridge being located at bends, curves or oblique to flow, the waterway
gets restricted. The available waterway normal to the flow should be worked out and this
should be accounted for in the design.
106.5.2.5 The restriction of waterway will result in afflux on the upstream of bridge. The
effect of this afflux on the velocity, scour and submergence of surrounding area should be
considered in the design. The consideration of these effect and comparison of consequent
costs in the two cases, will decide the limit of restriction in the linear waterway.
106.5.2.6 If the waterway has to be restricted to such an extent that the resultant afflux will
cause the channel to discharge at erosive velocities, protection against damage by scour
shall be afforded by providing deep foundations, curtain or cutoff walls, rip-rap, bed pavement
or other suitable means.
106.5.3 Effective Linear Waterway
106.5.3.1 The linear waterway or restricted waterway worked out as above shall be reduced
because of the obstruction caused by piers or obliquity of flow in the river at the bridge site.
106.5.3.2 For calculating the effective linear waterway the width of obstruction due to each
pier shall be taken as the mean submerged width of the pier and its foundation up to the
normal scour level. The obstruction at the ends due to the abutments or pitched slopes
duly protected shall be ignored. For other flow conditions, actual obstruction due to pier and
foundation normal to the flow should be worked out and considered in design.
106.5.3.3 Effect of presence of Dams, Barrages, Weirs, Sluice Gates etc. on the hydraulic
characteristics like causing obliquity and concentration of flow, scour, silting of bed, change
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flow levels, bed levels etc. should be studied and analysed while deciding the waterway.
hese should invariably be decided after collection of data from the concerned regulatory
authorities and after discussions with them.
06.5.3.4 The effect on linear waterway and hydraulic particulars should be taken care of in
e design of a bridge, if constructed in the close proximity of an existing bridge.
06.5.3.5 In case of tidal zones, where it is decided to adopt measures likely to affect the
olume of the tidal flow and other characteristics of the tide, it shall be ensured that no port
r harbor or other installations in the proximity of the bridge are adversely affected.
06.7 Freeboard
06.7.1 The freeboard for the approaches to high level bridges, where water spreads along
e approaches, shall not be less than the minimum values specified in relevant IRC code for
ad designs.
06.7.2 For the aggrading rivers in Himalayan foot-hills and flood-prone areas or North-
Eastem States, North Bengal etc. and where ever required for some specific reason, the
~eeboard shall be suitably increased.
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106.8.3 For arched openings of high level bridges having overhead decking, the clearance
below the crown of the arch shall not be less than one tenth of the maximum depth of water
plus one-third of the rise of the arch intrados.
106.8.4 No part of the bearings shall be at a height less than 500 mm above the design
highest flood level, taking into account afflux.
106.8.5 In the case of artificial channels having controlled flows and carrying no floating
debris, vertical clearances lesser than that specified in Clause 106.8.2 & 106.8.3 above may
be provided.
106.8.6 In the case of bridges in sub-mountainous region and across aggrading rivers,
silting of the bed of the river should also be taken into consideration while fixing the vertical
clearance.
106.8.7 In case of bridges across tidal rivers, creeks, sea, the vertical clearance shall be
provided keeping in view the HTL and normal wave/splash effects.
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Where:
= The discharge in Cumecs per meter width. The value of "Db" shall be the
maximum of the following:
i) The total design discharge divided by lower of the effective linear
waterway between abutments or guide bunds, and theoretical
linear waterway.
ii) The value obtained taking into account any concentration of flow
through a portion of the waterway assessed from the study of the
cross-section of the river. Such modification of the value may not
be deemed applicable to minor bridges of length upto 60 m.
iii) Actual observations, if any.
= the silt factor for a representative sample of the bed materials obtained
down to the maximum anticipated scour level and is given by the
expression 1.76-.Jdm in case of sandy soils (having particle size between
0.04 mm to 2.00 mm), where "dm" is the weighted mean diameter of the
bed material in mm.
Clayey beds having weighted diameter less than 0.04 mm offers more
resistance to scour than sand. In absence of any accepted rational
formula or any data of scour at the site of the proposed bridge, the
following theoretical calculations may be adopted :
i) In case of soil having ~< 15° and c (cohesion of soil) > 0.2 Kg/cm2,
'Ks/ shall be calculated as follows:
KSf = F(1 +-.Jc), where 'c' is in Kg/cm2
ere,
F = 1.50 for ~> 10° and < 15°
= 1.75 for ~ > 5° and < 10°
= 2.00 for ~ < 5°
ii) Soils having ~ > 15° will be treated as sandy soil even if 'c' is more
than 0.2 Kg/cm2, and silt factor will be as per provision for sandy
soil.
te:
i) The effective linear waterway shall be determined in accordance with Clause 106.5.3,
and in no case shall exceed the value assessed as per Clause 106.5.1.2.
ii) A typical method of determining "d;" is set forth in Appendix-2.
iii) The value of KSfto be adopted for the purpose of design should be determined after
laboratory testing of the representative samples of bed materials collected during the
sub-soil exploration.
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106.9.3.2 If there is any predominant concentration of flow in any part of waterway due to
bend of the stream in immediate upstream or downstream or for any other reason, like wide
variation in type of bed material across the width of channel, then mean scour depth may be
calculated dividing the waterway into compartments as per the concentration of flow.
106.9.3.3 Maximum scour depth
The maximum scour depth below the highest flood level (HFL), which is to be considered for
the purpose of design of foundations, protection works, river training works etc. shall be in
accordance with relevant IRC Standards, duly taking into account the mean scour depth dsm
and obstructions due to piers and abutments.
106.9.3.4 If a river is of flashy nature and the bed does not lend itself readily to the scouring
effect of floods, the formula for dsm given in the Clause 106.9.3.1 shall not apply. In such
cases the maximum depth of scour shall be assessed from actual observations.
106.9.3.5 Bridge located across streams having gravel or boulder beds (normally having
weighted diameter more than 2.00 mm), there is yet no rational formula for determining
scour depth. However, the formula given in Clause 106.9.3.1 may be applied with a judicious
choice of value of Db and KSf and the results compared with the actual observations at the site
or from experiences on similar structure nearby and their performance and decision taken
based on sound engineering judgment.
106.9.3.6 Obstruction in the channel bed, likely to divert the current or cause undue disturbed
flow or scour and thereby endanger the safety of the bridge, shall be removed as far as
practicable from within a distance upstream and downstream of the bridge not less than the
length of the bridge subject to a minimum of 100 meters in each direction. Attention shall be
given to river training and protection of banks over such lengths of the river as required. In
case it is not possible to remove such obstructions, its effect on scour shall be considered.
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• when the protection and river training works cannot be designed reliably
because of the uncertain or complex conditions.
106.11.2 The studies should be carried out at the reputed, reliable and accredited institutions
only where requisite facilities are available.
106.11.3 The Site and Contour surveys for these studies should be done very carefully,
with precision and it should be ensured that these along with bed materials are correctly
epresented in the Model.
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109.2 Drainage
109.2.1 General
The bridge deck and its immediate highway approaches shall be designed to provide safe
and efficient conveyance of surface run-off, in a manner that causes minimum damage to
the bridge and ensures safety of the passing vehicle. Transverse drainage is achieved by
providing a suitable camber or super elevation, sufficient for positive drainage.
109.2.2 Bridge Deck Drainage
Drainage spouts shall be provided at suitable spacing, depending upon the width of
carriageway, to drain off the water from the carriageway during rains. For wider carriageways
having width more than 3 lanes in each direction, special design of deck drainage
(including extra roughening of the deck surface) may be needed to reduce the potential for
hydroplaning.
The underside of the outside edge of bridges shall be designed with continuous drip grooves
to prevent staining of the surface. In case of bridges across a stream or a river, the rain water
can discharge into the river bed through drainage spouts provided at suitable spacing. The
surface drainage collected at deck drain locations shall be directed through the superstructure
by individual vertical or near-vertical deck drain pipes.
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In situations, where it is not possible to discharge into the underlying water course,
consideration should be given to conveying the water in a longitudinal storm drain affixed to
the underside of the bridge and discharging it into appropriate facilities on natural ground at
bridge ends.
Runoff from the bridge deck at the abutments shall be intercepted either immediately beyond
the end of the bridge approach slab or before the end of the curb or barrier, by catch basins
or other suitable means. The water so intercepted shall be directed past the embankment
slopes and abutments in order to control embankment erosion.
Discharge from deck drains shall be channelled by means of down pipes and downspouts
to locations that can be protected from erosion. Down-take pipes, wherever provided, shall
be of a rigid corrosion-resistant material. Downpipe systems shall be designed so that water
is not discharged onto the traffic or facilities below the deck, such as roadways, pedestrian
paths or navigation channels. Changes in direction in down-take pipes shall be not greater
than 45°. Cleanouts shall be provided near bends or at intervals to permit access to all parts
of a downpipe system.
109.2.3 Storm Water Drainage Design
The design of the drainage system involves:
a) Estimation of the run-off flow rate using rational method &
b) Fixing the slope and dimension of the drain to have adequate capacity to
carry the discharge and afford proper maintenance.
Reference shall be made to specialliterature/iRC code for design.
109.2.4 Drainage at the Foot of Flyovers
Due to the longitudinal slope of ramp of a flyover, there is a tendency for the rain water to
flow in longitudinal direction rather than in cross direction resulting in very large quantity of
water reaching the valley curve area where it meets the ground level road. Suitable system
of drainage shall be adopted to avoid ponding in such cases.
109.2.5 Drainage for Underpasses
For underpasses, the possibility of designing the storm water drainage based on gravity flow
shall be the first choice. In case the surrounding levels do not permit a gravity based system
of drainage, suitable arrangement for pumping the water shall be provided.
109.3 Bearings
109.3.1 General
a) Bearing is provided to transfer vertical and/or lateral loads from
superstructure while itself undergoing rotations and/or movements.
Appropriate type and arrangement of bearings shall be selected on the basis
of geometry and type of superstructure, nature and magnitude of vertical
and horizontal loads and direction and magnitude of rotation and translator
movements.
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CARRIAGEWAL
-STEEL RAILING
o
o
'"
Fig. 1 Details of Concrete Crash Barrier & Railing for showing Bridge with Footpath
450 -. I
•
h
525
250i2~
T
! r-
I
a
I I I
I Ll)
r--
I II 0
0
a
I I
.•..
a I I N
0
II
I
I ~ L()
~
L()
I I
I ~ , NI
-1601
1
Fig. 2 Details of Crash Barrier for Bridges Fig. 3 Details of High Containment Crash
without Footpath Barrier
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500 500
P4
25
~ lil_
1
HSPACER CHANNEL
-I 425
50 -I ~ISPACER CHANNEL
I •
GUARD RAIL BEAM- -- -----. 0 o
(")
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550 550
150
I:
ANTI GLARE I RAILING r-1 ~-~1
SPACER CHANNEL-- t : g I I
';-.....1-'----'- ...•......
...,.-100'
(a) With raised kerb (b) With RCC crash barrier (c) With metallic crash barrier
(With single or double barrier W-beam)
109.6.4 Flexible and semi rigid barriers shall not be provided on bridges without footpath
on outer side of the carriageway.
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109.7.3.5 Guide posts/ stones may be used in lieu of railings, if the submergence of the road
surface over the causeway is frequent and use of removable or collapsible railings becomes
unsatisfactory.
109.8 Kerbs
109.8.1 The section given below shall be generally adopted for surmountable road kerbs.
In case of un-surmountable road kerbs the section shown shall be suitably modified.
V
I
I. 225(MIN.)
I
l 175(MIN.) 252~
1 I
I 4f7/~~ 13
,
I, I.t)
0 N
I 0 N
N
FINISHED SURFACE/
109.8.2 The section of the kerb should be so designed that it would be safe for vertical and
horizontal loads as per relevant IRC Codes.
109.8.3 A safety kerb will have the same outline as that of a road kerb, except that the top
width shall not be less than 750 mm.
110. ILLUMINATION
110.1 All bridges should have provision for illumination. Provision for cabling, mounting
and installation of luminaries shall be considered in design and detailing. Support system
provided for the bridge lighting shall be adequately designed for the expected loadings. The
support system shall be detailed so that it does not sacrifice the kerb and crash barrier running
profile, maintaining its continuity. The support system, mountings and other fixtures required
for illumination of the bridge shall not impair the functionality of other road furniture.
110.2 Illumination plan for bridges, grade separators, under-passes and interchanges
shall be considered during initial planning. The arrangement of the masts/poles i.e. its height
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and spacing, should be such as to achieve the following values of Average Maintained
Luminance, Eav :
• Main Carriageway = 50 lux
• Footpath/Cycle Track = 20 lux
• Underpass = 70 lux
Minimum Uniformity Ratio, Errun
. /E av shall not be less than 0.5, where Emm. is the minimum
luminance in the area.
Maintenance factor, which is the ratio of average illumination on the working area, given by
an installation with decreased effectiveness due to dust, pollution, line voltage drop, ageing
of lamp, product tolerance etc., to that of a new installation shall be considered as 0.75
110.3 While deciding the illumination plan, consideration shall be given to energy
efficiency, environmental pollution, aesthetic and economical aspects. The selection of
lighting system and the layout should add to the overall aesthetic of the bridge.
110.4 The installation, lighting arrangement, method of control, switches etc. shall
conform to the provision contained in IS: 1944.
110.5 Adequate lighting shall be provided at specific locations, such as loops, ramps,
signal free interchanges, merging zones, rotaries, pedestrian crossing etc. Ramps and
approaches should be lit to the same level as main lanes.
110.6 At highway interchanges, different lighting arrangements, viz. lighting Poles or
high masts or combination of both, may be considered and the one which gives optimum
results from the view points of aesthetics, safety, illumination and ease of maintenance may
be adopted.
110.7 Illumination levels for the vehicular and pedestrian subways/underpasses may be
kept the same as those on the approaches at either end of the subway/underpass.
110.8 At night, the level of luminance in a subway/underpass, should be constant and
equivalent to the level on the road leading into the subway/underpass. However, since there
is a high level of external light during the day, it is necessary to increase the level of luminance
at the entrance of the subways/underpasses, mainly to avoid a black hole effect leading to
a reduction in visual perception. At the exit of subways/underpasses, the level of luminance
should also be increased to avoid drivers being subjected to glare effects by the light outside.
Thus the illumination layout of a subway/underpass shall be planned considering the various
zones (viz. Threshold, Transition, Interior and Exit zones). A symmetric or pro-beam lighting
systems shall be used except in the transition zone where it may be counter beam type.
Wherever feasible the vehicular/pedestrian/cattle underpasses in remote areas should have
provision of skylight to get the light inside underpass during the day.
Appropriate plan for road markings, signage, delineation and signals (where necessary)
shall be made and integrated with the overall bridge planning. These should be provided
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IRC:5-2015
on bridges, flyovers grade separators and their approaches to facilitate smooth and safe
movement/operation of traffic without creating any confusion among users and also to
minimize the possibilities of serious damage to the bridge structure or any of its components
in the event of accidents. Provisions should be made in the structures for supporting of
signals, signages and delineators.
111.2 Signals
a) Signals, near or on the bridges, shall be provided as per specific requirement
of the any particular project, conforming to the requirements of IRC:93.
b) Signals can be either electrically operated or solar powered.
c) Flashing beacons shall be provided at the beginning of median or crash
barrier, clearly indicating start of a bridge/flyover or loop emerging from main
carriageway. Provision of cables for power supply to any such signal shall be
considered in addition to the regular illumination.
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be structurally safe and properly anchored to the bridge deck. The bridge
deck shall be designed to withstand all such loads.
d) Wherever signs are to be illuminated or signals to be operated, necessary
arrangements shall be made for cable ducts.
111.4 Delineators
Delineators (also referred to as guideposts) shall be provided as per safety requirements.
These shall be installed along the side of the roadway in a series to indicate the alignment of
the roadway. Delineators are particularly beneficial at locations where the alignment might be
confusing or unexpected, such as at lane reduction, transitions and curves.
112. AESTHETICS
112.1 Bridges have large visual impacts on their surroundings. To achieve aesthetically
pleasing view of bridge and its surroundings, it is essential that attention should be paid to
produce a clear, simple, well-proportioned structure form, blending harmoniously with its
surroundings. Larger the length of a bridge, greater is its visual impact. Therefore, specialists
in architecture and landscaping may be engaged for bridges having lengths of 500 m or
more.
112.2 Bridges should complement their surroundings, be graceful in form and present
an appearance of adequate strength. Bridge designers must, therefore, consider appearance
as an important design consideration. Attention should be given to appearance while looking
towards the bridge as well as that while moving on the bridge.
112.3 The visual appeal of the bridge can be attributed to its form, texture, colors a
other details. Every visible component of a bridge has a role to play. Aesthetics of a brid e
must be considered both in the conceptual planning stage as well as in the detailed desig
stage.
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heights, should have good proportional relationships to each other and their structural chore.
Generally, no single element should dominate the visual composition. The collective design of
the structure should be in scale with the site and environmental considerations. The structure
form should have an appearance of lightness.
112.5.5 Pier Cross Section
Pier shapes will be largely influenced by the span arrangement, width of superstructure,
height of piers and the nature of surroundings. When bottom section of pier is influenced by
ground level conditions (e.g. median verge of a flyover) special shapes varying along height
should be considered.
112.5.6 Pier Caps
Pier cap width and length are influenced by functional considerations but its visual integration
with the pier below and deck above must receive the due attention.
112.5.7 Abutments
In an open landscape setting, spill through or bank seat abutments are generally preferable,
as walled abutment structures can block views. If unavoidable the use of plantation should
be considered to hide the abutment walls.
112.5.8 The space around and under the bridge must be given due consideration as
aesthetic aspect of the bridge depends a lot upon the beauty of its surroundings.
112.6 Standard details when used need to be reviewed for their appropriateness to each
project. They should be regularly updated.
112.7 New bridges generally become part of a family of other bridges along a route. The
impact and relationship to this family should be considered. The new bridge should respect
the role, form and design of the existing parallel bridge.
A structure will properly serve its intended design life only when it is regularly inspected and
maintained in accordance with the IRC codes and guidelines.
Proper attention shall be given to ensure all critical components ofthe structure can be properly
accessed and inspected. Therefore, proper access/arrangement for inspection of bearings,
anchors, interior of box girders and the like, should be thought of at design stage. Bearing
replacement scheme, where applicable, shall be planned at design stage and corresponding
forces should be considered while designing various components of the bridge.
A maintenance manual shall be prepared for the bridge project.
Exposed parts of steel structures shall be accessible for inspection and periodic painting.
Design documentation shall include indicative procedures for replacement as well as repair
of bridge components, like bearings, corroded anchors, expansion joints, drainage spouts
etc.
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APPENDIX-1
Clause 106.3.1.5
The Unit Hydrograph, frequently termed as the unit graph, is defined as the hydrograph of
storm run-off at a given point in a river, resulting from an isolated rainfall of unit duration
occurring uniformly over the catchment and producing a unit run-off. The unit run-off adopted
is 1 cm depth over a catchment area.
The term "Unit-Rainfall Duration" is the duration of rainfall excess resulting in the unit
hydrograph. Usually, unit hydrographs are derived for specified unit durations, say, 6 hours,
12 hours etc., and derived unit hydrographs for durations other than these are converted
into unit hydrographs of the above unit durations. The duration selected should not exceed
the period during which the storm is assumed to be approximately uniform in intensity over
various parts of the catchment. A 6 hours unit duration is suitable and convenient for studies
relating to catchments larger than 250 sq.km.
The unit hydrograph represents the integrated effects of all the basin constants, viz., drainage
area, shape, stream pattern, channel capacities, stream and land slopes.
The derivation and application of the unit hydrograph is based on the following principles:
1) All the characteristics of the catchment of a river a reflected in the shape of
the hydrograph of run-off.
2) At a given point on a river for all storms having the same duration of rainfall
excess above this point and uniformly distributed with respect to time, the
discharge ordinates of the hydrograph are proportional to the total volumes
of storm run-off. This implies that rainfall excess of, say 2 cm, within the
unit of duration will produce a run-off hydrograph having ordinates twice as
great as those of the unit hydrograph. Also, if individual hydrographs are
obtained from separate periods of uniform rainfall excess that may occur
throughout a storm period, and these are properly arranged with respect
to time, the ordinates of the individual hydrographs can be added to give
ordinates representing the total storm run-off hydrograph for the entire storm
period.
Three methods are generally available for giving unit hydrographs at any point in a river.
i) By analysis of rainfall and run-off records for isolated unit storms;
ii) By analysis of run-off compound hydrographs;
iii) By computation of synthetic unit hydrographs, when sufficient rainfall and
run-off data are not available.
The determination of design flood, after the unit hydrograph has been derived, involves the
following steps:
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APPENDIX- 1(a)
Clause 106.3.2
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APPENDIX-2
Clause 106.9.3.1
Representative disturbed samples of bed materials shall be taken at every change of strata
upto the maximum anticipated scour depth. The sampling should start from 300 mm belo
the existing bed. About 500 gms of each of the representative samples so collected shall be
sieved by a set of standard sieves and the weight of soil retained in each sieve is taken. The
results thereof are then tabulated. A typical test result is shown below (Tables I & II).
Table -I
Table -II
74.365
Weighted mean diameter =
100
= 0.74365
Say 0.74
45
(The amendments to this document will be published in its periodical,
'Indian Highways' which shall be considered as effective and as part of
the code/guidelines/manual, etc. from the date specified therein)