IRC:6-2017 “Standard Specifications and Code of Practis NOTIFICATION Not To For Road Bridges, S jon No. 54 2017/October, 2022 (Effective from 1“ December, 2022) tion-II Loads and Load Combinations” (Seventh Revision) (Page No. 23) Movement of traffic on bridges causes fluctuating stresses, resulting into possible fatigue damage. The stress spectrum due to vehicular traftic depends on the composition of traffic, vehicle attributes ie., gross vehicle weight, axle spacing and axle load, vehicle spacing, structural configuration of the bridge and dynamic effects. ‘The truck defined in Fig. 7A shall be used for the fatigue life assessment of steel, concrete and composite bridges. The transverse wheel spacing and tyre arrangement of this truck shall be as per Fig. 7B. 50% of the impact factors mentioned in Clause 208 shall be applied to this fatigue load. The stress range resulting from the single passage of the fatigue load along the longitudinal direction of the bridge, shall be used for fatigue assessment with the fatigue load so positioned as to have worst effect on the detail or clement of| the bridge under consi clearance between outer edge of the wheel ofthe fatigue vehicle and roadway face of the kerb shall be 150 mm. ration, The minimum rr meow Fig. 7A: Fatigue Truck S.] Clause No. For Read No.| Page No. 1] c1.202.1|16) Brection Effects F, 16) Brection Ffects(F,) & Construction Loads (Page No. 6) (FE. & Fo 2] Table1 | Title “Erection Effects (F.) Title “Construction Loads (F..)” Columnt7 (Pege No. 7) 3] 1.2046 | 204.6 Fatigue Load 204.6 Fatigue Load ‘Movement of traffic on bridges causes fluctuating stresses, resulting into possible fatigue damage. The stress spectrum due to vehicular traffic depends on the composition of traffic, vehicle attributes i.e. gross vehicle weight, axle spacing and axle load, vehicle spacing, structural configuration of the bridge and dynamic effects. ‘The Fatigue Load Train defined in Fig. 7A shall be used for the fatigue life assessment of steel, ‘concrete and composite bridges. The transverse ‘wheel spacing and tyre arrangement of this truck shall be as per Fig. 7B. For sub-structures/supersinictures supporting multiple lanes, above fatigue load train need to be considered. ‘only in one lane ata time for each cariageway. 40% Impact shall be applied to the above fatigue load train foraverage surface riding quality Forsections/ details within 6.0 mofthe expansion joint, the fatigue load arrived as above shall further be increased by a dynamic amplification factor, l,as given below: 1,= 1.3 (-x/26)> 1.0 where x = distance of section/detail from nearest expansion joint. fit inte Sor Fg 74 Faq oat Ton OTE: 1 Fatqu wh of 40 mt be rete Fate Load Tan 2 Ory sch abet ol addtout 12 Ts ul bn ete aa ‘canbe acon eter inet oa une como dor ated 42 INDIAN HIGHWAYS DECEMBER 2022NOTIFICATION Clause No. Page No. For Read — 60 33° So, 2290 mm Mmm hmax tyre pressure 5.273ku/em?! Fig. 7B: T Arrangement Transverse Whee Spacing and Tyre Fig, 7: Fatigue Load (407) Forall types of bridges (ic. Concrete, Steel or Composite) the fatigue check shall be carried out under frequent combination of| Serviceability Limit State (SLS), with load factors for fatigue load, taken as equal to 1.0. For design for fatigue limit state, reference shall be made to IRC:112 for Concrete bridges, IRC:24 for Steel bridges and IRC:22 for Steel Concrete Composite bridges. In absence of any specific provision in these codes, following number of cycles may be considered for fatigue assessment, depending upon the location of the bridge and the category of roads: 1) The bridges lose to areas such as ports, heavy industries and mines and other areas, where generally heavy vehicles ply shall be designed for the stress induced due to 10x 10° cycles. 2) Other bridges shall be designed for the stress induced due to 2x 10° cycles. Bridges on rural roads need not be designed for fatigue. Bo So) 2390mm T_T Ninos tyre pressure 5.279hKg/em?! Fig.7B:TArrangement Transverse Wheel Spacing and Tyre Fig. 7: Fatigue Load ‘The stress range resulting from the single passage of the fatigue load train along the longitudinal direction of the bridge, shall be used for fatigue assessment with the fatigue load so positioned as to have worst effect on the detail or element of the bridge under consideration. The minimum clearance between ‘outer edge of the wheel of the fatigue vehicle and roadway face ofthe kerb shall be 150 mm. For Load factors for verification of fatigue, reference shall be made to, IRC:112 for Concrete bridges, IRC:24 for Stee! bridges and IRC:22 for Steel Concrete Composite bridges. In absence of any specific provision in the above referred codes, number of cycles corresponding to following category of bridges may be considered for fatigue assessment, depending upon the location of te bridge and the category of roads: SN Category of Bridges | Passage of fatigue Toad train/year 1 | Thobridges on Expressway, | 2.0% 10° National State Highways or other roads close to areas such as ports, heavy industries and mines and other areas, where generally heavy vehicles ply or bridges in other category of| roads specifically identified by the Employer/Owner to ‘any high passage of heavy vehicles 2 [Bridges on Rural Roads | Fatigue not to be checked 3 | Bridges other than those 05x 10° in | & 2 above INDIAN HIGHWAYS | DECEMBER 2022 43.NOTIFICATION (Page No. 60) | loads based on the construction programme shall be accounted for in the design. This shall also include the condition of one span being completed in all respects and the adjacent span not in position. However, one span dislodged condition need not be considered in the case of slab bridge not provided with bearings. s. | Clause No. For Read No.| Page No. 4 | CL2181 [218.1 The effects of erection as per actual | 218.1 Construction/Erection Effects :The effects of erection as per actual loads based on the ‘construction programme shall be duly accounted forinthe stage-by-stage analysis and design of permanent structures. In the case of bridges ‘constructed using bridge deck erection equipment (BDEEs), the permanent bridge designer shall have a full understanding of the BDEE operation and the loads to be accounted for during construction. As construction/erection progresses, the structure shall be secured to support dead, construction/erection loads, and other loads anticipated to occur during the period of construction/erection. This shall also include the condition of one span being completed in all respects and the adjacent span not in position Some situations of construction stage/erection stagesare stated below 1. Different support conditions during stages of construction/erection, as compared to the completed structure, e.g. deck erection by incremental launching, bridges built by cantilever construction method, span by span method, etc. where a change of support conditions takes place during construction. 2. Redistribution of forces is originated by changes due to structural arrangement, boundary conditions, ete. during the construction process e.g. continuous bridges built span by span on false work or by the cantilever method, 3. Erection/construction sequence having an influence on the stability and/or strength of structure during the construction stage. 4, Unbalanced load distribution due to a particular planned sequence of co: ordue to an accidental situation of as falling from the segment lifter or from the form traveller while concreting along with the form traveller. The above situations are for purpose of reference only and do not cover all possible situations, which may arise. A detailed construction procedure associated with a method statement shall be drawn up during the detailed design stage and duly consideted to ensure that all aspects of stability, strength & serviceability (limiting stress under rare combinations) of the structure are satisfied under relevant load combinations specified in Annexure-B (Table B. 1 10 B.4) 44 INDIAN HIGHWAYS | DECEMBER 2022NOTIFICATION Clause No. Page No. For Read C2182 (Page No. 61) 218.2 Construction loads are those which are incident upon a structure or any of its constituent components during the construction ofthe structures, ‘A detailed construction procedure associated with a method statement shall be drawn up during design and considered in the design to ensure that all aspects stability and strength ofthe structure ate satisfied. 218.2 Safety Precautions during Construction Some of important alerts are stated below for safety during construction stages: 1, Structure should be stable at each construction! erection stage under all Toads, including the ‘temperature induced loads, wind or earthquake induced loads, as defined in the code, The support restraints during all construction stages shall be ensured for stability. If needed, temporary restraint shall be proposed during construction phase 2, The action due to fall of equipment onto or from a structure, including the dynamic effects, should be defined and taken into account, where relevant, 3. Threshold limits of actions and methodologies such as temporary locking arrangements to avoid accident or collapse of both temporary & permanent structure during cyclone/wind beyond design wind speed, 4, Erection and casting sequences/procedures along with assumed construction and bridge deck erection equipment loads/configurations etc. shall be clearly indicated in approved sequence of construction drawings, The above alerts are for purpose of reference only and do not cover all possible situations, which may arise. CL2183 (Page No. 61) 218.3 Examples of Typical Construction Loadings are given below. However, each individual case shall be investigated in complete detail. Examples: a) Loads of plant and equipment including the weight handled that might be incident on the structure during construction b) Temporary super-imposed loading caused by storage of construction material on a partially completed bridge deck. ©) Unbalanced effect of a temporary structure, if any, and unbalanced effect of a modules that may be required for cantilever segmental construction of a bridge. 4) Loading on individual beams and/or completed deck system due to travelling of a launching truss over such beams! deck system, 218.3 Construction Stage Loads Construction Stage loads are those which ate incident upon a structure or any of its constituent components during the construction of the structures.The following loads shall be considered under construction stage analysis of permanent structure: 1, Permanent Loads (as it exists during construction) a) Dead Load, Surfacing & Backfill weight as per Clause 203 b) Prestress Load as per IRC:112 ©) Creep & Shrinkage effects as per IRC: 4d) Snow loadasper Clause 221 ) Barth pressure Loadsas per Clause 214 1) Settlement Effects 2. Construetion Loads as per Clause 218.3.1 and 2183.2 INDIAN HIGHWAYS DECEMBER 2022 45NOTIFICATION Clause No. Page No. For Read ©) Thermal effects during construction due to temporary restraints 1) Secondary effects, if any, emanating from the system and procedure of| construction, 2) Loading due to any anticipated soil settlement. 1h) Wind load during construction as per Clause 209, For special effects, such as, unequal gust load for special type of| construction, such as, long span bridges specialist may be referredto, Seismic effects on partially constructed structure as per Clause 219. 3. Environmental Loads a) Wind Load asper Clause 209 b) Thermal load as per Clause 215, ©) Seismic induced loads perIRC:SP:114 4) Hydraulic Loadas per Clause 210 ©) Bouyancy load as per Clause 213 The construction loads are three types as below: 218.3.1 Construction Dead Load ‘The dead load of temporary structures, plants, machinery/equipment, counter weights etc. that are in place at the stage of construction being considered. The dead load of the permanent structure shall be considered separately under permanent loads. Density of fresh conerete shall be considered as 26 KNécum up to 14 days of| casting of concrete for calculation of dead load for both permanent & temporary structures. a) Loads of plant and equipment (such as reactions'weight of launching girder, truss or Cantilever Construction Equipment, ‘Temporary prestress frame etc.) including the weigh, that might be incident on the structure during construction. b) Fixed material loads (counter weights ete.) on structure during construction, ©) Secondary effects, if any, emanating from the system and procedure of construction, inchiding the effects of imposed deformations. ‘These effects can be of temporary/permanent nature, depending on the situation 218.3.2 Construction Live Load a) Personnel loads ie. construction live load excluding equipment/machinery load (distributed construction live load of SOK g/sqm of deck area may be taken for cantilever, sequential/span by span construction efc.). In addition, temporary. super-imposed loading caused by additional storage of construction ‘material on a partially completed bridge deck, incase envisaged, shall be considered, b) Unbalanced effect ofa temporary structure, if any, and unbalanced effect of modules that may be required for cantilever segmental construction of bridge. ©) Loading on individual beams and/or completed deck system due to travelling of a launching truss under/over such beams/deck system, 46 INDIAN HIGHWAYS DECEMBER 2022NOTIFICATION Clause No. Page No. For Read d) Dynamic load of moving equipment shall be taken as specified by equipment manufacturer, In absence of same, a minimum value of 10% of static oad shall be considered, For any other moving objects (such as precast segment! member) on already constructed/erected structure, dynamic increment of 10% shall be considered, ©) Longitudinal force (including friction force) due to machinery ot equipment or any other moving object, depending upon type of| machinery or equipment or moving object. Above loads are a few examples of typical construction loadings to be accounted for in the design. The list is not complete and loading during the construction stage shall be decided in each individual case based on the construction method chosen, 218.3.3 In case of Cantilever construction, following additional load cases shall be considered: a) Under accidental combination, equilibrium shall be verified for additional static load (which is equivalent t0 100% of weight of| precast segment including the segment lifter) as a dynamic response due to accidental release of precast segment. b) Incase of cast-in-situ cantilever construction, for the accidental failure of form traveler during the casting of segments, the additional equivalent static load shall be minimum 100% of the weight of the form traveler including the concrete segment weight. ©) A differential Dead load of 2% on the unfavorable side of the cantilever shall be considered for verification of equilibrium 218.34 Environmental Loads a) Thermal Loads during construction, b) Wind load on both permanent structure, plant, equipment and machinery during construction as per Clause 209. Load due to special effects, such as, unequal gustload and for special type of construction, such as, long span bridges specialist literature may be refertedto, ©) Seismic effects during construction as per IRC:SP:114. 6) Hydraulic loads (design discharge/HFL/scour) shall be calculated based on 10 years retum period. INDIAN HIGHWAYS | DECEMBER 2022. 47NOTIFICATION S. ] Clause No. For Read No.| Page No. ©) Buoyancy loads during construction, 7 Table Table B.1 to BA Table B.1 to BA BItoB4 (As below) (Page No. 91 1097) Table B.1 Partial Safety Factor for Verification of Equilibrium Basic Combination | Accidental Combination | Seismic Combination Loads ‘Overturning] Restoring | Overturning| Restoring | Overturning | Restoring or orSliding or| or |orStiding or| or | or Sliding or uplift Effect | Resisting Effect | Resisting | uplift Effect Effect Effect o @ @ @ 6 o o 1, Permanent Loads: 1.1 Dead Load, Snow load (if present), SiDLexcept surfacing, Backfill weight, | 1.1 09 10 10 1 09 seitlement, creep and shrinkage effect 1.2 Surfacing 135 10) 10 10) 135 0 1.3 Prestress and Secondary effect of (Refer Not 5) prestress 1.4 Barth pressure Ls Lo Lo Lo Lo 0 2. Variable Loads: 2.1 Carriageway Live load, associated loads (braking, tractive and centrifugal) and pedestrian load 2) As leading load 15 0 075 0 = 'b) As accompanying load 13 0 02 0 02 0 2.2 Thermal Load 3) As leeding load 15 0 - - : 'b) As accompanying load 09 0 05 0 05 0 2.3 Wind Load 15 0 - - : 'b) As accompanying load 08 0 - - - 24 Live Load Surcharge effects] 12 0 - - - - asaccompanying load 3. Accidental Effects - - ; - 3.1 Vehicle Collision (or) | 10 - - 3.2 Barge Impact - - Lo - - - 48 INDIAN HIGHWAYS DECEMBER 2022NOTIFICATION Basie Combination ‘Accidental Combination Seismic Combination Loads Overt Restoring | Overturnin ‘Overturning | Restoring gor Sliding or Sliding or | or Resisting | "or uplift uplift Effect | Resisting Efe Effect Effect @ @ @ o 8 o a 3.3 Impact due to floating bodies : : 10 = - - 4. Seismic Effect (Including dynamic 15 0 increment of Earth pressure) 5. Hydraulic Loads: (Accompanying Load) 5.1 Water eurrent forces 10. 0 10 0 10 - 5.2 Wave Pressure Lo. 0 10 0 Lo - 5.3 Hydrodynamic effect : : : 10 = 5.4 Buoyancy Lo - 10 - 10 - 6. Construction condition: 6.1 Permanent Loads AS por SI, No 1 above as applicable (Refer Note below) 6.2 Counter Weights: 8) When density or self-weight is well - 09) - 10 - 10 defined 'b) When density or sel weigh! sot well defined - 08 - Lo - 10 6.3 Construction Dead Loads (such as] 1.1 0.90 110 0.90 im 09) weight of launching girder, truss or Cantilever Construction Equipment, ‘Temporary prestress frame) 6.4 Construction live load 1s 0 10 0 10 0 6.5 Wind Load a) As leading load 1s 0 : = - - ) As accompanying load 12 0 - : 6.6 Thermal Load a) As leading load 1s 0 : ) As accompanying load 09) 0 05 0 05 6.7 Seismic Effe : : : 0.75 0 68 Accidental Effect 68.1 Accidental Effect due to Vehicle - - 0s 0 - 0 Collision or Barge Impact or Impact due to nial Effect due to Fall off - : 10 0 - 0 Segment or Fall of Equipment including Dynamic effect 6. Hydrodynamic Effect - - - 05 0 6.10 Hydraulic Loads except Hydrodynamic effect [AS per SI, No 5 above as applicable INDIAN HIGHWAYS DECEMBER 2022 49NOTIFICATION Table B.2 Partial Safety Factor for Verification of Structural Strength Loads Basic Combination ‘Accidental Combination | Seismic Combination o @ @ @ 1. Permanent Loads: 1.1 Dead Load, Snow load (if| present), SIDLexeept surfacing. 3) Adding to the effect of variable 135 10 135 Toads ’) Relieving the effect of variable 10 10 10 loads 1.2 Surfacing 8) Adding to the effect of variable 175 10 175 loads ’) Relieving the effect of variable 10 Lo. Lo loads 1.3 Prestress and Secondary ef Note 2) of presiress 1.4 Back fill Weight (@) When causing adverse effect 135 10 10 (b) When causing relieving effect 10 Lo Lo. 1.5 Barth Pressure 8) Adding to the effect of loads 15 10 10 ) Relieving the effect of loads 10 10 10 2. Variable Loads: 2.1 Carriageway Live load & associated loads (braking, tractive and centrifugal) and Footway LiveLoad 2) As leading load 15 0.75) - ) As accompanying load 115 02 02 2.2 Wind Load a) As leading load 1s ; : 'b) As accompanying load. 09 : : 2.3 Live Load Surcharge effects (As 12 02 02 accompanying load) 2.4 Thermal Loads a) As leading load 1s ; : 'b) As accompanying load 09 05 05 3. Accidental Effects 3.1 Vehicle Collision (or) - Lo. - 50 INDIAN HIGHWAYS | DECEMBER 2022NOTIFICATION jate Limit State Loads Basic Combination Accidental Combination | Seismic Combination a @ @) wo 3.2 Barge Impact (or) - 10 - 3.3 Impact due to floating bodies - 10 - 3.4. Accidental load footpath - 10 - 4. Seismic effect 15 5. Hydraulic Loads (Accompanying load): 5.1 Water current force: 10) 10 10 5.2 Wave Pressure 10 10 10 5.3 Hydrodynamic effect - - 10 5.4 Buoyancy 015) ls 10 ‘6. Construction condition: 6.1 Permanent Loads AAs per Si. No 1 above as applicable 6.2 Construction Dead Loads (such 135 10 135 as weight of launching girder truss or Cantilever Construction Equipment, temporary prestressing frame) 63 Construction live load 1s 10 10) 6.4 Wind Load 2) As leading load 15 - - b) As accompanying load 09 - 6.5 Thermal Load 8) As leading load 15 ~ ~ ) As accompanying load 09 05 05 6.6 Seismic Effect 075 6.7 Accidental Effect 6.7.1 Accidental Effect due 10 - os - Vehicle Collision or Barge Impact orlmpact dueto Floating bodies 6.7.2 Accidental Effect due to Fall - 10 - of Segment or Fall of Equipment including Dynamic effect 6.8 Hydrodynamic Effect, = = 0s 6.9 Hydraulic Loads except Hydrodynamic effect ‘As per SI. No 5 above as applicable INDIAN HIGHWAYS DECEMBER 2022 51NOTIFICATION Table B.3 Partial Safety Factor for Verification of Serviceability Limit State Loads Rare Frequent | Quasi- permanent Combination | Combination | — Combination o @ @ o 1, Permanent Loads: 1.1 Dead Load, Snow load if present, SIDL except surfacing and 10 10 10 back il weight 1.2 Surfacing 38) Adding to the effect of variable loads 12 12 12 b) Relieving the effect of variable loads 10 10 10) 1.3 Farth Pressure 10) 10 10) 1.4 Prestress and Secondary Effect of (Refer Note 4) 1.5 Shrinkage and Creep Effect 10) 10 10) 2. Settlement Effects 28) Adding to the permanent loads 10 10 10) 'b) Opposing the permanent loads 0 0 0 3. Variable Loads: 3.1 Carriageway load & associated loads (braking, tractive and centrifugal forces) and 2) Leading Load 10 075 - by Accompanying Load 075 02 : 3.2 Thermal Load ) Leading Load Lo 0.60 - by) Accompanying Load 0.60 0.50 05 3.3 Wind Load 8) Leading Load 10 0.60 - ’b) Accompanying Load 0.60 0.50 - 3.4 Live Load Surcharge (As accompanying os 0 0 4, Hydraulic Loads (Accompanying Loads): 4.1 Water Current 10 10 - 4.2 Way ssure 10) 10 - 43 Buoyancy 05 0.15) 05 5. Construction condition: 5.1 Permanent Loads ‘As per SI. No - - 1 above as. applicable except factor of prestress shall be 1.0 52 INDIAN HIGHWAYS | DECEMBER 2022NOTIFICATION Loads Frequent | Quasi- permanent Combination | Combination | ~ Combination a @ o 5.2 Construction Dead Loads (such as weight of launching girder, ‘russ or Cantilever Construction Equipment, Temporary prestress 5.3 Construction Live Load 5.4 Wind Load 2) Leading Load ’b) Aceompanying Load 5.5 Thermal Load a) As leading load b) As accompanying load 5.6 Hydraulic Loads except Hydrodynamic effect ‘As per SI. No 5 - above as applicable Table B.4 Partial Safety Factor for Checking the Base Pressure and Design of Foundation Loads Combination | Combination | Seismic | Accidental @) | Combination | Combination a e oO 3 1. Permanent Loads: 1.1 Dead Load, Snow load (if present), SIDL except surfacing. and Back Fill Weight (a) When causing adverse effects Lo 135 10 (b) When causing Relieving effects 1.0 10 10 1.2 Surfacing (a) When causing adverse effects 10 115 10 (b) When causing Relieving effects 10 10 10 1.3 Prestress Eifect (Refer Note 4) 1.4 Settlement Effects| Lord Loerd Loar 1.5 Earth Pressure a) Adding to the effect of loads 130 10 10 ») Relieving the effect of loads 085 Lo 10 2. Variable Loads: 2.1 All Catriageway load & associated loads (braking, tractive and centrifugal forces) and footway live load 1) Leading Load 3 0 0.75 it applicable) or 'b) Aceompanying Load 10 02 02 HIGHWAYS | DECEMBER 2022 53Loads ‘Combination ‘Accidental o ‘Combin wo @ @ o cy 2.2 Thermal Load as accompanying load 0.90 080 05 0s 2.3 Wind Load 8) Leading Load 15 13 - ’b) Accompanying Load 09) 08 0 0 2.4 Live Load surcharge as accompanying load (if applicable) 12 10 02 02 3. Accidental Eifect or Seismic Effect : : 15 10 4. Hydraulic Loads: 4.1 Water Current 10rd 10 0r0 1.0 0rd - 4.2 Wave Pressure 10rd Lord Loerd - 3 Hydrodynamic effect - - L0er0 - 5, Buoyancy 1) For Base Pressure Lo 10 10 10 ») For Structural Design 05 os 015 os 6. Construction condition: 6.1 Permanent Loads ‘AS per SI. No 1 above as applicable 62 Construction Dead Loads (such as weight of launching | 1.35 10 135 10 ‘eitder, truss of Cantilever Construction Equipment, Temporary prestress frame) 63 Construction live load 135 10 135 10 6.4 Wind Load a) As leading load 15 3 - - ’b) As accompanying load 09) os - - 6.5 Thermal Load as accompanying load 08) 08 05 05 6.46 Seismic Effect : - 0.75) - 6.7 Accidental Effect 6.7.1 Accidental Effect due to Vehicle Collision or Barge Impact - - - 05 orImpact due to Floating bodies 6.7.2 Accidental Effect due to Fall of Segment or Fall of| - - - 10 Equipment including Dynamic effect 6.7 Hydro dynamic : - 05 - 6.8 Hydraulic Loads and Buoyancy [As per SI. No 4 & 5 above as applicable 34 INDIAN HIGHWAYS | DECEMBER 2022NOTIFICATION Ss. | Clause No. For Read No.| Page No. 8 | 1220.1 ]1) Bridges crossing navigable channels of| 1) Bridges crossing navigable channels of rivers, (Page No. 75) |” rivers, ereeks and canals as well as the) creeks and canals as well as the shipping shipping channels in port areas and open| channels in port areas and open seas shall be seas shall be provided with “navigation| provided with “navigational spans” which spans” which shall be specially identified] shall be specially identified and marked to and marked to direct the waterway traffic| direct the water way traffic below them. The below them. The span arrangement,| span arrangement, horizontal clearances horizontal clearances between the| between the inner faces of piers/pileaps! innerfaces of picrs within the width of the| _wellcaps (as applicable) with in the width of| navigational channel, vertical clearances | the navigational channel, vertical clearances above the air-draft of the shipsbarges upto| up to the lowest soffit of superstructure and soffit of deck and minimum depth of water| minimum depth of water in the channel below in the channel below the maximum laden| the maximum laden draft of the banges shall be draft of the barges shall be decided based on| decided based on the Inland Waterways the classification of waterways as per Inland| Authority of India (Classification of Inland Waterways Authority of India QWAD or the | Waterways in India) regulation 2006 and its concemed Ports and Shipping Authorities, | amendment from time to time or the concerned Ports and Shipping Authorities. 9] Cl.220.1 ]3) For bridges located in sea, and in] 3) Clause 220 is epplicable to non-tidal portions (Page No. 75) | waterways under control of ports, the| of inland waterways in which barges having bridge components may have to be| Dead Weight Tonnage (DWT) mentioned in designed for vessel collision force, for] Annex E generally ply. For bridges located in ‘which the details of the ships’barges shall] tidal portions of many National Waterways be obtained from the concerned authority,| _ (NWs) and in sea, where larger barges other Specialist literature may be referred for] — than those specified in Annex E ply, relevant the magnitudes of design forces and| data regarding the respective barges may be appropriate design solutions. collected from the respective Maritime Boards and Port Authorities. Specialist literature may be referred for the magnitudes of design forces and appropriate design solutions in such cases. 10] C1.220.1 4) The design objective for bridges is to] 4) The design objective for bridges crossing (Page No. 75) minimize the risk of the structural failure... is permitted provided that a) Damaged structural components can be inspected and repaired in a relatively cost- effective manner not involving detailed investigation, and navigable channels is to minimize the risk of| the structural failure is permitted provided that: a) Damage to structural components is of minor nature which can be inspected and repaired in arelatively cost-effective manner, and 1.22011 (age No. 75) 3). The Indian waterways have been classified in 7 categories by IWAI, The vessel displacement tonnage for each of the class ‘of waterway is shown in Table 21. Barges, and their configurations which are likely to ply, their dimensions, the Dead Weight ‘Tonnage (DWT), the minimum dimensions, 5) The Inland waterways have been classified in seven categories by IWAI for safe plying of self-propelled vessels (SPV) up to 2000 tonne Dead Weight Tonnage and tug-barge formation in push-tow units of carrying capacity up to 8000 tonnes. The Dead Weight Tonnage (DWT) of barges allowed for INDIAN HIGHWAYS | DECEMBER 2022 55NOTIFICATION (Page No. 76) ballast and cargo (DWT) being carried by the barge. The displacement tonnage for barge tows shall equal the displacement tonnage of the tug/tow barge plus the combined displacement of number of barges inthe length of the tow as shown in Annex E. S. ] Clause No. For Read No.| Page No. of waterway in lean section, and minimum | each of the class of waterway is shown in clearance requirements are specified by] Table 21, Barges and their configurations IWAL The latest requirements (2009) are | which are likely to ply, their dimensions, the showin Annex E. Dead Weight Tonnage (DWT), the minimum dimensions of waterway in lean seasons, and minimum clearance requirements are specified by TWAL The latest requirements (2006 & 2016) are shown in Annex E. The horizontal clearance requirement shall be decided based on the following stipulation (a) If the Lowest Navigational Water Level is more than the RL of he top of pile capi well eap by more than or equal to 2 meters, the horizontal clearance is considered between inner face of piersat the Reference Level (b) In cases other than a) above, the horizontal clearance shall be considered between inner faces of wellpilecaps: 12 | C1.220.1 |Table 21: Vessel Displacement Tonnage _ | Table 21: Dead Weight Tonnage” Tuble 21 (Page No. 76) 13 | €1.220.1 | Note: The total displacement tonnage of Seif| Notes: Note below | Propelled Vehicle (SPV) equals the weight of| : Table 21 | the barge when empty plus the weight of the |®) Dead Weight Tonnage (DWT) Dead Weight Tonnage is the carrying capacity of the vessel, which includes weight of cargo, fuel, water, stores, passengers and crew that the barge can carry when fully loaded and necessary to submerge a vessel from her light draft to loaded draft. This tonnage does not include weight of the empty vessel/barge. b) W,- Barge Displacement tonnage when fully loaded ‘The total displacement tonnage of fully loaded Barge equals the weight of the barge when empty plus DWT being carried by the barge. The displacement tonnage for barge tows shall equal the displacement tonnage of the tug/tow barge plus the combined displacement of number of barges in the length of the tow as shown in Table 21. For fully loaded barge, the total displacement tonnage may be taken as 1.15 times the DWT given in ‘Table 21, in absence of specific information. ©) W, - Barge Displacement tonnage when empty: 56 INDIAN HIGHWAYS DECEMBER 2022NOTIFICATION Clause No. Page No. For Read It is the displacement tonnage corresponding to an empty barge without DWT, The unladen weight of barge may be collected from the respective Maritime Boards and Ports authorities. In absence of specific information, it may be takenas 15% of DWT. 4) *DWT in Table 21 may be used for calculation of corresponding displacement tonnage for applicable class of waterway 4 C1. 220.1 (Page No. 76) 2 by ° In navigable portion of waterways where barge collision is anticipated, structures shall be Designed to resist barge collision forces, or Adequately protected by designed fenders, dolphins, berms, artificial islands, or other sacrificial devices designed to absorb the energy of| coltiding vessels orto redirect the course ofavessel, or A combination of (a) and (b) above, where protective measures absorb most oftthe force and substructure is designed forthe residual force. 7) In navigable portion of waterways where barge collision is anticipated, structures shall be a) Designed toresist barge collision energy or b) Adequately protected by designed fenders, dolphins, berms, artificial islands, or other sacrificial devices designed to absorb the energy of colliding vessels or to redirect the course ofa vessel, or ©) A-combination of (a) and (b) above, where protective measures absorb most of the energy and substructure/foundation are designed for the residual energy. No reduction in design barge speed is allowed where piers are located far away from the Navigation Clearance zone. C1. 220.1 (Page No. 76) 8) In non-navigable portion of the waterways, the possibility of smaller barges using these portions and likely to cause accidental impact shall be examined from consideration of the available draft and type of barges that ply on the waterway. In ease such possibility exist, the piers shall be designed to resist a lower force of barge impact caused by the smaller barges as compared to the navigational span. 8) In non-navigable portion of the inland waterways, the possibility of smaller banges using these portions and likely to cause accidental impact shall be examined from consideration of the available clearances, draft and type of barges that ply on the waterway. In case such possibility exists, the minimum design impact force for pier/foundation design shall be computed using an empty barge drifting ata speed specified in Clause 220.4 for the class of waterway applicable depending on draft and clearances available in non-navigational spans 16 1220.1 (Page No. 76) 9) For navigable waterways which have not been classified by IWAI, but where barges are plying, one of Class from I & VI should be chosen as applicable, based on the local survey ofcrafts plying in the waterway. Where reliable data is, not available minimum Classel shall be assigned. 9) For navigable waterways which have not been classified by IWAI, but where barges are plying, one of Class from I to VIT should be chosen as applicable, based on the local survey of barges plying in the waterway. Where reliable data is not available minimum Class-Ishall be assigned. INDIAN HIGHWAYS DECEMBER 2022 57NOTIFICATION (Page No. 78) required for navigation between bed level and lowest part of barge (at D,..) is available Ss. | Clause No. For Read No.| Page No. 17 | 1220.3 |The minimum vertical clearance for the| The minimum vertical clearance from the super Top para | parabolic soffit shall be reckoned above the structure soffit shall be reckoned above the (Page No. 78) | high flood level at a distance/section where | navigational high flood level (NHFL) for rivers, the minimum horizontal clearance from pier | the highest water level for tidal canals, and full faceis chosen. supply levels for other canals (Reference level ‘Annex E) with in the limits where horizontal clearance is tobe provided. As per regulations prescribed by IWAI, the last 20 years’ certified HFT data from CWC/State Inrigation/ State Water resources department may be collected and NHFL may be determined as per footnote 4) in Annex E, 18] Fig. 25 vercxctnc (Page No. 78) ion act Sores, +foawmen amount * aaron Ea SA lng atin rm inte hiner Fig. 25: Factors Deciding Range of Deciding Clearances and Locations of Impact Force ions of Impact Force 19 | 1.2203 | Useof Fig. 28: Use of Fig. 28: Para 1 1) For checking Minimum Clearance| 1) For checking Minimum Clearance below (Page No. 7% i (Page No. 78) |" selow Bridge Deck: Bridge a) Hyt(Dy-D,,): is maximum projection of | Superstructure: the highest barge component above!) Minimum specified vertical clearance below actual water level (e.g. including] the soffit of the bridge superstructure should projecting equipment over top of cabin} be checked with reference to maximum. like radar mast) permitted water level for the navigation ie, reference level given in Annex E for different b) Highest Level of Barge: Hyt(D\-D,.) +| types ofchannels maximum permitted water level for huvigation (This may be decided by |) Highest Level ofBarge: (D,-D.,,)+ maximum water current velocity), Minimum] Permitted water level for navigation where specified clearance should be checked] Py May be taken as 20% of D.,. in absence with reference to this level and lowest} of specific data available for the barges sofiit level of ridge. plying. D,,, is the depth of fully loaded barge given in Fig, 24. 20 | C1203 |b) Minimum level permitted for navigation|) Minimum water level permitted for Para 2 = Level at which minimum clearance) navigation = Water Level at which minimum depth of channel (Depth* in Annex E) is available above the highestbed level. 58 INDIAN HIGHWAYS DECEMBER 2022NOTIFICATION S.] Clause No. For Read No.| Page No. 21] 1.2204 | Design Barge Speed Design Barge Speed (Page No. 79) |-rhe speed at which the barge collides against | The speed at which the barge collides against the the components of a bridge depends upon to components of a bridge depends upon the barge the barge transit speed within the navigable | transit speed within the navigable channel limits, channel limits, the distance to the location of | the distance to the location of the bridge element the bridge element from the centre line of the] from the centre line of the barge transit path and barge transit path and the barge length | the barge length overall (LOA). This information overall (LOA). This information shall be} shall be collected from the IWAI. In the absence collected from the TWAT. Tn absence of any | of any data, the design speed to be considered data, a design speed of 6 knots (ie. 3.1 | Sveti peas under m/sec) for unladen barge and 4 knots (ie. 2.1 ‘m/see) for laden barge may be assumed fora) 6 knots (i. 3.1 m/sec) for unladen barge for design for both upstream and downstream] both upstream and downstream directions of| directions oftraffic. traffic, b) 6 knots (ie. 3.1 m/see) for laden barge for upstream directions of traffic, ©) 8 knots (4.2 m/sec) for laden barge in downstream directions of traffic. 22| 1.2205 | Barge Collision Energy Barge Collision Energy (Page No. 79) Following para to be inserted just after the title of Clause 220.5 ‘The Barge displacement tonnage W, and W, for loaded and empty barge units respectively shall ’be equal to the displacement tonnage ofthe single row of barge units. The additional rows of barges across the width ofthe barge units are neglected in ‘computing the Barge Collison Energy since they are assumed to break away upon impact. 23 | 1.2208 | Location & Magnitude of Impact Forcein | Location & Magnitude of Impact Force in (Page No. 80) Substructure & Foundation, 'P," All components of the substructure, exposed to physical contact by any portion of the design barge’s hull or bow, shall be designed to resist the applied loads. The bow overhang, rake, or flair distance of barges shall be considered in determining the portions of the substructure exposed to contact by the barge. Crushing of the barge's bow causing contact with any setback portion of the substructure shall also be considered. Some of the salient barge dimensions to be checked while checking for the navigational clearances areas follows: Substructure & Foundation, 'P, All components of the substructure/foundation, exposed to physical contact by any portion of the design barge's hull or bow, shall be designed to resist the applied loads. The bow overhang, rake, or flair distance of barges shall be considered in determining the portions of the substructure foundation exposed to contact by the barge. Crushing of the barge's bow causing contact with any setback portion of the substructure! foundation shall also be considered. The design impact force for the above eases is to be applied as a vertical line load equally distributed along the barge’s bow depth, H, defined with respect to the reference water level as shown in Fig.25. The barge's bow is considered to be raked forward in determining the potential contact area of the impact force on the INDIAN HIGHWAYS DECEMBER 2022 59NOTIFICATION Clause No. Page No. For Read substructure/foundation as shown below: aM fren WATER IV. f x = VELL FOUNDATION ,.26 showing location of Barge Impact Force P, on Pier —PIER TERM |e ‘WELL FOUNDATION Fig. 27 showing location of Barge Impact Force P, on Well For substructure/foundation design, equivalent static forces shall be applied separately to the impacted nose of the substructure/foundation, parallel and normal to the centre line of the navigable channel as follows: ) 100% ofthe design impact force ina direction parallel to the alignment of the centreline of thenavigable channel or b) 50% of the design impact force in the direction normal to the direction of the centre line of the navigable channel ‘These impact forces in a) and b) shall not be taken toactsimultaneously. Barge impact forces on pile foundations as shown below in Fig. 28 should be avoided as far as possible. A suitable protection system should be provided instead, to prevent the force acting on the pilesas recommended in clause 220.9. = om "ILE CAP ales 7 q Fig. 28 showing undesirable situation where Barge impact Force acts on Pile Foundations 60 INDIAN HIGHWAYS DECEMBER 2022NOTIFICATION Clause No. Page No. For Read C1. 220.9 (Page No. 80) Protection of Substructure Protection may be provided to reduce or to eliminate the exposure of bridge substructures to barge collision by physical protection systems, ineluding fenders, pile cluster, pile- supported structures, dolphins, islands, and combinations thereof. Severe damage and/or collapse of the protection system may be permitted, provided ‘that the protection system stops the Barge prior to contact with the pier or redirects the barge away from the pier. In such cases, the bridge piers need not be designed for Barge Impact. Specialist literature shall be referred for design of protection structures. Flexible fenders or other protection system attached to the substructure help to limit the damage to the barge and the substructure by absorbing part of impact (kinetic energy of collision). For the design of combined system of pier and protection system, the design forces as obtained from Clause 220.7 shall be used in absence of rigorous analysis. Protection of Substructure and Foundation Protection may be provided to reduce or to eliminate the exposure of bridge substructures! foundations to barge collision by physical protection systems such as fenders, pile cluster, pile-supported structures, dolphins, islands ete. and combinations thereof Severe damage and/or collapse of the protection system. may be permitted, provided that the protection system is structurally independent from the bridge substructure/foundation and stops the Barge prior to contact with the pier or redirects the barge away from the pier. In such cases, the bridge piers/foundations need not be designed for Barge Impact. Flexible fenders or other protection system attached to the substructure/foundation help to limit the damage to the barge and the substructure/foundation by absorbing part of impact (kinetic energy of collision). For the design of combined system of pier and protection system, the design forcesas obtained from Clause 220.7 shall be used in absence of rigorousanalysis, Specialist literature shall be referred for design of | protection structures. 28 C1. 220.10 (Page No. 81) Load Combination ‘The barge collision load shall be considered as an accidental load and load combination shall conform to the provisions of Annexure B. Barge impact load shall be considered only under Ultimate Limit State, For working load/allowable stress condition, allowable stress may be increased by 50 percent. ‘The probability of the simultaneous occurrence of a barge collision together with the maximum flood need not be considered. For the purpose of load combination of barge collision, the ‘maximum flood level may be taken asthe mean annual flood level of previous 20 yeats, provided thatthe permissible maximum current velocities forthe banges to ply are not exceeded. In such event maximum level may be calculated backward fiom the allowable current velocities. The maximum level of scour below this flood level shall be calculated by scour formula in Clause 703.3.1 of IRC-78, However, ‘no credit for scour shall be taken for verifying required depth for allowing navigation, Load Combination ¢ barge collision load shall be considered as an accidental load and load combination shall conform to the provisions of Annexure B. Barge impact load shall be considered only under Ultimate Limit State. In navigable rivers, the probability of the simultaneous occurrence of a barge collision together with the maximum flood level need not be considered. Barge impact loads shall be considered forarange of maximum and minimum water levels permitted for navigation in accordance with clause 220.3. The maximum level of scour below the permitted navigational high flood level (NHFL) shall be calculated by scour formula in accordance with IRC:78 and IRC:5. General/mean scour level (excluding local scour level) may be considered for the purpose of determining the required depth (as, specified in Annex F) for allowing navigation. However, minimum water level permitted for navigation shall not be considered lower than the Lowest Water Level (LWL) for the purpose of determining barge impact forces. INDIAN HIGHWAYS | DECEMBER 2022 61