S - 44 - Structural Design of Railway Bridges

S. K. Ghosh Associates LLC.

International Code Council (ICC)

STRUCTURAL DESIGN OF RAILWAY

BRIDGES
Date: 06 February 2022
Session 44 : Bridge 6-Railway Bridge
Engr. ASM Anisuzzaman, MEng. (Structural)

Sr. Structural & Bridge Design Engineer
AGM Design, ACE Consultants Ltd. Bangladesh
S-8A SEng PRP

Training Program
Rail Lines Owner in Bangladesh
 Bangladesh Railway (BR), Ministry of Railway

 Dhaka Mass Transit Company Limited (DMTCL) for MRT Line
Ministry of Road Transport and Bridges
03/06/2022 URP | RAJUK | S-8 COMPONENT
www.skghoshassociates.com
1
Course Contents on
Structural Design of Railway Bridges
• Railway Bridge under Bangladesh Railway, Ministry of

Railway, GoB.
• Design Criteria as per TOR / Clients Requirement
• Types of Railway Bridge used in Bangladesh
• Loads on bridge Superstructures (IRS Bridge Rules)
• Seismic Load (IRS Seismic Code)
• Loads of bridge Substructures (IRS Substructures Rules)
• IRS Steel Bridge Code
• Fatigue Requirement for Steel Bridges
• Analysis and Design for Steel Stringer of STPG
Standards Requirement for BR
General Standards for Alignment, Embankment, Track, Bridge

etc. (From TOR)
 Bangladesh Railway (BR)
 Indian Railway Standards (IRS)
 Indian Standards (IS)
 American Society for Testing Materials (ASTM)
 International Union for Railway (UIC)
 European (EN)
 American Railway Engineering and Maintenance
Association (AREMA)
2
General Standards for Alignment, Embankment, Track, Bridge

etc. (From TOR)
 Standards for Bridges and Culverts Design (From TOR)
3
 Standards for Bridges and Culverts
Track Gauge for BR

Different Types
• Broad Gauge : width 1676 mm to 1524
mm or 5’6” to 5’0” (BR)
• Standard Gauge: width 1435 mm and
1451 mm or 4’‐8⅟2” (DMRT)
• Metre Gauge: width 1067 mm, 1000
mm and 915 mm or 3’‐6”, 3’‐33/8” and
3’‐0” (BR)
• Narrow Gauge: width 762 mm and 610
mm or 2’‐6” and 2’‐0”.
• Dual Gauge: BG+MG combined (3 Rails
with 1 common rail) (BR)
Source Internet
4
Schedule of Dimension for BR

BG Track Bridge
• Horizontal
clearance
2825*2=
5650mm
• Vertical
Clearance
7350mm
• Viaduct
8500mm
(BR Circular)
Types of Railway Bridge
 Types are:
• Minor Bridge
• Major Bridge
• Important Bridge
• Box Culvert
• DTPG
• STPG
• TT (Open Web) Source: IRS Substructure Rules
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5

Box Culverts
• Span Length 2m to 6m and Length up to 15m

multi cell box culvert
• Used for Shallow depth, no navigation required
• Less cost
• Smooth riding as like
• Embankment
Source: Internet
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Deck Type Plate Girder (DTPG)
• Rail line is above the steel Girder

• Span length from 10m to 20m
• Not suitable where navigation is
required
• Less cost than that of STPG
• It can be open deck or Ballasted Deck
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6

13

Fabrication of DTPG in India for KGTP and MDP
14
7

Semi-Through Plate Girder (STPG)
• Rail Line passes inside the girder depth

• Span kept normally from 15m to 35m
• Suitable for navigable stream
• Need to follow the schedule of dimension
• Can be open deck or ballasted deck
• No Extra sound
and Riding smooth
for ballasted deck
15

16
8

Semi Through Plate Girder

RBCP Parbatipur- Panchagarh Fabricated at Macdonalds,
Under Construction Line (Opened Gazipur 35m span STPG
now) Under Fabrication
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Through Truss Bridge(TT)
• Span 35m to 100m

or more,
• Long span needs
for Navigation
Clearance,
• It can be ballasted,
Ballast less, Open
deck.
18
9

TT Bridge Fabricated in China TT Bridge Fabricated in India

Weathered Steel on Feni River For KGTP
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TT Bridge Padma Rail Link Project
20
10
Navigation Clearance
BIWTA
• Vertical Clearance from SHWL

(not HFL) to Girder soffit level
• NC Needs for span
arrangement
21
IRS Bridge Rules
• Used for different

types of Loads
• Corrected up to
Slips 49 in 2017
22
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IRS Bridge Rules

Loads 2.1
• Dead load • Forces on parapets
• Live load • Wind pressure effect (BNBC)
• Dynamic effects • Forces and effects due to
• Forces due to earthquake (BNBC)
curvature or • Erection forces and effects
eccentricity of • Derailment loads
track • Load due to Plasser’s Quick Relay
• Temperature effect System (PQRS)
• Frictional • Forces due to accidental impact
resistance of from any vehicles such as road
expansion bearings vehicles, ships or derailed train
• Longitudinal force vehicles using the bridge (ACS 48
• Racking force dtd. 22.06.17)
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IRS Bridge Rules

Dead Load 2.2
• 2.2.1 Dead load is the weight of the structure itself

together with the permanent loads carried thereon.
• Super Imposed Dead Load: Dead Load over the structure
to be designed
• 2.2.2 For design of ballasted deck bridges, a ballast

cushion of 400mm for BG and 300mm for MG shall be
considered. However, ballasted deck bridges shall also be
checked for a ballast cushion of 300mm on BG and
250mm on MG.
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12
IRS Bridge Rules

2.3 Live Load
• (a) For Broad Gauge - 1676mm – “25t Loading-2008” with a
maximum axle load of 245.2 kN (25.0t) for the locomotives
and a train load of 91.53 kN/m (9.33t/m) on both sides of the
locomotives (Appendix-XXII)
• (2) Diagrams of Standard loading and Equivalent Uniformly
Distributed Loads (EUDL) on each track for calculating
Bending Moment and Shear Force are shown in the
accompanying Appendices XXII, XXIII & XXIII (a)
respectively
• (4) EUDLs shall be used for simply supported spans. In case
of continuous super-structures over supports, the Bending
Moments and Shear Forces for design purposes at various
sections shall be computed for loadings shown in Appendix-
XXII.
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IRS Bridge Rules

Live Load 2.3
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IRS Bridge Rules

Live Load 2.3
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IRS Bridge Rules

Live Load 2.3
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IRS Bridge Rules

Live Load 2.3
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IRS Bridge Rules, Live Load 2.3
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IRS Bridge Rules

Live Load 2.3
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IRS Bridge Rules, Live Load 2.3
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IRS Bridge Rules

Live Load 2.3
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IRS Bridge Rules

2.3.4.2 Dispersion of railway live loads
(a) Distribution through sleepers and ballast:

The sleeper may be assumed to distribute the live load
uniformly on top of the ballast over the area of contact given
below:
• The load under the sleeper shall be assumed to be

dispersed by the fill including ballast at a slope not greater
than half horizontal to one vertical and all deck slabs shall
be designed for both types of sleepers.
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IRS Bridge Rules

2.3.4.2 Dispersion of railway live loads
(b) Distribution through R.C. Slab: When there is effective

lateral transmission of Shear Force, the load may be further
distributed in a direction at right angles to the span of the slab
equal to the following:
(i) ¼ span on each side of the loaded area in the case of
simply supported, fixed and continuous spans.
(ii) ¼ of loaded length on each side of the loaded area in the
case of cantilever slabs.
• No distribution through the slab may be assumed in the
direction of the span of the slab.
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IRS Bridge Rules

2.4 DYNAMIC EFFECT,
2.4.1 Railway Bridges (Steel)
 The CDA should be obtained as follows and shall be
applicable up to 160 km/h on BG and 100 km/h on MG Line
(a) For single track spans:
• CDA<=1.0, Where L is:

• (1) the loaded length of span in metres for the position of
the train giving the maximum stress in the member under
consideration.
• (2) 1.5 times the cross-girder spacing in the case of
stringers (rail bearers) and
• (3) 2.5 times the cross girder spacing in the case of cross
girders.
36
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IRS Bridge Rules

2.4 DYNAMIC EFFECT,
CDA for Stringer, L=2.5m c/c of Cross Girder x1.5
CDA for Cross Girder, L=2.5m c/c of Cross Girder x2.5
37
IRS Bridge Rules

2.4 DYNAMIC EFFECT,
2.4.1 Railway Bridges
 Wheel Load Dispersion on Box Culvert
38
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IRS Bridge Rules

2.4 DYNAMIC EFFECT,
(b) For main girders of double track spans with 2 girders, CDA as
calculated above may be multiplied by a factor of 0.72 and shall
be subject to a maximum of 0.72. (c) For intermediate main
girders of multiple track spans, the CDA as calculated in Clause
2.4.1.1(a) may be multiplied by a factor of 0.6 and shall be
subject to a maximum of 0.6. (d) For the outside main girders of
multiple track spans with intermediate girders, CDA shall be that
specified in Clause 2.4.1.1(a) or (b) whichever applies. (e) For
cross girders carrying two or more tracks, CDA as calculated in
Clause 2.4.1.1(a) may be multiplied by a factor of 0.72 and shall
be subject to a maximum of 0.72
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IRS Bridge Rules

2.4 DYNAMIC EFFECT,
(f) Where rails, with ordinary fish-plated joints, are supported

directly on transverse steel troughing or steel sleepers (H Beam)
the dynamic augment for calculating stresses in such troughing
or sleepers shall be taken as:
Where B = the spacing of main girders in metres.

The same Coefficient of dynamic augment (CDA) may be used
for calculating the stresses in main girders up to 7.5m effective
span, stringers with spans up to 7.5m and also chords of
triangulated girders supporting the steel troughing or steel
sleepers.
40
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IRS Bridge Rules

2.4 DYNAMIC EFFECT,
2.4.2 Railway pipe culverts, arch bridges,
concrete slabs and concrete girders
2.4.2.1 For all gauges
(a) If the depth of fill is less than 900mm, the Coefficient of
Dynamic Augment shall be equal to-
(b) If the depth of fill is 900mm, the Coefficient of Dynamic

Augment shall be half of that specified in clause 2.4.1.1(a)
subject to a maximum of 0.5. Where depth of fill exceed
900mm, the Coefficient of Dynamic Augment shall be uniformly
decreased to zero within the next 3 metres.
(c) In case of concrete girders of span of 25m and larger, the
CDA shall be as specified in Clause 2.4.1.1. (a)
41
IRS Bridge Rules

2.5 FORCES DUE TO CURVATURE AND
ECCENTRICITY OF TRACK
• 2.5.1 For ballasted deck bridges, even on straight alignment,
an eccentricity of centre line of track from design alignment
up to 100mm shall be considered for the purpose of designs.
C/C of
Girder
6.2m
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IRS Bridge Rules

• 2.5.3 For railway bridges the following loads must be
considered: (a) The extra loads on one girder due to the
additional reaction on one rail and to the lateral displacement
of the track calculated under the following two conditions: (i)
Live load running at the maximum speed. (ii) Live load
standing with half normal dynamic augment
• (b) The horizontal load due to centrifugal force which may be
assumed to act at a height of 1830mm for “25t Loading2008”
for BG, 3000mm for “DFC loading (32.5t axle load)” for BG
and 1450mm for MG above rail level is:
Where, C= Horizontal effect in kN/m run (t/m run) of span.
W= Equivalent Distributed live load in t/m run.
V= Maximum speed in km per hour, and R= Radius of the curve in m.
43

Degree of Curvature 30
R=1750/D=1750/3=583.3m
Let Speed, V=100 km/hr
W=LL+I=32.6+30.648t
=63.248t
C=WV^2/127R
= 63.248x100^2/(127x583.3)
=8.54t/m
Distance from center of
beam to C force=
(1.83+0.57)m=2.4m
C/C of Girder= 1.85m
Add. Vertical Load
=8.54x2.4/1.85= 11.06t/m
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IRS Bridge Rules

2.6 TEMPERATURE EFFECT
• 2.6.1 Where any portion of the structure is not free to expand

or contract under variation of temperature, allowance shall be
made for the stresses resulting from this condition.
• 2.6.2 The coefficient of expansion shall be taken as below: for
steel and reinforced concrete 11.7 x 10-6 per 10 C for plain
concrete 10.8 x 10-6 per 10 C
• Let Length of Girder L=35m
Average Temperature variation t=300 C
Coefficient of Expansion of steel =11.7x10-6 per 10 C
Expansion Length= 35x1000x11.7x10-6x30=12.285mm
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IRS Bridge Rules

2.7 FRICTIONAL RESISTANCE OF EXPANSION BEARINGS
• Roller bearing 0.03

• Sliding bearings of steel on cast iron or steel bearing 0.25
• Sliding bearing of steel on ferro bestos 0.20
• Sliding bearings of steel on hard copper alloy bearings 0.15
• For sliding bearings of PTFE/Elastomeric type 0.10
• Concrete over concrete with bitumen layer in between 0.50
• Concrete over concrete not intentionally roughened 0.60
46
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IRS Bridge Rules

2.8 LONGITUDINAL FORCES
• Tractive effort of the driving wheels of locomotives;

• Braking force resulting from the application of the brakes to all
braked wheels;
• Resistance to the movement of the bearings due to change of
temperature and deformation of the bridge girder. Roller,
PTFE or elastomeric bearings may preferably be provided to
minimize the longitudinal force arising on this account.
• Forces due to continuation of LWR/CWR over the bridges.
47
IRS Bridge Rules, Live Load 2.8 Tractive/ Braking
 In between given Length

Longer loaded length
48
24
IRS Bridge Rules

2.8 LONGITUDINAL FORCES LWR/CWR
• A length of greater than 250 meter on

Broad Gauge and 500 m on Meter
Gauge will normally 4 function as LWR
(Fig. 1.1). The maximum length of LWR
under Indian conditions shall normally be
restricted to one block section.
• 2) Continuous Welded Rail (CWR) is a
LWR which would continue through
station yards including points and
crossings. (internet Source)
• IRS Refers to UIC 774-3 R-2001
49
IRS Bridge Rules

• Ballasted deck bridges without bearings (slabs, box culverts

and arches) need not be checked for forces/effects due to
continuation of LWR/CWR.
• (g) If rail-free fastenings, SEJ (Switch Expansion Joint)are
provided as per provisions of Manual Of Instructions On Long
Welded Rails, such that there is no interaction between the
rail and the bridge, then there is no need for checking for
forces/effects due to continuation of LWR/CWR.
• It shall be ensured that the additional stresses in rail as per
computations done using provisions of UIC 774-3R do not
exceed the values given in table below:
50
25
IRS Bridge Rules

• Span and sub structure

arrangement shall be such
that the various checks on
rotation/ deflection specified
in UIC 774-3R are satisfied.
• Track Resistance in Ballasted Deck Bridges : For track

structure minimum 52 kg 90 UTS rails and PRC sleepers at
sleeper density 1540 nos/KM with elastic fastenings, the
value of track resistance for computations as per UIC 774-
3R shall be taken as 25kN per meter of track in unloaded
condition and 50 kN per meter of track in loaded condition.
51
IRS Bridge Rules

• 2.8.3.4 For the design of new bridges and in case of

rebuilding of existing bridges, dispersion of longitudinal force
shall not be allowed.
• Multiplication Factor of LF for More than 1 track
52
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IRS Bridge Rules

2.8.5 When considering seismic forces, only 50% of gross

tractive effort/braking force, to be reduced by taking
dispersion and distribution of longitudinal forces, shall be
considered along with horizontal seismic forces
along/across the direction of the traffic.
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IRS Bridge Rules

2.9 RACKING FORCES
2.9.1 Lateral bracings of the loaded deck of railway spans

shall be designed to resist, in addition to the wind and
centrifugal loads specified above, a lateral load due to
racking forces of 5.88 kN/m (600 kg/m) treated as moving
load.
This lateral load need not be taken into account when
calculating stresses in chords or flanges of main girders.
54
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IRS Bridge Rules

2.10 FORCES ON PARAPETS
 shall be designed to resist a lateral horizontal force and

a vertical force of 1.47 kN/m(150 kg/m) applied
simultaneously at the top of the railing or parapet.
55
IRS Bridge Rules

2.11 WIND PRESSURE EFFECT
 2.11.1.1 Wind pressures are expressed in terms of a

basic wind pressure ‘P’ which is an equivalent static
pressure in the windward direction. (From BNBC wind
speed)
 2.11.2 The wind pressure specified above shall apply
to all loaded or unloaded bridges provided that a bridge
shall not be considered to be carrying any live load
when the wind pressure at deck level exceeds the
following limits:
56
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IRS Bridge Rules

2.11 WIND PRESSURE EFFECT
 (a) For unloaded spans and trestles

net exposed area shall be
considered as one and half times
the horizontal projected area of the
span or the trestle, except for plate
girders for which the area of the
leeward girder shall be multiplied by
the factors shown below and added
to the area of the windward girder: -
57
IRS SEISMIC CODE

2.12 FORCES AND EFFECTS DUE TO EARTHQUAKE
Refers to "Seismic Code for

Earthquake resistant
design of Railway Bridges"
3.7 Effects of Earthquake -

The effects of earthquake
motion that shall be
considered in seismic design
of bridge include inertial
force, displacements, earth
pressure, hydrodynamic
pressure and liquefaction of
soil.
58
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IRS Seismic Code

5 DESIGN PHILOSOPHY
5.1 Serviceability Limit State The design of bridge should meet the
serviceability limit state under design basis earthquake (DBE). The parts
of the bridge intended to contribute to energy dissipation shall undergo
minor damage without giving rise to need for reduction of traffic or
immediate repair.
5.2. Ultimate Limit State The design of bridge should meet non-collapse
requirement that is, ultimate limit state under maximum considered
earthquake (MCE). While designing as per IRS concrete bridge code,
DBE may be considered. The bridge shall be retain its structural integrity
and adequate residual resistance, although considerable damage may
occur in some portions of the bridge. The structure should be able to
sustain emergency traffic, inspections and repair could be performed
easily after the earthquake. The bridge superstructure however shall in
general be protected from the formation of plastic hinges and from
unseating due to extreme seismic displacements under MCE.
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IRS Seismic Code

5 DESIGN PHILOSOPHY
5.3 Ductile Behavior The reinforced and pre-stressed concrete
components shall be designed as under-reinforced so as to cause a
tensile failure. Further, they should be suitably designed to ensure that
premature failure due to shear or bond does not occur. Stresses induced
in the superstructure due to earthquake ground motion are usually quite
nominal. Therefore, ductility demand under seismic shaking has not been
a major concern in the bridge superstructures during past earthquakes.
However, the seismic response of bridges is critically dependent on the
ductile characteristics of the sub-structures. Provisions for appropriate
ductile detailing of reinforced concrete members given in Annex B shall
be applicable to sub-structures. Bridges shall be designed such that
under severe seismic shaking plastic hinges form in the sub-structure,
rather than in the deck or foundation. Ductile detailing is mandatory for
piers/portals of bridges located in seismic III, IV & V.
60
30
IRS Seismic Code

2.12 Seismic Zoning Map India
BNBC-2020
I II III IV
0.12 0.20 0.28, 0.36
61
2.12 Seismic Zoning Map BNBC 2020
Both Coefficient nearly same
62
31
IRS Seismic Code

7.4.2 CALCULATION OF NATURAL PERIOD OF
BRIDGE
7.4.2 The seismic zone factor for vertical ground motions, when required may
be taken as two-thirds of that for horizontal motions given in Table 2 of IS
1893 (Part 1).
However, the time period for the superstructure has to be worked out
separately using the characteristic of the superstructure for vertical motion, in
order to estimate S /g for vertical acceleration. The natural time period of
superstructure can be a estimated using appropriate modelling and free
vibration analysis using computer.
However, for simply supported superstructure with uniform flexural rigidity,
the fundamental time period Tv , for vertical motion Tv can be estimated using
the expression:
where l = span; m = mass per unit length; and EI= flexural rigidity of the
superstructure. For Elastic Analysis R=1.0
63
IRS Seismic Code
• 8. CALCULATION OF NATURAL PERIOD OF BRIDGE

• 8.1 Simply Supported Bridges
• Where the vibration unit of sub-structure can be idealized as
a single cantilever pier carrying the superstructure mass,
resting on well, pile or open foundation, the fundamental
period shall be calculated from the following equation:
δ=Fh^2/(3EI) for single pier, F is the total Lumped Weight on pier

64
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IRS Seismic Code
• 8. CALCULATION OF NATURAL PERIOD OF BRIDGE
65
IRS Seismic Code

• In general pier shall be considered fixed at the foundation

level. However, in case of soft soil or deep foundations, soil
flexibility may be considered in the calculation of natural
period as per 6.4 of IS 1893 (Part 1)
• Moment of Inertia may be considered for calculation of time
period. In case of RCC bridge piers,75% of gross moment of
Inertia may be considered as cracked moment of inertia, in
absence of detailed calculation.
66
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IRS Seismic Code

• 9 METHOD OF CALCULATING SEISMIC FORCES

• 9.1 The following methods of seismic analysis may be
employed for calculation of seismic forces in bridges:
• a) Seismic coefficient method (SCM);
• b) Response spectrum method (RSM);
• c) Time history method (THM); and
• d) Nonlinear pushover analysis (NPA).
• The recommended method of analysis for different category
of bridges and earthquake level is given in Table 1.
• The linear analysis considering elastic behaviour is required
for DBE (Design Basis Earthquake).
67
IRS Seismic Code

68
34
IRS Seismic Code

69
IRS Seismic Code

70
35
IRS Seismic Code

71
IRS Seismic Code

72
36
IRS Seismic Code

73
IRS Seismic Code

74
37
IRS Seismic Code

75
IRS Seismic Code

76
38
IRS Seismic Code

77
IRS Seismic Code

Hydrodynamic Forces
78
39
IRS Seismic Code

79
IRS Seismic Code

80
40
IRS Seismic Code

81
IRS Seismic Code

22.1.1 Dynamic Active Earth Pressure
Like Mononobe Okabe Equitation

82
41
IRS Seismic Code

2.12 Dynamic Active Earth Pressure
Height of Soil Face, h = 8.00m
Unit weight of Soil, γ = 17.80Kn/m3
Angle of Internal Friction of Soil = 30.00deg.
δ = Angle of Friction between Soil and Abutment (backfill subjected to vibration) = 10.00deg.
i = Backfill Slope Angle = 0.00deg.
α = Wall Sloping Angle = 0.00deg.
Seismic Zone Co‐efficient, Z, αh = 0.120
Vertical Acceleration Coefficient, αv = αh /2 = 0.060
φ = Angle of Friction of Soil = 30.00deg.
Horizontal Ground Acceleration, Amax = Z * g = 1.18
λ = Arc Tan (αh / (1 ‐ αv)) * 57.30 = 7.28deg.
sin(φ + δ)* sin(φ ‐ λ ‐ i) = 0.2483

cos (δ + α + λ) cos (i ‐ α) = 0.9549
Cos2 (φ ‐ λ ‐ α) = 0.8508
Cosλ cos2 α cos(δ + α + λ) = 0.9472
Ψ = (1 + ( sin(φ + δ)* sin(φ ‐ λ ‐ i) / cos (δ + α + λ) cos (i ‐ α))^05)^2 = 2.2799
(1±αv)(Cos2 (φ ‐ λ ‐ α))
CAD = *Ψ = 0.418
Cosλ cos2 α cos(δ + α + λ)
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IRS Seismic Code
DUCTILE DETAILING
• B-1.1 Minimum grade of
concrete should be M25 (fck
= 25 MPa).
• Longitudinal Bar 1% to 8%
but not more than 6%
• Lap is not allowed in 2xD
from the plastic hinge region
84
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IRS Seismic Code

DUCTILE DETAILING
85
IRS Seismic Code

DUCTILE DETAILING
86
43
IRS Concrete Bridge Code Load Combination
87
Part 2
IRS
Substructure
Rules
88
44
IRS Substructure & Foundation Rules

4.8 Clearance, 4.9 Free Board
4.9 FREE BOARD (F)

• 4.9.1. The free-board from the
water level of the design
discharge (Q) to the formation
level of the Railway
embankment or the top of
guide bund shall not be less
than 1m. In cases where
heavy wave action is
expected, the free-board shall
be increased suitably.
89

5.7 EARTH PRESSURE (EP)
Ka= Coefficient of Active Earth Pressure
90
45

If at-rest earth pressure coefficient can be estimated by the

following equation for normally consolidated soils:
Ko = 1 – sin φ
91

92
46

5.8 EARTH PRESSURE DUE TO
SURCHARGE
5.8.1 Earth pressure due to

surcharge on account of live
load and dead loads (i.e. track,
ballast etc.) shall be considered
as equivalent to loads placed at
formation level and extending
up to the front face of ballast
wall.
93

5.8.2 Earth Pressure Due To Surcharge On
Abutments
 The horizontal active earth pressure P due to surcharge,

dead and live loads per unit length on abutment will be
worked out for the following two cases.
Case-1 : When depth of the section h is less than (L-B).
Case-2 : When depth of the section h is more than (L-B) .
Where : L= Length of the abutment; B= Width of uniform

distribution of surcharge load at formation level; and h= Depth
of the section below formation level.
94
47

Abutments
95

Abutments
96
48

Abutments
Example for Case-2: h≥ (L-B)
97

5.8.3 Earth Pressure Due To Surcharge On Wing
Wall
98
49

5.8.3 Earth Pressure Due To Surcharge On Wing
Wall
99

5.9. FORCES DUE TO WATER CURRENT (WC)
5.9.2.1On piers parallel to the direction of water current the

water pressure shall be calculated by the formula :
P = KAV2 ,
P = Total pressure in kg due to water current.
A = Area in square metres of elevation of the part exposed to
the water current.
V = The maximum mean velocity of current in metre per
second
K = A constant having values for different shapes of piers as
given in Clause 5.9.2.2.
100
50

5.9. FORCES DUE TO WATER CURRENT (WC)
101

5.12 Seismic
 5.12.1.1 Slab, box and pipe culverts need not be designed

for seismic forces.
 For design of substructures of bridges in different zones,
seismic forces may be considered as given below :-
 Zone I to III : Seismic forces shall be considered only in
case of bridges of overall length more than 60m or spans
more than 15m.
 Zone IV and V: Seismic forces may be considered for all
spans.
102
51

5.12 Load Combination
 (a) Combination I –
The worst possible combination of Dead load (DL), Live load
(LL), Dynamic augment (I), Longitudinal forces (LF), Forces
due to curvature and eccentricity of track (CF), Earth
Pressure (EP), Forces due to water current (WC) and
Buoyancy (B), Temperature effects where considered (TMP)
and Effects due to resistance of expansion bearings to
movements (EXB)
(b) Combination II - The worst possible combination of forces
mentioned in combination I along with Wind pressure effect
(WL).
103

5.12 Load Combination
(c) Combination III - In case of bridges for which seismic forces

have to be considered as per clause 5.12.1.1, the worst
possible combination of forces in combination I plus forces and
effects due to earth quake Seismic forces (SF). Wind pressure
effect need not be taken into account when seismic effect is
considered
(d) Combination IV - The worst possible combination of all
loads and forces and effects which can operate on any part of
the structure during erection. For bridges for which seismic
forces have to be considered as per clause 5.12.1.1, either
wind pressure effect or seismic effect whichever gives the
worst effect need only be considered.
104
52

5.15 PERMISSIBLE INCREASE IN STRESSES
5.15.1 For combination of loads stated in clause 5.13,

the permissible stresses on substructures shall be
increased as follows : -
Combination I ...... Nil
Combination II &III.... 33 %
Combination IV ...... 40%
105

5.15 PERMISSIBLE INCREASE IN Allowable
Bearing Pressure
6.7 Permissible Increase In Allowable Bearing Pressure :

6.7.1 When the foundations are checked for combinations
of loads as stated in clause 5.13, the allowable bearing
pressures on foundations may be increased as follows :
Combination I - Nil
Combination II &III - 33 %
Combination IV - 40%
106
53
Part 3
IRS Steel
Bridge Code
107
IRS Steel Bridge Code

Scope
1.1 This code is primarily intended to apply to the superstructure of

simply supported steel bridges of spans up to 100 m (325 ft) between
centres of bearings. Where appropriate, the provisions of the code
may be adopted for larger spans or other types of steel bridges, but
care should be taken, in these circumstances to make whatever
amendments are necessary for fixity at the supports, continuity and
other indeterminate or special conditions.
1.2 Where bridges of the through or semi-through type are adopted,

they must be designed to allow for clearances specified in the
appropriate schedule of dimensions, for different gauges in the case
of Railway bridges or bridges over Railway, and in the case of road
bridges clearances as specified by the appropriate authorities.
108
54

3. LOADS, FORCES AND STRESSES
(a) Dead load.

(b) Live load.
(c) Impact effect.
(d) Forces due to curvature and eccentricity of Track.
(e) Temperature effect.
(f) Resistance of expansion bearings to movements
(g) Longitudinal force.
(h) Racking force.
(j) Forces on parapets.
(k) Wind pressure effect.
(l) Forces and effects due to earthquake.
(m)Erection forces and effects.
(n) Derailment loads
109

3.2 Combination of Loads and Forces-
3.2.1 The worst combination possible of dead load with live load, impact
effect and forces due to curvature and eccentricity of track. When
considering the member whose primary function is to resist longitudinal and
racking forces due to live load, the term live load shall include these forces.
3.2.2 In case of bridges situated in seismic zones I to III as given in Bridge
Rules, only bridges of overall length more than 60 m or individual span
more than 15 m for the worst possible combination of any or all the items
„a‟ to „j‟ & „k‟ or „l‟ listed in clause 3.1
3.2.3 In cases of bridges situated in seismic zone IV & V as
given in Bridge Rules, the worst combination possible of any
or all the items „a‟ to „j‟ and „k‟ or „l‟ listed in clause 3.1
110
55

.3 Primary and Secondary Stresses
3.2.4 The worst combination possible of loads and

forces during erection.
3.2.5 In case of ballasted deck bridges, the combination

of dead load and derailment load shall be considered as
an occasional load.
111

3 Primary and Secondary Stresses
112
56

3.8 Prestressing
3.3.8. The effectiveness of prestressing in the web

members of spans below 60m (200ft) and in all members of
spans below 45m (150ft) shall be ignored.
3.3.9. All open web girders for railway bridges of spans

30.5 m (100ft) and above shall be prestressed. Rules for
prestressing are given in APPENDIX-A
113

3.6 Fluctuations of Stress (fatigue)
3.6.1 Fluctuations of stresses may cause fatigue failure of members

or connections at lower stresses than those at which they would fail
under static load. Such failures would be primarily due to stress
concentrations introduced by the constructional details.
3.6.4 For any structural member or connection, the fatigue design

shall be done as per Appendix 'G" (Re-revised) for a specified
'Design life' and 'Fatigue Load Model'.
3.6.5 The fatigue life assessment shall normally be made for a

standard design life of 100 years for a standard annual GMT of
50. However, any other design life/annual GMT may be used for
design with the approval of Chief Bridge Engineer.
114
57

115

116
58

117

118
59

119

120
60

4.3.1 Detail category: The designation given to a particular structural detail for
a given direction of stress fluctuation to indicate which fatigue strength curve
is applicable for fatigue assessment. This is denoted by a number which
represents the magnitude in N/mm2 of the stress range which is associated
with an endurance of 2 million cycles for that particular category.
121
Example: Fatigue Stress Calculation.

Fatigue stress Calculation Reference
For Cross Girder
Calculation of Fatigue according to the IRS Code
Connection Category = 125 N/mm2 Table G‐12
N = 2000000 Cycle
Stress range , ∆ϬR = 125 N/mm2
Damage Factor, λ=λ1*λ2*λ3*λ4 CL 14.6.1
λ1 for 32.5 t loading and span 20 m = 1.18 Table 14.6.2 (2)
32.5t Loading
T0= GMT= 2.08 Per Train @ 24 Train/ Day = 50.0 GMT
λ2=0.5193*To^0.2036 = 1.1517 14.6.4
Cl. 3.6.5
Design Life, LD = 100 Years correction slip 18
GMT will be 50
λ3=0.3899*LD^0.2048 = 1.0 14.6.5
λ4 = 1 For Single Track 14.6.6
Damage Factor λ=λ1*λ2*λ3*λ4 = 1.361
λmax = 1.4
Partial Factor = 1.15 ClauseClause 7.4 , Apendix G
OK
λ will be taken not more than 1.40 = 1.361
Stress Range (125)
Allowable Fatigue stress=
Damage Factor (1.361) x Fartial Factor Strees (1.15)
= 79.88 N/mm2
For Plate Thickness, t = 35 mm
Stress will be modified
∆ϬRt=∆ϬRt25*(25/t)^0.2 = 74.68 N/mm2 CL. 10.2.2.3
Allowable fatigue stress = 74.68 Mpa
122
61

4.16 Camber
4.16.1 Beams and plate girder spans up to and including 35
m (115 ft) need not be cambered.
4.16.2 In un-prestressed open web spans, the camber of the
main girders and the corresponding variations in length of
members shall be such that when the girders are loaded with
full dead load plus 75 per cent of the live load without impact
producing maximum bending moment, they shall take up the
true geometrical shape assumed in their design.
4.16.3 Where girders are prestressed the stress camber
change should be based on full dead load and live load
including impact.
123

4.16 Camber
4.16 Camber
4.16.1 Beams and plate girder spans up to and including 35 m
(115 ft) need not be cambered.
4.16.2 In un-prestressed open web spans, the camber of the
main girders and the corresponding variations in length of
members shall be such that when the girders are loaded with
full dead load plus 75 per cent of the live load without impact
producing maximum bending moment, they shall take up the
true geometrical shape assumed in their design.
4.16.3 Where girders are prestressed the stress camber
change should be based on full dead load and live load
including impact.
124
62

4.17 DEFLECTION
4.17 Deflection- For permanent installation other than foot-

over-bridges the ratio of deflection to length of the girder
shall not exceed 1/600.
In the case of foot-over-bridges, the ratio of deflection to
length of the girder shall not exceed 1/325.
Note:-
With the specific sanction of the Board, the limit of 1/600 may
be exceeded for girders in permanent installations.
125

7.12 HIGH STRENGTH GRIP BOLT (HSFGB)
126
63

Grade of HSFGB
• 10.9 Grade means Ultimate strength
1000 mPa and Yield Strength 90% of
Ultimate Strength 900 mPa.
• 8.8 Grade means Ultimate strength

800 mPa and Yield Strength 80% of
IS:4000 1992
Ultimate Strength 640 mPa.
127

128
64

129

130
65

131

132
66
Example: Design of Stringer (open Deck) Cont.
133
134
67
135
136
68
Example:
Design of
Stringer
(open Deck)
Cont.
137
Example: Design of Stringer (open Deck)
138
69
Table II
139
Table II
140
70
Table II
141
Table
V, VI,
VII
142
71
Table VIII
143
Questions?
Thank you
144
72

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What are the design standards used for railway bridges in Bangladesh?

What are the design standards used for railway bridges in Bangladesh?

What are the different types of track gauges used for railway bridges?

What are the different types of track gauges used for railway bridges?

S. K. Ghosh Associates LLC.

International Code Council (ICC)

STRUCTURAL DESIGN OF RAILWAY

Session 44 : Bridge 6-Railway Bridge

Engr. ASM Anisuzzaman, MEng. (Structural)

S-8A SEng PRP

Rail Lines Owner in Bangladesh

 Bangladesh Railway (BR), Ministry of Railway

• Railway Bridge under Bangladesh Railway, Ministry of

03/06/2022 URP | RAJUK | S-8 COMPONENT

Standards Requirement for BR

General Standards for Alignment, Embankment, Track, Bridge

03/06/2022 URP | RAJUK | S-8 COMPONENT

Standards Requirement for BR

General Standards for Alignment, Embankment, Track, Bridge

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Standards Requirement for BR

 Standards for Bridges and Culverts Design (From TOR)

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 Standards for Bridges and Culverts

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• Vertical Clearance from SHWL