cc 5],F[GF GSXF V\NFH TYF VF,[BG V\U[GL UF.0,F.g;cc

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JT]"/ UF\WLGUZP
 
 
 cc 5],F[GF GSXF V\NFH TYF VF,[BG
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VF,[BG sDFPVG[ DPf JT]"/ UF\WLGUZP

~ 1 ~
 
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~ 2 ~
 
 5|:TFJGF
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TFP _!q_#qZ_!* VlW1FS .HG[Z

VF,[BG sDFPVG[ DPf JT]"/
UF\WLGUZP

~ 3 ~
 
 cc 5],F[GF GSXF V\NFH TYF VF,[BG
V\U[GL UF.0 ,F.g; cc

VF,[BG sDFPVG[ DPf JT]"/ UF\WLGUZP

REVISION RO FEBRUARY‐2017

~ 4 ~
 
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DFU" VG[ DSFG lJEFU C[9/ DF[8F TYF GFGF 5],F[GF GSXFV\NFH AGFJJF V\U[GL UF.0,F.g;
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s A[v V[A8D[g8 + V[Sv 5LIZf
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s V[Sv V[A8D[g8 + V[Sv 5LIZf
VYJF V[S 8=FI,5L8 V[A8D[g8 + V[S 8=FI,5L8 5LIZ

Design (R&B) Circle, Gandhinagar

~ 5 ~
(3) 5],GF ,F[S[XG 5Z GF CF.O,0 ,[J, s V[RPV[OPV[,fGF VFWFZ[ CF.,[J, 5],G]
OF[D"[XG ,[J, GLR[ D]HA GSSL SZJ]\P ov
HFL
+Afflux
+Vertical Clearance (IRC 5-2015 D]HAf
+Depth of Superstructure
+Wearing Coat
---------------------------------------
Formation level
(4) HF[ CF.,[J, 0]AFp 5],4 CF[. TF[ V[ ;\HF[UF[DF\ Formation level XSI CF[I tIF\ ;]WL
GLR[ D]HA ,[JFG]\ ZC[P
HFL
+Afflux
+0.3 m Vertical Clearance
+ Depth of Super Structure
+ Wearing Coat
--------------------------------------
Formation level
(5) HF[ GLRF ,[J,GF 0]AFp 5], CF[I TF[ Formation level :Y/ l:YlT D]HA TYF GF6F\SLI
HF[UJF. D]HA ,[JFG] ZC[P TYF GLR[GF D]N'F wIFG[ ,. Formation level GSSL SZJ]\P
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(a) JL,[H ZF[04 VgI lH<,F DFU" o
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►V[SL ;FY[ !Z S,FSYL JW] 8=FlOS A\W ZC[JF[ HF[.V[ GCL\

Design (R&B) Circle, Gandhinagar

~ 6 ~
 (b) VUtIGF XC[ZF[G[ HF[0TF D]bI HL<,F DFU" 4 ZFHI WF[ZL DFU" TYF G[XG,
CF.J[ ov
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(ii) HF[ Rocky Strata JW] p\0F. 5Z s5 DL8Z YL JW] f CF[. TYF p5ZGF ,[J,GL
;F[.,GL V[;PALP;LP 30 T/M2 YL JW] CF[I TF[ RCC open
Foundation,RCC Pier +Abutment TYF Solid Slab 5|SFZG]
DF/B] ,[J] lCTFJC K[P
(iii) HF[ V[;PALP;L 10 T/M2 to 30 T/M2 ;]WL VG[\ Rocky Strata
VF[KL p\RF.V[ 5|F%T G CF[I V[ ;\HF[UF[DF\ RCC Box Culvert ,. XSFIP
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Culvert GL 5],GL Curtain Wall B]<,L G YFI T[ V\U[GL XSITFVF[
RSF;LG[ H Box Culvert GF[ lJS<5 lJRFZL XSFI VgIYF lJS<5
(ii)D]HAG] DF/B] ,[JFG] ZC[P

Design (R&B) Circle, Gandhinagar

~ 7 ~
 (iv) H[ ;\HF[UF[DF\ V[;PALP;LP 10 T/M2 YL VF[KL CF[. TYF CF0":8=[8F W6L p\0F.V[
CF[I V[ ;\HF[UF[DF\ Pile Foundation,+ Pile Cap (Pier Cap TZLS[4
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D]HA)
(9) S|F[SL8 U|[0 TYF SJZ GLR[ D]HA ,[JFGF ZC[X[ ov

Component Grade Cover

RCC Superstructure M 25 50 mm
RCC Pier and M 25 50 mm
abutment
Mass Pier and M 20 N.A.
abutment
Pile Foundation M 35 75 mm
RCC Open M 25 75 mm
Foundation

*NZLIF lSGFZFGF lJ:TFZF[ VG[ BFZFXGF lJ:TFZF[ DF\ p5ZF[ST S|F[SL\8 U|[0DF\ V[S U|[0 p\RF[
,[JF[ TYF SJZ !_ V[DPV[DP JW] ,[J]\P

(10) Box Culvert GL 0LhF.G MOST GF[ :8Fg0"0 0LhF.G D]HA ,[JFGL ZC[P
(11) Super Structure VF,[BG sDFP VG[ DPf JT]"/GF :8Fg0"0 %,FG D]HA ,[JFGF ZC[P

Design (R&B) Circle, Gandhinagar

~ 8 ~
(12) Mass Concrete 5LIZGL Top Width VF[KFDF\ VF[KL 1.2 DL8Z ,[JFGL ZC[P
TYF Batter 1:12 D]HA ,[JFGF[ ZC[ OFpg0[XG :8=[8F _P# DL8Z CF[ZLHF[g8, VF[O;[8
TYF _P& DL8Z J8L"S, VF[O;[8 D]HA ,[JFGF[ ZC[P
(13) Mass Concrete Abutment GF[ 8F[5 JL0Y !PZ DL8Z ,[JFGL ZC[ TYF Front
Batter 1:4 D]HA VG[ OFpg0[XG _P# DL8Z CF[ZL HF[g8, TYF _P& DL8Z J8L"S,
VF[O;[8 ;FY[ ,[JFGF[ ZC[P
(14) Mass Concrete 5LVZ TYF V[A8D[g8 S[5 _P& DL8Z HF0F.DF\ ,[JLP
(15) CF.,[J, A|LH DF8[ VFZP;LP;LP 5[ZF5[8 s :8Fg0"0 0LhF.G D]HA f TYF 0]AFp A|LH DF8[
Post & Pipe Z[,L\U ,[JLP
(16) Mass Concrete ZL8"G JF[, M20 U|[0DF\ ,[JL4 TYF Approach Slab M25
U|[0DF\ ,[JF[ VFZP;LP;LP Wearing Coat M25 U|[0DF\ ,[JF[P
(17) Approach Slab G[ 08" JF[,GF A|[S[8 5Z :5F[8" SZJF[P
(18) Mass Concrete DF8[ Temperature Steel 5.5 kg/ M2 D]HA ,[J]\P

Design (R&B) Circle, Gandhinagar

~ 9 ~
 !vA CF.0=F[,LS V[:8LD[XGGL UF.0,F.G
1.1 SCRUTINY OF SURVEY DATA

Survey data should be as per the checklist given in I.R.C. clause 102, the guidelines for
preparation of survey data are issued by Design (R & B) Circle (refer Chapter-5.0).

Any observations, certain clarifications, and/or additional data/information required are

communicated to the concerned Executive Engineer (Field).

Some important points to be seen in survey data are detailed below:

(i) Alignment of the proposed road along with the new bridge. What are the alternatives tried
and depending on the standard of road whether geometry of road is wisely proposed or
otherwise. Previous practise of providing right angle crossing at the cost of deficient road
alignment may not be insisted. Alternatively the alignment may be given priority over
the angle of crossing. The most ideal site shall be reserved for permanent high level
bridge if a submersible or temporary bridge is being planned at the moment.

Typical sketch of right angled and skew crossings are shown in fig 1.1

(ii) Cross sections at different proper locations are taken, drawn and L/S and R/S are correctly
marked. For person standing in flow direction (facing d/s) his left is L/S.

(iii) Information about dams, weirs on u/s and d/s of the proposed bridge.

(iv) The possibility of subsequent changes in the catchments like afforestation, deforestation,
urban development etc.

(v) The catchment area plan should be properly drawn and certified by the Concerned
Executive Engineer.

(vi) Contour plan is to be attached. This is very important since it gives better idea about site
from consideration of outflanking, submergence of nearby village etc. Topo-sheets may be
referred for feeling confident about the site.

(vii) Nearness of villages on u/s and d/s sides.

(viii) The effect of afflux on areas in the vicinity. Limitation on afflux should be reported. Effect of
submergence should be studied.

(ix) Generally trial pits are taken for a depth of 1.5m to 2m only which do not give true picture
of the founding strata. Trial pits for sufficient depth or trial bores should be plotted to show
different strata below bed to decide type of foundation.

(x) O.F.L. is to be assessed properly for submersible bridges with due consideration to
permissible interruptions to traffic as per IRC Codes.
 
Design (R&B) Circle, Gandhinagar 

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FIG.1.1 SKEW AND SQUARE CROSSING 

(xi) The rugosity coefficients are to be properly taken to depict the exact nalla characteristics
for bed and bank.

(xii) The value of silt factor reported from observations or by laboratory test. Laboratory test
results should be considered more reliable.

Detailed survey data obtained from the Survey Agency is scrutinized, and clarification/
additional information sought.

Design (R&B) Circle, Gandhinagar 

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1.2 HYDRAULIC CALCULATIONS & HYDRAULIC DESIGN OF THE BRIDGE

Hydraulics is the essential feature of bridge design. Fair assessment of flood levels, maximum
flood discharge expected to occur at bridge site during design life of bridge, and maximum scour
levels are essential aspects of bridge hydraulics. Faulty determination of these parameters may
lead to failure of structures.

While doing hydraulic calculations attention should be paid to the following-

1. The river cross section should be truly representative. The cross section should not be
vitiated by artificial cuts etc.

2. If the bridge site is along the existing natural crossing, the cross section for hydraulics
should be across the nearby natural undisturbed channel. The cross section within 100 m
U/S or D/S may be quite useful.

3. Spill channels should be properly located, marked and catered for.

4. Appropriate coefficient of rugosity should be used. The same rugosity coefficient should
not be used for bed and banks, as the nature of stream changes according to properties of
material and vegetation growth etc.

5. The reasonableness of computed velocity should be judged in relation to bed material for
e.g existence of boulders in the stream and low velocity of flow does not generally go
together.

6. In tidal creeks the possibility of high tides and floods coinciding should be kept in view. In
such cases discharge by usual ways i.e. by Manning’s formula should be carefully worked
out and tallied with Inglis discharge.

7. The adoption of either the observed H.F.L. obtained by local enquiry or the computed
H.F.L. as design level should be done judiciously. The observed H.F.L. may be effected by
obstructions like rice fields, bunds, blocking of spill channels etc. Higher of the two values
be adopted as design H.F.L.

8. Details of various levels are explained as below.

HFL (observed) Highest flood levels ever recorded. (50 years record)

HFL (Inglis) Flood level giving Manning’s discharge equal to Inglis

discharge.

HFL (Modified Inglis) Flood level giving Manning’s discharge equal to Modified
Inglis discharge.

O.F.L. Ordinary flood level. This is level of flood when cleared by

bridge (Without submergence of bridge) that will not give more
than permissible interruption to traffic during floods.
Design (R&B) Circle, Gandhinagar 

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1.2.1 ESTIMATION OF FLOOD DISCHARGE

Although records of rainfall exists to some extent, the actual record of rainfall is seldom available
in such sufficiency (50 years) as to enable the Engineer to infer precisely the worst flood
conditions for designing bridges.

1.2.1.1 The current practice generally followed for calculating the discharge at the bridge site is by
using empirical formulae as detailed below for various regions.

(A) Inglis Formula (for Western Ghats and Tapi Valley)

Q 7000A
A4
3
Where Q = Discharge in cusecs (ft /s)

A = Catchment area in sq. miles.

(B) Modified Ingis Formula : (Upper parts of Western Ghats)

Q 4000A
√A  4
3
Where Q = Discharge in cusecs (ft /s)

A = Catchment area in sq. miles.

(C) Dicken’s Formula (for Vidarbha & Marathwada Regions)

Q = C [A] ¾

Where Q = Discharge in cusecs (ft3/s)

A = Catchment area in sq. miles.

C = Constant whose value varies from 800 to 1600

= 800 to 1000 for rainfall 25" to 50"

= 1000 to 1400 generally this value taken in M.P can be

adopted for Vidarbha adjacent to Madhya Pradesh

= 1400 to 1600 in Western Ghats.

The discharge is then calculated at the assumed H.F.L. by using Manning’s formula. The
discharge calculated by Manning’s formula is tallied with the discharge obtained from above
empirical formulae. By trial and error the H.F.L. is fixed.

Design (R&B) Circle, Gandhinagar 

~ 13 ~
 
The discharge calculated by the Manning’s formulae is tallied with the discharge by above
empirical formulae for the Catchments Area up to the bridge site. In the areas where ‘Inglis flood’
is not expected, the discharge calculated by Manning’s formulae is tallied with either Modified
Inglis formula or Dicken’s formula. If the discharge calculated by Manning’s formulae is less than
the above empirical formulae discharge, the H.F.L. is raised suitably to get the ‘designed H.F.L.’
and vice-versa. The bridge is designed on the basis of H.F.L. so fixed with due consideration to
observed flood level.

1.2.1.2 Discharge by Unit hydrograph Method

The Unit Hydrograph, frequently termed as the unit graph, is defined as the hydrograph of storm
run-off at a given point in a river, resulting from an isolated rainfall of unit duration occurring
uniformly over the catchment, and producing a unit run-off. The unit run-off adopted is 1 cm depth
over a catchment area.

The term “Unit-Rainfall Duration” is the duration of rainfall excess resulting in the unit hydrograph.
Usually, unit hydrographs are derived for specified unit durations, say, 6 hours, 12 hours. etc., and
derived unit hydrographs for durations other than these are converted into unit hydrographs of the
above unit durations. The duration selected should not exceed the period during which the storm is
assumed to be approximately uniform in intensity over various parts of the catchment. 6 hours unit
duration is suitable and convenient for studies relating to catchments larger than 250 sq. km.

The unit hydrographs represents the integrated effects of all the basin constants, viz. drainage
area, shape, stream pattern channel capacities, stream and land slopes. The derivation and
application of the unit hydrograph is based on the following principles:

1) All the characteristics of the catchment of a river are reflected in the shape of the
hydrograph of run-off.

2) At a given point on a river for all storms having the same duration of rainfall excess above
this point and uniformly distributed with respect to time, the storm run-off. This implies that
rainfall excess of say 2 cm within the unit of duration will produce a run-off hydrograph
having ordinates twice as great as those of the unit hydrograph. Also, if individual
hydrographs are obtained from separate periods of uniform rainfall excess that may occur
throughout a storm discharge ordinates of the hydrograph are proportional to the total
volumes of period, and these are properly arranged with respect to time, the ordinates of
the individual hydrographs can be added to give ordinates representing the total storm run-
off hydrograph for the entire storm period.

Three methods are generally available for giving unit hydrographs at any point in a river.

a) By analysis of rainfall and run-off records for isolated unit storms.

b) By analysis of the run-off compound hydrographs.
c) By computation of synthetic unit hydrographs when sufficient rainfall and run-off data are
not available.
Design (R&B) Circle, Gandhinagar 

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The determination of design flood, after the unit hydrograph has been derived, involves the
following steps:

a) Division of catchment into sub-areas, if necessary.

b) Derivation of design storm and its apportionment to sub-area.

c) Determination of minimum retention rate and calculation of rainfall excess of design storm.

d) Arrangement of design storm.

e) Application of rainfall excess to unit hydrographs for each sub-area.

f) Routing of flood for each sub-area to the point of collection of the whole catchment.

A rational determination of critical design storm for a catchment requires a comprehensive study
of major storms recorded in the region and an evolution of effects of locals conditions upon rainfall
rate. This is particularly necessary in the case if design storms covering a large area of several
thousand square km.

In the case of areas less than a few thousand square km certain assumptions can be made
regarding rainfall patterns and intensity variations without being inconsistent with meteorological
causes. They simplify design-storm estimation, but would entail high degree of conservation.

1.2.1.3 Discharge by Manning’s:

The discharge calculated as above from Inglis/Modified Inglis formula has to fairly tally with the
discharge calculated by Manning’s formula i.e. area-velocity method with use of hydraulic
characteristics of stream.

Hydraulic characteristics of the channel influencing the maximum discharge are-

(a) Velocity of flow,

(b) Slope of stream,
(c) Cross sectional area of stream,
(d) Shape and roughness of stream.

Manning’s Velocity V (in m/s) = 1 R2/3 S1/2

n

Where n = Rugosity coefficient depending on roughness of bed & bank values shall
be as given in table-1.1

R = A/P i.e. Hydraulic mean depth.

S = Hydraulic gradient
Q = Discharge m3/s.
A = Area of Cross section in m2
V = Velocities of respective components in m/s.

Design (R&B) Circle, Gandhinagar 

~ 15 ~
 
Variation in the velocity across the depth of Channel is indicated in the fig 1.2

FIG. 1.2 CROSS SECTION OF A STREAM SHOWING

VELOCITY CONTOURS 

The discharge determined with Manning’s formula at H.F.L. shall generally be within 2 %,
variation with respect to Inglis or Dicken’s or unit hydrograph discharge. The river cross section is
divided into a number of compartments depending upon the bed characteristic and velocity and
discharge is calculated for each compartment. Maximum velocity is then considered for design.
Total discharge is taken as sum of all compartmental discharges. The discharge at O.F.L. may
also be calculated from Manning’s formula. Generally the O.F.L. discharge is 25 % to 30 % of the
discharge at H.F.L. This may not, be true in all the cases.

Calculation of discharge in case of Creek Rivers is a very difficult job. It requires experience and
good judgment. As river Approaches Sea, tidal variation plays an important role. Discharge over
tidal level is actual discharge of river flow.

Design (R&B) Circle, Gandhinagar 

~ 16 ~
 
 1.2.2 COEFFICIENT OF RUGOSITY

Coefficient of rugosity as indicated in IRC SP 13-2004 are indicated on Table 1.1 shown below:

TABLE 1.1

Sr. Surface Perfect Good Fair Bad

No. (Natural Stream)

1. Clear, straight bank, 0.025 0.0275 0.030 0.033

no rift or deep pools

2. Same as (1) but some 0.030 0.0330 0.035 0.040

weeds & stones

3. Winding, some pools 0.035 0.040 0.045 0.050

and shoals, clear

4. Same as (3) but more 0.040 0.045 0.050 0.055

ineffective slope and
sections

5. Same as (3) but some 0.033 0.035 0.040 0.045

weeds and stones

6. Same as (4) but stony 0.045 0.050 0.055 0.060

sections

7. Sluggish river reaches 0.050 0.060 0.070 0.080

Rather weedy.

8. Very weedy reaches 0.075 0.100 0.125 0.150

Note: As per Chow’s book, above values are applicable for minor streams having top width less than
100 ft. I.R.C. SP-13 also specifies the same values which may be adopted major bridges also.
However, for more rigorous estimation Chow’s book may referred to. These values are being
used in the State over a period of time giving fairly reasonable discharge hence it is left with the
designer to use appropriate values. Variation in surface from perfect to bad refers to regime
channel having perfect surface and then disturbance in surface leads towards bad surface. This is
depending on the intelligent judgment of the designer.

The effective height of irregularities forming the roughness elements is called the roughness
height k. If roughness height is less than a certain fraction of the thickness of laminar sub layer,
the surface irregularities will be so small that all roughness elements will be entirely submerged in
the laminar sub layer. Under this condition the roughness has no effect upon the flow outside the
laminar sub layer and the surface is said to be hydraulically smooth. For hydraulically smooth
surface the roughness height must be less than a critical roughness expressed by
Kc=100v/V
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Where v = kinematic viscosity, V = Mean velocity

If roughness height is greater than the critical value the roughness elements will have sufficient
magnitude and angularity to extend their effects beyond the laminar sub layer and thus to disturb
flow in channel. The surface is therefore said to be rough.

Smooth and rough surfaces are indicated in fig. 1.3 shown below

FIG. 1.3 NATURE OF SURFACE 

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1.2.3 OBSTRUCTION TO DISCHARGE

The bridge proposal should not normally cause obstruction to the discharge of more than 20% to 25% at
H.F.L. This includes the obstruction caused by the approach roads and bridge structure itself. The
percentage of obstruction to discharge should be calculated for design H.F.L., O.F.L. and flood level
equal to road top level over bridge (for submersible bridges) in each case and normally the limits shall be
satisfied. However, if the afflux and velocity are low then higher obstruction may not be objectionable.

In case of raft foundations, it is reasonable to assume total cross sectional area (available as 30 cm )
above top of raft slab for calculating discharge through vents and corresponding percentage obstruction
and afflux.

1.2.4 DETERMINATION OF LINEAR WATERWAY

The area through which the water flows between nalla bed and bridge superstructure is known as the
waterway of bridge. The linear measurement of this area along the bridge is known as linear waterway.
This linear waterway equal to sum of all the clear spans is called as effective linear waterway. Roughly
linear waterway can be determined as below.

(a) Linear waterway at HFL/OFL = A/D

Where A = Wetted area of the discharging sections at HFL/OFL

A1, A2, A3 = Areas of compartments 1, 2 and 3

Q1, Q2, Q3 = Discharge of compartments 1, 2, 3

D = Maximum flood depth at HFL or OFL

= HFL/OFL - lowest bed level of central compartment.

A section of stream indicating compartments is indicated in fig.1.4

H.F.L

3
1
COMPARTMENTS
2

BED

FIG. 1.4 SECTION OF STREAM SHOWING COMPARTMENTS

 
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  For natural channels in alluvial beds and having undefined banks, effective linear waterway can
be determined from some accepted rational formula. One such formula as per I.R.C. for regime
conditions is given below:

Linear waterway W = C Q
3
Where Q = Design maximum discharge in m /s

C = A constant. Usually 4.8 for regime conditions

but may vary from 4.5 to 6.3 according to
Local conditions.

1.2.5 SCOUR DEPTH

When the velocity of stream exceeds the limiting velocity, which the erodable particles of bed material
can stand, the scour occurs. The normal scour depth is the depth of water in the middle of stream when
it is carrying the peak flood discharge.

The probable maximum depth of scour to be taken for the purpose of designing foundations of abutment
and piers shall be estimated after considering all local conditions. If possible the soundings for depth of
scour shall be taken in the vicinity of bridge site during or immediately after the flood but before the scour
holes had time to silt up appreciably. Allowance shall be made for increased depth resulting from

(a) The design discharge being greater than flood discharge.

(b) The increased velocity due to obstruction to flow caused by construction of bridge.

(c) The increase in scour in the proximity of piers and abutments.

Theoretically the scour can be estimated as below. This method is applicable for natural channel flowing
in non-coherent alluvium.

Mean depth of scour dsm = 1.34 [Qb2 / Ksf ] 1/3

Qb = Discharge in cumecs per width.
K
sf = The silt factor for representative sample of bed material
Obtained up to the level of deepest anticipated scour.

= 1.76 dm

dm = Weighted mean diameter of bed material in mm.

The discharge per meter width (Qb) shall be maximum of:-

(i) The total design discharge divided by effective linear waterway between abutments.

(ii) The value obtained taking into account any concentration of flow through a portion of the
waterway assessed from the study of the cross section of river. However these, modification may
be applied for bridge length more than 60m. The unit discharge (Qb) for a high level bridge is

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 obtained by dividing the total discharge by effective linear waterway. For submersible bridges the
unit discharge should be worked out by considering two layers.
(1) Bed to R.T.L. (2) R.T.L. to H.F.L.

In case of submersible bridges, the scour depth and afflux calculations are to be done
simultaneously and involve trial and error procedure. To provide for adequate margin of safety,
the foundation shall be designed for a larger discharge which should be a percent as mentioned
below over design discharge. (IRC: 78-2014 clause 703.1.1) The discharge worked out by
Empirical Formula be increased by

Catchment up to 3000 sq.km. - 30 %

3000 - 10000 sq.km. - 30 to 20 %

10000 - 40000 sq.km. - 20 to 10 %

More than 40000 sq.km. - 10 %

The value of Ksf for various grades of bed material is given in Table 1.2.

TABLE 1.2

Value of silt factor (Ksf) for various bed materials.

Sr. No. Bed Material Grain size in mm Silt factor(Ksf)

1. Silt Fine 0.081 0.50

Fine 0.120 0.60

Fine 0.158 0.70

Medium 0.233 0.85

Standard 0.323 1.00

2. Sand Medium 0.505 1.25

Coarse 0.725 1.50

Mixed with fine bajri 0.988 1.75

Heavy 1.290 2.00

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1.2.6 MAXIMUM DEPTH OF SCOUR FOR FOUNDATION DESIGN

The maximum depth of scour below the highest flood level (H.F.L.) shown in fig 1.5 shall be estimated
from value of mean depth of scour (dsm) in following manner:

H.F.L.
WATER PRESSURE DIAGRAM

BED LEVEL

MAXIMUM SCOUR LEVEL.

IS 1.27 Dsm FOR ABUTMENTS
2 Dsm IN THE VICINITY OF PIERS
FIG.1.5 MEASUREMENT OF MAXIMUM SCOUR DEPTH.

For the design of piers and abutments located in a straight reach and having individual foundations
without any flood protection work.

(i) In the vicinity of pier - 2.00 dsm

(ii) Near abutments - 1.27 dsm when approaches are retained.

- 2.00 dsm when approaches are washed off.

(iii) Raft foundations - 1.00 dsm (with u/s & d/s protection aprons)

For the design of protection to raft foundations, shallow foundations or flood protection the scour depth
should be considered as follows:

(i) In a straight reach - 1.27 dsm.

(ii) At a moderate bend - 1.50 dsm.

(iii) At a severe bend - 1.75 dsm

(iv) At a right angled bend - 2.00 dsm

These above scour values can be suitably increased if actual observation data is available on similar
structures in the vicinity. In the following abnormal conditions, special studies should be undertaken for
determining maximum scour depth for the design of foundations.

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(i) Bridge located in a bend of the river involving a curvilinear flow or excessive shoal formation.

(ii) Bridge located at a site where deep channel in the river hugs to one side.

(iii) Bridge having very thick piers inducing heavy local scour.

(iv) Where the obliquity of flow in the river is considerable.

(v) Where a bridge is required to be constructed across a canal, or across river downstream of
storage works, with the possibility of the relatively clear water inducing greater scour.

(vi) Bridge in the vicinity of the dam, weir, barrage or other irrigation structures where concentration of
flow, aggradations/degradation of bed, etc., are likely to affect behavior of structure.

If a river is of flashy nature and the bed does not lend itself readily to the scouring effect of floods, the
formula for dsm given above shall not apply. In such cases the maximum depth of scour shall be
assessed from actual observations.

For bridges located across streams having bouldary beds the formula given in above paragraph may be
applied with a judicious choice of values for Qb and Ksf and results may be compared with the actual
observations at site or from experience on similar structures nearby and their performance.

1.3 VERTICAL CLEARANCE

It is the height from the design highest flood level with afflux of the Channel to the lowest soffit
point of the bridge superstructure.

Clearance shall also be provided according to navigational or anti obstruction requirement. Where
these considerations do not arise, vertical clearance in case of high-level bridges shall be as
follows as per IRC: 5-2015 Clause 106.8.2. :

Discharge Minimum Vertical Clearance

3
(m /s) (in mm)

Up to 0.3 150

0.3 to 3.0 450

3.0 to 30 600

30 to 300 900

300 to 3000 1200

Above 3000 1500

In structures with metallic bearings, no part of the bearing shall be at a height less than 500mm
above affluxed design highest flood level.
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1.4 AFFLUX

When a bridge is constructed, the abutment and pier structures as well as approaches on either
side cause the reduction of natural waterway area. The contraction of stream is desirable because it
leads to tangible saving in the cost especially of alluvial streams whose natural surface is too large
than that required for stability. Therefore to carry maximum flood discharge within bridge portion, the
velocity under the bridge increases. This increased velocity gives rise to sudden heading up of
water on the upstream side of stream. This heading up phenomenon is known as afflux. Fig.2.6
shows the afflux at bridge site. Greater the afflux, greater will be the velocity under downstream side
of the bridge and greater will be depth of scour and consequently greater will be the depth of
foundations required.

H.F.L.

AFFLUX

UP STREAM PIER DOWN STREAM

BED

FIG.1.6 AFFLUX AT A BRIDGE

Afflux should be as small as possible and generally shall not exceed 0.6m. Where the floods spread
over the banks is large, use of average velocity for calculating the afflux will give an erroneously low
afflux. In such cases, the velocity in the main channel/ compartment should be used. The
permissible afflux will be governed by the submergence effects on adjoining structures, fields etc. on
upstream side.Afflux is calculated by the following formulae:

(a) Afflux at H.F.L. by Molesworth formula (In case of high-level bridge)

Afflux (ha) = [V2/17.86 + 0.0153] . [(A/A1)2-1]

Where V = Mean velocity of flow in the river prior to bridge construction i.e.
Corresponding to normal HFL

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 A = Area of flow section at normal HFL in the approach river section
A1 = Area of flow section at normal HFL in under the bridge

(b) Afflux at H.F.L. by submerged weir formula

(In case of submersible bridge)

Wetted area of channel at H.F.L. = Wa in m2

AFFLUXED HFL h=afflux

ROAD RL Aa
Ab
Ac
Soffit level

FIG. 1.7 AREA OF CROSS SECTION AT DIFFERENT LEVELS

Designed discharge (Mannings) = Q m3/s

Assume afflux = h in m

Additional area due to assumed afflux = Aa in m2

= Length at HFL x h
= Wa + Aa
Total area
Va = Velocity of approach

= Wa x Mean Velocity (Vm)

(Wa + Aa)

Vm = Design Discharge = Q
Wetted Area Wa

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 Head due to velocity of approach = ha = Va2 / 2g
Where g is 9.81 m/s2.
Total head = H = h + ha

Aa, Ab, and Ac are shown in fig 1.7

Total Q = Qa + Qb + Qc
Thus this arrived Q should tally with design discharge.

1.5 SELECTION OF TYPE OF FOUNDATION

Next step is deciding the type of foundations as per the site conditions and as per the trial pits and
/or bore results and also on the type of river flow, scours depths etc.

1.6 SELECTION OF TYPE OF BRIDGE

Next step is to study all the aspects of bridge site and also what type of bridge is required to suit a
particular site with respect to hydraulics on the basis of percentage obstruction and afflux.

1.7 GENERAL POINTS TO BE NOTED

While preparing the proposal following points should be studied carefully.

(I) The bridge should normally span the entire gorge from bank to bank. This is easy to
determine in the case of defined gorges.

(II) Where floodwater carries tree trunks and branches a high level submersible bridge should
not be proposed, nor should small span be proposed.

(III) All spill channels should be adequately bridged. If the cost of bridging spill channel is
prohibitive then overflow sections should be properly protected. It may be possible to divert
spill channels to mainstream in certain cases. If this is done the main bridge should be
adequate to cater for this additional discharge. Discharge through spill should be
judiciously decided. It is a good practice to allow the floodwater to flow in its natural course.

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(iv) Where the river channel is flat and undefined it may not be possible to provide a high level or
high-level submersible bridge without causing excessive obstruction. In such cases, either a
causeway or a submersible bridge causing permissible obstruction to discharge may be provided.
The obstruction to the discharge can be minimised by grading down the approaches to a level not
higher than the soffit of the superstructure. This will reduce somewhat the serviceability of the
bridge. Therefore, this practice should be adopted judiciously. Normally, the approach level could
be the same as that of the road level over the bridge. In no case approach road should be higher
than the road level over the bridge, nor lower than the soffit of the superstructure.

(v) In the case of submersible bridges the soffit of the superstructure should be such as to clear the
affluxed O.F.L.

(vi) Where streams are swift, raft foundations should be provided with caution. The cut-off walls should be
taken below the scour depth. Protective aprons should be constructed with heavier stones. The aprons
should be extended on the sides to join with quadrant slope pitching.

(vii) On soft soils, box culverts and multi-cell monolithic boxes will cause less obstruction to discharge
than the usual simple structure on raft foundations. Boxes should be provided with upstream and
downstream cut-off walls.

(viii) In high-level single span bridges, masonry or plain C.C. abutments with front batters block major
part of the vent and should therefore be avoided. This may also apply to the end span of multi-
span bridges. The alternatives would be R.C.C. abutments or monolithic R.C.C. Box depending
on foundation strata.

(ix) In deep gorges in hilly regions where currents are likely to be swift, locations of piers in the central
gorge should be avoided as far as possible by adopting longer spans. In such cases unequal
spans can also be adopted i.e. longer spans in the central portion and shorter spans towards
ends.

(x) Where there are islands in the river channel, spans in front of them will not be fully effective.
Therefore, such islands should be removed. Where this is not possible the reduced effectiveness
of the spans should be taken into account while proposing the linear waterway and evaluating the
% obstruction to discharge and afflux.

(x) Generally IRC describes submersible and high level bridges. High-level submersible bridge is
another category introduced by the state. In this category clearance prescribed by IRC for high-
level bridge is not given and nominal clearance only is provided. These should be provided
judiciously and only in exceptional circumstances. Compromising on clearance means there is
perfection about hydraulics carried out at said site and no trees/branches etc. are flowing in the
channel that would require extra clearance is a precondition for these types of bridges.

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 Z :,[A S,J8"
Slab culverts are generally proposed, where the discharge is considerable and when
difference between soil level and Road RL is too high or too low to accommodate the
pipes. The function of slab culverts in discharging rainwater is good, compared to pipe
culverts. That's why slab culverts are preferred up to a linear water way of less than 6.00
m. A typical sketch showing the components of a slab culvert are given below.

FIG. 2.1 CROSS SECTION OF SLAB CULVERT

The sections of abutments, wing walls and details of Deck slab are given in IRC SP 13-
2004 for different values of “H” and span of culvert. When the Deck slab is supported
on more than two supports the intermediate supports are called piers and sections for
piers are also readily available. While constructing slab culverts the following points are to
be kept in mind.

1) The sections given in IRC SP 13-2004 are based on S.B.C. of 16.5 t/m2 and for
other values of S.B.C. the sections are to be modified suitably, as per actual S.B.C.
of soil at foundation level.
2) In case of B.C. soils, the S.B.C. varies from 7.50 t/m2 to 10.0 t/m2, where individual
footings under each abutment is not possible, a raft foundation in V.C.C. (1:2:4)
500 mm thick may be provided.

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 3) The wings provided may be either box wings or fly wings. In case of box wings
there should not be any connection between Abutment & Wings right from
foundation level- to deck slab. The reason is that the abutment is subjected to
both vehicle loads and earth pressure whereas the wing wall is subjected to
earth pressure only. Thus there will be a difference in settlement and hence
these two components are separated by placing a mastic pad right from foundation
level.
4) Weep holes to drain off seepage water from earth behind abutment / wing are to
be provided at 1.0 m c/c staggered from the sill level + 0.20 m. often many
engineers feel that weep holes are to be provided above M.F.L only which is
incorrect.
5) The slab culverts may be provided with approach slab in which case reinforced
bed block and backing walls are to be provided.
6) Wearing coat of 100 mm at center and 50 mm at the end of carriageway may be
adopted.
7) The width of slab culvert may be kept equal to carriageway width to 7.50 m and
12.5 m for major roads from outer to outer of parapets.
8) When approach slab is provided, the filling under approach slab may be done with
stone dust only in layers of 225 mm thick, tamped layer by layer, instead of gravel
to avoid subsequent settlement. If the filling is not done properly approach slab
settles very soon after the traffic is allowed.
9) A craft paper / tar paper has to be placed over bed block as a bearing before laying
deck slab concrete, to allow free movement of deck slab due to temperature
variations.
10) The length of approach slab may be provided as 3.50 m from the back face of
backing wall.
11) The length of box wing / fly wing will be provided depending on the difference in sill
level and R.C.L which will be explained in detail in bridges, subsequently.

A drawing showing the reinforcement details of Deck slab for spans from 1 m to 6
m are given at the end, as per IRC SP13-2004 for ready reference. In the drawing the
reinforcement was shown for mild steel. Similarly the sections for abutment & wing walls
are also enclosed at the end for ready reference. The foundations of these sections are to
be increased, when the bearing capacity of foundation .soil is less than 16.50 t/m2.

The concrete for abutment & wing wall shall be in V.C.C (1:3:6) and for
Superstructure is either VRCC (1:2:4) or M20. However, as per IS 456-2000 the minimum
grade of concrete for the structure nearer to coast (i.e. within 25 kms from coast) is M25.
This may be adopted for the culverts in coastal area.

A mastic pad of 20 mm thick may be placed between slab & backing wall to act as
expansion joint.

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 $ 5|F[H[S8 0[8F XL8
PROJECT DATA SHEET

(TO BE PREPARED BY FIELD OFFICERS)

SR DESCRIPTION DETAILS
NO.
(A) DETAILS OF BRIDGE

1 NAME OF RIVER :

2 NAME OF THE ROAD :

3 CHAINAGE OF THE BRIDGE :

4 NAME OF CIRCLE :

NAME OF DIVISION :

5 NO. OF SPAN :

6 NO OF LANES :

7 CARRIAGE WAY WIDTH :

8 PROVISION OF FOOTPATH : YES / NO

9 FOOTHPATH ON : SINGLE SIDE / BOTH SIDES

10 WIDTH OF FOOTPATH :

11 TYPE OF BRIDGE : SUBMERSSIBLE / HIGH LEVEL

12 TYPE OF SUPERSTRUCTURE :

13 TYPE OF SUBSTRUCTURE :

14 TYPE OF FOUNDATION :

15 TYPE OF BEARING :

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(B) HYDRAULIC DATA

16 HIGH FLOOD LEVEL :

17 SCOUR DEPTH :

18 MAXIMUM DISCHARGE :

19 CATCHMENT AREA :

20 ANY HYDRAULIC STRUCTURE

IN U/S AND OR D/S OF BRIDGE?

(C) EARTHQUAKE LOAD DATA

21 EARTHQUAKE ZONE :

22 ZONE FACTOR ‘Z’ :

23 IMPORTACE FACTOR ‘I’ :

(D) SOIL DATA

24 SOIL REPORT NOS. & DATE

25 DEPTH OF FOUNDATION
BELOW GL
26 SAFE BEARING CAPACITY
WITH LETTER NO.
27 UCS VALUE IN CASE OF ROCK

28 TYPE OF SOIL

29 N-VALUE

Sign/- Sign/-
Deputy Executive Engineer Executive Engineer
Sub Div_______________ Div_______________

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 5P R[S ,L:8 OMZ A|LH 0LhF.G 0[8F
                     
CHECK LIST FOR BRIDGE DESIGN DATA
 
PART-1: Essential Survey Data Plans to be prepared and furnished

1. Key plan to a scale 1” = 4 mile or 1 cm = 2.50 km

2. Index plan to scale of 1” = 1 mile or 1 cm = 0.63 km

2-A. Catchment Area plan – C.A. plan [may be included in index plan]

3. Village plan to a scale of 1” = 35.65 mt.

4. River site plan

5. CONTOUR AREA PLAN:-

Catchment Area Distance between both U/S and Scale
D/S of bridge site to be covered
i. Upto 3.00 sq. kms 100 mt. 1 cm. = 10 m
ii. 3.00 sq. kms. To 15.00 sq. kms 300 mt. 1 cm = 10 m.
iii. Greater than 15.00 sq. kms 1500 mt. 1 cm = 50 m.

6. Cross section at proposed bridge site

Horizontal scale - 1 cm = 5 m.
Vertical scale - 1 cm = 5 m.

7. Other cross section

Catchment area Location of cross section both
U/S & D/S of bridge site
i. Upto 50.00 sq.km. …. 100m, 200m, 300m
ii. Greater than 50.00 sq.kms… 200m, 400m, 600m, 800m, 1000m.

8. Longitudinal section

9. Location plan of G.T.S. benchmark adopted for survey

10. Quarry chart

11. Existing Railway bridge plans near the proposed bridge site

12. Existing Road bridge plans near the proposed bridge site

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13. Foundation investigation report

14. Hydraulic data for bridge site

15. General Report

PART-II- Investigations to be shown on survey data plan

1) Key Plan ... (i) Proposed location of bridge

(ii) Existing means of communication
(iii) Important towns in the vicinity
(iv) Proposed lines of communication

2. Index Plan ... (i) Proposed location of bridge

Both (ii) Alternative sites investigated and rejected
can be (iii) Existing means of communication
mixed (iv) Proposed lines of communication
(v) Important towns and village in the vicinity

2-A. Catchment area plan (i) Catchment area

(ii) Existing or proposed irrigation Dams on
U/S and D/S of alignment.

3. Village plan (i) Name channel of river

(ii) Direction flow
(iii) Road alignment existing and proposed
road including left out portion (shown in
distinct colours) with type of wearing
surfaces of existing road.
(iv) Skew angle of crossing along withbearings
of flow and alignment.
(v) If the site is on straight reach, length of
straight reach of river.
(vi) If bridge site on curve or ‘S’ curve,
reasons for selecting the bridge site and
extent of scour or corrosion noticed on
banks.
(vii) Obligatory points such as built up area,
garden or wadi lands likely to create land
acquition difficulties, hills for reasonable
distance upstream and downstream of the
proposed bridge site.
(viii) Termination points of road alignment

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4. River site plan (i) Details of bridge site
(ii) Plan to cover 250 mts. U/S & D/S from
centre line of crossing
(iii) Plan to cover 500 mts. on either side of
the channel
(iv) Name of river
(v) Location and distance of crossing
(vi) Direction of flow
(vii) Alignment of existing approaches
(viii) Alignment of proposed crossing and its
approaches with details of curves and
skew angle
(ix) Name of villages/towns on either side of
the channel
(x) Location of B.M. and its reduced level with
respect to G.T.S. bench mark
(xi) Lines and identification number of X-
section and longitudinal section with exact
location of extreme points
(xii) Location of trial pits or borings with
identification marks
(xiii) Loction of Nallahs, building, wells, hills
etc.
(xiv) Where nallahs meet the main channel on
U/S or D/S, their exact location should be
shown and details about their C.,A. their
effect on the bank, possibility to divert
them etc,. may be given

5. Contour plan (i) H.F.L line

(ii) Deep water channel
(iii) Bearing or road alignment and channel
(iv) Direction of flow with skew angle
(v) U/S and D/S sides
(vi) Contour extending beyond H.F.L. upto
200 mts. on either side of the channel
(vii) Nallah or Kotars joining the river, if any

6. Cross section at bridge site (i) Bed levels up to banks with levels at close
intervals i.e. 5 Mt. to give out line of
marked features
(ii) Ground levels for sufficient distance
beyond the edge of channel beyond HFL
line for all roads and upto junction points
for existing established road.
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 (iii) Left out portion for construction of bridge
(iv) Wearing surface of existing established
road with formation levels.
(v) Left bank and right bank
(vi) Name of village on either side
(vii) Nature of existing surface soil in bed and
banks
(viii) Location and depth of trial pit or bores with
identification number and extending upto
hard rock where met with or deep in hard
inerodible strata.
(ix) Classification of strata met within trial pits
or bores supported by certificate from a
responsible officer.
(x) Highest flood level recorded / observed
with year
(xi) Low water level
(xii) Normal flood level
(xiii) Abnormal flood level recorded or observed
with year
(xiv) Back water effect of major river on the
down stream

FOR TIDAL RIVER

(xv) High tide level
(xvi) Low tide level
(xvii) GTS value of bench mark
NOTE: X-section should be across the natural
banks and not along cutting where there is
existing crossing at the bridge site.

7. Cross section at 100 mts,200 mts. i) Left and Right banks

and 300 mts. both on U/S and D/S ii) Name and villages/towns on both sides
for catchment area upto 50 sq.kms. iii) H.F.L.
Horizontal scale 1 CM=10 Mt. iv) Ground levels for 100 mts. beyond the
Vertical scale 1 CM= 10 Mt. edges of channels.

Cross section nat 200 mts.,400 mts, As above

600 mts.,800 mts. and 1000 mts.
both on U/S and D/S for large river
Horizontal scale 1 CM=10 Mt.
Vertical scale 1 CM= 10 Mt.

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8. Longitudinal section of channel i) Bridge site
(Adopt suitable scale) ii) Bed level along deep water channel upto
end of contour survey plan
iii) U/S and D/S
iv) HFL
v) L.W.L
vi) H.T.L or LTL for tidal river

9. Bench location plan i) Location of Bench Mark with reference to

permanent points
ii) GTS value of B.M.

10. Quarry location chart As per usual requirement

11& Detailed map of existing i) Exact location U/S or D/S of the proposed bridge
12 Railway and road bridges on ii) Hydrological data, Design H.F.L. Max, HFL
the same stream in the attained
vicinity of bridge site iii) Execution data
iv) Details of foundation along with details of
strata met with
v) Year of construction
vi) Performance of the bridge
vii) Damages to the bridge and their details

13. Report of foundation i) Classification of strata

Investigation with engineering ii) Ground Water Table
properties of soil met with iii) Effort required for dewatering
iv) Depth of trial pits or bores.
v) Silt factor, C-Ø values and S.B.C of
soil/crushing strength of rock

14. Hydraulic Data for Bridge site i) Catchment Area

ii) Shape and characteristic of catchment
area with percolation & interception
iii) Hydraulic gradient of river
iv) Co.eff. of rugosity “n”

Ref.: Table-3 of IRC SP-13-2003 (special

publication) on “Guide lines for the
design of small bridge & Culvert

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 v) Inglish discharge by using empirical
formula
Q= 125 A cumecs
√A+10 where A=C.A. in
sq.km.
vi) Manning’s discharge
Q= AxV where V= 1 R2/3 S1/2
n
Where A= Area of waterway
V= Velocity m/sec (flow)
R = A/P = Area/wetted perimeter
S = Hydraulic Gradient
n = rugosity co.eff.

15. A general report giving necessity of the crossing and justification of the proposal
may also be sent along with the data. Details of the crossing on the river in question
may also be given.

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16. Other Details:

 Soil report shall be prepared as per IRC 78-2014.

 Bore hole locations shall be shown in Cross section.
 Details relating to depth of bore hole, bore hole log and date shall be included in
S.B.C report.

A. Soil: Soil report shall include following tests / details as per Standard reports of
GERI.

1) Partical Size Distribution

2) Gradation
3) N value
4) Density
5) Water table variation
6) SBC & ABP value
7) C & ∅ value
8) SBC & ABP sample calculation
9) Recommendation of type of foundation.

B. Rock:

1) % Core recovery-CRR
2) Rock Quality Designator-RQD
3) Wet Crushing Strength
4) Classification of rock
5) Rock Mass Rating
6) Sample Calculation of SBC
7) Recommendation of SBC

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