5.1.1 Foot OverBridges 5.1.2 Road OverBridges 5.1.3 Track Bridges 5.2 Inspection of steel girder 5.

3 Cleaning and greasing of bearings 5.4 Protective painting of steel girder 5.4.1 Metallising 5.4.2 Epoxy painting 5.4.2.1 Scheme of epoxy based paint 5.4.3 Oil painting 5.5 Replacement of loose rivets 5.6 Repairs to welded joint 5.7 Strengthening of steel girder 5.7.1 Common methods of strengthening 5.8 Replacement of corroded rivets 5.9 Conclusion

( ix )

LIST OF ABREVIATIONS BB&CI Rly BBJ & Co BFR BG BGBL BGML BN Rly CBE CDA CECRI DA DFT DL DPT EI Rly EUDL FOB GIP Rly HML HSFG IRBM IRC IRS IS JE km kN kmph LG Bombay Baroda and Central India Railway Braith Waite Burn and Jessop Company Bogie Flat type for Rails Broad Gauge Broad Gauge Branch Line Broad Gauge Main Line Bengal Nagpur Railway Chief Bridge Engineer Coefficient of Dynamic Augment Central Electro Chemical Research Institute Dynamic Augment Dry Film Thickness Dead Load Dye Penetration Test East Indian Railway Equivalent Uniformly Distributed Load Foot Over Bridge Great Indian Peninsular Railway Heavy Mineral Loading High Strength Friction Grip Indian Railway Bridge Manual Indian Road Congress Indian Railway Standard Indian Standard Junior Engineer Kilometre Kilo Newton kilometer per hour Light Gauge (x)

LL m MBG MG MGML mm MMAW MMG MS MSM Rly NDT NG ODC PSC PTFE RBG RCC RDSO RH Girder RL Rly ROB RSJ RUB SAW SBC SE t USFD WDM

Live Load Metre Modified Broad Gauge Meter Gauge Metre Gauge Main Line Millimetre Manual Metal Arc Welding Modified Metre Gauge Mild Steel Madras Southern Maratha Railway Non Destructive Testing Narrow Gauge Over Dimensional Consignment Pre-stressed Concrete Poly Tetra Fluoro Ethylene Revised Broad Gauge Reinforced Cement Concrete Research Design & Standards Organisation Restricted Height Girder Rail Level Railway Road Over Bridge Rolled Steel Joint Road Under Bridge Submerged Arc Welding Substructure Bridge Code Section Engineer tonnes Ultra Sonic Flaw Detection Water Bound Macadam ( xi )

CHAPTER - 1 INTRODUCTION
Ever since the 1st railway train was hauled in April 1853 by a steam engine over a stretch of 33 Km track between Bombay Victoria Terminus to Thane, Railways in India have never looked back and have continued with their achievements with accelerated pace. As on date we have about 63,465 route km of railway track network throughout the length and breadth of the country. Building of a railway track over various stretches of land cris-crossing different cities, districts and states all over, necessarily involves tremendous earthwork, rock cuttings, tunneling and bridging. Out of these vital prerequisites, bridging is the most intricate and multifaceted constituent in the railway track requiring a precise and exhaustive exercise in its planning and execution, considering its probable repercussions on the entire railway system for long years. Number of bridges on Indian Railways as on date are to the tune of about 1.21 lakhs belonging to the various types and lengths and in different categories. With the inception of railway transport system in India the railway traffic was handled by different companies such as GIP Rly., BN Rly., El Rly., MSM Rly., BB & Cl Rly., etc. In addition, various princely states formed their own railway network with the available technical know-how and resources as obtained in those days. Hence each system followed its own gauge and standard. However, as far as the type of gauge is concerned we had only four types of gauge namely, B.G., M.G., N.G. and L.G. But the criteria for bridges adopted was different depending on the technology and material as obtained in those days. But all the same a sort of similarity appears to have been maintained in designing and construction of these bridges, may be by interaction between various construction agencies at 1

various places and locations throughout the country. Broadly speaking, the bridges in the early days of the railway system were mostly based on steel structures shipped from British Railways to India and after cannibalising in railway workshops and placing them in the track as super-structures for which suitable substructures out of stone or brick masonry piers and abutments or steel piles for piers and abutments were constructed. As the loads to be hauled initially were quite low, the sizes of substructures and girders were also less massive. The bridge superstructures in the form of steel girders are either (1) beam type -(plate girders) or (2) truss type (open web). The metal used in the fabrication of these girders was mostly wrought iron based on the technology as obtained in those days. This period is roundabout earlier to 1885. These girders were either fabricated in England or released from British Railways and transported to India by ship and after due modifications in railway workshops in India were placed in track. Since these were shipped from England to India, the despatch list accompanying the material was named as Shipping list. This nomenclature holds good even today for despatch list of material accompanying the girders from railway workshops to various sites. Some of the early workshops known as Girder Fabrication Workshops were established at Manmad and Mugalsarai. The transhipped girders and structures were strengthened/modified in these workshops to suit the extant loading standard and dimensions and put in the road wherever needed. As the steel technology developed over the years and as the railways began expanding in a big way especially after independence in 1947, a dire need was felt to undertake fabrication of these girders on a huge scale during the successive five year plans for various new construction lines as well as for regirdering programmes. With this in view the fabrication of these steel girders was undertaken in railway workshops at Manmad, Mugalsarai and other railway workshops. 2

After 1960 these workshops started fabricating open web girders also. As on date railway workshops fabricate girders of spans ranging from 9.15m length to 76.2m length, (9.15, 12.2, 18.3, 24.4m spans being plate girders and 30.5m, 45.7m, 61.0m and 76.2m spans being open web through girders and also 30.5m underslung deck girders). In addition a few spans of 91.4m and 122.2m have been fabricated and erected by M/s. BBJ & Co. of Calcutta. Civil Engineering Workshop Manmad had also fabricated 3 nos. 122.2m welded open web through spans, for Konkan Railway Corporation in the year 1995. After 1980 welded construction is being adopted for fabrication of plate girders (open deck), open web girders and composite girders (ballasted deck) of track bridge. Steel being an ideal metal for fabrication of railway bridge girders due to its tensile and compressive strengths being more or less equal, it is extensively used for railway bridge girders. Moreover before final failure, it generally gives sufficient warning to the maintenance engineer in the form of loss of camber, thus avoiding sudden failure. 1.1 TYPES OF STEEL GIRDERS In the early days, the railway track bridge- steel girders were of the following types : 1) Duplicated channels with longitudinal sleepers to carry the track. 2) Duplicated beams with cross sleepers to carry the track. 3) Wide flange beam girders. 4) Fish belly type girders, single or duplicated, called beams of uniform strength. 5) Pin connected triangulated type--Single or duplicated. 6) N type open web deck girders 7) Whipple through girders 8) Howe type through truss 9) Pratt type through truss 10) Camel back truss 11) Baltimore through truss 3

1676

250

Fig. 1.1 DUPLICATE CHANNEL GIRDER (FOR SPAN UPTO 2.4 m)

1676

300

Fig. 1.2 DUPLICATE BEAM WITH CROSS SLEEPERS (FOR SPAN UPTO 3.6 m)
1676

Fig. 1.3 WIDE FLANGE BEAM GIRDER

1200

X ELEVATION

SECTION X-X (DUPLICATE)

SECTION X-X (SINGLE)

FIG. 1.4 FISH BELLY GIRDERS (SINGLE OR DUPLICATE)

Fig. 1.5 PIN CONNECTED TRIANGULATED TRUSS

Fig. 1.6 N TYPE TRUSS

Fig. 1.7 WHIPPLE TRUSS

Fig. 1.8 HOWE TRUSS

Fig. 1.9 PRATT TRUSS

Fig. 1.10 CAMEL BACK TRUSS

Fig. 1.11 BALTIMORE TRUSS

Fig. 1.12 WARREN TRUSS

Fig. 1.13 K TRUSS

THROUGH TRUSS

PONY TRUSS Fig. 1.14

DECK TRUSS