INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES

(Bridge Sub-structure and Foundation Code)
1.
SCOPE
1.1
This Code of Practice applies to the design
and construction of substructures and foundations
of Railway bridges including sub-structures in
steel. Any revision or addition or deletion of the
provisions of this code shall be issued only
through the correction slip to this code. No
cognizance shall be given to any policy directives
issued through other means.
1.2
The structural design of sub-structures in
steel shall be in accordance with the Indian
Railway Standard (IRS) Code of Practice for the
design of steel or wrought iron bridges carrying
rail, road or pedestrian traffic (revised 1962) and
the structural design of sub-structures and
foundations in concrete shall be in accordance
with the IRS Code of Practice for concrete bridges
(revised 1962).

site investigations for foundations.

(f) IS :1893-1975-Criteria for earthquake
resistant design of structures.
(g) IS : 1911-1967- Schedule
weights of building materials.

of

unit

(h) IS : 2720-Pt. XIII-1965- Direct Shear

Test.
(i) IS : 2911-Code of Practice for design
and construction of pile foundations (Parts
I, II, III ) (1964, 1965, 1973).
(j) IS : 2950-1973 Pt. I-Code of Practice
for design and construction of raft
foundations.

1.3
New bridge sub-structures shall be
designed to the standards laid down in this code.

(k) IS : 3955-1967- Code of Practice for

design and construction of well foundation.

1.3.1 Checking the strength of the

substructures of the existing bridges for introducing
new type of locos/rolling stock or in case of gauge
conversion works shall be as per the criteria laid
down in Clause 5.16.

(l)
IS : 6403-1971-Code of Practice for
determination
of
allowable
bearing
pressures on shallow foundation.

1.4
The design and construction of substructures and foundations of road bridges
exclusively carrying road traffic shall comply with
relevant sections of the Standard Specifications
and Code of Practice for road bridges issued by
the Indian Roads Congress.
1.5 This Code makes reference to
following Standards and Technical Papers.

the

I. INDIAN STANDARD SPECIFICATIONS

(a) IS : 269-1976-Specification for ordinary and
low heat portland cement (Third revision).
(b) IS: 8041E-1978 Emergency specifications
for rapid hardening portland cement.
(c) IS : 875-1964
Code of
Practice
for Structural Safety of Buildings-Loading
Standards.
(d) IS : 1888-1971-Methods
tests on soils.

of

load

(e) IS : 1892-1962-Code of Practice for

II.
STANDARD SPECIFICATIONS AND
CODE OF PRACTICES ISSUED BY
INDIAN ROADS CONGRESS
IRC-5-1970 Section I - General features of
design.
IRC-6-1966 Section II - Loads and
Stresses.

III.

TECHNICAL PAPERS:

(a) Railway Board Technical paper

No.335- River training and control for
Bridges by H.K.L.Sethi.
(b) Railway Board Technical paper
No.153 River training and control on
the guide bank system by Sir F.J.E.
Spring.
(c) Central Board of Irrigation and powerPublication No.60 Manual on River Behaviour
Control and Training (Revised Sept.1971)
(d) River Training and Protection Works for
Railway Bridges published by IRIATT/Pune.
(e) Manual on the Design and Construction of
well and pile Foundations.
(f) Hand Book for Estimation of Design
Discharge for Railway Bridges.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
HYDROLOGICAL DESIGN CONSIDERATIONS
2.
TERMINOLOGY
2.1 AFFLUX (h) is the rise in water level
upstream of a bridge as a result of obstruction to
natural flow caused by the construction of the
bridge and its approaches.
2.2 CAUSEWAY or Irish bridge in a dip in the
Railway track which allows floods to pass over
it.
2.3 CLEARANCE(C) is the vertical distance
between the water level of the design discharge
(Q) including afflux and the point on the bridge
super-structure where the clearance is required
to be measured.
2.4
DEPTH OF SCOUR(D) is the depth of
the eroded bed of the river, measured from the
water level for the discharge considered.
2.5 DESIGN
DISCHARGE(Q)
is
the
estimated discharge for the design of the bridge
and its appurtenances.
2.6 DESIGN
DISCHARGE
FOR
FOUNDATIONS (Qf) is the estimated discharge
for design of foundations and training/protection
work.
2.7 FREE BOARD(F) is the vertical distance
between the water level corresponding to the
Design Discharge (Q) including afflux and the
formation level of the approach banks or the top
level of guide banks.
2.8 FULL SUPPLY LEVEL (FSL) in the case
of canals, is the water level corresponding to the
full supply as designed by canal authorities.

2.9

HIGHEST FLOOD LEVEL (HFL) is the

highest water level known to have
occurred.
2.10 LOW WATER LEVEL (LWL) is the water
level generally obtained during dry
weather.
2.11

IMPORTANT BRIDGES are those

having a lineal waterway of 300m or a total

waterway of 1000 Sq.m or more and those

classified as important by the Chief
Engineer/Chief
Bridge
Engineer,
depending on considerations such as
depth of waterway, extent of river training
works and maintenance problems.
2.12
MAJOR BRIDGES are those
which have either a total waterway of 18m
or more or which have a clear opening of
12m or more in any one span.
2.13 PROTECTION WORKS are works
to protect the bridge and its approaches
from damage by flood water.
2.14 TRAINING WORKS are works
designed to guide and confine the flow of a
river.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
3.

NOTATIONS AND SYMBOLS

For the purpose of this Code, unless

otherwise stated in the text, the following
letters/symbols shall have the meaning
indicated against each-Symbols are also
explained at the appropriate place in the
code.
A - Un-obstructed sectional area of
river.
a - Sectional area of river
at
obstructions
B -Width of uniform distribution
at formation level.
c - Coefficient for Laceys regime
width or Half of un-confined
compressive strength of soil.
Co- Compression index.
C - Clearance.
D - Laceys depth of scour.
E - Thickness of clay layer.
eo- Initial void ratio.
F - Free Board or Total Horizontal
force due to hydro-dynamic force
and earthquake force.
f- Laceys silt factor.
Fr- Modulus of rupture of masonry/
mass concrete.
Fy - Yield strength of steel.
H,h- Height of retaining wall or afflux.
Ka - Coefficient of static active earth
pressure condition.
Kp- Coefficient of static passive earth
pressure.
L - Length of abutment.
P -Total horizontal pressure due to
water current or pressure due to
Dead Load and Live Load surcharge.
Pa - Active earth pressure per
unit
length of wall or active earth
pressure due to seismic effects.
Po - Initial overburden pressure.
Ps - Percentage of
steel area on
each of masonry / mass concrete.
P1 - Pressure due to live load and Dead
load surcharge on return
walls.
Pp- Passive earth pressure per unit
length of wall.
PW- Wetted perimeter in metres which
can be taken as effective width of
waterway in case of large streams.

P- Increase
in stress due to
external loads at any depth below the
formation.
Q - Design discharge.
Qf - Design
discharge
for
foundations.
qr - Uniform surcharge intensity.
qf- Discharge intensity.
S - Vertical
surcharge
load
or
anticipated settlement.
V - Velocity in unobstructed stream or
Maximum mean velocity of current.
W - Unit weight of soil.
We- Weight
of
water of the
enveloping cylinder.
Ws - Saturated unit weight of soil.
h - Design
horizontal
seismic
coefficient.
v - Vertical seismic coefficient.
- Angle of friction between the wall
material and earthfill.
- Angle of internal friction of back fill
soil.
i - Angle which the earth fill makes
with the horizontal in earth retaining
structure.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN OF SUBSTRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

4.

HYDROLOGICAL DESIGN
INVESTIGATIONS
4.1 Hydrological investigations to the extent
necessary, depending upon the type and
importance of the bridge shall be carried out
as per guide lines given in Appendix I.
4.2 Estimation Of Design Discharge(Q)
4.2.1 The estimation of design discharge for
waterway shall preferably be based,
wherever possible, on procedures evolved
from
actual
hydro
meteorological
observations of the same or similar
catchments.
4.2.2 All bridges shall be designed with
adequate waterway for design discharge (Q).
This shall normally be the computed flood
with a probable recurrence interval of 50
years. However, at the discretion of Chief
Engineer/Chief Bridge Engineer, bridges,
damage to which is likely to have severe
consequences may be designed for floods
with a probable recurrence interval of more
than 50 years, while bridges on less
important lines or sidings may be designed
for floods with a probable recurrence interval
of less than 50 years.
4.3 Methods Of Estimation Of Design
Discharge
4.3.1 Where stream flow records (yearly
peak discharges) are available for the desired
recurrence interval or more, the design
discharge shall be the computed flood for the
desired recurrence interval.

4.3.2 Where such records exist for less than

the desired recurrence interval, but are of
sufficient length to permit reliable statistical
analysis, the design discharge may be
computed statistically for the desired
recurrence interval.

4.3.3 Where records of floods are not of

sufficient length to permit reliable statistical
analysis but where rainfall pattern and
intensity records are available for sufficient
length of time and where it is possible to
carry out at least limited observations of
rainfall and discharge, unit hydrographs
based on such observations may be
developed and design discharge of the
desired recurrence interval computed by
applying appropriate design storm.
4.3.4
Where such observations, as
mentioned in Cl. 4.3.3 above, are not possible,
a synthetic unit hydrograph may be developed
for medium size catchment (i.e. area 25 sq km
or more but less than 2500 sq km) by utilising
established relationships as mentioned in
Flood Estimation Report for respective hydrometeorological
sub-zone,
listed
under
Appendix-V(i).Subsequently, design discharge
may be computed in the manner, as
mentioned in Cl. 4.3.3 above.Various hydrometeorological sub-zones, are shown in
Appendix-V(ii).
For small size catchment
(less than 25 sq.km), design discharge may
be estimated using the techniques described
in RDSO report no.RBF-16, titled as Flood
Estimation Methods for Catchments Less
Than 25 Km2 in Area.
4.3.5 Where feasible, gauging of the stream
may be done to establish the stage
discharge relationships and the discharge at
known HFL determined.
Otherwise, the
discharge may be estimated by slope area
method after obtaining flood slope by field
observations.
4.4 Design Discharge For
Foundations(Qf)
To provide for an adequate margin of safety
against an abnormal flood of magnitude higher
than the design discharge (Q) the foundations,
protection works and training works except
free board, shall be designed for a higher
flood discharge.
The magnitude of this
discharge shall be computed by increasing the
design discharge (Q) estimated according to
Clause 4.2, by the percentage indicated below
:

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
4.6 Depth Of Scour
4.6.4 Where due to constriction of
waterway, the width is less than Laceys
4.6.1
The probable maximum depth of
regime width for Qf or where it is narrow
scour for design of foundations and
and deep as in the case of incised rivers
training and protection works shall be
and has sandy bed, the normal depth of
estimated considering local conditions.
scour may be estimated by the following
formula:
1/ 3
4.6.2 Wherever possible and especially
Qf 2
for flashy rivers and those with beds of

D = 1.338

gravel or boulders, sounding for purpose

f
of determining the depth of scour shall be
Where Q f is the discharge intensity in
taken in the vicinity of the site proposed
cubic metre per second per metre width
for the bridge. Such soundings are best
and f is silt factor as defined in para 4.6.3.
taken during or immediately after a flood
before the scour holes have had time to
silt up appreciably. In calculating design
Graph relating Qr and D for different
depth of scour, allowance shall be made
values of f are also given at Fig.1 for
in the observed depth for increased scour
ease of reference.
resulting from:
(i)

The design discharge being greater

than the flood discharge observed.
(ii) The increase in velocity due to the
constriction of waterway caused by
construction of the bridge.
(iii) The increase in scour in the proximity
of piers and abutments.
4.6.3 In the case of natural channels
flowing in alluvial beds where the width of
waterway provided is not less than
Laceys regime width, the normal depth or

b2

h2

h1

b1

Scour (D) below the foundation design

discharge (Qf) level may be estimated
from Laceys formula as indicated below
1/3

Q
D = 0.473 f
f

where D is depth in

metres Qf is in cumecs and f is Laceys

silt factor for representative sample of bed
material obtained from scour zone.

4.6.5 The silt factor f shall be

determined for representative samples of
bed material collected from scour zone
using the formula :
f = 1.76 m where m is weighted mean
diameter of the bed material particles in
mm.
Values of f for different types of bed
material commonly met with are given
below:
Type
of
material

bed

(i)Coarse
silt
(ii)
Fine
sand
(iii) Medium
sand
(iv) Coarse
sand

Weighted mean dia

of particle (mm)

Value
of f

0.04

0.35

0.08
0.15
0.3
0.5
0.7
1.0
2.0

0.50
0.68
0.96
1.24
1.47
1.76
2.49

4.6.6 The depth calculated (vide clause

4.6.3 and 4.6.4 above) shall be increased
as indicated below, to obtain maximum
depth of scour for design of foundations,
protection works and training works :-

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
4.8.2 In the case of arch bridges,
Depth of scour
minimum clearance measured to the
1.25D
crown of the intrados of the arch shall be
1.5D
as under :
Span of arch
Clearance
Less than 4m
Rise or 1200mm
1.75D
whichever is more.
2.0D
4.0m to 7.0m
2/3 rise or 1500mm
which-ever is more.
2.5 to 2.75D
7.1m to 20.0m 2/3 rise or 1800mm
which-ever is more.
Above 20.0m
2/3 rise.
4.8.3 When rebuilding bridges on
4.6.7 In case of clayey beds, wherever
existing lines or building new bridges on
possible, maximum depth of scour shall be
these or new lines, the clearance can be
assessed from actual observations.
relaxed to the limits shown below
provided :
4.7
Afflux (h)
(i)
adoption of the prescribed values
4.7.1 For streams with non-erodible beds, the
would
otherwise
result
in
heavy
afflux may be worked out by Molesworth formula
expenditure and/or serious difficulties in
given below :2
construction, and

V2
A
(ii)
the clearance can be safely
+ 0.01524 1
h=
17
.
88
a

reduced,
from those stipulated under

clause 4.8.1.
Where,
Discharge(cumecs) Clearance (mm)
h = Afflux in metres.
Less than 3
300
V = Velocity in un-obstructed stream in
3
to
30
300400(Pro-rata)
metre per second.
31 to 300
4001200(Pro-rata)
A = Un-obstructed sectional area of the
river in square metres.
The powers to relax prescribed clearance
a = Sectional area of the river at
in special circumstances as indicated
obstruction in square metres.
above shall be personally exercised by the
4.7.2 In case of rivers with erodible beds,
Chief Engineer/Chief Bridge Engineer, due
full afflux as calculated by the formula may
consideration being given to past history of
not occur.
the bridge while doing so.
4.8
Clearance (C)
4.8.4 While executing works other than
4.8.1 The minimum clearance for bridges
rebuilding a bridge, the existing clearance
excluding arch bridges, syphons, pipe
may be retained.
culverts and box culverts from the water
level of design discharge (Q) shall be in
accordance with Table below :
Discharge
in Vertical clearance
cumecs
(mm)
0-30
600
31-300
600-1200(pro-rata)
301-3000
1500
Above 3000
1800
Nature of the river
-In a straight reach
-At the moderate bend
conditions e.g. along
apron of guide bund.
-At a severe bend
-At a right angle bend
or at nose of piers.
-In severe swirls e.g.
against mole head of a
guide bund.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

f=
f = 2.0
0
f 1.5
f = = 1. 0
25
1
f = .0
f = 0. 0
8
f =0 .50 0
0 .4
0

100
90
80
70
60
50

DISCHARGE INTENSITY IN CUMECS/METRE

40
30
20

10
9
8
7
6
5
f

4
3

1
1

7 8 9 10

20

30

40

50 60 70 8090100 200 300400

LACEY'S NORMAL SCOUR DEPTH IN METRES

GRAPH RELATING ' Q f & 'D' FOR DIFFERENT VALUES OF 'f'

Fig.1

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN

OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
4.8.5
Where a tendency has been
observed for the bed level of the stream to rise, a
clearance shall be provided taking this factor into
account.
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.
4.9.2. In special circumstances, where the freeboard can be safely reduced and where adoption of
the prescribed values would result in heavy
expenditure
and/or
serious
difficulties
in
construction, the free-board may be relaxed at the
discretion of the Chief Engineer/Chief Bridge
Engineer as indicated below :Discharge (cumecs) Minimum free-board
(mm)
Less than 3.
600
3 to 30
750
More than 30
No
relaxation
is
permissible.
4.9.3 While executing works other than rebuilding
a bridge or extending, it for doubling purposes, the
existing freeboard may be retained after taking
measures for safety as considered necessary by
Chief Engineers.
4.9.4 However, in case of siphon bridges, the
provision for free board as per Clause 4.9.1 need
not be considered where as spillway is provided on
one bank of the channel at a suitable point upstream
within or outside the Railway Boundary so that as
and when the channel rises over the danger mark,
the water from the channel will flow out. A small
drain also has to be provided from the point of
spillway to the nearest bridge to lead the water from
the channel in case of overflow from the spillway.
4.10 Training Works
These works are required to guide the flow
past the bridge without causing damage to the
structure and its approaches. These may consist of
guide bunds and/or spurs. The design of such
works will depend on the condition obtained at each
site.
Model studies can be carried out with
advantage
in
important
cases.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN OF SUBSTRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

Catchment less than 500

Sq.km
Catchment more than 500
Sq.km and upto 5,000 Sq.km.
Catchment more than 5,000
Sq.km. and upto 25,000 Sq.km.
Catchment more than 25,000
Sq.km

4.5

- 30%
30%
to
20%
(decreasing with
increase in area)
20%
to
10%
(decreasing with
increase in area)
Less than 10%
(at the discretion
of the Engineer).

Design Of Waterways

4.5.1 In the case of a river which flows between

stable high banks and which has the whole of the
bank-to-bank width functioning actively in a flood
of magnitude Q the waterway provided shall be
practically equal to the width of the water spread
between the stable banks for such discharge. If,
however, a river spills over its banks and
the
depth of the spill is appreciable the waterway
shall be suitably increased beyond the bank-tobank width in order to carry the spill discharge
as well.
4.5.2 In the case of a river having a
comparatively wide and shallow section, with
the active channel in flood confined only to a
portion of the full width from bank to bank,
constriction of the natural waterway would
normally be desirable from both hydraulic and
cost considerations. A thorough study of both
these factors shall be made before determining
the waterway for such a bridge.
4.5.3 For river with alluvial beds and sustained
floods the waterway shall normally be equal to
the width given by Laceys formula :
Pw=1.811 C Q
Where, Pw = wetted perimeter in metres
which can be taken as the
effective width of waterway in
case of large streams.
Q = design discharge in cum/sec.
C = a Coefficient normally equal to
2.67, but which may vary from
2.5 to 3.5 according to local
conditions depending upon bed
slope and bed material.

4.5.4 If the river is of a flashy nature i.e. the

rise and fall of flood is sudden or the bed
material is not alluvial and does not submit
readily to the scouring effect of the flood,
Laceys regime width formula as given in
clause 4.5.3 above will not apply.
4.5.5 In the case of rivers in sub-montane
stage where the bed slopes are steep and
the bed material may range from heavy
boulders to gravel, it is not possible to lay
down rigid rules regarding constriction of
waterway. Any constriction, in such cases,
shall be governed largely by the configuration
of the active channel or channels, the cost
involved in diversion and training of these
channels, and the cost of guide bunds, which
will need much heavier protection than the
guide bunds of alluvial rivers. Each case
shall be examined on merits from both
hydraulic and economic considerations and
the
best
possible
solution
chosen.
4.5.6 In the case of a bridge having
one or more piers, the width of waterway
obtained from procedure outlined in clause
4.5.3 to 4.5.5 above shall be increased by
twice the sum of the weighted mean
submerged width of all the piers including
footings for wells to arrive at the total width of
waterway to be provided between the ends of
the bridge; where such increase is not made,
the same shall be applied as a deduction from
the total width of waterway actually provided
to arrive at the effective width.
4.5.6.1 If the width of the pier is b1 for a
height h1 and b2 for a height h2 in the
submerged portion of the pier having a total
height h1+h2, the weighted mean submerged
width is given by the expression:
b mean =

h1b1 + h2b2
h1 + h2

4.5.7 For gauge conversion and doubling

works, where there is no history of past
incidents
of
over-flow/washout/excessive
scour etc during last 50 years the waterway of
existing bridge may be retained after taking
measures for safety as considered necessary
by Chief Engineer incharge. For locations
where there is history of past incidents of
over-flow/washout/excessive
scour,
the
waterway has to be re-assessed based on the
freshly estimated design discharge using
clause 4.3.1 to 4.3.4 For locations, where

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN OF SUBSTRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
existing bridges are less than 50 years old and
there
is
no
past
history
of incidents of over flow/washout/excessive
scour etc, the water way may be judiciously
decided after calculation of the design
discharge and keeping in view the water way
of existing, bridges on adjacent locations on
the same river.
4.5.8 For rebuilding of bridge, waterway shall
be determined keeping in view the design
discharge as worked out from clause 4.3.
4.5.9
For strengthening existing bridges by
jacketing etc., a reduction in waterway area as
per the limits specified below may be allowed
by the chief Bridge Engineer provided that
there has been no history of past incidents of
overflow/ washout/ exercise scour etc. and that
measures for safety as considered necessary
by the field Engineer and approved by CBE are
taken.

S.No. Span
Bridge

1.

2.

3.

of Reduction
in
waterway
area
allowed as %age of
existing waterway
and 20%

Upto
including
3.05m
3.05m
to Varying
linearly
9.12m
from 20% to 10%
(including)
Greater than 10%
9.12m

Further reduction in the area shall be subject to

CRS sanction and submission of detailed
calculation of waterways etc. Where the
clearances are not available, the bridge should
be rebuilt.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN

OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
5.
5.1

(Bridge Sub-structure and Foundation Code)

on the overall length of the span. In the case
LOADS, FORCES AND STRESSES
of abutments of other than gravity type, the
General
minimum vertical live load reaction
For the purpose of computing stresses and
corresponding to the axle load position which
stability of sub-structures and foundations
develops the maximum longitudinal force,
shall be considered.
of bridges, loads and effects of forces in
accordance with the provisions of the
Bridge Rules (Revised 1964 and Reprinted
(c) For simply supported spans, the live
load reaction on a pier shall be worked out
1980 ) read together with amendments
shall be considered and subject to such
under the following conditions:
additions and amplifications as specified in
this Code.
(i)
when only one span is fully loaded,
and
Subject to the provisions of other clauses, all
loads and forces shall be considered as
(ii)
when both spans are fully loaded.
applied and all loaded lengths chosen in
such a way that the most adverse effect is
The live load reaction on a pier of gravity type
caused in the elements of the sub-structure
for the "one span loaded condition shall be
under consideration.
taken as half of the total EUDL for shear on
the overall length of the span. For the both
Force due to the gradient effect shall also be
spans loaded condition where the spans are
taken into consideration, while designing
equal, the live load reaction shall be taken as
one half of the EUDL for bending moment on
sub-structures and superstructures as a
horizontal force of magnitude equal to
a span equal to the distance between the
product of total load and gradient.
outer most ends of the two spans under
consideration.
5.2
Dead Load (DL)
For the purpose of calculations of the dead
load, the unit weights of different materials
shall be taken as provided in IS : 1911
Schedule of Unit Weights of building
materials.
5.3

In the case of piers of the gravity type

supporting two unequal spans or continuous
spans, and also in the case of piers other than
of the gravity type the live load reaction for
each span shall be calculated for the
appropriate axle loads in the positions which
give the maximum longitudinal forces on the
loaded length.

Live Load (LL)

The live load for design of bridge

substructure and foundation shall be as
specified in the Bridge Rules, subject to such
addition and
amplifications as
stated
below :-

(a) The relevant standard of Railway

Loading shall be considered for new
construction or rehabilitation/ strengthening/
rebuilding of bridges as specified in IRS
Bridge Rules unless otherwise specified.

(b) For simply supported spans, the live load

reaction on an abutment of the gravity type,
shall be taken as half of the total equivalent
uniformly distributed load (EUDL) for shear

(d) In the case of well foundations, for

calculating foundation pressure, only such
proportion of live load which exceeds 15% of
the dead load after deducting buoyancy need
be taken into account.
5.4
Dynamic Augment (I)
(a) For calculating the pressure on the top
surface of the bed block, the live load shall be
incremented by the appropriate Dynamic
augment specified in the Bridge Rules.
(b) For the design of gravity type
substructure, the dynamic augment specified
in Cl.5.4 (a) above shall be multiplied by a
factor as under :

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN

OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
a) For concrete over concrete with bitumen
For calculating the reaction 0.5
layer in between = 0.5
at the bottom surface of bed
b) For concrete over concrete not
block
intentionally roughened = 0.6
(ii) For calculating the pressure 0.5
on top 3m of substructure decrea
5.6.2 Frictional resistance of expansion
below the bed block
sing
bearings shall be taken into account in
uniform
accordance with clause 2.7 of the Bridge
ly
to
Rules and shall be equal to the total vertical
zero
reaction due to dead load and the live load
(iii) Beyond a depth of 3m below
multiplied by appropriate values of frictional
the bed block, no impact
coefficient as given in clause 2.7.1 of the
need be allowed Bridge Rules
(c)
For design of non gravity type
5.7 Earth Pressure (EP)
Substructure, full dynamic augment effect as
specified in Cl.5.4(a) above shall be considered
5.7.1 All earth retaining structures shall be
upto scour level.
designed for the active pressure due to earth
fill behind the structure.
The general
condition
encountered
is
illustrated
in (Fig.2).
(d) In a slab top culvert, where no bed block
is provided and the slab rests directly on the
pier or abutment, the top 300m of
Substructure below the bottom of the slab
shall be considered as bed- block.
(e) The dynamic augment for the design of
l
ballast walls upto a depth of 1.5m, shall be
assumed to be 0.5. For the remaining

portion of ballast wall, no dynamic augment

W
need be allowed.
(i)

Temperature effects (TMP) need not be

considered in the design of sub structures
and foundation of bridges if a super structure
is free to expand or contract.
5.6 Frictional Resistance :
5.6.1 Frictional resistance of RC/PSC slabs
kept on un-yielding piers/abutments without
bearings shall be limited to frictional
coefficient times the reaction due to dead
load on the pier or abutment. This frictional
coefficient shall be as follows :

Pa

Where a bridge carries a railway or roadway,

provision shall be made for the stresses in
the piers and abutments for longitudinal
forces as specified in Bridge Rules. In
design calculations, it should be determined
which of these forces are applicable for the
condition of loading under consideration.

h/3

Longitudinal Forces (LF)

5.7

FIG. 2
The active pressure due to earth fill shall be
calculated by the formula, based on
Coulombs theory for active earth pressure
given below:Pa = wh2 Ka where :Pa = Active earth pressure per unit
length of wall.
W = Unit weight of soil.
h = height of wall.
= angle of internal friction of back fill soil.

= angle of friction between wall and

earth fill where value of is not determined
by actual tests, the following values may be
assumed.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN

OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES

(Bridge Sub-structure and Foundation Code)

(i)
= 1/3 for concrete structures.
(ii)
= 2/3 for masonry structures.
i = angle which the earth surface makes with
the horizontal behind the earth retaining
structure.
Ka = Coefficient of static active earth pressure
condition.
Ka=

Cos2 ( )

Sin( + )Sin( i)
Cos Cos(+ )1+

Cos( + )Cos( i)

5.7.1.1 The point of application of the active earth

pressure due to earth fill shall be assumed to be at a
point on the earth face of the structure at a height of
h/3 above the section where stresses are being
investigated.
5.7.1.2 The direction of the active earth pressure
shall be assumed to be inclined at an angle to the
normal to the back face of the structure.

Line

FIG. 3

W = Unit weight of soil

h = height from the base of the wall to
the top surface of the soil.
Kp = Coefficient of static passive earth
pressure.
Cos 2 ( + )
Kp=

Cos 2 Cos( ) 1

Sin( + )Sin( + i)

Cos( )Cos( i)

(i) The point of application of passive earth

pressure due to earth fill shall be assumed to
be at a point on the front face of the
abutment at a height of h/3 above the level
where stability is being tested.

(ii) The direction of passive earth pressure

shall be assumed to be upwards and inclined
5.7.1.3 The magnitude of active earth pressure can
also be determined graphically
by
well
at an angle to normal to front face of the
known
graphical
constructions such
as
abutment.
Rebhanns or Culmanns construction particularly in
case of wing walls, where the profile of earthwork to
5.7.1.7 Angle of Internal friction of soil.
be supported is not easily susceptible to analysis.
(Fig.3)
Abutments, wing walls and return walls shall
5.7.1.4 These formulae for active earth
be designed adopting suitable values for
pressures are based on the supposition that
angle of internal friction appropriate for the
backfill behind the structure is granular and
material used in the backfill, determined,
there is effective drainage. These conditions
where possible, by testing soil samples as per
shall be ensured by providing filter media
IS : 2720-Pt (XIII).
and backfill behind the structure as shown in
Fig.2 and as described in clause 5.7.1 and5.7.1.8 Where such tests are not done, values of
5.7.2
for granular soil may be assumed as given in
Table-1.
5.7.1.5 In testing the stability of
section of abutments below the
TABLE 1
ground level, 1/3rd of the passive
Material
Loose state Dense State
pressure of the earth in front of the
(a) Sand Coarse
33 Degrees
45 Degrees
abutment may be allowed for upto the
(b) Sandy gravel
35 Degrees
45 Degrees
level below which the soil is not likely
(c) Silty and fine
30 Degrees
35 Degrees
to be scoured.
sand
5.7.1.6 The passive pressure Pp due
to the soil shall be calculated in
accordance with the formula :
Pp= Wh2Kp
Where, Pp= Passive earth pressure per unit
length of wall

5.7.2 Semi-empirical methods of calculating

earth pressure.
Where assumptions applicable to theoretical
formulae as given in para 5.7.1.4 are not
satisfied or where it is not practicable to follow

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE DESIGN

OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
the theoretical Method, the semi-empirical
method described here under may be
(c)
Residual soil with stones, fine silty
adopted in the case of new structures
sand
and
granular
materials
with
provided the height of the structure from
conspicuous clay content.
foundation to top of fill does
(d) Very soft or soft clay, organic silts or silty
not exceed 6 m. The method may also be
clays.
used for checking existing sub-structures in
which case the limitation of height may be
(e) Medium or stiff clay, deposited in chunks
ignored. Soil types a to e in Fig 4 and Table
and protected in such a way that a negligible
2 are as described below :
amount of water enters the spaces between
the chunks during floods or heavy rains. If
Soil Type Description
this condition cannot be satisfied the clay
should not be used as back fill material. With
(a)
Coarse grained soil without admixture
increasing stiffness of the clay, danger to the
of fine soil particles very permeable (clean
wall due to infiltration of water increases
sand or gravel).
rapidly.
(b)
Coarse
grained
soil
of
low
permeability due to admixture of particles of
silt size.
The active earth pressure is given by the formula Pa = Kh H2 assuming the surface of backfill is
plain where Kh for each of the classification is obtained from Fig. 4 or from Table 2.
TABLE 2
Value of Kh for different types of soils & angles of inclination of backfill (clause 5.7.2)

Type
of soil

1=0

6:1
0029

3:1
180 25

2:1
26034

1:1
33040

4609 (470)

4471 (456)

4707 (480)

5962 (608)

8786 (896)

6178 (630)

5805 (592)

6276 (640)

7649 (780)

10787 (1100)

7355 (750)

7511 (766)

8090 (825)

9571 (976)

13494 (1376)

15690 (1600)

16186 (1648)

17893 (1824)

---

---

18828 (1920)

20306 (2070)

21189 (2160)

---

---

Note : Kh is in N/m2 (kg/m2) / lineal metre

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
: For new bridges, back fill of type C soil with excessive clay content or soil of type d and e
shall not be used.
NOTE

a
2

640

2560

2240
1920

d
3:1 MAX

1 K hH
2

VALUES OF K h in Kg/m 2/m LENGTH

H/3

1 Kv H
2

c
a

320

2:1 MAX

960

2:1 MAX

kv in Kg / m2/ m

1280

H/3

1 K vH
2
2
1 K hH
2

1600
1280

960
640
320

6:1

3:1

10

20

2:1
30

VALUES OF SLOPE ANGLE

112 :1
40
DEGREES

Fig.4 Chart for estimating pressure of backfill against retaining walls supporting backfills with
plane surface
Note : Alphabets on curves indicate soil types as described in para 5.7.2. For materials of type (e) computations of
pressure will be based on value of H-4 feet less than the actual value.

The height H is the height of the vertical section

passing through the heel of the wall. For material
of type a computation of pressure may be based
on value of H which should be 1.2 m less than
actual value.
5.7.3.
Where the substructure is founded on
compressible soft clay, the computed value of
active earth pressure may be increased by 50% for
all soils except type (d).

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
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 upto the front face of
ballast wall.
The surcharge due to live loads for the different
standards of loading is indicated in Table-3.

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.
Case-1 : h (L-B)
The active earth pressure diagrams are
as under :
Whereas
S = Live load surcharge per unit length

TABLE 3
V = Dead load surcharge per unit length
S+V
K
B AC
URE
P2
UCT
ORM
R
N
T

FS
O
E
ACK
FA C
OB
AL T
URE
P1
UCT
ORM
R
N
ST

F
EO
FAC

(L-B)

Surcharge S
kg/m

Modified
BG-1987
Modified
MG-1988
MGML
NGA Class

13,700

Width of
uniform
distribution at
formation level
m
3.0

9,800

2.1

9,800
8,300

2.1
1.8

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) .

h/2

POINT OF APPLICATION AND

DIRECTION OF ACTIVE EARTH PRESSURE

P1=Force due to active earth pressure on

abde
P2 = Force due to active earth pressure
on bcd.

(S + V )
h.ka
( B + h)

acting at

h
from
2

section under consideration

Case-1 : h (L-B)

(S + V )h Ka
2 B (B + h )
2

P2 =

Ka

ACTIVE EARTH PRESSURE

DIAGRAM

P1 =

L-B
3
h-

S+V
L

Standard of
loading

AC
OB

RE

FAC

POINT OF APPLICATION AND

DIRECTION OF ACTIVE EARTH PRESSURE

LT
TUR
P1
RM A
RUC
NO E OF ST

Ka

ACTIVE EARTH PRESSURE

DIAGRAM

AC
OB

LT
P2
CTU
RMA
TRU
NO E OF S

FAC

d
S+V
B+h

Ka
b

h
2h/3

O
AL T

S+V Ka
B
b

h/2

FORMATION
LEVEL

acting at

2h
from
3

section under consideration.

P1 = Force due to active earth pressure
on abdefg

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
This is assumed to act at a height of h/2
P2 = Force due to active earth pressure
from base of the section under
on bcd
consideration. Surcharge due to live
load and dead load may be assumed to
extend upto the front face of the ballast
(
S +V )
h
Ka h acting at
from
P1 =
wall.

section under consideration

(S + V )( L B )2 Ka

P2 =

Case-2 : h >(L-B)
acting at

2 BL
L B
h 3 from section under

consideration.

Where,
S = Live load surcharge for unit length.
V = Dead load surcharge for unit length.
h = Height of fill.
5.8.3 Earth Pressure due to
Surcharge on Return Walls :
The earth pressure due to surcharge on
return walls of BOX type abutments may
be assumed to be dispersed below the
formation level at a slope of one
horizontal to one vertical.
The pressure due to live load and dead
load surcharge shall be calculated by the
formula:

on Wing Walls :
The wing walls are subject to the sloping
surcharge due to the fill. In such cases,
h should be measured from the point at
the extreme rear of the wall at the base
to point on the surcharge line vertically
above the former as shown in Fig 5(b)
and horizontal earth pressure P2 may be
worked out as follows :P2 =

1
Wh(h+2h3) x Ka
2

FORMATION LEVEL

h1

45

SECTION C-C

FIG. 5(a)

P1 =

(S + V )h1 xK a
(B + 2 D )

This pressure will be assumed to be

acting at a distance of h1/2 above the
section considered as shown in Fig.5(a)
5.8.4 Earth Pressure due to Surcharge

Where,
h3 = 1/3 Cot tan xh
= Angle of earth surcharge
with the horizontal
= Angle of internal friction of
the backfill soil.
W = Weight of backfill per cubic
metre.
Portions of a wing wall which fall within
the 450 distribution of surcharge as
illustrated in Fig. 5(a) shall be designed
to carry an additional earth pressure
due to surcharge in accordance with the
formula given in Clause 5.8.3.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
FORMATION
LEVEL

5.9.2.1.2 Where past record is not

available and bridge is constructed across
river in alluvial bed, velocity of current may
be estimated by using following formula
SECTION

FIG. 5(b)

5.8.5 Where semi empirical methods are

used to determine the earth pressure, the
effect due to surcharge shall be computed
by the formula given in Clauses 5.8.2 to
5.8.4 above, assuming values of Ka as
given below :Type of soil
a

Ka
0.27

0.30

0.39

1.00

Qf 2 6

V =
140

Width of unobstructed waterway

Width of

obstructed

waterway

In cases of standard designs, where

particulars of discharge and silt factor are
not available, velocity of current may be
assumed as 3m/sec.
5.9.2.1.3 Where past record is not
available and bridge is constructed across
river in other than alluvial bed, velocity of
current
may
be
estimated
from
observations/past record of adjacent sites
on the same river.

5.9. Forces Due To Water Current (WC)

5.9.1.
Any
part
of
the
bridge
substructure which may be submerged in
running water shall be designed to
withstand safely the horizontal pressure
due to force of water current. The water
pressure shall be estimated as indicated in
Clause 5.9.2
5.9.2.
The total water pressure shall be
estimated as given in clauses 5.9.2.1 to
5.9.2.7.
5.9.2.1
On piers parallel to the direction
of water current the water pressure shall
be calculated by the formula :
P = KAV2, where,
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.
5.9.2.1.1 Maximum mean velocity of
current (V) may be taken from past record,
if available.

5.9.2.2 Masonry and concrete piers shall

be provided at both ends with suitably
shaped cutwaters, as shown in Table-4 to

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
the requisite height. Cut waters may be
velocity V as the component of the
provided upto a height of 1m above HFL
velocity of the current in a direction
taking afflux into consideration or to any
parallel to the pier.
other height that may be found suitable
by the Engineer, depending on local
(b)
The force due to water pressure
conditions.
normal to the pier shall be calculated as
indicated in clause 5.9.2.1 taking the
5.9.2.3
When a current strikes a pier
velocity V as the component of the
at an angle, the velocity of current shall
velocity of the current in a direction
be resolved into two components one
normal to the pier, the area A as the
parallel and the other normal to the pier.
area of elevation of the part of the pier
exposed to the current and the constant
(a)
The force due to water pressure
K as 79 except in case of a circular pier
parallel to the pier shall be determined
where the constant shall be 35.
as indicated in Cl. 5.9.2.1. taking the
TABLE 4

S.No
.
1.

Description

Figure

Value of K

Square-ended piers.
79

2.

3.

4.

5.

6.

Circular piers or piers with semicircular ends.

35

Piers with triangular cut-and easewaters, the angle included between

the faces being 60 degrees.
Piers with triangular cut-and easewaters, the angle included between
the faces being 90 degrees.
Piers with cut-and ease- waters of
equilateral arcs of circle at 60
degrees.

Piers with arcs of the cut and ease

waters intersecting at 90 degrees.

5.9.2.4 To provide against the effect of

possible variations in the direction of the
current from the direction assumed in the
design, allowance shall be made in the
design of piers except in the cases of
piers of single circular sections for an
additional force acting normal to the pier,
and having an intensity of pressure per
unit area of the exposed surface of the
pier equal to 20 per cent of the intensity

60o

37

90o

47

60o

90o

24

26

of pressure taken as acting in a direction

parallel to the pier.
5.9.2.5 When supports are made with
two or more piles or trestle column, the
group shall be treated as solid
rectangular pier of the same overall width
and the value of constant K taken as 66

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
for the purpose of evaluating the total
pressure and upto HFL for checking
water pressure.
This will apply in
minimum foundation pressure.
calculating effects of cross currents also.
5.10.2 Design of submerged masonry or
5.9.2.6 The point of application of the
concrete sub structure :
total water pressure (centre of pressure)
calculated in accordance with clauses
For design of submerged masonry or
5.9.2.1 to 5.9.2.5 shall be taken at 1/3 of
concrete structure the buoyancy effect
the distance measured from the top
through pore pressure may be limited to
between the upper and lower wetted
15% of full buoyancy upto LWL for
limits of the surface under consideration.
checking of compressive strength and
upto HFL for checking tensile strength.
5.9.2.7 The effect of cross currents can
generally be neglected unless the effect
of such water current exceeds the
additional allowance of 20 per cent
provided for in Clause 5.9.2.4.
5.10

Buoyancy Effect (B) :

5.10.1 For designing of foundation full

buoyancy considered upto HFL or LWL,
as the case may be, depending upon the
most critical combination, irrespective of
the type of soil. However, if foundations
are resting on rock and have adequate
bond with it, suitable reduction in
buoyancy may be considered at the
discretion of Engineer responsible for
design but in any case the reduction shall
not be less than 50% of full buoyancy.
5.10.1.1 Checking stability against
overturning :
The effect of buoyancy upto HFL, as
indicated in Clause 5.10.1, shall be
considered in the design to check the
stability of bridge foundations against any
possible combination of forces.
5.10.1.2 For calculations of foundation
pressure :
In case of foundations of bridges where
water perennially present, buoyancy
effect shall be considered as per Clause
5.10.1 for LWL and also for HFL. Where
water flow is not perenial, buoyancy
effect shall be considered with respect to
lowest level of water table and HFL.
Buoyancy effect upto LWL is considered
for checking maximum foundation

5.11 Wind Pressure Effect (WL)

Wind pressure shall be taken into
account for bridges of span 18m and
over, and the intensity of pressure, along
with the effects to be considered shall be
as per Bridge Rules (Revised 1964).

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
5.12 Seismic Forces (SF)
5.12.1 General : Bridge as a whole and
every part of it shall be designed and
constructed to resist stresses produced
by seismic force as specified in the IRS
Bridge
Rules
and
subject
to
amplifications given in this Code. The
stresses shall be calculated as the effects
of force applied vertically or horizontally
at the centre of mass of the elements of
the structure into which it is conveniently
divided for the purpose of design.
5.12.1.1. Slab, box and pipe culverts
need not be designed for seismic forces.
For design of substructures of bridges in
different zone, 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.
Note : In zones IV and V, suitably
designed reinforced concrete piers and
abutments shall be used and where use
of mass concrete/masonry substructures
becomes unavoidable, a minimum
surface reinforcement as per formula
given below may be provided vertically on
each face of the pier/abutment to improve
the ductility of the substructure and
surface reinforcement not less than 5
Kg/m2 may be provided horizontally.
Spacing of such reinforcement shall not
exceed 500mm center to center.
Ps =

0.2Fr
x 100%
Fy

Where,
Ps = percentage steel area on each face
of masonry/mass concrete.
Fr = modulus of rupture of masonry/mass
concrete,
Fy = yield strength of steel.

5.12.1.2 Modal analysis shall be

necessary, for the following cases, in
Zone IV and V.
(a)
in the design of bridges of types,
such as suspension bridges, bascule
bridges,
cable-stayed
bridges,
horizontally curved girder bridges and
reinforced concrete arch or steel bridges,
and
(b)
when the height of substructure
from base of foundations to the top of pier
is more than 30m or when the bridge
span is more than 120m.
(c)
In important bridges where there
is a possibility of amplification of vertical
seismic co-efficient modal analysis is
preferable.
5.12.1.3 Seismic forces shall be
calculated on the basis of depth of scour
caused
by
mean
annual
flood.
Earthquake and discharge greater than
the mean annual flood shall not be
assumed to occur simultaneously.
5.12.2 Seismic forces on substructure
above the scour depth shall be as
follows: (a)
Horizontal and Vertical seismic
forces due to self weight of the
substructure applied at the centre of
mass ignoring reduction due to buoyancy
and uplift.
(b)
Hydrodynamic forces as specified
in clause 5.12.5 and increase in the earth
pressure due to earthquake as per clause
5.12.6 acting on the substructure.
(c)
Horizontal and vertical seismic
forces due to dead load of superstructure
and live load as specified in Bridge Rules
applied at the centre of their mass and
considered to be transferred from
superstructure to substructure through
the bearings.
5.12.3 Substructure shall be designed for
the worst effect of seismic forces given in
clause 5.12.2 assuming the horizontal
seismic forces to act either parallel or
perpendicular to the direction of traffic.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
5.12.4 Substructures oriented skew shall
be designed for the worst effect of the
seismic forces given in clause 5.12.2
assuming the horizontal seismic forces to
act either parallel or perpendicular to the
face of the pier or abutment.

F=

(Ce hWe )
9.8

in Newtons (F=Ce h W e in

kg) Where Ce = a coefficient (as given in

Table 5).
h = design horizontal seismic coefficient
as given in Bridge Rules.
W e= Weight of the water of the
enveloping cylinder (See.5.12.5.2)
in Kg.

TABLE 5
Height of
Values of Ce
submerged portion
of pier (H) / Radius
of Enveloping
cylinder

0.390
0.575
0.675
0.730

5.12.5.1 The pressure distribution will be

as shown in Fig.6. Values of coefficients,
C1, C2 , C3 ,and C4 for use in Fig.6 are
given below :

C1
0.1
0.2
0.3
0.4
0.5
0.6
0.8
1.0

C2
0.410
0.673
0.832
0.922
0.970
0.990
0.999
1.000

C3
0.026
0.093
0.184
0.289
0.403
0.521
0.760
1.000

C4
0.9345
0.8712
0.8103
0.7515
0.6945
0.6390
0.5320
0.4286

C3 F = RESULTANT PRESSURE ON C1 H

C 1H

5.12.5 For submerged portions of the

pier, hydrodynamic forces (in addition to
earthquake forces calculated on the mass
of the pier) shall be assumed to act in a
horizontal direction corresponding to that
of earthquake motion.
The total
horizontal force F shall be given by the
following formula :

1.0
2.0
3.0
4.0

C3 F

C4 H

5.12.5.2 Some typical cases of submerged portions of

piers and enveloping cylinders are illustrated in Fig.7

C2 Pb

P = 1.2F
b
H

FIG. 6

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

DIRECTION OF
SEISMIC FORCE

CASES OF ENVELOPING CYLINDER

FIG.7

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
5.12.5.3
The Hydrodynamic suction
from the water side and dynamic
increment in earth pressures from the
earth side shall not be considered
simultaneously. The water level on earth
side may be treated as the same on the
river side.
5.12.6 Earth Pressure Due To Seismic
Effects
Lateral Earth Pressure The pressure
from earth fill behind abutments and
wing walls during an earthquake shall be
as given in Clause 5.12.6.1 to 5.12.6.4.
5.12.6.1
Active Pressure Due To
Earth Fill
(a)
The
general
conditions
encountered in the design of retaining
walls are illustrated in Fig.8. The active
pressure exerted against the wall shall
be
Pa = 4.9 x Wh2Ca in Newtons.
(Pa =

1
Wh2Ca in kg)
2

Where, Pa = Active earth pressure in kg

per metre length of wall.
W = Unit weight of soil in kg/m3
h = Height of wall in metre,
Ca=

(1 .v )Cos 2 (

.)

Cos .Cos 2 .Cos ( + + .)

1 + Sin( + ) Sin( i )

Cos ( i )Cos ( + + )

1/ 2

the maximum of the two being the value

for design,
v = Vertical seismic coefficient its
direction being taken consistently
throughout the stability analysis of wall
and equal to

1
h.
2

= Angle of internal friction of soil.

= tan-1

h
1 v

= Angle which earth face of the wall

makes with the vertical.

i = Slopes of earthfill.
= Angle of friction between the wall and
earthfill and
h = Horizontal seismic coefficient.
(b) The active pressure may be
determined graphically by means of the
method described in Appendix-II.
(c) Point of Application : From the total
pressure computed as above subtract
the static active pressure obtained by
putting h = v = = 0 in the expression
given in 5.12.6.1. The remainder is the
dynamic increment.
The static
component of the total pressure shall be
applied at an elevation h/3 above the
base of the wall. The point of application
of the dynamic increment shall be
assumed to be at mid-height of the wall.
5.12.6.2 Passive Pressure Due To
Earth Fill
(a)
The
general
conditions
encountered in the design of retaining
walls are illustrated in Fig.8.
The
passive pressure against the walls shall
be given by the following formula :
Pp = 4.9 Wh2Cp in Newtons
(Pp =

1
WhCp in kg)
2

Where,
Pp = Passive earth pressure in kg per
metre length of wall.
Cp =

(1 v )Cos 2 ( + )
X
CosCos 2Cos ( + )

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

1 Sin( + ) Sin( + i )

Cos ( i )Cos ( + )

1/ 2

the minimum of the two being the value

for design; w, h, , i, and are as
defined in 5.12, 6.1, and

h
1v

= tan-1

DIRECTION
EARTHQUAKE

OF
HORIZONTAL
ACCELERATION

NO
RM
AL

Pa

ACTIVE PRESSURE

PP

PASSIVE PRESSURE

FIGURE 8 Earth Pressure Due To

Earthquake On Retaining Walls.
(b)
The Passive pressure may be
determined graphically by means of the
method described in Appendix-III.
(c)
Point of application From the
static passive pressure obtained by
putting h = v = = 0 in the expression
given in 5.12.6.2 subtract the total
pressures computed as above. The
remainder is the dynamic decrement.
The static component of the total
pressure shall be applied at an elevation
h/3 above the base of wall. The point
of application of the dynamic decrement
shall be assumed to be at an elevation
0.66 h above the base of wall.
5.12.6.3

5.12.6.4

Passive Pressure Due To

Uniform Surcharge
(a)
The passive pressure against the
wall due to a uniform surcharge of
intensity q per unit area of the inclined
earthfill shall be :
(PP) q =

MAL
NOR

Active Pressure Due to

Uniform Surcharge

q h .Cos .
Ca
Cos ( i )

(b)
Point of application The
dynamic increment in active pressures
due to uniform surcharge shall be
applied at an elevation of 0.66 h above
the base of the wall, while the static
component shall be applied at midheight of the wall.

-IVE

(Pa) q =

+ IV

(a)
The active pressure against the
wall due to a uniform surcharge of
intensity q per unit area of the inclined
earthfill surface shall be :

q h .Cos.
.C p in kg
Cos.( . .i )

(b)
Point of application : The
dynamic decrement in passive pressure
due to uniform surcharge shall be
applied at an elevation of 0.66 h above
the base of the walls while the static
component shall be applied at midheight of the wall.
5.12.7 Effect Of Saturation On Lateral
Earth Pressure
5.12.7.1
For saturated earthfill, the
saturated unit weight of the soil shall
be adopted
as in
the
formulae
described in 5.12.6.
5.12.7.2 For submerged earthfill, the
dynamic increment (or decrement) in
active and passive earth pressure during
earthquakes shall be found from
expressions given in 5.10.6.1 and
5.10.6.2 with the following modifications.
(a) The value of shall be taken as
the value of for dry backfill.
(b) The value of shall be taken as
follows :

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
In addition, in case of multi-span bridges
ws

= tan-1
x h
provided with sliding or elastromeric
1
1 v
ws
Where, ws = saturated unit weight of soil
in gm/cc.
h = horizontal seismic coefficient and
v = vertical seismic coefficient which is

1
h .
2
(c) Buoyant
adopted.

unit

weight

shall

be

(d) From the value of earth pressure

found out as above subtract the value of
earth pressure determined by putting
h = v = = 0 but using buoyant unit
weight. The remainder shall be dynamic
increment.

5.12.7.3 Hydrodynamic pressure on

account of water contained in earthfill
shall not be considered separately as the
effect of acceleration on water has been
considered indirectly.
5.12.8 In loose sands or poorly graded
sands with little or no fines, the vibration
due
to
earthquake
may
cause
liquefaction or excessive total and
differential settlement. In zones III, IV
and V founding of bridges on such sands
shall be avoided unless appropriate
methods of compaction or stabilisation
are adopted.
5.13 Combinations Of Loads And
Forces
The following combinations of loads and
forces shall be considered in the design
of substructures and foundations (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).

bearings, the design of sub-structure

shall also be checked for worst possible
combination of dead load, longitudinal
forces, earth pressure, forces due to
water current and buoyancy and effect
due to resistance of expansion bearings
to movement. In this connection, clause
2.8.2.4.1 of IRS Bridge Rules may be
referred.
(b) Combination II - The worst possible
combination of forces mentioned in
combination I along with Wind pressure
effect (WL).
(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.
5.14 Permissible Stresses
5.14.1 The various parts of the bridge
substructure shall be so proportioned
that the calculated maximum stresses
resulting from the design loading shall
not exceed those specified in clauses
here under for the material used in the
construction.
5.14.2 The effective length of any
horizontal section of the pier or abutment
which resists the vertical and horizontal
external loads may be taken as equal to
the length between the outer edges of
the bed blocks plus twice the depth of
the section under consideration below
the underside of the bed blocks, subject
to a maximum equal to the whole length
of the masonry at that section.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
shall not exceed the values given in
Table 5.14.3.
5.14.3 Where substructures are of brick
or stone construction with lime or cement
mortars of standard mixes of 1:2 and 1:4
respectively, the permissible stresses in
such sound masonry shall be taken as
under :-

Type
masonry

of

1.
Brick
masonry
in
lime
mortar
1:2.
2. Brick
masonry
in
cement mortar
1:4
3.
Coarsed
rubble
masonry
in
lime
mortar
1:2
4.
Coarsed
rubble
masonry
in
cement mortar
1:4

Permissible
compressive
stresses

Permissible
tensile or shear
stresses

KN/m2

t/m2

KN/ m2

t/ m2

540

55

108

11

863

88

172

17.5

5.14.5 In substructures built of plain or

reinforced
cement
concrete,
the
permissible stresses shall not exceed
those specified in IRS Concrete Bridge
Code (Revised 1962).
It shall be
ensured that standard of construction
and supervision are in conformity with
the codes.
5.14.6 If the concrete substructures is
built in stages providing construction
joints between such stages of concreting
the permissible tensile stress may be
limited to 80% of the values indicated in
Clause 5.14.5 above.
5.15 Permissible Increase In Stresses

.... 863

...1079

88

110

54

98

5.5

10

5.14.4
Where the type of masonry or
mortar mixes not specified above are
adopted, strength tests as described in
Appendix-IV shall be conducted to
determine the ultimate crushing strength.
The permissible compressive stresses in
masonry shall then not exceed 1/6th of
the ultimate crushing strength.
The
permissible tensile and shear stresses
for the various types of masonry can be
determined from the ultimate crushing
strength by using the following ratios: (j)
Brick masonry in lime mortar
and cement mortar . . . . . . .
1/30
(ii)
Stone masonry in lime mortar..
1/100
(iii) Stone masonry in cement mortar.
1/60
However, the permissible stresses
arrived at by adopting the above ratios

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 1/3%
Combination IV . . . . .40%
5.16 CERTIFICATION OF EXISTING
MASONRY
AND
CONCRETE
SUBSTRUCTURES
FOR
INTRODUCTION OF NEW TYPES OF
LOCOMOTIVES, ROLLING STOCKS
AND NEW TRAIN COMPOSITIONS OR
FOR GAUGE CONVERSION.
5.16.1 Except for the cases described in
clause 5.16.2 and 5.16.3, certification of
substructures of existing bridges as per
para-5 Chapter VI of Rules for Opening
of a Railway, shall be based on the
physical condition of the piers and
abutments.
When new types of
locomotives and rolling stocks are
permitted to run on the section for the
first time, substructures of bridges
should be kept under observation as
considered necessary by the Chief
Engineer.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
3

Upto
200%
overstre
ss

More
than
200 %
overstre
ss

5.16.2 Certification of substructures

when new types of locomotives, rolling
stock and the train compositions
cause increase of axle load, tractive
effort and braking forces over bridges.
5.16.2.1 The Railway should check the
theoretical stresses in abutments and
piers of existing bridges.
The
certification shall be done after
appropriate action as per criteria given in
clauses 5.16.2.2 and 5.16.2.3.

5.16.2.2
Criteria
Abutments /Piers
S.
No

1
1

Max.Co
mpressi
ve
stress/
equivale
nt
compre
ssive
stress
2
As per
values
given in
IRS
Bridge
Substru
cture
Code
vide
clause
5.14.3 &
5.14.4
Upto
100%
overstre
ss

For

Factor
of
safety
for
compressive/e
quivalent
compressive
stress.
Without
With
occasi
occa
onal
sion
load
al
load
3
4

Masonry

Remarks

4.5

1.5

<2

< 1.5

Can be allowed
subject to good
condition
of
masonry
and
close observation
of bridges as
considered
necessary by the
Chier Engineer
after introduction
of
new
locomotive/
rolling stock or
train composition
Should
be
strengthened/
rebuilt
to
appropriate
loading standard

Note : If maximum tensile stress exceeds by

more than 100% of the values as
contemplated in IRS Bridge Substructure
Code vide clause 5.14.3 & 5.14.4, tensile
zone shall be neglected and equivalent
compressive stress shall be worked out.

5.16.2.3
Criteria
For
Mass
Concrete Abutments/Piers.
Upto 50% overstress in bending
compressive
stress
beyond
that
specified in the IRS Concrete Bridge
Code can be allowed subject to good
condition of mass concrete and close
observation as considered necessary by
the Chief Engineer. If the overstress in
compression
exceeds
50%,
the
substructures
shall
be
strengthened/rebuilt
to
appropriate
standard of loading.
Note : If maximum tensile stress exceeds by

2.25

Should
be
allowed subject
to good condition
of masonry as
contemplated for
gauge
conversion vide
clause 5.16.3.2

more than 100% of the values, as

contemplated in IRS Concrete Bridge Code,
tensile zone shall be neglected and
equivalent compressive stress shall be
worked out.

5.16.2.4 Whenever it is not possible to

carry out theoretical checks, running of
locomotives and rolling stock with
heavier tractive force/braking force may
be permitted subject to physical
condition being certified and bridges
being kept under close observation, as
considered necessary by the Chief
Engineer. In such case, the increase of
tractive and/or braking forces shall not
be more than 20% over bridges above

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
the level of tractive and braking forces
running over the bridges for the past one
year or so.
5.16.2.5 Pressure on the Soil at the
base of foundation:
The pressure on the soil at the base of
foundation shall be checked and if it is in
compression throughout the base, its
maximum value shall not exceed the
safe/allowable bearing pressure of soil
i.e. the shear stress and settlement of
the soil shall be within permissible limits.
If on calculating the foundation pressure,
considering the full base width, tension is
found to develop on one side, the
foundation
pressure
shall
be
recalculated on the reduced area of
contact. The maximum pressure so
arrived at shall not exceed the
safe/allowable bearing capacity of the
soil.
5.16.3

Certification Of Substructure
For Gauge Conversion

5.16.3.1 While checking strength of

existing bridge substructure on lines
proposed for conversion to wider gauge
the standard of loading applicable to the
wider gauge shall be considered.
5.16.3.2 In case of gauge conversion,
the
strength
of
existing
bridge
substructure should be checked in
accordance with the provision of clause
5.16.3.3, subject to any further
safeguard as considered necessary by
the Chief Engineer with due regard to
the
physical
condition
of
the
substructure.
5.16.3.3
Checking
Design
Of
Substructures Existing In Narrower
Gauge For Conversion To Wider
Gauge.
Existing gravity type substructures to
narrower gauge may be permitted to be
retained after conversion of the section
to a wider gauge, provided the maximum
stresses developed in the substructure
do not exceed the permissible stresses
stipulated in clause 5.14.3 and 5.14.4 by

(i) 100 % in case of compression in

masonry
substructures,
and
no
overstress in compression in concrete
substructures.
(ii) 100 % in case of tension in masonry
and concrete structures.
The pressure on the soil at the base of
foundation shall be checked and if it is in
compression throughout the base, its
maximum value shall not exceed the
safe/allowable bearing pressure of soil
i.e. the shear stress and settlement of
the soil shall be within permissible limits.
If on calculating the foundation pressure,
considering the full base width, tension is
found to develop on one side, the
foundation
pressure
shall
be
recalculated on the reduced area of
contact. The maximum pressure so
arrived at shall not exceed the
safe/allowable bearing capacity of the
soil.
5.17. Structures
Jacketting

Strengthened

By

5.17.1 Existing substructures may be

strengthened by jacketting which should
be so designed and constructed as to
make the composite structure function
monolithically.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
5.12 Seismic Forces (SF)
5.12.1 General : Bridge as a whole and
every part of it shall be designed and
constructed to resist stresses produced
by seismic force as specified in the IRS
Bridge
Rules
and
subject
to
amplifications given in this Code. The
stresses shall be calculated as the effects
of force applied vertically or horizontally
at the centre of mass of the elements of
the structure into which it is conveniently
divided for the purpose of design.
5.12.1.1. Slab, box and pipe culverts
need not be designed for seismic forces.
For design of substructures of bridges in
different zone, 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.
Note : In zones IV and V, suitably
designed reinforced concrete piers and
abutments shall be used and where use
of mass concrete/masonry substructures
becomes unavoidable, a minimum
surface reinforcement as per formula
given below may be provided vertically on
each face of the pier/abutment to improve
the ductility of the substructure and
surface reinforcement not less than 5
Kg/m2 may be provided horizontally.
Spacing of such reinforcement shall not
exceed 500mm center to center.
Ps =

0.2Fr
x 100%
Fy

Where,
Ps = percentage steel area on each face
of masonry/mass concrete.
Fr = modulus of rupture of masonry/mass
concrete,
Fy = yield strength of steel.

5.12.1.2 Modal analysis shall be

necessary, for the following cases, in
Zone IV and V.
(a)
in the design of bridges of types,
such as suspension bridges, bascule
bridges,
cable-stayed
bridges,
horizontally curved girder bridges and
reinforced concrete arch or steel bridges,
and
(b)
when the height of substructure
from base of foundations to the top of pier
is more than 30m or when the bridge
span is more than 120m.
(c)
In important bridges where there
is a possibility of amplification of vertical
seismic co-efficient modal analysis is
preferable.
5.12.1.3 Seismic forces shall be
calculated on the basis of depth of scour
caused
by
mean
annual
flood.
Earthquake and discharge greater than
the mean annual flood shall not be
assumed to occur simultaneously.
5.12.2 Seismic forces on substructure
above the scour depth shall be as
follows: (a)
Horizontal and Vertical seismic
forces due to self weight of the
substructure applied at the centre of
mass ignoring reduction due to buoyancy
and uplift.
(b)
Hydrodynamic forces as specified
in clause 5.12.5 and increase in the earth
pressure due to earthquake as per clause
5.12.6 acting on the substructure.
(c)
Horizontal and vertical seismic
forces due to dead load of superstructure
and live load as specified in Bridge Rules
applied at the centre of their mass and
considered to be transferred from
superstructure to substructure through
the bearings.
5.12.3 Substructure shall be designed for
the worst effect of seismic forces given in
clause 5.12.2 assuming the horizontal
seismic forces to act either parallel or
perpendicular to the direction of traffic.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
2.0
0.575
5.12.4 Substructures oriented skew shall
3.0
0.675
be designed for the worst effect of the
4.0
0.730
seismic forces given in clause 5.12.2
assuming the horizontal seismic forces to
act either parallel or perpendicular to the
5.12.5.1 The pressure distribution will be
face of the pier or abutment.
as shown in Fig.6. Values of coefficients,
C1, C2 , C3 ,and C4 for use in Fig.6 are
5.12.5 For submerged portions of the
given below :
pier, hydrodynamic forces (in addition to
earthquake forces calculated on the mass
of the pier) shall be assumed to act in a
C1
C2
C3
C4
horizontal direction corresponding to that
0.1
0.410
0.026
0.9345
of earthquake motion.
The total
0.2
0.673
0.093
0.8712
horizontal force F shall be given by the
0.3
0.832
0.184
0.8103
following formula :
0.4
0.922
0.289
0.7515
0.5
0.970
0.403
0.6945
(Ce hWe ) in Newtons (F=C W in
0.6
0.990
0.521
0.6390
F=
e
h
e
0.8
0.999
0.760
0.5320
9.8
1.0
1.000
1.000
0.4286
kg) Where Ce = a coefficient (as given in
Table 5).
h = design horizontal seismic coefficient
as given in Bridge Rules.
W e= Weight of the water of the
enveloping cylinder (See.5.12.5.2)
in Kg.

1.0

C3 F = RESULTANT PRESSURE ON C1 H

C 1H

TABLE 5
Height of
Values of Ce
submerged portion
of pier (H) / Radius
of Enveloping
cylinder

C3 F

0.390

C2 Pb

C4 H

5.12.5.2 Some typical cases of submerged portions of

piers and enveloping cylinders are illustrated in Fig.7

P = 1.2F
b
H

FIG. 6

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)

DIRECTION OF
SEISMIC FORCE

CASES OF ENVELOPING CYLINDER

FIG.7

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
5.12.5.3
The Hydrodynamic suction
= Angle which earth face of the wall
from the water side and dynamic
increment in earth pressures from the
earth side shall not be considered
simultaneously. The water level on earth
makes with the vertical.
side may be treated as the same on the
i = Slopes of earthfill.
river side.
= Angle of friction between the wall and
5.12.6 Earth Pressure Due To Seismic
earthfill and
Effects
Lateral Earth Pressure The pressure
h = Horizontal seismic coefficient.
from earth fill behind abutments and
wing walls during an earthquake shall be
(b) The active pressure may be
as given in Clause 5.12.6.1 to 5.12.6.4.
determined graphically by means of the
method described in Appendix-II.
5.12.6.1
Active Pressure Due To
Earth Fill
(c) Point of Application : From the total
(a)
The
general
conditions
pressure computed as above subtract
encountered in the design of retaining
the static active pressure obtained by
walls are illustrated in Fig.8. The active
putting h = v = = 0 in the expression
pressure exerted against the wall shall
given in 5.12.6.1. The remainder is the
be
dynamic increment.
The static
Pa = 4.9 x Wh2Ca in Newtons.
component of the total pressure shall be
1
applied at an elevation h/3 above the
Wh2Ca in kg)
(Pa =
base of the wall. The point of application
2
of the dynamic increment shall be
Where, Pa = Active earth pressure in kg
assumed to be at mid-height of the wall.
per metre length of wall.
3
W = Unit weight of soil in kg/m
h = Height of wall in metre,
5.12.6.2 Passive Pressure Due To
Earth Fill
Ca=

(1 .v )Cos 2 (

.)

Cos .Cos .Cos ( + + .)

2

1 + Sin( + ) Sin( i )

Cos ( i )Cos ( + + )

1/ 2

the maximum of the two being the value

for design,
v = Vertical seismic coefficient its
direction being taken consistently
throughout the stability analysis of wall
and equal to

1
h.
2

= Angle of internal friction of soil.

= tan-1

h
1 v

(a)
The
general
conditions
encountered in the design of retaining
walls are illustrated in Fig.8.
The
passive pressure against the walls shall
be given by the following formula :
Pp = 4.9 Wh2Cp in Newtons
(Pp =

1
WhCp in kg)
2

Where,
Pp = Passive earth pressure in kg per
metre length of wall.
Cp =

(1 v )Cos 2 ( + )
X
CosCos 2Cos ( + )

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)

1 Sin( + ) Sin( + i )

Cos ( i )Cos ( + )

1/ 2

Uniform Surcharge
(a)
The active pressure against the
wall due to a uniform surcharge of
intensity q per unit area of the inclined
earthfill surface shall be :
(Pa) q =

the minimum of the two being the value

for design; w, h, , i, and are as
defined in 5.12, 6.1, and

h
1v

= tan-1

DIRECTION
EARTHQUAKE

OF
HORIZONTAL
ACCELERATION

q h .Cos .
Ca
Cos ( i )

(b)
Point of application The
dynamic increment in active pressures
due to uniform surcharge shall be
applied at an elevation of 0.66 h above
the base of the wall, while the static
component shall be applied at midheight of the wall.
5.12.6.4

Passive Pressure Due To

Uniform Surcharge
(a)
The passive pressure against the
wall due to a uniform surcharge of
intensity q per unit area of the inclined
earthfill shall be :

A
+ IV

(PP) q =

MAL
NOR

-IVE

NO
RM
AL

Pa

ACTIVE PRESSURE

PP

PASSIVE PRESSURE

FIGURE 8 Earth Pressure Due To

Earthquake On Retaining Walls.
(b)
The Passive pressure may be
determined graphically by means of the
method described in Appendix-III.
(c)
Point of application From the
static passive pressure obtained by
putting h = v = = 0 in the expression
given in 5.12.6.2 subtract the total
pressures computed as above. The
remainder is the dynamic decrement.
The static component of the total
pressure shall be applied at an elevation
h/3 above the base of wall. The point
of application of the dynamic decrement
shall be assumed to be at an elevation
0.66 h above the base of wall.
5.12.6.3

Active Pressure Due to

q h .Cos.
.C p in kg
Cos.( . .i )

(b)
Point of application : The
dynamic decrement in passive pressure
due to uniform surcharge shall be
applied at an elevation of 0.66 h above
the base of the walls while the static
component shall be applied at midheight of the wall.
5.12.7 Effect Of Saturation On Lateral
Earth Pressure
5.12.7.1
For saturated earthfill, the
saturated unit weight of the soil shall
be adopted
as in
the
formulae
described in 5.12.6.
5.12.7.2 For submerged earthfill, the
dynamic increment (or decrement) in
active and passive earth pressure during
earthquakes shall be found from
expressions given in 5.10.6.1 and
5.10.6.2 with the following modifications.
(a) The value of shall be taken as
the value of for dry backfill.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
(b) The value of shall be taken as
follows :
= tan-1

ws
x h
1
1 v
ws

Where, ws = saturated unit weight of soil

in gm/cc.
h = horizontal seismic coefficient and
v = vertical seismic coefficient which is

1
h .
2
(c) Buoyant
adopted.

unit

weight

shall

be

(d) From the value of earth pressure

found out as above subtract the value of
earth pressure determined by putting
h = v = = 0 but using buoyant unit
weight. The remainder shall be dynamic
increment.

5.12.7.3 Hydrodynamic pressure on

account of water contained in earthfill
shall not be considered separately as the
effect of acceleration on water has been
considered indirectly.
5.12.8 In loose sands or poorly graded
sands with little or no fines, the vibration
due
to
earthquake
may
cause
liquefaction or excessive total and
differential settlement. In zones III, IV
and V founding of bridges on such sands
shall be avoided unless appropriate
methods of compaction or stabilisation
are adopted.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
the length between the outer edges of
5.13 Combinations Of Loads And
the bed blocks plus twice the depth of
Forces
the section under consideration below
The following combinations of loads and
the underside of the bed blocks, subject
forces shall be considered in the design
to a maximum equal to the whole length
of substructures and foundations of the masonry at that section.
(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).
(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.
5.14 Permissible Stresses
5.14.1 The various parts of the bridge
substructure shall be so proportioned
that the calculated maximum stresses
resulting from the design loading shall
not exceed those specified in clauses
here under for the material used in the
construction.
5.14.2 The effective length of any
horizontal section of the pier or abutment
which resists the vertical and horizontal
external loads may be taken as equal to

5.14.3 Where substructures are of brick

or stone construction with lime or cement
mortars of standard mixes of 1:2 and 1:4
respectively, the permissible stresses in
such sound masonry shall be taken as
under :-

Type
masonry

of

1.
Brick
masonry
in
lime
mortar
1:2.
2. Brick
masonry
in
cement mortar
1:4
3.
Coarsed
rubble
masonry
in
lime
mortar
1:2
4.
Coarsed
rubble
masonry
in
cement mortar
1:4

Permissible
compressive
stresses

Permissible
tensile or shear
stresses

KN/m2

t/m2

KN/ m2

t/ m2

540

55

108

11

863

88

172

17.5

.... 863

88

54

5.5

...1079

110

98

10

5.14.4
Where the type of masonry or
mortar mixes not specified above are
adopted, strength tests as described in
Appendix-IV shall be conducted to
determine the ultimate crushing strength.
The permissible compressive stresses in
masonry shall then not exceed 1/6th of
the ultimate crushing strength.
The
permissible tensile and shear stresses
for the various types of masonry can be
determined from the ultimate crushing
strength by using the following ratios: (j)
Brick masonry in lime mortar
and cement mortar . . . . . . .
1/30

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
(ii)
Stone masonry in lime mortar..
locomotives and rolling stocks are
1/100
permitted to run on the section for the
(iii) Stone masonry in cement mortar.
first time, substructures of bridges
1/60
should be kept under observation as
considered necessary by the Chief
However, the permissible stresses
Engineer.
arrived at by adopting the above ratios
5.16.2 Certification of substructures
shall not exceed the values given in
when new types of locomotives,
Table 5.14.3.
rolling
stock
and
the
train
compositions cause increase of
5.14.5 In substructures built of plain or
tractive effort and braking forces over
reinforced
cement
concrete,
the
bridges.
permissible stresses shall not exceed
those specified in IRS Concrete Bridge
Code (Revised 1962).
It shall be
5.16.2.1 The Railway should check the
ensured that standard of construction
theoretical stresses in abutments and
and supervision are in conformity with
piers of existing bridges.
The
the codes.
certification shall be done after
appropriate action as per criteria given in
clauses 5.16.2.2 and 5.16.2.3.
5.14.6 If the concrete substructures is
built in stages providing construction
joints between such stages of concreting
5.16.2.2
Criteria For Masonry
the permissible tensile stress may be
Abutments /Piers
limited to 80% of the values indicated in
Clause 5.14.5 above.
5.15 Permissible Increase In Stresses

S.
No

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 1/3%
Combination IV . . . . .40%
5.16 CERTIFICATION OF EXISTING
MASONRY
AND
CONCRETE
SUBSTRUCTURES
FOR
INTRODUCTION OF NEW TYPES OF
LOCOMOTIVES, ROLLING STOCKS
AND NEW TRAIN COMPOSITIONS OR
FOR GAUGE CONVERSION.
5.16.1 Except for the cases described in
clause 5.16.2 and 5.16.3, certification of
substructures of existing bridges as per
para-5 Chapter VI of Rules for Opening
of a Railway, shall be based on the
physical condition of the piers and
abutments.
When new types of

1
1

Max.Co
mpressi
ve
stress/
equivale
nt
compre
ssive
stress
2
As per
values
given in
IRS
Bridge
Substru
cture
Code
vide
clause
5.14.3 &
5.14.4
Upto
100%
overstre
ss

Factor
of
safety
for
compressive/e
quivalent
compressive
stress.
Without
With
occasi
occa
onal
sion
load
al
load
3
4

4.5

2.25

Remarks

Should
be
allowed subject
to good condition
of masonry as
contemplated for
gauge
conversion vide
clause 5.16.3.2

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
3

Upto
200%
overstre
ss

More
than
200 %
overstre
ss

<2

(Bridge Sub-structure and Foundation Code)

Can be allowed
tractive and/or braking forces shall not
1.5 subject to good
be more than 20% over bridges above
condition
of
the level of tractive and braking forces
masonry
and
running over the bridges for the past one
close observation
of bridges as
year or so.
considered
5.16.2.5 Pressure on the Soil at the
necessary by the
base of foundation:
Chier Engineer

< 1.5

after introduction
of
new
locomotive/
rolling stock or
train composition
Should
be
strengthened/
rebuilt
to
appropriate
loading standard

Note : If maximum tensile stress exceeds by

more than 100% of the values as
contemplated in IRS Bridge Substructure
Code vide clause 5.14.3 & 5.14.4, tensile
zone shall be neglected and equivalent
compressive stress shall be worked out.

5.16.2.3
Criteria
For
Mass
Concrete Abutments/Piers.
Upto 50% overstress in bending
compressive
stress
beyond
that
specified in the IRS Concrete Bridge
Code can be allowed subject to good
condition of mass concrete and close
observation as considered necessary by
the Chief Engineer. If the overstress in
compression
exceeds
50%,
the
substructures
shall
be
strengthened/rebuilt
to
appropriate
standard of loading.
Note : If maximum tensile stress exceeds by
more than 100% of the values, as
contemplated in IRS Concrete Bridge Code,
tensile zone shall be neglected and
equivalent compressive stress shall be
worked out.

5.16.2.4 Whenever it is not possible to

carry out theoretical checks, running of
locomotives and rolling stock with
heavier tractive force/braking force may
be permitted subject to physical
condition being certified and bridges
being kept under close observation, as
considered necessary by the Chief
Engineer. In such case, the increase of

The pressure on the soil at the base of

foundation shall be checked and if it is in
compression throughout the base, its
maximum value shall not exceed the
safe/allowable bearing pressure of soil
i.e. the shear stress and settlement of
the soil shall be within permissible limits.
If on calculating the foundation pressure,
considering the full base width, tension is
found to develop on one side, the
foundation
pressure
shall
be
recalculated on the reduced area of
contact. The maximum pressure so
arrived at shall not exceed the
safe/allowable bearing capacity of the
soil.
5.16.3

Certification Of Substructure
For Gauge Conversion

5.16.3.1 While checking strength of

existing bridge substructure on lines
proposed for conversion to wider gauge
the standard of loading applicable to the
wider gauge shall be considered.
5.16.3.2 In case of gauge conversion,
the
strength
of
existing
bridge
substructure should be checked in
accordance with the provision of clause
5.16.3.3, subject to any further
safeguard as considered necessary by
the Chief Engineer with due regard to
the
physical
condition
of
the
substructure.
5.16.3.3
Checking
Design
Of
Substructures Existing In Narrower
Gauge For Conversion To Wider
Gauge.
Existing gravity type substructures to
narrower gauge may be permitted to be
retained after conversion of the section
to a wider gauge, provided the maximum
stresses developed in the substructure

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
do not exceed the permissible stresses
stipulated in clause 5.14.3 and 5.14.4 by
(i) 100 % in case of compression in
masonry
substructures,
and
no
overstress in compression in concrete
substructures.
(ii) 100 % in case of tension in masonry
and concrete structures.
The pressure on the soil at the base of
foundation shall be checked and if it is in
compression throughout the base, its
maximum value shall not exceed the
safe/allowable bearing pressure of soil
i.e. the shear stress and settlement of
the soil shall be within permissible limits.
If on calculating the foundation pressure,
considering the full base width, tension is
found to develop on one side, the
foundation
pressure
shall
be
recalculated on the reduced area of
contact. The maximum pressure so
arrived at shall not exceed the
safe/allowable bearing capacity of the
soil.
5.17. Structures
Jacketting

Strengthened

By

5.17.1 Existing substructures may be

strengthened by jacketting which should
be so designed and constructed as to
make the composite structure function
monolithically.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
25mm)
or
excessive
settlement of the structure.

6. FOUNDATIONS:

differential

6.1 General Design Criteria:

As far as possible, foundations should
be located on a firm ground having
stable strata. This would not always be
possible and, therefore, the foundations
must be designed adequately against
any expected failures. Following basic
requirements should be fulfilled:
(i) Safety against strength failure:
Foundation should be safe against
catastrophic
failures
caused
by
foundation pressures exceeding the
Bearing Capacity of foundation soil. It
is basically the strength failure of the
supporting soil mass.
(ii)Safety against deformations
differential settlements:

and

The foundation should deform within

acceptable limits of total and differential
settlements. These acceptable limits
depend on the type of structure and substrata involved and should be decided
judiciously. The settlement shall not
normally exceed 25 mm after the end of
the construction period for bridges with
simply supported spans.
Larger
settlement may be allowed if adjustment
of the level of girders is possible so as to
eliminate
infringements
to
track
tolerances.
In case of structures sensitive to
differential settlement, the tolerable
settlement limit has to be fixed based on
conditions in each case.
(iii) Allowable Bearing Pressure :
The allowable bearing pressure for
foundation supported by rock or soil
mass, based on the above two criteria,
shall be taken as lesser of the following :
(a) Net ultimate bearing capacity divided
by factor of safety of 2.5, or
(b) The allowable pressure (maximum)
to which the foundation of the structure
may be subjected without producing
excessive settlement (i.e. more than

(iv) In case of open foundation, the

resultant of all forces on the base of
foundation (for rectangular foundation)
shall fall within the middle third if the
structure is founded on soil. Depth of
foundations in soil strata shall not be
less than 1.75 m below the anticipated
scour level. Foundation shall not
normally rest on compressible soils.

6.2 Sub-soil Investigations :

6.2.1

Scope :

To determine the nature, extent and

engineering properties of soil/rock
strata and depth of ground water
table for development of a reliable
and satisfactory design of bridge
foundation.
6.2.1.1
Guidance of the following
standards with latest edition may be
taken :
(i) IS:1892 Code of Practice for Sub
surface Investigation for Foundations
may be utilised for guidance regarding
investigation and collection of data.
(ii) IS:6935 Method of Determination of
Water Level in a Bore Hole.
(i) IS:2720 Method of Test for Soils.
The tests on undisturbed samples shall
be conducted as far as possible at
simulated field conditions to get realistic
values.
(ii)
IS:1498
Classification
&
Identification of Soils for General
Engineering Purposes.

(iii)
IRC:78 Standard Specification
and Code of Practice for Road Bridges,
Section VII Foundation and Substructure.
6.2.1.2 Sub-surface investigations to be
carried during three stages viz.
(i) Reconnaisance Survey;

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
(ii) Preliminary Survey; and
(iii) Final Location Survey.
6.2.1.3 Reconnaisance Survey :
At reconnaisance stage, obviously bad
locations for bridge foundations, such as,
unstable hill sides, talus formation (i.e.
soil transported by gravitational forces
consisting of rock fragments), swampy
areas, peaty ground etc, are avoided.
The reliable data from geological and
topographical maps and other soils
surveys done, in the past are scrutinised.
6.2.1.4 Preliminary Survey :
The scope is restricted to determine
depth, thickness, extent and composition
of each soil stratum, location of rock and
ground water and to obtain approximate
information regarding strength and
compressibility characteristics of various
strata. The objective of the exploration
is to obtain data to permit the selection
of the type, location and principal
dimensions of all major structures.

(iii) Load conditions shown on a

schematic plan, indicating design
combination of loads transmitted to the
foundation;
(iv) Environmental factors Information
relating to the geological history of the
area,
seismicity
of
the
region,
hydrological information, etc.

(v) Geotechnical Information Giving

sub-surface profile with stratification
details, engineering properties of the
founding strata, e.g. index properties,
effective shear parameters, determined
under appropriate drainage conditions,
compressibility characteristics, swelling
properties, results of field tests, like
static and dynamic penetration tests;
(vi) Modulus of Elasticity and Modulus
of sub-grade reaction;
(vii) A review of the performance of a
similar structure, if any, in the locality;
and

6.2.1.5 Final Location Survey :

During the final location stage,
undisturbed samples are collected to
conduct detailed tests, viz, shear tests,
consolidation tests etc, to design safe
and economical structure.
The
exploration shall cover the entire length
of the bridge and also extend at either
end for a distance of about twice the
depth below bed of the end main
foundations, to assess the effect of the
approach embankment on the end
foundations.
6.2.1.6 During sub-surface investigations,
the
following
relevant
information will be obtained :
(i) Site Plan showing the location of
foundations and abutments, etc.
(ii) Cross Sections along the proposed
bridge, indicating rail level, top of superstructure, high flood level (HFL), low
water level (LWL), founding levels etc.

(viii) Information necessary to assess the

possible effects of the new structure on
the
existing
structures
in
the
neighbourhood.
6.2.2

Open Foundation:

Investigation by Trial Pit Method can be

carried out, and soil classification
determined by visual inspection, or by
simple classification tests. Safe bearing
capacity may be assumed from the
values indicated in Table 6, as a guide.

6.2.3 Deep Foundations:

Exploratory bore holes shall be driven by
deep boring equipment and samples
collected at every 1.5m or at change of
strata, using special techniques of
sampling. Often, in case of cohesionless
soil, undisturbed samples cannot be
taken and recourse has to be made to
in-situ field tests.
Normally, the depth of boring will extend
to 1.5 to 2.0 times the width of footing

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
below foundation level. The first boring
at each foundation shall extend to a
depth sufficient to disclose deep problem
layers. Soft strata shall be penetrated
completely even when covered with a
surface layer of higher bearing capacity.
Guidance of the following Standards with
latest edition may be taken:
(i) IS:2132 Indian Standard Code of
Practice for Thin Walled Tube Sampling
of Soils.
(ii)
IS:8763 Guide for Undisturbed
Sampling of Sands.

(vi) IS : 1904 Code of Practice for

Design and Construction of Foundation
in Soil: General Requirements.
6.3.2 Settlement:
Settlement of foundations in noncohesive soils can be determined from
Plate
Load
Test
and
Standard
Penetration Test. The settlements in this
soil take place very quickly and are over
for dead loads during construction stage
itself.
6.3.3 Allowable Bearing Pressure:

6.3

Foundations
Strata

In

Non-Cohesive

6.3.1 Bearing Capacity

Bearing capacity of bridge foundations in
non-cohesive strata can be determined
by several methods, such as plate load
test (for shallow depths only), dynamic
cone
penetration
test,
standard
penetration test and strength parameters
of soil. The choice of the method will
depend upon the feasibility of adoption
and importance of the structure. These
methods may be regarded as aids to
design and these cannot replace the
critical role of engineering judgement.
For determination of the bearing
capacity,
guidance
of
following
Standards with latest edition may be
taken:
(i)
IS : 6403
Code of Practice for
Determination of Bearing Capacity of
Shallow Foundations;
(ii) IS : 2911(Pt. I to IV) - Code of
Practice for Design and Construction of
Pile Foundations;
(iii) IS : 2131 Method for Standard
Penetration Test for Soils;
(iv) IS : 4968 (Pt. I and Pt.II) Method
for Sub-surface Sounding for Soils Use
of dynamic cone penetration test may be
conducted
where
considered
appropriate;
(v) IS : 1888 Method of Load Test on
Soils.

Allowable
bearing
pressure
for
dimensioning of the foundation will be
judiciously decided in each case,
keeping in view the importance of the
structure and criteria mentioned in para
6.1 above.
6.4 Foundations In Cohesive Strata:
6.4.1 Determination of bearing capacity:
Bearing capacity for foundations in
cohesive strata will be determined in the
similar manner as determined in case of
foundations in non-cohesive soils (para
6.3.1).

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
TABLE 6
PRESUMPTIVE SAFE BEARING CAPACITY OF SOIL
Sr.
No

Types of Rocks/Soils

(1)
1.
2.
3.
4.

5.

(2)
(a) Rocks
Rocks (hard) without lamination and defects, for
example , granite, trap and diorite
Laminated rocks, for example, stone and lime stone in
sound condition
Residual deposits of shattered and broken bed rock and
hard shale cemented material
Soft Rock
(b) Non-cohesive soils:
Gravel, sand and gravel, compact and offering high
resistance to penetration when excavated by tools

Safe
bearing
capacity
KN/m2/t/ m2
(3)
3,240
(330.39)
1,620
(165.19)
880
(89.73)
440
(44.87)

Coarse sand, compact and dry

440
(44.87)

7.

Medium sand, compact and dry

245
(24.98)

8.

10

Fine sand, silt (dry lumps easily pulverized by the

fingers).
Loose gravel or sand gravel mixture loose coarse to
medium sand, dry
Fine sand, loose and dry.

150
(15.30)
245
(24.98)
100
(10.20)

11.

(c)Cohesive soils:
Soft shale, hard or stiff clay in deep bed, dry

12.

Medium clay, readily indented with a thumb nail

13

Moist clay and sand clay mixture which can be indented

with strong thumb pressure
Soft clay indented with moderate thumb pressure

14
15.

17.

Very soft clay which can be penetrated several

centimetres with the thumb
Black cotton soil or other shrinkable or expansive clay
in dry condition (50 percent saturation)
(d) Peat:
Peat

18.

(e) Made-up Ground:

Fills or made-up ground

16.

(4)
..
..
..
..
..

440
(44.87)

6.

9.

Remarks

440
(44.87)
245
(24.98)
150
(15.30)
100
(10.20)
50
(5.10)
..

..

..

(See note 2)
Dry means that the ground water
level is at a depth not less than
the width of foundation below the
base of the foundation

..
..
(See Note 2)

This group is susceptible to long

term consolidation settlement
..
..
..
..
See Note 3. To be determined
after investigation
See No.3 and Note 4. To be
determined after investigation
See Note 2 and Note 4. To be
determined after investigation

Note: 1- Value listed in the Table are from shear consideration only
Note:2- Values are very much rough due to the following reasons:
(a) Effect of characteristics of foundations (that is, effect of depth, width, shape, roughness, etc.)
has not been considered.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
(b) Effect of range of soil properties (that is, angle of frictional resistance, cohesion, water table,
density, etc) has not been considered.
(c) Effect of eccentricity and indication of loads has not been considered.
Note:3 For non-cohesive soils, the values listed in the Table shall be reduced by 50% if the water
table is above or near the base of footing
Note 4: Compactness of non-cohesive soils may be determined by driving the cone of 65 mm dia
and 60 apex angle by a hammer of 65 kg falling from 75 cm. If corrected number of blows
(N) for 30 cm penetration are less than 10, the soil is called loose, if N lies between 10 and
30, it is medium, if more than 30, the soils is called as dense.

6.4.2

Settlement Considerations

Settlements below bridge foundation should be computed for dead load only. In cohesive
soils, settlement takes place over a long period of time and the total settlement P will
comprise of three parts, i.e.
P= Pi + Poed + Ps
Where, Pi = Immediate or elastic settlement i.e. that part of the settlement of the
structure that takes place immediately on application of the load;
Poed = Primary consolidation settlement measured by odeometer, i.e. the settlement due
to reduction in volume of a soil mass, caused by the application of sustained stresses and
due to squeezing out of water from the voids.
Ps= Secondary settlement i.e. the settlement due to reduction in volume of a soil mass
caused by the application of a sustained stresses and due to the adjustment of internal
structure of the soil mass.
6.4.2.1 Estimation Of Immediate And Primary Consolidation Settlements
For computation of immediate settlement and primary consolidation settlement,
procedures provided in IS:8009 Part I and Part II Code of Practice for Calculation of
Settlement of Foundations, shall be followed.
6.4.2.2 Estimation Of Secondary Consolidation Settlement Ps
The Secondary consolidation settlement may be computed as under:
(a)

If the load increment is more than (pc-po)

[i.e. p > (pc-po)], then

Ps =

(b)

Cc
p
E log 10 c
1 + e0
po
If the load increment is smaller than

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
pc-po [ i.e. p < (pc-po)],
the corresponding equation will be :
Ps =

Cc
( p + p )
E.Log10 o
1 + e0
po

Where, Ps = Secondary settlement

cc = Compression index
eo = Initial void ratio
Pc= Pre-consolidation
pressure
Po = Initial effective pressure
E = Thickness of clay layer
p = Pressure increment
6.4.2.3

Time Rate Of Settlement

The Time Rate of Settlement will be computed in accordance with the provisions of
IS:8009 (Pt.I) based on Terzaghi's One Dimensional Consolidation Theory. In practice,
the consolidation settlements take place much faster than those predicted from Terzaghis
Consolidation Theory.
Following reasons partly explain the faster rates :
i) Three dimensional consolidation i.e. lateral release of excess pore pressure;
ii) Release of hydrostatic pressure outside the footing area; and
iii) Horizontal permeabilities are usually much higher than the vertical.
Therefore, the rate of settlement should be corrected by factor of three to five times faster.
Actual rates of settlements in the area for similar cases will be of great value for the
accuracy of prediction for rate of settlement.
Note 1. Settlement will be computed for the probable/actual sequence of loading and
correction for construction period will be allowed as per the provisions of IS:8009 (Pt.I),
clause 10.2, Appendix D.
2. While computing pressure increment below abutments, due care will be taken to include
the pressure increment due to earth fill behind abutment also with the help of appropriate
nomograms (IS:8009-Pt.I, clause 8.3, Appendix B).
6.4.3 Allowable Bearing Pressures:
Allowable bearing pressure will be based on the criteria already elaborated in para 6.1. In
cohesive soils since the settlements spread over a long period of time, the measures to
tackle the balance / remainder settlements at the time of placement of super-structure
should
be
considered.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
may be subjected without producing
6. FOUNDATIONS:
excessive settlement (i.e. more than
25mm)
or
excessive
differential
6.1 General Design Criteria:
settlement of the structure.
As far as possible, foundations should
be located on a firm ground having
stable strata. This would not always be
possible and, therefore, the foundations
must be designed adequately against
any expected failures. Following basic
requirements should be fulfilled:
(i) Safety against strength failure:
Foundation should be safe against
catastrophic
failures
caused
by
foundation pressures exceeding the
Bearing Capacity of foundation soil. It
is basically the strength failure of the
supporting soil mass.
(ii)Safety against deformations
differential settlements:

and

The foundation should deform within

acceptable limits of total and differential
settlements. These acceptable limits
depend on the type of structure and substrata involved and should be decided
judiciously. The settlement shall not
normally exceed 25 mm after the end of
the construction period for bridges with
simply supported spans.
Larger
settlement may be allowed if adjustment
of the level of girders is possible so as to
eliminate
infringements
to
track
tolerances.
In case of structures sensitive to
differential settlement, the tolerable
settlement limit has to be fixed based on
conditions in each case.
(iii) Allowable Bearing Pressure :
The allowable bearing pressure for
foundation supported by rock or soil
mass, based on the above two criteria,
shall be taken as lesser of the following :
(a) Net ultimate bearing capacity divided
by factor of safety of 2.5, or
(b) The allowable pressure (maximum)
to which the foundation of the structure

(iv) In case of open foundation, the

resultant of all forces on the base of
foundation (for rectangular foundation)
shall fall within the middle third if the
structure is founded on soil. Depth of
foundations in soil strata shall not be
less than 1.75 m below the anticipated
scour level. Foundation shall not
normally rest on compressible soils.
6.2 Sub-soil Investigations :
6.2.1

Scope :

To determine the nature, extent and

engineering properties of soil/rock
strata and depth of ground water
table for development of a reliable
and satisfactory design of bridge
foundation.
6.2.1.1
Guidance of the following
standards with latest edition may be
taken :
(i) IS:1892 Code of Practice for Sub
surface Investigation for Foundations
may be utilised for guidance regarding
investigation and collection of data.
(ii) IS:6935 Method of Determination of
Water Level in a Bore Hole.
(iii) IS:2720 Method of Test for Soils.
The tests on undisturbed samples shall
be conducted as far as possible at
simulated field conditions to get realistic
values.
(iv)
IS:1498
Classification
&
Identification of Soils for General
Engineering Purposes.

(v)
IRC:78 Standard Specification
and Code of Practice for Road Bridges,
Section VII Foundation and Substructure.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
6.2.1.2 Sub-surface investigations to be
(ii) Cross Sections along the proposed
carried during three stages viz.
bridge, indicating rail level, top of super(i) Reconnaisance Survey;
structure, high flood level (HFL), low
(ii) Preliminary Survey; and
water level (LWL), founding levels etc.
(iii) Final Location Survey.
6.2.1.3 Reconnaisance Survey :
At reconnaisance stage, obviously bad
locations for bridge foundations, such as,
unstable hill sides, talus formation (i.e.
soil transported by gravitational forces
consisting of rock fragments), swampy
areas, peaty ground etc, are avoided.
The reliable data from geological and
topographical maps and other soils
surveys done, in the past are scrutinised.
6.2.1.4 Preliminary Survey :
The scope is restricted to determine
depth, thickness, extent and composition
of each soil stratum, location of rock and
ground water and to obtain approximate
information regarding strength and
compressibility characteristics of various
strata. The objective of the exploration
is to obtain data to permit the selection
of the type, location and principal
dimensions of all major structures.
6.2.1.5 Final Location Survey :
During the final location stage,
undisturbed samples are collected to
conduct detailed tests, viz, shear tests,
consolidation tests etc, to design safe
and economical structure.
The
exploration shall cover the entire length
of the bridge and also extend at either
end for a distance of about twice the
depth below bed of the end main
foundations, to assess the effect of the
approach embankment on the end
foundations.
6.2.1.6 During sub-surface investigations,
the
following
relevant
information will be obtained :
(i) Site Plan showing the location of
foundations and abutments, etc.

(iii) Load conditions shown on a

schematic plan, indicating design
combination of loads transmitted to the
foundation;
(iv) Environmental factors Information
relating to the geological history of the
area,
seismicity
of
the
region,
hydrological information, etc.

(v) Geotechnical Information Giving

sub-surface profile with stratification
details, engineering properties of the
founding strata, e.g. index properties,
effective shear parameters, determined
under appropriate drainage conditions,
compressibility characteristics, swelling
properties, results of field tests, like
static and dynamic penetration tests;
(vi) Modulus of Elasticity and Modulus
of sub-grade reaction;
(vii) A review of the performance of a
similar structure, if any, in the locality;
and
(viii) Information necessary to assess the
possible effects of the new structure on
the
existing
structures
in
the
neighbourhood.
6.2.2

Open Foundation:

Investigation by Trial Pit Method can be

carried out, and soil classification
determined by visual inspection, or by
simple classification tests. Safe bearing
capacity may be assumed from the
values indicated in Table 6, as a guide.
6.2.3 Deep Foundations:
Exploratory bore holes shall be driven by
deep boring equipment and samples
collected at every 1.5m or at change of
strata, using special techniques of

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
sampling. Often, in case of cohesionless
soil, undisturbed samples cannot be
taken and recourse has to be made to
in-situ field tests.
Normally, the depth of boring will extend
to 1.5 to 2.0 times the width of footing
below foundation level. The first boring
at each foundation shall extend to a
depth sufficient to disclose deep problem
layers. Soft strata shall be penetrated
completely even when covered with a
surface layer of higher bearing capacity.
Guidance of the following Standards with
latest edition may be taken:
(i) IS:2132 Indian Standard Code of
Practice for Thin Walled Tube Sampling
of Soils.
(ii)

IS:8763 Guide for Undisturbed

Sampling of Sands.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
6.3

Foundations In Non-Cohesive
Strata

(v) IS : 1888 Method of Load Test on

Soils.

6.3.1 Bearing Capacity

Bearing capacity of bridge foundations in
non-cohesive strata can be determined
by several methods, such as plate load
test (for shallow depths only), dynamic
cone
penetration
test,
standard
penetration test and strength parameters
of soil. The choice of the method will
depend upon the feasibility of adoption
and importance of the structure. These
methods may be regarded as aids to
design and these cannot replace the
critical role of engineering judgement.
For determination of the bearing
capacity,
guidance
of
following
Standards with latest edition may be
taken:

(vi) IS : 1904 Code of Practice for

Design and Construction of Foundation
in Soil: General Requirements.

(i)
IS : 6403
Code of Practice for
Determination of Bearing Capacity of
Shallow Foundations;
(ii) IS : 2911(Pt. I to IV) - Code of
Practice for Design and Construction of
Pile Foundations;
(iii) IS : 2131 Method for Standard
Penetration Test for Soils;
(iv) IS : 4968 (Pt. I and Pt.II) Method
for Sub-surface Sounding for Soils Use
of dynamic cone penetration test may be
conducted
where
considered
appropriate;

6.3.2 Settlement:
Settlement of foundations in noncohesive soils can be determined from
Plate
Load
Test
and
Standard
Penetration Test. The settlements in this
soil take place very quickly and are over
for dead loads during construction stage
itself.
6.3.3 Allowable Bearing Pressure:
Allowable
bearing
pressure
for
dimensioning of the foundation will be
judiciously decided in each case,
keeping in view the importance of the
structure and criteria mentioned in para
6.1 above.
6.4 Foundations In Cohesive Strata:
6.4.1 Determination of bearing capacity:
Bearing capacity for foundations in
cohesive strata will be determined in the
similar manner as determined in case of
foundations in non-cohesive soils (para
6.3.1).

TABLE 6
PRESUMPTIVE SAFE BEARING CAPACITY OF SOIL
Sr.
No

(1)
1.

Types of Rocks/Soils

(2)
(a) Rocks
Rocks (hard) without lamination and defects, for
example , granite, trap and diorite

Safe
bearing
capacity
2
2
KN/m /t/ m
(3)
3,240
(330.39)

Remarks
(4)
..

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
2.
3.
4.

5.

Laminated rocks, for example, stone and lime stone in

sound condition
Residual deposits of shattered and broken bed rock and
hard shale cemented material
Soft Rock
(b) Non-cohesive soils:
Gravel, sand and gravel, compact and offering high
resistance to penetration when excavated by tools

1,620
(165.19)
880
(89.73)
440
(44.87)

440
(44.87)

7.

Medium sand, compact and dry

245
(24.98)

8.

10

Fine sand, silt (dry lumps easily pulverized by the

fingers).
Loose gravel or sand gravel mixture loose coarse to
medium sand, dry
Fine sand, loose and dry.

150
(15.30)
245
(24.98)
100
(10.20)

11.

(c)Cohesive soils:
Soft shale, hard or stiff clay in deep bed, dry

12.

Medium clay, readily indented with a thumb nail

13

Moist clay and sand clay mixture which can be indented

with strong thumb pressure
Soft clay indented with moderate thumb pressure

15.

17.

Very soft clay which can be penetrated several

centimetres with the thumb
Black cotton soil or other shrinkable or expansive clay
in dry condition (50 percent saturation)
(d) Peat:
Peat

18.

(e) Made-up Ground:

Fills or made-up ground

16.

..
..

Coarse sand, compact and dry

14

..

440
(44.87)

6.

9.

..

440
(44.87)
245
(24.98)
150
(15.30)
100
(10.20)
50
(5.10)
..

(See note 2)
Dry means that the ground water
level is at a depth not less than
the width of foundation below the
base of the foundation

..
..
(See Note 2)

This group is susceptible to long

term consolidation settlement
..
..
..
..
See Note 3. To be determined
after investigation

..

..

See No.3 and Note 4. To be

determined after investigation
See Note 2 and Note 4. To be
determined after investigation

Note: 1- Value listed in the Table are from shear consideration only
Note:2- Values are very much rough due to the following reasons:
(a) Effect of characteristics of foundations (that is, effect of depth, width, shape, roughness, etc.)
has not been considered.
(b) Effect of range of soil properties (that is, angle of frictional resistance, cohesion, water table,
density, etc) has not been considered.
(c) Effect of eccentricity and indication of loads has not been considered.
Note:3 For non-cohesive soils, the values listed in the Table shall be reduced by 50% if the water
table is above or near the base of footing
Note 4: Compactness of non-cohesive soils may be determined by driving the cone of 65 mm dia
and 60 apex angle by a hammer of 65 kg falling from 75 cm. If corrected number of blows
(N) for 30 cm penetration are less than 10, the soil is called loose, if N lies between 10 and
30, it is medium, if more than 30, the soils is called as dense.

6.4.2

Settlement Considerations

Settlements below bridge foundation

should be computed for dead load only.
In cohesive soils, settlement takes place

over a long period of time and the total

settlement P will comprise of three parts,
i.e.
P= Pi + Poed + Ps

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
Where, Pi = Immediate or elastic
settlement
i.e.
that part of the
settlement of the structure that takes
place immediately on application of the
load;

Where, Ps = Secondary settlement

cc = Compression index
eo = Initial void ratio

Poed = Primary consolidation settlement

measured by odeometer, i.e. the
settlement due to reduction in volume of
a soil mass, caused by the application of
sustained stresses and due to squeezing
out of water from the voids.
Ps= Secondary
settlement i.e. the
settlement due to reduction in volume of
a soil mass caused by the application of
a sustained stresses and due to the
adjustment of internal structure of the
soil mass.
6.4.2.1 Estimation Of Immediate And
Primary Consolidation Settlements
For computation of immediate settlement
and primary consolidation settlement,
procedures provided in IS:8009 Part I
and Part II Code of Practice for
Calculation
of
Settlement
of
Foundations, shall be followed.
6.4.2.2 Estimation
Of
Secondary
Consolidation Settlement Ps
The Secondary consolidation settlement
may be computed as under:
(a)
If the load increment is more
than (pc-po)
[i.e. p > (pc-po)], then
Ps =

Cc
p
E log 10 c
1 + e0
po

(b)
than

If the load increment is smaller

pc-po [ i.e. p < (pc-po)],

the corresponding equation will be :
Ps =

Cc
( p + p )
E.Log10 o
1 + e0
po

Pc= Pre-consolidation
pressure
Po = Initial effective pressure
E = Thickness of clay layer
p = Pressure increment
6.4.2.3

Time Rate Of Settlement

The Time Rate of Settlement will be

computed in accordance with the
provisions of IS:8009 (Pt.I) based on
Terzaghi's
One
Dimensional
Consolidation Theory. In practice, the
consolidation settlements take place
much faster than those predicted from
Terzaghis Consolidation Theory.
Following reasons
faster rates :

partly explain the

i) Three dimensional consolidation i.e.

lateral release of excess pore pressure;
ii) Release of hydrostatic pressure
outside the footing area; and
iii) Horizontal permeabilities are usually
much higher than the vertical.
Therefore, the rate of settlement should
be corrected by factor of three to five
times faster. Actual rates of settlements
in the area for similar cases will be of
great value for the accuracy of prediction
for rate of settlement.
Note 1. Settlement will be computed for
the probable/actual sequence of loading
and correction for construction period will
be allowed as per the provisions of
IS:8009 (Pt.I), clause 10.2, Appendix D.
2. While computing pressure increment
below abutments, due care will be taken
to include the pressure increment due to

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF
BRIDGES
(Bridge Sub-structure and Foundation Code)
earth fill behind abutment also with the
help
of
appropriate
nomograms
(IS:8009-Pt.I, clause 8.3, Appendix B).
6.4.3

Allowable Bearing
Pressures:

Allowable bearing pressure will be based

on the criteria already elaborated in para
6.1.
In cohesive soils since the
settlements spread over a long period of
time, the measures to tackle the balance
/ remainder settlements at the time of
placement of super-structure should be
considered.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

6.5

Foundations On Rock :

6.5.1
Foundations resting on rocky strata shall be designed taking into consideration
nature of rock formation, the dip and strike of the rock strata and presence of faults and
fissures. Foundations shall not be allowed to rest on faulted strata likely to slip. Fissured
strata shall be stabalised by grouting.
6.5.2
The ultimate bearing capacity of homogeneous sound rock may be computed
from the shear strength properties in the same way as the bearing capacity for soils. The
shear strength may be determined by unconfined compression tests on test samples of
rock consisting of cylinders whose heights are at-least twice their diameter. A 5 cm dia x
10 cm high cylinder may be used. The ultimate bearing capacity shall be taken as 4.5
time the unconfined compressive strength.
6.5.3
Allowable Bearing Pressure :
The allowable bearing pressure shall be decided upon after taking into consideration for
weakness of the rock strata as mentioned below :(a) tendency to slide due to sloping rock surface;
(b) stratification of alternate layers of sound and weak rock;
(c) presence of joints and the extent of
joints ;&
(d) planes of weakness such as bedding
planes, dykes, faults, cavities,
caverns etc.
The extent to which reduction is to be affected in bearing capacity to allow for these
weaknesses is a matter of engineering judgement. The allowable bearing pressure for
sound homogeneous rock may be determined from the ultimate bearing capacity by
adopting a factor of safety of 3.
Note : When the foundation rests on rock, resultant of forces at the base of the foundation
shall not fall outside the middle half and the maximum foundation pressure calculated on
the reduced area of contact shall not exceed the allowable bearing pressure.
6.6

Non-Homogeneous And Unsound Rocks :

6.6.1
A factor of safety of 6 to 8 on unconfined compression strength should normally
be adequate to cover such rock deficiencies in fixing the allowable bearing pressure.
6.6.2
In the case of badly disintegrated rocks or very soft varieties of rock where the
core recovery during boring is found to be less than 35% and test cylinders are not

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
available, the allowable bearing pressure may be assessed by adopting methods
prescribed for soil. Guidance of the following Codes with latest edition may be taken :
i)
IS:4464 Code of Practice for Presentation of Drilling Information and Core
Description in Foundation Investigation.
ii)

IS:5313 Guide for Core Drilling Observations.

iii)
IS:6926 Code of Practice for Diamond Core Drilling for Site Investigation for
River Valley Projects.
iv)
IS:11315 (Pt.II) Methods of Quantitative Description of Discontinuities in the
Rock Masses.
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 - 33-1/3%
Combination IV
- 40%
6.8. Conditions Of Stability :
6.8.1 The following factors of safety shall be ensured for stability under combinations of
loads and forces as indicated in clause 5.13.
i) Against
overturningCombination I
Combination II or III
ii) Against
sliding
Combination (I)
Combination II or III.

2.0
1.5
1.5
1.25

6.9
Design Of Deep Foundations :
6.9.1 The bottom of foundations shall be taken to such a depth as to provide adequate
grip below the deepest anticipated scour. The depth of foundations below the water level
for the design discharge for foundations shall not be less than 1.33 times of the max.
depth of scour. In case, of inerodible strata, such as rock, occurring at higher levels, the
structure may be founded at such higher level. The foundation shall not normally rest on
sloping rock strata.
6.9.2 In calculating the foundation pressure the effect due to skin pressure (below
deepest scour level) between the body of the foundation and the surrounding soil shall
also be taken into accounts except in seismic zones IV &V.
For design of deep foundation, dynamic augment need not be considered. For design and analysis of well
foundation, the methods described in Appendix-V may be used. The depth of foundations shall be adequate
to provide stability against overturning and sliding. Only 50% of the passive earth pressure that can be
mobilised on the sides of the well foundations below max. scour level shall be considered while considering
stability against overturning.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

7. DESIGN AND CONSTRUCTION OF

BRIDGE SUBSTRUCTURES
7.1

Abutements

7.1.1 The length of abutments at the top

shall normally be equal to the formation
width. The width at the top shall be
sufficient to accommodate not only the
bearings, but also to carry ballast walls.
It shall also be sufficient to provide
adequate thickness of masonry or
concrete beyond the bearings to resist
diagonal shearing.
7.1.2 Where pier type abutments are
provided without wing walls and return
walls, the earthfill around the abutment
shall be protected by providing properly
designed stone-pitching on the slopes
and apron at the toe of the fill.
7.2 Piers
7.2.1 The length of piers shall be
sufficient to provide proper seating for
the girders. The width at the top shall be
sufficient not only to accommodate the
bearings of the girders, but shall also
provide sufficient masonry or concrete
on the outside of the bearings to resist
diagonal shearing.
7.2.2 When necessary, piers shall be
provided at both ends with suitably
shaped cut waters which shall extend
upto at least 1 m above high flood level,
including afflux.
7.3
Bed Blocks
And Piers

For

Abutments

7.3.1 In
girder
bridges
where
concentrated loads are transmitted to the
substructure, bed blocks of proper
design shall be provided on the top of
the piers and abutments under the
bearings to ensure proper distribution of
the superimposed loads over the whole
length of the abutment or pier. Such bed
blocks may be reinforced cement
concrete.

7.4

Butt Joints

7.4.1 In piers and abutments built on

shallow open foundations on poor soil, a
butt joint shall be provided between the
tracks throughout the height of the
structure, including the foundations, so
as to permit differential settlements.
Similar butt joints shall be provided also
near the junction of the wing or return
walls and the abutments.
7.4.2 In the case of canal crossings,
where there are clean joints between the
abutments and the wing/return walls
such joints shall be filled up with suitable
material like bitumen below the full
supply level.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

approach slab shall be minimum 4

meters.
7.5
Backfill
Approach Slabs.

Material

And
7.6

7.5.1 Backfill behind abutments, wing

walls and return walls.
Behind
abutments, wing walls and return walls,
boulder filling and backfill materials shall
be provided as shown in Fig. 9.
7.5.2 The boulder filling shall consist of
well hand-packed boulders & cobbles to
thickness not less than 600 mm with

Weep Holes

7.6.1 Weep holes shall be provided

through abutments, wing or return walls
and parapets as may be necessary with
adequate arrangements being made to
lead the water to the weep holes.

MAIN GIRDER
RAIL LEVEL
FORMATION LEVEL

GIRDER

WEEP HOLES
AT 1mC/C

1m 1m 1m 1m

WE
BO LL HA
UL
DE N D-P
R/
A
CO C KE
D
BB
LES

SLOPE AS CONVIENT FROM

CONSTRUCTION POINT OF VIEW
BUT NOT STEEPER THAN 1:1

BACK FILL
MATERIALS

600
MIN

FIG.9

smaller size towards the back. Behind

the boulder filling, backfill materials shall
consist of granular materials of GW, GP,
SW groups as per IS : 1498-1970.
7.5.3 Approach slabs : In order to
reduce impact effect and to obtain
improved running, properly designed
approach slabs may be provided on both
the approaches of non-ballasted deck
bridges having spans 12.2 m or more.
One end of the approach slab may be
supported on the abutment and other
end on the formation. Length of the

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

7.6.2 For abutments of canal crossing

culverts, weep holes may be provided
only above full supply level. No weep
holes need be provided below full supply
level. To drain away the water from the
backfill of the abutment, wing or return
walls, open jointed pipes or boulder
drains may be provided at suitable
levels.

7.7

Application Of Load

7.7.1

After completion of any portion of

the masonry or concrete of a
bridge substructure, the following
minimum time shall be allowed to
elapse before loads as specified
in Table 7 may be imposed on
that portion of the sub-structure :

TABLE 7
50% design load
Cement
Mortar
&
Concrete using ordinary
cement
Cement
Mortar
&
concrete using Rapid
hardening cement

75% design load

Full design load

In days
7

14

28

10

Note :
(1)
The expression load means the total calculated load with the appropriate
Dynamic augment allowance specified for the speed at which the load is permitted to run.
(2)
The above time shall be suitably increased where the mean air temperature is
less than 15 0C (600F).
(3)
Where rapid hardening cement is used, tests shall be carried out on the cement
used so as to ensure that it is of the proper quality, or alternatively works cubes of
concrete shall be tested to verify whether the expected cube strength has actually been
attained. In case the cement used is found to be not conforming to IS : 8041E or the
required work cube strength is not obtained, the time schedule for application of loads
shall be modified suitably.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
APPENDIX-I

(Clause 4.1)
HYDROLOGICAL INVESTIGATIONS
I. A comprehensive outline of hydrological investigations for collecting the necessary field data
for the design of a bridge is given below. The nature and extent of investigations and data to be
collected will depend upon the type and importance of the bridge. In the case of minor bridges,
the scope of data collection may be reduced to the items marked by an asterisk / as shown
below :
o

Area of catchment.

Shape of catchment (oblong, fan, etc.).

Details of the course of the main stream and its tributaries.

Longitudinal slope of the main stream and average land slope of the catchment from the
contours.

Nature of soil in the catchment (rocky, sandy, loamy or clay, etc.).

Extent of vegetation (forest, pasture, cultivated, barren, etc.)

1.
2.
3.
4.

5.
6.

These details can be obtained from the following records :(i) Survey of India topo sheets to a scale of 1:50,000.
(ii) Aerial photographs.
(iii) In some cases aerial survey of the catchment may be necessary.
o

7.

Probable changes that may occur in the catchment characteristics assessed by enquiries
from the right sources.

8.

Information from rainfall records of local or nearby rain gauges.

9.

Other climatic conditions ( like temperature, humidity, snow accumulation, etc.) assessed
either from maps issued by or from the India Meteorological Department.

10.

Changes in the course of the channel.

11.

The nature of the material through which the channel flows (whether it consists of
boulder gravel, sand, clay or alluvium).
The description should be based also on actual bore hole particulars.

12.

Bank erosion and bed scour observed at the bridge site in the case of alluvial rivers and
the nature of the material transported.

13.

The maximum observed scour depth caused by the flow in the vicinity of the proposed
bridge crossing.

14.

A full description of existing bridges (as given below) both upstream and downstream

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
from proposed crossing (including, relief and overflow structures).
14.1 Type of bridge including span lengths and pier orientation.

14.2 Cross-section beneath structure, noting clearance from water level to superstructures
and direction of current during floods.
14.3 All available flood history high water marks with dates of occurrence, nature of flooding,
afflux observed, damages and sources of information.
14.4 Photographs of existing bridges, past floods, main channels and flood plains and
information as to nature of drift, stream bed and stability of banks.
15.

Factors affecting water stage at bridge site :

15.1* High water of other streams joining.

15.2* Particulars of reservoirs and tanks existing or proposed to be constructed and

approximate date of construction.
15.3* Flood control projects on the stream or other structures which affect the flow in
the stream such as weirs, barrages, training works of other structure, spurs etc.
15.4

Tides, or back flow due to a confluence downstream.

15.5

Character of floods whether steady, flashy or eddy forming etc.

II.

A detailed map showing flood flow patterns, location of proposed bridges, spill openings, if
any, and alignment of piers, should be prepared to a suitable scale.

The map should indicate :1. Contours at 1m intervals, stream meander, vegetation and man-made improvements,
if any.
2. Three cross-sections together with HFL one on the centre line of the proposed bridge, one
upstream and one downstream at 100 to 300 interval.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

APPENDIX-II
[Clause 5.12.6.1(b)]
GRAPHICAL DETERMINATION OF ACTIVE EARTH PRESSURE
1.

METHOD

1.1 Make the following construction (See Fig. 10). Draw BB to make an angle ( - ) with
horizontal. Draw BE to make and angle (90 - - - ) to BB. Assume planes of rupture Ba, Bb
etc. such that Aa=ab=bc=cd, etc. Make Ba=ab=bc etc. on BB equal to Aa, ab, bc, etc. Draw
lines from a, b etc. parallel to BE to intersect corresponding assumed planes of rupture Ba, Bb
etc. Draw the locus of the intersection points (modified Culmanns line). Draw a tangent to the
locus parallel to BB. The distance between the tangent point and BB measured parallel to BE
given the maximum active pressure vector X.
A'

e
ASSUMED PLANE d
OF RUPTURE
MODIFIED CULMANN'S LINE

c
b

B'

a
A

e'

d'

MAXIMUM ACTIVE PRESSURE VECTOR X

c'

( 90 )

b'

NORMAL

( 90 )

a'

()
B
E

FIG. 10 : DETERMINATION OF ACTIVE EARTH PRESSURE BY GRAPHICAL METHOD

1.2 The active earth pressure shall then be calculated as follows :-

1 1 v

.W . X .BC in Newtons
2 Cos.

Pa = 9.8

1 1. . v
.W . X .BC.in.kg
2 Cos.

Where, Pa. = .

X = maximum active earth pressure vector,

BC = perpendicular distance from B to AA and Pa, W, v & are as defined in 5.12.6.1.
Note : The above graphical construction can be adopted for non-seismic conditions by assuming
= 0 and v= 0.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

APPENDIX-III
[Clause 5.12.6.2(b)]
GRAPHICAL DETERMINATION OF PASSIVE EARTH PRESSURE
1. METHOD
1.1 Make the following construction (See Fig. 11). Draw BB to make an angle ( - ) with
horizontal. Draw BE to make an angle (90 o - + + ) to BB. Assume planes of rupture Ba, Bb
etc. such that Aa=ab=bc etc. Make Ba=ab=bc etc. on BB equal to Aa, ab, bc, etc. Draw lines
from a, b etc. parallel to BE to intersect corresponding assumed planes of rupture Ba, Bb etc.
Draw the locus of the intersection points (modified Culmanns line). Draw a tangent to the locus
parallel to BB measured parallel to BE gives the minimum passive pressure vector X.
A S S U M E D P LAN E
O F R U PTUR E

M O D IF IE D C U L M A N N 'S LIN E

A'
d

NOR M AL

a'
b'

c'

(9 0 + + )

d'
e'
B'

F ig .1 1 : D E T E R M IN A T IO N O F P A S S IV E E A R T H P R E S S U R E B Y G R A P H IC A L M E T H O D

1.2 The passive pressure shall then be calculated as follows :-

1. . v
.W . X .BC . in Newtons

Cos.

Pp = 9.8 =

(Pp =

1 1 . v
W X BC in kg.)
2 Cos.

where,

X = Minimum passive earth pressure vector,

BC = Perpendicular distance from B to AA as shown in Fig.11 and
Pp = , W, v & are defined in Fig. 5.12.6.2.
Note : The above graphical construction can be adopted for non-seismic conditions by
assuming = 0 and v = 0.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
APPENDIX-IV
(Clause 5.14.4)

PROCEDURES FOR LABORATORY AND FIELD TESTS TO DETERMINE

PERMISSIBLE STRESSES IN MASONRY.
1. INTRODUCTION
The permissible stresses in compression and tension in stone and brick masonry shall be
decided by conducting tests in accordance with procedures detailed below :2. TESTS FOR DETERMINATION OF COMPRESSIVE STRENGTH
2.1 The standard test samples shall be of size 50x20x50 cms.
2.2 To facilitate a number of samples being tested on the same reaction frame the pillars shall
preferably be constructed in a casting yard. To facilitate transportation the pillars shall be cast on
75mm thick RCC slab with suitable hooks to lift the slab along with the pillars. The pillars shall
be cured by damp cloth for a period of 28 days. To avoid damage during transit the pillars shall
be transported to the reaction frame by a suitable crane or gantry girder arrangement.
2.3 A reaction frame of suitable design of 150 tonnes capacity shall be devised for the testing of
masonry pillars. A schematic diagram of testing masonry pillars is given in figure. The pillars
shall be erected on the reaction frame with an RCC capping slab of 75 mm thickness or hard
wood block of 150 mm thickness on its top.
The load shall be applied through three rollers each of 60 mm diameter and 450 mm length
provided in between two 25 mm thick machined steel plates. The rollers shall be properly
greased and correctly centred so that the load is applied concentrically.
2.4
The load shall be applied centrally using hydraulic jacks of 150 tonnes capacity without
shock and increased gradually till failure of the pillar occurs. It would be deemed that the pillar
has failed when the masonry crumbles and the jack ceases to take load.

--------------

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

APPENDIX V
(Clause 6.9.3)
DESIGN AND ANALYSIS OF WELL FOUNDATION:
1. The design of well foundations shall be carried out for either of the following two situations:
i)

Wells surrounded by non-cohesive soils, below maximum scour level and resting on
non-cohesive soils;

ii) Wells surrounded by cohesive soils or mixed strata below maximum scour level and
resting on any strata viz. Cohesive soil, noncohesive soil or rock.
2.

WELLS RESTING ON NON-COHESIVE SOILS

2.1 For wells resting on non-cohesive soils like sand and surrounded by the same soil below a
maximum scour level, the design of foundations shall be checked by both Elastic Theory and
Ultimate Soil Resistance Methods as given below which are based on IRC:45-1972
Recommendations for Estimating the Resistance of Soil below the maximum scour level in the
design of Well Foundation of Bridges. Elastic Theory Method gives the soil pressure at the side
and the base under design load, but to determine the actual factor of safety against failure, the
ultimate soil resistance is computed.
2.2

Scope

The provisions given below shall not apply if the depth of embedment is less than 0.5 times the
width of foundation in the direction of lateral forces.
2.3

Procedure for calculating the soil resistance:

The resistance of soil surrounding the well foundation shall be checked :

i) for calculation of base pressures by the elastic theory with the use of subgrade moduli
; and
ii) by computing the ultimate soil resistance with appropriate factor of safety.
2.4

METHOD OF CALCULATION

2.4.1 Elastic Theory

Step 1: Determine the values of W, H and M under combination of normal loads without wind
and seismic loads assuming the minimum grip length below maximum scour level,
Where,
W

total downward load acting at the base of well, including the self weight of well.

external horizontal force acting on the well at scour level.

total applied external moment about the base of well, including those due to tilts and
shifts.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
Step 2 : Compute IB and IV and I
Where,
I = IB + mIv (1+2 )
IB = moment of inertia of base about the axis normal to direction of horizontal forces passing
through its C.G.
Iv = moment of inertia of the projected area in elevation of the soil mass offering resistance =

LD 3
12
where,
L = projected width of the soil mass offering resistance multiplied by appropriate value of shape
factor.
Note: The value of shape factor for
circular wells shall be taken as 0.9. For square or
rectangular wells where the resultant horizontal force acts parallel to a principal axis, the
shape factor shall be unity & where the forces are inclined to the principal axis, a suitable
shape factor shall be based on experimental results :
D = depth of well below scour level
m= KH / K : Ratio of horizontal to vertical coefficient of subgrade reaction at base. In the absence
of values for KH and K determined by field tests m shall generally be assumed as unity.
= Coefficient of friction between sides and the soil = tan , where is the angle of wall friction
between well and soil.
=

B
for rectangular well
2D
diameter
for circular well.
.D

Step 3 : Ensure the following :

H>

M
(1+ ) - W
r

and H < M/r (1- ) + W

where,
r = (D/2) (I / m Iv )
= coefficient of friction between the base and the soil. It shall be taken as tan
= angle of internal friction of soil.
Step 4 : Check the elastic state
mM/I (Kp KA)
If mM/ I is > (Kp KA), find out the grip required by putting the limiting value mM/ I = (Kp KA)

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
Where,
= density of the soil (submerged density to be taken when under water or below water table)
Kp & KA = passive and active pressure coefficients to be calculated using Coulombs theory,
assuming the angle of wall friction between well and soil equal to 2/3 but limited to a value of
22-1/2 0.
Step 5 : Calculate

1
W ' P MB
}=

A
2I
2
where,
1 & 2 = max. and min. base pressure respectively.
A
B
P
P

= area of the base of well.

= width of the base of well in the direction of forces and moments.
= M/r
= horizontal soil reaction.

Step 6 : Check 2 0 i.e. no tension

1

allowable bearing capacity of soil.

Step 7 : If any of the conditions in Steps 3, 4 and 6 or all do not satisfy, redesign the well
accordingly.
Step 8 : Repeat the same steps for combination with wind and with seismic case separately.
2.4.2

ULTIMATE RESISTANCE METHOD

Step 1: Check that W/A u/2

W = total downward load acting at the base of well, including the self weight of well, enhanced
by a suitable load factor given vide Step 5.
A = area of the base of well
u = ultimate bearing capacity of the soil below the base of well.
Step 2 : Calculate the base resisting moment Mb at the plane of rotation and side resisting
moment Ms by the following formulae :
Mb = QWB tan
B = width in case of square and rectangular wells parallel to direction of forces and diameter for
circular wells.
Q = a constant as given in Table 1 below for square or rectangular base. A shape factor of 0.6 is
to be multiplied for wells with circular base.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
= angle of internal fricture of soil.
D/B
Q

0.5
0.41

1.0
0.45

TABLE -1
1.5
0.5

2.0
0.56

2.5
0.64

NOTE:

The values of Q for intermediate D/B values in the above range may be linearly
interpolated.
Ms = 0.10 D3 ( KP KA) L
Where,
Ms = Side resisting moment
= density of soil (submerged density to be taken for soils under water or below water table)
L = projected width of the soil mass offering resistance. In case of circular wells. It shall be 0.9
diameter to account for the shape.
D = depths of grip below max. scour level.
KP , KA = passive and active pressure coefficient to be calculated using coulombs Theory
assuming angle of wall friction between well and soil equal to 2/3 but limited to a
value of 22-1/2.
Step 3 : Calculate the resisting moment due to friction at front and back faces (M f) about the
plane of rotation by following formulae :
(i) For rectangular well
Mf = 0.18 ( KP KA) L.B.D2 Sin
(ii) for circular well
Mf = 0.11 ( K P KA) B2.D2 Sin
Step 4: The total resistance moment Mt about the plane of rotation shall be
Mt = 0.7 (Mb + Ms + Mf)
Step 5 : Check Mt M
Where,
M = Total applied external moment about the plane of rotation, viz, located at 0.2D above the
base, taking appropriate load factors as per combinations given below :
1.1 D
....
1.1 D B +1.4 (W c +EP + W of S) . . .
1.1 D +1.6 L
....
1.1 D B + 1.4 (L + Wc +EP )
....
1.1 D B + 1.25 (L + Wc +EP + W or S)
Where,

(1)
.(2)
(3)
.(4)
(5)

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
D = Dead load.
L = Live load including tractive/braking etc.
B = Buoyancy
Wc = Water current force
Ep = Earth pressure
W = Wind force
S = Seismic force
Note : Moment due to shift and tilt of wells and piers and direct loads, if any, shall also be
considered about the plane of rotation.
Step 6 : If the conditions in steps 1 and 5 are not satisfied, redesign the well.
Note : Notation, symbols given in the clause 3.0 of Bridge Substructure & Foundation Code,
Revised in 1985 are not applicable for the above Appendix-V.

3.0

WELLS RESTING ON COHESIVE SOILS

3.1
For wells founded in clayey strata and surrounded by clay below max. scour level, the
passive earth pressure shall be worked out by C & parameters of the soil as obtained from UU
(unconsolidated undrained) test and for stability against overturning, only 50% of the passive
earth pressure will be assumed to be mobilised (Refer para 6.9.3).
3.2
In wells through clayey strata, the skin friction will not be available during the whole life of
the structure, hence support from skin friction should not be relied upon.
4.

SETTLEMENT OF WELL FOUNDATION

4.1 The settlement of well foundation may be the result of one or more of the following cases :
a)
b)
c)
d)

Static loading,
Deterioration of the foundation structure;
Mining subsidence; and
Vibration subsidence due to underground erosion and other causes.

4.2
Catastrophic settlement may occur if the static load is excessive. When the static load is
not excessive, the resulting settlement may be due to the following :
a) Elastic compression of the foundation structure;
b) Slip of the foundation structure relative to the soil;
c) Elastic deformation or immediate settlement of the surrounding soil and soil below the
foundation structure ;
d) Primary consolidation settlement of the surrounding soil;
e) Primary consolidation settlement of the soil below the foundation structure.
f) Creep of the foundation structure under the constant axial load; and
g) Secondary compression of the surrounding soil and soil below the foundation structure.

4.3
If a structure settles uniformly, it will not theoretically suffer damage, irrespective of the
amount of settlement. In practice, settlement is generally non-uniform. Such non-uniform
settlements induce secondary stresses in the structure. Depending upon the permissible extent
of these secondary stresses, the settlements have to be limited. Alternatively, if the estimated

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
settlements exceed the allowable limits, the foundation dimensions or the design shall be suitably
modified.
4.4 The following assumptions are made in settlement analysis :
a) The total stresses induced in the soil by the construction of the structure are not changed by
the settlement;
b) Induced stresses on soil layers due to imposed loads can be estimated, and
c) The load transmitted by the structure to the foundation is static and vertical.

In the present state of knowledge, the settlement computations at best estimate the most
probable magnitude of settlement.

4.5
It is presumed that the load on the foundation will be limited to a safe bearing capacity
and, therefore, catastrophic settlements are not expected. Settlement due to deterioration of
foundations, mining and other causes cannot, in the present state of knowledge, be estimated.
Such methods are not also available for computation of settlement due to the slip of foundation
structure with reference to the surrounding soils and, therefore, not covered.

4.6

Wells Founded In Cohesionless Soil :

For wells constructed in cohesionless soils, the settlement due to dead load of sub-structure will
take place by the time the construction is completed and the necessary adjustment in the final
level can be made before erection of the girder. In such cases, settlement shall be evaluated
only for the dead load of the super-structure.
4.7

Wells Founded In Cohesive Soil :

When wells are founded in cohesive soil, the total settlement will be computed as per the
provisions of clause 6.4. The settlements in clay occur over a long period and time rate of
settlement will be computed as per the provisions of clause 6.4.2.3.

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)

APPENDIX-V(i)
LIST OF FLOOD ESTIMATION REPORTS
(Clause 4.3.4)

S.No

A.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
B:
1.

Name of the sub-zones

For medium size catchment (i.e. area 25 sq km or more but

less than 2500 sq km)
Luni Sub-Zone 1(a)
Chambal Sub-Zone 1(b)
Belwa Sub-Zone 1(c)
Sone Sub-Zone 1(d)
Upper Indo-Ganga Plains Sub-Zone 1(e)
Middle Ganga Plains Sub-Zone 1(f)
Lower Ganga Plains Sub-Zone 1(g)
North Brahmaputra Basin Sub-Zone 2(a)
South Brahmaputra Basin Sub-Zone 2(b)
Mahi and Sabarmati Sub-Zones 3(a)
Lower Narmada and Tapi Sub-Zone 3(b)
Upper Narmada and Tapi Sub-Zone 3(c)
Mahanadi Sub-Zone 3(d)
Upper Godavari Sub-Zone 3(e)
Lower Godavari Sub-Zone 3(f)
Indravati Sub-Zone 3(g)
Krishna and Pennar Basins Sub-Zone 3(h)
Kaveri Basin Sub-Zone 3(i)
Eastern Coasts Region (Upper, Lower and South) SubZones 4(a, b & c)
West Coast Region Kokan and Malabar Coasts Sub-Zones
5(a &b)
Flood Estimation Report for Western Himalayan Zone -7
For small size catchments (i.e. area less than 25 sq km)
Flood Estimation Methods for Catchments Less Than 25
km2 in Area.

Flood Estimation
Report No.(Published
by CWC)

L-20/1993
C/16/1988
B/17/1989
S/15/1987
UGP/9/1984
GP/10/1984
LG-1(g)/R-1/23/94
NB/18/1991
SB/8/1984
M5/13/1986
LNT/4/81
UNT/7/1983
M-3(d)/R-3/25/97
CB/12/1985
LG-3(f)/R-2/24/95
1-21/1993
K/6/1982
CB/11/1985
EC(U,L&S)/14/1986
K&M/19/1992
WH/22/1994
RBF-16
(Published by RDSO)

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)
APPENDIX V (II)
(Clause 4.3.4)

INDIAN RAILWAY STANDARD CODE OF PRACTICE FOR THE

DESIGN OF SUB-STRUCTURES AND FOUNDATIONS OF BRIDGES
(Bridge Sub-structure and Foundation Code)