ARCH BRIDGES

मेहराब सेतु

Kannara Bridge
Kollam–Sengottai
Chord Line

B. K. KUSHWAHA
PROFESSOR/IRICEN/PUNE
Mob: 74200 41117, Email: [email protected]
A foot Arch bridge in Shaharah District, Yemen
 THE BIGGEST
DOME (ARCH) IN
THE WORLD
GLOBAL
PAGODA
• Total ht. of Pagoda:
89.93 m
• Clear span of dome:
85.15 m
• Clear height of dome:
26.27 m
• Total Masonry stone:
76,500m3(192,000 mt)
Ref: earth-auroville.com
 Outline of the Lecture

• Mechanism of Arch Bridges

• Inspection and maintenance and rehabilitation of
Masonry Arch Bridges
• Arch Bridge Strength assessment
• Dismantling of Arch bridges
 Demography of Arch Bridges of IR
• Total Nos. of Bridges on IR =147523
• Arch bridges out of above =17939 (12.16%)
• Other type Bridges = 32007 (21.69%)
• Largest span of Masonry arch=27.43m (90’) (Br No. 13
on Tundla-Agra division
• Longest arch bridge = 954.9m(3133’) = 254x12’
(Br no. 208 on Howrah- Burdawan section)
• Multi layer masonry arches = Arch gallery built of arches
of 3.34 (11’) & 3.81m (12’6”)
span in a 4 story structure
(on Kalka – Shimla line of Ambala division)
Simply Supported Beam Supporting single point load
Simply Supported Beam Supporting two point load
Simply Supported Beam Supporting UDL
Suspension cable with single point load
Suspension cable with two point load
Suspension cable with UDL load
True Arch supporting single point Load
True Arch supporting UD Load
 CONCEPT OF AN ARCH

Concept first understood by Robert Hooke in 1865

Components of Arch
ELEMENTS OF AN ARCH BRIDGE
ELEMENTS OF AN ARCH BRIDGE
LOAD TRANSFER MECHANISM

Horizontal thrust on
sub structure

Vertical load on foundation

LINE OF THRUST
 LINE OF THRUST

As per Arch Bridge code, the Line of Thrust

should be :
With in middle half, if determined by elastic
theory
With in middle third, if determined by graphical
or approximate methods
Line of thrust is the Locus of center of pressure
 MODES OF FAILURE OF
MASONRY ARCH BRIDGES
Single span- 4 hinges

Hinges
FAILURE UNDER LOAD

1.5

0.5

-7 -6 -5 -4 -3 -2 -1 0
PASSIVE RESISTANCE OF FILL
RESISTS DEFORMATION
MULTI-SPAN: 7 or 8 HINGES
Example of Load v/s hinge formation
 Vertical Clearance
In the case of arch bridges, minimum clearance measured to
the crown of the introdos of the arch shall be as under:
 Danger level
For small arch bridges of spans less than 4.0m, the
danger level shall normally be at the springing level;
For larger spans and for multiple span arches, the
danger level shall be at 2/3rd rise below the crown of
the arch;
Where higher HFLs have been recorded in the past,
without any dangerous afflux or scour, or damage to
approach embankments, danger level may be raised
suitably at the discretion of Chief Bridge Engineer.
Dismantling Of Arch
Bridges
 Bhagalpur accident
• 3X30 feet arch bridge no. 153 was being dismantled by
const. organization

• Fell in Howrah- Jamalpur Exp. on 02/12/06

• 36 died, 12 grievous injuries

• Some portion of other span fell on 30/11/06 before this

accident. Attended by open line officers

• CRS investigated and recommended

• Plan should be approved as per CS 18 to IRBM
• CRS sanction should be obtained involving passenger lines
• Should be taught in IRICEN
Fallen arch

Train
Basic principle :
1.Analyze force diagram at each stage of dismantling
2. At no stage the static equilibrium of forces should be
disturbed
Dismantling of Single/Multi
Span Arch Bridges
(CS no 18 to IRBM)
(Para 224 added to IRBM detailing procedure for dismantling of
single/multi span arch bridges)
 Dismantling of Arch Bridges

In case of running lines, prior CRS sanction

for methodology/safety precautions, drawing
etc shall be obtained for dismantling of the
arch bridge
Arch is a structure, which transmits heavy
horizontal thrust to abutments and piers
In case of abutments, this load is resisted by
heavy section of abutment and soil fill
behind it
 Dismantling of Arch Bridges
At piers, in case of multi span arches, horizontal
thrust due to dead load is balanced.
If both spans are loaded, horizontal thrust due to
live load also gets balanced,
but, in case of only single span being loaded, pier
has to bear unbalanced horizontal thrust.
Piers are, therefore, designed to take up only
unbalanced horizontal thrust which is quite less as
compared to total thrust at abutment.
 Dismantling of Arch Bridges..

Whenever in multi span arches, if one span is

dismantled, large unbalanced horizontal thrust comes
on pier and there can be collapse of pier along with
other spans.
Safe methods as described in CS18 to be followed to
safely dismantle arch bridges.
These methods are suitable for both single and
multi span arches.
 (a)Dismantling with explosives

Use of explosives to bring down all spans of an arch

bridge at one go.
Require cordoning off the area likely to be affected
by the explosion and long time to remove the debris
thereafter.
Can only be used if the arch is not near habited area
and experts can be engaged to take up such work.
Dismantling by Blasting
 (b)Dismantling with machinery
 Special type of machinery with long jib can be used to
dismantle one span of arch in one go.
 As unbalanced horizontal thrust may cause collapse of
all or few other spans of the bridge:
1. whole work should be planned in a single block and all
the spans should be dismantled in one block.
2. It must be ensured that work is completed in the block
and no portion of the arch is left without dismantling in
the block.
3. This procedure will require cordoning off the whole
area and engaging suitable machinery.
Dismantling by Long Jib Machines
 (c)Part-by-part dismantling

 Dismantling with Explosive or

Machinery, though, are safe, may not be
possible under many circumstances.
 In part-by-part dismantling method,
dismantling is done in such a
systematic manner that at no point,
there is excessive unbalanced
horizontal thrust on piers.
Step by step procedure:
 Crown of Arch PART - A
Top Level of Soil

Crown Level
(c)Part-by-part
dismantling
PART - B PART - B PART - B

Top of Abutment / Pier

C C

SECTIONAL ELEVATION
Netting
Fig. 1(a)

Spendrel Wall
1m
S1 S2
Section - 1 Section - 2
5 6
9 10
13 14 W
11 12
7 8
Section -3 Section - 4
S3 S4
1m

PLAN Section CC
Fig. 1(b) Fig. 1(c)
 (c)Part-by-part dismantling….

i. Divide the depth of soil into two part i.e.

Part ‘A’ from top of soil to the depth up to the level of Crown of arch.
Part ‘B’ is from Crown level to the top of Abutment / Pier. As shown
in Fig. 1(a).
ii. Divide the width of Bridge into equal parts each
about 50cm wide for the length of each span as
shown in Fig. 1(b).
( Fig 1(b) shows bridge divided into seven parts, it will
be more for wider bridges). No. of division should be
odd number.
 (c)Part-by-part dismantling….
iii). Engage four parties to remove soil.
First party will start removing soil from the Section
‘A1’. It means start removing soil in the section- 1
from top level and depth upto the level of crown of
arch i.e. Part ‘A’ as shown in the sketch.
Second party will simultaneously remove the soil from
Section– 2, Part ‘A’ i.e A2. It means soil from top
level to the depth up to the crown.
Third and four parties shall work in section A3 & A4.
iv). After completing A1, A2, A3 & A4, follow the sequence
Section – A5, A6, A7, A8, and then A9, A10, A11 & A12
and then A13 & A14.
After this exercise Section A is cleared.
This procedure ensures that there are no unbalanced
lateral forces.
 (c)Part-by-part dismantling….

v). Similarly follow the same sequence for removing soil of

Section – B.
vi). Provide thick nylon netting supported on piers so as to
arrest any falling debris as shown in fig 1(c )
vii). Now each of four parties should break spandrel wall S1, S2,
S3 & S4 simultaneously under block, as some debris can fall
on track.
viii). After breaking spandrel wall, arch barrel of section 1, 2,3 & 4
shall be broken under block protection by each of four parties. In
next block, section 5, 6, 7 & 8 shall be broken and so on.
 (c)Part-by-part dismantling….
ix). At the end, last middle section 13 and 14 will remain
(since arch has been divided into odd nos of parts),
which should be dismantled by pulling it down with the
help of ropes or some long jib machinery.
While dismantling last section, no person should
be on top of arch.
x). Afterwards piers can be dismantled in systematic
manner from top to bottom
 In case of 3 span arch, no. of parties required shall be 6.
For larger nos of spans, no. of parties required shall
increase @2 per span.
Inspections & Maintenance
of Masonry Bridges
 Bridge Inspection

Systematic observation and recording of condition and

behaviour of various components/ parts of a bridge is
called bridge inspection

Every problem or symptom has a cause – It is the cause

which everyone is interested in
 Objectives of Bridge Inspection

Safety
Economy (to extend service life)
Identify problems as early as possible
Feedback for technological development
Inputs for repairs /strengthening/rebuilding etc.
Inspection of Substructure
Cracks
Tilting/ shifting
Concrete/ Masonry defects
Vegetation growth
Leaching of mortar joints
Cracks: glass tell tale
 Common Defects In Masonry
Weathering :
1. long term damage to masonry due to adverse
environmental conditions. This indicated by layers of
material spalling off
2. As a remedial measure, weathered material should be
removed, surface exposed and thoroughly cleaned.
3. If weathering is not deep , plastering with CM will suffice.
4. Otherwise guniting or cement or epoxy grouting may be
resorted to. For substantially weathered joints pointing
with cement mortar should be done.
 Common Defects In Masonry
 Leaching of Mortar :
1. Lime and cement mortar , deteriorate with time due to action of rain and running
water and lose their binding power gradually
2. If on raking out such joints the material comes out easily and is powdery, it is
sure indication of loss of strength
3. If tapping of such masonry gives hollow sound, it indicates leaching out from
deep inside the structure
 Remedial measures :
1. For surface leaching, joins should be thoroughly cleaned and pointing done
with CM
2. In case of deep leaching, CG or EG followed by pointing will be required ( EG
should be avoided in masonry )
3. As a remedial measure, weathered material should be removed, surface exposed
and thoroughly cleaned. If weathering is not deep , plastering with CM will
suffice. Otherwise guniting or cement or epoxy grouting may be resorted to. For
substantially weathered joints pointing with cement mortar should be done.
Crack at arch & spandrel wall
junction noticed since year
2000 during annual
inspection of AEN
 Maintenance of Arch Bridges
Defects in arch barrel :
• Weathering of masonry/concrete
• Extension of vertical cracks from substructure to arch barrel.
These cracks appear as longitudinal cracks in arch barrel.
Cause – differential settlement of foundation
• Transverse or diagonal cracks in arch barrel( intrados). These
are of serious nature and indicate tensile stresses at intrados.
Generally noticed in the vicinity of crown at initial stage.
Indicate serious weakness in arch requiring strengthening on
priority.
• Crushing of masonry or leaching of mortar from joints
• Loosening of keystone and voussoirs
 Defects Associated With Spandrel wall
Defect Causes Remedial Measures

1) Longitudinal i) Large difference in i) Cement / epoxy

Crack in the stiffness between grouting and
barrel along the deep spandrel wall monitoring
inner face of and barrel ii) Improving drainage of
spandrel wall ii) Excessive back fill by cleaning weep
which do not pressure on spandrel holes/providing new
widen with time due to inadequate weep holes and
drainage providing granular fill
 Defects Associated With Spandrel wall

Defect Causes Remedial Measures

2) Longitudinal i) Excessive back i) Improving drainage of
Crack in the pressure on spandrel fill by cleaning weep
barrel along the due to inadequate holes/providing new
inner face of drainage weep holes and
spandrel wall ii) Excessive surcharge providing granular fill
which widen ii) Reducing overburden
with time iii) Cement / epoxy
grouting and
monitoring
 Defects Associated With Spandrel wall
Defect Cause(s) Remedial Measure
3) Sliding of spandrel wall i)Excessive back i) Improving drainage of
over arch barrel ; bulging or pressure on spandrel fill by cleaning weep
holes/providing new
tilting of spandrel wall due to inadequate weep holes and
drainage providing granular fill
ii)Excessive ii) Reducing overburden
surcharge iii) Tying the spandrel wall
iii)Spandrel wall not with tie bars or rails
iv) Cement / epoxy
monolithic with arch grouting and
monitoring
bulging of spandrel wall
Cross level measured on track and found LH side low
VIEW ALONG THE TRACK
BRIDGE NO 129

VIEW ACROSS THE TRACK

 Defects Associated With Spandrel wall
Defect Cause(s) Remedial Measure
4) Cracks on the i) Rib i) Improving drainage of fill
face of the shortening by cleaning weep
bridge at the ii) Distortion of holes/providing new weep
junction of arch ring holes and providing
spandrel and iii)Excessive granular fill
arch ring back pressure ii) Cement / epoxy grouting
and monitoring
iii)Strengthening of arch
 Defects Associated With Spandrel wall
Defect Cause(s) Remedial Measure

5) Cracks in Sinking of pier Remedial measures for

spandrel wall arresting sinking of
above pier foundation and grouting
cracks there after

6) Leaning of Excessive back Improving drainage of fill

parapet wall pressure on by cleaning weep
parapet wall due holes/providing new
to inadequate weep holes. Extension of
drainage barrel length
 General Guidelines for Maintenance of Arch Bridges

 Rail Joints on arch should be eliminated. In multiple span arch

bridges , these should be located over the haunches
 Ensure clean ballast cushion by periodic screening of ballast
 For arch bridges on curve it should be ensured that track is
centrally located
 While carrying out repair works for arches , the filling should
not be disturbed as far as possible. As the compacted fill over
arch relieves the arch ring of a portion of the superimposed
load
 Crack Repairs In Masonry/concrete
(IRBM 209)

Cement Pressure Grouting : is used when

• Cracks are dormant

• Cracks are active but cause of cracking has been determined and
remedial action has been taken
• To repair honey combing in concrete structures
• When masonry is hollow
• When deep leached mortar joints are present
 Cement Grouting

 Grouting Pressure 2 to 4 kg/cm2

 W/c ratio 0.4 to 0.5

 Admixture to impart non-shrinkable properties and to improve

flowability of grout may be added with approval of Divisional
Engineer
 Procedure of Cement Grouting
 Holes are drilled in structure along cracks and in and around
hollow spots
 Spacing of holes 500 to 750 mm covering adequately the area
proposed to be grouted. Holes spacing can be altered as per site
condition
 GI pipes ( 12mm to 20 mm dia x 200 mm long) with one end
threaded are fixed in the holes with rich cement mortar
 All the cracks are cut open to a V groove and cleaned
 All the cracks and annular space around GI pipes are sealed
with rich cement mortar
 Procedure of Cement Grouting
 All grout holes should be sluiced with water
using same equipment a day before grouting
so as to saturate masonry
 All holes are first plugged with wooden plugs
 The bottom most plug 1 and two adjacent
plugs 2 and 9 are removed and water injected
in the hole 1 under pressure.
 When the clear water comes out of holes 2 &
9 , the injection of water is stopped and holes
1 & 9 are plugged
 The procedure is repeated with holes 2,3 & 8
etc till all holes are covered.
 Procedure of Cement Grouting
 On the day of grouting all plugs are
removed to drain out water and re-
plugged before commencing grouting.
 The same sequence as above is
followed for grouting also.
 After grouting curing is done for 14 days
and tell tales are provided.
 Only such quantities of grout that can be
used within 15 minutes of mixing should
be prepared
 Epoxy Grouting

As compared to CG , EG is quick setting

Low shrinkage
High strength
Low viscosity enables it to penetrate fine cracks
Good resistance to chemicals
 Much more Expensive, should be used only it is
techno economically justified
 Epoxy Grouting

Composition of EG:
Consists of epoxy resin and a hardener which react
chemically when mixed
By suitably proportioning of the mix of resin, hardener and
thinner ( if necessary) , the viscosity of the mix can be varied
to suit all type of conditions
Grouting of wide cracks requires large quantity of grout
material, in such cases suitable fillers e.g. dry silicon flour etc
can be added based on manufacturers recommendation
 Epoxy Grouting
Specification of EG :
 Considering the width, depth and extent of cracks and
other relevant details, the viscosity of resin hardener mix,
their proportions, pot life, application procedure etc. Should
be chosen in consultation with the manufacturer
The shear strength on a specimen of MS plates should not
be less than 100 kg/cm2
Epoxy mortar should not be susceptible to fire and
explosion during injection and must be stable under varying
climatic conditions
 Procedure for Epoxy grouting
 The area to be grouted should be dry and free from oil,
grease , dust and all loose materials
 All cracks should be cut open to a V groove about 10mm
deep. Loose material should be removed by compressed air
and groove fully sealed using epoxy modified mortar at
least one day in advance
 Holes of 7-10 mm dia are drilled along the cracks and
copper or aluminium or polyethylene pipe pieces of 6-9 mm
dia fixed as grout nipples
 Epoxy is injected from the bottom most pipe, keeping all
other pipes, except the adjacent ones , blocked by wooden
plugs. Injection is done at pressure of 3.5 to 7 kg per sq. Cm
 Procedure for Epoxy grouting

 As soon as epoxy comes out from adjacent open pipes, they

are plugged and the pressure increased to the desired level
and maintained for 2 to 3 minutes
 The injection nozzle is then withdrawn and the hole sealed
with epoxy mortar
 This procedure is repeated for other pipes also
 Due to restricted pot life , it is advisable to mix only small
quantities of epoxy at a time.
 Low viscosity resins should be adopted for thin cracks
 A record of materials consumed should be maintained
 Precautions While Handling Epoxy Resins

Manufacture’s detailed
instructions should be
followed for safe
handling and
processing
Direct skin contact
should be avoided
The gun syringe should
be washed with acetone
immediately after use
 Leaning/Bulging of Abutments,
wing wall and return walls
Causes :
1. excessive back pressure due to blocking of drainage
2. Undermining of foundation
Remedial Measures :
1. Relieve excessive pressure by unclogging weep holes.
2. Additional weep holes may be provided at 1m interval in both H and V
directions.
3. Bottom most row of weep holes should be above low water level in
case of flowing streams, and 25cm above GL in other cases
4. Backfill material may be replaced with granular material
5. Strengthening by providing buttress may be adopted to resist load
from excessive back pressure
 Strengthening and rebuilding
of Substructures
Shaken bed blocks cause fine and medium cracks in
masonry below bed blocks.
Such cracks which are still not deep may be grouted
and sealed
Where structure is fairly sound and does not show sign
of distress but is of inadequate section or has extensive
surface weathering , jacketing with cement concrete of
minimum thickness 150 mm may be done
 Preparatory works before
Jacketing

 Before jacketing is done, cracks should be thoroughly

grouted
 Resulting reduction in waterway due to jacketing should be
within permissible limits ( as per Substructure and
Foundation Code)
 Face of existing masonry or concrete should be thoroughly
cleaned
 Preparatory works before Jacketing
 In case of concrete, smooth
surface should be made rough
 Before laying new concrete,
neat cement grout should be
applied uniformly over the
face of the old masonry/
concrete
 A mat of steel RF with a
minimum of 10mm dia bars
spaced at 200mm c/c in both H
and V directions should be
provided as temperature RF
 Jacketing Of Abutment
For bulging / leaning
of abutments , after
checking the adequacy
of the section, action
is taken to strengthen
the abutment by
jacketing the front
face.
 Shaken/ Displaced/ Cracked bed blocks
1. Where bed blocks are
shaken or displaced and
where masonry has
developed cracks, bed
blocks may be encased in
RCC and the affected
portion of the masonry in
piers below jacketed.
 Shaken/ Displaced/ Cracked bed blocks
Individual bed blocks
which are cracked can be
replaced with through
RCC bed blocks
1. If it is possible to impose
SR , work can be done in-
situ , with RF bars and
steel stools
2. Alternatively RCC bed
blocks can be precast and
fixed to the masonry using
epoxy resin mortar
 Precautions While Jacketing
 Foundation shall be exposed only to a limited width
 Pumping of water from foundation shall be avoided as far as possible,
as it may endanger safety
 Holes for dowels should be drilled and not made by pavement breakers
 The work of jacketing should be done under suitable SR

Jacketing Below River Bed 15 kmph to 30 kmph

Level
Jacketing from Bed Level to 30 kmph to 50 kmph
top of Sub Structure depending upon condition of
masonry
Jacketing of arch ring when 15 kmph
designed by taking
composite action with
existing arch
 Precautions While Jacketing

Relaxation of SR :
 If jacketing is done using OPC as per IS 269
1. 50 kmph after 7 days of concreting
2. 75 kmph after 14 days of concreting ; and
3. Normal sectional; speed after 28 days of concreting

To reduce duration of SR, rapid hardening cement as per IS 8041

may be used.
Rebuilding /Replacement Of
Arches
 Rebuilding /Replacement of Arches

 Construction of suitable
designed box culvert
under the arch and filling
the intermediate space
between the arch and the
box with lean CC
 This method may be
adopted when HFL is not
high
 Rebuilding /Replacement Of Arches

 Construction of a
box culvert abutting
one of the abutment
dismantling the other
abutment
 This may be adopted
when HFL is high
 Rebuilding /Replacement Of Arches
Closed ring
jacketing
where a slight
reduction in
water way is
permitted
 Jacketing of Arch Ring
 Jacketing below intrados : for strengthening of distressed arches,
if resultant reduction in water way is permissible
 In such cases , new arches should be designed as under
1. To take entire load by itself where existing arch has transverse
cracks
2. To take entire load by composite action with the existing arch
ring, where existing cracks are all longitudinal or there are
no signs of distress in arch and if effective bond could be
ensured between the new and old arch ring
 Jacketing above intrados : in some special cases, external
(extrados) jacketing of arch is resorted to , after relieving the arch
by RH girders. In such cases , new arch ring should be designed
to take entire loads
 Replacement Of Arche By Slab Top
 Where HFL is high, it may be
advantageous to convert arch
bridge into a slab top by
raising and strengthening
piers/ abutments
 Design Of Jacketing For
Abutment/Piers

In case of strengthening (ie by jacketing )

of abutments and piers of arches,
design should always be on basis of composite
action of new and old. Proper bond between old and
new is established by dowels and post grouting
through holes to be left while casting jacket
 Strengthening of Arch Bridges

Transverse Tie bars in Arch Barrel

Internal Spandrel walls
Concrete saddle
Over ringing
Near Surface Reinforcement
Under arching or under ringing
 1-Transverse Tie Bars in Arch Barrel

 This method originates from the reinforced concrete concept that

transverse reinforcement increases the compressive strength
and its inelastic strain capacity
 Since arch barrels are mainly compressed, they are assumed to
be similar to reinforced concrete pillars, and therefore, transvers
R/F may have beneficial effects, in that the width of the arch able
to carry load, and thus its load carrying capacity is maximised
• Holes with 30-40 mm dia are drilled
through the barrel transversely to the
direction of span at a spacing of 80-
150 cm around the ring,
• usually midway between extrados
and intrados , and tie bars inserted.
• Tie bars can be moderately pre-
stressed to induce friction across the
crack
 Shortcomings of Transverse Tie Bars in Arch Barrel

 Damage induced in the barrel during the drilling may be grater than
the beneficial effects
 As the collapse mechanisms of masonry arch bridges never induce
lateral expansion of the barrel, the effect of transverse tie bars may
not be significant. This is shown through experimental tests also
 This technique may however be suitable when there is longitudinal
cracking of the barrel in the vicinity of external spandrel walls or at
the centre of arch
 2-Internal Spandrel Walls

This technique is effective but not possible to

implement in running traffic.
 3-Concrete Saddle
 This method also not possible to execute in running traffic condition
 The fill is completely substituted by a block of concrete, normally un-
reinforced, with an horizontal extrados of the concrete saddle;
concrete is connected to the arch extrados by means of a rough
surface only or also by means of mechanical connectors.
 This technique is usually applied to very shallow arches (rise-to-
span ratio ≤ 0.2) in order to limit the thickness of the concrete block.

Concrete
 4-Over Ringing
Over-ringing by a
new reinforced arch
on the extrados of
the original masonry
arch.
 Typically this is
suitable for deep
arches
(rise-to-span ratio >
0.2 and < 0.5)
 5-NEAR SURFACE REINFORCEMENT
The collapse mechanism of an arch assumes, four hinges to
be needed for a single span arch to collapse, opening
alternatively at the extrados and at the intrados
The main idea is that providing tensile resistant
reinforcement to the arch, either at the extrados or at the
intrados, locks the activation of such a mechanism.
Few firms like “Helifix” are doing this type of work.
NEAR SURFACE REINFORCEMENT
 NEAR SURFACE REINFORCEMENT
 Brickwork grouting: Grout (if needed) and do re-pointing
 Transverse reinforcement:
 Transversal reinforcement is placed on the arch before longitudinal
reinforcement.
 Careful attention in filling the rebates, looking at the best possible connection
between reinforcing bars and arch.

 Longitudinal reinforcement: Longitudinal bars are placed on the

arch intrados and the rebates are all filled with mortar or epoxy
resins.
 6-Under Arching
Under arching may be in three forms all of which
necessitates that the secondary arch is fixed to the original
abutment skewbacks of the arch
(1) Sprayed concrete with R/F flexed to intrados of original
arch
(2) a second brick or stone ring constructed under the original
intrados
(3) steel arches under the arch barrel connected to the original
abutment skewbacks of the arch , and the space between the
steel arch and the arch barrel grouted with expansive mortars
or separated by steel wedges
 Under Arching
Surface R/F of steel mesh is fixed to arch intrados and
abutments, and concrete upto 100 mm thick is sprayed
onto the masonry to provide a RCC protective skin
Concrete helps in preventing detachment of masonry from
intrados
Prior to any concrete is sprayed onto the intrados of an
arch, the condition of the waterproofing and the drainage
system should be confirmed as adequate.
Improved drainage must be ensured before taking up this
method as poor damage will exacerbate the damage
 UNDER-ARCHING

STEEL CONCRETE
 Clearance of Arch bridges
(Ref:Arch Bridge code )
 2.2.3 Horizontal Loads on the Arch: The effect of the tractive effort and braking effect may be
neglected in designing or analysing arches covered by this code.
 5.3. Existing Arches: 5.3.1. Except in case of gauge conversion, certification of existing arch
bridges shall be based on physical condition of the structure.
 When new types of locomotives and rolling stock are permitted to run on a section for the first time,
bridges should be kept under observation as considered necessary by the Chief Engineer.
 5.3.2 Heavier loading density or axle load over those allowed at present shall not be permitted on
Arch Bridges with Overall Rating Number (ORN) 1 or 2, unless they are rehabilitated.
 However, at the discretion of the Chief Engineer, such heavier trailing load/increased axle load may
be permitted on the existing arch bridges with ORN-1 or 2, if the strength of the arch bridge is found
safe after conducting load test on representative span.
 5.3.5. Strengthening of existing weak arches / arches with Overall Rating Number (ORN) 1 or
2: 5.3.5.1 For strengthening existing weak arches/ arches with Overall Rating Number (ORN) 1 or 2
method of jacketing at the intrados is preferable, if the resultant reduction in the waterway is
permissible.
 12.3 For certification of Masonry/Concrete Arches provisions of clauses 5.16.2.2 & 5.16.2.3 of IRS:
Bridge Substructure & Foundation Code shall be applicable.
 LOAD TEST
For assessing Load Carrying
capacity of Arch Bridge.
 LOAD TEST

If Analytical methods are not applicable use of

experimental approach to assess load carrying capacity
of masonry arch bridges can be used.
Load Testing
is expensive.
Can be Static or Dynamic
 LOAD TEST

Following observations are taken:-

Compressive strain of Masonry,
Deformations/residual deformations,
(important being vertical deflection at crown)
Increase in width or extent of load dependent cracks.
Deflection of abutments (spread)
 LOAD TEST

Two APPROACHES:
Modelling of Arch by FEM technique and
validating model by actual values
Apply desired load and measure deflections
at crown and spread of abutments.
 1. Modelling of Arch:
Arch is modelled using FEM tools
Spread, strain in masonry, deformations at specified
locations are estimated under applied loads.
Comparison with actual value to Validate the Model.
Once the Model is validated, ultimate load carrying
capacity of arch can be estimated theoretically.
This approach to be performed only under expert advice.
2. Application of Load and measurement of crown
deflection and spread at abutments.
If these two values are within safe limit , arch is treated
as safe.
Simple approach.
Used on IR extensively,
Provided in “Code of Practice for the Design and
construction of Masonry Arch Bridges”
 Arch Bridge Code…
(Para 5.3.2)

Heavier loading density or axle load over those allowed at

present shall not be permitted on distressed arch bridges,
unless they are rehabilitated.
However, at the discretion of CE, may be permitted, if
strength is found safe after conducting load test on
representative span as per para 5.3.3.
 Arch Bridge Code…
(Para 5.3.3 CS 8 dated 28.01.2015)

 For Segmental and non-segmental arches of span 1m to 15m and

span/rise ratio between 2 to 5,
 Load test conducted on Arch Bridge with ORN 1/2
 Only after complete cement pressure grouting of the masonry.
 Under proposed load, crown deflection & spread do not exceed;
for spans upto 1m
crown deflection= 0.75mm,
 spread =0.4mm
 Arch Bridge Code…
(Para 5.3.3 CS 8 dated 28.01.2015).. contd..

For spans >1m to 4.5m:

Crown deflection= 0.75mm + pro-rata increase upto 1.25mm in proportion of span
increase, {i.e. 0.75 + (L-1)(1.25-0.75)/3.5 mm}
Spread=0.4mm.

For spans >4.5 to 15m:

Crown deflection 1.25mm,
Spread= 0.4mm.

No residual deflection or spread after release of load.

No crack appearing on intrados of bridges.
Necessary to have proper assessment of
Target load,
Location of load,
Type of measuring devices
 Guide for load testing of masonry arch bridges by
UIC, can be referred.
 Arch Bridge Code…
(Para 5.3.4)

For GC works,
certification of safety should be based on load test on
representative type bridge provided that;
Condition of masonry & its behaviour under test load are
satisfactory;
Type of foundation and nature of soil on which bridge is
founded are suitable..
LOAD TEST VEHICLE
(BELFA-DB-1) by UIC
 Strength Assessment Of Arch Bridges

 Military Engineering Experimental establishment ( MEXE) method

 Limit Analysis – equilibrium methods (Ring method)
 Limit Analysis – graphical response mechanism methods (Archie-M)
 2D FEM methods
 3D FEM methods
 Elastic and elasto-plasto analysis
 MEXE Method

Simple empirical procedure

Method uses critical dimensions and observations
of condition to determine the load capacity of the
arch
There is no requirement to determine parameters of
the material of construction
 MEXE Method

 MEXE method is approximate and should be used where

the :
 Clear span less than 20 m
 Span/rise ratio does not exceed 8
 Angle of skew does not exceed 35 degrees
 Arch barrel is not visibly deformed
 Should be used with caution when clear span is less than 5
m, and depth from top of rail to arch extrados at the crown
is less than 1 m as there is some evidence that method
can overestimate the load capacity
 MEXE Method
The assessed capacity is dependent upon several
factors :
Arch ring thickness
Arch shape, span and rise
Depth of fill
Material of construction
Condition of arch masonry including joints
 MEXE Method

 For an assessment of a brick arch with MEXE, one less ring should
be assumed when :
 There is evidence of significant ring separation
 A large number of bricks are missing ( over 10% of arch surface)
 The joints are only partly filled with mortar, or the jointing material
is in very poor and deteriorated condition
 The method should not be used if significant diagonal cracks in the
arch are present, as these may be an indicator of differential
settelemnet of the abutments.
 MEXE Method
 Determination of Provisional Axle capacity Qp:
 MEXE method requires 5 dimensions as input
(1) Ring depth d
(2) Fill depth ( below sleeper) h
(3) Arch span S ( measured between the faces of abutments or piers at
springing level)
(4) Arch rise Rc measured from the line of the span measurement to the arch
intrados
(5) Arch quarter point rise Rq measured from the line of the span measurement
to the arch intrados
Provisional axle capacity can be obtained from the graphs ( in Para B.1.2 of
UIC 778-3 ( page 98 to 105)
Note : method is sensitive to the ratio Rq/Rc, so accurate measurement of
these values must be obtained.
Determination of Permissible axle capacity :
Permissible axle capacity = Qp * Kp* Ks* Km* Kv* Kc
Where Kp is profile factor ( page 106 of UIC code)
Ks is shape factor ( pg 106 of UIC code)
Km is material factor ( pg 107 of UIC code)
Kv is Condition factor ( pg 107 of UIC code)
Kc is Crack factor ( pg 108 of UIC code)
 ARCH BRIDGES
WHAT NEXT ..?
LAUNCHING OF PRECAST ARCHES

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