WEBINAR:21227

Construction and maintenance of Foot Over Bridges,

including quality control aspects.
पैदल ऊपर� पुल का �नमाण एवं अनुर�ण,
गुणव�ा �नयंत्रण दृ��कोण स�हत
 OUTLINE OF THE WEBINAR

• Introduction of FOBs
• Inspection & Maintenance of FOBs
• Design, Planning, Construction, fabrication & Quality
control
• RDSO & other Drawings
• Precautions for Launching & De-launching
• Innovations & best practices
• Case studies
1- Introduction of FOBs
 Introduction
• Foot over bridges over the Indian Railways are used by
pedestrian traffic to cross the Railway track safely.
• Foot Over Bridges are subjected to the static loads unlike
the railway bridges which are subjected to dynamic loading
also.
• Due to the non critical nature of the structures from the
fatigue considerations, the maintenance of the foot over
bridges is not often done to the desired standards.
• Population of FOBs in Mumbai suburban is 321 (CR-198, WR-
123)
Types of common Railway Foot over Bridges

• Plate Girder FOBs

• Truss type FOBs
• RCC/PSC girder type
• Steel Composite FOBs
STEEL FOBs
RCC/PSC FOB
PORTAL TYPE FOB
 Advantages of steel foot over bridge:
• Behavior of steel structures is very easy to understand, and the repair/
rehabilitation strategy is very easy to formulate.
• Dead weight is less.
• Launching is easier.
• Steel triangulated bridge is the most economical option for Railway foot
over bridges.
• Steel structures give adequate sign before failure, and even the most
neglected structures give warning which maintenance engineers signs that
things are not good enough.
• Steel structures are maintenance intensive. Neglect of maintenance will
result in unsafe conditions developing. Similar neglect in the case of
railway girders is likely to lead to accidents/ major traffic stoppage/
crippling speed restrictions.
 Components of FOBs
 Foundation
 Sub structure
• Columns
• Bracings
• Pier cape
 Super structure
• Girders/ Truss/ Slab
• Sacrificial shuttering
• Roofing
 Miscellaneous
• Stair case, Ramp
• Lift & escalator
• Railings
• Protective screen
2-Inspection & Maintenance of FOBs
 Inspection & Maintenance
• Periodical Inspection (IRWM-para 228)
• By Sectional Engineer (Works): One a year during the prescribed months
• By Assistant Engineer : One fifth every year on a programme basis.
IRBM Para 104
• AEN open line responsible for maintenance of FOB.
IRBM Para 117 (1) & (2)
• SE(Works/Pway) will inspect prior to monsoon covering foundations,
substructures, bed block and general condition of superstructure.
• No enclosure under the FOB structure is permitted. (RB letter No.
2010/CE-1/BR/FOB dt 16.04.10)
• The record of inspections shall be kept in a Numbered register having
chronological records of inspections of successive years.
• Records in IRBM
Bridge Inspection & Repair
CONVENTIONAL METHOD

• At a time only
one person can
climb and
inspect/repair.

•The work is
carried out in
limited traffic and
power block
which results in
slow progress.
•Difficulty in welding
work due to frequent
vibrations of the
ladder.
• Aged staff fear to
work at such
conditions.
• Difficult to ensure
Quality of welding
work.
Bridge Inspection & Repair IMPROVED METHOD

• It provides larger
working area for
inspection and repair.
• More people can
reach at the required
working area.
• More FOBs on same
track can be
inspected/repair at
one block.
Bridge Inspection & Repair ADVANCED METHOD

•Hydraulic machine can be installed on self-

propelled UTV with some modifications.
•The inspection platform can move along &
across tracks as per the requirement.
• Speedy working due to hydraulic system.
•Advantageous with limited man power.
 Common problems in maintenance of steel fobs
• Wearing course/ tiles/ flooring get worn out requiring
periodical renewal.
• Corrosion of bottom boom/flooring members of truss/
railing due to contact with water/debris from foot over
bridges
• Corrosion in columns due to contact with water/debris
from the platform.
• Corrosion due to non-maintenance of members in O.H.E.
area.
• Corrosion in the members due to being embedded in the
walls of the rooms constructed underneath the staircase.
• Sagging of girders due to weakness in design coupled with
problems mentioned above.
CARE TO BE TAKEN DURING INSPECTIONS AND
MAINTENANCE

DEFECTS IN FOUNDATIONS
• Spalling/cracking of concrete
in foundations
• Loose or corroded holding down bolts
• Looseness of nuts of holding down
bolts.
• Accumulation of water and lack of
cleanliness near bed plates/
holding down bolts
CARE TO BE TAKEN DURING INSPECTIONS AND MAINTE

DEFECTS IN COLUMNS
• Verticality of columns.
• Cracks in welding.
• Bends or damage in
secondary members such
as bracing, gussets etc.
• Condition of painting and
extent of corrosion,
especially near the junction
of the truss and column
DEFECTS IN COLUMNS
CARE TO BE TAKEN DURING INSPECTIONS AND
MAINTENANCE

DEFECTS IN SUPPORT POINT

OF COLUMNS
• Missing/ loose bolts in
connection.
• Deformation/ corrosion of
cleat angle supporting truss
over the columns.
• Jammed rotation/ movement
of bearings.
CARE TO BE TAKEN DURING INSPECTIONS AND
MAINTENANCE

DEFECTS IN STAIRCASE
• Spalling of concrete from
bottom side of stairs.
• Nosing angle and flooring.
DEFECTS IN FLOORING
• Excess wear in wearing coat/ tiles.
• Damage due to wear in floor slab.
CARE TO BE TAKEN DURING INSPECTIONS AND
MAINTENANCE
GENERAL DEFECTS
• OHE protection sheet,
covering sheeting,
covering sheet truss,
hand railing etc.
• Pockets having
drainage problems.
• Damage due to
corrosion in
reinforcement of
floor slab
CARE TO BE TAKEN DURING INSPECTIONS AND MAINT

DEFECTS IN TRUSS/ Girder

Corrosion of structural members
• Distortion of the members due to overstressing of members.
• Cracks in the members.
• Condition of the cross-girder - bracing connection.
• Pinned Connections and cotters.
• General condition of truss
• Condition of painting
• General corrosion
• Corrosion in OHE area.
Inspection & Maintenance of Truss type FOB
General members of N-type truss

TOP DIAGONA
MEMBE L MEMBER
R

1
0 2 3 4 5 6 7 8 9

BOTTOM VERTICAL
Detail 'A' MEMBER MEMBER

Diagonal
Vertical
Member
Member
GUSSET
BOOTOM PLATE
MEMBER

CROSS GIRDER
DETAIL AT 'A'
 Analysis of truss:
Design standards:
 The truss members are designed as per IRS: steel bridge code (SBC).
 The members of truss considered as hinged joint for analysis. Although the members
are connected by gusset plate as fixed joint. This assumption not only differ negligible
results but also give more conservative result than actual value.
 Camber: The open web steel girders for railway loading are designed with camber to
counteract the secondary stresses. In the case of foot over bridges, camber from these
considerations is not required, but some upward deflection in geometrical shape is
provided to facilitate the drainage in the girders.
 Deflection: The ratio of deflection to length of the girder shall not exceed 1/600 in case
of Rly loading bridges where as this ratio relaxed for foot over bridges up to 1/325.
(SBC para 4.17)
 Tension members: The ratio of unsupported length to the least radius of gyration shall
not exceed to 250 in case of railway loading bridges where as this ratio relaxed for foot
over bridges up to 300. (SBC para 6.7.3)
 Stage wise analysis and observations
Stage I:

 The Truss analyzed as designed for initial construction of Foot over

bridges and observed various loading and behavior of members.
 The truss member discritized, various live loads & dead load
calculated on excel sheet then truss analyzed on staadpro and output
results obtained for observations.

TRUSS DL, 14%
ROOF TRUSS (LL+DL), 10%
FLOOR LL, 41%
Load distribution
Observations:
 Truss weight is only 14%.
Economical than PG FOB.
 Floor LL is 41%. Major
component for stressing.
 The floor DL is 35%. Major
component for stressing. This
FLOOR DL, 35%
load is 420 kg/m² due to RCC
slab and floor tiling loads.
 The DL & LL of roof truss is
only 10%. considered non
structural member in the
analysis of truss.
Steel floor system
 The floor DL reduced by providing steel floor system. 10 mm thick steel
chequred plate over ISMC125 runner and ISA65x65x8 in cross beams provided.
 The DL of steel flooring is only 104 kg/m². i.e. 25% of RCC floor system.

Steel floor system (under side) Steel floor system (top view)
 Axial force/stress: As per stadd output the comparative distribution of axial force/stress.

 The bottom and diagonals are tension members and top and vertical members are compression members.
 The stress in top cords and bottom cords is maximum at central panels and
 Stress in vertical and diagonals members are maximum at end panels.
 Top and bottom members are more critical at centre & diagonals and vertical members are more critical at ends.
 Hence during inspection and maintenance more attention is required in these critical members.
 The max. deflection is in middle top member is 34.6 mm where as permissible deflection is 77.7 mm.
 Stage II-
The truss analyzed by reducing section of bottom cord member and
observed the behavior of truss. we analyze this truss when the one angle
out of two angle ISA 100X100X10 is not in function due to corrosion.
Max. tension Max. stress bottom Max. defle.
Condition bottom cord (kg) cord (kg/mm2) (mm)
Live Load =500kg/m2 38099 20.0 43.353
Live load=0 22065 11.6 25.139

Observations:
 The maximum stress in bottom cord is 20 kg/m2 which is higher than
permissible tensile stress (15.4 kg/m2). Hence structure is fail in tensile
stress where as safe in deflection.
 The structure is still in function because of factor of safety where the
yield stress is 26 kg/m2.
 Stage II- cont.

 The structure is safe when there is no live load. Hence one angle can be
open and replaced by closing foot over bridge from users.
 This analysis gives realistic stress level of member to decide the
condition of structure and repair methodology. The maintenance
engineer got confidence in opening of joints and providing temporary tie
during repairing of tension member.
 The corroded structure life can be increased by replacing RCC
flooring system to steel flooring system by reducing floor dead load.
 The bottom angle intact with concrete floor gets more corroded than
other bottom angle. Hence a clear gap between bottom angle and floor
slab shall be plan at design and construction stage.
 Stage III- Non destructive test by instrumentation
The truss analyzed for various live load and studied variation in maximum
stresses and deflection.
Observations:
 The maximum stress in bottom cord with various Live load plotted on
graph as shown in fig-8.
 stress increased constantly with respect to increase in live load.

Fig 8: Max. stress in bottom chord with various Floor live

load
14
Max. bottom
stress(kg/

4
0 100 200 300 400 500 600
Floor Live Load (kg/m2)
Stage III- cont.

Fig9: Max. truss deflection with various Floor live load

40
35
30
25
20
15
Max.

0 100 200 300 400 500 600

Floor Live Load (kg/m2)

 The maximum truss deflection with various floor Live

load plotted on graph as shown in fig-9.
 The deflection increased constantly with respect to
increase in live load.
 Stage III- cont.

 The above two observations are very useful for assessing strength of
truss by non destructive test.

 The truss can be loaded for different uniformly distributed load

and actual stress and deflection can be measured by strain gauge
and laser deflection meter respectively.

 These results can be compared with analysis results and a

multification correction factor can be calculated.

 The capacity of truss can be calculated by extrapolating the stress

and deflection to permissible limit.
 DIFFERENT METHODS OF REPAIRS IN TRUSS
SN Condition Repair method
1. When joint of bottom  Repair by inserting large size gusset plate.
cord with other  Replace flooring system by steel plate flooring
members corroded.
2. When bottom cord  Repair by replacing corroded bottom angle.
angles corroded.  First replace more corroded angle than second angle.
 The middle bottom member carries more tension hence
should open after providing temporary ties.
3. When cross girder  If flooring slab is precast member cross girder should not
connection fails with open without dismantling floor slab, because precast slab
bottom cord rest
on cross girders as simply supported.
4. When entire truss  Reduce dead load by replacing flooring system by steel plate
section reduced due flooring
to corrosion, and  Attend need base repair to members.
excessive deflection.  Propose replacement of foot over bridges on condition basis.
 Case study :
Critical problems in triangulated foot over bridges:

• Case-one:
• Severe corrosion in the junction of the truss with the flooring.
• The section reduced the by more than 50 %
• In one of the nodes, the connection of the truss had broken, leading
to sag by almost 100-125 mm in the truss at first node point.
• Inspection:
excessive corrosion was responsible for the sag .
View before repair
 0 1 2 3 4 5 6 7 8 9

OHE OHE OHE

Detail 'A'

NEW Diagonal Member

GUSSET Vertical
PLATE Member

Member broken at node No.1

due to excess corrosion

Flooring

Detail at 'A'
 Case-one: cont.
• Rehabilitation Scheme:
• Truss action restored with the use of large size gussets,
covering the corroded parts of the truss members .
• The flooring was dug up, and the new gussets were
provided at all node points.
• There was very less corrosion in the members other
than at the contact with the flooring,
• The repairs done at site, and ignoring the sag,
View after repair
View after repair
 Case-two:
A Foot Over Bridge at a Station, bottom members badly corroded
Inspection:
 The horizontal flange of the bottom angle of the truss had got
corroded and almost eaten away in a length of 10 m near the middle
of the span.
 The reason for the loss was the corrosion due to the water from
the floor of the foot over bridge, and the non painting of the
members due to OHE area.
 The load carrying capacity of the truss was suspect due to the severe
loss of section in the bottom flange.
Rehabilitation Scheme:
• The first activity to be done was to splice the corroded angle. The
angle could only be spliced from the underneath but the length of
damage was so long that the effectiveness of the splice was in
doubt. The welding work in the particular condition was even more
suspect.
• However, this did not give adequate confidence. To strengthen the
truss, it was decided to provide extra tension flange area. It was
decided that the area be provided at a level higher than the existing
bottom flange. This took care of the loads, and we had a truss of
slightly lesser overall depth, but a structure that inspired
confidence in its load carrying capacity.
 0 1 2 3 4 5 6 7 8 9

A OHE OHE OHE A

26m
 OHE OHE
ADDITIONAL
COVER PLATE

3' 4' 5' 6' 7'

2 3 4 5 6 7 8
HORIZONTAL LEG OF ANGLE MISSING DUE
TO ACUTE CORROSSION

VIEW A-A
 NEW
NEW ANGLES
ANGLES WELDED
WELDED TO PROVIDE
TO PROVIDE
BOTTOM
BOTTOM FLANGE
FLANGE
AREA
AREA

INTACT
INTACT BOTTOM
BOTTOM
FLANGE
FLANGE ANGLE
ANGLE
CORRODED
CORRODED BOTTOM
BOTTOM
FLANGE
FLANGE ANGLE
ANGLE WITH
WITH MISSING LEG BOTTOM SPLICE PLATE
 View after repair

EXTRA TENSION FLANGE

 Case-three:
Cross girder disconnected from joint & bottom cord failed
Inspection:
 The cross girder was connected with bottom chord by rivet and slab was resting on
cross girder. The rivet failed due to corrosion and cross girder detached from bottom
chord.
 The load was transferred to other cross girders due to continuous slab .
 The junction of cross girder and bottom chord was in contract with edge of slab
concrete. The reason for this failure was the corrosion due to the water from the
floor of the foot over bridge.
 The bottom chord was 2 ISA 150x115. In which one angle was in contact with slab.
On opening slab sides it was noticed that this angle was almost finished due to
corrosion, but other angle was comparatively in better condition.
 The load carrying capacity of the truss was suspect due to the severe loss of section in
the bottom chord.
 Rehabilitation Scheme: (Repair in night
block of 2 hours)
 All the cross girders inspected and re
welded with bottom chord.
 The length of cross girder increased by
300 mm both side by splice plated and attached
with vertical members as lateral bracings. (1)
 Inspection of bottom chord angle, if angles 1
pitted, reduce in its section, perforated etc. The
bottom chord angle replaced by new angle
of same size.
 For proper inspection of bottom chord member,
the bottom inner side angle of N truss cleared by
cutting the end of RCC slab of main FOB
on either side by concrete cutter. (2)
2
 Case-three: cont.
 New additional outer angle provided and
welded one outside of bottom chord. (3)
 Cutting the outstanding leg of vertical and
diagonal at each nodal point nearly half of its
overlapping from bottom side .
 Provided and welded new packing plates of
thickness 10 to 12mm on both side of existing 3
gusset. Additional gusset plates welded on
both side. (4)
 Inner side bottom chord new member will
remain open for inspection and maintenance.
 The sequence for changing of either outer or
inner bottom chord member made up of back
to back angles is from most critical to
normal. 4
Lifting of FOB Girder for
Railway Elecrtification
Lifting of Stair case for
Railway Elecrtification
3- Planning, Construction, fabrication
& Quality control
 FOBs as PASSENGER AMENITIES
(Ref: IRWM para 417)

 Foot-over-bridges or sub-ways as convenient and techno-

economically feasible should be provided keeping in view the following
factors:
• Interconnection between high level or low level platforms;
• The total number of passengers dealt with at the station;
• Frequency of train services;
• Blocking of the lines between platforms by freight trains.
 The design and location:
• rapid dispersal of the passengers through the identified exit
• future expansion of station building.
  Width of FOB:
• adequate to permit a free unhampered movement and
• discharging passengers per meter width of unobstructed passage
for movement in both directions
Location Capacity (No. of Passengers / Minute/ meter Width )
Suburban Non-suburban
Level portion 60 40
Stairway (Upward) 55 35
Stairway (Downward) 60 40
Stairway (Both Up & Downward) 50 30
Ramp (1 in 10 Gradient :both Up & 55 35
Downward)
• Covering should preferably be provided at the initial stage itself.
• Lowest overhead clearance for the movement should be of 2.75m.
• At major important and suburban stations, provision of
escalators should be considered for speedy dispersal of
commuters.

• Colour-Dark battleship grey or red or aluminium (Para 210)

• FOB is a minimum essential amenities for A, B, C category of stations.
(Annex. 4.2)
• Possibility of providing FOB landings directly into circulating
areas should be examined as it decongests main platforms.(para
430e)
 FOBs as PASSENGER AMENITIES
(As per RB letter No. 2018/LM (PA)/03/06 dt. 9.4.2018)
 Provisions for Person with disabilities
(Ref: RB letter No.2012/LM(PA)/08/04/Policy/PwDs dt.06.06.2013
 Provisions for Person with disabilities
(Ref: RB letter No.2012/LM(PA)/08/04/Policy/PwDs dt.06.06.2013
 Provisions for Person with disabilities
(Ref: RB letter No.2012/LM(PA)/08/04/Policy/PwDs dt.06.06.2013
 Design provisions for FOB

 Bridge Rule
• The live load due to pedestrian traffic shall be treated as
uniformly distributed over the footway.
• Live load including Dynamic effect- 4.8 kPa (490 Kg/m²)
• No allowance need be made for dynamic effects.
• Parapet force on Railing-lateral horizontal force and a vertical force of
1.47 kN/m (150 kg/m) applied simultaneously at the top of the railing
or parapet.
• Wind pressure- 0.74 kN/m2 (75 kg/m2)
 Design provisions for FOB

 Steel Bridge code

• No allowance for fatigue need be made in the design of Foot
over bridges.
• Deflection-The ratio of deflection to length of the girder shall
not exceed 1/325.
• For main Tension members the ratio of unsupported length to
the least radious of gyration shall not exceed 300.
 Foot over bridges vis-à-vis Railway girders:
• The FOBs are not subject to
dynamic loading and the Live load
is less as compared to the dead
load.
• FOBs are not designed for fatigue
considerations.
• The steel to be used in IS: 2062
grade A.
• Field welding is permitted.
• Railway girders subject to train
load where the impact is a major
component of load, and the ratio
of live load to the dead load is
very high.
• The fatigue in the railway girders
is overwhelming consideration.
• The steel to be used in IS: 2062
grade B.
• Field welding is not permitted.
 USE OF PLATE GIRDER INSTEAD OF TRUSS
Plate Girder
• Easy to Built as less joint are
there.
• Easy for maintenance &
inspection.
• Easy to fabricate in pieces and
splices at site.
• Launching in limited space
• Height of FOB increased due to
Depth of girder
Truss
• Lighter structure
• Less height in FOB
• Suitable for Higher spans.
• Complexity due to so many joint.
• Difficult in maintenance &
inspection
• Difficult to Launch in limited
space.
 CARE TO BE TAKEN DURING DESIGN
• Simple, uncluttered layout of members.
• Easy access to all members for maintenance operations such as
cleaning and painting
• Proper drainage at the flooring level of the foot over bridge.
• Preferably, flooring shall be provided by keeping clear gap from
the truss on either side to have better drainage
• Some degree of redundancy in the design to ensure safe service
life of the structure even after some corrosion
• Staircase shall be designed in accordance with the provisions of
national building code for the convenience of the passengers.
• Wind load shall be taken considering the possibility of the entire
height of the foot over bridge being covered in advertisement
boards during use.
 Provision of Schedule of Dimension (SOD)
 Vertical clearance- Minimum
height of FOB bottom from Rail level

• Non electrified : 4875 mm

(ref: Ch-I, 10a)
• 25 KV AC traction : 6250mm
(ref: Ch-I, 10c)
• At station yard : 6250mm
(ref: Ch-II, 10)
• For Mumbai suburban : 5750 mm
(with condition as per Ch-I, 10 note-f)
• Doublestack container route :8430mm
(ref: Ch-VB,2)
(container plying max. ht. of 6809mm)
 Provision of Schedule of Dimension (SOD)
 Horizontal distance on Plate form-
Min. horizontal distance of FOB from
C/L of track.-
• On passenger platform : 5330mm
(ref: Ch-II, 7a)

• With return end of platform fencing

(ref: Ch-II, 7a note1) : 2750mm

• For Mumbai suburban : 4115 mm

(with condition as per Ch-II,7a note3)

• FOB landing width should be

: < 50% of PF Width.
(ref:Ch-II, 7a note 3d)
 Horizontal distance on Plateform- Min. horizontal distance of FOB from C/L of track.-

Mainland platform Isolated structure

(other than island) (Area< 3716 sq.cm)
:6830mm (min.), :4720mm
12130 mm(Rec.) (ref: ref: Ch-II, 8)
(For new or alterations
works, ref: Ch-II, 8b) 3716
sqcm
 Provision of Schedule of Dimension (SOD)
 Horizontal distance on other then
Platform- Minimum horizontal distance of
FOB from centre line of track-
• For existing works :2135mm
(with condition as per Ch-II, 11A with note)
• For new/ alteration works :2360mm
(with condition as per Ch-II, 11B note)
• Below the RL to FL :2575 mm
(on straight and 0.5°curves, Ref:Ch-II,10A,v)
• Below the RL to FL :2725 mm
(on > 0.5°curves, Ref:Ch-II,10A,vi)
GUIDELINES ON FABRICATION OF STEEL STRUCTURE
OF FOBs
(Ref:CBS/FOB Dated 03.04.2014)

Specification for steel:

• IS:2062 Grade “A” as rolled semi-killed or killed
• The rolling and cutting tolerances shall be in accordance with IS:1852.
Flattening and Straightening of steel:
• straight edges, flat surfaces and be free from twist.
Cutting of steel:
• Flame cutting by mechanically controlled torch
Approval of Quality Assurance Plan (QAP) :
 Lay out :
 Jigs and fixtures :
 Drilling of holes :
 Welding Process and Positions : WPSS & WPQR
 Riveting
 Final Cutting and Finishing of component :
 Inspection Stages

Before During
fabrication fabrication After fabrication
 Before Fabrication :
• Quality Assurance Plan - prepared and got approved.
• Raw material inspection, Rolling Mark Certificates .
• Lamination, piping, pitting rolling defects and
Straightness of be checked before fabrication.
• Consumables such as, rivets, welding electrodes
and paints etc. are as per standard specification.
• Welding Procedure Specifications need to be approved.
• Welders approval as per Welding Procedure Specification.
During Fabrication :
• Lay out, jigs and fixtures and profile to be checked.
• Welding by qualified welders as per approved WPSS.
• Welding parameters are to be set & checked during
welding.
• Riveting by qualified and skilled personal with approved
work instructions.
 After Fabrication :
• Verify rolling Mark number of steel sections used for
fabrication, from Certificate issued by manufacturer.
Check the register maintained by firm.
• Surface defects shall be checked visually.
• Qualify of welds with respect to specified sizes, length
and any visual defects.
• Quality of rivets to be checked visually and with the
help of riveting hammer.
• Dye Penetration Test for Welds
• Leading dimensions i.e. overall length, hole
dimensions, end finishing etc. shall be checked.
Prepare detail measurement sheet.
Connection Details
brication of FOBs girder through other than RDSO approved
(Rly Bds.No. 2017/50/CE-III/BR/FOB dt 18.12.2018)

• Since the FOBs are not subjected to dynamic loads unlike the Railway
Bridges and hence, the stringent conditions of expertise, experience
etc. as required in fabricating Railway Bridge girders, might not be
mandatory for FOB fabrication.
• Accordingly, it has been decided that fabrication of FOBs can be
done through firms other than RDSO approved firms.
• However, to ensure quality of fabrication, QAP has to be prepared in
each case which is to be approved by officer not below rank of JAG.
Staircase
Ramp
RDSO
DRG
of
Ram
p
Escalators
Construction of FOB: Challenges and Best practice
Barricading of site
Cables During Excavation
Protection of cables
Raft concreting
Treamie concreting of columns
SAW welding and DPT test
DPT Testing of Steel welding
Fabrication Yard
4-RDSO & other Drawings
RDSO Drawings
 Constraints of RDSO standard Drawings
• Available Only for 3.0m & 6.0m wide FOB
• Applicable only for vertical clearance 6250mm
• Splice connection by using welding
• Foundation details are limited/standard.
• Girder spans are for 2,3 & 4 line crossing on mainland
platform i.e. 19.93, 25.28, and 30.60m only.
• No details for multiple spans.
• More nos. of columns in RDSO drgs restricting space
for passenger movement.
• Welded splice
Sample drawing of a conventional FOB

Mumbai Railway Vikas Corporation 100

SAMPLE DRAWING OF FOBs AS PER TYPE PLAN

Mumbai Railway Vikas 101

 WR Type Plan
• Applicable for FOB/skywalk width of 3.66m,4.20m, 4.50m, 4.80m, 5.0m
& 6.0m
• Applicable for vertical clearance of 6250mm and DFCC route (8430mm)
as well.
• Detailed drawing for splicing using HSFG bolts
• Detailed drawing for foundation size according to different
span combinations.
• Use of Stud type shear connector.
• Limited numbers of Steel Box columns
• 300mm height of pedestal above platform level to prevent
corrosive action of base plate.
• Sacrificial galvanised decking sheet to enhance safety, workability
& durability.
 LIST OF SALIENT FEATURES
• Applicable for 10,12,14…up to to 30m span.
• Applicable for DFCC route (clearance up to 9.5m) also
• Use of Plate Girder instead of Truss
• Rectangle Steel plates columns filled with CC for fast constructions
• Standardize & Uniformity for whole Western Railway
• Corrosion Resistant
• Provision of Detailed Foundation Size
• Use of Hollow sections with airtight sealed ends
• Use of GI Corrugated Decking sheet
• Workable
• Provision of vertical clearance of 3m from platform level for freely movement
• Reliability –from the experience of existing FOBs of same type
SPAN AND FOOTING ARRANGEMENT
SUPERSTRUCTURE ARRANGEMENT
SPLICE ARRANGEMENT
 APPLICABLE FOR UP TO 30M SPAN

• Different span length-

10 to 14m, 16m, 18m,
20m, 22m, 24m, 26m,
28m & 30m.
• Cross Section Details of
Plate Girders for
Different Span are
shown in Fig.
 APPLICABLE FOR FEEDER/DFCC ROUTE
(VERTICAL CLEARANCE UP TO 9.5M)

• Column will be braced in two

layers as shown in Fig.
• Length of Foundation (L2)
will be as per table-1 of sheet
no.1 of Type Plan.
 Standardize Details
• Aesthetic look as compared
to previous structure.
• Openness of superstructure
provides more space.
• Roof consists of tubular
structure with galvalume
sheet covering/colour coated
Aluminium sheet.
• Use of box type column
section filled with M20 grade
plain concrete.
 CORROSIVE RESISTANT

• Use of Hollow section with airtight sealed/welded at ends.

• In coastal areas, use of stainless steel reinforcement
Grade G(410L) .
• Suitable camber in deck slab to drain out water.
• Use of Galvanised Hollow sections.
• Coal tar epoxy on buried concrete surface
As per inspection Note of Member
Engineering No. 2019/ME/INS. NOTE/16
dated 16.07.2019
 Special Features in Trespass control Project
• 1. Shape - Flared sidewalls for FOBs & Skywalk instead of vertical walls to
have better daylight, ventilation, rain-protection and aesthetics.
• 2. Basic materials -Better quality materials like use of high strength tensile
steel of Grade 350 which is recommended for use in corrosive environment in
place of conventional Grade 250 mild steel for use in manufacturing girder
assembly & columns of FOBs & Skywalk. Roofing assembly and platform
shelters are constructed by using hollow steel tubular sections of grade 310
in place of conventional grade 250. This is light weight & aesthetically
pleasant.
• For roofing, galvalume/zincalume sheets are provided in place of
conventional AC sheet/GI sheet roofing.
Special Features cont..
• 3. Special features:
• Column bracings are avoided upto height of 2.75 m to avoid inconvenience to
commuters in movement on platform.
• Cable trays are encased running along the roof top of FOBs/skywalks.
• Special lighting of FOBs by using cowe lights on sides & Central roof lighting
• Use of 1.25 mm thick deck sheet for self supporting shuttering avoiding scaffolding in
concreting of FOBs.
• Use of 17.5 mm (2 layers of 8 mm thick) toughened glass with spider glazing system
for OHE protection along sides of FOBs at major Stations.
• Use of Tactiles in flooring of PFs for facilitating blind commuters.
• Use of semi-polished granite with end-grooves on steps of FOBs for drainage and
better durability plus aesthetics.
• Use of escalators and elevators for quick & easy dispersal of commuters at crowded
locations wherever feasible.
5- Precautions for Launching &
De-launching
 Safe working of Road cranes for launching of Girders/LHS.
(RAILWAY BOARD letter No.2015/CE- IV/RUB/206New Delhi, dated 11.08.2016)
• Based on site conditions i.e. maximum boom length and operating radius, safe working load of
crane shall be assessed which should be more than 1.5 times of load to be handled.
• Before actually commencing the work near track, trial at site shall be done by actually lifting the
heaviest segment to be tackled with required boom length and required operating radius. Once,
the trialis successful, then only crane shall be brought to site of actual work.
• The stability of slope under imposed load of crane prop under worst loading conditions and
point nearest to edge of slope shall be checked. The location of prop, locations of working of
crane and other relevant factor shall be clearly indicated on plan.
• At locations near crane propping, the strengthening of slope by living the rails/Sal Balli Piling
shall be done to prevent any chance of slope failure. Also, the proper compaction/strengthening
of soil at prop location shall be done to prevent any settlement of prop.
• Stone/quarry dust may be filled by side of precast units with hand compaction before restoring
train.
 Special Conditions for working of Road Cranes
(RAILWAY BOARD letter No.2015/CE IV/RUB/206New Delhi, dated 15.02.2016)
• No machine shall be selected to do any lifting on a specific job until its size and
characteristics are considered against the weights, dimensions and lift radii of the heaviest
and largest loads.
• The contractor shall ensure that a valid Certificate of Fitness is available before use of
Road Cranes.
• Contractors can utilise the services of any competent person as defined in Factories Act,
1948 and approved by Chief Inspector of Factories.
• The laminated photocopies of fitness certificate issued by competent person, the operators'
photo, manufacturer's load chart and competency certificate shall always be either kept in
the operator cabin or pasted on the visible surface of the lifting appliances.
• All lifting appliances including all parts and gears thereof, whether fixed or movable shall
be thoroughly tested and examined by a competent person once at least in every six months
or after it has undergone any alterations or repairs liable to affect its strength or stability.
 SAFETY MEASURES
•Cranes must be operated only by qualified and trained
personnel.
•The crane and crane controls must be inspected by a
designated competent person before use.
•Cranes must be on a firm, stable surface and must be level.
•During crane assembly and disassembly do not unlock or remove
pins unless sections are blocked, secure and stable.
•Fully extend outriggers.
• Barricade all accessible areas inside the crane’s swing radius.
•Be sure to follow signals, and the manufacturer instructions,
while operating a crane.
• Watch for overhead electric power lines. Maintain at least a
10-foot safe working clearance from all power lines.
• Inspect all rigging prior to use. Do not wrap hoist lines
around the load.
• Be sure to use the correct load chart for the crane’s
configuration and setup, the load weight, and the lift path.
• Do not exceed the load chart capacity while making lifts.
• Raise a load a few inches, hold, verify capacity and balance,
and test the brake system before delivering load.
• Do not move loads over workers.
6- Innovations & best practices
Bifurcated staircase

3D
v
DOUBLE DISCHARGE STAIRCASE

V
LIFTING HOOK
Borivali Deck Layout Plan 350 m x 10.5 m

127
 Borivali – Elevated Deck

Elevated Deck View And Flaming

work at Slopes on Deck
1
 Borivali – Elevated Deck

Deck in Evening

PF View of Deck 130

 Escalator’s

Double Discharge with Escalator at PF 4/5Discharge with Escalator at PF 5/6

Double
Escalator at PF No.3

131
Three Link Ways

South end Link way

North end Link way

Middle Link way
Z- GIRDER
Sacrificial Decking sheet
Effective cover
960 mm
Width
Depth 51 mm
Base
metal 0.7 1 1.2
Thickness
(mm)
Steel Grade
550 550 550
(Mpa)
Zinc Coating
275 275 275
(g/m2)
Self weight
7.35 10.34 12.33
(kg/m2)
 Section
Modulus Z 15765 22382 26755
(mm3/m)
 Protective screens in Electrified area
• Provision of protective screens with 25000 V caution boards on
over line structures like ROBs, FOBs, Fly Overs etc.
(AC Traction manual-II, Appendix-7 para 2.1.9)
DRG
 HOLLOW STRUCTURAL SECTION (HSS) -
• A Hollow Structural Section (HSS) is a type of
metal profile with a hollow cross section.
• HSS members can be- Circular sections, Square
sections, rectangular sections.

ADVANTAGES OF USING HOLLOW SECTIONS-

• Volume of the material is greatly reduced hence it becomes economic design.
• The self weight of the section is also reduced hence less hoisting and
transportation cost.
• There's better stress distribution than a solid section
• Torsion resistance is high compared to solid section( high torsional stiffness)
• In case of bending and torsion the stress is less near the neutral axis hence use
of hollow section (in which there's no material near NA) will be more
appropriate section.
Observation -
This hollow section is
been cut after 22 years on
a site .
As we can observe there is
no corrosion present in the
hollow part of the
particular section.
7- Case studies
Prabhadevi FOB stamped
• Stampede on the FOB at
Elphinstone Road (now
Prabhadevi) railway station on
September 29, 2017.
• 23 people were killed and 39
others were injured
• Someone may have slipped and
fell when passengers resumed their
travel after the rain, leading to the
stampede.
• A rumour that the pedestrian
bridge was collapsing may have
caused the passengers to surge
forwards to flee
Fire near Bandra FOB
FOB collops of Muzaffarpur in Bihar
• FOB collapsed on a
running goods train
at Muzaffarpur in
Bihar on
Wednesday,
• injuring 11 people,
including three
women. 28 November
2013.
• The goods train had
derailed and hit the
pillars of the bridge,
Collapse of FOB near CSTM, 11th April, 2019

58
 WHAT NEXT ?

• High performance specialty coatings

• Escalator covering without columns
• Stainless steel FOBs
• Structural health monitoring
• Standardization of drawings
Double Decker Living Root Bridge at Meghalaya
B. K. KUSHWAHA PROFESSOR/IRICEN/PUNE
Mob: 74200 41117, Email:
Mumbai suburban: Vertical clearance-
Minimum height of FOB bottom from Rail level
Mumbai suburban: Horizontal distance on Plate form-