IRBM DFCC BRIDGE MANUAL REMARKS

CHAPTER - II

MAINTENANCE OF BRIDGES
PART A - GENERAL
201. Responsibility of the Engineering officials
1. Permanent Way I Works Inspector:
Different Railways follow different practices in regard to the responsibility of upkeep and maintenance of bridges
including road underIover 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 DivisionalISenior 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) I 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 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 11I7.
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 2I1.
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.
PART B
MAINTENANCE OF FOUNDATIONS, PROTECTIVE WORKS AND WATERWAYS
204. Maintenance of foundations
1. Shallow foundations
a) A bridge foundation having less then 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 andIor 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.
Details including the maintenance practices to be followed for maintaining these works are given in chapter VIII.
1. Pitching :
a) To prevent erosion, stone pitching may be provided on the approach banks, marginal bunds, and at closure bunds.
Disturbed pitching should be reset properly by making up the slopes
a) Guide bunds b) Marginal bunds c) Spurs/ Groynes if necessary.
d) Aprons e) Closure bunds f) Assisted Cut offs Slope pitching are rested on toe wall with proper foundation.
g) Approach banks Damaged toe wall can lead to slipping of pitching, and therefore, it
should be rebuilt with a proper foundation (Annexure 2I3).
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 buildup of hydrostatic pressure caused by choked weep holes
or excessive loading (static I 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 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 backfill 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 I concrete :
Cracks may occur due to loss of strength of masonry I 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 2I4). These cracks are to be grouted with cement I 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 2I5)
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 I zigzag direction in
stone masonry arches. These 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 Raking out the mortar and the joints. 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 Providing the minimum cushion over arch. 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 i) Large i) Cement I epoxy

crack in the difference in grouting and
barrel along stiffness monitoring.
the inner between ii) Improving
face of the deep drainage of fill
spandrel wall spandrel wall by clearing
which do not and barrel. weep
widen with ii) Excessive holes/providing
time. back new weep
(Annexure pressure on holes; providing
2I4) spandrel due granular back fill.
b) Cracks i) Excessive i) Same as a (ii)
mentioned in back ii) Reducing over
(a) which pressure on burden.
widen with spandrel due iii)Grouting the
time to drainage. cracks with
ii) Excessive cement/ epoxy
surcharge mortar after
load. carrying out
above measures
singly or in
combination as
required.
 c) Sliding of i)Excessive i) Same as a (ii)
spandrel wall back pressure ii) Same as b (ii)
over arch on spandrel iii) Tying the
barrel; bulging wall due to spandrel walls
or tilting of poor drainage. with tie bars and
spandrel wall. ii) Excessive rails
surcharge load iv) Same as b (iii)
iii) Spandrel wall
not monolithic
with arch.

d) i) Cracks on i)Rib i) Same as a (ii)

the face of shortening. ii) Same as b (ii)
the bridge at ii) Distortion iii)Same as b (iii)
the junction of arch ring.
of spandrel iii) Excessive
and arch back i)Same as "d'
ring. pressure. above.
(Annexure i) Rib ii)Strengthening of
2I5). shortening arch.
ii) If the
ii) Distortion of
above arch ring.
cracks open iii) Excessive
under traffic. back
pressure.
e) Cracks in Sinking of Remedial
spandrel wall pier measures for
above pier arresting
(Annexure sinking of
2I5) foundation and
grouting
cracks there
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 regarding 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.
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 2I6.
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 same equipment a day before grouting as per following
sequence; so as to saturate the masonry.
All holes (Annexure 2I7) 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 I agitated under pressure throughout the grouting. The grouting is carried out till refusal and I 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 requires 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 kgIcm2. 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 cumImin. and pressure of 10 kgIcm2.
iv) Polythene or metal pipe pieces 6-9mm dia.
v) PolytheneIplastic containers for mixing the epoxy formulation.
vi) A portable generator.
e) Procedure for epoxy grouting (Annexure 2I8)
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.

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.

v) 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.

vi) Low viscosity resins may be adopted for thin cracks.

vii) 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 2I9)
i) Guniting machine complying requirements given in IS : 6433.
ii) Air Compressor with a capacity of 10 cumIper minute and which can develop a pressure of upto 7 kgIcm2.
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 airIwater 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 guniteIshotcrete 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%.
i) Uniform air pressure is maintained at the nozzle outlet. For lengths of hose upto 30m, the air pressure is 3kgIcm2 or
more. For longer lengths the pressure is increased by 0.35kgIcm2 for each additional 15m of hose and by 0.35kgIcm2 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 I 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.
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 chambers 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 mainly be 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 ew 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 tthe bridges. Residual
fatigue life assessment of old steel girder
bridges, designed with old codal provisions,
shall be made in a phased anner as per
Annexure 2/17.
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.
Restrictions of loading & speed or both shall
be imposed, if the residual fatigue life is
found inadequate. On such bridges,
213. Cracks in steel works
instrumentation may be carried out for
1. Whenever a crack is detected in the steel work, its cause should be established and further propagation, if any,
continuous monitoring of the critical
monitored. As a first remedial step, a small hole of 7mm diameter should be drilled at the extremities of the crack to prevent its
members to detect imminent fatigue cracks,
further propagation.
initiating from the rivet holes & hidden under
the rivet heads.
 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 repairedIreplaced.
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 flangeIweb 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 riveting. In exceptional cases and at
locations where pneumatic tools cannot be employed, hand riveting may be resorted to.
2. The following points should be kept in mind while carrying out the riveting work.
In pneumatic riveting, 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.
a) The rivet shank should be about 1.5mm less than the diameter of the drilled hole.
b) 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
there of 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
c) While riveting 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%.
d) 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.
e)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.
f) At locations where replacing rivets is difficult, turned bolts of appropriate diameter and length may be used.
g) 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 kgIcm2 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 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 1I12 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 (i) 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
(CS 27 dtd. 03.01.2014)
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: 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 10 sqm
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)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.

ACS 12 dtd.
18.12.2007)

OR
Two coats of zinc chromate red oxide primer to IRS - P-31.
((ACS 12 dtd. 18.12.2007)

ii) Finishing coat :

Twwo ccoover ccooaattss ooff

ppaaiinntt ttoo llSS::1133660077
wwiith colourIshade to be specified by
Zonal Railway or any other approved
paint applied over the primer coats.

Note: (i) The colourIshade of

finishing
generally coat should
matching be Smoke
with the
ISC
Grey692 mentioned No.
colourIshade in lS:5-2004.
Note: (i) The colourIshade of finishing coat should be
generally matching with the Smoke Grey colourIshade No.
SC 692 mentioned in 2004.
lS:5
can be changed by CBE
(ii))TThhee
as percolourIshade can be
changed by CBE
b) as
In per the where
areas local reqirements.
corrosion is(ACS
2G dtd.
SEVERE 23.08.2013)
 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. (ACS 12 dtd.
18.12.2007)

OR
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 colourIshade to
be specified by Zonal Railway or paint
aluminium to lS:2339 depending on the
severity of corrosion.
Note: (i) The colourIshade of finishing coat
should be generally matching with the Smoke
Grey colourIshade No. ISC 692 mentioned in
3. Conditions for obtaining good
lS:5-2004.
painting :
(ii) The colourIshade can be changed by CBE
asa)per Painting
the should be done in dry
and reqirements.
local reasonably (ACS
warm 2G
conditions. The
dtd. 28.08.2013)
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.
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 vide (ACS 2G dtd. 28.08.2013)

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
for1st coat. (ACS 2G dtd. 28.08.2013)

e) Paints should be used within the

dateprescribed shelf life The
of manufacture. from quantity
the of
paintitprocured
that is fullyshould
utilisedbe such
before the
period
shelf lifeprescribed
of variousfor its use.
paints usedThe
in
the Railways are as follows:
i) Paint Ready mixed Zinc Chrome Primer (IS : 104):
1Year
ii) Paint to IS:13607 with colourIshade to be
specified by Zonal
Railway: 1 year
iii) Paint
aluminium:
When paste and oil are not mixed: l
year
When paste and oil are mixed: 4
months
iv) Oil linseed boiled: 2
years
v) Paint ready mixed Red Oxide Zinc
Chrome (lS:2074): 1 year
vi) Red Oxide Zinc Chromate Primer (IRS-
08.2013)

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
0
45 to the surface and paint applied
with several light vertical I 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 I lateral
strokes to achieve uniform and even
surface.
j) Rags, waste cotton, cloth or
similar articles should not be used
for applying paint.
k) 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.
l) Each coat of paint shall be left to dry till it
sufficiently hardens
before the subsequent coat is applied.
(ACS 2G dtd. 28.08.2013)
m) 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. n)
The maximum time lag between
successive operations as indicated
below shall not be exceeded.

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 painting - 48 hours
iii) Between the primer coat and
the Ist finishing coat -7 days
iv) Between the Ist 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
gritIsand 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 :
Air Pressures : Not less then 2.109 kg per
[Link].

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
[Link]. 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
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 oilIgrease from
the metal surface by using
petroleum hydrocarbon solvent to
IS : 1745.
b) Prepare the surface by sand
or grit blasting to Sa 2% to IS :
9954 i.e. near white metallic
surface.
ii) Painting :
a) Primer coat :
b) Apply by brush I airless spray
two coats of epoxy zinc
phosphate primer to RDSO
specification No. M & C IPCN-
102I86 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
brushIairless spray-one coat of
epoxy micaceous iron oxide to
RDSO specification No. M & C
IPCN- 103I86 to 100 microns
minimum DFT and allow it to
hard dry.
c) Finishing coat :
Apply by brushIairless spray
two coats of polyurethane
aluminium finishing to RDSO
Specification No. M & C IPCN-
110I88 for coastal locations or
polyurethane red oxide (red
oxide to ISC 446 as per IS : 5)
to RDSO Specification No.
M&CIPCN-109I88 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.
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
andIor 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
217, 218 and 219.

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
prestressingI 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 I defects noticed during

inspection should be attended to
promptly.

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
MAINTENANCE 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 2I10)
b) Rocker and Roller bearing (Annexure
2I11), 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 2I12)
permitting rotation and translation
d) P.T.F.E. Bearings (Annexure 2I12)
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 and should also be greased. While
lifting fixed ends, 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 obtaining
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. (ACS 32 dated 12.03.2015)
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 noted, 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
but 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. (ACS 33 dtd .21.03.201G)
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.
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 in-
charge 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 in-charge 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 sanctionfor 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.
(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 'El' is from Crown level
to the top of Abutment / Pier as
shown in Fig. I (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. l(b). ( Fig l(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 'Al'. 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 Al, A2,A3 & A4,
follow the sequence Section -A5,
A6, A7, A8, and then A9, A10, All &
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 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, equipment 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 from dismantling area.
(h) Dismantling would be done
under rail and road traffic
diversions/ blocks. (ACS 18
dtd. 17.12.2008)
225. Tractive Effort Limitation:
(ACS 34 dtd. 01.10.2016)

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.
(ACS 43 dtd. 23.07.2024)