MASONRY ARCH BRIDGES

G S Yadav, PB-2
7420041112
gsyadav@iricen.gov.in
 Outline of the Webinar:

1. Understanding Load Transfer and Failure

Mechanism of Arch Bridges
2. Dismantling of Arch bridges
3. Inspection and maintenance of Arch Bridges
4. Assessment of Load carrying Capacity of
Arch Bridges
5. Strengthening of Arch Bridges
Important References:
1. IRBM
2. UIC Code 778-3R (2011) : Recommendations for
Inspections, Assessment and Maintenance of Masonry
Arch Bridges
3. UIC Guide to high level assessment of masonry
bridges : developed for UIC ( June 2005) by University
of Genoa
4. Arch Bridge Code
5. BS 116R ( 2017) : Load Testing of Arch Bridges
6. BS 16(1999) : Report on Preventing Growth of
unwanted plants and weeds in buildings and
structures
7. BS 6 (1995) : Load test of a MG arch bridge
8. RING1.5: Theory and Modelling Guide
9. RING1.5: User Guide
10. UIC Guide to use of RING2.0 : developed for UIC ( Dec
2005) by University of Sheffield, UK
Demography of Arch Bridges on IR
Demography of Arch Bridges within
the UIC ( Ref UIC 778-3R)
 About 2,00,000 masonry arch bridges , which is approximately
60% of the total bridge stock
 In France as much as 77% of Rail bridges are masonry arch
bridges
 In India about 20% of Rail bridges were arch bridges at the
time of this survey. This has come down to 15%
 Majority of masonry arch bridges have short spans – about 60%
having spans under 2m, 80% under 5m, and only 8.5% exceed 10
m in span
 About 85% are single span structures
 Majority ( about 70%) are between 100 and 150 years old and
about 12 % are more than 150 years old
Rail Bridge On Kalka Shimla Section
Rockville Bridge USA – Longest Railway Arch Bridge
48 spans of 70 feet each – Total length 1160 metres
Built in 1902
Aqueduct of Segovia – Spain (1st Century AD)
Pont Du Gard- France ( 1st Century AD)
 CONCEPT OF AN ARCH

Concept first understood by Robert Hooke in 1665

ELEMENTS OF AN ARCH BRIDGE
Structural Behaviour of Masonry
Arch Bridges
 Material Properties
 Masonry :
 Important aspect of masonry is that it is a composite
material made from discrete elements and a softer
matrix called mortar

The primary objective of mortar is not to bind the units

together but to hold them apart, thereby preventing
hard contact that would lead to cracking or crushing

 Masonry is a brittle material with very low tensile

strength, but can sustain substantial plastic
deformation in compression
 Material Properties…contd
 Fill :
 Fill contributes to strength of an arch bridge by its
ability to distribute the load and resist deformation

 Water plays an important role in mechanical behaviour

of fill. Moist fill is generally stronger than dry fill

 However, the additional strength is lost on saturation.

Saturated fill on rapid loading can lead to high pore
water pressure and substantial reduction in strength

Fill material should therefore be of freely draining type

 Flow of forces and load paths
 The key to understanding arch behaviour is to be able to
conceptualise the flow of force ( load paths)

 Force is attracted by stiffness and therefore stiff load

paths will always be utilised more over flexible ones
 Flexible or less stiff load paths will however be
utilised if an element on stiff load path fails and the
path is thus not available
 Large differences in stiffness may create stress
concentrations ( such as at the spandrel / arch
interface)
 Before an arch structure collapses all possible load
paths will be exhausted
 It is rare for forces in arch to be so high that
crushing of masonry precedes formation of a
hinge
 Line of thrust and Mechanism of failure
 The line of thrust is the locus of the centre of pressure
 An arch will be stable if line of thrust exists within the
boundaries of an arch

Under uniform
vertical load
 A concentrated live load such as from an axle of train will
disturb the thrust

 Cracks will occur at locations where line of thrust deviates

greatly from the centre of the arch
Effect of Fill
 Effect of Fill….contd
 Destabilising Forces :
(i) The live load will spread laterally as it is transmitted
downward, the distribution being function of shear
capacity and stiffness of backfill
(ii) The backfill self weight also acts on the loaded side
(iii) Horizontal active pressure acts on loaded side

 Stabilising Forces :
(iv) Backfill self weight acts on the unloaded side
(v) Horizontal passive pressure acts on unloaded side
 Effect of Fill….contd
 Thus the fill generates forces tending to resist
the swaying motion of an arch

 The arch distorts downward under applied

load and upwards on the opposite side.
Accordingly there will be reduction in soil
pressure on the falling side , and an increase
on the rising side, however small these
movements are.
 Effect Of Construction Details On
Arch Behaviour
1. Spandrels :
 Spandrel walls provide resistance to upward
movement

 The transverse stiffness of arch and stiffness

of the spandrel walls combine to create a very
stiff load path which reduces the development
of passive soil pressures

 Cracks may develop in the arch at the inner

edge of external walls and this may reduce the
capacity to transfer load into spandrel walls
 Effect Of Construction Details On Arch
Behaviour…contd
2. Abutments and Piers :
 As moving load approaches an arch the soil is
compressed and horizontal pressure is generated which
pushes the nearest abutment away from the fill and
shortens the span. The remote abutment will usually
move rather less and crown of arch will rise
 With load near the centre of span , the thrust in the arch
is increased and both abutments move back
 Finally as the load leaves the arch, the increased
pressure generated moves the remote abutment away
from the fill into the span.
 Effect Of Construction Details On Arch
Behaviour…contd
 The abutment behaviour will vary with arch
shape and relative span. For shallow arch, the
forces generated are distributed into the
surrounding ground
 In a semi-circular arch, the thrust at the top of
the abutment may be largely vertical and the
wall acts as a retaining wall
 Piers support two adjacent spans, and provide
almost no resistance to horizontal movement
at the pier head. Thrust flows from span to
span
 Effect Of Construction Details On
Arch Behaviour…contd
3. Backing , haunching, and internal
spandrel walls

Above construction details may be present in a

arch but may not be visible. If present all of
them add to load carrying capacity of an arch.
Failure Mechanisms
MODES OF FAILURE OF MASONRY
ARCH BRIDGES

1. Single span- 4 hinges

Line of Thrust

Hinge
 2

1.5

0.5

-7 -6 -5 -4 -3 -2 -1 0
2. Failure due to Sliding
3. Failure due to both hinges and sliding
MULTI-SPAN: 7 or 8 HINGES
Experimental Investigation of 3 Span Arch
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 to be followed while
finalizing dismantling scheme
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..contd

 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
 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
 Dismantling of Arch Bridges..contd

 Three Methods are prescribed in Para 224 of

IRBM
1. Dismantling with explosives
2. Dismantling with machinery
3. Part-by-part dismantling
(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.
 (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.
 (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.
 Top Level of Soil

Crown of Arch PART - A

Crown Level

(c)Part-by-part
PART - B PART - B PART - B

Top of Abutment / Pier

dismantling
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)
Insp & Maintenance of Arch Bridges

105
 Insp & Maintenance of Arch
Bridges
 Defects in arch barrel :
• 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.
• Weathering of masonry , Crushing of masonry,
leaching of mortar from joints, loosening of masonry
units.
 Defects Associated With Spandrel wall

Defect Causes Remedial Measures

1) i) Large difference i) Cement /lime

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

Defect Causes Remedial Measures

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

VIEW ALONG THE TRACK

Defects Associated With Spandrel wall…contd
Defect Cause(s) Remedial Measure
4) Cracks on i) Rib i) Improving
the face of shortenin drainage of fill by
the bridge at g cleaning weep
the junction ii) Distortio holes/providing
of spandrel n of arch new weep holes
and arch ring and providing
ring iii)Excessive granular fill
back ii) Cement / lime
pressure grouting and
monitoring
iii)Strengthening of
arch
 Defects Associated With Spandrel wall…contd
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
 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 increases load
carrying capacity
Strength Assessment of Arch
Bridges
 Strength of an Arch Bridge is made up
of two important factors :

1. Strength of arch ring which may be

calculated based on the elastic theory
2. Contribution of cushion(fill), spandrel
walls, track and haunch filling
 Strength of arch ring depends upon :
1. Thickness of arch ring
2. Effective width
3. Shape of arch
4. Span to rise ratio
5. Ratio of quarter point rise to mid point rise
6. Angle of skew
7. Type of masonry material
 Effective Width : Ref. Survey & Tabulation method
1. For single bridge – half the barrel length, or length of the
sleeper, whichever is less + twice the ring thickness +
2/3rd of cushion ( including ballast), subject to a maximum
of actual barrel length

2. For double line bridge – barrel length/4 or length of

sleeper, whichever is less + twice the ring thickness +
2/3rd of cushion ( including ballast), subject to a maximum
of half of the barrel length

Note : Effective width may be restricted by presence of

longitudinal cracks in the barrel and proximity of
adjacent tracks
RING 2.0
  RING user guide does not specify what shall be the effective
width. We can use guidelines in UIC 778-3R

As per UIC 778-3R

Contribution of cushion(fill), spandrel
walls, track and haunch filling
 Strength Contribution due to
Cushion(fill)

 Cushion contributes to strength in

following four ways :
1. Reduces the dynamic augment
2. Distributes the load in lateral direction over
effective width
3. Distributes the load in longitudinal direction. For
an arch a single axle or pair or axles produce the
worst loading condition. Cushion helps to
distribute this load in longitudinal direction.
4. Cushion resists the swaying motion of arch when
load enters or leaves the arch.
 Strength contribution due to Spandrel
Walls and Parapets
Additional strength as
Condition percentage of arch ring
strength
Barrel length 6.1 m or less 20%
Barrel length 6.1 m to 9.15 m 15%
Barrel length more than 9.15 m 10%

Strength contribution due to spandrel walls and parapets

should be ignored in the following circumstances :

(1) Where there are longitudinal cracks in arch ring adjacent to inner face
of spandrel walls,
(2) Where spandrel walls and parapets are bulging due to excessive thrust,
(3) Where there are vertical cracks in spandrel walls and parapets
 Strength Contribution due to Track
 In railway bridges, track helps to distribute load
over a number of sleepers in longitudinal direction
 Strength contribution due to haunch fill
Additional strength as percentage of
Nature of haunch fill
arch ring strength
Concreting increasing
the thickness at
springing level by 50% 25%
Concreting level upto
crown 50%
Sand, gravel or boulder
grouted with cement
slurry 10%
Sand, gravel, boulder Nil
Methods of Strength Assessment
 UIC 778-3R suggests three levels of strength
assessment :

1. Level 1 assessment : simplest level which uses

conservative assumptions ( MEXE method as per UIC 778-
3R, Survey & Tabulation method suggested by RDSO is
similar to MEXE method)
2. Level 2 assessment : when bridge is found to have
insufficient capacity in Level 1 assessment, Level 2
assessment should be carried out. RING software
( equilibrium and yield criteria based limit analysis in 2D –
version 3.0 is currently available) can be used for this
purpose.
3. Level 3 assessment : may become necessary if structure is
found to have insufficient load capacity using level 2
assessment. 2D or 3D FEM analysis, and load testing
comes in this category.
MEXE Method
 Simple empirical procedure
 Method uses critical dimensions and observations
of condition of arch to determine the load capacity
of the arch
 There is no requirement to determine parameters
of the material of construction
MEXE Method..contd
 MEXE method is approximate and should be used
when following conditions are met :
 Clear spa 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…contd
 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…contd
 For an assessment of a brick arch with MEXE, one less
ring should be assumed when :
1. There is evidence of significant ring separation
2. A large number of bricks are missing ( over 10% of
arch surface)
3. The joints are only partly filled with mortar, or the
jointing material is in very poor and deteriorated
condition
4. The method should not be used if significant diagonal
cracks in the arch are present, as these may be an
indicator of differential settlement of the abutments.
 MEXE Method…contd
 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 Qp 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.
MEXE method…contd

 Determination of Permissible axle capacity :

Permissible axle capacity = Qp * Kp* Ks* Km* Kv* Kc
Where Kp is profile factor
Ks is shape factor
Km is material factor
Kv is Condition factor
Kc is Crack factor
Demo of RING 1.5
 IR Practice for certification of Existing
Arch Bridges for Higher Loads
 Para 5.3.1 of ABC :
1. Except in GC, the certification is done on the basis of
physical condition
2. Arch Bridges should be kept under observation
when new type of locomotive and rolling stock is
permitted.
3. Bridges with ORN 1&2: Higher axle load not
permitted unless they are rehabilitated. However, on
discretion of CE, heavier loads may be permitted on
these bridges on the basis of load test on
representative span as per criteria in para 5.3.3
 Criteria for safe load : Para 5.3.3 of ABC
(1)
Criteria
Span Spread
Deflection at crown ( mm )
(mm )

upto 1 m 0.75 0.4

1 m < span < 4.5 m 0.75 + (L -1)(1.75-.75)/3.5 0.4

4.5 m  span  15 m 1.25 0.4
(2) There is no residual deflection or spread after release
of load

(3) There is no crack appearing on intrados of bridge

Note : Above criteria is applicable for arches of span

from 4.5 m to 15 m provided the span to rise ratio is
between 2 and 5
 Certification of Arch bridges in GC :

 certification shall be done on the basis of load

test on representative bridges as per criteria in
para 5.3.3 and subject to fulfilment of following:
1. The condition of masonry and its behaviour
under test load are satisfactory.
2. Type of foundation and nature of soil on
which it is founded are suitable
 Special cases may be dealt with on individual
basis in consultation with RDSO
 Detailed procedure of load testing is given in
BS 116R ( June 2017)
Strengthening of Weak Arch
Bridges
Aim of strengthening is to either
1. restore the load capacity of the bridge, when the
existing bridge capacity determined by
assessment is below the required capacity, or
2. to permit increased traffic loads and speeds

 Empirical assessment methods such as MEXE

or Survey &Tabulation should not be used as
the basis for strengthening
Strengthening of Arch Bridges
Following methods may be adopted,
depending upon suitability and feasibility
 Transverse tie bars in Arch Barrel
 Internal Spandrel walls
 Over ringing
 Near Surface Reinforcement
 Under arching
 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.
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 demonstrated 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
 Internal Spandrel Walls
 This technique is effective but not possible to
implement in running traffic.
 However, this method can be used easily in GC
projects.
Over Ringing

 Over-ringing by a new
reinforced arch on the
extrados of the original
masonry arch .
 The new arch ring should be
designed to take the entire
load ( para 5.3.5.2 of ABC)
 This method can easily be
adopted in GC projects.
 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 reinforcement
(either in the form of CFRP trips or SS bars) 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..contd
 UNDER ARCHING
 Under arching may be in three forms all of which require
that 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..contd

 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
Interning and Jacketing
 This method is commonly adopted on IR. ABC specifically
recommends this method.
For strengthening of Piers and Abutments , the
composite action is always considered
Thank You
G S Yadav, PB-2
7420041112
gsyadav@iricen.gov.in
Strengthening of
Abutment/Piers
Strengthening By Jacketing
 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 depending

top of Sub Structure 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.
Thanks….
 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
Thanks….
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,
 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
 Strengthening of Arch Bridges
Following methods may be adopted, depending upon
suitability and feasibility
• Transverse Tie bars in Arch Barrel
• Internal Spandrel walls
• Over ringing
• Near Surface Reinforcement
• Under arching
 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 by increasing the width of the
arch able to carry load.
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 demostrated 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
 Internal Spandrel Walls

• This technique is effective but not possible to

implement in running traffic.
 Over Ringing

• Over-ringing by a new
reinforced arch on the
extrados of the original
masonry arch .
• The new arch ring should
be designed to take the
entire load ( para 5.3.5.2
of ABC)
• This method can easily be
adopted in GC projects.
 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 reinforcement
(either in the form of CFRP dtrips or SS bars)
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
 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
 Strength Assessment Of Arch
Bridges
• Military Engineering Experimental establishment
( MEXE) method
• Limit Analysis – equilibrium methods
• Limit Analysis – mechanism methods
• 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 spa 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)
THANK YOU