GOVERNMENT OF JAMMU AND KASHMIR

BRIDGE MANUAL

PUBLIC WORKS (R&B) DEPARTMENT, J&K

GOVERNMENT OF JAMMU AND KASHMIR

BRIDGE MANUAL

PUBLISHED BY

PUBLIC WORKS (R&B) DEPARTMENT

JAMMU & KASHMIR
 TITLE PAGE NO.

1. GENERAL INTRODUCTION
1.1 Purpose 1
1.2 Applicability 1
1.3 Introduction 1

2. PROJECT PREPARATION 4
2.1 Feasibility Study 4
2.2 Preliminary Project Preparation 5
2.2.1 Bridge sitting and road alignment 5
2.2.2 Reconnaissance survey 6
2.2.3 Factors deciding site selection. 6
2.2.4 Preliminary survey, subsoil investigations and hydraulic survey: 7
2.2.5 Design discharge and linear waterway 11
2.2.6. Clearance 14
2.2.7 Width of carriageway, footpath and median 14
2.2.8 Fixation of span arrangement and selection of the type of structure 15
2.2.9 Preliminary design of various components of bridge 18
2.2.10 Corrosion protection measures 23
2.2.11 Design of river training and protective works 24
2.2.12 Preliminary cost estimate 24
2.3. Detailed Project Preparation 25
2.3.1 Survey 25
2.2.2 Hydraulic designs 26
2.3.3 Surface and Subsurface Geotechnical Investigations 26
2.3.4 Detailed structural design 46
2.3.5 Detailed estimate 47
2.3.6 Detailed project report 47

3. CONSTRUCTION 50

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3.1 General 50
3.2 Formwork and Staging 50
3.3 Placing of Reinforcement 51
3.4 Foundations 51
3.4.1 Open foundation: 51
3.4.2 Well foundations 52
3.4.3 Pile Foundation 52
3.5 Substructure 52
3.6 Superstructure 53
3.6.1 Concreting 53
3.6.2 Pre-stressing 53
3.6.3 Grouting 54
3.7 Bearings 54
3.8 Expansion Joints 55
3.9 Materials for Structures 55
3.9.1 General 55
3.9.2 Bricks and Stones 55
3.9.3 Cast Iron 56
3.9.4 Cement 56
3.9.5 Aggregates (Mineral Aggregates) 57
3.9.6 Structural Concrete 58
3.9.7 Steel (Other than Structural Steel) 65
3.9.8 Structural Steel 66
3.9.9 Stainless Steel 67
3.9.10 Water 67
3.9.11 Timber 68
3.9.12 Concrete Admixtures 68
3.9.13 Reinforced and Prestressed Concrete Pipes 69
3.9.14 Storage of materials 69
3.10 Tests and standards of acceptance of material 69
3.10.1 Testing and Approval of Material 69
3.10.2 Sampling of Materials 70
3.10.3 Rejection of Materials not conforming to the Specifications 70
3.10.4 Testing and Approval of Plant and Equipment 70

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 3.11 Concrete in Piles 70
3.12 Geosynthetics as Special Material 71
3.13 Sampling and Testing Frequency of Testing Material 71
3.13.1 Sampling 71
3.13.2 Testing 72
3.13.3 Frequency of Testing 72
3.14 Calibration of Instruments of Material Testing & Manufacturing 75

4. QUALITY SYSTEMS FOR ROAD BRIDGES 76

5. PROJECT SCHEDULING AND MONITORING OF WORKS 77

5.1 Scheduling 77
5.2 Monitoring 77
5.3 Record Keeping and Documentation 78

6. BRIDGE INSPECTION AND MAINTENANCE 79

6.1 Bridge Inspection 79
6.1.1 Introduction 79
6.1.2 Purpose of Bridge Inspection 79
6.1.3 Planning the Inspection 79
6.1.4 Preliminary Study 80
6.1.5 Inspection Equipments 80
6.1.6 Safety Precautions 81
6.2 Maintenance of Bridges 90
6.2.1 Introduction 90
6.2.2 Symptoms and Remedial Measures 90

7. BRIDGE NUMBERING IN LIGHT OF IRC 7:2017 95

7.1 Introduction 95
7.2 Scope 95
7.3 Numbering of Structures 95
7.4 Salient Information 96

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 7.5 Inscription of Structure Number 96
7.6 Information Plate 97
7.7 Numerals and Details 97
7.8. Maintenance 98

8. STRUCTURAL HEALTH MONITORING (SHM) OF BRIDGES 100

8.1 Introduction 100
8.2 Types of Monitoring 101
8.2.1 Time Frame 101
8.2.2 Scale 101
8.3 Monitoring Metrics 102
8.3.1 General Metrics 102
8.3.2 Concrete Metrics 102
8.3.3 Steel Metrics 103
8.4 Methods Used in Bridge SHM 104
8.4.1 Non-destructive testing methods 104
8.4.2. Vibration-based damage identification methods 105
8.4.3. Model-based and data-based methods 105
8.5 Review of Case Studies of SHM of Bridges 106
8.5.1 Russia-Monitoring of Vintage Bridge 106
8.5.2 Japan - Monitoring of Suspension Bridge 106
8.5.3 India- SHM of Naini Bridge (2001-2004) 106

APPENDIX – I 108
Check List for Preparation of GAD 108
A. General 108
B. Plan 109
C. Elevation 110
D. Section 111
APPENDIX – II 112
Check List for Submission of GAD to Railway Department for ROBs 112
APPENDIX – III 113

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 Order Copy of Ministry of Shipping, Road Transport and Highways Govt. of India regarding the
width of bridges on 2-lane National Highways 113

APPENDIX-IV 118
List of IRC Codes and Special Publications 118
References 126
ACKNOWLEDGEMENT 131

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 BRIDGE MANUAL GENERAL INTRODUCTION

1. GENERAL INTRODUCTION
1.1 Purpose
This Bridge manual has been prepared to provide policies and procedures required for
bridge project development for the union territory of Jammu and Kashmir, Public Works Department.
This manual provides guidance for the decisions needed in producing a bridge project and includes
the policies and standards that are required to prepare a detailed project report for bridge
construction. This manual also provides a commentary discussing good bridge practices and
references to the additional sources of information.
One of the primary goals of this manual is to provide assistance to the engineers to
ensure that “quality” bridges are constructed. “Quality” bridges are safe, durable, economical,
aesthetically pleasing and environmentally sound.
This manual provides guidance on bridge designs, construction procedures, criteria and
practices. To follow complete analysis and design, to produce a safe, economical and maintainable
structure is the responsibility of every engineer involved with the project.

1.2 Applicability
This manual applies to all bridge related transportation projects under contract with the
Jammu and Kashmir government departments and for all locally administered centrally aided
transportation projects in the union territory of Jammu and Kashmir. Designers/ Engineers of these
projects shall comply with the policies, guidelines, details and interpretation of the design, material
and construction specifications stipulated in this manual. In addition, its use is recommended for all
the other bridge projects in the union territory of Jammu and Kashmir. In case of any discrepancy in
the guidelines of this manual with the guidelines of IRC codes, the guideline issued by relevant IRC
code shall supersede and govern respectively.

1.3 Introduction
A Bridge is the continuation of a roadway as it separates from the land and supporting this
roadway into the air, calls for a structure which is self supporting and withstands traffic / pedestrian
loads.
A bridge is a piece of engineering work and like any other engineering construction,
involves transforming nature in order to adapt it to man’s requirements.
There are many different designs that all serve unique purposes and apply to different
situations. Designs of bridges vary depending upon the function of the bridge, the nature of the terrain
where the bridge is constructed and anchored, the material used to make it, and the funds available to

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 BRIDGE MANUAL GENERAL INTRODUCTION

build it. All major bridges are built with the public money. Therefore, bridge design that best serves the
public interest has a three-fold goal: to be as efficient, as economical, and as elegant as is safely
possible.
A bridge from its conception to completion goes through numerous phases of Planning,
Analysis, Design, Administrative Approval, Tendering and Execution.
Post construction activities like routine inspections, maintenance and repairs are also
prioritized for enhancing safety and service life of the structure.
This manual aims at providing the necessary guidelines to empower the engineers for
achieving the above stated different phases from conception to completion.
A bridge project from conception to construction and final completion of the bridge
involves a number of major activities which can be summarized as follows:-
Start - Administrative decision for constructing a bridge.
Feasibility studies:
Preliminary Project preparation – Site selection, Preliminary survey and investigation including
hydraulic survey, subsoil investigation, fixation of span arrangements and selection of type of
structure. Preliminary design of various components of bridge, preliminary cost estimates.
Detailed project preparation – Detailed survey, hydraulic design, subsurface investigation, detailed
structural designs, detailed estimate and detailed project report.
Technical approval and financial sanction –
Decision to take up work from plan funds or to invite private entrepreneurs.
Approval of Tenders and Revised cost if necessary and start of construction work
Construction – Project scheduling and monitoring of quantity / quality and progress
of work/PERT/CPM etc.
Inspection and maintenance of bridges
Note: Bridges are usually designed for at least 100 years life and should cater to the projected traffic demands.
Utmost care should be exercised in site investigations by following the procedures outlined in the subsequent
chapters ensuring only preparation of thoroughly investigated projects which will ultimately facilitate speedy
construction and maintenance costs.
General Notes:
1. The mandate of latest/updated provisions/specification of BIS/IRC/MoRT&H shall apply,
invariably, irrespective of its specific mention in this compilation of concise Bridge Manual.
2. It is highly advised that explanation/clarification, on any section/sub-section, of this manual,
may be sought formally from DIQC Department, without making any unnecessary
assumptions, unilaterally.
3. On subjects and technical topics of critical engineering importance, involving specific and
specialized planning, investigation, design, execution or maintenance procedure/technique,

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 BRIDGE MANUAL GENERAL INTRODUCTION

an expert approach is highly recommended without underestimating the importance of

such specialized consultation, thereof.
4. Any typographical errors/omissions may be brought to the notice of DIQC Department, for
subsequent corrections and due incorporation, thereof.

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 BRIDGE MANUAL PROJECT PREPARATION

2. PROJECT PREPARATION
Preparation of a detailed project report is a pre-requisite for proper evaluation of the
project, its approval by competent authority and finally its execution. Properly prepared project report
is very helpful in ensuring timely completion of the project thereby ensuring fullest advantage of the
project avoiding time and cost overruns. Project preparation activity can be divided into the following
three broad stages:-
(1) Feasibility Study
(2) Preliminary Project Report
(3) Detailed Project Report
For detailed guidelines reference may be made to Special Publication No.54-“Project
Preparation Manual for Bridges” published by Indian Roads Congress.

2.1. Feasibility Study

2.1.1. The project preparation for a bridge work starts with the identification of the project. This phase
is known as the pre feasibility stage. For this stage, broad features of the project are identified, the
possible locations, nature of crossing, traffic dispersal system for different alternatives are identified.
The effect of implementation of the project on the traffic scenario in immediate vicinity is
also considered. This reconnaissance visit to the area of the intended site is sufficient at this stage.
2.1.2. In the feasibility stage, preliminary surveys, data collection and investigations are carried out.
Alternative sites are investigated; design and rough cost estimates for various alternatives are made.
The feasibility report covering the recommended alignment including alternatives considered,
span arrangement, preliminary cost estimates, economic and financial viability is prepared. Feasibility
study should also cover the following aspects:
(i) The main purpose of the bridge project i.e. the trunk route, economic or interstate importance,
access to ports, tourism, agriculture development etc. the place of the project in the road
development programme and the priority assigned to.
(ii) The geographic features of the area such as size, economic (industrial and agricultural), other
traffic generated activities in the area, main population centers, their size projections and
growth rates, and government’s economic programme for the developments.
(iii) Measurable and non measurable benefits should be listed. The former may consider reduction
in operation costs, reduction in travel time for goods and passengers, reduction in
maintenance cost in case an old bridge is replaced. The latter may include social and economic
development of the adjacent area consequent to the construction of the bridge.

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 BRIDGE MANUAL PROJECT PREPARATION

(iv) A cost benefit analysis should be enclosed and results critically discussed. For calculation of
cost benefit analysis, a reference may be made to IRC SP -30: 1993. “Manual on
Economic Evaluation of Highway Projects in India (First Revision)”.

2.2 Preliminary Project Preparation

Preliminary project preparation involves various stages like recognition of the need, study
of maps, reconnaissance survey leading to selection of alternative site, preliminary survey and
investigation including subsoil investigation and collection of hydraulic data leading to final site
selection and all these activities have to be systematically planned and carried out in their logical
sequence.
2.2.1. Bridge sitting and road alignment:
A bridge should ideally be sited across the narrowest width of the river or channel where
the course of the channel is straight in considerable length on both up-stream and down-stream sides
of the site and the banks are stable having no history of being out-flanked. A bridge should not be
sited across meandering stretches of rivers unless it is established that the banks at the bridge site
are the nodal points of the river (i.e. the river has a history of touching these points year after year
regardless of change in its course elsewhere). Where one of the banks is not well defined and gets
over-topped, the option of training the river by construction of a guide bund can also be considered. In
case the active channel of the river, especially the alluvial rivers, changes its course within the river
basin, the option of training the river by construction of guide bunds on both banks can be considered
after ensuring that the adjoining areas in the upstream do not get flooded or the guide brands
themselves are not under attack. The preliminary site selection can be based on information
contained in the topographical sheets of the Survey of India, supplemented by actual survey or study
of satellite images of the location, which can be obtained from the National Remote Sensing Agency.
A model study may be required for bridging rivers having undefined cross section and huge flood
plains.
The considerations which decide the inter-se priority between a suitable bridge site and
suitable road alignment will be guided by the following principles: -
(i) The location of a bridge upto a length of 60 meter shall be governed by the suitability of
alignment of the road unless there are some special problems at the crossing with regard to
design / maintenance of the bridge.
(ii) For bridges having a length between 60 and 300 meters both suitability of site of the bridge that
of the alignment of the approaches shall be considered together.

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 BRIDGE MANUAL PROJECT PREPARATION

(iii) For bridges having total length more than 300 meters, the requirement of good site for the
bridge shall have the precedence and the alignment of the approaches will have to conform to
the selected bridge site.
(iv) Where existing two lane highway is proposed to be widened to four lane width, the location of
the additional two lane bridge shall be governed by factors mentioned in para 2.2.3.1 (ix)
below:
2.2.2 Reconnaissance survey:
In case of an entirely new alignment, the site selection may have to start with the study of
available maps before starting the reconnaissance. Usually, topo sheet in the scales 1:2,50,000 and
1: 50, 000 are available from the Survey of India. In case of bridges upto 300 m length, two or
three possible road alignment should be marked on the topo sheets considering the topography of the
land, land use, soil type, waste bodies, marshes, control points, river profile, straightness of the reach,
width of crossing, presence of high banks etc. The two or three possible alignments may have to be
considered for reconnaissance. Some landmarks for easy identification during reconnaissance may
also have to be marked on topo sheets. The use of google maps shall be allowed as part of the
reconnaissance assessment/investigations thereof. However, all critical site specific assessments
shall be based upon thorough site specific survey/investigation and its confirmation viz-a-viz GTS
survey maps.
2.2.3 Factors deciding site selection.
2.2.3.1 Adequate efforts made in selection of good site for locating a bridge will be amply rewarded in
the form of reduced cost of the project and trouble free performance of the bridge. The factors that
have to be considered in the selection of a site are indicated below. Though it may not be feasible to
satisfy all desirable attributes simultaneously, the selected site should represent the most desirable
mix of the attributes consistent with overall economy, including the cost of approaches.
(i) Permanency of the channel: it has to be ascertained from different maps prepared over a long
period of time that the river does not have any tendency to mender at the proposed site.
(ii) Presence of high and stable banks: the presence of high non erodible banks generally offers
an ideal site, which reduces the cost of approach embankments and their protection work.
(iii) Narrowness of the channel and large average depth compared to maximum depth: this
ensures large average depth of flow compared to maximum depth of flow and reduced water
way which greatly reduces the overall cost of the bridge structure.
(iv) Straight reach of the river u/s and d/s of the proposed site: straightness of the reach both
u/s and d/s ensures uniform distribution of discharge/velocity. Curvature in the stream especially
on the u/s leads to obliquity and concentration of the flow on the convex side leading to higher
scour, and consequent cost of foundation and protection works. If the bank on the convex side

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 BRIDGE MANUAL PROJECT PREPARATION

is erodible it may lead to heavy recurring expenditure in protecting the abutment and the
embankment on that side.
(v) Freedom form islands or any form of obstruction both u/s and d/s: any shoal formation
disturbs flow characteristics. Gradual silting of one or more channels results in
increased concentration of flow in other channels leading to higher scour or bank erosion,
channels leading to higher scour or bank erosion, outflanking of the bridge etc. the site should
also be away from confluence of tributaries where turbulence and obliquity of flow can be
expected which results in higher unpredictable scour and water current forces on substructure.
(vi) Possibility of right angled crossings: Right angled crossings offer minimum possible bridge
length and reduce chances of obliquity of flow with respect to the substructure.
(vii) It is preferable to site the bridge on u/s of the existing cause way, if any.
(viii) Possibility of good approach alignment: curves except gentle ones are preferable to be
avoided on approaches and bridges, proper from visibility and safety considerations.
(ix) Where existing two lane highway is proposed to be widened to four lane width, the additional
two-lane bridge shall be sited as close to existing bridge as possible. However, in case of
bridges having well foundations, distance sufficient for generation of passive resistance of soil
shall be provided.
2.2.3.2 Sitting of grade separators: Sitting of bridges which act as rail/road grade separators will be
largely decided by good alignment of the approaches, availability of land and other constraints
imposed by rail lines, services etc. at skew crossings, skew angle of more than 45 degrees
should generally be avoided.
2.2.3.3 Distance between rail and road bridges: the distance between rail and Road Bridge should
be as large as possible but not less than 400 m in any case.
2.2.4 Preliminary survey, subsoil investigations and hydraulic survey:
Once the possible alternative sites are selected on the basis of reconnaissance survey and the
criteria for site selection enumerated in para 2.2.3 above, the next step is to conduct the preliminary
survey, subsoil investigations and hydraulic survey at each of the alternative sites:
2.2.4.1 Preliminary Survey:
The data to be collected during the preliminary survey are:-
(i) The names of the state / UT, district, nearest town/village, and river across which the bridge is
proposed.
(ii) The chainage of the highway, location of nearest GTS bench mark with level, latitude and
longitude of the site as measured from the survey of India maps.
(iii) Details of the existing bridges or causeways on the same river in the vicinity which should
include:-

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 BRIDGE MANUAL PROJECT PREPARATION

❖ Description with sketches showing relevant dimensions. - length and depth of submergence,
number and sizes of vents, and frequency (including duration) of interruptions to traffic in
case of causeways.
❖ Number and length of spans, clear waterway, adequacy or otherwise of waterway with
special reference to silted up spans or signs of undue scour or attacks on abutments" and
approaches in case of bridges.
(iv) An index map of the site on a scale of 1: 50,000 indicating the name and chainage of the
highway. The name of the river, name of the nearest town/village marking of the alternative
sites, location of the nearest GTS benchmark if possible, name of district and state, direction of
flow, nature of land-use, general topography of the area and north line.
(v) Site plans of the bridge for the alternative sites indicating the north line, alignment of the road
and the river, the angle of crossing, water spread at LWL, HFL case. Chainage of the proposed
bridge at crossing of the river, the direction of flow at maximum discharge, private land
boundaries, services, location of deep channels, ponds, places of worship, graveyards, if any,
near to the proposed site. Location and reduced level of the temporary bench mark used as
datum, location of the L.S. and C.S. of the road and the stream taken within the area of the
plan, location of trial pits/borings with their identification number and location of nallah’s wells,
buildings, rock out crops etc. which may affect the approach alignments.
2.2.4.2. Hydraulic Survey:
Hydraulic data collected for the purpose of the preliminary project report (PPR) has to be
good enough for the detailed engineering also. No separate hydraulic data collection is envisaged for
detailed engineering except that for model studies, if any, conducted for bridges across major rivers.
Wherever practical, the hydraulic data as may be formally facilitated by the Irrigation & Flood Control
Department may be utilized. The hydraulic data collected at PPR stage should include:-
(i) A catchments area map on a scale of 1:50,000 indicating the drainage channels and the land-
use pattern including built up areas, barren land, cultivated land, forests, hilly areas etc. and its
area in square kilometers. For preparation of the catchment area GTS maps of largest available
scale may also be referred for tracing the ridge line.
(ii) HFL ascertained from watermarks, if any, on the permanent objects on the banks
supplemented by local enquiry from nearby inhabitant as to the highest flood levels reached
during their living memory'.
(iii) Information about velocity of flow and presence of floating debris etc. from local enquiry.
Velocity of flow is best ascertained during floods by the use of floats by determining the time to
traverse two fixed points at measured distance apart.

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BRIDGE MANUAL PROJECT PREPARATION

(iv) In case a causeway or the existing bridge is of insufficient waterway resulting in afflux, the
extent of such afflux is ascertained for arriving at the rough assessment of discharge.
(v) Names and approximate discharges of all tributaries joining the river within a reasonable
distance upstream of the site under consideration.
(vi) Skew angle of crossing, if any, should be ascertained correctly. Skew angle should be
measured in relation to the direction of flow at/near HFL and not in relation to the bank line.

Fig. 2.0 Skew Angle of Bridge

(vii) The approximate depth of the deep scour hole below HFL mentioning its location, whether
general or localized, near any hard obstruction or caused by whirlpool. Information about scour
around piers and abutments of any other bridge across the same river in the vicinity from
records or by soundings taken near the proposed site during receding floods will be very useful
in cross checking the calculated scour and thereby avoiding gross errors.
(viii) The khadir width in case of wide/meandering alluvial rivers. The width and depth of the
channel during dry weather flow, OFL and HFL should be noted, as well as the radii of the larger
meanders scaled from the map.
(ix) Cross section of the river on a vertical scale of about 1/100 and horizontal scale of 1/10000 at
the proposed sites indicating:
❖ Name of the river and the site.

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 BRIDGE MANUAL PROJECT PREPARATION

❖ The (road) chainages and bed levels with reference to the temporary benchmark and ground
levels for sufficient distance beyond the edge of the channel
❖ Nature of the subsoil in the bed, bank approaches and location of the trial bores.
❖ LWL, OFL and HFL
❖ Low and high tide levels where applicable.
It should also include one or two additional cross sections at 300 to 500 m u/s and d/s for
small and large rivers respectively.
(x) A longitudinal section of the stream showing the proposed site, HFL, OFL, LWL and bed levels
at suitably placed intervals along the approximate centre line of the deep water channel. The
horizontal scale shall be same as for survey plan and vertical scale not less than 1:1000.
(xi) Rainfall data indicating
❖ Maximum precipitation in one hour and 24 hours.
❖ Rainfall distribution in catchment.
❖ Duration, frequency of floods.
❖ Rain gauge data of storms for which corresponding stream gauge data is available (data for
unit hydrograph)
❖ Average annual rainfall characteristics (append relevant meteorological records).
Wherever practical, the rainfall data as may be formally facilitated by the Meteorological
Department may be utilized.
(xii) Stream/channel characteristics
❖ Seasonal or perennial
❖ Braided, meandering or straight
❖ Other classifications like bouldery, flashy, well defined, presence of pools, weeds etc.
❖ Highest flood and other major floods and their year of occurrence delineating the areas
❖ flooded
❖ Afflux if observed
2.2.4.3. Preliminary subsoil investigation
(i) Preliminary subsoil investigations should include adequate number of trial bores/trial pits for
obtaining realistic data for deciding the span arrangement, type of foundation and scour level as
specified in IRC:78 for making the preliminary design of the bridge. The exploration shall cover
the entire length of the bridge and also extend at either side for a distance of about twice the
depth below bed of the last main foundations. It should also include study of available
information on the geological formations from geological maps, site reports of existing bridges,
aerial photography etc. If significant difference in the foundation strata is anticipated, few bores

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 BRIDGE MANUAL PROJECT PREPARATION

at alternative sites may also be required sometimes, so as to help in the final selection of the
site.
(ii) Depth of exploration: The depth of exploration should be at least 1 ½ times the minimum width
of the foundation below the proposed foundation level in case of open foundations and deep
well foundation. Where such investigation end in any unsuitable or questionable foundation
material, the exploration shall be extended to a sufficient depth into firm and stable soil or rock
but not less than four times the minimum depth of foundation below the earlier contemplated
foundation level. In case of good sound rock, the stipulation of minimum depth may be
decreased based on difficulty to conduct core drilling, however minimum depth should not be
less than 3 meters.
(iii) Depth of exploration for pile foundation should be as per Section 1100 of MORT&H
Specifications for Road and Bridge Works.
2.2.5. Design discharge and linear waterway
2.2.5.1. Design discharge
The design discharge for which the waterway of the bridge is to be provided shall be
based on maximum flood discharge of return period of 100 years. Normally, in the absence of reliable
data for "statistical analysis of floods, design discharge may be fixed on the basis of any rational
method. Empirical methods are less reliable and may be used with caution. Various methods for
calculating discharge are given in IRC-SP 13.
2.2.5.2. Linear Waterway.
For rivers with defined firm banks, the linear waterway is preferably kept equal to HFL
spread at the site. However, when the depth of flow near the banks is low in comparison with deep
channel portion, constriction of waterway upto 2/3rd of the HFL spread is resorted to form
considerations of economy. But careful consideration has to be given on the possibility of excessive
scour of the banks or beds on the d/s of the bridge or of excessive afflux on the u/s before deciding on
any constriction of waterway.
The likely mean depth and velocity of flow shall be the main guiding factors for deciding
the linear waterway to be provided for any bridge. Hence for effective functioning of the waterway,
afflux of 10 to 30 cms may be allowed with the due consideration for any possible adverse effects on
the upstream.
For rivers with alluvial beds and no defined banks, the effective linear waterway can also
be derived from the formula:

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 BRIDGE MANUAL PROJECT PREPARATION

Where, C is a constant usually taken as 4.8 for regime channels, but varying between 4.5
to 6.3 according to local conditions. The formula should be used judiciously only after ascertaining the
soil characteristics in the river bed and regime of the river.
For meandering rivers with several active channels separated by islands or shallow
sections, it may become necessary to considerably restrict the waterway by providing training works.
The design of the training works and the effective linear waterway are to be preferably based on the
model studies.
The effective linear waterway may be compared with that provided under other bridges in
the vicinity over the same river after duly considering their performance.
2.2.5.3. Scour depth.
2.2.5.3.1. The probable maximum depth of scour to be taken for the purpose of designing foundations
for piers, abutments and river training works shall be estimated after considering all local conditions
over a reasonable period of time.
Wherever possible, depth of scour shall be assessed on the basis of actual soundings
taken at the proposed site or near it during the receding phase immediately after high flood conditions
with necessary allowance for:-
(i) The design discharge being higher than the one for which observation has been made.
(ii) The increase in velocity due to constriction of waterway.
(iii) The increase in scour in the proximity of piers and guide bunds.
2.2.5.3.2. In the absence of actual soundings, the mean depth of scour dsm in meters below HFL may
be theoretically calculated from the equation:-

Where Db is the discharge in cumecs per meter width which shall be taken as maximum of the
following:-
(i) Total design discharge divided by the effective linear waterway
(ii) Discharge per meter calculated after considering concentration of flow, if any, through a portion
of the waterway in case of major bridges.
(iii) Actual observation, if any.
and Ksf is the silt factor which is equal to

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 BRIDGE MANUAL PROJECT PREPARATION

dm being the weighted mean diameter of the representative sample of the bed material
upto the anticipated scour level. In the absence of sieve analysis, IRC:78 prescribes following values
of silt factors (Table 2.1).
Type of Bed Material dm Weighted Mean Diameter of Particle in mm Value of Ksf Silt Factor
Fine Silt 0.081 0.500
Fine Silt 0.120 0.600
Fine Silt 0.158 0.700
Medium Silt 0.233 0.850
Standard Silt 0.323 1.000
Medium Sand 0.505 1.250
Coarse Sand 0.725 1.500
Fine Bajri and Sand 0.988 1.750
Heavy Sand 1.290 2.000
Table 2.1 Value of Ksf Silt Factor
2.2.5.3.3. For the design of foundation of piers and abutments located in the straight reach and having
individual foundations without protection works, the maximum depth of scour shall considered as
follows:-
(i) In the vicinity of piers = 2.00 dsm
(ii) In the vicinity of abutments = 1.27 dsm (when approaches are retained)
= 2.00 dsm (when approaches are washed / with scour all around)
2.2.5.3.4. For the design of floor protection measures and for raft or shallow foundations, the
maximum depth of scour shall be considered as follows:-
(i) In straight reach = 1.27 dsm
(ii) At moderate bend = 1.50 dsm
(iii) At severe bend = 1.75 dsm
(iv) At right angled bend = 2.00 dsm
The above values of scour may be suitably modified where actual observed data is
available on similar structures in vicinity of the proposed bridge.
2.2.5.3.5. In case of flashy rivers and boulder strata, the scour is likely to be less what is given by the
formula. In such cases, scour depths may be based on actual observations.
2.2.5.3.6. For bridges proposed d/s of a reservoir, the clear water will have higher scouring effect and
in such cases also, scour depths shall be based on actual observations.
2.2.5.3.7. For seismic case, scour to be considered in design shall be 0.9 times the maximum design
scour depths.

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 BRIDGE MANUAL PROJECT PREPARATION

For other details and afflux, refer relevant clauses of IRC-5 and IRC-78.
2.2.6. Clearance
2.2.6.1. Vertical clearance above HFL.
Clearance shall be allowed according to navigational or anti-obstruction requirements in
consultation with the concerned authorities for all controlled and natural water courses/channels. For
inland waterways, Inland Waterways Authority has framed regulation for classification of inland
waterways in India and has recommended minimum clearance for various categories of waterways,
which should be referred.
For high level bridges having flat soffit or a soffit with a very flat curve, the minimum
vertical clearance to be provided above affluxed HFL shall normally be as follows (Table 2.2):-
Discharge in Cumecs Minimum Vertical Clearance in mm
Upto 0.3 150
Above 0.3 and upto 3 450
Above 3 and upto 30 600
Above 30 and upto 300 900
Above 300 and upto 3000 1200
Above 3000 1500
Table 2.2: Vertical Clearance
2.2.6.1. Clearance for traffic
(i) The minimum vertical and horizontal clearances (clear height and width respectively available for
passage of traffic) to be provided on bridges shall be as specified in IRC-5.
(ii) For bridges constructed on horizontal curve with super-elevated road surface, the horizontal
clearance shall be increased on the side of the inner kerb by a margin equal to 5 meters
multiplied by the super elevation; the maximum vertical clearance being measured from the
super elevated level of the roadway. The above extra horizontal clearance required is over and
above the increase in width required for the design of road on curve.
(iii) For footways and cycle tracks, the minimum vertical clearance shall be 2.25 meters.
(iv) For vertical and horizontal clearances at under passes and / rail over bridges the essential
provisions IRC: 5 may be referred.
2.2.7. Width of carriageway, footpath and median
2.2.7.1. General (for all roads except national highways):
The provisions given in clause 104.3 of IRC:5-2015 may be applied for all bridges except
for National Highways for which para 2.2.7.2 may be referred to.

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 BRIDGE MANUAL PROJECT PREPARATION

The carriageway width shall not be less than 4.25 m for a single lane bridge and 7.5 m for
a two lane bridge, which shall be increased by 3.5m for every additional lane of traffic for a multiple
lane bridge. In addition, the cross section of two lane and multi lane bridges shall satisfy the
following:-
Width between the outermost faces of the bridge shall preferably be equal to the full
formation width of the approaches. However, in case of bridges having length more than 60m in non-
urban areas, reduced width may be permitted by the authorities subject to stipulations as given in
clause 104.3.1 of IRC-5-2015.
For bridges on horizontal curve, the roadway width shall be increased suitably to conform
to the requirements stipulated in the relevant IRC Road standards.
When a footpath is provided, its width shall not be less than 1.5m. For urban and
populated areas having large concentration of pedestrian traffic, the width of the footpath shall be
suitably increased.
2.2.7.2. For bridges on National Highways:
All bridges should have width between outer most faces of the railing kerbs equal to the
roadway width of the approaches irrespective of their length or location. For details, Ministry's Circular
No. RW/NH-33044/2/S8-DO.II dated 09/05/2000 may be referred to.
Footpaths: In urban areas, minimum footpath width of 1.5 m may be provided. In case of divided
carriageways, footpath shall be provided only on the left side of the carriageway for each direction of
traffic, wherever footpath is not provided, safety kerb of 750 mm width has to be provided as per
IRC:5. In case of very high volume of pedestrian traffic, the provision of footpaths of more than 1.5m
width or a separate pedestrian bridge may be considered depending on site conditions.
Crash Barriers: Crash barriers shall be provided for all bridges on National Highways to safeguard
against errant vehicles. For bridges with footpath, crash barrier "shall be so located as to separate the
main carriageway from the footpath for the safety of pedestrians”. For further details, IRC-5 "General
Features of Design" may be referred to.
Extra width on curves: In case of bridges lying on a curve or a horizontal profile, extra width on
bridge shall be" provided as per IRC codal provisions applicable for road section.
2.2.8. Fixation of span arrangement and selection of the type of structure
2.2.8.1. General consideration in selection of type of bridges and span arrangement
Specific site characteristics like width of crossing, nature of stream, depth of flow during
different seasons, subsoil characteristics, and the capabilities of contracting agencies who would be
interested in building the structure including availability of skilled and unskilled labor are mostly the
major considerations in selecting the type of structure and span arrangement in specialized
structures like long span bridges. The attempt of the engineers should be towards minimizing the

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overall cost of the total structure including approaches within the site specific constraints as obtained.
For normal simply supported structures, it has been observed that the total cost of the bridge project
tends to be the minimum, when the cost of superstructure approaches to that of foundation and
substructure put together which may be applied as a thumb rule for initial trial.
2.2.8.2. Economical range of span lengths for different types of superstructures
Apart from the estimated cost based on schedule of rates, costs as quoted during
tendering may be used for constantly updating the cost analysis data. The ranges of span length
within which a particular type of superstructure can be economical along with other considerations of
foundation etc. are given below:-
(i) R.C.C. single or multiple boxes 1.5 to 5 m
(ii) Simply supported RCC slabs 3 to 10 m
(iii) Simply supported RCC T beam 10 to 24 m
(iv) Simply supported PSC girder bridges 25 to 45 m
(v) Simply supported RCC voided slabs 10 to 15 m
(vi) Simply supported/ continuous PSC voided slabs 15 to 30 m
(vii) Continuous RCC voided slabs 10 to 20 m
(viii) RCC box sections simply supported/
Balanced cantilever continuous 25 to 50 m
(ix) PSC box sections; simply supported
/ Balanced cantilever 35 to 75 m
(x) PSC cantilever construction / Continuous 75 to 150 m
(xi) Cable stayed bridges 100 to 800 m
(xii) Suspension bridges 300 to 1500 m
(xiii) Truss bridges simple supported 30 to 375 m
(xiv) Truss bridges with cantilever combination upto 550m
(xv) Simple supported steel plate girder bridge 10 to 40m
However, whenever an economical span arrangement and type of structure is decided,
it has to be ensured that the required infrastructural facilities, design and construction capabilities,
specialized materials etc. are available.
Bailey bridges: These refer to bridge superstructures nominally made up of assemblable units which
can be carried in units (Fig. 2.1), assembled and launched in a short period over a gap. They may be
provided for the short-term movement of an army or also be used in case of damage to a permanent
bridge due to the approaches or even a part of the bridge having been damaged leaving a wide gap,
or if the traffic has been suspended and permanent repairs to the bridge are likely to take a long time.

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 BRIDGE MANUAL PROJECT PREPARATION

Fig. 2.1 Bailey Bridge

2.2.8.3. Type of foundations
The subsoil characteristics obtained at a particular site and consequently the type of
foundations feasible is one of the major considerations in selection of type of structure and span
arrangement as already mentioned:
(i) Shallow foundations: Isolated open foundations are feasible where an SBC of about 15 t/m2 or
more is available at shallow depths with non erodible substratum. Here again, open excavation
is feasible only upto a depth of 3 to 4 m where the subsoil is porous and water table is high. In
cases, where the SBC is still less and where smaller spans are economical from other
considerations, raft foundations or box structures with floor' protection and curtain walls are the
other options.
(ii) Deep foundations: Where suitable founding strata is available at a depth of 6 m or more with
substantial depth of standing water, highly pervious substratum and large scour depth, it may be
advisable to go for deep foundation like (a) well, or (b) piles.
❖ Well foundations: This is one of the most popular types of deep foundations in our Country,
due to various reasons like its simplicity, requirement of very little of equipment's for it’s
execution, adaptability to different subsoil conditions and difficult site conditions like deep
standing water and large depths to good founding strata. Caissons are an adaptation of well
foundations to sites with deep standing water.
❖ Pile foundations: Pile foundations are another type of deep foundations which are suited for
adoption in the following situations, availability of good founding strata below large depth soft
soil. Need to have very deep foundations beyond the limit of pneumatic operations usually
depth beyond 35 meters or so. In some cases of strata underlying deep standing water and
the strata being very hard not permitting easy sinking of wells or based on economic factors

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 BRIDGE MANUAL PROJECT PREPARATION

deciding the use of piles as compared to wells. However, pile foundations are not preferred
within the flood zone of the river with deep scour.
(iii) Classification of piles
❖ Precast driven piles
❖ Driven cast-in-situ piles
❖ Bored cast-in-situ piles
❖ Bored precast piles and
❖ Driven steel piles
Further guidance on the design and construction aspects of pile foundations can be
obtained from IRC: 78.
2.2.9 Preliminary design of various components of bridge
The Preliminary design should include all calculations needed for finalizing the cross
section of the superstructure including the checks for the maximum bending stress and shear stress.
It should also include preliminary design of the critical abutment and pier on the basis of preliminary
subsoil investigations.
2.2.9.2 Minimum depth of foundations: The following minimum depths may be ensured:
(i) Shallow foundations in erodible strata: Such foundations may be taken to a minimum depth of
2.0m if they support an arch superstructure or 1.20 m in other cases provided adequate SBC is
available at that depth to support a individual foundation or rafts as the case may be and the
foundations are protected against undermining by suitably designed flooring, cut off walls and
launching aprons.
(ii) Deep foundations in erodible strata: Such foundations shall be taken to such depth where the
base pressures calculated based on any rational design method is less than the available
S.B.C. and a minimum grip length of 1/3rd of the maximum anticipated scour depth below HFL
(i.e. 1/3rd of 2d) is ensured.
(iii) Shallow foundations in rock: A minimum embedment of 0.6 m in case of hard rocks having a
crushing strength of 100 kg/cm2 or more may be provided considering the overall
characteristics such as fissures, bedding planes, cavities etc. Higher embedment may be
provided for softer varieties considering the above mentioned characteristics and strengthening
measures, if any, proposed.
(iv) Deep foundations in rock: If hard rocky strata is met with at depths below the maximum
scour level, and if deep foundations are resorted to, it shall be ensured that such foundations
are evenly seated all along the periphery on sound rocky strata (devoid of fissures, cavities,
weathered zones etc). On sloping rock surfaces, the foundations shall be properly seated by

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benching and the extent of seating and embedment in each case shall be decided by Engineer-
in-charge/bridge designer/relevant IRC Code.
2.2.9.3. Substructure : Substructure include those portions of a bridge which are above the
foundation which include piers, abutments, abutments and pier caps, dirt walls, returns, wing wall etc.
but excludes bearings and superstructure. It can be built of brick/ stone masonry, plain/ reinforced/
pre-stressed concrete, steel. Selection of a particular type of substructure depends upon the span
and type of superstructure, the height of substructure, availability of construction material and
construction equipments, period and time of construction and above all on overall economy. The
shape of piers and abutments in general, should be such as to cause minimum obstruction to flow of
water.
Substructure shall be designed to withstand the loads and forces as specified in IRC: 6,
the worst combination of forces and factors of safety shall be as specified in IRC: 78. For allowable
stresses and other design requirements relevant IRC Codes depending upon the type of construction
material shall be followed.
2.2.9.4. Bearings
(i) Bearings are vital components of a bridge which while allowing of longitudinal and/or transverse
rotations and/ or movements of the superstructure with respect to the substructure (thus
relieving stresses due to expansion and contraction), effectively transfer loads and forces from
superstructure to substructure. Adequate care shall be exercised in selecting the right type of
bearings based on the guidelines given below:
❖ For solid/voided slab superstructure resting on unyielding supports, no bearings are
generally provided if the span length is less than 10m. The top of piers/abutments caps are
however rubbed smooth with carborandum stone.
❖ For girder and slab spans more than 10m length and resting on unyielding supports,
neoprene bearings may be considered. For spans larger than 25m roller and rocker bearings
or PTFE bearings could be considered.
❖ For very large spans and where multidirectional freedom of movement and rotation are to be
allowed provision of POT bearings may be considered.
(ii) The design of metallic bearings and neoprene bearings shall be in conformity with IRC: 83:
Parts I & II respectively.
(iii) In case of roller-cum-rocker bearings only full circular rollers are to be provided.
(iv) In order to cater for any possible relative undue movement of bearings over the abutment
resulting in girder ends jamming against the dirt wall preferably a larger gap may be provided
between the girder end and the dirt wall.

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(v) All bearings assemblies shall be installed in accordance with the instructions contained in the
codes and specifications and on the approved drawings. In particular the following important
points shall not be lost sight of.
❖ All bearings shall be set truly level so as to have full and even seating. Thin mortar pads (not
exceeding 12mm) may be used to meet this requirement.
❖ The bottoms of girders resting on the bearing shall be plane and truly horizontal.
❖ In case of rockers and roller bearings, necessary adjustment for temperature at the time of
placement, shrinkage, creep and elastic shortening shall be made, such that the line of
bearing is as central as possible on the bearing plates at the normal temperature taken in
design.
❖ For elastomeric bearing pads, the concrete surface shall be level such that the variation is
not more than 1.5mm from a straight edge placed in any direction across the area.
❖ For spans in grade, the bearings shall be placed horizontal by using sole plates or suitably
designed R.C.C. pedestals.
❖ Bearings of different sizes must not be placed next to each other to support a span.
❖ Installation of multiple bearings one behind the other on a single line of support is not
permitted.
❖ The bearings shall be so protected while concreting the deck in situ that there is no flow of
mortar or any other extraneous matter into the bearing assembly and particularly on to the
bearing surfaces. The protection shall be such that it can be dismantled after the construction
is over without disturbing the bearing assembly.
❖ Special attention should be given to the temporary fixtures to be provided for the bearings
during the concreting of superstructure in order to ensure that they do not get displaced
during the initial installation itself. The temporary fixtures should be removed as soon as the
superstructure has attained its required strength
(vi) Bearings provided at any end of superstructure shall be along a single line of support and of
identical dimensions.
(vii) Ministry of Road Transport and Highways, Govt. of India carries out pre qualification of the
manufacturers of bearings from time to time. The pre qualification is valid for a certain period. It
is advisable to procure bearings from such manufacturers only.
(viii) The regular inspection/maintenance of bearings shall be carried out as per the procedure laid
down in relevant IRC Code, the details of same are provided in section 6 of this manual.
2.2.9.5. Superstructure
(i) It is the superstructure of a bridge that directly supports the traffic and facilitates its smooth
uninterrupted passage over natural/ manmade barriers like rivers, creeks, railways, roads etc by

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BRIDGE MANUAL PROJECT PREPARATION

transmitting the loads and forces coming over it to the foundation through the bearings and
substructure.
(ii) The minimum functional requirement of superstructure is specified in IRC: 5 and IRC: 21. In
case of box girder superstructure, the minimum clear height inside the box girders shall be 1.5
m to facilitate inspection.
(iii) Aesthetic aspects will be one of the major considerations while deciding on the type of
superstructure of a bridge keeping in view the criteria mentioned therein.
(iv) Consistent with economy and local availability of the materials, labour and technology for a
particular type of superstructure selection may have to be made out of the following material
options:
❖ Masonry
❖ Reinforced cement concrete
❖ Pre stressed concrete
❖ Steel or
❖ Composite construction which is a combination, of the any of the above.
(v) Reinforced cement concrete superstructure: These are the most popular type of superstructures
in the present day which may take the form of solid slab, voided slab. T-beam and slab, box
girder, rigid frame, arch, balanced cantilever or bow-string girder.
(vi) Prestressed concrete superstructure: This may also take any of the above forms referred in the
previous para.
(vii) Steel superstructure: With increasing availability of quality steel at international prices in recent
years the use of steel for superstructure is becoming an attractive option. The forms, these may
take are steel beam, plate girder, box girder, steel truss, arch, cantilever suspension bridges
and cable stayed bridges.
(viii) Composite Superstructure: any combination of above materials considering their distinct
advantages for particular elements may be adopted. Most common types of composite
construction arc cast in situ or precast girder in prestressed concrete with R.C.C. deck or steel
beam/plate girders with RCC deck or cable stayed bridges with RCC or PSC deck.
(ix) Design: Relevant IRC Codes which have to be complied in the design of superstructure are
IRC: 40, IRC: 21, IRC: 18, IRC: 24. IRC: 22 for Masonry, Reinforced Cement Concrete,
Prestressed Concrete and Composite Superstructures respectively. Other codes applicable for
all types of superstructures are IRC: 5 and IRC: 6. other major guidelines also include IRC: 85.
In case IRC codes are silent about some design aspects, provisions, in the IS/International
Codes may be followed.

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 BRIDGE MANUAL PROJECT PREPARATION

(x) Provision for future pre-stressing: In case of pre-stressed concrete superstructure, provision for
future pre-stressing to the extent of 20 per cent of total pre-stress force may be made. For this
purpose, dummy cables may be laid in the structure which can be used for further pre-stressing
if the need arises afterwards.
(xi) Standard plans for highway bridges: Ministry of Road Transport & Highways gives preference to
item rate contracts except in case of special problems, very large projects involving novel
design/construction methods, and have brought out various standard plans which include
standard plans for (i) RCC Solid Slab Superstructure, with and without footpaths for 3m to 10m
spans with 12.00m overall width, (ii) T-Beam and Slab Superstructure of 12m to 24m spans of
overall width 12.00 m, (iii) PSC Girder with RCC Deck Composite Superstructure for 30 m span
with and without footpath, 35m span with footpaths and 40m span without footpaths and (iv)
RCC Solid Slab Superstructures of 15, 22.5, 30 and 35° skew for span 4m to 10m with and
without footpaths. These plans are published by MORT&H / IRC.
2.2.9.6. Expansion joints: Expansion joints are provided at the end of deck and cater for movement
of deck due to temperature, shrinkage, creep etc. Expansion joints make the deck joint leak proof,
protect the edges of slab/girder and also allow smooth passage of loads from one span to other by
bridging the gap. Depending upon the gap width to be bridged, there are various types of expansion
joints in use at present as detailed below.
(i) Buried joints: Where the gap is 20mm or less, bituminous/asphalted surfacing is laid over a
12mm thick 200mm wide steel plate resting freely over the top surface of deck concrete. To
keep the plate in position 8mm dia 100 mm long nails spaced at 300mm c/c along the center
line of the plate are welded to the bottom surface of the plate and protrude into the gap.
(ii) Filler joint: This type of joint is suitable for fixed ends of simply supported spans with
insignificant movements or simply supported spans not exceeding 10 meters. It can cater for
horizontal movement upto 20mm.
(iii) Asphaltic plug joint: It is of asphaltic concrete made from polymer modified bitumen binder
and selected single size aggregate. It rests over a 6mm thick and 200mm wide steel plate
placed over the gap. The width of the plug varies from 500 to 750mm and its depth varies from
75 to 100mm. It caters for a horizontal movement upto 25mm and vertical movement upto 2mm.
(iv) Compression seal joint: It consists of steel armored nosing at two edges of the joint gap
suitably anchored to the deck concrete and a joint sealer performed multi web cellular section of
chloroprene elastomer compressed and fixed into the joint gap with special adhesive binder.
The seal shall cater for a horizontal movement upto 40mm and vertical movement of 3mm.

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 BRIDGE MANUAL PROJECT PREPARATION

(v) Elastomeric slab seal joint: It comprises of reinforced elastomeric seal fixed on either side to
deck concrete of adjacent spans through bolts. It can cater to a maximum horizontal movement
of 40mm.
(vi) Strip seal expansion joint: It comprises of an extruded section of chloroprene held in position
by edge beams made of either expanded or hot rolled steel section or cold rolled cellular steel
sections with suitable profile to mechanically lock the scaling element. The edge beams are
anchored to deck by reinforcing bars, headed studs or bolts or anchor plates. The working
movement range of the sealing element shall be 70mm.
(vii) Modular Strip Seal/Box Seal Joint: A modular expansion joint consists of two or more
modules so as to cater to a horizontal movement in excess of 70mm. It allows movement in all
the three directions and rotation about all the three axes as per design requirement. During all
movement cycles of the joint, opening or closing of all modules are equal.
(viii) Special Joints: For bridges having wide deck or span length of more than 120m or/and
involving complex movements/rotations in different directions/planes provision of special type of
modular expansion joints such as swivel joints may be made.
(ix) Ministry of Road Transport & Highways, Govt. of India vide their letters No.RW/NH-34059/1/96
S&R dated 31.3.97 and 17.7.97 have issued interim specifications for expansion joints and
subsequent modifications in the list of manufacturers / suppliers which may be followed. Supply
of new type of expansion joints may be obtained on the basis of competitive bidding from
amongst the manufacturers/suppliers listed at Annexure-II to the above referred letter. Further,
a warranty of 10 years of trouble free performance may be insisted upon from the
contractors/suppliers for all type of joints except for buried joints and filler joints.
2.2.10. Corrosion protection measures:
Reinforced concrete has generally been considered to be a durable construction material.
However, of late distress has been observed in several bridges primarily due to corrosion of
embedded reinforcement. The cause of occurrence of corrosion is observed due to hot and
aggressive environment, defective workmanship and presence of chloride both in ingredients and/or
atmosphere.
It is generally agreed that corrosion does not occur when adequate cover is provided on
rebars, aided by well compacted concrete, since both water and oxygen are required in free state to
initiate corrosion which will not occur in dry concrete or totally submerged condition. It is, therefore,
imperative to use design mix concrete as cited in the Ministry's specification and strict quality control
may be observed especially in severe marine conditions. Many approaches are available to inhibit or
delay the onset of corrosion in rebars such as (i) usage of inhibitors in concrete, (ii) application of
surface sealant (on concrete), (iii) metallurgical improvements in steel, (iv) cathodic protection, and

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 BRIDGE MANUAL PROJECT PREPARATION

(v) protective coatings on reinforcement. Ministry has brought out a circular vide No. RW/NH
34041/44/91-S&R dated 21.3.2000 giving detailed guidelines on use of fusion bonded epoxy coated
reinforcement and other coatings for bridges on National Highways and other centrally sponsored
bridges to be constructed in marine environment susceptible to severe corrosion which may be
followed to reduce the chances of corrosion.
2.2.11. Design of river training and protective works
2.2.11.1 River training and protective works is required for ensuring the safety of bridges and their
approaches on either side. The selection of the type of river training or protective work will depend
upon terrain, overall behavior of the river, location of the bridge vis-à-vis the areas of attack of the
river, span arrangement, nearness of the approaches from the influence zone of the river, etc. The
types of river training and protective works generally being used are as follows:
(i) Guide bunds
(ii) Spurs or groynes
(iii) River bank protection
(iv) Approach road protection
(v) River bed protection
The special features along with the broad design principles for each type are described in
IRC:89-1987. "The Guidelines for Design and Construction of River Training and Protective Works for
Road Bridges", which may be referred to for details.
2.2.12. Preliminary cost estimate
2.2.12.1 Preliminary cost estimate shall be a reasonably firm cost estimate on the basis of which
administrative approval can be accorded. It shall be based on quantities worked out during
preliminary design and current schedule of rates from which no major changes either in quantities or
in rates shall normally occur except under totally unforeseen circumstances.
2.2.12.2 While preparing detailed project estimate, following additional points should also be kept in
view:
(i) Structural elements like light posts and cable ducts for electrification of new bridges of lengths
300m or more on National Highways may be provided, if required, and the cost thereof included
in the estimate for the bridge proper provided that the Municipal Board/ concerned local
authority is prepared to meet the initial cost as well as subsequent maintenance charges of
electrical installations including cost of wiring, lamps etc. and also to bear the electricity
charges. Accordingly, the estimate should be accompanied by a clear certificate from the local
authority that is prepared to meet the cost of electric installations and maintenance charges.
(ii) All proposals for reconstruction of existing weak bridges in National Highways should be
accompanied with the rating of the bridges based on detailed provisions contained in IRC

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Special Publication No. 9 “Report on rating of bridges" for proper appreciation. Further', the
inspection of existing structure should be done for collection of data in accordance with the
provisions contained in Chapter R-3 of the aforesaid publication and the required information
furnished.

2.3. Detailed Project Preparation

2.3.1 Survey:
Determining the relative positions of points on the surface of the earth (all desirable points
of the projected area) is an essential part of project preparation for bridge construction. Final selection
of site, type of structure, type of foundation, span arrangement and alignment of approaches would be
governed by the relative positions of various point of the site.
After collecting the data, preliminary design is to be undertaken keeping in view the data
collected. As the preliminary investigation results are analyzed, there might be need for more details
in particular areas. A further topographic survey may be required along the final alignment to verify
the changes levels etc. based on detailed provisions contained in IRC: SP:54-2000, a review of the
available topographic data should reveal the addition details required. Efforts should be made to
collect these through and accurate instrument survey. The data collected should be accurate, detailed
and exhaustive enough for use in the detailed designed stage.
Ground surveys conducted at site help in preparations of site map and river cross
sections. Keeping in view that these maps are to be used in the identification of alternative locations
and alignments, the surveys should be planned to be sufficiently exhaustive.
Establishment of permanent bench marks at site linked to GIS levels which are to be
used during detailed survey, construction and maintenance must precede such survey.
Based on IRC: SP:54-2000 clause 5.6.3, for bridge projects across any stream / river, a
hydrological survey should be carried out. The basic purpose of collecting hydrological data is to
study the rainfall pattern (like intensity, duration, frequency) and run off characteristics of the basin
under consideration and thereby determine the likely discharged through the channel, decide the
optimum waterway for the bridge and determine the scour depth.
Based on IRC: SP:54-2000 clause 5.6.4 traffic survey should be carried out in accordance
with the relevant IRC code (IRC:SP:19-2001).Traffic required to be conducted in connection with the
preparation of project are as under :
Classified traffic volume counts.
(i) Origin–destination surveys.
(ii) Speed and delay studies.

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 BRIDGE MANUAL PROJECT PREPARATION

(iii) Traffic surveys for the design of road junction.

(iv) Traffic surveys for replacing railway level crossings with over bridges/subways
(v) Axle load surveys.
(vi) Accident records.
2.3.2 Hydraulic Designs
Hydraulic designs done at the preliminary project report stage may be considered
adequate unless special circumstances warrant updation of the same.
2.3.3 Surface and Subsurface Geotechnical Investigations
2.3.3.1 General.
The topography of J&K has naturally been gifted with one of the most diverse geological
formations ranging from Greater/Intermediate/Lower Himalayas (Mountainous reaches) to Sub-
Mountainous (Submontane or Foot-Hill reaches) to Plateau (Upland reaches) to Qasi-Alluvial (Trough
reaches) to Alluvium (Alluvial reaches). While the network of our roads, and associated bridges, run
across all such geological disposition, it is important to emphasize that very concentrated efforts are
required, by executing divisions, to evaluate the surface and subsurface conditions at project sites, by
way of coherent geotechnical investigation and application of appropriate geo-technique for
facilitating/providing apposite foundation system, thereof.
Surface condition assessment generally includes geomorphology studies, geological
mapping, geophysical and photogrammetric methods, while Sub-Surface condition assessment
includes shallow or deep soil/rock sounding with sampling and testing so that design, constructability,
soundness, safety, longevity of a given bridge project is duly achieved, with rational economics. Such
assessment may also, customarily, form a part of other Techno-Economic Feasibility studies, based
on which final proposal of bridge may be conceived.
The professional expertise, under subject domain of Surface and Sub-Surface
investigation, for bridges, shall include a Geo-Structural/Geotechnical engineer, an Engineering
Geologist/Geophysicist and a Hydrologist/ Hydro geologist.
2.3.3.2 Indian Standards Applicable: The mandate of following BIS/IRC Codes shall apply;
IS: 1498, IS:1888, IS: 1892, IS: 2131, IS:2132, IS:2720, IS:4434, IS: 4968, IRC:78, IRC:75, MoRT&H,
IS:7292, IS:7317, IS: 7746, IS: 5313, IS: 4464, IS: 4078, IS:10042.
Specification for Road & Bridge Works, MORT&H, under section 2400 covers the
requirements of Surface and Sub-Surface Geotechnical Investigations, which have been used as
main source of reference literature, in this sub-section of manual.
2.3.3.3 Objective/Scope of Geotechnical Investigations
The principal objectives, that a competent surface/sub-surface investigation shall serve,
for comprehensive planning, design and construction of bridge, are summarized below. This

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information may get compiled and eventually completed during course of process for preliminary and
detailed stages of investigation. However, it is very important to emphasize that construction stage
conformation of characteristics of sub-surface geo-materials shall also form a critical part of
geotechnical investigations. This is to rationally evaluate the design choices made and check if any
requirement arises to make adaptive changes, particularly with regards to sub-structure/foundation
support system.
(i) To assess and evaluate the nature of soil overburden or rock deposits, which includes Bore-Log
for type of geo-material (soil/rock), thickness and spatial variation of various deposits of
soil/rock, which are likely to support the foundations of bridge structure.
(ii) To determine location and extent of soft/compressible soil layers, presence of any potential
localized gas bearing seams or gas pockets or cavities/hollows, which are critical to stability of
foundations.
(iii) To determine the orientation (dip & strike) of founding rock beds, their fault patterns, location of
fault and their activity, fissure/fracture frequency and their permeability.
(iv) Assessment of location of HFL/ subsoil water/ground-water and quality of water encountered in
foundation zone. This shall include information about any potential artesian condition.
(v) In-situ engineering property assessment during Surface and Sub-surface exploration (SRM,
ERM, GPR, SPT, DCPT, SCPT, Vane Shear Test, PMT, Drill advancement rate, RQD etc.,)
(vi) Assessment of Seismic Activity/Seismic disturbances based on past earthquakes and seismic-
zoning of area. This may include liquefaction studies for major bridge projects and assessment
of any reported potential liquefaction damages of proximate structures.
(vii) Evaluation of all pertinent indexes, physical and engineering properties of soil/rock, based on
testing of representative disturbed and un-disturbed samples, retrieved during sub-surface
exploration and correlation of same with geophysical data established during surface
exploration.
(viii) To determine depth wise particle size distribution of representative samples of sub-soil,
particularly for river banks/bed of active non-regime rivers, up to significant depth, to assess silt-
factor and depth/extent of scour, thereof.
(ix) Clarity on stratum profiling and classification of soils/rocks, in particular, with details of density,
frictional and pore structure properties, which can be prudent for determining sinking or driving
or blasting efforts for foundation.
(x) Selection of foundation type and embedment depth, with assessment of load bearing capacity
and settlement characteristics.
(xi) Assessment of stability aspects of riverbanks, potential identification of slope instabilities or
landslides with may have direct repercussions on stability of major bridge components.

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(xii) Assessment of potential subsidence of any part of bridge component due to mining in close
proximity.
(xiii) Assessment of constructional difficulties.
The extent of information, listed above, may get compiled and eventually completed
during course of process for preliminary and detailed stages of geotechnical investigations. However,
it is very important to emphasize that construction stage conformation of characteristics of sub-
surface geo-materials shall also form a critical part of geotechnical investigations. This is to rationally
evaluate the design choices made and check if there is any potential requirement to make adaptive
changes, particularly concerning sub-structure/foundation support system.
2.3.3.4 Field Investigation Program: Field investigations of sub-surface have usually three phases:
2.3.3.4.1 Reconnaissance: includes a review of available topographic and geological information,
aerial photographs and data from previous investigations and site examination.
2.3.3.4.2 Preliminary Explorations: shall include the study of existing geological information,
previous site reports, geological maps, aerial photos, etc. and surface geological examination. For
large and important structures the information may be supplemented by geophysical methods. In
some cases where no previous sub-strata data are available, exploratory geophysical investigation
may need to be supplemented by resorting to a few bore-holes. These will help to narrow down the
number of sites under consideration and also to locate the most desirable location for detailed sub-
surface investigation like bore or drill holes, sounding probes, etc.
2.3.3.4.3 Detailed Explorations: The scope of detailed investigation for bridges may be decided
based on data obtained after preliminary investigation so that the bridge site, type of structure with
span arrangement and the location and type of foundations, can be tentatively decided. Thereafter,
the scope of detailed investigation including the extent of exploration, number of bore-holes, type of
soundings, type of tests, number of tests, etc., shall be decided, so that adequate data considered to
be necessary for the detailed design and execution, are obtained.
2.3.3.5 Field Work: Soil investigation for foundations shall contain a programme for boring/drilling
and retrieval of samples. The field work shall consist of excavation, drilling of bore-holes for the
purposes of collection of undisturbed and disturbed samples, standard penetration tests, in-situ vane
tests, static and dynamic cone penetration tests, other field tests, as specified by the Engineer and
preparation of bore-logs. Collection, preservation and testing of disturbed and undisturbed samples,
from bore holes, borrow pits, etc., as specified by the Engineer, shall form a part of the above. All in-
situ tests shall be supplemented by laboratory investigations. Relevant Indian Standards such as IS:
1498, IS:1888, IS:1892, IS:2131, IS:2720, IS:4434 and IS:4698 and Appendix I of RIC:78, IRC:75
etc., shall be followed for guidance. The soundings by dynamic method shall be carried out in bore-
holes using a standard sampler as specified in IS: 2131.

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2.3.3.5.1 Location, Extent and Number of Boreholes:

The Specification for Road & Bridge Works, MoRT&H, section 2402, shall apply under this
section. The type and extend of exploration shall be divided into the following groups as per
requirement of foundation design and likely method of data collection:
(i) Foundation requiring shallow depth of exploration
(ii) Foundation requiring large depth of exploration
(iii) Fill behind abutments and protection works
The exploration program shall cover the entire length of the bridge and also extend at
either side for a distance about twice the depth below bed of the last main foundations. Bores shall be
taken at the location of each pier and abutment of the bridge. In case of short-span bridges, it may be
adequate if the boreholes are made at alternative pier positions. For long span of over 20m, it will be
necessary to take bores at every pier and abutment location. For well and pile foundation, sometimes
more than one bore at each pier location is desired, particularly if subsoil is rocky and un-even. For
high value projects, it is desirable to have few representative bores in addition on the upstream and
downstream of the alignment, to have an idea of the nature of change of strata along the river.
If there is any necessity for designing investigation for approaches particularly on soft soil
or with high embankment or there is a possibility of considering alternatives between viaduct or
earthen embankment, the extended length and location of the borings beyond the proposed location
of abutment should be determined and executed, rationally. However, a minimum of two bores shall
be taken in the approaches on either side, along the center line of the bridge alignment, at a distance
of 50m and 120m behind the abutment positions. In case of viaducts in the approaches on either side
of the bridge, bores shall be taken at the location of each foundation of the viaduct spans.
Wherever the data made available, by the detailed exploration, indicates appreciable
variation or where variations in a particular foundation are likely to appreciably affect the construction
(specially in case of bridge foundations resting on rock), it will be necessary to resort to additional
bores/soundings, in transverse directions also, to establish complete profile of the underlying strata.
The additional borings/soundings shall be decided depending upon the extent of variation at a
particular foundation location and should cover the entire area of that particular foundation.
2.3.3.5.2 Depth of Bores:
The Specification for Road & Bridge Works, MoRT&H, section 2403, shall apply under this
section.
Important Zones of Investigations:
The subsurface investigation for bridges shall be carried out on the following three zones:
(i) Between bed level and up to anticipated maximum scour depth (below HFL).
(ii) From the maximum scour depth to founding level.

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(iii) From founding level to a significant depth below foundation, which is generally a factored value
of width of foundation.
The depth of exploration should be at least 1½ times the width of foundation below the
proposed foundation level. Where such investigation end in any unsuitable or questionable
foundation material (or with doubtful bearing capacity) the exploration shall be extended to a sufficient
depth into firm and stable soils or rock but not less than four times the width of foundation, below the
earlier contemplated foundation level. In case of good sound rock with RQD of more than 75, the
stipulation of minimum depth may be decreased based on difficulty to conduct core drilling and the
minimum depth may be restricted to 3 meters.
2.3.3.5.2.1 Exploration for Embankments and Guide Bunds
For embankments and guide bunds, the depth of exploration should include all strata
likely to affect stability of the embankment, guide bund and/or cause undesirable settlement. In
general, the requirement of settlement governs the depth of exploration for high embankments in
particular. Ordinarily, the depth of bore holes below the ground level may be taken up to 2.5 times the
maximum height of embankment/guide bund. However, borings can be terminated at shallower
depths when firm strata or bed rock is encountered. Where highly compressible strata are
encountered, the boring may have to be taken deeper. In order to ensure that a firm stratum is
sufficiently thick, the boring should extend 3 meter into the firm strata.
Detailed exploration for high embankments is to ascertain the average shear strength of
each stratum and to ascertain the compressibility characteristics of the clayey strata. It is, therefore,
necessary that detailed and well-illustrated description of the characteristics of stratification should be
prepared. After the general shape and trend of the boundaries of the various soil deposits have been
determined and rough assessment of their strength has been made by sub-surface sounding, with or
without sampling in exploratory boring, the location of bore-hole(s) for undisturbed sampling shall be
decided. At least one representative undisturbed sample should be collected from each strata. When
the homogeneous strata is very thick, one representative sample shall be collected for each 3 m
thickness of the strata. For guidance reference may be made to IRC 75.
Whenever a change in the sub-soil strata/rock profile is encountered during construction,
further explorations shall be resorted to establish the correct data for further decisions and revisions
of foundation designs, thereof.
Logging of bore-holes by radio-active methods shall be done for detailed investigations as
specified in the contract or in special provisions.

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2.3.3.6 Provisions for investigations for Bridge Foundations resting on Rock

The Specification for Road & Bridge Works, MoRT&H, section 2405, shall apply under this
section. Investigation and interpretation of data for rock is a recognized as a specialized work, for
which the services of an Engineering Geologist/Structural-Geologist, shall be necessarily availed. To
arrive at the characteristic strength of rock mass, reliance shall be placed more on in-situ tests in
comparison to laboratory tests.
Identification and classification of rock types for engineering purpose may, in general, be
limited to broad, basic geological classes in accordance with accepted practice. Strength assessment
shall be based on overall characteristics of rock formation like origin/nature of rocks, spacing and
distribution of discontinuities of the rock mass, fracture/joint frequency, bedding planes, faults and
presence of weathered seams. Another important factor affecting the behavior of the rock, as
founding material, is the weathered zone at top. Assessment of foundations, resting over rock
formations shall never be made based on strength of parent rock, alone.
Categorization of rocky subsurface shall also be explicitly made like; Sound Rock (≥85%
core recovery), Medium Rock (≥50% core recovery), Intermediate Rock (≥35% core recovery) and
Soft Rock (<35% core recovery but Standard Penetration Resistance value “N” is >50). For core
recoveries less than 20%, the subsoil strata must be treated as soil, instead of rock.
2.3.3.6.1 Information required from exploration/investigation within rock/rock-mass
Following information shall be deemed mandatory:
(i) Identification and characterization of Geological System.
(ii) Depth of rock strata and its variation over the site, particularly over length of bridge.
(iii) Whether subsurface consists of an isolated boulder or a massive/continuous rock formation,
particularly if met with at shallow or erratic depths in adjacent bores,
(iv) Extent/thickness and character of weathered zone,
(v) Structure of rock - including bedding planes, faults, fissures, solution cavities etc.,
(vi) Properties of rock material-strength, geological formation, etc,
(vii) Erodibility of rock to the extent possible, where relevant, particularly when met at shallow
depths,
(viii) Color, quality and quantity of water coming out during drilling operation.
(ix) Seismicity of the area, based on macro/micro zonation.
2.3.3.6.2 Extent of Investigation within rock/rock-mass
If preliminary investigations have revealed presence of rock within levels where the
foundation is to rest, it is essential to take up detailed investigation to collect necessary information
mentioned, above. The exploratory bore-hole shall be drilled into the rock to a depth of about 3
meters to distinguish a boulder from a continuous rock formation.

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The extent of exploration shall be adequate enough to cover the whole area of the bridge
site for general characteristics and in particular, the foundation location, to obtain definite information
regarding depth of rock and its variation over the foundation area. A complete picture of the rock
profile both in depth and across the channel width is necessary to assess the constructional
difficulties in reaching the foundation levels. The detailed programme of exploration will depend on the
type and depth of over-burden, the size and importance of the structure, etc. To decide this,
geophysical methods adopted at the preliminary investigation stage will be helpful, this data being
supplemented by sounding, bore-holes and drill holes.
The depth of boring in rock depends primarily on local geology, erodibility of the rock,
extent of structural loads to be transferred to foundation etc. Normally, it shall pass through the upper
weathered or otherwise weak zone, well into the sound rock. Minimum depth of boring in sound rock
shall be 3.0meters.
As stated earlier, the drilling through rock is a very specialized work and every care shall
be taken to notice and record any small change during drilling. The time required to drill through a
certain depth, amount of core recovery, physical condition, length of pieces of core, joints, color of
water residue, weathering and evidence of disturbance and other effects shall be carefully noticed
and entered in the drilling log. For guidance, IS: 5313 may be referred to. The data shall be
presented in accordance with IS: 4464.The cores shall be stored properly in accordance with IS:
4078.
2.3.3.6.2.1 Testing of Rocks
The rock cores obtained shall be subjected to following tests:
(i) Visual identification for texture, structure, composition, color and grain size.
(ii) Laboratory tests shall be done for specific gravity, porosity and moisture content.
Use of in-situ tests for measuring strength and deformation characteristics shall be made.
In-situ tests shall be made in accordance with IS: 7292; IS:7317; and IS:7746. Use of bore-hold
photography will be desirable to evaluate the presence of faults, fissures or cavities, etc.
The quality of rock cores shall be classified according to Rock Quality Designation as
presented in Table: 2.3, below;
TABLE-2.3 Classification of Rocks as per RQD
S.No RQD Percent Core Quality
1. 90-100 Excellent
2. 75-90 Good
3. 50-75 Fair
4. 25-50 Poor
5. 25 Very Poor

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2.3.3.6.3 Gravel-Boulder Deposits

Investigation for foundation in Gravel-Boulder Deposits shall conform to specifications of
IS: 10042.
2.3.3.6.4 Caution
The interpretation of laboratory results on rock samples depends upon the relationship of
the specimens tested to the overall rock characteristics, enumerated in Appendix 1 of IRC: 78. For
this purpose, care shall be exercised in the choice of specimen size and its orientation in relation to
the joint pattern.
In some cases, the foundation behaviour will be dominated by a possible mode of
failure involving movement along some joint surface, fissures or weak layer within a generally strong
rock system and also by possible weathering. In-situ shear tests may be conducted wherever
feasible, as such tests are likely to give more representative data than the shear tests conducted on
core samples.
2.3.3.6.5 Presentation of Data
The data shall be given in diagrammatic form in 3 sheets giving the following details:
Sheet 1: Plan showing the position of bore-holes clearly marked so as to fix the position/location at a
future date.
Sheet 2: This shall contain the bore-log chart and test results of the samples separately for each
bore-hole/pit etc.
Sheet 3: This shall contain pictorial representation of the bore-log data to get an overall picture of the
soil profile at the cross section of the river.
Schematics representation of typical subsoil profile, the actual bore-log and cross-
sectional representation of the river, along the bridge, as per IRC: 78-2014, is reproduced at Fig-2.2a
to Fig-2.2c, below.

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Fig-2.2a: Schematics of typical subsoil profile.

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Fig-2.2b: Typical bore-log.

REFER TO IRC 78:2014

PAGE NO.65

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Fig-2.2c: Typical Cross-Section indicating subsoil profile.

2.3.3.7 Boring/Drilling Operation
The Specification for Road & Bridge Works, MoRT&H, section 2406, shall apply under this
section. The exploratory boreholes in soils/rocks shall be executed by any of the following methods,
depending on the soil/rock type and types of samples required for the investigation:

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(i)Auger Boring
(ii)Shell and Auger Boring
(iii)Percussion Boring
(iv)Wash Boring
(v)Rotary Boring/Drilling.
Details specifications as per IS: 1892, IS:2132 may be referred.
For preliminary and detailed sub-surface investigation only rotary drills shall be used, in
case of rocks. The casing, in such cases, shall also be invariably provided with diameters not less
than 150 mm up to the level of hard rock, if any. However, use of percussion or wash boring
equipment shall be permitted only to penetrate through bouldery or gravelly strata for progressing the
boring but not for the collection of samples. While conducting detailed borings, the resistance to the
speed of drilling i.e. rate of penetration, core loss, etc., as already specified in Annexure of IRC: 78,
shall be carefully recorded, to evaluate the different types of strata and to distinguish specially sand
from sandstone, clay from shale, etc.
2.3.3.7.1 Records of Boring and Trial Pits
The Specification for Road & Bridge Works, MoRT&H, section 2407, shall apply under this
section. The field records for the preliminary and detailed exploration shall contain the date when the
boring was made, the location of the boring with reference to a permanent system of co-ordinates
(Geo-tagging/GPS marking is desirable) and the elevation of the ground surface with respect to a
permanent bench mark. They shall include elevation at which the water table and the upper boundary
of each of the successive soil strata were encountered, the investigator's classification of the layer on
the basis of general information obtained from field examination (refer to Appendix 2.1 of IRC:75) and
the value of the resistance obtained by means of Standard Penetration Test. The type of tools used
for borings shall be recorded. If the tools were changed, the depth at which the change was made
and the reason thereof shall also be noted. Incomplete and abandoned borings shall be described
with no less care than successfully completed drill holes. The notes shall contain everything of
significance observed on the job such as the elevation at which wash water was lost from the hole.
2.3.3.7.2 Information in Boreholes/Trial pits.
For all borings and trial pits, necessary information as detailed below shall be given. A
site plan showing the disposition of the bore holes shall also be attached:
❖ Name of Agency.
❖ Location with reference map.
❖ Pit/Bore-hole number.
❖ Reduced level (RL) of ground surface or other reference point.

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❖ Dates of starting and completion.

❖ Name of supervisor.
❖ Scales of plans and sections.
❖ Description of methods of advancing exploration such as; by hand tools, blasting, boring, etc.
❖ General description of strata met with and RLs at which they are met.
❖ Position and altitude of contracts, faults, strong joint, slicken sides, etc.
❖ Inflow of water, methods of controlling the water, required capacity of pumps for dewatering
❖ The level at which the sub-soil water is met with.
❖ Dip and strike o bedding and of cleavage
❖ Visual description of strata
❖ Results of field tests e.g. SPT, in-situ vane shear test etc.
❖ Any other information and remarks.
❖ The length of the sample in the tube and the length between the top of the tube and the top of
the sample, in the tube, shall be measured and recorded, upon removal of sampling tube.
2.3.3.8 Method of Sampling.
The Specification for Road & Bridge Works, MoRT&H, section 2408, shall apply under this
section
2.3.3.8.1 Soil Sampling.
The details for method of sampling may be referred from IS:1892 & IS: 2132 and process
of sampling shall conform to same. For proper identification of sub-surface material, sample should be
recovered containing all the constituents of the materials in their proper proportion. In clayey deposits
such samples could be collected by spilt spoon samplers. In the case of sandy deposits, sampling
spoons shall be fitted with suitable devices for retaining samples. All data required for soil
identification (Appendix 2.1 of IRC:75) should be collected from the samples so extracted when
undisturbed samples, which are more desirable for collection of some of the data, are not available.
Penetration test should be carried out with the standard split spoon sampler or penetrometers if the
soil is coarse grained. When it is known in advance that the soil profile is fairly regular, preliminary
and detailed investigation may be combined. Tube samplers can be used in place of split spoon
samplers for collecting samples in clayey strata.
Generally there are two types of samples viz. (a) Disturbed sample (b) Undisturbed
sample for both soils and rocks, as presented below in Table-2.4.

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Table- 2.4 Type and method of sampling for various ground characteristics.
Nature of Ground Type of Sample Method of Sampling
Soil Disturbed Hand Samples
Auger Samples
Shell Samples
Undisturbed Hand Samples
Tube Samples
Rock Disturbed Wash Samples from
Percussion of rotary drilling
Undisturbed Cores

2.3.3.8.1.1 Disturbed Soil Samples

Disturbed samples of soil shall be obtained in the course of excavation and boring. For
procuring samples from below the ground water level, where possible, special type of sampler shall
be used. Where Standard Penetration Test is conducted, representative samples shall be obtained
from the split spoon. While collecting disturbed samples from borrow areas it shall be ensured that
the samples collected represent all types of borrow materials to be used in the construction of
embankment and sub-grade. The size of sample generally required shall be as given in Table-2.5.
Table-2.5 Size/Magnitude of sample required for various Soil types.
S.No. PURPOSE OF SAMPLES SOIL TYPE WEIGHT OF SAMPLE
REQUIRED (Kg)
1 Soil identification, natural moisture Cohesive soils 1
content tests, mechanical analysis
and index properties, chemical tests Sands and Gravels 3
2 Compression tests Cohesive soils and 12.5
sand
3 Comprehensive examination of Cohesive soils 25 - 50
construction material and borrow area and sands
soil including soil stabilization. Gravelly soil 50 – 100

While taking out disturbed soil samples, Standard Penetration Test may also be
conducted to find out the bearing capacity of the sub-soils at specified levels.
2.3.3.8.1.2 Undisturbed Soil Samples
For undisturbed sampling procedure, the samples shall be obtained in such a manner that
their moisture content and structure do not get altered. This may be ensured by use of correctly
designed sampler and by careful preservation, packing and transportation.

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Standard Penetration Test may have to be conducted in each case to obtain additional
data as directed by the Engineer. In soft clay, in-situ vane shear test as per IS: 4434 may have to be
conducted. Where all the three operations have to be carried out in one layer, the sequence shall be
undisturbed soil sampling followed by in-situ vane shear test, followed by Standard Penetration Test.
For compression test samples, a core of 40 mm diameter and about 150 to 200 mm
length may be sufficient, but for other laboratory tests, a core of 100 mm diameter and 300 mm length
shall be taken as far as possible, unless otherwise specified by the Engineer.The upper few
millimeters of both types of sample shall be rejected as the soil at the bottom of the borehole usually
gets disturbed by the boring tools.
2.3.3.8.2 Rock Sampling.
2.3.3.8.2.1 Disturbed samples: The sludge from percussion borings or from rotary borings which
have failed to yield a core, shall be collected for a disturbed sample. It may be recovered from
circulating water by settlement in a trough.
2.3.3.8.2.2 Undisturbed samples: Block samples taken from the rock formation shall be dressed to a
size of about 90 x 75 x 50 mm.
For core samples within rocks, the cores of rock shall be taken by means of rotary drills
fitted with a coring bit with core retainer, if warranted.
In case of rock at shallow depths which can be conveniently reached, test pits or trenches
are the most dependable and valuable methods since they permit a direct examination of the surface,
the weathered zone and presence of any discontinuities. It is also possible to take representative
samples for tests. For guidance, IS: 4453 may be referred to.
2.3.3.8.3 Preservation, Handling and Labeling of samples.
The Specification for Road & Bridge Works, MoRT&H, section 2410, shall apply under this
section. Care shall be taken in handling and labeling of samples so that they are received in a fit state
for examination and testing and can be correctly identified as coming from a specified trial pit or
boring.The disturbed material in the upper end of the tube shall be completely removed before
applying was for sealing. The length and type of sample so removed should be recorded.
The soil at the lower end of the tube shall be renamed to a distance of about 20 mm.
After cleaning, both ends shall be sealed with wax applied in a way that will prevent wax from entering
the sample. Wax used for sealing should not be heated to more than a few degrees above its melting
temperature. The empty space in the samplers, if any, should be filled with moist soil, saw dust, etc.,
and the ends covered with tight fitting caps.
Labels giving the following information should be affixed to the tubes.
❖ Job designation

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❖ Sample location
❖ Boring number
❖ Tube number
❖ Sample number
❖ Depth
❖ Penetration
❖ Gross recovery ratio
The tube and boring numbers should be marked in duplicate. The duplicate markings of
the boring number and sample number on a sheet which will not be affected by moisture should be
enclosed inside the tube.
2.3.3.9 Exploration of Shallow Foundations of Bridges.
The Specification for Road & Bridge Works, MoRT&H, section 2412, shall apply under this
section. Test pits or trenches are the most dependable and valuable methods of exploration since
they permit direct visual examination and more reliably the type of soil and their stratification. This will
also allow in-situ tests like plate bearing tests, shear tests and uni-axial jacking tests, etc.Tests shall
be conducted on undisturbed samples, which may be obtained from open pits. The use of Plate Load
Test (as per IS: 1888) is considered desirable to ascertain the safe bearing pressure and settlement
characteristics. A few exploratory bore holes or soundings shall be made to safeguard against
presence of weak strata underlying the foundation. This shall extend to a depth of about 1½ times the
proposed width of foundation.
The laboratory results shall correlate with in-situ tests like Plate Load Tests and
Penetration Test results.
2.3.3.10 Exploration of Deep Foundations of Bridges.
The Specification for Road & Bridge Works, MoRT&H, section 2412, shall apply under this
section. The tests to be conducted at various locations for properties of soil, etc., are different for
cohesive and cohesionless soils. These are enumerated below and shall be carried out, wherever
practicable, according to soil type.
2.3.3.10.1 Tests for Cohesionless soil
a) Field tests
❖ Plate Load test as per IS: 1888
❖ Standard Penetration test as per IS: 2121.
❖ Dynamic Cone Penetration test as per IS: 4698 (Part 1 or Part 2)
❖ Static Cone Penetration test as per IS:4968 (Part 3)
b) Laboratory tests

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❖ Classification test, index tests, grain size distribution, density/density index etc.
❖ Shear Strength by direct shear/triaxial shear test method.
❖ Permeability/hydraulic conductivity tests (Where dewatering is expected, IS: 2720 Part 17).
2.3.3.10.2 Tests for Cohesive soil
c) Field tests
❖ Plate Load test as per IS: 1888.
❖ Standard Penetration test as per IS: 2121.
❖ Dynamic Cone Penetration test as per IS: 4698 (Part 1 or Part 2)
❖ Static Cone Penetration test as per IS:4968 (Part 3)
❖ Vane Shear test as per IS:4434.
d) Laboratory tests
❖ Classification test, index tests, grain size distribution, density/density index etc.
❖ Shear Strength by direct shear/triaxial shear test method.
❖ Unconfined Compression test as per IS:2720 Part-10.
❖ Consolidation test as per IS: 2720 Part-5.
❖ Permeability/hydraulic conductivity tests (Where dewatering is expected, IS: 2720 Part 17).
2.3.3.10.3 Tests for Subsoil Water
The sub-soil water shall be tested for chemical properties to ascertain the hazard of
deterioration to foundations.
2.3.3.11 Testing of material for foundation of guide bund and High Embankments.
The Specification for Road & Bridge Works, MoRT&H, section 2413, shall apply under this
section.
The soil properties for the embankment foundation shall be as specified in particular
specifications and shall be got verified prior to construction operation. In case the actual soil
properties do not match the particular specification, then embankment design shall be revised. Field
investigation for the embankment material should be carried out to collect general information as
indicated in IRC: 75.
Field investigations for sub-soil strata shall consist of taking minimum two bore holes for
each approach to a bridge along center line of the alignment at a distance of 50 m and 120 m behind
the abutment positions on both sides. The depth of bore holes below the ground level may ordinarily
be 2.5 times the maximum height of the embankment subject to minimum depth of 20 m. Thin walled
sampling tubes of 100 mm internal diameter and 450 mm minimum length conforming to IS: 2132
shall be used for collecting undisturbed samples from bore-holes at an interval of 2.5 to 3.5 m.
Standard penetration test should be conducted immediately after undisturbed sample is collected.

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In addition to the relevant identification tests, mentioned in IRC:75, it shall be necessary to

conduct some of the following tests (Table-2.6) on the undisturbed samples collected from the sub-
strata for stability analysis of embankment. The choice of test is primarily determined by the type of
soil, type of stability analysis, availability of apparatus and cost of investigation.
Table-2.6 Shear Strength Tests for Stability Analysis of Embankments
S.No. Stage in Life Strength Shear Test Type of Analysis
of Embankment Parameters
1. (a)During Cuu, uu Unconsolidated undrained Total stress analysis
construction or triaxial shear test on
immediate post- undisturbed samples and on
construction compacted embankment
material
(b) - do - Su Unconfined compression test in - do -
laboratory or vane shear test
(c) During C’’ Consolidated undrained test Effective stress
construction or with pore-pressure analysis
immediate post- measurement on as compacted
construction soil samples of embankment
materials and on undisturbed
samples
2. Long term stability C’’ - do - - do -

While compiling a geotechnical report for embankment, results of reconnaissance, filed

investigations, location map, sub-soil profile, pertinent geological information, boring logs, subsoil
properties, graphs, tables related to laboratory investigations, results of borrow area investiagtions, as
per recommendations of IRC: 75 must be adhered.
2.3.3.12 Subsurface investigation for Piles.
The Specification for Road & Bridge Works, MoRT&H, section 1102, shall apply under this
section. The complete sub-surface investigation of strata in which pile foundations are proposed shall
be carried out in advance and by in-situ pile tests. At least one bore-hole for every foundation of the
bridge shall be executed. Boring should be carried upto sufficient depths so as to ascertain the
nature of strata around the pile shaft and below the pile tip. However, depth of boring shall not be
less than following:
a) 1.5 times estimated length of pile in soil but not less than 15 m beyond the probable length of
pile.
b) 15 times diameter of pile in weak/jointed rock but minimum 15 m in such rock.
c) 4 times diameter of pile in sound, hard rock but minimum 3 m in such rock.

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The sub-surface investigation shall define adequately stratification of sub-strata including

the nature and type of strata, its variation and extent and specific properties of the same. The
investigation shall be adequate for the purpose of selection of appropriate piling system and for
estimating design capacities for different diameters and length of piles.
Pressure meter tests may be used in the case of rock, gravel of soil for direct evaluation of
strength and compressibility characteristics. Though these tests are of specialized nature they are
most appropriate for difficult/uncertain sub-strata especially for important projects.
For piles socketed into rocks, it is necessary to determine the uniaxial compressive
strength of the rock and its quality. The investigation shall also include location of ground water table
and other parameters including results of chemical tests showing sulphate and chloride content and
any other deleterious chemical content in soil and/or ground water, likely to affect durability.
2.3.3.13 Presentation of Surface, Sub-Surface Investigation.
Preliminary or Detailed surface or subsurface investigation shall be compiled and
presented in the form of a Competent Geotechnical Investigation Report, with following minimum
typical contents, as per Table-2.7.
Table-2.7 Typical Content of a Geotechnical Investigation Report

S.No Content Description

General
1.1 Introduction.
1
1.2 Project Description & Scope of Investigation Work.
1.3 Previous preliminary investigation inputs/reports.
Geologic Condition & General Reconnaissance
2.1 Regional/Local Geologic Assessment.
2.2 Seismicity/Anticipated Geological Hazard.
2
2.3 Climatic Conditions.
2.4 Site Accessibility.
2.5 Reported Highest Flood Level & History of Scour from Water Courses.
Field/ Reconnaissance Exploration Protocol.
3.1 Site Selection and Extent of Investigation.
3.2 Exploration Methodology (Boring/Open Excavation/Drilling).
3
3.3 Sampling Practice (UDS/RD/DS/).
3.4 Sub-Soil Water/Seepage Conditions.
3.5 Field Bore Logs & General Stratification/ Stratum Profiling.

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Laboratory Investigations/Testing Protocol.

4.1 Soil/Rock Identification/Classification Tests (Index Properties).
4.2 Soil/Rock Strength Characterization.
4
4.3 Soil/Rock Compressibility/Compaction Characterization.
4.4 Ground /Soil-Water Characterization.
4.5 Chemical Analysis.
Foundation Analysis Criterion & Design Parameters.
5.1 Analysis Criterion (BIS-Code of Practice).

5 5.2 Geometrical Parameters & Assumptions for Analysis Criterion.

5.3 Liquefaction Potential & Probable Ground Damage.
5.4 Silt-Factor and Scour Depth (if applicable).
Analysis of Results & Recommendations.
6.1 Bearing Capacity Analysis & Results.
6.2 Pile Capacity Analysis & Results.
6.3 Design inputs for Well-Foundations.
6
6.4 Design inputs for Retaining Fronts.
6.5 Design inputs for Excavated Material and its suitability of use.
6.6 Design inputs for Approach Embankments.
6.7 Recommendations for Bearing Capacity.

7 Critical Comments/Discussions & All Technical Recommendations.

Appendix
Appendix-A (Field Bore Logs with location GPS coordinates).
Appendix-B (Laboratory Test Results).
8
Appendix-C (Nomenclature).
Appendix-D (References: Codal Specifications, Literature/Internet citations)
Appendix-E (Geo-tagged Site Photo Manifestations)

2.3.3.14 Measurement for Payment and Rate.

The Specification for Road & Bridge Works, MoRT&H, section 2414, shall apply under this
section.
In case of bridge and road structures, the work of boring and trial pits shall be considered
as incidental to the foundation works and nothing extra shall be paid unless otherwise specified in the
contract. In cases where it is specified to be paid separately, like contract for soil investigation, the

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work shall be measured in running meters for boring, in cubic meters for trial pits, in number of
samples for collection of disturbed and undisturbed samples and in number of tests for each type of
test.
The contract unit rate shall include the cost of all labour, materials, tools and plant and
equipment required for doing the boring or making pits as per these specifications, taking out and
packing the samples, sending and getting them tested in approved laboratories and making available
the test report as specified or directed by the Engineer inclusive of all incidental costs to complete the
work as per the specifications.
2.3.4. Detailed Structural Design
2.3.4.1. Preferably detailed design should be done top downwards, i.e. Superstructure to be finalized
first, bearings next and so on, though it is started from foundation onwards in design and build
contracts.
2.3.4.2. Superstructure
(i) Detailed design and detailing of each of the elements of the superstructure have to be done
during this phase.
(ii) In case computer programmers' are used for the analysis and/or detailing, it has to be ensured
that the programmer has been adequately validated.
Also listing of input data and input values needs to be thoroughly checked and indicated
for verification by approving authority.
2.3.4.3. Bearings: Detailed design of bearings shall conform to IRC: 83 Parts I & II for metallic and
neoprene bearings and in case of special type of bearings like POT/PTFE bearings, specialized
literature and codes and Ministry’s Specifications for Roads & Bridge Works Section 2000 clause
2006 may be referred and complied with.
2.3.4.4. Substructures: Unlike the typical design in preliminary stage, while preparing detailed
design all individual piers, abutments, return walls etc. which have any difference with regard to the
forces acting, height of substructure etc. have to be separately analyzed and designed individually if
economy/safety demands so.
2.3.4.5. Foundation: In the case of foundations also each individual foundation has to be designed
separately during the detailed design stage taking into account difference in founding levels and the
subsoil data as obtained at each of the individual foundation locations during detailed subsurface
investigations.
2.3.4.6. Secondary elements: Detailed design of secondary elements like railings/crash barriers,
expansion joints, kerbs, footpaths, approach slab etc. have also to be included in the D.P.R.

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2.3.5 Detailed estimate

2.3.5.1. Detailed Estimate shall be based on detailed items of work constituting the construction of
proposed bridge with an unerring precision which shall not deviate the final bill unless under
unforeseen circumstances. The items of the estimate may be arranged systematically in the following
order.
(i) Preparatory works
(ii) Foundation
(iii) Substructure
(iv) Superstructure
(v) Protection Works/ River training works
(vi) Miscellaneous items
(vii) Sub-estimate for approaches
(viii) Centage charges like quality control contingencies work charged establishment and agency
charges.
(ix) Clearance of accumulated debris during and after foundation works which may constrict /
obstruct the water way.
2.3.5.2. The bill of quantities have to be based on detailed quantity estimates which again have to be
based on detailed design and dimensions so arrived at for all the elements of the bridge on SSR
latest.
2.3.5.3. The rates adopted shall be the current schedule of rates applicable for the region and
wherever same items are not covered by the schedule, the rate for the same shall be based on
detailed analysis of rates in vogue.
2.3.5.4. The abstract of cost estimate containing the complete nomenclature of each item of works,
final quantities as worked out in the detailed estimate, rates as in Para 2.3.5.3 cost of each item and
remarks, if any, shall invariably form part of the detailed estimate.
2.3.6 Detailed project report:
Detailed Project Report should contain the following live volumes namely:
1) Final Report
2) Detailed Designs
3) Detailed Estimate
4) Detailed Bill of Quantities and Specifications
5) Detailed Drawings.

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2.3.6.1. Final report: The final Report should contain:

(i) Introductory report indicating the location of the bridge, the need for the same, the population
and economic activities likely to be served by the bridge, alternative sites considered and the
aspects in favor of the site finally selected.
(ii) Design data for the bridge including survey data, hydraulic data and subsoil data.
(iii) Detailed information on the general arrangement selected for the bridge and the factors
favoring the choice.
(iv) Report on the environmental impact assessment as per the format laid in JKPWD Manual 2020
appendix 100.2.
(v) A schedule of construction including a CPM chart in case of major projects; and at least a Bar
chart indicating important mile stones in other cases.
(vi) After analyzing various economical options in preliminary designs, the final most economical
design should be adopted in detailed project report.
2.3.6.2. Detailed designs: Detailed design sheets of all components of the bridge have to be
included in this volume.
2.3.6.3. Detailed estimate: This volume should contain all the items covered under Para 2.3.5.
2.3.6.4 Detailed bill of quantities and specifications: The detailed bill of quantities should contain
the reasonably firm quantities of each item of work forming part of the project worked out on the basis
of detailed drawings. The detailed specifications of each of the items of the project.
2.3.6.5 Detailed drawings: This volume should contain the following:-
(i) Index plan
(ii) Site plan
(iii) At least three cross sections of the river.
(iv) A longitudinal section connecting the cross section points.
(v) A contour survey plan
(vi) Bore log data
(vii) A general arrangement drawing of the bridge superimposed on the cross section of the river al
at the proposed site also indicating the bore details
(viii) Detailed drawings of all the components of the bridge
(ix) Complete details of existing bridges, if any
(x) Plan and L section of approaches
(xi) Cross section of approaches
(xii) Detailed drawings of CD. Works

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(xiii) Miscellaneous drawings

2.3.6.6 Bridge Utilities: -Bridges don’t just help people and vehicles move from place to place,
although that is their most visible function. Bridges in fact serve as a supporting structure for lots of
utilities. Everything from water supply pipe lines, electric cables to fiber optic cables runs through the
space running throughout the bridge.
Without bridges, pipeline would need to be buried or suspended in the air. Bridges protect
these utilities from threats like weather, animals and other accidents. Bridge – attached utilities are far
easier to access and maintain than utilities installed underground.
Here are few reasons why bridge attached utilities should be installed by experts in
conjunction with the construction of a new bridge, not after the job.
(i) Holistic design always creates a higher performing product. When utility pipelines are considered
during construction, the entire structure can be designed and built with pipelines, joints and
maintenance access points in mind.
(ii) Integrated design reduces the risk of unforeseen consequences of a new utility installation such
as weakening of bridge component or stress on the structural support.
(iii) When designed specifically for a place and time rather than implemented ad-hoc, utility
components can be matched specifically to the bridge including its materials and aesthetics.
2.3.6.6.1 Provision for Utilities as specified in IRC: 5-2015
A Bridge structure shall cater for fixtures for electric posts, lamps posts and suitable ducts
for carrying electric cables etc. as required to cater for utility services.
Utility services like cables, and pipelines for water, gas, petroleum products resting
directly on bridge structures should be avoided. These may be placed on a structures supported on
piers and abutments.
While planning, there is need for proper accessibility of the services utilities for inspection
and maintenance without hindrance to traffic moments.

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3. CONSTRUCTION
3.1 General
3.1.1 The construction of a bridge involves building of its various components such as foundation,
substructure, superstructure and other ancillary works which include construction of approaches,
finishing works and protective works for the bridge.
3.1.2 The execution of a bridge may be taken up departmental or through a contracting agency.
Before start of construction work, care must be taken to ensure that the following documents are
available:
(i) Sanction letter and technical note, if any.
(ii) Bill of quantities.
(iii) Copy of contract document along with any special conditions thereof.
(iv) Copy of approved set of plans and detailed working drawings.
(v) Survey, investigation and sub-soil test reports.
(vi) Standards, specifications, guidelines, codes of practices etc., according to which the work must
be executed as per contract.
All the above documents shall be as per the format already laid down in JKPWD Manual 2020.
3.1.3 Finalize the site and decide location of site office, storage sheds, batching plant, casting yard,
labour camp etc. to be checked w.r.t HFL, flood plains etc.
3.1.4 Identify sources of construction materials like sand, coarse aggregate and boulders etc. and
supply of cement and steel including the time required in transportation of these materials to the site
of work.
3.1.5 Draw a detailed work program (CPM) on the basis of availability of plant, equipment, material,
manpower etc. Refer IRC Special Publication No. 14 - A manual for application of the critical path
method.
3.1.6 Identify major milestones to serve as important dates for reviewing the progress of work.
3.1.7 After having cleared the site, transfer the alignment of the bridge and ground with the help of
reference pillars fixed at site during the location survey. Fix up permanent bench marks, reference
pillars. Use Auto levels, accurate theodolite, total station and other precision electronic instrument.
3.1.8 The construction of various components of bridge works, protective works shall conform to
ministry’s Specification for Road and Bridge Works and relevant IRC Bridge Codes/Standards.

3.2 Formwork and Staging

Formwork shall include all the temporary and permanent forms required for forming the
concrete of the shape, dimensions and surface finish as shown on the drawing or as directed by the

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Engineer, together with all props, staging, centering, scaffolding and temporary construction required
for their support.
Materials and components used for formwork shall be examined for damage or excessive
deterioration before use/re-use and shall be used only if found suitable after necessary repairs. The
formwork shall be constructed with timber or metal. In case of timber formwork, the material shall also
be examined for signs of attacks by decay, rot or insect attack or development of splits apart from any
other physical damage. The metals used for forms shall be of such thickness that the forms remain
true to shape. All bolts should be counter sunk. The structural steel tubes used as support for forms
shall have a minimum thickness of 4mm.
All the materials, the designs, erection and removal of formwork shall conform to IRC 87-
2018 “Guidelines for Formwork, False-work and Temporary Structures for Road Bridges”.

3.3 Placing of Reinforcement

Reinforcing steel shall conform to the dimensions and shapes given in the approved Bar
Bending Schedules. Reinforcement bars shall be placed accurately in position as shown on the
drawings. The bars, crossing one another shall be tied together at every intersection with binding wire
(annealed) conforming to IS-280: 2006: Mild Steel Wire for General Engineering Purposes” to make
the skeleton of the reinforcement rigid such that the reinforcement does not get displaced during
placing of concrete, or any other operation. The diameter of binding wire shall not be less than 1 mm.
Layers of reinforcement shall be separated by spacer bars at approximately one meter intervals. The
minimum diameter of spacer bars shall be 12 mm or equal to maximum size of main reinforcement or
maximum size of coarse aggregate, whichever is greater. No person shall be allowed to walk directly
over the reinforcement placed in position.
Necessary stays, concrete/polymer cover blocks, metal chairs, metal hangers, supporting
wires etc or other subsidiary reinforcement shall be provided to fix the reinforcement firmly in its
correct position. Use of pebbles, broken stones, metal pipes, bricks, mortar or wooden blocks etc as
devices for positioning reinforcement shall not be permitted. Placing and fixing of reinforcement shall
be inspected and approved by the Engineer before concrete is deposited.

3.4 Foundations
3.4.1 Open foundation:
Excavation for laying the foundation shall be carried out in accordance with Section 300 of
Ministry's Specifications. Any depth excavated below the specified level shall be made good with M
15 concrete in case of foundation resting on soil and foundation grade concrete for foundations in

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rock. Open foundation shall be constructed in dry conditions. When the bearing surface is earth, a
layer of M 15 concrete shall be provided below foundation concrete. The thickness of this layer shall
be 100mm minimum unless otherwise specified. Where water is met with an excavation, adequate
measures such as bailing out, pumping, constructing diversion channels etc shall be taken to keep
the foundation trenches dry and to protect the green concrete against damage. All spaces excavated
and not occupied by the foundation, shall be refilled with earth upto surface of surrounding ground. In
ease of excavation in rock, the annular space around foundation shall be filled with M 15 concrete
upto the top of rock.
3.4.2 Well foundations:
3.4.2.1. The construction procedure shall conform to the provisions contained in Section 1200 of
Ministry's Specifications.
Well sinking: Sinking of well can be accomplished by the following methods:-
(i) Open grabbing with / without kentledge
(ii) Jackdown methods
(iii) Pneumatic sinking of wells
(iv) Blasting
3.4.2.2 Blasting: Blasting may be employed with prior approval of competent authority to help sinking
of well for breaking obstacles such as bounders or for leveling the rock layers for square setting of
wells. Blasting may be resorted to only when methods are found ineffective.
3.4.3 Pile Foundation:
The piles may be either pre-cast concrete piles or cast in situ driven or bored piles. The
detailed procedure for construction of pile foundation shall conform to the specification given in
section 1100 of m RT&H’s specifications and Clause 711 of IRC: 78.

3.5 Substructure
3.5.1 Materials shall conform to section 1000 of Ministry’s Specifications.
3.5.2 Piers and abutments: Masonry form work concrete and reinforcement for piers and abutment
shall conform to Section 2200 of Ministry’s Specification.
3.5.3 Pier cap and abutment cap: The surface of cap shall be finished smooth and shall have a slope
for draining of water. For short span slab bridges with continuous support on pier caps the surface
shall be cast horizontal. The top surface of the pedestal on which bearing are to be placed shall also
be cast horizontally.
The surface on which elastomeric bearings are to placed shall be wood float finished to a
level plane which shall not vary more than 1.5 mm from straight edge placed in any direction across

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the area. The surface on which other bearings (steel bearings, pot bearings) are to be placed shall be
cast about 25 mm below the bottom level of bearings.
3.5.4 Dirt/ballast wall, return wall and wing wall: In case of cantilever walls, no construction joint
shall be permitted. Wherever, feasible, the concreting in cantilever walls shall be carried out in
continuation of the ballast wall.
No horizontal construction joint shall be provided. If shown on drawings or directed by the
engineers, vertical construction joints may be provided. Vertical expansion gap of 20 mm shall be
provided in return wall/wing wall at every 10 m intervals. Weep holes shall be provided as prescribed
for abutments.
The finish of the surface on the earth side shall be rough while the front face shall be
smooth finished.
Architectural coping for wing wall/return wall in brick masonry shall conform to Section
1300 of Ministry’s specifications.
3.5.5 Tolerances in concrete elements shall conform to Section 2208 of Ministry’s specifications.

3.6 Superstructure
3.6.1 Concreting:
Concreting shall be done as per Section 2300 of Ministry’s specifications.
3.6.2 Prestressing:
Before commencement of the prestressing, it shall be ensured that all the tendons are
free to move between the jacking points.
The tendons shall be stressed at a gradual and steady rate and the extension recorded at
each increment of jack pressure.
The extension of the tendons at the agreed pre-specified total force shall be within 5 per
cent of the agreed calculated extension. Any appreciable variation between the calculated extension
and actual extension should be notified and settled in consultation with the Engineer-in-charge before
proceeding with further tensioning.
Stressing shall be done from both ends unless one end prestressing is specified in the
drawings.
Prestressing record of all the cables shall be maintained in the format given in Appendix
1800/II of Ministry’s Specifications for roads & bridge works (third revision).
Efficiency of prestressing jack should be found before hand and catered for in the
extension of cables.

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3.6.3 Grouting:
Grouting of cable ducts shall be carried out as per Appendix 1800/III of Ministry’s
Specifications.
Grouting shall be carried out as early as possible as but not later than 2 weeks of
stressing in tendon.
Before grouting, ducts shall be flushed with water for cleaning as well as for wetting the
surfaces of the ducts walls. Water used for flushing should be of same quality as used for grouting. It
may, however, contain about 1 per cent of slaked lime of quick line. All water should be drained
through the lowest vent pipe or by blowing compressed air through the duct.
Water/cement ratio of grout mix should be as low as possible, consistent with workability.
This ratio should not normally exceed 0.45. Mixing time depends upon the type of the mixer, but will
normally be between 2 and 3 minutes. However, mixing should be for such duration as to obtain
uniform and thoroughly blended grout, without excessive temperature increase or loss of expansive
properties of the admixtures. The grout should be continuously agitated until it is injected.
It is essential that the grout is maintained in a homogeneous state and of uniform
consistency so that there is no separation of cement. Use of grout mixers to obtain a colloidal grout is
essential.
The pump should be a positive displacement type and should be capable of ejecting the
grout in a continuous operation and not by way of pulses. The grout pump must be fitted with a
pressure gauge to enable pressure of injection to be controlled. The minimum pressure at which the
grout should be pumped shall be 0.3 MPa and the grout pump must have a relief arrangement for
bypass of the grout in case of build-up of pressure beyond 1 MPa. The capacity of the grout pump
should be such as to achieve forward speed of grout of around 5 to 10m per minute. The slow rates
are preferable as they reduce the possibility of occurrence of voids.
Pumping of grout should continue till the mix coming out at the other end is of the same
consistency.
Grouting record should be maintained in the format given at Appendix 1800/IV of
Ministry’s Specifications (Third revision) – 1995.

3.7 Bearings:
Bearings shall conform to the provisions contained under Section 200 of Ministry’s
specifications for Road & Bridge Works published in April 1995 and IRC: 83 – Part I & Part II.

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3.8 Expansion Joints:

The fabrication and fixing of expansion joints shall be as per approved drawings and in
accordance with Section 2600 of Ministry’s Specifications and with manufacturers’ recommendations
and Ministry's interim specifications issued vide letter no. RW/NH/34059/1/96 dated 31/03/97 with
amendment issued from time to time.

3.9 Materials for Structures

3.9.1 General
Material to be used in the work shall strictly conform to the specifications mentioned on
the drawings and other specifications as may be mentioned in other design document, including BOQ.
Material, not covered in this section, which may be required to be used in the work, shall conform to
relevant Indian Standards, if there are any, or to the requirements specified by the Engineer.
The Contractor shall notify the Engineer of his proposed sources of materials prior to
delivery and same shall be duly approved by the engineer. If it is found after trial that sources of
supply previously approved do not produce uniform and satisfactory products, or if the product from
any other source proves unacceptable at any time, the Contractor shall furnish acceptable material
from other sources at his own expense.
Samples of material from the approved source shall be tested for all relevant parameters
for conformity to applicable specifications. For manufactured items like cement, steel reinforcement,
structural steel, admixtures and pre-stressing strands etc., the contractor shall intimate the Engineer
the details of the source, testing facilities available with the manufacturer and arrangements for
transport and storage of material at site. At the demand of an engineer, the contractor shall be able to
furnish samples and test results of recently received batch of material. The engineer, at his discretion,
in case of observing and inconsistency, may require the contractor to test the material in an
independent laboratory, duly approved by the engineer, as part of third party evaluation. The cost of
such additional tests shall be borne by the contractor.
If any proprietary items are proposed to be used in the works, they shall be governed by
the provisions of Specification for Road & Bridge Works, MoRT&H (Clause 115.4).
3.9.2 Bricks & Stones.
Burnt clay bricks shall conform to the requirements of IS:1077, except that the minimum
compressive strength when tested flat shall not be less than 8.4 Mpa for individual bricks and 10.5
Mpa for average of 5 specimens. They shall be free from cracks and flaws and nodules of free lime.
The brick shall have smooth rectangular faces with sharp corners and emit a clear ringing sound
when struck. The size may be according to local practice with a tolerance of  5 per cent.

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Stones shall be of the type specified. It shall be hard, sound, free from cracks, decay and
weathering and shall be freshly quarried from an approved quarry. Stone with round surface shall not
be used. The stones, when immersed in water for 24 hours, shall not absorb water by more than 5 per
cent of their dry weight when tested in accordance with IS: 1124.The length of stones shall not
exceed 3 times its height nor shall they be less than twice its height plus one joint. No stone shall be
less in width than the height and width on the base shall not be greater than three-fourth of the
thickness of the wall nor less than 150 mm.
3.9.3 Cast Iron.
Cast iron shall conform to IS: 210. The grade number of the material shall not be less
than 14.
3.9.4 Cement.
Cement to be used in the works shall be any of the following types with the prior approval
of the Engineer:
(i) Ordinary Portland Cement, 33 Grade, conforming to IS: 269.
(ii) Ordinary Portland Cement, 43 Grade, conforming to IS: 8112.
(iii) Ordinary Portland Cement, 53 Grade, conforming to IS: 12269.
(iv) Sulphate Resistant Portland Cement, conforming to IS: 12330.
(v) Portland Pozzolana Cement, conforming to IS: 12330.
(vi) Rapid Hardening Portland Cement, conforming to IS: 8041.
(vii) Portland Slag Cement, conforming to IS:455.
(viii) Low Heat Portland Cement, conforming to IS:12600.
Manufacturers test certificate shall be submitted to the engineer by the contractor for
every consignment of cement. The certificate shall cover all the tests for chemical requirements,
physical requirements and chloride content as per relevant codes/specifications.
Independent tests of samples drawn from the consignment, shall be carried out at the site
laboratory or in an independent laboratory, as may be approved by an engineer. The tests like Setting
time, Compressive Strength must be mandatory. Any cement still in storage, in bags, for more than
3months, from the date of last test, may be got re-tested.
Cement conforming to IS:269 (33-Grade) shall be used only after ensuring that the
minimum required design strength can be achieved without exceeding the maximum permissible
cement content of 450 kg/cum of concrete, without use of mineral admixtures.
Cement conforming to IS: 8112 and IS: 12269 (43 & 53 Grade) may be used provided the
minimum cement content mentioned elsewhere from durability considerations is not reduced.
Details on use of other types of cement and limitations may be referred from Specification
for Road & Bridge Works, MoRT&H, Section: 1006.

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3.9.5 Aggregates (Mineral Aggregates).

3.9.5.1 Coarse Aggregates.
For plain and reinforced cement concrete (PCC and RCC) or pre-stressed concrete (PSC)
works, coarse aggregate shall consist of clean, hard, strong, dense, non-porous and durable pieces of
crushed stone, crushed gravel, natural gravel or a suitable combination thereof or other approved
inert material. They shall not consist pieces of disintegrated stones, soft, flaky, elongated particles,
salt, alkali, vegetable matter or other deleterious materials in such quantities as to reduce the strength
and durability of the concrete, or to attack the steel reinforcement. Coarse aggregate having positive
alkali-silica reaction shall not be used. All coarse aggregates shall conform to IS: 383 and tests for
conformity shall be carried out as per IS: 2386, Parts I to VIII.
The contractor shall submit for the approval of the Engineer, the entire information, indicated in
Appendix A of IS: 383.
Maximum nominal size of coarse aggregate for various structural components in PCC,
RCC or PSC, shall conform to Section 1700 of Specification for Road & Bridge Works, MoRT&H. The
maximum value for flakiness index for coarse aggregate shall not exceed 35 per cent. The coarse
aggregate shall satisfy the following requirements of grading (Table-3.1).

I Per cent by Weight Passing the Sieve

IS Sieve size
40 mm 20 mm 12.5 mm

63 mm - – –
40 mm 95-100 100 –
20 mm 30-70 95-100 100
12.5 mm – – 90-100
10 mm 10-35 25-55 40-85
4.75 mm 0-5 0-10 0-10
Table-3.1 Grading Requirements of Coarse Aggregates
3.9.5.2 Fine Aggregates.
For plain and reinforced cement concrete (PCC and RCC) or prestressed concrete (PSC)
works, fine aggregate shall consist of clean, hard, strong, dense and durable pieces (<4.75mm) of
crushed stone, crushed gravel, which must be free of veins and adherent coating or other deleterious
substances. Suitable combination of natural sand, crushed stone sand, crushed gravel sand may also
be adopted. They shall not contain dust, lumps, soft or flaky, materials, mica or other deleterious

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materials in such quantities as to reduce the strength and durability of the concrete, or to attack the
embedded steel.
Motorized/Mechanized sand washing machines should be used to remove impurities from
sand. Fine aggregate having positive alkali-silica reaction shall not be used. All fine aggregates shall
conform to IS:383, with test conformity to IS: 2386, (Parts 1 to VIII). The Contractor shall submit to
the Engineer the entire information indicated in Appendix A of IS: 383. The fitness modulus of fine
aggregate shall neither be less than 2.0 nor greater than 3.5.
Sand/fine aggregate for structural concrete shall conform to the following grading
requirements (Table-3.2):
Per cent by Weight Passing the Sieve
IS Sieve size
Zone I Zone II None III
10 mm 100 100 100
4.75 mm 90-100 90-100 90-100
2.36 mm 60-95 75-100 85-100
1.18 mm 30-70 55-90 75-100
600 micron 15-34 35-59 60-79
300 micron 5-20 8-30 12-40
150 micron 0-10 0-10 0-10
Table-3.2 Grading Requirements of Fine Aggregates
Note: When the grading falls outside the limits of any particular grading zone (other than 600micron IS-sieve) by
total amount not exceeding 5%, it shall be regarded as falling within that zone. However, for crushed stone
sand, the permissible limit on 150-micron IS sieve is increased to 20% (Ref: IS: 383, Clause:4.3)
3.9.6 Structural Concrete
Materials of structural concrete shall conform to ingredient material requirements under
Specification for Road & Bridge Works, MoRT&H, Section: 1000. The detailed specification on
Structural Concrete shall be referred from Section 1700 of Specification for Road & Bridge Works,
MoRT&H.
The specifications under Section 1700 of Specification for Road & Bridge Works,
MoRT&H shall cover following;
3.9.6.1 Grades of Concrete, for Nominal, Standard and High Performance Concrete.
The grades of concrete shall be designated by the characteristic strength as given in
Table-3.3 below, where the characteristic strength is defined as the strength of concrete below which
not more than 5 percent of the test results are expected to fall.

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Table-3.3 Grades of Concrete

S.No Types of Concrete/Grade Designation Characteristic
Nominal Mix Standard Designed Mix High Performance Designed Mix Strength in
Concrete Concrete MPa
1. M15 M15 15
2. M20 M20 20
3. M25 25
4. M30 M30 30
5. - M35 35
6. M40 M40 40
7. M45 M45 45
8. M50 M50 50
9. M55 55
10. M60 60
11. M65 65
12. M70 70
13. M75 75
14. M80 80
15. M85 85
16. M90 90
Note:
a) Definition of Nominal, Standard & High Performance Concrete may be referred from MoRT&H, Section
17030.1.
b) Requirements of High Performance Concrete shall be referred to Section 1715 of Specification for Road
& Bridge Works, MoRT&H.

The minimum grades of concrete and corresponding minimum cement content and
maximum water/cement ratios for different exposure conditions shall be as per Table-3.4, below
Table-3.4 Requirements of Concrete for different exposure conditions
Exposure Maximum W/C Minimum Cement Content, Minimum Grade of
3
Condition Ratio kg/cm Concrete
Moderate 0.45 340 M25
Severe 0.45 360 M30
Very Severe 0.40 380 M40
Note:
1) Above table is applicable for 20mm mineral aggregates.
2) Cement content shown above shall be increased by 40kg/m3 for use of 12.50mm nominal maximum size
of aggregate (NMSA) and decreased by 30kg/m3 for use of 40mm NMSA.
3) The maximum cement content excluding any mineral admixtures (Portland Cement Content alone) shall
not exceed 450 kg/m3.
4) Use of Design Mix Concrete shall invariably be preferred. Nominal mix shall however be permitted only for
minor bridges and culverts or other incidental construction where requirement is up to M20 only.

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For concrete subject to Sulphate attack, the requirements may be referred from Table-
1700-3 of Specification for Road & Bridge Works, MoRT&H.
3.9.6.2 Proportioning of Concrete.
Proportioning of concrete shall be as per requirements of section 1704 of Specification for
Road & Bridge Works, MoRT&H-2013. Contractor shall design the mix in case of “Design Mix
Concrete” or propose nominal mix in case of “Nominal Mix Concrete”, and submit same to the
Engineer for approval of the proportions of materials, including admixtures to be used. Water-reducing
admixtures (including plasticisers or super-plasticisers) may be used at the Contractor’s option,
subject to the approval of the Engineer. However, if design mix specifically has been recommended
with any admixtures, same shall be binding on contractor. Other types of admixtures shall be
prohibited, unless specifically permitted by the Engineer. Design Mix shall be encouraged from an
Authorized/NABL accredited laboratory.
The optimum consistency of various types of structures shall be as per Table-3.5, below.
Table-3.5 Requirements of Consistency
Type Slump (mm) at the time
S.No
of Placing
(a) Structures with exposed inclined surface requiring 25

1 low slump concrete to allow proper compaction.

(b) Plain cement concrete. 25
RCC structures with widely spaced reinforcements; e.g. 40 – 50
2 solid columns, piers, abutments, footings, well steining
3 RCC structures with fair degree of congestion of 50 – 75
reinforcement; e.g. pier and abutment caps, box culverts
well curb, well cap, walls with thickness greater than 300
mm.
4 RCC and PSC structures with highly congested 75 – 125
reinforcements e.g. deck slab girders, box girders, walls
with thickness less than 300 mm
5 Underwater concreting through tremie e.g. bottom plug, 150 – 200
cast-in-situ piling
Note: Refer Section 1704.1 of Specification for Road & Bridge Works, MoRT&H, for additional requirements
of optimum consistency

3.9.6.2.1 Requirements of Design Mixes

For specific requirements under design mixes, section 1704.2 of Specification for Road &
Bridge Works, MoRT&H, shall be adhered.

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The target mean strength of specimen shall exceed the specified characteristic
compressive strength by at least the “current margin”.
1) The current margin for a concrete mix shall be determined by the Contractor and shall be taken
as 1.64 times the standard deviation of sample test results taken from at least 40 separate
batches of concrete of nominally similar proportions produced at site by the same plant under
similar supervision over a period exceeding 5 days, but not exceeding 6 months.
2) Where there is insufficient data to satisfy the above, the current margin for the initial design mix
shall be taken as given in Table-3.6 below, till sufficient data is available to determine the
current margin.

Table-3.6 Current Margin for Initial Design Mix

Concrete Grade Current Margin (MPa) Target Mean Strength (MPa)

M 15 10 25
M 20 10 30
M 25 11 36
M 30 12 42
M 35 12 47
M 40 12 52
M 45 13 58
M 50 13 63
M 55 14 69
M 60 14 74
M 65 15 80
M 70 15 85
M 75 15 90
M 80 15 95
M 85 16 101
M 90 16 106

The requirements of Trial Mixes and Control of Strength of Design Mixes shall be adhered
as per section 1704.2.2 & section 1704.2.3 of Specification for Road & Bridge Works, MoRT&H.
3.9.6.2.2 Requirements of Nominal Mixes
Requirements for nominal mix concrete unless otherwise specified, shall be as detailed in
Table-3.7, below.

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Table-3.7 Requirements of Nominal Mix Concrete

Concrete Total Quantity of dry aggregate by Proportion of fine to Maximum
Grade mass per 50 kg of cement to be Coarse aggregate (by Quantity of Water
taken as the sum of individual mass) for 50kg of
masses of fine and coarse Cement
aggregates (kg) PCC RCC
M 15 350 Generally 1:2, subject to 25 -
M20 250 upper limit 1:1:5 and lower 25 22
limit of 1:2:5

3.9.6.2.3 Additional Requirements.

Concrete shall meet with any other requirements as specified on the drawing or as
directed by the Engineer. Additional requirements shall also consist of the following overall limits of
deleterious substances in concrete:
a) The total chloride content of all constituents of concrete as a percentage of mass of cement in
mix shall be limited to values given below:
Prestressed Concrete : 0.1 percent
Reinforced concrete exposed to chlorides in service
(e.g. structures located near sea coast) : 0.2 percent
b) Other reinforced concrete construction : 0.3 percent
c) The total water soluble sulphate content of the concrete
mix expressed as (SO3), shall not exceed : 4 percent by mass in the mix.
Proper checks shall be exercised on Suitability of proposed Mix Proportions, Mix
Proportioning process and Water/Cement Ratio as per guidelines of section 1704.5 & 1704.6 of
Specification for Road & Bridge Works, MoRT&H.
Grading of aggregates for pumped concrete shall be adhered as per section 1704.7 of
Specification for Road & Bridge Works, MoRT&H.
3.9.6.3 Admixtures
Use of admixtures such as Superplasticizers, or air entraining, water reducing,
accelerating and retarding agents for concrete, may be used with the approval of the Engineer.
As the selection of an appropriate concrete admixture is an integral part of the mix design, the
manufacturers shall recommend the use of any one of his products only after obtaining complete
knowledge of all the actual constituents of concrete as well as methodologies of manufacture,
transportation and compaction of concrete proposed to be used in the project work.
Admixtures/additives shall be used conforming to IS: 910, subjected to approval of the Engineer.

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The general requirements of admixtures shall be as per section 1007 of Specification for
Road & Bridge Works, MoRT&H. However, use of mineral admixtures shall be used as per clause
1714.1 and 1715.2 of Specification for Road & Bridge Works, MoRT&H.
Some of the requirements of Admixtures have been discussed in following Section 3.10, of this
chapter,
3.9.6.4 Size of Coarse Aggregates
The size (maximum nominal) of coarse aggregates for concrete to be used in various
components shall be given as Table-3.8, below.
Table-3.8 Requirements of Maximum Nominal Size of Coarse Aggregates
Maximum Nominal size
Components of coarse
Aggregate(mm)
1) RCC well curb 20
2) RCC/PCC Well Steining 40
3) Well cap or Pile cap, Solid type piers and abutments 40
4) RCC work in girders, slabs, wearing coat, kerb, approach slab hollow 20
piers and abutments, pier / abutment caps, piles
5) PSC work 20
6) Any other item. As specified by Engineer
Maximum nominal size of aggregates shall also be restricted to the smaller of the following
values:
❖ 10 mm less than the minimum lateral clear distance between individual reinforcements.
❖ 10 mm less than the minimum clear cover to the reinforcements.
❖ One quarter of minimum thickness of member.
The proportions of the various individual size of aggregates shall be so adjusted that the
grading produces densest mix and the grading curve corresponds to the maximum nominal size
adopted for the concrete mix.
3.9.6.5 Equipment for Batching, Mixing, Transportation, Placing and Compaction
The various requirements of various Equipment, including that used for Batching, Mixing,
Transportation, Placing and Compaction shall be as per Section 1707 and 1708 of Specification for
Road & Bridge Works, MoRT&H.
3.9.6.6 Concreting Under Water & Extreme Weather
The various requirements of concreting under water and other extreme weather conditions
shall be as per Section 1710 & Section 1711 of Specification for Road & Bridge Works, MoRT&H.

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3.9.6.7 Protection and Curing

Concreting operations shall not commence until adequate arrangements for concrete
curing have been made by the contractor. Curing and protection of concrete shall start immediately
after compaction of the concrete to protect it from:
❖ Premature drying out particularly by solar radiation and wind
❖ High internal thermal gradients
❖ Leaching out by rain and flowing water.
❖ Rapid cooling during the first few days after placing.
❖ Low temperature or frost
❖ Vibration and impact which may disrupt the concrete and interfere with its bond to the
reinforcement.
Where members are of considerable size and length, with high cement content,
accelerated curing methods may be applied, as approved by the Engineer. The additional
requirements under Curing using Water Curing, Steam Curing and use of Curing Compound may be
referred under section 1712 of Specification for Road & Bridge Works, MoRT&H.
3.9.6.8 Finishing
Immediately after the removal of forms, exposed bars or bolts, if any, shall be cut inside
the concrete member to a depth of at least 50 mm below the surface of the concrete and the resulting
holes filled with cement mortar.
All fins caused by form joints, all cavities produced by the removal of form ties and all other holes and
depressions, honey comb spots, broken edges or corners, and other defects, shall be thoroughly
cleaned, saturated with water, and carefully pointed and rendered true with mortar of cement and fine
aggregate mixed in the proportions used in the grade of concrete that is being finished and of as dry a
consistency as is possible to use.
Considerable pressure shall be applied in filling and pointing to ensure thorough filling in
all voids. Surfaces which have been pointed shall be kept moist for a period of twenty thousand four
hours. Special pre-packaged proprietary mortars shall be used where appropriate or where specified
in the drawing.
All construction and expansion joints in the completed work shall be left carefully tooled
and free from any mortar and concrete. Expansion joint filler shall be left exposed for its full length
with clean and true edges.
Immediately on removal of forms, the concrete work shall be examined by the engineer
before any defects are made good.
❖ The work that has sagged or contains honeycombing to an extent detrimental to structural
safety or architectural appearance shall be rejected.

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❖ Surface defect of a minor nature may be accepted. On acceptance of such work by the
Engineer, the same shall be rectified as directed by the Engineer.
3.9.7 Steel (Other than Structural Steel)
3.9.7.1 Cast Steel
The use of cast shall be limited to bearings and other similar parts. Steel for casting shall
conform to Grade 280-520 N of IS: 1030. In case where subsequent welding is unavoidable in the
relevant cast steel components, the letter N at the end of the grade designation of the steel casting
shall be replaced by letter W. Generally, 0.3% to .0.5% copper may be added to increase the
corrosion resistance properties.
3.9.7.2 Steel for Prestressing
The prestressing steel shall conform to either of the following:
(i) Plain hard drawn steel wire conforming to IS: 1785 (Part I) and IS: 1785 (Part II).
(ii) Cold drawn indented wire conforming to IS: 6003.
(iii) High tensile steel bar conforming to IS: 2090.
(iv) Uncoated stress relieved strands conforming to IS: 6006.
(v) Uncoated stress relieved low relaxation seven ply strand, conforming to IS: 14268.
3.9.7.3 Reinforcement/Un-tensioned Steel
For plain and reinforced cement concrete (PCC and RCC) or prestressed concrete (PSC)
works, the reinforcement/un-tensioned steel, as the case may be shall consist of the following grades
of reinforcing bars.
Grade Bar Type conforming to governing Characteristic Elastic
Designation IS Specification Strength fyMPa Modulus GPa
Fe 240 IS: 432 Part I Mild Steel Bar 240 200
IS: 1786 High Yield Strength Deformed
Fe 415 415 200
Bars (HSD)
IS: 1786 High Yield Strength Deformed
Fe 500 or Fe 500D 500 200
Bars (HSD)
IS: 1786 High Yield Strength Deformed
Fe 550 or Fe 550D 550 200
Bars (HSD)
IS: 1786 High Yield Strength Deformed
Fe 600 600 200
Bars (HSD)
Table-3.9 Grading Requirements of Reinforcement Steel
Note: If any grade of steel, above, is not commercially available, steel of next higher grade may be used. Other
grades of bars conforming to IS: 432 and IS: 1786 shall not be permitted.

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All steel shall be procured from original producers, no re-rolled steel shall be incorporated
in the work. Only new steel shall be delivered to the site. Every bar shall be inspected before
assembling on the work and defective, brittle or burnt bar shall be discarded. Cracked ends of bars
shall be discarded.
Purchase of steel, as far as possible must be made from Original Manufacturer and as per
Specifications conforming IS:1786. Engineer may allow the procurement of steel from other suppliers,
provided same is conforming IS:1786. Further, is such case, apart from having the manufacturer’s
test certificate, the steel shall be got tested by third party test facility, which must be NABL accredited
laboratory, ensuring conformity to IS: 1786. However, regular third party evaluation of lots of steel
may carried out, at the discretion of engineer.
3.9.7.4. Fusion Bonded Epoxy Coated Reinforcement/Un-tensioned Steel
Fusion-bonded epoxy coated reinforcing bars shall meet the requirements of IS: 13620.
Additional requirements for the use of such reinforcement bars may be referred to Specification for
Road & Bridge Works, MoRT&H, Section:1009.3.2. Coating of Hot dipped galvanized reinforcing steel
shall be provided, wherever required, and as per IS: 12594-1988.
3.9.7.5 Grey Iron Castings
Grey Iron castings to be used for bearings shall have the following minimum properties
and shall conform to testing as per IS: 210:
(i) Minimum ultimate tensile strength 370 MPa
(ii) Modulus of Elasticity 147000 MPa
(iii) Brinell Hardness 230 MPa
(iv) Shear Strength 370 MPa
(v) Compressive Strength 1370 MPa
3.9.7.6 Steel Forgings
Forged steel pins shall comply with clause 3, 3A or 4 of IS: 1875 and steel forgings shall
comply with clause 3, 3A or 4 of IS: 2004. Raw materials of the forging will be taken as per IS: 1875
with minimum reduction ratio of 1.8:1. Alternatively, if forging is made from ingot, a minimum
reduction ratio between the ingot and forging will be 4:1. Forging shall be normalized.
3.9.8 Structural Steel
Unless otherwise permitted herein, all structural steel shall before fabrication comply with
the requirements of the following Indian Standards:
IS: 226 : Structural Steel (Standard Quality).
IS: 961 : Structural Steel (High Tensile).
IS: 2062 : Wieldable Structural Steel.
IS: 8500 : Wieldable Structural Steel (medium & high strength qualities).

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IS: 1148 : Hot rolled rivet bars (upto 40 mm dia) for structural purposes.
IS: 1149 : High tensile rivet bars for structural purposes.
IS: 1161 : Steel tubes for structural purposes.
IS: 4923 : Hollow Steel sections for structural use.
IS: 11587: Structural weather resistant steel.
IS: 808 : Specifications for Rolled Steel Beam, Channel and Angle Sections.
IS: 1239 : Mild Steel Tubes.
IS: 1730 : Dimension for Steel Plate, sheet and strip for structural and general
engineering purposes.

IS: 1731 : Dimension for Steel flats for structural and general engineering purposes

IS: 1732 : Dimension for round and square steel bars for structural and general engineering
purposes

IS: 1852 : Rolling and cutting tolerances for hot rolled steel products
The use of structural steel not covered by the above standards may be permitted with
the specific approval of the authority. Detailed description on use of Structural Steel may be referred
under Specification for Road & Bridge Works, MoRT&H, Section-1900. This covers following in
particular;
(i) Assorted materials including casting & forging, fastners, welding consumables, welds and
paints.
(ii) Detailed fabrication requirements.
(iii) Erection & testing.
(iv) Test and standards of acceptance.
3.9.9 Stainless Steel
Stainless steel shall be austenitic chromium-nickel steel, possessing rust, acid and
heat resistant properties conforming to IS: 6603 and IS: 6911. Mechanical properties/grade for such
stainless steel shall be as specified by the accepting authority, but in no case be inferior to mild steel.
Generally, stainless steel is available as per AISI grades. AISI 304 which I equivalent to grade
04Cr18Ni110 of IS: 6911 satisfies the requirements of mechanical properties of structural steel. Other
grades of stainless steel for specific purposes may be provided as per specific requirements. For
application in adverse/corrosive environment, stainless steel shall conform to AISI 316L or
O2G17NiMo2 of IS: 6911.
3.9.10 Water
Water used for mixing and curing shall be clean and free from injurious amounts of oils,
acids, alkalis, salts, sugar, organic materials or other substances that may be deleterious to concrete

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or steel. Potable water is generally considered satisfactory for mixing concrete. Mixing and curing
with sea water shall not be permitted. pH value of water shall not be less than 6.
In case of any doubt about the quality of water, test samples may be casted, with same
water, to ascertain critical test parameters like compressive strength and initial/final setting time of
cement. Sample of water referred for testing shall represent the water proposed to be used for
concreting.
Average 28 days compressive strength of at least three 150mm concrete cubes, prepared
with proposed water, shall not be less than 90% of average strength of other three samples of
concrete, prepared with distilled water. Guidelines and conformity of IS: 516, shall apply.
Maximum permissible values for concentrations within water, shall be referred from
Specification for Road & Bridge Works, MoRT&H, Section: 1010.
3.9.11 Timber
The timber used for structural purposes shall conform to IS: 883.
3.9.12 Concrete Admixtures
Admixtures are materials added to the concrete before or during mixing with a view to
modify one or more of the properties of concrete in the plastic or hardened state. Concrete admixtures
are proprietary items of manufacture and shall be obtained only from established manufacturers with
proven track record, quality assurance and full-fledged laboratory facilities for the manufacture and
testing of concrete.
3.9.12.1 Mineral Admixtures
Mineral admixtures, as part of replacement of Portland Cement, with approval of engineer,
shall include Fly-Ash (conforming IS:3812-3), Granulated slag (conforming IS:12089), and Silca
fumes (conforming IS:15388).
3.9.12.2 Chemical admixtures
Chemical admixtures shall be used when contractor/supplier can provide following
information concerning each admixture, after obtaining the same from the manufacturer:
(i) Compatibility of admixture with cement.
(ii) Normal dosage and detrimental effects, if any, of under dosage and over dosage.
(iii) The chemical names of the main ingredients in the admixtures.
(iv) The chloride content, if any, expressed as a percentage by the weight of the admixture.
(v) Values of dry material content, ash content and relative density of the admixture which can be
used for Uniformity Tests.
(vi) Whether or not the admixture leads to the entertainment of air when used as per the
manufacturer’s recommended dosage, and if so to what extent.

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(vii) Where two or more admixtures are proposed to be used in any one mix, confirmation as to
their compatibility.
(viii) Whether there is any increased risk of corrosion of the reinforcement or other embedments,
as a result of using the admixture.
(ix) Adverse effects on Durability of concrete
3.9.12.3 Physical and Chemical Requirements
Admixtures shall confirm to the requirements of IS: 9103. In addition, other conditions as
mentioned in Specification for Road & Bridge Works, MoRT&H, Section: 1012, for physical and
chemical requirements, shall be satisfied:
3.9.13 Reinforced and Prestressed Concrete Pipes
Reinforced concrete pipes for highway structures shall be of NP4 type conforming to the
requirements of IS:458. Prestressed concrete pipes (NP4), conforming to IS: 784, can also be used.
3.9.14 Storage of Material
All material may be stored at proper places so as to prevent their deterioration or intrusion
by foreign matter and to ensure their satisfactory quality and fitness for the work. The storage space
must also permit easy inspection, removal and re-storage of the materials. All such materials even
though stored in approved godowns/places, must be subjected to acceptance test prior to their
immediate use.
The guidelines for storage of Bricks, Aggregates, Cement, Reinforcement/Un-tensioned
Steel, Prestressing Material, Water etc, may be referred from Specification for Road & Bridge Works,
MoRT&H, Section: 1014.

3.10 Tests & Standards of Acceptance

All materials, even though stored in an approved manner shall be subjected to an
acceptance test, prior to their immediate use, as per applicable standard. Independent testing of
cement for every consignment shall be subjected to an acceptance test prior to their immediate use.
Independent testing of cement for every consignment shall be done by the Contractor at
site in the laboratory approved by the Engineer before use. Any cement with lower quality than those
shown in manufacturer’s certificate shall be debarred from use. In case of imported cement, the
same series of tests shall be carried out before acceptance.
3.10.1 Testing and Approval of Material
The Contractor shall furnish test certificates from the manufacturer/supplier of materials
along with each batch of materials, finished products used in the construction as per requirements of
conditions of contract and the relevant specifications. The contractor shall set up a field laboratory

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with necessary equipment for testing of all materials. The testing of all the materials shall be carried
out by the Engineer or his representative for which the Contractor shall make all the necessary
arrangements and bear the entire cost.
Tests which cannot be carried out in the field laboratory have to be got done at the
Contractor’s cost at any recognized laboratory/testing establishments approved by the Engineer.
3.10.2 Sampling of Materials
Samples provided to the Engineer or his representative for their inspection/retention are to
be in labeled boxes suitable for storage. Samples required for approval and testing must be supplied
well in advance by at least 48 hours or minimum period required for carrying out relevant tests to
allow for testing and approval. Delay to works arising from the late submission of samples will not be
acceptable as a reason for delay in the completion of the works. If materials are brought from abroad,
the cost of sampling/testing whether in India or abroad shall be borne by the Contractor.
3.10.3 Rejection of Materials not conforming to the Specifications
Any stack or batch of materials(s) of which samples(s) does not conform to the prescribed
tests and quality shall be rejected by the Engineer, or his representative, and such materials shall be
removed from site by the Contractor, at his own cost. Such rejected materials shall not be made
acceptable by any modifications/rectification.
3.10.4 Testing and Approval of Plant and Equipment
All plants and equipment used for preparing, testing and production of materials for
incorporation into the permanent works shall be in accordance with manufacturer’s specifications and
shall be got approved by the Engineer before use.

3.11 Concrete in Piles

The basic materials and the specifications for steel reinforcement, structural concrete,
prestressed concrete and structural steel to be used in pile foundations shall be as given in the
relevant sections above or as per Specification for Road & Bridge Works, MoRT&H, Section: 1000,
1700,1800 & 1900.
3.11.1 Concrete in Piles
Requirements of concrete to be used in cast-in-situ and precast piles shall be as per
following Table-3.10 below;

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Cast in-situ Concrete by Tremie Precast Concrete

Grade Designation M35 M35
Minimum Cement Content 400kg/m3 400kg/m3
Minimum w/c ratio 0.40 0.40
Slump (mm) at placement 150-200 50-75
Table-3.10 Requirement of Concrete in Piles
Note: minimum cement content and minimum w/c ratio are to be based on total cementious material, including
mineral admixtures.
Concrete mix should have homogeneous mixture with required workability for the system
of piling adopted. Suitable and approved admixtures (mineral/chemical) may be used in concrete mix
where necessary, as cement reducing agents or water reducing agents/plasticizers/super plasticizers.
Where piles are exposed to action of harmful chemicals or severe conditions of exposure
due to presence of sulphate, chloride etc, it may be preferable to opt for higher grades of concrete
restricting water cement ratio to 0.45. For improving resistance against the penetration of chlorides
and sulphates from surrounding soils or water, mineral admixtures such as fly ash, silica fumes,
GGBFS conforming to BIS/International Standards and as per IRC:112, may be used.
3.12 Geosynthetics as Special Material
Geosynthetic is a general classification for all synthetic materials used in
geotechnical/geo-structural engineering application. It includes geo-textiles, geo-grids, geo-nets, geo-
membranes, geo-cells, geo-mats, natural geotextiles, paving fabric/glass grids and geo-composites.
Such material generally have quite a wide range of applicability for bridge construction like
slope protection, reinforcement, drainage, separation, erosion control, capillary cut-off, water barrier
etc. Specification for Road & Bridge Works, MoRT&H, Section: 700, covers the various applications of
Geosynthetic materials in road and bridge works including supplying and laying as per special
provisions.

3.13 Sampling and Testing Frequency of Testing Material

3.13.1 Sampling
The testing of material shall be conducted based on samples collected from field or
quarries or batching plants as per relevant standards codes / prescribed procedures. The minimum
weight of sample shall be adequate to conduct test for which it has been sampled. For sampling,
random numbering statistical method shall be used. The random sampling procedure to be followed
as given in IRC/IS/ASTM/AASHTO codes etc.

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3.13.2 Testing
The Contractor and the Executing Departments/Agency’s Quality Control Engineer shall
ensure that any test is carried out as per relevant code mentioned therein and the record of testing is
maintained in laboratory. Tests which could not be conducted in field / lab shall be conducted in an
independent laboratory.
The tests shall be conducted on unbiased samples, taken from field as per relevant
Specification for Road & Bridge Works, MORT&H or the relevant Indian Road Congress (IRC). Where
the said specifications are silent in regard to the specifications in question, in that case, the
specifications under the Bureau of Indian Standards (BIS)/ AASHTO/ ASTM and BS code shall apply
in that order. All tests shall be conducted in Engineering Testing Laboratory established by Contractor
under the supervision of qualified Quality Control Engineer, from the Executing Department/Agency.
All test results shall be properly maintained in laboratory. Any substandard material in the
work shall be identified immediately and Contractor shall be informed in writing for removing as per
concession agreement.
3.13.3 Frequency of Testing
The type and frequencies of various quality control tests conducted on unbiased samples
collected form field/quarry/source, shall be deemed mandatory. The Contractor’s QC
Engineer/Material Engineer and Executing Department/Agencies Field Engineer/QC Engineer shall
ensure that frequencies of test are maintained as per relevant specifications. Confirmatory test if
desired shall be carried out in Independent Laboratory. Any sub-standard material incorporated in
work should be identified immediately and the Executing Department/Agencies shall informs the
Contractor, in writing, for the removal, of same, from the site. The frequencies of various tests to be
conducted shall be as per relevant code and MORT&H specification
The brief account of various Tests & their Frequency, which is required to be maintained
as per relevant provisions of codes/specifications, is presented as per Table-3.11 below or same may
be referred as per well documented Contract Agreement:
Table- 3.11 Brief Requirement of various Tests & Frequency
Sr. Description of
Ref. Codes Frequency Acceptance Standards
No. Work / Tests
NOTE: Most latest mandate of BIS/IRC/MoRT&H code/specifications shall apply, wherever applicable

1. Coarse Aggregate for Structures (MORTH Specification clause 1007 & I.S 383- 1970)
As per Table 1000-1 of MORTH
IS:2386 Specifications & As per Table -1 of
i. Grading Before starting of work
(Part 1) IS 383.

Estimation of deleterious
IS:2386
ii. materials and organic Once for source approval Table -1 of IS 383.
(Part 2)
impurities

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Sr. Description of
Ref. Codes Frequency Acceptance Standards
No. Work / Tests
NOTE: Most latest mandate of BIS/IRC/MoRT&H code/specifications shall apply, wherever applicable
a. Coal and Lignite - One test per source Max. 1%
b. Clay Lumps - One test per source Max. 1%
Material finer than 75 One test per source & one
c. - Max. 3%
micron. test per day
Total of all Deleterious
d. - One test per source Max. 5% As per table- 2 of IS: 383
Matters
Specific gravity, density,
IS:2386
iii. voids, water absorption and One test per source Water absorption max-2%
(Part 3)
bulking
Mechanical properties
One each source of supply
(Aggregate Impact Value-AIV IS:2386 AIV - 45% max for concrete LAAV -
iv. and when called for by the
or Loss Angeles Abrasion (Part 4) 50% max for concrete
Engineer In charge
Value-LAAV)
Soundness in Sodium
IS:2386 Max. 12% and Max. 18%
v. Sulphate and Magnesium One test per source
(Part 5) respectively.
Sulphate
IS:2386 (Part 7) & IS:
vi. Alkali aggregate reactivity One test per source Innocuous aggregate
383
IS: 2386 (Part 8) & Information required for approval
vii. Petrography examination One test per source
IS:383 of source
viii. Flakiness Index IS: 2386 (Part 1) Before starting of work Not greater than 35%
Maximum Nominal Size of Coarse Aggregates Shall be referred from MoRT&H Table 1700-7

2. Sand/ Fine Aggregate for Structures (MORTH Specifications Clause 1008 & IS: 383-1970)
Fineness modulus of fine
i. IS: 383 One test for 15 m3 Min. 2.0 and Max. 3.5
aggregate
Soundness in Sodium
Max. 10% and Max. 15%
ii. Sulphate and Magnesium IS: 2386 (Part 5) One test per source
respectively.
Sulphate
One test for 15 m3
iii. Deleterious Constituents IS: 2386 (Part 2)

a. Coal and Lignite - One test for 15 m3 Max. 1%

b. Clay Lumps - One test for 15 m3 Max. 1%
c. Shale - One test for 15 m3 Max. 1%
Total of all Deleterious
d. - One test for 15 m3 Max. 5%
Matters
Max. 3% for natural sand and 15%
v. Material Passing 75 micron IS: 2386 (Part 1) Before starting of work for crushed aggregate (As per IS
383- 1970)
vi. Specific Gravity IS: 2386 (Part 3) One test per source Min 2.5
vii. Water Absorption IS: 2386 (Part 3) One test per source Max. 2%
Surface Moisture Content
viii. IS: 2386 (Part 3) When required Max. 5%
(Free moisture)

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Sr. Description of
Ref. Codes Frequency Acceptance Standards
No. Work / Tests
NOTE: Most latest mandate of BIS/IRC/MoRT&H code/specifications shall apply, wherever applicable
ix. Alkali – Aggregate Reactivity IS: 2386 (Part 7) One test per source Innocuous aggregate
As per Table 1000-2 of MORTH
x. Grading Requirement IS: 2386 (Part 1) Before starting of work
Specifications
xi Bulking IS: 2386 One test per source

3. Admixture
i Chemical Tests As per IS: 9103 Once per source As per IS: 9103

4. Construction Water
i Alkalinity and Acidity MORT&H clause 1010 Once per source MORT&H clause 1010
ii Solids As per IS: 3025 One test per source As per IS 3025

5. Steel
i Physical & Chemical test As per IS:1786 As per IS 1786 As per IS 1786

6. Size Stones
One each source of supply
Not more than 5% of its dry
i Water absorption As per relevant IS:1124 and when called by the
weight
Engineer In charge
ii Dimension check - As directed by Engineer -
Iii Type of rock As per IS: 2386 As directed by Engineer -

7. Cement
One each source of supply
i Fineness As per IS: 4031 and when called by the Limit as per IS 269: 2015
Engineer In charge
One each source of supply
ii Initial/ Final setting time As per IS: 4031 and when called by the Limit as per IS 269: 2015
Engineer In charge
One each source of supply
Compressive strength
iii As per IS: 4031 and when called by the Limit as per IS 269: 2015
(3days,7days,28days)
Engineer In charge

8. Mortar
One sample for every 2 m3 of
mortar subject to a minimum
i Compressive strength As per IS: 2250 of three samples for a day As per IS 2250
work

9. Lime
Three final test sample for a
i Chemical properties as per IS: 6932, 1514 lot size up to 100 tones as as per IS 6932, 1514
per table 3 in IS 712- 1984
Three final test sample for a
ii Physical properties As per IS: 6932 lot size up to 100 tones as as per IS 6932
per table 3 in IS 712- 1984

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10. Structural Concrete (MORT&H Specifications Section 1700)

Requirements of Structural Concrete shall be as described in Section 3.9.6, above, with
following requirements for quality assurance of concrete.
Description of
Sr. No. Ref. Codes Frequency Acceptance Standards
Work / Tests
Note:
a) Random sampling and lot by lot acceptance inspection shall be made for the 28 days Cube Strength.
b) Concrete shall be tested in lots with no individual lot more than 30 cu.m in volume.
c) Different grades of mixes of concrete shall be divided into separate lots.
d) Concrete of a given lot shall be used in the same identifiable component of the Bridge.
e) A sample of concrete shall be the average of

Sampling of 150mm size cube - 3 cubes for 7 days & 6 cubes for
IS:1199
i specimen of each mix. 28 days Compressive strength
test
ii Cube strength (At least 3 cubes on 7 IS:516 Each trial mix a) 7days strength: for preliminary
days &6 cubes on 28 days) assessment only.
b) 28 days cubes strength shall
Note: A sample shall be understood achieved Target mean strength
as average of strength of 3-cubes.
Individual variation in test of cubes
should not be more than ± 15% of
Average.
iii Sampling of concrete for each grade IS: 1199 Qty of concrete No. of MORTH Specifications Clause 1717.7
at site and compressive strength (m3) Samples
(At least one sample shall be taken The mean strength determined from
1–5 1
from each shift of work) any group of four consecutive non-
6 – 15 2
overlapping samples should exceed
16 – 30 3
the specified characteristic
31 – 50 4
compressive strength by 3Mpa.
51 and above 4 plus one
a) Strength of any sample is not
additional
less than the specified
sample for
each characteristic compressive
additional 50 strength minus 3 MPa.
m3or part b) When Concrete does not satisfy
thereof the above conditions,
representative cores shall be
extracted from hardened
concrete for compression test in
accordance with IS:1199 &
IS:516.

3.14 Calibration of Instruments of Material Testing & Manufacturing:

All measuring instruments and testing equipment (field and laboratory) shall be uniquely
numbered, properly stored, suitably handled in a manner appropriate to its sensitivity & calibration.
Each equipment shall be maintained in a known state of calibration. If any instrument is repaired,
steps shall be taken.

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4. QUALITY SYSTEMS FOR ROAD BRIDGES

4.1 To ensure building of safe, serviceable, durable and economically viable bridges, it is necessary
to have a strategy for management of human skills by way of quality system defining quality policy,
quality assurance and quality audit. Guidelines on quality systems for road bridges have been
evolved by IRC vide SP: 47 - 1998 “to facilitate preparation of appropriate quality systems for new
bridge projects and application of these guidelines will inculcate in all those involved in this building
activity that provide the product or services expected of them consistently. These guidelines cover
quality system for activities of bridge structure using concrete elements and include project
preparation, design and drawing, construction and supervision, contract management, quality of
materials and equipments used in construction and workmanship. The guideline also stipulate
organizational requirement for adoption of quality system by suppliers, purchasers, owners, approving
authorities and consultants. These guidelines have been made applicable for all the bridge structures
on National Highways and centrally financed schemes by the Ministry vide Circular No. RW/NH
34066/5/S&R dated 20th Dec. 1999.

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5. PROJECT SCHEDULING AND MONITORING OF WORKS

5.1 Scheduling
In construction project it is very important to identify the risk factors affecting the project at
the early stage in order to control and monitor the progress at every stage of the construction work to
avoid the time and cost overruns of the project. This can be achieved by proper project management
process.
For all important bridge projects, it is essential to have a CPM/ PERT chart for the entire
project. Reference may be made to Special Publication No. SP-14 of IRC Construction agency should
submit the chart preferably along with the tender, and in any case before commencement of work.
For minor bridges, bar charts fixing the targets for the major activities along with the construction
schedule may be submitted.
The various activities involved in the completion of the project right from the award of
work to its completion shall be identified both in terms of time and money as also the resources like
manpower, T&P and materials etc., required for the completion of the activity, the entire purpose
being to streamline the construction procedures and take advance action in respect of those
activities which affect the subsequent activities and in particular, the activities in critical path, so as to
avoid any delay arising in the completion of the project. The inter-dependency of different activities
should be correctly shown and the activity durations considered shall be realistic. The CPM chart
should be updated regularly as the work progresses.
Availability of resources, viz, manpower, material, plant and machinery and funds shall be
clearly identified to enable their mobilization / procurement well in time.

5.2 Monitoring
It is important to monitor the progress of work during execution so that time frame already
set for completion of the work is not exceeded. So to complete the project on time the site Supervisor
shall maintain progress of the work on daily, weekly and monthly basis and same shall be forwarded
to higher authorities.

5.2.1 To monitor the progress of the work at various stages, necessary data must be maintained at
site showing the position of each activity, targets to be achieved, bottlenecks, if any, expenditure and
position of funds, etc.

5.2.2 Monthly/quarterly progress reports may be prepared in the Performa prescribed by the
department and submitted regularly to the concerned officers for their information and for keeping a

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close watch on the progress of the work and the problems encountered in the field with a view to sort
them out.

5.2.2 It is necessary to ensure simultaneous completion of a bridge work and its approaches.
Accordingly, progress made on the approaches may also be indicated.

5.3 Record Keeping and Documentation.

It is important to record an activity or conversation in writing and not leave these events to
memory. It is extremely difficult to recall events that have occurred five or six years in the past. If an
activity or event is not recorded in writing and there is a conflict in those positions, then the arbitrator
or judge is left in a difficult position of determining which witness is more credible.
Good record keeping is based on a fair and unbiased recording of actual facts and not
speculation or denigration of personalities. Written factual records of any event will always be
preferred over oral recollections or reconstruction of the event.
If a claim or dispute appears to arise this should be recorded with the other parties.
Relevant photographs of change in work and circumstances forming the basis of a claim often lead to
a quick resolution of the dispute.
Record of design and drawings as approved for construction and completion of drawings
as per actual construction should be maintained meticulously at the division / circle office or at Chief
Engineer’s office. To save storage space micro filming system may be introduced.

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6. BRIDGE INSPECTION AND MAINTENANCE

6.1 Bridge Inspection
6.1.1 Introduction
Bridges are key elements of the Road or Railway network because of their strategic
location and the dangerous consequences when they fail or when their capacity is impaired. The
fundamental justification for a bridge inspection programme lies in the assurance of safety. Timely
and economic planning and programming of remedial and preventive maintenance and repair work, or
even bridge replacement with the minimum interruption to traffic are dependent upon detailed bridge
inspection. It is particularly necessary in case of old bridges not designed to modern loading
standards and also whose materials of construction have deteriorated as a result of weathering.
Inspection is aimed at identifying and quantifying deterioration, which may be caused by
applied loads and factors such as dead load, live load, wind load and physical/chemical influences
exerted by the environment. Apart from inspection of bridge damage caused by unpredictable natural
phenomena or collision by vehicles or vessels, inspection is also needed to identify or follow up the
effect of any built-in imperfections. Inspection can also help to increase life of older bridges. For
example, there are certain types of deterioration which appear early in the life of a bridge and which, if
not recorded and repaired promptly, can lead to considerable reduction in the length of service life of
the bridge.
6.1.2 Purpose of Bridge Inspection
Specific purposes of bridge inspection can be identified as detailed below:
❖ To know whether the bridge is structurally safe, and to decide the course of action to make it
safe.
❖ To identify actual and potential sources of trouble at the earliest possible stage.
❖ To record systematically and periodically the state of the structure.
❖ To impose speed restriction on the bridge if the condition/ situation warrants the same till the
repair/ rehabilitation of the bridge is carried out.
❖ To determine and report whether major rehabilitation of the bridge is necessary to cope with
the natural environment and the traffic passing over the bridge.
❖ To provide a feedback of information to designers and construction engineers on those
features which give maintenance problems.
6.1.3 Planning the Inspection
Careful planning is essential for a well-organized, complete and efficient inspection. The
bridges over water are inspected at times of low water, generally after the monsoon. Bridges
requiring high climbing should be inspected during seasons when winds or extreme temperatures

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are not prevalent. Bridges suspected of having trouble on account of thermal movement should be
inspected during temperature extremes. The bridges are inspected starting from foundations and
ending with superstructures. Planning for inspection must include the following essential steps:

❖ Decide the number of bridges to be inspected on a particular day.

❖ Go through the previous inspection reports of those bridges before starting the inspection.
❖ Try to have plans and other details of important bridges.
❖ Plan any special inspection equipments, staging etc. required in advance.
❖ Don’t rush through the inspection just for completion sake. Remember that you are inspecting
the bridge only once in a year.
6.1.4 Preliminary Study
While going for bridge inspection one should be familiar with the historical data of the
bridges i.e.
❖ Completion plans, where available
❖ Pile and well foundation details
❖ Earlier inspection reports
❖ Reports regarding the repairs/strengthening carried out in the past.
❖ For major girder bridges, stress sheets are useful.
6.1.5 Inspection Equipments
The following equipments are required for thorough inspection of the various elements of
bridges:
❖ Pocket tape (3 or 5 m long)
❖ Chipping hammer
❖ Plumb bob
❖ Straight edge (at least 2 m long)
❖ 30 metre steel tape
❖ A set of feeler gauges (0.1 to 5 mm)
❖ Log line with 20 kg lead ball (to be kept at bridge site)
❖ Thermometer
❖ Elcometer
❖ Wire brush
❖ Mirror (10x15 cm)
❖ Magnifying glass (100 mm dia.)
❖ Crackmeter
❖ Chalk, Waterproof pencil, pen or paint for marking on concrete or steel

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❖ Centre punch
❖ Calipers (inside and outside)
❖ Torch light (5 cell)
❖ Screw drivers
❖ Paint and paint brush for repainting areas damaged during inspection
❖ Gauge-cum-level
❖ Piano wire or leveling instrument for camber measurement
❖ 15 cm steel scale
❖ Inspection hammer (350-450 gm)
❖ Rivet testing hammer (110 gm)
❖ Schmidt hammer
❖ Concrete cover meter
❖ Binoculars (Optional where required)
❖ Camera (Optional where required)
Depending on the bridge site and the need envisaged during inspection, some additional
equipments that may become necessary are listed below:
❖ Ladders
❖ Scaffolding
❖ Boats or barges
❖ Echo sounders to assess the depth of water/ scour depth
❖ Levelling equipment (to assess camber)
❖ Hand held laser distance/range meter.
❖ Dye penetration test equipment (to detect cracks specially in welds)
6.1.6 Safety Precautions
While inspecting bridges, one should adopt certain safety measures which are listed
below:
❖ Wear suitable dress so that loose ends do not get caught; too-tight-a-dress may hamper your
free movements.
❖ If you normally wear glasses for improving your eye sight, wear them when climbing up or
down the sub- structures or superstructures.
❖ Keep clothing and shoes free of grease.
❖ Scaffolding or platforms should be free from grease or other slippery substances.
❖ Scaffolding and working platforms should be of adequate strength and must be secured
against slipping or over turning.
❖ Line block or power block shall be taken as and when necessary.

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❖ No short cuts, at any cost, should be adopted.

A Proforma for inspection report for road bridges (extracted from IRC SP 35 Guidelines for
inspection and maintenance 1990) is given below.

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6.2 Maintenance of Bridges

6.2.1 Introduction
Bridges represent a considerable capital asset not only because of the heavy investment
required in constructing or replacing them but also because some of them form part of the historic
and cultural heritage of a country. None of the bridges is endowed with an eternal life. Lack of
maintenance generally results in reduced life and deterioration in the bridge structure. The adage
“Prevention is better than cure” and “A stitch in time saves nine” are eminently true for bridges, where
defects can rapidly lead to serious consequences if action is not taken in time. Demands made on
bridges as also problems in attending to them have increased over the years. Therefore, it is
essential to prolong the life of structures and rehabilitate them wherever necessary and possible.
The maintenance of bridge involves the up-keeping of the bridge components in good and
serviceable condition so as to ensure a longer life of the bridge as envisaged at the time of its design
and construction. Even if the bridges are well designed and properly constructed, periodic
maintenance, if needed, is very essential to keep them in good serviceable condition. Therefore the
bridges should be inspected and properly maintained.
6.2.2 Symptoms and Remedial Measures
Some of the common symptoms and remedial measures thereof are listed below:
Nature of the Problem Remedial Measures
a) Foundation
i) Settlement:
Moderate - Packing under superstructure
Severe - Stabilize by piles around foundation
- Do micro pilling or root piling or rebuild
ii) Scour:
Moderate - Protect by flooring
- Dump boulders around piers in scoured portion.
Severe - Protect by piles around the foundation.
b) Substructure
i) Weathering of masonry :
Joints - Superficial - Pointing
Deep - Grouting with cement or epoxy
- Plaster the masonry
Leaching of lime mortar - Cement grouting
Leaching of masonry - Guniting

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ii) Vertical cracks - Grouting with cement or epoxy

- Jacketing
iii) Horizontal cracks - Increase the section by jacketing
iv) Leaning/bulging - Backfill drain
- Weep holes
- Soil Anchoring/rock anchoring
- Jacketing
- Rebuilding
v) Hollow left in masonry due to - Cement grouting
defective workmanship
vi)Reduction of gap at end - Check the bearing
of girder. - Pull back the girder after checking the verticality of piers.
c) Training and Protection Works
i) Damaged pitching - Repair with stone and point them.
ii) Toe wall damaged - Rebuild them
iii) Damaged apron or washed away - Repair or rebuild them
iv) Reduction in section - Repair before monsoon
of guide bund/spur etc.
d) Bed Blocks
i) Crushing of bed blocks - Repair them with epoxy mortar after removing all loose under
bed plates material
ii) Shaken/loose bed blocks - Pointing around the bed blocks
- Epoxy grouting
- Provide through bed blocks
iii) Cracked bed block - Recast bed blocks either cast-in-situ or precast
iv) Cracks in masonry below - Repair the crushed masonry with epoxy mortar
bed block
e) Bearings
i) Corroded but not seized - Clean and Grease it
ii) Corroded and seized - Replace it
iii) Shearing of strips, - Check the movement of girder.
anchor bolts - Strengthen the approaches.
- Repair the sheared parts.
iv) Impact at bearing - Check the levels of bed blocks.

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- Provide a layer of epoxy mortar in the gaps.

v) Flattening of rollers - Replace the rollers
or cracked rollers
vi) Tearing/cracking/ - Replace the bearing with good quality bearing.
bulging of elastomeric Bearings
f) Superstructure
1. Arches
i) Weathering - Pointing
- Grouting with cement or epoxy
- Guniting
ii) Visible distortion - Jacketing intrados or extrados in profile
iii) Cracks in arch - Grouting with cement or epoxy.
- Jacketing intrados or extrados
iv) Cracks/bulges in - Draining the back fill
parapet/spandrel - Providing Ties
wall - Rebuilding
2. Steel Girders (Riveted and welded)
Plate Girder / Open Web Girder
i) Early steel - Replace the girder
- Check with reduced stresses
ii) Weathered paint - Painting
surface
iii) Flaking & peeling of steel - Provide cover plates
iv) Distortion of - Change the bracings. Also check for its adequacy.
bracings
v) Distortion of - May be due to over load.
stiffeners - Redesign and provide a heavier section
vi) Loose rivets at - Replace the rivets.
floor system joint
vii) Cracks in steel works
a. Whenever a crack is detected in the steel work, its cause
should be established and further propagation, if any,
monitored. If the crack is propagating in a direction
perpendicular to the stress in member, holes 20 or 22 mm dia

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may be drilled at crack ends to arrest the crack propagation.

The edge of holes should be placed at visible ends of the
crack. After holes are drilled it should be checked that crack
tips have been removed and turned bolts of 20 or 22 mm dia
as the case may be should be provided in the holes and fully
tightened. Any reduction in strength of girder due to the crack
and drill of holes should be given due consideration.
b. The method of repair of crack should be decided based on
the location and severity of the crack.
As a long term solution the cracked member may be
strengthened by cover plate (s), adequately riveted. If this is
not feasible, the defective member may have to be taken out
and repaired/replaced.
c. Permanent measures may consist of the cracked member
being retrofitted with riveted or bolted splice or where feasible
the entire member may be replaced.
d. Field welding should not be undertaken for repair of cracks.
viii) Rust mark over metalized - same as above (vii)
surface Possibility of crack/ loose rivet at joint
ix) Progressive loss of camber - May be due to overload or bad riveting. Check for stresses
and strengthen it.
- Regirder the bridge
- Lift the panel joints and re-rivet the girder joints.
3. Pipes
i) Distortion of section/cracks - Change the pipe by rebuilding
ii) Sag - Strengthen sagged portion.
4. RC/PSC Slabs
i) Map pattern surface
cracks (not progressive) - Keep under observation
ii) Structural cracks - Grouting with epoxy
iii) Spalling of concrete - Guniting
5. RC/PSC Girders
i) Cracks in anchorage zone - Epoxy grouting
- Replace the girder.

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ii) Spalling/crushing - Guniting

iii) Shear cracks, Flexural cracks - Epoxy grouting.
6. Composite girders
i) Seperation of the concrete or
Crack in Concrete a. If separation of the concrete deck slab Slab from the steel
girder is noticed, the location and length should be marked
distinctly with paint for easy identification. Repair and retrofit
scheme should be prepared after fully investigating the
cause of the problem.
Epoxy grouting may be done to bind the deck slab and the
girder where the defect is noticed and the girder should be
kept under close observation.
If the epoxy grouting is not found effective, vertical
prestressing or strapping may be necessary for which holes
should be drilled in the deck slab near the girder in the
affected location and vertical prestressing/ strapping
provided.
b. The drainage system of the deck slab should be
thoroughly cleaned and repaired as necessary before the
onset of monsoon.
c. Wearing coat where provided, should be maintained.
ii) Defects in steel portion - Similar action as mentioned under heading of steel girders.

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7. BRIDGE NUMBERING IN LIGHT OF IRC 7:2017

7.1 Introduction
A uniform system of numbering of all the structures is essential for proper asset
management. All culverts, minor bridges, major bridges, underpasses, flyovers, grade separators and
tunnels on road shall be assigned separate numbers. This is a means for their easy identification of
location and type of structure for the personnel for inspection and maintenance.

7.2 Scope
7.2.1 This document covers structures on all roads in the country.
7.2.2 Structures shall include
(i) All culverts, including slab, box, hume pipes etc.
(ii) All bridges
(iii) All underpasses
(iv) All overpasses, pedestrian bridges etc.
(v) ROB's, flyovers and grade separator etc.
(vi) Tunnels
(vii) Any other structure

7.3 Numbering of Structures

7.3.1 All structures on a road shall be numbered in serial order, in each kilometer separately.
7.3.2 The number shall be in the form of a fraction, the numerator denoting the number of kilometer in
which the structure is situated and the denominator the km wise serial number of the structure. For
instance, the 5th structure in the 4th km (i.e. between km stones 3 and 4) shall be designated as 4/5,
and the 8th structure in 25th km as 25/8.
7.3.3 For multi-lane carriageways, there should be either one combined structure or separate bridge
structures. In case of one combined structure, the structure number shall be designated as in Sub-
Clause 7.3.2 above. In case of separate bridge structures, the structure number shall be indicated as
mentioned hereinafter. As the section progresses, the left hand side structure will have a suffix 'L '
and the right hand side structure will have a suffix 'R Similarly, the structures on service roads will
have additional suffix For example ( Table 7.1):
S. No. Location of Structures Structure No.
2nd structure between km 280 and 281
1 Left side structure on service road 281/2 L S

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2 Right side structure on service road 281/2 R S

3 Left side structure on main carriageway 281/2L
4 Right side structure on main carriageway 281/2R
Table 7.1 Numbering of Bridge
7.3.4 If any new culvert bridge or structures are built subsequently, say between the 3rdand 4th
structure in km 375, the same shall be designated as 375/3/1, 375/3/2, etc.

7.4 Salient Information

For inspection and maintenance, it is useful to have mention of following salient
information about structures:
❖ Year of construction
❖ Name of Channel / River / Crossing
❖ Length
❖ Span arrangement
❖ HFL
❖ Roadway
❖ Type of structure e.g. RCC/PSC, T-Beam and slab, Box girder, RCC/Stone Slab, Box culvert,
tunnel feature, Arch, HP, Steel, Cable stayed, Extra-dosed.
These shall be provided on separate plate on the right hand side of the carriageway or the road.

7.5 Inscription of Structure Number

7.5.1 The structure number shall be inscribed near the top left hand side parapet wall railing posts for
end of crash barrier as seen by traffic in the end elevation when approaching the structure from each
direction. These are illustrated in Figs.1, 2 and 3.
7.5.2 In situations where instead of parapet walls, the structure is provided with railings, but having no
end supporting pillars on which the number etc. could be inscribed, the number of the structure shall
be indicated by means of a separate numbering plate of the size300 mm x 300 mm. There shall be
two such numbering plates, one for each direction. The plates shall be welded or fixed securely on the
left hand side facing the carriageway as close to entrance to the structure as possible.
7.5.3 In case of structures, such as pipe culverts, where there are usually no parapet walls or railings
at the roadway level, two stone or R.C.C. marker posts, having a cross section of 150 mm x 150 mm
and exposed height of at least 300 mm, shall be set up on the left side, one in each direction. Care
shall be taken to locate the marker posts fully outside the prescribed roadway width. The culvert

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number shall be either engraved or painted. Alternatively, the number might also be inscribed at a
suitable location on the head wall of the structure above the highest flood level.
NOTE: Deck Level shall indicate the level of bridge deck at the starting point of bridge as the section
progresses, as under:
❖ For 2-lane bridge - Deck Level at the road kerb (right side)
❖ For multi-lane carriageway - Deck Level at median

7.6 Information Plate

7.6.1 The information of the structure shall be inscribed on two information plates one in each
direction and fixed in the end elevation on a plate size near the top right hand side parapet wall /
railing parts or end post of crash barrier etc. in the end elevation when approaching the structure.
Information plate shall be of size 300 mm x 500 mm (for minor bridge and culverts) and 500 mm X
1000 m (for major bridges and other structures) Illustration is given in Fig. 4. The plate shall be fixed
near the top right hand side.
7.6.2 In situation where instead of parapet walls, the structure is provided with railings, but having no
end supporting pillars on which information could be inscribed, the same shall be indicated on a
separate information plate of size 300 x 500 m. There shall be two such information plates, one in
each direction. The plates shall be welded or fixed securely on the right hand side facing the
carriageway as close to the entrance to the structure as possible.
7.6.3 In case of structures, such as pipe culverts where there are usually no parapet walls or railings,
at the roadway level, two stone or R.C.C. posts having a cross section of 150 x 1 50 mm and exposed
height of at least 500 mm, shall be set up on right side, one in each direction, on which an information
plate of size 300 x 500 mm shall be fixed or welded securely. Care shall be taken to locate the posts
and the plates fully outside the prescribed roadway width.

7.7 Numerals and Details

The numerals used shall be 100 mm high and of international form conforming to IRC: 30-
1968 Standard Letters and Numerals of Different Height for use on Highway Signs. These shall be
painted on smooth panels as prescribed. In case of right hand panel the height shall be suitably
adjusted so that it does not obstruct the visibility. The colour of the background shall be canary yellow,
ISI Shade 309.

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7.8. Maintenance
The structure numbers and information plate shall be updated whenever any change
takes place affecting the existing position. They shall be kept clean well maintained and regularly
painted.

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BRIDGE MANUAL STRUCTURAL HEALTH MONITORING (SHM) OF BRIDGES

8. STRUCTURAL HEALTH MONITORING (SHM) OF BRIDGES

8.1 Introduction
Structural Health Monitoring (SHM) involves the observation and analysis of a system
over time using periodically sampled response measurements to monitor changes to the material and
geometric properties of engineering structures such as bridges and buildings.
For long term SHM, the output of this process is periodically updated information
regarding the ability of the structure to perform its intended function in light of the inevitable aging and
degradation resulting from operational environments. After extreme events, such as earthquakes or
blast loading, SHM is used for rapid condition screening and aims to provide, in near real time,
reliable information regarding the integrity of the structure.
The SHM process involves selecting the excitation methods, the sensor types, number
and locations, and the data acquisition/storage/transmittal hardware commonly called health and
usage monitoring systems. Measurements may be taken to either directly detect any degradation or
damage that may occur to a system or indirectly by measuring the size and frequency of loads
experienced to allow the state of the system to be predicted.
SHM system implemented on bridges includes five operations of acquisition, validation,
analysis, prognosis, and management of the system. The system and the sensors were developed to
cover the parameters for the most important deterioration mechanisms: corrosion of reinforcement in
bridges, carbonation of concrete, freeze-thaw cycles, alkali-silica reaction and mechanical damage,
as well as the changes in the structures behavior and safety: static deformation, strains; crack widths
and vibrations (frequencies, amplitudes, accelerations and vibration modes).
A SHM system can contribute to damage assessment in main five levels
❖ Level I - Damage detection when identifies that damage has occurred
❖ Level II - Damage location, when identifies that damage has occurred and determines the
location of damage
❖ Level III - Damage typification, where identifies that damage has occurred, location of damage,
and estimates the type of damage
❖ Level IV - Damage extent, where identifies that damage has occurred, location of damage,
estimates the type of damage and evaluates the severity of damage
❖ Level V - Damage extent, where identifies that damage has occurred, location of damage, the
type of damage, the severity of damage, and evaluates the remaining useful life of the bridge or
viability state

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8.2 Types of Monitoring

Health Monitoring can be subdivided into multiple types of categories. Both the time frame
of monitoring and the scale of monitoring are necessary considerations that need to be addressed
before choosing a type of monitoring system. A bridge owner may want to monitor the bridge health
for a period of a year or a few months, while in other cases only a one-time short-term solution may
be necessary. Conversely, a new structure may have an expected lifetime of 50 years and the owner
would like a monitoring system that would last an extended period of time as well. Regarding the
scale of monitoring, a specific joint or member in a bridge that has been problematic in the past may
be the focus of the monitoring. On the other hand, an overall assessment of bridge response to
loading may be the goal. The following definitions have been established to address the issues
above.
8.2.1 Time Frame
Short-term – Monitoring to obtain bridge response information for a short-term objective. Examples
include, but are not limited to load rating, tracking short-term fatigue growth, extending the life of a
bridge for a year or less, or monitoring the response of a bridge for a permit vehicle.
Long-term – Monitoring of a new, retrofitted, or structurally deficient bridge to track response over an
extended period of time, usually more than one year.
Inspection – Monitoring to assess the condition of the bridge or its components (e.g., the deck) as
part of a regularly scheduled program (e.g., once every year or two).
Early Warning – Monitoring that offers alarm features which will provide notification automatically
when certain pre-determined parameters are exceeded.
Collapse Warning – Monitoring that will close the bridge and warn motorists in the event of a bridge
collapse.
8.2.2 Scale
Local – Monitoring that focuses on a specific location in the bridge; examples include monitoring to
assess growth of a known crack, local buckling, corrosion at specific locations, and strain
measurements.
Member – Monitoring that focuses on a specific member or member-sized region of a bridge; e.g.,
strain distributions in or deflections of a particular member.
Global – Monitoring that focuses on the overall health of the entire bridge; examples include natural
frequencies and mode shapes, bridge deflection distributions, acoustic emissions, temperature
distributions, and wind profiles.

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8.3 Monitoring Metrics

Monitoring metrics are a system of parameters intended to measure bridge condition and
performance. Depending on the type of bridge and the needs of the bridge owner, different
measurements should be taken in order to properly monitor bridge health. Some metrics can be
measured for any type of bridge; however, there are some measurements specific to concrete and
steel bridges. It is important to know how each metric applies to the bridge of interest and what will be
useful in monitoring the health of the bridge.
8.3.1 General Metrics
8.3.1.1 Acceleration - The instantaneous rate at which the velocity of a point in a vibrating bridge is
changing with time. Acceleration is the most common measure taken to characterize vibrations. It is
possible to define the frequencies and shapes of the different modes of vibration from a single
acceleration trace. The frequencies and modes can be compared to values obtained from previous
acceleration measurements to determine if the bridge has deteriorated or has been damaged.
8.3.1.2 Climatic Conditions - Pertains to the environmental conditions in the area of the bridge that
may relate to bridge performance. Parameters that can be measured include: air temperature, wind
speed, wind direction, relative humidity, and solar radiation.
8.3.1.3 Curvature - The rate of change of slope along the length of a flexural member and produced
by transverse loading (i.e., normal to the longitudinal axis). From principles of structural mechanics,
curvature is known to be directly proportional to bending moment in the member.
8.3.1.4 Displacements - The overall linear movement (i.e., translation) of a bridge either in relation to
its original position or on a global scale. It is possible to measure the displacement in one, two or
three independent directions.
8.3.1.5 Load - The total load of objects passing over a particular area of a bridge. This measure can
be useful to enforce weight restrictions, as well as to define the range (i.e., spectrum) of typical traffic
loads.
8.3.1.6 Tilt/Slope -The angular change of components in a bridge. This is useful in determining
distortion in bridge geometry. Slope is the rate of change of deflection of a flexural member with
respect to length. Angle changes with respect to a vertical plane are also useful to assess ‘out-of-
plumb’ elements. It is useful to know if there has been a large change in angle on an element.
8.3.1.7 Scour - The removal of soil around the piers of bridges due to fast moving water currents
during flooding. Removal of soil can lead to instability of piers.
8.3.2 Concrete Metrics
8.3.2.1 Corrosion - It is possible to determine whether or not the steel reinforcement embedded in
concrete is at risk of depletion from attack of chloride or carbon dioxide. Some corrosion monitoring

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techniques determine the probability of corrosion occurring, while others determine the approximate
corrosion rate. Different sensors and/or procedures may be required to monitor the corrosion of epoxy
coated and non-epoxy coated rebar.
8.3.2.2 Cracking – The separation of concrete surfaces at the location of fractures is typically
characterized by the width, length and number of cracks. Small-scale cracking (i.e., few, short, narrow
cracks) is expected to take place in all concrete; however wider, longer and/or more numerous cracks
are not expected. It is possible to detect the formation of these cracks through acoustic emission
sensors. It is also possible to monitor known cracks using strain gauges placed over the area of
interest.
8.3.2.3 Location of rebar/delaminations – The location of reinforcement in concrete can be
determined using several non-destructive methods. These or similar techniques can be used to
determine if the concrete above and below the reinforcement has begun to delaminate.
8.3.2.4 Strain – The relative elongation or shortening present in the concrete in specific locations of a
bridge. In the service load range, the concrete behaves in a linear manner allowing the estimation of
the stresses present at the particular location in the bridge.
8.3.2.5 Strength – The strength of concrete is typically characterized from tests of cylinder or cubes
that are cast at the same time and from the same mix as the bridge member or component. For
determining the initial in-situ strength of the concrete, measurements of concrete temperature can be
taken while the member or component is curing and compared to previously obtained temperature-
strength correlations for the particular concrete mix. This can be useful for quality control of the
concrete during construction.
8.3.2.6 Tension (in rebar/tendons) – In post-tensioned systems, the tension in the cables is
important to the overall strength of the concrete member. Also, if delamination occurs in reinforced
concrete, the concrete cannot transfer forces to the rebar causing a reduction in stress. Thus, tension
measurements can be used to assess the overall health of the structure.
8.3.3 Steel Metrics
8.3.3.1 Corrosion – The chemical reaction whereby steel loses electrons to water and oxygen and
other corrosive materials (e.g., road salts). Monitoring is useful in order to determine extent and rates
of corrosion within the structure.
8.3.3.2 Crack Growth – The elongation and/or widening of a known crack. Fatigue cracks may grow
or remain static, with the former posing larger concerns than the latter regarding potential failure.
Therefore, it is useful to a bridge owner to know if a fatigue crack is growing under the current loading
conditions.

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8.3.3.3 Cracking – The number, width and length of cracks in a steel member or component at
locations of stress concentrations or fatigue loading. Such information is useful for predicting the
remaining life in a steel bridge or for averting a sudden failure. Quantification of cracking is important
because extensive cracking at a critical location or member in a steel bridge can cause large changes
in stresses at other bridge locations.
8.3.3.4 Strain – The relative elongation or shortening present in the steel in specific locations of a
bridge. In the service load range, the steel behaves in a linear manner allowing the estimation of the
stresses present at the particular location in the bridge.
8.3.3.5 Tension (in cables) – Cables in suspension bridges are designed to handle tensile forces.
Monitoring the magnitude of these forces is of interest, especially in cases where bridge loads have
increased beyond design levels, or if deterioration of the cables is suspected or known.

8.4 Methods Used in Bridge SHM

8.4.1 Non-destructive testing methods
Testing can be an effective tool in the inspection and condition assessment of bridge
structures. According to the degree of their invasiveness, testing methods can be divided into
destructive, semi-destructive and non-destructive testing (NDT) methods. The destructive methods
comprise tests normally performed in laboratory under more or less controlled conditions that may not
mirror actual conditions experienced in the field. Additionally, these tests can be rather expensive as
it is often necessary to damage the component or load it to failure. The NDT methods comprise a
wide group of analysis techniques used to evaluate the properties of a material, component or system
without causing damage. This advantage is particularly useful for evaluating in-service bridges, since
the bridges can remain intact and open to traffic under the evaluation period minimizing the impact to
the community and the travelling public. Table 8.1 lists some of the most well-known traditional NDT
techniques used for damage detection.
Table 8.1 Non-destructive testing methods
Visual inspection
Audio-visual methods Chain drag
Coin tap test
Acoustic emission
Impact echo testing
Stress-wave methods
Sonic testing
Ultrasonic NDT

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Impulse response (IR)

Ground penetrating radar (GPR)
Conductivity
Electro-magnetic methods
Half-cell potential
Electrical resistivity measurement
Proof load test
Deterministic methods
Coring
Dynamic/vibration testing
Miscellaneous tests Infrared thermography
Radiography

8.4.2. Vibration-based damage identification methods

For a global assessment of the structure’s integrity vibration-based damage identification
(VBDI) methods can be used. Natural frequencies are the most fundamental vibration parameter and
methods directly measuring shifts in natural frequency (or eigenvalue) can be used for identifying
damage. Traditional VBDI techniques have been widely researched in the past decades and Cawley
& Adams are likely to be the first researchers to give formulation for damage detection from frequency
changes before and after damage is introduced. Since frequencies and mode shapes of the structure
under vibration are a function of its mass and stiffness and, as mass generally remains constant, any
changes in the dynamic behavior will be associated with stiffness variations, which implicitly point to
the presence of damage in the structure. Thus, VBDI methods consist of measuring and evaluating
the dynamic behavior of the structure often by comparing it to the behaviour simulated by numerical
models, for instance by finite element (FE) models. Other times that comparison is based on times
series data but in that case a large number of sensors need to be placed accurately in order to record
the required data.
8.4.3. Model-based and data-based methods
The methods for assessment of structures can be split into two main classes, according to
their approach. For a full understanding of the behavior of a particular structure, physics-based
models are usually the most appropriate. As the name itself indicates, a physics-based approach
typically presupposes a finite element (FE) model of the target structure. These models are often of
gradually increasing complexity during the development stage, so as to make sure that the measured
responses can be reproduced as much as accurate by the FE model. As such, the models evolve
from simple conceptual system representations to physics-based high-fidelity models, which
accurately represent the actual physical asset. Since many algorithms of damage detection are based

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on the difference between the modified models before and after occurrence of damage, problems
such as parameter identification and damage detection are closely related to model updating. The
models can be updated in the presence of new collected data, provide feedback into the physical twin
and simulate plausible scenarios for assessing risks and predicting structural performance. The data-
based approach is free of geometrical and material information, allowing to circumvent the burden of
having to develop a detailed FE model of the monitored structure, mostly by using Artificial
Intelligence (AI) techniques. With this approach time series analysis or signal processing techniques
are employed to extract damage-sensitive features from the measured signals. In these regards,
choosing proper damage features is crucial for successful damage detection as these features are
used to establish baseline statistics and to monitor change in structural behavior.

8.5 Review of Case Studies of SHM of Bridges

8.5.1 Russia-Monitoring of Vintage Bridge - This bridge was constructed in 1936-37 over Moskova
river in Moscow next to Kremlin. It is a Reinforced Concrete arched box girder bridge. It was declared
a heritage building as it is more than 70 years old. Total length of bridge is 250m with 3 spans
(43+92+43), 3 parallel arches. The SHM was started in 2003. Types of sensors used were 16
standard SOFO sensors in central arch plus 6 thermo couples. Numbers of sensors used were 22.
Instrumentation was designed by SMARTEC SA, Switzerland and ZAO Triada holdings, Russia.
Purpose- To continuously monitor temperature and average strain along horizontal and vertical
directions.
Results- Settlement of an abutment producing cracking of the stone lining and structural element.
Another was chloride penetration into the structure leading to reinforcement corrosion.
8.5.2 Japan - Monitoring of Suspension Bridge
Hakucho bridge which is located at windy and seismically active area in northern part of
Muroran, Hokkaido, Japan was opened on April 17, 1998. The main span of the bridge is 720 m
installed with sensors placed at locations Z1 to Z19.
Purpose- The purpose of the monitoring is to understand the actual dynamic behavior and loading
conditions, and to develop a health monitoring scheme using ambient vibration measurement which is
readily available under service conditions
8.5.3 India- SHM of Naini Bridge (2001-2004)
Naini Bridge is 1510 meter long bridge for four lane traffic and with a footpath and a cycle
track on each side of the traffic lanes. For crossing the deep channel of the river a 490 meter long
cable stayed bridge is provided having a main span of 260 meter and side spans of 115 meter. On
both sides of the cable stayed part approach bridges have been provided, one 365 meter long with
typical spans of 25 meter and the other 515 meter long with typical spans of 60 meter.

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The Structural Health Monitoring System (SHMS) for Naini Bridge was designed as a
modern advanced monitoring system with the provisions for design verification, user safety support
and optimization of maintenance planning. Also the system was designed to operate by a distributed
data acquisition network based on standard data acquisition units and standard data acquisition
software from US based National Instruments, in order to keep costs low.
Purpose- Building a high channel count SHM system to continuously scan the response of a large
cable stayed bridge due to various changes in climate and operations.
So for the SHMS has through advanced GPS and Weigh in Motion monitoring proven
able to detect the frequency of overloaded vehicles passing the bridge and to verify some design
parameters concerning temperature movements.
.

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APPENDIX – I
CHECKLIST FOR PREPARATION OF GAD
A. GENERAL

1 Title block, scales names etc. correctly written

2 Key plan indicated

3 North Line indicated

4 Chainage indicated

5 In notes, units of dimensions, levels and chainages indicated

6 In notes, Type of superstructure indicated

7 In notes, Type of substructure indicated

8 In notes, Type of foundation indicated

9 In notes, Type of expansion joints indicated

10 In notes, Type of bearings indicated

11 In notes, Type of wearing coat indicated

12 Grades of concrete for superstructure, substructure, foundation, approach slab,

abutment, wing wall / return wall, toe walls, PCC below foundations etc. indicated

13 Details for arrangements at dirt wall given

14 Details for arrangements at expansion joints given

15 Section of abutments given clearly

16 Section of return wall along with fly wings given

17 Section of piers and foundations given clearly

18 All section marks and details numbering are tallying with the actual sections /
details

19 No detail / section numbering is repeated / missed

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B. PLAN
1 Directions “to___” in both sides indicated

2 Span arrangements with embankment lengths, viaduct lengths etc indicated

3 Expansion joints indicated

4 Crash barrier location shown

5 Handrails location shown

6 Piers, abutment, return walls / wing walls shown

7 Toe walls shown

8 Length of return wall / wing walls shown

9 Skew angles indicated and skew / square dimensions indicated

10 Centre line of bridge axis and piers / abutments indicated along with setout
dimensions.

11 Median indicated and shaded

12 Median wall and connectivity / dry joint to existing structure shown

13 Drainage spouts indicated

14 Tapering of carriageways at approaches indicated

15 Approach embankment revetment, side slope pitching and bed pitching with toe
walls indicated

16 Indicated the profile of river bed / railway tracks / roads

17 U /s and D / s sides indicated

18 Web lines indicated in dotted

19 Chainages indicated

20 Approach slab indicated

21 Hand rails / Crash barrier lines indicated

22 Railway chainage indicated and railway directions indicated

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C. ELEVATION
1 Span arrangements with embankment lengths, viaduct lengths etc indicated

2 Directions “To___” in both sides indicated

3 Expansion Joints indicated

4 Crash barrier location shown

5 Handrails location shown

6 Piers, abutment, return wall / wing walls shown

7 Toe walls shown

8 Length of return wall / wing wall shown

9 Dimensions in square / skew indicated

10 Centre line of bridge axis and piers / abutments indicated along with setout
dimensions.

11 HFL indicated

12 Chainages and FRL at deck level indicated

13 Bed level indicated

14 Approach embankment revetment, side slope pitching and bed pitching with toe
walls indicated.

15 Foundations shown and levels indicated

16 Indicated the clearance from HFL / tracks / highest road level to soffit

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D. SECTION
1 Title block, scales names etc. Correctly written

2 Crash barrier location shown

3 Handrails location shown

4 Piers, abutment, return walls / wing walls shown

5 Toe walls shown

6 Centre line of bridge deck with respect to existing bridge indicated

7 Drainage spouts indicated

8 HFL indicated

9 FRL at deck level indicated

10 Bed level indicated

11 Approach embankment revetment, side slope pitching and bed pitching with toe
walls indicated

12 Section of piers indicated

13 Section of abutment indicated

14 Foundations shown and levels indicated

15 Indicated the clearance from HFL / tracks / highest road level to soffit

16 U /s and D / s indicated

17 Wearing coat indicated

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Appendix – II

CHECKLIST FOR SUBMISSION OF GAD TO RAILWAY

DEPARTMENT FOR ROBs
(i) Railway Boundary marked on GAD.
(ii) Railway track existing and tracks proposed in future marked on GAD.
(iii) A railway signal detail (if at point) is marked. LC no if level crossing is present marked.
(iv) Railway chainage marked on drawings.
(v) Minimum distance of Pile Cap / Pier Shaft / Abutment shall be minimum of 2360mm from the
central line of track.
(vi) For the distance between top of railway track and soffit level shall be
a. The minimum height is 6550mm for ROB (Road Over Bridge).
b. Where double Decker trains are likely to run height is 7300.

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Appendix – III

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APPENDIX-IV
LIST OF IRC CODES AND SPECIAL PUBLICATIONS

Code/
S. Document Title of the Publication
No. No.
1 IRC:2-1968 Route Marker Signs for National Highways (First Revision)
2 IRC:3-1983 Dimensions & Weights of Road Design Vehicles (First Revision)
Standard Specifications and Code of Practice for Road Bridges, Section I –
3 IRC:5-2015
General Features of Design (Eighth Revision)
Standard Specifications and Code of Practice for Road Bridges, Section-II Loads
4 IRC:6-2017
and Load Combinations (Seventh Revision)
Recommended Practice for Numbering Culverts, Bridges and Tunnels (Second
5 IRC:7-2017
Revision)
6 IRC:8-1980 Type Designs for Highway Kilometre Stones (Second Revision)
7 IRC:9-1972 Traffic Census on Non-Urban Roads (First Revision)
8 IRC:11-2015 Recommended Practice for the Design and Layout of Cycle Tracks (First Revision)
Unified Guidelines for Access Permission to Fuel Stations, Private Properties, Rest
9 IRC:12-2016 Area Complexes and Such Other Facilities Along National Highways (Fourth
Revision)
10 IRC:14-2004 Recommended Practice for Open Graded Premix Carpets (Third Revision)
Code of Practice for Construction of Jointed Plain Concrete Pavements (Fifth
11 IRC:15-2017 Revision)
Standard Specifications and Code of Practice for Prime and Tack Coat (Second
12 IRC:16-2008
Revision)
Standard Specifications and Code of Practice for Water Bound Macadam (Third
13 IRC:19-2005 Revision)

14 IRC:20-1966 Recommended Practice for Bituminous Penetration Macadam (Full Grout)

Standard Specifications and Code of Practice for Road Bridges, Section VI –
15 IRC:22-2015
Composite Construction (Limit States Design) (Third Revision)
Standard Specifications and Code of Practice for Road Bridges, Steel Road
16 IRC:24-2010
Bridges (Limit State Method) (Third Revision)
17 IRC:25-1967 Type Designs for Boundary Stones
18 IRC:26-1967 Type Design for 200-Metre Stones
19 IRC:27-2009 Specifications for Bituminous Macadam (First Revision)
Tentative Specifications for the Construction of Stabilized Soil Roads with Soft
20 IRC:28-1967
Aggregate in Areas of Moderate and High Rainfall

21 IRC:30-1968 Standard Letters and Numerals of Different Heights for Use on Highway Signs
Standard for Vertical and Horizontal Clearances of Overhead Electric Power and
22 IRC:32-1969
Telecommunication Lines as Related to Roads

118
 BRIDGE MANUAL APPENDICES

Standard Procedure for Evaluation and Condition Surveys of

23 IRC:33-1969
Stabilised Soil Roads
Recommendations for Road Construction in Areas Affected by Water
24 IRC:34-2011
Logging,Flooding and/or Salts Infestation (First Revision)
25 IRC:35-2015 Code of Practice for Road Markings (Second Revision)
Recommended Practice for Construction of Earth Embankments and
26 IRC:36-2010
Sub-Grade for Road Works (First Revision)
27 IRC:37-2018 Guidelines for the Design of Flexible Pavements” (Fourth Revision)
Guidelines for Design of Horizontal Curves for Highways and Design Tables (First
28 IRC:38-1988 Revision)
29 IRC:39-1986 Standards for Road-Rail Level Crossings (First Revision)
Standard Specifications and Code of Practice for Road Bridges, Section IV –
30 IRC:40-2002
(Brick, Stone and Cement Concrete Block Masonry) (Second Revision)
31 IRC:41-1997 Guideline for Type Designs for Check Barriers (First Revision)
Proforma for Record of Test Values of Locally Available Pavement Construction
32 IRC:42-1972
Materials
Recommended Practice for Plants, Tools and Equipment Required for Construction
33 IRC:43-2015
and Maintenance of Concrete Roads (First Revision)
34 IRC:44-2017 Guidelines for Cement Concrete Mix Design for Pavements (Third Revision)
Recommendations for Estimating the Resistance of Soil Below the Maximum Scour
35 IRC:45-1972
Level in the Design of Well Foundations of Bridges
36 IRC:46-1972 A Policy on Roadside Advertisements (First Revision)
37 IRC:47-1972 Tentative Specification for Built-up Spray Grout
Recommended Design Criteria for the Use of Cement Modified Soil in Road
38 IRC:50-1973
Construction
Guidelines for the Alignment Survey and Geometric Design of Hill Roads (Third
39 IRC:52-2019
Revision)
40 IRC:53-2012 Road Accident Recording Forms A-1 and 4 (Second Revision)
41 IRC:54-1974 Lateral and Vertical Clearances at Underpasses for Vehicular Traffic
42 IRC:55-1974 Recommended Practice for Sand-Bitumen Base Courses
Recommended Practices for Treatment of Embankment and Roadside Slopes for
43 IRC:56-2011
Erosion Control (First Revision)
Recommended Practice for Sealing of Joints in Concrete Pavements (Second
44 IRC:57-2018
Revision)
Guidelines for the Design of Plain Jointed Rigid Pavements for Highways (Fourth
45 IRC:58-2015
Revision) (with CD)
Tentative Guidelines for the Use of Lime- Fly Ash Concrete as Pavement Base or
46 IRC:60-1976
Sub-Base
47 IRC:62-1976 Guidelines for Control of Access of Highways
Tentative Guidelines for the Use of Low Grade Aggregates and Soil Aggregates
48 IRC:63-1976
Mixtures in Road Pavement Construction
49 IRC:64-1990 Guidelines for Capacity of Roads in Rural Areas (First Revision)

119
 BRIDGE MANUAL APPENDICES

50 IRC:65-2017 Guidelines for Planning and Design of Roundabouts (First Revision)

51 IRC:66-1976 Recommended Practice for Sight Distance on Rural Highways (First Revision)
52 IRC:67-2012 Code of Practice for Road Signs (Third Revision)
53 IRC:69-1977 Space Standards for Roads in Urban Areas
Guidelines on Regulation and Control of Mixed Traffic in Urban Areas (First
54 IRC:70-2017
Revision)
55 IRC:71-1977 Recommended Practice for Preparation of Notations
Recommended Practice for Use and Upkeep of Equipment, Tools and Appliances
56 IRC:72-1978
for Bituminous Pavement Construction
57 IRC:73-1980 Geometric Design Standards for Rural (Non- Urban) Highways
Tentative Guidelines for Lean-Cement Concrete and Lean- Cement Fly Ash
58 IRC:74-1979
Concrete as a Pavement Base or Sub-Base
59 IRC:75-2015 Guidelines for the Design of High Embankments (First Revision)
60 IRC:76-1979 Tentative Guidelines for Structural Strength Evaluation of Rigid Airfield Pavements
Standard Specifications and Code of Practice for Road Bridges, Section VII-
61 IRC:78-2014
Foundations and Substructure (Revised Edition)
62 IRC:79-2019 Recommended Practice for Road Delineators (First Revision)
63 IRC:80-1981 Type Designs for Pick-up Bus Stops on Rural (i.e., Non-Urban) Highways
Guidelines for Strengthening of Flexible Road Pavements Using Benkelman
64 IRC:81-1997
Beam Deflection Technique (First Revision)
65 IRC:82-2015 Code of Practice for Maintenance of Bituminous Road Surfaces (First Revision)
Standard Specifications and Code of Practice for Road Bridges, Section IX
66 IRC:83-2015 Bearings, Part I : Roller & Rocker Bearings
(Part-I) (Second Revision)
Standard Specifications and Code of Practice for Road Bridges, Section : IX –
67 IRC:83-2018 Bearings (Elastomeric Bearings),
(Part II) Part II (Second Revision)
Standard Specifications and Code of Practice for Road Bridges, Section IX –
68 IRC:83-2018 Bearings, Part III: POT, PIN, Metallic
(Part III) Guide and Plane Sliding Bearings (First Revision)

IRC:83-2014 Standard Specifications and Code of Practice for Road Bridges, (Section IX) –
69
(Part IV) Bearings (Spherical and Cylindrical)
Recommended Practice for Accelerated Strength Testing & Evaluation of Concrete
70 IRC:85-2015
(First Revision)
71 IRC:86-2018 Geometric Design Standards for Urban Roads and Streets (First Revision)
Guidelines for Formwork, Falsework and Temporary Structures for Road Bridges
72 IRC:87-2018 (Second Revision)
Recommended Practice for Lime Flyash Stabilised Soil Base/Sub-Base in
73 IRC:88-1984 Pavement Construction
Guidelines for Design and Construction of River Training & Control Works for Road
74 IRC:89-2019
Bridges (Second Revision)

120
 BRIDGE MANUAL APPENDICES

Guidelines of Selection, Operation and Maintenance of Bituminous Hot Mix Plant

75 IRC:90-2010
(First Revision)
76 IRC:92-2017 Guidelines for the Design of Interchanges in Urban Areas (First Revision)
77 IRC:93-1985 Guidelines on Design and Installation of Road Traffic Signals
Guidelines on Accommodation of Utility Services on Roads in Urban Areas (Second
78 IRC:98-2011 Revision)
79 IRC:99-2018 Guidelines for Traffic Calming Measures in Urban and Rural Areas (First Revision)
Guidelines for Design of Continuously Reinforced Concrete Pavement with Elastic
80 IRC:101-1988
Joints
81 IRC:102-1988 Traffic Studies for Planning Bypasses Around Towns
82 IRC:103-2012 Guidelines for Pedestrian Facilities (First Revision)
83 IRC:104-1988 Guidelines for Environmental Impact Assessment of Highway Projects
Specifications forDense Bituminous Macadam and Bituminous
84 IRC:105-2019
Concrete for Airfield Pavements (FirstRevision)
85 IRC:106-1990 Guidelines for Capacity of Urban Roads in Plain Areas
86 IRC:107-2013 Specifications for Bitumen Mastic Wearing Courses (First Revision)
87 IRC:108-2015 Guidelines for Traffic Forecast on Highways (First Revision)
88 IRC:109-2015 Guidelines for Wet Mix Macadam (First Revision)
Standard Specifications and Code of Practice for Design and Construction of
89 IRC:110-2005
Surface Dressing
90 IRC:111-2009 Specifications for Dense Graded Bituminous Mixes

91 IRC:112-2019 Code of Practice for Concrete Road Bridges (First Revision)

Guidelines for the Design and Construction of Geosynthetic Reinforced
92 IRC:113-2013
Embankments on Soft Subsoils
93 IRC:114-2013 Guidelines for use of Silica Fume in Rigid Pavement
Guidelines for Structural Evaluation and Strengthening of Flexible Road Pavements
94 IRC:115-2014
Using Falling Weight Deflectometer (FWD) Technique” (with CD)
Specifications for Readymade Bituminous Pothole Paching Mix using Cut-Back
95 IRC:116-2014
Bitumen
Guidelines for the Structural Evaluation of Rigid Pavement by Falling Weight
96 IRC:117-2015
Deflectometer (with CD)
Guidelines for Design and Construction of Continuously Reinforced Concrete
97 IRC:118-2015
Pavement (CRCP)
98 IRC:119-2015 Guidelines for Traffic Safety Barriers
99 IRC:120-2015 Recommended Practice for Recycling of Bituminous Pavements
100 IRC:121-2017 Guidelines for Use of Construction and Demolition Waste in Road Sector
101 IRC:122-2017 Guidelines for Construction of Precast Concrete Segmental Box Culverts
102 IRC:123-2017 Guidelines on Geophysical Investigation for Bridges
103 IRC:124-2017 Bus Rapid Transit (BRT) Design Guidelines for Indian Cities

121
 BRIDGE MANUAL APPENDICES

104 IRC:125-2017 Guidelines on Dozers for Highway Works

105 IRC:126-2017 Guidelines on Wet Mix Plant
106 IRC-127-2018 Guidelines on Skill Development of Workmen in Road Sector
107 IRC-128-2019 Guidelines on Training of Highway Professionals
108 IRC-129-2019 Specifications for Open-Graded Friction Course
109 IRC:SP:4-1966 Bridge Loading Round the World
110 IRC:SP:12-2015 Guidelines for Parking Facilities in Urban Roads” (First Revision)
111 IRC:SP:13-2004 Guidelines for the Design of Small Bridges and Culverts (First Revision)
A Manual for the Application of the Critical Path Method to Highway Projects in
112 IRC:SP:14-1973
India
113 IRC:SP:15-1996 Ribbon Development Along Highways and Its Prevention
114 IRC:SP:16-2019 Guidelines on Measuring Road Roughness and Norms (Second Revision)
115 IRC:SP:18-1978 Manual for Highway Bridge Maintenance Inspection
Manual for Survey, Investigation and Preparation of Road Projects (Second
116 IRC:SP:19-2001
Revision)
117 IRC:SP:20-2002 Rural Roads Manual
118 IRC:SP:21-2009 Guidelines on Landscaping and Tree Plantation
Recommendation for the Sizes for each Type of Road Making Machinery to Cater
119 IRC:SP:22-1986 to the General Demand of Road Works
120 IRC:SP:23-1983 Vertical Curves for Highways
Guidelines on the Choice and Planning of Appropriate Technology in
121 IRC:SP:24-1984
Road Construction
122 IRC:SP:25-1984 Gopi and his Road Roller-Guidelines on Maintenance of Road Rollers
Report Containing Recommendations of IRC Regional Workshops on
123 IRC:SP:26-1984 Rural Road Development (with Supplementary Notes)
Report Containing Recommendations of the IRC Regional Workshops on Highway
124 IRC:SP:27-1984
Safety
125 IRC:SP:28-1995 Road Transport and Energy (First Revision)
Directory of Indigenous Manufacturers of Road/ Bridge Construction
126 IRC:SP:29-1994 Machinery & Important Bridge Components (First Revision)
127 IRC:SP:30-2019 Manual on Economic Evaluation of Highway Projects in India (Third Revision)
128 IRC:SP:34-1989 General Guidelines About the Equipment for Bituminous Surface Dressing
129 IRC:SP:35-1990 Guidelines for Inspection and Maintenance of Bridges
130 IRC:SP:36-2018 Guidelines for IRC Standards (First Revision)
131 IRC:SP:37-2010 Guidelines for Evaluation of Load Carrying Capacity of Bridges (First Revision)
132 IRC:SP:38-1992 Manual for Road Investment Decision Model
133 IRC:SP:39-1992 Guidelines on Bulk Bitumen Transportation & Storage Equipment
Guidelines on Repair, Strengthening and Rehabilitation of Concrete Bridges (First
134 IRC:SP:40-2019
Revision)
135 IRC:SP:41-1994 Guidelines for the Design of At-Grade Intersections in Rural & Urban Areas
136 IRC:SP:42-2014 Guidelines on Road Drainage (First Revision)

122
 BRIDGE MANUAL APPENDICES

137 IRC:SP:43-1994 Guidelines on Low-Cost Traffic Management Technique for Urban Areas
138 IRC:SP:44-1996 Highway Safety Code
Time Series Data on Road Transport Passenger and Freight Movement (1951-
139 IRC:SP:45-1996
1991)
Guidelines for Design and Construction of Fibre Reinforced Concrete Pavements
140 IRC:SP:46-2013 (First Revision)
141 IRC:SP:48-1998 Hill Road Manual
Guidelines for the Use of Dry Lean Concrete as Sub-base for Rigid Pavement (First
142 IRC:SP:49-2014
Revision)
143 IRC:SP:50-2013 Guidelines on Urban Drainage (First Revision)
144 IRC:SP:51-2015 Guidelines for Load Testing of Bridges (First Revision)
145 IRC:SP:52-1999 Bridge Inspector’s Reference Manual
146 IRC:SP:53-2010 Guidelines on Use of Modified Bitumen in Road Construction (Second Revision)
147 IRC:SP:54-2018 Project Preparation Manual for Bridges (First Revision)
148 IRC:SP:55-2014 Guidelines on Traffic Management in Work Zones” (First Revision)
149 IRC:SP:56-2011 Guidelines for Steel Pedestrian Bridges (First Revision)
150 IRC:SP:58-2001 Guidelines for Use of Fly Ash in Road Embankments
Guidelines for Use of Geosynthetics in Road Pavements and Associated Works
151 IRC:SP:59-2019
(First Revision)
152 IRC:SP:60-2002 An Approach Document for Assessment of Remaining Life of Concrete Bridges
153 IRC:SP:61-2004 An Approach Document on Whole Life Costing for Bridges in India
Guidelines for Design and Construction of Cement Concrete Pavements for Low
154 IRC:SP:62-2014 Volume Roads” (First Revision )
155 IRC:SP:63-2018 Guidelines for the Use of Interlocking Concrete Block Pavement (First Revision)
Guidelines for the Analysis and Design of Cast-in-Place Voided Slab Superstructure
156 IRC:SP:64-2016
(First Revision)
157 IRC:SP:65-2018 Guidelines for Design and Construction of Segmental Bridges (First Revision)
158 IRC:SP:66-2016 Guidelines for Design of Continuous Bridges (First Revision)
Guidelines for Use of External and Unbonded Prestressing Tendons in Bridge
159 IRC:SP:67-2005
Structures
160 IRC:SP:68-2005 Guidelines for Construction of Roller Compacted Concrete Pavements
161 IRC:SP:69-2011 Guidelines & Specifications for Expansion Joints (First Revision)
Guidelines for the Use of High Performance Concrete (Including Self
162 IRC:SP:70-2016 CompactingConcrete in Bridges) (First Revision)
Guidelines for Design and Construction of Precast Pre- tensioned Girders for
163 IRC:SP:71-2018
Bridges (First Revision)
Guidelines for the Design of Flexible Pavements for Low Volume Rural Roads”
164 IRC:SP:72-2015
(First Revision)
Manual of Specifications & Standards for Two Lanning of Highways with Paved
165 IRC:SP:73-2018 Shoulder (Second Revision)
166 IRC:SP:74-2007 Guidelines for Repair and Rehabilitation of Steel Bridges

123
 BRIDGE MANUAL APPENDICES

167 IRC:SP:75-2008 Guidelines for Retrofitting of Steel Bridges by Prestressing

168 IRC:SP:76-2015 Guidelines for Conventional and Thin White-topping” (First Revision)
169 IRC:SP:77-2008 Manual for Design, Construction & Maintenance of Gravel Roads
Specifications for Mix Seal Surfacing (MSS) Close-Graded Premix Surfacing
170 IRC:SP:78-2008
(CGPS)
171 IRC:SP:79-2008 Tentative Specifications for Stone Matrix Asphalt
Guidelines for Corrosion Prevention, Monitoring and Remedial Measures for
172 IRC:SP:80-2008
Concrete Bridge Structures
173 IRC:SP:81-2008 Tentative Specifications for Slurry Seal and Microsurfacing
174 IRC:SP:82-2008 Guidelines for Design of Causeways and Submersible bridges
Guidelines for Maintenance, Repairs & Rehabilitation of Cement Concrete
175 IRC:SP:83-2018 Pavements (First Revision)
Manual of Specifications and Standards for Four Laning of Highways (Second
176 IRC:SP-84-2019
Revision)
177 IRC:SP-85-2011 Guidelines for Variable Message Signs
178 IRC:SP-86-2010 Guidelines for Selection, Operation and Maintenance of Paver Finishers
Manual of Specifications & Standards for Six Laning of Highways (Second
179 IRC:SP-87-2019
Revision)
180 IRC:SP-88-2019 Manual on Road Safety Audit (First Revision)
Guidelines for Soil and Granular Material Stabilization Using Cement, Lime and Fly
181 IRC:SP-89-2010
Ash
IRC:SP-89(Part
182 Guidelines for the Design of Stabilized Pavements (Part-II)
II)-2018
183 IRC:SP-90-2010 Manual for Grade Separators and Elevated Structures
184 IRC:SP-91-2019 Guidelines for Road Tunnels (First Revision)
185 IRC:SP-92-2010 Road Map for Human Resource Development in Highway Sector
186 IRC:SP-93-2017 Guidelines on Requirements for Environmental Clearances for Road Projects
187 IRC:SP-95-2011 Model Contract Document for Maintenance of Highways
Guidelines for Selection, Operation and Maintenance of Concrete Batching and
188 IRC:SP-96-2012
Mixing Plants
189 IRC:SP-97-2013 Guidelines on Compaction Equipment for Roads Works
Guidelines for the use of Waste Plastic in Hot Bituminous Mixes (Dry Process) in
190 IRC:SP-98-2013
Wearing Courses
191 IRC:SP-99-2013 Manual of Specifications and Standards for Expressways`
Use of Cold Mix Technology in Construction and Maintenance of Roads Using
192 IRC:SP-100-2014
Bitumen Emulsion
193 IRC:SP-101-2019 Guidelines for Warm Mix Asphalt
194 IRC:SP-102-2014 Guidelines for Design and Construction of Reinforced Soil Walls
195 IRC:SP-103-2014 Guidelines on Tree Plantation along Rural Roads
196 IRC:SP-104-2015 Guidelines for Fabrication and Erection of Steel Bridges
Explanatory Handbook to IRC:112-2011: Code of Practice for Concrete Roads
197 IRC:SP-105-2015
Bridges

124
 BRIDGE MANUAL APPENDICES

198 IRC:SP-106-2015 Engineering Guidelines on Landslide Mitigation Measures for Indian Roads
Guidelines for Gap Graded Wearing Course with Rubberised Bitumen-(Bitumen
199 IRC:SP-107-2015 Rubber)

200 IRC:SP-108-2015 Guidelines on Preparation and Implementation of Environment Management Plan

201 IRC:SP-109-2015 Guidelines for Design and Construction of Small Diameter Piles for Road Bridges
202 IRC:SP-110-2017 Application of Intelligent Transport System for Urban Roads
Capacity Building of Road Agencies In Charge of
203 IRC:SP:111-2017
Implementation of Road Projects in Urban Areas
204 IRC:SP:112-2017 Manual for Quality Control in Road and Bridge works
205 IRC:SP:113-2018 Guidelines on Flood Disaster Mitigation for Highway Engineers
206 IRC:SP:114-2018 Guidelines for Seismic Design of Road Bridges
207 IRC:SP:115-2018 Guidelines for Design of Integral Bridges
208 IRC:SP:116-2018 Guidelines for Design and Installation of Gabion Structures
209 IRC:SP:117-2018 Manual on Universal Accessibility for Urban Roads and Streets
210 IRC:SP:118-2018 Manual for Planning and Development of Urban Roads and Streets
211 IRC:SP:119-2018 Manual of Planting and Landscaping of Urban Roads
Explanatory Handbook to IRC:22-2015 Standard Specifications and
212 IRC:SP:120-2018
Code of Practice for Road Bridges, Section VI-Composite Construction
213 IRC:SP:121-2018 Guidelines for Use of Iron, Steel and Copper Slag in Construction of Rural Roads
214 IRC:SP:124-2019 Model Contract for Maintenance of Roads (Based on single Percentage Rate)
215 IRC:SP:125-2019 Guidelines for Cement Grouted Bituminous Mix Surfacing for Urban Roads
Guidelines for the Design and Construction of Low Volume Rural Roads Using Jute
216 IRC:SP:126-2019
Geotextiles

125
 BRIDGE MANUAL REFERENCES

REFERENCES
S. Code/ TITLE
No. Document No.

1. IRC CODES
1 IRC:5-2015 Standard Specifications and Code of Practice for Road
Bridges, Section I – General Features of Design (Eighth
Revision June, 2015)

2 IRC:6-2016 Standard Specifications and Code of Practice for Road

Bridges, Section II – Loads and Stresses (Seventh
Revision December, 2016)

3 IRC:18-2000 Design Criteria for Pre stressed Concrete Road Bridges (Post
Tensioned Concrete) (Third Revision)

4 IRC:21-2000 Standard Specifications and Code of Practice for Road

Bridges, Section III – Cement Concrete (Plain and Reinforced)
(Third Revision)

5 IRC:22-2015 Standard Specifications and Code of Practice for Road

Bridges, Section VI – Composite Construction (Limit States
Design) (Third Revision January, 2015)

6 IRC:24-2010 Standard Specifications and Code of Practice for Road

Bridges, Steel Road Bridges (Limit State Method) (Third
Revision).

7 IRC:38-1988 Guidelines for Design of Horizontal Curves for Highways and

Design Tables (First Revision)

8 IRC.:45-1972 Recommendations for Estimating the Resistance of Soil Below

the Maximum Scour Level in the Design of Well Foundations
of Bridges

9 IRC:78-2014 Standard Specifications and Code of Practice for Road

Bridges, Section VII – Foundations and Substructure
(Revised Edition January, 2014)

10 IRC:83-2015 Standard Specifications and Code of Practice for Road

(Part I) Bridges, Section IX – Bearings, Part I : Metallic
Bearings (Second Revision)

11 IRC:83-2018 Standard Specifications and Code of Practice for Road

(Part II) Bridges, Section IX – Bearings, Part II: Elastomeric
Bearings ( Second Revision, May 2018)

126
 BRIDGE MANUAL REFERENCES

12 IRC:83-2018 Standard Specifications and Code of Practice for Road

(Part III) Bridges, Section IX – Bearings, Part III: POT,
POTCUMPTFE, PIN and Metallic Guide Bearings (First
Revision May, 2018)

13 IRC:87-2018 Guidelines for the Design and Erection of False work

for Road Bridges (Second Revision)

14 IRC:89-1997 Guidelines for Design and Construction of River Training &

Control Works for Road Bridges (First Revision)

2. IRC SPECIAL PUBLICATION , DESIGN CODES

IRC:SP:13-2004 Guidelines for the Design of Small Bridges and
Culverts (First Revision)

15 IRC:SP:18 1978 Manual for Highway Bridge Maintenance Inspection

IRC:SP:19-2001 Manual for Survey, Investigation and Preparation of

Road Projects

17 IRC:SP:23-1983 Vertical Curves for Highways

18 IRC:SP:29-1994 Directory of Indgenous Manufacturers of Road/ Bridge

Construction Machinery & Important Bridge
Components (First Revision)

IRC :SP:30-1993 “Manual on Economic Evaluation of Highway Projects in India

(First Revision)”.

19 IRC:SP:33-1989 Guidelines on Supplemental Measures for Design,

Detailing & Durability of Important Bridge Structures

20 IRC:SP:37-2010 Guidelines for Load Carrying Capacity of Bridges

21 IRC:SP:47-1998 Guidelines on Quality Systems for Road Bridges (Plain,

Reinforced, Prestressed and Composite Concrete)

22 IRC:SP:51-2015 Guidelines for Load Testing of Bridges (First Revision)

23 IRC:SP:52-1999 Bridge Inspector’s Reference Manual

24 IRC:SP:54-2018 Project Preparation Manual for Bridges (First Revision)

25 IRC:SP:56-2011 Guidelines for Steel Pedestrian Bridges (First Revision)

127
 BRIDGE MANUAL REFERENCES

26 IRC:SP:60-2002 An Approach Document for Assessment of

Remaining Life of Concrete Bridges

27 IRC:SP:64-2016 Guidelines for the Analysis and Design of CastinPlace

Voided Slab Superstructure (First Revision)

28 IRC:SP:65-2018 Guidelines for Design and Construction of Segmental Bridges

(First Revision)

29 IRC:SP:66-2016 Guidelines for Design of Continuous Bridges (First Revision)

30 IRC:SP:67-2005 Guidelines for Use of External and Unbonded Prestressing

Tendons in Bridge Structures

31 IRC:SP:69-2011 Guidelines & Specifications for Expansion Joints (First

Revision)

32 IRC:SP:70-2016 Guidelines for the Use of High Performance Concrete in

Bridges (First Revision)

33 IRC:SP:71-2018 Guidelines for Design and Construction of Pretensioned

Girder of Bridges (First Revision)

34 IRC:SP:75-2008 Guidelines for Retrofitting of Steel Bridges by Prestressing

35 IRC:SP:82-2008 Guidelines for Design of Causeways and Submersible bridge

36 MORT&H Standard Plans for 3.0 m to 10.0 m Span Reinforced

Cement Concrete Solid Slab Structure with and
without Footpaths for Highways, 1991

37 MORT&H Standard Plans for Highway Bridges R.C.C. T-Beam &

Slab Superstructure – Span from 10 m to 24 m with 12
m width, 1991

38 MORT&H Standard Plans for Highway Bridges PSC Girder and RC

Slab Composite Superstructure for 30 m Span with and
without Footpaths, 35 m Span with Footpaths and 40 m Span
without Footpaths, 1991

39 MORT&H Standard Drawings for Road Bridges – R.C.C. Solid

Slab Superstructure (15° & 30° SKEW) Span 4.0 m
to 10.0 m (with and without Footpaths), 1992

40 MORT&H Standard Drawings for Road Bridges R.C.C. Solid

Slab Superstructure (22.5º Skew) R.E. Span 4m to
10m (with and without Footpath), 1996

128
 BRIDGE MANUAL REFERENCES

41 MORT&H Standard Plan for Highway Bridges – Prestressed Concrete

Beam & RCC Slab Type Superstructure Volume - II

42 MORT&H Standard Plans for Single, Double and Triple Cell Box
Culverts with and without Earth Cushion

43 HRB SR No.20, 2004 State of the Art : Development of Bridge Bearings

44 Paper Nos.109 & 112, Standard Specifications & Code of Practice for Road
1946 Bridges, Sections I & II (with Explanatory Notes & Discussions)

45 Paper No.238, 1996 Considerations in the Design and Sinking of Well Foundations
for Bridge Piers (B. Bal want Rao & C. Muthuswamy)

46 International Journal of Structural Health Monitoring Case Study Review Shekhar

Civil Engineering verma, Dr. Vijay Raj
Research. ISSN 2278-
3652 Volume 8, Number
1 (2017), pp. 33-38

47 Science Direct Procedia Structural health monitoring system of bridges Cristian-Claudiu

Engineering 199 (2017) Comisu, Nicolae Taranu, Gheorghita Boaca, Maria-Cristina
2054–2059 Scutaru

48 Report by Minnesota Bridge Health Monitoring and Inspection – A Survey of Methods

Department of Andrew Gastineau, Tyler Johnson, Arturo Schultz
Transportation 395 John Department of Civil Engineering University of Minnesota
Ireland Boulevard Mail
Stop 330 St. Paul,
Minnesota 55155

49 IS 210 : 2009 Grey iron castings - Specification (First Revision)

50 IS 269 : 1989 33 Grade Ordinary Portland Cement

51 IS 280 : 2006 Mild Steel Wire for General Engineering Purposes

52 IS 383 : 2016 Coarse and Fine Aggregate for Concrete - Specification (Third
Revision)

53 IS 458 : 2003 Precast Concrete Pipes (With and Without Reinforcement)

54 IS 516 : 1959 Methods of tests for strength of concrete

55 IS 784 : 2001 Prestressed Concrete Pipes (Including Fittings)

56 IS 812 : 1957 Glossary of terms relating to welding and cutting of metals

129
 BRIDGE MANUAL REFERENCES

57 IS 883 : 2016 Design of Structural Timber in Buildings - Code of Practice (Fifth

Revision)

58 IS 1785: PART 1 Plain Hard-Drawn Steel Wire for Prestressed Concrete: Part 1
Cold drawn stress-relieved wire

59 I.S: 1893 – 2016 (Part – Criteria for Earthquake Resistant Design of

I) Structures. (Sixth Revision) December 2016

60 IS 2090 : 1983 Specification for high tensile steel bars used in prestressed
concrete (First Revision)

61 I.S: 2911 – 2010 Code of practice for Design & construction of Reaffirmed Feb
2002 Pile Foundation. (Second Revision May, 2011)

62 IS 6003 : 1983 Indented Wire for Prestressed Concrete

63 IS 6006 : 1983 Uncoated Stress Relieved Strand for Prestressed Concrete

64 IS 12269 : 1987 53 Grade Ordinary Portland Cement

65 IS 12594 : 1988 Hot - Dip zinc Coating on Structural Steel bars for Concrete
Reinforcement - Specification

66 I.S: 13920 –2016 Ductile Detailing of Reinforced (Revised July 2016)

Concrete Structures

67 IS 14268 : 1995 Uncoated Stress Relieved Low Relaxation Seven ply

Strand for Prestressed Concrete

3. BOOKS FOR REFERENCE

1 Open Channel Hydraulics – By Ven Te Chow

2 Essentials of Bridge Engineering – By D. Johnson

3 Bridge Engineering – By K.S. Rakshit

4 Concrete Bridge Design & Practice – By Dr. V.K. Raina

5 Foundation Design – By Wayne C Teng

6 The World of Bridges – By Dr. V.K. Raina

7 Bridge Inspection and Maintenance – Published by Indian Railways Institute of Civil

Engineering, Pune 411001

130
 ACKNOWLEDGEMENT

This Bridge Manual framed by PW(R&B) Department through DIQC provides necessary
guidelines in designing and construction of bridges to give greater guidance and valuable
references for all the engineers involved in design and construction.

Er. Ishfaq Mohammad Beg, Er. Aijaz Masood Bhat, Er. Arif Mohammad Iqbal, Er. Syed
Izhar Ahmad Rizvi, Er. Safina Sheikh, Assistant Executive Engineers, Er. Muzamil Mushtaq
Khanday, Assistant Engineer and Er. Subzar Ahmad Bhat, Junior Engineer were the core team in
formulating and compiling the Bridge Manual. The whole process was carried out under the
supervision of Er. Mohammad Hanief Lone, Chief Engineer, DIQC, J&K.

The team was all along guided by Er. Sami Arif Yasvi, Development Commissioner
Works, JK PWD who supported the team at every step during the process of framing this
manual.

Able leadership and vision of Sh. Shailendra Kumar, Principal Secretary PW(R&B)
Department, Jammu and Kashmir Government was the main source of inspiration in creating this
manual.