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MAINTENANCE OF SUPER STRUCTURE -
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provided to take care of large horizontal forces when the foundations are deep.
Larger diameter piles can also be provided for foundation depths beyond the
limit of pneumatic operations.
4. Well foundation provides a solid and massive foundation for
heavy loads and large horizontal forces. This has a larger cross sectional
area and hence the total foundation bearing capacity is much larger than
what may be offered by a cluster of piles. The well provides a very good grip when
taken sufficiently deep and hence is most suited for river beds subjected to heavy
scour.

ACS 36 IRBM dtd. 27.03.2018

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 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

CHAPTER - IV

CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

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INDIAN RAILWAYS BRIDGE MANUAL 80 CHAPTER - 04

 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

6. Well cap :
The bottom of the well cap shall, as far as possible, be located
300 mm above low water level. All the longitudinal bars from the well
steining shall be anchored into the well cap. The well cap shall be
designed as a slab resting on the well steining.
419. Pitching of the cutting edge and well curb
The curb should be generally pitched at about 15 cm to 30 cm
above the low water level. The pitching level may be kept higher if the
water level in the river is subjected to greater fluctuations like in tidal
areas. In case the site is dry, excavation should be carried out upto the
level at which the well curb is proposed to be pitched and the centre of
the well curb carefully marked. The well curb should then be assembled
on wooden blocks or sand bags placed at intervals of about 1.5 metre.
In case the well has to be sunk in water, an island is formed, and
the top of the island is levelled and compacted lightly and marking for
setting the cutting edge is done on the level surface.
The concrete should be of mix not leaner than M-20 grade. After
concreting the well curb the outer shuttering may be taken off after 24
to 48 hours depending on the temperature. The inside conical shuttering
can be taken off after 72 hours. The wooden block supports can be
taken out alternatively one by one, supporting the well curb on sand
bags using a jack, for the purpose. Vertical gauges on four sides of the
well from the centre of the cutting edge should be provided to monitor
the verticality of the well during sinking. RCC well curb should be allowed
to set for at least one week before sinking is started. A well is most
unstable in the beginning when it has no grip in the sand or when the
grip is very small. The chances of tilting increases considerably if the
well is made top heavy by raising the masonry of the steining too high
in the first instance. The best course is to sink the well curb alone after
allowing it setting time without raising the steining above it.
420. Concreting of steining
The well steining should be built up in stages initially 1.20 to 1.50
metres at a time, as it is gradually sunk through the soil, keeping
sufficient free board above the water level. Once well has acquired
INDIAN RAILWAYS BRIDGE MANUAL 81 CHAPTER - 04
 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

a grip of about 6 metres, the steining can be raised 3 metres at a time

to obtain a better rate of progress. Inner shuttering and bracing should
not be removed within 24 hours of casting.
421. Sinking of wells in water
1. The sinking of well is done by removing the soil with grabs or
chiselling and drawing out the soil. Sinking of steining should not be
done within 48 hours of casting.
2. In stagnant water and in water with velocity upto about 2.0 m/s
and of depth upto about 5 metres, construction of island may be
resorted to. In greater depths, the use of steel caissons would become
unavoidable.
3. Construction of island :
a) The island should provide sufficient working space of about 2
to 3 metres all round the well. A minimum free board of 0.6 metre should
always be provided.
b) For depths of water upto 1 metre, an island may be constructed
by laying a few rings of sand bags enclosing the area of the island and
filling with sand. Boulders should not be used in the construction of
island as they may find a way inside the island and obstruct the sinking
of the well. For greater depths, two rows of piles 1.5 metre apart at a
spacing of 1 metre enclosing the area of the island may be provided.
Upto 1.5 metre depth, bamboo piles may be used and timber ballies
may be used upto 3 metre depth. The piles are lashed together
with strap, wire ropes or coir ropes. Bamboo matting is then fixed along
the inside faces of the piles and the space between the mattings is
filled with puddle or sand bags. Beyond 13 metre depth, steel sheet
piles should be used. The piles should have a grip of at least 3 metres.
Sand bags should be dumped outside the island as a protection against
scour. In cases, where velocity is high, wire netting (crates) filled with
boulders may be used. (Refer Annexure 4/13).
422. Sinking of wells using caissons
1. In deeper channels and swift rivers, caissons built of steel plates
suitably strengthened by angle iron stiffeners and further strutted and
tied together by MS angles may be used. Caissons are lowered through
water and pitched in position before commencing the sinking.

INDIAN RAILWAYS BRIDGE MANUAL 82 CHAPTER - 04

 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

2. Assembling and launching of caissons :

Caissons can be assembled at site itself and launched straight
away using barges or can be assembled when the river bed is dry and
launched when water level in the river rises.
In the first method, a temporary platform is constructed over two
barges suitably anchored and a gantry is erected over the platform.
The caisson is assembled on the temporary platform. After testing for
leakages, the caisson is lifted from the platform and lowered in position
after removing the temporary platform (Annexure 4/14)
In the second method, the caissons are assembled, tested and
kept ready duly filled with water on the river bed when it is dry. When
the water level rises, the water in the caisson is pumped out and they
are toed into position. The draught can be reduced by covering the
dredge holes with steel plates and pumping compressed air into them.
As an alternative method, caissons can be assembled on the
river bank and brought into the water using the slip ways after which
they can be toed into position for launching and grounding. This method
of assembling the caissons in dry docks and launching them is very
expensive and resorted to only under special circumstances.
3. Grounding of caissons:
While lowering, the caisson should be held firmly in position
between the barges with greased wooden packings as shown in
Annexure 4/15.
The barges should themselves be firmly anchored to the river
bed. The caisson should be lowered slightly at first by pumping in water
or releasing the compressed air from the dredge holes. Later the rate of
lowering can be increased by adding weight either by concrete or water.
It should be ensured that a minimum free board of 0.6 metre is
maintained throughout the grounding operations. Once the caisson has
touched the bed, sand bags should be deposited alround to contain the
scour. The caisson is then set in its correct position. Further weight is
added by pouring concrete in the caisson and dredging operations are
commenced.
INDIAN RAILWAYS BRIDGE MANUAL 83 CHAPTER - 04
 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

423. Process of open sinking of wells

1. Sinking of smaller wells may be done with the help of timber

shear leg, derrick or timber scotch. For shallow depths, grabbing and
removal of the earth can be done manually. For greater depths and
where the sub soil water level is high, suitable dredger may be used.
The grab can not be operated in the blind area below the curb. Hence,
these are suitable for the wells with thinner steining. Steam or diesel
winches of suitable capacity can be used for operating the grabs or
dredgers. For faster sinking of wells of 6 metre dia and above, suitable
cranes may be used.

2. Well Sinking through clay and hard strata :

a) In stiff clay strata or in strata with compact sand, shingle and

boulders, the use of rail chisel may be required. Use of chisels can be
avoided if hammer grabs are used.

A sketch of rail chisel commonly in use on Indian Railways is

shown in Annexure 4/16.

b) For sinking through stiff clay and other hard strata buoyancy
effect of the soil may be reduced by dewatering the well to increase its
effective weight.

c) If due to heavy skin friction, the well is held in a floating condition,

air or water jets may be used on the outer periphery of the well for
reducing the friction. For this purpose pipes of 4 to 5 cm. dia. fitted with
nozzles can be incorporated in the well close to the outside periphery,
particularly in the curb portion and also for some height of the steining
above.

d) When any of the above methods is not effective, a few sticks of

gelignite can be detonated under the water below the cutting edge.
This results in shaking of the well and reducing the skin friction, which
helps in its further sinking. Charging should be started with small
quantities in each dredge hole at a time and gradually increased. When
there is more than one dredge hole, such charging and detonation
should be done in all the holes simultaneously.
INDIAN RAILWAYS BRIDGE MANUAL 84 CHAPTER - 04
 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

3. Precautions to be taken during well sinking:

a) Blowing of Sand:
Great caution is necessary when dewatering of well is done at
shallow depths or when the well has not gone into the soil by at least 1
metre. The difference in the hydraulic pressure inside and outside the
well may create a passage for rush of sand from outside the well resulting
In “blowing of the sand”. Sand blowing can endanger the safety of men
working inside the well and can also cause sudden tilting of the well.
Seepage of water should be carefully watched during sinking and should
be checked by putting sand bags over the area where such seepage is
noticed. In severe cases of sand blowing, large quantity of the sand is
sucked into the well and a funnel shaped depression is formed outside
the well as shown in Annexure 4/17. Empty gunny bags and branches
of the tree with green leaves may be thrown into the funnel and dredging
continued till the sand blow gets arrested. The well can then be dewatered
completely and excavation continued.
b) Quick sand condition:-
Quick sand conditions may occur when fine sand or silt underlie
an impervious layer of clay with a considerable hydraulic pressure below
the clay layer. As soon as the layer of clay is pierced through, a steep
hydraulic gradient is established across a fine sand or silt under the
clay and it either starts rushing upwards or is in a state of incipient
motion. It has no shear strength in this state and allows the well to sink
into it without offering any resistance. In most cases, the sand rises to
a considerable height above the cutting edge and remains there inspite
of continuous dredging. The problem can be faced to a certain extent if
the steining of the well is raised to a considerable height when the cutting
edge is well within the clay layer. The level of water inside the well should
also be raised by pumping in water.
Dewatering should not be tried under any circumstance and no
one should be allowed inside the well when quick sand condition
develops. By keeping the water level inside the well higher, a hydraulic
gradient is established in the reverse direction and the quick sand
condition is not allowed to develop.

INDIAN RAILWAYS BRIDGE MANUAL 85 CHAPTER - 04

 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

Even if it does develop, there is considerable margin of safety

and the well does not sink below the bed level.
c) While sinking wells in deep water, divers with their equipment
should be present for emergencies.
424. Tilt and shift of the well
1. Limits of tilt and shift :
a) As far as possible wells shall be sunk without any tilt and shift. A
tilt of upto 1 in 100 (1%) and a shift of D/40 subject to a maximum of
150 mm can be permitted.
b) Excessive tilt and shift, which cannot be corrected, should be
taken into account for rechecking the design of the well and the resulting
foundation pressure.
c) The gauges marked at quarter points on the outer periphery of
the steining starting from the bottom of the cutting edge mentioned
earlier are used for checking the tilts. Water level readings on all the
four gauges are observed frequently to get an idea of the direction and
extent of tilt. Where the well is not sunk through water, plumb bobs are
used on all four sides to judge the verticality of the well. It should be
noted that plumb bobs are used only for checking for tilt during sinking
and should never be used while building up the steining.
2. Tilt correction :
Depending on the site conditions, any one of the following methods
may be adopted either separately or in combination with others for the
rectification of tilt which may occur due to the well encountering very soft
material on one side and hard material on the other side or when there is a
log of wood or a big boulder under the cutting edge on one side of the well.
a) Eccentric dredging :
The dredging is confined to the higher side and is done very close
to the inside face of the steining and even a little under the steining.
b) Eccentric loading :
The side which is higher is loaded either by placing kentledges
on the steining or by placing the load on a cantilevered platform
(Annexure 4/18). Eccentric dredging should also be carried out to aid
the tilt correction.
INDIAN RAILWAYS BRIDGE MANUAL 86 CHAPTER - 04
 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

c) Applying pull to the well :

Light pull can be applied to a well by taking a wire rope round the
well and anchoring the tackle to a dead man anchorage or a large tree
if available in the vicinity. The tackle is worked by a winch and tension is
maintained as sinking progresses (Annexure 4/18).
For applying heavy pull, wire ropes are taken round and fixed to a
large dead man anchorage. Rails or other kentledges are then placed
on the wire ropes to develop high tension and the tilt gets rectified as
the well sinks (Annexure 4/18)
d) Applying push to the well :
Light push can be applied by driving a strut between the well and
the bank. The strut is made tight by driving wedges. For applying heavy
push, two timbers or struts of steel of suitable section are tied together
in the shape of a nut cracker with the handles spread apart and the
load is placed at the hinge. Care should be taken to see that the push is
not excessive.
e) Packing the low side of the well with sand bags under the splayed
portion.
This can be adopted only when sinking is done under dewatered
conditions either by pumping or using compressed air. The side which
is lower is packed with sand bags and excavation is carried out only on
the high side. This method should be used cautiously if the depth of the
well is shallow and when the well is resting on a sloping rock surface.
425. Use of divers for sinking
When dewatering is not possible and the use of pneumatic
equipment for sinking is uneconomical, divers can be deployed for the
removal of obstruction or clearing the strata. No man suffering from
any chronic disease, alcoholic excess, ear or heart troubles or having
a sluggish blood circulation or who has excess of fat should be employed
as a diver. Theoretically a diver can work upto a maximum depth of
water of 75 metres. But in practice it may be limited to about 35 metres.
Any diver who will be employed in depths beyond 10 metres should be
medically certified. The descending and ascending should be done
slowly so that the diver can adjust himself to the pressures at various
INDIAN RAILWAYS BRIDGE MANUAL 87 CHAPTER - 04
 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

depths. Durations of ascends and stoppages at various depths and

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

INDIAN RAILWAYS BRIDGE MANUAL 88 CHAPTER - 04

 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

e) The rate of decompression specified should be followed. Working

above a pressure of 3.5 kg/cm2 above atmospheric pressure is not
allowed except in emergency.
f) The steining concrete for wells to be sunk using pneumatic
caissons should be as dense as possible to reduce the pore pressure
caused by air under pressure trying to escape through fine pores in
concrete.
g) The joints should be made as air tight as possible to prevent
escape of air. Water proof cement plastering can be resorted to on the
inside face of steining.
427. Founding the well
1. Settling the well by blasting :
After loading the well as specified a small charge of one or two
gelignite sticks of 50 gm each is exploded at the centre of the well at the
level of straight portion of cutting edge. The well should not go down by
more than 25mm. If it goes down, the necessity of further sinking should
be examined.
2. Dressing the bottom of the well :
a) As far as possible, the well shall be evenly seated on sound
rock devoid of fissures, cavities, etc.
b) One or more cylindrical holes may be made in the base to give
good anchorage to the well. (Annexure 4/20 a). Alternatively anchorage
can be provided by the rock itself which is allowed to remain projecting
at the centre. (Annexure 4/20 b).
c) In shallow wells and wells resting on rock a few holes may be
drilled and MS dowels fixed in them for providing a good bond between
the base rock and the bottom plug.
d) In case of sand overlaying steeply sloping rocky base below, it
is preferable to bench the rock and take the well down to have a proper
base. Where this is not feasible, a number of small wells or piles are
sunk or driven through the sand till they penetrate into the base rock
(Annexure 4/20 c & d)
INDIAN RAILWAYS BRIDGE MANUAL 89 CHAPTER - 04
 CONSTRUCTION OF FOUNDATIONS FOR BRIDGES

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 REHABILITATION OF BRIDGES

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1. As regards construction in brick and stone masonry, the

relevant specification prescribed by the Chief Engineer shall be
followed.

2. When concrete is used in construction, the important points

to be observed are given in the subsequent paras.

3. Concreting shall conform to the requirements specified in

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IRS Concrete Bridge Code and IS.456.$&6GWG

However, for concrete upto M-20 grade, mixing on equivalent

volume basis may be permitted with necessary correction for
bulkage. For concrete richer than M-20 proportioning shall be done
by weigh batching only.

4. All works in PSC shall be done with weigh batching only.

5. Design of concrete mix shall be in accordance with any of

the methods given in the recommended guidelines for concrete mix
design, published by the Indian Standards Institution.

6. Ordinary Portland cement conforming to IS 269 shall be

used for plain, reinforced and prestressed concrete work. Portland
blast furnace cement conforming to IS 455 may also be used for
plain and R.C.C. work but not for PSC work. Portland pozzolana
cement (IS 1489) shall not be used for PSC and RCC works. It can
be used only for foundation concrete and concrete works in Bridge
substructure where reinforcement is not provided for structural
strength. When Portland pozzolana cement is used it is to be
ensured that proper damp curing of concrete is done at least for 14
days and supporting form work is not removed till concrete has
attained at least 75% of design strength. High strength ordinary
Portland cement conforming to IS 8112 (Grade 43) and IS 12269
(Grade 53) may also be used where required from consideration of
mix design.

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PART B - CONSTRUCTION OF SUPERSTRUCTURE
607. Slab Bridges
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INDIAN RAILWAYS BRIDGE MANUAL 9 CHAPTER -

 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

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611. Important points to be borne in mind in the construction
of PSC girders
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INDIAN RAILWAYS BRIDGE MANUAL 10 CHAPTER -

 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

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 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

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INDIAN RAILWAYS BRIDGE MANUAL 12 CHAPTER -
 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

612. Quality control in prestressed concrete works

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INDIAN RAILWAYS BRIDGE MANUAL 13 CHAPTER -

 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

The anticipated camber due to prestressing shall be computed and

shown in the detailed working drawings. Actual camber shall be
measured and compared with the computed values.
4. Dimensional tolerances may be permitted as provided in IRS
Concrete Bridge Code and any other relevant literature.
PART C - FABRICATION AND ERECTION OF
STEEL GIRDERS
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The fabrication shall be as per detailed approved drawings and
shall conform to IRS B/1 specifications. The fabrication shop should
make out further detailed drawings for the templating and
preparation of jigs. For this purpose the girder inter section lines are
marked over a specially prepared floor, preferably laid with steel
plate surface. The layout of members and joints are set out on this
and the holes correctly marked after which templates for various
individual members are made out. The templates are generally
made with sufficiently thick galvanised iron sheets.

If the work is of large and repetitive nature, jigs should be

prepared (with reference to the templates) by the fabricators. These
jigs are used for marking, cutting and drilling holes. The hole position
on the jigs will be correctly drilled and provided with proper bushes.
While drilling holes through a set of plates, a number of plates which
can be taken by the drill will be assembled together and then
through drilling done so that drilling is uniform and spacings are
correct.
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The first span must be completely erected in the shop (in
bolted position) for ensuring the accuracy of the templates,
interchangeability of members, fairness of holes at joints and
checking camber achieved. The dismantled components are
inspected, painted and shipping marks stencilled before despatch to
site.
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The surface of steel work should be carefully prepared by
removing mill scales, rust, grease etc. using wire brushes, sand or
grit blasting as required.

INDIAN RAILWAYS BRIDGE MANUAL 114 CHAPTER - 06

 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS
The surfaces and locations which will be in permanent contact
after assembly by riveting should be given a heavy coat of red oxide
zinc chrome priming 2074 $&6GWG
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1.General : Plate girders and open web girders arefabricated
in convenient lenghts to suit transportation and availability of plate
lengths. In general the length is restricted to about 12m so as to
facilitate transport in single lengths.
2. Erection of plate girders : There is no camber provided in the
plate girder and they are erected on a level ground over the platform
made up of compacted earth or concrete base. Over this, sleeper or
timber pickings at suitable intervals are laid for laying the main
members for assembly. After they are laid, levelled and aligned,
splicing plates are fixed. The bracings are connected and the joints
first provided with bolts. Joint holes are partially filled with drifts for
bringing them into proper alignment. 40% of the holes are covered
with drifts, after which the bolts are removed one by one and the
rivetting done.
3. Erection of triangulated girders :
In the case of triangulated girders, a uniform level platform has
to be prepared first on a firm ground. The platform should be such
that the load transmitted at panel point can be properly transmitted
without any settlement occurring. Over this platform at panel points,
timber packings are placed over which camber jacks are erected.
These jacks are all run up almost to full height and their tops are first
levelled. The bottom boom is then erected on these jacks, aligned
and connections made. Floor members are then erected. The joints
are made by filling not less than 50 percent of the holes. The camber
jacks are then lowered by necessary amounts, keeping the central
jack in the original position, so that the resultant bottom profile of
girder takes the shape conforming to the theoretical camber. After
this, using derricks or crane, the vertical members are erected and
then the diagonals. The top boom members are erected, starting
from the centre. While erecting the top boom members, it should be
noted that a considerable amount of drifting will have to be done.
4. Upto a maximum of 40 percent of the holes of each member
of the joint can be filled with drifts and balance with bolts. The holes
are generally kept 1.5mm larger than the rivet shanks so that the
INDIAN RAILWAYS BRIDGE MANUAL 115 CHAPTER - 06
 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

black bolts can be easily inserted for holding the members without
any damage being caused to the bolts. After all the joints are thus
properly connected, bolts should be replaced one by one with rivets
and then the drifts replaced by rivets. Care should be exercised
while lifting and slinging the members during erection so as to cause
no permanent set in them. The rivets should be heated to the
specified heat for the full length of the shank before being
transported to the location of joints and inserted in the holes. Mobile
heating furnaces are set up close to the joints where rivets are used.
The initial heat of the rivet, particularly the long ones which are to be
conveyed over some distance, should be a little more than the
required heat so that the required specified heat is available at the
time it is being inserted into the hole. After the insertion into the hole,
the rivets are firmly backed at the head with a dolly and the other
end of the rivet is driven down by using the rivetting hammer so that
the shank expands and fills the entire rivet hole and proper snap
head is left on hammering end also. Where it is not possible to back
up with a proper dolly, double gunny can be done. The driven rivets
after they are cooled should be cent per cent checked for their
firmness.
5. Adoption of riveted fabrication for plate/composite girders
should not be done without prior approval of Board.
 :HOGHG*LUGHUV

All fillet and butt welds for the fabrication of welded I-section,
are required to be made by submerged arc welding process, either
fully automatic or semi automatic type. The entire length of fillet
welds is checked by NDTmethods and all the butt welds in flanges
and web are required to be radiographed and cleared. In the case of
composite girders, the top flange plate with channel shear
connectors, welded in staggered arrangement, should be made first,
before the I- section is made. Suitable jigs and fixtures are needed
for fabricating the members by welding, to reduce the extent of
warping and distortion.
Site welding is generally prohibited. However, in certain
unavoidable cases such as repair1 maintenance work for girders in
service it can be permitted by Chief Bridge Engineer1 officer
equivalent to the rank of SAG officer and above. During construction,
it can be permitted on case to case basis by an officer equivalent to

INDIAN RAILWAYS BRIDGE MANUAL 116 CHAPTER - 06

 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

the rank of Chief Administrative Officer/Construction and is confined

to connections having low stresses, secondary members, bracings
etc. The suitability of parent metal to take welding, should, however,
$&6GWG
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The Schedule of painting as detailed in IRS B-1 specification
shall be adopted.
 &KRLFHRIDVXLWDEOHPHWKRGRIJLUGHUHUHFWLRQ
1. Several methods are available for girder erection. The
following factors generally influence the suitability of a particular
erection method:
a) Particulars of Bridge and spans.
i) Length, width, height, & weight of girder.
ii) Number and type of spans.
iii) Height and width of piers and abutments
iv) Skew or square span.
b) Site conditions.
i) Type of gap, wet, dry or partly dry.
ii) Height of gap.
iii) Depth of water, velocity and liability of river to spates or
floods.
iv) Condition of approaches- high or low banks or cuttings.
c) Access to site.
i) Road, rail or water access.
d) Availability of bridging equipment and bridging materials.
2. Some of the commonly used erection and launching
methods are described briefly in paras 621 to 629.
 3UHOLPLQDU\DUUDQJHPHQWVEHIRUHJLUGHUHUHFWLRQ
1. Collection of site particulars:
Site conditions should be carefully studied by visiting the site and
noting all the relevant facts before preparing erection schemes. Cross
sections of the rivers should be taken and HFL, LWL, the bed level
INDIAN RAILWAYS BRIDGE MANUAL 117 CHAPTER - 06
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 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

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 CONSTRUCTION OF SUBSTRUCTURE AND SUPERSTRUCTURE INCLUDING ERECTION OF GIRDERS

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 RIVERS AND FLOODS

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 RIVERS AND FLOODS

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 RIVERS AND FLOODS

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 RIVERS AND FLOODS

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INDIAN RAILWAYS BRIDGE MANUAL 38 CHAPTER -

 RIVERS AND FLOODS

every 30 metres along each stone protected bund or groyne and at

every 15 metres apart round each stone armoured mole head by
probing, if necessary and particulars submitted to the Divisional
Engineer. Cross sections should be prepared in the Divisional
Engineer‘s office to a fixed scale and copies sent to the
Headquarters office. These cross sections will indicate the position
in the slopes and apron, the progress of the apron pitching towards
its ultimate launching position and will bring to light any defects that
may require attention in the dry season. For comparison, five year‘s
records may be plotted in different colours on the same drawing.
After one set is completed, the next set should be commenced with
the same order of colours. A typical cross section record maintained
is enclosed as Annexure 7/4.
 $WWHQWLRQWRGDPDJHV
The Divisional / Assistant Engineer should carry out inspection
of Bridges and their training works after the rainy season and take
action to undertake repairs and make good the damages before next
rainy season. Proposals for new works should be framed and sent to
Chief Engineer for approval and these works completed before the
onset of floods.
 5LYHUVDQGIORRGUHJLVWHU
1. Continuous records of the behaviour of large alluvial and
other specified rivers and the condition of training and protection
works of the bridges across them, if any, should be maintained by
the Assistant Engineer in a “Rivers and floods” register. This register
may be in a manuscript form with sufficient number of pages allotted
for each bridge to cover ten to fifteen years and should contain:
a) Brief history of the bridge and protection works at and away
from the bridge site with plans and sections.
b) Condition of foundation and protection works with particulars
of action taken on repairs required.
c) Particulars of flood damage and remedial measure adopted
with reference to Bridge Inspection register. Blue prints of the cross
section diagrams of the bed of the river, survey plans of the course
of the river and cross sections of bunds vide para 711 and 712
should be attached to the register for reference. Past register should
be carefully preserved.

INDIAN RAILWAYS BRIDGE MANUAL 139 CHAPTER - 07

 RIVERS AND FLOODS

2. The Assistant Engineer shall submit the register to the

Divisional Engineer by a prescribed date, indicating the point on
which the orders of the Divisional Engineer are required.
The Divisional Engineer shall carefully scrutinise the register,
examine such works as called for his inspection, record his orders
regarding the points referred to him and initial against every bridge
or kilometerage in token of his scrutiny. Point4 on which the Chief
Bridge Engineer's decision is required shall be clearly indicated.
The register should then be sent to the Assistant Engineer for
noting the Divisional Engineer's Orders with instructions to return it
within 15 days. The Assistant Engineer should extract the orders
issued by Divisional Engineer and arrange expeditious compliance.
The register should then be forwarded by a prescribed date to
Chief Bridge Engineer who will scrutinlse the entries, issue orders
regarding matter referred to him endorsing the register to that effect,
and return it to the Divisional Engineer. Subsequent action taken on
Chief Bridge Engineer's notes should be entered in the register by
$&6GWG
the Assistant Engineer.$&6GWG

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During the flood season, written reports of damages must be
sent promptly by the Divisional Engineer to the Chief Engineer within
three days of the occurrence. These should be submitted in the
proforma shown in Annexure 7/5
In addition to the information given in the proforma,
consolidated descriptive report of the flood damages should be sent
to the Chief Engineer indicating action taken or proposed to be taken
to repair damage.
 5DLQIDOO'DWD
1. A list of rain gauge stations must be maintained in the
Divisional Engineer’s Office showing the designation of person who is
responsible for recording the rainfall every day at 08.00 AM. On any day
when the rainfall recorded is 75 mm or more the fact should be intimated
to the Assistant Engineer/Divisional Engineer and Chief Bridge Engineer
by the person responsible for taking the gauge reading. When there
is very heavy rainfall, hourly readings should be taken to assess the

INDIAN RAILWAYS BRIDGE MANUAL 140 CHAPTER - 07

 RIVERS AND FLOODS

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XVHGWRJHWDFFXUDWHDQGUHOLDEOHGDWD
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717. Provision of anemometer on bridges
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 RIVER TRAINING AND PROTECTION WORKS

CHAPTER-VIII
RIVER TRAINING AND PROTECTION WORKS
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The objective of river training/protection works is to prevent the
river from damaging Railway formation, bridges and other structures.
The training/protection works will have to be decided depending on
the reach in which the river is situated namely:
a) Upper reaches (Mountainous)
b) Submontane reaches (Foot hills)
c) Quasi-alluvial reaches (Trough)d) Alluvial reaches, ande)
Tidal reaches
 8SSHU5HDFKHV0RXQWDLQRXV5LYHUV
1. Characteristics:
These streams have narrow and deep cross section with very
steep bed slopes. The gorge is often deep and narrow with formation
of rapids. The discharge is extremely variable and their beds are
interspersed with large size bed material consisting of rock,
boulders, shingle and gravel. The rise of flood in them is very
sudden and flashy. The water is heavily sediment laden, with high
concentration of suspended load.
2. Suggested protective measures:
The following protective measures are suggested/
recommended for adoption:
a) Suitable protective fenders of concrete, rolled steel or rails
may be provided upstream of the bridge to reduce the impact on
piers and abutments due to rolling boulders down steep slopes.
b) Measures for controlling soil erosion and landslips,
improving stability of side slopes and arresting bed load in boulder
bedded hilly terrains should be undertaken.
c) The formation of gullies by the water coming down the hills
can be prevented by afforestation, construction of gully/check dams,
contour bunding, debris basins, chambers or wells. These should be
cleaned as frequently as necessary.
d) Stability of side slopes can be improved by provision of
adequate drains, breast and toe walls etc.

INDIAN RAILWAYS BRIDGE MANUAL 142 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

e) Properly designed chutes with paved apron at the entrance

with adequate free board may be used in Railway cutting for leading
the water of mountainous streams down the hill slopes. Alternatively,
suitably designed catch water drains on water-shed side may be
constructed.
 6XEPRQWDQH5HDFKHV)RRW+LOOV
1. Characteristics:
The rivers in these regions have a flatter bed slopes generally
from 1 in 50 to 1 in 500. The velocity and its sediment transporting
capacity get reduced encouraging deposition of excess sediment
load. Medium size boulders, gravel and coarse sand are generally
found in the beds. The floods are of flashy nature. These streams
are highly erosive and the erosion proceeds through grinding of bed
load material during transport, formation of deep holes through
whirlpools and plunging action along with cliffs forming the banks, in
the higher reaches. These actions go on widening the bed and
deepening the channel. The flow in the channel, except during
highest stages, is insufficient to transport the detritus which gets
deposited blocking the original channel; another channel may then
be formed and in course of time the river bed may become a
network of such channels with islands in between. Such streams are
called "Braided" stream (Annexure 8/1). All these channels normally
overflow during high floods and the river acquires very wide and
shallow cross section. The rivers in this reach are prone to
progressively raise their beds by sediment deposition. Such rivers
are known as "Aggrading" type. In these cases, the over bank spills
increase year after year, until occurrence of abnormal floods in a
year, when sudden change of course may take place.
2 Suggested protective measures:
It is not desirable to locate bridge in such reaches. However, if
a bridge is to be provided, training measures in the form of marginal
bunds, extending right up to the high ground in the hills are required
to shift the point of aggradation downstream. To reduce the erosive
action on the marginal bund
a) Suitable slope protection with boulders or concrete slabs,
b) Adequate toe protection in the form of two rows of in-situ
concrete blocks or boulders in wire crates and,

INDIAN RAILWAYS BRIDGE MANUAL 143 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

c) Boulders in wire crates forming flexible type apron may be

provided.
 4XDVL$OOXYLDO5HDFKHV7URXJK
1. Characteristics:
In this reach, the bed slope varies from 1 in 500 to 1 in 2,500.
The bed consists of small size gravel and medium sand. The
channel has generally a well defined course.
2. Suggested protective Measures:
Bridging such rivers normally involves constriction in width and
provision of guide bunds. Assistance of specialised agency,
undertaking hydraulic model studies may be availed of, as
considered necessary.
 $OOXYLDO5HDFKHV
1. Characteristics:
In this reach, the river bed slope varies from 1 in 2,500 to 1 in
25,000. The river flows on an almost flat bed built by its alluvium.
The alluvial river meanders as a whole within its “Khadir” (a strip of
low land within which a river meanders and its flood rises. In terms of
river hydrology, khadir is used to define extent or width of the river
bed within which the river is likely to flow either during lean or flood
season. Khadirs are generally bound by high and firm banks.Khadirs
can be very wide say 6 to 8 km and areparticular to rivers in alluvium
terrain). (Annexure 8/2).
The main difference between the alluvial and quasi-alluvial
rivers is that the former meanders as a whole within its “Khadir”
while the later has well defined banks and it is only during periods of
low water that the channels meander. Rivers in alluvial reaches are
normally stable with no perceptible lowering or raising of the river
bed in the course of the years. Shape, size and mobility are the most
important characteristics of a meander for design and maintenance
of railway bridges. They are described below (Annexure 8/2):
LR = Length along maximum depth LR/LV = Tortuosity ratio
LV = Valley length, W = Width of the channel
R = Radius of bend, ML =Meander length
MB = Meander Belt, Q = Angle of bend
Meander shape can be circular/sinusoidal or parabolic and is
INDIAN RAILWAYS BRIDGE MANUAL 144 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

defined by tortuosity ratio. A tortuosity ratio of 1 describes a straight

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

INDIAN RAILWAYS BRIDGE MANUAL 145 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

should be determined through model studies in a hydraulic

laboratory.
 7LGDO5HDFKHV
A river, whose flow changes periodically due to tides, is called
tidal. Before joining the sea and before becoming a tidal river, it may
branch off into several streams forming a delta. The last portion is
called a delta river. Constriction of the water way is to be avoided in
these reaches and tidal regime is to be kept in view, while designing
bridges.
 6RXWK,QGLDQ5LYHUV
The river system in south India is geologically older and stable.
Tendency for shifting of the river bed course and
aggradation/degradation is insignificant. Problems of river training
and protection normally do not arise except in the deltaic region/tidal
reaches.
 ,PSRUWDQWFRQVLGHUDWLRQVIRUK\GUDXOLFVWUXFWXUHV
For hydraulic design, most important parameters are discharge
gauge level/HFL, scour and physical layout of the channel.
Parameters like discharge and bed slopes can vary and estimation
of them is largely empirical.
For important rivers, data required for computing flood
discharge are generally available. The data may require proper
interpolation or extrapolation. Discharge is also worked out on the
basis of Gauge-Discharge curve. This is also a fairly reliable
estimate. All bridges shall be designed with adequate waterway for
design discharge. This shall normally be the computed flood with a
probable recurrence interval of 50 years. However, at the discretion
of Principal Chief Engineer/Chief Bridge Engineer, bridges, damage
to which is likely to have severe consequences may be designed for
floods with a probable recurrence interval of more than 50 years.
The discharge should be known for design of pier as well as
protection works. Discharge should also be known for the lean
period, when construction will be undertaken. This will decide how
temporary works should be designed to enable construction
activities.It is for the lower discharge, when pitching of bank slopes
fail. This is because of high surface velocity at lower discharge,
when scour has not fully developed.

INDIAN RAILWAYS BRIDGE MANUAL 146 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

Scour data can be had from the evidence left behind the river
for past discharge gauge. This requires careful survey and enquiry
made from local people. Known water holes or sounding of some
structures upstream can give very useful information. This needs to
be verified by calculations either made by some empirical methods
or by hydraulic model studies. Scour depth likely to be there for
lower discharge during construction is very important data. This is
necessary for designing temporary works required during
construction.
 5LYHU7UDLQLQJ:RUNV
The necessity and suitability of River Training Works should be
carefully assessed. For effective design of river training works,
following useful details are to be collected:
i) History of flow/channel
Change of river course happens mainly due to meandering
effect of the river. In case of meander, it is possible to know the
maximum radius of curvature from which it should be possible to
estimate the likely area of effect. Adequate studies and data keeping
results in easier, cost effective and simpler designs of protection
measures.
ii) Addition of any hydraulic structure on the regime of the flow
should be taken note of, both on upstream as well as on
downstream. On downstream side, effects are rarely beyond 5 kms.
Such changes may be in the form of additional spans/works
provided by highways on upstream side. This may also be due to
construction of barrage/dam/water storage structures. These are
considered as Railway Affecting Works and may have significant
impact on Railway bridge.
iii) Shift in flow channel because of meander: This should be
studied particularly with reference to acuteness of the meander
given by tortuosity ratio.
iv)Any large scale deforestation on upstream will cause heavy
sediment load leading to change in flow pattern.
The following types of river training works and bank protection
measures are generally adopted on the Indian Railways:
1 Guide Bunds;
2 Spurs (Groynes);
INDIAN RAILWAYS BRIDGE MANUAL 147 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

3 Marginal Bunds;
4 Closure Bunds;
5 Assisted Cut-offs;
6 Boulder Crates and
7 Sausage Crates.
 *XLGH%XQGV
1. Necessity:
Guide bunds are meant to confine and guide the river flow
through the structure without causing damage to it and its
approaches. They also prevent the out flanking of the structure.
2 Shape and Design Features:
a) The guide bund can either be divergent upstream or parallel.
In the case of divergent guide bund, there is possibility of formation
of a shoal at the center. Parallel guide bunds minimise obliquity and
separation of flow along the flanks. According to geometrical shape,
the guide bunds may be straight or elliptical. In the case of certain
type of alluvial rivers with sandy bed and meandering pattern,
elliptical shape appears preferable to minimise obliquity and
separation of flow.
Various types of guide bunds are shown in Annexure 8/3.
b) Normally the upstream shank of the guide bund is between
1.0 to 1.5 times the length of the bridge, while the downstream
shank is between 0.25 to 0.4 times the length of the bridge.
c) The tail bund on the downstream side is provided to afford
an easy exit to the water and to prevent formation of vertical
whirlpools or rollers which give rise to scour. These tail bunds are
also curved at their ends and should be properly armoured.
d) The guide bund is provided with a mole head on its
upstream side. The mole head bears the brunt of the attack and
should be provided with adequate protection in the form of slope
pitching and properly designed launching apron. The shank i.e. the
portion behind the curved mole head of the guide bund should also
be similarly protected on the river side. The slope in the rear of the
guide bund need not necessarily be provided with pitching and may
be protected by planting grass or shrubs as found suitable.
e) Radius of curved upstream mole head may be taken as
INDIAN RAILWAYS BRIDGE MANUAL 148 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

0.45L (L is water way width determined from Lacey’s formula subject

to minimum of 150m and maximum of 600m). The radius of
downstream curved tail may be kept as 0.3 to 0.5 times the radius of
upstream curved head. The angle of sweep of curved head may
range from 120° to 145° according to river curvature and that of the
tail head may be kept as 45° to 60°. For smaller rivers, one single
radius is good enough. For important rivers, multi radii may be
selected generally after model studies for smoother flows.
f) Top width of the shank of the guide bund should be wide
enough to permit plying of trucks and keeping reserve boulders for
maintenance. From this consideration top width may be taken
between 6m to 9m, and side slopes may be taken as 2:1.
g) Side slopes of guide bund needs protection on following
counts:
i) Wave action on the upstream side
ii) Water current along the slopes
iii) Wind action
iv) Rain cuts/Rain water
Most common method is to provide stone pitching. It is
necessary to provide 20cm to 30cm thick graded filter below the
pitching. Stone used for pitching is generally man size boulder of 35
to 55kg so that they cannot be easily displaced by the current. For
small works, one stone thick pitching (25 to 30cm) should suffice.
Gaps in between could be filled up by smaller pieces.
In case of guide bund, the pitching should continue right up to
the top of the formation for the river side, including the curved head
on both sides and tail head. For important rivers or in case of large
ponding etc, the pitching should be done on the rear side of the
guide bund also. For approach embankment, on the upstream side,
the pitching should continue up to the free board level which should
be determined not only on HFL but also to take care of velocity head
2
(V /2g), wave action etc. For the downstream side, pitching may be
done up to the water level based on hydraulic model study or
general water level observed.
A good drainage is key for protection of slopes from rain cuts,
particularly on high banks of over 6m height. For this, longitudinal
and cross drains shouldbe provided.
INDIAN RAILWAYS BRIDGE MANUAL 149 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

Guide bunds and approach embankments particularly in khadir

of the river must be constructed in one go in one season. In case
this is not possible, at least, a wedge size equal to angle of internal
friction of the old construction should be removed and the next
construction should be done with proper benching. For slope
protection and apron, an overlap may be provided.
h) No spurs projecting from the guide bunds should, in any
case, be provided.
j) For design and construction of guide bunds/launching aprons
reference may be made to IS: 10751-1994 (Planning and Design of
Guide Banks for Alluvial Rivers – Guidelines) and IRC: 89-1997
(Guidelines for Design and Construction of River Training and
Control Works for Road Bridges).
k) A typical lay out of a guide bund is shown in Annexure 8/4.
3. Apron Protection for guide bunds:
a) Apron is provided beyond the toe of the slope of the guide
bund, so that when bed is scoured, the scoured face will be
protected by launching of the apron stone or wire crate containing
stone.
b) Following are the important details for design of apron:
i) Thickness of apron
Thickness of apron is governed by thickness of pitching on the
slopes of the guide bund (T). In case of straight portion of guide
bund, the thickness of apron through its width is generally kept as
1.5T. In case of curved portion of guide bund, the thickness of apron
is generally kept as 1.5T at the junction of apron with pitching on the
slope and the same is increased through its width to 2.25T at the
end of apron.
ii) Level at which the apron is to be laid
Normally apron should be laid on dry bed, as low as possible.
iii) Width of apron
Width of apron is determined by depth of scour and is generally
kept as 1.5 times the difference between the deepest known scour
level and low water level.

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 RIVER TRAINING AND PROTECTION WORKS

4. Maintenance:
a) Substantial reserve of pitching stone should be maintained
on the guide bund for use during emergency. This should be stacked
at the top of the guide bund. Quantity of reserve stock to be
maintained at guide bund should also be specified by Principal Chief
Engineer/Chief Bridge Engineer as per provisions of Para 709(1).
b) The track on the guide bund, where provided, should be
maintained in a satisfactory condition and should be capable of
taking boulder trains at any time. The Permanent Way Inspector and
the Assistant Engineer should inspect the track soon after the
monsoon every year and carry out necessary repairs well before the
next monsoon.
c) Every effort should be made to ascertain whether the apron
is launching to the intended position and this should be done by
probing after the flood season is over. Plotting of the levels will
indicate the efficacy of the launching.
d) Disturbance of pitching stone on the slope indicates
dangerous condition and additional stones should be placed in
position immediately as necessary.
5. Failures and remedial measures:
The conditions under which an apron of the guide bund can fail
and remedial measures to be adopted are stated below:
a) If the launching takes place beyond the capacity of the stone
in the apron and results in leaving the bank material exposed to the
current and wave action, more stone will have to be added to the
apron.
b) If stones are carried away by high velocity current from the
launching apron and the toe of the bund, the apron should be
strengthened against severe attack by laying large sized stones at
the outer edge of the apron.
c) If slips and blow-outs in the bund occur due to a steep sub
soil water gradient resulting from a rapidly falling flood in the river,
the bank should be widened to reduce the hydraulic gradient. This
equally applies to marginal bunds.
d) Wherever disturbance is noticed in rear of guide bund due to
wave lash or other causes, the slope pitching should be adopted as
a remedial measure.
INDIAN RAILWAYS BRIDGE MANUAL 151 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

e) An apron can launch satisfactorily only if the material scours

easily and evenly and the angle of repose of the underlying material
is not steeper than that of the stone.
In all these cases action should be taken to dump the boulders
on the toe of the bank and make up irregular surface.
 6SXUV*UR\QHV
1 A spur/groyne is a structure constructed transverse to the
river flow and isprojected form the bank into the river.
2 Type of spurs /groynes:
i) They may be either “Permeable” or “Impermeable”.
Permeable spurs are constructed by driving wooden bullies or
bamboos, filled in with brush wood, with sarkanda mattresses or
other suitable material. These are helpful in causing quick siltation
due to damping of velocity. They are useful when flood velocities are
relatively lower and concentration of suspended sediment load is
heavy.They allow water to pass through. Permeable structures are
discussed in detail in Para 811(5). Impermeable spurs are made of
solid core, constructed of stones or earth and stones with exposed
faces protected by pitching. These spurs can withstand severe
attack better than permeable spurs.
ii) Spurs may be classified as (a) repelling (deflecting) (b)
attracting and (c) normal (sedimenting). Repelling (deflecting) spurs
are those which incline upstream at an angle of 60 degree to 70
degree to the river course and deflect the current towards the
opposite bank. They cause silting in still water on the upstream
pocket. Attracting spurs incline downstream and make the deep
channel flow continuously along their noses. They cause scour just
on the downstream side of the head due to turbulence. The river flow
is attracted towards the spur. Normal (sedimenting) spurs are those
which are built at right angles to the bank to keep the stream in a
particular position and promote silting between the spurs. They have
practically no effect on the diversion of the current and are mostly
used for training of rivers for navigational purposes.
iii) Spurs are also classified as full height spurs and part height
spurs. Where top level is higher than HFL, it is called a full height
spur.
iv) Spurs are also constructed extending into the stream with a
“T” head or hockey stick shaped head, properly armoured to hold the
INDIAN RAILWAYS BRIDGE MANUAL 152 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

river at a distance. A series of such spurs/groynes correctly

positioned can hold the river at a position away from the point
intended to be protected. The edge of the "T” head should be curved
somewhat in the manner of a guide bund to avoid swirls. Sketches of
the various types of spurs may be seen in Annexure 8/5.
3. Location and salient features of a spur/groyne:
i) The space between spurs or groynes generally bears a
definite ratio to their length. The common practice is to keep the
spacing at about 2 to 2.5 times the length so as to effectively protect
the bank.
ii) If designed as a full height spur, care should be taken to see
that spurs are built sufficiently high so that they are not overtopped
and out flanked by the current during high floods. Free board of 1
meter is provided.
iii) The side slopes of spurs are generally 2:1.
iv) The spurs should be anchored on to high ground.
v) The head of the spur is most vulnerable point for scour and
should be well protected on slopes by pitching and at toe by an
apron designed for scour depth of 2.5 to 2.75 times DLacey at the
mole head. For computation of DLacey, Clause
4.6 of ‘IRS Code of Practice for the Design of Substructures
and Foundations of Bridges’ may be referred.
vi) Spurs should never be constructed at a point where severe
attack is taking place but at some distance upstream.
vii) Spurs/groynes should be used only insituation where they
are absolutely necessary.
viii) The design of spurs may be finalised preferably through
hydraulic model studies.
ix) For design and construction of groynes (spurs)/launching
aprons reference may be made to IS:8408-1994 (Planning and
Design of Groynes in Alluvial Rivers – Guidelines) and IRC:89-1997
(Guidelines for Design and Construction of River Training and
Control Works for Road Bridges).
4. Maintenance of spurs/ Groynes:
In all cases, satisfactory arrangement should be made for the
maintenance of spurs/groynes by providing access to them during all

INDIAN RAILWAYS BRIDGE MANUAL 153 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

seasons of the year and keeping boulders as reserve. The

maintenance procedures specified for guide bunds apply equally to
spurs/groynes also.
5.Permeable Structures:
a)Permeable structures can be used either independently or
with the support of other impermeable stone structures or river
training and bank protection measures. These structures are easy to
construct, use low cost locally available material and require limited
skill in construction. These are very handy in anti-erosion works
during emergencies in floods. These structures can also be used in
areas where good quality stones are costly and/or not available.
Thus permeable structures are cost effective alternative to the river
training or anti-erosion works with impermeable spurs. Depending
upon the purpose to serve, the permeable structures are constructed
transverse or parallel to the direction of flow. Permeable structures
serve one or more of the following functions:
i) Training the river along a desired course.
ii)Reducing the intensity of flow at the point of river attack.
iii)Creating a slack flow to induce siltation in the vicinity of the
permeable structures and in the downstream reach.
iv)Providing protection to the bank by dampening the velocity of
flow along the bank.
b)The permeable structures can be classified as follows:
i) According to function served, namely, diverting and
dampening, sedimenting.
ii)According to the method and material of construction,
namely, bally, bamboo, tree and willow structures.
iii)According to the conditions encountered, namely,
submerged and non-submerged.
iv)According to the type of structure provided, namely, spur
type, screen type or dampeners (revetment) type.
c) The permeable structures are made up of different types of
smaller units called elements. Many elements, made up of bamboos,
ballies, RCC poles etc. are arranged in specific pattern and linked
together to form a permeable structure. Different types of elements
used for making permeable structures are as following:

INDIAN RAILWAYS BRIDGE MANUAL 154 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

i) Porcupines –Porcupines are typically made up of

bamboos/ballies, have cubical/prism shaped box at the central
portion with their legs extending in all directions. The overall size is
2m to 3m. The central box is filled with stones for stability of
individual unit during floods. (Annexure-8/6 (a&b)).
ii) Cribs – This is a pyramid type of structure made up of
bamboos/ballies with a box at the bottom for holding stones for
stability during floods. Size of the box is generally square of size 2m
to 2.5m at the bottom. Total height of the structure is 3m to 4m.
(Annexure-8/6 (c)).
iii) Bally frames -Permeable bally structures are made up of
main skeleton of large bamboos or ballies. Cross ballies are used for
stability of the structure.
iv) Tree branches – Branches of trees or trees of short height
are hanged from a wire rope duly weighted with stones and are
aligned as a spur projecting into the river. The wire rope is duly
anchored on the bank and in the riverbed.
d) The main criteria for the selection of the material are cost
and easy/local availability. Standard, commercially available
bamboos of girth 20cm to 30cm are used for the porcupines and
cribs. Smaller girth of 20cm to 25cm is used for bracings. Standard,
commercially available ballies of girth 15cm to 25cm are used for the
bally structures. Normally, the larger girth of 20cm to 25cm is used
for the main members, whereas, the smaller girth of 15cm to 20cm is
used for bracings. Generally, 4 to 5 strands of 4mm GI wire are used
for interconnecting porcupines, cribs, and anchor them to the
ground.
Ballies driven into the ground upto a depth of 2m are treated as
anchor. Concrete anchors have an anchor rod of size 32-36mm, well
embedded in concrete cube. Wire crate anchors are of size 1.5m x
1.5m x1.5m, made up of thick wires and filled with stones or bricks.
A concrete block is casted with bolt and is included in the wire crate
anchor. In case of emergencies, tie wires are joined directly to the
wires of the crates.
e)In case of shallow water flows and upto maximum depth of
flow 3m to 4m, porcupines are used for both spurs and screens. For
maximum depths of flow from 4m to 6m, cribs are preferred. For the
depths beyond these limits, bally spurs are preferred.

INDIAN RAILWAYS BRIDGE MANUAL 155 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

f)Permeable structures commonly used are spurs, dampeners

and screens.
i) Spurs are generally made up of 3 to 4 rows of porcupines or
4 to 6 rows of cribs. Schematic sketch of typical permeable spur is
shown in Annexure-8/6(d). On a straight reach, permeable spurs are
normally spaced at 3 to 4 times its length. On a curved channel,
depending upon the obliquity of flow, the spurs are normally spaced
at 2 to 3 times the length. Projection of the spurs into the river
channel is normally 11% to 15% of width of channel. Three spurs are
normally provided for a specific reach to be protected. A single
permeable spur is generally not found effective. Alignment of spurs
is kept pointing towards upstream.
ii) For depth of flow up to 3m, two rows of porcupines are laid
along the banks on either side at the toe as dampeners. For more
depth, numbers of rows are increased.
iii) Permeable screens are used for choking the secondary
channels. 4 to 6 rows of porcupines or 6 to 9 rows of cribs are
normally used in a permeable screen. One screen is normally
provided at the entrance of the bypass or secondary channel. The
second screen is provided at a distance of 1 to 1.5 times width of the
screen and is extended on both the banks for a length one third of
the channel width.
g) Due to inherent weakness of the elements, the counter
weights are provided in the central box of the porcupines or in the
bottom tray of the cribs. Due care is necessary to tie the weights to
the main body of the elements. The elements are tied to each other
by wire ropes. The tie ropes are duly anchored to the bank and at
the nose with the help of suitable anchor or anchor blocks.
Intermediate anchors are also provided at an interval of 15m to 20m
along the length of the structures on the upstream side.
h) No bed protection is needed for the structures made up of
porcupines and cribs. Sinking of these structures into riverbed is a
welcome feature, which adds up to the stability during floods
resulting in better performance.
 0DUJLQDO%XQGV
Marginal bunds are provided to contain the spread of the river
when the river in flood spills over its banks upstream of the bridge
site over wide area and likely to spill in the neighbouring water
INDIAN RAILWAYS BRIDGE MANUAL 156 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

courses or cause other damages. The marginal bund should

normally be built well away from the active area of the river. The
slope should be well protected by turfing. Where a marginal bund
has to be built in the active area of the river, it should be protected
with pitching and apron. The earth for the construction of marginal
bund should preferably be obtained from the river side. The upper
end of the marginal bund should be anchored into high ground well
above HFL. Marginal bunds should be inspected every year along
with the annual bridge inspection and necessary repairs should be
carried out before the onset of monsoon. Cattle crossing and rodent
holes across the marginal bund should be specially watched and
deficiencies made good.
 &ORVXUH%XQGV
Sometimes it may be necessary to entirely block one or more
channels of the river in order to prevent the discharge of such
channels developing into a main river channel after the construction
of the bridge. This is done by providing a closure bund. The bund is
designed as an earthen dam. The same is generally constructed at
some distance from the Railway line. Special care should be
exercised to guard it against its failure. It should be inspected every
year after the monsoon and necessary repairs carried out.
 $VVLVWHG$UWLILFLDO&XW2IIV
Sometimes when very heavy meandering develops near
bridges and there is a danger of its encroaching too heavily into the
still water area or otherwise dangerously approaching the Railway
embankment, it becomes necessary to dig a cut-off channel which
will ultimately develop and help in the diversion of water through it.
To effect economy, a pilot channel cut is usually made when there is
low flow in the river and full development of the channel takes place
during the flood. This cut-off channel should preferably have (i) at
least three times the river’s straight regime slope and (ii) the
upstream end should take off from where the bed load of main
channel has less than the average amount of coarse material i.e.
from the active part of the channel where the velocity is more. The
entrance to the pilot cut should be bell shaped to facilitate entry of
water. The chord loop ratio should normally be greater than 1 to 5 if
a successful channel is to develop. Cut off should be planned with
care taking all relevant factors into account (Annexure 8/2).

INDIAN RAILWAYS BRIDGE MANUAL 157 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

 %RXOGHU&UDWHV
Boulder crates are formed by filling boulders in a crate made of
hot dip galvanized wire. Wires of 4 SWG and 6 SWG are generally
used in important and ordinary works respectively. The size of crate
is dependent on the discharge and should be such that crate is not
lifted by water flow.
In case of apron, the size of stone required to resist mean
design velocity (average velocity) is assessed by the following
formula as per IRC: 89-1997 (Guidelines for Design and
Construction of River Training and Control Works for Road Bridges):
1/2
V=4.893d
Where, V= mean design velocity in meter/sec.
d= equivalent diameter of stone in meter.
The weight of stone can be determined by assuming spherical
stones having a specific gravity of 2.65 (average). Where
requirement of weight is more on account of higher mean velocity,
crated boulder provides practically feasible option. Size of crates can
be determined based on above considerations.
 6DXVDJH&UDWHV
These are crated boulder of circular cross section of diameter
varying from 600mm to 900mm. They are usually very good for
protecting slope of an embankment.
 3URWHFWLRQRI$SSURDFK%DQNV
1. Approach banks of bridges may be subjected to severe
attack under the following conditions:
i) When the HFL at the bridge is very high and there is spill
beyond the normal flow channel.
ii) When the stream meets a main river just downstream of the
bridge.
iii) In the case of bridges with insufficient water way.
iv) The wave action on the approach bank of bridges situated in
a lake/large tank bed may have a detrimental effect.
In all the above cases the pitching of the approach bank up to
HFL with sufficient free board is an effective solution. Provision of
toe wall and narrow apron in some cases will also be useful.

INDIAN RAILWAYS BRIDGE MANUAL 158 CHAPTER - 08

 RIVER TRAINING AND PROTECTION WORKS

2. If deep borrow pits are dug near the toe of approach banks,
the water flows through these pits and forms a gradually deepening
water course which may eventually threaten the safety of the
approach bank. In this case it will be useful to put rubble “T” spurs
across the flow to reduce the velocity and expedite silting of the
course.
3. Whenever the water level on either side of an approach bank
is different, there may be seepage of water and to ease the hydraulic
gradient, widening of banks, provision of sub banks and toe filters
etc may be resorted to.
4. At locations with standing water against the embankment,
special watch should be kept when the water level recedes rapidly
and when slips are likely to occur.
 'HVLJQIRU3URWHFWLRQ:RUNV
0LQRU%ULGJHV
Most of minor bridges are on open foundation. They have to be
properly protected by a well designed flooring system. This will
include floor, curtain and drop wall. Length of floor and depth of drop
wall will be on the basis of scour depth. This can be determined
either by local observation or by using empirical value of DLacey
based on design discharge. Depth of drop wall should be 1.25times
DLacey. Floor should cover the entire width and length of abutment
including wing wall. The slope of floor should match the bed slope
and also the top of drop wall should match the slope. It is essential
to do proper protection of the box culvert which relies on uniform
ground support for its designed structural behavior. If the underside
is scoured, the box culvert gets unevenly supported. For this
purpose, properly designed floor system as described above should
be provided. Sometimes, instead of splayed wing wall, straight return
wall is provided particularly on high bank or in case of a box, another
box is provided to function like a wing wall. Similar protection work is
called for in such cases.
0DMRU,PSRUWDQW%ULGJHV
As far as bridges on open foundations are concerned, it is
generally on rocky/in-erodible bed and not requiring any particular
protection. In other cases, flooring with drop walls as in minor
bridges may have to be provided. Since well and pile foundations
are designed for the scour, hence no protection is necessary even in
INDIAN RAILWAYS BRIDGE MANUAL 159 CHAPTER - 08
 RIVER TRAINING AND PROTECTION WORKS

case of a local scour. However, bridge may need a well designed

guide bund with proper protection on the approach embankments.
5LYHUWUDLQLQJZRUNVWKURXJKPRGHOVWXGLHV
In case of large alluvial river, where training/ protection works
involve a heavy financial outlay, model studies should be resorted
to, to arrive at the most economical and effective solution.
$&6GWG

INDIAN RAILWAYS BRIDGE MANUAL 160 CHAPTER - 08

 FABRICATION, ERECTION, INSPECTION AND MAINTENANCE OF OTHER STEEL STRUCTURES

CHAPTER IX

FABRICATION, ERECTION, INSPECTION

AND MAINTENANCE
OF OTHER STEEL STRUCTURES

901. Inspection by Bridge Inspector

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INDIAN RAILWAYS BRIDGE MANUAL 61 CHAPTER -

 FABRICATION, ERECTION, INSPECTION AND MAINTENANCE OF OTHER STEEL STRUCTURES

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902. Joint inspection of structures in workshops

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INDIAN RAILWAYS BRIDGE MANUAL 62 CHAPTER -

 INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

CHAPTER - X

INSPECTION AND MAINTENANCE

OF TUNNELS AND DEEP CUTTINGS
PART A - TUNNELS
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INDIAN RAILWAYS BRIDGE MANUAL 63 CHAPTER -

 INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

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INDIAN RAILWAYS BRIDGE MANUAL 64 CHAPTER -

 INSPECTIONANDMAINTENANCEOFTUNNELSANDDEEPCUTTINGS

1005. By Divisional / Sr. Divisional Engineers

1. The Divisional/Sr. Divisional Engineers shall carefully

scrutinize the Assistant Engineer tunnel inspection register and
inspect such tunnels as called for his inspection, He shall record his
orders regarding the points which require a decision by him and
initial against every entry of tunnel in the register in token of scrutiny.
He should endorse an each register, below the Assistant Engineer
certificate, as follows:

"I have personally scrutinised this register and have issued

orders regarding all essential points requiring a decision by me. The
following points are submitted to the Chief Bridge Engineer at
$&6GWG
Headquarters for orders."$&6GWG

2. The Divisional / Sr. Divisional Engineer should extract the

items of inspection register requiring attention and send it to the
Assistant Engineer who should intimate the same to the Inspector
concerned for expeditious compliance.

3. The register should be forwarded to the Chief Bridge

Engineer at Headquarters who will examine each register: issue
orders regarding matters referred to him, endorsing the registers to
the effect and return them to the Divisional/Sr. Divisional Engineer.
Subsequent action taken on the notes should be entered in the
$&6GWG
registers by the Assistant Engineer.$&6GWG

1006. Mobile Staging for Inspection

Requisite stagings mounted on the mobile units, such as open

wagon, dip-lorry or rail motor, shall be used to carry out thorough
inspection of the sides and roof of the tunnels. These should be kept
at suitable points for urgent use as required.

1007A. Details of tunnel inspection

The details of inspection to be carried out are as follows

1. Tunnel Approaches and Cutting : Normally the tunnel

approaches will be in deep cuttings. The inspection of these cuttings
should be carried out as detailed in paras 1010 to 1012 later in this
Chapter.

INDIANRAILWAYSBRIDGEMANUAL 165 CHAPTERͲ10

 INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

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 INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

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INDIAN RAILWAYS BRIDGE MANUAL 70 CHAPTER -
 INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

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 INSPECTION AND MAINTENANCE OF TUNNELS AND DEEP CUTTINGS

1008. Leakage in tunnels and methods of correction

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INDIAN RAILWAYS BRIDGE MANUAL 72 CHAPTER -
 INSPECTIONANDMAINTENANCEOFTUNNELSANDDEEPCUTTINGS

2.4 Where seepage in joints or cracks is too great to seal or a

definite leak occurs, water should be carried in recessed drain to the
side drain level. A series of holes should be drilled in the recessed
drain channel through the tunnel lining to offer an easy path for
escape of water. The face of the drain may be of brick or shotcrete.
2.5 Very often , leaks around the portals are due to poor
drainage over the portal. This may be due to clogged portal drains
and/ or weathered material forming a catch basin over the portal.
Generally it is best to open portal drains and clear the drainage
ditches above the portal.
1009. Works connected with the maintenance of tunnels
All works in tunnels should be carried out under the protection
of engineering signals. The Inspector concerned shall be responsible
for the safety of trains and of the men and equipment.
Mobile testing units shall be used under block protection.

PART B - CUTTINGS
1010. General
A register for inspection of cuttings should be maintained in the
proforma given in Annexure 1012. Separate page will be maintained
for each cutting. This register should be sent to CBE for his perusal
every year.
1011. Schedule of Inspection of Cuttings
1 Immediately after the monsoon, the SSEIJE Pway should
inspect each cutting and record his observation in the register which
should be sent to the AEN for his examination well before the next
monsoon to enable planning of remed.ial measures that he may like
fo take in the intervening period.
2 Each cutting should be inspected before the onset of rains by
the AEN concerned and he should record his remarks in the register
which should then be sent to the SSEIJE Pway for taking
appropriate action. Action taken by the SSEIJE Pway should be
recorded in the register and the same returned to the AEN for his
perusal before the onset of the monsoon. Date by which these
registers should be returned to the AEN for his perusal to ascertain
that adequate action has been taken should be specified by the Sr.
DENICo-ordination depending upon the time when the monsoon
starts in a particular section.
INDIANRAILWAYSBRIDGEMANUAL 173 CHAPTERͲ10
 INSPECTIONANDMAINTENANCEOFTUNNELSANDDEEPCUTTINGS

3 Divisional EngineerlSr. Divisional Engineer should inspect the

cuttings referred to him by AEN and by CBE if referred by Divisional
EngineerISr. Divisional Engineer.
4 During spell of heavy rains, the AEN &SSE/JE Pway should
inspect by trolley, foot-plate of the engine or other means the
cuttings and allied works as frequently as possible.
1012. Vulnerable Cuttings- Identification and special
Precautions
1. Divisional Engineer/Sr. Divisional Engineer should review and
identify the vulnerable cuttings in his jurisdiction at least once in
every three years. If required, an experienced geologist from reputed
institute/organization may be associated for joint inspection.
2. Vulnerability of cuttings is to be established after careful
evaluation of risk potential that the cuttings pose to traffic and
workmen from critical study of relevant factors. (Refer: RDSO
Guidelines for Cuttings in Railway Formations; Guideline No. GE: G-
2, August 2005: Chapter Vlll, Part B, Para 5.0)
3. Stationary watchmen should be posted round the clock at
nominated vulnerable cuttings during the monsoon period in
accordance with para 1014 of Indian Railway Permanent Way
Manual 2004.
4. During monsoon, frequent inspection of vulnerable cuttings.
may be carried out as required keeping in view the past history and
the vulnerability of the cuttings.
1013. Points to be noted during inspection of cuttings
1. Method of inspection, procedure for identification of loose
mass and its removal for different heights of cuttings shall be as
given below-
i) Cuttings which are of height less than 5m
These cuttings should be inspected thoroughly by walking over
them. The loose soil, susceptible boulders shall be identified and
marked with paint. Removal of loose boulders shall be planned and
executed well before monsoon in a systematic manner, observing
adequate safety precautions. .
ii) Cuttings with height 5 to 10m
These Cuttings should be inspected using binoculars and

INDIANRAILWAYSBRIDGEMANUAL 174 CHAPTERͲ10

 INSPECTIONANDMAINTENANCEOFTUNNELSANDDEEPCUTTINGS

integrity of cuttings judiciously examined. Particular attention should

be given to locations having mixed type of strata (like boulders and
soil) and to cracks, fractures and joints in rock cuttings. If there
seems any chance of separation of boulders/rock mass during
monsoon, it should be immediately attended before onset of
monsoon.
iii) Cuttings more than 10m height
The specially trained persons normally designated as hill gang
shall be recruited for climbing by using harnesses, rope and other
accessories as required for rock climbing. The doubtful locations
shall be judiciously identified by inspecting persons and necessary
action for felling of loose boulders etc. shall be taken using "Boulder
Special".
2. The inspecting official should carefully examine:
ii) Signs of upheaval in the regular slope surface of cuttings.
ii) Whether catch water drains have been provided to intercept
water from running down the hill side and getting into the cuttings.
He should see that the catch water drains are clear of all
obstructions and ensure that there are no depressions in the
longitudinal level of these drains which could collect storm water and
may cause slips. He should check that the catch,water drains have a
good longitudinal slope towards the outfall.
iii) The condition of side drains and see that they are not choked
up.
iv) Any loose boulders and perched trees on top of cuttings and
side slopes which are likely to fall and are in precarious position.
v) The condition of pitching on the slopes, if any.
vi) The condition of retaining walls, weep holes and other
protection1 strengthening measures.
Instructions as given in para 1014 and 1015 shall be followed
for inspection of Boulder nets and Rock Bolts respectively.
vii) Availability and condition of warning systems1boards and
trolley refuges.
1014. Inspection of Boulder nets provided in cuttings:
1. Boulder nets, joints, fixtures and other accessories should be
inspected for signs of corrosion.

INDIANRAILWAYSBRIDGEMANUAL 175 CHAPTERͲ10

 INSPECTIONANDMAINTENANCEOFTUNNELSANDDEEPCUTTINGS

2. PVC coating on the boulder nets should be inspected to

detect any loss that might have taken place.
3.Top, bottom and intermediate anchoring of boulder nets
should be inspected for theiradequacy and effectiveness.
4.Interlacing of boulder nets should be inspected and corrected
if required.
5.Boulder nets shall be inspected for loose/trapped boulder/rock
mass and necessary action for their removal shall be taken as per
requirement.
6. The boulder nets shall be inspected for any
damages/bulging.
7.If boulder nets show any signs of distress, suitable
remedial/strengthening measures shouldbe taken to ensure
effectiveness of boulder nets. In case of suspected loss of strength
of boulder nets, a sample piece should be sent to a reputed
laboratory for confirmatory tests as per applicable specifications and
necessary remedial/strengthening action shall accordingly be taken.
Comments /observations on above items shall be recorded in
Cutting inspection Register.
1015. Inspection of Rockbolts provided in Cuttings/Tunnels.
1. The inspection of rockbolts provided in cuttings/tunnels shall
be carried out alongwith respective cuttings/tunnel inspection and it
should be entered specifically in the respective registers.
2. The schedule of Inspection of rockbolts will be same as that
of the inspection schedule of cuttings/tunnel.
3. Rockbolts shall be numbered serially in the order of
increasing KM.
4.Rockbolts (including accessories) shall be inspected for signs
of corrosion and looseness. The surroundings of bolts should be
closely inspected for any sign of distress.
5. Any dampness observed around the rockbolt should be
recorded.
6. If rockbolt shows any signs of distress, sounding of the
location should be done for 10m oneither side and pull out tests (as
per IS: 11309-1985) should be conducted (if required) on sample
rock bolts (as decided by AEN) in distressed stretch. Based on the

INDIANRAILWAYSBRIDGEMANUAL 176 CHAPTERͲ10

 INSPECTIONANDMAINTENANCEOFTUNNELSANDDEEPCUTTINGS

results of sounding and pull out tests (if conducted), suitable

remedial/strengthening measures should be taken.
1016. Action to be taken in the case of boulder fall
1. In case of boulder fall, the boulder may be removed by
jacking. If the boulder cannot be moved by jacks or levers, blasting
will be necessary.
2. SSE/JE who will handle blasting equipment should be
conversant with the methods of blasting and should be familiar with
all safety precautions to be observed for the custody and use of
explosives.
3. The following equipments should be kept at the
Headquarters of each SSEIJE in whose section such vulnerable
cuttings exist:
i) Adequate capacity Jacks in good working condition,
ii) Jumping steel bars 1"dia and 5' long,
iii) Charging rods and
iv) Suitable stock of explosives, fuses and detonators at
specified places.
4. In case of report of boulder fall at any location, immediate
action should be taken to loose-scale the cutting covering a length of
about 50 meter on either side of the location. Till such time the loose
scaling is completed, the location should be treated as
"VULNERABLE".
1017. Action to be taken for maintenance of cuttings
1. Cleaning, repairing and improving drainage.
2. Weeding, trimming and felling of plants, trees and shrubs
and managing vegetation to reduce any deleterious effects.
3. Provision of protection and strengthening measures as
necessary.
4. Repairing local slips and settlement or erosion channels.
5. Scaling.
6. Maintenance and repair of protection and strengthening
measures.
7. Maintenance/repair of inspection steps/pathways/Trolley
Refuges.
INDIANRAILWAYSBRIDGEMANUAL 177 CHAPTERͲ10
 INSPECTIONANDMAINTENANCEOFTUNNELSANDDEEPCUTTINGS

8. Following safety equipments/gears shall be used by the

officials/workmen during inspection and maintenance of cuttings; for
which adequate stock shall be maintained by SSE/Pway in-charge.
i) Helmets
ii) Safety Belts
iii) Sun Glasses, to protect from bright light and small debris
iv) Good quality trekking and climbing shoes
v) Chalk required to keep hands dry and for marking loose
boulders
vi) Gloves
vii) in oculars
viii) Goodquality harness and holds
Note:
a) The inspecting persons should be well trained in rock
climbing, preferably from any Mountaineering Institute.
b) The health and fitness of inspecting person should be sound
. $&6GWG
with good agility and judgment.

INDIANRAILWAYSBRIDGEMANUAL 178 CHAPTERͲ10

 INSPECTION OF BRIDGES

CHAPTER - XI

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 INSPECTION OF BRIDGES

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INDIAN RAILWAYS BRIDGE MANUAL 85 CHAPTER -
 INSPECTION OF BRIGES

a) The Assistant Engineer should make an extract of the orders

under "Action taken column" and send the same to the Permanent
Way Inspector / Inspector of Works / Bridge Inspector concerned for
compliance with a copy to the Divisional Engineer. Arrangements
should be made to carry out the repairs as soon as defects are
noticed without waiting for the completion of inspection of other
bridges.
b) If it is not possible to make complete inspection of any bridge
owing to the presence of standing water, the fact should be so
stated. The inspection of foundations should be made no sooner
water dries up or conditions make it possible to do so and results
recorded as supplementary entries in the register.
c) All the bridge components which have Condition Rating
Number (CRN) as zero should be inspected by the Assistant
Engineer at the earliest.
8. Certificate by the Assistant Engineer a) On completion of his
annual bridge inspection, the Assistant Engineer shall certify at the
end of the register as follows :
"I have personally inspected all the bridges shown in this
register during the year ending December.... and have issued
detailed orders in writing to the Inspectors concerned, except the
following.
Bridge No...... are referred to for further orders. Bridge No.........
have one or more CRN as 0 during more than one consecutive
inspections".
All registers should be sent to the Divisional Engineer by a
specified date. They may be sent in a regular flow as and when
bridge inspection on a section is over without waiting for the
completion of inspection of all the bridges.
1RWH : Divisional Engineers include such Sr. Divisional
Engineers who have same duties as that of Divisional Engineer in a
Division.
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1. Details of inspection :
a) The Divisional Engineer shall carefully scrutinise the
Assistant Engineer's Bridge Inspection Register and inspect all
INDIAN RAILWAYS BRIDGE MANUAL 186 CHAPTER - 11
 INSPECTION OF BRIGES

important bridges and such bridges as called for his inspection. He

shall record his orders regarding the points which require as decision
by him and initial against every bridge in token of scrutiny.
b) He will complete his inspections and scrutiny by a specified
date.
2. Certificate by Divisional Engineer.
He should endorse on each register, below the Assistant
Engineer's certificate as follows:
"I have personally scrutinised this register and inspected all
Important bridge and bridges referred to me and have issued orders
regarding all essential points requiring a decision by me. The
following points are submitted to Headquarters for orders.

Bridge No (s) require rehabilitation.

Bridge No (s) have ORN 1 or 2
Bridge No (s) have one or more
CRN as 0 for more than one consecutive
$&6GWG
inspection.''$&6GWG
3. The Divisional Engineer shall inspect all those bridges for
which the ORN is 1, 2 or 3 and revise/confirm the rating given by the
ADEN. Bridges having ORN 1or 2 after review shall be inspected
more frequently at various levels and to be placed under close
watch. The schedule and level of inspection of such bridges shall be
decided by the Chief Bridge Engineer depending upon severity of
$&6GWG
the defects noticed.$&6GWG
4. Action by Divisional Engineer: He should then send the
register to the Assistant Engineer for noting his orders with
instructions to return them within ten days. The Assistant Engineer
should then extract the orders issued by the Divisional Engineer,
intimate the same to the Inspectors concerned and ensure
expeditious compliance.
5. Scrutiny by Chief Bridge Engineer/Nominated SAG officer
in Headquarters and action thereon:
The registers should then be forwarded by the Divisional
Engineer to Bridge Branch in Headquarters by a specified date. All
the registers of major and important bridges sent by divisions should

INDIAN RAILWAYS BRIDGE MANUAL 187 CHAPTER - 11

 INSPECTION OF BRIGES

be examined by CBE. The minor bridge registers sent by a division

may be examined by a SAG officer in Headquarters nominated by
PCE for this purpose. Chief Bridge Engineer/ Nominated SAG officer
in Headquarters will issue orders regarding matters referred to them
duly endorsing the registers to the effect. However, observations of
inspecting officers in respect of minor bridges which have been
assigned ORN as 1, 2 or 3 and cases where bridge matters are
referred by DEN/Sr. DEN to Headquarters should also be seen by
CBE after examination by nominated SAG officer. The registers
should then be returned to the Divisional Engineer latest by a
specified date. Subsequent action taken on the nominated SAG
officer's and Chief Bridge Engineer’s orders should be entered in the
$&6GWG
register by the Assistant Engineers.$&6GWG
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1. The officer nominated for the purpose of maintenance and
inspection of steel work of bridges shall scrutinise the registers sent
by Bridge Inspector and endorse the registers below the Bridge
Inspector's certificate and forward it through the concerned
Divisional Engineer by a specified date to the Dy. Chief Engineer/
(Bridges) nominated by Chief Bridge Engineer.
2. He will inspect:
a) Bridges which have been referred to him,
b) Bridges which call for the inspection after scrutiny of the
Bridge Inspector's registers, and
c) All the overstressed girders where camber loss is noted.
1 He will test check 10% of the inspection work carried out by
the Bridge Inspector.
2 Certificate of Inspection: After scrutiny of the registers and
inspection of bridges the nominated officer will append a certificate
on each register to the effect: "I certify that I have personally
scrutinised this register and issued instructions on essential points
requiring a decision by me. I have carried out test checks as
required during the year and the following points are referred to the
Dy. Chief Engineer/ (Bridges) for orders".
%\'\&KLHI(QJLQHHU%ULGJHV
1. Scrutiny of the register : The nominated Dy. Chief Engineer
(Bridges) shall examine the entries in the Bridge Inspector's register
INDIAN RAILWAYS BRIDGE MANUAL 188 CHAPTER - 11
 INSPECTION OF BRIGES

and record his orders on the points referred to him by the Divisional
Engineer (Bridges) / Assistant Engineer (Bridges). The registers
should be returned by a prescribed date with necessary
endorsements to the Bridge Inspectors through the nominated officer
for taking prompt action thereon.
2. Details of Inspection :
He shall inspect the steel work of such bridges,
a) as called for his inspection after scrutiny of the registers,
b) as directed by the Chief Bridge Engineer and enter his notes
and ensure prompt action thereon.
"He will list out the defects considered sufficiently important and
$&6GWG
bring them to the notice of the Chief Bridge Engineer."$&6GWG
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RI
1. Flooring and foundations :
a) To ascertain whether:
i) scour has taken place particularly around the piers and near
abutments and also along curtain walls and down stream of drop
walls,
ii) there is any settlement or undermining of the foundations.
b) The conditions of the flooring, drop walls, curtain walls, apron
and pitching should be examined.
c) At specified bridges soundings should be taken during floods
vide instructions contained in para 711.1 and annual survey of scour
holes vide para 712.2
2. Masonry in substructure:
a) To ascertain whether:
i) the masonry is in any way cracked, shaken or crushed,
particularly under the bed blocks in the ballast walls, abutments and
piers,
ii) there is any bulging, shearing, tilting (out of plumb) and
apparent signs of movement in abutments, wing and return walls,
iii) there is any deterioration due to weathering or any damage
to the stone or brick or leaching of the mortar in the joints.
INDIAN RAILWAYS BRIDGE MANUAL 189 CHAPTER - 11
 INSPECTION OF BRIGES

b) Seepage of water through the joints in the masonry should

be looked for. Brick masonry and other soft stone should be tapped
with a light hammer for detecting "drummy'' places.
c) Cracks in the masonry must be marked by red paint for their
entire lengths and dated tell-tales placed at their extremities and
numbered. This will enable cracks to be readily located and any
extension detected. Where extensive cracks are noticed, sketch of
the cracks should be kept in the Bridge Inspection Register with the
details like length, depth, width, location, etc.
d) Under-water substructure inspection:
The sub-structure of the bridges which are normally underwater
should be inspected by adopting suitable methods which may
include engaging of divers and special equipments:
i) Routine/swim by inspection should be done once a year
ii) Detailed inspection should be done once in five years.
$&6GWG
iii) Special inspection-as considered necessary”$&6GWG
e) In the case of arch bridges, the following points may be
examined during inspection :
i) longitudinal cracks (cracks parallel to the direction of traffic) in
arch barrel, due to settlement below,
ii) horizontal crack and bulging of spandrel wall.
iii) sliding forward of spandrel wall,
iv) transverse or diagonal cracks in arch intrados which may or
may not be accompanied by crushing of bricks, or stone masonry,
v) Cracks in the vicinity of the crown of the arch,
vi) leaching out of mortar,
vii) weathering of masonry,
viii) loosening of key stone and voussoirs of arch,
ix) adequacy of cushion,
x) adequacy of weep holes and drainage,
xi) presence of cracks in parapet wall/leaning of parapet wall.
3. Protective works and water ways:

INDIAN RAILWAYS BRIDGE MANUAL 190 CHAPTER - 11

 INSPECTION OF BRIGES

a) To ascertain whether :
i) the protective works such as pitching, toe wall, flooring, drop/
curtain walls, guide bunds, launching aprons, spurs/groynes,
approach banks, marginal bunds, are in sound condition and
adequate,
ii) the waterway is adequate and clear of obstruction,
iii) the pitching reserves as per schedule are available and are
adequate.
b) The marginal embankments maintained by the State
Governments should be inspected and deficiencies noticed advised
to concerned authority.
c) It should be examined whether there has been any disturbing
influence noticed like excessive velocity, parallel flow, heavy afflux,
tank bursts in catchments and increase in spill from adjacent
catchment.
4. Girder alignment and seatings:
a) To ascertain whether:
i) the position of girders in respect of line and level relative to
the piers and abutments is correct,
ii) the bearings are fully and evenly seated on the bed blocks
and the holding down bolts are in position and anchored in the bed
blocks,
iii) the bed blocks are cracked, crushed, shifted or shaken,
particularly under the bearings,
iv) the rollers and the sliding plates provided at the expansion
ends to permit expansion and contraction are well greased, free of
dust and working freely,
v) the date of lubrication of girder bearings is conspicuously
painted,
vi) the metal bearings are cracked or corroded,
vii) bed timbers where provided, are crushed or decayed,
viii) the elastomeric bearings are cracked or are showing signs
of excessive deformation beyond the normal visible corrugations,
ix) the bearings provided with oil bath are covered free of dust
and proper oil level is maintained.

INDIAN RAILWAYS BRIDGE MANUAL 191 CHAPTER - 11

 INSPECTION OF BRIGES

b) Where possible, girders should be observed under train load

for any abnormal movement or evidence of settlement. If a girder lifts
off its bearings and ""hammers'' this must be specially reported.
5. Structural condition of girders:
i) In case of girders having High Strength Friction Grip (HSFG)
Bolts:
L ,QVSHFWLRQ The inspection of HSFG bolts shall be done
visually for broken and loose bolts. Hitting HSFG bolts to check
looseness is not allowed. Looseness of bolts shall be seen by rust
appearing beneath the bolt head/washer/nut etc or marks left by
water or apparent relative movement between the steel parts joined
by the HSFG bolts. The broken/loose bolts if any, shall be marked by
a round circle all around and shall be replaced expeditiously by new
HSFG bolts of same specifications properly tightened Retightening
of loose bolts found during inspection is not allowed in any case.
LL 8VHRI+6)*EROWVIRUUHSDLUUHKDELOLWDWLRQZRUNV Where
any girder component/ joint is to be replaced, HSFG bolts shall be
used as follows:
(a) Complete joint shall have HSFG bolts. HSFG bolts cannot
be used for replacement of isolated loose rivets.
(b) Proper surface preparation shall be done and joint design
shall be done based on design provisions as per para 7 12 of Steel
Bridge Code. Particular care shall be taken regarding use of
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a) To ascertain whether the structural condition is satisfactory.
b) In triangulated spans, the following points should be observed:
i) loss of camber in the main girders assessed from comparative
readings,
ii) distortion of members,
iii) high incidence of loose rivets.
c) The following girder members should be examined for
distortion: i) bottom chord members especially the unbraced sections
near the ends of the span,
ii) top chord members with insufficient restraint by bracings,
iii) diagonal web members and tension members made up of
flats,

INDIAN RAILWAYS BRIDGE MANUAL 192 CHAPTER - 11

 INSPECTION OF BRIGES

iv) top flanges of plate girders.

d) (i) To ascertain tightness of rivets by a sample test, the rivets
are to be tested as per the procedure outlined in Annexure 11/ 12.
Rust streaks close to rivets usually denote looseness,
ii) In the case of plate girders, loose and distorted rivets should
be looked for at the connections of the main angles to the web plates
below the sleepers and also at the ends of the girder.
iii) In triangulated spans field rivets should be examined at end
connections of stringers to cross girders, cross girders connections
to main girder, end connections of cross and lateral bracings, and
chord joints and web member connections.
e) To ascertain whether inspection gangways have been
provided on triangulated girder spans, where necessary.
f) In the case of welded girders, the girders shall be inspected
over the entire length. Some of the weld details and critical locations,
which should be given special attention during the inspection are:
i) butt welds in tension flange or tension member,
ii) welds at ends of transverse and longitudinal stiffeners and
welds of attachments to web and tension flange or tension member,
iii) ends of welded cover plates,
iv) intersecting weld,
v) locations having sudden change in cross section or
configuration leading to stress concentrations,
vi) re-entrant corners and copes
vii) weld repairs and tack welds
viii) visible notches such as flame cut edges and mechanical
indentations,
ix) splice joints,
x) bracing and cross frame connections with stiffeners,
xi) connections transmitting heavy torsional or in plane
moments to members, i.e. stringer to cross girder and cross girder to
main girder connections,
xii) ends of welds and weld craters,
xiii) unusual type connections,

INDIAN RAILWAYS BRIDGE MANUAL 193 CHAPTER - 11

 INSPECTION OF BRIGES

xiv) bearings and their connections,

xv) members damaged or bent during transit, erection or in
service,
xvi) structural details which are known to have exhibited fatigue
problems on other bridges,
xvii) locations having corrosion, pitting, etc. and loss of section.
g) In case of composite girders the junction between concrete
slab and steel girder shall be inspected for:
i) shear connector and girder connections,
ii) any vertical separation between girder and slab and also the
critical locations mentioned in sub-para 5(f) as applicable to the
composite girder.
h) In the case of overstressed girders, the joints where the
stresses in rivets in shear and bearing as per stress sheets are
higher than the permissible working stresses should be examined.
6. The condition of steel work :
a) Action may be taken to ascertain whether the condition of
paint is satisfactory and that no corrosion is taking place.
b) The following part of steel work which are prone to corrosion
should be specially examined.
i) where water is likely to collect or parts where alternate wetting
and drying can take place,
ii) where longitudinal timbers are carried in channel stringers
and in the troughing of ballasted deck,
iii) steel work of girders and the under side of over bridges
which are liable to corrosion by the action of fumes from engines and
whether they are protected by smoke guards,
iv) seatings of wooden floors or treads of foot over bridges,
v) steel column footings of over bridges where buried in ground,
vi) around bearings of girders where debris can collect,
vii) inaccessible parts of structures like the inside of box girders
with insufficient clearance between the flanges and behind bends of
joggled stiffeners.
c) It is difficult to detect cracks in steel work as they are likely to
be covered by a film of paint or corrosion and a careful inspection is
INDIAN RAILWAYS BRIDGE MANUAL 194 CHAPTER - 11
 INSPECTION OF BRIGES

necessary for their timely detection.

Locations which must receive attention are :
i) roots of flanges and angles where defects in rolling can
initiate cracks,
ii) joints where heavy shear is transmitted,
iii) badly corroded members,
iv) bent plates, if shaped at an inadequate and low temperature
and subjected to heavy and repeated dynamic loads.
d) Steel work in wrought iron or manufactured before 1905 (i.e.
early steel) requires greater attention in regard to the existence of
cracks.
e) Once cracks are detected, their likely cause should be
investigated. If the investigations indicate certain deficiencies,
girders of the same design and vintage must be closely examined at
corresponding locations.
7. Track on the bridge approaches :
The following points should be kept in mind while inspecting the
track on the bridge proper :
a) General condition of track :
i) it should be ascertained whether it is central to the rail bearers
and the main girders are in good line and level,
ii) departure from line is caused by incorrect seating of girders,
shifting of girders laterally or longitudinally, incorrect seating of
sleepers on girders and rails on sleepers, varying gauge or creep.
iii) departure from level is caused by errors in level of bed
blocks or careless sleepering. The adequacy of clearances of
running rails over ballast walls or ballast girders at the abutments
and the condition of timbers and fastening on the run off and skew
spans should be checked.
b) Sleepers : The condition of sleepers and fastenings should
be checked. The spacing of sleepers should not exceed the limits
laid down in para 273 (1) and 273 (3) of IRPWM-1986. Squareness
of sleepers shall be ensured. Sleepers requiring renewals should be
marked with paint, and renewals carried out. End bolts should be
provided on sleepers which have developed end splits.

INDIAN RAILWAYS BRIDGE MANUAL 195 CHAPTER - 11

 INSPECTION OF BRIGES

c) Hook bolts : Hook bolts should be checked for their firm grip.
Position of arrows on top of the bolts should be at right angles to the
rails pointing towards the rail. Hook bolts should be oiled periodically
to prevent rusting.
d) Creep and joint gaps should be checked and rails pulled
back wherever necessary. Rail fastenings should be tight. Defective
rails should be replaced. Where switch expansion joints are provided
on the girder bridge, it should be ensured that free movement of the
switch is not hindered.
e) Guard rails :
i) adequacy of guard rail arrangements should be checked,
ii) correct distance between the running rails and the guard rail
and the clearance of guard rails over the ballast walls should be
checked,
iii) correct flaring and burial at the ends of the guard rails should
be examined.
iv) wooden block, where provided, should be examined for their
soundness,
v) it should be checked whether angle iron/tie bar runners and
foot walk are provided and fixed properly.
f) The gauge and level of track should be checked.
g) Track on approaches :
The following points need attention, while inspecting the
approaches of the bridge :
i) track geometry on the approaches should be maintained to
the best possible standards,
ii) rail joints should be avoided within three metres of a bridge
abutment,
iii) the condition of the ballast wall should be checked,
iv) full sections of ballast should be maintained for atleast 50
metres on the approaches. This portion of the track should be well
anchored.
h) Rail joints : It should be checked whether any rail joint is
existing on girder bridges of 6.1 m span and less and on arch
bridges having insufficient cushion. In the case of bridges consisting

INDIAN RAILWAYS BRIDGE MANUAL 196 CHAPTER - 11

 INSPECTION OF BRIGES

of two or more spans, the rail joints shall be placed as far as

practicable over the piers.
8. Trolley and safety refuges :
Trolley refuges should be checked to ascertain :
a) Whether these are structurally in good condition.
b) Whether they have been provided :
i) on bridges with main span of less than 100 metres, at every
100 metres,
ii) on bridges with main spans of 100 metres and more, a refuge
over each pier.
9. Foot paths :
a) To ascertain whether the foot paths are properly supported.
b) To check up whether all girder bridges situated within station
limits are provided with foot paths for the convenience of the railway
staff.
c) Whether long unballasted girder bridges located between
stations are provided with foot paths for the convenience of
Engineering staff.
10. Painting, marking HFL and Danger level, providing
foundation particulars and bridge name boards : It should be
ascertained whether:
a) The date of last painting has been conspicuously painted on
the girder and recorded in the Bridge Inspection Register.
b) The Highest Flood Level and the year in which the flood had
occurred has been marked and recorded in the Bridge Inspection
Register.
c) The danger level has been fixed and marked on the pier/
abutment as envisaged in Para 703 and recorded in the Bridge
Inspection Register.
d) The direction of the flow has been distinctly marked on the
abutment or pier.
e) The plaque showing particulars of foundation have been
fixed over every abutment and pier in accordance with instructions in
Annexure 11/7.
f) Name boards have been fixed at either approach of
INDIAN RAILWAYS BRIDGE MANUAL 197 CHAPTER - 11
 INSPECTION OF BRIGES

important bridge.
g) The Full Supply Level (FSL) has been marked distinctly at all
canal crossings in the same way as the HFL for other bridges.
h) The Bridge Number Tablets have been provided on the
parapet walls of bridges as per Annexure 2/1
j) The flood gauges have been provided at important bridges for
recording flood levels and afflux. Any increase in HFL during the
previous monsoon should be reported to the Divisional Engineer.
11. Flood records at important bridges.
a) It should be ensured that the following flood records are
maintained as detailed in para 710 and as specified for each bridge.
i) soundings around piers and abutments during and after high
floods'
ii) gauge readings of flood level during monsoon,
iii) observations of afflux and velocity during monsoon'
iv) cross sections of river during and after floods,
v) survey of the river course after monsoon,
vi) cross section of guide banks/protection works and aprons,
vii) annual survey of scour holes.
b) It should be checked whether River and Flood Registers are
being maintained for large alluvial and other specified rivers and kept
upto date.
12. Precautions against damage by fire :
It should be ensured :
a) That the precautions against damage by fire are adequate.
b) That the sand bins on long girders are kept filled.
13. Equipment of watchman :
To check up:
a) Whether the watchman posted at bridge site is having the
necessary equipment as envisaged in Para 705 and whether they
are in satisfactory condition.
b) Whether the watchman's knowledge of rules is satisfactory.

INDIAN RAILWAYS BRIDGE MANUAL 198 CHAPTER - 11

 INSPECTION OF BRIGES

14. Road over/under bridges:

a) Road over bridges :
They should be inspected :
i) to ascertain whether the structures are on sound condition,
ii) to check the vertical clearance available is as per schedule of
dimensions,
iii) to check the thickness of road way to ensure that the dead
load on the bridge does not exceed the maximum permissible,
iv) to ascertain as to whether in electrified areas, safety or
protective screens of approved designs (side claddings) are
provided for the ROBs/FOBs,
v) to examine the condition and adequacy of smoke guards,
vi) to examine the condition of the deck slab for spalling or
deterioration of concrete,
vii) to check the condition of any waterproofing or any
preservative treatment given to concrete deck,
viii) to check whether at the expansion joints provided,
adequate gap is available for the joint to function and for looseness
and vertical displacement of one part of the deck relative to the
adjoining part,
ix) whether speed breakers have been provided on either side
of weak Road Over Bridge and where speed restriction is imposed
for vehicular traffic.
b) Road under bridges:
i) to check up whether height gauges are provided,
ii) to check up whether the bottom of girders have been covered
by suitable and approved means to prevent droppings, falling from
passing trains on road users.
15. Concrete bridges :
a) The condition of bed blocks and bearings, wherever provided
should be checked, items of inspection being the same as for steel
girders.
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INDIAN RAILWAYS BRIDGE MANUAL 199 CHAPTER - 11
 INSPECTION OF BRIGES

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c)i) The surface of concrete should be checked by a magnifying

glass for any cracks.
ii) The location, width and length of crack, type of crack
(longitudinal/transverse/horizontal/vertical/diagonal) whether it is
active or dormant and its behaviour under live load should be carefully
noted and documented. Sketches, preferably photographs
should be included. The observation of earlier inspection should be
compared for the purpose of determining whether the crack is
developing or otherwise. Efforts should be made to determine the probable
cause of the cracks.
iii) While inspecting one should look for diagonal cracks in the
web of main girders near the support, flexural (vertical) cracks
especially in the area of tension steel, cracks near the bearings and
longitudinal cracks at supports of slabs or beam near junction of
main girder with deck slab and at the diaphragms.
d) While checking the PSC girders for cracks particular attention
should be paid to the bearing area, end blocks, anchorage zone, support
of main girders, web near girder ends, diaphragms, junction
(interface) of diaphragms with web and at junction of main girder
with deck slab.
e) It should be checked whether sufficient depth of ballastcushion
exists under the track sleepers. The deck slab should be examined after
clearing the ballast for any signs of cracking/disintegration and
to see whether there is dampness and whether drainage arrangement is
functioning.

INDIAN RAILWAYS BRIDGE MANUAL 200 CHAPTER - 11

 INSPECTION OF BRIGES

It should also be checked as to whether water proof layer, if

provided is intact.
f) It should be examined whether rust streaks / stain marks are
visible parallel to reinforcement; spalling and presence of rust
streaks are indicators of corrosion.
g) It should be checked whether there is spalling, caused by
separation of the concrete from the reinforcement. In such cases it
should be ascertained as to whether the steel is corroded by
exposing the reinforcement. The location, depth and area/size of
spalling should be noted.
h) It should be examined whether there is scaling, i.e. the
gradual and continuing loss of surface mortar and aggregate over an
area. Location, area involved and character of scaling should be
recorded.
j) It should be checked whether there are signs of disintegration
of concrete due to poor workmanship, weathering action, attack by
chemicals, etc.
k) Seepage, leakage and efflorescence should be looked for.
16. Health Monitoring of Very Important Bridges:
Health monitoring of very important bridge should be done
periodically by an independent agency. Health monitoring will
include corrosion monitoring, deterioration of material, system
damage, retrofitting, etc. The periodicity of health monitoring is
recommended as given below.
Aggressive Other than
environment Aggressive
(Extreme, Very environment (Mild
severe & Severe) and Moderate)

First Survey 5th year 5th year

Subsequent At 5 years At 10 years interval
suveys interval interval
6SHFLDO,QVSHFWLRQ'XULQJ0RQVRRQ
1 During floods and/or during spells of heavy rain the Assistant
Engineer, Permanent Way Inspector /Inspector of Works should
inspect by trolley, foot-plate of the engine or other means the bridges
and allied works as frequently as necessary.
INDIAN RAILWAYS BRIDGE MANUAL 201 CHAPTER - 11
 INSPECTION OF BRIGES

2 Where a strong rush of water and heavy afflux occur, they

should look for the presence of eddies and back waters which are
signs of danger. When these are observed, soundings with the help
of echo sounders or probing with the help of log line with a heavy
lead weight, rail piece or probing rod must be taken and if scour is
detected, boulders or pitching material should be run out and
dumped as necessary. As a precautionary measure, traffic may be
suspended if long lengths of track with a large number of bridges
experience a flood situation and scour cannot be measured,
particularly during night time.
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The equipment as suggested in Annexure 11/15 may be
arranged by the Railways to enable the various officials carry out the
inspection of bridges effectively. In the Annexure suggestions have
also been made as to the equipment needed at the various levels.
The Chief Engineers may add or delete any item from the list based
on the site conditions and experience.

INDIAN RAILWAYS BRIDGE MANUAL 202 CHAPTER - 11

 PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

CHAPTER - XII

PLANT AND MACHINERY OF THE

ENGINEERING DEPARTMENT
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 PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

Sl. Description Maker‘s Maker‘s No, Year of Purchase Machine/ Remarks.

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 PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

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INDIAN RAILWAYS BRIDGE MANUAL 205 CHAPTER -

 PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

1204. Plant and machinery procured for works against specific

sanction/projects
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 PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

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 PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

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 PLANT AND MACHINERY OF THE ENGINEERING DEPARTMENT

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Para - 711.2
MEASUREMENTS DURING MONSOON

Gauge and afflux records of river :

Bridge Number :
For the Year :
Kilometerage of Bridge /Location :
Rail Level :
Highest Flood Level recorded so far :

Sr. Date Time Up Down Affux Flood Velocity Signature

No. Stream Stream (Col 4-5) Slope of Flow

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Para - 715

FLOOD REPORTS

Sr. Between Details of Date of Date of Method of Rough Rough cost of Details of Detention
No. Stations Damages Occurence restoration Repairs Cost of Restoration to/Cancellation of
of Damage Temporary & trains if any
breaches Permanent

1 2 3 4 5 6 7 8 9

Annexure - 7/6
Para - 716

Rainfall Statement for Station

Stations Months Total Department

for the from
Year Normal
September

November
December
February
January

October
August
March
April

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May

July

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
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0.25 TO 0.40 L

20
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21
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 Annexure 9/1
Para 901

Structural Steel Inspection Register

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Para 1003
Sheet No. 2
TUNNEL INSPECTION REGISTER
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Annexure 10/1
Para 1003
Sheet No. 3
DETAILS OF TUNNEL
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Annexure 10/1
Para 1003
Sheet No. 4
Extract of page of Tunnel Inspection Register
Details of Inspection Year 1997 - 98 Year 1998-99

Date of Condition at Action taken Date of Condition at Action

Inspection the time of and initials inspection the time taken and
Inspection Inspection initials
1 2 3 4 5 6 7
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 Annexure 10/2
Para 1011
Proforma of the Register of vulnerable cuttings
Particulars of cuttings
1DPHRIVHFWLRQ  DQG  UHIHUHQFH WR
DXWKRULW\IRUQRPLQDWLQJLWDVYXOQHUDEOH
1R 'DWH

No. of Kilometre Max depth/ Degree of Type of Past History

cutting From /To side slopes curvature strata of cutting
if any

1 2 3 4 5 6

Inspection Details

Date of Remarks Date Remarks Date Remarks Action

Inspection 0f PWI Of Insp. of AEN Of Insp. Of DEN Taken
by PWI.

1 2 3 4 5 6 7
 Annexure 11/1
Para 1102.2
INSPECTION REGISTER FOR STEEL WORKS IN BRIDGES
Index

S.No. Bridge K.M. Between Details Page Nos.

No. stations of
spans From To
etc.

      

Annexure 11/2
Para 1102.2
INSPECTION REGISTER FOR STEEL WORK IN BRIDGES
)RUVWHHOEULGJHVRIPVSDQDQGRYHUDQGRWKHUQRPLQDWHGEULGJHV
%ULGJH1R DWNP 6HFWLRQ
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$QJOHRIVNHZ
Details of spans
6SDQ&OHDU &HQWUHWR2YHUDOO 'UDZLQJ7\SH6WUHQJWKRIJLUGHUDVSHU
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 3UHYLRXVKLVWRU\RIVWHHOZRUNRIEULGJH

Date of Condition of girders Date last Condition of Condition of

inspec- (indicate creep, greased bearing seating bed blocks and
tion camber and distortion and lubrication H.D. bolts
of girders if any)

    

Condition of rivets and Date last Condition of Condition of deck Condition of

welds (details to be painted paint and slab in case of smoke guards
entered in Loose Rivet Patch Full corrosion composite girders / drain
Register and Weld
Register

 (a) (b)   

Any serious Details of Signature of Remarks by ABE, Orders by Deputy

condition repairs etc. Bridge XEN / Bridges or Chief Engineer /
requiring attended to Inspector DEN / Bridges Bridges
attention during the year

    

(ACS 37 dtd. 09.10.2019)
,l
'-�'

(f.\) GEJ\IE�L OETA,LS

: . .
1. Ty;pe -of Bridge

2. Detalls of Spans
..
8J ·Nµm_ber qf Spans ..
b) -Gle,;lrSpans
c) :Effective Spans
, .... .
..
·3, Overall Length of G.irders
. '
4. Skew Angle, if any I

.
5. Gradient on bridge, if any .. ' ;

6. Curve on bridge , if any

., . ..
7. Super elevation on bridge
a) In rail.
b) In bed block ..

8. a) Details of irac:k
b) Eccentticey of track �,r.t. girders
i. End of Girder.
ii. CE!ntre of Girder
g
9. Details of Bea.rins alongwith Drawings

ro. Details of Bed Block

11. Details of Seismic Restraint Arrangement, if any

12. Details of Corrosion Protection Measures taken, if any

i. Details of Reinforcement .Steel Coating if any

ii. Details of Structural Steel Coating if any
iii Details of Concrete Coating if any
. .
13: Loading Standard of Design

14. Details of Drainage-Arr'al')g�ment of (Girder /Slab)

15. a. Catchment Area

b. Des.i,$h _Oi.scharge
c. Any RAW/RAT up.to 50 km on u/s
d. Rail Levi':!
e. T�p of Bed Block Level
f. . Dan�er L�liel
g. Design HFL
h. Vertitjil Clearance
i. Free _board
j. Design Scour Level
k. Top Of F�µndation Level
I. Bottom of Foundatior:i Level

(ACS 37 dtd. 09.10.2019)

·- 4-
 --1·,-

16. Details of jacking points of Girders

17. Girder Weight (per Span and total)

18 Original Camber in mm for each type of Span

Section U4 U2 3L/4
Camber
Span Type-I

Span Type-II

Span Type-Ill

19. Details of

a. Trolley refuges
b. Safety-refuges
c. Foot Path
d: Railing
e. Sand Bins

20. Permanent / Temporary Speed restriction, if any and

reasons of imposition
t
21. Addiions and alterations to original design. if any

22. Year of Construction

23. Expansion Joints/Arrangements

24. Wearing Coat. type and thickness etc.

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

Barrier etc.

26. History of Bridge Repairs etc.

(ACS 37 dtd. 09.10.2019)

./

(B) INSPECTION DETAILS

SPAN fljo.---,---
1. Gene�! lnspe<:tlon (I.•. Crack, Bulging, Spalllng, · Dh!lntegratlQn, Scaling, Ruat Streak,
Crushing, Dampness, Leaching, Exj>o$ure of Reinforcement etc.)
(Suitable Arrangement to fapilitaJe: prqper inspection of 1;111 the parts of Girder _shaU be made/artanged)

(a) For PSC Girder:

--'------
. Date of I ll$p�ion
Item .
Deck : .:; ;
..
�ides/Webs
Bottom
. Ends/Anchorage Zqnes
· Ancho�ge Zones of :cross
Prestressing if any
Inside/Openings if any
Diapt,ragms/Cross Girders
Lifting Arr.\!ngements
Bearings
Expansion Arrangement/Joints
Seismic Restrainers :.

(b) For Composite Girder:

Item
- - Date of Inspection

Deck Sfab S!�n of atagnatlon of water on Peck Slab, if.any

Oe.tE!ils .of Crack, Concrete
d.isintegration,crushing,spalfing, exposure of
reinfor�em� n� etc. with sketch, if any I
.
Condition of 'Details of Oistortion•in Steel members with sketch, ff
Steel any.

.i
Components Details of Cracks in Steel members with sketcb; if
any "

Oet1;1ils of .Corr:9sic;>n ifl Steel mem_be� with. sketch,

if·any
Condifo;m of.We.Id/Bolts/Rivets in SteE!I Part
J.unctron of Ariy · sign of �paration of Deck Slab with Steel
Steel p��- with �irger ..
-o�t�i,�- p.f s�pa.ra\iQfl of Peck Slap from ·St�I.
,.
Deck Slab
Girder with Sketch, if any '

(ACS 37 dtd. 09.10.2019)

.,.. ,_
 2. Deflection/Camber Reading� (Applical>le in case of PSC Girders)

--��---·
,______ Section U4 U2 3U4
Item
Date
Measured Can')ber in -n:irri
Temperatur�

NOTE: Camber to be measured at the Centre of.Girder (U2) only. However, if the l_ength of girder is more
than 20 m, camber to be measured at 3 locations.

3. Condition of ExpansionJolnts & Expansion Gaps

Pier No.-----------
,
------J:?ate of tnspeqtion
Item · --------�- ' f
i. Cracks if any
·-----
ii. Bulging of Polymers if
any
iii. Whether Gap is free and
Clear of Dust etc.
iv. Any other item as
prescribed by
Manufacturer

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

Pier/Abutment No ..---------Bearing No.-----

-------

Item
· ------------------
Date of Inspection

i. Condition of Stoppers
ii. Flattening of Elastomers
..
iii. Separation of Layers of
Elastomer
iv. Splitting of · Layers of
Elastomer
V. Tearin� of Layers of
Elastomer
vi. �ui9ing of Elastomer
vii. Till in f;:lastomeric
BE?aring- .•

viii. Height of Elastomeric

Bearing
ix. Any Corner- Lifting : ,.,
X. Condition of Holding
Down Bolts

(ACS 37 dtd. 09.10.2019)

 ,/

,·
°' �.....,,
.,,�
i' :

xi. Condition of Seals in

'•
POTPTFE
:xii. Bulging out of Elastomer ..
from-POT P1FE
-xiii, Minim�m gap between
, -up_per & ·10"""'.er partsof
POT PTFE to be not less
than.5 mi:n '·
..
xiv. Whether Entirely
supported or:r Be<i �lock
�- . Cracks in any component
of PQT-PTFE
..
xvi. Bending of any
Component of POT PTFE.
xVii. L,ongitudinal
Displacement w.r.t mean '
position
.. -·--
;icviii. Transverse Displacement
w.r.t mean position
xix. Rotation in Longitudinal
Directio.n
XX. Rotation rn Transvers
Direction
-------···
5. Condition of Bed Black and Pefects H any
Pier/Abutment No.---------- Bearing No.----------�-

-----
Date of Inspection

Item
i.
----------
Whether Surroundings of
Bed-Block-is clean.
Ii.. Cracks in Bed Block if
any
..
iii. Whether Bed Block is
�haken

6. Condition of Surface Protection

---------
Date of Inspection ..
Item.
i.
----------
Year of painting of St�I
iL Type of paint of Steel
iii:' Defects like fading·
/dis.coloratiQn/Scaling etc
' in. Steel Painting if any
iv. Year ·,of Coating of .-J• ..

Concrete
'

(ACS 37 dtd. 09.10.2019)

 •', .

V. Type of Coating of
Concrete '
Vi. Defects like fading
/discoloration/Scaling etc
in Concrete Coating if
any

7. Condition of Drainage Arrangements & Defects if any

------------
Item
-------
Date of Inspection
......__
..

...._____
Whether Drainage is Clear or
Chocked

8. Condition of Seismic Restrainers if any

Item
----------------------
__ . Date of Inspection

Any Cracks, Spalling etc in

Seismic Restrainers

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

--------- Date of Inspection

.___-� .....-.
Item ---------------
i. Signs of Corn:>sion
..
ii. Condition of Repairs if
any
iii. Condition of Connections
..

----------------
10. Condition of Cracks & Tell tales if any

----.... Date of Inspection

Item
i. Location
ii. Crack Pattern {Sketch to
be attac:hed)
iii. Crack Width
iv. Crack Length
V. Crack Depth etc.
vi. Whether Cracks require
Grouting i
vii. Condition of lprevious I
repairs if any I
I !

(ACS 37 dtd. 09.10.2019)

....... --9:- ...... -----...,. . -.. . ......-.-------••-·-••·... . . . • ,•-.-. . -.·r•

11. Gap between Girders

�
i.Gap between Girders

ii.Gap at End of Girders

12. Details of experimental and trial observations if any

13. Defect� Noted & Actions Taken

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

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

14. Name and Signature of Inspecting Officials/BRI

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

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

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

18. Orders of CBE with Name and Signature

(ACS 37 dtd. 09.10.2019)

 Annexure 11/3
Para 1103.4

BRIDGE INSPECTION REGISTER

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Para 1103.4
INDEX OF BRIDGES
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Page Bridge No. Page Bridge No.

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 Annexure 11/6
Para 1103.4
CLASSIFICATION OF STRUCTURES

Classification of Structure Description

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 Annexure 11/7
Para 1103.4
INSCRIPTION PLAQUES ON BRIDGES SHOWING
NATURE AND DEPTH OF FOUNDATIONS.
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PROFORMA FOR INSPECTION OF MAJOR AND IMPORTANT BRIDGES
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PROFORMA FOR INSPECTION OF MINOR BRIDGES

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