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TB
PROFESSIONAL STANDARD OF
THE PEOPLE’S REPUBLIC OF CHINA
UDC
J 461-2017
Code for Design on Steel
Structure of Railway Bridge
Issued on. FEBRUARY 02, 2017
Implemented on. MAY 01, 2017
Issued by. National Railway Administration of the People’s Republic of
China
PROFESSIONAL STANDARD OF
THE PEOPLE’S REPUBLIC OF CHINA
Code for Design on Steel
Structure of Railway Bridge
J 461-2017
Chief development organization. China Railway Major Bridge Reconnaissance &
Design Institute Co., Ltd.
Approval department. National Railway Administration of the People’s Republic of
China
Implementation date. May 01, 2017
Beijing, 2017
Table of Contents
Foreword... 4
1 General provisions... 9
2 Terms and symbols... 10
3 Materials and basic allowable stresses... 14
4 Calculation of internal force of structures... 37
4.3 Calculation of fatigue... 41
5 Calculated length, slenderness ratio and component cross-section of
members... 47
6 Component connection... 58
7 Bridge floor systems and bracing systems... 64
8 Steel plate girders... 73
9 Steel truss beams... 76
10 Bearings... 78
Appendix A Main technical indicators of railway bridge steel... 80
Appendix B Calculation of panel point bending moment of the closed frame in
the cross-girder plane when the cross-girder is bearing longitudinal load... 83
Appendix C Calculation of internal force of stringer and cross-girder of single-
track simply supported steel truss caused due to chord member deformation
... 85
Appendix D Ultrasonic testing quality requirements for welded panel points
... 88
Appendix E Weld appearance quality requirements... 90
Explanation of Wording in this Code... 92
1 General provisions
1.0.1 This Code is formulated with a view to carry out relevant national laws and
regulations and railway technology policies, unify the technical standards for the
design on steel structure of railway bridges and make the design on steel structure of
railway bridges comply with the requirements of safety and reliability, advance and
mature, economy and usability, and environmental protection.
1.0.2 This Code is applicable to the design on steel structure of riveted, welded-and-
high-strength-bolted and welded bridges for high-speed railways, inter-city railways,
passenger-freight I and II level railways. The steel structure of bridges carrying both
railway and highway which bear the highway load separately shall be designed
according to the relevant standards of the current highway industry.
1.0.3 The steel structure of railway bridges shall have the specified strength, rigidity,
stability and durability. The service life of the main structure shall be 100 years.
1.0.4 When adopting this Code, the design shall still comply with the provisions of the
current “Code for Design on Railway Bridge and Culvert” (TB 10002).
1.0.5 The design on components of steel structures shall be standardized so that the
same type of components can be interchangeable. The structure shall be easy to
process, transport, install, inspect and maintain.
1.0.6 The bridge superstructure shall be provided with camber, and the camber curve
should be basically the same with shape of the deflection curve generated by the dead
load and half static live load, but with the opposite direction. When the vertical
deflection caused by the dead load and static live load is not more than 1/1600 of the
effective span of the bridge, the camber may not be provided.
1.0.7 For bridge superstructures, in the most unfavorable combination of calculated
loads, the lateral tipping stability factor shall not be less than 1.3.
1.0.8 The steel beam shall be able to be lifted by jacks. The lifting facilities and
structures themselves shall be calculated as 1.3 times the lifting load.
1.0.9 For bridges with deviated line center on the curve and other bridges with
eccentric load, the influence of eccentric load on the bridge superstructure shall be
calculated.
1.0.10 For the design on steel structure of railway bridges, not only the requirements
stipulated in this Code, but also those in the current relevant ones of the nation shall
be complied with.
2 Terms and symbols
2.1 Terms
2.1.1 Simply supported beam
A beam supported in two ends, with one end of vertical expansion bearing and another
end of vertical fixed bearing.
2.2 Symbols
2.2.1 External forces and internal forces
2.2.2 Stresses
[σ] - the axial allowable stress of steel (MPa)
3 Materials and basic allowable stresses
3.1 Basic materials
3.1.1 The basic steel of railway steel bridges shall be the steel selected according to
the minimum design temperature, with the chemical composition, mechanical
properties, process performance and welding performance meet the design
requirements of the bridge, and shall comply with the provisions of Table 3.1.1.
3.1.4 For railway steel bridge welded joints (including weld metal and heat affected
zone), the impact toughness value obtained from the lowest design temperature at the
bridge site shall not be less than the values specified in Table 3.1.4.
3.1.5 The coating materials shall comply with the provisions of “The protection coating
anti-corrosion and specification for the supply of paints for railway steel bridge” (TB/T
1527).
3.2.6 When calculating the total stability of center-compression members, the axial
allowable stress reduction factor φ1 may be determined according to the steel type
specified in Table 3.2.6.
3.2.7 The allowable stress range for fatigue design of various components or
connections shall be determined according to the provisions of Table 3.2.7-1.The basic
forms and the category of allowable stress range for fatigue design of various
components or connections shall comply with the provisions of Table 3.2.7-2.
4 Calculation of internal force of structures
4.1 Calculation principle of internal force of structures
4.1.1 The internal forces of structural components shall be determined by the stage of
elastic force, and the deformation shall be calculated according to the gross cross-
section of the member, without considering the influence of weakening of the bolt (rivet)
holes.
4.2 Calculation of strength and stability
4.2.1 The strength of structural members shall be calculated according to the
equations specified in Table 4.2.1.
4.2.2 The total stability of structural members shall be calculated according to the
formula specified in Table 4.2.2.
4.3 Calculation of fatigue
4.3.1 Structural components or connections subjected to repeat dynamic load shall be
subjected to fatigue calculation.
4.3.2 When calculating the fatigue of components of main trusses (or main beams) of
multi-track railway bridges (except Article 4.3.3), the fatigue load may be loaded as
one-track railway bridge, applied to the most unfavorable position in the lateral
direction and multiplied by the multi-track factor γd, which shall comply with the
provisions of Table 4.3.2.
moment of the stringer may be 0.85M0 (M0 is the mid-span bending moment calculated
as simply supported beam), and the fulcrum bending moment may be 0.6M0.
4.3.5 Welded and non-welded (bolted) components and connections shall be subject
to the fatigue calculation. When the fatigue stress is compressive stress, the fatigue
calculation may not b
5 Calculated length, slenderness ratio and component cross-section of members
5.1 Calculated length of members
5.1.1 The calculated length of members may be determined according to Table 5.1.1.
5.1.2 For the calculated length of half-through steel beam’s compression flange (or
chord member), when the panel length d of the main beam (or main truss) of the bridge
superstructure is less than or equal to L/3m, l is αL. The factors α and m may be found
from Table 5.1.2 according to β value.
5.2 Maximum allowable slenderness ratio of members
5.2.1 The maximum allowable slenderness ratio of members shall comply with the
provisions of Table 5.2.1.
5.2.2 For members combined by batten plates, the calculation of slenderness ratio
shall comply with the following provisions.
5.3.3 The width b -to-thickness δ ratio of composite compression members or plate
beams should comply with the provisions of Table 5.3.3.
6 Component connection
6.1 Mechanical connection
6.1.1 In the anti-slid high-strength bolt connection, the allowable anti-slid bearing
capacity of each high-strength bolt shall be calculated as follows.
6.1.3 High-strength bolts or rivets shall be arranged so that they are symmetric with
the axis of members and avoid eccentricity.
6.1.4 The allowable spacing of high-strength bolts or rivets shall comply with the
provisions in Table 6.1.4.
6.1.5 For mechanical connection, the number of each row of bolts and rivets shall not
be less than the following provisions.
6.1.7 When the main truss members and the plate girder flanges are connected with
high-strength bolts or rivets, the number of bolts (rivets) shall be calculated according
to the bearing capacity of the connecting member and shall comply with the following
provisions.
6.1.8 High-strength bolt or rivet connection joint of axial force members shall comply
with the following provisions.
6.2.8 The minimum leg size of fillet welds without groove shall not be less than that
specified in Table 6.2.8.The minimum length of fillet welds without groove should not
be less than 15 times the weld thickness during automatic welding and semi-automatic
welding, and should not be less than 80 mm during manual welding.
7 Bridge floor systems and bracing systems
7.1 Bridge floor systems
7.1.1 The steel bridge should adopt the overall bridge floor, and bridges for passenger-
freight railways with a speed of 160 km/h and below and heavy haul railways may
adopt the open steel gird floor. The center to center distance of stringers of the open
steel gird floor shall not be less than 2 m.
7.1.2 The bending moment, shear-force and reaction force of bolted, riveted stringers
in the vertical plane may be calculated as the simply supported beam with a span equal
to the middle distance of the cross-girder. The bending moment, shear-force and
reaction force of bolted, riveted cross-girders in the vertical plane may be calculated
as the simply supported beam with a span equal to the middle distance of the main
beam (main truss).
7.1.4 When the overall steel bridge floor structure is calculated, the bridge floor servers
as the upper flange of the stringer (stiffener) and the cross-girder (stiffener), it shall
take into account the effects of shear lag. The effective width of the steel bridge floor
is be (λ1 + λ2), where λ1 is the effective width of the extending part on one side and λ2
is the effective width of half of the center line of the main beam.
7.2 Setting of bracing systems
7.2.1 For steel beams, the longitudinal and lateral bracings shall be reinforced; for non-
integral bridge floors, the upper the lower plane longitudinal bracing system shall be
set. The main truss (main beam)’s longitudinal bracing system should not use
triangular truss, and its member shall adopt I-shaped section.
7.2.3 For the calculation the truss-type bracing system, it may determine the internal
force assuming that the panel point is hinged. For longitudinal bracing system’
members, it shall calculate the bending moment due to their own weight, and the
bending moment shall be calculated as a simply supported beam of equal span length.
8 Steel plate girders
8.0.1 The lateral width of the simply supported steel plate girder (the center distance
of two main girders) shall not be less than 1/15 of the span and shall not be less than
2.2 m.
8.0.2 The riveted plate girder supporting the bridge sleeper shall have at least a layer
of cover plate to cover the entire length of the upper flange. If the rest of the cover
plate is interrupted within the span, the actual cut-off point shall extend beyond the
theoretical cut-off point and the rivets arranged within this length shall not be less than
three rows.
8.0.5 For the plate girder, paired vertical stiffeners shall be set at the end support and
at where delivery and concentrate external forces. The extension limbs of stiffeners
shall be polished tightly with the supporting flange of the girder. The setting of stiffeners
shall also comply with the following provisions.
8.0.9 The net area of the splice plate of the flange of the plate girder should be 10 %
larger than the net area of the spliced part. When splicing the web plate of the plate
girder, the splice plate shall be set in pairs on both sides of the web plate; the total
thickness of the splice plate shall be larger than the thickness of the spliced web plate;
the net section modulus of the splice plate shall be larger than of the net section
modulus of the spliced web plate.
8.0.10 When the bridge sleeper is directly laid on the upper flange of the plate girder,
the length of the pressure distribution of a wheel load shall be taken as 1.0 m when
calculating the plate girder flange rivet and the flange weld; it shall be taken as 1.5 m
when calculating the local stability of the web plate (excluding the impact force).
9 Steel truss beams
9.0.1 For the side span of simply supported truss beam and continuous truss beam,
the ratio of the width to the span should not be less than 1/20.For the span of
continuous truss beam, the ratio of the width to the span should not be less than 1/25.
9.0.4 In trusses, the axial force and bending moment, generated when the cross-girder
is subject to vertical load, of the suspension member or column which forms the closed
frame with the cross-girder, sway bracing or buttress bracing, shall be calculated. The
bending moment may be calculated according to appendix B.
9.0.7 The splicing of members shall comply with the following provisions.
9.0.9 The normal stress and shear stress, under the main action, of the main truss’s
gusset plate shall be calculated. The allowable stresses are [σ] and 0.75 [σ],
respectively, which may be calculated approximately by eccentric tension or eccentric
compression.
9.0.10 The diameter of drainage holes of H-shaped members should not be less than
50 mm.
TB
PROFESSIONAL STANDARD OF
THE PEOPLE’S REPUBLIC OF CHINA
UDC
J 461-2017
Code for Design on Steel
Structure of Railway Bridge
Issued on. FEBRUARY 02, 2017
Implemented on. MAY 01, 2017
Issued by. National Railway Administration of the People’s Republic of
China
PROFESSIONAL STANDARD OF
THE PEOPLE’S REPUBLIC OF CHINA
Code for Design on Steel
Structure of Railway Bridge
J 461-2017
Chief development organization. China Railway Major Bridge Reconnaissance &
Design Institute Co., Ltd.
Approval department. National Railway Administration of the People’s Republic of
China
Implementation date. May 01, 2017
Beijing, 2017
Table of Contents
Foreword... 4
1 General provisions... 9
2 Terms and symbols... 10
3 Materials and basic allowable stresses... 14
4 Calculation of internal force of structures... 37
4.3 Calculation of fatigue... 41
5 Calculated length, slenderness ratio and component cross-section of
members... 47
6 Component connection... 58
7 Bridge floor systems and bracing systems... 64
8 Steel plate girders... 73
9 Steel truss beams... 76
10 Bearings... 78
Appendix A Main technical indicators of railway bridge steel... 80
Appendix B Calculation of panel point bending moment of the closed frame in
the cross-girder plane when the cross-girder is bearing longitudinal load... 83
Appendix C Calculation of internal force of stringer and cross-girder of single-
track simply supported steel truss caused due to chord member deformation
... 85
Appendix D Ultrasonic testing quality requirements for welded panel points
... 88
Appendix E Weld appearance quality requirements... 90
Explanation of Wording in this Code... 92
1 General provisions
1.0.1 This Code is formulated with a view to carry out relevant national laws and
regulations and railway technology policies, unify the technical standards for the
design on steel structure of railway bridges and make the design on steel structure of
railway bridges comply with the requirements of safety and reliability, advance and
mature, economy and usability, and environmental protection.
1.0.2 This Code is applicable to the design on steel structure of riveted, welded-and-
high-strength-bolted and welded bridges for high-speed railways, inter-city railways,
passenger-freight I and II level railways. The steel structure of bridges carrying both
railway and highway which bear the highway load separately shall be designed
according to the relevant standards of the current highway industry.
1.0.3 The steel structure of railway bridges shall have the specified strength, rigidity,
stability and durability. The service life of the main structure shall be 100 years.
1.0.4 When adopting this Code, the design shall still comply with the provisions of the
current “Code for Design on Railway Bridge and Culvert” (TB 10002).
1.0.5 The design on components of steel structures shall be standardized so that the
same type of components can be interchangeable. The structure shall be easy to
process, transport, install, inspect and maintain.
1.0.6 The bridge superstructure shall be provided with camber, and the camber curve
should be basically the same with shape of the deflection curve generated by the dead
load and half static live load, but with the opposite direction. When the vertical
deflection caused by the dead load and static live load is not more than 1/1600 of the
effective span of the bridge, the camber may not be provided.
1.0.7 For bridge superstructures, in the most unfavorable combination of calculated
loads, the lateral tipping stability factor shall not be less than 1.3.
1.0.8 The steel beam shall be able to be lifted by jacks. The lifting facilities and
structures themselves shall be calculated as 1.3 times the lifting load.
1.0.9 For bridges with deviated line center on the curve and other bridges with
eccentric load, the influence of eccentric load on the bridge superstructure shall be
calculated.
1.0.10 For the design on steel structure of railway bridges, not only the requirements
stipulated in this Code, but also those in the current relevant ones of the nation shall
be complied with.
2 Terms and symbols
2.1 Terms
2.1.1 Simply supported beam
A beam supported in two ends, with one end of vertical expansion bearing and another
end of vertical fixed bearing.
2.2 Symbols
2.2.1 External forces and internal forces
2.2.2 Stresses
[σ] - the axial allowable stress of steel (MPa)
3 Materials and basic allowable stresses
3.1 Basic materials
3.1.1 The basic steel of railway steel bridges shall be the steel selected according to
the minimum design temperature, with the chemical composition, mechanical
properties, process performance and welding performance meet the design
requirements of the bridge, and shall comply with the provisions of Table 3.1.1.
3.1.4 For railway steel bridge welded joints (including weld metal and heat affected
zone), the impact toughness value obtained from the lowest design temperature at the
bridge site shall not be less than the values specified in Table 3.1.4.
3.1.5 The coating materials shall comply with the provisions of “The protection coating
anti-corrosion and specification for the supply of paints for railway steel bridge” (TB/T
1527).
3.2.6 When calculating the total stability of center-compression members, the axial
allowable stress reduction factor φ1 may be determined according to the steel type
specified in Table 3.2.6.
3.2.7 The allowable stress range for fatigue design of various components or
connections shall be determined according to the provisions of Table 3.2.7-1.The basic
forms and the category of allowable stress range for fatigue design of various
components or connections shall comply with the provisions of Table 3.2.7-2.
4 Calculation of internal force of structures
4.1 Calculation principle of internal force of structures
4.1.1 The internal forces of structural components shall be determined by the stage of
elastic force, and the deformation shall be calculated according to the gross cross-
section of the member, without considering the influence of weakening of the bolt (rivet)
holes.
4.2 Calculation of strength and stability
4.2.1 The strength of structural members shall be calculated according to the
equations specified in Table 4.2.1.
4.2.2 The total stability of structural members shall be calculated according to the
formula specified in Table 4.2.2.
4.3 Calculation of fatigue
4.3.1 Structural components or connections subjected to repeat dynamic load shall be
subjected to fatigue calculation.
4.3.2 When calculating the fatigue of components of main trusses (or main beams) of
multi-track railway bridges (except Article 4.3.3), the fatigue load may be loaded as
one-track railway bridge, applied to the most unfavorable position in the lateral
direction and multiplied by the multi-track factor γd, which shall comply with the
provisions of Table 4.3.2.
moment of the stringer may be 0.85M0 (M0 is the mid-span bending moment calculated
as simply supported beam), and the fulcrum bending moment may be 0.6M0.
4.3.5 Welded and non-welded (bolted) components and connections shall be subject
to the fatigue calculation. When the fatigue stress is compressive stress, the fatigue
calculation may not b
5 Calculated length, slenderness ratio and component cross-section of members
5.1 Calculated length of members
5.1.1 The calculated length of members may be determined according to Table 5.1.1.
5.1.2 For the calculated length of half-through steel beam’s compression flange (or
chord member), when the panel length d of the main beam (or main truss) of the bridge
superstructure is less than or equal to L/3m, l is αL. The factors α and m may be found
from Table 5.1.2 according to β value.
5.2 Maximum allowable slenderness ratio of members
5.2.1 The maximum allowable slenderness ratio of members shall comply with the
provisions of Table 5.2.1.
5.2.2 For members combined by batten plates, the calculation of slenderness ratio
shall comply with the following provisions.
5.3.3 The width b -to-thickness δ ratio of composite compression members or plate
beams should comply with the provisions of Table 5.3.3.
6 Component connection
6.1 Mechanical connection
6.1.1 In the anti-slid high-strength bolt connection, the allowable anti-slid bearing
capacity of each high-strength bolt shall be calculated as follows.
6.1.3 High-strength bolts or rivets shall be arranged so that they are symmetric with
the axis of members and avoid eccentricity.
6.1.4 The allowable spacing of high-strength bolts or rivets shall comply with the
provisions in Table 6.1.4.
6.1.5 For mechanical connection, the number of each row of bolts and rivets shall not
be less than the following provisions.
6.1.7 When the main truss members and the plate girder flanges are connected with
high-strength bolts or rivets, the number of bolts (rivets) shall be calculated according
to the bearing capacity of the connecting member and shall comply with the following
provisions.
6.1.8 High-strength bolt or rivet connection joint of axial force members shall comply
with the following provisions.
6.2.8 The minimum leg size of fillet welds without groove shall not be less than that
specified in Table 6.2.8.The minimum length of fillet welds without groove should not
be less than 15 times the weld thickness during automatic welding and semi-automatic
welding, and should not be less than 80 mm during manual welding.
7 Bridge floor systems and bracing systems
7.1 Bridge floor systems
7.1.1 The steel bridge should adopt the overall bridge floor, and bridges for passenger-
freight railways with a speed of 160 km/h and below and heavy haul railways may
adopt the open steel gird floor. The center to center distance of stringers of the open
steel gird floor shall not be less than 2 m.
7.1.2 The bending moment, shear-force and reaction force of bolted, riveted stringers
in the vertical plane may be calculated as the simply supported beam with a span equal
to the middle distance of the cross-girder. The bending moment, shear-force and
reaction force of bolted, riveted cross-girders in the vertical plane may be calculated
as the simply supported beam with a span equal to the middle distance of the main
beam (main truss).
7.1.4 When the overall steel bridge floor structure is calculated, the bridge floor servers
as the upper flange of the stringer (stiffener) and the cross-girder (stiffener), it shall
take into account the effects of shear lag. The effective width of the steel bridge floor
is be (λ1 + λ2), where λ1 is the effective width of the extending part on one side and λ2
is the effective width of half of the center line of the main beam.
7.2 Setting of bracing systems
7.2.1 For steel beams, the longitudinal and lateral bracings shall be reinforced; for non-
integral bridge floors, the upper the lower plane longitudinal bracing system shall be
set. The main truss (main beam)’s longitudinal bracing system should not use
triangular truss, and its member shall adopt I-shaped section.
7.2.3 For the calculation the truss-type bracing system, it may determine the internal
force assuming that the panel point is hinged. For longitudinal bracing system’
members, it shall calculate the bending moment due to their own weight, and the
bending moment shall be calculated as a simply supported beam of equal span length.
8 Steel plate girders
8.0.1 The lateral width of the simply supported steel plate girder (the center distance
of two main girders) shall not be less than 1/15 of the span and shall not be less than
2.2 m.
8.0.2 The riveted plate girder supporting the bridge sleeper shall have at least a layer
of cover plate to cover the entire length of the upper flange. If the rest of the cover
plate is interrupted within the span, the actual cut-off point shall extend beyond the
theoretical cut-off point and the rivets arranged within this length shall not be less than
three rows.
8.0.5 For the plate girder, paired vertical stiffeners shall be set at the end support and
at where delivery and concentrate external forces. The extension limbs of stiffeners
shall be polished tightly with the supporting flange of the girder. The setting of stiffeners
shall also comply with the following provisions.
8.0.9 The net area of the splice plate of the flange of the plate girder should be 10 %
larger than the net area of the spliced part. When splicing the web plate of the plate
girder, the splice plate shall be set in pairs on both sides of the web plate; the total
thickness of the splice plate shall be larger than the thickness of the spliced web plate;
the net section modulus of the splice plate shall be larger than of the net section
modulus of the spliced web plate.
8.0.10 When the bridge sleeper is directly laid on the upper flange of the plate girder,
the length of the pressure distribution of a wheel load shall be taken as 1.0 m when
calculating the plate girder flange rivet and the flange weld; it shall be taken as 1.5 m
when calculating the local stability of the web plate (excluding the impact force).
9 Steel truss beams
9.0.1 For the side span of simply supported truss beam and continuous truss beam,
the ratio of the width to the span should not be less than 1/20.For the span of
continuous truss beam, the ratio of the width to the span should not be less than 1/25.
9.0.4 In trusses, the axial force and bending moment, generated when the cross-girder
is subject to vertical load, of the suspension member or column which forms the closed
frame with the cross-girder, sway bracing or buttress bracing, shall be calculated. The
bending moment may be calculated according to appendix B.
9.0.7 The splicing of members shall comply with the following provisions.
9.0.9 The normal stress and shear stress, under the main action, of the main truss’s
gusset plate shall be calculated. The allowable stresses are [σ] and 0.75 [σ],
respectively, which may be calculated approximately by eccentric tension or eccentric
compression.
9.0.10 The diameter of drainage holes of H-shaped members should not be less than
50 mm.
......
Source: Above contents are excerpted from the full-copy PDF -- translated/reviewed by: www.ChineseStandard.net / Wayne Zheng et al.
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