Indian Roads Congress

Special Publication 35

GUIDELINES FOR
INSPECTION AND
MAINTENANCE OF
BRIDGES

NEW DELHI 1990

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 Indian Roads Congress
Special Publication 35

GUIDELINES FOR
INSPECTION AND
MAINTENANCE OF
BRIDGES

P ublished by:
The Indian Roads Congress

Copies can be hadfrom the

Secretary Indian Roads Congress
Jamnagar House Shahjahan Road.
New Delhi - 110011

NEW DELHI 1990 Price Rs 72/-

(Plus packing &
postage charges)
<<
 Published in September 1990
Reprinted : February, 2000

(The Rights of Publication and Translation are reserved)

Printed at DEE KAY PRINTERS, New Delhi-110015

(500 copies)
<<
 MEMBERS OF THE BRIDGES SPECIFICATIONS
AND STANDARDS COMMITFEE
I. Ninan Koshi Addi. Director General (Bridges), Ministry of Sur-
(Convenor) face Transport (Roads Wing)
2. M.K. Mukherjee Chief Engineer (Bridges). Ministry of Surface
(Member-Secretary) Transport (Roads Wing)
3. SR. Aggarwal Director, Research Designs & Standards Organisa-
tion, Lucknow
4. C.R. Alimchandani Chairman & Managing Director, Stup (India) Ltd..
Bombay
5. Dr. AS. Arya Head, Deptt. of Earthquake Engg~.University o1~
Roorkee, Roorkee
6. L.S. Bassi Addi. Director General (Bridges) (Retd.). Flat No.
42. NGH Society, New Dtlhi
7. M.K. Bhagwagar Consulting Engineer. Engg. Consultants Pvt Ltd..
New Delhi
~. P C. Bhasin Adviser (Technical) Hooghly River Bridge Com-
missioners. Calcutta
9 AG. Borkar Chief. Transport & Communications Division.
BMRDA. Bombay
0 S.P. Chakraharti Chief Engineer (Bridges). Ministry of Surface
Transport (Roads Wing)
Ii. S.S. Chakrahorty Managing Director. Consulting Engg. Services
(India). New Delhi
L Dr. P. Ray Chaudhuri 148. Sidhartha Enclave, New Delhi
I~ ~.N Choudhury Chief Engineer (Retd.). 4. Assam Govt. Press Road.
Guwahati (Assam)
4 N.N.Chatterjee Chief Engineer (Roads)~PWD(Roads). Directorate,
West Bengal
IS. Hi. Dave Chief Engineer (RRP) and Joint Secretary. Gujarat
R&B Deptt. Gandhinagar.
6. l)harm Vir Engineer-in-Chief. UP, PWD, L.ucknow
I. l)harm Pal Engineer-in-Chief. HP. PWD. Shimla
IS Achyut Ghosh Director. Metal Engg. Treatment Co. Pvt. Ltd..
Calcutta
19. P.S. Gokhale Anant Patel Road, Bombay
20. D.T. Grover Chief Engineer (Retd). D-l037, New Friends
Colony. New Delhi
~l. P. Kanakaratnam Chief Engineer (H&RW). Tamil Nadu
22. V. Krishnamurthy Chief Engineer. PWD NH. Karnataka
3. AK. Lal Engineer-in-Chief-cum-Spl.-Secy.. PWD. Road
Constn. Deptt., Patna
4 C.B. Mathur Chief Engineer & AddI. Secy.. Rajasthan PWD
B&R Jaipur
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 25. N.Y. Merani Principal Secretary to the Govt. of Maharashtra
PWD.. Bombay
26. Dr. AK Mullick Director, National Council for Cement& Building
Materials. New Delhi
27. P.V. Naik Chief Technical Consultant, Gilcon Project Ser-
vices Ltd.. Bombay
28. G. Raman Director (Civil Engineering). Bureau of Indian
Standards
29. Dr. TN. Subba Rao Managing Director. Gammon India Ltd.. Bombay
30. Dr. G.P. Saha Chief Engineer Hindustan Constn. Co. Ltd..
Bombay
3!. MV. Sastry Chief Engineer (Bridges). Ministry of Surface
Transport (Roads Wing)
32. S. Seetharaman Chief Engineer(Bridges) (Retd.), H-Block. Flat No.
33A. DDA Self Financing Scheme, Saket, New
Delhi-llOt~l7
33. R.P. Sikka AddI.DirectorGeneral(Roads).MinistsyofSurface
Transport (Roads Wing)
34. iS. Sodhi Chief Engineer (Retd.). 546/Sector- 16, Chandigarh
35. K.B. Sarkar Chief Engineer (Bridges). Ministry of Surface
Transport (Roads Wing)
~h. By. Subramanyam Chief Engineer (Design) C.P.W.D., Central
Design Organisation
37. NC. Saxena Managing Director. UP. State Bridge Constn. Cor-
poration Ltd., Lucknow
38. Dr. MG. Tamhankar Deputy Director. Structural Engg. Research Centre,
Ghaziabad (UP)
39. Mahesh Tandon Managing Director. Tandon Consultants Pvt Ltd..
New Delhi
4~i, The Director Highways Research Station. Guindy. Madras-25.
4!. The President Indian Roads Congress (V.P. Kamdar). Secretary to
the Govt. of Gujarat, P.W.D. - Er-officio

42. The Director General (Road Development) & AddI. Secretary to the Govt
of India (K.K. Sam) Ex-officio

43. The Secretary Indian Roads Congress (D.P. Gup4a). - Er-officio

Corresponding Members
44 Dr. K. Rajagopalan Indian Institute of Technology, P.O.: lIT. Madras-
600036.
45. Dr. V K. Raina United Nations Expert in Civil Engg. (B&S). C/o
U.N.D.P. PB. No. 558. Riyadh-1l42l (Saudi
Arabia)

<<
 CONTENTS

Page

1. Introduction 1
2. Bridge Management System 4
3. Inspection of Bridges and Documentation 18
4. Maintenance Techniques 24
5. Suggested Strategies 26
6. Maintenance: Research and Development Aspects 29
7. Bibliography 31
APPENDICES
Appendix 1: Inventory of Road Bridges (Suggested contents of 33
Data base)
Appendix 2. Inventory of Road Bridges (Specimen for oneBridge) 38
Appendix 3: Simplified Bridge Inventory Form 40
Appendix 4. Inspection Proforma (for Routine Inspection) 41
Appendix 5: Inspection Proforina (Check list for Inspection Report) 43
Appendix 6: Standard Tools 49
Appendix 7: Possible Assessment Methods (only indicative) 50
Appendix 8: Tests 51
Appendix 9: Suggested Action Plan 54

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 GUIDELINES FOR INSPECTION AND MAINTENANCE

OF BRIDGES

1. INTRODUCTION

1.1. Bridges are the vital infrastructure elements of Highway net-

work. Maintainingserviceability of bridges and consequently retaining
their level of reliability during their life time deserves high priority from
techno-economic considerations. This aspect, unfortunately, has not
hitherto been given the importance it deserves.
1.2. A large number of bridges have been constructed on various
roads all over this country and the pace of activity has been particularly
intensive in the last two or three decades. Due to lack of regular main-
tenance of such bridges, incidences of structural deterioration and
collapse of bridges have been growing in the recent past. Attention in the
next few decades thus needs to be focussed on the preservation and
rational management ofthe largestock of bridges built in the recentpast
and to rehabilitate and strengthen the older bridges which have
deteriorated due to inadequate maintenance. The Indian Roads Con-
gress, realising the paramount need for maintaining durability of such
assets, have constituted a Committee (B-I0) for Bridge Maintenance and
rehabilitation to look into the various aspects of bridge management
and to evolve appropriate guidelines thereto with the following
personnel
NV. Merani ... (ionvenor

AG. Borkar ... Member-Secretary

Members
CR. Alimchandani N.C. Saxena
P.C. Bhasin M.C. Sharma
S.S. Chakraborty Surjit Singh
B.J. Dave Dr. T.N. Subba Rao
S.F. Gantayat Mahesh Tandon
P.S. Gokhale N.G. Thatte
V.P. Kamdar Rep. ofCRRI
G.P. Lal (M.V.B. Rao)
R.K Mathur Rep. of West Bengal PWD
AD. Narain (A. Mukheijee)
MG. Prabhu Director, HRS, Madras

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2

Ex-officw

The President, IRC (V.P. Kamdar)

The D.G. (RD.), (LK. Sarin)
The Secretary. IRC (D.P. Gupta)
Corresponding Members

MR. Vinayak Rep. of National Council

Rep. of Structure for Cement and Building
Engg. Research Centre Materials
(MS. Kapla) (C. Raj Kumar)

The Committee decided that it should bring out guidelines on all

relevant aspects of bridge management viz:
(i) Inspection and maintenance ofbridges

(ii) Evaluation ofload carrying capacity of bridges and

(iii) Methods and techniques of major repairs, stre~theningand rehabiI~tation
ofbridges.
This manual covers guidelines on inspection and maintenance of
bridges and suggested strategy for a phased programme to ultimately
achieve the recommended objectives. The other Iwo guidelines are to be
issued as separate documents. The Subcommittee for preparing these
guidelines, consisted of:
AG. Borkar : Convenor
MG, Prabhu : Member
S.A. Reddy : Member
MC. Sharma : Member
MC. Tandon : Member
N.G. Thatte : Member

The Committee held four meetingsand at thefourth meeting heldon

9th March 1990. these guidelines were finalised.
The guidelines finalised by the Committee were considered and
approved by the Bridge Specifications and Standards Committee in their
meeting held at Bombay on 5th and 6th April 1990 subject to certain
modifications. Later on, the modified guidelines were approvedby the
Executive Committee in their meeting held at New Delhi on 20thApril
1990 and the Council ofthe Indian Roads Congress in theirmeeting held
on 29th April 1990 at Shimla.
It is hoped that the application, of these guidelines will assist in
improvingthe understandingofthe bridge structures and their long term
durability and serviceability.
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Any suggestions on these guidelines for future revisions will be

appreciated. Need for periodical reviewof the guidelines can hardly be
over emphasised.
1.3. Lack of regular maintenance of bridges in India has led to
deterioration of some bridges rather early in their life and quite a few
bridges have had to be replaced much earlier than their designed life.
Maintenance ofbridges generajly gets neglected in this country because
ofthe prevailing misconception that the bridges once constructed do not
need any %ubstantial maintenance particularly in the first couple of
decades after construction. In the absence of proper data base and
regular inspection, generallyad-hoc decisions are taken regarding main-
tenance as a sort of fire fighting operation or crisis management without
appreciating the magnitude ofthe overall problem orinterse priorities at
road network level. The result is that we have not been able to optimise
the utilisation of maintenance grants. Again, with more and more cases
of bridge deterioration coming to light coupled with increased use ofthe
existing stock of bridges, additional resources will have to be provided
hereaftertowards maintaining the existing bridges. This emphasises the
need for optimal utilisation of resources.
1.4. Scope of the guidelines on inspection and maintenance of
bridges is as follows:
(a) I*spectio.: Guidelines have been laid down for inspection of road bridges
covering also culverts. minor and major bridges, as well as submersible
bridges, bringing outwhatto look forduring inspectionof each class ofbndge.
The type of inspection have been classified together with their respective
periodicity and the level of engineering officers to inspect, depending on the
importance and environment of the bridge. The guidelines also indicate the
various inspection facilities necessary depending on the type and importance
of the bridge, and the tools and instrumentation to be used for inspection and
testing. The guidelines give proformae to record the details oforiginal bridge
features, results of inspection etc.
(b) MsIa*enaNce: The guideljnes cover

(i) Defining the goals of bridge management and maintenance policy

indicating the means to be employed and the strategies for
implementation:

(ii) Evolving a methodology of utilisation of data provided by bridge

inspection.
(iii) Assessment of present situation as regards the bridge maintenance:
(iv) Making a brief inventory of the different methods and techniques of
bridge maintenance
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(v) Defining the research areas to improve the bridge maintenance

techniques.
1.5. It should benoted that theguidelines have been evolved only for
normal types of bridges (which constitute the majority of existing
bridges). Special type of bridges such as suspension bridges and cable
stayed bridges have been excluded as these are very few in number and
their maintenance needs a more specialised approach.
1.6. Guidelines for Evaluation of Load Carrying Capacity of
bridges and Guidelines for Methods and Techniques of major repairs,
rehabilitation and strengthening of bridges are to be issued as
separate documents.
1.7. The guidelines are intended to serve as a document to be con-
sulted before making decisions in bridge manageient. Recommen-
dations included in the guidelines are of a general nature and do not
exhaustively deal with specific technical issues. While using these
guidelines there is an obvious need for each State or Authority to adapt
them to develop its own set of detailed instructions, procedures, and
regulations in respect of its bridges. The guidelines are to be looked upon
as a document on suggested ~good practices and not as mandatory
specifications.

2. BRIDGE MANAGEMENT SYSTEM

In these guidelines the following definitions have been adopted:

2.1. Maintenance
This is defined as the work needed to preserve the intended load car-
tying capacity of the bridge and ensure the continued safety of road
users. It excludes any work leading to improvement of the structure,
whether by strengthening to carry heavier loads,by widening or by verti-
cal realignment of the road surface. The maintenance operations begin
with the opening of the bridge to traffic. It excludes repairs of any
damage caused by exceptional causes like landslides, earthquake,
yclone~.fire, etc.. but it includes preventive maintenance.

2.2. Repairs and Rehabilitation

These activities also meet the above definitionof maintenance, but
are larger in scope and cost than maintenance. Rehabilitation
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operations aim at restoring the bridge to the service level it once had and
has now lost. In some cases this consists of giving the bridge the service
levelwhich was intended, but whichhas neverbeen attained, because of
the deficiencies in the original design or construction.

2.3. Improvements
Strengthening, widening, raising etc. aim at upgrading the level of
service of a structure. The basic parameters taken into account in such
improvements are:
Load carrying capacity, and
geometric parameters, (width of carriageway, footpaths, vertical
clearance, etc.)
2.4. Replacement or Reconstruction are the works carried out when
the whole structure or at least its major components such as whole
superstructure are removed and replaced.

2.5. B ridge Management Present Scenario

Bridge Management deals with activities related to bridge from
their entry into service until their reconstruction, excluding bridge
planning, design and construction. The present maintenance manage-
ment practicesvary from Stateto Stateand only a handful ofthese States
have compiled the requirements of periodical inspection and main-
tenance of bridges for the use of their staff. Occasional inspections are
carried out though they may not result in proper maintenance repairs,
records and data base are usually inadequate.
Most of the authorities carry out inspections and maintenance of
bridges through their own engineers. However, some authorities are not
well equipped and get this done through contractors and consultants.
The maintenance is governedby economic and traffic considerations.
The criteria ~appliedare the engineering criterion and the financial
criterion. The criterion used on engineeringbasis is normally the subjec-
tive assessment by an engineer with experience or training in main-
tenance and repairs work mostly at the level of an Executive Engineer.
For improvemthit of complexstructures the asessment is supplemented
by advice from a specialist or the assessment is completely left to the
specialist At times, investigations on testing for detecting the deficien-
cies, or the presence of deleterious materials is done. However, there
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6

appears to be no systematic examination of the general.effectiveness of

maintenance or repairs. The maintenance policy thus aims at merely
ensuringthat sufficient work is done each year to preventaccumulation
of work which would impose a heavy burden on future highway
budgets.
Sufficient data is not available to enable financial requirements to
be quantified for satisfactory standard ofmaintenance or repairs. It may
only be possible to expressqualitatively whether the allocation of funds.
is sufficient to preventthe progressive deterioration ofthe bridge by pur-
suing a policy of preventive and remedial maintenance and repairs. No
formal studies are usually made and expenditurejustified by the benefits
obtained. In general the level of expenditure on bridge maintenance is
rather low and the exercise ofcomparingthe cost ofbridge maintenance
or repairs or strengthening with the capital cost for reconstruction or
replacement is seldom done.
In most ofthe States regular and systematic maintenance inspection
of bridge is not a rule and a rational annual programme of maintenance
is not drawn upon the basis ofwhich funds could be asked for. In most of
the States again, the provision of funds in the budget is for maintenance
of roads and bridges together i.e. no separate budget provision exists for
maintenance of bridges. In a few States, the funds are asked for on the
basis of some established financial norms, say, a certain amount per
metre length of the bridge and this includes the cost of ordinary main-
tenance and that of unpredictable work that is needed from time to time.
Cost of inspection, repairs for rehabilitation, strengthening, improve-
ment etc.. and testing, traffic warning signs and control, etc., are also
included in this. The funds allocated normally are far short of
requirements and consequently the maintenance and other repairs
suffer.
In most of the cases there is no exclusive organisation for inspection
and maintenance of bridges. The personnel in Public Works or
Highways organisations look after the inspection and maintenance of
bridges along with the highways and other construction works. The
engineeringpersonnel learnby experience, but no formal training in this
discipline is given.
2.6. Requirement for Adoption of Scientific Bridge Management
System
A scientific bridge management system is a collection of
organisational
<< elements, regulations, standards and procedures to
 7

monitor, analyse and implement the activities following bridge con-

struction. Road authorities can use the bridge management system to
achieve optimum use of available funds, adaptation ofexisting bridges
to traffic needs and public safety. In otherwrds, the bridge management
system (BMS) is a rational and systematic approach to organising and
carrying out all the activities concerning bridges, such as predicting
bridge needs, defining bridge conditions, allocating funds for main-
tenance, rehabilitation, strengthening, replacement, reconstruction,
identifying and prioritisingbridges for various actions and finding cost
effective alternatives for each bridge, scheduling maintenance, monitor-
ing and rating of bridges and maintaining information data base. The
BMS enables the engineers and administrators at all levels to select
optimvm solutions to achieve the desired level of service within the
funds allocated and to assess the future funding requirements. Its logical
development would include a minimum of the following six major
modules and associated submodules:
(i). Data Base Module

(2). Network level Major Maintenance, Rehabilitation and Replacement

(MR&R) Selection Module
(3). Maintenance Module
(4). Historical Data Analysis Module

(5). Project Level Interface Module

(6). Reportng Module

The data base is the core module ofthe system. Fig. I will show, how
the other modules and submodules which operate on the d~itato perform
the function of bridge management, all utilise the core.

2.7, Data Base Module

A pre-requisite for attempting any scientific system of management
ofbridge maintenance is to have a proper data base module compriabn~
bridge inventory, bridge inspection record and maintenance, repair and
rehabilitation data.

2.7.!. Bridge inventory: The bridge inventory consists of the main

administrative and technical data for each bridge such as name, loca-
tion, administrative unit, type of road, construction data, technical data
(foundation, substructure and superstructure), design loadingclassifica-.
tion, etc. The bridge stock can be classified according to construction
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 S

Figure I. Modules and submodules comprising the model KMS.

(SOURCE NCHRP REPORT 300)
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 9

data, length. type of material, carriageway width, type of structure etc.,

and can be useful for decidingthe maintenance organisation, definition
of different service levels, listing of functionally inadequate bridges or
substandard bridges under the given circumstances. Asuggested format
is given inAppendix I (major bridges) andAppendix3 (minor bridges). A
specimen is given in Appendix 2.
2.7.2. Bridgeinspection record: Bridge inspection record consists of
data gathered and recorded while checking the condition olvarious
spans and followingup the-deterioration processfrom one inspection to
another. In Chapter3 detailed guidelines for inspection ofbridges have
been given.
2.7.3. Bridgemaintenance, repair and rehabilitation data file (MR&R):
This is the collection of all the data pertaining to the history and condi-
tion of the bridge since its inception. In addition to the basic design data
and construction data, it contains maintenance, repairs or improvement
work data including the recorded drawings of major repairs, trafficdata
and reports of exceptional events such as earthquakes, abnormal floods,
landslides, etc. The data as stored provides adequate information to
make decisions on bridge strengthening or load limits.
The bridge data bank should contain the following informationfor
all bridges
Identification Unique structure number
related to road network
Map reference, File No.

Administrative Data: Owner, Maintaining Authority.

Agreements, Statutory mains,
services etc. Year
constructed. Design
certificates and recordS.

Environment Data: Conditions of exposure/mildfmoderate/severe/very

severe/extreme

Crossing Data: Over or under road, railway water etc. Load carrying
capacity clear width, Head-room, Cross reference to
crossing road.

Construction Data: The method of construction, any problem faced,

solutions adopted, special points, if any.

Structural Data: Structure: road bridge, retaining wall, culvert etc.

Form: number and length of spans, skew etc. Simply
supported orcontinuous, frame, arch
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 10

C onstniction :~solid slab, reinforced concre$e, pre,-

tressed concrete.structural steeL masoniyorbrickwork,
foundations.
Ancillaries: Expansion joints, Bearings Railings/Parapets, water-

Utility Services: Type of services, Supporting arrangements.

Inspection Data: Date last inspected. summaryofconditions. Evaluation
ofexecuted maintenance and repairs.
Particular problems: Maintenancecosts. Durabilityofcomponents, Paintor
coating systems, Feedback of specific defails.

2.8. Bridge Management Process

2.8.1. The. phases of bridge management process are inspection,
repairs for maintenance, evaluation ofthe bridge adequacy, strengthen-
ing and rehabilitation and replacement or reconstruction. Fig. 2 isa
chart indicating various steps for assessing a structure and deciston
making regarding repairs/strengthening/demolition/no action which
constitute the data base module. In evaluation ofload cat-tying capacity
though safety considerations are of prime importance, considerations
relating to flow and comfort of traffic, economic benefits/loss also
should receive due weightage. Evaluation of bridges whichappear to be
in a critical condition, should be carried out on emergency basis. The
structural adequacy covers not only the load carrying capacity but also
the overall hydraulic and structural soundness including aspects like
scour, flood protection works, foundations, approaches, etc.
2.8.2. Rehabilitation or strengthening must be preceded by condi-
tion evaluation and proper assessment of repair needs. Some elements
of the bridge structure such as expansion joints, bearings, waterproofing,
parapets, railings, wearing courses, drainage spouts, etc. which account
for nearly 15 to 20 per cent ofthe total cost ofthe bridge may not have the
same life as that ofthe bridge proper and may require frequent repairs
and replacement. It may also be economical to improve the main-
tenance techniques so as to limit the expenditure on major repairs or
replacement. Improvements might be necessary on account of
sflengthening required to cater for increased loads or widening to cater
for increased volume of traffic.
2.8.3. Replacement of a bridge becomes necessary only after the
existing bridge has outlived its life or is considered not suitable for
strengthening to cope with the increased demands or when the costs of
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DATA BASE MODULE OF THE

BRIDGE MANAGEMENT SYSTEM

Fig. 2.
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 12

strengthening and rehabilitation are too high compared to replacement

costs considering the residual life of the existing structure. A factor in
favour of replacement could be that traffic can continue to use theexist-
ing bridge while it may not always be possible to permit traffic on a
bridge which is being strengthened or rehabilitated. On the other hand
funds being limited, rehabilitation may allow more than one bridge to
be brought back into service as against one replacement. Replacement
should, therefore, be examined as an alternative solution to strengthen-
ing or rehabilitation.

2.8.4. Suggested guidelines

2,8.4.1. Bridge management is a part of the general road manage-
ment function as well as a part of the general bridge policy, the latter set-
ting the standards from the first design phase through construction and
maintenance to the final replacement if need be. The concept of bridge
management policy to be adopted should take into account availability
of resources and forecast of the future needs. This would necessarily
involye having a reliabledata base of the existing stock ofbridges, traffic
loads, environmental and socio-economic constraints. The various
options available deserve careful consideration. A proper rationale will
have to he established for estimating the extent of priorities, ranking of
overall bridge needs, including the existing stock. Similarly, ajudicious
choice from the various options available for a given bridge like doing
nothing, regular maintenance, imposing load restrictions, keeping the
bridge under extensive surveillance, repairing, strengthening and
replacement will have to be made and also prioritisation will have to be
done amongst the bridges at network level for various actions. So far as
maintenance is concerned detailed policy proposals are given in the
subsequent paragraphs.

2.8.4.2. Broad guidelines for rehabilitation and strengthening of exist-

ing bridges comprise the following:
(a) Forecasting of the following needs:

(i) Traffic trends as regards traffic volume, vehicle loads and size.

ii) Environmental constraints due to increasing trend in favourofpie-

servation and safeguarding the environment while carrying Out
bridge works, in particular, avoiding permanent changes.
(iii) Socio-economic considerations These apply to increase demand
for overall safety and to maintaning ofexisting service levels, avoid-

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 13

ing traffic restrictions during rehabilitation and strengthening

which may imply major additional costs.
(b) In planning rehabilitation and strengthening work priority setting con-
cepts using discount rates can be employed. This method is suggested to
estimate future expenditure while evaluating the various solutions to a
given problem.
(c) A choice must be made between rehabilitation and strengthening or
replacement. Intermediate solution such as limited rehabilitation, servic-
ing to postpone replacement may also be envisaged. Their respective
merits should be analysed in the light ef the following:
(a) The cost and benefits including those occurring in etc future, with
appropriate discounting.
(b) The technical and financial uncertainties of rehabilitation or
strengthening. and
(c) Inconvenience caused by replacement (to users, iesidents, possible
environment damage etc.)

Such analysis should be made in all cases where works of any

significant scale are needed on existing structures.

2.8.4.3. Prioritisation of strengthening/rehabilitation : It is essential

that before prioritisation for repairs, inspections are carried out and
evaluation of load carrying capacity is also done. The former, i.e.,
inspection, will decide the condition marks and the latter, i.e., evalua-
tion of load capacity, will determine the load marks of each bridge.
These will form the basis of ranking of bridges in need of repairs. The
importance of each element in the functioning and safety of the bridge
and also the importance of route are considered before a final ranking
point is calculated for the bridge. The rank of each element will
thus reflect:
the current condition
the load carrying capacity in relation to the current
traffic.
the importance of the element for the functioning of the
bridge.
the importance of the route on which the bridge is
located.
Alternative repair plans should be considered for the bridge in the
top of the ranking list for which repair works can be carried out within
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 14

available budgets. Selection among evaluated repairs plans is normally

based on the net present value of the repairs plan applying appropriate
discount rate with possible consideration of t~fficcosts imposed on
users by the work programme (detours etc.)
2.8.4.4. Organisatlon and Personnel : Routine inspection and main-
tenance are best carried out by the normal aeparLmenutt stan iii caurge
of the concerned bridges. Principal and special instructions require spe-
cial skills and experience and could be carried out by special
departmental teams assisted by outside agencies as may be necessary.
Likewise, ~iajor repairs~rehabilitation and strengthening measures are
specialised tasks requiring expert agencies for implementation.
Depending on the work load in the organisation, it might be advan-
tageous to set up exclusive units within the department to carry out most
of these operations departmentally with the help of trained engineers
and special equipment and machinery procured for the purpose. These
have to he supplemented by selected outside agencies to excute such
special works according to specific needs. While sanctioning staff for
such departmental units it must be recognised that the norms of work
load for them have to be more conservative than for routine construc-
tion and maintenance jobs.

2.9. Suggested Maintenance Policy

2.9.1. Though at present, the bridge maintenance policy varies from
State to State a need for a well defined common policy cannot he
overemphasised. As mentioned earlier, maintenance covers all
operations aimed at maintaining the state of serviceability i.e. maintain
ing the loadcarrying capacity as per design and the level of comfort and
functional security both for users and those in its viciitity.
Maintenance policy will include three important considerations:
(a) safety (h) flow of traffic and (c) economic and technical aspects.
These three considerations may carry slightly different weightages for
different classes of roads on which the bridges are situated. However,
the safety aspect shall prevail.
The bridge maintenance includes all operations needed to keep the
bridge in good order till it is replaced. such as (I) conservation of
original facilities, (2) repairs of damage due to environmental effects
(traffic loads, climate etc.) and (3) repairs of accidental damage. The
maintenance policy, therefore, has implied prerequisites like satisfac-
tory design and construction, effective bridge inspection and documen-
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 15

tation, satisfactory evaluation techniques and a suitable maintenance

organisation qualified to implement the maintenance policy.

2.9.2. Safety aspects: Safety of bridges should be considered as an

important aspect of bridge maintenance policy. Even though the risks
arisingfrom the collapse of bridges are very low as compared to those
from other causes; thereshould be no doubt that preservation of struc-
tural safety is of paramount importance in bridge maintenance not only
because it is technically feasible to safeguard the structure but also
because it is economically sensible to do so. Inferior maintenance is
likely to cause potential loss of investments or initiate major repairs.
Disregard of deterioration and faults in structural members may create
risks offailure by collapse. An evaluation ofthe risks and their potential
consequences must be made.
2.9.3. Economic aspects: When considering bridge maintenance
from economic point of view the li.tC cycle ofbridge must be considered.
Within the cycle of maintaining and replacing the bridges many
decisions have to be made. The time it takes for a full cycle is the life
span of a bridge and the life of the bridge very greatly depends on the
environment (traffic loads, climatic condition), quality of design and
construction and quality of maintenance and repairs. In a given
environment, bridge building and maintenance techniques offer a
choice of quality levels within which the tasks can be performed. The
maintenance work usually allows a choice of quality levels, provided
that requirements for safety of the user are not neglected. Within the
designated life cycle of the bridge there is a choice of both qualities and
techniques for maintenance. These alternatives need to be evaluated. In
evaluation of alternatives. significance of future costs has to be assessed.
The future costs are of lower present value (LPV) or consequence than
present costs. To quantify this, the concept of discounting should he
employed. The consequences of not taking up maintenance repairs In
time should also he worked out in financial terms in a similar
manner.
2.9.4. Traffic aspects :1 t should be recognised that strengthening of
bridges for increasing traffic volumes and loads is more difficult than
the same for roads, because of cost and tech nical complexities.This fact
must enterinto the maintenance policy. A division of bridges into three
categories in accordance with the traffic importance, traffic volume and
traffic risks may serve the purpose for allocating funds for bridge
maintenance.
<<
 16

2.9.5. Engineering aspects :The existing bridges could be of timber,

steel, cast iron, concrete, and masonry each of whichhas itsown main-
tenance problems. The bridge design should consider the total cost of
the structure throughout its life span including maintenance, repairs
and replacement and it should be emphasised that feed-back of main-
tenance experience to the designers is imperative for the reduction and
improvement of future maintenance operations. Accessibility to all
parts requiring inspection and maintenance is a must. These accesses
can be in the form of stairs, ladder or negotiable slopes, etc.
Sometimes just an inspection path will do. Use of more advanced
inspection and maintenance equipment such as travellers, mobile
bridge inspection units should be encouraged. The bridge should be so
designed that the need for maintenance is minimised with due regard to
the possible increase in construction costs. In fact, preventive main-
tenance should start with the design. The choice of material is also
important. However, radical changes of materials for bridges should be
investigated thoroughly before using them. It is felt that maintenance
work and Cost can be reduced significantly when the design of bridge
considers that (a) the bridge deck is drained properly, (b) the deck top is
adequately waterproof and (c) expansionjoints and constructionjoints
and bearings which are vulnerable elements are as few as practicable.
Also, utility services, if provided, should not interfere with the
requirements of effective maintenance of the bridge. Provision of
appropriate instrumentation in the bridges during construction could
help in monitoring the condition and performance of the bridges.
At present, assessment for maintenance depends on the individual
experience of the engineer. It is likely that such experience will continue
to provide the basis in many decisions on the various tasks that com-
prise maintenance. There is a real need for collective experience on
bridge maintenance to he assembled and evaluated at both the State
level as well as National level. For ordinary bridges built with conven-
tional materials and techniques, assessment of requirements of main-
tenance should not be a problem. However, for important bridges and
bridges designed and constructed with specialised techniques and/or
using comparatively non-conventionalmaterials, maintenance require-
ments of each such bridge will be different and special. In fact the
designer and constructing agency of the bridge should prepare a main-
tenance manual for such a bridge highlighting the special requirements
to suit its construction method and design. and hand Over the same to
the authority who will maintain the bridge according to the instructions
<<
 17

in the manual. The road authority, for such bridges should make it a
practice to insist on a maintenance manual for such special bridges
from the designer and builder, by making it a contract condition.
The maintenance organisation should systematically examine.
record and review the effectiveness and condition ofmaintenance work
done in previous years. This will indicate where improvements are
needed and will enable the engineerto assess the long term durability of
different materials and methods.
2.9.6. Responsibility for maintenance
2.9.6.1. Bridges form a part of the transport network. The main-
tenance of bridges should be the responsibility of the Authority usually
responsible for maintaining the associated network. Along with this the
issue to be considered is centralisation versus decentralisation, It is
always advantageous to restrict centralisation to only the bridges on the
primary routes for the purpose of decision making and allocation of
funds while bridges located in remote areas or serving rural areas are
better maintained by those who have constructed them viz, local
authorities. Bridge management requires in depth knowledge of inspec-
tion of individual bridges which is better acquired at local level than
from a remote governmental agency. The costs are also better
assessed locally.
The following principles are recommended:
(i) A Bridge may often he common to networks eg~where a road crosses over
or under a waterway or another road belonging to a different network In
such cases maintenance should be carried out as far as possible by the
Authority of the overpassing network. (Due to extant provisions in the
Railway Act this will not apply Ip bridges over or under railway linet.
(ii) Inspection and maintenance of a bridge should be the responsihilitv ofa
single Authority only.

(iii) When one of the Authorities concerned is considerably better equipped

than another to inspect and maintain abridge. preference should he gi. en
to the former in carrying out the maintenance, unless some complex
administrative or legal problems are likely to arise.

(iv) Authority responsible for inspection and maintenance should keep the
other Authority informed with regard to all works carried out on the
bridge.

2.10. Training
Bridge management requires extensive team work involving
various levels of responsibility and skills. Training programmes need to
<<
 18

be organised in order to develop such expertise and team work. Local

consultants and specialised agencies could be involved for this purpose.
Training facilities should be set up at central level for training of
trainers and at local level for imparting training to actual field
engineers.

3. INSPECTION OF BRIDGES AND DOCUMENTATION

3.1. Purpose of Inspection

Bridge inspection is undertaken to ensure safety and serviceability
to the user. The purpose of bridge inspection can be identified as
follows:
(a) to provide assurance that the bridge is structurally safe and fit for its
designed use. (This relates to the gradual deterioration ofthe bridge with
time or to an accidental occurrence such as impact. flood or oveiloading);

(b) to identify actual and potential sources of trouble at the earliest possible
stage: and propose remedial and preventive measures.

(c) to record systematically and penodically the state of the structure. (to pro-
vide necessary information on which decision will be made for carrying
out maintenance repairs, strengthening or replacement of the structure.)
and

)d) to provide feed-hack ofinformation to designers and custodians of bridges

on those features which are likely to give maintenance problems and to
which necessary attention is best given during design and construction
stages.

3 For the purpose of maintenance inspection, the bridges and

cross drainage works will be classified into two categories;
(i) Major bridges with length between abutment faces upto 60 met-
res or more.
(ii) Minor bridges and culverts with length between abutment faces
less than 60 metres.
Bridges could further be classified according to the typeof environ-
ment to which they are exposed and/or according to the form of the
bridge or the material.

3.3. Documents
In accordance with the provisions contained in IRC: SP-l8-
Manual ofHighway Bridges and Inspection, it is necessary to compile
<<
 19

an original bridge report on the basis ofas-built drawings alongwith the

design assumptions, details of reinforcement and other details sup-
plemented by site inspection.The informationcontained in the original
bridge report will be utilised to compile the bridge inventory record
given in~AppendixI (for major bridges) and Appendix 3 (for minor
bridges). a typical case of a bridge has been compiled and is given at
Appendix 2. An inventory so prepared will form a part of the data base
module in due course as discussed in Chapter 2.
3.4. There should be three classes of maintenance inspection as
below:
(I) Routine Inspection: Routine inspection shall be carried out
periodically by competent and qualified ~ngineering officers of the
authority in charge ofbridges. The purpose is to report the fairly obvious
deficiencies which might lead to traffic accidents or cause high main-
tenance and repairs cost, if not attended to promptly. The routine
inspection will have to rely mainly on visual assessment using conven-
tional standard tools (Appendix 6) and methods. The routine inspection
of minor bridges and culverts shall be the responsibility ofjunior level
officers (say below the rank of Executive Engineer) while the routine
inspection of major bridges shall be the responsibility of senior level
officers (say at the level of Executive Engineer and above). The fre-
quency of inspection shall be at least once a year, but preferably twice a
year. before and after monsoon. However, bridges located in hilly
terrain prone to effects of landslides and bridges in severe exposure con-
ditions shall be inspected twice a year before and after the monsoon. To
facilitate proper routine inspection, a simple checklist is suggested
(Appendix 4). Each officer responsible for inspection shall prepare a
calendar of inspection of bridges in his jurisdiction.
(2) Principal Inspection: This is a more intensive and detailed
inspection and will involve close examination ofelements of the struc-
ture. ft will be primarily close visual assessment supplemented by stan-
dard instrumented aids. Detailed inspection of the foundation should
also be included and it may involve underwater inspection wherever
appropriate. This inspection shall b carried out by a senior level
engineer against a comprehensive check list of items related to the
material. cqndition and situation ofthe structure as given inAppendix 5.
The first principal inspection shall be done before the defect liability
period of contract expires but not later than 6 months after completion
and opening of the bridge to traffk and later this principal inspection
<<
20

shall be followed by subsequent inspections at intervals of maximum

three years. The observations made in the first principal inspection
shall serve as a bench mark for subsequent inspection observations.
More frequent inspections shall be essential if the routine inspection
reveals any distress in the bridge structure. Acalendar also for principal
inspections of bridges shall be prepared by each officer responsible for
such inspections.
(3) Special Inspection: This shall be undertaken in the event of
unusual occurrences such as strong earthquake, accidents, passage of
unusual loads or floods, major weaknesses noticed during routine or
principal inspection, unusual settlement of foundations, and substan-
tial changes of traffic pattern. When any bridge of similar design and
constructed almost at the same time are showing some distresses, all
such bridges may be subjected to special inspections. Such inspections
may require a good deal of. supplementary testing and structural
analysis and will invariably require detailed involvement of design
organisations and experts in the relevant fields who should be senior
level engineers.

3.5. Inspection Procedure

3.5.1. The inspecting Engineer should familiarise himself with the

details of the structure and as to how it is intended to function. The
earlier inspection reports should be studied so that the condition of the
defects earlier noticed could be checked. Forms atAppendices 1, 3, 4 and
5 should be used. The activities scheduled during the inspections of the
bridge should be planned in detail including sequence of inspection.
Advantage should be taken of any situation whichwill facilitate inspec-
tion such as erection of scaffolding for repair work, closure of traffic
lanes of road works etc. Where mobile bridge inspection unit is decided
to be used the inspection should be carefully planned before hand so as
to minimise the period ofuse ofsuch equipment as the hourly cost of use
ofmobileinspection unit is quite high, and it obstructs one lane oftraf-
fic on the bridge.
A preliminary visit to the bridge site to locate the positions of bridge
inspection unit is desirable.
3.5.2. Effectiveness of an inspection depends on proper recording
of the actual state of affairs. Every point should be noted as soon as the
observation is made. In addition to recording defects or damages their
<<
 21

absence also should be recorded. If any previously noted defects have

been rectified the same should be noted and recorded. The inspection
should follow a pre-determined pattern to ensure that no component is
overlooked. A typical pattern of inspection may be on the following
basis

Foundations
Abutments
Wing walls/returns
Piers
Columns and bearings
Soflits of the deck including beams
Details under the deck
Condition of road surface, drainage, parapets.
Expansion joints
Condition of approaches
Condition of protective works.

3.5.3. Underwater inspection: Visual examination of the surface

maybe done by minimum cleaning to remove marine growth like coral
deposits, algae, etc. Detailed inspection for obtaining more information
of deteriorated areas should be done, after clearing the surface growth,
so as to enable closer inspection. Where underwater damages are repor-
ted or are expected special inspection shall be carried out which shall
utilise selected non-destructive testing methods or even destructive sam-
pling procedures. The purpose ofthis inspection should be to detect hid:
den damages or loss of cross section area and to assess the integrity of
the material.
Underwater inspection is a highly specialised activity and as such
should be entrusted only to competent agencies experienced in under-
water inspection. Such agencies should be fully briefed on the com-
ponents to be inspected and the nature of defects to be inspected. Close
circuit television may be used where the water is reasonably clear.
Where visibility is poor, portable echo sounding equipment can be used
to provide a reasonably accurate profile. If despite detailed underwater
inspection there is still concern for the safety of the structure it will be
necessary to dewater the area (where possible) with the help of suitable
cofferdams or small air locks to enable visual inspection of the com-
ponents under dry condition.
3.5.4. Where design of a bridge, hydraulic andlor structural, has
been done on the basis of model experiments, some of the parameters
<<
 22
emerging out ofsuch model study may also be monitored during inspec-
tions e.g. scour depth, velocity etc. during floods.
3.6. Means of Access
Appropriate means of access are a prerequisite for all the three
fonns of inspection. For every means of access, special emphasis shall
be laid on safety. ease and convenience. Due consideration shall be
given at the design stage itselfto the provision of proper means of access
taking into account individual requirements of the structure and its
components such as typeofstructure, topographical, local and climatic
conditions of the bridge site, height, minimum water level, possible
clearance, safety etc. The possible means of access can be of the follow-
ing type:
I. Built-in access:

11. Semi-mobile access:

(i) access ladders.

(ii) manholes:
(iii) hand-rails:
(iv) catwalks:
(v) platforms:
(vi) inspection pits:
(vii) provision for setting up planking, scaffolding etc.:
(viii) fixtures and provisions for operation of semi-stationery inspection
equipment:
Ill. Mobile equipment:

(i) equipment operating under the bridge (travellers) from the ground
boatJbarges

(ii> equipment operating from the bridge deck (s000pers).

Provision should be made for power supply for connection of

lamps, tools or other electrically operated type of equipment. It is
absolutely essential that every state should have adequate number of
mobile bridge inspection units. For underwater inspection, the inspect-
ing personnel should utilise the services Of special equipment and
divers and where possible necessary television cameras with remote
control brought into proper position by a diver with the advice from
inspecting personnel could be employed.
3.7. Assessment Techniques and Equipment
These should be considered as an integral part of bridge in~pec-
tion. They should he selected in relation to the number and type o
<<
 23

bridges to be inspected, the personnel available with appropriate stan-

dard of professional training and level of inspection.
In a very general way routine inspection will be by visUal assess-
ment using conventional standard tools listed in Appendix 6. Principal
inspection will also have to rely primarily on visual assessment but will
be supported by more advanced tools and methods. Special inspection
may require rather advanced techniques and equipment apart from
visual assessment.
Possible instrument-aided assessment methods, (only indicative)
arc listed in.4ppendi~7. Standard tools listed inAppendix6 could be used
alone with the Guidelines on field tests, including tests of non-
destructive and destructive type are given in Appendix 8.

3.8. Inspection Report

The inspection report shall he in the prescribed formats given at
Appendices 4 and 5. Sketches or photographs should be used to illustrate
the defects and other condition ofthe bridge. Free hand sketches should
b~made during the inspection at the site itself. The size and location of
the defects should he dimensioned though the sketch itself need not be
to scale. For taking photographs reference number of the bridge and the
location ofthe defects may he written in colour at the appropriate place.
Apart from reporting defects and deficiencies any proposals or recom-
mendations for strengthening and repairs of the affected components
should also he included.

3.9. Follow up Action

Minor points or shortcomings noticed during inspection shall be
immediately attended to by the engineer in charge. However, in case of
any important or major shortcoming/distress noticed either during
routine inspection or principal inspection the matter shall be reported
to the senior level engineerand the latter should decide further the line
of action in consultation with the Design Organisations or Design Con-
sultants, if he considers it necessary and give detailed instructions as to
whether special inspection is called for.
If during the inspections (routine, principal, special) any bridge is
lou nd to indicate distress of serious nature leading to doubt about struc-
tural adequacy. the bridge will have to be evaluated for its load carrying
capacity. Similarly, very old bridges for which neither record drawings
<<
 24

are available nor the design loads are known, the engineer may evaluate
its load carrying capacity. It is difficult to give any quantified norms
based on inspection only, for selecting a bridge for rating. This selection
will have to be left to the judgement, of a senior engineer who, if
necessary, with the help of a design engineer, will be able to discern
whether such an assessment (evaluation of the load capacity) is
called for.
If the bridge inspection reveals deficiencies in its hydraulic design
and hehvaiour, appropriate actions to provide additional spans, to raise
the level and/or to provide protective measures will have to he taken as
per the design engineers advice.
Where design is based on model experiments and inspections show
substantial variation from the assumptions made, such parameters
should be reported and if so advised by the designer the model
experiments may be redone and necessary corrective measures
taken.
If the assessment shows the bridge to be inadequate for the design
loads, one or more of the following actions should be taken:
(i) The load on bridge should be restricted to its assessed capacity. Thecondi-
tion of the bridge should he monitored by special inspections at intervals
not exceeding six months.

(ii) The bridge should be closed for all traffic where the rated capacity of the
bridge is lower than the lowest level of traffic load expected to ply on
it.

(iii) Replacement or strengthening of the bridge or its affected part should

be undertaken.

4. MAINTENANCE TECHNIQUES
4]. Guidelines on Methods and Techniques for repairs for
strengthening and rehabilitation are covered under a separate docu-
ment. In this Chapter, however, it is proposed to very briefly cover only
the more important techniques currently used in bridge maintenance.
The operations described in this Chapter have been selected for fre-
quent need of their application.
4.2. Maintenance Operations
These operations can be of two types, viz. ordinary maintenance
operations and specialised maintenance operations. The operations of
<<
 25

repetitive or periodical type are in generaFtechnically rather simple and

could he classified as ordinary maintenance operations. The specialised
maintenance operations are those which are unpredictable regarding
their necessity and are relatively more complex. However, it must be
admitted that the line separating them is rather a fine one. The list of
these maintenance operations. is divided into two parts, viz, ordinary
and specialised maintenance operations.

(a) Ordinary Maintenance Operations

Simple cleaning by mechanical means or by hand (of carriageways. foot-

paths. verges, joints, drains, gulleys, gutters etc.): removal of foreign
material such as trash or parasitic vegetation and similar operations:

Substitution of deteriorated elements by removal and replacement

operations (e.g. safety barriers):

Small restorations, repointing of masonry and brickwork, replace-

ment of missing stones, sealing and repairs with cement or resin
mortars:
Localised repairs to pavements and waterproofing, using bituminous
materials, fillers in expansion joints,

Clearing of ventholes in superstructure (Localised painting operations

to protect against corrosion: renewal of protective treatments on timber:
Lubrication and greasing operations).

(h) Specialised Maintenance Operations

Restoration of concrete (reinforced or otherwise) structural parts. lobe

carried out with different techniques (simple or special cement mortars,
synthetic mortars. etc.)

Restoration of brick or masonry structure;

Protection ofconcrete or masonry from degrading action by frost, salts

or the atmosphere by means of painting (protective films), impregnation,
etc. disinfestation of timber structures:

Injection of cement grout or thermosetting resin into cracks in brick,

stone, reinforced or prestressed concrete structure;

Injection of cement grout or synthetic resin (pure or with additives)

into sheaths containing pre-stressing tendons;

Maintenance of bolts or weldingsof metal structures; cleaning, greas-

ing and substitution of wearing parts of same;

Anti-corrosion protection of metal structures entailing complete strip-

ping and repainting of part or all of the surface:
<<
 26

Repair or reconstruction of drainage systems (gullies, channels.

collector and discharge pipes etc):
Repair ot reconstruction of pavements or waterproofing of deck:

Repair or reconstruction (partial or total) ofexpansion joints, depend-

ing on their types:

Maintenance of hearings by means ofdifferent operations depending

on the type(repainting and graphiting. forexample): setting of same. also
by raising decks:

Reclamation operations to river and sea beds to protect foundation

structures.

Repairs for damages to guide hunds, aprons for raft foundations,

Making up settlement on bridge approaches:

Replacement of any structural members (mainly for timber or

steel structure).

4.3. The lists in para 4.2. are not exhaustive, but only indicative. It
should also he appreciated that as the technology advances. the.lists will
have to he updated.

5. SUGGESTED STRATEGIES
5.1. It is necessary for the road authorities to issue detailed instruc-
tions for classification of their bridges according to size. span length.
type of structure, condition of exposure. materials of construction etc.
and assign the responsibilities for their inspections (routine, principal
and special) at various levels depending on the importa nce. vulnerability
and complexity ofihe structure, along with periodicities of such inspec-
tions. Steps should he taken to procure the necessary means of accesses
for bridge inspections, including at least one mobile bridge inspection
unit in each State. Where so justified by the work load separate units
may be set up for inspections, particularly the principal and special
ones for important bridges, creating data base and inventorisation
in phases.
Equally important is the task of adequate monitoring to ensure that
the necessary inspections as prescribed are being actually carried out
properly and the necessary follow up actions arising out of these inspec-
tions are initiated and implemented. It is desirable that one senior
engineer for the whole organisation in the road authority should he
exclusively provided for this purpose.
<<
 27

5.2. It is recommended that in following the guidelines, the road

authorities should at the earliest carry out Principal/Special Inspec-
tions of all major bridges to assess their conditions. While it might he
relativelyeasier to compile a bridge inventory on basic data from record
drawings (which may also not be readily available in many cases), con-
siderable efforts will be required to compile the bridge data files after
carrying out inspections. Considering the magnitude of the work
involved the compilation in the first phase may have to be confined to
bridges on selected arterial or important routes such as the National
Highways, major State Highways or through roads carrying traffic
exceeding 10000 tonnes per day. Inspections should also be carried out
particularly in respect ofbridges known to have some history ofdistress
or those located in aggressive environments. All new bridges should be
inspected soon after their construction. This will help in noticing the
defects wititin the defect liability period of the contract, and to serve as a
bench mark for subsequent inspections.
5.3. There is a need to develop bridge maintenance and bridge
rehabilitation agencies. Specialised equipment required for bridge
rehabilitation and strengthening should be procured by the concerned
authorities and preferably some core units should be set up to carry out
such works departmentally. For any particular bridge where problems
are of complex nature consultants should be employed depending on
the nature and magnitude of the work. In some cases it will be necessary
to supplement the Departmental efforts by consultants whowould he in
a position to comrr and the required man-power as well as expertise to
cope with the increased work load on short term basis. It might be
necessary to encourage and develop consultancy firms for bridge inven-
torisation and rehabilitation in addition to the agencies for carrying out
the actual work of rehabilitation~and maintenance of bridges which
work is going to increase considerably in the coming years.
5.4. Investigation of the distresses, their causes and finding
remedial meas~iresrequire special expertise. Only the experienced and
competent bridge engineers are able to diagnose the distresses and sug-
gest most appropriate methods of repairs in a given situation. More
often than not the officer directly in charge of bridge structures may not
have the expertise to deal with major distresses in a bridge structure. The
major distresses in a bridge could form a multi-disciplinary problem,
involving structural defects, corrosion, deficiencies in hydraulic design.
concrete technology, soil mechanics etc. for dealing with which con-
sultation with experts from different relevant fields both within the
<<
 28

Department as well as from outside may become necessary and

extremely useful, especially for important and vital bridge structures.
5.5. The management of bridges has not been receiving as much
attention as it should, concerning both the financial and engineering
inputs. As already mentioned, the funds for repairs and maintenance
are normally allocated in lumpsum amounts for repairs and main-
tenance of roads including bridges. In order to focus attention of both
the Government and Engineers, it is recommended that there should be
a separate budget item for inspection, repairs, rehabilitation and
strengthening of bridges.
A bridge maintenance programme along with cost estimates
should, therefore, be prepared every year and funds to the extent of
estimated expenditure should be provided in the budget
5.6. Maintenance of structure has to be handled by experienced
engineers and trained technicians. Training ofthese personnel is essen-
tial. The concerned engineerwill find it difficult to keep his knowledge
uptodate on the testing techniques, materials and maintenance pro-
cedure. So in-service training courses addressed by specialists in the
field are most valuable and are recommended and these should be held
frequently. Similarly, practical courses are desirable for all main-
tenance teams with addiiional short courses whenever new material
and techniques are introduced. It is also important that the main-
tenance team working on site is adequately insured against the risks and
should know and practice the safety precautions needed in main-
tenance work and this should include the use of protective clothing,
helmet. hreathing mask, eye shields, safety belts, working on elevated
structures, on scaffolding, in confined places and over water. A separate
manual for training of personnel engaged in bridge inspection needs to
he compiled and made available to organisations having a large num-
ber of bridges under their control. The manual should contain detailed
instructions for the personnel in charge of inspections at all levels, their
qualifications, handling equipment and tools, observance of necessary
safety precautions, filling in of inventory forms and inspection forms,
use of camera for taking appropriate photographs etc. The instructions
must he in simple language and formats like Dos and Donts and
should he illustrated with appropriate sketches and photographs to
guide the bridge inspection personnel in their task.
5.7. Apart from the technical aspects, the engineers and the
authorities should be aware of the importance of non-technical aspects
<<
 29

of management of distressed bridges, such as public safety, public

relations, legal issues, etc. These aspects need to be handled tactfully
and competently at the top level of management depending on the
importance of the bridge. As soon as distresses or damages to the bridge
come to light and if the traffic is either to be restricted or diverted or
stopped completely it is essential to keep the public informed of all the
facts regarding the bridge through suitable media. A standard hand-out
should be kept ready and should be distributed, updating it from time to
time. For vital bridges and bridges of strategic importance, as soon as
distresses are noticed a contingency plan should be worked out and kept
ready for implementation the moment it becomes necessary. The con-
tingency plan has to be prepared in consultation with all concerned
Departments. Merely investigating the causes of distresses and carrying
out remedial measures and restoring the traffic is not enough. One must
also draw lessons from such occurrences for improvements in future
structures so as to minimise chances of recurrence. The lessons learnt
should be made known to other engineers also.
5.8. Suggested action plan for Road Authorities as well as for IRC is
given at Appendix 9.

6. MAINTENANCE: RESEARCH AND

DEVELOPMENT ASPECTS

6.1. Requirements

A great deal of research is going on in India and other parts of the

world on structural aspects. These deal with concrete bridge deck, their
waterproofing and corrosion protection of reinforcement, damaged
concrete repairs, repairs to prestressed concrete members, strengthen-
ing of old bridges, metal protection. etc.
It is somewhat difficult to clearly separate out research con-
siderations that pertain only to bridge maintenance. However, the main
requirements of research and development in maintenance can be sum-
marized as follows
(a) The need to investigate the effectiveness of present methods of
maintenance.

(b) The need to develop performance criteria for evaluation ofdifferent main-
tenance strategies.
<<
 30

(c) Developing improved materials and techniques for bridge maintenance

and

(d) The study of economics of maintenance of bridges of various ages

and types.

6.2. Future Research

It will he observed that there is a considerable gap between the pre-
sent bridge maintenance practices and the desired maintenance prac-
tices. To close the gap, a great deal of knowledge ofall aspects of bridge
maintenance must yet be gained and disseminated. Carefully planned
and executed research has to be continued.. The research could be
broadly classified into (a) physical maintenance research and (b) non-
physical maintenance research dealing with costs, practices and
policies.
6.2.1. Research needs for physical maintenance could be:
(i) Repairs of concrete like crack repairs, development of suitable material,
methods and techniques to repair deteriorated concrete; and protective
coating;

(ii) Corrosion protection of high tensile steel in prestressed concrete;

(iii) Development of expansion joints and bearings with improved service-
ability;

(iv) Grouting technology of prestressing cables including techniques for

examining the quality of grout in embedded cables;

(v) Fatigue crack repairs in steel bridges;

(vi) Use ofpolymer modified concrete, latex modified concrete and fibre con-
crete in replacement of removed concrete;

(vii) Development of appropriate instrumentation and computer based multi

channel data acquisition system. (The instrumentation would be based on
deflection transducers, strain gauges and temperature gauges).

(viii) i)evelopmentofa special standard testing vehicle in which itis possible to

gradually increase the axle loads conforming to national classification
such as IR. 24R. 40R and 7OR as per IRC: 6,

(ix) Addition of steel reinforcement in the shape of bars. platesilats etc. to the
distressed structures. Successful bonding to the parent structure requires
development of appropriate gluing materials as well as techniques of
execution;

N) Measurement of prestressing forces in embedded tendons;

(xi) Strengthening by external prestressing;
<<
 31

(xii) Non-destructive method of detecting corrosion in prestressing steel and to

measure rate of corrosion of steel in concrete.

(xiii) Underwater bridge inspection and repairs:

(xiv) Techniques; forcontrolied and rapid removal of concrete without damage

to concrete and steel left in place.

(xv) Assessment of residual prestress in case of snapped tendons in parts awa~

from the snapped section.

(xvi~ Improvements in metallurgy of steel reinforcement and for prestressing

steel to improve corrosion resistance.

6.2.2. The research needs of non-physical aspects of maintenance

will be:
)i) Proper maintenance accounting:

(ii) Long term behaviour studies for methodical evaluation of effectiveness of

various repair techniques.

(iii) Assessment of bridge condition by sufficiency ratings,

(iv) Maintenance strategies and their effectiveness.

The above lists are not exhaustive. As time goes on and with more
modern facilities more areas for research will he opened.
6.2,3, In seeking to devise improved techniques to carry out ma in-
tenance and repairs, it is necessary to meet the criteria of practicability
like:
(a) Techniques must be robust and should not he unduly sensiti~c to
workmanship or defects.

(b) Techniques must he resistant to environmental conditions.

(c) Techniques should preferably involve proven technology, and new ideas
should he introduced with due care and attention.

BIBLIOGRAPHY

IRC SP: 18 1978. Manual of Highway Bridge Maintenance Inspection.

2. IRC SP: 9 - 1972 Rating of Bridges.

3. Condition Surveys of Concrete Bridge Components Users Manual by Minor,

White and BUSCH National Cooperative Highway Research Programme

Report 312 (1988).
4. Bridge Maintenance A Report prepared by an OECD Road Research Group
(September 1981).
<<
 32

5. Concrete Bridge Practice Construction. Maintenance and~Rehabilitation V.K.

Raina (1988),

6. Draft Manual for Inspection and Maintenance of Concrete Bridges (1988)

Government of India, Ministry of Railways, RDSO.

7. Bridge Inspection A Report prepared by Road Research Group of OECD

(1976).

8. Departmental Standard BD 22/84 on Inspection and recording of Highway Struc-

tures -Roads and Transport Directorate of Department of Transport of UK
9~ Departmental Standard BD 21/84 on the assessment of Highway Bridges and
Structures Road and Transporl Directorate of Department of Transport of
UK.

tO. AC! Manual of Concrete Inspection ACI Publication SP-2, Detroit.

II. Underwater lnspection and repairs ofBridge NCHRP Transportation Research

Board. National Research Council Washington DC (1981).

12. Durability of Concrete Road Bridges A Report by Road Transport Research

Group of OECD (1989).

1.1. Government of Maharashtra Public Works Department Technical Circular for

In:~pectionof Bridges dated 21.3.1988.
14. Brilge Inspection Guide HMSO (1983) Department of Transport, UK.

IS. Indian Railways Bridge Rehabilitation and Modernisation Plan Prepared by

Civil Engineering Directorate Railway Board, (1989).

16. Durability of Prestressed Concrete Highway Structure NCHRP Synthesis of

Highway Practice Report 140.

17. Corrosion of Protection of Prestressing Systems in Concrete Bridges NCHRP

Report 313

18. Bridge Management Systems NCHRP Report 300.

19. Bridge Management System for 10,000 Bridges in Thailand by Sorensen and
Per. Clausen.

20. A Basic Guide for Bridge Management (September, 1988) Michel Demarre
Discussion !aper (The World Bank Policy Planning and Research Staff).

21. Management of Distressed Bridges By NV. Merani (All India Seminar on Ion-
gevity of Bridges 1989).

22. MOST Circular RW/33037/1/87/NH (Std) dt. 23rd Sept., 1987.

23. MOST Circular RW/NH-33054/33/89-DO II dated 29th March, 1989.

24. MOST Report of High Level Technical Committee on Technical Issues pertaining
to the collapse of Nehru Bridge on Mandvi river (1989).

<<
 33

Append I

INVENTORY OF ROAD BRIDGES

(Suggested contents of Data Base)

Sr. Information item Suggested field
No. width in D Base for
coding

I. State 2
2. Category of Road 3
3. Road No. 3
4. Section 30
5. Location Chainage ft
6. Structure Number 5
7. Features Interesected 25
8. Type of Structure 25
9. Popular/Official Name 15
0. Highway/Circle/Division 30
II. Nearest City/Town 20
12. Yearof Construction 4
13. Overall Bridge Length 4
14. No, of Lanes
5. Load Rating 4
16. Design Loading 4
17. Yearoflnventory 4
18. Design Velocity in rn/sec 5
19. Design Discharge to
20. HTL 7
21. LTL 7
22. Design HFL 4
23. OFL 7
24. LWL 7
25. ~Design Scour Level at Pier 4
26. Design Scour Level at Abutment 4
27. Founding Strata
28~ Whether Bridge has any Gradient
29. Road Level 4
30. Footpath Width 3
31. Overall Deck Width 4
32. Approach Roadway Width Including Shoulders 3
33. Average Skew 2
34. Conditions of Exposure 20
35. Whether Navigable
36. Vertical and Horizontal Clearance 10
37. Soffit Level at Centre of Bridge 7
38. Importance Factor 3
39. Total No. of Spans 3

<<
 34

Sr. Information Item Suggested field

No. width in D Base for
coding

40, Maximum Span 5

41. Type of Superstructure 4
42. Pier Type 2
43. Abutment Type 2
44. Pier Foundation Type 2
45. Abutment Foundation Type 2
46. Type of Bearings 1
47. Type of Wearing Coat I
4K. Type of Expansion Joint I
40. Type of Railing 2
50. Corrosion Protection 3X3
51. Bank Protection Type 4
52. Floor Protection Type 4
51. Suspension of Traffic 3
54. Erosion of Banks/Bunds 3
55 Abnormal Scour Level Around Piers 6
56. Abnormal Scour Level Around Abutments 6
57, Abnormal Flood Level 6
5K. Distress and Repairs in Foundation 3
5~. Distress and Repairs in Guide Bunds 3
641 Distress and Repairs in Substructure 3
61 Distress and Repairs in Superstnicture 3
67 Any Other Observation/Data 100

Using the above list a suitable data base can he created to suil individual needs
s~hcre~rirestnctionsofl field width arenotnecessary. However.asanexample. the informa-
tion to he given in the field widths suggested above is indicated below for some ofthe items
tn the data base.

Item 1: State (2 digits)

Mention two digit code for States as under:

State Name Code

\rtLlhra Pradesh AP
Arunachal Pradesh AR
Assam AS
Bihar BR
Goa GO
Gujarat GJ
Ha rya na HR
Himachal Pradesh HP

<<
 35

Jammu and Kashmir 3K

Karnataka KN
Kerala KR
Madbya Pradesh MP
Maharashtra MH
Manipur MN
Meghalaya MG
Mizoram MZ
Nagaland NO
Orissa OR
Punjab PN
Rajasthan RJ
Sikkim SK
Tamil Nadu TN
Tripura TR
Uttar Pradesh UP
West Bengal WB
Andaman & Nicobar Islands (U.T.) AN
Chandigarh (U.T.) CH
Dadra and Nagar Haveli (UT.) DH
Delhi (U.T.) DL
Lakshadweep Island (U.T.) LK
Pondicherry (UT.) PD
Daman & Dju (UT,) DA

item 4 Section (30 digits)

Record the name ofthe section ofthe highway on which the bridge falls. This item is
justified without trailing zeroes. As such the spaces unifilled by thename ofSection should
be left blank and no zeroes need be put therein e.g.

NAWADAH BARHI

hem 5 Location (6 digits,)

Location of the centre of the bridge should be given in nos.

The last three digits show thousandth of a Kilometre e.&
Location Code
281,380 281380
84.120 084120
item 6 Structure No. (5 digits)

Structure number may be noted as follows

Location o?Structures Structure No. Code
2nd structure after completion of 280 km 281/2 28120
5th structure after completion of 84 km 85/5 08550
<<
 36

Ifany structureis added subsequently betweenstructure number 281/2 and 281/3, the
same may be numbered as 281/2A and codified as 28l2A. It would however be advisible to
reserval structure numbers for structures likely to be added in future.
For multi-lane carriageways~there would be either one combined structure or
separate bridge structures. In the case of one combined structure, the structure number
shall benoted as mentioned above. However, in case ofseparatebridge structure, the struc-
ture number shall be indicated as follows. As th kilometreage ofthe Section pmgresses,
the lefthand side structure will have asuffix L and right hand side structure will have a
sufTht R, e.g.

Location of structures Structure No. Code

2nd structure after completion of 280 km.
(i) Left side structure 28 1/2 2812 L

(ii) Right side structure 281/2 2812 R

5th structure after completion of 84 km
(i) Left side structure 85/5 0855 1

(ii) Rightside structure 85/5 0855 R

item No~7 Features inter.secte4 (25 digits)

Theinformation to be recorded forthis item will bethe name or names ofthe feature
intersected by the structure, like a river, road, railway line, canal, nallah, creek etc. Ifit is an
under bridge, the features intersected above the strructure should be given. If there are
more than one feature intersected by the same bridge, the names ofall features should be
separated by semi-colon or a coma, Commonly use and meaningful abbreviations may be
used, if necessary. This item is justified without trailing zeroes.

item 9 Popular/official name (15 digits):

Give the popular or official name of the bridge e.g. MALVIYA BRIDGE.
NEHRU HRIDGF.
The item is justified without trailing zeroes.

item 28 Average skew (2 digits)

Indicate average skew angle of the bridge in degrees. If there is no skew write 00.

hem, 33 Superstructure type (4 digits)

The superstructure type should refer to the most important main spans, if the type in
some of the main spans is different. This will be filled in a four digit code as under:

First digit Material

Second digit Type of design/construction
Third and Fourth digit System

<<
 37

(a) Material Code

RC.C. I
P.S.C. 2
Steel 3
Steel and concrete
Masonry 4
S
Timber 6

(b) 1)pe of design/construction Code

Slab
T-beam and slab 2
Box-girders-with single cell 3
Box-girders with multiple cell 4
Arches with packfill 5
Open spandrel arches 6
Truss 7
Plate girders/R.S. Joists with decking 8
Others 9

<<
 38

Appendix 2

INVENTORY OF ROAD BRIDGES

(Specimen for one Bridge)

Sr. Information Item Information of Bridge across Sawaleswar

No. Nala on N.H. 9 Pune Solapur
Section

1. State MH
2. Category of Road NH
3~ Road No. NH 9
4. Section Pune-Solapur
5. Location Chainage 225000
6. Structure Number 225 AR
7. Features Intersected Nalta
8. Type of Structure High Level Bridge
9. Popular/Official Name Sawaleswar Bridge
10. Highway/Circle/Division NH-9/Solapur/Solapur
It. Nearest City/Town Solapur
12. Year of Construction 1989
13. Overall Bridge Length 85.88 m
14. No. of Lanes 2
15. Load Rating 70R
16. Design Loading 70 R
17. Year of Inventory 1990
t8. Design Velocity in m/Sec. 3.9
19. Design Discharge in Cumecs 1285
20. Hit Nil
21. LTL Nit
22. Design HIt 446.700
23. 09. 444.900
24. LWL Nil
25. Design Scour Level at Pier 438.000
26. Design Scour Level at AbUtment 436.000
27. Founding Strata Hard Rock
28. Whether Bridge has any Gradient Nil
29. Road Level in m 450.100
30. Footpath Width in m Nit
31. Overall Deck Width in m 8.45
32. Approach Roadway Width Including 11.45
Shoulders in m
33. Average Skew 18
34. Conditions of Exposure Moderate
35. Whether Navigable No
36. Vertical and Horizontal Clearance 1.2 M
37. Soffit Level at Centre of Bridge 448.35
38. Importance Factor I

<<
 .39

Sr. information Item lnformation ofBridgeacross Sawaleswar

No. Nala on N.H. 9 Pune Solapur
Section

39. Total No. of Spans 5

40. Maximum Span 17.26
41. Type of Superstructure 12
42. Pier Type 32
43. Abutment Type 12
44. Pier Foundation Type 12
45. Abutment Foundation Type
46. Type of Bearings 2
47. Type ofWearing Coat
48. Type of Expansion Joint I
49. Type of Railing II
50. Corrosion Protection 000
51. Bank Protection Type 000
52. Floor Protection Type 000
53. Suspension of Traffic 000
54. Erosion of Banks/Bunds 000
55. Abnormal Scour Level Around Piers 000
56. Abnormal Scour Level Around 000
Abutments
57. Abnormal Flood Level in m 000
58. Distress and Repairs in Foundation 000
59. Distress and Repairs in Guide Bunds 000
60. Distress and Repairs in Substructure 000
61. Distress and Repairs in Superstructure 000
62. Any other Observation/Data The bridge is functioning satisfactorily
both hydraulically and structurally.

<<
 40

Appendix 3

SIMPLIFiED BRIDGE INVENTORY FORM

Identification Number:
Name -~rn...

State . .....~. ~ .~

District ~. ~ ........~.. ~ .~

Photograph Road number: .. ~

(Prefarably Coloured) ~ ~.. .~ - ~..

or Section ~. .~ .. ~.

sketch (showing span .. - -

arrangement) ~(ilometnc point: .._ ...

GENERAL DATA Traffic volume

Authority responsible for management: (at km point .~
Road crossed: D Road nb River. waterway D Railway Year Volume_
U Under 0 Under
0 Above 0 Above ..~

Construction date : Design load :_._ Traffic limitations

DYes ONo
Name of Builder contractor, Possible detour 0 0
Date of latest improvement/rehabilitation: Design load: Detour length .~.

TECHNICAL DATA
Total length : _... . Number of spans : Distribution of spans:
Totalwidth Carriagewaywidth Widthof Vertica1.....~....DAbove: U Under
footpaths clearance
SUPERSTRUCTURE
Material: U Steel 0 Concrete 0 Composite 0 Timber Cross section .
Expansion joints 0 Yes 0 No Type - Utilities DYes 0 No.
SUBSTRUCTURE
Abutments : Type: Material: - Channel protection 0 Yes 0 No Type
Piers: Type: -. Material~ Bearings: Type~
FOUNDATIONS Type: .~

Observations : Equipment required forinspections DYes 0 No Utilities U Yes 0 No

carried

<<
 41

Appendix 4

INSPECTION PROFORMA
(for Routine Inspection)
General
1.1. Name of bridge/No, of bridge/Name of river
1.2. Name of Highway/Location of Bridge
1.3. Type of Bridge Higb level/submersible
2. Last Routine inspection on by

3. Traffic Intensity PCU/T per day

(latest census)
4. Condition of
(a) Approaches
(b) Protective works
(Pitching, apron, toes, floor, guidebunds)
5. State
(a) H.F.L. Yes/No
(b) Inadequacy of waterway Yes/No
(c) Erosion of banks as evident Yes/No
6. Foundation and substructure
(State whether any abnormal scour, settlement/tilting!
cracks/cavitationidamages/growth of vegetation)
7. Bearings
(Statecondition/movements/deformation/cleanlinetis/
condition of grease)
8. Superstructure
(a) Concrete (RCC and PSC)
(State whether leaching/stains/cracks/spalling/
scaling/excessive deflection condition of
articulation and.inside box)
(b) Steel
(State condition of protective system/corrosion!
deformations/rivet and weld condition/buckling
and kin king/waviness/fracture/cleanlines)
(c) Masonry Arches
(Statecondition ofjoints/cracks/vegetation growth!
bulging of spandrel walls and parapets/
deformation).
9. Miscellaneous
(a) Wearing )urse (Surface condition and drainage)
<< (b. Drama ~Spouts/Ventholes/cloggingfcleanliness)
 42

(c) Parapets and Handrails, etc.,

(condition and profile)
(d) Footpath (condition and drainage)
(e) Expansion joints
(Cleanliness/Wearing out and alignment!
gap width/hump/drainage/deformation!
corrosion/cracks)
(f) Utilities (State condition)
10. Have actions been taken on the observations and Yes/No
recommendations from the last Routine/Principal
inspection?
II. Recommended corrective measures
(Attach separate sheet if space is insufficient)

Name, designation Name, designation

and dated signature of and dated signature
reviewing officer of inspecting Officer
(Next higher[ Authority
of the Inspecting Officer)

<<
 43

Appenthx 5

INSPECTION PROFORMA

Check List for Inspection Report

I. GENERAL
1.1. Name of bridge/No, of the bridge/Name of the River.
1.2. Name of the Highway, Bridge Location
2. Type of Bridge High kveLfSubmenlhle
3(A) Date of last such Inspection by
(B) Date oflast routine Inspection by
(C) Traffic Intensity PCU/T per day
(The latest census)

4. APPROACHES
4.1. Condition of pavement surface (check unevenness settlement,
cracking, pot boles, etc.)
4.2. Side slopes/(Check pitched or unpitched, condition of pitching/turfing,
any signs of slope failure etc.)
4.3. Erosion ofembankment by raincuts or anyotherdamage to embankment.
4.4. Approach slab (check settlement, cracks movement etc.)
4.5. Retaining walls: (Checks, subsidence, tilting, condition of weepholes
guardstone and railing)
4.6. Accumulation of silt and debris on submersible, approaches in cutting
and embankment
4.7. Approach geometrics (check whether it satisfies the standards in force).

5. PROTECTIVE WORKS
5.1. Type, (mention whether guidebund or protection around abutments
or spurs).
5.2. Check damage to the layout, cross section profile (check whether the
layout and the general cross sections are in order).
5.3. Check condition of slope pitching, apron and toe walls indicating the
nature of damage if any(check for properslope, thickness of pitching in
the slopes, width and thickness of appron, erosion of toe walls, etc.)
5.4. Check condition offloor protection works, indicate nature of damage if
any, (Condition of impervious floor, flexible appron, curtain walls,
etc.)
5.5. Check any abnormal scour noticed.
5.6. Reserve store material (check against specified quality).
6. WATERWAY
6.1. Check presence ofobstruction, island formation, vegetation, undergrowth
etc.
<< 6.2. Check any abnormal change in flow pattern
 44

6.3. check maximum flood level observed during the year and mark the
same on the pier/abutment both on the U/S and D/S (Local enquiry
if necessary)
6.4. Check signs of abnormal aflux from U/S & D/S watermarks on
piers if any
6,5. Check adequacy of waterway
6.6. Check of erosion of bank

7. FOUNDATiON
7.1. Check settlement, abnormal scour, tilting, if any
7.2. Check cracking, disintegration, decay, erosion, cavitation etc.
7.3. Check damage due to impact of floating bodies, boulders, etc.
7.4. For sub-ways repori seepage, vehicle impact, if any, damage to the foun-
dations, etc.

8. SUBSTRUCTURE: (piers, abutments, return walls and wing walls).

8.1. Check efficacy of drainage of the backfill behind abutments (check
functioning of weep holes, evidence of moisture on abutment faces,
etc.)
8.2. Check tilting, cracking, disintegration decay and other damages, etc.
8.3. Check conditions of side retaining waits like cracking, disintegration
and seepage, if any (For subways)
8.4. Check large excavations done in the road below in the vicinity offlyover
or road over bridge of viaduct
8.5. Check damages to protective measures to pier and abutments (for
viaducts, flyover and R.O. Bs.)
8.6. Check damages to protective coating or paint
9. BEARINGS
9,1, Metallic hearings (State types/Sliding plate/Rocker Roller/PTFE/Pot
hearings
9,1.1. Check general condition (check rusting, cleanliness, seizing of plates),
silting, accumulation of dirt in case of submersible bridges
9.1.2. Functioning (check excessive ~novemen1, tilting, jumping off guides)
9.1.3. Greasing (check date of last greasing/oil bath and whether to be redone
or not)
9.1.4. Effectiveness of anchor bolts (check whether they are in position
and tightened)
9.2. Elastomeric hearings (State numbers)
9.2.1. Check condition: of pads (oxidation, creep, flattening, bulging, splitting,
displacements, if any)
9.2.2. Check general cleanliness
9.3. Concrete bearings
9.3.1. Check any signs of distress (cracking. spalling, disintegrating staining,
dishing etc.)
9.3.2. Check any excessive shifting
9.3.3. Check loss of shape
9.3.4. Check general cleanliness
<<
 45

9.4. Check cracks if any in supporting member (abutment cap, pier cap.
pedestal)
9.5. Condition of d/s stoppers (for submersible bridges)
10. SUPERSTRUCTURE
10.1. Reinforced concrete and prestressed concrete members
10.1.1. Check spalling, disintegration or honey combing, (special attention; to
be given at points of bearings)
10.1.2. Check cracking (pattern, location, explain preferably by photograph
and plotting on sketch. A map of the cracking should he produced. The
size and distribution of cracks and their penetration should lie
noted)
10.1.3. Check exposed reinforcement, if any
10.1.4. Check wear of deck surface
10.1.5. Check scaling (This is gradual and continuous loss of surface mortar
and aggregate over irregular areas)
10.1.6. Check surface stains and rust stains along with the locations
10.1.7. Check Leaching (Effects are most usually evident on the soffits of
dec1~
10.1.8. Check corrosion of reinforcements, sheathing and tendons if visible
10.1.9. Check leakage (Leakages of water can take place through concrete
decks, construction joints or thin component sections of the deck viz,,
kerbs, etc.)
10.1.10. Check damages if any due to moving vehicles
10.1.11. Check condition of drainage system (spouts, collection pits, grating,
etc.)
10.1.12. Check condition of articulation (cracks, exposed reinforcement if
any)
10.1.13. Check excessive vibrations, if any
10.1.14. Check excessive deflections (sag) or loss ofcamber if any at same point
each time
10.1.15. Check cracks, if any, around anchorage zone for prestressed concrete
members
10.1.16. Check excessive deflection (sag) at central hinge, tip, of cantilever for
cantilever bridge
10.1.17. In box girders, the interior faces of flangers and webs need to be
examined for signs of cracking and report excessive accumulation of
waterordebris. Interior diaphragms will also require examination, par-
ticularly for any signs of cracking at their junction to the webs
10,1,18. Check accumulation of silt and debris on surface of deck (for submers-
ible bridges)
10.1.19. Check peeling off of protective coat or paint
10.2. Check Steel Members
10.2.1. Check condition of protective system
10.2.2. Check corrosion, if any
10.2.3. Check excessive vibrations, if any
10.2.4. Check alignment of members
10.2.5. Check condition of connection (adequacy, looseness of rivets, bolts or
wornout welds,specially on connection ofstringers to cross girders, cross
<<
 46

girders to main girders. gussets or splices, condition of hinges,

splices. etc.)
10.2.6. Check excessive loss of camber and excessive deflections and defor-
mations, if any
1027. Check buckling. kinking, warping and waviness
1028. Check on the cleanliness of members and joints (check choking of
drainage holes provided in the bottom booms)
10.2.9. Check apparent fracture if any
102.10. Check excessive wear (such as in pins in joints of truss) and their
locations requiring close monitoring
tO,2,l I, (heck conditions inside the closed members
10.3. Check masonry arches
10.3.1. Check condition of joints mortar, pointing, masonry. etc.
10.3.2. Check Profile, report flattening by observing rise of the arch at centre
and quarter points
10.3,3. Checkcracks, ifany, (indicate location, pattern, extent, depth: explain by
sketches)
10.3.4. Check drainage of spandrel fillings (check bulging of spandrel walls,
if any)
10.3.5. Check growth of vegetation
10.4. Check all Cast Iron/Wrought Iron Components
10.4.1. These materials occurin older bridges and the defects which theyexhihit
are in general very similar to those described above for steel. It should be
recognised that the homogeneity and purity of the material will not be
upto the present day standards of steel, as such the inspection process
has to take into account the variability of materials. (Blow holes and
cs~kingare probably the main defects that occur during the casting of
the metal and its cooling.)
I 1. EXPANSION JOINTS
11.1. Functioning (cracks in wearing course, existence of normal gap.
excessive noise. etc.)
11.2. Check conditiod of sealing material (for neoprene sealing material.
check for splitting, oxidation, creep, flattening. bulging and forbitumen
filler., check for hardening. cracking. etc.)
11.3. Check secureness of the joints
11.4. lop sliding plate (check corrosion, damage to welds. etc.)
11.5. Locking of joints (Check locking of joints especially for finger type
expansion joints).
11.6. Check for debris in joints
11.7. Report rattling, if any
11.8. Check drainage for expansion joint
11.9. Check alignment and clearance
12. WEARING COAT (CONCRETE/BiTUMEN)
12.1. Check surface condition (cracks, spalling, disintegration. pot holes,
etc.)
12.2. Check evidence of wear (Tell-Tale rings, check for thickoess as against
actual thickness, check data of last inspection)
<<
 47

12.3. Compare additional thickness with design thickness, with reference to

kesh height
13. DRAINAGE SPOUTS AND VENT HOLES
13.1. Check clogging, deterioration and damage, if any
132. Check the projection of the spout on the underside (see whether stnac-
tural members are being af1ect~d)
13.3. Check adequacy thereof
l3.4.~ For subways report about adequacy of drainage and pumping
arrangements, etc.
133. For submersible bridges, report on funetioning
14, HANDRAILS, PARAPETS
14.1, Check genera~1condition (check expansion gaps, missing parts if any
etc.)
14.2. Check damage due to collision
14,3, Check alignment (report any abruptness in profile)
15. FOOTPATHS
15,1. Check general condition (damage due to mounting of vehicles)
15,2. Check missing footpaths slabs
153. Cleanliness ofducts along footpaths
16. UI1LI1IES
16.1, Check leakage of water and sewage pipes
162. Check any damage by telephone and electric cables
16,3. Check condition of lighting facilities
16,4. Check damages due to any other utilities
17. WDGE NUMBER
17,1, Check condition of painting
18. ENViRONMENT
Cheek for signs of aggressiveness
19. AESTHFflCS
19,1. Check any visual intrusion, hoarding., vegetation on structural mem-
bers, etc.
192. Check whether all actions for maintenance and repairs recommended
during last inspection have been done or not (give details)
20. MAINTENANCE AND IMPROVEMENT RECOMMENDATION

S.No. Item needing Action Time by which to Remarks

attention recommended be completed

<<
48

21. Certificate to be accorded by the inspecting official

Certified that I have personally inspected this bridge.

Signature of the Inspecting

Officer
Date
i)uration of
Inspection

From AM/PM
to AM/PM
Method of inspection

<<
 49

Appendtx 6

STANDARD TOOLS
Clip boards, chalk, markers, clamps etc.
Pocket tapes, folding rules, tapes (10 m to 50 m)
Feeler gauges, callipers
Straight edge, plumb bob, protector, spirit level
Thermometers, inspection mirror, binoculars, magnifying
glass, camera
Flash light
Pocket knife, wire brush
Chipping hammer
Thin steel rod for use as probe (8 to 20 mm diameter)
Crack meter
Scrapper and emery paper
Plastic Jars and bags (for samples)

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AppendLx 7

POSSIBLE ASSESSMENT METhODS (ONLY INDICATIVE)

Assessment of Possible method (s)

Concrete
Strength Schmidt-hammer
Quality Ultra-sonic;
Lamination Sounding
cover Profometer
Steel
Cracks Ultra-sonic;
Cable/wire failure radiographic;
corrosion electrical halfcell
potential;
electrical resistivity
meter,
Global behaviour Surveying instruments;
movements dial gauges (straining
gauges)
extensometric Strain gauges and
measurement extensometers;
pressures, Forces Pressure transducers or
load cells
Miscellaneous
thickness of coatings Paint film gauge
waterproofing (digital elecometer)
membranes electrical resistance;
vibrations Aceleromettr
widening of cracks Glass tell-tales

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Appendix 8

TESTS
A large number ofdestructive and non-destructive test (NDT) procedures are avail-
able fsr evaluating the strength of components of bridges. However the limitations con.
caning the use of non-destructive testing andth reliabilityof the results should be closely
examined. Non-destructive testing should be undertaken only by agencies qualified for
the purpose.
Some of the test procedures for concrete are listed below
A. Non-Destnsctlve Tests
I. Rebound and penetration tests that measure the hardness of concrete are used to
predict the strength ofconcrete. The hammer is used to compare the quality ofcon-
crete in different parts of the bridge rather than to determining the absolute values
of strength. The relative strength of concrete can also be assessed by the
Windsor probe.
2. Sonic Methods Electronics sonic methosI.~have been used for assessing the
strength of concretc. The travel time of the sonic pulse beiween monitoring points
is related to the mtxtulus ofelasticity and hence the strength. The system is capable
of detecting differences between areas of sound and unsound concrete.
.3. Ultrasonic Teekniqnes These techniques are used for measuring the velocity of
pulse in concrete. Fhe pulse velocity depends on the composition and maturity of
the concrete and its elastic properties. The correlation between the pulse velocity
and compressive strength is reasonably good provided (he system has been calib-
rated with cores of the particular concrete being evaluated Corrections are
required to be made to account for any reinforcement present
4. Magnetic Methods The magnetic methods are used for determining the position
of reinforcement as well as the assessment of the concrete cover. Several portable
battery operated cover meters are available for the purpose. Such meters can
measure concrete coverwtth an accuracyofmm in the range ofupto TS mm.
5. Etectrical Methods Electrical methods for inspection of concrete bridge com-
ponents include resistance and potential measurements. These methods are par-
ticularly useful to detect corrosion of reinforcement
6. Naetnr Methods Nuclear methods are used to measure the moisture content in
concrete by neutron absorptiontechniques. The moisture measurements are used
to determine the possibility of corrosion of reinforcement
7. RadIography . Gamma radiation techniques have been particularly useful for
assessment of voids in concrete as well as in grouted tendon ducts (Vide ILS.
4408)
8. X-Ray diffraction aS differential thermal analysis olcoacrete saasples This is usc~
ful in determining hydration characteristics, The results indicate extent of attack
due to sulphates or sea water and any unusual hydration product
9. ElectroeheScal Potentials The procedure is as per ASTM C876. This is useful in
finding the condition of embedded steel.

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10. Electrical Re~istivltyManagement --- This also is useful in indicating the condition
of embedded steel.
it. Microscopic Examination Sag opticsi and polarised light microscopy Useful in
identifying ag,gregate source, presence of slag etc.
12. Dye PenetrationTest and Optical Microscopy These tests give qualitative evalua~
tion of incidence of pores and voids in concrete.
~. Deflection Monitoring - This is done with precision levels, theodolites, laser
aligne:rs.
14. Strain Measurements ihese are done with the help of ER strain gauges and

strain measuring bridges.

IS. Crack Meters -.-- To measure the width of cracks.
A combination ofvarious non-destructive tests may be required to assess the struc-
ture Usually no single non-destructive test can be relied upon to furnish the
necessary information.
B,, Destrectise Tests
1. Concrete strength
Testing core samples (As per 1.5. 5i6-1959) from concrete component under
n:trrence results in the actual strength of concrete being obtained. Core dnlling equip-
rm~ntis .wailahie iti various formats fur taking cores in horizontal, vertical or inclined
ch rections. Battery powered portable versions are also available
2. Carbonation
Carbonation of concrete in the cover region results in loss ofprotection of the steel
agaitsst corrosmn. The depth of carbonation is measured by painting the freshly coated
c:oncrete surfaces with the 2 per cent solution of phenolphthaiein. The colour of the con-
crete surface after painting may be compared with standai~dcharts to indicate the
areas of carbonation.
3. Endorseope
Fndorscope consists of usually flexible viewing tubes that can be inserted into holes
drilled into the concrete bridge components A light is provided by optic fibres frons an.
external source Endorscopes are used for detailed examination of parts of the bridge
structure which could not otherwise he assessed. Endorscopes are also available with
attaclsrnents for a camera or TV monitor.
4. Pull Out Test
Ihis measures the torce required to pull out a steel road with enlarged head cost in
concrete or introduced, by drilling. It is possible to estimate compressive and tensile
strersgth of concrete by correlating svith the pull out force.
5. Pull Off Test
This is used to evaluate the tensile strength of concrete or the bond tensile strength
between two different concrete or mortar layers. The tensile force is applied to a circular
steel disk .t mom diameters glued to a concrete surface by an epoxy resin. The test can be
carried out with a portable lightweight equipment. The steel disc diameter isSO mm and
the putt-off for a ranges from 500 N to 5t$XXt N depending on the type of the equipment
Th is tcst is easy- to operate at site and can he used specially for the quality contraii of
repaired concrete surfaces.

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6. tntensal Fracture Test

in this the force required to pull out an anchor bolt is measured. It is used to
estimate tensile concrete strength of concrete through a correlation with the pull out
force,
7. Break Off Test
This is mainly used to estimate flexural tensile strength of concrete, 55 MM
diameter core, 70 MM deep is prepared and the force required at the top and right angles
to the axis to break off the axis to break off the core at the bottom is measured~Thecore is
drilled in the hardened concrete. The testcan also be used to evaluate bond between two
concrete or mortars of different ages.
if Water Penetration Test
In this the flow rate of water through concrete is measured and this indicates the
degree of protection of reinforcement offered by the concrete cover. The specimen is
sealed in a permeability test rig and water pressure applied on one faceand the flow rate is
measured. The test is susceptible to laboratory conditions of storage.
9. RapiiL Chloride Teat and Rapid Sulphate Teat
Results in terms of chloride content and also depthwise penetrat.ion are
possible.
I0. Analysis of Hardened Concrete
Determination of cement content is possible in hardened concrete,
Ii Optical microscopy and expansion test on concrete cores
This can detect the alkali-aggregate reaction,

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AppendL~9

SUGGESTE[) ACTION PLAN

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