Professional Documents
Culture Documents
of
Steel Girders
July 2006
INDIAN RAILWAYS INSTITUTE OF CIVIL ENGINEERING,
PUNE - 411001
Shiv Kumar
Director
IRICEN
(i)
R. K. Yadav
Professor / Track2
IRICEN
( ii )
N.L.Nadgouda
Associate Professor
IRICEN PUNE
( iii )
Vinod Kumar
Director
IRICEN-Pune
Dec.98
( iv )
(v)
INDEX
Page No.
Chapter
1. INTRODUCTION
16
2.1 Loads
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
2.1.7
2.1.8
2.1.9
2.1.10
2.1.11
2.1.12
Dead load
Live load
Impact effect
Force due to curvature and eccentricity of track
Temperature effect
Frictional resistance of expansion bearings
Longitudinal force
Racking force
Wind pressure effect
Forces and effects due to earthquake
Erection stresses
Loads for road over bridges (ROB)
( vi )
Introduction
Sleeper Location
Specification of steel for sleepers
Size and details of sleeper
( vii )
75
92
120
( viii )
( ix )
LIST OF ABREVIATIONS
BB&CI Rly
BBJ & Co
BFR
BG
BGBL
BGML
BN Rly
CBE
CDA
CECRI
DA
DFT
DL
DPT
EI Rly
EUDL
FOB
GIP Rly
HML
HSFG
IRBM
IRC
IRS
IS
JE
km
kN
kmph
LG
LL
m
MBG
MG
MGML
mm
MMAW
MMG
MS
MSM Rly
NDT
NG
ODC
PSC
PTFE
RBG
RCC
RDSO
RH Girder
RL
Rly
ROB
RSJ
RUB
SAW
SBC
SE
t
USFD
WDM
Live Load
Metre
Modified Broad Gauge
Meter Gauge
Metre Gauge Main Line
Millimetre
Manual Metal Arc Welding
Modified Metre Gauge
Mild Steel
Madras Southern Maratha Railway
Non Destructive Testing
Narrow Gauge
Over Dimensional Consignment
Pre-stressed Concrete
Poly Tetra Fluoro Ethylene
Revised Broad Gauge
Reinforced Cement Concrete
Research Design & Standards Organisation
Restricted Height Girder
Rail Level
Railway
Road Over Bridge
Rolled Steel Joint
Road Under Bridge
Submerged Arc Welding
Substructure Bridge Code
Section Engineer
tonnes
Ultra Sonic Flaw Detection
Water Bound Macadam
( xi )
CHAPTER - 1
INTRODUCTION
Ever since the 1st railway train was hauled in April 1853 by a
steam engine over a stretch of 33 Km track between Bombay
Victoria Terminus to Thane, Railways in India have never looked
back and have continued with their achievements with
accelerated pace. As on date we have about 63,465 route km of
railway track network throughout the length and breadth of the
country.
Building of a railway track over various stretches of land
cris-crossing different cities, districts and states all over,
necessarily involves tremendous earthwork, rock cuttings,
tunneling and bridging. Out of these vital prerequisites, bridging is
the most intricate and multifaceted constituent in the railway
track requiring a precise and exhaustive exercise in its planning
and execution, considering its probable repercussions on the
entire railway system for long years.
Number of bridges on Indian Railways as on date are to the tune
of about 1.21 lakhs belonging to the various types and lengths
and in different categories.
With the inception of railway transport system in India the
railway traffic was handled by different companies such as GIP
Rly., BN Rly., El Rly., MSM Rly., BB & Cl Rly., etc. In addition,
various princely states formed their own railway network with the
available technical know-how and resources as obtained in those
days. Hence each system followed its own gauge and standard.
However, as far as the type of gauge is concerned we had only
four types of gauge namely, B.G., M.G., N.G. and L.G. But the
criteria for bridges adopted was different depending on the
technology and material as obtained in those days.
But all the same a sort of similarity appears to have been
maintained in designing and construction of these bridges, may
be by interaction between various construction agencies at
1
250
1676
300
1676
1200
1676
ELEVATION
THROUGH TRUSS
PONY TRUSS
Fig. 1.14
DECK TRUSS
1.2.1
According to function
(a) Track bridges (for rail vehicles/rolling stock)
i) Over rivers/nullahs/canals
ii) Over valleys (viaducts)
iii) Over railway tracks (flyover)
iv) Over the road (Road under bridge)
(b) Road over bridge : Over railway tracks (Road passing
on top)
(c) Rail cum road bridge : (Over river) may have common
deck or separate deck
(d) Foot over bridge (FOB) : On station platforms/across
yards
(e) Pipeline Bridge - For pipelines crossing the railway
tracks.
1.2.2
According to form
(a) Steel plate girders (Deck type)
(b) Steel composite girders (for ballasted deck)
(c) Steel open web truss girders (through or underslung
spans)
10
12.2m Plate girder BA 11073
18.3m Plate girder BA 11074
24.4m Plate girder BA 11075
30.5m Plate girder BA 11076
Drawing
number
Type of
girder
SN Normal
clear
span
31900
25600
19400
13100
10000
32450
26050
19650
13300
10200
Center of Overall
bearing
length
of span of span
32600
26200
19800
13400
10300
2300
1980
1830
1850
1850
2588
2104
1876
1312
1062
Center Center
Depth
of piers of girders at center
TABLE 1.1
R.B.G. Plate Girder Rivetted Type (B.G.)
3135
2484
2270
1674
1424
10
2977
2416
2188
1585
1336
11
Distance Distance
between between
Rail level
R.L. to
to top of
bottom
abutment of girder at
D1
center D2
All dimensions in mm
11
24.4m Plate girder
1.
RDSO-B
1555
RDSO-B
1529
3.
4
RDSO-B
1528
2
12.2m Plate girder
26050
19650
13300
25600
26050
26200
19800
13400
26200
25600
19400
13100
1980
1980
1830
1850
2104
2104
1876
1312
2484
2484
2270
1674
10
2416
2416
2188
1585
11
TABLE 1.2
MBG Plate Girder Welded Type (B.G.) (With intermediate stiffener, bracings, splice joint rivetted)
All dimensions in mm
SN Normal
Type of
Drawing Center of Overall
Center Center
Depth
Distance Distance
clear
girder
number bearing
length
of piers of girders at center between between
span
of span of span
Rail level
R.L. to
to top of
bottom
abutment of girder at
D1
center D2
12
2
30.5m
30.5m
45.7m
61.0m
76.2m
SN Normal
clear
span
Open Web
Through
Open Web
Through
Open Web
Through
Open Web
under slug
Open Web
Through
Type of
girder
BA 11151
BA 11321
BA 11361
BA 11401
BA-11341
Drawing
number
78800
63000
47240
31900
31926
79600
63700
47850
32450
32460
Center of Overall
bearing
length
of span of span
79900
64000
48150
32600
32600
5500
5500
5180
2300
5180
11240
9605
7763
4959
7671
Center Center
Depth
of piers of girders at center
2102
2082
1603
1558
1549
10
1777
1777
1297
5332
1232
11
Distance Distance
between between
Rail level
R.L. to
to top of
bottom
abutment of girder at
D1
center D2
TABLE 1.3
Open Web Girder (B.G.) Rivetted type R.B.G. Standard (Suitable for M.B.G. Loading)
All dimensions in mm
13
2
30.5m
45.7m
61.0m
76.2m
SN Normal
clear
span
Open Web
Through
Open Web
Through
Open Web
Through
Open Web
Through
Type of
girder
BA-11601
BA-11581
BA-11481
BA-11461
Drawing
number
78800
63000
47240
31926
79600
63700
47850
32460
Center of Overall
bearing
length
of span of span
79900
64000
48150
32600
5500
5500
5180
5180
11240
9605
7763
7671
Center Center
Depth
of piers of girder at center
TABLE 1.4
Open web (B.G.) Welded type M.B.G. Loading
All dimensions in mm
2102
2082
1603
1549
10
1777
Provisional
1777
Provisional
1297
1232
11
Distance Distance
between between
Rail level
R.L. to
to top of
bottom
abutment of girder at
D1
center D2
14
2
30.5m
45.7m
61.0m
SN Normal
clear
span
Open Web
Through
Open Web
Through
Open Web
Through
Type of
girder
BA-11551
BA-11501
BA-11521
Drawing
number
63000
47240
31926
63700
47850
32460
Center of Overall
bearing
length
of span of span
64000
48150
32600
5500
5180
5180
9605
7763
7671
Center Center
Depth
of piers of girders at center
TABLE 1.5
Open Web (B.G.)Welded type HM-Loadig
2082
1603
1549
10
1777
1297
1232
11
Distance Distance
between between
Rail level
R.L. to
to top of
bottom
abutment of girder at
D1
center D2
All dimensions in mm
15
CROSS SECTION
COMPOSITE GIRDER
ABUT.
ABUT.
SPAN OF 30.5 m
ELEVATION
(b) OPEN WEB GIRDER (THROUGH SPANS)
ABUT.
ABUT.
ELEVATION
(c) OPEN WEB GIRDER (UNDER SLUNG SPANS)
Fig. 1.15 STANDARD TRACK BRIDGE STEEL GIRDERS (B.G.)
ABUT.
ABUT.
CROSS SECTION
CROSS SECTION
CROSS SECTION
CHAPTER - 2
STEEL GIRDERS OF RAILWAY BRIDGES
Most of steel girder bridges built and put in service prior to 1950
are of non-standard type and spans. These bridges form a vital
but vulnerable link in a railway system. Damage to a bridge may
take a long time for repairs and in that case financial
repercussions will be quite severe on account of high cost of
repairs and interruption to traffic. Hence it is very essential to
know the loading mechanism, structural behaviour and defects
likely to develop during service so as to take timely action by
maintenance officials.
Steel girders put in track prior to 1905 and steel rolled prior to
1895 are considered as early steel girders. There was no strict
control on sulphur and phosphorous content during the steel
manufacturing process at that time. These girders are prone to
cracks/fractures and sudden failure due to brittleness.
2.1 LOADS : For the purpose of computing stresses in
steel girder of track bridge during design, following loads are
considered as stipulated in Bridge Rules.
2.1.1 Dead Load : Consists of the portion of weight of
superstructure and fixed load coming on them as self weight.
2.1.2 Live Load : Railway track bridge steel girders are
designed to one of the following loading standards. Fig. 2.1 a & b
indicate loading details.
Broad Gauge (1676 mm)
1) BGML - (Broad Gauge Main Line) 1926 : Prior to 1975
all steel girders on main line were designed for BGML
standard which caters for maximum axle load of 22.9
tonnes for locomotive with trailing load of 7.67 tonnes/per
metre. (BGBL was adopted for branch lines)
2) RBG - (Revised Broad Gauge) 1975 : The bridge loading
was revised in 1975 (considering the new types of
16
B.G.M.L
R.B.G 1975
R.B.G 1975
17
1708
2108
20000
7278
2941 2950
4700
22.5 22.5
1829
5882
2108
20000
7278
2950
2950 2941
2551
1702
2108
1651
1829
NOTE:
AXLE LOADING IN TONNES
AXLE SPACING IN MILLIMETRES
2591
1829
4700
22.5 22.5
TYPE LOCOMOTIVE
1702
3327
20 20 20
WAM 4A LOCOMOTIVE
20 20 20
22.5 22.5
16482x2 = 32964
2950
1708
3048
19.6
19.6
MAX. AXLE LOAD OF 22.9 t
19.6
19.6
1842
1708
22.9
22.9
22.9
22.9
19.3
2794
11.2
1524
1651
1829
25512551
1702
2108
20 20 20
22.5 22.5
Bo-Bo+Bo-Bo
1702
2551
3048
2591
19.6
19.6
19.6
19.6
3327
19.3
WAM 4A LOCOMOTIVE
2794
1708
22.9 22.9
22.9
1842
22.9
20 20 20
1594
11.2
M.B.G.1987
H.M.L.
H.M.L.
18
25
2050
2200
1900
1900
2471
2050
2970
25
25
2970
5560
2200
2200
4622
2200
2200
30 30 30
20922
7500
19132
6590
4942
1900
1900
30 30 30
19132
6590
2311
2471
1900
1900
30 30 30
2200
2200
30 30 30
NOTE:
AXLE LOADING IN TONNES
AXLE SPACING IN MILLIMETRES
1900
1900
30 30 30
20922
7500
30 30 30
2970
25
2050
25
1950
25
19500
25
1950
2050
25
30 30 30
2200
2311
5560
25
1950
25
19500
1950
25
30 30 30
2970
25
20
926.7
302.3
430.1 360.85
698.0
222.4
552.8
672.0
789.8
20 202.7
30 280.0
45 399.5
60 514.8
75 628.0
90 742.0
120 973.0 1025.3
584.0
470.9
252.0
177.1
129.7
163.7
82.3
BM
13 147.2
Shear
278.1
200.3
150.4
89.3
BM
753.7
634.3
515.1
934.5
758.3
580.5
404.2
286.2
201.7
679.1 900.0
555.0 720.0
430.6 540.1
305.7 369.9
221.1 261.8
170.3 177.4
129.5
75.0 75.0
50.0 60.0
33.3 33.3
50.0
37.5
22.5
64.4
47.6
41.6
35.5
25.6
RBG MBG HM
Longitudinal Forces
(t)
Shear BGML
734.1
618.8
503.7
BM
HM EUDLs
(t)
104.4 109.9
Shear
MBG EUDLs
(t)
389.5 394.85
273.3
199.1
145.3
96.8
Shear
RBG EUDLs
(t)
110.2
BM
BGML EUDLs
(t)
89.3
6.5
(m)
Span
TABLE 2.1
COMPARATIVE STATEMENT OF BENDING MOMENT, SHEAR AND LONGITUDINAL FORCES
8
6+ L
subject to
23
NOTE:
ALL DIMENSIONS ARE IN
MILLMETRES.
LATERAL
BRACING
BEARING
STIFFENER
ANGLE
RSJ 600x210
CROSS SECTION
PLAN
SECIONAL ELEVATION
BEARING
BEARING
a)
27
CROSS
FRAME
SLIDING
BEARING
INTERMEDIATE
STIFFENER
SINGLE
ANGLE
2 3
1
2 3
JOGGLED
INTERMEDIATE
STIFFENER
WOODEN
SLEEPER
CROSS SECTION
PLAN
ELEVATION
STRAIGHT
BEARING
STIFFENER
HOOK BOLT
GUSSET PLATES
FLANGE ANGLES
NOTE :
ALL DIMENSIONS ARE IN
MILLIMETRES.
BEARING
STIFFENER
DUPLICATE
ANGLES
girder drawings for spans of 12.2, 18.3 and 24.4 metres for BG
and 6.1, 9.2, 12.2, 18.3, 24.4 and 30.5 metres for MG.
Advantage of welded girder
a) Welded girder with rivetted intermediate stiffeners result
in saving of steel upto 25%.
b) Welded girder eliminates the need of rolled sections of
non-standard sizes and shapes. Also due to nonavailability of particular rolled section using higher
section leading to uneconomical construction is avoided.
c) Eliminates drilling of holes and hence gross area
becomes net area for tension members (Bottom Flange).
d) Welded girder eliminates cumbersome connections and
water pockets.
e) Welded girder requires less maintenance due to
elimination of rivet heads on top flange thereby facilitating
the painting of sleeper seats frequently thus reducing
maintenance and repairs cost.
f) Aesthetic superiority and higher production rates with
lesser input are added advantages.
Components of welded girder
Following are the components (similar to rivetted girder)
a) Welded I-sections (including welded or rivetted
intermediate stiffeners)
b) Cross frames
c) Top lateral bracings
d) Bottom lateral bracings for spans 24.4 metre and above
e) Bearings
Main components are welded I-sections which are simiilar to
rivetted plate girders except the following :
i) Web and flange connection is provided with continuous
fillet weld (instead of flange angles with rivetted
connections)
ii) Earlier stiffeners were made up of plates instead of angle
sections and are welded with fillet weld to the web but
now revised drawings are followed for welded girders with
revitted angle striffeners for intermediate stiffeners.
30
1)
2)
3)
32
33
4
SR.
No
1st.
2nd.
2
3
4
1
BUTT WELD
0.3
550
0.5
0.5
650
700
0.5
0.5
0.4
0.4
750
650
32 550
32 600
WELD PARAMETERS
Step Voltage Current
Carr.speed
(volt.) (amp.)
(m/min)
10
1
2
JOINT FIT UP
1.25
1.50
1.50
1.50
1.50
1.25
1.25
Wire Feed
(m/min.)
do
do
do
do
FLAT
DOWN
HAND
POSITION
2) Fillet Weld :
a) T fillet (continuous) b) Side fillet (continuous)-
34
35
CROSS FRAME
PLAN
BEARING
STIFFENERS
50mm
INTERMEDIATE
STIFFENER
(WELDED)
CROSS SECTION
1676
2
1
3 SPLICE MATERIAL
ELEVATION
WEB PLATE
BOTTOM FLANGE
CROSS FRAME
SLIDING
BEARING
TOP FLANGE
36
CROSS
FRAME
CROSS
FRAME
BEARING
STIFFENER
WELDED
TOP LATERAL
BRACING
BOTTOM
FLANGE
SLIDING
BEARING
WEB PLATE
INTERMEDIATE
RIVETTED STIFFENER
PLAN
ELEVATION
CROSS SECTION
1676
TOP FLANGE
INTERMEDIATE ANGLE
(STIFFENER (RIVETTED)
b)
37
b)
38
3
2
1
2
3
3. COVER ANGLE
2. SPLICE PLATE
ELEVATION
4265
1676
100
645
TOP
FLANGE
PLATE
CHANNEL
SHEAR
CONNECTOR
1600
WEB
BOTTOM
FLANGE
PLATES
1142.5
1980
INTERMEDIATE
STIFFENER
1142.5
SECTION
(All dimensions are in mm.)
39
40
CLEAR SPAN
CONFIGURATION
7315
cL
6 @ 5321 = 31926
30.5m THROUGH
4600
cL
10 @ 3190 = 31900
30.5m UNDER SLUNG
7315
cL
8 @ 5905 = 47240
47.5m THROUGH
9000
cL
8 @ 7875 = 63000
10500
61.0m THROUGH
cL
10 @ 7880 = 78800
76.2m THROUGH
(All dimensions are in mm)
Fig. 2.8 CONFIGURATIONS OF BROAD GAUGE
STANDARD OPEN WEB GIRDERS
41
a)
b)
L0
5905 NOMINAL
5905 WITH CAMBER
9
94
4
01
08
NO
.5
W
M
IT
IN
H
AL
C
A
M
BE
R
5905 NOMINAL
5905 NOMINAL
U3
7315 NOMINAL
5905 NOMINAL
94 940
0
8. 1 N
5W O
IT MIN
H
CA AL
M
BE
R
U2
U4
5905 NOMINAL
5910.5 WITH CAMBER
5905 NOMINAL
L3 5905 WITH CAMBER
5905 NOMINAL
L4
7315 NOMINAL
7316 WITH CAMBER
U1
7315 NOMINAL
7316.5 WITH CAMBER
21
7315 NOMINAL
7318 WITH CAMBER
37
44
53
AL
IN
ER
M
NB
O
A
N
C
10
H
IT
94
W
00
94
50
AL ER
IN
B
M
O CAM
N
01 ITH
94
5W
3.
0
94
MAXIMUM
FORCE IN
TONNES
+ 180.0
L1 - L2
+ 180.0
L2 - L3
+ 420.16
L3 - L4
+ 420.16
L4 - L5
+ 500.65
(IN MILLIMETRES)
440
630
L0 - L1
SECTION PROVIDED
630
630
414
410
630
440
400
630
U3 - U4
- 480.90
U4 - U5
- 480.90
L0 - U1
- 311.20
-13.70
U1 - L2
+ 251.74
630
- 321.35
408
402
630
U2 - U3
402
630
- 321.35
370
500
U1 - U2
- 193.40
U3 - L4
- 3.26
+ 139.48
4 ANGLES 75 x 75 x 10
+ 44.63
- 89.87
4 ANGLES 75 x 75 x 10
370
400
L2 - U3
L4 - U5
U1 - L1
U3 - L3
U5 - L5
U2 - L2
U4 - L4
350
370
300
+ 85.15
4 ANGLES 75 x 75 x 10
- 6.90
46
370
MEMBER
cL
U1
U2
U3
L1
L2
L3
L4
OF SPAN
U5 U6
U7
U8
U9
L7
L8
L9
U10
4600
U0
U4
L5
L6
10 @ 3190 = 31900
cL
U2
U3
L1
L2
L3
U4
U5
U6
U7
L5
L6
L7
7315
U1
OF SPAN
L0
L4
8 @ 5905 = 47240
47
L8
51
DIAGONAL
VERTICAL
GUSSET
PLATE
TOP CHORD
7315
END
RAKER
BOTTOM CHORD
8 @ 5905 = 47240
ELEVATION
TOP LATERAL
BRACING
PORTAL
5180
SWAY BRACINGS
KNEE PORTAL
TOP PLAN
BOTTOM CHORD
CROSS
GIRDER
5180
STRINGER
STRINGER
BRACING
BOTTOM PLAN
Note: All dimensions are in millimetres
Fig. 2.11 MAIN ELEMENTS OF OPEN WEB GIRDER
52
53
L0
L3
U3
TOP LATERAL
BRACING
ELEVATION
L2
SECTIONAL PLAN
L1
U2
CROSS
GIRDER
SWAY
HALF SECTION
PORTAL
L4
U4
Fig. 2.12 R.B.G. STANDARD 45.7m SPAN OF OPEN WEB GIRDER (THROUGH)
BOTTOM LATERAL
BRACING
STRINGER
END
BRACKET
END
RAKER
U1
CORNER
BRACKET
KNEE
SWAY
56
L2
U2
CROSS BEAM
BOTTOM CHORD
L1
U1
VERTICAL
U0
TOP CHORD
U4
TOP CHORD
L5
U5
SWAY BRACING
ELEVATION
L4
DIAGONAL
SECTION
L3
U3
L9
U9
END
DIAGONAL
10
b)
c)
3) Through type
Steel girders of through type with the floor system
(cross-girders and road bearers) carrying the concrete
road slab forming the road way.
2.4.1 Deck type ROB
Generally, the main steel girders of these ROBs are plate girders
identical to track bridge girders and designed to carry IRC
loading. However, since the road vehicles run on rubber tyred
wheels, the ROB structure suffers quite a low impact due to air
wheels. These girders are therefore designed with much less
dynamic loading.
However after year 1950 or so the ROBs constructed are mostly
of deck type with 4 or 6 nos. of longitudinal steel girders
57
FOOT PATH
FOOT PATH
TRUSS
BRACKET
JACK
ARCH
CROSS
SEAM
MAIN GIRDER
WBM ROAD
ROAD
BEARER
CROSS BEAM
JACK ARCH
JACK ARCH ON CROSS GIRDER
NO ROAD BEARER ON SOME BRIDGES
Fig. 2.15 ROB SEMI-THROUGH
58
WBM ROAD
ROAD BEARER
MAIN GIRDER
TROUGHS
CROSS BEAM
WBM ROAD
ROAD BEARER
CROSS BEAM
59
MAIN GIRDER
depending on the width of the road and the road concrete slab
cast on the top of these girders. Footpath is provided on
brackets fitted to outer-most girders outside or a truss is
provided to support foot-path.
2.4.2 Semi-through type ROB
Earlier ROBs were mostly semi through type provided with jack
arches supported on cross-girders or road bearers, and even
water bound macadam road was made on this. On some ROBs
steel troughs have also been provided over cross-girders and road
bearers to carry the macadam road.
2.4.3 Bearings of ROB
All plate girders of ROBs whether deck type or semi through
type are provided with phosphor bronze bearings since it is not
feasible to lift these girders periodically for greasing.
Through type ROB girders are provided with rocker and roller
type bearings.
2.4.4 Expansion Joint
Expansion joint is provided at either end of the approaches on
single span and at either end of the girder for multiple span
bridge. But it is observed that, over the years these expansion
joints get jammed by asphalt due to frequent road surface
maintenance. Thus new designs of expansion joints are being
evolved.
With the past experience, it is observed that the rivets in ROB
girders seldom get loosened but corrosion does occur on rivet
heads due to accumulation of water and muck. Hence
systematic and effecitve painting is a must to keep the girders
functioning for long years as designed (70 to 80 years).
Kerb bent plates are generally provided to main plate girders
along the inner side of the road to prevent the road vehicles
60
Code clause no.4.16.1 but all truss type girders are provided with
camber and fabricated on camber layout. Hence called cambered
truss (whereas trusses for track bridges are not only cambered
trusses but are prestressed girders which provide camber also).
Steel used for these girders conforms to IS-2062 Grade A for
both rivetted and welded construction.
In the olden days the girders were made to rest on masonry substructure and the staircases were in the form of ramps or steel
stanchions with risers and steps made of cast iron treads
perforated to avoid corrosion and to reduce weight.
Presently the girders are fitted to RSJ columns on the platform
to which the staircase stringers are also attached. The steel
columns are located on the platforms on sound foundations, care
being taken to avoid infringement to moving dimensions. Mostly
pre-cast slabs of RCC are used for main floor as well as steps
for staircase stringers. To avoid wear and tear of the edges of the
steps, nosing angles are fitted to the edges of these steps thus
prolonging its life and obviating escapable maintenance.
No moving bearings are provided to these griders (girders are
bolted to the columns) hence no greasing is necessary. It has
been experienced that the occurrence of loose rivets or weld
cracks in these girders and staircases is almost nil. Other
aspects of inspection and maintenance are namely floor slab,
staircase steps, roof sheeting and protection frames in electrified
areas. These are maintained by SE/JE Works concerned. (Fig.
2.18 indicate typical F.O.B.)
2.5.1 Beam Type FOB
In this type RSJs or welded built up I-girders are used as super
structure with portal frames erected on brackets connected to
the outside of outer girder for hand railing and roof cover. R.C.C.
deck is cast in situ or pre-cast slabs fixed on top flanges of
girders without shear connectors. Stiffeners are provided to
beam. Main girders rest on cap beams of columns. Fig. 2.19
shows details.
62
(a) ELEVATION
63
CROSS SECTION
ELEVATION
(a) FOOT OVER BRIDGE - BEAM TYPE (WELDED CONSTRUCTION)
CROSS SECTION
ELEVATION
(b) FOOT OVER BRIDGE - PORTAL TYPE
Fig. 2.19
65
CROSS SECTION
ELEVATION
Fig. 2.20 FOOT OVER BRIDGE - PIN CONNECTED (OLD)
CROSS SECTION
ELEVATION
66
ii)
iii)
iv)
vi)
vii)
When anchor bolts are set, start laying of pre cast slab
from both ends of spans towards centre.
that all jacks are in run out condition except centre jack
ie. at least 15 mm more than the amount of lowering
required to provide design camber, stipulated in camber
sheet at every panel point. Ensure top of all camber
jacks in one level.
(iii) Place all bottom chords of both trusses over camber
jacks as well as cross girder, rail bearer, bottom lateral
bracing fixed in position, in one level condition with min.
40% black bolts and 10% drifts. This will not pose any
problem for erection as camber lengths of bottom chords
are same as nominal lengths. Rivet all panel point, rivets
connected to bottom chord & main gusset. During
rivetting ensure one level by frequent checking with
dumpy level and staff. Details indicated in Stage I of
Fig. 2.22.
Erect all web members i.e. vertical & diagonal except
end rakers (End Post) of both trusses & rivet the bottom
connection with gusset of panel points of bottom chord.
Since holes drilled on member connecting gusset as well
as panel points gussets are marked and drilled on
nominal layout it will not pose any problem in fairing
holes for rivetting. Top of web members should be
provided with wire rope guys for stability. On the other
end (top connection) of web members, i.e. diagonal &
vertical erected should be connected with temporary
gusset drilled with camber profile holes or provide
permanent gussets (holes drilled on nominal layout) of
top chord panel point with undersize bolts temporarily.
Check to ensure that the bottom chord is in one level.
Details as per Stage II of Fig. 2.22.
Provide camber to all panel points of bottom chord as
given in camber sheet by lowering the jacks below
respective panel point. For this operation it is easy to
lower the jack than lifting hence keeping centre jack
without disturbing, lower other jacks (lowering is
maximum at ends). Check the camber readings and
70
CL
(NOMINAL PROFILE
UNDER LOAD)
PERMANENT GUSSETS
STAGE-I
JACKS
TEMPORATY GUSSETS
STAGE-II
TEMPORATY GUSSETS
STAGE-III
TOP CHORD
PERMANENT GUSSETS
TEMPORATY GUSSETS
STAGE-IV
JACKS
STAGE-V
JACKS
STAGE-VI
JACKS
72
3)
4)
5)
73
74
76.23 m
62.60
72.30
104.6
54.85
74.45
44.5
57.0
L4
-
77.75
112.5
L5
-
RBG
RBG
MBG
REMARK
MBG
44.35
90.6
50.15
68
43.00
55.0
L3
26.8
23.0
B:-
23.65
64.2
37.45
50.8
31.30
40.0
L2
22.9
19.70
34.2
21.35
29
18.00
23.0
L1
15.5
13.35
A:-
B
A
B
61.0 m
45.7 m
L0
0
0
LOADING
A
B
SPAN
30.5 m
TABLE 2.3
CHAPTER - 3
STEEL CHANNEL SLEEPERS
3.1
INTRODUCTION
Track structure on bridges is different from that on
embankment. On Indian Railways track structure being
used on different type of bridges are as under-
3.1.1
300
4700
Fig. 3.1 BALLASTED DECK BRIDGE
75
Bridge
Timber
76
SLEEPER LOCATION
Steel channel sleeper will directly rest on top of steel
girder depending upon the type of the deck as below:
3.2.1
Deck type
(Plate girder and under slung open web girder). For plate
girders, whether it is welded type or riveted type steel
girder, sleeper will rest on top flange plate (crosswise) of
both girders, and for open web (under slung) deck type
steel girder of 30.5m span on top boom of both trusses.
3.2.2
Through type
For open web steel girder (either rivetted or welded type)
of span 30.5m, 45.7m, 61.0m and 76.2m including nonstandard steel girder of any span, sleeper will rest on top
flange plate of stringer / rail bearer on flooring system of
through span.
77
3.3
3.3.1
3.3.2
3.3.3
3.4
3.4.1
3.4.2
3.4.3
79
ELASTOMERIC PAD
150
PLAN
ELEVATION
ELEVATION
CENTERS OF GIRDER
230
80
Fig. 3.4 TOP FLANGE OF STANDARD PLATE GIRDER (WELDED TYPE) B.G.
End portion
Central portion
End portion
24.4m
18.3m
12.2m
Sleeper Length
2550mm
2440mm
2440mm
24.4m
18.3m
12.2m
2565mm
2440mm
2440mm
2725mm
2535mm
2475mm
2440mm
2440mm
2440mm
2440mm
81
3.4.5
Fittings
3.4.5.1 Bolt
T head bolts with spring washers and nuts are used to
clamp the clip to canted bearing plate to hold rails. T
head will facilitate insertion of bolt from top and vice
versa removal of the same.
3.4.5.2 Clips
Either side of rail clips are provided and tightened with
T head bolts to keep the rail in position i.e. clip prevent
lateral movement and uplift of rail but it will allow rail to
move longitudinally to facilitate free movement of rail and
girder as rail free fasteners. Grooved rubber pads are
placed below the rail on canted bearing plates. Guard
rails are also anchored with either side (crosswise) by
bolt and clip to sleeper top flange.
82
150
TIGHT FIT
75
80
75
PLATE 80x10x120
175
TIGHT FIT
75
80
75
DIAPH. 80x10x120
84
3.5.1
Precautions
a) All steel section used in fabrication must have mill
test certificate clearly indicating the steel
specification conforming to IS-2062 grade B or C
fully killed.
b) All steel plates and rolled section should be straight
and free from twist before cutting for fabrication.
c) Oxy-acetylene gas cutting by mechanically controlled
torch shall be used and cut edges to be ground.
Profile of plate stiffener shall match with the profile of
inner web and flange plate of both ISMC for snug fit
to avoid cracking of weld or root of ISMC below rail
seat.
d) Welding position shall be flat position (down hand
welding) either by MMAW or CO2 welding process as
well as welding is carried out only by the qualified
welders.
e) Electrodes shall confirm to IRS-M-28 of class A-2 or
C-1 and wire for C02 welding shall confirm to
specification of class-1 of IRS-M-46-2001. Preferably
CO2 welding shall be used for fabrication.
g) Welding procedures requires approval and testing as
per Clause-19 of Welded Bridge Code-2001 and
record of fabrication and test qualification shall be
maintained in proforma as stipulated in appendix-V of
IRS serial B1 2001.
h) Before welding, all mill scale and dust adjoining weld
face shall be removed and surface shall be cleaned
and to avoid cracking of weld during service.
i) Bearing plates and supporting rails are connected to
sleeper by rivet hence drilling of holes in sleeper after
85
INSPECTION
To ensure minimum maintenance and safety of public,
fabrication shall be in Civil Engineering Workshop of
Zonal Railways or from trades who produce satisfactory
evidence of his ability as stipulated in Clause-21 of
Welded Bridge Code 2001.
3.6.1
3.7
86
88
Fig. 3.6 DETAILS OF TOP FLANGE PLATE OF RIVETTED PLATE GIRDER 18.3 M SPAN (B.G.)
SPLICE PLATE
C
L
sleeper
on
plate
girder
89
90
3.7.3
3.7.3.1 After cleaning with wire brush, provide one cover coat
paint on top flange plate of stringer (rail bearer). Mark
the location of channel sleeper with prescribed spacing
on entire span/bridge.
3.7.3.2 Place the steel packing plate on marked position to
accommodate the rivet heads. Place the rubber pad on
the steel packing.
3.7.3.3 Steel channel sleeper of size 150 x 230 x 2440mm are
placed on packing plate ensuring that center of sleeper
and center of stringer concides to ensure alignment of
rail gauge face.
3.7.3.4 Provide hook bolts on either side to anchor sleeper to
flange plate of stringer and tighten the nut.
3.7.3.5 Place the rubber pad on bearing plate and fix the rail
with the help of T bolt and clips on either side and
tighten the nuts ensuring alignment and gauge.
3.7.3.6 Rail level on each span will coincide to camber profile of
span.
91
CHAPTER - 4
INSPECTION OF STEEL GIRDER
4.0
4.1
OBJECTIVES OF INSPECTION
The bridge inspection is done to ensure safety and
serviceability. The purposes of inspection of a bridge can
be identified as follows:
(a) to ensure that the bridge is structurally sound and
safe and fit for its designed use. This relates to
the gradual deterioration of the bridge with time or to
an accidental occurrence such as impact or
overloading.
(b) to identify actual and potential sources of trouble at
the earliest possible stage.
(c) to record systematically and periodically the condition
of the structure. This enables the management to
identify any significant structural changes and
defects.
(d) to provide necessary information, on which decision
can be taken for carrying out maintenance repairs,
strengthening or replacement of the structure.
4.2
INSPECTION
OF
CONSTRUCTION
STEEL
GIRDER-RIVETTED
Loss of Camber
All standard plate girders are of less than 35 metre
span, hence camber is not provided. All open web
girders of railway track bridges are pre-stressed. Dead
load camber recorded after assembly and erection
should be retained during the service life of girder if there
is no distress. Therefore, during technical inspection,
first, camber is checked at every panel point of bottom
chords of both truss with the help of dumpy level or
precision level, which will facilitate the inspection officials
to understand the structural condition. As far as possible
camber observations are required to be taken at the
ambient temperature mentioned in the stress sheet.
Foot overbridge truss type girders are fabricated as
cambered girder (unprestressed). Camber recorded at
centre of span during inspection should be compared
with the initial dead load camber as recorded in the
Camber Register and camber recorded during the last
inspection to detect any loss of dead load camber in
steel truss or sagging of plate girder. Details of dead
load camber is given in Table 2.3 for open web through
standard track bridge girders for guidance.
93
94
Distortion
In plate girders following members are likely to show
distortion:
i) Top flange plate being
compressive stresses.
ii) Web plate near the
concentration of stress.
95
member
bearings
due
carrying
to
heavy
Loose Rivets
It is experienced in the past that no loose rivets are
noticed in steel girders of foot over-bridges and road over
bridges. Rivets may get loose only when girders have
outlived their design life or overstressed. Rivets of steel
girder of track bridges tend to become loose after 40 to
50 years of service life. Earlier to this, only if rivets were
not driven properly during fabrication and erection, these
have to be replaced.
The rivets in steel girders of track bridges fall in the
following 3 groups:
a) First group called as stitch rivets are driven to form a
member. These rivets are driven in workshop and
mostly do not become loose in service life of girder
upto 80 to 100 years. 75% of total rivets in steel
girders fall in this category. (Diameter of rivets is
20mm and hole diameter is 21.5mm).
b) Second group are rivets at joints connecting
members. [These are also called as field rivets]
These rivets transfer the load from member to joint.
They are driven at site with hand-driven pneumatic
hammer and hence tend to become loose after 40 to
50 years. (Diameter of rivets is 22mm and hole is
23.5mm). All joints are provided with 10% extra rivets
in design stage. The rivets which transfer load from
component to component are very important for
checking.
c) Third group rivets connecting top and bottom lateral
bracings including sway and portal bracings tend to
become loose on account of vibrations. If found loose
they should be replaced.
97
Corrosion
Corrosion of steel members is one of the major factors
causing considerable damage to the steel work. Steel
structures are sensitive to the atmospheric conditions.
Corrosion eats up the steel section and reduces its
structural capacity. If not attended to in time, it may
result in a) need for heavy repairs in the form of strengthening;
b) need for replacement of the structure.
Hence it is an important item of inspection, to keep
maintenance expenditure minimum. A paint film is
provided over steel work as an inhibitor of corrosion. With
the passage of time, due to extreme heat and cold or
abrasions by sleepers or due to stagnation of water, this
protective paint film starts scaling off and gradually
exposes the original steel surface to the atmosphere.
100
101
Fig. 4.1
102
Fig. 4.2 TESTING RIVET FOR LOOSENESS
pockets
on
account
of
Fatigue Cracks
Fatigue is the tendency of metal to fail at lower stress
level when subjected to cyclic loading than when
subjected to static loading. Fatigue failures are more
common where stress concentration due to sharp
corners and abrupt change of cross section exist.
104
4.4.1
105
S.
Span
No.
(a) Plate Girders:
1 12.2 m MBG - 1987
RDSO-B-1528
18.3m MBG-1987
RDSO-B~1529
24.4m MBG-1987
RDSO-B-1555
RDSO
Drawing No.
RDSO-BA-16001
Remarks
Drawing with
welded
intermediate
stiffener &
with rivetted
intermediate
stiffener
Rivetted
bracings and
intermediate
stiffeners
12.2m MBG-1987
18.3
20.0
9.15
24.4
6
7
8
9
9.15
12.2
18.3
24..4
RDSO-B-1569/R
1534/R
1581/R
1623
1730
1701
1731
1738
1730
With channel
shear
connectors.
With stud
shear connector
Butt Welds
2)
Fillet Welds
Since all welded plate girder spans are less than 35m,
no camber is provided in welded plate girders. Footover
bridge welded truss is fabricated as cambered girder
(unprestressed)
All welds carried out in workshop are by submerged arc
welding (SAW) which is a fully automatic process and
produces sound weld. Only at some locations where
SAW is not feasible welding is done by manual metal
arc welding (MMAW) or CO2 welding. All railway
workshops have trained staff and all fabricated girders
are inspected by RDSO before despatch from workshop
to ensure quality control and economical service life.
Plate girders are provided with centralised articulated
bearings and composite girders are provided with Bronze
bearings.
4.4.2
Frequency of inspection
All welded plate girders and composite girders are
inspected as per provision in Chaper XI of IRBM. Hence
level of inspection, items of inspection are the same as
those of rivetted girder. Following are the additional
manual provisions regarding welded girder inspection.
(1) SE/JE Bridges shall inspect all welded girder bridges
irrespective of length of span once in 3 years.
(2) A detailed inspection of every welded girder bridge
should be done by SE/JE Bridges after one year of
its laying in the track and permitting traffic on the
bridge.
(3) In case of important or special type of welded girder
bridges, suitable schedule of inspection should be
laid down by CBEs of Zonal Railways.
4.4.3
Method of Inspection:
All items like recording of levels of top flange to detect
any sag, corrosion of steel, condition of paint, excessive
deflection, distortion of any member, condition of
bearings, testing of rivetted connection of bracings and
splices (if any), track structure on bridges, are similar to
those of rivetted girders including damage due to external
hitting during erection. These should be thoroughly
checked.
All welds should be inspected visually to detect any
crack in the weld or heat affected zone of parent metal.
108
STIFFENER
WEB
STIFFENER
WEB
STIFFENER
CRACK
CRACK
FLANGE
FLANGE
CROSS SECTION
ELEVATION
WEB
STIFFENER
STIFFENER
WEB
CRACK
CRACK
FLANGE
FLANGE
CROSS SECTION
ELEVATION
110
111
A
STOOL
LEGEND :
PLAN
ELEVATION
4.5
4.5.1
112
2.
113
4.5.2
114
115
Annexure 4.1
Inspection proforma of steel girder (track bridge)
(1)
..
..
..........................
(2)
Date of Inspection
..
..
..........................
(3)
Section
..
..
..........................
(4)
..
..
..........................
(5)
kms/TP
..
..
..........................
(6)
Bridge No.
..
..
..........................
(7)
..
..
..........................
(8)
Between Stations
..
..
..........................
(9)
No.of spans
..
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
..
..
..........................
116
(23)
Camber of span
(a)
(b)
(c)
(d)
(24)
(25)
Actual
..
..
......................................
(b)
Minimum required
..
..
......................................
(c)
Infringement
.. ..
....................................
....................................
(27)
....................................
(28)
....................................
(29)
Type of bearing
.. ..
....................................
(30)
....................................
(31)
..
....................................
(32)
....................................
(33)
....................................
....................................
....................................
(26)
(a)
(b)
(c)
117
Boom/flanges
Web member/web
Main joints
Cross girders
Stringers
Bracings &
Foot-path
(g) Base plate
Cracked
...........
...........
...........
...........
...........
...........
...........
.......... ............
.......... ..........
............
............
(36)
(37)
Condition of paint
(38)
..
...
........................
(40)
..
.............................
(41)
Condition of bridge
..
..
.............................
(42)
General remarks
..
..
.............................
(43)
..
..
.............................
..
..
.............................
118
Railway
No. ..................
Copy forwarded to :
(1) Dy.CE,(Bridge)
(2) Sr.DEN/DEN
(3) SEN/ADEN
(4) SE/JE P. Way
(5) SE/JE Work
......................................
......................................
......................................
......................................
......................................
.................................
119
CHAPTER - 5
MAINTENANCE OF STEEL GIRDERS
Steel girders not properly provided with protective painting results
in setting of heavy corrosion to members, causing reduction of
life, uneconomical strengthening and sometimes leading to
replacement of superstructure. The adages Prevention is better
than cure and A stitch in time saves nine are eminently true
for steel superstructure. Otherwise steel is a good structural
material and steel superstructures are strong, sturdy and time
tested for more than 100 years on Indian Railways. Considering
all these aspects, it is essential for the maintenance engineers
to provide planned and systematic maintenance during its service
life.
Inspection of bridges is also a part of maintenance work. The
periodical maintenance and repairs based on the inspection
report will deliver more benefit and prove economical to prolong
the steel superstructures life. Indian Railways adopted
systematic routine inspection and maintenance of bridge
structures in the past, but due to increased workload of track
structure, and number of bridges increasing on account of
doubling and construction of new lines, maintenance of bridges
has suffered a setback. Also traffic density is increasing along
with increased speeds of trains and higher loading standards.
Hence all the more need for systematic maintenance.
5.1
MAIN ITEMS OF
SUPERSTRUCTURE
MAINTENANCE
OF
STEEL
Road over-bridges
Old steel girders used for road bridges are mostly with
the same design loading criteria of track bridges and
hence lot of reserve strength is available as highway
loading standard is lower than railway loading. Also
rubber tyred wheels of road vehicles cause less impact.
These girders are provided with bronze bearings. Hence
periodical greasing of bearings is not required except
periodical cleaning and painting to avoid corrosion on
account of muck accumulation but no lifting of girder is
involved. Proper protective painting is a major
maintenance work. To avoid sagging of girder one should
ensure that no dead load is increased on account of
additional road metal used during repairs of road surface
carried out by road authority. This aspect should be
checked during inspection. In past, rivets have been
found to be corroded, rather than loose. After 1975 most
of the ROBs are constructed with RCC deck with PSC
girders. Maintenance-free elastomeric bearings are
provided. Hence except inspection and ensuring no loss
of camber, no maintenance is required, if the initial
quality of construction is good.
5.1.3
Track bridges
Steel girders used for track bridges are dynamically
loaded structures. There is a constant, albeit
imperceptible movement taking place in bridge girders
121
5.3
5.4
123
5.4.1
Metallising
Protective coating by metallising with sprayed aluminium
to 150 micron thickness is to be provided as given in the
Appendix VI of IRS-B 1-2001 followed by oil painting over
metallised component as per schedule given below:
(i)
(ii)
(2)
(3)
(4)
Epoxy painting
Epoxy paints have good adhesion and abrasion power.
Epoxy based paints can be used in lieu of metallising in
the field for existing girders.
ii)
b) Epoxy paintingi)
Primer coat
Apply by brush two coats of epoxy zinc phosphate
primer to RDSO specification No. M&C/PCN-102/86,
to 60 microns minimum thickness (DFT)
ii)
Intermediate coat
Apply by brush one coat of micaceous iron oxide
paint to RDSO specification No. M&C/PCN-103/86 to
100 microns thickness (DFT).
Oil Painting
(a)
i)
Primer coat
One heavy coat of ready mixed paint red lead
primer to IS : 102 - 1962
or
One coat of ready mixed paint zinc chromate
primer to IS : 104 - 1979, followed by one coat
of ready mixed paint red oxide zinc chrome
primer to IS : 2074 - 1992
ii)
Finishing coat
Two finishing coats of red oxide paint to IS-123
(b)
Primer coat
Finishing coat
126
Base coat One coat of ready mixed red lead IS : 102 1962 (where corrosion is not severe).
or
Two coats of ready mixed red lead IS : 102 1962 (where corrosion is severe).
b)
Finish coat
Two coats of aluminium IS : 2339 - 1963.
127
B)
C)
Plate Girders
Plate girders of track bridges have less water stagnation
pocket and 80% steel surface is in vertical position
hence these girders are not prone to corrosion except
top flange plates (below sleeper). Also provision of
stagings for quality painting work is easy under traffic on
account of steel surface being below the rail level.
Painting with any scheme mentioned above can be
adopted for locations depending on the severity of
corrosion.
During service life of steel girders, it is observed that at
first the deterioration takes place of the finish coat of
paint. Hence, if finish coat is only painted over intact
base coat it will derive maximum saving in expenditure
than full painting. Present practice of painting steel
girders in yearly cycle basis should be modified and
painting should be carried out on condition basis, as per
inspection report.
The frequency of painting of steel girders in foreign
countries is about 20 to 25 years or even longer with
appropriate painting scheme with quality painting work.
Hence if correct system is adopted with quality painting
under supervision of SE/JE Bridges who has skill of
climbing structures, it is possible to save lot of
expenditure presently being incurred on Indian Railways
for maintenance of steel girders. Elcometers which are
now available can be used to measure paint film
thickness (DFT).
All steel girders of railway bridges are fabricated in
railway workshop. The construction engineer places the
work order for fabrication of girders without stipulating the
painting scheme to be adopted depending upon the
location of bridge. Engineer in charge of workshop will
provide conventional oil painting with red lead or zinc
128
5.5.1
5.5.2
2)
3)
4)
5)
6)
8)
9)
10)
11)
12)
5.6
131
a) Butt joint
b) Fillet Weld joint
The strength of all butt joints is equal to parent metal of
steel at those locations and hence radiography test is
conducted during fabrication. Therefore, there are remote
chances that defect may develop in these welded joints
at an early stage.
Crack may exist in fillet weld at the critical location
mentioned in para 4.4.4. Initiation and propogation of
cracks in welded girder is on account of fatigue or stress
concentration or inherent defects which exist during
fabrication. Any defects which exist during fabrication will
reveal it self within one year of its service life and hence
it is essential to check all the welded joints in girder by
dye penetration test (DPT) after one year of service.
Fatigue cracks develop in steel girders during service
due to repeated loading and its magnitude depends on
the magnitude of stress variation, frequency of stress
application, type of connection and wedging action due
to bending of structure.
Welds are more sensitive to repeated stresses and once
cracks occur, they can grow fast and hence weld crack
growth is to be prevented.
Repairs or retrofit scheme should be decided by design
engineer or Chief Bridge Engineer for permanent repairs
and hence maintenance engineer should submit report of
such defects with sketch or photograph to the Chief
Bridge Engineer immediately with provision of temporary
measures stated in para 4.5.1 to arrest the crack
propagation of welded girder of track bridge. The method
of repairs of crack should be decided based on the
location and severity of the crack. Permanent measure
may consist of the cracked member being retrofitted with
rivetted or bolted splice or where feasible the entire
member may be replaced.
132
5.7.1
133
a)
b)
c)
d)
CORROSION
CORROSION HOLE
CORROSION
CRACK
CORNER BRACKET
COVER PLATE
WEB PLATE
OF FLOOR BEAM
+
+
+
+
+ +
+ + +
+ +
+
WEB PLATE
OF STRINGER
FLANGE
OF STRINGER
FLANGE
OF FLOOR BEAM
COVER ANGLE
135
136
55
125
55
125
40
PRO.PACKING
PLATE 12 TH.
55
60
THIS HOLE TO BE
DRILLED FROM FREE
END SIDE
PRO.ANGLE 150X75X10
CRACK
PROP. ANGLE
150X150X10
LONG
CROSS
GIRDER
60
20
16
20
22
370
80
55
40
PACKING 10mm
PRO.ANGLE 150X75X10
5.9
CONCLUSIONS
Following steps are required to be taken for economical
maintenance
1. All sliding bearing provided to existing plate girders
(rivetted or welded) to be converted to bronze bearing
or PTFE bearings in consultation and with the
aporoval of RDSO so that periodical greasing can be
avoided to reduce maintenance cost. Provision of 6
mm thick rubber pad (elastomeric) between base
plate and bed block which will ensure perfect level of
base plate and dampen the impact effect. This will
137
b)
c)
138