INDIAN RAILWAYS

BRIDGE MANUAL

2024
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 PREFACE TO INDIAN RAILWAYS BRIDGE MANUAL-2024

Indian Railway Bridge Manual-2024 was unveiled by Member

Infrastructure, Railway Board on 30.08.2024 during IPWE seminar at
Ahmedabad. This updated Bridge manual was prepared by compiling
all correction slips issued to IRBM-1998 till that time i.e. upto ACS- 44.
However, during the intervening period, one more correction slip i.e.
ACS-45 dated 23.12.2024 was issued. To ensure completeness, this
correction slip has also been incorporated in IRBM-2024 print.
Some Paras have been deleted and some new Paras have been
added in IRBM-1998 by various Correction Slips. IRBM para numbers
are used as reference in other documents also. To maintain consistency,
the Para numbers of IRBM-1998 have been retained and kept same
in IRBM-2024. Reference to IRPWM Para numbers in IRBM have also
been updated according to new IRPWM-2024.
I hope, this Indian Railways Bridge Manual-2024 will serve as a
helpful resource for accessing the updated and latest instructions issued
through Bridge Manual time to time.

PUNE (Sunil Kumar Jha)

December, 2024 Director General
IRICEN / PUNE

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 CONTENTS

CHAPTER I – DUTIES OF BRIDGE OFFICIALS

PART A - DUTIES OF ASSISTANT ENGINEER 01
101 General 01
102 Inspection of Bridges 01
103 Inspection of Tunnels 01
104 Maintenance of Bridges & Structures 01
PART B - DUTIES OF ASSISTANT (BRIDGE) ENGINEER/ DIVISIONAL (BRIDGE) 02
ENGINEER IN CHARGE OF BRIDGES IN DIVISION
105 Inspection of Bridges and other Structures 02
106 Maintenance of Bridges and other Structures 02
PART C - DUTIES OF BRIDGE INSPECTOR 02
107 Inspection of Bridges and other Structures 02
108 Knowledge of Rules and Regulations 03
109 Co-ordination with Permanent Way, Works, and Higher Staff of other Departments 03
110 Accompanying on Inspections of Higher Officials 03
111 Execution of Works 04
112 Action in case of Emergency 04
113 Establishment 04
114 Correspondence and Records 06
115 Relinquishment of Charge 06
PART D - DUTIES OF PERMANENT WAY AND WORKS INSPECTORS 06
116 General 06
117 Inspection 06
118 Maintenance 07

CHAPTER II – MAINTENANCE OF BRIDGES

PART A - GENERAL 08
201 Responsibility of the Engineering Officials 08
202 Action to be taken after Inspection of Bridges 08
203 Painting of Bridges 09
PART B - MAINTENANCE OF FOUNDATIONS, PROTECTIVE WORKS AND WATERWAYS 10
204 Maintenance of Foundations 10
205 Maintenance of Protective Works 10
206 Maintenance of Waterways 11
PART C - MAINTENANCE OF SUBSTRUCTURE 11
207 Abutments, Piers, Wing Walls and Return Walls 11
208 Maintenance of Arches 12

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209 Details of common repair techniques 15
PART D - MAINTENANCE OF SUPER STRUCTURE-REINFORCED CEMENT 19
CONCRETE & PRESTRESSED CONCRETE BRIDGES
210 Periodical maintenance 19
211 Common defects and repair/strengthening techniques 19
PART E - MAINTENANCE OF SUPER STRUCTURE STEEL GIRDERS 20
212 Loss of camber in steel girders 20
212A A Residual Fatigue Life Assessment of old steel girders 20
213 Cracks in steel works 21
214 Strengthening of weak girders 21
215 Replacement of loose rivets 21
215A Maintenance of HSFG Bolts 23
216 Corrosion and its prevention 23
217 Protective Coatings by painting. 23
218 Metallising & Epoxy based Paints 27
219 Maintenance of welded girders 29
PART F - MAINTENANCE OF COMPOSITE GIRDERS 30
220 Action taken for maintenance of composite girders 30
PART G - MAINTENANCE OF BED BLOCKS 31
221 Various defects and their remedies 31
PART H - MAINTENANCE OF BEARING 31
222 Bearings 31
PART I - GENERAL PRECAUTIONS 33
223 Precautions while carrying out maintenance works on bridges 33
224 Dismantling of Arch Bridges 33
225 Tractive Efforts Limitation 35
PART J - INSPECTION, MAINTANANCE AND CONSTRUCTION OF RUB/SUBWAY 36

CHAPTER III – INVESTIGATION AND SURVEY FOR CONSTRUCTION OF BRIDGES

301 Investigation for Minor Bridges 37
302 Investigation for Major Bridges 37
303 Investigation for Important Bridges 37
304 Techno economic Feasibility Study 38
305 Survey of Rivers in connection with the location of an important bridge 38
306 Hydrological Investigations 38
307 Plan and Cross Section of Rivers 39
308 Factors governing the choice of site 40
309 Design Discharge (Q) 40
310 Design Discharge for Foundations (Qf) 41
311 Design of waterways 41

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312 Vertical Clearance 42
313 Free Board (F) 42
314 Standard of substructure for new railway lines 43
315 Final Project Report in the case of important Bridges 43
316 Choice of Foundations for Bridges 43
317 Approval of bridge drawings for doublings, gauge conversions, new lines and 44
other bridge works
318 Approval of bridge drawings for Dedicated Freight Corridor lines 44

CHAPTER IV – CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

401 Setting the layout of Bridges 45
402 Pipe and Box Culverts with open foundations 46
403 Other Bridges with open foundations 46
404 Excavation using Coffer Dam 46
405 Choice of pile materials 46
406 Soil exploration for design and construction of Piles 47
407 Classification of Pile Foundation 47
408 Selection of type of Piles 48
409 Spacing of Piles 48
410 Load carrying capacity of a Pile/Group of Piles 48
411 Construction of Pile foundation 50
412 Permissible Tolerance while driving Piles 50
413 Sequence of piling 51
414 Defective Pile 51
415 Tremie Concreting 51
416 Acceptance of Pile 52
417 Types of well 52
418 Components of wells 53
419 Pitching of the cutting edge and well curb 54
420 Concreting of Steining 54
421 Sinking of wells in water 54
422 Sinking of wells using caissons 55
423 Process of open sinking of wells 55
424 Tilt and shift of the well 57
425 Use of divers for sinking 58
426 Pneumatic sinking of well 58
427 Founding the well 59
428 Bottom plugging of the well 59
429 Sand hearting 59
430 Construction of the top Plug 59

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431 Setting out of the Piers on the top of well 60
432 Construction of well Cap (Entablature) 60

CHAPTER V – REHABILITATION OF BRIDGES

501 Reasons for Rehabilitation 61
502 Special Strengthening 61
503 Speed Restrictions 61
504-509 Deleted 61
510 Site Data 61
511 Execution of Rehabilitation Works 61
512 Strengthening of foundations 62
513 Strengthening/rebuilding of substructure 62
514 Shaken/displaced/ cracked bed blocks 63
515 Arch bridges 64
516 Replacement of non-standard girders 65
516A Replacement of Steel Girders up to spans of 12.2 m 66
517 Replacement of pipe culverts 66
518 Distress in Parapets 66
519 Replacement of small opening 66
520 Distress in superstructure 66
521 Replacement of Meter Gauge Bridges 67

CHAPTER VI – CONSTRUCTION OF SUBSTRUCTURE AND SUPER- STRUCTURE INCLUDING

ERECTION OF GIRDERS
PART A - CONSTRUCTION OF SUBSTRUCUTRE 68
601 General 68
602 Importance of aesthetics in Construction 68
603 Materials of construction 68
604 Piers, abutments and wing walls 69
605 Construction aspects - General 69
606 Important points in regard to construction of substructure and superstructure 69
PART B - CONSTRUCTION OF SUPERSTRUCUTRE 71
607 Slab Bridges 71
608 Arch Bridges 71
609 RCC/PSC bridges ( beams with slab ) 72
610 Erection of PSC girders 72
611 Important points to be borne in mind in the construction of PSC girders 74
612 Quality control in prestressed concrete works 75
PART C - FABRICATION AND ERECTION OF STEEL GIRDERS 76
613 Preparation for fabrication 76

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614 Trial Shop Erection 76
615 Preparation of surface 76
616 Field erection 77
617 Welded Girders 77
618 Painting of new Girders 78
619 Choice of a suitable method of girder erection 78
620 Preliminary Arrangements before girder erection 78
621 Erection by use of cranes 79
622 Erection with Derricks 80
623 End launching methods 80
624 Side slewing method 82
625 Launching of triangulated girders on the trestles 82
626 Launching of girders by using service span 83
627 End launching of open web girders with the help of launching nose 83
628 Erection by cantilevering method 83
629 Enveloping Method 84
PART D - CONSTRUCTION OF HEIGHT GAUGES 84
630 Height Gauges 84

CHAPTER VII – RIVERS AND FLOODS

701 Behaviour of Rivers 85
702 Past History of Bridges 85
703 Danger Level at Bridges 85
703A Continuous Water Level Monitoring 87
704 Watchmen at Bridges 87
705 Duties and Equipment of Bridge watchmen 87
706 Action to be taken by the Permanent way inspector at site 88
707 Special Inspection during Monsoon 89
708 Action to be taken in the case of weather warning 89
709 Pitching stone, boulder and other monsoon reserves 89
710 Floods Records 90
711 Flood Records during monsoon 90
712 Flood records after the monsoon 91
712A 3D River Bed Scanning 92
713 Attention to damages 92
714 Rivers and flood register 92
715 Flood Reports 93
716 Rainfall data 93

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717 Provision of Anemometer on Bridges 94

CHAPTER VIII – RIVER TRAINING AND PROTECTION WORKS

801 Training/Protection of Various type of Rivers 95
802 Upper Reaches (Mountainous Riverts) 95
803 Submontane Reaches (Foot hills) 95
804 Quasi-Alluvial Reaches (Trough) 96
805 Alluvial Reaches 96
806 Tidal Reaches 97
807 South Indian Rivers 98
808 Important Considerations for Hydraulic Structures 98
809 River Training Works 98
810 Guide Bunds 99
811 Spurs (Groynes) 101
812 Marginal Bunds 104
813 Closure Bunds 105
814 Assisted Cut-Offs 105
815 Boulder Crates 105
816 Sausage Crates 106
817 Protection of Approach Banks 106
818 Design for Protection Works 106

CHAPTER IX – FABRICATION, ERECTION, INSPECTION AND MAINTENANCE OF OTHER

STEEL STRUCTURES
901 Inspection by Bridge Inspector 108
902 Joint Inspection of Structures in Workshops 109

CHAPTER X – INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

PART A - TUNNELS 110
1001 Inspection by Engineering Inspectors 110
1002 Items to be covered in the Inspection 110
1003 Record of Inspection 110
1004 Inspection by Assistant Engineer 111
1005 By Divisional/Sr. Divisional Engineers 111
1006 Mobile Staging for Inspection 111
1007A Details of Tunnel Inspection 111
1007B Ventilation of Tunnels 113
1008 Leakage in Tunnels and Methods of Correction 115
1009 Works Connected with the Maintenance of Tunnels 116
PART B - CUTTINGS 116

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1010 General 116
1011 Schedule of Inspection of Cuttings 116
1012 Vulnerable Cuttings – Identification and Special Precautions 117
1013 Points to be noted during Inspection of cuttings 117
1014 Inspection of Boulder nets provided in cuttings 118
1015 Inspection of Rock bolts provided in Cuttings/Tunnels. 118
1016 Action to be taken in case of Boulder fall 118
1017 Action to be taken for maintenance of cuttings 119

CHAPTER XI – INSPECTION OF BRIDGES

1101 By Permanent Way and Works Inspectors 120
1102 By Bridge Inspectors 121
1103 Inspection by Assistant Engineers 121
1104 By Divisional Engineers and Chief Bridge Engineers/Nominated SAG Officer in 125
Headquarter
1105 By Assistant Engineer/Divisional Engineer (Bridges) 126
1106 By Dy. Chief Engineer / (Bridges) 126
DETAILS OF BRIDGE INSPECTION 127
1107 Details of Bridge Inspection 127
1108 Special Inspection During Monsoon 135
1109 Equipment Required for Inspection of Bridges 135

CHAPTER XII – PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

1201 Control of Plant and Machinery 136
1202 Engineering Plant Reserve 136
1203 Plant and Machinery for Maintenance. 137
1204 Plant and Machinery Procured for Works Against Specific Sanction/Projects 137
1205 Transfer of Plant and Machinery on Completion of Work 138
1206 Plant Numbers. 138
1207 Register for Engineering Plant Reserve 138
1208 Valuation of Plant 138
1209 Maintenance, Storage and Repairs to Plant 139
1210 Requisitions by Divisional Engineer on Plant Depot 139
1211 Use of Engineering Reserve Plant at Site of Work 140
1212 Debits for Plant and Staff Supplied on Departmental Requisitions 140
1213 Maintenance of Log book for Plant 141
1214 Log Book on Motor Trollies and Motor Vehicles 142
1215 Hiring Out of Engineering Plant 142
1216 Examination of the boilers of the Engineering Department 143
1217 Boilers not in use for Limited Period 143

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1218 Laying of Boilers 144
1219 Transfer of Boilers 144

CHAPTER XIII – TRAINING FOR BRIDGE STAFF

1301 Types of Training Courses 145
1302 Initial Courses 145
1303 Promotional Courses 147
1304 Refresher Courses 148
1305 Special Courses 149

CHAPTER XIV - BOOKS OF REFERENCES

1401 Books of References 150
1402 Circulation of Technical Papers 150

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 LIST OF ANNEXURES
Annexure Particulars of Sketch/Proforma Para reference
2/1 Provision of Bridge Number on Parapet Wall 203
2/2 Curtain Wall, Drop Wall and Flooring 204
2/3 Toe Wall and Pitching 205
2/4 Cracks in Arches-types 208
2/5 Cracks in Arches-types 208
2/6 Pressure Grouting Machine 209
2/7 Cement Pressure Grouting 209
2/8 Epoxy Grouting 209
2/9 Guniting Machine 209
2/10 Sliding Centralized Bearings 222
2/11 Roller & Rocker Bearings 222
2/12 Elastomeric and PTFE Bearings 222
2/13 Caution Indicator for TE Limitation 225
2/14 TE Limit Operation Indicator 225
2/15 Termination Indicator for TE Limitation 225
2/16 Position for TE Limit Operation Indicator 225
2/17 Assessment of Residual Fatigue Life of Old Steel Girder 212
4/1 Method of Setting out a Multiple Span Bridge without a Base Line 401
4/2 Method of Setting out a Multiple Span Bridge with the Help of a Base 401
Line
4/3 Arrangements for Founding Pipe Culvert 402
4/4 Typical Section of Abutment & Pier with Open and Raft Foundation 403
4/5 Excavation with Shoring 403
4/6 Single Wall Sheet Pile Coffer Dam 404
4/7 Double Sheet Pile Coffer Dam 404
4/8 Temporary Wooden Pile Bridge 405
4/9 Rig used for Driving Precast Piles 411
4/10 Construction of Bored Cast in-situ Pile Using Bentonite Slurry 415
4/11 Cross Section of a Well Foundation 418
4/12 Typical RCC Well Curb 418
4/13 Island forConstruction of Well in Water 421
4/14 Assembly of Caisson at Site of Pier 422
4/15 Arrangement for Grounding of Caissons 422
4/16 Type of Rail Chisels Used in Well Sinking 423
4/17 Sand Blow in a Well 423
4/18 Methods of Tilt Correction 424
4/19 Typical Air Lock Arrangement 426
4/20 Founding of Wells on Rock 427

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 5/1 Deleted
5/2 Replacement of cast iron screw piłes by bored piles 512
5/3 Strengthening of piers and abutments 513
5/4 Encasement and replacement of bed block 514
5/5 Rehabilitation of arch bridges by various methods 515
5/6 Rehabilitation with slabs 516
5/7 Box pushing technique 517
5/8 Rehabilitation of parapets 518
6/1 Types of piers 604
6/2 Types of abutments, wing walls and returns 604
6/3 Back fill material and Weep holes behind abutments 605
6/4 Sequence of work in an arch 608
6/5 Erection by use of launching girders and cantilever method 610
6/6 Cantilever launching and incremental launching of precast elements 610
6/7 Erection with derrick 622
6/8 Launching with rail clusters 623
6/9 Launching by Dip lorry and "Linking and rolling" (by skidding) 623
6/10 Use of BFR and launching pad in launching 623
6/11 Use of trestles and service span in launching 625 & 626
6/12 Use of launching nose and Derrick crane for launching of girders 627 & 628
7/1 Proforma for recording gauge, afflux and velocity 711
7/2 Cross section of river bed after floods 711 & 712
7/3 Survey plan of river 712
7/4 Cross section of guide bunds 712
7/5 Proforma of flood reports 715
7/6 Rain fall statement 716
8/1 Braiding pattern in rivers 803
8/2 Meander pattern in alluvial rivers 805 & 814
8/3 Different forms of guide bund 810
8/4 Layout of a guide bank 810
8/5 Types of spurs 811
8/6 Typical layout of porcupine 811
9/1 Proforma of structural steel inspection register 901
10/1 Proforma of Tunnel inspection register 1003
10/2 Proforma of cutting register 1010
11/1 Proforma of inspection register for steel work in bridges 1102
11/2 Proforma of inspection for steel work in bridges of 12.2m & above 1102
11/2a Proforma for inspection of PSC Bridge/Composite Girder Bridge 1102
11/3 Instructions to be printed in bridge inspection register 1103

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 11/4 Index of bridges 1103
11/5 General key plan for Bridge Inspection Register Details 1103
11/6 Details of classification of structures 1103
11/7 Details about inscription plaques 1103
11/8 Proforma of bridge register for Major and Important bridges 1103
11/9 Proforma of bridge register for inspection of Major & Important bridges 1103
11/0 Proforma of bridge register for details of Minor bridges 1103
11/11 Proforma for inspection of Minor bridges 1103
11/12 Procedure for rivet testing 1107
11/13 Sample rivet test register 1102
11/14 PSC girders camber measuring method 1107
11/15 Details of tools and equipment for inspection of bridges 1109
12/1 Proforma of form of agreement for hire of plant 1215
14/1 List of books of reference 1401

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 DUTIES OF BRIDGE OFFICIALS

CHAPTER I
DUTIES OF BRIDGE OFFICIALS
PART A
DUTIES OF ASSISTANT ENGINEER

101 General
(1) The Assistant Engineer is generally responsible for the maintenance and safety of all way & works
including bridges in his charge; for the accuracy, quality and progress of new works and control
over all expenditure in relation to budget allotment.
(2) The duties of the Assistant Engineer are detailed in various chapters of Indian Railways Permanent
Way Manual, Works Manual and Bridge Manual. His essential duties in respect of bridges and
other steel structures are detailed here under.
102 Inspection of Bridges
a) The Assistant Engineer shall inspect every Bridge including Road over / under Bridges once
a year by a date specified by Chief Engineer after monsoon. This inspection shall cover,
i) Foundation and flooring, substructure, protective works, bed blocks, track over bridg-
es and the approaches including guard rails and other appurtenances of all Bridges,
pipes, RCC Boxes, superstructure of arches, RCC & PSC slab bridges etc.
ii) General condition of steel work of girders and bearings with special attention to places
liable to corrosion.
iii) General condition of all RCC, Composite and PSC girders and their bearings.
b) deleted
c) Wherever necessary, he shall jointly inspect canal and irrigation crossings with his counter
part of State P.W.D. or Irrigation Department.
d) The inspection of bridges shall be carried out as per Chapter XI.
e) He should send extracts of the orders regarding action to be taken by the Inspectors arising
out of his inspection for compliance with a copy to Divisional Engineer.
f) He should submit the Bridge registers with his certificate of completion of Bridge inspections
to his Divisional Engineer.
g) He shall arrange to maintain the flood records upto date as detailed in Para 710. He will also
maintain the Rivers and Flood register as detailed in Para 714.
103 He shall inspect every tunnel in the sub division once a year before monsoon and maintain the
records of his inspection.
104 Maintenance of Bridges and Structures
(1) He shall be responsible for the maintenance and repairs to foundations, flooring, sub structures,
protective works, bed blocks, track over bridges and the approaches including guard rails and other
appurtenances, pipes, RCC Boxes, superstructure of all arches, RCC and PSC slabs, steel work
of girder spans less than 12.2 m clear and other type of bridges except composite, RCC, PSC and
steel girders of spans 12.2 m and more.
(2) All other steel structures like FOB, Sheds / Shelters etc.

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 DUTIES OF BRIDGE OFFICIALS

(3) He should arrange for the expeditious repairs, as and when required.

PART B
DUTIES OF ASSISTANT (BRIDGE) ENGINEER/ DIVISIONAL (BRIDGE) ENGINEER
IN CHARGE OF BRIDGES IN DIVISION

105 Inspection of Bridges and other structures

(1) The officer nominated to be in charge of the Bridges shall scrutinise the Bridge Inspection register
sent by Bridge Inspector and after necessary inspection of Bridges endorse a certificate of scrutiny
and forward it to the Dy. Chief Engineer/Bridges by a nominated date.
(2) He shall inspect
a) All overstressed girders where camber loss is noted & such bridges which have been referred
to him by BRI.
b) Such bridges which call for his inspection, based on scrutiny of the Bridge Inspector's
registers.
c) 10% test check of the bridges inspected by Bridge Inspectors every year.
(3) He will inspect all such steel structures as ordered by the Chief Engineer at specified intervals.
106. Maintenance of Bridges and other structures
(1) He will be responsible for
a) Painting, rivetting, welding and other repairs to the steel work of all girder bridges of clear
spans 12.2 m and above and also for repair and maintenance of the superstructure of all
prestressed concrete, composite and RCC girder bridges.
b) The maintenance of bearings of all girder bridges including oiling and greasing.
c) He will render help to the Divisional (open line) staff for heavy repairs of steel work in girder
spans of less than 12.2m clear as cannot be taken by Divisional staff.
(2) He will also maintain the other steel structures as ordered by the Chief Engineer.

PART C
DUTIES OF BRIDGE INSPECTOR

107 Inspection of bridges and other structures

(1) He is responsible for carrying out detailed inspection of:
a) All welded, RCC, PSC and Composite Girders within one year of installation.
b) Girders kept under observation, once a year or at intervals specified by the Chief Bridge
Engineer.
c) Floor system of early steel girders once a year.

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 DUTIES OF BRIDGE OFFICIALS

d) Superstructure including bearings of all Steel girders of span 12.2 m and above, RCC, PSC
and composite girder bridges once in five years on planned basis.
e) Other nominated steel structures, being maintained by him, once in five years.
f) Proper installation of Bearings before allowing traffic on any Bridge
(2) Records of inspection:
He will record the details of each one of the inspections in the register maintained for the purpose
as detailed in chapter XI.
(3) Maintenance of bridges and other structures:
He shall maintain the following structures in good condition by taking immediate action to carry out
necessary repairs, painting, oiling and greasing, etc.
a) Superstructure and bearing of all Steel bridges of span 12.2m and above, PSC, RCC and
composite girders.
b) Other steel structures as specified by Chief Engineer.
(4) He will be responsible for the erection of steel girders for all major bridges, PSC girders.
(5) He will be responsible for the erection of workshop structures and Flood light towers, if ordered by
the Chief Engineer.
(6) He will be responsible for the accountal and periodical verification of stores, tools and plants in his
charge.
108 Knowledge of Rules and Regulations
(1) Every Bridge Inspector shall have in his possession copies of the following codes and manuals
with all upto date correction slips:
i) Indian Railways Permanent Way Manual, Bridge Manual and Works Manual,
ii) Indian Railway General and Subsidiary Rules,
iii) Indian Railway Code for the Engineering Department,
iv) Schedule of dimensions,
v) Circulars issued by the higher authorities.
(2) He shall be well acquainted with the rules, regulations and procedures concerning his work and
duties as enjoined in the above codes and manuals. He shall keep himself in touch with the orders
and circulars issued by higher authorities from, time to time and efficiently act upon them.
(3) He shall ensure that all staff working under him are well acquainted with the relevant rules and
working methods and efficiently perform their duties. They should be examined periodically as
specified, on appointment, and on promotion.
109 Co-ordination with Permanent way, works and staff of other Departments
The Bridge Inspector should keep close co-ordination with the staff of way, works, signalling,
electrical, traction and other departments, when they are required to work jointly.
110 Accompanying on Inspections of Higher officials
When the Bridge Inspector accompanies a periodical/ special inspection by the higher officials, he
should have with him the following registers and documents pertaining to his section, other than
the codes and manuals mentioned in Para 108.
a) Relevant Working Time Tables

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 DUTIES OF BRIDGE OFFICIALS

b) Inspection registers for steel work for bridges

c) Rivet testing register
d) Weld test register
e) RCC, PSC Bridge/Composite Girder, Bridge Inspection register
f) Annual inspection register for overstressed girders
g) Up to date plans and files of bridge rehabilitation or regirdering works in progress and which
are being inspected.
111 Execution of works
(1) Working under traffic:
a) He should take every precaution that works under traffic such as repairs and renewals of
girders are carried out safely and in accordance with the rules for protection of the line.
b) Before starting any work he shall ensure that he is in possession of all necessary materials
and tools.
c) He should make careful inspection of all temporary stagings provided and ensure that they
are safe for the intended purpose.
d) He should ensure that Engineering signals are exhibited at specified distances according to
rules and flagmen are posted with necessary equipment.
(2) Works affecting moving dimensions - The Bridge Inspector shall refer any work likely to affect track
or moving dimensions to the Assistant Bridge Engineer and Assistant Engineer for instructions.
(3) The Bridge Inspector shall send in advance a programme of his work during the ensuing week to
all the officers concerned.
(4) Special duties-The Bridge Inspector shall carry out as and when required, such works as
measurement of stress under load, verification of impact and oscillation effects and preparation of
sketches for girders and other classes of steel work.
(5) Tools and equipment - The Bridge Inspector shall ensure that all tools and equipment such as
compressors, pneumatic tools, derricks and jacks are used with due care and maintained in efficient
working order.
Returns of tools and plant in his charge should be submitted on the prescribed dates.
112 Action in case of emergency
On receipt of intimation of the occurrence of an accident (including breaches) affecting any part of
the bridge or approaches or restricting free passage of trains, the Bridge Inspector should proceed
to site by the quickest available means. On the way he should collect information regarding the
damage, the men and material requirement at site for restoration and arrange for their movement
and seek instructions regarding the restoration form the Assistant Engineer.
113 Establishment
(1) Maintaining of Muster
a) Each blank muster sheet before issue shall be initialled on the top by the Divisional
Engineer/Assistant Engineer (Bridges). The attendance of artisans and helpers and other
staff under him shall be checked by the Bridge Inspector according to instructions issued by
the administration from time to time.
For each wage period the muster sheets should be collected and fresh ones issued.

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 DUTIES OF BRIDGE OFFICIALS

b) The leave availed by each man should be recorded in the leave register to his account
before the musters are despatched to the Assistant/Divisional Engineer's (Bridge) office.
(2) Witnessing payments to staff
a) Payment to both permanent and temporary staff on the section will be made by the pay clerk
in the presence of the Bridge Inspector who will witness and will be responsible for correct
identification of the payee and should satisfy himself that the correct amount is paid.
b) The certificate at the foot of the paysheet should be filled in by him as payment of each batch
of workmen is completed, specifying both in words and figures the amount paid on each
date. If a person is not present, "Not Paid" should be immediately written against his name,
when subsequently payment is made, the kilometrage (mileage) or place at which he is paid
should be entered and separately certified as such on the pay sheet.
c) If the Bridge Inspector working in the section is not readily available, another Inspector may
be authorised by AEN (Bridges) to witness payment on the section.
(3) Other establishment matters
a) General conditions of railway service and rules relating to the conduct and discipline of
railway servants are contained in the relevant chapter of the Indian Railway Establishment
Code.
b) Medical examination - The bridge inspector should ensure that all staff including casual
labour are sent for medical examination on appointment, promotion and for periodical
medical examination as laid down in the relevant rules.
c) Service Cards: He will arrange to maintain the service cards/ leave account of all the
permanent staff working under him. Service card should be prepared as soon as appointments
to permanent vacancies are made. In the case of casual labour he will arrange to issue
the necessary service card to them and will maintain the L.T.I. register. All increment and
promotions should be noted in the service cards and duly attested by the Assistant Engineer/
Divisional Engineers (Bridges).
d) Provision in the various acts:
He will ensure that the relevant provisions of payment of wages Act, Workmen's Compensation
Act, Contract labour regulation and abolition act, Industrial Disputes Act and rules made
thereunder, Hours of Employment Regulations, etc. as amended from time to time are
complied with.
e) Promotion to higher grades:
i) The Bridge Inspector should maintain, in manuscript form, records of staff working
under him in which he shall enter merits and demerits of each as and when such
entries are justified.
ii) The normal procedure for promotion should be by "Trade Tests." Qualified men will be
entitled to promotion by seniority within their own groups.
iii) He will initiate prompt action for filling up the vacancies by referring to the Assistant
engineer/Divisional Engineer (Bridges).
f) He will arrange to carry out the other establishment work such as issue of passes, preparation
of pay bills etc. as may be allotted to him by the administration.
g) He will ensure proper training of the artisan and other skilled men working under him at the
appropriate time.

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 DUTIES OF BRIDGE OFFICIALS

114 Correspondence and records

The Bridge Inspector shall keep his correspondence and plans upto-date and ensure that the office
records, registers and store ledgers are maintained systematically and posted regularly.
115 Relinquishment of charge
a) On relinquishing charge of section the Bridge Inspector shall prepare, in duplicate, the
specified "transfer of charge" statement which will briefly contain the following:
i) Extent of charge
ii) Important works in progress, showing position of each work and any special features
to which particular attention is required.
iii) Details of inspection planned for year and extent of inspections completed.
iv) Certificate of store check and correctness of stock.
v) Establishment (Service and leave records)
vi) General notes about his section.
b) The relieving Inspector will examine all books and registers to see that they are upto date
and initial them with date.
c) The Bridge Inspectors handing over and taking over charge should together travel over
the whole section, inspect all the works in progress and check staff, all tools, plants and
materials.
d) The "Transfer of charge" statement should be signed by both the Bridge Inspectors and
forwarded to the Assistant Engineers (Bridges) or Divisional Engineer (Bridges) as may be
prescribed.
Errors and discrepancies which are noticed should be recorded in the statement and special
attention of Assistant Engineer/Divisional Engineer (Bridges) invited to them.

PART D
DUTIES OF PERMANENT WAY AND WORKS INSPECTORS

116 General
While Chapter I of Indian Railways Permanent Way Manual and Chapter I of Indian Railways Works
Manual deal with the duties and responsibilities of PWI and IOW with respect to permanent Way
and Works respectively, the following paras deal with their duties and responsibilities with regard
to bridges & tunnels.
117 Inspection
(1) Once a year during prescribed months prior to monsoon, Permanent Way Inspector or Inspector
of Works, as per the practice on the railways, shall inspect every bridge including ROB/RUB in his
section covering the following:
a) Foundations, Substructures and bed blocks of all bridges.
b) Protective works.
c) Superstructures of all RCC and PSC slab bridges and masonry bridges.

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 DUTIES OF BRIDGE OFFICIALS

d) Detailed inspection of steel work of girders less than 12.2m clear span once in 5 years.
e) General condition of superstructure of all other type of bridges and their bearings.
f) Obstruction to water ways, if any.
g) Tunnels in his section to be inspected after monsoon.
He will record the details of his inspection in manuscript register in the prescribed proforma
and submit a certificate of inspection to the Assistant Engineer by the prescribed date.
(2) Inspection by Permanent Way Inspector specifically:
Once a year during prescribed months prior to monsoon, Permanent Way Inspector shall inspect:
a) The track and approaches of all bridges.
b) Run off frames and foot-paths over bridges, if any.
118 Maintenance
(1) Permanent Way Inspector or Inspector of Works, as the case may be, shall be responsible for
the up-keep and maintenance of all the items of bridges mentioned in Para 117. He shall also be
responsible for the maintenance of bridge appurtenances like notice boards, name boards, trolley
refuges, sand bins and marking of HFLs etc.
(2) The Permanent Way Inspector shall also be responsible for the posting of bridge watchman,
wherever necessary and ensure their effective functioning.

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 MAINTENANCE OF BRIDGES

CHAPTER II
MAINTENANCE OF BRIDGES
PART A
GENERAL

201 Responsibility of the Engineering officials

(1) Permanent Way/ Works Inspector:
Different Railways follow different practices in regard to the responsibility of upkeep and maintenance
of bridges including road under/over bridges. The maintenance of the items in following sub para
should be carried out by Inspector of Works or Permanent Way Inspector in his jurisdiction as per
the practice or as approved by the Chief Engineer of the Railway.
a) Foundations, flooring, substructures, bed blocks and protection works of all bridges.
b) Superstructure of all arch, pipe, box, PSC slab and RCC slab bridges.
c) Steel work of girder spans less than 12.2m clear.
(2) Permanent Way Inspector.
The Permanent Way Inspector shall be responsible for the maintenance of track over bridges and
on the approaches. He shall also be responsible for the maintenance of the appurtenances such
as guard rails, foot path, Notice Boards, Name Boards, trolley refuges and sand bins etc. He shall
also ensure clearing of waterways of bridges.
(3) Bridge Inspectors:
The Bridge Inspector shall be responsible for the maintenance of
a) The steel work of all the girder bridges with clear span of 12.2m and above
b) Superstructure of all RCC, prestressed concrete and composite girder bridges and
c) The bearings of all the above bridges.

202 Action to be taken after inspection of bridges

(1) All repairs as and when required should be executed expeditiously.
(2) The Divisional/Senior Divisional Engineer and his officials including the Assistant Engineer shall
arrange to carry out maintenance of and repairs to
a) Foundations, flooring, sub structures, protection works, bed blocks, track over bridges and
the approaches including guard rails and other appurtenances, superstructure of all arch,
pipe, RCC Box, and RCC slab bridges, PSC slab bridges and steel work of girder spans less
than 12.2m clear.
b) Marking of HFL, Danger level, foundation detail and other particulars.
c) Clearing of waterway and encroachments.
(3) The Divisional Engineer (Bridges) / Assistant Engineer (Bridges) and his officials shall be responsible
for the painting, rivetting, welding and other repairs to the steel work of all girder bridges of clear
span 12.2m and above, all prestressed concrete bridges (except slabs), composite girder bridges
and RCC girders. They shall also be responsible for the maintenance of bearings and holding down

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 MAINTENANCE OF BRIDGES

bolts of all bridges.

203 Painting of Bridges

(1) The date of painting of steel work should be painted in white on the outside of the left girder of the
first span. In the case of important girder bridges, the left girder at each end should bear the date
of painting.
(2) The highest flood level line should be painted distinctly by a 25mm broad white line along with the
year of its occurrence, in figures 100mm deep as follows:
a) For bridges upto 60 metres in length, on the downstream side of one abutment,
b) For bridges over 60 metres in length, on each of the abutments on the down stream side or
on the down stream side of the piers of the end spans,
c) For buried type abutments, on the piers near the end spans.
(3) At important bridges, Flood level gauges should be provided on abutments or on piers of the end
spans. The marking should be in metres divided into ten parts commencing from the underside of
the girders towards the bed. The marking and the figures should be painted in black on white back
ground, where necessary piers and abutments may be plastered with cement mortar 380 mm wide
for providing the gauges. The H.F.L. mark in white paint should be made by the side of the gauge.
(4) The direction of flow should be distinctly marked in white on an abutment or pier.
(5) Plaques showing particulars of foundations should be fixed over every abutment and pier in
accordance with instructions contained in Annexure 11/7.
(6) Name boards at important bridges should be fixed at either approach at a distance of about 15
metres from the abutment indicating the name of the river and the number and length of spans.
(7) Plaques containing Bridge numbers and indicating direction of flow should be provided on parapet
wall as detailed in Annexure 2/1.
(8) At all Canal crossings, the Full Supply Level should be marked distinctly in the same way as the
H.F.L. line for other bridges.
(9) Danger level should be distinctly marked in red in all the bridges as stipulated in Para 703.

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 MAINTENANCE OF BRIDGES

PART B
MAINTENANCE OF FOUNDATIONS, PROTECTIVE WORKS AND WATERWAYS

204 Maintenance of foundations

(1) Shallow foundations :
a) A bridge foundation having less than 2M depth below bed level in case of arch bridges and
1.2M depth below bed level in case of other bridges is termed as shallow foundation.
b) Bridges with shallow foundations in sandy soils or soils likely to scour should be protected by
stone, brick on edge or CC flooring with drop walls and/or curtain walls to protect foundation
from scour (Annexure 2/2). This method is generally suitable in cases where the velocity
of flow does not exceed 1.5 metre per second and afflux is negligible. The top level of the
flooring, drop and curtain walls should be kept at the normal bed level of the stream or
slightly lower to allow for the retrogression of the bed of the stream. Any damage to the
flooring should be rectified in time, as failure to do this will lead to further damage during
subsequent floods.
c) Whenever heavy scour is noticed on the downstream of the drop walls, scour hole should be
filled with boulders or wire crate filled with boulders.
(2) Deep foundations:
a) A foundation which is deep enough, having required grip length below maximum scour level
is termed as deep foundation. Normally no protection is required for such foundations.
b) The river bed between piers should not generally be pitched, as the pitching stones if washed
away, may lead to excessive scour down stream, resulting in damage to piers.
c) If warranted by actual conditions, piers and abutments on these bridges can be protected
individually by pitching stones around them. Depending upon the velocity of the current
under the bridge, proper sized stones or stones filled wire crates can be dumped below low
water level. The boulders should be of proper size which could be handled manually but
could not be carried away by water current. The pitching will be best done during dry season
or when stream is at low water level.
d) In very severe cases of scour, piles are driven concentric to the foundation with boulders
dumped in-between. Sausage crates containing boulders may also be placed in the scoured
portion around the piles.

205 Maintenance of Protective Works

(1) Meandering rivers during high floods may out flank and damage bridge and approaches. To control
the same, following protective works are provided, singly or in combination.
a) Guide bunds b) Marginal bunds c) Spurs/groynes
d) Aprons e) Closure bunds f) Assisted Cut offs
g) Approach banks
Details including the maintenance practices to be followed for maintaining these works are given
in chapter VIII.
(2) Pitching:
a) To prevent erosion, stone pitching may be provided on the approach banks, marginal bunds,

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 MAINTENANCE OF BRIDGES

and at closure bunds. Disturbed pitching should be reset properly by making up the slopes
if necessary.
Slope pitching are rested on toe wall with proper foundation. Damaged toe wall can lead to
slipping of pitching, and therefore, it should be rebuilt with a proper foundation (Annexure
2/3).

206 Maintenance of waterways

(1) Obstructions in waterways should be cleared away on both sides of the line within railway limits
for the full extent of the waterway.
(2) Boundary pillars on each bank of a river or important waterway shall be erected so as to prevent
and control encroachments.

PART C
MAINTENANCE OF SUBSTRUCTURE

207 Abutments, piers, wing walls and return walls

During service, the substructure may develop various defects. Their likely causes and the suggested
remedies are outlined below:
(1) Weathering:
Weathering normally occurs due to adverse environmental conditions prevailing over long periods
of time. Structural elements which undergo alternate drying and wetting are also prone to exhibit
weathering damage. This will be indicated by layers of material spalling off. As a remedial measure,
weathered material should be removed, surface exposed and thoroughly cleaned. If the weathering
is not deep, plastering with cement mortar will suffice. Otherwise, guniting or cement or epoxy
grouting may be resorted to. For substantially weathered joints, pointing with cement mortar should
be done.
(2) Leaching of mortar:
Lime and cement mortar with free lime content, deteriorate with time due to action of rain and running
water and lose their binding power gradually. If on raking out such joints the material comes out
easily and is powdery, it is sure indication of loss of mortar strength. Tapping of such masonry will
give hollow sound indicating leaching out of mortar from deep inside the structure. In case of deep
leaching, grouting by cement or epoxy mortar followed by pointing of joints can be tried. However,
for surface leaching, the joints should be thoroughly cleaned and pointing done with cement mortar.
(3) Leaning/Bulging of abutments, wing walls & return walls:
The abutments, wing wall & return wall may bulge or lean due to either excessive back pressure
or under mining of foundation. The excessive earth pressure could be due to either build-up of
hydrostatic pressure caused by choked weep holes or excessive loading (static/ dynamic) beyond
design capacity.
a) To avoid build-up of hydrostatic pressure following steps should be taken:
i) Weep holes be provided at 1m interval in both horizontal and vertical directions if not
already provided. The bottom most row of weep holes should be above low water level
in case of flowing streams, 25 cm above bed level in other cases & above FSL in canal

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 MAINTENANCE OF BRIDGES

bridges.
ii) Adequacy of existing weep holes be checked and if required, additional weep holes of
proper size be provided.
iii) Choked weep holes be cleaned and made functional.
iv) The back fill material should be granular and should not contain expansive soil like
black cotton soil etc. Proper filter layer be provided behind the masonry. The back fill
material should be changed if so warranted.
b) The excessive earth pressure can be taken care of by either providing masonry or cement
concrete buttress. However, care should be taken that the reduction in water way, if any,
does not adversely affect the parameters like afflux, clearances etc.
c) For tackling undermining/scour and other rehabilitation problems Para 204 and 513 may be
referred to.
(4) Cracks in masonry / concrete:
Cracks may occur due to loss of strength of masonry/concrete because of age, excessive dynamic
impact and settlement or any other damage to foundations.
a) Vertical cracks:
Vertical cracks may occur due to differential settlement of the foundation or excessive
shearing stresses in the substructure. The cracks should be monitored by providing tell
tales. If these show signs of propagation, a detailed study should be made to identify the
causes before taking remedial measures.
b) Horizontal cracks:
These are more serious and these could be due to inadequacy of section, defect in
construction, failure of back fill drainage or excessive horizontal loads etc. The remedial
measures should be decided after identifying the cause, based on results of analytical study
and field observations. Generally grouting with cement or epoxy mortar and jacketing are
used as remedial measures.

208 Maintenance of arches

Following defects are generally associated with arch bridges.
(1) Defects in arch barrel proper:
Due to ageing and weathering effect arch masonry or concrete may show sign of deterioration by
way of leaching of joints, spalling of concrete and weathering of masonry. These are to be attended
when noticed. Following defects need special attention.
i) Extension of cracks from substructure to arch barrel As arch is resting on substructure,
the cracks in substructure due to differential settlement etc. may extend through the arch
barrel also and may appear as longitudinal cracks (cracks parallel to the direction of traffic)
(Annexure 2/4). These cracks are to be grouted with cement / epoxy mortar and tell tale
provided to observe further propagation if any. The reasons of unequal settlement should be
identified and remedial measures taken.
ii) Transverse or diagonal cracks in arch barrel (intrados) (Annexure 2/5)
These cracks are serious in nature and indicate presence of tensile stresses at the intrados.
These are generally noticed in the vicinity of the crown of the arch in the initial stages. They
have a tendency to progress in diagonal / zigzag direction in stone masonry arches. These

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 MAINTENANCE OF BRIDGES

cracks indicate serious weakness in the arch and need proper investigation and adoption of
appropriate strengthening measures including rebuilding in worst cases.
iii) Crushing of masonry:
The probable causes of crushing of masonry of the arch and remedial measures are as
follows:
Probable Cause Remedial Action
a). Leaching of mortar in the joints. Raking out the mortar and deep Pointing/grouting
b) Weathering of masonry Pointing together with grouting
c) Excessive loading Reducing the imposed load or strengthening the arch
d) Inadequate cushion over arch. Providing the minimum cushion or strengthen the arch.

iv) Loosening of keystone and voussoirs:

This may happen due to settlement/ tilting of the abutment/ pier, hammering effect of
dynamic load due to inadequate cushion and loss of jointing material. The remedy lies in
strengthening the foundation, increasing the cushion, reduction in load transfer, improvement
in track structure and deep pointing of the joints as the case may be,
v) Longitudinal cracks in arch away from spandrel wall:
These cracks may occur due to differential deflections of the part of arch barrels subjected
to live load and the remaining part. Such cracks may be seen between the adjacent tracks
or between the track and spandrel walls. They may also be due to differential settlement
of foundation. The underlying cause should be identified and appropriate remedial action
taken.
(2) Defects associated with spandrel wall:
Various types of cracks associated with spandrel wall, their symptoms, causes and remedial
measures are listed below.
Defect Cause(s) Remedial Measure
a) Longitudinal crack in the i) Large difference in stiffness i) Cement / epoxy grouting and
barrel along the inner face between deep spandrel wall monitoring.
of the spandrel wall which and barrel. ii) Improving drainage of fill by
do not widen with time. ii) Excessive back pressure on clearing weep holes/providing new
(Annexure 2/4) spandrel due to inadequate weep holes; providing granular back
drainage. fill.
b) Cracks mentioned in (a) i) Excessive back pressure on i) Same as a (ii)
which widen with time. spandrel due to drainage. ii) Reducing over burden.
ii) Excessive surcharge load. iii) Grouting the cracks with cement/
epoxy mortar after carrying out above
measures singly or in combination as
required.

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 MAINTENANCE OF BRIDGES

c) Sliding of spandrel wall i) Excessive back pressure i) Same as a (ii)

over arch barrel; bulging or on spandrel wall due to poor ii) Same as b (i)
tilting of spandrel wall. drainage.
iii) Tying the spandrel walls with tie
ii) Excessive surcharge load. bars and rails
iii) Spandrel wall not monolithic iv) Same as b (iii)
with arch.
d) i) Cracks on the face of i) Rib shortening. i) Same as a (ii)
the bridge at the junction ii) Distortion of arch ring. ii) Same as b (ii)
of spandrel and arch ring.
(Annexure 2/5). iii) Excessive back pressure. iii) Same as b (iii)

ii) If the above cracks open i) Rib shortening. i) Same as "d' above.
under traffic. ii) Distortion of arch ring. ii) Strengthening of arch.
iii) Excessive back pressure.
e) Cracks in spandrel wall Sinking of pier Remedial measures for arresting
above pier (Annexure 2/5) sinking of foundation and grouting
cracks thereafter.

(3) Leaning of Parapet wall:

This is caused by excessive back pressure which may be due to inadequate barrel length, lack
of or poor drainage. Wherever feasible the drainage be improved and if required barrel should
be extended with a new parapet wall. Where extension is not feasible the parapet wall should be
strengthened or rebuilt or ties provided to check the leaning.
(4) General instructions for maintenance of arch bridges:
a) Rail joints on the arch should be eliminated completely. In multiple span arches, these should
be located over the haunches.
b) Flat bottom sleepers should preferably be used over the arches.
c) Clean ballast cushion should be ensured by periodical screening as necessary. It will be
preferable to maintain minimum cushion over the arch by suitably regrading the track
wherever feasible.
d) For arch bridges on curves, it should be ensured that the track is centrally located. Where it
has shifted towards the outside parapet over a course of time, it should be slewed back to
the correct location to ensure equitable distribution of load.
e) While carrying out repair works for existing arches, the filling should not be disturbed as
far as possible, as the compacted fill over the arch relieves the arch ring of a portion of the
superimposed load.
f) If warranted by circumstances, whenever an arch bridge is opened for rehabilitation
purposes, the extrados of the arch should be made water proof. A porous filling such as
brick bats, ballast, etc. should then be used to cover the whole of the extrados to a depth of
300mm. The haunches over the piers should be filled with impervious material such as lean
cement concrete with proper cross slopes leading to weep holes located at the top of the
haunch filling. The earth filling over the porous material should be done in layers, properly
consolidated by ramming. Black cotton soil should in no case be used for filling purpose.

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 MAINTENANCE OF BRIDGES

209 Details of common repair techniques

The techniques commonly used for repairs of masonry are described below:
(1) Cement pressure grouting
a) This technique is used
i) When cracks are dormant
ii) Cracks are active but cause of cracking has been determined and remedial action has
been taken.
iii) When honey combing is present in concrete structures.
iv) When masonry is hollow.
v) When deep leached mortar joints are present.
b) Materials proportion and pressure:
Ordinary Portland cement to IS:269, sand and water conforming to IRS Concrete Bridge
Code, are required. With the approval of the Divisional Engineer, admixtures to impart non-
shrinkable properties and to improve flowability of grout, may be added. The method of
using admixture may be as per the manufacturer's recommendations. The water-cement
ratio (by weight) for the grout should be 0.4 to 0.5, the lower ratio being used when crack
width exceeds 0.5mm. The grouting pressure should be 2 to 4 kg/cm².
c) Equipment used:
The equipment required for cement pressure grouting are:
i) Air compressor with a capacity of 3 of 4 cum. per minute and with a pressure of 2 to 4
kg per sq. cm.
ii) Grout injecting machine or grouting pump with inlet and outlet valves and pressure
gauges. This can be power or hand driven.
iii) An air tight, pressure mixer chamber, with stirrer for proper mixing of the grout and
keeping it in proper colloidal suspension during grouting.
iv) Flexible pressure hose pipes for transmitting grout from pressure chamber to ports
embedded in the masonry.
v) Drilling equipment, pneumatic or electric, for drilling of holes upto 25mm dia.
vi) 12-20mm dia. G.I. pipes with couplers. A typical arrangement of pressure grouting
equipment is shown in Annexure 2/6.
d) Procedure for cement grouting:
i) Holes are drilled in structure along cracks and in and around hollow spots. If there are
several cracks, holes can be drilled in a staggered manner at 500 to 750mm spacing
in both directions covering adequately the area proposed to be grouted. Holes spacing
can be altered as per site conditions with approval of the Engineer.
ii) G.I. pipe pieces (12 to 20mm dia x 200mm) with one end threaded are fixed in the
holes with rich cement mortar.
iii) All the cracks and annular space around G.I. pipes are sealed with rich cement, mortar.
All the cracks are cut open to a 'V' shaped groove, cleaned & sealed with rich cement
mortar.
iv) All the Grout holes should be sluiced with water using the

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 MAINTENANCE OF BRIDGES

same equipment a day before grouting as per following sequence; so as to saturate

the masonry. All holes (Annexure 2/7) are first plugged with proper wooden plugs.
The bottom most plug (1) and the two adjacent plugs (2 and 9) are removed and water
injected in the bottom most hole (1) under pressure. When the clear water comes out
through the adjacent holes (2 and 9) the injection of water is stopped and the plugs
in the bottom most hole and the one immediately above (1 and 9) are restored. The
process is repeated with hole numbers 2, 3 & 8 etc. till all the holes are covered. On
the day of grouting all the plugs are removed to drain out excess water and restored
before commencing grouting.
v) The same sequence as described above is adopted for injecting the cement grout also.
The grout is kept fully stirred / agitated under pressure throughout the grouting. The
grouting is carried out till refusal and/or till grout starts flowing from the adjacent hole.
A proper record of the quantity of grout injected into every hole should be maintained.
vi) After grouting, curing should be done for 14 days.
vii) Tell tales are provided for checking the effectiveness of grouting.
viii) Only such quantities of material for preparing grout should be used, as can be used
within 15 minutes of its mixing.
ix) Grouting equipment must be cleaned thoroughly after use.
(2) Epoxy Grouting
As compared to cement, epoxy is quick setting, has very low shrinkage, excellent adhesion, high
strength, low viscosity to penetrate even hair cracks and good resistance to most of the chemicals.
However, epoxy grouting, being expensive, should be used only when it is techno economically
justified.
a) Composition: The epoxy grout consists of an epoxy resin and a hardener which react
chemically when mixed. Epoxy resins are thermosetting and by suitably proportioning of the
mix of resin, hardener and thinner (if necessary), the viscosity of the mix can be varied to
suit all types of conditions. Grouting of wide cracks require large quantity of grout material.
In such cases suitable fillers e.g. dry silicon flour etc. can be added based on manufacturer's
recommendations.
b) Specification: Considering the width, depth and extent of cracks and other relevant details,
the viscosity of the resin hardener mix, their proportions, pot life, application procedure etc.
should be chosen in consultation with the manufacturers. The shear strength on a specimen
of two mild steel plates should not be less than 100 kg/cm2. The epoxy mortar should not be
susceptible to fire and explosion during injection process and must be stable under varying
climatic conditions.
c) Test certificates: The supplier should produce test certificates for Pot life test, strength test
and shear test from approved test houses.
d) Equipments required:
i) Pneumatic or electric hole drilling equipment.
ii) Pressure injection equipment of standard make with necessary control valves and
gauges, etc.
iii) Air compressor of capacity 3 to 4 cum/min, and pressure of 10 kg/cm2.
iv) Polythene or metal pipe pieces 6-9mm dia.
v) Polythene/plastic containers for mixing the epoxy formulation.

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 MAINTENANCE OF BRIDGES

vi) A portable generator.

e) Procedure for epoxy grouting (Annexure 2/8)
i) The area to be grouted should be dry and free from oil, grease, dust and all loose and
unsound materials.
ii) All cracks should be cut open to a 'V' groove about 10mm deep by mechanical or
manual means. Loose material should be removed by using compressed air and
groove fully sealed using epoxy mortar at least one day in advance.
iii) Nails are driven into the cracks at 15 cm to 50cm intervals along the crack.
iv) Holes of 7-10 mm dia should be drilled along the cracks and copper or aluminium
or polythene pipe pieces of 6-9 mm dia fixed as grout nipples around the nails and
allowed to rest on them.
v) Epoxy formulation is injected from the bottom most pipe, keeping all other pipes,
except the adjacent ones, blocked by wooden plugs. The injection is done using
suitable nozzles connected to air compressors or by hand operated modified grease
guns. Pressure of 3.5 to 7 kg per sq. cm is normally used. As soon as the epoxy comes
out from the adjacent open pipes, they are plugged and the pressure increased to the
desired level and maintained for 2 to 3 minutes. The injection nozzle is then withdrawn
and the hole sealed with epoxy mortar. This operation is repeated for the other pipes
also. Any resin that remains or overflows the copper pipe is scraped off with a metal
spatula and the surface cleaned with a rag soaked in non-inflammable solvent.
vi) Due to restriction of pot life, it is advisable to mix only small quantities of epoxy at a
time. All proportioning should be by weight and mixing should be thorough.
vii) Low viscosity resins may be adopted for thin cracks.
viii) A record of materials consumed should be maintained.
f) Precautions while handling epoxy resins.
i) Manufacturer's detailed instructions should be followed for safe handling and
processing.
ii) Direct skin contact should be avoided and hand gloves (rubber) and protective goggles
should be used.
iii) The grease gun syringe should be washed with acetone immediately after use.
(3) Shot Creting / Guniting
a) Shotcrete is mortar or concrete conveyed through a hose and pneumatically impinged at
high velocity on to the surface to be treated. The force of the jet impinging on the surface
compacts the material. Generally a relatively dry mixture is used so that it supports itself
without sagging or sloughing even for vertical and overhead applications. This process is
also known as Guniting.
b) Shotcrete or gunite is suitable for repairing spalled concrete surface as well as for
strengthening weathered stone or brick masonry. For most applications mortar applied by
the dry process (guniting) is adequate. With concrete (shotcrete) the wet process is adopted.
In both the cases reinforcement in the form of wire 3mm dia, wire fabric or steel bars upto
16mm dia may be used, as necessary.
c) Equipment required (Annexure 2/9)
i) Guniting machine complying requirements given in IS: 6433.

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 MAINTENANCE OF BRIDGES

II) Air Compressor with a capacity of 10 cum per minute and which can develop a pressure
of upto 7 kg/cm².
iii) Placing nozzle with hose.
d) Specification of materials used:
i) Ordinary Portland cement to IS: 269. (Other special cements can be used for special
applications requiring higher strength or early setting)
ii) Sand conforming to IS: 383 and graded evenly from fine to coarse as per Zone II and
III with a nominal max. size of 6mm.
iii) Coarse aggregate, when used, should conform to IS: 383, with a maximum nominal
size of 10 to 12.5 mm.
iv) Water conforming to IS: 456.
v) Admixture as recommended.
vi) Reinforcing bars, as per IS: 432 or welded wire fabric conforming to IS: 1566 may be
used as required.
vii) Water cement ratio 0.35 to 0.50 by weight.
e) Preparation of surface: All weathered or deteriorated material should be removed until the
surface exposed is sound and properly shaped to receive the gunite (Shotcrete). The surface
should be cleaned of all loose and foreign materials with an air/water jet. If the joint mortar is
weak, the joint should be raked to about 10mm depth and all loose, dry mortar scraped out.
Exposed reinforcement should be cleaned free of rust, scale etc. and given a coat of neat
cement or any other anti-corrosive material, Porous surface should be kept damp for several
hours before guniting.
f) Form work: The forms where required shall be plywood or other suitable material set true
to line and dimension. They should be adequately braced and constructed so as to permit
the escape of air and rebound during the guniting operation (particularly in the case of thick
members).
g) Reinforcement: Depending on the thickness and nature of the work; reinforcement may
consist of either round bars, or welded wire fabric 3mm diameter. Sufficient clearance should
be provided around the reinforcement. The minimum clearance between the reinforcement
and form or other back up material may vary between 12mm for the mortar mix and wire
fabric reinforcement to 50mm for the concrete mix and 16mm dia reinforcing bars. However,
the minimum cover for reinforcement shall be as per IS: 456. The minimum wire mesh
spacing should be 50 mm by 50 mm. Clear spacing between bars should be atleast 65 mm.
For repair work, the reinforcement should be fixed to existing masonry by wiring to nails
driven into the masonry and rigidly secured.
h) Preparing the gunite: The cement and sand in specified proportion are premixed and placed
in the feeding chamber, the same is then fed into the working chamber through a cone valve
controlled from outside. The mixture, after passing through an agitator is then carried in
suspension by compressed air through the delivery hose to the nozzle. The mixing time shall
not be less than one minute. As the material passes through the nozzle body, it is hydrated
with water introduced in the form of a fine needle spray. The amount of water added is
adjusted so that the in-place gunite/shotcrete is adequately compacted and it neither sags
nor shows excessive rebound. The mix used generally ranges from 1:3 to 1:4.5 and moisture
content of the mixture before placing in the machine should be within 3 to 6%

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 MAINTENANCE OF BRIDGES

i) Uniform air pressure is maintained at the nozzle outlet. For lengths of hose upto 30m, the air
pressure is 3kg/cm2 or more. For longer lengths the pressure is increased by 0.35kg/cm2 for
each additional 15m of hose and by 0.35kg/cm2 for each staging of 7.5m that the nozzle is
raised above the gun.
j) Placing: The total thickness of gunite required should be built up in a number of layers with
an interval of about 4 hours. Each layer is built up by making several passes or loops of the
nozzle over the working area. The distance of the nozzle from the work, usually between
0.5 and 1.5m, should be such as to give the best results. Particular care should be taken
when gunning through and encasing reinforcing bars. (For walls, columns and beams, the
application should begin at the bottom). In guniting slabs, the nozzle should be held at a
slight angle so that the rebound is blown on to the completed portion.
k) Rebound: The rebound is mortar or concrete which bounces off the surface during the
application. Rebound should not be worked back into the construction and should be
rejected.
l) Before laying additional layer, the first layer should be allowed to take its initial set. Then
all laitance, loose material and rebound should be removed. The surface should be tested
with a hammer for drummy areas which should be carefully cut out and replaced with the
succeeding layer.
m) Curing: The surfaces should be kept continuously wet for at least 7 days.
n) Shotcreting by the wet process requires special equipment and can be used for building up
thick layer. For further details reference can be made to IS: 9012 "Recommended Practice
for shotcreting".

PART D
MAINTENANCE OF SUPER STRUCTURE - REINFORCED CEMENT
CONCRETE AND PRESTRESSED CONCRETE BRIDGES

210 Periodical maintenance

(1) The areas around bearings shall be kept free of ballast, debris, dust, oil/grease etc.
(2) Drainage system shall be thoroughly cleaned and repaired as necessary before the onset of
monsoon.
(3) Protective surface coat, where provided, shall be maintained.
(4) The superstructure and bearings shall be maintained as per the design requirements and any
deficiencies/defects noticed during inspection shall be attended to.
(5) Water on deck bridges should not be allowed to stagnate or retained in the ballast. Cleaning of
ballast and drainage arrangements to be ensured annually before monsoons.

211 Common defects and repair/strengthening techniques

(1) For the repairs of following type of defects, techniques described in Para 209 may be suitably
adopted.
a) Signs of honeycombing and/or hollow spots in concrete components and spalling.

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b) Dormant cracks
c) Active cracks whose cause of cracking has been determined and remedial action has been
taken.
(2) Other Strengthening techniques:
a) External prestressing of concrete girders both in longitudinal and vertical directions can be
successfully adopted as a strengthening measure. Vertical prestressing may be adopted
to prevent separation of deck slabs which are generally cast in situ over precast girders.
Longitudinal prestressing may be adopted to strengthen the girder and to increase its flexural
strength. Longitudinal prestressing may be resorted to in cases where girders are required
to carry increased load or the existing prestressed cables have deteriorated.
b) Established techniques such as external bonding of steel plates etc. can also be adopted for
which specialist literature may be referred.

PART E
MAINTENANCE OF SUPER STRUCTURE-STEEL GIRDERS

212 Loss of camber in steel girders

(1) Steel triangulated (open web) girders are provided with camber to compensate for deflection under
load. Out of the total design camber, the part corresponding to dead load is called dead load camber.
The balance is called live load camber which should be available as visible and measurable camber
in the girder when not carrying load.
(2) Loss of camber can be mainly attributed to:
a) Overstressing of members beyond the elastic limit
b) Overstressing of joint rivets
c) Loose rivets
(3) Rectification measures:
a) If it is established that the loss of camber is due to 2 (a) above which can be due to running
of heavier loads or heavy loss of section of bridge member due to corrosion, action should
be taken to strengthen the girder with proper camber or replace the girder.
b) In case the loss of camber is due to overstressing of joint rivets the joint should be redesigned
and rivets and gusset plates replaced as required after providing the designed camber.
c) All the loose rivets should be replaced by sound rivets and proper camber provided.

212A. Residual Fatigue Life Assessment of old steel girders

As per new codal provisions of IRS Steel Bridge Code, fatigue life of girder components, depends
on the Gross Million Tons of traffic (GMT) carried and the type of loading permitted over the bridges.
Residual fatigue life assessment of old steel girder bridges, designed with old codal provisions,
shall be made in a phased manner as per Annexure 2/17.
(1) All bridges on routes, having annual GMT of 40 and age more than 50 years shall be systematically
assessed for residual fatigue life and planned for extensive monitoring till retrofitting or replacement.
(2) Restrictions of loading & speed or both shall be imposed, if the residual fatigue life is found

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 MAINTENANCE OF BRIDGES

inadequate. On such bridges, Instrumentation may be carried out for continuous monitoring of the
critical members to detect imminent fatigue cracks, initiating from the rivet holes & hidden under
the rivet heads.
(3) Ultra Sonic Flaw Detection (USFD), Acoustic Emission Technique (AET) and Oscillation
measurements etc. may be used for determining the proper scheme of instrumentation in consultation
with RDSO.

213 Cracks in steel works

(1) Whenever a crack is detected in the steel work, its cause should be established and further
propagation, if any, monitored. As a first remedial step, a small hole of 7mm diameter should be
drilled at the extremities of the crack to prevent its further propagation.
(2) As a long term solution the cracked member may be strengthened by cover plate (s), adequately
rivetted. If this is not feasible, the defective member may have to be taken out and repaired/replaced.
214 Strengthening of weak girders
(1) Such cases generally occur when loads heavier than those considered for design have to be carried.
It is likely that the entire girder may not need replacement, but only certain components may need
strengthening/replacement. All the strengthening works require, very careful check of design, and
planning for execution.
(2) The common methods of strengthening are:
a) Replacement of weak rivets by larger diameter rivets.
b) Replacement/strengthening of floor system, namely, stringers and cross girders.
c) Addition of flange/web plates to plate girders: For this removal of the girder from the road
and replacement by a relieving girder may be necessary.
d) Strengthening of weak members of an open web girder: As the work is of complicated nature,
panel points will have to be jacked upon trestles to designed camber levels, to eliminate
dead load stresses and weaker members replaced with stronger ones by accurately match
marking and match drilling of rivet holes.
(3) If work of an extensive and repetitive nature is involved, it is preferable to take out one member (such
as cross girder, rail bearer etc.) at a time and replace it by a spare member specially manufactured
for the purpose. The member thus taken out can be satisfactorily repaired outside and used to
replace the next defective member and so on.

215 Replacement of loose rivets

(1) General:
i) Slight slackness of rivet does not cause loss of rivet strength.
ii) Renewal of slack rivets should be done only when the slack rivets are in groups or are
bunched up. Individual scattered slack rivets need not be touched.
iii) Rivet is to be considered finger loose when the looseness can be felt by mere touch, without
tapping. Rivets should be considered hammer loose, when the looseness can be felt only
with the aid of a hand hammer.
iv) All rivet renewals in a bridge girder shall be done only with pneumatic rivetting. In exceptional
cases and at locations where pneumatic tools cannot be employed, hand rivetting may be

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resorted to.
(2) The following points should be kept in mind while carrying out the rivetting work.
a) In pneumatic rivetting, the driving of the rivet, filling of the hole and formations of the head
should be done by snap mounted pneumatic hammer by delivering quick hard blows on
practically white hot rivet. The rivet head should be held tightly against the member through
a pneumatically hand pressed dolly.
b) The rivet shank should be about 1.5mm less than the diameter of the drilled hole.
c) The length of the rivet shank may be worked out by the formula
L = G + 1.5D + 1mm for every 4mm of grip or part thereof for snap head rivet.
L = G + 0.5D + 1mm for every 4mm of grip or part thereof for counter sunk rivet.
where
L = length of rivet shank
G = length of grip in mm
D = diameter of rivet in mm
d) While rivetting a loose joint, not more than 10% rivets should be cut at a time. Besides, each
rivet should be replaced immediately after cutting, with a turned bolt of adequate diameter
and length and then only the next rivet should be cut. In 50% of the holes cut parallel drifts
of correct diameter may be used; using turned bolts for the other 50%.
e) It is preferable to drill a rivet out than to use a rivet burster as the latter cuts the rivet head in
shear, imparting very heavy shock to the adjoining group of rivets.
f) In a joint where only a few rivets are loose, the adjoining rivets are also rendered loose while
bursting the loose rivets. In any case, after the loose rivets in a joint are replaced, it is very
necessary that all the rivets in the assembly are rechecked for tightness.
g) At locations where replacing rivets is difficult, turned bolts of appropriate diameter and length
may be used.
h) The rivet must be heated almost to a white heat and to a point when sparks are just beginning
to fly off. The whole rivet must be brought to the same heat. The rivet should be driven and
the snap removed within 20 seconds of the rivet leaving the fire.
j) The rivet must be driven straight, while hot, keeping the hammer coaxial. The rivetter must
have his staging at a height which enables him to put the whole weight of his body behind
the hammer. This prevents it from bouncing.
k) Rivets conforming to IRS specifications only should be used.
l) Adequate air pressure of 5.6 to 7 kg/cm2 should be ensured for opening of the tools.
m) In the case of long bridges, the air compressor may be centrally located at a suitable trolley
refuge, with main pipe line running in both directions with suitable tappings.
(3) The following guide-lines may be followed for replacement of loose rivets in plate girders. Renewal
of slack rivets should be taken up for:
i) All rivets which are hand loose or which have lost 50% of their head by corrosion.
ii) All hammer loose rivets where corrosion has set in between the head and the plate.
iii) In end stiffeners when the percentage of hammer loose rivets is >30%
iv) In flange splices when the number of hammer and hand loose rivets is 30% or more of the

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total rivets on any side of the splice location, all the rivets should be renewed.
v) All hammer loose rivets at main angle to web connection upto 1/12 span from either support
of the girder.
vi) When loose rivets in end connections of lateral and cross bracings of plate girder spans
require renewal, all the rivets in the end connections should be renewed.
vii) Subject to the conditions in (1) and (ii) above, rivets, though hammer loose, need not be
renewed under the following locations:
a) In the lap or butt joints of trough flooring,
b) Through angle or tee intermediate stiffeners on girders,
c) At main angle to web connections except those covered in (v),
d) In flange plates,
e) In web splices.

215A Maintenance of HSFG Bolts:

(i) Painting in service: HSFG bolts shall be painted as per normal painting schedules and painting
methodologies as specified in the Indian Railways Bridge Manual for the girder as a whole.
(ii) Anti-theft and Anti-sabotage measures: Where it is apprehended that theft/sabotage might take
place, the bolt threads may be destroyed by applying welding tack to the bolt projection beyond the
nut after final tightening and inspection. The tack shall not be more than 5 mm long and not more
than 3 mm in size. It shall be especially ensured that too much heat is not imparted to the bolt so
as to alter its metallurgical properties. Alternatively, proven bonding agent may be applied to the
threads projecting beyond the nut to seize or lock the bolt in position.

216 Corrosion and its prevention

(1) Corrosion is deterioration of metal due to its interaction with the corroding environment.
(2) When steel is exposed to the atmosphere, it combines chemically with the oxygen to form oxides.
This is generally described, as rust. In addition, steel gets corroded by other harmful chemicals to
which it may be exposed, such as acidic fumes and salt in sea spray etc.
(3) Corrosion may take place in either of the following forms:
i) Uniformly over large areas, referred to as "Uniform corrosion" or limited over a local area,
referred to as "local corrosion".
ii) Restricted to an extremely minute area, referred to as "pitting".
(4) Prevention of corrosion: Corrosion may be prevented by any one of the following means:
a) Protective coatings by painting (refer Para 217).
b) Metallising a form of protection by spraying a metal either zinc or Aluminium (refer Para
218).
c) Use of epoxy based paints.

217 Protective Coatings by painting

(1) Correct surface preparation of the steel to receive the paint:

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 MAINTENANCE OF BRIDGES

This is the single most important factor in ensuring good performance, as the presence of rust
under the paint film can cause its failure. Removal of rust, oil, grease and dirt is also necessary to
ensure adequate adhesion of paint film to the surface.
a) The minimum requirements of a surface prepared for painting are:
i) It should be clean, dry and free from contaminants.
ii) It should be rough enough to ensure adhesion of the paint film. However, it should not
be so rough that the film cannot cover the surface peaks.
b) Any one or a combination of the following methods (i to iv) for surface preparation may
be used, where rust has appeared in many places and existing primary coat of paint has
developed cracks, blistering, peeling, brittleness etc.
i) Manual hand cleaning: The cleaning of surface is done with the use of emery paper, wire
brushes, scrapers, etc. This is adopted for spot cleaning during normal maintenance
to remove rust, scale or old coatings
ii) Cleaning with power driven tools: Oil and grease are first removed. Heavy scale and
rust are then removed by hand tools. Residual rust and mill scales are removed by
hammer or rotary action of hand held power driven tools.
iii) Blast cleaning (sand or grit blasting): It consists of cleaning the surface with the help
of high velocity impact of abrasives (sand or grit) against the surface. It removes rust,
mill scale (oxidisation) and old paints along with some of the base metals and creates
a base for good adhesion. It is the most effective method of surface preparation.
iv) Flame cleaning: The process consists of localised application of an oxy-acetylene
flame on the steel surface. After the application of the flame the rust can be removed
by wire brushes. Flame cleaning should not be done on plates with thickness 10mm
or less as it may lead to permanent distortion of such plates.
v) In the case of maintenance painting where only the finishing coat of paint shows signs
of deterioration and the primary coat of paint is sufficiently in good condition adhering
to the metal firmly and there are no signs of rust, the surface should be washed with
lukewarm water containing 1 to 2% detergent to remove salt deposits and grime. After
this, the surface is to be dried, lightly wire brushed and sand papered. On this prepared
surface only the finishing coat of paint should be applied.
vi) Temporary coatings If, for any reason, painting cannot immediately follow surface
preparation, corrosion can be prevented for a short time by means of temporary
coating of Linseed oil applied uniformly and thinly (one third litre on 10m² area will be
sufficient). Modern prefabrication primers which are easier to apply and give better
protection are also available.
(2) Choice of suitable paints:
The following system of paints may be adopted for painting of Bridge girders:
a) In areas where there is no severe corrosion
i) Priming Coat : One coat of ready mixed paint zinc chromate priming to IS:104, followed
by one coat of ready mixed paint red oxide zinc chrome priming paint to IS: 2074.
OR
Two coats of zinc chromate red oxide primer to IRS -P-31.
ii) Finishing coat.

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 MAINTENANCE OF BRIDGES

Two cover coats of paint to IS: 13607 with colour/shade to be specified by Zonal
Railway or any other approved paint applied over the primer coats.
Note: (i) The colour/shade of finishing coat should be generally matching with the Smoke Grey
colour/shade No. ISC 692 mentioned in IS: 5-2004.
(ii) The colour/shade can be changed by CВЕ as per the local requirements
b) In areas where corrosion is SEVERE
i) Priming Coat: One coat of ready mixed paint zinc chromate priming to IS: 104, followed
by one coat of zinc chrome red oxide priming to IS: 2074.
ii) Finishing coat: Two coats of aluminium paint to IS: 2339.
c) In case where the priming coat is in good condition the steel work is painted with two coats
of paint to IS:13607 with colour/shade to be specified by Zonal Railway or paint aluminium
to IS 2339 depending on the severity of corrosion.
Note: (i) The colour/shade of finishing coat should be generally matching with the Smoke Grey
colour/shade No. ISC 692 mentioned in IS: 5-2004.
(ii) The colour/shade can be changed by CBE as per the local requirements.
(3) Conditions for obtaining good painting:
a) Painting should be done in dry and reasonably warm conditions. The relative humidity should
not be above 90%.
b) Dew frequently condenses on a structure during night and hence painting at night and in the
early hours of morning should be avoided.
c) Painting should be avoided during rainy season and in adverse weather conditions (dust
storm, mist, fog, etc.)
d) Control of paint film thickness:
i) It is desirable to control and check the thickness of paint applied to a structure. The
wet film thickness can be monitored by means of the wet film gauges from the rate of
paint consumption at intervals during application. To provide a recognizable surface
appearance and assist in rapid visual inspection during the course of the work, a
reference patch or patches of required thickness should be painted on the structure.
Measurements of Dry Film Thickness (DFT) should be done systematically over the
whole structure and results assessed. Attention should be paid not only to the average
DFT but also to uniformity of application. The normal thickness as also the minimum
thickness of the dry film should be specified and ensured during execution. It would be
desirable to specify the number of measurements to be made (at least one reading for
each sq. m. of area painted will be reasonable).
ii) Measurement of dry film thickness (DFT) : The following instruments may be used to
measure the DFT.
Electronic coating thickness gauge
Elcometer (Magnetic thickness gauge) Dial Type,
Surface profile gauge (dial type)
Most of the instruments work on magnetic or electro magnetic principles and indicate
the total thickness of the paint coat including the primary readings. Readings must,
therefore, be taken after surface preparation and after completion of painting to arrive
at the DFT.

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(4) Precautions to be taken during Bridge painting:

a) Paints from approved manufacturers only should be used.
b) Special care should be taken to shift sleepers on girders or rail bearers to clean the seating
very thoroughly before applying the paint.
c) Deleted
d) While painting with IS: 13607, a little quantity of same paint of other shade shall be added
to the paint while doing the first coat to distinguish it from the second coat. Similarly, in the
case of aluminium paint a little blue paint can be added for 1st coat.
e) Paints should be used within the prescribed shelf life from the date of manufacture. The
quantity of paint procured should be such that it is fully utilised before the period prescribed
for its use. The shelf life of various paints used in the Railways are as follows:
i) Paint Ready mixed Zinc Chrome Primer (IS: 104): 1Year
ii) Paint to IS:13607 with colour/shade to be specified by Zonal Railway: 1 year
iii) Paint aluminium:
When paste and oil are not mixed: 1 year
When paste and oil are mixed: 4 months
iv) Oil linseed boiled: 2 years
v) Paint ready mixed Red Oxide Zinc Chrome (IS:2074): 1 year
vi) Red Oxide Zinc Chromate Primer (IRS-P-31): 1 year.
f) Brush shall not be less than 5cm in width and should have good flexible bristles. A new brush
before use should be soaked in raw linseed oil for atleast 24 hours. The brushes shall be
cleaned in linseed oil at the end of each day's work.
g) Dust settled after scraping shall be cleaned before applying paint.
h) When the paint is applied by brush, the brush shall be held at 450 to the surface and paint
applied with several light vertical / lateral strokes turning the brush frequently and transferring
the paint and covering the whole surface. After this, the brush shall be used crosswise for
complete coverage and finally finished with vertical / lateral strokes to achieve uniform and
even surface.
i) Rags, waste cotton, cloth or similar articles should not be used for applying paint.
j) The coat of paint applied shall be such that the prescribed dry film thickness is achieved by
actual trial for the particular brand of paint. The applied coat of paint shall be uniform and
free from brush marks, sags, blemishes, scattering, crawling, uneven thickness, holes, lap
marks, lifting, peeling, staining, cracking, checking, scaling, holidays and allegatoring.
k) Each coat of paint shall be left to dry till it sufficiently hardens before the subsequent coat is
applied.
l) The entire contents of a paint drum should be mixed thoroughly either by pouring a number
of times or by mechanical mixing to get uniform consistency. The paint should not be allowed
to settle down during painting by frequent stirring or mixing.
Driers such as spirit or turpentine should not be used. Mixing of kerosene oil is strictly
prohibited.
m) The maximum time lag between successive operations as indicated below shall not be
exceeded.

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 MAINTENANCE OF BRIDGES

i) Between surface preparation and the application of primer coat. 24 hours

ii) Between surface preparation and first finishing coat in the case of patch 48 hours
painting.
iii) Between the primer coat and the 1st finishing coat. 7 days
iv) Between the 1st finishing coat and the 2nd finishing coat. 7 days

(5) Periodical through painting:

The entire steel work of a girder should be painted at regular intervals which may vary from six years
in arid zones to one year in highly corrosive areas. The chief Engineer shall prescribe the periodicity of
painting. Floor system of girders etc. where corrosion is heavy, may require painting more frequently.
Their periodicity should be as specified by the chief Engineer.
(6) Patch painting:
a) When small areas of paint show pronounced deterioration, which require immediate remedy,
it is not desirable to wait for the girder or the member as a whole becoming due for periodic
painting. The affected areas must be patch painted. The usual locations which may require
patch painting are:
i) Some parts of the girders like the upper surface of top chord members,
ii) The inside surface of bottom chord members,
iii) Top flanges of plate girders,
iv) Deck systems of through or semi through span etc.
b) The surfaces requiring patch painting should be scraped down to bare metal and the painting
techniques followed on similar lines, as prescribed for painting to cases where the existing
paint coats have deteriorated fully. There may be cases where the top coat only has failed,
in which case the affected top coat should be wire brushed thoroughly and required number
of finishing coats applied.

218 Metallising & Epoxy based Paints

For locations where girders are exposed to corrosive environment i.e. flooring system of open web girders
in all cases, girders in industrial, suburban or coastal areas etc., protective coating by way of metallising
or by painting with epoxy based paints may be applied:
(1) Metallising
In metallised protection base metal like zinc or aluminium is lost by the atmospheric action, while the
base metal (steel) remains unaffected. Zinc or aluminium can be sprayed on the surface prepared
by grit/sand blasting for giving such protection, known as metallising.
i) Surface preparation:
a) The surface of steel shall be free from oil, grease, bituminous materials or other foreign
matter, and shall provide an adequate key for the sprayed metallic coating. This may be
achieved by flame cleaning or by sand blasting. However, the abrasive once used for
cleaning heavily contaminated surface should not be reused even though rescreened.
b) Final cleaning is done by abrasives i.e. Chilled iron grit G.24, as defined in BS: 2451
or Washed salt free angular silica sand of mesh size 12 to 30 with a minimum of 40%
retained on a 20 mesh screen, as per following details:

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 MAINTENANCE OF BRIDGES

Air Pressures Not less than 2.109 kg per sq.cm.

Nozzle position At right angles to and approximately 22.5 cm. from the surface
Nozzle dia Not exceeding 12 mm
c) The final surface roughness achieved shall be comparable to roughness with a
reference surface produced in accordance with Appendix A of IS: 5909 and shall
provide an adequate key for subsequently sprayed metal.
ii) Metallising process:
a) The sprayed coating shall be applied as soon as possible after surface preparation.
The wire method shall be used for this purpose, the diameter of the wire being 3
mm or 5 mm. The composition of the aluminium to be sprayed shall be preferably in
accordance with BS 1475, material 1-B (99.5%) aluminium otherwise as per IS: 739.
b) Clean dry air at a pressure of not less than 4.218 kg per sq.cm. shall be used. The
minimum thickness of metal coating applied shall be 115 microns and average
thickness 150 microns.
c) The specified thickness of coating shall be applied in multiple layers, not less than
two. The surface after spraying shall be free from uncoated parts or lumps of loosely
spattered metal.
d) Atleast one layer of the coating must be applied within 4 hours of blasting and the
surface must be finished to the specified thickness within 8 hours of blasting.
iii) Inspection:
a) The metal coating shall be checked for thickness by an approved magnetic thickness
measuring gauge.
b) The calibration of the gauge should be checked against a standard of similar thickness
within an accuracy of 10 per cent.
iv) Finishing coat of painting:
a) After the metallising, any oil, grease etc. should be removed by thorough wash with
a suitable thinner and allowed to dry for 15 minutes. The painting may be applied by
brush or by spray. The first coat shall be wash primer to SSPCPT-3 53T or Etch primer
to IS: 5666
b) The second coat shall be zinc chromate primer to IS: 104. The zinc chrome should
confirm to type 2 of IS: 51. The 3rd and 4th coats shall be aluminium paint to IS: 2339.
v) Maintenance painting of metallised girders:
a) The need for periodical repainting and the method to be followed will depend on the
condition of the existing paint. In most cases complete removal of existing paint film
may not be necessary.
b) The surface is cleaned of all oil, dirt and other foreign material. If the existing top
coats of aluminium paint are found to be in good condition, it will be sufficient to apply
one additional coat of the same paint, once in 5 years or at such closer intervals as
specified.
c) However, if the existing paint is found flaked or damaged, it should be removed
completely by wire brushing without the use of scrapers or chipping tools. In case
the original coat of zinc chromate primer is also damaged in patches, such patches
should be painted with fresh zinc chromate primer before applying the finishing coat of

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aluminium.
d) In the event of any localised damage to the metallised coating of aluminium, as
evidenced by traces of rust, the affected portion should be thoroughly cleaned of all
rust before the priming and top coats of paints are applied. Rust streaks caused by
droppings from the track or by contact with hook bolt lips should not be mistaken for
corrosion.
vi) Precautions to be taken while inspecting metallised girders:
The use of testing hammers for rivet testing, or any other operation shall not be resorted to
since these can damage the metallised coating. Any looseness of the rivets in bracings etc.,
may be detected from visible signs such as the appearance of rust under the rivet head.
(2) Epoxy based Paints
i) Surface Preparation:
a) Remove oil/grease from the metal surface by using petroleum hydrocarbon solvent to
IS: 1745.
b) Prepare the surface by sand or grit blasting to Sa 2 ½ to IS: 9954 i.e. near white
metallic surface.
ii) Painting:
a) Primer coat:
b) Apply by brush airless spray two coats of epoxy zinc phosphate primer to RDSO
specification No. M&C/PCN-102/86 to 60 microns minimum dry film thickness (DFT)
giving sufficient time gap between two coats to enable first coat of primer to hard dry.
b) Intermediate coat: Apply by brush/airless spray-one coat of epoxy micaceous iron
oxide to RDSO specification No. M&C/PCN- 103/86 to 100 microns minimum DFT
and allow it to hard dry.
c) Finishing coat:
Apply by brush/airless spray two coats of polyurethane aluminium finishing to RDSO
Specification No. M&C/PCN-110/88 for coastal locations or polyurethane red oxide
(red oxide to ISC 446 as per IS:5) to RDSO Specification No. M&C/PCN-109/88 for
other locations to 40 microns minimum DFT giving sufficient time gap between two
coats to enable the first coat to hard dry. The finishing coats to be applied in shop and
touched after erection, if necessary.

219 Maintenance of welded girders

(1) Propagation of cracks in welded girders:
a) Fatigue cracks develop in steel girders during service due to repeated loading and their
magnitude depends on the magnitude of stress variation, frequency of stress application,
type of connections, quality of fabrication and age of steel. Welds are more sensitive to the
repeated stresses and once crack starts it can grow fast and seriously reduce the strength
of the member.
b) The location, length, orientation of cracks etc. should be marked distinctly with paint for easy
identification, reference and subsequent monitoring of crack propagation.
c) Each crack should be examined in detail with magnifying glass. Non-destructive inspection
methods like dye penetration test, ultrasonic test etc. as found necessary may be adopted.

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 MAINTENANCE OF BRIDGES

d) If identical locations exist elsewhere in the girder, they should also be closely examined.
e) Significance and severity of crack should be studied on the load carrying capacity of the
girder.
f) Repair or retrofit scheme should be prepared after fully investigating the cause of the crack.
(2) Repair of cracks:
a) The method of repair of crack should be decided based on the location and severity of the
crack.
b) If the crack is propagating in a direction perpendicular to the stress in member, holes 20 or
22 mm dia may be drilled at crack ends to arrest the crack propagation. The edge of holes
should be placed at visible ends of the crack. After holes are drilled it should be checked
that crack tips have been removed and turned bolts of 20 or 22 mm dia as the case may be
should be provided in the holes and fully tightened. Any reduction in strength of girder due
to the crack and drill of holes should be given due consideration.
c) Permanent measures may consist of the cracked member being retrofitted with rivetted or
bolted splice or where feasible the entire member may be replaced.
d) Field welding should not be undertaken for repair of cracks, unless they are of a minor
significance. The repair should be done by trained welders and the repaired portions
examined visually and/or by non destructive testing.

PART F
MAINTENANCE OF COMPOSITE GIRDERS

220 The following action should be taken for maintenance of composite girders
a) The welded steel portion of the composite girder should be maintained as per the procedure detailed
in Paras 219, 220 and 221.
b) If separation of the concrete deck slab from the steel girder is noticed, the location and length
should be marked distinctly with paint for easy identification. Repair and retrofit scheme should be
prepared after fully investigating the cause of the problem. Epoxy grouting may be done to bind
the deck slab and the girder where the defect is noticed and the girder should be kept under close
observation. If the epoxy grouting is not found effective, vertical prestressing or strapping may be
necessary for which holes should be drilled in the deck slab near the girder in the affected location
and vertical prestressing/ strapping provided.
c) The drainage system of the deck slab should be thoroughly cleaned and repaired as necessary
before the on set of monsoon.
d) Wearing coat where provided, should be maintained.
e) Any deficiencies / defects noticed during inspection should be attended to promptly.

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PART G
MAINTENANCE OF BED BLOCKS

221 The various defects and their remedies are outlined below
a) Improper seating of bearings: Due to uneven contact area, gaps exist between bed block
and base plate. Cracks even develop due to improper seating of bearing.
b) Shaken bed blocks: The bed blocks start loosening if they are of isolated type and a gap
develops between surface of bed blocks and surrounding masonry. In such cases the remedy
is grouting with cement mortar ensuring adequate curing and allowing sufficient time for the
mortar to set. If bed block is shaken, the same should be inspected under traffic for visible
movements and only then it should be confirmed as a shaken bed block. Action may be
taken to either encase the bed block or replace it by through bed blocks. Precast bed blocks
can be cast and bonded with epoxy resin mortar. (For details Para 514.3 may be referred)
c) Cracking and crushing of masonry: In these cases the most effective remedy would be to
replace the bed blocks with an insitu, RCC, through bed block and attending to the cracks in
the substructure.

PART H
ΜΑΙΝΤΕΝΑNCE OF BEARINGS

222 Bearings
(1) Types of bearings: The bearing transfers the forces coming from the superstructure to the
substructure. It also allows for necessary movements in the superstructure which are caused by
temperature variations. The following types of bearings are generally used.
a) Sliding bearing permitting rotation and translation (Annexure 2/10)
b) Rocker and Roller bearing (Annexure 2/11), with or without oil bath, permitting rotation
and translation respectively. Oil bath bearings are generally provided for new girders of
spans above 76.2m and for other open web girders, whether new or existing, in case it is
considered difficult to lift the girders for periodic greasing.
c) Elastomeric bearings (Annexure 2/12) permitting rotation and translation
d) P.T.F.E. Bearings (Annexure 2/12) permitting rotation and translation
(2) Maintenance of sliding and roller & rocker bearings:
a) All bearings should be generally cleaned and greased once in three years.
b) In the case of sliding bearings, the girder is lifted a little over 6mm and the bearing surfaces
cleaned with kerosene oil and a mixture of black oil. Grease and graphite in a working
proportion may be applied on bearing surfaces and the girder lowered. Jacking beams may
be inserted wherever necessary.
c) The roller and rockers are lifted from their position (by adequate slinging). The bearings
are scraped, polished with zero grade sand paper and grease graphite in sufficient quantity
applied evenly over the bearings, rockers and rollers before the bearings are lowered. The
knuckle pins of both the free and fixed end should also be greased. While lifting fixed ends,

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the space between girders (in case of piers), or between the girder and the ballast wall (in
case of abutment) at the free ends should be jammed with wedges to prevent longitudinal
movement of the girders.
d) Phosphor bronze bearings need not be greased as they are corrosion resistant and retain
the smooth surface.
e) The tooth bar of the roller assembly should be placed vertically at mean temperature. It
will be better to indicate in the completion drawings of bridge stress sheet, the maximum
expansion, and range of temperature for which the bearing is designed, so that the slant at
the time of greasing can be decided depending on the temperature obtained at the time of
greasing.
f) In the case of roller bearings with oil bath, dust covers should invariably be provided to keep
the oil free from dirt. Wherever oil bath bearings are provided, inspection of the bearings,
after removal of the casings to the extent necessary, should be carried out at least once in
5 years. Checking of oil level, draining out as necessary to detect and remove any water
collected at the bottom and replenishing the oil, should be done annually. The oil in oil bath
bearing must be changed completely once in every 5 years
(3) Elastomeric bearings:
a) Elastomeric bearings are made of natural or synthetic rubber of shore hardness of
approximately 50 to 70. They are very stiff in resisting volume change but are very flexible
when subjected to shear or pure uniaxial tension. They are generally reinforced with steel
plates in alternate layers to reduce bulging. When used with a steel or concrete girder these
permit moderate longitudinal movements and small rotations at the ends.
b) These bearings require periodic cleaning. They may require replacement in service
depending on the condition and usage.
c) Whenever problems such as excessive bulging, tearing, off- loading, vibrations etc. are
noticed, suitable action for repair/rectification shall be taken. If repair/ rectification is not
feasible, action for replacement of such bearings shall be initiated.
d) If results of inspection are not conclusive to warrant replacement of bearings but doubts
arise regarding performance of bearings, 'two representative bearings shall be taken out
from service and tested. The result of tests shall be compared with codal provisions to take
further decision.
e) When replacing any Elastomeric Bearing, then all bearings in one line of support (in
transverse direction to traffic) of a span to be replaced so as to maintain same stiffness level.
(4) Teflon or P.T.F.E. bearings:
a) The coefficient of friction between steel and PTFE is quite low. The mating surface which
forms the upper component of the bearing is stainless steel with good surface finish. The
PTFE can be unfilled or filled with glass fibre or other reinforcing material. Its bonding
property is very poor. Hence it is preferable to locate the PTFE by confinement and fitting of
half the PTFE thickness in recess in a metallic matrix.
b) These are used either to provide rotation by sliding over cylindrical or spherical surfaces or
to provide horizontal sliding movement over flat surface or a combination of both. Where
there are large displacements accompanied with relatively small loadings, as in case of
centrifugal loads, wind loads or seismic loads, PTFE sliding bearings are utilised.
c) These bearings also require periodic cleaning of the bearing surface.

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The interface should be protected from dust. Lubricating the mating surface by silicon grease
reduces the coefficient of friction and is desirable.

PART I
GENERAL PRECAUTIONS

223 Precautions while carrying out maintenance works on bridges

(1) For such works, as testing and changing rivets and painting, the Inspector incharge will arrange
for look-out men equipped with hand signal flags to be stationed on both sides and for the issue of
caution orders to drivers.
(2) The Inspector incharge of works must personally satisfy himself that no staging or plant, infringes
standard moving dimensions. If this is not possible, the work should be done under block protection.
(3) In the case of through bridges or road over bridges on electrified sections, work near the conductors
carrying traction current should be done after obtaining traffic and power blocks and under
responsible supervision.
(4) Where a maintenance or repair operation affects track, such work must invariably be done in
consultation with and in the presence of the Permanent Way Inspector.

224 Dismantling of arch bridges:

(1) In case of running lines, prior CRS sanction for methodology/safety precautions, drawings etc. shall
be obtained for dismantling work of the arch bridge.
(2) Arch is a structure, which transmits heavy horizontal thrust to abutments and piers. In case of
abutments, this load is resisted by heavy section of abutment and soil fill behind it. At piers, in case of
multi span arches, horizontal thrust due to dead load is balanced. If both spans are loaded, horizontal
thrust due to live load also gets balanced, but, in case of only single span being loaded, pier has
to bear unbalanced horizontal thrust. Piers are, therefore, designed to take up only unbalanced
horizontal thrust which is quite less as compared to total thrust at abutment.
(3) Whenever in multi span arches, if one span is dismantled, large unbalanced horizontal thrust comes
on pier and there can be collapse of pier along with other spans. Following procedure, suitable for
both single and multi span arches, can be followed to safely dismantle arch bridges:
(a) Dismantling with explosives: -
Explosives can be used to bring down all spans of an arch bridge at one go. This will require
cordoning off the area likely to be affected by the explosion and long time to remove the
debris thereafter. This method can only be used if the arch is not near habitated area and
experts can be engaged to take up such work.
(b) Dismantling with machinery: -
Special type of machinery with long jib can be used to dismantle one span of arch in one go.
As unbalanced horizontal thrust may cause collapse of all or few other spans of the bridge,
whole work should be planned in a single block and all the spans should be dismantled in
one block. It must be ensured that work is completed in the block and no portion of the arch
is left without dismantling in the block. This procedure will require cordoning off the whole
area and engaging suitable machinery.

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 MAINTENANCE OF BRIDGES

(c) Part-by-part dismantling:

The above two methods, though safe, may not be possible under many circumstances. In
part-by-part dismantling method, dismantling is done in such a systematic manner that at no
point, there is excessive unbalanced horizontal thrust on piers.
Step by step procedure shall be as under:-
(i) Divide the depth of soil into two parts, i.e. Part 'A' from top of soil to the depth up to
the level of Crown of arch. Part 'B' is from Crown level to the top of Abutment /Pier as
shown in Fig. 1(a).
(ii) Divide the width (W) of Bridge into equal parts each about 50cm wide for the width of
each span as shown in Fig. 1(b). (Fig 1(b) shows bridge divided into seven parts, it will
be more for wider bridges). No. of divisions should be odd number.

(iii) Engage four parties to remove soil. First party will start removing soil from the Section
'A1. It means start removing soil in the section-1 from top level and depth upto the level
of crown of arch i.e. Part 'A' as shown in the sketch. Second party will simultaneously
remove the soil from Section-2 Part 'A' i.e., A2. It means soil from top level to the depth
up to the crown. Third and four parties shall work in section A3 & A4.
(iv) After completing A1, A2,A3 & A4, follow the sequence Section-A5, A6, A7, A8, and
then A9, A10, A11 & A12 and then A13 & A14. After this exercise Section A is cleared.
This procedure ensures that there are no unbalanced lateral forces.
(v) Similarly follow the same sequence for removing soil of Part -B:
(vi) Provide thick nylon netting supported on piers so as to arrest any falling debris as
shown in fig 1(c).
(vii) Now each of four parties should break spandrel wall S1, S2, S3 & S4 simultaneously
under block, as some debris can fall on track.
(viii) After breaking spandrel wall, arch barrel of section 1, 2, 3 & 4 shall be broken under
block protection by each of four parties. In next block, section 5, 6, 7 & 8 shall be

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 MAINTENANCE OF BRIDGES

broken and so on.

(ix) At the end, last middle section 13 and 14 will remain (since arch has been divided into
odd numbers of parts), which should be dismantled by pulling it down with the help of
ropes or some long jib machinery. While dismantling last section, no person should be
on top of the arch.
(x) Afterwards piers can be dismantled in systematic manner from top to bottom.
In case of 3 span arches, no. of parties required shall be 6, in case of 4 span arches,
no. of parties required shall be 8 and so on.
(4) General
(a) The dismantling of arches should be done under proper supervision and as per approved
scheme of dismantling.
(b) At major dismantling sites, minimum level of supervision shall be Senior Section Engineer
(in-charge), who should be nominated by Dy. Chief Engineer/Sr. DEN in writing.
(c) Dismantling Plan should be approved by Chief Bridge Engineer in case of Open Line
Organization or H.O.D. In case of Construction Organization. Dismantling plan should
invariably mention the sequence of dismantling operations, equipments to be used for
dismantling, area likely to be affected by debris, any adjacent buildings likely to be affected
and action to be taken thereof.
(d) Proper barricading should be done to stop access of unauthorized personnel near the
dismantling area. Wherever necessary, assistance of RPF should be taken to prevent people
from coming close to dismantling area. Signages warning people not to enter the danger
zone should also be displayed.
(e) Proper announcement through. Public Address System should be done at regular intervals
to keep the onlookers away from the major dismantling affected zone.
(f) The adjacent buildings likely to be affected by dismantling should also be evacuated.
(g) In area where law and order is likely to be affected, assistance of local police should be
taken to keep people away fromdismantling area.
(h) Dismantling would be done under rail and road traffic diversions/blocks.

225 Tractive Effort Limitation-

(1) For allowing higher powered locomotives on old bridges, the Tractive Effort (TE) may have to be
limited for multiple loco operation. Such bridges shall be identified by Chief Bridge Engineer. A
list of such bridges, where Tractive Effort is limited to 30T per Loco in Double and Multi-headed
operations is to be notified in the working Time Table.
(2) Locomotive which are thus restricted shall as far as possible be fitted with a "Tractive Effort Limiting
Switch (TELS) which, when operated, shall limit the tractive effort generated by each locomotive to
30T maximum. In Locomotive, where TELS is not provided, Tractive Effort shall be limited to 30T
by controlling current (Amperage) of Traction Motor, which is indicated in the current/load meter
on the control desk/panel of the locomotive.
(3) To indicate the location where Tractive Effort Limiting Switch (TELS) is to be operated or where
Tractive Effort is to be limited by controlling current of traction motors, caution indicator for TE
Limitation, indicator for TE Limit operation and termination indicator for TE Limitation shall be
provided as per the details and distances shown in Annexure-2/13 to 2/16. All the indicators shall

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be of retro-reflective type.
(4) If locos are not able to haul the train, which gets stuck near or on the bridges where TE is limited
and required tractive effort is more than 30t per Loco, the driver should not apply more tractive effort
and should ask for assisting engine for clearing the train. This instruction should be incorporated
in the Working Time Table so that all operating staff is aware of the instructions
(5) Operation of TE Limitation on such bridges as given above is to be made part of Learning of Loco
Pilots and Astt. Loco Pilots. This item should be monitored by Loco Inspectors and Safety Counselors
during their routine inspection

PART J
INSPECTION, MAINTENANCE AND CONSTRUCTION OF RUB/ SUBWAY

Inspection, Maintenance and Construction of RUB/Subway shall be carried out as per RDSO
guideline no. BS-138 "Guideline for Inspection, Maintenance & Construction of RUBs/Subways"
with latest revision.

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CHAPTER III
INVESTIGATION AND SURVEY FOR CONSTRUCTION OF
BRIDGES

301 Investigation for Minor Bridges

(1) Minor bridges are generally provided on local drainage crossings, field channels and at canal
crossings.
(2) Pipes are normally proposed where sufficient cushion below the sleeper is available.
(3) Where a skew crossing is unavoidable, it is advisable to restrict the skew to 30°.
(4) The investigation should cover the particulars of catchment area, the soil characteristics, the
anticipated flood level and other relevant hydraulic particulars.
302 Investigation for Major Bridges
The investigation is mostly confined to one particular site and should cover the following aspects:
a) Topographical details.
b) Catchment area with its characteristics from the Survey of India maps.
c) Hydrological particulars such as low water level, high flood level, discharge data, flood velocity
and surface slope from local gau ging stations of irrigation and flood control departments
and local enquiries.
d) Geo-technical investigations to get the soil particulars as necessary, for the design of
foundations.
e) Seismology of the area wherever necessary.
f) Navigational requirements from concerned authorities to determine the clearance.
g) Construction resources like labour, materials, accommodation, water and power, transport
and communication infrastructure, etc. and
h) Important details of close by bridges across the same river or stream.
303 Investigation for Important Bridges
(1) Investigation for important bridges may be carried out in three stages viz.
a) Technical feasibility study (reconnaissance survey)
b) Techno-economic feasibility study (preliminary engineering survey)
and
c) Detailed survey and project report stage (final location survey)
(2) The reconnaissance stage generally covers the study of maps and a few visits to the possible sites
and aerial reconnaissance, as necessary. The remaining two stages of investigations should cover
the aspects mentioned in the Para 302.
(3) In case of the meandering course in alluvial and quasi alluvial rivers and rivers having tortuous
flows in sub montane and mountainous regions, number of alternative sites may be available for
locating a bridge. Investigations as detailed in Para 302 may be carried out for each one of the
alternative sites.

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 INVESTIGATION AND SURVEY FOR CONSTRUCTION OF BRIDGES

304 Techno economic feasibility study

Only a few preliminary drawings and estimates need accompany the techno-economic feasibility
report which however should bring out in full detail the comparative merits and demerits of the
various alternative sites. The report should bring out the salient features of the bridge, its estimated
cost and cost benefit ratio. For this purpose, the approximate waterway may be based on discharge
calculated using “Regional flood frequency approach” developed by R.D.S.O. for various subzones
or any other similar approach.
305 Survey of Rivers in connection with the location of an important bridge
(1) Survey of river: The river should be surveyed for a distance of 8 kms. upstream and 2 kms.
downstream of the location of the bridge, all spill-channels up-stream being shown on the plan.
These distances of 8 and 2 kms. are to be taken as measured at right angles to the center line of
the Railway and not along the course of the river.
(2) Cross section of the river bed should be taken at suitable points and positions marked on the survey
plan. The level of the highest known flood and ordinary low water should be noted on each cross
section. The average slope of the river bed is to be determined from a point about 2 kms upstream
of the Railway crossing to a point 2 kms downstream of the same. In case there are sharp changes
in the bed slopes, the local bed slope should be determined over a shorter length.
(3) High flood levels: Reliable information of high flood levels should be obtained and noted. This
information is required for deciding the formation level.
(4) Diversion of rivers: Should it be considered desirable to divert the course of any river or stream,
the best method of doing so should be examined, the necessary surveys and sections made and
the diversion shown on the survey plan.
(5) Protection works: Protection works required to prevent encroachment by rivers or to mitigate the
effect of bursting of tanks or scour in the vicinity of the railway line should be carefully considered
and the position and the extent of such works surveyed and determined. High flood marks of the
spill water should be carefully located and recorded on the plans and sections.
306 Hydrological Investigations
(1) Hydrological investigations to the extent necessary depending on the type and importance of the
bridge shall be carried out. The following data should be collected:-
a) Area of the catchment.
b) Shape of catchment (Oblong, fan etc.)
c) Details of the course of the main stream and its tributaries.
d) Longitudinal slope of the main stream and average land slope of the catchment from the
contours.
e) Nature of soil in the catchment (rocky, sandy, loamy or clay etc.)
f) Extent of vegetation (forest, pasture, cultivated, barren, etc.). The details can be obtained
from the following records:-
i) Survey of India Topo sheets to a scale of 1:50,000.
ii) Aerial photographs/Satellite imagery.
In some cases aerial survey of the catchment may be necessary.
g) Probable changes that may occur in the catchment characteristics assessed by enquiries
from the right sources.

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 INVESTIGATION AND SURVEY FOR CONSTRUCTION OF BRIDGES

h) Information from the rainfall records of local or nearby rain gauges.

i) Other climatic conditions (like temperature, humidity, snow accumulation etc.) assessed
either from map issued by or from the India Meteorological Department.
j) Changes in the course of the channel.
k) 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 borehole
particulars.
l) Bank erosion and bed scour observed at the bridge site in the case of alluvial rivers and the
nature of the material transported.
m) The maximum observed scour depth in the vicinity of the proposed bridge crossing.
n) Full description of bridges (as given below) existing both upstream and downstream from
proposed crossing including relief and overflow structures.
i) Type of bridge including span lengths and pier orientation.
ii) Cross section near the structure, including vertical clearance from water level to soffit
of super structures and direction of the current during floods.
iii) All available flood history- high water marks with dates of occurrence, nature of flood-
ing, afflux observed, damages caused with sources of information.
iv) Photographs of existing bridges, past floods, main channels, and flood plains and in-
formation as to the nature of drift, stream bed and stability of banks.
p) Factors affecting water stage at the proposed bridge site such as:-
i) High flood levels of other streams joining.
ii) Particulars of reservoirs and tanks existing or proposed to be constructed and approx-
imate date of construction.
iii) Flood control projects on the stream or other structures which affect the flow in the
stream such as weirs, barrages, training works, spurs etc.
iv) Tides, or back flow due to a confluence downstream.
v) Character of floods: - Whether steady, flashy or eddy forming, etc.
(2) A detailed map showing flood flowing patterns, location of proposed bridge, spill openings, if any
and alignment of piers, should be prepared to a suitable scale. The map should indicate:-
i) Contours at 1m intervals, stream meander, vegetation and man- made changes, if any.
ii) Three cross sections together with HFL, one on the centre line of the proposed bridge, one
upstream and one downstream at 100 to 300m intervals.
(3) In the case of minor bridges, the scope of data collection may be reduced to Sub paras 1 a to h, p
(i), (ii), (iii) and 2 above.
307 Plan and cross section of Rivers
For all important bridges, plan and cross sections showing the following particulars should be
furnished subject to the provision that the Engineer may exercise his discretion as to the necessity
for these plans and sections in mountainous country:
a) The plan should be drawn to a scale of 50 metres. to a cm of such portion of the river and its
tributaries as may lie within a distance of about 2 km. from the proposed bridge site or such
further distance as the Engineer may consider necessary. The direction of the flow should

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 INVESTIGATION AND SURVEY FOR CONSTRUCTION OF BRIDGES

be indicated by arrows.
b) Three cross sections for the river bed are required to be plotted to a natural scale of 5
metres. to a cm. Where the width of the river in flood exceeds 1000 metres, the scale may be
reduced. For river width greater than 500 metres, the cross section should be plotted in two
halves. The cross sections should be taken at typical points selected at intervals of about
2 kms. On each cross section, the levels of the highest known flood, ordinary flood and
ordinary low water should be indicated by lines with reduced levels. On the cross section
taken on the center line of railway, an elevation of the proposed bridge should be drawn to
a scale in its proper position. The chainage should be indicated on the cross section. Where
borings or trial pits have been made, their position, with a note on results should also be
given.

308 Factors governing the choice of site

The following factors should be considered in the choice of a site.
(1) The reach of the river, especially the upstream should be straight.
(2) The river in the reach should have a regime flow, free of whirls, eddies and excess currents.
(3) The site should have a firm high banks that are fairly inerodible.
(4) In the case of a meandering river, the site should be located near a nodal point. A nodal point is
defined as the location where the river regime does not normally shift and the location serves as
a fulcrum about which the river channels swing laterally (both upstream and downstream.)
(5) The site should have suitable strata at a reasonable and workable depth for founding piers and
abutments.
(6) The bridge is normally located where the river section has minimum width and the bridge should
be aligned normal to the river as far as possible.
(7) Wide Khadir for bridge location should be avoided. Location of bridge with respect to Khadir width
should be carefully decided. If the bridge is located near one end of the Khadir width and the khadir
bank is non-erodible clay, one guide bound can be saved. However, longer length of approach at
other end gets exposed and becomes vulnerable to river attack in this case. On the other hand, the
central location of the bridge reduces length of approach open to river attack, minimises obliquity
of approach, but requires provision of two guide bunds.
(8) The bridge should not normally be located where frequent changes occur in the river course,
tendency for aggradation or degradation is manifest and there is problem of bank erosion.
(9) The approach bank should be secure and not be liable to flash floods or major spills during floods.
If the approach passes over braided channels which have connections with the main river upstream,
there is always the danger of these channels getting activated some time or the other. If the spill is
wide, the bank formed across will cause development of a parallel flow, which at times can become
so large and swift as to cause erosion, bank slips or even breaches through the bank.
(10) The approach bank should not pass through a heavy hilly terrain or marshy land nor cut across a
major drainage so as to avoid expensive construction works.
(11) Approach banks in the case of constricted bridges should avoid curvature.

309 Design discharge (Q)

The estimation of design discharge for waterway shall be based on

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 INVESTIGATION AND SURVEY FOR CONSTRUCTION OF BRIDGES

(a) actual hydro-meteorological observations of the same or similar catchments

(b) the computed flood with probable recurrence intervals of 50 years.
The recurrence interval can be modified at the discretion of Chief Bridge Engineer based on the importance
of the line. For further details reference may be made to Paras 4.2 and 4.3 of the I.R.S. Code of Practice
for the design of Substructures and Foundations of Bridges.

310 Design Discharge For Foundations (Qf )

To provide for an adequate margin of safety against any abnormal flood exceeding the design discharge
(Q), the foundations, protection works and training works shall be designed for a higher flood discharge.
This discharge shall be computed by increasing the design discharge (Q) estimated according to Para
309, by the percentage indicated below:
i) Catchment up to 500 sq.km. 30%
ii) Catchment more than 500 sq. km. and up to 30% to 20%
5000 sq. km. (decreasing with increase in area)
iii) Catchment more than 5000 sq.km. and up to 20% to 10% (decreasing with increase in area)
25,000 sq.km.
iv) Catchment more than 25,000 sq.km. Less than 10%
(at the discretion of the Chief Bridge Engineer).
311 Design of waterways
(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
particularly 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 spill is appreciable, the waterway shall be
suitably increased beyond the bank-to-bank width, in order to carry the spill discharge as well.
(2) In the case of river having 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.
The waterway shall be designed as per Para 4.5 of the I.R.S. Code of practice for the design of
substructures and foundations of bridges.
(3) Minimum clear span of 1m should be provided in new bridges and rebuilding of bridges on existing
lines. Minimum headroom of 1.2 m should be provided in new bridges for proper inspection and
maintenance. However, while constructing/rebuilding new bridges on existing lines, efforts should be
made to provide minimum headroom of 1.2 m duly exploring the possibility of lowering of bed level
etc. Principal Chief Engineer/Chief Bridge Engineer may permit relaxation in minimum headroom
provisions in cases where adoption of 1.2 m height results in heavy expenditure, heavy regrading
of track and difficulties in construction.

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 INVESTIGATION AND SURVEY FOR CONSTRUCTION OF BRIDGES

312 Vertical Clearance

(1) The minimum clearance for bridges excluding arch bridges, syphons, pipe culverts and box culverts
from the water level of design discharge (Q) including afflux shall be as under:
Discharge in Cumecs Vertical clearance in mm
0-30 600
31-300 600 - 1200 (Pro-rata)
301 -3000 1500
Above 3000 1800
(2) In the case of arch bridges, minimum clearance measured to the crown of the intrados of the arch
shall be as under:
Span of arch Clearance
Less than 4 m Rise or 1200 mm. whichever is more.
4.0m to 7.0m 2/3 rise or 1500 mm whichever is more.
7.1m to 20.0m 2/3 rise or 1800 mm whichever is more
Above 20.0m 2/3 rise.
(3) Syphons, pipe and box culverts are designed as pressure conduits therefore no clearances are
considered necessary for these structures.
(4) While rebuilding bridges on existing lines or building new bridges on these or new lines, the
clearance stipulated above can be relaxed by Principal Chief Engineer/ Chief Bridge Engineer with
the consideration to the past history, to the extent shown below provided:
a) adoption of the prescribed values of clearance would result in heavy expenditure and/or
serious difficulties in construction, and
b) the clearance can be safely reduced from those stipulated in sub para 1 above.
Discharge (Cumecs) Reduced Clearance (mm)
Less than 3 300
3 to 30 300 - 400 (Pro-rata)
31 to 3000 400 - 1200 (Pro-rata)
(5) While executing works other than rebuilding a bridge, the existing clearance may be retained.
(6) Where a tendency has been observed for the bed-level to rise, a clearance shall be provided taking
this factor into account.

313 Free board (F)

(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 including afflux shall not be less than 1m. In cases where
heavy wave action is expected, free board shall be increased suitably.
(2) In special circumstances, where the free board 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 Principal Chief Engineer/ Chief Bridge Engineer
as indicated below after taking measures for safety as considered necessary by Principal Chief
Engineer/ Chief Bridge Engineer:

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 INVESTIGATION AND SURVEY FOR CONSTRUCTION OF BRIDGES

Discharge (Cumecs) Minimum free board (mm)

Less than 3 600
3 to 30 750
More than 30 No relaxation is permissible
(3) After taking measures for safety as considered necessary by Principal Chief Engineer / Chief Bridge
Engineer, existing free board may be retained in following cases:
(i) Works other than rebuilding a bridge such as regirdering, strengthening / rehabilitation of
substructure / superstructure, changing of bed blocks/bearings etc.
(ii) Extension of existing bridge for doubling purposes.
(4) However, in case of syphon bridges the provision for free board as per Para 313(1) need not be
considered where a 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.
314 Standard of substructure for new railway lines
(1) For bridges built on new lines involving either spans of 24.4 m. and above or waterways of 304.8m
and above, or well foundations, a decision should be taken whether the substructures should be
built:
a) In the case of metre gauge bridge to suit broad gauge loading, or
b) In the case of broad gauge single line bridge to allow for future doubling.
(2) In the survey report, the additional cost of building the substructures as stated above should be
furnished.
315 Final Project Report in the case of Important Bridges
After the location is approved, detailed investigation covering all the above aspects should be carried
out and the detailed estimate prepared. Wherever necessary, model studies may be carried out. This
report and the estimate and drawings should be in sufficient details, so that the sanction to the project
can be issued and the detailed design as well as tendering for the work can be commenced immediately
thereafter.
316 Choice of Foundations for Bridges
(1) General:
a) The following types of foundations are normally provided for Railway Bridges, depending on
the site conditions:
i) Open foundations.
ii) Pile foundations.
iii) Well Foundations.
b) The decision on span length has to depend upon the ratio of the cost of substructure including
the foundation versus the cost of superstructure. Generally it is most economical when this
ratio is one.
(2) Open foundation is suitable for bridges where rock or firm subsoil is available at shallow depth and
there is not much scour and flowing water in the stream.

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(3) Pile foundation can be quite economical, particularly where the foundations have to be built very
deep or taken through deep layers of soil subjected to little scour. Larger diameter piles can be
provided to take care of large horizontal forces when the foundations are deep. Larger diameter
piles can also be provided for foundation depths beyond the limit of pneumatic operations.
(4) Well foundation provides a solid and massive foundation for heavy loads and large horizontal
forces. This has a larger cross sectional area and hence the total foundation bearing capacity is
much larger than what may be offered by a cluster of piles. The well provides a very good grip
when taken sufficiently deep and hence is most suited for river beds subjected to heavy scour.
317 Approval of bridge drawings for doublings, gauge conversions, new lines and other bridge
works:
(i) ln case of new lines / doublings / gauge conversions, General Arrangement Drawings (GADs) for
Railway Bridges where linear waterway is being reduced or vertical clearances are inadequate
and where construction is likely to affect any of the existing Bridges (during construction or during
service), after clearance of concerned divisional branch officers and DRM, shall be approved by
Chief Bridge Engineer (CBE) of the concerned Zonal Railway. GADs of all other Railway Bridges
shall be approved by concerned Chief Engineer/Construction.
(ii) General Arrangement Drawings for all Railway Bridges on open line shall require approval of Chief
Bridge Engineer of the concerned Zonal Railway.
(iii) General Arrangement Drawings and Launching schemes of all ROBs/RUBs/FOBs/Rail flyovers
which shall affect the existing lines, after clearance of concerned divisional branch officers and
DRM, shall require approval of Chief Bridge Engineer of the concerned Zonal Railway. GADs and,
Launching schemes of all other ROBs/RUBs/FOBs/Rail flyovers shall be approved by concerned
Chief Engineer/Construction.
(iv) The structural design and drawing work for the Bridge works (Railway Bridges/ROBs/RUBs/FOBs/
Rail flyovers etc.) being executed by Open line organisation shall be carried out by Bridge branch
at HQ level of the concerned Zonal Railway.
(v) The structural design and drawing work for the Bridge works (Railway Bridges/ROBs/RUBs/FOBs/
Rail flyovers etc.) being executed by Construction organisation shall be carried out and approved
by Construction organisation.
318 Approval of bridge drawings for Dedicated Freight Corridor lines:
(i) General Arrangement Drawings for railway bridges where linear waterway is being reduced or
vertical clearances are inadequate and where new bridge (during construction or during service)
is likely to affect any of existing bridges, shall be approved by Chief Bridge Engineer of concerned
zonal railway. GADs of all other bridges shall be approved by the officer nominated to work as CBE
by DFCCIL.
(ii) General Arrangement Drawings and Launching schemes of all ROBs/RUBS/FOBs/Rail flyovers
shall require approval of Chief Bridge Engineer of concerned zonal railway.
(iii) The structural design and drawing work for the bridge works (railway bridges /ROBs/RUBs/FOBs/
Rail flyovers etc.) shall be prepared and approved by the officer nominated to work as CBE by
DFCCIL. However, in case of Rail flyovers, proof checking of the designs by IIT is mandatory.

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 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

CHAPTER-IV
CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

401 Setting the layout of Bridges

(1) General
a) It is necessary to accurately lay out the centre line of a bridge and the locations of its piers
and abutments and to establish a system by which they can be checked with ease during
the progress of the work.
b) Position of the principal reference lines and level pegs should be so selected and laid that
they are easily accessible for check during the execution of the work.
c) The Principal reference lines to be established are the longitudinal centre line and the
transverse centre lines of abutments and piers. If the bridge is on a curve, the tangent points
of the curve and the directions of the tangents at either ends should also be established by
pegs.
(2) Setting out bridges without a base line:
Where deep excavations are not involved and where there is no water flow in the river during the
working season, setting out primarily involves fixing the alignment correctly using a theodolite. The
distance between the abutment at either end and the nearest pier and the pier - to- pier distance can
be set out by directly measuring and marking the centres using a good steel tape (Refer Annexure
4/1).
The centre points of each structure (pier or abutment) should be punch marked on a flat or angle
iron piece fixed flush with the top of a concrete block at the correct location.
(3) Setting out bridges with the help of a base line:
a) Where deep excavation, pile driving or well sinking is involved and where there is standing
water, base lines are set out at right angle to the centre line of the bridge, one on either end
on the high banks, or on one side of the bridge or anywhere between the abutments where
level ground is available.
b) The actual position of the piers/abutments is determined by the intersection of three sight
lines, one along the alignment sighted from stations located on either end, a second from a
station on the base line on the downstream side and a third from a point on the base line on
the upstream side. Theoretically all these three lines should intersect at one point. Normally
a triangle of error gets formed and the correct centre is fixed by judgment within this triangle.
(Refer Annexure 4/2).
(4) Important points to be observed while setting out base lines:
a) Linear measurement should be carried out with invar tape or Electronic distance measuring
equipment.
b) Concrete pillars with steel plates fixed over them should be located at tape lengths for
accurate measurements.
c) Spring balances should be used for giving specified tension to the tape.
d) Tape readings should be corrected for tension, temperature and slope.

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402 Pipe and Box Culverts with open foundation

Pipe and box culverts can be constructed after removing the top soil in bed to the required depth
and replacing it with a layer of lean concrete after the bed is levelled and well consolidated by
ramming or rolling. Reference may be made to Annexure 4/3 for a typical arrangement. Pipe and
box culverts should not normally be provided where the bed is likely to be scoured.

403 Other Bridges with open foundation

(1) Open foundations must rest on a stratum with adequate bearing capacity. In order to reduce the
bearing pressure the base can be sufficiently widened by providing footings. The footings will rest
on a lean concrete bed of adequate thickness.
(2) The foundation should be taken to a depth not less than 1.75 metres below the lowest anticipated
scoured bed level in ordinary soil. In rocky soil, it will be adequate if it is properly keyed into the rock
for a minimum of 0.3 metre in case of hard rock and 1.5 metres in case of soft rock. Sloping rock
may be suitably benched. Fissures and weathered rocks should be avoided. A typical arrangement
is shown in Annexure 4/4.
(3) In soft soils, rafts may be provided as foundation. Such rafts should be protected by means of
suitable aprons and cut off walls or launching aprons, both on the upstream and downstream sides
to prevent undermining of the foundations .
(4) Excavation for open foundations with shoring:
Excavation should be done in such a way that the surrounding soil can stand by itself by suitable
sloping the sides. When excavations have to be deep or when the side slopes are not stable,
suitable shoring may be provided from top, using timber planks, walling pieces and struts. Typical
arrangements of shoring are shown in Annexure 4/5.
(5) In deep foundations and large size excavations, where the seepage is heavy, suitable pumps may
be used for dewatering. A small sump on the side or corners should be provided for collection of
the water to be pumped.

404 Excavation using coffer dam

(1) Shallow foundations:
Where excavation is required to be done under flowing or standing water, coffer dams of steel
sheet pile, RCC or timber may be constructed. Driving is done from a floating platform. Annexure
4/6 shows a typical arrangement with steel sheet piling.
(2) Deep foundations:
When the depth of water is more than 10 metres, coffer dams with single wall sheet pile will not
be adequate. In such cases double wall sheet pile coffer dams as shown in Annexure 4/7 may be
provided. The two rows of sheet piles are connected by tie rods and the space in between is filled
with rock or soil. Suitable beams are provided on the inside.

PILE FOUNDATIONS

405 Choice of pile materials

RCC piles both driven and bored may be used. Driven piles may be either precast or cast in-situ.

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Timber piles may, however, be used for temporary restoration of traffic. They should, be replaced
with permanent structures. A typical arrangement of a temporary wooden pile bridge is shown in
Annexure 4/8.

406 Soil Exploration for design and construction of piles

For the satisfactory design and construction of piles, detailed soil exploration to a depth generally
not less than 10 metres below the anticipated level of pile tip (unless bed rock or firm strata has
been encountered earlier) should be carried out and the following particulars are collected.
a) Ground water table and its tidal and seasonal fluctuations;
b) Soil profile and bore hole log;
c) In-situ bulk and dry density;
d) Index properties of soil;
e) Shear properties of soil. If required Standard Penetration Test (SPT) may be done;
f) Consolidation properties, in case of clays;
g) Chemical analysis of soil and ground water to identify sulphate and chloride content or any
other deleterious chemical content.
Additional data such as high flood level, maximum scour depth, normal water level during
working season, etc. should also be collected.

407 Classification of pile foundations

Piles may be classified as under:
(1) Based on the manner of transfer of load.
a) Friction piles:
These piles transfer the load primarily by skin friction developed along their surface. They
are used in soils not subjected to scour.
b) Bearing piles:
These piles transfer the load primarily by bearing resistance developed at the pile tip or
base, without taking into account the frictional resistance. They are generally used in hard
stratum.
c) Bearing-cum-friction piles:
These piles transfer the load both by bearing and friction
(2) Based on construction methods:
a) Driven Pre-cast piles;
b) Driven cast in-situ piles;
c) Bored cast-in-situ piles.
(3) Large diameter bored piles of more than one metre diameter are normally used for Railway bridge
construction.

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408 Selection of type of piles

The following factors are to be considered while selecting the type of piles:
(1) Availability of space and head room:
Driven piles require large area and headroom since they need larger and heavier driving rigs. Bored
piles, however, require comparatively smaller space.
(2) Proximity to the structure:
Driving causes vibration of the ground which may damage nearby structures. Hence bored piles
are preferred in these cases.
(3) Reliability:
Driven precast piles ensure good quality as they are cast under controlled condition. In cast in-situ
piles, segregation of concrete is possible in water logged areas.
(4) Limitation of length:
Cast-in-situ piles can be formed to any desired length. The length of driven piles normally does not
exceed 25 to 30 m depending on the capacity of the driving equipment.

409 Spacing of Piles

(1) The spacing of piles is determined based on the type of soil and empirical approach keeping in
view the following aspects:
a) Practical aspects of installing the piles.
b) The nature of the load transfer to the soil and possible reduction in the bearing capacity of a
group of piles thereby.
(2) Where piles are found on a very hard stratum and derive their capacity mainly from end bearing,
the spacing will be governed by the competency of the end bearing stratum. The minimum spacing
in such cases shall be 2.5 times the diameter of the pile shaft.
(3) Piles deriving their bearing capacity mainly from friction shall be sufficiently apart to ensure that
the zones of soil from which the piles derive support do not overlap to such an extent that their
bearing values are reduced. Generally, the spacing in such cases shall not be less than 3 times
the diameter of the pile shaft.
(4) In the case of loose sand or filling, closer spacing than in dense sand may be possible since
displacement during filling may be absorbed by vertical and horizontal compaction of the strata.
Minimum spacing in such strata may be twice the diameter of the pile shaft. This is applicable for
driven piles only.
(5) Normally centre to centre spacing should not be more than 4 d, where d is the diameter of pile
shaft. In the case of piles of non circular cross section, diameter of the circumscribing circle shall
be adopted.

410 Load carrying capacity of a pile / group of piles

(1) Load carrying capacity of a single pile:
a) The ultimate bearing capacity of a pile may be assessed by means of a dynamic pile formula,
using the data obtained during driving of the piles or by a static formula on the basis of soil
test results or by a load test. Reference may be made to IS : 2911-1979 Part - I, section -I
(revised) for the details of dynamic and static formulae.

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 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

b) For non-cohesive soils, Hiley’s formula is more reliable than other formulae. (Appendix-B of
IS 2911 Part -I, section -I ). Hiley’s formula is not reliable in cohesive soils.
c) Load test is most desirable. The load test on pile should be carried out four weeks after
casting the pile.
d) Resistance due to skin friction will be available only below the scour line and this must be
taken into account in all the three methods.
(2) Factor of safety for Pile Foundations:
a) The factor of safety shall be judiciously chosen after considering the following:
i) Reliability of the ultimate bearing capacity of pile;
ii) Type of superstructure and type of loading;
iii) Allowable total/differential settlement of the structure;
iv) Experience of similar structures near the site.
b) The minimum factor of safety with static or dynamic formula shall be 2.5. The value to
be selected for the factor of safety shall, however, take into account, the allowable total
settlement and differential settlement of the structure as a whole.
The ultimate load capacity should be obtained, whenever practicable, from a load test (initial)
(as per IS: 2911/ (Part 4)-1985).
Factor of safety for assessing safe load on piles from load test data should be increased in
unfavourable conditions where:
(i) Settlement is to be limited or unequal settlement avoided as in the case of accurately
aligned machinery or a superstructure with fragile finishing.
(ii) Large impact or vibrating loads are expected.
(iii) The properties of the soil may be expected to deteriorate with time, and
(iv) The live load on a structure carried by friction piles is a considerable portion of the total
load and approximates to the dead load in its duration.
(3) Bearing capacity of a pile group:
The bearing capacity of a pile group may be either of the following:
i) Equal to the bearing capacity of individual piles multiplied by the number of piles in the
group, or
ii) It may be less than the above.
The former holds true in the case of friction piles, cast or driven into progressively stiffer
materials or in end bearing piles. In friction piles installed in soft and clayey soils, it is normally
smaller. For driven piles in loose sandy soils the group value may be higher due to the effect
of compaction. In such a case, a load test should be made on a pile from the group after all
the piles in the group have been installed.
NOTE- Reference should be made to IS: 2911 (1979) Code of Practice for Design and
Construction of Pile Foundation (Revised) for further details while designing the piles and
pile groups.

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 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

411 Construction of pile foundation

(1) Driven precast piles:
Piles can be driven either with a drop hammer or by the use of a single acting/double acting hammer.
A typical rig which can be used for driving precast piles as well as the casing for cast in-situ piles
is shown in Annexure 4/9. When the pile driving has to be done in water the equipment can be
mounted on pontoons.
(2) Driven cast-in-situ piles:
A steel casing pipe with a shoe at the bottom is driven first to the required depth. The reinforcement
cage of the pile is then lowered inside the casing and the pile concreted. If possible, the concrete
is tamped and compacted as it is poured, or a high slump concrete is poured through a tremie.
As the concreting of the pile proceeds upwards, the casing is withdrawn keeping a suitable over
lapping length.
(3) Bored cast-in-situ piles:
A guide casing of 3 to 4 m length is provided on top of the bore hole and is driven with the help of
a bailer. Further boring below this casing is carried out by chiselling and the side walls are kept
stable by circulating bentonite slurry inside the bore hole. The Bentonite clay used in the operation
should conform to provisions made in IS: 2911 - Part -1, section -2. After reaching the founding
level, the chisel is removed, the bore hole flushed and the reinforcement cage lowered into the
hole and held in position by tack welding it to the support bars at the top of the casing.
After this the concreting is carried out by using a “tremie”. The concreting is continued till a good
quality concrete is seen at the top of the bore hole. The concrete used is a high slump mix (not
leaner than M 20 grade). Cast-in-situ piles in which the steel shell is left in the ground ensures the
quality of concrete and offers corrosion protection in soils containing chlorides and sulphates.

412 Permissible tolerance while driving piles

(1) Control of alignment:
Piles should be installed as accurately as possible as per the designs and drawings either vertically
or to the specified batter. As a guide, for vertical piles a deviation of 1.5 percent and for raker pile
a deviation of 4 percent should not normally be exceeded.
(2) Piles should not deviate more than 75mm or D/10 in case of bored cast-in-Situ piles having
diameter more than 600mm whichever is more, from their designed position at the working level
of the piling rig. In the case of a single pile in a column, positional tolerance should not be more
than 50 mm (100mm in case of piles having diameter more than 600mm). Greater tolerance may
be prescribed for piles driven over water and for raker piles. For piles to be cut-off at a substantial
depth, the design should provide for the worst combination of the above tolerances in position
and inclination. In case of piles deviating beyond these limits and to such extent that the resulting
eccentricity cannot be taken care of by a redesign of the pile cap or pile ties, the piles should be
replaced or supplemented by one or more additional piles.
NOTE: In the case of raker piles upto a rake of 1 in 6, there may be no reduction in the capacity
of the pile unless otherwise stated.
(3) Any deviation from the designed location, alignment or load capacity of any pile shall be noted and
adequate measures taken well before the concreting of the pile cap and plinth beam.

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 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

413 Sequence of piling

(1) In a pile group the sequence of installation of piles shall normally be from the centre to the periphery
of the group or from one side to the other.
(2) Consideration should be given to the possibility of doing harm to a pile recently formed by driving
the tube nearby before the concrete has sufficiently set. The danger of doing harm is greater in
compact soils than in loose soils.
(3) Driving piles in loose sand tends to compact the sand which, in turn, increases the skin friction.
Therefore, the order of installing of such a pile in a group should avoid creating a compacted block
of ground into which further piles cannot be driven.
(4) In case where stiff clay or compact sand layers have to be penetrated, similar precautions need
be taken. This may be overcome by driving the piles from the centre to outward or by beginning
at a selected edge and working across the group. However, in case of very soft soils, the driving
may have to proceed from outside to inside so that the soil is restrained from flowing out during
the operations.

414 Defective piles

(1) In case defective piles are formed, they shall be removed or left in place whichever is convenient
without affecting the performance of the adjacent piles or the group as a whole. Additional piles
shall be provided to replace them as necessary.
(2) If there is a major variation between the depths at which adjacent piles in a group meet refusal, a
boring shall be made nearby to ascertain the cause of this difference. If the boring shows that the
soil contains pockets of highly compressive material below the level of the shorter pile, it may be
necessary to take all the piles to a level below the bottom of the zone which shows such pockets.

415 Tremie Concreting

The following precautions are to be taken while doing the work:
(1) The concrete should be coherent, rich in cement (not less than 370 kg/m3) and of slump between
150 and 180 mm.
(2) When concreting is carried out under water, a temporary casing should be installed to the full depth
of the bore hole or 2m into non collapsible stratum so that fragments of ground cannot drop from
sides of the hole into concrete as it is placed. The temporary casing may not be required except
near the top when concreting under drilling mud (Bentonite slurry.)
(3) The hopper and the tremie should be a closed system embedded in the placed concrete, through
which water cannot pass.
(4) The tremie should be large enough with due regard to size of the aggregates. For 20 mm sized
aggregate the tremie pipe should be of diameter not less than 200 mm. Aggregates more than 20
mm in size shall not be used.
(5) The first charge of concrete should be placed with a sliding plug pushed down the tube ahead of
it or with a steel plate of adequate charge to prevent mixing of concrete and water. However plug
should not be left in the concrete as a lump.
(6) The tremie pipe should always penetrate well into the concrete with an adequate margin of safety
against accidental withdrawal of the pipe surging to discharge the concrete.
(7) The pile should be concreted wholly by tremie and the method of deposition should not be changed

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 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

part way up the pile, to prevent laitance from being entrapped within the pile.
(8) All tremie tubes should be scrupulously cleaned after use.
(9) Normally concreting of the piles should be uninterrupted. In an exceptional case of interruption of
concreting, but which can be resumed within 1 or 2 hours, the tremie shall not be taken out of the
concrete. Instead, it shall be raised and lowered slowly, from time to time to prevent the concrete
around the tremie from setting. Concreting should be resumed by introducing a little richer concrete
with a slump of about 200 mm for easy displacement of the partly set concrete. If the concreting
cannot be resumed before final setting of concrete already placed the pile so cast may be rejected
or accepted with modifications.
(10) In case of withdrawal of tremie out of the concrete either accidentally or to remove a choke in the
tremie, the tremie may be reintroduced in the following manner to prevent impregnation of laitance
or scum lying on top of the concrete deposited in the bore.
The tremie shall be gently lowered on to the old concrete with very little penetration initially. A
vermiculite plug should be introduced in the tremie. Fresh concrete of slump between 150 mm
and 175 mm should be filled in the tremie which will push the plug forward and will emerge out of
the tremie displacing the laitance/scum. The tremie will be pushed further in steps making fresh
concrete sweep away the laitance/scum in its way. When tremie is buried by about 60 to 100 cm,
concreting may be resumed.
(11) In case of concreting through tremie or such tubes which are subsequently withdrawn, the concrete
shall be placed in sufficient quantity to ensure that during withdrawal of the tube a sufficient head of
concrete is maintained to prevent the in-flow of soil and water or bentonite slurry (Refer Annexure
4/10).
(12) The top of the concrete in a pile shall be brought above the cut-off level to permit removal of all
laitance and weak concrete before capping and to ensure good concrete at the cut off level for
proper embedment into the pile cap.

416 Acceptance of pile

For acceptance of piles, vertical and lateral load, testing of piles as required will be carried out as per
procedure laid down in IS : 2911 (Pt-IV) “Code of Practice for Design and Construction of Pile Foundation
-Load test on piles.

WELL FOUNDATIONS

417 Types of well

(1) The types commonly used are:-
i) Circular
ii) Double -D
For bridges with single line circular wells are adequate. Where the pier length is larger as in
the case of double line bridges, double-D wells may be used.
(2) The circular well is simple to construct, easy to sink and has uniform strength in all directions. It
can be better controlled against tilt and tilt correction is also easier. The only disadvantage is the
limitation in size which restricts its use to bridges with smaller piers.
(3) The shape of Double-D well facilitates easy casting and sinking due to presence of two dredge

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 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

holes. The overall length of the well generally is restricted to twice the width.

418 Components of wells

(1) Annexure 4/11 shows the cross section of typical well foundation with its components.
(2) Well curb including cutting edge:
The bottom portion of the well is tapered and is called the well curb. It should be strong enough to
transmit the design loads to the bottom plug. The inclination of the inner face of the curb should
preferably be not more than 30 degree except in sandy strata, where it may go upto 45 degree.
Reinforced well curbs with a minimum reinforcement of 72 kg/m3 excluding bond rods are suitable
for depths upto 25 metres. For depths more than 25 metres, all steel well curbs are preferable. In
case blasting is anticipated, the inner face of curb should be protected by steel plates or any other
means to sufficient height.
The cutting edge, which is an integral part of the well curb, is usually made of rails or mild steel
plates and angles and is fabricated in 3 or 4 parts.
The cutting edge should be properly anchored to the well curb. In the case of double -D wells the
bottom of the cutting edge of the intermediate walls may be kept 300 mm above the outer cutting
edges to prevent rocking.
A typical RCC well curb including cutting edge is shown in Annexure 4/12.
(3) Well steining :
a) General :
Well steining is built of mass concrete or reinforced concrete. Bond rods distributed uniformly
on both the faces of the steining shall be provided at a rate not less than 9 kg/m3 to bond the
units of the steining during the process of construction. They shall be tied up by providing
adequate horizontal hoop reinforcement which shall not be less than 9 kg/m3. The cover for
the rods shall not be less than 75 mm.
b) Thickness of steining of cement concrete wells :
The well steining should be of sufficient thickness (Not less than 1000 mm) so that
i) sinking is possible without excessive kentledge ;
ii) the steining is strong enough to resist damage during sinking;
iii) tilt correction is possible without damage to the well ;
iv) the steining is strong enough to resist earth pressure in conditions like sand blow or
sudden drop of well during sinking; and
v) stresses developed during sinking and in service conditions are within permissible
limits.
(4) Bottom plug:
The dredge hole should be filled up with M-15 grade cement concrete under water. The bottom plug
should fill up the entire portion of the cone and upto 300 mm above the top of curb. The bottom
plug concreting should be done in one continues operation.
(5) Top plug :
A 300 mm or appropriate thick plug of cement concrete M-10 grade shall be provided over the
hearting which shall normally be done with sand.

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(6) Well cap:

The bottom of the well cap shall, as far as possible, be located 300 mm above low water level. All
the longitudinal bars from the well steining shall be anchored into the well cap. The well cap shall
be designed as a slab resting on the well steining.

419 Pitching of the cutting edge and well curb

The curb should be generally pitched at about 15 cm to 30 cm above the low water level. The
pitching level may be kept higher if the water level in the river is subjected to greater fluctuations
like in tidal areas. In case the site is dry, excavation should be carried out upto the level at which
the well curb is proposed to be pitched and the centre of the well curb carefully marked. The well
curb should then be assembled on wooden blocks or sand bags placed at intervals of about 1.5
metre.
In case the well has to be sunk in water, an island is formed, and the top of the island is levelled
and compacted lightly and marking for setting the cutting edge is done on the level surface.
The concrete should be of mix not leaner than M-20 grade. After concreting the well curb the outer
shuttering may be taken off after 24 to 48 hours depending on the temperature. The inside conical
shuttering can be taken off after 72 hours. The wooden block supports can be taken out alternatively
one by one, supporting the well curb on sand bags using a jack, for the purpose. Vertical gauges
on four sides of the well from the centre of the cutting edge should be provided to monitor the
verticality of the well during sinking. RCC well curb should be allowed to set for at least one week
before sinking is started. A well is most unstable in the beginning when it has no grip in the sand
or when the grip is very small. The chances of tilting increases considerably if the well is made top
heavy by raising the masonry of the steining too high in the first instance. The best course is to
sink the well curb alone after allowing it setting time without raising the steining above it.

420 Concreting of Steining

The well steining should be built up in stages initially 1.20 to 1.50 metres at a time, as it is gradually
sunk through the soil, keeping sufficient free board above the water level. Once well has acquired
a grip of about 6 metres, the steining can be raised 3 metres at a time to obtain a better rate of
progress. Inner shuttering and bracing should not be removed within 24 hours of casting.

421 Sinking of wells in water

(1) The sinking of well is done by removing the soil with grabs or chiselling and drawing out the soil.
Sinking of steining should not be done within 48 hours of casting.
(2) In stagnant water and in water with velocity upto about 2.0 m/s and of depth upto about 5 metres,
construction of island may be resorted to. In greater depths, the use of steel caissons would become
unavoidable.
(3) Construction of island :
a) The island should provide sufficient working space of about 2 to 3 metres all round the well.
A minimum free board of 0.6 metre should always be provided.
b) For depths of water upto 1 metre, an island may be constructed laying a few rings of sand
bags enclosing the area of the island and filling with sand. Boulders should not be used in
the construction of island as they may find a way inside the island and obstruct the sinking
of the well. For greater depths, two rows of piles 1.5 metre apart at a spacing of 1 metre

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enclosing the area of the island may be provided. Upto 1.5 metre depth, bamboo piles may
be used and timber ballies may be used upto 3 metre depth. The piles are lashed together
with strap, wire ropes or coir ropes. Bamboo matting is then fixed along the inside faces of
the piles and the space between the mattings is filled with puddle sand bags. Beyond 13
metre depth, steel sheet piles should be used. The piles should have a grip of at least 3
metres. Sand bags should be dumped outside the island as a protection against scour. In
cases, where velocity is high, wire netting (crates) filled with boulders may be used. (Refer
Annexure 4/13).

422 Sinking of wells using caissons

(1) In deeper channels and swift rivers, caissons built of steel plates suitably strengthened by angle iron
stiffeners and further strutted and tied together by MS angles may be used. Caissons are lowered
through water and pitched in position before commencing the sinking.
(2) Assembling and launching of caissons :
Caissons can be assembled at site itself and launched straight away using barges or can be
assembled when the river bed is dry and launched when water level in the river rises.
In the first method, a temporary platform is constructed over two barges suitably anchored and
a gantry is erected over the platform. The caisson is assembled on the temporary platform. After
testing for leakages, the caisson is lifted from the platform and lowered in position after removing
the temporary platform (Annexure 4/14)
In the second method, the caissons are assembled, tested and kept ready duly filled with water on
the river bed when it is dry. When the water level rises, the water in the caisson is pumped out and
they are toed into position. The draught can be reduced by covering the dredge holes with steel
plates and pumping compressed air into them.
As an alternative method, caissons can be assembled on the river bank and brought into the water
using the slip ways after which they can be toed into position for launching and grounding. This
method of assembling the caissons in dry docks and launching them is very expensive and resorted
to only under special circumstances.
(3) Grounding of caissons:
While lowering, the caisson should be held firmly in position between the barges with greased
wooden packings as shown in Annexure 4/15.
The barges should themselves be firmly anchored to the river bed. The caisson should be lowered
slightly at first by pumping in water or releasing the compressed air from the dredge holes. Later
the rate of lowering can be increased by adding weight either by concrete or water. It should be
ensured that a minimum free board of 0.6 metre is maintained throughout the grounding operations.
Once the caisson has touched the bed, sand bags should be deposited around to contain the scour.
The caisson is then set in its correct position. Further weight is added by pouring concrete in the
caisson and dredging operations are commenced.

423 Process of open sinking of wells

(1) Sinking of smaller wells may be done with the help of timber shear leg, derrick or timber scotch. For
shallow depths, grabbing and removal of the earth can be done manually. For greater depths and
where the sub soil water level is high, suitable dredger may be used. The grab cannot be operated
in the blind area below the curb. Hence, these are suitable for the wells with thinner steining. Steam

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or diesel winches of suitable capacity can be used for operating the grabs or dredgers. For faster
sinking of wells of 6 metre diameter and above, suitable cranes may be used.
(2) Well Sinking through clay and hard strata:
a) In stiff clay strata or in strata with compact sand, shingle and boulders, the use of rail chisel
may be required. Use of chisels can be avoided if hammer grabs are used.
A sketch of rail chisel commonly in use on Indian Railways is shown in Annexure 4/16.
b) For sinking through stiff clay and other hard strata buoyancy effect of the soil may be reduced
by dewatering the well to increase its effective weight.
c) If due to heavy skin friction, the well is held in a floating condition, air or water jets may be
used on the outer periphery of the well for reducing the friction. For this purpose pipes of 4
to 5 cm. dia. fitted with nozzles can be incorporated in the well close to the outside periphery,
particularly in the curb portion and also for some height of the steining above.
d) When any of the above methods is not effective, a few sticks of gelignite can be detonated
under the water below the cutting edge. This results in shaking of the well and reducing the
skin friction, which helps in its further sinking. Charging should be started with small quantities
in each dredge hole at a time and gradually increased. When there is more than one dredge
hole, such charging and detonation should be done in all the holes simultaneously.
(3) Precautions to be taken during well sinking:
a) Blowing of Sand:
Great caution is necessary when dewatering of well is done at shallow depths or when the
well has not gone into the soil by at least 1 metre. The difference in the hydraulic pressure
inside and outside the well may create a passage for rush of sand from outside the well
resulting In “blowing of the sand”. Sand blowing can endanger the safety of men working
inside the well and can also cause sudden tilting of the well. Seepage of water should be
carefully watched during sinking and should be checked by putting sand bags over the area
where such seepage is noticed. In severe cases of sand blowing, large quantity of the sand
is sucked into the well and a funnel shaped depression is formed outside the well as shown
in Annexure 4/17. Empty gunny bags and branches of the tree with green leaves may be
thrown into the funnel and dredging continued till the sand blow gets arrested. The well can
then be dewatered completely and excavation continued.
b) Quick sand condition:
Quick sand conditions may occur when fine sand or silt underlie an impervious layer of clay
with a considerable hydraulic pressure below the clay layer. As soon as the layer of clay is
pierced through, a steep hydraulic gradient is established across a fine sand or silt under the
clay and it either starts rushing upwards or is in a state of incipient motion. It has no shear
strength in this state and allows the well to sink into it without offering any resistance. In most
cases, the sand rises to a considerable height above the cutting edge and remains there in
spite of continuous dredging. The problem can be faced to a certain extent if the steining of
the well is raised to a considerable height when the cutting edge is well within the clay layer.
The level of water inside the well should also be raised by pumping in water.
Dewatering should not be tried under any circumstance and no one should be allowed
inside the well when quick sand condition develops. By keeping the water level inside the
well higher, a hydraulic gradient is established in the reverse direction and the quick sand
condition is not allowed to develop.

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Even if it does develop, there is considerable margin of safety and the well does not sink
below the bed level.
c) While sinking wells in deep water, divers with their equipment should be present for
emergencies.

424 Tilt and shift of the well

(1) Limits of tilt and shift:
a) As far as possible wells shall be sunk without any tilt and shift. A tilt of up to 1 in 100 (1%)
and a shift of D/40 subject to a maximum of 150 mm can be permitted.
b) Excessive tilt and shift, which cannot be corrected, should be taken into account for
rechecking the design of the well and the resulting foundation pressure.
c) The gauges marked at quarter points on the outer periphery of the steining starting from
the bottom of the cutting edge mentioned earlier are used for checking the tilts. Water level
readings on all the four gauges are observed frequently to get an idea of the direction and
extent of tilt. Where the well is not sunk through water, plumb bobs are used on all four
sides to judge the verticality of the well. It should be noted that plumb bobs are used only for
checking for tilt during sinking and should never be used while building up the steining.
(2) Tilt correction:
Depending on the site conditions, any one of the following methods may be adopted either separately
or in combination with others for the rectification of tilt which may occur due to the well encountering
very soft material on one side and hard material on the other side or when there is a log of wood
or a big boulder under the cutting edge on one side of the well.
a) Eccentric dredging:
The dredging is confined to the higher side and is done very close to the inside face of the
steining and even a little under the steining.
b) Eccentric loading :
The side which is higher is loaded either by placing Kentledges on the steining or by placing
the load on a cantilevered platform (Annexure 4/18). Eccentric dredging should also be
carried out to aid the tilt correction.
c) Applying pull to the well:
Light pull can be applied to a well by taking a wire rope round the well and anchoring the
tackle to a dead man anchorage or a large tree if available in the vicinity. The tackle is
worked by a winch and tension is maintained as sinking progresses (Annexure 4/18).
For applying heavy pull, wire ropes are taken round and fixed to a large dead man anchorage.
Rails or other kentledges are then placed on the wire ropes to develop high tension and the
tilt gets rectified as the well sinks (Annexure 4/18)
d) Applying push to the well :
Light push can be applied by driving a strut between the well and the bank. The strut is made
tight by driving wedges. For applying heavy push, two timbers or struts of steel of suitable
section are tied together in the shape of a nut cracker with the handles spread apart and the
load is placed at the hinge. Care should be taken to see that the push is not excessive.
e) Packing the low side of the well with sand bags under the splayed portion.

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This can be adopted only when sinking is done under dewatered conditions either by
pumping or using compressed air. The side which is lower is packed with sand bags and
excavation is carried out only on the high side. This method should be used cautiously if the
depth of the well is shallow and when the well is resting on a sloping rock surface.

425 Use of divers for sinking

When dewatering is not possible and the use of pneumatic equipment for sinking is uneconomical,
divers can be deployed for the removal of obstruction or clearing the strata. No man suffering from
any chronic disease, alcoholic excess, ear or heart troubles or having a sluggish blood circulation or
who has excess of fat should be employed as a diver. Theoretically a diver can work upto a maximum
depth of water of 75 metres. But in practice it may be limited to about 35 metres. Any diver who
will be employed in depths beyond 10 metres should be medically certified. The descending and
ascending should be done slowly so that the diver can adjust himself to the pressures at various
depths. Durations of ascends and stoppages at various depths and stay under water at various
pressures as laid down in the relevant British Standard Specifications should be strictly adhered
to.

426 Pneumatic sinking of well

(1) Pneumatic sinking is used when other methods are not found feasible, particularly when the wells
have to pass through considerable depths of intervening layers of rock or when the bed is full of
large boulders or interlocked small boulders. This method may be employed for depths varying
from 12 metres to 33 metres.
(2) The inside of the well is made into a closed air tight box chamber and all water from this chamber
is expelled out by letting in compressed air. The pressure of air inside the chamber should be
maintained at approximately 0.12 kg/cm2 above atmospheric pressure per metre depth below water
level.
The dredging operation may be carried out inside the chamber in near dry condition. The compressed
air arrangements are then removed and sand filling etc. of the well are completed as for the open
dredging.
The working chamber must be practically air and water tight and yet there must be an opening for
men to enter and leave the chamber, as well as an inlet and outlet for materials. These opening
are provided with vertical shafts and air locks. A typical arrangement showing the chamber with
the vertical shaft and air lock is at Annexure 4/19.
(3) Precautions while working in air lock chamber:
a) The lock usually becomes warm and water is required to be sprayed on its outside to keep
the temperature down.
b) Workmen should be medically examined before they are selected.
c) Working time, rest intervals and time and rate of decompression must be carefully regulated
when the pressure exceeds 0.7 kg/cm2 above atmospheric pressure.
d) Medical arrangements under a medical officer specially trained in caisson disease must be
ensured when the working pressure is more than 1.75 kg/cm2 above atmosphere and there
must be a medical lock.
e) The rate of decompression specified should be followed. Working above a pressure of 3.5
kg/cm2 above atmospheric pressure is not allowed except in emergency.

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f) The steining concrete for wells to be sunk using pneumatic caissons should be as dense as
possible to reduce the pore pressure caused by air under pressure trying to escape through
fine pores in concrete.
g) The joints should be made as air tight as possible to prevent escape of air. Water proof
cement plastering can be resorted to on the inside face of steining.

427 Founding the well

(1) Settling the well by blasting:
After loading the well as specified a small charge of one or two gelignite sticks of 50 gm each is
exploded at the centre of the well at the level of straight portion of cutting edge. The well should not
go down by more than 25mm. If it goes down, the necessity of further sinking should be examined.
(2) Dressing the bottom of the well :
a) As far as possible, the well shall be evenly seated on sound rock devoid of fissures, cavities,
etc.
b) One or more cylindrical holes may be made in the base to give good anchorage to the
well. (Annexure 4/20 a). Alternatively anchorage can be provided by the rock itself which is
allowed to remain projecting at the centre. (Annexure 4/20 b).
c) In shallow wells and wells resting on rock a few holes may be drilled and MS dowels fixed in
them for providing a good bond between the base rock and the bottom plug.
d) In case of sand overlaying steeply sloping rocky base below, it is preferable to bench the
rock and take the well down to have a proper base. Where this is not feasible, a number of
small wells or piles are sunk or driven through the sand till they penetrate into the base rock
(Annexure 4/20 c & d)

428 Bottom plugging of the well

Bottom plugging can be started immediately after the final sinking and dressing up of the bottom.
Placing of concrete in plug can be perfectly done in dry condition or under compressed air. In
either case the concrete is taken down in buckets or skip boxes whose bottom can be opened and
closed by operating a wire rope from the winch. Another alternative is to place concrete through a
tremie. When ingress of water is too heavy for pumping, concreting should be done first under dry
condition (filled in gunny bags) all round below the cutting edge for plugging the water coming in,
after which dewatering can be done and plug concrete placed in the middle.

429 Sand hearting

Forty eight hours after the completion of the concreting of the bottom plug, the well should be filled
up with clean sand or sand and shingle or dredged sand not mixed with clay upto 1.5 to 1.75 m
below the top of the well. It would be desirable to flood the sand with water for proper consolidation
and then pump out the surplus water from the top.

430 Construction of the top plug

The construction of the top plug should be started only after the sand filling has settled thoroughly
and tested by ramming.

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431 Setting out of the piers on the top of well

The centre line of the bridge as also of the well should be marked on the top plug of the well. Any
shifting of the well should thus be ascertained and the capping slab built on the centre line of the
bridge.

432 Construction of well cap (Entablature)

Before casting the well cap, its centre is adjusted to coincide with the correct centre of the pier and
not of the well. The reinforcement from the well steining should be extended into the capping slab
for a distance equal to the bond length. The bottom of the well cap is kept about 15 cm above the
low water level for convenience of construction. The work on the pier can be started after 48 hours
of casting the well cap

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CHAPTER V
REHABILITATION OF BRIDGES

501 Bridges may require rehabilitation on account of various reasons as under:

i) Physical distress,
ii) Vulnerability on hydrological considerations,
iii) Use of obsolete/ non-standard materials such as
a. Early steel girders;
b. Laterite stones;
c. Cast iron screw piles;
d. Corrugated steel pipes (ARMCO pipes)
e. Rail or timber tops and stone slabs; and
f. Earthenware pipes.

502 In case of introduction of new type of locomotives, rolling stock and other train compositions with
increased loads (vertical and longitudinal) special strengthening measures may be required as per
relevant code provisions and guide lines.

503 Repair / Maintenance / Rehabilitation / Rebuilding of bridges is to be planned/carried out in

accordance with unique rating number assigned to each bridge to represent its physical condition
in periodic inspections. When in the course of inspection of bridge, defects are noticed, the
inspecting official should examine the bridge thoroughly. Based on the detailed inspection, the
inspecting official may impose a suitable speed restriction as appropriate. It is not possible to lay
down definite guidelines for imposing speed restrictions on such bridges. Each case has to be
judged and decided on its merits by the inspecting officer, keeping in view the nature and severity
of defect noticed. Every such bridge may not require speed restriction. The inspecting official may
suspend traffic if the bridge is considered unsafe; restoration of traffic shall either be after a further
detailed examination or after adequate relieving measures are undertaken.

Para 504 - 509 - Deleted

510 Site Data

After collecting necessary site details, plans for rehabilitation including temporary measures shall be
prepared in the Divisional Office and got approved by Headquarters Office. The engineer-in-charge
of the work shall be responsible for the safety of all temporary works during the rehabilitation of
any bridge in one or more stages with or without diversion.

511 Execution of rehabilitation works

Typical methods generally adopted for rebuilding / rehabilitating / strengthening of bridges are
briefly described below except for regirdering, which is dealt with in detail in Chapter VI. Any other

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method to suit site conditions may also be adopted.

512 Strengthening of Foundations

(1) Replacement of cast iron screw piles:
A new set of substructure on groups of bored piles in between the old ones may be constructed.
The old girders may be shifted on to the new substructure, abandoning the old one (Annexure 5/1).
When the head room is restricted, for making bored piles, well foundations can be constructed.
Alternatively the new sub-structure and foundations can be constructed with the help of diversion.
(2) Settlement of foundation in piers / abutments:
Whenever settlement is noticed in piers and abutments, levels of the bed block should be recorded
periodically with reference to a fixed datum. The rail level should be maintained by making up with
packing plates or steel stools, as necessary.
(3) Excessive scour around piers/abutments:
a) This is a common occurrence in flowing rivers. Dumping of boulders and grouting the void
space between boulders is normally resorted to. In some cases sheet piling or micro piling
can be done concentric to the piers and the intermediate space filled with concrete / boulders.
It should be ensured that the water way is not restricted.
b) Provision of adequate flooring with drop/curtain walls of sufficient depth may be provided in
the case of scour in shallow foundations.

513 Strengthening / rebuilding of substructures

a) Bed blocks get shaken up causing cracks in masonry below bed blocks. Fine and medium
sized cracks which are not yet deep may be grouted and sealed using epoxy resin through
pressure injection method. For details regarding methods of pressure injection with epoxy
resin reference may be made to Para 209. The work should be carried out as per the
specifications of the reputed product manufacturer. If the cracks are deep, cement grouting
may be resorted to.
b) Where the existing structure is fairly sound and does not show any sign of distress but is of
inadequate section or has extensive surface weathering, jacketting with cement concrete
with minimum thickness of 150mm, suitably dowelled into the old masonry/concrete may be
done. The jacketting, to be effective, must be taken right up to the foundation and integrated
at foundation level with the foundations. The dowel bars consisting of 20 mm diameter MS
deformed bar (HYSD bars) hooked at the exposed end or MS tie bar flats (45 x 10mm
size) with the ends split, may be fixed into old masonry/concrete. These dowels should be
taken down to a depth of not less than 200mm inside the masonry/concrete. The spacing
of dowels should not be more than 450mm horizontally and vertically. Dowels should be
provided in staggered manner. (Annexure-5/3a)
Before jacketting is taken up, existing cracks should be thoroughly grouted. It should also
be ensured that the resulting reduction of waterway due to jacketting is within permissible
limit. The face of the existing masonry or the concrete should be thoroughly cleaned free of
all dirt. In case of concrete, the smooth surface should first be made rough. Before laying
the new concrete, neat cement grout should be applied uniformly over the face of the old
masonry/concrete. The new concrete layer should be of 1:2:4 mix although the maximum
size of the aggregate may go up to 40mm. A mat of steel reinforcement with a minimum of

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10 mm bars spaced at 200 mm horizontally and vertically may be provided as distribution

reinforcement.
The following precautions should be taken while carrying out the jacketting works:
i) Foundation shall be exposed for only limited width at a time so as to avoid endangering
the safety of the structure.
ii) Pumping of water from foundation should be avoided as far as possible, as it may
endanger the safety of the structure.
iii) Holes for dowels should be drilled and not made by pavement breakers.
iv) The work of jacketting should be done under suitable speed restriction. Depending
upon location, extent of exposure, type of soil etc., speed restriction may be as under:
Jacketting below bed level 15 km/h to 30 km/h depending on the extent of exposure,
type of soil etc.
Jacketting from bed level 30 km/h to 50 km/h depending to top of sub-structure on
condition of masonry.
The above speed restrictions may be relaxed after the completion of work as per the
following guidelines, if jacketting is carried out using ordinary Portland cement con-
forming to IS: 269:
i) 50 km/h after 7 days of last concreting;
ii) 75 km/h after 14 days of last concreting; and
iii) Normal sectional speed after 28 days of last concreting.
To reduce the duration of speed restriction, rapid hardening cement to IS: 8041 may be used.
c) For bulging / leaning of abutments, after checking the adequacy of the section, action is taken to
strengthen the abutment by jacketting the front face (Annexure 5 /3b). In case the earth in the
rear of the abutment can be opened, strengthening in the rear may also be adopted. Strengthening
should be carried out from foundation level.
d) The pressure on the abutment can be relieved by suitably designed approach slabs or by provision
of adequate granular backfill and proper drainage.

514 Shaken / Displaced / Cracked Bed Blocks

(1) Where the bed blocks are shaken or displaced and where masonry below has developed cracks,
bed blocks may be encased in RCC and the affected portion to the masonry in piers below jacketted
(Annexure 5/4a).
(2) Individual bed blocks which are cracked can be replaced with through RCC bed blocks. If it is
possible to impose temporary speed restriction, the work can be done in-situ, with reinforcement
bars and steel stools (Annexure 5/4b). Alternatively RCC bed blocks can be precast and fixed to
the masonry using epoxy resin mortar.
(3) Use of epoxy resin mortar for bonding precast RCC bed blocks to masonry substructures has been
found to be very advantageous as the compound develops full strength within few hours. The epoxy
mortar normally consists of resin, hardener and filler. The curing reaction is initiated as soon as the
resin and hardener are mixed. The surface on which epoxy mortar is to be applied must be even,
dry, free from dust and loose particles. It is important to follow the manufacturer’s specifications
for mix proportions, application procedures, temperature and pot life (time during which mortar

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remains workable). For best results use of polythene vessels, hand gloves and safety glasses is
recommended while working with epoxy compounds
515 Arch bridges
(1) In case of cracks in arches, pressure grouting with cement mortar at a pressure 4 to 6 kg/cm2 is
generally quite effective
(2) If pressure grouting is not effective, one of the following alternative methods may be adopted:
a) Construction of a suitably designed box culvert under the arch and filling the intermediate
space between the arch and the box with lean cement concrete (Annexure 5/5a). This
method may be adopted when the HFL is not high.
b) Construction of a box culvert abutting one of the abutment dismantling the other abutment,
when the HFL is high or the waterway is inadequate (Annexure-5/5b).
c) Closed ring jacketting, where a slight reduction in waterway is permissible (Annexure 5/5c).
Specially designed folded plate design can be successfully adopted in the above case
(Annexure 5/5f).
d) Jacketting below intrados: For strengthening of distressed arches, jacketting below intrados
is preferable, if the resultant reduction in waterway is permissible. In such cases, new arches
should be designed as under:
i) to take the entire load by itself where the existing arch has transverse crack(s).
ii) to take the entire load by composite action with the existing arch ring, where the
existing crack(s) are all longitudinal or there are no signs of distress in the existing
arch and if effective bond could be ensured between the new and old arch ring.
e) Jacketting above extrados: In some special cases, external (extrados) jacketting of the arch
is resorted to, after relieving the arch by temporary girders. In such cases, the new arch ring
should be designed to take the entire loads i.e. dead and live loads etc.
f) Where the HFL is high, it may be advantageous to convert the arch bridge into a slab top
by suitable raising and strengthening the masonry of the piers/abutments and using pre-
cast reinforced cement concrete/ prestressed concrete slabs over them. Alternatively arch
relieving girders maybe used. The arches can be retained where there is adequate cushion
above them. In other cases, the arch may be dismantled, either during a line block or under
temporary relieving arrangement but before placing of the slab/girder. (Annexure 5/4d and
e).
(3) In the case of strengthening (i.e. by jacketting) of abutments and piers of arch bridges, the design
should always be on the basis of composite action of the new material acting along with the existing
one. It should, however, be ensured that a proper bond is established between the existing masonry
and new material by suitable means such as dowels and post grouting through grout holes to be
left while casting the jacket.
(4) In all cases of cracked masonry, whether in arches or in abutments and piers, all the cracks should
be plugged by pressure grouting before the additional material (jacket) is provided.
(5) In all cases of jacketting, precautions mentioned in Para 513(b) should be followed. In cases of
jacketting below intrados, the space in between the new arch ring and the existing arch ring should
be pressure grouted, for which hole should be provided in new arch ring.

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(6) Jacketting works should be done under suitable speed restriction. Depending upon location, extent
of exposure, type of soil etc., speed restriction may be as under:
i) Jacketting below bed level. 15 km/h to 30 km/h depending on the
extent of exposure, type of soil etc
ii) Jacketting from bed level to springing level. 30 km/h to 50 km/h depending on
condition of masonry
iii) Jacketting of arch ring when designed for the full 30 km/h to 50 km/h depending on the
design load. condition of arch ring and cushion
iv) Jacketting of arch ring when designed by taking 15 km/h.
composite action with existing arch.
The above speed restrictions may be relaxed after the completion of work as per the following
guidelines, if jacketting is carried out using ordinary Portland cement conforming to IS: 269:
i) 50 km/h after 7 days of last concreting;
ii) 75 km/h after 14 days of last concreting; and
iii) Normal sectional speed after 28 days of last concreting.
To reduce the duration of speed restriction, rapid hardening cement to IS 8041 may be used.

516 Replacement of non-standard girders

(1) When HFL is not high:
Girders may be replaced adopting any of the following methods:
a) Using precast Reinforced Cement Concrete / Prestressed concrete slabs with or without
replacing bed blocks;
b) Construction of a pipe culvert with one or more rows of pipes on a concrete bedding duly
filling the portion above.
c) Constructing a Reinforced Cement Concrete box inside each span duly filling the portion
above the box.
(2) When the HFL is high one, of the following methods may be adopted.
i) When the track can be regraded the girders can be replaced by RCC slabs suitably regrading
the approaches.
ii) When the track cannot be regraded there are two options that can be adopted.
a) Where sufficient clearance is not available below the bottom of the girder a deep
precast bed block integral with slab of less than standard thickness (called “Drop”)
may be used (Annexure 5/6a).
b) Where sufficient clearance is available below the bottom of the girder specially
designed RCC slab with tapered ends (fish belly type) may be used. (Annexure 5/6b).

516A Replacement of Steel Girders up to spans of 12.2 m

(1) All Steel Girders of span 12.2m or below shall be replaced by PSC Slabs in a systematic manner
with priority to single/shorter span bridges. (Rly. Bd. Policy letter no. 2017/10/CE-III/BR/PSC Slabs
dated 19.10.2023).
(2) Steel Girders bridges may also be replaced with PSC Slabs/Girders for continuation of long welded

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rails over the bridges.

(3) The design of substructure needs to be checked for the applicable loading standard before
undertaking the work of girder replacement.
(4) Increase in embankment width shall be planned along with so as to have a clear cess width of
900mm on either side. Provision of additional width may also be made in specific cases for storage
of P- way material, rails, maintenance equipments, tools & plants, boulders, sand bags etc. for
meeting out maintenance needs/ emergencies.
(5) Construction of new wing walls with extension of abutments may be required to provide the extra
cess width. This work, as required, shall be planned and executed simultaneously along with the
strengthening of sub-structure.
517 Replacement of pipe culverts
(1) Damaged pipe culverts with ARMCO pipes may be replaced by
i) Pipes of standard designs under temporary relieving arrangement.
ii) Pushing of pipes of standard designs at a new location by the side, where suitable cushion
is available.
iii) A reinforced cement concrete box either cast insitu under temporary relieving arrangement
or cast outside in sections and slewed into final position or by the box pushing method as
may be most appropriate (Annexure 5/7).
(2) Suitable speed restriction should be imposed during execution of the work.

518 Distress in parapets

Bulging / leaning of parapets is a common feature in any existing arch bridge. If possible the track
may be lowered to reduce the side thrust on the parapet wall. The parapets may be held in vertical
position by the use of rails placed parallel to track abutting the parapet wall from outside and held
in position by transverse rods with check nuts (Annexure 5/7). In such a case, clean ballast and
adequate drainage must be ensured.

519 Replacement of small opening

Small openings i.e. rail cluster, non-standard girders, timber tops, stone slabs, etc. may be replaced
by suitably designed ballastless slabs.

520 Distress in superstructure

(1) Distress in slabs:
Where reinforced cement concrete slabs are cracked and cannot be repaired by grouting they
should be replaced by slabs.
(2) Distress in girders:
a) If corrosion is heavy, regirdering should be proposed.
b) If there are many loose rivets, turned bolts should be provided and speed restriction
imposed as necessary. The turn bolts should be replaced by rivets before relaxing the speed
restriction.
c) In the case of distress in prestressed concrete and reinforced cement concrete girders, the

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cause should be thoroughly investigated. External prestressing, epoxy grouting depending

on the nature of distress may be adopted. For details, reference may be made to Manual
of Inspection and Maintenance of Concrete Bridges, 1990:” issued by RDSO and other
specialist literature on the subject.

521 Replacement of Meter Gauge Bridges

Whenever MG bridges are rebuilt the substructure and super structure shall be built to BG standards.

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GIRDERS

CHAPTER VI
CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE
INCLUDING ERECTION OF GIRDERS
PART A – CONSTRUCTION OF SUBSTRUCTURE

601 General
The function of piers and abutments is to transmit the live load and the dead load of the superstructure
to the foundations. The details of the loading to be considered in the design of substructure are
contained in the IRS Bridge Substructure Code and Bridge Rules and include, inter alia, impact
effect of the live load and the longitudinal forces exerted by it, transverse loading caused by wind
action on the substructure and the live load and due to the pressure exerted by back fill etc.

602 Importance of aesthetics in Construction

(1) Apart from functional requirements, aesthetics merits serious consideration as the piers and
abutments are exposed to view. In combination with the substructure, the entire bridge should
provide a pleasing view and harmony with the surroundings. Thus a design which is appropriate
for viaduct may be out of place in a built up area.
(2) Reinforced and prestressed concrete permit adoption of piers and abutments in various forms such
as A,Y, etc.
(3) Though the main dimensions and choice of spans are largely determined by functional and economic
considerations, proper proportioning of the various elements of a bridge (i.e. height, width and
length of piers, length of spans etc.) is also important. Variations within reasonable limits should
be allowed for in design to enable proper proportioning of the bridge.
(4) The final shape of a structure should also highlight the special qualities of the materials used for
construction. For example, stone masonry generally goes well with an arch bridge, while the use
of prestressed concrete girders with a flat decking and tall or thin piers. A bridge should not intrude
into the environment and look heavy.
(5) While constructing road over bridges or flyovers in heavily built up areas, the aim should be to avoid
too many piers in the middle so that a road user can have a clear unobstructed view. In viaducts,
it is advisable to have slender and tall piers.

603 Material of construction

(1) For stone masonry, the proportion of cement mortar used should be minimum 1: 4.
(2) When mass cement concrete is used the mix shall be minimum M.20 grade. It shall be preferably
design mix, using 40 mm aggregate.
(3) Reinforced cement concrete, used in the form of thin piers or as a framed structure, can be
adopted for viaducts, fly overs and road over bridges. Cellular piers are suitable if the heights are
considerable. For reinforced cement concrete structure, the mix concrete shall be minimum M-25
grade.
(4) Prestressed cement concrete can be used for all piers of viaducts. The mix to be adopted should
be according to the design requirements.

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604 Piers, abutments and wing walls
(1) Piers, abutments, and wing walls:
a) The size of piers and abutments depends on the construction materials used.
b) Masonry piers are provided with a batter varying from 1 in 24 to 1 in 12. Their width at the top
is determined keeping the minimum space required for seating of the bearings of girders as
also to provide sufficient distance on the outside of the bearings to resist diagonal shearing.
c) For masonry abutments, a front batter of 1 in 16 to 1 in 10 is used: a flatter slope or steppings
are provided in the rear as per design requirements.
d) When piers are reinforced cement concrete, typical sections used are shown in Annexure
6/1.
(2) Wing Walls:
a) The abutments can either be of the conventional type with the front face exposed or of the
buried type when waterway requirement is not the main consideration.
b) In the former case, wing walls are necessary to retain the slopes of the approach banks.
Wing walls can be of the splayed, straight, square or ‘box’ type (Annexure 6/2). Butt joints
should be provided between wing walls and abutment, wing walls and return walls and
for the various tracks, when the bridge is for more than one track to cater for differential
settlement in case of poor soils.
c) Wing and return walls also require provisions of weep holes as in abutments.

605 Construction aspects - General

(1) When the ground is dry, construction of piers and abutments will not require any special arrangement.
For their construction in water either coffer dams or temporary sheet piles may be used to divert
the water as indicated in Para 404.
(2) Construction of tall reinforced concrete piers can be expeditiously done with the slip form construction.
(3) In abutments, weep holes should be provided at vertical intervals of 1 m and horizontal intervals
of 1 m in a staggered manner. Behind the abutment and wing walls boulder filling and back fill
material should be provided for the full height. The boulder filling should not be less than 600 mm
thickness. The back fill material should consist of granular material of GW, GP, SW groups as per
IS 1498 and should be free of clay and cement (Annexure 6 / 3).

606 Important points in regard to construction of substructure and superstructure

(1) As regards construction in brick and stone masonry, the relevant specification prescribed by the
Chief Engineer shall be followed.
(2) When concrete is used in construction, the important points to be observed are given in the
subsequent paras.
(3) Concreting shall conform to the requirements specified in IRS Concrete Bridge Code and IS.456.
However, for concrete upto M-20 grade, mixing on equivalent volume basis may be permitted with
necessary correction for bulkage. For concrete richer than M-20 proportioning shall be done by
weigh batching only.
(4) All works in PSC shall be done with weigh batching only.
(5) Design of concrete mix shall be in accordance with any of the methods given in the recommended

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GIRDERS
guidelines for concrete mix design, published by the Indian Standards Institution.
(6) Ordinary Portland cement conforming to IS 269 shall be used for plain, reinforced and prestressed
concrete work. Portland blast furnace cement conforming to IS 455 may also be used for plain
and R.C.C. work but not for PSC work. Portland pozzolana cement (IS 1489) shall not be used for
PSC and RCC works. It can be used only for foundation concrete and concrete works in Bridge
substructure where reinforcement is not provided for structural strength. When Portland pozzolana
cement is used it is to be ensured that proper damp curing of concrete is done at least for 14 days
and supporting form work is not removed till concrete has attained at least 75% of design strength.
High strength ordinary Portland cement conforming to IS 8112 (Grade 43) and IS 12269 (Grade
53) may also be used where required from consideration of mix design.
(7) Reinforcement steel shall conform to one of the following specifications :
i. Grade I mild steel & medium tensile steel bars conforming to IS:432 (part-I).
ii. Cold twisted bars conforming to IS : 1786.
iii. Rolled steel made from structural steel conforming to IS: 2062 Grade A and Grade B.
(8) The prestressing steel shall be any one of the following:
i. Plain hard drawn steel wire conforming to IS : 1785 (Part I)
ii. High tensile steel bar conforming to IS : 2090 and
iii. Uncoated stress relieved strand conforming to IS : 6006.
(9) i) Reinforcement steel shall be free of loose mill scales, loose rust and coats of oil, mud or
other material ,while being used.
ii) Cover and spacing of steel shall be uniform and as specified in the drawings.
iii) All ends of binding wires shall be carefully turned inside so that they do not project out of
concrete to induce rusting.
iv) Reinforcement steel shall be adequately secured so that it maintains its position during
casting and vibration of concrete.
(10) Aggregates : Aggregates conforming to IS : 383 shall only be used. They shall be clean. Marine
aggregates shall not be used in concrete unless they are thoroughly washed in potable water and
sulphur and chlorine content are low. The tests on aggregates shall be done in accordance with IS
: 2386 (Part-I) to IS : 2386 (Part VIII)
(11) Water used for mixing and curing concrete shall be clean and free from injurious amounts of oil,
acids, alkalis, salts, sugar, organic materials or other substances which may be deleterious to
concrete or steel. Potable water is generally considered fit for use in concrete. Further details can
be seen in IRS Concrete Bridge Code.
(12) Form work : Form work requirement shall be as per IRS Concrete Bridge Code including stripping
time. In the case of PSC works, support shall not be removed till sufficient prestress has been
imparted to the member.
(13) Special attention shall be given to curing of concrete in order to ensure maximum durability and
minimise cracking. The method of curing shall be as per IRS Concrete Bridge Code.
(14) The appropriate value of minimum cement for different exposure conditions and maximum cement
content for RCC and PSC works as well as the water cement ratio shall be as per the provisions
given in the IRS Concrete Bridge Code. The equipment, material and the proportions of the mix to
be used shall be submitted to and approved by the engineer before the work is started.
(15) i) While transporting concrete from the mixer to the form work, no segregation shall occur nor should

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there be any loss of ingredients. Necessary precaution may be taken to ensure this.
ii) The concrete shall be deposited as nearly as practicable in its final position without rehandling.
It shall be compacted before setting commences. It shall not be subsequently disturbed. The
method shall be such as to avoid segregation. There shall be no displacement of steel or
form work while placing concrete.
(16) Compaction of concrete: All concrete shall be compacted by vibration. Generally internal vibration
shall be used on all sections that are sufficiently large to admit them. The use of mechanical vibrators
complying with IS:2505, IS:2506, IS:2514 and IS:4656 for compacting concrete is recommended.
The following techniques shall be followed for vibration:
i) Vibrators shall be distributed so that the concrete becomes uniformly dense and plastic
mass.
ii) Vibrators shall be used for compaction only and not for moving concrete horizontally along
the form.
iii) For horizontal and vertical operations of vibrators, the spacing of points of vibration shall be
such that the zones of influence overlap.
iv) For concrete deposited in layers, the vibrators shall be inserted vertically and allowed to sink
due to its own weight to the bottom of the layer and be slowly withdrawn. For succeeding
layer, the vibrator shall penetrate the surface of the previous layer. For further details, IRS
Concrete Bridge Code may be referred to.
(17) Bearing areas for members shall be finished to true plane so as to give uniform bearing on the
entire area. Bearing plane shall be horizontal even for the bridges on grades.
(18) In major works, a field laboratory should be set up at the work site which should be equipped with
necessary equipments to carry out the various tests on coarse and fine aggregates, cement, water
and concrete.

PART B – CONSTRUCTION OF SUPERSTRUCTURE

607 Slab Bridges

Slabs shall preferably be precast in a depot and installed at site; where this is not possible they may
be cast in situ. From considerations of economy, PSC slabs may be used for spans larger than 3.05 m.
(1) Stagnation of water or retention of water in the body of the ballast over deck bridges leads to severe
damage to the decking through percolation of water and consequent corrosion of reinforcement.
It is therefore, essential that on deck bridges, water is not allowed to stagnate or retained in the
ballast. It is therefore, essential that the ballast is clean and the drainage arrangement of the deck
is also free from any obstruction. To ensure this, deep screening of ballast as necessary should be
carried out. The drainage arrangement of the deck must be cleaned annually before monsoon.

608 Arch Bridges

(1) Work on a single span : The construction is done by providing stagings or temporary support
underneath and putting up the arch above. Before taking up the construction of the arch, back
filling of abutments must be ensured. After the material of structure completely sets and is able to

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GIRDERS
take the load, the temporary structure is removed.
(2) Work on multiple spans:
a) Work can be done simultaneously on a number of spans using more than one set of forms.
b) In this method, due care will have to be taken to see that the horizontal thrust on the pier/
abutment is not such that they give way. This can be guarded against by commencing the
work on the adjacent span and bridging some load to bear on the pier before the support
and the framework used on the previously cast span is removed. A proper sequence of
construction of multiple span arch bridge shown in Annexure 6/4 (a).
c) Supporting arrangement for arches: Over dry beds of streams, stagings can be constructed
from the bed itself. Due care will have to be taken in supporting the staging columns on bed
by giving a suitable timber support to spread the load and to check the stagings at various
stages to see that it does not settle under the load when the casting of superstructure is in
progress.
d) If the work has to be carried out in flowing water of the river, the staging will have to be
supported over shallow thin piles driven in the sand bed for sufficient depth (say 3 to 4m into
the soil).
e) In case the height of the pier is considerable as in high viaducts and staging is to be put
up from bed, it may be difficult and expensive and alternative methods of supporting the
staging from an intermediate level have to be provided. For this purpose, intermediate ribs
are provided on piers to support the temporary floor system over which the false work can
be put up or props erected from bed.
(3) The arch ring or barrel should be cast in segments, the minimum number being two so that the
effects of shrinkage can be countered by casting shrinkage keys between them separately. These
keys are cast after the major shrinkage in the segments take place. Care should be taken in the
sequence of casting segments/units so as to allow for shrinkage and at the same time develop the
strength at appropriate location. A suggested sequence is shown in Annexure 6/4 (b)
(4) An alternative method of erection evolved after development of pre-casting techniques is by
stretching a cable across the span and erecting precast units from either end and staying them
with wires till the last units "crown" is laid and it sets. Cables will be released and removed after
the arch sets and is able to act monolithically.

609 RCC/PSC bridges (Beams with slab)

(1) In case of slab and beam bridges, the easiest method would be to use cribs and supports from
below and cast them in situ.
(2) The alternative method is to launch and erect a temporary girder supported on the ground or an
intermediate projections from the pier. Precast girder can be launched over this. This method can
be extended for even larger spans.

610 Erection of PSC girders

(1) Erection by use of launching girders:
Fully cast prestressed concrete girders are not launched independently as the cantilevering stress
developed is considerable and the design is difficult. In such cases, the method adopted is to first
launch a steel or aluminium supporting frame or girder so that it spans over the gap. This is designed
to take only one girder at a time. Once the launching of this temporary girder is over, the first main

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girder is moved over this temporary girder or frame, supported at intervals or pulled across. When
the full length of the main girder has come over the launching girder, it is jacked up and temporarily
held in position. The launching girder is then side slowed to take the position of the next girder over
the span. The main girder launched earlier is then lowered into position with the help of jacks.
The launching girder can be then be moved over the next span. A schematic diagram is shown in
Annexure 6/5 (a).
(2) Erection of concrete girders with cranes/derrick:
If the bed is dry, the girders can be cast on the bed and erected by mobile cranes one on either end
or with the help of a suitable derrick in the centre or one derrick each on either end. If the height
of the pier is not much and girders are too heavy to be launched by the available crane or derrick,
the girder can be jacked up from either end on temporary rails (which will also be simultaneously
built up) to pier top level and then side slewed in position. The deck slab can be cast subsequently.
In the case of prestressed concrete girders transverse prestressing will also be involved. For this
purpose, holes should be left in correct position to form ducting. The diaphragm with necessary
ducting should be cast after all the girders are launched correctly and adjusted in position.
Part prestressing is done before individual girders are lifted or launched and remaining cables
are tensioned, some before and balance after or all after the deck is cast according to the design.
Extreme care has to exercised in following the sequence that has been given by the designers as
any deviation can cause a crack or unwanted lateral deflection in the individual girder.
(3) Erection by Cantilevering Method :
For very large spans, cantilevering method may be adopted. In this method, the erection starts from
the abutment end and the erection of the members ahead is done by using a crane which travels
by using the support on the previously erected part structure. Annexure 6 / 5 (b) and 6 / 6 (a)
(4) Incremental launching method :
The method is basically a cantilever erection method for PSC bridges. By adopting this method,
it is possible to effect economy in construction and ensure the quality due to adoption of factory
type production and also ensure quick erection. This method is particularly suitable for launching
continuous girders due to site requirements.
Incremental launching is a highly mechanised bridge girder erection method. Basically, it consists
of manufacturing a prestressed concrete bridge girder segment by segment in a prefabrication
area behind one of the abutments. Each new segment is concreted directly against the preceding
one and after it has hardened and stressed, the structure is jacked forward by the length of one
segment. A steel launching nose is attached in front, to facilitate launching. Gradually the bridge
unit is pushed out over the intermediate piers (Annexure 6/6 (b)).
In this method the span and depth configuration is to be suitably chosen and the cross section
has to be of box or a double T section. The piers should resist forces during launching in excess
of those due in the permanent structure. Design has to take into consideration in advance the use
of this method as the prestressing section requirements have to suitably allow for the same. The
depth of the box girder in relation to the span should be able to cater for the reversal of stress and
for shear in the webs without undue congestion of reinforcement and prestressing tendons.
The temporary support if used for launching need to stay in place until the bridge launching process
has been completed and the final prestressing force applied.

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611 Important points to be borne in mind in the construction of PSC girders
(1) i) The handling and erection stress.
ii) Accessibility of every part of the structure for close inspection.
iii) The design of the end block and bearings should permit periodical inspection and servicing
of the bearings.
(2) Provision shall be made to cater for an additional prestressing forces of 15% of the design
prestressing force, for easy installation of prestressing steel at a later date.
(3) Admixtures/plasticizers of approved type only should be used.
(4) Minimum grade of concrete for PSC work shall be M/35.
(5) In all methods of tensioning, the stress induced in the tendons shall be determined by measurement
of elongation and also independently by direct measurement of force using a pressure gauge or
other means. The two values shall be comparable to each other and the theoretical values within
a tolerance of 5%. Calculations for elongations and gauge readings must include appropriate
allowances for friction, strand wire slippage and other factors as applicable. Breakage of wires in
any one prestressed concrete member shall not exceed 2.5% during tensioning. Wire breakage
after anchorage, irrespective of percentage, shall not be condoned without special investigations.
(6) Prior to stressing of strands, bottom forms should be kept clean and accuracy of alignment ensured.
Form surfaces to be in contact with concrete must be treated with effective release agent. Special
care must be exercised to prevent contamination of strands from release agents, grease or other
coatings.
(7) Cables shall not be left unstressed in ducts for long duration and hence threading of cables in
ducts shall be done just prior to stressing. The initial stress due to prestressing in the cable shall
not exceed 80% of UTS of the cable.
(8) Post tensioning systems shall be installed in accordance with the manufacturer's directions and
proven procedures. Manufactures's recommendations regarding end block details and special
arrangements in anchorage zones applicable to their particular system should be observed.
(9) Details and positions of ducts: Ferrous metal is recommended for duct material. Aluminium should
not be used. Metal ducts must be such that destructive galvanic action on duct and tendon will not
occur.
(10) As the alignment and position of ducts within the member is critical, short kinks and wobbles shall
be avoided. The trajectory of ducts shall not depart from the curve of straight lines shown in the
drawing by more than 1 in 240. The cable position shall not deviate by more than 5 mm from the
designed trajectory vertically. The area and alignment of ducts shall be such that tendons are free
to move within them and there shall be sufficient area left out to permit free passage of grout.
(11) Any slack in the prestressing tendon shall first be taken up by applying a small tension. For arriving
at the extent of correction and the actual elongation, the procedure given in IS : 1343 shall be
followed. The rate of application of load shall be in accordance with manufacturer's recommended
procedure for post tensioning. Slip must be measured at each end and the extension for the total
length.
(12) Anchorage : Anchorage devices for all post tensioning systems must be aligned with the direction
of the axis of tendons at the point of attachment. Concrete surface, against which the anchorage
devices bear must be normal to this line of direction. Accurate measurement of anchorage losses
due to slippage or other causes shall be made and compared with the assumed losses shown in
the post tensioning schedule and when necessary adjustments or corrections shall be made in the

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operation.
(13) The stressed cables shall be grouted immediately after the prestressing operation for the girder is
completed. To avoid possibility of part of the sheathing getting clogged by the over laying concrete,
it shall be ensured that the cables move freely inside the sheath during and also after concreting. All
precautions shall be taken to ensure that the sheathings do not get contaminated with deleterious
chemicals, salts, etc. during the manufacture, storage and installation of the same and they are
watertight.
(14) Protection to prestressing steel : All prestressing steel shall be free of deleterious materials such as
grease, oil, wax, dirt, paint, loose rust, or other similar contaminants that would reduce bond between
steel and concrete. Prestressing steel shall not be contaminated with form release agents used on
forms or beds. High strength steel is to stored under cover to prevent `corrosion. Prestressing steel
with deeply etched or pitted surface will not be permitted for use in PSC work. However, a light
surface rust strongly adhering to the steel is acceptable. Strand surface shall always be inspected
prior to placement of concrete and contaminated ones shall be cleaned with an effective solvent.
(15) Safety: Large tensioning forces which are necessary to all prestressing operations make such
construction very hazardous. It should be ensured that good safety practices are established and
that each employee complies with the same.
(16) Tensioning of the prestressing steel shall not be commenced until all the necessary tests of the
concrete cubes manufactured of the same concrete and cured under the same conditions have
been carried out and the results found satisfactory.

612 Quality control in prestressed concrete works

(1) Quality control: Ensuring the required standard of quality for prestressed members is a must. The
most important factors to be ensured in this connection are :
a) Testing and inspection of the various materials selected for use.
b) Clear and complete detailed working drawings.
c) Accurate stressing procedures.
d) Proper control of dimensions and tolerances.
e) Proper location of anchors.
f) Proper proportioning and adequate mixing of concrete
g) Proper handling, placing and consolidation of concrete
h) Proper curing
i) Proper handling, storing, transporting and erection of members.
j) Thorough documentation
(2) Cracking of concrete :
a) Some hair line cracks which may form during casting or curing, if superficial, have no
detrimental effect on the structural capacity of member.
However to prevent any possible corrosion through hair cracks and deterioration of concrete
suitable surface treatment shall be given to the exposed surface. The following precautions
shall be taken to avoid cracking.
i) Ensure proper curing
ii) Release side forms as soon as practicable.

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iii) Use hoop steel around tendons near ends of beams.
iv) Handle only from designated pick up points.
v) Take adequate care during storage, transportation and erection.
(3) Camber :
Camber is the upward deflection which occurs in prestressed concrete flexure members due to
eccentricity of prestressing forces. It does not include dimensional inaccuracies due to errors in
manufacture, improper bearings or other deficiencies of construction.
The anticipated camber due to prestressing shall be computed and shown in the detailed working
drawings. Actual camber shall be measured and compared with the computed values.
(4) Dimensional tolerances may be permitted as provided in IRS Concrete Bridge Code and any other
relevant literature.

PART C –
FABRICATION AND ERECTION OF STEEL GIRDERS

613 Preparation for fabrication

The fabrication shall be as per detailed approved drawings and shall conform to IRS B/1
specifications. The fabrication shop should make out further detailed drawings for the templating
and preparation of jigs. For this purpose the girder inter section lines are marked over a specially
prepared floor, preferably laid with steel plate surface. The layout of members and joints are set
out on this and the holes correctly marked after which templates for various individual members
are made out. The templates are generally made with sufficiently thick galvanised iron sheets.
If the work is of large and repetitive nature, jigs should be prepared (with reference to the templates)
by the fabricators. These jigs are used for marking, cutting and drilling holes. The hole position on
the jigs will be correctly drilled and provided with proper bushes. While drilling holes through a set
of plates, a number of plates which can be taken by the drill will be assembled together and then
through drilling done so that drilling is uniform and spacings are correct.

614 Trial Shop Erection

The first span must be completely erected in the shop (in bolted position) for ensuring the accuracy
of the templates, interchangeability of members, fairness of holes at joints and checking camber
achieved. The dismantled components are inspected, painted and shipping marks stencilled before
despatch to site.

615 Preparation of surface

The surface of steel work should be carefully prepared by removing mill scales, rust, grease etc.
using wire brushes, sand or grit blasting as required.
The surfaces and locations which will be in permanent contact after assembly by riveting should
be given a heavy coat of red oxide zinc chrome priming to IS:2074.
Where HSFG bolts are to be provided, the surface preparation shall be done as assumed by

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designer in design, based on slip factor chosen.

616 Field Erection

(1) General : Plate girders and open web girders are fabricated in convenient lenghts to suit transportation
and availability of plate lengths. In general the length is restricted to about 12m so as to facilitate
transport in single lengths.
(2) Erection of plate girders : There is no camber provided in the plate girder and they are erected on
a level ground over the platform made up of compacted earth or concrete base. Over this, sleeper
or timber pickings at suitable intervals are laid for laying the main members for assembly. After
they are laid, levelled and aligned, splicing plates are fixed. The bracings are connected and the
joints first provided with bolts. Joint holes are partially filled with drifts for bringing them into proper
alignment. 40% of the holes are covered with drifts, after which the bolts are removed one by one
and the rivetting done.
(3) Erection of triangulated girders : In the case of triangulated girders, a uniform level platform has to
be prepared first on a firm ground. The platform should be such that the load transmitted at panel
point can be properly transmitted without any settlement occurring. Over this platform at panel
points, timber packings are placed over which camber jacks are erected. These jacks are all run
up almost to full height and their tops are first levelled. The bottom boom is then erected on these
jacks, aligned and connections made. Floor members are then erected. The joints are made by filling
not less than 50 percent of the holes. The camber jacks are then lowered by necessary amounts,
keeping the central jack in the original position, so that the resultant bottom profile of girder takes
the shape conforming to the theoretical camber. After this, using derricks or crane, the vertical
members are erected and then the diagonals. The top boom members are erected, starting from
the centre. While erecting the top boom members, it should be noted that a considerable amount
of drifting will have to be done.
(4) Upto a maximum of 40 percent of the holes of each member of the joint can be filled with drifts and
balance with bolts. The holes are generally kept 1.5mm larger than the rivet shanks so that the
black bolts can be easily inserted for holding the members without any damage being caused to
the bolts. After all the joints are thus properly connected, bolts should be replaced one by one with
rivets and then the drifts replaced by rivets. Care should be exercised while lifting and slinging the
members during erection so as to cause no permanent set in them. The rivets should be heated to
the specified heat for the full length of the shank before being transported to the location of joints
and inserted in the holes. Mobile heating furnaces are set up close to the joints where rivets are
used. The initial heat of the rivet, particularly the long ones which are to be conveyed over some
distance, should be a little more than the required heat so that the required specified heat is available
at the time it is being inserted into the hole. After the insertion into the hole, the rivets are firmly
backed at the head with a dolly and the other end of the rivet is driven down by using the rivetting
hammer so that the shank expands and fills the entire rivet hole and proper snap head is left on
hammering end also. Where it is not possible to back up with a proper dolly, double gunny can be
done. The driven rivets after they are cooled should be cent per cent checked for their firmness.
(5) Adoption of riveted fabrication for plate/composite girders should not be done without prior approval
of Board.

617 Welded Girders

All fillet and butt welds for the fabrication of welded I- Section, are required to be made by submerged

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GIRDERS
arc welding process, either fully automatic or semi automatic type. The entire length of fillet welds is
checked by NDT methods and all the butt welds in flanges and web are required to be radiographed
and cleared. In the case of composite girders, the top flange plate with channel shear connectors,
welded in staggered arrangement, should be made first, before the I section is made. Suitable jigs
and fixtures are needed for fabricating the members by welding, to reduce the extent of warping
and distortion.
Site welding is generally prohibited. However, in certain unavoidable cases such as repair/
maintenance work for girders in service it can be permitted by Chief Bridge Engineer/ officer
equivalent to the rank of SAG officer and above. During construction, it can be permitted on case
to case basis by an officer equivalent to the rank of Chief Administrative Officer/Construction and
is confined to connections having low stresses, secondary members, bracings etc. The suitability
of parent metal to take welding, should, however, be tested first.

618 Painting of New Girders

The Schedule of painting as detailed in IRS B-1 specification shall be adopted.
619 Choice of a suitable method of girder erection
1. Several methods are available for girder erection. The following factors generally influence the
suitability of a particular erection method:
a) Particulars of Bridge and spans.
i) Length, width, height, & weight of girder.
ii) Number and type of spans.
iii) Height and width of piers and abutments
iv) Skew or square span.
b) Site conditions.
i) Type of gap, wet, dry or partly dry.
ii) Height of gap.
iii) Depth of water, velocity and liability of river to spates or floods.
iv) Condition of approaches- high or low banks or cuttings.
c) Access to site.
i) Road, rail or water access.
d) Availability of bridging equipment and bridging materials.
2. Some of the commonly used erection and launching methods are described briefly in Paras 621
to 629.

620 Preliminary arrangements before girder erection

(1) Collection of site particulars:
Site conditions should be carefully studied by visiting the site and noting all the relevant facts before
preparing erection schemes. Cross sections of the rivers should be taken and HFL, LWL, the bed
level and bank level should be plotted. Before embarking on preparation of the scheme, a through
knowledge of the hydrographs of the river is essential. From the past recorded hydrographs of
the river, a curve must be drawn showing the maximum levels during any year on any date; thus

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GIRDERS
the Engineer will know by what time he must complete certain jobs and which of the jobs can be
tackled later. When crossing rivers liable to spate, a study of weather conditions should be made
so that precautions may be taken to prevent or minimise the damage in the event of sudden rise
of water level in the river. Weather warning telegram from Indian Meteorological Department may
also be arranged so that the precaution may be taken in case of an expected cyclone which are
very frequent in summer months. Further, an anemometer may be installed at the site of work for
long triangulated spans.
(2) The following arrangements should be made before actual gartering work is started:
a) Plan the sequence of erection work.
b) Move the girder materials to the site by rail or road.
c) Make yard arrangements on one bank of the river or in a nearby station.
d) Arrange the plant and equipment necessary to carry out the work alongwith spares.
e) Test all the equipment to be used in the erection work.
f) First Aid and communication arrangement at site.
g) Arrange for consumable stores.
h) Arrange for necessary traffic blocks.
i) Arrange for a proper organisation with Supervisors, Skilled and Unskilled Staff.
j) Provide facilities for the large labour force that will be employed at site.

621 Erection by use of cranes

a) Plate girders of spans upto 30.5 m, built up complete with minimum decking arrangement, can be
renewed/placed in position with the help of two cranes. Tentative sequence of regirdering operations
is given below:
i) To reduce the time of traffic block and to facilitate quick working, all rivets of the cross
bracings of the span to be replaced and trough, if existing, should be cut in advance and
replaced with bolts. Similarly half of the fish bolts should be removed from the rail joints and
suitable speed restriction imposed.
ii) The new span, assembled over the approach, is brought over the span to be changed using
dip lorries.
iii) Two cranes of the suitable capacity are positioned at either ends of the new span and
properly supported over the approach/ adjacent span. The new girder is lifted up by both the
cranes and the end brackets (temporarily attached on to both ends of girder with bolts) are
lightly supported on timber supports over ends of adjacent spans. The diplorries should be
removed.
iv) The track of the old span and cross bracings of girders are dismantled and removed.
v) The old girders are slewed out over the skid rails slowly on either side, care being taken
to guard against the toppling of the girder. The bed plates should be positioned on the bed
block for the new girder.
vi) Temporary brackets bolted at the ends of new girder are removed and the span lowered
onto the bed plates. The new span is completely assembled, track laid and connected with
the track on the either end.
vii) The dip lorries are brought on the new span, old girders lifted one by one with the help of

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cranes and placed properly on the dip lorries.
viii) The cranes are released and moved on to one approach, at the same time, moving the dip
lorries loaded with load girders, in the same direction.
ix) Old girders are lifted from dip lorries, with the help of cranes and stacked by the side of the
track keeping them clear of infringement. The dip lorries are also removed from the track and
the block section is cleared.
b) A crane with long jib can directly place spans upto 12.2 m. over the piers straight away.

622 Erection with Derricks

This method is quiet simple but cumbersome and slow. However, it is quiet useful in the cases
where the height of the substructure is less and number of spans are few. The job is carried out
by erecting a derrick of sufficient strength and height (out of round pipe or steel lattice structure on
wooden post encased in angle frame). Sufficient number of wire rope guys are tightened from the
crown plate to anchorages (natural or improvised by the way of dead men) consisting of rail pieces
or sleepers buried at sufficient depth in inclined pits tied with wire ropes or chains the other ends
of which have been brought out above the ground level and the pits filled up and framed firmly. To
these ends of wire ropes or chains are tied the ends of the guy ropes adequately with the help of
proper knots and wire rope clamps.
The girders are then lifted, one at a time, after properly positioning and slinging with the help of a
suitable winch and wire rope pulleys or chain pulley block or wire rope pulled by Manila rope pulley
blocks. An additional wire rope will be provided just opposite to the line of action of the load so that
extra load can be shared by it. The winch is located and anchored at a suitable place. Maximum
precautions have to be taken to ensure rigidity of deadman or anchorages, lifting tackles, knots
and fixtures, etc. If the plate girder span happens to be a semithrough one, the cross girders and
rail bearers are erected with the help of same derrick after erecting the main girders. However, the
main girders would have to be kept slightly wider than the exact centres to accommodate the cross
girders. (Annexure 6/7).

623 End launching methods

This method is normally adopted on new constructions. In this method, the girder is assembled on
the approach bank and it is longitudinally traversed over the opening it has to span and lowered
in position. For this purpose, a small temporary intermediate staging may be provided if required
in the gap between piers for taking the girder across the gap or the existing piers and abutments
are utilised. different techniques are adopted in different situations. Some of them are described
below.
(1) Launching with rail cluster method:
This method can be adopted when the number of spans to be launched are few in number and
where the depth of the bed level below H.F.L. is quiet high. This method is not normally used when
large number of spans are involved.
a) For launching of 12.2 m spans, 2 rails of 90 lbs section are pulled across the openings on
either side. After pulling the rails, wooden blocks in the form of distance pieces are inserted
at intervals to prevent the tilting of the rails. The bar clamps are also fitted to the rails to
prevent the rails spreading out. If the ballast walls at both ends are constructed, then the
rail cluster is supported on the sleeper cribs on the abutments and piers. Suitable skids are

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attached to the underside of the span with the help of clamps and the rails are duly greased
throughout the length to avoid excessive friction. The span is then pulled with the help of
a winch on the opposite side or a pulling tackle. As soon as the span arrives at the proper
position, it is jacked and the rail clusters and skid etc. removed and the span lowered on the
bed plates with felt packings. H.D. bolts are inserted and grouted after aligning the span.
The skidding method is not normally used where the ballast walls are high as this will involve
enormous jacking. This method is used when the girders are to be launched at or near bed
block level. (Annexure 6/8 a)
b) Where 18.3 m. plate girders are involved and water depth and velocity of flow is not much,
the work may be carried out by erecting one or two intermediate trestles in line with the piers
and abutments. The top of the trestles are adjusted to the top of bed blocks of piers and
abutments. Suitably designed rail clusters are laid and the spans are skidded as explained
earlier. (Annexure 6/8 c).
(2) Launching by dip lorry method:-
This is a safer, more convenient and quicker method for launching of multiple spans upto 18.3m.
a) In this method, a cluster of three rails, one on each side are pulled across the opening and
temporary track with wooden sleeper is laid. Distance pieces, clamps etc. are properly fitted
as suggested in the skidding process above. The fully riveted 12.2m span is then brought
onto the approach and one set of dip lorry on either end is inserted under it. The span is then
rolled over the temporary track laid on the rail clusters (Annexure 6/8 b). As soon as the
span comes in proper position, it is supported on jacks and the dip lorry and the rail clusters
are removed in phases. Finally the span is lowered on to the bed block with the jacks. In
case the ballast walls are built earlier, the clusters are laid on suitable wooden cribs. In this
case, the girders would have to be lowered for a considerable height.
b) This method can also be adopted for plate girders of more than12.2m span and where it
is not possible to erect intermediate trestles due to excessive height of the bed from the
rail level. However instead of rail clusters, RSJs 600 x 210 mm in duplicate duly fitted with
diaphragms are laid in the openings on either end by cantilever rolling method, spanning the
openings. These are braced with channel diaphragms out of channels 250 x 80 x 1320mm.
long at suitable intervals. Temporary track is then laid on these RSJ beams with the help
of wooden sleepers to coincide with the approach track. Fully rivetted plate girder span
mounted on sets of dip lorries is then rolled over this temporary track. As soon as the span
comes in position, it is supported on jacks, dip lorries removed, track dismantled and the
beams are shifted apart after removing diaphragms and the span lowered on the bed blocks.
(Annexure 6/9 a)
(3) Cantilever launching of spans by linking (coupling) and rolling:
An alternative method avoiding provision of staging under the span is to assemble the spans,
arrange them, one behind the other, link them up by temporary links and launch them together. In
such a case, the front portion of the girder acts as a cantilever till the nose tip reaches the support
at the other end. As such, it has to be designed to take the cantilever stress during launching. A
further improvement on this is to provide a launching nose of lighter construction and of adequate
length. The spans (12.2m or 18.3 m) to be launched on the bridge are assembled and rivetted up
in one line and linked up with the help of suitable splicing. A tie for the first and second span is fitted
to avoid unwanted deflection of the leading span. A suitable launching nose is attached in front to
reduce the cantilevering weight of the leading span. Rolling platforms are provided on each pier
and abutment under each girder of the spans. The spans are then pulled with the help of a winch

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making use of ordinary rounds as rollers. As soon as the spans occupy the correct position, they
are jacked up and lowered on to the bed blocks after removing the tie members and the splices.
(Annexure 6/9/b)
(4) Launching of girders with the help of a BFR:
At locations where access to the new bridge is available by rail, the launching of girders upto 18.3
m with this method is ideal. In this method, the erection tackle consists essentially of a pair of 600
x 210mm joists. The entire beam balances about a central pivot which consists of 600 x 210mm
joists. The launching beam has a tackle at its balancing end, with a 3 sheaved pulley fixed on the
launching beam and 2 sheaved pulley at the point where the load is taken. There is no counter
weight as the advantage is taken of tare weight of the BFR itself. For the BFR to function as a
counter weight, bolts are provided between the winch end of the launching beam and the BFR.
With this arrangement, a completely assembled, rivetted and sleepered 12.2 m span can be lifted.
(Annexure 6/10 a).
(5) Erection with the help of launching pad:
The BFR method described above can be suitably replaced by a launching pad since the availability
of the BFR is rather difficult. The functioning of this launching pad is identical to that of the BFR and
consists of combination of grillage beams mounted on 4 half sets of dip lorries, forming a kentledge.
A loading trolley in the form of ‘A’ frame with 4 wheels (poney wheels of a steam engine) is provided
in the center as shown in Annexure 6/10 b. A suitable tie is also provided as in the case of BFR.
Kentledge of suitable quantity is provided on the grillage beams for additional safety. The launching
pad is loaded with suitable wedges and other safety appliances. The girder is then lowered with the
help of the winch on the bed blocks to rest on cross rails which are kept provisionally on the bed
blocks. The sling is then removed and the launching pad pushed back to lift second girder. In the
meantime already launched girder is slewed sideways to its correct position with the help of yale
pull. The second girder is then lifted and brought in the opening and lowered with the help of winch.
The sling is then removed and the launching pad pushed back. This girder is similarly slewed side
ways to its correct position. The bracings are then fitted, the cross rails are removed and the span
lowered on the bed plates with felt packings. (Annexure 6/10/b).

624 Side slewing method

This method of construction or replacement of the superstructure is to erect girders, whether
steel (trussed or plate), or precast concrete girders, over temporary supports by the side of the
piers, opposite to the span and when ready, slewing the same into the position. For the ease of
the movement of the girder, full or part of the deck, if any, is added after the basic girder structure
with adequate bracings is slewed in. This method can be gainfully adopted in new construction by
erection or casting of girders, simultaneously with the construction of the piers to save considerable
time. In case of replacement of girders, similar staging will have to be erected on the other side
also for the receiving the old girders and dismantling them into parts before being taken away to
stores. In both cases some rolling or sliding arrangements are to be provided between the stagings
and piers underneath the girder for the purpose of slewing in and slewing out of the girders. This
method can be adopted when the depth of water is not more than 4 to 5m and velocity of current
does not exceeds 1m/ sec.

625 Launching of triangulated girders on trestles

The spans of 30.5m and above can be launched by making use of trestles. The trestles may consist

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of starred angles forming a square section. The profile of the pier should be such that a platform
could easily be formed. A pair of trestles are fixed in the bed and a platform made between the pier
and abutment. This platform consists of cluster of 90 lbs or 52 kg rails. In the cross-wise direction,
sleepers can be provided. The new girders should then be assembled from this platform. Gantry
girders built up using mostly released steel, should be kept at 3.66 m centers. Steel cribs are
made on the abutments and first pier. The gantry girders should initially be brought on the one end
approach. Making use of pair of gallow trollies located on the erection platform , the gantries are
moved in place. With this gantries, a load can be picked up and moved along the axis of the girder
as well as at right angles. Thus the components of the main girders can be brought to any point on
the platform. After the first main span is assembled, riveted and the track fixed on it, the gantries
could be moved forward by supporting the forward end of the gantries on the gallow trollies located
on the platform of opening No. 2 and the end of the gantries on a dip lorry running on a new track
of span No.1 (Annexure 6/11a). This process is repeated for all spans.

626 Launching of girders by using service span

A service span can be adopted for launching of girders. The service span may be Warren truss with
the verticals and cross. On the top of the service span, two numbers 5 tonnes winches are fixed at
a distance. The arrangements for lifting the girders with winches consists of taking the load through
a system of pulley blocks. This consists of a 2 sheaved pulley on the top and a 3 sheaved pulley at
the bottom. The service span has a gantry fitted with rails over which 2 dip lorries run. (Annexure
6/11 b)
A girder yard is provided at the approach of the bridge where the new main girders are assembled,
prestressed and rivetted. One girder at a time is brought by a special ‘A’ frame trolley which supports
the girder at the first vertical from each end. The level of the trolley is so adjusted that when the
girder end is brought into the service span, the bearing end of the girder could be supported on a
dip lorry provided on the gantry.

627 End launching of open web girders with the help of launching nose
This method can be adopted for launching of open web girders when the number of spans are more
and the false work can not be erected in the bed. A launching nose fabricated with light sections is
connected to the main girder through a suitably designed temporary connection. The launching nose
can be made of unit construction members and is assembled on rolling arrangements. The girders
are temporarily connected one after the other to act as a counter weight. The whole assembly is
pulled from the far bank by winches and pulleys and wire ropes. Similar restraining winches are
connected at the rear of girder assembly to control the movement of the girders. As the launching
progresses and touching the first pier, the deflection can be neutralised by jacking up the nose and
providing adequate packing. The launching is continued till the main girders reach their respective
supports. The launching nose can then be dismantled and the girders disconnected from each
other. The girders are then lowered on to the bearings, already placed on the piers. (Annexure
6/12a).

628 Erection by cantilevering method

The latest method of launching and erection of large span open web through girders is the
cantilevering method, which is being extensively used at present. In this method, an anchor span
is first erected on the approach bank adjacent to the abutment to act as kentledge. The erection

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of girder starts from the abutment and the erection of members ahead is done by using a derrick
crane which travels on the top boom of the previously erected part structure. The first and foremost
is to design and fabricate a derrick crane with a jib of sufficient length, radius and capacity. The
derrick crane is fitted with suitable double flanged wheels, one set on either side, to work on the
track fitted on the top booms.
A winch is fitted to the rotating platform in the front to revolve the crane for various operations. The
rotating is done with the help of wheels, which are working on RSJs, in the circular beam. With the
help of winch, the platform rotates either clock or anticlockwise direction as desired. The jib can be
raised or lowered with the stay rope and the load is lifted by load line wire rope. (Annexure 6/12
b). Suitable arrangement can also be made to operate the crane electrically.

629 Enveloping method

This method is suitable for replacing of girders of long spans over large rivers, where it is difficult to
erect any temporary staging on the bed or the piers are very tall. The method is very cumbersome
and time consuming, and as such is normally adopted only when all other methods of regirdering
are not feasible. In this method, the new girder wide enough so as to completely envelop the existing
girder is rolled in with the help of a set of trollies or rollers fitted on the top boom of the existing
girder. After new girder reaches in correct position, the floor system of the old girder is replaced
by the floor system of new girder and the load transferred to the new girder. The old girder is then
taken out. In case, the new girders are not designed to be so wide, a temporary enveloping girder
is made and the above process is repeated. A standard new girder can then be launched inside
the temporary girder and the flooring system replaced with that of standard girder. The temporary
enveloping girder is then moved on to the next span.

PART D – CONSTRUCTION OF HEIGHT GAUGES

630 Height Gauges

Height gauges as per drawings approved by Railway/RDSO are to be provided in approaches of Road
under Bridges (RUBs) and 'Road Over Bridges (ROBs) having top tie members'.

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CHAPTER VII
RIVERS AND FLOODS

701 Behaviour of rivers

(1) The Divisional Engineer and Assistant Engineer should acquaint themselves with the past history
of every important/vulnerable bridge, river training/protection works and the behaviour of the rivers
in their jurisdiction, in order to ensure safety of railway structures during floods.
(2) The permanent way Inspector/works Inspector should acquaint himself with the behaviour of rivers
and the bridges in his section with their past history and organise timely precautionary measures
on sections/bridges liable to be flooded or breached.

702 Past History of bridges

The Divisional Engineer and Assistant Engineer should have details of bridges and river training
works which have past history. The information can be conveniently contained in a register, based
upon an examination of bridge inspection registers and flood damage reports of the past 10 to 15
years.
The examination may include:
(1) Wash aways;
(2) Abnormal high flood levels;
(3) Heavy afflux;
(4) Deep scour near piers and abutments;
(5) Settlement or tilting or shifting or piers and abutments;
(6) Overtopping or breaching of approach banks;
(7) Diversion of live channels from one bridge/ span to another;
(8) Damage to guide bunds, protective spurs and flood banks or marginal bunds; and
(9) Aggradation and degradation of rivers.
In this respect, no distinction should be made between important, major and minor bridges. The
register should form a part of the documents handed over during change of incumbency. It should
be updated annually as necessary.

703 Danger level at Bridges

(1) The danger level is that level which when reached, safety of the bridge is likely to be adversely
affected.
(2) All traffic shall remain suspended till such time a responsible official as specified in Para 706 inspects
the bridge, track and approaches thoroughly and declares it safe for the passage of trains.
(3) The danger level shall be fixed for each bridge by the Divisional Engineer with great caution and
due regard to the conditions obtaining at site. In deciding danger level, various factors such as
nature of soil, depth of foundations, existence of drop and curtain walls, flooring, depth of maximum
permissible scour, the highest recorded flood level, the level of the bottom of girders, the springing
level of arch, top of the guide bunds, free board to be allowed, velocity of water observed at bridge

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site, afflux noticed and past history of the bridge are to be taken into account. In fixing the danger
level, a margin of safety should be allowed taking into consideration the characteristics of the river
or stream such as, whether it is subjected to sudden flood or gradually rising floods and whether it
carries floatsam. Fixing of danger level at a higher level than necessary may result in unnecessary
restrictions to traffic and may lead to non seriousness with regard to implications of action required
in case of water level approaching or exceeding danger level.
(4) Danger level shall be the level which is lower of the following:
a) the level which provides adequate vertical clearances;
b) the level which provides minimum free board to approach banks and guide bunds, as
stipulated in clause 4.9 of Bridge Substructure Code,
c) the level of water which is likely to cause an unduly large afflux, say more than 0.5 m, which
may cause large scour endangering the bridge; and
d) the water level which if exceeded may cause excessive scour endangering the bridge.
(5) In cases, where there is no past history of damage or serious threat to the bridge, free boards are
adequate for approach banks and protection works, no excessive afflux say more than 0.5 m is
observed/ anticipated and no excessive scour endangering the bridge has occurred/been anticipated,
the broad guidelines for fixing Danger Level are given below:
a) Girder and Slab Bridges:
Waterway Clearance below bottom of girders(slabs)
i) <6.10m 150 to 300 mm depending on the span and site conditions
ii) >6.10 <12.2 m 450 mm
iii) >12.20 < 30.5 m 600 mm
iv) > 30.50 < 61.0 m 750 mm
v) >61.0 m 1200 mm
b) Arch Bridges:
i) For small arch bridges of spans less than 4.0m, the danger level shall normally be at
the springing level;
ii) For larger spans and for multiple span arches, the danger level shall be at 2/3rd rise
below the crown of the arch;
iii) Where higher HFLs have been recorded in the past, without any dangerous afflux
or scour, or damage to approach embankments, danger level may be raised suitably
at the discretion of Chief Bridge Engineer.
c) Box Culverts:
Danger level at the bottom of slab.
d) pipe Culverts:
Danger level at the top of inside of pipe.
e) Balancing Culverts and bridges:
Danger level at 50mm below top of pier/ abutments in case of culverts with girders and slabs
or the crown intrados of the arch.
(6) The values suggested in sub para (5) above are for general guidance and should be used where
specific guidelines have not been issued by the zonal railways based on the past experience and

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local conditions. Railways which have already issued guidelines may review the existing instructions
and supplement the same as considered necessary.
In case where danger to bridge has occurred or the bridge has been seriously threatened, even
though the water level was less than the danger level, the revision of danger level should be
considered.
(7) In case where floods higher than danger level have occurred several times in the past without
causing any damage to the structure, the desirability of revising the danger level may be examined.
(8) Fixing of the Danger level for any new bridge or any revision of the existing Danger level should be
done with the approval of the sectional Divisional Engineer/Senior Divisional Engineer Incharge,
who should record the reasons for revising the Danger level.
(9) All danger levels should be recorded in the bridge inspection register.
(10) Marking danger level:
The danger level should be marked on the abutments or on the first and last pier of the bridge.
In the case of long multiple span bridges, the danger level mark should be repeated suitably on
intermediate piers. These marks should be fixed on the upstream side of the bridge, conspicuously
visible to the inspecting officials, patrolmen and watchmen. The danger level should be marked
with a bright red band 5 cm wide centrally over a white band 10 cm wide for a length of 60 cms.

703A Continuous water level monitoring device shall be used on identified bridges.

704 Watchmen at bridges

(1) Based on the past history of the bridge and behaviour of the river the Divisional Engineer will decide
as to the bridges where watchmen are to be posted during the monsoon period and the period of
their posting. Provisions of Para 1006 of the Indian Railway Permanent Way Manual shall also
apply.
(2) Only intelligent, reliable and experienced men, who can read numbers, should be selected as
watchmen. As for as possible, they should be from the permanent gangs.

705 Duties and equipment of bridge watchmen

(1) They should be well conversant with the rules regarding the use of hand signals, detonators and
protection in the case of emergency.
(2) They shall be provided with the following equipments.
a) Two Red Flags.
b) One Green Flag.
c) Two Hand Signal Lamps.
d) 10 Detonators.
e) Flare Signals ( where prescribed).
f) Whistle Thunderer.
g) Match Box.
h) A keying and spiking Hammer.
i) A Fish Bolt Spanner.

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j) A Gauge cum Level.

k) A Staff to Exhibit the Flag / Lamp .
l) A Powerful Torch.
m) Probing Rods if required.
(3) They should walk over the bridge and where possible, under the bridge also, carefully inspecting
every portion of the bridge for any sign of failure.
(4) They should apprehend danger when any one or more of the following occur:
a) the flood reaches or exceeds the danger level;
b) danger to the bridge, its approaches or protection work, even before the danger level is
reached such as disturbance to alignment and or longitudinal level of track on the bridge due
to shifting or settlement of piers/ abutments;
c) water on one side of embankment at a much higher level than on the other side, resulting in
seepage or piping through embankments;
d) the crack on the approaches showing signs of settlement ; and
e) large scale obstruction to the water way of bridge.
(5) If danger is apprehended, they should arrange to protect the track and stop the traffic as laid down
in Para 1004(8) of the Indian Railway Permanent Way Manual. They should then report the same
to the Gang Mate, by the quickest available means.
(6) When no danger is apprehended, they should stand on the left hand side of the train and blow the
whistle when the engine and brake van pass.
(7) When the water level is rising and likely to approach the danger level, they should arrange to send
a report to the Gangmate /Permanent Way Inspector immediately.
(8) Where gauges are fixed at these bridges, they should record the gauge readings, whenever directed
to do so.
(9) They should watch for floating trees and other floatsam entangled against piers, spurs and guide
bunds and arrange to disengage them with the help of Permanent Way Gangs as necessary.

706 Action to be taken by the Permanent Way Inspector at site

(1) On receipt of the massage apprehending danger, the Inspector will immediately reach the site and
ensure protection of track, if not already done.
(2) After examining and ensuring that the bridge, its approaches and protection works are in safe
condition, if necessary, by taking sounding and probings, the Inspector may allow the trains at such
speed, as he may decide, depending or the conditions at site .
(3) The Inspector shall advise the Assistant Engineer giving the following particulars copying the
message to the Divisional Engineer:
a) Flood level and its position with reference to danger level, rising or falling;
b) Difference or level between upstream and downstream, action/ effect of flood on the bridge
or protection works;
c) Any special action required.

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707 Special Inspection during monsoon

During floods and/or during spells of heavy rain the Assistant Engineer, Permanent Way Inspector/
Inspector of Works should inspect by trolley, foot-plate of the engine or other means, the bridges and
allied works, as frequently as necessary. Where a strong rush of water and heavy afflux occur, they
should look for the presence of eddies and backwaters which are signs of danger. When these are
observed, sounding with the help of echo sounders or probing with the help of log line with a heavy
lead weight, rail piece or probing rod must be taken and if scour is detected, boulders or pitching
material should be runout and dumped as necessary. As a precautionary measure, traffic may be
suspended if long lengths of track with a large number of bridges experience a flood situation and
scour can not be measured, particularly during night time.

708 Action to be taken in the case of weather warning

On receipt of weather warning messages from the Meteorological Department or weather forecast
made by All India Radio, Doordarshan forecasting heavy rainfall, Permanent Way Inspector will
take action as per Para 1129 of the Indian Railway Permanent Way Manual.

709 Pitching stone, boulder and other monsoon reserves

(1) Locations and quantity of reserve stock of pitching stone, boulder and other monsoon reserves
should be fixed by the Chief Engineer / Chief Bridge Engineer.
(2) Arrangements should be made to stock them before the onset of monsoon at locations specified
in stacks or in loaded wagons.
(3) Reserve stock should not be used except in emergency; where it is used, it should be recouped.
(4) The “Reserve” for use in bridges should be stacked at suitable locations above the HFL close to
the bridge and the protection works.
(5) Before the onset of monsoon on a date to be specified a certificate should be sent by the Inspector
in Charge in the following form:
CERTIFICATE

“I certify that all monsoon reserve stocks as specified, have been recouped with the exception of
the following for which action has been taken as indicated below: ________________________
________________________________________________________________________
Date : Signature :
Designation :

(6) The annual return of pitching stone, boulder and monsoon reserve should be submitted by each
Divisional Engineer to the Chief Bridge Engineer by specified date after the monsoon. It should
be accompanied by a statement of training works added or abandoned during the year with
recommendation for reduction or increase to the Reserve”.
(7) Permanent remedial measures should be taken as soon as possible in every case and recurring
expenditure avoided or minimised.
(8) Attention to Paras 1125 and 1126 of Indian Railway Permanent Way Manual is drawn regarding
the other monsoon reserves.

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710 Flood records

(1) A list of bridges across large alluvial rivers and such other rivers as identified by Chief Bridge
Engineer should be prepared to maintain the flood records as noted below:
a) Soundings around piers and abutments during and after high floods;
b) Gauge readings of flood level during monsoon;
c) Observations of afflux and velocity during monsoon;
d) Cross sections of river during and after floods:
e) Survey of the river course after monsoon;
f) Cross section of guide banks/protection works and their aprons; and
g) Annual survey of scour holes.
The details of flood records that are to be maintained should be specified for each of the
bridges.

711 Flood records during monsoon

(1) Sounding During Floods:
a) Soundings at specified bridges should be taken in mid span and around piers and structures,
when flood is at or about the danger level. In the case of large alluvial rivers, soundings may
be taken when the flood is 2/3 of the maximum flood rise above the normal low water level
which may be marked on the piers/abutments. The periodicity of taking soundings should be
specified taking all factors into account with atleast one sounding to be taken daily.
b) Special care should be exercised when taking soundings, specially in rapid water, to ensue
that they are trust-worthy. Lead or rail-piece of proper weight and log line or echo sounders
of reliable quality should be used. The weight should first be lowered upto the bed as far as
it can go then raised by a small extent and lowered again and the process repeated three or
four times untill the inclination of the log line to the vertical is as small as could be obtained.
The level of the river bed below the point of suspension is assessed from the length and
inclination of the log line and the probability and extent of scour gauged from comparison
with the figures on the inscription plaque fixed on piers and abutments which indicate the
nature and depth of foundations.
c) Safe scour depth below rail level should be fixed by the Chief Bridge Engineer for all the
bridges having well/pile foundations by making reference to completion drawings and
inaccordance with Para 4.6 of the Code of Practice for Design of Sub-structures and
Foundation of Bridges. The safe scour depth should be indicated on the top of pier.
d) Should the sounding at any pier exceed the safe scour depth, the Inspector-In-Charge will
stop traffic and commence dumping of boulders advising all concerned. The dumping of
boulders should be continued till the soundings indicate that maximum scour depth is less
safe scour depth. Dumping must not be started untill the scour has actually gone below the
safe scour depth.
e) Continuous scour monitoring device shall be used on identified bridges.
(2) Gauging, Velocity and Afflux Measurements During Monsoon:
a) Water level should be recorded daily at the specified bridges, during the monsoon period

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and a register should be maintained as per proforma given in Annexure 7/1. In addition to
gauge and afflux readings accurate record of maximum flood levels and the rate of rise and
fall of flood levels must be recorded in the register.
b) Divisional and Assistant Engineers should ensure that gauges are erected and maintained
at all specified bridges both on the upstream and downstream side.
c) Levels painted on gauges should be accurate and all gauges must refer to the same datum.
Where gauges are painted on piers, these should be used only for the purpose of reporting
high flood levels at bridges and not for determining the afflux as it is liable to give incorrect
readings.
d) Afflux gauges should be fixed at a distance of about 30 metre upstream and downstream
of the bridge opening, preferably at near still water so that these are not affected by swiftly
moving currents.
e) Velocity of flow should be recorded using floats or current meter at all the specified bridges.
In non erodable beds, velocity measurements should be made avoiding the regions of
turbulent flow (adjacent to piers) and in case of erodable beds, the measurements should
be made near as well as away from the pier. When current meter is used necessary stagings
or platforms should be provided on the pier.
f) For gauging and velocity measurements, reference may be made to RDSOs Gauging
Manual.
(3) Cross section of rivers during floods:
For such bridges as specified, cross section diagrams of the river bed near about the high flood
level at specified locations on the upstream and downstream side should be prepared to a fixed
scale in the Divisional Engineer's office from particulars submitted by the Assistant Engineer and
copies sent to the Headquarters office by the prescribed date each year. The diagrams should
show the reduced levels of the summer water level, the highest known flood level and the year,
the underside of girders or springing of arch and the rail level. Five years records may be plotted
on each diagram in different colours for comparison. After one set is completed another set for
the next five years should be commenced with the same order of colours. A typical cross section
diagram is at Annexure 7/2.

712 Flood records after the monsoon

(1) Cross Section Diagram After Floods:
Soon after the monsoon, as practicable, sections across the bed of such rivers as specified by
the Chief Bridge Engineer should be taken on the up and down stream sides, clear of piers and
abutments by sounding if necessary and particulars submitted to the Divisional Engineer. These
should be taken on the same alignment year after year for proper comparison. For these bridges,
cross section diagrams of bed of the river on the up and down stream sides should be prepared in
the Divisional Engineer‘s office to a fixed scale and copies sent to the Headquarters office by the
prescribed date each year.
Each diagram should show, in addition, reduced levels of the particulars mentioned in Para 711.3
and may indicate the record over five years in different colours. After one set is completed, another
set of records should be commenced with the same order of colours. The cross section should be
prepared in the same manner as shown in Annexure 7/2.
(2) Annual survey of scour holes at bridges:

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It is necessary to survey scour holes both on the upstream and downstream after monsoon to find
out the size and depth of the scour holes and the distance of the same from the foundation so that
remedial measures can be planned in time and the works executed before the onset of the next
flood season, as necessary.
A list of all bridges where scour holes exist should be prepared and copy sent to Chief Engineer
every year along with the flood report.
(3) Survey of the course of the river:
a) At each specified bridge, survey of the course of the river to a fixed scale should be made
soon after the monsoon extending to atleast 3 km upstream and 1 km downstream of the
bridge to afford general idea of the efficiency of training works. The distance may be suitably
modified keeping in view the past history at the discretion of the Chief Bridge Engineer. A
tracing of the survey will be prepared in the Divisional Engineer's Office and copies sent
to the Headquarters each year. For comparison, five years record may be plotted on each
survey plan in different colours. After a set is completed, the next set should be commenced
with the same order or colours. A typical survey plan of the course of the river is enclosed as
Annexure 7/3.
b) Where a river course runs parallel to the track with a tendency to encroach towards the
Railway embankment, the course of the river should be surveyed to get a general idea of
the rate of erosion. A danger line should be drawn in the survey plan to indicate as to when
remedial action such as holding the river edge away from the danger line or retiring the
Railway line has to be taken.
(4) Cross section of guide, subsidiary and retired bund:
At the end of the monsoon, cross sections should be taken at every 30 metres along each stone
protected bund or groyne and at every 15 metres apart round each stone armoured mole head by
probing, if necessary and particulars submitted to the Divisional Engineer. Cross sections should
be prepared in the Divisional Engineer‘s office to a fixed scale and copies sent to the Headquarters
office. These cross sections will indicate the position in the slopes and apron, the progress of the
apron pitching towards its ultimate launching position and will bring to light any defects that may
require attention in the dry season. For comparison, five year‘s records may be plotted in different
colours on the same drawing. After one set is completed, the next set should be commenced with
the same order of colours. A typical cross section record maintained is enclosed as Annexure 7/4.

712A 3-D River bed scanning technology shall be used for survey of river bed profile of identified bridges,
where the river is either having a tendency to meander or there is a chronic problem of aggradation/
degradation of river bed due to erodible nature of its bed material.

713 Attention to damages

The Divisional / Assistant Engineer should carry out inspection of Bridges and their training works
after the rainy season and take action to undertake repairs and make good the damages before next
rainy season. Proposals for new works should be framed and sent to Chief Engineer for approval
and these works completed before the onset of floods.

714 Rivers and flood register

(1) Continuous records of the behaviour of large alluvial and other specified rivers and the condition

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of training and protection works of the bridges across them, if any, should be maintained by the
Assistant Engineer in a “Rivers and floods” register. This register may be in a manuscript form with
sufficient number of pages allotted for each bridge to cover ten to fifteen years and should contain:
a) Brief history of the bridge and protection works at and away from the bridge site with plans
and sections.
b) Condition of foundation and protection works with particulars of action taken on repairs
required.
c) Particulars of flood damage and remedial measure adopted with reference to Bridge
Inspection register. Blue prints of the cross section diagrams of the bed of the river, survey
plans of the course of the river and cross sections of bunds vide Para 711 and 712 should
be attached to the register for reference. Past register should be carefully preserved.
(2) The Assistant Engineer shall submit the register to the Divisional Engineer by a prescribed date,
indicating the point on which the orders of the Divisional Engineer are required.
The Divisional Engineer shall carefully scrutinise the register, examine such works as called for his
inspection, record his orders regarding the points referred to him and initial against every bridge
or kilometreage in token of his scrutiny. Points on which the Chief Bridge Engineer’s decision is
required shall be clearly indicated.
The register should then be sent to the Assistant Engineer for noting the Divisional Engineer‘s
Orders with instructions to return it within 15 days. The Assistant Engineer should extract the orders
issued by Divisional Engineer and arrange expeditious compliance.
The register should then be forwarded by a prescribed date to Chief Bridge Engineer who will
scrutinise the entries, issue orders regarding matter referred to him endorsing the register to that
effect, and return it to the Divisional Engineer. Subsequent action taken on Chief Bridge Engineer’s
notes should be entered in the register by the Assistant Engineer.

715 Flood reports

During the flood season, written reports of damages must be sent promptly by the Divisional
Engineer to the Chief Engineer within three days of the occurrence. These should be submitted in
the proforma shown in Annexure 7/5.
In addition to the information given in the proforma, consolidated descriptive report of the flood
damages should be sent to the Chief Engineer indicating action taken or proposed to be taken to
repair damage.

716 Rainfall Data

(1) A list of rain gauge stations shall be maintained in the Divisional Engineer's Office, showing the
designation of the person who is responsible, for recording the rainfall every day at 08:00 AM. On
any day, when the rainfall recorded is 75 mm or more, the person recording the readings should
intimate the Assistant Engineer/Divisional Engineer who shall in turn inform the Chief Bridge
Engineer. When there is very heavy rainfall, hourly readings should be taken to assess the intensity
of rainfall. Self recording gauges shall preferably be used to get accurate and reliable data.
(2) Along with the flood reports (Para 715), a statement of monthly rainfall should be submitted for all
the rain gauge stations on the Division in the proforma shown in Annexure 7/6.

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717 Provision of anemometer on bridges

On selected bridges, where high winds are experienced and there is a danger of vehicle capsizing,
anemometers should be installed at one of the railway station close to the bridge and suitable
working rules should be framed prescribing for each location the maximum permissible wind velocity.
The limiting wind velocity should be specified by the Chief Engineer which should not exceed 72
Kmph. It should be enjoined that the Station Master should control/stop the traffic on the section
concerned when the wind velocity exceeds the limits. He should also inform the Station Master on
the other side and the section controller of the need to control the traffic. In selecting bridges, the
previous experience and the occurrence of the accidents should be the guiding factor.

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CHAPTER VIII
RIVER TRAINING AND PROTECTION WORKS

801 Training / Protection of rivers

The objective of river training/protection works is to prevent the river from damaging railway formation,
bridges and other structures. The training/protection works will have to be decided depending on
the reach in which the river is situated namely:
a) Upper reaches (Mountainous)
b) Submontane reaches (Foot hills)
c) Quasi-alluvial reaches (Trough)
d) Alluvial reaches, and
e) Tidal reaches

802 Upper Reaches (Mountainous Rivers)

(1) Characteristics:
These streams have narrow and deep cross section with very steep bed slopes. The gorge is often
deep and narrow with formation of rapids. The discharge is extremely variable and their beds are
interspersed with large size bed material consisting of rock, boulders, shingle and gravel. The
rise of flood in them is very sudden and flashy. The water is heavily sediment laden, with high
concentration of suspended load.
(2) Suggested protective measures:
The following protective measures are suggested/ recommended for adoption.
a) Suitable protective fenders of concrete, rolled steel or rails may be provided upstream of
the bridge to reduce the impact on piers and abutments due to rolling boulders down steep
slopes.
b) Measures for controlling soil erosion and landslips, improving stability of side slopes and
arresting bed load in boulder bedded hilly terrains should be undertaken.
c) The formation of gullies by the water coming down the hills can be prevented by afforestation,
construction of gully/ check dams, contour bunding, debris basins, chambers or wells. These
should be cleaned as frequently as necessary.
d) Stability of side slopes can be improved by provision of adequate drains, breast and toe
walls etc.
e) Properly designed chutes with paved apron at the entrance with adequate free board may be
used in Railway cutting for leading the water of mountainous streams down the hill slopes.
Alternatively, suitably designed catch water drains on water-shed side may be constructed.

803 Submontane Reaches (Foot Hills)

(1) Characteristics:
The rivers in these regions have a flatter bed slopes generally from 1 in 50 to 1 in 500. The velocity
and its sediment transporting capacity gets reduced encouraging deposition of excess sediment

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load. Medium size boulders, gravel and coarse sand are generally found in the beds. The floods
are of flashy nature. These streams are highly erosive and the erosion proceeds through grinding of
bed load material during transport, formation of deep holes through whirlpools and plunging action
along with cliffs forming the banks, in the higher reaches. These actions go on widening the bed
and deepening the channel. The flow in the channel, except during highest stages, is insufficient
to transport the detritus which gets deposited blocking the original channel; another channel may
then be formed and in course of time the river bed may become a network of such channels with
islands in between. Such streams are called "Braided" stream (Annexure 8/1). All these channels
normally overflow during high floods and the river acquires very wide and shallow cross section.
The rivers in this reach are prone to progressively raise their beds by sediment deposition. Such
rivers are known as "Aggrading" type. In these case, the over bank spills increase year after year,
until occurrence of abnormal floods in a year, when sudden change of course may take place.
(2) Suggested protective measures:
It is not desirable to locate bridge in such reaches. However, if a bridge is to be provided, training
measures in the form of marginal bunds, extending right upto the high ground in the hills are required
to shift the point of aggradation downstream. To reduce the erosive action on the marginal bund
a) Suitable slope protection with boulders or concrete slabs,
b) Adequate toe protection in the form of two rows of in-situ concrete blocks or boulders in wire
crates and
c) Boulders in wire crates forming flexible type apron may be provided.

804 Quasi-Alluvial Reaches (Trough)

(1) Characteristics:
In this reach, the bed slope varies from 1 in 500 to 1 in 2,500. The bed consists of small size gravel
and medium sand. The channel has generally a well defined course.
(2) Suggested protective Measures:
Bridging such rivers normally involves constriction in width and provision of guide bunds. Assistance
of specialised agency, undertaking hydraulic model studies may be availed of, as considered
necessary.

805 Alluvial Reaches

(1) Characteristics:
In this reach, the river bed slope varies from 1 in 2,500 to 1 in 25,000. The river flows on an almost
flat bed built by its alluvium. The alluvial river meanders as a whole within its “Khadir” (a strip of low
land within which a river meanders and its flood rises. In terms of river hydrology, khadir is used
to define extent or width of the river bed within which the river is likely to flow either during lean or
flood season. Khadirs are generally bound by high and firm banks. Khadirs can be very wide say
6 to 8 km and are particular to rivers in alluvium terrain). (Annexure 8/2).
The main difference between the alluvial and quasi-alluvial rivers is that the former meanders as a
whole within its ”Khadir” while the latter has well defined banks and it is only during periods of low
water that the channels meander. Rivers in alluvial reaches are normally stable with no perceptible
lowering or raising of the river bed in the course of the years. Shape, size and mobility are the most
important characteristics of a meander for design and maintenance of railway bridges. They are
described below (Annexure 8/2):

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LR = Length along maximum depth LR/LV = Tortuosity ratio

LV = Valley length, W = Width of the channel
R = Radius of bend, ML =Meander length
MB = Meander Belt, Q = Angle of bend
Meander shape can be circular/sinusoidal or parabolic and is defined by tortuosity ratio. A tortuosity
ratio of 1 describes a straight channel. A ratio of 5.5 is a limiting value when consecutive bends are
likely to cut into one another.
The meander size is defined by the ratio of the radius of center line of bend or a meander and
surface width of the channel.
Meander Size= R/W or MB/W
Meander shape is the most efficient hydraulic flow under the given flow conditions. If the present
channel flow condition becomes hydraulically less efficient, river is able to find a more efficient
path i.e. an alternative channel known as cut-off. This can be a natural development by the river
itself. Alternatively, it can be artificially developed by cutting a pilot channel. Depending upon the
location of cut-off, it can be either a neck/loop cut-off or chute cut-off. Neck/loop cut-off occurs due
to progressive bank erosion at the bend of acute bends, as shown in Annexure 8/2. This is more
commonly occurring natural case of cut-off. A chute cut-off occurs at the flat of a meander and is
less common as compared to neck cut-off.
Immediately after a cut-off takes place, there are number of changes in the flow pattern both up
and down stream of the cut-off. There is heavy erosion of banks and the new channel readjusts
itself to the new alignment. There can be local deposits on the downstream side, where the cut-off
channel meets the main channel. This however is removed in a season or two during succeeding
floods.
(2) Suggested protective Measures:
The training of alluvial rivers is generally on the same lines with guide bund system as described
for quasi-alluvial rivers. The meanders do not remain fixed but usually travel downstream. Every
effort should be made to keep the river to its original course near the bridge. In some cases it is
observed that the main current of the river starts flowing along the railway bank on the upstream
side due to the meander travel downstream. The building of spurs along the railway embankment is
not a good remedy, as it perpetuates the main channel along the Railway alignment. In such cases
every effort should be made to divert the river to its original course. In some cases the construction
of a second control point consisting of a spur about 0.4 times the meander length has been found
to be satisfactory. The exact length and location of such works however, should be determined
through model studies in a hydraulic laboratory.

806 Tidal Reaches

A river, whose flow changes periodically due to tides, is called tidal. Before joining the sea and
before becoming a tidal river, it may branch off into several streams forming a delta. The last portion
is called a delta river. Constriction of the water way is to be avoided in these reaches and tidal
regime is to be kept in view, while designing bridges.

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807 South Indian Rivers

The river system in south India is geologically older and stable. Tendency for shifting of the river
bed course and aggradation/degradation is insignificant. Problems of river training and protection
normally do not arise except in the deltaic region/tidal reaches.

808 Important considerations for hydraulic structures

For hydraulic design, most important parameters are discharge, gauge level/HFL, scour and physical
layout of the channel. Parameters like discharge and bed slopes can vary and estimation of them
is largely empirical.
For important rivers, data required for computing flood discharge are generally available. The data
may require proper interpolation or extrapolation. Discharge is also worked out on the basis of
Gauge-Discharge curve. This is also a fairly reliable estimate. All bridges shall be designed with
adequate waterway for design discharge. This shall normally be the computed flood with a probable
recurrence interval of 50 years. However, at the discretion of Principal 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.
The discharge should be known for design of pier as well as protection works. Discharge should
also be known for the lean period, when construction will be undertaken. This will decide how
temporary works should be designed to enable construction activities. It is for the lower discharge,
when pitching of bank slopes fail. This is because of high surface velocity at lower discharge, when
scour has not fully developed.
Scour data can be had from the evidence left behind the river for past discharge gauge. This
requires careful survey and enquiry made from local people. Known water holes or sounding of
some structures upstream can give very useful information. This needs to be verified by calculations
either made by some empirical methods or by hydraulic model studies. Scour depth likely to be
there for lower discharge during construction is very important data. This is necessary for designing
temporary works required during construction.

809 River Training Works

The necessity and suitability of River Training Works should be carefully assessed. For effective design
of river training works, following useful details are to be collected:
i) History of flow/channel
Change of river course happens mainly due to meandering effect of the river. In case of meander,
it is possible to know the maximum radius of curvature from which it should be possible to estimate
the likely area of effect. Adequate studies and data keeping results in easier, cost effective and
simpler designs of protection measures.
ii) Addition of any hydraulic structure on the regime of the flow should be taken note of, both on
upstream as well as on downstream. On downstream side, effects are rarely beyond 5 kms. Such
changes may be in the form of additional spans/works provided by highways on upstream side. This
may also be due to construction of barrage/dam/water storage structures. These are considered
as Railway Affecting Works and may have significant impact on Railway bridge.
iii) Shift in flow channel because of meander : This should be studied particularly with reference to
acuteness of the meander given by tortuosity ratio.
iv) Any large scale deforestation on upstream will cause heavy sediment load leading to change in

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flow pattern.
The following types of river training works and bank protection measures are generally adopted on
the Indian Railways:
1. Guide Bunds;
2. Spurs (Groynes);
3. Marginal Bunds;
4. Closure Bunds;
5. Assisted cut offs;
6. Boulder Crates and
7. Sausage Crates.

810 Guide Bunds

(1) Necessity:
Guide bunds are meant to confine and guide the river flow through the structure without causing
damage to it and its approaches. They also prevent the out flanking of the structure.
(2) Shape and Design Features:
a) The guide bund can either be divergent upstream or parallel. In the case of divergent guide
bund, there is possibility of formation of a shoal at the center. Parallel guide bunds minimise
obliquity and separation of flow along the flanks. According to geometrical shape, the guide
bunds may be straight or elliptical. In the case of certain type of alluvial rivers with sandy
bed and meandering pattern, elliptical shape appears preferable to minimise obliquity and
separation of flow.
Various types of guide bunds are shown in Annexure 8/3.
b) Normally the upstream shank of the guide bund is between 1.0 to 1.5. times the length of the
bridge, while the downstream shank is between 0.25 to 0.4 times the length of the bridge.
c) The tail bund on the downstream side is provided to afford an easy exit to the water and to
prevent formation of vertical whirlpools or rollers which give rise to scour. These tail bunds
are also curved at their ends and should be properly armoured.
d) The guide bund is provided with a mole head on its upstream side. The mole head bears
the brunt of the attack and should be provided with adequate protection in the form of slope
pitching and properly designed launching apron. The shank i.e. the portion behind the curved
mole head of the guide bund should also be similarly protected on the river side. The slope
in the rear of the guide bund need not necessarily be provided with pitching and may be
protected by planting grass or shrubs as found suitable.
e) Radius of curved upstream mole head may be taken as 0.45L (L is water way width
determined from Lacey’s formula subject to minimum of 150m and maximum of 600m). The
radius of downstream curved tail may be kept as 0.3 to 0.5 times the radius of upstream
curved head. The angle of sweep of curved head may range from 1200 to 1450 according to
river curvature and that of the tail head may be kept as 450 to 600. For smaller rivers, one
single radius is good enough. For important rivers, multi radii may be selected generally
after model studies for smoother flows.
f) Top width of the shank of the guide bund should be wide enough to permit plying of trucks

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and keeping reserve boulders for maintenance. From this consideration top width may be
taken between 6m to 9m, and side slopes may be taken as 2:1.
g) Side slopes of guide bund needs protection on following counts:-
i) Wave action on the upstream side
ii) Water current along the slopes
iii) Wind action
iv) Rain cuts/Rain water
Most common method is to provide stone pitching. It is necessary to provide 20cm to 30cm
thick graded filter below the pitching. Stone used for pitching is generally man size boulder
of 35 to 55kg so that they cannot be easily displaced by the current. For small works, one
stone thick pitching (25 to 30cm) should suffice. Gaps in between could be filled up by
smaller pieces.
In case of guide bund, the pitching should continue right up to the top of the formation for
the river side, including the curved head on both sides and tail head. For important rivers or
in case of large ponding etc, the pitching should be done on the rear side of the guide bund
also. For approach embankment, on the upstream side, the pitching should continue up to
the free board level which should be determined not only on HFL but also to take care of
velocity head (V2/2g), wave action etc. For the downstream side, pitching may be done up
to the water level based on hydraulic model study or general water level observed.
A good drainage is key for protection of slopes from rain cuts, particularly on high banks of
over 6m height. For this, longitudinal and cross drains should be provided.
Guide bunds and approach embankments particularly in khadir of the river must be constructed
in one go in one season. In case this is not possible, at least, a wedge size equal to angle of
internal friction of the old construction should be removed and the next construction should
be done with proper benching. For slope protection and apron, an overlap may be provided.
h) No spurs projecting from the guide bunds should, in any case, be provided.
j) For design and construction of guide bunds/launching aprons reference may be made to IS:
10751-1994 (Planning and Design of Guide Banks for Alluvial Rivers – Guidelines) and IRC:
89-1997 (Guidelines for Design and Construction of River Training and Control Works for
Road Bridges).
k) A typical lay out of a guide bund is shown in Annexure 8/4.
(3) Apron Protection for Guide Bunds :
a) Apron is provided beyond the toe of the slope of the guide bund, so that when bed is scoured,
the scoured face will be protected by launching of the apron stone or wire crate containing
stone.
b) Following are the important details for design of apron:
i) Thickness of apron
Thickness of apron is governed by thickness of pitching on the slopes of the guide
bund (T). In case of straight portion of guide bund, the thickness of apron through its
width is generally kept as 1.5T. In case of curved portion of guide bund, the thickness
of apron is generally kept as 1.5T at the junction of apron with pitching on the slope
and the same is increased through its width to 2.25T at the end of apron.
ii) Level at which the apron is to be laid

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Normally apron should be laid on dry bed, as low as possible.

iii) Width of apron
Width of apron is determined by depth of scour and is generally kept as 1.5 times the
difference between the deepest known scour level and low water level.
(4) Maintenance:
a) Substantial reserve of pitching stone should be maintained on the guide bund for use during
emergency. This should be stacked at the top of the guide bund. Quantity of reserve stock
to be maintained at guide bund should also be specified by Principal Chief Engineer/Chief
Bridge Engineer as per provisions of Para 709(1).
b) The track on the guide bund, where provided, should be maintained in a satisfactory condition
and should be capable of taking boulder trains at any time. The Permanent Way Inspector
and the Assistant Engineer should inspect the track soon after the monsoon every year and
carry out necessary repairs well before the next monsoon.
c) Every effort should be made to ascertain whether the apron is launching to the intended
position and this should be done by probing after the flood season is over. Plotting of the
levels will indicate the efficacy of the launching.
d) Disturbance of pitching stone on the slope indicates dangerous condition and additional
stones should be placed in position immediately as necessary.
(5) Failures and remedial measures:
The conditions under which an apron of the guide bund can fail and remedial measures to be
adopted are stated below:
a) If the launching takes place beyond the capacity of the stone in the apron and results in
leaving the bank material exposed to the current and wave action, more stone will have to
be added to the apron.
b) If stones are carried away by high velocity current from the launching apron and the toe
of the bund, the apron should be strengthened against severe attack by laying large sized
stones at the outer edge of the apron.
c) If slips and blow-outs in the bund occur due to a steep sub soil water gradient resulting
from a rapidly falling flood in the river, the bank should be widened to reduce the hydraulic
gradient. This equally applies to marginal bunds.
d) Wherever disturbance is noticed in rear of guide bund due to wave lash or other causes, the
slope pitching should be adopted as a remedial measure.
e) An apron can launch satisfactorily only if the material scours easily and evenly and the angle
of repose of the underlying material is not steeper than that of the stone.
In all these cases action should be taken to dump the boulders on the toe of the bank and
make up irregular surface.

811 Spurs (Groynes)

(1) A spur/groyne is a structure constructed transverse to the river flow and is projected form the bank
into the river.
(2) Type of spurs /groynes:
i) They may be either “Permeable” or “Impermeable”. Permeable spurs are constructed by

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driving wooden bullies or bamboos, filled in with brush wood, with sarkanda mattresses
or other suitable material. These are helpful in causing quick siltation due to damping of
velocity. They are useful when flood velocities are relatively lower and concentration of
suspended sediment load is heavy. They allow water to pass through. permeable structures
are discussed in detail in Para 811(5). Impermeable spurs are made of solid core, constructed
of stones or earth and stones with exposed faces protected by pitching. These spurs can
with stand severe attack better than permeable spurs.
ii) Spurs may be classified as (a) repelling (deflecting) (b) attracting and (c) normal (sedimenting).
Repelling (deflecting) spurs are those which incline upstream at an angle of 60 degree
to 70 degree to the river course and deflect the current towards the opposite bank. They
cause silting in still water on the upstream pocket. Attracting spurs incline downstream and
make the deep channel flow continuously along their noses. They cause scour just on the
downstream side of the head due to turbulence. The river flow is attracted towards the
spur. Normal (sedimenting) spurs are those which are built at right angles to the bank to
keep the stream in a particular position and promote silting between the spurs. They have
practically no effect on the diversion of the current and are mostly used for training of rivers
for navigational purposes.
iii) Spurs are also classified as full height spurs and part height spurs. Where top level is higher
than HFL, it is called a full height spur.
iv) Spurs are also constructed extending into the stream with a “T” head or hockey stick shaped
head, properly armoured to hold the river at a distance. A series of such spurs/groynes
correctly positioned can hold the river at a position away from the point intended to be
protected. The edge of the "T” head should be curved somewhat in the manner of a guide
bund to avoid swirls. Sketches of the various types of spurs may be seen in Annexure 8/5.
(3) Location and salient features of a spur/groyne:
i) The space between spurs or groynes generally bears a definite ratio to their length. The
common practice is to keep the spacing at about 2 to 2.5 times the length so as to effectively
protect the bank.
ii) If designed as a full height spur, care should be taken to see that spurs are built sufficiently
high so that they are not overtopped and out flanked by the current during high floods. Free
board of 1 metre is provided.
iii) The side slope of spurs are generally 2:1.
iv) The spurs should be anchored on to high ground.
v) The head of the spur is most vulnerable point for scour and should be well protected on
slopes by pitching and at toe by an apron designed for scour depth of 2.5 to 2.75 times Dlacey
at the mole head. For computation of Dlacey Clause 4.6 of IRS Code of Practice for the Design
of Substructures & Foundations of Bridges may be referred.
vi) Spurs should never be constructed at a point where severe attack is taking place but at
some distance upstream.
vii) Spurs/groynes should be used only in-situation where they are absolutely necessary.
viii) The design of spurs may be finalised preferably through hydraulic model studies.
ix) For design and construction of groynes (spurs)/launching aprons reference may be made to
IS:8408-1994 (Planning and Design of Groynes in Alluvial Rivers – Guidelines) and IRC:89-
1997 (Guidelines for Design and Construction of River Training and Control Works for Road

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Bridges).
(4) Maintenance of spurs/ Groynes:
In all cases, satisfactory arrangement should be made for the maintenance of spurs/groynes by
providing access to them during all seasons of the year and keeping boulders as reserve.The
maintenance procedures specified for guide bunds apply equally to spurs/groynes also.
(5) Permeable Structures:
a) Permeable structures can be used either independently or with the support of other
impermeable stone structures or river training and bank protection measures. These
structures are easy to construct, use low cost locally available material and require limited
skill in construction. These are very handy in antierosion works during emergencies in
floods. These structures can also be used in areas where good quality stones are costly
and/or not available. Thus permeable structures are cost effective alternative to the river
training or antierosion works with impermeable spurs. Depending upon the purpose to
serve, the permeable structures are constructed transverse or parallel to the direction of
flow. Permeable structures serve one or more of the following functions:
i) Training the river along a desired course.
ii) Reducing the intensity of flow at the point of river attack.
iii) Creating a slack flow to induce siltation in the vicinity of the permeable structures and
in the downstream reach.
iv) Providing protection to the bank by dampening the velocity of flow along the bank.
b) The permeable structures can be classified as follows:
i) According to function served, namely, diverting and dampening, sedimenting.
ii) According to the method and material of construction, namely, bally, bamboo, tree and
willow structures.
iii) According to the conditions encountered, namely, submerged and nonsubmerged.
iv) According to the type of structure provided, namely, spur type, screen type or
dampeners (revetment) type.
c) The permeable structures are made up of different types of smaller units called elements.
Many elements, made up of bamboos, ballies, RCC poles etc. are arranged in specific
pattern and linked together to form a permeable structure. Different types of elements used
for making permeable structures are as following:
i) Porcupines – Porcupines are typically made up of bamboos/ballies, have cubical/
prism shaped box at the central portion with their legs extending in all directions. The
overall size is 2m to 3m. The central box is filled with stones for stability of individual
unit during floods. (Annexure-8/6 (a&b)).
ii) Cribs – This is a pyramid type of structure made up of bamboos/ballies with a box at
the bottom for holding stones for stability during floods. Size of the box is generally
square of size 2m to 2.5m at the bottom. Total height of the structure is 3m to 4m.
(Annexure-8/6 (c)).
iii) Bally frames - Permeable bally structures are made up of main skeleton of large
bamboos or ballies. Cross ballies are used for stability of the structure.
iv) Tree branches – Branches of trees or trees of short height are hanged from a wire rope
duly weighted with stones and are aligned as a spur projecting into the river. The wire

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rope is duly anchored on the bank and in the riverbed.

d) The main criteria for the selection of the material are cost and easy/local availability. Standard,
commercially available bamboos of girth 20cm to 30cm are used for the porcupines and
cribs. Smaller girth of 20cm to 25cm is used for bracings. Standard, commercially available
ballies of girth 15cm to 25cm are used for the bally structures. Normally, the larger girth of
20cm to 25cm is used for the main members, whereas, the smaller girth of 15cm to 20cm
is used for bracings. Generally, 4 to 5 strands of 4mm GI wire are used for interconnecting
porcupines, cribs and anchor them to the ground.
Ballies driven into the ground upto a depth of 2m are treated as anchor. Concrete anchors
have an anchor rod of size 32-36mm, well embedded in concrete cube. Wire crate anchors
are of size 1.5m x 1.5m x1.5m, made up of thick wires and filled with stones or bricks.
A concrete block is casted with bolt and is included in the wire crate anchor. In case of
emergencies, tie wires are joined directly to the wires of the crates.
e) In case of shallow water flows and upto maximum depth of flow 3m to 4m, porcupines are
used for both spurs and screens. For maximum depths of flow from 4m to 6m, cribs are
preferred. For the depths beyond these limits, bally spurs are preferred.
f) Permeable structures commonly used are spurs, dampeners and screens.
i) Spurs are generally made up of 3 to 4 rows of porcupines or 4 to 6 rows of cribs.
Schematic sketch of typical permeable spur is shown in Annexure-8/6(d). On a
straight reach, permeable spurs are normally spaced at 3 to 4 times its length. On a
curved channel, depending upon the obliquity of flow, the spurs are normally spaced at
2 to 3 times the length. Projection of the spurs into the river channel is normally 11% to
15% of width of channel. Three spurs are normally provided for a specific reach to be
protected. A single permeable spur is generally not found effective. Alignment of spurs
is kept pointing towards upstream.
ii) For depth of flow up to 3m, two rows of porcupines are laid along the banks on either
side at the toe as dampeners. For more depth, numbers of rows are increased.
iii) Permeable screens are used for choking the secondary channels. 4 to 6 rows of
porcupines or 6 to 9 rows of cribs are normally used in a permeable screen. One
screen is normally provided at the entrance of the bypass or secondary channel. The
second screen is provided at a distance of 1 to 1.5 times width of the screen and is
extended on both the banks for a length one third of the channel width.
g) Due to inherent weakness of the elements, the counter weights are provided in the central
box of the porcupines or in the bottom tray of the cribs. Due care is necessary to tie the
weights to the main body of the elements. The elements are tied to each other by wire ropes.
The tie ropes are duly anchored to the bank and at the nose with the help of suitable anchor
or anchor blocks. Intermediate anchors are also provided at an interval of 15m to 20m along
the length of the structures on the upstream side.
h) No bed protection is needed for the structures made up of porcupines and cribs. Sinking
of these structures into riverbed is a welcome feature, which adds up to the stability during
floods resulting in better performance.

812 Marginal Bunds

Marginal bunds are provided to contain the spread of the river when the river in flood spills over
its banks upstream of the bridge site over wide area and likely to spill in the neighbouring water

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courses or cause other damages. The marginal bund should normally be built well away from the
active area of the river. The slope should be well protected by turfing. Where a marginal bund has
to be built in the active area of the river, it should be protected with pitching and apron. The earth
for the construction of marginal bund should preferably be obtained form the river side. The upper
end of the marginal bund should be anchored into high ground well above HFL. Marginal bunds
should be inspected every year along with the annual bridge inspection and necessary repairs
should be carried out before the onset of monsoon. Cattle crossing and rodent holes across the
marginal bund should be specially watched and deficiencies made good.

813 Closure Bunds

Sometimes it may be necessary to entirely block one or more channels of the river in order to
prevent the discharge of such channels developing into a main river channel after the construction
of the bridge. This is done by providing a closure bund. The bund is designed as an earthen dam.
The same is generally constructed at some distance from the railway line. special care should be
exercised to guard it against its failure. It should be inspected every year after the monsoon and
necessary repairs carried out.

814 Assisted / Artificial Cut-offs

Sometimes when very heavy meandering develops near bridges and there is a danger of its
encroaching too heavily into the still water area or otherwise dangerously approaching the railway
embankment, it becomes necessary to dig a cut-off channel which will ultimately develop and help
in the diversion of water through it. To effect economy, a pilot channel cut is usually made when
there is low flow in the river and full development of the channel takes place during the flood. This
cut off channel should preferably have (i) atleast three times the river’s straight regime slope and
(ii) the upstream end should take off from where the bed load of main channel has less than the
average amount of coarse material i. e. from the active part of the channel where the velocity is
more. The entrance to the pilot cut should be bell shaped to facilitate entry of water. The chord loop
ratio should normally be greater than 1 to 5 if a successful channel is to develop. Cut off should be
planned with care taking all relevant factors into account (Annexure 8/2).

815 Boulder Crates

Boulder crates are formed by filling boulders in a crate made of hot dip galvanized wire. Wires of
4 SWG and 6 SWG are generally used in important and ordinary works respectively. The size of
crate is dependent on the discharge and should be such that crate is not lifted by water flow.
In case of apron, the size of stone required to resist mean design velocity (average velocity) is
assessed by the following formula as per IRC: 89-1997 (Guidelines for Design and Construction
of River Training and Control Works for Road Bridges):
V=4.893d1/2
Where, V= mean design velocity in metre/sec.
d= equivalent diameter of stone in metre.
The weight of stone can be determined by assuming spherical stones having a specific gravity of
2.65 (average). Where requirement of weight is more on account of higher mean velocity, crated
boulder provides practically feasible option. Size of crates can be determined based on above
considerations.

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816 Sausage Crates

These are crated boulder of circular cross section of diameter varying from 600 mm to 900 mm.
They are usually very good for protecting slope of an embankment.

817 Protection of Approach Banks

(1) Approach banks of bridges may be subjected to severe attack under the following conditions:
i) When the HFL at the bridge is very high and there is spill beyond the normal flow channel.
ii) When the stream meets a main river just downstream of the bridge.
iii) In the case of bridges with insufficient water way.
iv) The wave action on the approach bank of bridges situated in a lake/large tank bed may have
a detrimental effect.
In all the above cases the pitching of the approach bank upto HFL with sufficient free board
is an effective solution. Provision of toe wall and narrow apron in some cases will also be
useful.
(2) If deep borrow pits are dug near the toe of approach banks, the water flows through these pits
and forms a gradually deepening water course which may eventually threaten the safety of the
approach bank. In this case it will be useful to put rubble “T” spurs across the flow to reduce the
velocity and expedite silting of the course.
(3) Whenever the water level on either side of an approach bank is different, there may be seepage of
water and to ease the hydraulic gradient , widening of banks, provision of sub banks and toe filters
etc may be resorted to.
(4) At locations with standing water against the embankment, special watch should be kept when the
water level recedes rapidly and when slips are likely to occur.

818 Design for Protection Works

Minor Bridges:
Most of minor bridges are on open foundation. They have to be properly protected by a well designed
flooring system. This will include floor, curtain and drop wall. Length of floor and depth of drop wall
will be on the basis of scour depth. This can be determined either by local observation or by using
empirical value of DLacey based on design discharge. Depth of drop wall should be 1.25 times DLacey.
Floor should cover the entire width and length of abutment including wing wall. The slope of floor
should match the bed slope and also the top of drop wall should match the slope. It is essential
to do proper protection of the box culvert which relies on uniform ground support for its designed
structural behavior. If the underside is scoured, the box culvert gets unevenly supported. For this
purpose, properly designed floor system as described above should be provided. Sometimes,
instead of splayed wing wall, straight return wall is provided particularly on high bank or in case of
a box, another box is provided to function like a wing wall. Similar protection work is called for in
such cases.
Major / Important Bridges:
As far as bridges on open foundations are concerned, it is generally on rocky/in-erodible bed and
not requiring any particular protection. In other cases, flooring with drop walls as in minor bridges
may have to be provided. Since well and pile foundations are designed for the scour, hence no
protection is necessary even in case of a local scour. However, bridge may need a well designed

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guide bund with proper protection on the approach embankments.

River training works through model studies:
In case of large alluvial river, where training/ protection works involve a heavy financial outlay,
model studies should be resorted to, to arrive at the most economical and effective solution.

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CHAPTER IX
FABRICATION, ERECTION, INSPECTION AND
MAINTENANCE OF OTHER STEEL STRUCTURES

901 Inspection by Bridge Inspector

(1) When specifically ordered by the chief Engineer / Chief Bridge Engineer the Bridge Inspector
should inspect the steel works in the Loco shed and workshop structures and any other light steel
structures at such frequency as decided by the Chief Bridge Engineer.
(2) Inspection Register: The Bridge Inspector shall record the results in the Structural Steel Inspection
Register to be maintained in manuscript form (Annexure 9/1) and submit the same by the prescribed
date to the Assistant Engineer (Bridges) /Divisional Engineer (Bridges) who should scrutinise the
entries, issue such orders as deemed necessary and return the register. Prompt action should be
taken to carry out repairs required.
(3) Inspection by Assistant Engineer (Bridges) / Divisional Engineer (Bridges).
a) The Assistant Engineer (Bridges) / Divisional Engineer (Bridges) will inspect the steel
structures mentioned in Para 901.1 once in five years and shall record results of his inspection
in the Structural Steel Inspection Register maintained by the Bridge Inspector and ensure
expeditious compliance of notes recorded.
b) The Bridge Inspector shall accompany during the inspection.
c) Structures warranting special attention should be inspected more frequently.
d) Entries in column “ Condition of structure at the time of inspection” should be in the nature
of statements. A defect, once mentioned should not be omitted in future years unless it has
been eliminated through repair in which case a note to that effect should be made.
(4) Details of inspection:
During inspection of the steel works in various structures, the following points should be examined:
i) the condition of foundation base of stanchions,
ii) the condition and tightness of foundation bolts,
iii) the condition of steel work in stanchions, wind girders, roof trusses/girders, purlins, eaves
girders and wind bracings, etc.
iv) the condition of bolts, rivets or welds connecting the gantry girder to the roof leg of the
columns and the condition of rivets in gantry girder,
v) the level and alignment of the gantry girders and gantry track,
vi) the condition of the fasteners connecting the gantry rail to gantry girder,
vii) the condition of welds in welded connection,
viii) the condition of roof gutters and their fittings
ix) the condition of Northlight glasses, roof sheets and their fittings,
x) the condition of steel work in steel chimneys, and
xi) the condition of paint.

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902 Joint inspection of structures in workshops

The condition of gantry track, gantry girder and alignment of gantry track for overhead and jib
cranes moving on rails should be jointly inspected by the Bridge Inspector and the Foreman/Crane
Inspector as the case may be.

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 INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

CHAPTER X
INSPECTION AND MAINTENANCE OF
TUNNELS AND DEEP CUTTINGS
PART A - TUNNELS

1001 Inspection by Engineering Inspectors

The Permanent way Inspector shall inspect every tunnel on his section once a year during the prescribed
month after the monsoon season but where specified by the Chief Engineer, the structural part shall be
inspected by the Works Inspector.

1002 Items to be covered in the Inspection

The inspection shall cover:-
a) Tunnel approaches and cuttings
b) Portals at either end
c) Tunnel walls, lining and roofing (lined and unlined)
d) Drainage
e) Refuges
f) Ventilation shafts / Adits
g) The section in relation to moving dimensions
h) The track; and
i) Lighting equipment and special tools with the maintenance gang.

1003 Record of Inspection

(1) The Inspector / Inspectors shall record the results of their inspection in a manuscript register which
shall contain particulars of date of inspection, condition of tunnel and approaches at the time of
inspection and repairs carried out during the year. Two or three sheets may be allotted for each
tunnel with the tunnel number, its length and kilometreage. The register should be in the form shown
in Annexure10/1.
(2) The Inspector / Inspectors should promptly attend to the repair required.
(3) The Inspector shall submit to the Assistant Engineer by the prescribed date a list of important
defects with a certificate in duplicate to the effect.
"I certify that I have personally carried out tunnel inspection of my section in accordance with
standing orders for the year ending…. And append herewith a list of important defects."
(4) The Assistant Engineer shall issue such orders as deemed necessary to the Inspector and counter
sign and forward one copy of the certificate of inspection to the Divisional Engineer with remarks
if any.
(5) The Inspector shall accompany the Assistant Engineer on the latter's Annual inspection of tunnels.

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1004 Inspection by Assistant Engineer

(1) The Assistant Engineer shall inspect every tunnel on the sub division once a year before the monsoon
during the prescribed months and record the results in ink in the tunnel inspection register, Form
Annexure 10/ 1.
(2) The tunnels, the condition of which warrant special attention should be inspected more frequently.
(3) The instructions and index as Annexure 10 /1 should be prefixed to each tunnel inspection register.
Two or three sheets should be allotted for each tunnel so that a register may contain record of
inspection over 10 to 15 years. The register should be printed using the standard proforma.
(4) The inspection shall be detailed and cover all aspects, entries being made under each of the heads
given in the register.
(5) The Assistant Engineer should make an extract of all remarks concerning repairs required, send
these to the Inspector / Inspectors with explicit instructions and ensure expeditious compliance.
(6) On completion of his annual tunnel inspection , the Assistant Engineer shall certify at the end of
the register as follows:
"I certify that I have inspected all the tunnels shown in register during the year ending… and have
issued detailed orders in writing to the Inspectors concerned except the following on which the
Divisional / Sr. Divisional Engineer's orders are solicited". These registers should be in the Divisional
/ Sr.Divisional Engineer's office by specified date.

1005 By Divisional / Sr. Divisional Engineers

(1) The Divisional/Sr. Divisional Engineers shall carefully scrutinize the Assistant Engineer tunnel
inspection register and inspect such tunnels as called for his inspection, He shall record his orders
regarding the points which require a decision by him and initial against every entry of tunnel in the
register in token of scrutiny. He should endorse an each register, below the Assistant Engineer
certificate, as follows: "I have personally scrutinised this register and have issued orders regarding
all essential points requiring a decision by me. The following points are submitted to the Chief Bridge
Engineer at Headquarters for orders.”
(2) The Divisional / Sr. Divisional Engineer should extract the items of inspection register requiring
attention and send it to the Assistant Engineer who should intimate the same to the Inspector
concerned for expeditious compliance.
(3) The register should be forwarded to the Chief Bridge Engineer at Headquarters who will examine
each register; issue orders regarding matters referred to him, endorsing the registers to the effect
and return them to the Divisional/Sr. Divisional Engineer. Subsequent action taken on the notes
should be entered in the registers by the Assistant Engineer.

1006 Mobile Staging for Inspection

Requisite staging’s mounted on the mobile units, such as open wagon, dip-lorry or rail motor, shall
be used to carry out thorough inspection of the sides and roof of the tunnels. These should be kept
at suitable points for urgent use as required.

1007A Details of tunnel inspection

The details of inspection to be carried out are as follows
(1) Tunnel Approaches and Cutting: Normally the tunnel approaches will be in deep cuttings. The

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inspection of these cuttings should be carried out as detailed in Paras 1010 to 1012 later in this
Chapter.
(2) Portals at either end: During inspection it should be checked as to whether there are any signs
of slips in the slopes above the portals; whether the masonry is in any way cracked, shaken or
bulging and signs of movement are apparent. "Catch-water drains above the portals should drain
away and not be allowed to percolate into the tunnel or behind the portal masonry.
Trees leaning or hanging on the slopes above the portals should be cut and cleared. Loose boulders,
if any should be removed.
(3) Section of tunnel in relation to moving dimensions: It should be checked as to whether the dimensions
of the tunnel section on straights and curves conform to the diagrams given in the Schedule of
Dimensions.
Stagings mounted on mobile units will be helpful to check the profile.
(4) Tunnel walls and roofing :
a) Lined section: During inspection it should be ascertained whether the lining is in a satisfactory
condition. Seepage through joints in the masonry should be looked for.
Doubtful masonry should be tapped to detect 'drummy' places.
Cracks in the masonry should be marked by red paint, dated tell- tales placed at their
extremities and serially numbered to detect extension.
Pointing of the masonry should be examined for its condition.
b) Unlined Sections: The unlined portions should be examined to find out whether they are
sound.
Doubtful places, such as loose projections should be tapped and identified.
(5) Drainage: The drainage arrangements inside the tunnel and upto the outfall should be inspected. It
should be ensured that the side drains are adequate and function satisfactorily. The drains should
be periodically cleaned.
(6) Tunnel refuges: It should be checked up as to whether these are well maintained and free of
vegetation and other growth.
(7) Ventilation shafts / Adits : It should be ascertained whether these are adequate and maintained free
of vegetation and other growth. For tunnels more than 200m long, level of pollution and temperature
condition should be enquired from the gang and Keyman working in that location of tunnel keeping
in view passenger comfort and working conditions for working inside the tunnel.
(8) Lighting equipment and special tools : The lighting equipment and special tools where supplied
should be in a state of good repair.
Sufficient spare tools should be stocked.
(9) The Track : The track should be examined for good line and level including the approaches.
Rails, sleepers and fastenings should be particularly examined for corrosion, inside the tunnels.
Level pillars and reference marks indicating the correct level and alignment shall be checked
periodically. Renewals should be carried out as and when required on high priority.

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1007B Ventilation of Tunnels

i) General:
Ventilation of tunnel is one of the important aspect related to passenger and crew comfort during
passage of train inside the tunnel. It is also important for workmen working inside the tunnel from
their health point of view. Movement of trains inside tunnel, transforms its environmental features.
Some of the pollutant gases emitted from locomotives, may be potential hazards to the health,
physiological and psychological comfort of human being. For safe operation, it is necessary that
these hazardous features especially gases emitted from locomotives, should not cause discomfort
to crew, passenger and workman inside the tunnel. Concentration of pollutant gases (i.e. NO, NO2,
CO, CO2, SO2 and hydrocarbons etc.) and rise in temperature of air inside tunnel depends upon
effectiveness of ventilation in tunnel. Thus, it is necessary that tunnels are provided with adequate
ventilation, so that concentration of hazardous gases and rise in temperature of air inside tunnel
remain within permissible limits.
ii) Effect of Movement of Train Inside Tunnel:
The passage of a train in a tunnel transform environmental features and create the following
environmental hazards:
a) Air Quality Deterioration:
Emission from diesel locomotive contains potentially hazardous gases such as oxides of
nitrogen (NO, NO2), oxides of carbon (CO, CO2) Sulpherdioxide and hydrocarbons. These
gases are emitted from top of locomotive and get mixed up with the air available inside
tunnel and pollutes it. Part of polluted air descends, to the lower part of the tunnel. High
concentration of carbon monoxide gases causes headache and discomfort and may be
fatal if stay is prolonged. Nitrogen Oxides (NO, NO2) have toxic effects. Sulpherdioxide is
bronchial and nasal irritant. In short, pollutant gases emitted by locomotive may prove to be
hazardous, if their concentration exceeds permissible value.
b) Thermal Environment Hazards
As a locomotive traverses through a tunnel, heat from exhaust gases and other part of
locomotive, is emitted. The air inside the tunnel gets heated up due to heat emitted from
exhaust gasses/locomotive surface. For safe operation of the trains in the tunnel, the thermal
environment is to be controlled within a safe range for efficient functioning of locomotive and
comfort of passsengers, crew and workman.
c) Pressure Transient Hazards
When a train passes through a tunnel, aerodynamic effects come into play. Due to this,
the drag and propulsion power increases and the pressure environment around the train
gets changed. The change of pressure environment around the moving vehicle may cause
severe discomfort to passengers.
iii) Permissible Values of Pollutants:
Limits are required to be set for the various pollutants inside tunnel to ensure safety and health
of passengers, crew and workmen. The permissible values for the concentration of pollutants in
tunnels depend upon the time of exposure. These values shall be different for workers who are
supposed to work for 8 hours inside tunnel and for passengers and crew who are supposed to pass
the tunnel within few minutes, depending upon the length of the tunnel and speed of the train.
Threshold level for various pollutants are given in Table-10.01. As workers are required to remain in
tunnel for 8 hours, values for 8 hours exposure need to be considered for the design of ventilation

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system. Maximum temperature of air inside tunnel needs to be limited to 500C considering
passengers and workmen comfort.
TABLE 10.01
THRESHOLD LEVELS FOR POLLUTANTS INSIDE TUNNELS
Pollutant Gas 8 hours exposure values 15 minutes exposure values*
CO 50 ppm 400 ppm
NO 25 ppm 35 ppm
NO2 5 ppm 5 ppm
CO2 5000 ppm 18000 ppm
SO2 5 ppm 5 ppm
* These values are from the consideration of passengers comfort and shall depend upon the length of
the tunnel and speed of the train.
iv) Types of Ventilation Systems:
The ventilation in a tunnel can be achieved by:-
a) Natural Ventilation :
When a train traverses inside tunnel at a relatively high speed and ratio of train frontal area
to tunnel cross section is of the order of 0.5 to 0.6, it induces considerable air flow inside
tunnel. This type of ventilation is called as natural ventilation. The amount of induced air flow
will depend upon orientation of tunnel and atmospheric pressure difference between inside
and outside the tunnel. Quantum of induced air flow will be more in tunnels laid parallel to
prevailing wind and having exposed approaches as compared to tunnels sheltered from
prevailing wind. Thus this aspect needs to be considered at the time of deciding orientation
of tunnel. However limitation imposed by terrain and track geometry parameters may not
make it feasible in every case. If length of tunnel is small, the induced air flow may be
sufficient to keep the pollutants concentration and rise in temperature inside tunnel, within
permissible limits. In such case there may not be any necessity for provision of artificial
ventilation.
b) Artificial Ventilation:
In long tunnels induced air flow due to train movement is not sufficient to keep concentration
of pollutant gases under permissible limit inside tunnel. In such cases artificial ventilation may
have to be provided by means of provision of ventilation shafts with or without provision of
electric fans, with suction and delivery arrangement. Where provision of shaft is not feasible,
longitudinal ventilation with the help of an axial blower fan at the portal supplemented by
auxilliary fan of smaller capacity, spaced at suitable intervals along the length of tunnel may
be considered.
v) Design of Ventilation System of Tunnels
(i) The essential requirement of a ventilation system of tunnel are as under:
(a) It should ensure, sufficient airflow relative to moving train, to keep the concentration of
pollutant gases inside tunnel within permissible limilts.
(b) lt should ensure suffcient air flow to prevent locomotives from over-heating and to
keep thermal effects within desirable limits.
(c) It should ensure that pressure transient are within acceptable limits.

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(ii) The amount of air flow and type of ventilation arrangements required depend upon the level
of concentration of pollutants and maximum temperature likely to be attained inside tunnel
due to movement of trains. Level of concentration of pollutants and maximum temperature
likely to be attained inside tunnel depends upon the following factors:
i) Type of locos.
ii) Gradient inside tunnel
iii) Length of train
iv) Speed of the train
v) Time interval between two trains
vi) Ambient temperature
vii) Length of tunnel
viii) Cross section of tunnel
ix) Direction of prevailling winds etc.
(iii) As large no. of factors are involved, it may be difficult to estimate pollutants concentration
& maximum temperature likely to be attained analytically. Thus mathematical modeling
and simulation studies are necessary for design of ventilation system. As factors governing
designs of ventilation system vary considerably from site to site, therefore design for
ventilation of each tunnel has to be developed separately.
(iv) Normally on single line sections, tunnels having length upto 2 kms, may not require provision
of artificial ventilation but it should be ensured that levels of concentration of pollutants
during passage of trains are not likely to exceed threshold levels. Tunnels having length
more than 2 kms may require provisions of artificial ventilation, by means of shaft with or
without provision of fans, depending upon results of simulation studies."
1008 Leakage in tunnels and methods of correction
(1) General :
1.1 Water leakage occurs in most of the old tunnels. It is one of the most aggravating and
difficult problems detrimental to tunnel linings and contributing to muddy track.
1.2 Water leakage usually occurs near the portals or where the depth of cover is less. Underground
streams or springs may contribute to leakage anywhere in the tunnel. Water following an
impervious strata of material may also seep out.
1.3 Leaks generally occur at construction joints; cracks that have developed in the lining, honey
combed sections of concrete and joints of brick or stone lining. Seepage in brick lined tunnels
may be examined carefully as they may cover extensive area.
1.4 Weep holes often fail to function because of their small diameter or their being blocked by
mineral deposits or talus piling up at the back of the wall. This holds up the water behind the
lining which is relieved by the development of seepage and leads to leakage through the
tunnel lining. Old shafts used in construction may be source of seepage of water.
(2) Correction of leakage in tunnels:
2.1 For masonry lined tunnels it is best to bring the water through proper drains into the ditch
rather than try to seal the water at the back of the tunnel lining. Attempts should be made to
open existing weep holes and drains. However, where this is not feasible, new weep holes
and drains should be made.

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Holes should be drilled through the tunnel lining at the wet areas to tap the water.
2.2 The holes should be drilled as near the drain level as possible, depending on the height of
the seepage points and spaced at suitable intervals.
2.3 Construction joints or cracks where seepage is light may be sealed by chipping the crack in
the form of a "V" and caulking with lead wool and by guniting.
2.4 Where seepage in joints or cracks is too great to seal or a definite leak occurs, water should
be carried in recessed drain to the side drain level. A series of holes should be drilled in the
recessed drain channel through the tunnel lining to offer an easy path for escape of water.
The face of the drain may be of brick or shotcrete.
2.5 Very often, leaks around the portals are due to poor drainage over the portal. This may
be due to clogged portal drains and/ or weathered material forming a catch basin over the
portal. Generally it is best to open portal drains and clear the drainage ditches above the
portal.

1009 Works connected with the maintenance of tunnels

All works in tunnels should be carried out under the protection of engineering signals. The Inspector
concerned shall be responsible for the safety of trains and of the men and equipment.
Mobile testing units shall be used under block protection.

PART B - CUTTINGS
1010 General
A register for inspection of cuttings should be maintained in the proforma given in Annexure 10/2.
Separate page will be maintained for each cutting. This register should be sent to CBE for his
perusal every year.

1011 Schedule of Inspection of Cuttings

(1) Immediately after the monsoon, the SSE/JE P. way should inspect each cutting and record his
observation in the register which should be sent to the AEN for his examination well before the
next monsoon to enable planning of remedial measures that he may like to take in the intervening
period.
(2) Each cutting should be inspected before the onset of rains by the AEN concerned and he should
record his remarks in the register which should then be sent to the SSE/JE P. Way for taking
appropriate action. Action taken by the SSE/JE P. Way should be recorded in the register and the
same returned to the AEN for his perusal before the onset of the monsoon. Date by which these
registers should be returned to the AEN for his perusal to ascertain that adequate action has been
taken should be specified by the Sr. DEN/Co-ordination depending upon the time when the monsoon
starts in a particular section.
(3) Divisional Engineer / Sr. Divisional Engineer should inspect the cuttings referred to him by AEN
and by CBE if referred by Divisional Engineer / Sr. Divisional Engineer.
(4) During spell of heavy rains, the AEN & SSE/JE Pway should inspect by trolley, foot-plate of the
engine or other means the cuttings and allied works as frequently as possible.

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1012 Vulnerable Cuttings- Identification and special Precautions

(1) Divisional Engineer/Sr. Divisional Engineer should review and identify the vulnerable cuttings in his
jurisdiction at least once in every three years. If required, an experienced geologist from reputed
institute/organization may be associated for joint inspection.
(2) Vulnerability of cuttings is to be established after careful evaluation of risk potential that the cuttings
pose to traffic and workmen from critical study of relevant factors. (Refer: RDSO Guidelines for
Cuttings in Railway Formations; Guideline No. GE: G- 2, August 2005: Chapter Vlll, Part B, Para
5.0)
(3) Stationary watchmen should be posted round the clock at nominated vulnerable cuttings during the
monsoon period in accordance with Para 1014 of Indian Railway Permanent Way Manual 2004.
(4) During monsoon, frequent inspection of vulnerable cuttings may be carried out as required keeping
in view the past history and the vulnerability of the cuttings.

1013 Points to be noted during inspection of cuttings

(1) Method of inspection, procedure for identification of loose mass and its removal for different heights
of cuttings shall be as given below-
i) Cuttings which are of height less than 5m
These cuttings should be inspected thoroughly by walking over them. The loose soil,
susceptible boulders shall be identified and marked with paint. Removal of loose boulders
shall be planned and executed well before monsoon in a systematic manner, observing
adequate safety precautions.
ii) Cuttings with height 5 to 10m
These Cuttings should be inspected using binoculars and Integrity of cuttings judiciously
examined. Particular attention should be given to locations having mixed type of strata
(like boulders and soil) and to cracks, fractures and joints in rock cuttings. If there seems
any chance of separation of boulders/rock mass during monsoon, it should be immediately
attended before onset of monsoon.
iii) Cuttings more than 10m height
The specially trained persons normally designated as hill gang shall be recruited for climbing
by using harnesses, rope and other accessories as required for rock climbing. The doubtful
locations shall be judiciously identified by inspecting persons and necessary action for felling
of loose boulders etc. shall be taken using "Boulder Special".
(2) The inspecting official should carefully examine:
i) Signs of upheaval in the regular slope surface of cuttings.
ii) Whether catch water drains have been provided to intercept water from running down the
hill side and getting into the cuttings. He should see that the catch water drains are clear
of all obstructions and ensure that there are no depressions in the longitudinal level of
these drains which could collect storm water and may cause slips. He should check that the
catch,water drains have a good longitudinal slope towards the outfall.
iii) The condition of side drains and see that they are not choked up.
iv) Any loose boulders and perched trees on top of cuttings and side slopes which are likely to
fall and are in precarious position.
v) The condition of pitching on the slopes, if any.

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vi) The condition of retaining walls, weep holes and other protection/strengthening measures.
Instructions as given in Para 1014 and 1015 shall be followed for inspection of Boulder nets
and Rock Bolts respectively.
vii) Availability and condition of warning systems / boards and trolley refuges.

1014 Inspection of Boulder nets provided in cuttings:

(1) Boulder nets, joints, fixtures and other accessories should be inspected for signs of corrosion.
(2) PVC coating on the boulder nets should be inspected to detect any loss that might have taken
place.
(3) Top, bottom and intermediate anchoring of boulder nets should be inspected for theiradequacy and
effectiveness.
(4) Interlacing of boulder nets should be inspected and corrected if required.
(5) Boulder nets shall be inspected for loose/trapped boulder/rock mass and necessary action for their
removal shall be taken as per requirement.
(6) The boulder nets shall be inspected for any damages/bulging.
(7) If boulder nets show any signs of distress, suitable remediable/strengthening measures should
be taken to ensure effectiveness of boulder nets. In case of suspected loss of strength of boulder
nets, a sample piece should be sent to a reputed laboratory for confirmatory tests as per applicable
specifications and necessary remedial/strengthening action shall accordingly be taken.
Comments /observations on above items shall be recorded in Cutting inspection Register.

1015 Inspection of Rockbolts provided in Cuttings / Tunnels.

(1) The inspection of rockbolts provided in cuttings / tunnels shall be carried out alongwith respective
cuttings / tunnel inspection and it should be entered specifically in the respective registers.
(2) The schedule of Inspection of rockbolts will be same as that of the inspection schedule of cuttings/
tunnel.
(3) Rockbolts shall be numbered serially in the order of increasing KM.
(4) Rockbolts (including accessories) shall be inspected for signs of corrosion and looseness. The
surroundings of bolts should be closely inspected for any sign of distress.
(5) Any dampness observed around the rockbolt should be recorded.
(6) If rockbolt shows any signs of distress, sounding of the location should be done for 10m oneither
side and pull out tests (as per IS: 11309-1985) should be conducted (if required) on sample rock
bolts (as decided by AEN) in distressed stretch. Based on the results of sounding and pull out tests
(if conducted), suitable remedial/strengthening measures should be taken.

1016 Action to be taken in the case of boulder fall

(1) In case of boulder fall, the boulder may be removed by jacking. If the boulder cannot be moved by
jacks or levers, blasting will be necessary.
(2) SSE/JE who will handle blasting equipment should be conversant with the methods of blasting and
should be familiar with all safety precautions to be observed for the custody and use of explosives.
(3) The following equipments should be kept at the Headquarters of each SSE/JE in whose section

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such vulnerable cuttings exist:

i) Adequate capacity Jacks in good working condition
ii) Jumping steel bars 1"dia and 5' long,
iii) Charging rods and
iv) Suitable stock of explosives, fuses and detonators at specified places.
(4) In case of report of boulder fall at any location, immediate action should be taken to loose-scale the
cutting covering a length of about 50 meter on either side of the location. Till such time the loose
scaling is completed, the location should be treated as "VULNERABLE".

1017 Action to be taken for maintenance of cuttings

(1) Cleaning, repairing and improving drainage.
(2) Weeding, trimming and felling of plants, trees and shrubs and managing vegetation to reduce any
deleterious effects.
(3) Provision of protection and strengthening measures as necessary.
(4) Repairing local slips and settlement or erosion channels.
(5) Scaling.
(6) Maintenance and repair of protection and strengthening measures.
(7) Maintenance/repair of inspection steps/pathways/Trolley Refuges.
(8) Following safety equipments/gears shall be used by the officials/workmen during inspection and
maintenance of cuttings; for which adequate stock shall be maintained by SSE/Pway in-charge.
i) Helmets
ii) Safety Belts
iii) Sun Glasses, to protect from bright light and small debris
iv) Good quality trekking and climbing shoes
v) Chalk required to keep hands dry and for marking loose boulders
vi) Gloves
vii) Binoculars
viii) Good quality harness and holds
Note:
a) The inspecting persons should be well trained in rock climbing, preferably from any
Mountaineering Institute.
b) The health and fitness of inspecting person should be sound with good agility and judgment.

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CHAPTER XI
INSPECTION OF BRIDGES

1101 By Permanent Way And Works Inspectors

(1) Details of inspection :
Different Railways follow different practices in regard to the responsibility of annual inspection and
maintenance of bridges. The inspection of the items in Para (a) below should be carried out by
Inspector of Works or P. Way Inspector as per the practice or as approved by the Chief Engineer
of the Railway.
a) By Way/Works Inspectors :
Once a year during the prescribed months prior to the monsoon season, the Inspector shall
inspect every bridge including road under/ over bridges in his section. The inspection shall
cover the following:
i) Foundations and substructures,
ii) Protective works
iii) Superstructures of all RCC, PSC slab and masonry bridges,
iv) Detailed inspection of steel works of girders less than 12.2 m clear span once in five
years, about 20% being done each year,
v) General condition of superstructure of all other types of bridges and their bearings,
vi) Obstruction of waterways.
b) Specifically by Permanent Way Inspectors :
Once a year during the prescribed months prior to monsoon, the Permanent Way Inspector
shall inspect the following:
i) the track and approaches of all the bridges,
ii) run off frames if any and foot path on bridges.
(2) Record of Bridge Inspection :
a) The Inspectors shall record results of their inspection in a register in manuscript form which
shall contain particulars of the date of inspection, the condition of the bridge at the time
of inspection and the repairs carried out during the year. Sufficient sheets may be allotted
for each bridge so that at least ten years records can be contained in one register (Refer
Annexure 11/11)
b) Certificate of Inspection :
The Inspector shall submit to the Assistant Engineer by the prescribed date a certificate
in duplicate to the effect "I certify that I have carried out pre-monsoon bridge inspection of
my section in accordance with standing orders for the year....and append herewith a list of
important defects, for which your instructions are requested.'
The Assistant Engineer shall issue such orders as deemed necessary to the Inspector,
countersign and forward one copy of the certificate of inspection to the Divisional Engineer
with remarks, if any, within a month. The Inspector should carry out repairs as early as
possible.

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1102 By Bridge Inspectors

(1) Details of inspections :
The Bridge Inspector shall inspect in detail:
a) The steel work and bearings of all girders 12.2 m clear span and above including that of road
under/over bridges once in five years, about 20% of the inspection being carried out every
year.
b) Welded girders once in three years, the initial inspection being carried out one year after
installation.
c) Superstructure of all prestressed concrete bridges, composite girder bridges once in five
years, the initial inspection being carried out one year after installation.
d) Girders which are overstressed and kept under observation at least once a year.
e) Floor system of early steel girders once in a year. Other members once in five years.
f) Survey by Unmanned Aerial Vehicle (UAV) shall be carried out for identified bridges for
locations inaccessible / difficult for manual inspection. The survey data shall be available on
Bridge Management System (BMS) for reference.
(2) Registers to be maintained by the Bridge Inspectors :
The following registers should be maintained by the Bridge Inspector:
i) Inspection register for steel work in bridges (Annexure 11/1 and 11/2)
ii) Rivet Testing Register (Annexure 11/13)
iii) Weld Test Register,
iv) PSC Bridge/Composite Girder Bridge Inspection Register (Annexure 11/2a)
v) Annual Inspection Register for overstressed girder.
(3) Certificate of inspection :
Notes of inspection should be recorded in the register maintained. The registers should be submitted
to the nominated Engineer in charge of bridges by a specified date. Certificate should be appended
in the register to the effect "I certify that I have inspected the bridges scheduled for inspection during
that year in accordance with the standing orders for the year ending December... and append
herewith a list of items for which instructions are requested.''
All defects which can be rectified by the Bridge Inspector should be attended to. Repairs beyond the
scope of the available facilities of the Bridge Inspector must be reported by him to the nominated
officer with a copy to the Divisional Engineer.

1103 Inspection By Assistant Engineers

(1) Details of inspection :
a) The Assistant Engineer shall inspect every bridge including road over / under bridges once
a year after the monsoon. The inspection should commence soon after the cessation of the
monsoon and completed by a date to be specified by the Chief Engineer.
b) Bridges, whose condition warrants special attention should be inspected more frequently.
c) The Assistant Engineer along with his counter part of the PWD or Irrigation Department of the
State Government shall jointly inspect canal and irrigation crossings, wherever necessary.
d) The inspection shall in detail cover all aspects as detailed in Para 1107. In regard to steel

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work, the general condition of the girders and bearings should be examined paying special
attention to places liable to corrosion and stress concentration (in welded girders) and the
condition of paint.
e) Scaffoldings or cradles as may be required for the purpose of detailed inspection should be
arranged.
(2) Bridge Inspection Register :
The Assistant Engineer should record the results of his inspection in ink in the Bridge Inspection
Register, separate registers being maintained for major and minor bridges. For each one of the
important bridges and river training works there to be specified by the Chief Engineer, a separate
Bridge Inspection Register should be maintained.
(3) a) Important bridges are those having a linear waterway of 300 metres or a total waterway of
1000 Sqm 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.
b) A major bridge is one which has a total water way of 18 linear metres or more or which has
a clear opening of 12 linear metres or more in any one span.
c) Bridges which do not fall in these classifications are termed as minor bridges.
(4) Proforma of Bridge Inspection Register.
a) Important and major bridges :
These bridge registers will contain :
i) instructions to the inspecting official (Annexure 11/3),
ii) index of bridges (Annexure 11/4),
iii) general key plan (Annexure 11/5)
iv) classification of structures (Annexure 11/6)
v) inscription plaques on bridges showing nature and depth of foundation (Annexure
11/7)
vi) proforma for recording details of each bridge (major and important) (Annexure 11/8)
vii) proforma for entering condition of each major and important bridge at the time of
inspection (Annexure 11/9)
b) Minor bridges :
i) these bridge registers will contain items a (i) to (v) above,
ii) proforma for recording the details of each bridge (Annexure 11/10)
iii) proforma for entering the condition of each minor bridge at the time of inspection
(Annexure 11/11)
Notes:
* Details shown in sub-para (a) item (i) to (v) and (b) item (i) should be printed in the top leaves
of the register.
* Sufficient sheets should be allotted for each bridge so that the register may contain the
record of inspection over 10 to 15 years.
* All Old bridge registers must be preserved as a permanent record for reference.
(5) Instructions for making entries in the register.

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a) Under each heading entry should state clearly whether the previous year's notes have been
attended to.
b) Entries in the column "Condition of the bridge at the time of inspection" should be in the
nature of statements. A defect once mentioned should not be omitted in future years unless
it has been eliminated by rebuilding or strengthening or repairs, in which case a note should
be made to that effect. In addition, details as described in Para 1103 relating to Numerical
Rating System, should be recorded in the relevant columns in the register.
c) In the column "Action taken" the remarks should be in the form that orders have been
issued, e.g.
i) Permanent Way Inspector instructed to renew sleepers,
ii) Bridge Inspector instructed to carry out painting.
d) No bridge which is cracked or in which the masonry is shaken, crushed, bulging, deteriorating
or showing signs of movement or in which the steel work is affected should be described as
"sound".
e) A bridge is to be noted as "requiring special repairs" when the whole or any part of it has to
be rebuilt or undergo heavy repairs.
(6) Numerical Rating System (NRS) :
a) The "Numerical Rating System" for bridge inspection assigns a "Unique Rating Number"
(URN) to represent the physical condition of a bridge. Lower the URN more serious is
the deteriorated condition of a bridge. The system thus helps in identifying progressive
deterioration in the condition of a bridge. URN can be stored in a computer for quick retrieval
and fixing priorities for repairs or rehabilitation.
b) The URN of a bridge is arrived at based on the condition of components and a "Condition
Rating Number" (CRN) assigned to each of them. The various components of a bridge in
sequence, are :
i) foundations and flooring, if any,
ii) masonry / concrete in substructure,
iii) training and protective works, if any,
iv) bed blocks,
v) bearings and expansion arrangements,
vi) superstructure - Girders / Arch / Pipe / Slab etc.
vii) track structure.
c) The CRN is allotted to each of the above components based on their condition at the time of
inspection, using the following scale:
Condition Rating Condition of bridge component
No. (CRN)
1 A condition which warrants rebuilding / rehabilitation immediately
2 A condition which requires rebuilding / rehabilitation on a programmed
basis
3 A condition which requires major / special repairs
4 A condition which requires routine maintenance

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5 A sound condition
6 Not applicable
0 Not inspected
d) When any component in a bridge is more than one in number CRN is assigned to
each of them and the lowest value used. For example, if a bridge has five piers and
two abutments, and these are given the CRN of 5,4,3,2,5,5,4 then the CRN for the
substructure component of the bridge would be minimum of the above, i.e. 2.
e) If in any bridge, one or more components do not exist, the CRN for such components
shall be shown as 6.
f) From the CRNs for different components of a bridge, an overall Rating Number (ORN)
for the bridge as a whole is then given. The ORN is the lowest of the seven CRNs of a
bridge, except 0.
g) For a major bridge, the URN would comprise of eight digits, the first digit indicating the
ORN and the following seven digits the CRNs of each of its above seven components
in sequence.
For example URN 20362544 of a major bridge would indicate the following:
Digit No. Value Indication
1 2 Whole bridge or one or more of its components require (s) rebuilding / rehabilitation
on a programmed basis
2 0 Foundation and flooring were not inspected
3 3 Substructure requires major / special repairs
4 6 Not applicable, i.e. the bridge does not have any training or protective works
5 2 Bed blocks are cracked and shaking
6 5 Bearings and expansion arrangements are in sound condition
7 4 Superstructure requires routine maintenance
8 4 Track structure requires routine maintenance.
h) URN of a minor bridge shall be represented by its ORN only, i.e. by a single digit to indicate
its overall condition using the guidelines contained in Sub-para (c).
j) The physical condition of a road over bridge is to be represented as for a rail bridge.
k) The CRN of different components of a bridge as evaluated above shall be entered in the
"Box" to be provided in the register at appropriate places.
(7) Follow up of Inspection Notes by Assistant Engineer.
a) The Assistant Engineer should make an extract of the orders under "Action taken column"
and send the same to the Permanent Way Inspector / Inspector of Works / Bridge Inspector
concerned for compliance with a copy to the Divisional Engineer. Arrangements should
be made to carry out the repairs as soon as defects are noticed without waiting for the
completion of inspection of other bridges.
b) If it is not possible to make complete inspection of any bridge owing to the presence of
standing water, the fact should be so stated. The inspection of foundations should be made
no sooner water dries up or conditions make it possible to do so and results recorded as
supplementary entries in the register.
c) All the bridge components which have Condition Rating Number (CRN) as zero should be

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inspected by the Assistant Engineer at the earliest.

(8) Certificate by the Assistant Engineer
a) On completion of his annual bridge inspection, the Assistant Engineer shall certify at the end
of the register as follows :
"I have personally inspected all the bridges shown in this register during the year ending
December.... and have issued detailed orders in writing to the Inspectors concerned, except
the following.
Bridge No...... are referred to for further orders. Bridge No......... have one or more CRN as
0 during more than one consecutive inspections".
All registers should be sent to the Divisional Engineer by a specified date. They may be sent
in a regular flow as and when bridge inspection on a section is over without waiting for the
completion of inspection of all the bridges.
Note: Divisional Engineers include such Sr. Divisional Engineers who have same duties as
that of Divisional Engineer in a Division.

1104 By Divisional Engineers and Chief Bridge Engineers/Nominated SAG officer in Headquarters
(1) Details of inspection :
a) The Divisional Engineer shall carefully scrutinise the Assistant Engineer's Bridge Inspection
Register and inspect all important bridges and such bridges as called for his inspection.
He shall record his orders regarding the points which require as decision by him and initial
against every bridge in token of scrutiny.
b) He will complete his inspections and scrutiny by a specified date.
(2) Certificate by Divisional Engineer.
He should endorse on each register, below the Assistant Engineer's certificate as follows:
"I have personally scrutinised this register and inspected all Important bridge and bridges referred to
me and have issued orders regarding all essential points requiring a decision by me. The following
points are submitted to Headquarters for orders.
Bridge No (s) require rehabilitation.
Bridge No (s) have ORN 1 or 2
Bridge No (s) have one or more
CRN as 0 for more than one consecutive inspection
(3) The Divisional Engineer shall inspect all those bridges for which the ORN is 1, 2 or 3 and revise/
confirm the rating given by the ADEN. Bridges having ORN 1or 2 after review shall be inspected
more frequently at various levels and to be placed under close watch. The schedule and level of
inspection of such bridges shall be decided by the Chief Bridge Engineer depending upon severity
of the defects noticed.
(4) Action by Divisional Engineer: He should then send the register to the Assistant Engineer for noting
his orders with instructions to return them within ten days. The Assistant Engineer should then
extract the orders issued by the Divisional Engineer, intimate the same to the Inspectors concerned
and ensure expeditious compliance.
(5) Scrutiny by Chief Bridge Engineer/Nominated SAG officer in Headquarters and action thereon:
The registers should then be forwarded by the Divisional Engineer to Bridge Branch in Headquarters

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by a specified date. All the registers of major and important bridges sent by divisions should be
examined by CBE. The minor bridge registers sent by a division may be examined by a SAG officer
in Headquarters nominated by PCE for this purpose. Chief Bridge Engineer/ Nominated SAG officer
in Headquarters will issue orders regarding matters referred to them duly endorsing the registers
to the effect. However, observations of inspecting officers in respect of minor bridges which have
been assigned ORN as 1, 2 or 3 and cases where bridge matters are referred by DEN/Sr. DEN
to Headquarters should also be seen by CBE after examination by nominated SAG officer. The
registers should then be returned to the Divisional Engineer latest by a specified date. Subsequent
action taken on the nominated SAG officers and Chief Bridge Engineers Orders should be entered
in register by the Assistant Engineers.

1105 By Assistant Engineer / Divisional Engineer (Bridge).

(1) The officer nominated for the purpose of maintenance and inspection of steel work of bridges
shall scrutinise the registers sent by Bridge Inspector and endorse the registers below the Bridge
Inspector's certificate and forward it through the concerned Divisional Engineer by a specified date
to the Dy. Chief Engineer/ (Bridges) nominated by Chief Bridge Engineer.
(2) He will inspect:
a) Bridges which have been referred to him,
b) Bridges which call for the inspection after scrutiny of the Bridge Inspector's registers, and
c) All the overstressed girders where camber loss is noted.
(3) He will test check 10% of the inspection work carried out by the Bridge Inspector.
(4) Certificate of Inspection: After scrutiny of the registers and inspection of bridges the nominated officer
will append a certificate on each register to the effect: "I certify that I have personally scrutinised
this register and issued instructions on essential points requiring a decision by me. I have carried
out test checks as required during the year and the following points are referred to the Dy. Chief
Engineer/ (Bridges) for orders".

1106 By Dy. Chief Engineer / (Bridges)

(1) Scrutiny of the register : The nominated Dy. Chief Engineer (Bridges) shall examine the entries in
the Bridge Inspector's register and record his orders on the points referred to him by the Divisional
Engineer (Bridges) / Assistant Engineer (Bridges). The registers should be returned by a prescribed
date with necessary endorsements to the Bridge Inspectors through the nominated officer for taking
prompt action thereon.
(2) Details of Inspection :
He shall inspect the steel work of such bridges,
a) as called for his inspection after scrutiny of the registers,
b) as directed by the Chief Bridge Engineer and enter his notes and ensure prompt action
thereon.
"He will list out the defects considered sufficiently important and bring them to the notice of the
Chief Bridge Engineer."

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DETAILS OF BRIDGE INSPECTIONS

1107 DETAILS OF BRIDGE INSPECTIONS

The Detailed Inspection Of A Bridge Includes Examination of
(1) Flooring and foundations :
a) To ascertain whether :
i) scour has taken place particularly around the piers and near abutments and also along
curtain walls and down stream of drop walls,
ii) there is any settlement or undermining of the foundations.
b) The conditions of the flooring, drop walls, curtain walls, apron and pitching should be
examined.
c) At specified bridges soundings should be taken during floods vide instructions contained in
Para 711.1 and annual survey of scour holes vide Para 712.2.
(2) Masonry in substructure:
a) To ascertain whether:
i) the masonry is in any way cracked, shaken or crushed, particularly under the bed
blocks in the ballast walls, abutments and piers,
ii) there is any bulging, shearing, tilting (out of plumb) and apparent signs of movement
in abutments, wing and return walls,
iii) there is any deterioration due to weathering or any damage to the stone or brick or
leaching of the mortar in the joints.
b) Seepage of water through the joints in the masonry should be looked for. Brick masonry and
other soft stone should be tapped with a light hammer for detecting "drummy'' places.
c) Cracks in the masonry must be marked by red paint for their entire lengths and dated tell-
tales placed at their extremities and numbered. This will enable cracks to be readily located
and any extension detected. Where extensive cracks are noticed, sketch of the cracks
should be kept in the Bridge Inspection Register with the details like length, depth, width,
location, etc.
d) Under Water Inspection of Sub Structure: The sub-structure of the bridges, which are
constantly underwater throughout the year, should be inspected as per updated Guidelines
on Under Water Inspection (BS-96) issued by RDSO.
e) In the case of arch bridges, the following points may be examined during inspection:
i) longitudinal cracks (cracks parallel to the direction of traffic) in arch barrel, due to
settlement below,
ii) horizontal crack and bulging of spandrel wall.
iii) sliding forward of spandrel wall,
iv) transverse or diagonal cracks in arch intrados which may or may not be accompanied
by crushing of bricks, or stone masonry,
v) Cracks in the vicinity of the crown of the arch,
vi) leaching out of mortar,
vii) weathering of masonry,

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viii) loosening of key stone and voussoirs of arch,

ix) adequacy of cushion,
x) adequacy of weep holes and drainage,
xi) presence of cracks in parapet wall/leaning of parapet wall.
(3) Protective works and water ways:
a) To ascertain whether :
i) the protective works such as pitching, toe wall, flooring, drop/ curtain walls, guide
bunds, launching aprons, spurs/groynes, approach banks, marginal bunds, are in
sound condition and adequate,
ii) the waterway is adequate and clear of obstruction,
iii) the pitching reserves as per schedule are available and are adequate.
b) The marginal embankments maintained by the State Governments should be inspected and
deficiencies noticed advised to concerned authority.
c) It should be examined whether there has been any disturbing influence noticed like excessive
velocity, parallel flow, heavy afflux, tank bursts in catchments and increase in spill from
adjacent catchment.
(4) Girder alignment and seatings:
a) To ascertain whether:
i) the position of girders in respect of line and level relative to the piers and abutments is
correct,
ii) the bearings are fully and evenly seated on the bed blocks and the holding down bolts
are in position and anchored in the bed blocks,
iii) the bed blocks are cracked, crushed, shifted or shaken, particularly under the bearings,
iv) the rollers and the sliding plates provided at the expansion ends to permit expansion
and contraction are well greased, free of dust and working freely,
v) the date of lubrication of girder bearings is conspicuously painted,
vi) the metal bearings are cracked or corroded,
vii) bed timbers where provided, are crushed or decayed,
viii) the elastomeric bearings are cracked or are showing signs of excessive deformation
beyond the normal visible corrugations,
ix) the bearings provided with oil bath are covered free of dust and proper oil level is
maintained.
b) Where possible, girders should be observed under train load for any abnormal movement or
evidence of settlement. If a girder lifts off its bearings and ""hammers'' this must be specially
reported.
(5) Structural condition of girders:
a) To ascertain whether the structural condition is satisfactory.
b) In triangulated spans, the following points should be observed:
i) loss of camber in the main girders assessed from comparative readings,
ii) distortion of members,

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iii) high incidence of loose rivets.

c) The following girder members should be examined for distortion:
i) bottom chord members especially the unbraced sections near the ends of the span,
ii) top chord members with insufficient restraint by bracings,
iii) diagonal web members and tension members made up of flats,
iv) top flanges of plate girders.
d) (i) To ascertain tightness of rivets by a sample test, the rivets are to be tested as per the
procedure outlined in Annexure 11/12. Rust streaks close to rivets usually denote
looseness,
ii) In the case of plate girders, loose and distorted rivets should be looked for at the
connections of the main angles to the web plates below the sleepers and also at the
ends of the girder.
iii) In triangulated spans field rivets should be examined at end connections of stringers to
cross girders, cross girders connections to main girder, end connections of cross and
lateral bracings, and chord joints and web member connections.
e) To ascertain whether inspection gangways have been provided on triangulated girder spans,
where necessary.
f) In the case of welded girders, the girders shall be inspected over the entire length. Some
of the weld details and critical locations, which should be given special attention during the
inspection are:
i) butt welds in tension flange or tension member,
ii) welds at ends of transverse and longitudinal stiffeners and welds of attachments to
web and tension flange or tension member,
iii) ends of welded cover plates,
iv) intersecting weld,
v) locations having sudden change in cross section or configuration leading to stress
concentrations,
vi) re-entrant corners and copes
vii) weld repairs and tack welds
viii) visible notches such as flame cut edges and mechanical indentations,
ix) splice joints,
x) bracing and cross frame connections with stiffeners,
xi) connections transmitting heavy torsional or in plane moments to members, i.e. stringer
to cross girder and cross girder to main girder connections,
xii) ends of welds and weld craters,
xiii) unusual type connections,
xiv) bearings and their connections,
xv) members damaged or bent during transit, erection or in service,
xvi) structural details which are known to have exhibited fatigue problems on other bridges,
xvii) locations having corrosion, pitting, etc. and loss of section.

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g) In case of composite girders the junction between concrete slab and steel girder shall be
inspected for:
i) shear connector and girder connections,
ii) any vertical separation between girder and slab and also the critical locations mentioned
in sub-para 5(f) as applicable to the composite girder.
h) In the case of overstressed girders, the joints where the stresses in rivets in shear and
bearing as per stress sheets are higher than the permissible working stresses should be
examined.
(5) (i) In case of girders having High Strength Friction Grip (HSFG) Bolts:
i) Inspection : The inspection of HSFG bolts shall be done visually for broken and loose bolts.
Hitting HSFG bolts to check looseness is not allowed. Looseness of bolts shall be seen
by rust appearing beneath the bolt head/washer/nut etc or marks left by water or apparent
relative movement between the steel parts joined by the HSFG bolts. The broken/loose bolts
if any, shall be marked by a round circle all around and shall be replaced expeditiously by
new HSFG bolts of same specifications properly tightened Retightening of loose bolts found
during inspection is not allowed in any case.
ii) Use of HSFG bolts for repair/rehabilitation works: Where any girder component/ joint is to be
replaced, HSFG bolts shall be used as follows:
a) Complete joint shall have HSFG bolts. HSFG bolts cannot be used for replacement of
isolated loose rivets.
b) Proper surface preparation shall be done and joint design shall be done based on
design provisions as per Para 7.12 of Steel Bridge Code. Particular care shall be
taken regarding use of appropriate slip factor for the surface preparation done.
(6) The condition of steel work :
a) Action may be taken to ascertain whether the condition of paint is satisfactory and that no
corrosion is taking place.
b) The following part of steel work which are prone to corrosion should be specially examined.
i) where water is likely to collect or parts where alternate wetting and drying can take
place,
ii) where longitudinal timbers are carried in channel stringers and in the troughing of
ballasted deck,
iii) steel work of girders and the under side of over bridges which are liable to corrosion
by the action of fumes from engines and whether they are protected by smoke guards,
iv) seatings of wooden floors or treads of foot over bridges,
v) steel column footings of over bridges where buried in ground,
vi) around bearings of girders where debris can collect,
vii) inaccessible parts of structures like the inside of box girders with insufficient clearance
between the flanges and behind bends of joggled stiffeners.
c) It is difficult to detect cracks in steel work as they are likely to be covered by a film of paint
or corrosion and a careful inspection is necessary for their timely detection.
Locations which must receive attention are:
i) roots of flanges and angles where defects in rolling can initiate cracks,

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ii) joints where heavy shear is transmitted,

iii) badly corroded members,
iv) bent plates, if shaped at an inadequate and low temperature and subjected to heavy
and repeated dynamic loads.
d) Steel work in wrought iron or manufactured before 1905 (i.e. early steel) requires greater
attention in regard to the existence of cracks.
e) Once cracks are detected, their likely cause should be investigated. If the investigations
indicate certain deficiencies, girders of the same design and vintage must be closely
examined at corresponding locations.
(7) Track on the bridge approaches :
The following points should be kept in mind while inspecting the track on the bridge proper :
a) General condition of track :
i) it should be ascertained whether it is central to the rail bearers and the main girders
are in good line and level,
ii) departure from line is caused by incorrect seating of girders, shifting of girders laterally
or longitudinally, incorrect seating of sleepers on girders and rails on sleepers, varying
gauge or creep.
iii) Departure from level is caused by errors in level of bed blocks or careless sleepering.
The adequacy of clearances of running rails over ballast walls or ballast girders at the
abutments and the condition of timbers and fastening on the run off and skew spans
should be checked.
b) Sleepers: The condition of sleepers and fastenings should be checked. The spacing of
sleepers should not exceed the limits laid down in Para 273 (1) and 273 (3) of IRPWM-1986.
Squareness of sleepers shall be ensured. Sleepers requiring renewals should be marked
with paint, and renewals carried out. End bolts should be provided on sleepers which have
developed end splits.
c) Hook bolts: Hook bolts should be checked for their firm grip. Position of arrows on top of the
bolts should be at right angles to the rails pointing towards the rail. Hook bolts should be
oiled periodically to prevent rusting.
d) Creep and joint gaps should be checked and rails pulled back wherever necessary. Rail
fastenings should be tight. Defective rails should be replaced. Where switch expansion joints
are provided on the girder bridge, it should be ensured that free movement of the switch is
not hindered.
e) Guard rails :
i) adequacy of guard rail arrangements should be checked,
ii) correct distance between the running rails and the guard rail and the clearance of
guard rails over the ballast walls should be checked,
iii) correct flaring and burial at the ends of the guard rails should be examined.
iv) wooden block, where provided, should be examined for their soundness,
v) it should be checked whether angle iron/tie bar runners and foot walk are provided and
fixed properly.
f) The gauge and level of track should be checked.

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g) Track on approaches :
The following points need attention, while inspecting the approaches of the bridge:
i) track geometry on the approaches should be maintained to the best possible standards,
ii) rail joints should be avoided within three metres of a bridge abutment,
iii) the condition of the ballast wall should be checked,
iv) full sections of ballast should be maintained for atleast 50 metres on the approaches.
This portion of the track should be well anchored.
h) Rail Joints: It should be checked weather any rail joint is existing on girder bridges of 6.1m
span and less and on arch bridges having insufficient cushion.
(8) Trolley and safety refuges :
Trolley refuges should be checked to ascertain:
a) Whether these are structurally in good condition.
b) Whether they have been provided :
i) on bridges with main span of less than 100 metres, at every 100 metres,
ii) on bridges with main spans of 100 metres and more, a refuge over each pier.
(9) Foot paths :
a) To ascertain whether the foot paths are properly supported.
b) To check up whether all girder bridges situated within station limits are provided with foot
paths for the convenience of the railway staff.
c) Whether long unballasted girder bridges located between stations are provided with foot
paths for the convenience of Engineering staff.
(10) Painting, marking HFL and Danger level, providing foundation particulars and bridge name boards
: It should be ascertained whether:
a) The date of last painting has been conspicuously painted on the girder and recorded in the
Bridge Inspection Register.
b) The Highest Flood Level and the year in which the flood had occurred has been marked and
recorded in the Bridge Inspection Register.
c) The danger level has been fixed and marked on the pier/ abutment as envisaged in Para
703 and recorded in the Bridge Inspection Register.
d) The direction of the flow has been distinctly marked on the abutment or pier.
e) The plaque showing particulars of foundation have been fixed over every abutment and pier
in accordance with instructions in Annexure 11/7.
f) Name boards have been fixed at either approach of important bridge.
g) The Full Supply Level (FSL) has been marked distinctly at all canal crossings in the same
way as the HFL for other bridges.
h) The Bridge Number Tablets have been provided on the parapet walls of bridges as per
Annexure 2/1.
j) The flood gauges have been provided at important bridges for recording flood levels and
afflux. Any increase in HFL during the previous monsoon should be reported to the Divisional
Engineer.

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(11) Flood records at important bridges.

a) It should be ensured that the following flood records are maintained as detailed in Para 710
and as specified for each bridge.
i) soundings around piers and abutments during and after high floods'
ii) gauge readings of flood level during monsoon,
iii) observations of afflux and velocity during monsoon'
iv) cross sections of river during and after floods,
v) survey of the river course after monsoon,
vi) cross section of guide banks/protection works and aprons,
vii) annual survey of scour holes.
b) It should be checked whether River and Flood Registers are being maintained for large
alluvial and other specified rivers and kept upto date.
(12) Precautions against damage by fire :
It should be ensured :
a) That the precautions against damage by fire are adequate.
b) That the sand bins on long girders are kept filled.
(13) Equipment of watchman :
To check up:
a) Whether the watchman posted at bridge site is having the necessary equipment as envisaged
in Para 705 and whether they are in satisfactory condition.
b) Whether the watchman's knowledge of rules is satisfactory.
(14) Road over/under Bridges:
a) Road over Bridges :
They should be inspected :
i) to ascertain whether the structures are on sound condition,
ii) to check the vertical clearance available is as per schedule of dimensions,
iii) to check the thickness of road way to ensure that the dead load on the bridge does not
exceed the maximum permissible,
iv) to ascertain as to whether in electrified areas, safety or protective screens of approved
designs (side claddings) are provided for the ROBs/FOBs,
v) to examine the condition and adequacy of smoke guards,
vi) to examine the condition of the deck slab for spalling or deterioration of concrete,
vii) to check the condition of any waterproofing or any preservative treatment given to
concrete deck,
viii) to check whether at the expansion joints provided, adequate gap is available for the
joint to function and for looseness and vertical displacement of one part of the deck
relative to the adjoining part,
ix) whether speed breakers have been provided on either side of weak Road Over Bridge
and where speed restriction is imposed for vehicular traffic.

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(x) To check up whether height gauges are provided as per drawings approved by
Railway/RDSO in approaches of ROB Structures (Steel/RCC/PSC etc.) having top tie
members.
b) Road under bridges:
i) to check up whether height gauges are provided,
ii) to check up whether the bottom of girders have been covered by suitable and approved
means to prevent droppings, falling from passing trains on road users.
(15) Concrete Bridges :
a) The condition of bed blocks and bearings, wherever provided should be checked, items of
inspection being the same as for steel girders.
b) The camber of prestressed concrete girder should be checked by BRI within one year of
installation and once in 5 years afterwards by any reliable method and recorded in Annexure
11/2a. One method which can be adopted for spans upto 30 meters is indicated in Annexure
11 /14. Alternatively the camber can be recorded by using a leveling instrument or theodolite.
The points where the camber is measured should be clearly marked on the underside of
the girders so that the readings taken on different years are comparable. While recording
camber, temperature should also be recorded and successive readings should be recorded
at about the same temperature. Progressive loss of camber is an important indication of
deterioration in the condition of bridge.
c) i) The surface of concrete should be checked by a magnifying glass for any cracks.
ii) The location, width and length of crack, type of crack (longitudinal/transverse/
horizontal/vertical/diagonal) whether it is active or dormant and its behavior under live
load should be carefully noted and documented. Sketches, preferably photographs
should be included. The observation of earlier inspection should be compared for the
purpose of determining whether the crack is developing or otherwise. Efforts should
be made to determine the probable cause of the cracks.
iii) While inspecting one should look for diagonal cracks in the web of main girders near
the support, flexural (vertical) cracks especially in the area of tension steel, cracks
near the bearings and longitudinal cracks at supports of slabs or beam near junction
of main girder with deck slab and at the diaphragms.
d) While checking the PSC girders for cracks particular attention should be paid to the
bearing area, end blocks, anchorage zone, support of main girders, web near girder ends,
diaphragms, junction (interface) of diaphragms with web and at junction of main girder with
deck slab.
e) It should be checked whether sufficient depth of ballast cushion exists under the track
sleepers. The deck slab should be examined after clearing the ballast for any signs of
cracking/disintegration and to see whether there is dampness and whether drainage
arrangement is functioning.
It should also be checked as to whether water proof layer, if provided is intact.
f) It should be examined whether rust streaks / stain marks are visible parallel to reinforcement;
spalling and presence of rust streaks are indicators of corrosion.
g) It should be checked whether there is spalling, caused by separation of the concrete from the
reinforcement. In such cases it should be ascertained as to whether the steel is corroded by
exposing the reinforcement. The location, depth and area/size of spalling should be noted.

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h) It should be examined whether there is scaling i.e. the gradual and continuing loss of surface
mortar and aggregate over an area. Location, area involved and character of scaling should
be recorded.
i) In case of PSC girders, measurement of loss of deflection should be done. Deflection
measurement should be at centre upto 20m span and at centre & quarter points for spans
more than 20m. Deflection measurements would be entered in column 8 of Annexure 11/9.
j) It should be checked whether there are signs of disintegration of concrete due to poor
workmanship, weathering action, attack by chemicals, etc.
k) Seepage, leakage and efflorescence should be looked for.
(16) Health Monitoring of Very Important Bridges:
Health monitoring of very important bridge should be done periodically by an independent agency.
Health monitoring will include corrosion monitoring, deterioration of material, system damage,
retrofitting, etc. The periodicity of health monitoring is recommended as given below.
Aggressive Environment Other than Aggressive
(Extreme, Very Severe & Severe) Environment (Mild and Moderate)
First Survey 5th Year 5th Year
Subsequent Surveys Interval At 5 years interval At 10 years interval

1108 Special Inspection During Monsoon

(1) During floods and/or during spells of heavy rain the Assistant Engineer, Permanent Way Inspector
/Inspector of Works should inspect by trolley, foot-plate of the engine or other means the bridges
and allied works as frequently as necessary.
(2) Where a strong rush of water and heavy afflux occur, they should look for the presence of eddies
and back waters which are signs of danger. When these are observed, soundings with the help of
echo sounders or probing with the help of log line with a heavy lead weight, rail piece or probing
rod must be taken and if scour is detected, boulders or pitching material should be run out and
dumped as necessary. As a precautionary measure, traffic may be suspended if long lengths of
track with a large number of bridges experience a flood situation and scour cannot be measured,
particularly during night time.

1109 Equipment Required For Inspection of Bridges

The equipment as suggested in Annexure 11/15 may be arranged by the Railways to enable the
various officials carry out the inspection of bridges effectively. In the Annexure suggestions have
also been made as to the equipment needed at the various levels. The Chief Engineers may add
or delete any item from the list based on the site conditions and experience.

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CHAPTER XII
PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

1201 Control of plant and Machinery

(1) All plant and machinery belonging to the Engineering Department should be placed under the charge
of a nominated official who will be responsible for their accountal, upkeep and optimum utilisation.
(2) For this purpose, plant and machinery may be divided into groups and the controlling officials
nominated as under :
Group Controlling officials
a) Engineering plant Reserve Deputy chief Engineer/Works Manager of
the Engineering Workshop.
b) Plant and machinery other than Engineering plant Nominated officer of the Division.
Reserve used for normal maintenance purpose.

c) Plant and machinery obtained against sanctioned Officer nominated by the Chief Administrative
works of the construction organization Officer (Construction) /Chief Engineer
d) Plant and machinery obtained against sanctioned Officer nominated by the Chief Engineer.
works of open line.
Note: Provision of this chapter will not apply to plant and machinery used for mechanical laying and
maintenance of track.
(3) Machinery and plant register.
A machinery and plant register should be maintained by the custodian of the equipment. The
machinery and plant register should be maintained in the following proforma:
Sl. Description Maker‘s Maker‘s No, Year of Purchase Machine/ Remarks
No. of the Plant name Specification, type, Purchase cost Plant No.
Capacity, etc. alloted
1 2 3 4 5 6 7 8

1202 Engineering plant Reserve

(1) Purpose : The Engineering plant Reserve is created to "avoid losses from forced sales of serviceable
and useful plant left over from special works, which is likely to be required for future special works."
The maximum financial limit for the Engineering plant Reserve is fixed for each railway by the
Railway Board.
(2) a) The Engineering reserve will include items of plant and machinery of the following description.
i) Light plant
Blocks pulley, spur geared. Blocks pulley for rope and wire. Blowers, Concrete mixers
Compressors of all types, Drills pneumatic and electric Welding sets, Grinders pneu-
matic and electric Hammers-pneumatic-rock drilling and riveting.
Holders on pneumatic, Lorries, Motor Machines- screw cutting, Motor engines
Pavement breakers-pneumatic, pile hammers (Mc. Kiernan-Terry) Plant Oxy-

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acetylene.
ii) Heavy plant Air receivers
Blocks pulley differential Boilers of all types
Crab
Cranes steam or diesel upto 5 tonne Dredgers
Gantries for girder erection Jacks, screw and hydraulic type,
Jolly boats
Lathes of all description
Machines drilling, grinding, planing, sawing and shaping plant boring
pumps and pumping plant of all description pile driving sets, stone crusher,
sling chains certified, shakles tested and certified, winches and Hoists,
iii) Special plant
a) Cranes steam or diesel above 5 tonne, service girders (spans) and steel work
such as CC crib, trestles etc. for emergencies.
b) Engineering plant reserve should also include
i) Small tools and stores likely to be required in an emergency.
ii) Materials required for maintenance and overhauling of plant and tools.
c) The Chief Engineer may include certain items not shown in the above lists if found
necessary.
(3) Instructions regarding custody, receipts, issue and accountal of Engineering plant reserve are
contained in Chapter XIX of the Indian Railway Code for the Stores Department.

1203 Plant and Machinery for maintenance

A scale of plant and machinery for maintenance will be fixed for each Engineering Supervisor by
the Chief Engineer. On issue to the appropriate head of account, their cost is charged off finally. It
will therefore be necessary for the supervisors to maintain plant & machinery register as per Para
1201 and submit it after the close of each financial year to the Divisional office for check.

1204 Plant and machinery procured for works against specific sanction/projects
(1) In the case of plant and machinery procured for sanctioned works including track renewals, a yearly
balance return should be submitted by the Executive to the Chief Engineer. A record should also
be kept in the same form by each Assistant Engineer or supervisor of all plant and machinery in
his custody.
(2) Proper Accounts of plant and machinery issued for use by the subordinates of the sub-division
or temporarily lent to contractors, as well as of those articles lent to local bodies and other under
competent authority should be kept in a manuscript register showing:
i) the person to whom lent
ii) description of items lent
iii) date of issue, and
iv) date of return.

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These accounts should be reviewed periodically with a view to ensure that items are returned
without unnecessary delay and in good condition. This applies also to plant and machinery sent out
for repairs. On completion of works, a review should be made of the available plant and machinery
and action taken as indicated in Para 1205.

1205 Transfer of plant and machinery on completion of work

(1) Transfer to other works: If a plant released form a work is in good condition and fit for further use
without any overhaul or repairs, it may be transferred directly from one work to another on which
it may be required, instead of being returned to the reserve.
(2) Transfer of plant to reserve: All useful plant for which there is no immediate demand on the open
line or construction should be transferred to the Engineering plant Reserve with the approval of
Chief Engineer.

1206 Plant numbers

Each plant and machinery in the Engineering reserve, division and construction should be allotted
a separate number which should be conspicuously painted on the plant itself.
The plant may be classified according to its category and the numbering done as follows:-
PD-MGS -EPR PG-MGS-EPR
PN.6 W.3
CE/CN/HWH/EPM HWH/DN/EPM
M2 S.12
PD-MGS means plant Depot, Mughalsarai EPR - Engineering plant Reserve
EPM - Engineering plant & Machinery PN.6 means pneumatic plant No. 6 W means Workshop
machinery
M means Miscellaneous Machinery S means special Plant.

1207 Register for Engineering plant reserve

a) The Depot store keeper or official in change of plant depot should maintain a combined
numerical and priced ledger in the prescribed Form 6, separately for each category of plant.
b) A complete annual return of Engineering plant reserve controlled by the depot showing the
balances at the end of March each year should be prepared form the plant register by the
incharge, checked by the depot foreman and submitted to the Works Manager/ Dy. Chief
Engineer/Engineering Workshop.
c) On the basis of this return, an up-to-date list of the plant available in the Engineering plant
reserve will be circulated among the divisions.

1208 Valuation of plant

The value of serviceable plant and machinery rendered surplus on a particular project or railway
and transferred to another project or railway or to the Engineering plant reserve should be fixed
by the Engineer concerned in consultation with the Accounts Officer concerned after allowing the
following charges for depreciation:

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i) Light plant 16% per annum

ii) Heavy plant 10% "
iii) Special plant 6% "
Charges for repair and overhaul of plant shall be debited to the work or works on which the plant
is used.
Special plant or obtained for some special work which is not likely to be required in the near further
but may be required in future for some other special work should be valued as per Para 1603 S
which is extracted below for ready reference:
"General criterion for valuation - The valuation of material returned from works, particularly of
specialised material is difficult problem. Engineers and other parties returning stores and plant are
prone to claim (and provide in their estimates for) as large a credit as possible for them . But the
value of such materials to the railway depends largely on the extent to which they can be made use
of. Railway Administrative officers should examine in consultation, if necessary with the Controller
of stores or whoever may be thought likely take the material over, the sums provided in estimates
as credits for returned material and see that the theoretical values of the material based on further
life is ignored and the estimate is based instead of on the possibilities of the material being used
again within a reasonable period after return. If there is no likelihood of the material or plant being
required again within a reasonable period of return, the credit allowed in the estimate for required
value should be kept within the figures likely to be realised for it as obsolete material or as scrap.
Depot and handling charges should be separately assessed. Charges for depreciation on each
moving machinery and track machines not included in any of the categories mentioned above will
be decided by the Chief Engineer.

1209 Maintenance, storage and repairs to plant

a) All plant should be maintained in an efficient manner so that these are ready for use.
Overhauling and testing of plant at such intervals as considered necessary should be
carried out by the official in charge and sufficient spares stocked against specific budgetary
provisions.
Particular care should be exercised in the storage and conservation of ropes, chains and
lifting tackles. All chains leaving depots should bear a registration number indicating their
safe working load. All lifting tackle ropes and chains should be examined by the Inspector in
charge every three moths.
b) Proper covered accommodation with flooring should be provided for the storage of all plant,
preferably close to a siding to facilitate loading and unloading.
c) The allocation of cost of inspection and repairs to plant to bring it to a fully serviceable
condition should be determined in accordance with Para 1918 S.

1210 Requisitions by Divisional Engineer on plant Depot

a) The Divisional Engineer should place requisitions on the Depot Foreman for plant required
stating clearly the site to which it is to be dispatched, whether special staff is required to work
it and the probable period of its use.
b) For operating plant and machinery of special type, at the site of work, staff duly certified by
the Depot Foreman should exclusively be employed. When operators are recruited by users
of the plant, they should be sent to the plant Depot for examination and certification by the

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Depot Foreman.
c) While working at site, requisitions for spare parts for plant, irrespective of cost, in the event
of such parts needing replacement may be forwarded directly by the Inspector in charge to
the Depot Foreman for compliance.
In the event of failures, the officials at site may send pneumatic or small hand tools direct
to the plant Depot for exchange along with Issue Notes for the items being returned and
requisitions for the items required.
d) In the event of an emergency such as an accident or breach, the Depot Foreman of the
Engineering Reserve plant Depot shall supply plant and staff as required or message from
the official at site.

1211 Use of Engineering reserve plant at site of work

a) Instruction to users - plant issued by a Engineering Reserve plant Depot against a requisition
should be accompanied by detailed instructions for maintenance and operation including
particulars of consumable stores required and the grade of oil to be used for lubrication.
It shall be the responsibility of the users to arrange for the consumable stores to the required
specifications.
b) Minor repairs may be carried out locally where adequate facilities are available in the open
market. In the event of a major break down, telegraphic advice should be sent to the Plant
Depot and after examination, the plant Depot staff may carry out necessary repairs at site or
suggest return of the plant to the workshop for repairs.
c) Inspection by Foreman- The Depot Foreman may inspect any plant operating away from the
Plant Depot and bring irregularities in working to the notice of the Engineers concerned. The
Depot Foreman may depute any of his staff not below the rank of Chargeman to make an
inspection on his behalf. Copies of such inspection reports should be forwarded to the works
Manager /Deputy Chief Engineer/ Workshops controlling the machines and the Divisional
Engineer using the machine.

1212 Debits for plant and staff supplied on departmental requisition

Debit for hire charges on plant and staff against departmental requisitions should include the
following:
a) Plant and Stores-
i) Cost of inspection, repairs and replacement of parts required to bring the plant to a
fully serviceable condition.
ii) Difference between the value of the plant as it stood when the plant was supplied and
the value arrived at the time of its return on the basis of Para 1208.
iii) Freight, transport and handling charges.
iv) Actual cost of stores inclusive of freight and handling charges.
b) Wages of staff :
i) Wages inclusive of all allowances
ii) T.A. / D.A for staff
Monthly schedules of debits and credits supported by Issue Notes and Advice Notes

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should be prepared for each Division or Department separately by the Depot Foreman
and sent to the Accounts Department within the first week of the following month, a
copy being endorsed to the Engineering Accounts Section.

1213 Maintenance of Log book for plant

(1) Issue of log books by plant Depot - Such plant as concrete mixers, portable oil engines, steam or
diesel road rollers etc. should be issued by the plant Depot with a log book which should accompany
the plant whenever it is transferred.
In addition to the log book, a history sheet of each plant shall be maintained in the Depot Foremen's
office. Essentials such as major overhaul or complete replacement of a part, should be extracted
from the log books and entered in the history sheet of each plant sheets on return of the plant to
the depot.
(2) Entries in the Log book.
The initial entries in the books will, in the case of all new plant, be made in the office of the Depot
Foreman.
a) On the first page, a description of plant in general terms.
b) On the second page, a detailed description of the plant including all accessories.
c) On the third page, a list of spare parts normally available.
d) On the fourth page, a list of instructions for maintenance, the date or year in which the plant
was first brought into use and the desirable period, in hours, between overhauls.
e) On the fifth page, the normal consumption in litres or kg. per hour of
i) fuel oil and
ii) lubricating oil
The normal consumption should, in each case be based on the consumption imme-
diately after the last major overhaul of the plant. Space should therefore be left for
revised entries, should these become necessary.
f) A few pages of the book will be allotted for recording in detail all repairs and overhauls with
particulars of parts renewed and the total cost incurred, each entry being preceded by a
record of the dates and the total hours run by the plant at the time of the repair or overhaul,
the latter figure being obtained as from sub-para (g)
The details should be neatly entered by the official incharge when the plant is repaired or
overhauled in the workshop. If the plant is repaired or overhauled at site of work, the entries
should be made by the Inspector in charge of the Plant, based on the report of the staff who
attend to the repairs of over haul.
g) The remainder of the book will be used for recording, in the following form the consumption
of fuel and lubricating oil, to serve as a ready check on excessive consumption of either.
Name of work
Date Hours run Fuel oil lubricating Total hours Total oil Consumption of Remarks
on Date used on oil used on run to to used to to oil in Litres or by official
Date Date Date Date Kg.per Hour Incharge
1 2 3 4 5 6 7 8
Columns 1 to 4 should be filled in daily and column 5 to 8 periodically.

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The official in charge should bring to the notice of the Depot Foreman and the Divisional Engineer any
excessive consumption of fuel or lubricating oil and any defects in the running of the plant.

1214 Log Book

For motor trolleys and motor vehicles separate log books in a suitable form should be maintained by the
Engineer in charge.
Normal consumption should be shown in terms of kilometres per litre. The Kilometres run should be
recorded instead of hours run, the fuel consumption being shown against the kilometreage, the aggregate
kilometreage run being indicated after each run.

1215 Hiring out of engineering plant

a) Plant that is not likely to be required for current railway works may with the approval of the Chief
Engineer, be hired out to other Government Departments, private bodies or Contractors provided
that it is used in the interest of public service and handled by competent staff.
b) The terms and conditions of hire of plant and loan of staff, if any, should be covered by an Agreement
to be signed by the Railway and the party concerned. A copy of the Agreement should the sent to
the Accounts Department who will ensure the recovery of hire and other charges on bill preferred.
c) The form of agreement shown in Annexure 12/1 may be adopted for the purpose. Hire charges
refereed to in the agreement shall be fixed for each item by the Chief Engineer. The hire charges
should be worked out on the basis of the market value of the new plant and (not the book value) to
which 12.1/2% supervision charges will be added. The hire charges per annum will be calculated
on the following basis or any other basis prevalent in the Railway.
i) Interest on capital cost at the ruling rate of dividend payable by Railways to General Revenue.
ii) Ordinary repairs & maintenance charges at 5 %
iii) Special repairs & maintenance charges at 10 %
iv) Depreciation charges as per Para 1208.
v) An additional 10% on the sum of (i) to (iv) above, to meet contingencies.
Hire charges per day would be worked out by dividing Annual hire charges by 250,
d) In the case of breakage or loss of any part of accessory, other than the parts liable to wear or in
the event of the loss of the entire plant, the costs of replacement to be respectively borne by the
Railway and the Hirer as required under Clauses 8 & 9 of Agreement at Annexure 12/1 may be
determined according to Para 1931 S which is reproduced below for ready reference.
"Breakage or loss of parts- In the case of breakage or loss of any part or accessory, other than the
parts liable to wear out referred to in the schedule attached to the Agreement for Hire of a plant, the
cost of replacement shall be shared between the railway and the hiring departments, the railway
accepting a fraction of the cost represented by the actual life of the part divided by the assumed
life i.e. R x N/Land the hirer a fraction of the cost represented by the difference between actual and
assumed life divided by the assumed life i.e. L - (NxR/L) (vide Paragraph 1913). Unless expressly
stated before hand in writing, all parts and accessories shall be taken as having the same life as
shown for the plant on the railway's books, the assumed life of all machines when not otherwise
stated shall be taken as 15 years".
Para 1913 referred here on above is reproduced below:-
"1913. Valuation of plant- The value of the plant sent to the Reserve will be fixed by the Controller of

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Stores in consultation with the Chief Engineer, after consideration of the original value of the plant,
the time which it has been in use and its condition at the time of return, as also the current purchase
price of new plant. In all cases of "Special plant" purchased for work a kind that is not frequently
undertaken, it should be seen that the value at which such plant is taken into the Engineering Plant
Reserve is as low as possible consistent with the possible price plant may fetch in the market. The
following formula may be used as a guide in all other cases. The value fixed should be entered in
all the copies of the Advice Note (S. 1539) and the several foils disposed of as usual.
Formula:-
The second hand value of a plant is equal to :-
N
R (R-S)
L
Where,
R is the present day price of a new plant; if this is not readily available, R may be estimated
taking the original price as a basis.
N is the age of plant
L is the average total life of the plant, and
S is the scrap value ( previously estimated)".

1216 Examination of Boilers of the Engineering Department

Observance of rules:
1. Engineers and Inspectors using steam boilers shall be in possession of a copy of instruction issued
by the Mechanical Department and ensure that working, wash outs periodical examination, repairs
and overhaul comply with the rules laid down.
2. No boiler should be put into commission unless covered by a certificate of fitness issued by the
Boiler Inspector in accordance with the rule nor should it be kept in use beyond the date permitted.
3. Periodical washing out of boilers will be carried out by the Boiler- maker / Chargemen at prescribed
intervals.
The Boiler Inspector shall carry out the detailed periodical examination as may be prescribed and
arrange for the overhauling required.
4. No person shall be appointed as Boiler attendant unless he has been certified as competent by
the Boiler Inspector or by any other official empowered to issue a certificate.

1217 Boilers not in use for limited period

Boilers when not in use for a limited period of not exceeding ten days should be filled with water
right upto the top. For this purpose, sufficient fresh water should be added to fill the boiler to the
highest possible level and a board with the following inscription attached to it.
" Boiler filled to highest level. Lower the water level before lighting up"
On the expiry of the ten day limit, the Boiler maker / Chargeman will wash out the boiler and keep
it empty , leaving top and bottom inspection joints open for the circulation of air and fix a board with
the inscription "boiler empty. "
No boiler which has been laying out of use for six months or over, shall be put into commission

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until it has been tested at site by hydraulic pressure by the Boiler Inspector and a fresh certificate
has been issued.

1218 Laying of boilers - when a boiler is laid off

i) All inspection doors and washout plugs will be removed the boiler thoroughly washed out,
all firebars removed and ashes cleaned out and the inside of the fire box and smoke box
thoroughly brushed down. The outside of the boiler shall be painted with red lead or coated
with boiled oil.
ii) The Boiler maker / Chargeman shall examine the boiler as soon as possible after it has been
laid off, and arrange for requisite repairs; and thereafter he will examine it every 3 months.

1219 Transfer of boilers

The Boiler Inspector shall be advised by the Engineering official immediately the transfer of any
boiler that takes place and the communication copied to the officers concerned. Likewise the
consignee, in acknowledging receipt, should advise the consignor, the Boiler Inspector and the
officers concerned.

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 TRAINING FOR BRIDGE STAFF

CHAPTER XIII
TRAINING FOR BRIDGE STAFF
1301 Types of Training courses
Bridge staff need to be trained for their jobs both through theoretical class room training and practical
work at site using the tools, equipments and machinery. Training is a continuing process right from the
time of recruitment. Following four types of training courses should be organised in the Railway Training
Institutes.
i) Initial courses
ii) Promotional courses
iii) Refresher courses
iv) Special courses
Guidance may be taken from the booklet "Approved Modules for stagewise Training of Group "C" and
"D" staff of Civil Engineering Department'' issued in August 94 by the Ministry of Railways. The Railways
may frame their own course contents if such of those training modules for which the course contents
are not available in this booklet. However, broad guidelines for conducting these courses are given in
the following paragraphs.

1302 Initial courses

(1) General: The initial courses are for new entrants to Railway service such as Bridge khalasis (skilled,
semi-skilled and unskilled) and Bridge Inspectors and should cover induction aspects as well. The
syllabi and the training programme for the initial course should be drawn up by the Chief Engineer,
keeping in mind the guide lines given below.
(2) Initial course for Bridge Khalasis:
a) This course should be held at the Centralised Training School of the Zonal Railway under
the direction of a Bridge Inspector. The course should be of one month duration. The course
content should, in addition to field training, include class room lectures when the new
entrant is first introduced to the working of the Railway in general and to the Bridge works in
particular.
b) The class room lectures should be of twenty days duration and broadly cover the following
topics : Personal safety and safe working methods, particularly in electrified sections,
administration of first aid, action in case of emergencies and tools and tackles. It should
include introduction to the subject of maintenance and erection of steel girders, PSC girders,
and other steel structures in workshops and sheds and platform shelters in a clear and
simple manner.
c) Field training for ten days duration should be given due emphasis and include the following
: Maintenance and erection of steel girders which should include rivetting, welding, painting,
oiling and greasing of girders, use of temporary girders and stagings with cribs and / or
sleepers, maintenance and erection of PSC girders, workshop structures, turn tables, etc.
and maintenance of Tools, Plant and Machinery.
(3) Initial course for H.S.Grade II/Artisans :
This course should also be held at Centralised Training School of the Zonal Railway under the
direction of a Bridge Inspector. It should also be of one month duration and have the same course
content as for Bridge Khalasis detailed in sub-para 2 above. In addition, the course should include

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topics relevant to the trade for which the Artisan has been recruited.
(4) Initial course for Apprentice Bridge Inspectors :
a) This course will form a part of total one year training of the Apprentice Bridge Inspector and
will be held at the Zonal Training school. This Course will be of two months duration.
b) The class room lectures should include :
i) General working of the Railways and organisation of various departments,
ii) All establishment matters including extant rules and various acts viz. Workmen's
Compensation Act, Factories Act, Industrial Disputes Act, Payment of Wages Act,
Hours of Employment Regulations, Discipline and Appeal Rules, Labour Relations
and Permanent Negotiating Machinery, Rules regarding leave, salary and passes,
maintenance of service records, muster sheets, witnessing of payment to staff, casual
labour, etc.
iii) Duties of Bridge Staff,
iv) Inspection and maintenance of Bridge and steel structures including prestressed
concrete girders which should include overhauling, greasing of bearings, method of
greasing for all types of girders, rivet testing, method of sample testing, loose rivet
diagram, welding techniques, painting, preparation of steel surface for painting,
painting schedule of bridge girders and metallising.
v) Maintenance of Bridge Inspection Register and other registers,
vi) Safety First Rules for protection of staff working on bridges and structures and for
ensuring safety of travelling public and railway property,
vii) General Rules and Subsidiary Rules which should include basics of signalling, train
running including essentials of Absolute Block System,
viii) Schedule of maximum and minimum dimensions,
ix) Track protection rules,
x) Rules for Trollies and Lorries - working of,
xi) Actions during accidents, breaches and emergencies and restoration of through
running,
xii) Procedure of testing new design of plate and PSC girders and obtaining CRS sanction
(Safety Certificate),
xiii) Rebuilding of bridges and changing of bed blocks including temporary arrangement,
xiv) Inspection and maintenance of turn table,
xv) Bridge Rules and General design practices, Specifications for steel - MS, HTS, etc.
xvi) Acquaintance with rationalised steel section available in the market alongwith their
sectional properties, standard bridge spans with their dimensions and schedule,
xvii) Erection of Bridge Girders and Calendar Hamilton spans and other steel structures,
formulation of launching schemes and field organisations,
xviii) Anticorruption, Public relations, Civil duties, labour organisation and leadership,
Incentive,
xix) Fabrication of bridge girders and other steel structures such as platform shelters,
foot over bridges, tank staging, steel cribs, gantries, overhead cranes, turn tables,
Microwave towers etc.

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xx) Office work - Correspondence, recruitment of casual labour, submission of returns,

accountal of stores and bridge materials, imprest, tools, plant and machinery, stock
verification, classification and disposal of surplus material and MAS account.
c) Practical Training :
The balance period of ten months will be devoted to field training and shall cover the following:
i) Various major construction sites, where steel girder/PSC girder erection is going on,
and at sites where large scale rivetting is being done,
ii) Workshops or other sites where fabrication of girders, Microwave towers, workshops,
roof structure, platform structures are being carried out including welding and rivetting,
iii) Sites where bridge painting, oiling and greasing of bearings is being carried out,
iv) Work sites where regirdering / rebuilding work is being carried out in line block with the
use of temporary girders,
v) Accident sites,
vi) Workshops to study maintenance of heavy plant and machinery and working of cranes,
vii) Bridge and structural maintenance work being carried out by Bridge Inspector including
Microwave towers.
viii) Bridge inspector's office for office work.

1303 Promotional courses

(1) General - The course for promotional training will be necessary in the case of staff promoted form
a lower to a higher status by a process of selection and is applicable in the following cases :
a) promotion from unskilled khalasis to skilled or semi skilled,
b) promotion from semi skilled/skilled khalasis to Bridge Mistries,
c) promotion from Bridge Mistries to Bridge Inspector.
(2) Promotion from unskilled to semi-skilled/skilled khalasis :
a) The promotional training for the above should be held in a Centralised Training School
of the Zonal Railway. The promotional training courses should be undergone by the staff
immediately after the promotion, at the first available opportunity. The duration of training will
be fifteen days and will have to be under a Bridge Inspector.
b) The course content will include class room lectures as well as practical training /
demonstrations in the field. The subjects to be covered shall broadly be the same as for
initial course but to a reduced scope (Ref. 1302.2)
(3) Promotion to Bridge Mistries :
a) The promotional training will be imparted in the Centralised Training School of the Zonal
Railway and the duration of the course will be six weeks. The course shall include class
room lectures, alongwith practical working of the various items of work connected with
Bridges and Structures.
b) The class room lectures should include the following items :
i) Establishment : Personnel rules pertaining to salary, leave, Discipline and Appeal
Rules, Payment of Wages Act, Muster Roll maintenance, channel of promotion and
accounting of stores,

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ii) Bridge and Structure maintenance : Maintenance of steel/PSC/ Composite girders,

bearings of all girder bridges, Microwave Towers, workshop and shed structures, other
steel structures like platform shelters and flood light towers,
iii) Girder erection and erection of Microwave towers including workshop structures,
iv) Rivetting, welding & other maintenance techniques,
v) Schedule of dimensions,
vi) Accidents and breaches,
vii) Instructions contained in G and SR pertaining to protection of track and safety meth-
ods particularly in electrified areas, and
viii) Regirdering of bridges.
c) Practical training - Practical training in the field should receive high priority and should
include the following items :
i) Identification of various parts of a Bridge Structure (particularly steel and concrete)
and plant & machinery in use,
ii) Inspection and maintenance programme of bearings, girders both steel and PSC/
RCC,
iii) Laying of diversions including erection of temporary girders,
iv) Erection of girders including rivetting, launching and regirdering,
v) Fabrication of welded and rivetted girders in workshops,
vi) Erection of Microwave towers and other steel structures,
vii) Maintenance of tools, plant and machinery.
(4) Promotion from Bridge Mistries to Bridge Inspectors / Grade III:
a) General : The object of training the Bridge Mistries for promotion to Bridge Inspectors Grade
III is to train them for effective working in a supervisory category. The training should be
imparted in the Zonal Training School for a period of six weeks. The course content should
include class room lectures, field demonstrations, study tours and screening of instructional
films. It should also include an assessment by an examination at the end of the course.
b) The class room lectures shall be on the same subjects as prescribed for initial course for
Apprentice Bridge Inspectors but the extent of coverage shall be at a reduced scope, since
the serving Bridge Mistries would be having adequate experience in all spheres of practical
working. In addition, the lectures shall include procedure for obtaining traffic blocks including
messages to be exchanged with the SMs, submission of requisitions for obtaining green
notices, routine correspondence with superiors and officials of the other departments, etc.
c) The Instructional tours should include visit to bridge sites where maintenance and regirdering
works are being done, Engineering workshops, Engineering stores depots, offices of Bridge
Inspectors. Special emphasis should also be made on safe working methods.

1304 Refresher courses

It will be necessary to conduct refresher courses to enable the staff to keep themselves abreast with
the latest rules and techniques. Bridge Mistries and Bridge Inspectors should be sent for these courses
once in five years. In the refresher courses, all subjects pertaining to the concerned categories shall
be dealt with as enumerated under promotional courses but the extent of coverage will be on a limited

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scale. The duration of the refresher courses shall be three weeks.

1305 Special courses

In addition to the regular courses mentioned above, special courses for the Bridge Inspectors on any of
the following subjects should also be arranged periodically to increase a sense of awareness amongst
them on these subjects.
a) Painting and metallising of girders including oiling and greasing of bearings,
b) Fabrication and erection of bridge girders including welding and rivetting techniques,
c) Rehabilitation of bridges,
d) Inspection of bridges including Numerical Rating technique,
e) Testing of girders,
f) PSC Bridges - Construction and maintenance.

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CHAPTER XIV
BOOKS OF REFERENCES

1401 Books of references listed in Annexure 14/1 and other publications from RDSO and IRICEN /Pune
including Technical Monograms considered essential should be supplied to the Officers and the
Bridge Inspectors of each Division.
The Chief Engineers and the Divisional Engineers offices should be equipped with adequate number
of copies of each publication. The publication should be accounted in the dead stock register.
Officials for whose personal use publications are supplied shall be responsible for their custody
and handing them over prior to retirement from service.

1402 Circulation of Technical Papers

The Chief Engineer may arrange to circulate sufficient number of copies of the following publications
and such other Journals relating to Bridges and Structures as deemed necessary to the Headquarters
circulate them to their Assistant Engineers.
a) Report of the Bridge Standards Committee,
b) Journal of Institution of Permanent Way Engineers (India),
c) Permanent Way Bulletin issued by IRICEN /Pune,
d) Technical papers / reports pertaining to Civil Engineering published by the RDSO and
Railway Board,
e) Track and Structures Digest,
f) Journal of the Indian Institution of Bridge Engineers

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  ANNEXURE 2/6
 PARA : 209

WATER HANDLE FOR THE WORKING AUXILIARY PETROL ENGINE FOR

TANK DRIVING THE STIRRER
THE STIRRER

PRES SURE ADJUSTING VALVE

PRESSURE GAUGE

SAND BLASTING
QUALITY HOSE PIPE PRIME MOVER

GROUT TANK WITH STIRRER

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GROUTING NOZZLE

GROUT PUMP MOUNTED ON TROLLY

 (
) 
DETAIL OF PRESSURE GROUTING MACHINE
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Annexure-2/17
Para-212 A
ASSESSMENT OF RESIDUAL FATIGUE LIFE OF OLD STEEL GIRDERS
The residual fatigue life assessment shall be carried out systematically as illustrated
in Figure-1 and described below. For notations and methods of analysis IRS Steel
Bridge Code (Updated) shall be referred.
Phase- I Preliminary Evaluation
The aim is to remove existing doubts about safety of the structure using fairly
simple methods and identify critical parts or members in the structure. This is
performed by gathering information on the structure from drawings and design
computations, carrying out a site visit, etc. The assessment is carried out by the
engineer alone by using current codes and by making conservative assumptions
where information is lacking or doubtful. Factor of safety against fatigue shall be
worked out which should be more than one.
Phase- II Detailed investigation
The detailed investigations are carried out if the factor of safety against fatigue
determined in Phase-1 is less than one. The aim is to update information and to
carry out refined assessments only for those members where safety is not ensured.
This is done by doing quantitative inspections and using detailed analytical
procedure based on collection of actual traffic data, actual speeds, updated values
for loads, sectional properties of members as well as more accurate models of
analysis. Here, in addition to the engineer, services of specialized firm, agency
or individual experts are generally required. If there are still doubts left about the
sufficient residual fatigue life, expert investigations are to be called for.
Phase-III Expert investigation
For problems with large consequences in terms of risks or of costs related to
a decision, a team of experts should be called in order to check carefully the
conclusions and proposals reached in Phase II. Discussions and further assessments
using specific tools (field observation of stresses by instrumentation, probabilistic
methods, fracture mechanics, etc.) can also be carried out to help in reaching
decisions. Detailed investigations using time history of stresses measured and
stress range histograms derived can be done by employing Palmgren - Minor rule
of cumulative damage to arrive at a more sophisticated estimate of residual fatigue
life. In case, residual fatigue life is still insufficient, remedial measures are to be
taken as per Phase-IV.
Phase-IV Remedial measures
The aim is to propose measures to have a fit for service structure with sufficient
Different measures can be taken, such as:
1. intensify monitoring

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Annexure - 7/1
Para - 711.2
MEASUREMENTS DURING MONSOON
Gauge and afflux records of river: _______________________________
Bridge Number: _____________________________________________
For the Year: _______________________________________________
Kilometerage of Bridge Ilocation : _______________________________
Rail level : _________________________________________________
Highest Flood level recorded so far: _______________________________

Sr. Date Time Up Down Affux Flood Velocity Signature

No. Stream Stream (Col 4-5) Slope of Flow
1 2 3 4 5 6 7 8 9

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Annexure - 7/5
Para - 715
FLOOD REPORTS
Sr. Between Details Date of Date of Method Rough Rough Details of
No. Stations of Occurence restoration of cost of cost of Detention
Damages of braches Repairs Damage restoration to /
Temporary Cancellation
& of trains if
Permanent any

1 2 3 4 5 6 7 8 9

Annexure - 7/6
Para - 716
Rainfall Statement for _____________________ Station
Sta- Months Total De-
tions for part-
the ment
Year from
Nor-
mal
September

November

December
February

October
January

August
March

April

May

June

July

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

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4. Proposed Remedial / Strengthening Measures

Remarks and Signature of inspecting official __________________________

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(ANNEXURE-ll/2a)
Para 1102.2
PROFORMA FOR INSPECTION OF PSC BRIDGE I COMPOSITE GIRDERS
Bridge No. ............................. chainage............................... Block Section.......................
In Section ......................... UP/DN/SL/No. of Multiple Line ...................................
Sub Division .................................. Division ................................. Name of Stream /
River ............................. Completion Drawing Nos: ............................
(All relevant Completion Drawing of Girder, Bearings & Expansion Joints are to be
attached at the beginning of PSC Inspection Register and Inspection of Steel Work in
Composite Girder Bridges to be rontinued as per Annexure 11/1 & 11/2.)

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(A) GENERAL DETAILS

1. Type of Bridge
2. Details d Spans
a) Number of spans
b) Clear Spans
c) Effective Spans
3. Overall Length of Girders
4. Skew Angle if any
5. GradJent on bridge. if any
6. Curve on bridge, if any
7. Super elevation on bridge
a) In rail
b) In bed book
8. a) Details d Trad<
b) Eccentricity of track w.r.t girders
i. End of Girder
ii. Centre of Girtter
9. Details Of Bearings alongwith Drawings
10. Detalls of Bed Block
11. Details of Seismic Reshint Arrangement, if any
12. Details of Corrosion Protection Measures taken, if any
i. Details of Reinforcement steel Coating if any
ii. Details of Structural Steel Coating if Bny
iii. Details of Concrete Coating if any
13. Loading Standard of Design
14. Details of Drainage Arrangement of {Girder / Slab)
15. a. Catchment Area
b. Design Discharge
c. Any RAW/RAT up.to 50 km on u/s
d. Rail Level
e. Top of Bed Block Level
f. Danger Level
g. Design HFL
h. Vertical Clearance
i. Free board
j. Design Soour Level
k.Top or Foundation Level
l. Bottcm of Foundation Level

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16. Details of jacking points of Girders

17. Girder Weight (per Span and total)

18. Original Camber in mm for each type of Span

Section L/4 L/2 3L/4

Camber
Span Type-I

Span Type-II

Span Type-III

19. Details of
a. Trolley refuges
b. Safety refUges
c. Foot Path
d. Railing
e. Sand Bins

20. Permanent / Temporary Speed restriction, if any and reasons

of imposition

21. Additions and alterations to original design, if any

22. Year of Construction

23. Expansion Joints/Arrangements

24. Wearing Coat, type and thickness etc

25. Additional details in case of ROB/RUB like Kerb, Crash

Barrier etc.

26. History of Bridge Repairs etc.

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(B) INSPECTION DETAlL$

SPAN No.------------
1. General Inspection (i.e. Crack, Bulging, Spalling, Disintegration, Scaling, Rust Streak, Crush-
ing. Dampness, Leaching, Exposure of Reinforcement etc.).
(Suitable Arragement to facilitate proper inspection of all the parts of Girder shall be made/arranged)'
(a) For PSC Girder:
Date of lnspection
Item
Deck
Sides/Webs
Bottom
Ends/Anchorage Zones
Anchorage Zones of Cross
Prestressing if any
Inside/Openings if any
Diaphragms/Cross Girders
Lifting Arrangements
Bearings
Expansion Arrangement/Joints
Seismic Restrainers

(b) For Composite Girder :

Date of Inspection
Item
Deck Slab Sign of stagnation of water on Deck Slab, if any
Details of Crack, Concrete disintegration, crushing,
spalling, exposure of reinforcement etc. with sketch. if
any
Condition of Details of Distortion in Stael members With sketch, if any
Steel Details of Cracks in Steel members with sketch, if any
Compenents Details Of Corrosion in steel members with sketch, if any
Condition of WeId/Bolts/Rivets in Steel Part
Junction of Any sign of separation of Deck Slab with Sleel Girder
Steel part Details of Seperation of Deck Slab from Steel Girder with
with Deck Sketch, if any
Slab

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2. Deflection/Camber Readings (Applicable in case of PSC Girders)

Section
L/4 L/2 3L/4
Item
Date
Measured Camber in mm
Temperature

NOTE: Camber to be measured at the Centre of Girder (L/2) only. However, If the length of girder is
more than 20 m, camber to be measured at 3 locations.

3. Condition of Expansion Joints & Expansion Gaps

Pier No.____________
Date of Inspection
Item
i. Cracks if any
ii. Bulging of Polymers if any
iii. Whether Gap is free and Clear of
Dust etc.
iv. Any other item as prescribed by
Manufacturer

4. Condition of Bearing with Date of Cleaning and Defects, if any

Pier/Abutment No.-__________________ Bearing No. __________________
Date of Inspection
Item
i. Condition of stoppers
ii. Flattening of Elastomers
iii. Separation of Layers of Elastomer
iv. Splittmg of Layers of Elastomer
v. Tearing of Layers of Elastomer
vi. Bulging of Elastomer
vii. Tilt in Elaslomeric Bearing
viii. Height of Elastomeric Bearing
ix. Any Corner Lifting
x. Condition of Holding Down Bolts

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xi. Condition of Seals in POTPTFE

xii. Bulging out of Elastomer from POT PTFE
xiii. Minimum gap between upper & lower parts
of POT PTFE to be not less than 5 mm
xiv. Whether Entirely supported on Bed Block
xv. Cracks in any component of POT-PTFE
xvi. Bending of any component of POT PTFE
xvii. Longitudinal Displacement w.r.t. mean
position
xviii. Transverse Displacement w.r.t. mean
position
xix. Rotation in Longitudinal Direction
xx. Rotation in Transverse Direction

5. Condillon of Bed Block and Defects If any

Pier / Abutment No. ________________ Bearing No. ____________________
Date of Inspection
Item
i. Whether Surroundings of Bed block is clean
ii. Cracks in Bed Block if any
iii. Whether Bed Block is Shaken

6. Condition of Surface Protection

Date of Inspection
Item
i. Year of penting of Steel
ii. Type of paint of steel
iii. Defects like fading / Discoloration/Scaling
etc in Steel Painting if any
iv. Year of Coating of Concrete

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v. Type of Coating of Concrete

vi. Defects like fading / discoloration/Scaling etc
in Concrete Coating if any

7. Condition of Drainage Arrangements & Defects If any

Date of Inspection
Item
Whether Drainage is Clear or Chocked

8. Condition of Seismic Restrainers if any

Date of Inspection
Item
Any Cracks, Spalling etc in Seismic Restrainers

9. Condition of ladders, railings, inspection arrangements etc.

Date of Inspection
Item
i. Signs of Corrosion
ii. Condition of Repairs if any
iii. Condition of Connections

10. Condition of Cracks & Tell tales if any

Date of Inspection
Item
i. Location
ii. Crack Pattern (Sketch to be attached)
iii. Crack Width
iv. Crack Length
v. Crack Depth etc.
vi. Whether Cracks require Grouting
vii. Condition of previous repairs if any

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11. Gap between Girders

Date of lnspection
Item
i.Gap between Girders
ii.Gap at End of Girders

12. Details of experimental and trial observations if any

13. Defects Noted & Actions Taken

S.No. Date of Inspection Brief Description Details of action taken on Remarks on

of Defect previous years orders with date condition of defect
and details of repairs

14. Name and Signature of Inspecting Officials/BRI

15. Remarks of AEN (Bridges) with Name and Signature

16. Orders of XEN (Bridges) with Name and Signature

17. Orders of Dy. CE (Bridges) with Name and Signature

18. Orders of CBE with Name and Signature

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Annexure 11/3
Para 1103.4
BRIDGE INSPECTION REGISTER
1. Instructions for inspection purpose : Para 1107 of the Indian
Railway Bridge Manual may be got printed on the Bridge Inspection
Register which details out the instructions for inspection purposes.
2. Instructions for entering the Bridge Register :
a) Under each heading entry should state whether the previous
year's notes have been attended to.
b) Entries in the column "Condition of bridge at the time of
inspection" should be in the nature of statements. A defect once mentioned
should not be omitted in future years unless it has been eliminated by
rebuilding or repair in which case a note should be made to that effect.
c) In the column "Action taken", the remarks should be in the form
that orders have been issued, e.g.
i) Permanent Way Inspector instructed to renew sleepers,
ii) Bridge Inspector instructed to carry out painting.
d) No bridge which is cracked or in which the masonry is shaken,
crushed, bulging, deteriorating or showing signs of movement or in which
the steel work is affected should be described as "sound".
e) Should it be impossible to make complete inspection of any
bridge owing to the presence of standing water, the fact should be recorded.
The inspection of foundations should be made no sooner water dries up or
conditions make it possible to do so and results recorded as supplementary
entries in the Bridge Inspection Register.

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Annexure 11/4
Para 1103.4
INDEX OF BRIDGES
Section _____________________ DN/UP _____________________
From Km _____________________ To Km ______________________

Page Bridge No. Page Bridge No.

No. No.
1 25
2 26
3 27
4 28
5 29
6 30
7 31
8 32
9 33
10 34
11 35
12 36
13 37
14 38
15 39
16 40
17 41
18 42
19 43
20 44
21 45
22 46
23 47
24 48 & so on...

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Annexure 11/6
Para 1103.4
CLASSIFICATION OF STRUCTURES

Classification of Structure Description

Earthernware pipe - -

Reinforced concrete pipe - -

Cast iron pipe - -

Clear opening with no girder of any kind

Rail opening -
between the abutments

Permanent Way carried on longitudinal

Timber top opening -
timbers

Timber top opening cross Permanent Way on cross sleepers on

sleeperd - longitudinal timbers

Slab top culvert - Stone slabs

Reinforced concrete slab with cushion of

RCC slab top culvert -
ballast

Prestressed concrete slab with cushion of

PSC slab top culvert -
ballast

RCC box culvert - Reinforced concrete box culvert

Reinforced concrete T-beam and slab

RCC T -beam bridge -
bridge

Arch bridge - Arch: open spandrel or spandrel filled

Steel Joists with or without flange plates

RSJ girder bridge - and with cross sleepers carrying the
permanent way

Single or duplicate girders with cross

Deck plate girder -
sleepers on top flanges

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Plate girders with track on cross girders

Half through plate girder
and stringers or steel troughing or closely
bridge -
spaced cross beam

Triangulated girders with Permanent Way

Deck triangulated girder -
carried on top

Triangulated girders with no over head

Half through triangulated bracing and with track carried on cross
girders or pony girder - girders and stringers between bottom
booms

Triangulated girders with overhead bracing

Through triangulated girder - track carried on floor system between
bottom booms

Composite girder bridge - Steel plate girders with RCC decking

PSC girder bridge - Prestressed concrete girder bridge

Girder road over bridge - Iron or steel girder bridge over the line

Arch road over bridge - Arch bridge over the line

Reinforced concrete/prestressed concrete

RCC/PSC road over bridge -
bridge over the line

Iron, steel or RCC foot over bridge over

Foot over bridge -
the line.

Note :- A bridge on the skew should have the word "skew" entered against
type of bridge and its span, square and skew should be given.

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Annexure 11/7
Para 1103.4
INSCRIPTION PLAQUES ON BRIDGES SHOWING
NATURE AND DEPTH OF FOUNDATIONS
On all bridges of 3 m (10ft.) span or over, particulars of the nature and
depth of foundations should be inscribed on a CC or stone slab fixed on each pier
and abutment.
1. The information to be recorded should be :
a) Nature of foundation e.g. wells, piles and open,
b) Nature of strata passed through and reached,
c) Depth from rail level to the bottom of foundations and top of foundations.
2. The following abbreviations should be used in the inscriptions:
WL Well foundation
ON Open foundation
SP Screw Pile foundation
TP Timber pile foundation
CP Concrete pile foundation
IC Iron cylinder
SC Steel cylinder
CN Concrete
CCN Cement Concrete
PSC Prestressed concrete
BF Bottom of foundation
TF Top of foundation
TA Top of apron
TI Top of invert
BD Bottom of drop wall
RL Rail level
RL-BF Depth from rail level to bottom of foundation
RL-TF Depth from rail level to top of foundation
S Sand
C Clay
G Gravel or shingle

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M Moorum
R Rock
BC Black cotton soil
K Kunker
A Alluvium
3. Other symbols may be used if required such as :
WW Wing Wall
US Up Stream
DS Down Stream
TP Top of Pitching
BP Bottom of Pitching
WN Wire Netting
CW Crib Work
4. For example a plaque inscribed thus and bui~ on top of pier:
WL
RL-BF 74
RL - TF 34
S 25
C 15
Will indicate that the pier is founded on a well, the bottom of which is at
74ft below rail level and top 34 ft below rail level and that 25 ft of sand and 15
ft of clay were passed through and the well rested on clay. If the inscriptions had
been made after the metric measurements came into force, the numbers on the
inscription will indicate the depths in metres and to distinguish from FPS units,
letter "m" should be added e.g. RL-BF 20m.
5. On bridges already built it may be impossible to give so much details, in
that case a simple inscription such as
RL - BF 69
R
will suffice
This will indicate that the foundation is on rock at a level of 69 ft below
rail level.
Note: Most of the existing bridges contain plaques with inscriptions in FPS
Units. On new bridges, plaque inscriptions in MKS Units should be adopted.

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Annexure 11/8
Para 1103.4
PROFORMA FOR MAJOR AND IMPORTANT BRIDGES
1. General :
Division ______________ Sub Division ___________________ Section _______________________
Br. NO _____________________________ Span details ____________________________________
Name of river ________________________ Class of structure _______________________________
Type of girder ________________________ strength of girder _______________________________
Rail level ___________________________ m High flood level _____________________________ m
Danger level _________________________ m
Bottom of girder/slab or crown of arch _________________________________________________ m
Abutment: Materials of construction
i) (with splayed wing walls)
ii) (with parallel wing walls)
Pier: Type
Strength of : Piers
Abutments
Wing walls
Depth of cushion __________________________ m below bottom of sleeper (for arch slab top and
pipe bridges only)
2. Previous history regarding high flood, scour, erosion, suspension
of traffic etc.
3. Record of afflux : ___________________ year _____________ Max.afflux ____________________
4 Foundation details ______________________________ Velocity of flow ______________________
Pier / Details of wells/ piles/open B.F. T.F. Bed Floor Thickness Safe
Abutment level level of fioor scour
limit
1 2 3 4 5 6 7 8

254
 ANNEXURES

5. Description of protection works (wherever provided)

UP stream Down stream

Description
Left Right Left Right Left Right Left Right
i) Length of guide
bund
ii) Crest level of
guide bund
iii) Crest width
iv) Width and depth
of apron
v) Thickness of
pitching
vi) Width and depth
of nose of guide
bunds
vii) a) Depth below
floor level and
distance from the
centre line of bridge
of curtain wall
b) Drop wall Deepest
known scour, year
and its location
6. In the case of bridges with railway affecting works, the following details
may be recorded:
i) Tank and its capacity and distance from bridge
ii) Dam/weir across river, its designed discharge and distance from bridge
iii) Details of marginal bunds
iv) Details of road/canal running parallel
7. Key plan of the bridge.

255
 ANNEXURES

Annexure 11/9
Para 1103.4
PROFORMA FOR INSPECTION OF MAJOR AND IMPORTANT BRIDGES
CONDITION OF THE BRIDGE AT THE TIME OF INSPECTION
Date of Foundation and Masonry Protective works and Bed
inspection flooring extent Condition, waterway scour, slips or Blocks
of scour and extent of settlements, sanctioned Cracks,
damage defect in reserve available and tendency
substructure whether wateway is clear to move
1 2 3 4 5

Girder Steel work in PSC/Concrete / Sleepers, Year of line &

Bearings & the case of steel/ Composite girder laying. condition level
expansion composite girder in superstructure and renewals
arrangement bridge structural Condition of girders required
condition and / beams, any cracks
stage of painting. or defects noticed,
condition of slabs /
decks
6 7 8 9 10

Track on bridge Drainage Track on

Bearing plates Guard rails Hook bolts arrangements approaches
& their seating on ballasted Approach slabs,
deck and arch ballast walls &
bridge rails, earth slopes,
etc.
11 12 13 14 15

Other items like trolley Action taken on Initial of inspecting Initilas of higher
refuges/foot paths, fire last year's notes official and URN officials with
fighting equipment etc. remarks
16 17 18 19

256
 ANNEXURES

Annexure 11/10
Para 1103.4
FOR MINOR BRIDGES
Details of the Bridge
Minor Bridges:

Division ___________ sub division __________ Section ____________

Bridge No __________ Span details, ______________ No. ________ m

Name of river if any ______________ Class of structure ____________

Type of girder / slab ___________ Strength of girder / slab __________

Rail level ___________________ m. HFL ___________________

m

Danger level _________________ m

Bottom of girder/slab ___________ m

Abutment ________________ Material of ________________ Strength

Construction

(With splayed wings) ________________________________________

(With parallel wings) ________________________________________

Depth of cushion _____________________ m below bottom of sleeper.

(Arch, slab top & pipe bridges only)

Foundation details (Reduced level)

Bottom of foundation _______________________ m

Floor or bed level __________________________ m

Thickness of floor __________________________ m

Bottom of drop wall/curtain wall ______________ m

Record of afflux, year and velocity ____________________

Deepest known scour (if any), year and location __________

Space for key plan of the bridge

257
 ANNEXURES

Annexure 11/11
Para 1101.2 & 1103.4
PROFORMA FOR INSPECTION OF MINOR BRIDGES

Date of Condition Action Initial of Initials of

inspection of bridge at taken on the inspecting higher officials
the time of previous officer with with remarks if
inspection year's notes remarks if any any
1 2 3 4 5

Annexure 11/12
Para 1107.5
PROCEDURE FOR RIVET TESTING

1. To test whether a rivet is loose, a left hand finger should be placed on

one side of the snap head of the rivet and on the other side smartly tapped with a
light hammer (110 gm testing hammer). If the rivet is loose, vibrations will be felt
by the left hand finger. The snap head should be tapped in two or three different
directions. Rivets are normally tested on their dolly side and the loose rivets shall
be marked with red paint immediately after the testing for easy identification.

2. Schedule for testing of rivets:

A rational system of sample testing of rivets as detailed below shall be

adopted. The rivets in any particular type of girder span will be divided into
"Categories" for purposes of "sample testing". The Bridge Inspector is required
to test 24 rivets only in each category in the first instance and only in those cases
where the result of this first test is not upto standard he is required to test another
24 rivets on the particular span due for test. The details of the categories for
various types of girders are shown in Para 3 below.

258
 ANNEXURES

3. Categorisation of joints for sample testing of rivets

a) Plate girders:

i) Plate girders under 12.2 m nominal length will not be included in the
rivet test programmes. No routine tests need be carried out on such spans but
Bridge Inspectors will during their detailed inspections of all steel work, satisfy
themselves that the few rivetted connections (particularly in bracings) are in
efficient order.

ii) Plate girder of 12.2 m and over nominal length will have samples of
their rivets taken in the categories detailed as follows:

Ref. No. Details of category Remarks

F.1 Revets connecting rail bearers 12 rivets from each end of such
over which fish joint occurs, to rail bearers to be tested.
cross girders.
F.2 Rivets connecting rail bearers ---------do-------- Rivets in end
where no fish joint occurs. rail bearers not to be included in
sample.
F.3 Revets connecting cross girder, 12 rivets from each end of such
near which fish joint occurs, to cross girder to be tested.
post.
F.4 ------do----------- --------do----------

where no fish joint occurs Rivets in end cross girders not to

be included in sample.
B.1 Rivets connecting member of 24 rivets taken at random from
vertical bracings to gussets. gussets near ends of span.
B.2 Rivets connecting member of 24 rivets taken at random from
horizontal bracings to gussets of gussets near ends of span.
main girders.
G.1 Rivets connecting flange angles 12 rivets from upper flange and
to web plate over bearings. 12 rivets from lower flange.
G.2 Rivets in web splice cover Any 24 rivets.
plates.
G.3 Rivets in fiange plate splice Any 24 rivets from upper flange
cover plates. only.

259
 ANNEXURES

b). Triangulated spans:

The various "categories' from each of which a sample of 24 rivets is to be
selected and tested are :
ReI. No Details of category Remarks
F.1 Rivets connecting rail bearers, 12 rivets from each end of such
over which fish joint occurs. rail bearers to be tested.
F.2 Rivets connecting rail bearers 12 rivets from each end of such
where no fish joint occurs. rail bearer to be tested. Rivets
in end rail bearers not to be
included in sample.
F.3 Rivets connecting cross girder, 12 rivets from each end of such
near which fish joint occurs, to cross girder to be tested.
post.
F.4 ------do------ Where no fish joint --------do------------ Rivets in end
occurs. cross girders not to be included
in sample.
B.1 Rivets connecting member of 24 rivets taken at ramdom from
vertical bracing to gussest of gussets near ends of span.
main girders.
C.1 Rivets in upper chord. 24 rivets to be taken from each
typical main splice.
C.2 Rivets in lower chord main 24 rivets to be taken from each
splice joints, etc. typical main splice.
P.1 Rivets for connecting post to 12 rivets from each end of post
chords - first post
P.2 --do-- second post ---do---
P.3 --do--- third post ---do--
P.4 Etc. Etc. middle post ---do---
D.1 Rivets connecting diagonal to 12 rivets from each end of
chord's first diagonal diagonal.
D.2 Rivets connecting diagonal to 12 rivets from each end of
chords-second diagonal diagonal.
D.3 --do-- third diagonal ---do--
D.4 Etc. Etc. middle diagonal ---do--

260
 ANNEXURES

4. Instructions for sampling:

a) It must be emphasised that the "samples" need not necessarily be in
one group of rivets; if, for instance, there are only seven rivets in the rail bearer
end connection then the sample of 12 must be made by including 5 rivets in the
corresponding end of another rail bearer. Indeed, it would be permissible to test
one rivet in the end of every rail bearer in the span (except the end rail bearers) if
the span contained as many as 16 rail bearers (i.e. 8 panels). But such a procedure
would not normally be adopted because it would demand so much staging.
b) The same remarks apply to cross girder end connections and the ends of
web members, even when the total number of rivets in the particular joint is far
in excess of the number required for the "sample". There is no objection to the
sample being made up of any four rivets in the outer gusset and eight in the inner
gusset.
c) All the rivets taken as a sample by the Bridge Inspector in any category
must be painted with a white mark on the head. Those found loose and very
loose should have in addition a white ring round them for easy identification/
verification.
5. Rivet Test Register:
Result of sample test will be recorded in the Bridge Inspector's Rivet Test
Register as per proforma at Annexure 11/13.

Annexure 11/13
Para 1102.2
SAMPLE RIVET TEST REGISTER
Bridge No. ________________ Span No. _______________ at km ________
Girder type & No ____________________ Nominal length ______________
Date of test ________________________

Rivet category Tight rivets and Loose rivets Signature of BRI

slightly loose and very loose
rivets rivets

Note: 1. For details of rivet categories refer to the note printed in the
Annexure 11/12.
2. Loose rivet diagram to be given for identification of joints.

261
ANNEXURES

262
 ANNEXURES

Annexure 11/15
Para 1109
TOOLS AND EQUIPMENT FOR INSPECTION OF BRIDGE
Sl. No. Tool/Equipment Purpose Required For*
1 2 3 4
1. Rivet testing For testing looseness of rivets A, B, C,
hammer (110g) D, E
2. Inspection cum For checking hollow pocket/ A,B,C
chipping hammer honeycomb In masonry and
concrete stnucture including PSC
by tapping and for examining the
extent of corrosion, adherence
of paint on girders, and for
removing loose scales
3. Elcometer (coating For measuring thickness of paint, A or B
thickness gauge) metalised coating, etc.
4. Pocket steel tape For measuring gap between A,B,C
(3m) girders or between girder and
abutment, dimension of steel
members, size of cracks, etc.
5. Straight edge (1 m) For checking deformation / A,B,C
distortion/buckling of steel
components, bulge of masonry
structure, etc.
6. Metallic tape (30m) For taking measurements such A,B,C,
as clear span, overall length of D, E
girders, etc.
7. Log line with 20 kg. For measuring scour depth, B
lead ball lifting/lowering of tools and (as
tackles for examination purpose, required)
etc.
8. Probing rod For checking firmness of ground B
and scour measurements

263
 ANNEXURES

9. Calliper (inside) For measuring the thickness of A,B,C

steel sections, dia. of solid/
10. Calliper (outside) hollow pipes, dia. of rivets/ A,B,C
bolts/holes etc.
11. Set of feeler gauges For measuring the width of fine A,B,C
(0.1 to 5mm) cracks and cavity between parts
or adjacent components
12. Mirror (10 x 15 cm) For inspecting parts in any A,B,C
awkward location by reflection
method and to lit objects in dark
location by directing Sun rays to
facilitate inspection
13. Torch light (5 cell) Used alongwith mirror for A,B,C
identification of fine cracks in
dark location; for safe passage
through tunnels and other dark
areas, etc.
14. Magnifying glass For identifying very fine cracks A,B,C
(100 mm dia.) in memberslwelds which may
not be visible with naked eyes
15. Piano wire with For measuring camber in PSC A
Clamps and 2 Nos. girders, etc.
10 kg. weight
16. Plumb bob For checking verticality of girder A,B,C
member/pier/ abutment/trestles,
etc.
17. Chisel For removing unwanted hard A
deposits like concrete, etc. for
inspection/maintenance purposes
18. Steel scrapper For scrapping rust/dirt/ paint for A
inspection, for pretreatment to
dye penetration tests of welds,
etc.
19. Thermometer For recording temperature at the A
time of measuring camber, for
the purpose of setting of bearings
at the desired position.

264
 ANNEXURES

20. Spirit level For checking gauge and cross A

level of track on bridges or at
bridge approaches, for proper
setting of girders on bearinqs etc.
21. Binoculars For inspection of bridge D
components which are at
inaccessible location , tall piers,
arches in viaducts, etc. prior to
closer examination.
22. Current meter For measuring velocity of water D,E
23. Echo sounder For measuring depth of water, E
for assessment of scour
24. Schmidt's concrete For assessing the strength of D, E
testing hammer concrete structure by NDT
method
25. Concrete cover For assessing the cover available E
meter to reinforcement in existing RCC
structures by NOT method
26. Dial gauge For measurement of defiections E
in case like load testing of arch /
steel / PSC bridges etc.
27. Dye penetration kit E
28. Magnetic crack
For inspection of welded bridges
detector
29. Welding gauges
30. Helmet For safety of the inspecting A
31. Safety belt officials

32. Fibre glass boat ** To facilitate access to bridge B

stnucture located in water, etc.
*The following notations have been adopted regarding supply of
gadget / equipments :
A- BRI B-PWI C-AEN
D - Divisional Hd. Qrs. E - Zonal railway Hd. Qrs.

** Only for officials who have bridges with large waterways requiring
the use of boats to be decided by CBE.

265
 ANNEXURES

Annexure- 12/1
Para 1215
FORM OF AGREEMENT FOR HIRE OF PLANT

AN AGREEMENT made this _________ day of ____________ 199.

BETWEEN the President of India acting through the Chief Engineer
________ Railway (hereinafter called the "Railway") which expression
shall include his successors and assigns unless the context requires a
different construction) of the one part and whose permanent registered
postal address is ___________________________________________
_________________________________________________________
(hereinafter referred as the "Hirer" which expression shall include his heirs,
legal representative and assigns unless the context requires a different
construction) of the other part.
Whereas at the request of the Hirer the Railway has agreed to the hire
of plant specified in Appendix 'A' hereto subject to the terms and conditions
hereinafter mentioned, it is hereby mutually agreed by and between the
parties hereto as follow:
1. Delivery of the plant shall be at the plant Depot _____________
and the Hirer shall remove and return the plant from and to the same point
at his own cost.
2. When the plant or the material is carried by rail, the carriage
charges shall be at public tariff rate.
3. The Hirer shall pay hire charges calculated at the rate mentioned in
Appendix -A- hereto. The hirer shall be charged from the date of delivery
of the plant in the plant Depot _________________ to the date of its return
to the same point both dates to be included in the period of hire and the
period being calculated in days, part of a day being reckoned as one day.
4. The Hirer shall pay in addition to the hire charges, actual costs
(which shall include book rate or the current market rate which ever is
higher plus 7% or such other percentage as may be prescribed by the

266
 ANNEXURES

Railway towards freight and incidental charges on the value of stores

utilised for packing) plus 12-1/2% supervision charges of all packing,
handling, loading, unloading or other direct charges incurred by the Railway
in dispatching or receiving back the plant and materials.
5. a) The estimated charges towards the hiring of the plant and material
shall, at the discretion of the Railway. Be paid by the Hirer, if he is not a
Railway or Government Department in advance to the Financial Adviser
and Chief Accounts Officer ______________ Railways ______________
and on return to the plant and materials to the plant Depot, the amount of
hire charges deposited in excess if any, by the Hirer will be refunded to him
and excess of hire charges, if any, due from the Hirer shall also forthwith
be paid by him on demand.
b) I n the case of Hirer other than a Railway Department, the Railway
may, at its discretion, demand the deposit of the entire cost of the plant
hired in addition to the hire charges referred to above.
c) In the case of other Government Departments, the hire charges
for a plant and materials as well as well as other charges shall be adjusted
through the adjusting accounts.
6. I n the event of the Hirer requiring the use of the plant for a further
period than previously agreed to and paid for by him, the Hirer shall obtain
the prior approval of the Railway thereto and shall pay the hire charges due
for such extended period, in advance to the Financial Adviser and Chief
Accounts Officer, _________________ Railway ____________
7. The Hirer shall satisfy himself when taking over the plant that it is
in satisfactory working order. He shall be liable to replace at his own cost
wearing parts such as washers, packings, pump buckets and gaugeglasses
which may require replacement during the period of hire. Appendix 'B'
shows particulars of such wearing parts of the plant hired out. Spare parts
for such replacements shall be obtained only from the Railway which will
supply them ex. the plant Depot ____________ at book rates or market rates
(Current purchase rate) which ever is higher plus freight and supervision
charges at rates prescribed by the Railway. If such spare parts are required
to be sent by the Railway, they will be booked to the Railway station nearest

267
 ANNEXURES

the point where the plant is stationed, at public tariff rates, to be borne by
the Hirer. The Railway may at its discretion permit the purchase of the
spare wearable parts from outside sources provided it is satisfied that the
parts correct to specification only will be used.
8. I n the case of breakage or loss of any part of accessory other
than the parts liable to wear out referred to in the Appendix'S', the cost
of replacement shall be shared between the Railway and the Hirer in
accordance with the rules in this respect in force on the Railway from time
to time. The share to be borne by Railway as determined in accordance
with the rules in force on the Railway shall be final and conclusive.
9. In the event of the loss of the entire plant, the cost shall be divided
between the Hirer and Railway on the basis laid down in rules in force on
the Railway from time to time. The cost that may be determined by the
Railway shall be final and the Hirer shall pay his share of the cost to the
Railway.
10. The Hirer shall not make over, under-let or otherwise transfer or
part with, the whole or any part of the plant and materials taken on hire
without the consent in writing of the Railway which shall have absolute
discretion to grant refuse such consent and at any time revoke such
consent, if given. Such consent shall not relieve the Hirer of any of the
responsibilities or obligations under this agreement.
11. During the period the plant is on hire with the Hirer, the Hirer
shall be responsible to ensure that any inspection certificate or license
required under any Government Act for the time being in force is obtained
in due time. The Hirer shall also be responsible for seeing that all required
precautions are observed in using the plant and for any accident which may
occur from the use of the plant.
12. The Railway shall be given all reasonable access to the plant and
such facilities as may be necessary to satisfy itself that the plant is being so
used as to avoid any unnecessary wear or loss or under risk.
13. The Railway reserves to itself the right to recall the plant without
assigning any reasons by giving two week's notice to the Hirer or at any
time without notice in the event of its being required by the Railway for

268
 ANNEXURES

an unforeseen emergency. In either case the Railway shall not be liable to

pay any compensation to the Hirer for the loss that may be caused by the
withdrawal of the plant.
14. The Hirer shall make his own arrangements for the supply of
consumable stores required for working the plant.
15. The Railway may, if it desires on request by the Hirer provide
the staff for working the plant hired and the Hirer shall pay the salaries
and allowances payable to the staff employed in working the plant together
with such other charges as provident fund, bonus leviable in accordance
with the rules of the Railway.
16. ln the event of the Railway unable to provide the staff required
for working the plant hired, the Hirer shall make his own arrangements for
working the plant and the Hirer shall obtain from the Railway a certificate
of competency for the staff employed by him in working the plant hired.
17. The Hirer shall observe and act upon the provisions of the
Workmen's Compensation Act, Payment of Wages Act, the Factories Act
and other acts of the Legislature that may be applicable to the working of
the hired plant. He shall be liable to pay all such sum or sums that may
become payable as compensations, penalty, fine or otherwise under the
provision s of the various Acts referred to above and shall indemnify the
Railway from and against all payments by way of compensation, penalty,
fine or otherwise, which the Railway may be called upon to make, under
the provisions of the said Acts to or on behalf of any workmen, by an
authority empowered to levy the penalty or fine as aforesaid and any costs
incurred by the Railway in connection with any claim or proceeding under
the said Acts or in respect of any loss, injury or damages whatsoever to
any third person arising out of or occasioned by the negligent, imperfect
or improper performance of this Agreement by the Hirer, his workmen
servants or agents.
18. On return of the plant, it shall be opened out and examined in the
plant Depot ________________ by the Railway and a statement prepared of
any repairs or replacements other than those due to fair wear and tear which
are considered necessary and the cost of such repairs and replacements

269
 ANNEXURES

shall be estimated and shown thereon. A copy of this statement shall be

sent to the Hirer who will be given reasonable opportunity to check the
correctness of this statement by the examination of the plant. Such repairs
and replacements as are agreed to be necessary over and above the fair wear
and tear shall be shared between the Hirer and the Railway on the same
basis as for breakage or loss mentioned in Clauses 8 and 9 here of. The
Hirer shall in addition to the above also bear the charges towards cleaning,
general overhaul and minor repairs found necessary due to fair wear and
tear to the plant hired. The cost that may be determined by the Railway
shall be final and the Hirer shall pay his share of the cost to the Railway.
19. Except as otherwise provided herein any arrangement or
agreement, oral or written, abandoning, varying or supplementing this
contract or any of the terms hereof shall be of no effect and shall not be
valid or binding or enforeable on the Railway unless and until the same is
endorsed on this contract or incorporated in a formal agreement in writing
and signed by the parties hereto.
20. All disputes, questions, matters and things arising out of or
in respect of the Agreement ( the decision whereof is not herein before
mentioned) shall be decided by the General Manager of the _________
Railway in his sole and absolute discretion and his decision shall be final.
As witness the signature of the parties hereto, the day and year first
above written.
Signed by ___________
for and on behalf of the
President of India,  Chief Engineer _______ Railway
in the presence of _____

Witness:
Signed by ___________
(in the presence of)

Witness ___________________ Hirer _____________________

270
 ANNEXURES

APPENDIX 'A'
TO AGREEMENT FORM
(Para 1215)
Schedule of hire charges to accompany Agreement
No _____________________________
Dated ___________________________
Sr. Description of Unit Quantity Rate of hire per Remarks
No. Material month/day
In figures in words
Rs. Paise

____________________ ____________________
Hirer Chief Engineer
Appendix 'B'
TO AGREEMENT FORM
(Para 1215)
List of wearable parts to Accompany Agreement No _____________
dated ______________________________________________________
Sr. No Description of Materials Unit Quantity Remarks
1 2 3 4 5

____________________ ____________________
Hirer Chief Engineer

271
 ANNEXURES

Annexure 14/1
Para 1401
List of Books of Reference
Item Publication Offices which should be equipped with a copy of the
No. publication
For the Dy. Chief Divisional Asstt. Bridge
personal use of Engineer Engineer's Engineers Inspector's
such Officers /Bridges Office Office Office
and Inspectors Hd.Ors.
as may be Office
prescribed
by the Chief
Engineer
1 2 3 4 5 6 7
1 Act Indian - 1 1 - -
Boilers and
Manual
of Boiler
Inspection as
issued
2 Act Indian - 1 1 - -
Electricity
and rules
issued
and State
Government
Publications.
3 Act Indian - 1 1 - -
Explosive
and State
Government
Publications
4 Act Indian - 1 1 - -
Factories
and State
Government
Publication

272
 ANNEXURES

1 2 3 4 5 6 7
5 Act Indians - - 1 1 -
Mines
and State
Government
Publication
6 Act Indian - 1 1 1 -
Petroleum
and State
Government
Publication
and
Petroleum
rules
7 Act, Indian - 1 1 1 -
Railway
8 Act, Land - 1 1 1 -
Acquisition
and State
Govt.
Publications
9. Act, - 1 1 1 1
Payment of
Wages with
Notifications
as issued
10 Act, - 1 1 1 1
Workmen's
Compensation
11 Alphabetical - 1 1 1 1
list of
Railway
Stations
12 Code Indian - 1 1 1 1
Railway for
the Engg.
department
13 Code, lndian - 1 1 - -
Railway for
the Stores
Department

273
 ANNEXURES

1 2 3 4 5 6 7
14 Code, Indian - 1 1 - -
Railway for
the Mechanical
Department
15 Code, Indian - 1 1 - -
Railway for
the Accounts
Department
16 Code, lndian - 1 1 1 1
Railway
Establishment
17 Code Indian - 1 1 1 -
Railway
General
18 Indian - 1 1 1 1
Railway
Establishment
Manual
19 Indian 1 1 1 1 1
Railway
Permanent
Way Manual
20 Indian Railway 1 1 1 1 1
works Manual
21 Indian 1 1 1 1 1
Railway
Bridge
Manual
22 Manual, - 1 1 - -
Signaling and
Interlocking
23 Manual, 1 1 1 1 1
Accidents
or circulars
Pertaining to
accident.
24 Price lists - 1 1 1 1
of Stores
or Stores
Nomenclature
and circulars as
applicable

274
 ANNEXURES

1 2 3 4 5 6 7
25 Red Tariff - 1 1 1 -
No. 16, Indian
Railway
Conference
Association
26 Regulations, - 1 1 1 1
Hours of
Employment
with
notifications as
issued
27 Rules, General 1 1 1 1 1
and subsidiary
parts I & II
28 Rules reg. - 1 1 1 1
Leave, Passes
& PTOs
29 "Safety First" 1 1 1 1 1
rules
30 Schedule of 1 1 1 1 1
Dimensions
31 Schedule of - - 1 1 -
Powers of
Divisional &
Asst. Engineers.
32 Special Orders 1 1 1 1 1
on matters
of general
importance
concerning the
staff as issued.
33 Standing - - 1 1 -
orders
Operating
Department
34 Telegraph - 1 1 1 1
Code
35 Works - 1 1 1 1
Hand book
of general
Conditions of
Contract and
Specifications
for Materials
and Works

275
 ANNEXURES

1 2 3 4 5 6 7
36 Working of - 1 1 1 1
Cranes and
Hoists, as
issued.
37 Chief - 1 1 1 1
Engineer's
Circulars on
Bridges.
38 River - 1 1 - -
Training and
Protection
Work for
Railway
Bridges-
Monograms
by IRICEN
Pune.
39 Monsoon - 1 1 1 1
Instructions
issued by the
Railway.
40 IRS Code of - 1 1 1 -
Practice for
the Design of
substructures
and
foundations
of bridges.
41 Code of - 1 1 - -
practice for
design and
construction,
of Pile
foundation (4
parts) IS:2911
42 Gauging - 1 1 - -
Manual
issued by
RDSO

276
 ANNEXURES

1 2 3 4 5 6 7
43 IRS Code of - 1 1 1 -
practice for
fabrication
and erection
of steel work
for Microwave
towers (self
Supporting
type)
44 Manual of - 1 1 1 1
Inspection and
Maintenance
of Concrete
Bridges issued
by RDSO
(1990).
45 Arch Bridge - 1 1 - -
code 1982
46 Report of - - 1 1 -
the sub
committee on
the rebuilding
of Railway
Bridges-
RDSO
47 Bridge - 1 1 1 1
Inspection and
maintenance
by IRICEN/
Pune.
48 Report of the - 1 1 1 -
committee
on Numerical
Ratings of
Bridges
49 Guidelines - 1 - - 1
on fabrication
of welded
Bridge Girders
(Report
No. c-277),
March'94
issued by
RDSO.

277
 ANNEXURES

1 2 3 4 5 6 7
50 Study made - 1 1 1 1
to reduce
frequency of
painting of
Railway steel
bridge girders /
structures
51 Quality - 1 1 1 1
Assurance
Programme
for prestressed
concrete
construction
issued by
RDSO (1991)
52 Guidelines for - 1 1 1 1
Inspection,
Maintenance
and
Rehabilitation
of long Span
prestressed
concrete
bridges issued
by RDSO (July
1993)
53 Maintenance - 1 1 1 1
and
Rehabilitation
of masonry
bridges issued
by RDSO
(August 93)
54 Guidelines for - 1 1 1 1
inspection and
maintenance of
Welded Bridge
girders issued
by RDSO
(December 90)

278