INDIAN ROADS' CONGRESS

1Re:SP:04

BRIDGE LOADINGS ROUND THE WORLD

NEW DELHl Prim (including packing &

1966 F a a g e ) : us.*
2% \.+
 THE J. 6;. WHITE ENGINEERING CORPORATION
I ENGINEERS AND CONSTRUCTORS f
80. BROAD ST., NEW YORK 4, N.Y.

COMMUTER LINES

TRAFFIC SURVEYS
ACHIEVEMENT SERVICE CAPABILITY
-
-I-
--- - - - -- -- -

I
= = - - 5 - - - c i ~ 5 ~ ~

I
Ia
1 b.

E
LIGHT AnD
9a ~ E D I U ~
ti
STRUtTURAL
Ia FRBRItRTIOII
*
ROAD BRIDGES STEEL FRAGFS FOR

I
BUILDINGS 46 TEA GARDEN STRUCTURES
ROPEWAY TRESTLES & STATIONS
CONVEYORS & TOWERS 3E BUCKETS &
'
HANGERS m BUNKERS & CHUTES

I Enquir~esto
STRUCTURAL DEPARTMEN r

?",';p 0
.
,

I ,~i~c.r
CI~~X?S~~SC~-=-------~-R
LI~ITEED
MARTIN BURN HOUSE.
12 Mission Rcw. Calcutta 1
I

1
 SHALIMAR TAR

CURRENTLY COMPLETING THE LAST OF 6 BRIDGES

IN PURNEA OVER N. H. 34.

LAST YEAR COMPLETED TALLAH & MAJHERAT BRIDGES

IN CALCUTTA BOTH 9 MONTHS AHEAD OF SCHEDULE

SHALIMAR TAR PRODUCTS (1935) LIMITED

Regd. Office : b Lyons Range, Calcutta-I.
Phone : 2 2 2 3 8 1 ( 1 8 Lines)

I GANNON DUNKERLEY & CO., LTD.

R. C. C. SPECIALISTS, ENGINEERS & CONTRACTORS

Regd. Ofice : CHARTERED BANK BUILDING, FORT, BOMBAY I

Branches at : AHMEDABAD. COIMBATORE, CALCUTTA, MADRAS,

NEW DELHI, KANPUR, BANGALORE, POONA.

 ~..
7-

Transport.Conmuniutlonr Monthly Review

BRIDGE LOADINGS
ROUND THE WORLD
The Indian Roads Congress issued a questionnaire to various countries in the
world about the bridge loadings appl~edfor design purposes.
The following countries very kindly sent the replies:
(I) America (U.S. Bureau of Public Roads)
(2) Austria
(3) Belgium-see pp. 128-129
(4) Canada (Toronto and Ontario)
(5) Finland
(6) Germany (Federal Republic)
(7) Great Britain
(8) India
(9) Italy
(10) Japan
(11) Malaysia
(12) New South Wales (Australia)
(13) New Zealand
(14) Norway
(15) Philippines
(16) Rhodesia
(17) Sweden
(18) Switzerland
(19) Turkey
The ensuing Tables have been prepared from the infdrmation received.
The Indian Roads Congress is very grateful to the above mentioned countries
for the information supplied.
 TranapartSommunkatlon~Monthly L v l m 0uunb.r 1965

I QUESTIONS
, -
1 Roads)
AM
(U.S. B u l E o f Public 1
GA

--
I

~ -
AUSTRIA
. .~. ~~
1
LOADINGS Article 1.2.5' Bridge Claases See Fig. 6 in Plate I
Design train loading (i) Truck loading and Tptal weight tonnes 25 16
truck loading or any
sprcial load~ngfor
each category of
,
lanc loading HIO-44,
HIS-44. H20-44,
H15-S12-44, HJO.S16-
)(, ~~~~k
xore whcel tonnes 4 25
mada. 4+ and Military Back wheel tonnes 8.5 5.5
loading. (See Figs. I. ~ ~ ~ i ~ ~
2, 3 & 4 in P l a ~ cI). weight tonnesjm2 1.67 1'07 1.07 1
For trunk highways
1 or other highways ( b ) Uniform
1 whtch carry heavy load tonnnlmz 0.54 0.40
truck traffic, mi",- (e) Caterpillar
1 mum loadrng HIS-
512-44.
For Inter-state high-
Car
Total weight tonhw
Catcrplllar
60 -
I way system, M ~ l ~ t a r y
loading (see Ftg. 4
load
Equivalent
tonnes/mP 17.14 -
in Platc I ) where- weight tonncs/mz 3-31 -
evrr it causes
moments or shear For spans more than 30 m, calculations may be made
greater than thosc with the "Equivalent weight" (lotal weight, referred to
caused by H20-S16 the track area) instead of the difirent whecl loads.
truck or the standard
lane loading.
(ii) Distance h c t w ~ n (ii) No auceasive trains
succeruivc trains or :
loadr
(a)
(b)
or loading..
'
I i
I
A)
(C)
(d)
p-i
i
2. Lateral disposition Article l.2.b.
of train loading or
other types of load-
!
ings with respect to : I
(a) Kerb ~i~~~~~~from kerb , (a) The standard trucks, 2.5 m wide, are equal to the '
to line of width of a Lane; therefore the trucks have to be put i
fi (for ,lab , cioac together, so that the live load for the considered
daign-l A). (m structural part ariscr to a maximum.
I t is not nccesrary to ahin the whecls of the trucks to
; 1).
I and 3 in ~l~~~
thc kerb. !
I
I (b) Central line of
the bridge
(h) No particular lateral (b) The caterpillar, as the only load on the roadway, has
dwposition.

7, 1 2.8,
a maximum dcviation of0'5 rn on both rides from the
centre line of the roadway.

Bridge Class I : The cal ulation har to be cxcct~tcdfor:

f
(A) on 2 adjoining lanes, truck of 25 t each On every 1
each span of bridqcs I other of the followrne lanes, I truck of 16 r. The
rent nf roadway and footpath to be covered with uoi-
(
and culvcrts wtth ihr
following numbcr ol 1 forrnly dirtributed load of 0'5 t per metre.
( traffic lancs : I
. . For a ca1erp;llar of TO tonne, only.
0%) . . a1.a see 2(b)
. . abovr.
(i) Two Ianca ( (i! 100 per crnt ofeither Bridge Class 11 : O n 2 i,djoining l a n e , one 16 t truck
2-lenc loading or one each. The rest of the roadway and rootpath to he, covered
standard H or H.S. with unifurmly distributed load of 0.4 t per sq, metrc.
truck per each lane 60 t CATERPILLAR
( ~ i ) '&,o lanes each (ii) 75 per ern1 of cithcr 3 (ii) 551 Truck.
way on a divi- 4 lane loading or anc
d r d highwhy standard H or H.S.
1 truck pcr cach lane. 3 (iii)
(iii) T h r r c Ian= eaet,l(iii) 79 per m t of either ' . ,<,ma "&J$&m
way on a divi. 6 lanc loading or one
-
dcd hiehwav I standard H or H.S.
I
I
truck per each lanc
I ,VOI~ :~n case o f a 3-lane
bridge. 90 per cent
I of the full tivc toad. 1
. A ~ ~ ~ C I Creferred
S to relate to the A.A.S. H.O. Standard Specificarion* for Highway Bridge* ('%I).
Transport-CommunlcatIons Monthly Review December 1965 :
!
CANADA FINLAND
1
LANE LOAD

......,
m
- ..-/"
m "1
*,,-
I
I
n r
0 - ',-.
i"
I" r . 2%- .,
s roo ",I.
I

All H20-S16-44
Article 1.2.4 to 1.2.9. / HEAVY TRUCK LOAD I

HEAVY TRUCK LOAD I1

zm :" t o ,m.e",

. U~
i"r 2%'"
L

No relationship far trucks.

Without Impact

(i) 100 per cent

(ii) Two lanes 100 per cent, remaining

lanes 50 per ccnt.

I in (i) above except that ( c ) 11

I
FEDERAL REPUBLIC O F GERM GRE.4T BRITAIN

Bridges carrying public roads are dcsi-

aned for HA loading (British Standard
153-Part 3-Section A-see Fig. 8
consisting of a uniformly distributed Load
plus a single knife edge load. Thc
load varica with the span but between 20
and 75ft it is conatant st 2200 Lb per linea
foot of 10 fr wide lane. The

I load is placed parallel to the supports of the

(i) For Federal Autobahns. Federal
Highways and Rural Highways of
1st order, Bridge Class 60=6 x 10 t
For Rural Hiihwa a of 2nd order
member under consideration and has a
value of 27,000 lb for a 10 ft wide lane.
Bridges carrying important roads arc
checked for 45 units of HB loading to
~ ~ standard
i ~153. ~ ~ h
U ~ l l-H.B LOADIN6

8 ,
AXLE LOAD -
,
L TON
8 (1
and District ~oadls, Bridge Clara
90=6X5 t
For Minor Roads, Bridge Class 16
& 6. ace Fig. 7 in Plate 11.

wont cffcctr. Laterally it can be

placcd upto the kcrb.

(b) Outside the carriageway, uniformly

dhtributcd load o f 0 3 t per me for
bridges of claw. 60 and 30.

not be considered.

98
h r a n r w r t - ~ o n m l n l c a t l o n rMonthlv Review December I965

II auacs 201' and 207.

INDIA
I
11 divided
ITALY

For the purpose of loading, highways are

into the following two categories. :
Class "AA" tracked vehicle and ( I ) Highway* far civil end military use, and
Class "AA" wheeled vchide.
Clam <'A"train of vchiclcs.
Class " B train of vchickr.

, See Figs. 9, 10 & I1 in Platc 111

Far Class "B'! train of vehicles-
65 ft min. '
on the footpaths.
Category (11)-The
, most unfavourable of thr
following conditions :
(a) one or more lanes loaded wit1
continuous trains of truck!
(Type I ) with crowd loading or
the footpaths (Typc 3)
/ (b) one or more steam rollert
(Typc 2) side by side wit1
i crowd loading on footpath)
(Type 3).

No dctailsgiven.

One train of Class " A A tracked or

wheeled vchicles or two lanes of Class
"A" train of vehicles for National 1
Highways and State Highways.
ii) 80 per cent of two traina of Class
"AA" tracked or whcelcd vchicles
or of four lanes of Class "A,'
train of vehicles.
 Trmrport-Communiutionl Monthly Review December 1965

JAPAN / MALAYSIA

B.S. 153-Part 3A: 1954

(see Fig. 8 in Plate 11.)

: Typr HA (British) laad-

ing represents approxi-
matcly cflrct of 3
vehicles, each 22 tons in
weight, closely spaced,
in each of two carriapc-
way lanes. followcd by
10-ton and 5-1011 vehicles.
For short span membm,
the effects of two %ton
T- LOADING L-LOADING whecls 3 ft apart have
T-loading for design of floor rystcm : been caneidcrcd (i.e.,
approximalely two I l f i
Class of bridge Load Wcight W(t) ton whcrls with 25 pcr
1st T-20 20 cent o \ ~ r s t r e s ~ ) .
2nd T-14 14
One vehicle longiludinally and as many as
possible transversely.
I .V,fc : For spans exceeding 150 m, spccihcations
arc otherwise considered.
I Loading for the Design of Main Girders

Main-lanc lcrding Other

(width of 5.5 m) lanes
-1
Live load U.D.L.
P.(kg/m.) P. (ke.lmzl -.

l<80m I5O>l>
-..~~-- 80m ( a ) Nil.
~~

scoo
~

350 430-1>300
+ pf
main
loading

70 per cent of L.20

(b) Nil.

B S. 153-Part 3A-
1954-Claurc 4-A
(a), (b) and (4.
(i) Occupied by full
type HA loading.

(ii) Occupied by full

type HA loading.

(iii) THOlanes otcupicd

by full type H A
loading and one
lane iccupicd by
1 one-third thc full
I lane loading.
transport-bmmunications Monthly Review
... . December 1965
1
,

NEW SOUTH WALES NEW ZEALAND

I-
Clauses 2.5' and 2.7' Design loading for new
bridges far all National
(i) Truck loading and lanc B ~ a r dRoads or Govt. Sub-
loadina HIO-44, H15-44. sidiary Roads as per
H 20-44 and H15-S12-44 A A.S.H.O.
and H2U-SIG-44.
Minimum loadine : H20.SI6-44 Truck and Lane
(a) Metropolitan bridges H20-
loading and H2QS16-TI6
S16-44. ; truck loadine. whichever
qivm thc worit cffccts
(b) Bridges on Main roads and
Highways : H20-SIG 44.
(cl Other bridee~:
Through roads-H20-
S16-44 unlcsa H15-S12-
44 is considered desira-
able.
Other than Through
Koads (such as thmc
serving amall group of
settlers) lower clasaca of
loading,if desirable.

(ii) No successive trains or

loads.

I
Clause 2.6'
(a) For deck slab design (con- Eascd on A.A.S.H.O. Standard
crctc, steel grid or timber HS Truck Disposition.
deck), the distance of the
wheel to the kerb face may
be only 1 fr (see Figs. 1, 2 Sce Fig. 3 in Platc I.
and 3 in Plate I.
(b) No particular lateral dis-
position.

Clause 2.9' 1
I
(i) 100 per cent of 2 lane (i) 2 Trucks
loading. or of one standard
H or HS truck per each
lane. 1
(ii) 75 per cent of 4 lane (ii) 75 per cent of 4 trucks
loading or of onc standard =3 trucks
H or HS truck per each
lanc.
(iii) 75 per ccnt of 6 lane load- (iii) 75 per c m t of G trucks
ing or of one standard H =4.5 trucks
or HS truck per each lane.
Wherc continuous spans
are designed, for the truck
loading, only anc standard
H or HS truck per each
lane shall be considered
on thc structure.
*Clauses geferred to relate to Highway Bridge Design Spceificntions of N.A. of A,S.
Road Authorities (1965).

101
1 1 Tnnsport-Communications Monthly Review

NORWAY l'HILIPPINES
December 196s

RHODESIA

Equivalent loading per lane : Class of bridge loading. 1 HA loading, aupple-

menled with 30 units
HB loading allowing
25 per cent increase
in permissible work-
JFig. 14 in ing stresses.
Plate IV.
Claas "AA" bridges for speci. Sec Fi:. 8 in
ally heavy traffic units in laca- Plate I 1 for HA
tions where the pasage of loading. For HB
A=12+8x/L tons such loads is frequent or loading, see sketch
(Class I & 11) located in large cities and in- urder Great Britain,
dustrial centrei, p. 98.
35
Class I : p=O.S + -- Claas "A" bridges for normally

I
Lt5 heavy traffic units and the All in accordance
24 occasional pasrage of specially with B.S. 15311954-
Class I1 : p=0'35+ -- heavy loads. Part 3-Section A.
L+7 Clans "B" bridges far light
tonnes per Lioear metre of Ian< traffic units and the occasional
Impact included in A and p. pasaagc of normally hcavy
L=actual loaded length of loads. Claw 'In" bridges shall
lane. be considered as temoorarv or.
semi-temporary strucrurcs.
Cla$r 1 and I l mainly refer There is also loading H-10-35
to lane widths for two lane
bridges usually used for road-
way widths morc or less than
6.5 mctre rerpcctively. '

The above lane loadings are

normally considered uniformly 1.2.4.
distributed over lane widths Figs. 1 and 3 in Plate I.
from 3'0 to 3'75 mctre.
Besides, ihe struclure is designrd for a local loading of
two axles of each 18 r (13 t allowable+5 t impact)
with lateral position shown in the sketch below :
Furthermore, the struc- pet, allowing 25% in-
turc in controlled for 7 1 ' crease in permisiblc
one up to 30 metre long m.he) lo,. "' working stresses.
Class I1 lane load lare- (b) Symmetrical, un-
rally distributed as the above two right wheel loads lcna a lateral distribu-
(or a corresponding other pcsition, if more unfavourablc). tion analysi3 in under-
taken.
-
I
(i) The above equivalent (i) Two headed in thc same I) Full HA load-
loading in each lanc. direction (' ing in each lane.

(ii) -do- -do- (ii) Two cach way (ii) As above.

(iii) The full c$ivalcnt load- (iii) Three each way (laad in- (iii) N/A.
ing in two lanes, 50 pcr tenaity reduced to 90 per
cent in thc third lane. cent)
(iv) Three lanes. Full
HA loading in
two adjacent lanes;
113 HA in the
third lane.
 See Fig. 15 in Plate I V (I) Main roads :
I Distributed load
(a) Lane loading consist- of 360 kg per
ing ofone 14 t axleload+ me and onc axle
dir ribu!ed "p" t/m, when load of 15 t
p=2I .4 t/m for loaded length for each lane.
less than 10 m, and 1.1 t!m PI Pl P3 e
for loaded length over 90 m. Secondary roads : (tl (t) (tl (cm)
For loaded length bet- The same with
ween 10 m and 90 m, "p" 240 kg per mZ State Roads
varies according to formula and 10 t. H20-S16 2 8 8 51
1.3 (iij Instead of dis-
~ ~ 2 . 4 - - -(1-10) Provincial
so- tributedloading Roads H15-
where l is the loaded length with one axle S12 1.5 6 6 38
in metres (distance between load, all parts
the zero points of influence should be Village Roads
curve) or by interrupted 1 checked also HI0 1 4 0 2 5
loading, the aum of loaded far the follow -
lengths and length of the
unloadcd parts bctwecn.
i ing train load :

(b) Single truck loadinq

3 axle loads far
each lane with
of 100 t. Thin single truck 1.5 m distance
loading may be assumed as
i exceptional loading without
behind each
other of 15 t
1 concurrent loading stress for main roads,
i inerc~scdhy 15 per cent 10 t for secon-
I O n special roadg, it can dary roads.
he prescribed that theabove
mentioned single truck
ahall be conridered as
i normal traffic loading.
~ ~

See Fig. 15 in Plate IV.

- p

I
~ ~ p

The distributed load

goes all ovcr the
bridge. T h e train
and axle loads in
the position which
~ i v c athe maximum

(i) TWO lane loading or (i) Not more as

single truck loading. two lanes are
loaded with
(ii) Each side of the divid- axle or train
cd highway shall csscntially loads. One truck for each lane.
be regarded as belonging to
a separate bridge. However, (ii) & fiii) Not
~n some cases on long more as two I
bridges, certain deduction lanca each way
in the loading is often have to bc loa-
allowed. ded with axle
or train Loads.
transport-tommunintlm Monthly Review . . k e n h e r 1965

4.
QUESTIONS
.
Area of the train of
AMERICA
!US.Bureau of Public
Koads)

~ ~ t i c 1.2.148
le
AUSTRIA
I
CANADA

The Austrian standards T O R O N T O

vehicle assumcd in adopt a 2.5 m high x c t -
elevation tor calcu- Wind pressure at the angular traffic area in A simplified profedure is
la!ing the effective rate of 100 lb per linear ft correrpondencc with the , used for spans 125 i t and
wlnd pressure. on moving live load acting position of live laad. under.
a t 6 ft above deck. This
is to be taken only for 1 100 lh per linear ft trans.
group loading cambina- I verrely.
tion as explained in Article
1.4.1*. 40 ib per linear ft longi.
tudrnally.
Both forces applied simul-
taneously 6 ft above
deck.
ONTARIO
Article 1.2.14'

~.

5. Impact factor due Article 1.2.12* Impact Factor ! TORONTO

to live loads asrum- (i) Concrete bridges :
ed for different Impact fraction L=apan of the rtruc-
types of loads on : t u r d part (metre)
I=- 50 O lo 30 50 70
(i) Concrete LC125 (i) Concrete bridges-30
bridges 1 per cent
(maximum impact factor
30 per cent)
~ ~ ~ ~ ~ r ~ a
main girder
L=length in of Ihe 1.40 1.30 1.20 1.10 1.00
portion of the span which
is loaded to produce the
maximum stress in the
member. 1 Indirect
main loaded
girder
This is applicable only for 1.40 1.25 1.10 1.00 1.00
structural members of
group (A). 8 Floor slab 1.40
(ii) Steel bridges No distinction has been (ii) Steel bridges :
made in impact factor fur
different types of laads or
1
(ii) Steel bridges-30 per
cent
bridges of different rnatcr-
ials. inyty 20
Impact factor
(iii) Prr~tressedcon- For further explanation, (iii) Prestressed concrctc
Crete bridges i see Artide 1.2.12*. Lane I
1.64 1.50 1.41 1.35 1.30 1.18 per cent
Varlatlon of impact
according to span ' Lane I 1 ONTARIO
I 1.32 1.25 1.20 1.17 1.15 1.09
length.
Article 1.2.12.'
L in mctrer
40 60 80 100
I q p a c t lactar
Lane I
1.1 1.07
Lane I 1
1.05 1.04 j
- I
i
1.05 1.03 1.02 1.02
I
For all following lanea :
Impact faclor=l I

*Articles referred to relate to the A.A.S.H.O. Standard Specifications for Highway Bridges (1961).

104
 GREAT BRITAIN 1
A plane with a continuous
hclght of 8 fr abovc the
carridgeway far highway

/ Far bridgcs under

eon~truction-125 kg/me
I bridges or 4 f t
the footwav lor foot-
above

bridses. Allowance may

be made lor the screening
effect of the structure on
the plane, based on pro-
jected areas.
I
The above loading act-
ing in case of
I
(a) road bridges at 2.0 m
' height I
(b) pedestrian bridges at

I I
I 8 m hcight.

I
i I-+il per cent when I HB loadir~ghas no impact
filling h(m) >3 m I Impact
Factor factor.
( ,=l.a-ooo8xlp>1.0(
h) per HA loadi ng incorporatea
height of lq=govcrning length in1 an impact factor of 25 per
c e n r on rne heaviest axle
in tbc train of vehicles
(See D.I.N. 1073, 1074, from which HA loading in
For timber bridges 1 1075 and 1078 for the derived. It is constant for
determination of the all farms i f construction. 1
 I per A.A.S.M.O. wind pressu

above ttre deck. On bridge ~ i t h . See Figs. 1,2 and 3

SK Fig. 3 in out load, in Plate I.
Altrrnatively, 66 l b Plate I and pressure is asrum-
1
, per linear foot laterally
plus 31 lb per linear
loot longitudinally act-
sketch in Q. I,
p. 101. 1
ed equal to 250 kg
per m2 ofexposed
mg s~multaneourly.

- -.
Clause 2,13*
! (a) Impact=lO per cent Impact factor
~ - stre1
for .~~
- or concrete
~ ~ not depcndcnt
I substructure abovc on bridge type. equivalent load-
the foundations but Impact factor
nut rigully cot~nectcd
r o thr st.pcrstructurc
arid acructurrs carrv- 50

x 100 per an allowable 13t

(b) Steel or concrete cent axle load (38'5
I superstructures and
I those Darts of steel
/ or conkrete rubstruc- 1
/
/ ture abovc the round-1
atipns which are 1
rlgldly connected to
I
I
the suoerstructure a8
in the' rigid frames
1 comparing their
effccr with the
eRect of the class
mum rtrces in
the munber,
or continuous designs I1 equivalent load-
and structures carry- i ing.
ing less than I & ft of I
fill. The impact By this, the above
38.5 per ccnt im-
pact is added t o
the heaviest axle,
but it is so far
considered un-
(max. 30 per cent) necessary to add

(min. 10 per ccnt)

1 impact to the
remaining axles.
!
 Tranrport-Communic8tions Monthly h v l m Decemoa1 1966
I
RHODESIA SWEDEN SWITZERLAND TURKEY

As under Section 12-

B.S. 153/1951-Part 3,
1 The wind pres-
sure area of
For mad bridges,
3 metre high band
E&etive wind pres-
aure is calculated as
Section " A . traffic load Shall is assumcd. follows :
supposed to he
a rectangle 2 (a) for unloaded bridge :
metre higher 1'5 times the helght
from the deck of the full area of the
and length bridge deck includinp
equal to loaded the hand-rails. Load
length. 250 kg per rns.

i
(b) for loaded bridges :
height of the area
of the bridge deck
elevation+2,0 m for
1 live load.
Wind load 125 kg
per ma.

I I
(i) & (ii) Concrete and 40 per cent for 15
: . stccl bridgcs-Inclo- lane loading a n d .
lOO+L
1m~act=5X - - - .$=I+ -
ded in HA loading.
See B.S. 153,1954. 1 only lor
whccl
the
loads,
and not for the
where
Lt37

(iii) For Prestressed con- uniform load p. l is the l c n g h of L=apan length in

crete bridges : span in m. metres.
As above, but for When wheel is
dynamic stability the in cotitact with omax. =1.3
following apply : railing or an-
(a) Thc vertical acrelera-
tion of the supera-
tructure undcr 1 HA
other limitation
(kerb, etc.) of
the roadway, no
impact allow-
i
loading, travelling at
40 m.p.h. shall not
exceed 0.5 ft per sec2.
(b) The natural frequency
ancr has to bc
conridercd.

No impact for
i
of the superstructure single truck
undcr a live load of loading.
100 lb pcr sq. ft.
shali no1 be less than
3 cyclcs/sec., where
the natural frequency
equals

wherc
"E"is Young's Modu-
lus far the supcrstruc-
ture in lb per sq. in..
"I" moment of iner-
tia of superstructure
(in:&). w=BX100+
welght of superstruc-
ture in lbifr run.

"L"=span ofsupcrstruc-
ture in feet. I I I I
Transport-Communications Monthly Review

QUESTIONS
- -__ -1
AM K (;A
(U.S. B u L b of Public
Roads)
I
8 AUSTRIA 1
Dercmber 1965

CANADA I
I \
1
6. Ground
Arca
Contact 1 Articlc 1.2.6 !
For the shaoe of the
a n d 1.3.2 (c)
contact area; see. Q.
'
TORONTO
As per Figs. I and 3 in 1, ~ o z d i n ~Isf .there k Shape is circular for slabs
T h c shape oferntact Plate I. I a load d---i s t r i h u t i~"
n~ on soil. Otherwise diaper-
area for design cal-
~~

layer, eonccntratcd pion ia in accordance with

culations arid for-
mulae adopted for
dirocnian of t h e
whheliaads through
the wearing coac
and the slab for
i may be exicnded t o
designing.
For further details, see loads may be dispcrscd "Standard Specifications
Arricle 1.3.2 (c). ! under an angle of 45 1 for Highway Bridgcr"
' degrees. T h e dispersion (A.A.S.H.0.-1961).
the centroidal axis of
the considet.cd strue-
ONTARIO
t u r a l partonly. ( Article 1.3.2'

'. Equivalent
ins, if
working out :
IJDL
or knife edge load-
for

(i) Bending moment.

, Articles 1.2.7 a n d 1.2.8.
See Fig. 2 in Plate I.
TORONTO

(i) For bending moment

610 lb per linear ft
I
(ii) Shcar.
1 UDL+18000lb (in lieu
olH20-S16 truck)
iiii For shear
I 640 l b per linear ft
UDLi-26000 l b (in licu
o f H20-S16 truck)
I ONTARIO
ma..-

8. T h e perccntage of Articlc 1.2.13' 30 per cent of lhc weight TORONTO

the Eve load on the
bridge taken for cal-
culating the braking
force in the design of
substructure of thc
bridge.
of the heaviest vehicle
5 per cent of L.L. with- ( caterpillars excluded ). 5 per cent
o"t irirpact in all larcn
ONTAR 1 0
I
carrying traffic headed
in the same direction
actinz a t 6 ft above deck. Article 1.2.13'
T h e L a d shall be lane-
load plus knife edge load
wirhaut impact and
reduction as per Q. 3
applied. Longitudinal
forces due t o friction of
beams shall also bc pro-
vided for in the drsign.

I I I
'Articlu referred t o relate to the A..4 S.H.O. Standard Specifications for Highway Bridges (1961).
 .-

ommuntutlonr Monthly Review Buembar IW

FINLAND
1 FEDERAL REPUBLlC
OF GERMANY
GREAT BRITAIN

For ground contact i The contact area far P

area of wheel load, see heavy wheel of I l i tans ir.
Fig. 7 in Plate 11. the HB loading is taken aa
7 ' 15 in.x3 in. with the 3 in.
L Generally the dispersion' in the direction of travcl.
I

/
the dispersion as above angle of 45 degrees longi-
- I

'
will he up to the middle tudinally and transversely.
of the slab. For structural distribution
nn arlab, normal structural
1;heory may be used, 6.g.:
;
i
Pigeaud or Wertergaard.

I
!.

I
! See Q. 1.
1
i
I

I
j -

The longitudinal forcc for

! IIA loading is 10 Tons for
i spans up to 10 ft, plus 0'5
per foot of span over
1( 1'0"
10 li with a maximum of
25 Tons. The longitudinal
force for 45 units o f H B
: loading is 45 Tons for all
spans.
I I

-
111
I - Y

Tnn~~ortCMnmunications
Monthly Review December 1965

INDIA 1 ITALY
I
1
Clauses 207 and 207.2..
See Fips. 9, 10 and I1 in
Plat- T T V Fnr shsnr of con-
1 In slab ealculationr, the weight of a rcar wheel
(6t) of the roller is distributed over a rcctanglc,
.
one slde of which is eoual to the sum o r t h c width
- ' I
I
~~~~~ ~~~~
~~

of the roller wbecl plus twice the depth of slab

and wearing coat; the other side is equal to 10 cm
plus twice thedcpth of slab and wearing coat.
' supported idgea : I For the bridge on highway of cat&ory I, an
s-kx ( 1- +)+w and I
add~tlonalcalculation murt be made in respe t of
the ;lo m r axles, r u h of Itit. of load in
I n such a care, rhe total load of thetwo axles
for cantilever' murt be distributed over a rectangle with sides of
6, ~76
Effective d i s p e r s e,d 2.65X 1.12m each side being increased by twice
1 e n g t h o f s l a b ( ~ n thc drpth ol slab and wearing coat.

,
the direction of span)= Normally the calculation is carried out for or slab
dir~lenaion of lyre contact When the lengths of the sidca differ substantially,
area in ,the dircctipn of the slab can be considered as being bound by the
1 rpan+twlce the thlckners longer sides, increasing the rectangular distribu-
of slab and i n t
For two way slabs, dl$- the
tion in the direction of those sides by one haIf of
=ide.
pcrtian as per rational ""aimbeams
I n considering transverse distribution, the load-
tng should be so placed as to give the most
I unfavourable effects.
I n the case of beam and slab construction, if
a rigoroua calculation in not made baaed on the
9
theory ofslabs, then all the beams should be simi-
lar and desinned to carry the increased edge

I Nil See Table 2 page 131

i Clause 214.2'
(a) 20 per ccnt of the first
tramload plus 10 p a
cent of the loads of suc-
ceeding trains or part
thereof, the train loads
~none lane only being
considered for this pur-
pose. When only part
1 o f t h e first vain ia on
,he full span, the
Braking farce shall bc equal to 1/10 of the load
supcrirnposed by a continuou~ train of trucks
ing force %hall be only ( T > p cI). This force, however, shall not be less
thau 0.3 of the heaviest axle of the load system
20 per cent of portion
of load on the span. . being conridcrcd.
I (b) For bridgcs having more
1 than two lane$ : an in (a)
above for the firat two
I lane3 plus 5 per ccnt of
the loads on the l a n u in
crcrss of two. (Effect
of impact is not tskcn
into consideration).
!
*Clauses referred to relate to the Indian Roada Congress Standard Specifications
and Code of Practice for Road Bridge* Sections I and I 1 (1964).
112

' i
 tnn~er~munlutlons~onth
Aevlew
ly

JAPAN
I MALAYSIA

B S. 153 : Part 3.4 : 1951

Front Whcel wT Appendlx A I ( = ) and 3(f)

Rear IVheel
01 5 0 ~ ~
Contact area of 15 in.x3 in..
%% the smaller dimcn~ionbring in
the direction of travel.
Dispersal under the wheel load
1 shall bc taken a t 45 degrees.

I
For bridges B.S. 153 : Part 3A : 1994
with span Length Appendix A.
Appendlx
l o a than 150 m,
t iris not adopted. See Pig. 8 in Platc 11.
!oogu s ans,
For loogu
equivalent &.L
may be spmlicd. ,

I
- --
B.S. 153 : Part 3A : 1954
Clause 10
Span upto 10 ft=lO Tons
10 per cent of T loading.
I
Span abovc 10 ft=lO T o n a t
Ton for each
ft of span over
10 ft, but not
exceeding 25
Tons.
 -
r
~

trarport-Communlcrtlons Monthly llevtew

I
8 0ecemb.r lP6S
NEW SOUTH WALES NEW ZEALAND NORWAY PHILIPPINES
~ ~...
Clause 2.5. The shape of The contact area See Figs. I and 3
I contact area as for the wheel load in Plate I a n d also
Sce Figs. 1 & 3 in per A.h.S.H.0. given under (2. 2 nrticlc 1.3.2 (c) of
H20-SIG-44 u 30 cm lateral, A.A.S H.O. Bridge
loading. by 20 cm in driv- Specifications (1961)
Contact width of ing direction.
each rear tyre equals 1 Distribution
inch per every 2U00 lb according to the For moment cal-
of total weight of loaded :Z.A.S.N.O. culation, the abovr
truck. Specification area is increased
based on Wcster- by thickneaa of
gaard method. wearing coat+50
pcr cent of slab
thirkncrs in each

Clause 2.5' '3s per ,Z.A.S.M.O Scc Q. 2 above.

H20-S16-44
Similar to A.A.S. i
H.O. Bridge Speci-
fications (1961).
'
Sce Fig. 2 in Plate I F~~ "hear,
Lane Loading. actual knife edge
Worked out bending load C'A.. Fig. 2 in Plate I.
i moment and shear for the max. value of
16 tonnes aceor-
1
ding t o formula
( way Bridge Design
Specifications (1965).

Clause 2'14' None in the case So far braking 5 per cent of the
of raad bridges. force of 8 t for total lane loading
5 per cent of total live lane lcngtl~lupto for moment without
load (without impact) 5 m increasing to impact and traffic
an the bridre loaled to 12 t for 2 5 m headed in the same
pive maxiGum effect. length or more has direction subject to
This shall be taken as been adopted. At reduction in the load
acting 6 ft above raad present the qucs- intensity as follows :
Icvrl. tion of increasing
braking forces is One or two lanes
being considered. I 0 per cent
Thrcc lanes
90 per cent
II Four lanes or more

~ 75 per cent

1 *Clau~esreferred to relate to Highway Bridge Dnign Spcifications o f N . A. of A. 5.

Road Authorities (1965).
114
Transport-Cmmunlutlons Monthly Revlcw Decmmber I M 5

RHODESIA SWEDEN TURKEY

I
Ellipitical, major ' Shape of con- Main reinforcement perpendicular to
axis 21 in., minor 9 ; tact area-Sce traffic :
in. Pigeaud's ~ e n c r a l Fig. I 5 in Plate
dispersion, i.e., 45 IV. ! Slab apan (S) from 0'6 to 2.0 m
degrees from contact I
area to main rcin- - E=06S+076
farccmcnt in rtruc-
t u r d mcmher. Bigger than 2 m E-0'4s-t1.14
1
Main reinforcement parallrl to traffic

.. -

Sce Fig. 15 in Plate IV.

I
I
I
-
I 1
(i) N{A
(ii) N/A For each lane :
I
,
1
- 1 9 Q(t)
'Irn) Moment ahcar
H20-S16 9.00 13.00
HIS-St2 0.75 6.75 9.75
-
H-I0
~ p
o.50
--
- ~
4.50 6.50
-~
-

Sce para 10 8.S. 153
(1954) Part 3 Section
..A".
Irrespective of the clear 15 per cent of one standard
width of the roadway, the truck for the whale width
braking force shall be 7 - of the hridge applied on
tonnrs for 20 m l e n g t h & 12 the surface of the deck.
tonnes per 30 m length or
more uniformly distributed
over the clear wldth of
roadway. For intcrrncdiatc
lengths, linear interpols-
tion is applied.
 ~ ~~ ~

~
~~-~
~ ~~
- --

December 1965

The traffic load eonri-

dered in the design of
bridge should be placed at
the unfavaurablc positions.

I
80 lb per sq. ft.; minimur
Xlinirnurn width=l.5 m width normally accepted i

(i) 400 kg per mZ (i) 0'5 t per mz in care 100 1b per sq.?.
of spans less than I0 m

L=apan in melre
'
' distributed load in HA
loading, for spans above 7:
feet.

Diaerete whecl load F (Sce tiii) No A four ton wheel load o c c u

pying a 12-in. diameter
circle. 50 per cent ove*
Conctcte 81 reinf. 65 per rtrcrs is permitted.

117
 Tranrport.Communications Monthly Review December 1965
I- ,. . > .. . , .. ., . . , . ,
INDIA IJXLY . .,
..
-- - .. -- .
Claule 2 17' No details given.
(a) When adequately desi-
gned R.C.C. approach
slab covering the entire
width ofroadway, with
, one end resting on !he
1 abutment, an> exten- 1
ding for a length of not
lcrs than 12 ft ~ n t o rhc
avoroach is nrovided.
I no'live load surcl>arg;
need betaken.
(b) Otherwiie surcharge load
should be taken as per
Table I-p. 130.

Clause 209' 1 ~ , , ~ ~ ~ ~ m ~ ~
distributed load including impect
elfcctr 500 kg per sq. m.
i
5 it minimum width,
1 The peak crowd load T h e above should be checked For thc cRect of
(i) Normal 58 ib per nq. ft. a 5 t includlns impact whccl load.
1 I n ease of brid~reslnca-
1 ted n r a r tow,; of ~ i l .
grimage or large An-
gregational fairs, 100
Ib per sq. fr.
If tlic foot-path is carried on a cantilever slab,
I (ii) The main girders, tru- then the load can be distributed along the root of
( ss:~, archcs or other the cantilever for a length equal to twice the dis-
members supporting tanrc of the centre of the load to the root or a
the footways shall be
designed for tbc fullow-
constant morncnt per mctre of root can be applied
of:
II
ing live loads per sq.
ft. o f footway arca.
(a) lor effective spaon
I
of25 ft or less-85 At the free ends of the slab, such moment shall I
I b o r l 0 0 l b as rhe be doubled.
case may be :

( b ) 26-100 ft spans

(e) over 100 ft apans

where P'=85 Iblsq. ft.

or 100 Iblsq. fr. zs the
case may be, P = L L .
in l b per sq. ft: L=Eff.
span of m a r girder.
rrusn or arch in ft ; W =
width of footway in
feet.

(iii) 4 Tans (including im-

pact) distributed over
a contact area 12 in. in
diarnctcr. I n that care,
working stress t o be in-
ercarcd by 25 per cent.

"Clauses referred to the Indian Roads Congress Standard Spccifieations and Code
of Practice far Road Bridger-Scctiona I and I1 (1964).
 TrrnsportCommunlutlonr Monthly Revlew
JAPAX I MALAYSIA
2 ft aurcha!ge of earth is
assumtd m abulmrnt
be. deaign.
! ot earth.
( B.S. 153 : Part 3.4; 1954
Clause 4C
II
(i) 500 kg per m" I (i) 100 lb per sq. it. upto
75 i t
I of (botwav. strinecrs
I and thcir ' immed&tc
(ii) No (ii) Over 75 f1 length, the
standard uniformly
distributed loads given
in type H A loading
multiplied by a reduc.
tion factor of 8012200.
(iii) h'o (iii) A wheel load of 4Tons.
disrribul~dover a con-
tact area o l 12 in. in
diameter.
The working stress
shall be increased by
25 per cent to meet
this provision.
*
I I
Clsuscs refcrrcd to rclats to Highway Bridge Dcrisn Specilicariona of N.A. of AS.
R a d Authoritia (1965).
119
December 1965
I
I NEW SOUTH WALES
1 Clause 2.19:
1
Surcharge effect on thq
abutment due to the livc
1 load approach fill shall b,
) equal to not less than 4 fi
' No
I surcharge eKcct to bc
taken if adequately dcaig.
ncd R.C.C. approach slab
I .
rs provided.
clause 2.12;
1 5 Tt minimum width
I
I
(i) t?0 lb per sq. ft. of
footway area for dedgn
! supports. For mctro-
j poliran areas, it should
be 100 I t per sq. fi.
, (ii) Girders, trusses, archer
and members of main
structure shall be desi.
gncd for the following
1..I.. per sq. ft. OF fcot-
way arca :
Span 0-25 fr-80 lb
,, 26-100 ft-601b
1 ,, Over 100 ft-40 ib
I (iii) An isolated canccntra- :
trd extra load of 4,OW)
/ Ib
1
i I
I
 Transport-Communicatlonr Monthly Revlew
NEW ZEALAND
When highway traffic can
come within a distance
from the top ofthe atrue-
ture equal to one half the
height, the pressure shall
have added to it a rur-
charge pressure equal to
not less than 2 ft of filling.
~1
~ bwidth 4 ift
(i) 60 lb per sq ft. (50
per cent of this when
combined with main
traffic live loads).
(ii) No
(iii) No allowance
December 1965
NOR WAY PHILIPPINES
Usually a surcharge of 2 ft L.L. surcharge to be
2 t per sq. metre has added to earth prcarurr.
brrn considered for abut-
ment design. A differen-
tiation between low and
high abutments ought to be
, introduced.
1
i
~ For design
~ of footpath
~ width-2 ft 6 in.
structures : 400 kg per ma
(i) Contemporary foot- (i) 85 Ib per sq. ft.
path loading and local
load accordtnz to Q. 2
1 200 kg pcr mz footpath
(iil Contemporary foot- (ii) Spans upto 0-25 ft
, path loading and equi- US lb per sq. h.
valent loading aecord- Spans from 26 ft to
I .~ng to Q. 1 : 100 fr-60 lb pcr s q . ft.
0 l x P ncr rq. metre I 0 v r r 100 ft spanr-
f ~ o t - ~ aand
i h not more
than 200 kg per mZ.
P=L.L. pcr sq. It.
(maximum 60 lb per sq. ft.)
L=loaded length bf sidc-
walk in fi
W=widrh of side-walk.
i
(iii) Control far a "run- Concentrated wheel
way" whecl of 6.5t load of 15600 lb applic,
; (!ithout impact)placed one foot from the face
1 wtth its contact area of rail.
clone t o railing. 50 per
cent overstrersmg Stress fr=30000 p.s.i.
permiltcd. fc= 1670 p.s.i.
N= 10
 Trmsport-Communications Monthly Review
RHODESIA
-
See clause 1'4
BS. 15311954 Part 3
Calculations of forces on
structure*, page 16 et. scq.
Civil Engineering Code af
PracticeNo. 2 (1951)"Earth
Retaining Structures"
issued by the Institution of ' This surcharge may be
Structural E n g i n e e r s , ' conaidercd uniformly dir-
London.
Minimum width 2 ft 6 in.
(i) 80 lb per sq. ft.
(ii) Clause 4C,
8.S. IXi/1954
Part 3 Section A
(iii) Accidental loading of (iii) Single axlc load of 14 t (iii) Single wheel load
a 4 Ton wheel is inves-
tigatcd at edge of
parapet, allowing 25
per cent increase in
permissible working
str~sses.
December 1965
SWEDEN SWITZERLAND TURKEY
1.5 t per me each lane 2 tonnes per mB 0'80 m extra height of
o f 3 m width. For mare earth fill.
than 2 lanes, the surcharge
may be reduced in the
same proportion as the
loading, i.c. for more than
two lanes, only 50 per cent
extra lanes is to bc added.
tributed over the width of
abutment.
Minimum width-1.5 m. Minimum width-
0'75 m
Separate footpath
spans upto 30 m)
when loaded length
exceeds m. The
above mentioned load
Secondary roads. ..
240 kg per m2
be icduced for main
girders and arches to
116 pt. per mz P=uni-
form lane loading as
per Fig. 15 in Plate IV.
(i;) N~ (ii) p = ( @ 3 +) ;?
(t per m2) for apans
bigger than 30 m
L=span length in rn.
W=footpath width in m
(without impact) pla- o f 6 tonncs
ced near the railing.
For dead load plus (KOover stressing)
single axle load of 14 t
the atresscss allowed
may not exceed lower
yield point of steel and
112 cube strength of
concrete respectively.
 tnnaporetominunlcatlom Monthly h v l e j i ~~. bcembr 146
1 AMERLC
QUESTIONS (U.S. Bureau ofAPublic AUSTRIA CANADA
I Roads)
1 '

I I. Foot bridges. ! Article 1.2.11* i TORONTO

(i) The minimum width (i) No such minimum (i) N o standard dimcn- (i) Variable
of f w t bridge accep. widtha specified. I sons.
table.

I
(ii) The loading specified (ii) No distilletion made. (ii) Auslrian standards (ii)
in the design of ihc assume no different
deck in loads far rural and
I I urban areas.
I
I (a) Urban areas
I Bridge class I-uniform
load of 0'5 per t mz
(b) Rural areas
I Bridge class It-uni-
form load of 0'4 t per
ma

! (iii) See Fig. 5 in Plate I. (iii) 0.08 t per m on the (iii) No definitc specification,i
upper edge of the
hand-rail in horizontal ONTARIO
and vertical direction. (i) As required
(ii) Article 1.2.11*
(lii) 1.2.1 1 revised interim
1 (1964)

I
12. Any formulae stipu-
lated for calculatina
the impact a n piers
and abutmcnta due
to floating objects in
the river TORONTO
(i) & (ii)
None since Canada's
climate dictates that
ice is normally critical.
I

I (ii) vessels and small

river craR
(ii) No details given.

(iii) No details for impac

(iii) ice (iii) Dictated by site con-
of ice arc given. ditions (i.c. slrc of
river, water velocity
However ice pre-
: ssure on piers to be
takcn a t 400 lb per
etc.)

sq. in. The thickness ONTARIO

and height of ice to Article 1.2.17*
be determined by
site invatigation.

13. Any other informa- C.learancc.

tion supplied. For structures over
Interstate Highway
System-16 ft clear
over the entire width
of roadway including
shouldera.

I
'Articles rsferred to rclatc 9 the A.A.S.H.O. S t a ~lafd Specifications for Highway Bridges (1961).
 w becember 1665

1 FEDERAL REPUBLIC OF
GERMANY GREAT BRITAIN
i

400 kg per m? ! (a) 100 lb per sq. ft.

a 7 ton axle

-do- (b) 80 lb per sq. ft.

(iii) Horizontal-80 kg p e r m I (iii) Between 50 ib and 1M)

lb per linear foot accor.
1 ding to situation. The
force to be applied 3 fr 1
above the footway.
I
!

No specification. Each case is conridered on 8

merlls and no standard '

formulae are used.

1 j
!
:ction required ! !
I
i
I !
!
i
...3 0 t perm I
! I
!
I
..20 t
perm solid I
,..sot
I 1
per rn floating 1
1 I
I

- .- -,
I C

Mnnlmum headroom provided

(a) overall roads-16 ft 6 in.
(b) In pedestrian subways-7 ft.
(c) In cyde or combined cycle
and pedestrian subways-
7 ft 6 in.
'-"'- --'tle ereeps.8 ft
, .". ,-.
I B.S.
;d information refer
153-Girder Bridges
Part 3 loads-stres$cs,Section-
A loads, and Ministry of
Transport Memorandum No.
1 771
 transportbmmunirrtio& konthly Revleu becember 1945

INDIA ITALY JAPAN

!
I
Clauac 116' No details givm.
Shall be designed to (i) 1'5 m
resist a lateral horizontal
I force and a vcrtical forcc,
each of 100 lb per linear
, foot applied simultaneously
1 (ii) For urban and rural
arcas.
I
(a) 500 kg
deck
pcr mP for 1
(b) 350 kg per me for
main girder

Parapets must not be (iii) 250 kg P e r m

less than onc metrc high
and should be loaded with
a horizontal forcc of 250 kg
per rn run applied along
' the hand-rail.
!
i I

No details given. Na details given.

i

(ii)
II
I (iii)

8 (iv) Car-[I00 t in car

direction, 50 t in other
directions at height ol
i 1'2 rn

1
*Clause referred to relates to the Indian Roada Congraa Standard Specifications and
Code of Practice for Road Bridgcr-Sections I & I1 (1964).
124
Trurport-Communlotlon~Monthly Review December 1965

MAL.4YSIA NEW SOUTH WALES NEW ZEALAND I,

(i) 6 it ! (i) Minimum width be-

! tween rails to bc 6 ft.

1 (ii) same as Q. lO(i) & (ii) (ii)

(a) 100 lb pcr ft I

(a) Live load
per rq. ft.
IOU Ib 1
(b) Live load 60 lb
per rq. ft. (except
over motorways)
(iii) 25-IW l b per linear f t
{iii) Top memben of railings (iii) Lateral load of 60 ib I
8
Lateral horizontal per linear ft applied
I force of 150 lb per at top rail level.
Claurc 15, B.S. 153-Part linear ft and sirnulia-
312:1954 ncous vertical force of
100 1b per linear foot
i applied a t top of railing.
Lower railing:
Lateral horizontal level
II
force for :50 lb per
- , '
i
linear ft.
Nil CIausc 2.17; Not taken into accaunt.

1I lil Force to be calculated

' ' on the assumptions

I that the lag weighs 2

Tons and travels a t
normal stream velocitv.
The log ahall be so$-
pcd in a d~stance of 1

1
foot for timber piers,
6 in. for column lype
oiers and 3 in. for salld
iype concrete piers.
1 (i
(ii
Should fcnder pilrs or ,
'timber rhcalhing be i
placed upstream from '
the pier to absorb the !
energy of the blow,
distances may be in
creased.
(ii) No drrails given.

!
I

i
 Trmrport-~mmunicatlonrMonthly Review December 196s

1 NORWAY 1 PHILIPPINES RHODESIA

I

(ii) (ii) Section 4 C, B. S.

153,1954 Part 3 Sec- 1
tion .4

(a) 100 lb per sq. ft. (a) 50 l b per sq. fr. I

I
1 (b) -do- (b) -do-
I
, (iii) 150 lb per rq. fr. hori- (iii) 500 lb harizwtal force
zantal force with simu- at 2' l t 6 in. a b v e
llaneour vertical force surface Level.
1 of ISU ib per sq. it.
1 applkd a t ihe top of
railing.

So far no specificalionr ! Vcloeity of flowing water

adopted. , only eonaidered.
I p=gvz
1 V ~ V e l o c i t yof water in
1 per sec.
K = a constant which is
I 1) for square ends,
1 112 for anplc end where
the angle is 30 degrees
I or leis and 215 for
circular pier.
I P=prcsrure in lb per rq. it.
i i
(i) No particular formulae
ft adopted, E~~~
ture treatcd according
to the vcgctation typea
predominant in its
catchment arca, e.g.
, heavy large trees.
excessive bush, etc.
(ii) &-/A
1
-
~
.~~.
- -~ . . -
transport-Comnunicatlow Monthly Rarlew Drumbe? 1965

SWEDEN / SWITZERLAND TURKEY

(i) 2.5 m (i) Not prescribed. (il 2.5 rn

(ii) 400 kg per ma. In (ii) 360 kg per rnZ and (ii)
special case, the load one ovrr load o i one t
may be reduced to 250
kg per rn?
I
(a) 400 kg per mZ

(b) 250 kg per mZ

(iii) Transverse live load of (iii) 120 kg per rn in towns (iii) 100 kg p e r m
103 kg per m applied LO kg pcr rn outside
at the top of railing. the towns.

~-

(i) Nil Not prescribed (i) -

(ii) Nil
I
1 [ii) -
(iii) Bctwecn I0 and 20 t (iii) 30 kg p e r crnz multi-
p e r m of abutment or plicd by the area con-
pier in qucrtirn. I n sisting of the uidth of
flowing water with icc, the pier and the thick-
block prrrrurc pa-allel nrhs of ice.
to ihe stlearn may he
a ~ r u m e d between 0.5
to 1.5 t per m of span
length and 115th therc-
of perpendicular to the
stream.
-- ---
Verlical clearance
(i) Roadway 4.6 rn
I
(ii) Cycle track 2.5 rn i

(iii) Foot-path 2 2 rn

I
- ~- ~~

. ~ ~. , ~.-.-- ~.~
~~ ~- -
Tranrprt-Ccmmuniutions Monthly Review December 1965

BELGIUM

1. Normal train loading

Over traffic lane 2.50 mZ minimum wide to 4 m maximum wide and simultaneously
a load of 400 kg per ma uniformly distributed on the carriageways and footpaths.
2. Lateral disposition of train loading
150m 250m

3. Number of train loadings

One train loading over tralfic lane plus a load of 400 kg per ma.
4. Effective wind pressure
The area of the train of vehicles assumed in elevation is a rectangular screen 2 m
high with a length equal to the length of the train.
5. Impact factor
The impact factor due to live loads is the same for in question No. I-i, ii, iii; and is
given by the following formula :
- -

rp=1+0.377-
%' la
where
Q
I
v=speed in kilometre per hour, always greater than 60
I-distance between supports, in metre
a= - 1
3.
f.=static deflection, in metre, due to dead weight
Q =moving loads on the bridge deck, in tonnes
P=dradweight of the bridge, in tonnes
._.- ......._
-
ic
I_._1_._ __.__.".._ . .- . -4 .. ,..

. 128
Transport-Communiutions Monthly Review December IW

6. Ground contact area

Slab bearing in one direction Slab bearing on four sides

Id Id
I,=b f 2h0+--
Y ll=at2ho+F5
l,=af 2h0 l,=a+2ho
Id=rpan of the slab
ho=width of the slab
7. Equivalent U.D.L.
There are no regulations.
8. Braking force
The braking force is equal to lj20 of the load 400 kg per m2 (without impact factor)
distributed on the entire surface of the bridge deck or, if it is more unfavourable, 3/10 of the
wheel loads placed on the deck.
9. Surcharge effect
The surcharge effect considered in the design of abutments of the bridge is equal to
the live loads considered for calculatii~gthe bridge.
10. Footpath loading
crowd load=400 kg per m' with impact factor
minimum width : 1 metre
special loading : 1000 kg situated at 40 cm from the hand-rails.
11. Footbridges
(i) no regulations
(ii) loading 400 kg per m2 for urban and rural areas
(iii) a horizontal and transverse load of 100 kg per metre run on the hand-rails.
12. Impact due to floating objects
( i ) no regulations
(it) the impact is equal to 544 of the weight of vessels and it is assumed to have an
influence 1 m above the water level.
(iii) no regulations.
Tranrport-Communlutlsnr Monthly Review December I965

T A B L1 ~
TABLE OF EQUIVALENT HEIGHTS (H) OF SURCHARGE OF
EARTH
- --

H i n feet for the concentrated surface loads due to the wheel or track loads of
the following I.R.C. Standard Loadings

Depth of abutment bclow the'

road level in feet
1.R.C. CLASS AA
LOADING
1,R.C. CLASS A
LOADING 1 I.R.C. CLASS B
LOADING

/ Single-lane
bridga I Multi-lane
bridgn
Single-lanc
bridges
, Multi-lane
bridges
Singlelane
bridges
1 Multi-lane
bridges

9
10
12
14
15
I6
18
20
22
24
25
26
28
30
32
and above

Nots :-The abovc figurer arc baaed on the following values for the constants for the abutments and the
backfill :

(1) Length ofabutment (L) =15 fc for single-lane bridges and 25 ft for multi-lane bridges,

(2) Angle orinternal friction of the backfill (@)=30°

(3) Wt of backfill (W) .........100 lb per cu. ft.

(4) The resultant earth pressure acts in a horizonla1 direction.
For different values, aay, L1, ql and W l for the constants, the figures given in the a b v e Table
should be multiplied by the following facton :

L (15 or 25 as the case may he) . (Itain $1) and - - rcspcctively,

100
LI ' 3(l-sinQl) wl
Transport-bmmuniratlms H a t h l y Review December 1965

TABLE
2-Equivalent Distributed Load
 BARAK BRIDGE

When completed this bridge will have the largest prestressed span of
any bridge so far built in India.
The bridge will be 924 ft. long with deckings of 77 ft.-185ft.-400ft.-
185 ft.-77 ft, span, providing a 24 ft. wide roadway. This "Cantilever" in-situ
construction was done without staging, which ensured navigation during
construction.
Prestressing has been done by the Freyssinet method.
Designed and constructed to the orders of the Chief Engineer (Roads)
P.W.D., Shillong, Assam.

BY
GAMMON INDIA LIMITED
Civil Engineers & Contractors
Gammon House, Prabhadevi, Cadell Road,
B O M B A Y - 2 8 DD.

[454261 (5 lines)
Telephones : 452214 - 452215 1
Telegrams : "Gammon", Bombay
Dadar.
 25 31 16
Telephone : 45 39 49 Telegram :JOSHENGER
BOMBAY.

S*B. JOSHI & CO. LTD.

STRUCTURAL ENGINEERS & CONTRACTORS,
Registered Ofice :

Eraminer Press Buildin*,

35, Dalal Street,
Fort, B O I M B A Y - 1 .

i, We undertake design and construction of major. Civil Engineering

j
works including R. C. C . and Prestressed Bridges,
; Factories, Tunnels, Dams and Marine Works.
I/

- -

KOSI BRIDGE AT RAMPUR (U.P.)

Supported on 81' Deep Well Foundations R.C.C. Box Girder Balanced Cantilever Type Bridge
over River Kosi at Rampur on National Highway No. 24 was Completed in July 1965 in
Just 15 Working Months-Length: 1055'-0" Span: 139-0"

Regional Offices : Cuttack (Orissa), Lucknow (U.P.) and Patna (Bihar).

 **+*+++%++++%++%*++.~.+*++ee+++
+
eII
~ALLWYN
$6
4
9
+Q ++
*+*
+ Proudly announce the commencement of manufacturers of :
9
3 T I P P I N G HOISTS A N D POWER TAKE O F W I T H A CAPACITY
++
$ 9
*9*
O F I T O 12 T O N S TO S U I T T A T A MERCEDEZ BENZ, DODGE,
a
+ BEDFORD A N D LEYLAND COMET CHASSIS.
+*
*+
e& TIPPERS T O BE O N E W A Y REAR TIPPING. M A X I M U M TIPPING *
f!b
($
ANGLE 50" Q
9
d
Q
+&
*TRAILERS O F CAPACITY I 2 A N D 25 T O N S T O S U I T DIFFERENT
6
$
d 9
+ REQUIREMENTS.
#=
*9
d 6
4
9
9
+&
=& a **
4

Q 6
Q
6 %4=
+d+ -
4=
+
d
Please address your enquiries to :

The Hyderabad Allwyn Metal Works Ltd.,

++
6
(3.
+
d
*9
d Auto Division, Sanatnagar,
Hyderabad- 18 (A.P.)
6
9
+
++ +6
f!b

b*~+++.)+++*++++++.)**+**.)+++++++++*
( vi )
 FREYSSINET, ONCE AGAIN

An artist's impression of the Thana Creek Bridge

It is quite a job to hold together the enormous
mass of cement concrete that goes into the cons-
truction of a bridge-especially more so when the
bridge is the one now under construction across the
Thana Creek to link Greater Bombay with a vast
area of open land in Panvel. This road bridge,
which is estimated to cost Rs. 236,00,000 will be
6,015 feet long and 49 ft. wide, and will have its
central span as long as 175 ft. Engineers at
Gammon India Limited, the designers of the bridge,
specified the Freyssinet system for carrying out the
task of prestressing, depending once again on the
proven qualities of this system-ECONOMY and
DEPENDABILITY-testified by the large number
of structures built throughout India for more than
20 years now, using the Freyssinet Prestressing equip-
ment and techniques.
For further informafion and free ahice on Prestressed Concrete contact :
'
THE FREYSSlNET PRESTRESSED CONCRETE CO., LTD.
( Agents of Messrr. 5. T. U. P.-PARIS)
120, Vuwanl Mansion. Dinrha Vachha Road, Churchgste Reclamation, Bombay-1.
Telephone : 245920 "Grams : FREYSSI" Bombay-

- Printed at the R K. Printen, Kamla Nagar, and Edlted & published by S. Hukam Singh, Technical
Secretary, Indian Roadn Consas, Jamnagar Houac, Shahjahan Road, New Dclhi-11-SWO.
'