For official use only

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS

TRANSITION SYSTEM
ON
APPROACHES OF BRIDGES
Report No. GE: R-50

AUGUST- 2005

GEO-TECHNICAL ENGINEERING DIRECTORATE

RESEARCH DESIGNS AND STANDARDS ORGANISATION
LUCKNOW-226011

FOREWORD

For running of trains at higher speed, say 120 KMPH or so, uniformity in elasticity of
track structure is important. Indian Railways have problems in this regard normally at
approaches of bridge, level crossing, point and crossing etc. In this report only bridge
approach has been considered. Transition system on bridge approaches at present are
not existing. Recently, certain provisions in this regard have been made which require
revision in view of World Railways practices and otherwise also.
Efforts made in this report is expected to give insight of the problem and, therefore,
more realistic and rational design of transition system to approaches of bridges.

PREFACE

This report is based on experiences of railways & literatures Survey on Transition

System on Bridge Approaches on world Railways. The views expressed are subject to
modification from time to time in the light of future development on the subject. The
views do not represent the views of the Ministry of Railways (Railway Board),
Government of India.
This report is the property of RDSO and is meant essentially for official use. It
may not be loaned, reproduced in part, or in full, or quoted as an authority without the
permission of Director General, RDSO.

(Nand Kishore)
Executive Director / GE, RDSO

CONTENTS
S. No. Description

Page No.

1.

Introduction

2.

Details for Development on the Subject

3.

Provision at present

4.

Provision of Transition System by world Railways

5.

Discussion on Provision of Transition System on

Indian Railways

6.

Practice in field in providing backfill

7.

Features required for better transition system

8.

Suggestions for improvement of transition system

9.

Conclusions

10.

References

1.

INTRODUCTION:
Tract structure provides elastic support for train movement. Elastic property is
derived starting from formation to rail, including ballast, sleeper and elastic
fastenings. It is necessary that total elastic behaviour of track structure does not
change significantly from one spot to another to ensure smooth running. Indian
railways are having number of ballasted and non-ballasted bridges where elastic
behaviour of track structure changes suddenly. However, extent of change will
depend on type of bridges (i.e. ballasted, non-ballasted, earth cushion etc).
Running quality of track in approaches of most of the bridges is normally not
satisfactory. Sudden jerk is experienced for defective track parameters, which
develop for (a) impact forces on approaches for difference in stiffness of
approach formation and bridges, and (b) settlement of formation. Instructions
have been issued recently to provide R.C.C slab on approaches of non-ballasted
deck bridges having span 12.2.m or more.

2.

DETAILS ON DEVELOPMENT ON THE SUBJECT:

Provision of approach slab for first time on Indian Railways was considered in
56th B&S S committee meeting held in April 1977 to provide relief to the
abutments etc. Wherever raising of formation was involved specially in gauge
conversion works. These slabs were supposed to rest on main abutments at one
end and on a support on the approach bank at another end. The slab was to be
placed at or near existing formation level so that additional earth column of
embankment is supported over approach slab.
The subject was again disussed in 61th meeting of B&SS committee in July 1982
and it was decided to adopt RDSO drawing no: B-1446 on trial basis on
approach of bridges having abutments in distressed conditions and watch its
performance before adopting it as a normal practice. It was mentioned that the
depth of cast in situ under reamed pile support on the approach bank was to be
suitably designed to suit local site conditions.

In 69th meeting of B&SS committee held in Jan - 1998, this subject, in regard to
RDSO's drawing no: B-1790 and 1791 was again discussed.

The

recommendations were made to provide approach slabs on all types of bridges

having span of 12.2.m and above. The length of slab may be 4m for 12.2m span
and for larger span, the length of slabs would be decided by RDSO. Provision of
support for the approach slab on the formation etc. was dropped.

After

deliberations, RDSO issued a modified drawing (No. 10059) and earlier drawings
i.e. B - 1790 and 1791 were withdrawn.

3.

CHANGE IN PURPOSE OF PROVISION OF RCC SLAB:

Initially, it was thought to provide RCC slab to reduce earth pressure on
abutments when raising of formation is carried out in gauge conversion works.
However, finally, the purpose has been changed to reduce impact effect &
provide smooth running. This drastic change in purpose of provision of RCC slab
is not reflected in design aspects of Transition system.

4.

PROVISIONS AT PRESENT
Railways are to provide properly designed approach slabs on both approaches of
non-ballasted deck bridges having span 12.2m or more.

One end of the

approach slab may be supported on the abutment and other end on the
formation. Minimum length of approach slab shall be 4m. This provision is for
reduction in impact effect and to obtain improved running. This provision of slab
is in addition to already existing provision of back fill materials behind abutments
etc.

5.

SCOPE OF FURTHER STUDY ON THE SUBJECT:

On visit to Paris in Nov.2001 of CRB, it was brought out that world railways
are providing different layers of suitable materials in approaches of bridges from
smooth transition considerations only. Therefore, it has been advised by

Railway Board (CRB inspection note no: 11-A) to have study on the subject
considering the practices being followed by world railways.

6.

PROVISION OF TRANSITION SYSTEM BY WORLD RAILWAYS:

World railways provide suitable transition between formation earthwork and
bridge to reduce differential settlement as well as to ensure that there is gradual
transition of support stiffness. For this purpose, specially selected and
compacted backfill materials are provided. Provision of drainage layer behind
the abutment is must. No World Railway provided RCC slab in approach of
bridge. Various examples for transition of earthwork to railway bridge are given in
fig 1 to 5. In brief, some important aspects regarding transition system for
different World Railways are given as follows:

6.1

German Railway: Transition System consists of three different types of backfill

materials having different elastic modulus. There is also provision of suitable
drainage behind abutments etc (Fig.1). This railway runs traffic of maximum
22.5T axle load. Maximum speed of trains is 230 kmph.

6.2

Italian Railway: This Railway provides transition system with five types of
different back-fill materials of varying length and thickness. The system tries to
provide almost impervious layer on top of formation in the approach of bridge
(Fig 2). Maximum axle load of traffic is 20T Maximum speed of trains is 230
kmph.

6.3

Hungarian State Railway:

Transition system being provided by this railway is

quite complex. It includes about 6 different types of backfill materials having

different elastic modulus. There is a provision of protective layer and drainage
layer beyond abutment (Fig 3). Maximum axle load of traffic is 22.5 T. Maximum
speed of trains is 160 kmph.

6.4

Swiss Federal Railway:

This Railway provides transition system having three

different types of backfill material. They also provide a layer of geo-textile (Fig.
4A). Maximum axle load of traffic is 22.5T. maximum speed of trains is 230
kmph. There is another system being adopted where only two types of backfill
materials are placed along with a layer of non-woven geo-textile (Fig. 4B).

6.5

French National Railway:

This railway has transition system of five different

types of backfill materials that are laid in different slope. These materials are
compacted to very high degree specially in adjacent to abutment. Top layer
formation is almost impervious of length more than 5m or equal to height of
abutment. There is also provision of drainage layer near abutment (fig 5). In this
railway, trains have maximum of 22.5T axle load. Maximum speed of trains is
320 kmph.
Perusal of these details indicated that:
a)

Well-designed multi type of back fill materials for various length are
provided.

7.

b)

These are provided for ballasted box type bridges

c)

Types of back fill material is far superior.

DISCUSSION ON PROVISION OF TRANSITION SYSTEM ON INDIAN

RAILWAYS
Para 7.5 of Bridge sub-structure and foundation code, revised in 1985 (including
correction slip no:12 dated: 22.9.2000) contains details of backfill behind
abutment etc of 600 mm (min) thick filling of boulders and cobbles and behind
that filing with granular materials of GW, GP & SW i.e., well/poorly graded
gravel and well graded sand types of soil as per IS: 1498 - 1970. Alongwith
this backfill, approach slab of minimum 4m length are to be provided for nonballasted deck bridge having span, 12.2.m or more. This provision of Indian

railways is compared with the provision of World railways (Para 5) with following
observations.

S
no

Item

Length
of Larger length, in range of
transition system
20m or so, twice the height
of abutment
Flexibility
of Flexible pavement of varying
system
thickness
of
different
material along the length
No. of different Normally larger no. i.e., 4-9
types of layers of types of materials in different
different materials layers and for varying
lengths.
Consideration for There
is
no
such
relieving stress on consideration
abutments
Selection
of Provisions are made for
bridges
ballasted deck bridges also.

2.
3.

4
5.

Provision
Railways

of

world

Provision
Railways

of

RCC Slab of 4m (mini) and

back fill of length
(mini)
equal to height of abutment.
Comparatively rigid system
of RCC Slab of uniform
thickness
Only 3 types of materials.

Initial concepts of relieving

stress on abutments has
been dropped.
Provision is made only for
non-ballasted deck bridges.

The comparative position mentioned above indicates that provision of transition

system on Indian Railways is far inferior and inadequate to world railways
standard.

8.

PRACTICE IN FIELD IN PROVIDING BACKFILL:

There are serious deficiencies in provision of transition system in Indian Railway.
However, for no appreciating its requirements, Railways are not even providing
backfill as per existing norms of 60 cm boulder filling and behind that coarse
granular material. In connection with a study to analyze earth pressure behind
abutments etc. in approach of bridges in N.E.Railway, diging of formation was
carried out to find type of fill material. It was observed that fill material behind the
abutments is not as per specification.

Similarly, during inspection of new

construction projects, it has been noted in some of the bridges that Railways are

Indian

not providing backfill material, as per specifications. Details in these regards are
placed at Annexure-1.

9.

QUALITY OF TRACK IN APPROACHES OF BRIDGES - AS OBTAINED FROM

TRC RESULTS.
Deficiencies in transition system and non-adherence to even this specification at
the time of construction, quality of running in approaches of bridges is not
satisfactory. In this regard, 10 number bridges, at random, of LucknowSaharanpur section have been examined with track recording results for past two
runs. Details placed at Annexure-2 indicate that in almost ali bridge approaches,
quality of track geometry is quite poor. On going through TRC results, it appears
that poor track geometry is a common problem in all the sections.

10.

NECESSITY OF BETTER TRANSITION SYSTEM.

Improvement of bridge approach is essential specially for high speed routes as
there are not only sudden jerks to the trains but also development of additional
stress on abutments, track and bridge structures as well as moving vehicles and,
therefore, risk to the safety for excess oscillations generated in trains. Since
there is change in stiffness from formation to bridge, even in ballasted deck
bridges, transition system is essential in these types of bridges also.

For

ballasted deck bridges (with or without earth cushion) where bridge slab is within
1300mm (for 300 mm ballast cushion) from bottom of sleepers, provision of
transition system, even if reduced, is necessary as there is significant level of
stress increase upto this depth.

11.

SUGGESTIONS FOR IMPROVEMENT OF TRNSITION SYSTEM.

As discussed above (para 7), for ballasted deck bridges also, certain extent of
transition system is essential which is less than what is provided for non-

10

ballasted deck bridges. Accordingly, suggestions for ballasted as well as nonballasted deck bridges are made as follows.

S
no

Item

Existing
provision

1.

Backfill
with
hand packed
boulders and
cobbles
i.e.
drainage
layer.
Backfill
with
granular
materials
RCC Slab

Minimum
600mm thick

2
3.

Revised provision
Non-ballasted deck Ballasted deck & other
bridges with span bridges where bridge slab
12.2m or more
1300mm from bottom of
sleeper with span 12.2.m
or more
1200mm thickness 600 mm thickness

At
1H:1V At 2H : 1V Slope
slope

At 2H:1V Slope

a) RCC Slab for a) 600mm depth, 20/80

well graded gravel or
6m length for
dry
lean
concrete
Rajdhani & A
(DLC) below ballast for
Routes and 4m
10m
length
for
for other routes
Rajdhani and A route
b) 600mm
thick
and 6m for other
Dry
Clean
routes.
Concrete
for
further
5m b) 400 mm thick 20/80
well graded gravel for
length Randhani
further 10m length
and A route and
Rajdhani and A route
3m for other
and 6m for other
routes.
routes.
c) 400mm
thick
20/80
well
graded
gravel
for further 5m
length
on
Rajdhani & A
route and 3m for
other route.

Min.4m
length

Drawing for the transition system, as proposed, is given in fig.no.6 & 7

11

12.

CONSIDERATION FOR FURTHER IMPROVEMENT TO PROVISION OF

BRIDGE APPROACH RCC SLABS.
RCC slabs are rigid structures, and so, there will be sudden increase in rigidity of
formation in approach of bridges.

Therefore, as explained above in detail,

provision of Dry lean concrete and coarse granular material in approach of

bridges would be technically appropriate. This has been shown in Fig -6.

13.

INFERENCES.
a)

Except for back filling behind abutments of bridges, there has been no
provision of transition system.

b)

Latest provision of only RCC slab is a deficient system when compared

to world railways practices. There is no mean to increase stiffness in
gradual manner.

c)

Appropriate transition system is required for ballasted deck and other

bridges where bridge slab is not below 1300mm from bottom of sleeper,
for span 12.2m and above.

d)

Transition system with rounded gravel of 20/80 size may be easily

provided under running traffic with help of aluminum alloy girder, C.C.crib
or rail cluster.

14.

CONCLUSION:
Provision of new transition system shown in Fig 6&7 should be included in new
construction as well as gauge conversion works. On existing lines also where
maintenance problem is faced, it may be provided.

Feedback regarding

performance of the system in case of new construction as well as on existing

lines should be communicated to RDSO for judging its effectiveness and further
improvement.

12

15.

REFERENCES:
i)

Notes of bridge and Structures Standards Committee held in April, 1977

(56th meeting), July, 1982 (61st meeting) and January, 1998 (69th meeting)

ii)

RDSO letter no: CBS/DCS dated 29/30.8.2000.

iii)

Addendum and Corrigendum slip no: 12 dated 22.9.2000 of B&S

Directorate

iv)

Indian Railway Bridge Manual - 1998

v)

UIC Code 719 R, 2nd edition, 1.1.94

vi)

CRB's inspection note no: 11-A circulated vide Board's letter no:
2001/CRB/IN/11-dated: 20.12.2001

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