Monitoring Report of Bridges Operation of BOXN Wagons ... - rdso

GOVERNMENT OF INDIA 

MINISTRY OF RAILWAYS 

Monitoring Report of Bridges 

1 

On 

Operation of BOXN Wagons 

Loaded up to CC+8+2t/ CC+6+2t 

As 

Pilot Project on Identified Routes 

Report No. BS- 108 (version May2010) 

July- 2010 

Research Designs & Standards Organisation 

Lucknow-226011 

For official use only

FOREWORD 

Railway Board has approved of CC+8+2 T loaded BOX’N’ Wagons for carrying Iron/other ores 

on identified routes and CC+6+2 T loaded BOXN/BOBR and BOB RN wagon for identified routes for 

carrying coal ,vide their letter No. 2000/C2/TS/7 Pt dated 19.05.06, the CC+6+2 T loading was 

subsequently universalised . With this, in addition to physical/visual inspection , objective assessment of 

bridges through instrumentation became mandatory. As per Railway board guidelines vide their letter 

No. 2005/C2/TS/7Pt dated 9.5.06, sample bridges (representing type and span of those available on the 

routes) and vulnerable bridges were selected for instrumentation for monitoring the affects of increased 

longitudinal loads and high axle loads in the bridge components i.e foundation , pier, abutment, bearing 

and superstructure. As such a total of 85 bridges were selected for instrumentation by Zonal Railways. 

Till date 156 rounds of instrumentation of these selected bridges has been done and further work is 

under progress. 

This report is based on the instrumentation reports submitted by Zonal Railways and analysis 

conducted by RDSO. The analysis has been supplemented with information sent by Zonal Railways 

regarding instrumentation being carried out by them as part of Pilot Project. Although every care has 

been taken in recording data accurately, and in analyzing it objectively, the views expressed in this 

report are subject to modification from time to time in the light of fresh data. Further, they do not 

necessarily represent the views of Ministry of Railways (Railway Board), Government of India. 

This report is the property of RDSO and is meant essentially for official use. It may not be 

loaned, reproduced in part or full, or quoted as an authority without the permission of Director General, 

RDSO. 

(Y.S.Hooda) 

Director/B&S 

RDSO, Lucknow 

2 

(Mahesh Kumar Gupta) 

Executive Director/B&S 

RDSO, Lucknow

INDEX 

S.No. Description Page No. 

1. Introduction 1 

2. Precautions and Monitoring 2 

3. Tasks Assigned to B&S Directorate of RDSO 2 

4. 

Summary of Instrumentation of Bridges 

5. Position of Instrumentation 19 

6. 

Analysis of Bridges With Similar Spans, Loading And Design 

6-A. Coefficient of Dynamic Augment 72 

6-B. Sub-structures Stresses Tilt and Settlement 76 

6-C. Fatigue Life 86 

Annexure A to W 89 

Annexure IIIA-IIIB 117 

1 

2 

25

Monitoring Report on Operation of BOXN Wagons Loaded up to 

CC+8+2t/ CC+6+2t as Pilot Project on Identified Routes 

1. INTRODUCTION: 

1.1 In order to enhance throughput to meet traffic demands of the nation, Railway Board took a 

decision to permit operation of BOXN wagons, loaded up to CC+8+2 (Axle Load of 22.82t) and 

CC+6+2 (Axle Load of 22.32t). The existing bridge were checked for its adequacy for running of 

higher axle load, even in the zone Southern Railway. However to validate the adequacy and 

assess the health of existing structure it was decided to carry out instrumentation. General 

guidelines were issued by RDSO and zonal railway were asked by board to carry out the 

instrumentation. Accordingly instrumentation of 85 Bridges is being carried out by Zonal 

Railways for the purpose of verification and validation of existing provisions. These 

instructions were issued vide Railway Boards letter no. 2005/CE-I/BR-II/6 dated 13-06-2005. 

The details are as given in the report. 

2. PRECAUTIONS AND MONITORING: 

2.1 Following precautions and Monitoring of bridges have been prescribed for the operations of 

CC+8+2T load as per Railway Board letter no. 2003/CE-II/TS/5 Vol.1 dated 02-05-05 and 04- 

05-05 and 2005/CE-I/BR-II/6 dated 13-06-2005.The precautions and monitoring prescribed for 

CC+6+2 T are similar to those prescribed for CC+8+2 T axle load. 

2.1.1 Each bridge needs to be evaluated as an individual entity regarding safety vis-à-vis its physical 

condition. 

(a) Thorough physical inspection as per Performa in bridge inspection register shall be 

done for each bridge, at the start of pilot project. 

(b) Bridges found distressed, shall be sanctioned for rehabilitation immediately and taken 

up. 

(c) Bridges shall be analyzed for the expected loading and where required, 

rehabilitation/strengthening be got sanctioned and taken up. 

(d) The speed restrictions as required from safety consideration shall be imposed. 

2.1.2 Bridge load monitoring system has been developed and demonstrated by M/s. Sharma 

Associates, Chicago, USA. Each Zonal Railway should install one of the systems to monitor the 

load spectrum including dynamic augment coming on the bridges. 

1

2.1.3 Sample Bridges (representing type and span of those available on the routes) and vulnerable 

bridges, were selected for instrumentation, for monitoring the effects of increased 

longitudinal loads and higher axle loads on the bridge components i.e. foundations, piers and 

abutments, bearings and super structure. Instrumentation was planned with respect to 

measurement of settlement of foundations, tilting of piers/abutments, loads on bearings, 

deflections and stresses at critical points. Change in dynamic parameters may be monitored 

for quick evaluation. NDT tests may be carried out periodically. 

2.1.4 The recording of data and analysis thereof would be required to be done for longer period so 

as to provide realistic representative data for future for allowing higher axle loads. Following 

were decided 

(a) The tests for longitudinal loads on bearings and proportion transferred to approaches 

be done initially and further tests as may be required after analysis of results of tests. 

(b) The test for deflection/ tilts & stresses at most critical points be done initially and 

repeated quarterly for one year and thereafter annually for three years or as 

otherwise required after study of test results. 

(c) Tests for Dynamic Characteristics i.e. Vibration Signature test for the bridge be 

repeated once a quarter for one year & then annually. 

(d) Load spectrum analysis including dynamic augment shall require continuous record. 

These system may be got installed with recording over a quarter by agency and 

thereafter Railway personnel could get trained & take over recording. 

(e) NDT tests be carried out once in six months for detection of any hidden defects/ 

cracks development. 

2.1.5 Quarterly review of the position by multi-disciplinary core group comprising of PHOD’s under 

GM of Zonal Railways. 

3. TASKS ASSIGNED TO B&S DIRECTORATE OF RDSO: 

The fixing of instrumentation, recording of observations and report preparation shall be done 

through specialized agencies by Zonal Railways. RDSO shall associate from the beginning in 

the instrumentation scheme, analysis of results and report preparation. Hence initial 

guidelines were issued vide letter no CBS/Axle load dated 17.01.2007 and subsequently 

revised guidelines were issued vide same letter no. dated 15.04.2010 CBS/Axle load 

after gaining experience of more than two years. 

4. SUMMARY OF INSTRUMENTATION OF BRIDGES: 

4.1 POSITION OF INSTRUMENTATION: 

(i) Total number of bridges planned for instrumentation = 85 

(ii) Total number of bridges planned for instrumentation for CC+8+2 T = 56 

2

(i) Total number of bridges planned for instrumentation for CC+6+2 T = 29 

(iv) Total number of spans planned for instrumentation = 90 

(v) Total number of steel/conc. spans planned for instrumentation = 73 

(vi) Total number of arch spans planned for instrumentation = 13 

(vii) Readings to be taken for instrumentation on Steel/Conc. Bridges =344 

(viii) No. of Railways where instrumentation has to be done = 15 

(ix) No. of Railways where instrumentation has started = 13 

(x) No. of Railways from where instrumentation report received = 09 

(xi) Instrumentation readings taken for Steel/ Concrete Bridges = 156 

(xii) Instrumentation report/data received = 106 

4.2 ANALYSIS OF INSTRUMENTATION RESULTS RECEIVED: 

4.2.1 SUPER STRUCTURE: 

(1) Summary of Stresses and Deflection with respect to Permissible Values: 

The summary of stresses and deflections w.r.t. permissible values, span wise and design 

drawing wise are as below: 

S. N. Type of Bridge No. of 

Inst. 

Rounds 

Span of 

Bridge 

(m) 

Loading Drawing 

no. 

3 

Range of 

Stresses (% of 

permissible 

value) 

Range of 

Deflection (% of 

permissible value) 

From To From To 

1. Plate Girder 2 12.2 BGML BA-1056 27.70 61.63 30.23 43.70 



4. Plate Girder 4 18.3 BGML CE-10291 21.69 36.44 22.91 30.65 

5. Plate Girder 4 18.3 Old Loading Old Drg. 

(Br1217/1) 

18.13 46.34 47.34 52.04 

6. Plate Girder 3 24.4 BGML Diff. Drg. 30.28 47.03 31.88 54.43 

7. Plate Girder (High 

Tensile Steel) 

8. Plate Girder 

(Ordinary Steel) 

8 30.5 BGML BA-1518 9.92 58.67 53.95 71.65 

2 30.5 BGML BP/54/74 43.83 51.06 65.82 67.78 

9. Plate Girder 2 30.5 BGML BA-1059 45.14 66.95 47.37 67.61


10. Open Web Girder 

(Under Slung) 


(Under Slung) 


(Under Slung) 


(Under Slung) 

7 30.5 BGML BA-6081 23.55 69.31 40.75 45.01 

4 30.5 BGML CE-11091 22.07 61.48 46.62 64.85 

1 30.5 BGML CE-22907 25.68 55.90 - 41.92 

1 30.5 BGML CE-11151 11.39 41.75 - 57.89 

14. Open Web Girder 8 30.5 BGML BA-5061 23.53 67.88 23.88 34.02 

15. Open Web Girder 4 30.5 Old Loading Old Drg. 26.30 60.99 30.08 34.77 


17. Open Web Girder 4 45.7 BGML CE-11101 19.59 75.65 37.99 49.34 

18. Open Web Girder 2 45.7 RBG BA-11361 33.98 52.95 41.4 48.38 

19. Open Web Girder 1 45.7 Old Loading CE-6406/1 43.56 143.98* - 69.21 


(Br No.5UP) 

22. Open Web Girder 4+4 

4 45.7 BGML Old Drg. 29.60 71.55 51.58 54.22 

Span3& 

7 

61.0 Old Loading Old Drg. 21.20 93.87 40.70 41.99 

23. Open Web Girder 2 91.44 BGML Old Drg. 32.47 78.12 80.29 81.54 

(2) Summary of Stresses and Deflection with respect to Theoretical Values: 

4 

* EARLY STEEL GIRDER 

The summary of stresses and deflections w.r.t theoretical values, span wise and design 

drawing wise are as below: 

S. N. Type of Bridge No. of 

Inst. 

Rounds 

Span of 

Bridge (m) 

Loading Drawing no. Range of Stresses (% 

of Theoretical value) 

Range of Deflection 

(% of Theoretical 

value) 

From To From To 



3. Plate Girder 9 18.3 BGML BA-1057 20.70 92.54 26.68 57.18

4. Plate Girder 3 24.4 BGML Diff. Drg. 38.53 121.16 37.78 77.58 

5. Plate Girder (High 

Tensile Steel) 






(Under Slung) 


(Under Slung) 


(Under Slung) 

4 30.5 BGML BA-1518 12.17 89.73 48.64 71.65 

2 30.5 BGML BP/54/74 51.44 69.19 75.57 79.00 

1 30.5 BGML BA-1059 63.50 93.98 67.74 82.21 

7 30.5 BGML BA-6081 26.02 78.54 62.85 75.56 

1 30.5 BGML CE-22907 26.02 59.86 - 26.02 

1 30.5 BGML CE-11151 54.21 88.89 - - 



13. Open Web Girder 4 45.7 BGML CE-11101 33.45 88.32 62.53 70.94 

14. Open Web Girder 2 45.7 RBG BA-11361 38.89 87.12 66.86 78.14 

15. Open Web Girder 1 45.7 Old 

Loading 

5 

CE-6406/1 44.69 104.31* - 42.79 

16. Open Web Girder 4 45.7 BGML Old Drg. 31.15 82.2 - - 

* EARLY STEEL GIRDER

Span(m) 

4.2.2 ANALYSIS OF STRESSES AND DEFLECTIONS: 

PLATE GIRDER: 

Location 12.2 12.2 18.3 18.3 24.4 24.4 24.4 24.4 30.5 

HTS 

Loading BGML BGML BGML BGML BGML BGM 

L 

Drawing 

No. 

No of 

rounds 

Axle Load 

(t) 

Speed 

(kmph) 

Max % of 

Permissib 

le Value 


Theoretic 

al Value 

No. of 

Reading 

Above 

80% of 

Theoretic 

al value 

BA- 

1056 

BA- 

11003 

BA- 

1057 

Old 

Type(1 

217/1) 

BA-1008 

(166DN) 

6 

BA- 

1058( 

Br467 

) 

30.5 30.5 

BGML BGML BGML BGML BGML 

CE- 

11149 

(25DN) 

BBJ- 

283/C/1 

(Br243) 

BA- 

1518 

BA- 

1059 

2 2 9 4 1 2 1 2 8 2 2 

BP/54/7 

4 

CC+8+2 CC+8+2 CC+8+2 CC+6+2 CC+8+2 CC+8+2 CC+8+2 CC+8+2 CC+8+2 CC+8+2 CC+8+2 

75 65 75 & 

65 

60 75 65 15 40 75 40 65 

Bottom 55.67 42.86 42.13 46.34 32.54 48.59 30.28 42.23 54.99 56.76 51.06 

Top 61.63 41.69 40.32 41.41 34.44 47.75 35.77 43.96 58.67 66.95 42.29 

Shear 52.68 35.53 42.76 33.52 36.69 39.54 - 42.13 21.83 - 45.64 

Deflecti 

on 

43.70 50.45 50.21 52.04 46.18 51.57 31.88 52.93 71.65 67.61 67.78 

Bottom 114.14 44.61 59.26 - 42.15 57.74 38.53 60.93 55.58 67.46 63.44 

Top 106.44 55.78 67.28 - 48.61 61.92 54.92 74.56 72.36 93.98 69.19 

Shear 102.65 55.39 92.5 - 121.16 77.3 - 67.01 89.73 - 51.44 

Deflecti 

on 

96.36 57.93 57.18 - 54.72 63.04 37.78 77.58 71.65 82.21 79.00 

Stress 5 0 4 - 1 - - - 3 2 0 

Deflecti 

on 

1 0 0 - - - - - - 2 0

No. of 

Reading 

Above 

90% of 

Theoretic 

al value 

Stress 4 0 2 - 1 - - - 0 1 0 

Deflecti 

on 

1 0 0 - - - - 0 0 0 

4.2.3 Analysis for Plate Girder: 

OPEN WEB GIRDER: 

Span (m) 

• Out of 35 rounds reading taken, the value of maximum stresses (tensile, 

compressive or shear). 

- 15 readings exceed 80% of theoretical value of stresses. 



• Out of 35 rounds reading taken, the value of maximum deflection. 

- 3 readings exceed 80% & 1 readings exceed 90% of theoretical value of 

deflection. 

- None of the readings exceed 100% of theoretical value of deflection. 

- Stresses & deflection measured up to span 18.3m are near to the theoretical 

values. For other spans, most of the values are less than 80% of theoretical 

values. 

Location 

30.5 30.5 30.5 30.5 30.5 45.7 45.7 45.7 45.7 

7 

(Annx-T) 

45.7 61.0 

Type US US US OWG OWG OWG OWG OWG OWG OWG* OWG 

Loading BGML BGML BGML BGML BGML/R 

BG 

Drawing BA- 

6081 

CE- 

22907 

CE- 

11151 

BA- 

5061 

Old Type 

(Br1258/ 

1) 

BGML BGML RBG BGML 

BA- 

5025 

BA- 

11101 

BA- 

11361 

(Br.No. 

5UP) 

Old 

Load 

CE- 

6406/1 

No of rounds 7 1 1 8 4 5 4 2 4 1 8 

Axle Load (t) CC+8+2 CC+8+2 CC+8+2 CC+8+2 CC+6+2 CC+8+2 CC+8+2 CC+8+2 CC+8+2 CC+8+2 CC+6+2 

BGML 

/RBG/ 

Br.No. 

30/Sp 

an3 & 

7 

Old 

Type

Speed (kmph) 75 & 45 68 20 65 &45 60 75 & 60 66 & 45 65 60 80 60 


Permissible 

Value 


Theoretical 

Value 

No. of Reading 

Above 80% of 

Theoretical 

value 

No. of Reading 

Above 90% of 

Theoretical 

value 

Bottom 58.65 50.39 38.18 36.92 42.39 45.10 40.88 34.18 59.58 88.24 93.87 

Top 69.31 55.9 37.68 56.07 - - - - - - 57.76 

End Raker 64.09 47.96 41.75 67.88 29.71 61.96 75.65 52.95 - 79.51 47.26 

First 

Diagonal 

50.11 50.11 29.51 55.05 50.63 66.41 57.10 52.34 71.55 78.07 59.01 

Vertical 38.07 25.68 41.7 36.88 60.99 41.48 38.39 23.7 53.77 143.98 78.07 

Cross girder - - 11.39 37.99 45.40 43.87 41.51 36.09 42.93 68.76 32.00 

Rail Bearer - - 40.24 29.77 41.22 45.93 40.81 28.57 32.20 43.56 26.47 

Deflection 40.75 41.92 57.89 34.02 34.77 52.71 49.34 48.38 54.22 69.21 41.99 

Bottom 78.54 53.54 88.89 40.23 - 45.53 46.64 39.12 - 56.29 - 

Top 74.28 59.86 60.89 76.44 - - - - - - - 

End Raker 75.70 56.65 80.78 92.66 - 96.50 88.32 87.12 - 54.57 - 

First 

Diagonal 

58.59 58.59 - 68.39 - 90.17 66.28 69.54 - 56.54 - 

Vertical 61.0 26.02 73.86 74.61 - 87.39 60.09 51.85 - 104.31 - 

Cross girder - - - 57.73 - 84.25 59.69 57.87 - 44.69 - 

Rail Bearer - - - 56.97 - 87.63 48.37 47.3 - 42.79 - 

Deflection 75.56 - - 78.97 - 86.78 70.94 78.14 - - - 

Stress 0 4 6 - 16 2 0 - 1 - 

Deflection 0 - 0 0 - 2 0 0 - 0 - 

Stress 0 - 2 1 - 7 0 - - 1 - 

Deflection 0 - 0 0 - 0 0 - - 0 - 

4.2.4 Analysis for Open Web Girder (Under Slung and Through Type): 

8 

* Early Steel Girder, analyses separately 

• Out of 45 rounds reading taken, the value of max stresses (Tensile or Compressive). 

‒ 29 readings exceed 80% of theoretical value of stresses. 

‒ 11 readings exceed 90% of theoretical value of stresses.

‒ 3 readings exceed 100% of theoretical value of stresses. 

• Most of the reading for deflections are within the range of 80% of the theoretical 

values. 

• Most of the values of the measured stresses are around 50% of the permissible value 

except isolated readings which are around 80% of the permissible value 

4.2.5 CONCLUSION: 

So far instrumentation results indicate stresses & deflection due to Heavy Axle Load are 

within permissible values. 

In case of early steel girder, maximum value of stress measured & theoretical value of 

stress exceeds 40% of permissible value which is not permitted. 

4.2.6 LONGITUDINAL FORCES AT BEARING LEVEL: 

(1) Bridge wise longitudinal forces measured at bearing level viz a viz. theoretical tractive 

effort (based on rated tractive effort of locomotive used for trial, number of axle of the 

loco coming on the bridge test span) has been analyzed by RDSO. 

(2) Details of Longitudinal Forces (Maximum) measured at bearing, bridge wise and span 

wise are as below: 

S.N. Railway Br. No. Span(m) Round Bridge Longitudinal force(T) 

9 

Theoret 

ical 

Measured % 

Dispersion 

1 E Co R 514 12.2 1 12.2/514/E Co R/1 37 31 16.22 

2 E Co R 514 12.2 2 12.2/514/E Co R/2 34 16 52.94 

3 SWR 47 12.2 1 12.2/47/SWR/1 53 31 28.3 

4 SWR 184 12.2 1 12.2/184/SWR/1 53 41 18.9 

5 NCR 1217/1 18.3 1 18.3/1217/1/NCR/1 67 30 55.22 

6 NCR 1217/1 18.3 2 18.3/1217/1/NCR/2 44 29 34.09 

7 NCR 1217/1 18.3 3 18.3/1217/1/NCR/3 44 24 45.45 

8 NCR 1217/1 18.3 4 18.3/1217/1/NCR/4 33.5 16.5 20.8 

9 E Co R 586 18.3 1 18.3/586/E Co R/1 44 25.6 41.82 

10 E Co R 586 18.3 2 18.3/586/E Co R/2 33.5 24 28.36 

11 SECR 91 18.3 1 18.3/91/SECR/1 88 20 77.27

12 SECR 91 18.3 2 18.3/91/SECR/2 88 14 84.09 

13 SECR 91 18.3 3 18.3/91/SECR/3 24 14 22.7 

14 SECR 91 18.3 4 18.3/91/SECR/4 44 35 32 

15 ECR 248UP 18.36 1 18.36/248UP/ECR/1 44 32 27.27 

16 ECR 248UP 18.36 2 18.36/248UP/ECR/2 66 30 15.2 

17 ECR 248UP 18.36 3 18.36/248UP/ECR/3 44 20 22.7 

18 ECR 192/A 18.36 1 18.36/192/A/ECR/1 44 4 22.7 

19 ECOR 467 24.4 1 24.4/467/ECOR/1 60.8 36 40.79 

20 E Co R 243 24.4 1 24.4/243/E Co R/1 50.25 50 0.5 

21 SER 166 24.4 1 24.4/166/SER/1 66 30 54.55 

22 SER 166 24.4 2 24.4/166/SER/2 66 50 24.24 

23 SER 25 24.4 1 24.4/25/SER/1 66 23.6 64.24 

24 SER 25 24.4 2 24.4/25/SER/2 66 51 22.73 

25 E Co R 1554 30.5 1 30.5/1554/E Co R/1 74.3 22 70.39 

26 E Co R 1554 30.5 2 30.5/1554/E Co R/2 74.3 15 79.81 

27 ECOR 544 30.5 1 30.5/544/ECOR/1 73.3 61.36 16.29 

28 E Co R 544 30.5 2 30.5/544/E Co R/2 55.83 40 28.35 

29 E Co R 204 30.5 1 30.5/204/E Co R/1 83.75 5 94.03 

30 E Co R 115 30.5 1 30.5/115/E Co R/1 74.43 22 70.44 

31 SER 53 30.5 1 30.5/53/SER/1 73.3 24.1 67.12 

32 SER 53 30.5 2 30.5/53/SER/2 20 15 25 

33 SER 84 30.5 1 30.5/84/SER/1 73.3 20 72.71 

34 SER 84 30.5 2 30.5/84/SER/2 39.9 29.9 25.06 

35 SER 520 30.5 1 30.5/520/SER/1 73.3 22 69.99 

36 SER 520 30.5 2 30.5/520/SER/2 48 38 20.8 

37 SECR 154 30.5 1 30.5/154/SECR/1 88 24 72.73 

38 SECR 154 30.5 2 30.5/154/SECR/2 88 34 61.36 

39 SECR 154 30.5 3 30.5/154/SECR/3 41 34 17 

10

40 SECR 154 30.5 4 30.5/154/SECR/4 73 32 26 

41 SECR 175K 30.5 1 30.5/175K/SECR/1 88 42 52.27 

42 SECR 175K 30.5 2 30.5/175K/SECR/2 48 31 35 

43 SECR 175K 30.5 3 30.5/175K/SECR/3 73 53 23.3 

44 SECR 175K 30.5 4 30.5/175K/SECR/4 73 21 27.3 

45 SECR 105 30.5 1 30.5/105/SECR/1 76 41 46.05 

46 SECR 105 30.5 3 30.5/105/SECR/3 63 41 34.9 

47 SECR 105 30.5 4 30.5/105/SECR/4 60.9 21 21.35 

48 NCR 1258/1 30.5 1 30.5/1258/1/NCR/1 67 40 40.3 

49 NCR 1258/1 30.5 2 30.5/1258/1/NCR/2 67 30 55.22 

50 NCR 1258/1 30.5 3 30.5/1258/1/NCR/3 55.16 35.16 36.26 

51 NCR 1258/1 30.5 4 30.5/1258/1/NCR/4 44 27 25 

52 ECR 345A 

UP 

53 ECR 345A 

UP 

30.5 1 30.5/345A 

UP/ECR/1 

30.5 2 30.5/345A 

UP/ECR/2 

11 

73.3 48.3 34.11 

42 32 23.81 

54 ECR 253 UP 30.5 1 30.5/253 UP/ECR/1 73.3 58.3 20.46 

55 ECR 253 UP 30.5 2 30.5/253 UP/ECR/2 73.3 58.3 20.46 

56 ECR 253 UP 30.5 3 30.5/253 UP/ECR/3 44 20 22.71 

57 SER 414 30.5 1 30.5/414/SER/1 13.72 10.54 23.14 

58 SWR 293 30.5 1 30.5/293/SWR/1 50 39 22 

59 E Co R 449 45.7 1 45.7/449/E Co R/1 81 60 25.75 

60 E Co R 449 45.7 2 45.7/449/E Co R/2 81 35 56.79 

61 E Co R 543 45.7 1 45.7/543/E Co R/1 83.75 47 43.88 

62 SCR 248A 45.7 1 45.7/248A/SCR/1 67 22 67.16 

63 NCR 5 45.7 1 45.7/5/NCR/1 67 28 58.21 

64 NCR 5 45.7 2 45.7/5/NCR/2 67 38 43.28 

65 NCR 5 45.7 3 45.7/5/NCR/3 67 51 23.88

66 NCR 5 45.7 4 45.7/5/NCR/4 65 52 19.4 

67 SER 263 45.7 1 45.7/263/SER/1 88 22 75 

68 SER 263 45.7 2 45.7/263/SER/2 48.8 33.8 30.73 

69 SER 206 45.7 1 45.7/206/SER/1 88 62.5 28.98 

70 SER 206 45.7 2 45.7/206/SER/2 88 74 15.91 

71 SECR 34 45.7 1 45.7/34/SECR/1 88 40 54.55 

72 SECR 34 45.7 2 45.7/34/SECR/2 88 30 65.91 

73 SECR 34 45.7 3 45.7/34/SECR/3 88 30 17.05 

74 SECR 34 45.7 4 45.7/34/SECR/4 52 41 21.2 

75 ECR 4/A 45.7 1 45.7/4/A/ECR/1 88 68 22.73 

76 ECR 4/A 45.7 2 45.7/4/A/ECR/2 48 38 20.8 

77 SWR 597 45.7 1 45.7/597/SWR/1 106 60 33.96 

78 NCR 30 61 1 61/30/NCR/1 67 27 59.7 

79 NCR 30 61 2 61/30/NCR/2 67 50 25.37 

80 NCR 30 61 3 61/30/NCR/3 67 53 20.89 

81 NCR 30 61 4 61/30/NCR/4 67 39 17.91 

82 SCR 248A 91.44 1 91.44/248A/SCR/1 67 19 71.64 

83 SCR 3 91.44 1 91.44/3/SCR/1 67 27.2 59.4 

The above details have been analyzed separately for spans up to 24.4m, for span of 30.5m 

and for spans more than 30.5m span and details are as below( In cases where applied TE is 

very less than theoretical TE there applied TE is taken). 

Dispersion of Longitudinal Forces for Spans up to 24.4m and for span 30.5m: 

The above details are given in graphical form as below: 

12

Longitudinal Force (t) & % Dispersion 

100 

90 

80 

70 

60 

50 

40 

30 

20 

10 

0 

Instrumentation of Bridges for Longitudinal Forces on Bridges 

Span/Bridge No./Railway/Round of Testing 

‒ Out of 24 Cases, in 9 Cases, the dispersion is more than 40% against the provisions of 25% dispersion given in the IRS Bridge Rules. 

‒ From the above details, it is observed that dispersion of longitudinal forces is from 0.50% to 84.09%. 

13 

Theoritical LF 

Measured LF 

% Dispersion


100 

90 

80 

70 

60 

50 

40 

30 

20 

10 

0 





14 

Theoretical 

LF 

Measured LF 

% Dispersion


Dispersion of Longitudinal Forces For Spans more than 30.5m: 

The above details are given in graphical form as below: 

120 

100 

80 

60 

40 

20 

0 





15 

Theoretical LF 

Measured LF 

% Dispersion

Measurement of Longitudinal Force should be done in the following way: 

• Static Load with design train. 

• Accelerating load train from static state at the approach of test span at maximum 

accelerating power without brake binding. 

• Accelerating load train from static state at the approach of test span at maximum accelerating 

power with 4 wagons brake binding. 

• Slow moving load train at 20kmph. 

• Fast moving load. 

• Braking load at maximum braking with full service brake applied on entire formation of train( 

train shall cover the entire bridge length) 

• Braking load with 20kmph using dynamic brakes. 

• 48 to 72 hrs recording for normal traffic. 

16

(3) Analysis for longitudinal forces: 

Span (m) 

4.2.7 CONCLUSION: 

No of 

reading 

No. of readings with % Dispersion of Theoretical 

/Measured Tractive Force 

up to 

20% 

20 to 

30% 

17 

30 to 

40% 

40 to 

50% 

50 to 

60% 

above 

60% 

12.2 4 2 1 - - 1 - 

18.3 14 1 6 2 2 1 2 

24.4 6 1 2 - 1 1 1 

30.5 34 2 15 4 2 2 9 

45.7 19 3 6 2 2 3 3 

61 4 1 2 - - 1 - 

91.44 2 - - - - 1 1 

Total 83 10 32 8 7 10 16 

Out of 83 measurements, 33 measurements indicate that dispersion is above 40% 

and 50 measurements indicate dispersion is less than 40%. 

This validate the existing provision of clause no. 2.8.3.1 of IRS Bridge Rule of 25 % 

dispersion of longitudinal forces 

4.3 CONCLUSION ON SUB STRUCTURE: 

4.3.1 Measurement of tilt of pier has been done on some Bridges and it has been found 

insignificant. 

4.3.2 Measurement of settlement of pier has been done on some Bridges and it has been found 

insignificant. 

4.3.3 Stresses have also been measured on the pier and abutments of some Bridges and they have 

been found within limit. 

4.3.4 Measured CDA values are mostly very much less than codal provisions.

4.3.5 Fatigue life: 

Most plate girders (except 30.5 m span) and under-slung bridges are estimated to have 

high fatigue life (> 200 years). 

For two bridges (345 and 544) of 30.5 m spans, the fatigue life estimated is 70 years and 

100 years respectively. 

For two bridges Br. No.1554 Up (OWTG) and Br No. 53 span of 30.5 , the fatigue life 

estimated is estimated as 11 and 9 years and respectively. 

For most Through Girders, fatigue life has been estimated between 10 - 80 years. 

Rail bearers are the most critical members in all through girders while end raker for underslung 

girders. 

18

CC+8+2t Axle load 

5. POSITION OF INSTRUMENTATION: 



(iii) Total number of bridges planned for instrumentation for CC+6+2 T = 30 

(iv) Total number of spans planned for instrumentation = 84 

(v) Total number of steel/conc. spans planned for instrumentation = 71 

(vi) Total number of arch spans planned for instrumentation = 13 

(vii) Total number of bridges instrumented for Ist phase: 

a. For CC+8+2 T = 45 

b. For CC+6+2 T = 15 

(viii) Total number of bridges instrumented for II nd phase: 

a. For CC+8+2 T = 38 

b. For CC+6+2 T = 11 

(ix) Total number of bridges instrumented for III rd phase: 

a. For CC+8+2 T = 28 

b. For CC+6+2 T = 04 

(x) Railway wise position of instrumentation is as below:- 

19

Railways Bridges 

to be 

instrumen 

ted 

Round I Report 

received in 

RDSO 

20 

Round 

II 

Report 

received in 

RDSO 

Round III 

+ IV 

ECOR 10 10 10 10 5 1 0 

ER 4 4 2 4 0 4 0 

NR 2 2 0 2 0 2 0 

SCR 2 2 2 2 2 2 0 

SECR 5 5 5 5 5 5+5 5+5 

SER 12 12 12 12 6 10+2 2+2 

SR 7 2 2 2 2 2+2 

SWR 5 10 10 0 0 0 0 

WCR 3 3 2 1 0 0 0 

WR 1 0 0 0 0 0 0 

Total 56 50 43 38 20 26+9 9+9 


received in 

RDSO Rd III + 

IV 

2 +2

CC+6+2T Axle load 

Railways Bridges 

to be 

instrumented 

Round 

I 


received in 

RDSO 

21 

Round II Report 

received in 

RDSO 

Round 

III + IV 

CR 6 1 0 0 0 0 0 

ECR 7 7 6 6 4 2 2 

NCR 5 5 5 5 5 5+5 5+5 

NER 6 0 0 0 0 0 0 

NFR 4 1 0 0 0 0 0 

WCR 1 1 0 0 0 0 0 

TOTAL 29 15 11 0 9 7+5 7+5 


received in 

RDSO Rd III 

+ IV 

G.TOTAL 85 66 49 11 29 35 +14 16+14 

Thus, so far 106 numbers of reports of Instrumentation of bridges (including arch bridges) has 

been received by RDSO from Zonal Railways. However, Zonal Railways have also sent details of 

stresses and deflection in the super structure of some bridges although detailed 

instrumentation report has not been sent. These details of stresses and deflection in the super 

structure of bridges have also been used for further analysis. 

B. Details of Bridges to be instrumented- The details of Bridges to be instrumented along with 

loading is enclosed at Annexure-A. Details of drawings etc. have been asked from Zonal Railways 

vide this office letter no. CBS/Axle Load dated 14-02-2008. 

C. Details of Bridges Instrumented and details received along with speed of instrumentation (Span 

Wise)

S.N. Railway Bridge 

No. 

Type of 

Bridge 

Summary of Bridges Instrumented (Span Wise) 

Span 

Instrumente 

d (M) 

Loading Drg. No Details of Instrumentation with 

speed(kmph) 

22 

I st round 2 nd round 3 rd round 4 th round 

1. SECR 105 DN PG 12.2 BGML BA-1056 75 75 75 

2. SR 85 PG 12.2 BGML BA-1056 75 75 75 

3. ECoR 514 UP PG 12.2 BGML BA-11003 65 65 

4. SWR 47 PG 12.2 MBG CAO/CBR/ 

448- 

95(comp) 

5. SWR 184 Composite 

girder 

12.2 MBG RDSO/B/0 

67 

6 SECR 34 UP PG 18.3 BGML BA-1057 75 75 75 75 

7 ECoR 586 PG 18.3 BGML BA-1057 40 65 

8 SECR 91 K PG 18.3 BGML CE-10291 75 75 75 75 

9 NCR 1217/1 PG 18.3 BGML Old 

Drawings 

45 

60 

60 60 60 60 

10 ECR 248UP PG 18.3 MBG NA 62 64 64 

11 ECR 192/A 18.3 CE(CON) 

drg 

No.3/5/85 

55 38 

12 SR 155 Skew PSC 20.5 RBG CN 372-86 75 75 75 

13 SER 166 DN PG 24.4 BGML BA-1008 75 

14 SER 25 DN PG 24.4 BGML CE-11149 15 

15 ECoR 243 PG 24.4 BGML BBJ- 

283/C/1 

16 ECoR 467 UP PG 24.4 BGML BA-1058 65 

40 40 

17 SECR 105 DN PG 30.5 BGML BA-1518 75 75 75 75

18 SECR 154 PG 30.5 BGML BA-1518 75 75 70 75 

19 SER 694 PG 30.5 BGML BA-1059 40 

20 ECoR 544 PG 30.5 BGML BP/54/74 65 57 

21 SER 84 OWG 

(Under 

Slung) 

22 SECR 175 K OWG 

(Under 

Slung) 

23 SER 520 UP OWG 

(Under 

Slung) 

24 ECoR 204 S/L OWG 

(Under 

Slung) 

25 SER 414 OWG 

(Under 

Slung) 

30.5 BGML CE-11151 20 

30.5 BGML CE-11091 75 60 75 75 

30.5 BGML BA-6081 

Modified 

to CE 

22907 

30.5 BGML BA-6081 45 45 

30.5 BGML BA-6081 75 75 75 

26 ECoR 1554 UP OWG 30.5 BGML BA-5061 65 65 

27 SER 53 DN OWG 30.5 BGML BA-5061 45 

28 NCR 1258/1 OWG 30.5 BGML Old 

Drawings 

29 ECOR 115 Composite 30.5 RBG CE-22166 65 65 

30 ECR 345A PG 30.5 BGML CE(Drg.No 

.B-117-53) 

23 

68 

60 60 60 60 

59 59 

31 ECR 253 OWG 30.5 MBG NA 60 67 66 

32 WCR 1084/1 OWG 33.53 Pre 

BGML 

32 SWR 293 Under 

slung 

30.5 BGML IRS Drg 

No.11231, 

11243&11 

233 

NA 58 

25

33 SECR 34 UP OWG 45.7 BGML BA-5025 75 60 72 60 

34 SER 263 UP OWG 45.7 BGML BA-11101 66 

35 ECoR 543 S/L OWG 45.7 BGML BA-11101 45 45 

36 ECoR 449 UP OWG 45.7 RBG BA-11361 65 65 

37 SER 206 OWG 

(Under 

Slung) 

38 NCR 5 OWG 45.7 

45.7 Old 

Loading 

RBG/BG 

ML 

24 

CE-6406/1 80 

Old 

Drawings 

39 SCR 248A OWG 45.7 BGML Old 

Drawings 

40 ECR 4A OWG 45.7 RBG Std C.E.(CON) 

Drg.No.13 

6-87 

41 SWR 597 Through 

truss &PG 

42 NCR 30 OWG 61 RBG/BG 

ML 

45.7 BGML BA-11101 73 

Old 

Drawings 

60 60 60 60 

60 60 

40 40 

43 SCR 248A OWG 91.4 BGML 60 60 

44 SCR 3 OWG 91.4 BGML 60 60 

45 SWR 128 Arch 18.29m MBG-87 Not 

Available 

46 NCR 1387/1 Arch 6.1m RBG/BG 

ML 

Not 

Available 

47 SWR 47 Arch 12.2 - CAO/C/BR 

/217- 

95(Comp) 

60 60 60 60 

20 

60 60 60 60 

TOTAL SPAN INSTRUMENTATION 47 33 17 11 

1. It is mentioned that all the drawings starting from BA No. have been issued by RDSO and 

other drawings are of Zonal Railways. 

60

2. From the above details, it is noted that even bridges with similar type and span have been 

designed for different drawings. 

3. Permissible value of stresses have been taken either from the RDSO design or as advised 

by Zonal Railways. Permissible deflection has been taken as L/600. 

4. Theoretical stresses have been worked out for loading corresponding to instrumentation. 

6. ANALYSIS OF BRIDGES WITH SIMILAR SPANS, LOADING AND DESIGN: 

1.0 12.2M SPAN (PLATE GIRDER) 

(a) DETAILS OF STRESSES & DEFLECTION W.R.T PERMISSIBLE VALUES 

1.1 Bridge wise details of stresses and deflections are given in Annexures. 

1.2 Analysis for BGML loading with drawing no. BA-1056(Annexure-B): 

Member wise stresses and deflection for different bridges with respect to permissible stresses 

and deflections are shown graphically as below: 

25

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

51.57% 

Details of Actual Stress/Deflection vs Permissible Stress/Deflection for 12.2m 

Span Plate Girder of Drawing No. BA-1056 

55.67% 

44.08% 

1.2.1 From the above, it is noted that for 12.2m plate girder, with drg. No. BA-1056, stresses/deflection 

at different locations w.r.t permissible stresses is as below: 

1.3 Analysis for BGML loading with drawing no. BA-11003(Annexure-C): 

61.63% 

Bottom Flange Top Flange Shear Stress Deflection 

85 SR 

S.N. LOCATION % STRESSES/DEFLECTION 



26 

27.70% 

52.68% 

FROM TO 

1. BOTTOM FLANGE 51.57 55.67 

2. TOP FLANGE 44.08 61.63 

3. SHEAR STRESSES 27.70 52.68 

4. DEFLECTION 30.23 43.70 

43.70% 

30.23% 

Round 1 

Round 2

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 



42.86% 

34.21% 

1.3.1 From the above, it is noted that for 12.2m plate girder, with drg. No. BA-11003, 

stresses/deflection at different locations w.r.t permissible stresses are as below: 

(b) DETAILS OF STRESSES & DEFLECTION W.R.T THEORITICAL VALUES 


41.69% 

36.49% 


514 UP ECoR 


27 

35.53% 

34.04% 

FROM TO 


2. TOP FLANGE 36.49 41.69 


4. DEFLECTION 45.45 50.45 

50.45% 

45.45% 

Round 1 

Round 2

1.2 Analysis for BGML loading with drawing no. BA-1056(Annexure-B): 

Member wise stresses and deflection for different bridges with respect to theoretical stresses 


120.00% 

100.00% 

80.00% 

60.00% 

40.00% 

20.00% 

0.00% 

Details of Actual Stress/Deflection vs Theoritical Stress/Deflection for 12.2m 


89.07% 

114.14% 

85.91% 

106.44% 


85 SR 

1.2.1 From the above, it is noted that for 12.2m plate girder, with drg. No. BA-1056, stresses/deflection 

at different locations w.r.t theoretical stresses is as below: 


28 

54.77% 

102.65% 

96.36% 

FROM TO 


2. TOP FLANGE 85.91 106.44 


4. DEFLECTION 59.77 96.36 

59.77% 

Round 1 

Round 2

1.3 Analysis for BGML loading with drawing no. BA-11003(Annexure-C): 

Member wise stresses and deflection for different bridges with respect to theoretical stresses 




70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

44.61% 

35.61% 

55.78% 

48.83% 


514 UP ECoR 

1.3.1 From the above, it is noted that for 12.2m plate girder, with drg. No. BA-11003, 

stresses/deflection at different locations w.r.t theoretical stresses is as below: 


29 

55.39% 

53.07% 

FROM TO 


2. TOP FLANGE 48.83 55.78 


4. DEFLECTION 52.19 57.93 

57.93% 

52.19% 

Round 1 

Round 2


(a) DETAILS OF STRESSES W.R.T. PERMISSIBLE VALUES 


2.2 Analysis for BGML loading with drawing no. BA-1057(Annexure-D): 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 



15.49% 

16.90% 

17.75% 

17.82% 

25.77% 

27.89% 

28.17% 

30.85% 

37.70% 

42.76% 

42.76% 

33.68% 

39.01% 

33.75% 

34.98% 

35.60% 

42.13% 

31.34% 

Bottom 

Flange 



Top Flange Shear Stress Deflection Bottom 

Flange 

40.32% 

39.29% 

32.77% 

33.40% 

2.2.1 From the above, it is noted that for 18.3 m plate girder, with drg. No. BA-1057, 

stresses/deflection at different locations w.r.t permissible stresses is as below: 

30 

50.21% 

36.49% 

21.53% 

21.33% 

22.47% 


Flange 

18.64% 

21.43% 

20.19% 

25.74% 

26.60% 

25.96% 

34 UP SECR 586 S/L ECoR 248 UP ECR 

34.38% 

35.00% 

35.63% 

Top Flange Shear Stress Deflection 


FROM TO 


2. TOP FLANGE 18.64 40.32 


4. DEFLECTION 33.75 50.21 

Round 1 

Round 2 

Round 3 

Round 4

2.3 Analysis for BGML loading with drawing no. CE-10291(Annexure-E): 

40.00% 

35.00% 

30.00% 

25.00% 

20.00% 

15.00% 

10.00% 

5.00% 

0.00% 



21.69% 



28.45% 

28.45% 

26.69% 

21.97% 

23.10% 

23.10% 

23.87% 


91K SECR 

2.3.1 From the above, it is noted that for 18.3 m plate girder, with drg. No. CE 10291, 



31 

28.51% 

36.44% 

36.44% 

31.49% 

FROM TO 


2. TOP FLANGE 21.97 23.87 


4. DEFLECTION 22.91 30.65 

22.91% 

30.65% 

30.65% 

30.34% 

Round 1 

Round 2 

Round 3 

Round 4

2.4 Analysis for old loading with Old Drawing(Annexure-F): 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 



Details of Actual Stress/Deflection vs PermissibleStress/Deflection for 18.3 m 

span (Plate girder)with drg.old drg 

46.34% 

36.62% 

43.94% 

42.96% 

38.45% 

36.06% 

38.59% 

41.41% 

Bottom Flange Top Flange End Web Deflection 

1217/1 

32 

23.15% 

33.52% 

18.13% 

19.61% 

51.72% 

47.34% 

47.65% 

52.04% 

round1 

round2 

round3 

round4

2.4.1 From the above, it is noted that for 18.3 m plate girder, with Old Drawing, stresses/deflection at 


different locations w.r.t Permissible Stresses is as below: 

(b) DETAILS OF STRESSES W.R.T. THEORITICAL VALUES 


2.2 Analysis for BGML loading with drawing no. BA-1057(Annexure-D): 

Member wise stresses and deflection for different bridges with respect to theoretical stresses and 

deflections are shown graphically as below: 

33 

FROM TO 


2. TOP FLANGE 36.06 41.41 


4. DEFLECTION 47.34 52.04

100.00% 

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

20.70% 

22.58% 

23.71% 

23.71% 

Bottom Flange 

38.13% 

41.25% 

41.67% 

41.67% 

Top Flange 



81.59% 

92.54% 

92.54% 

92.54% 

Shear Stress 

33.16% 

28.68% 

29.74% 

29.74% 

Deflection 

59.26% 

44.07% 

Bottom Flange 

67.28% 

65.55% 

Top Flange 

2.3 From the above, it is noted that for 18.3 m plate girder, with drg. No. BA-1057, 

stresses/deflection at different locations w.r.t theoretical stresses is as below: 

34 

79.79% 

81.35% 

Shear Stress 

50.99% 

37.06% 

Deflection 

31.64% 

31.34% 

33.01% 

Bottom Flange 

31.09% 

35.75% 

33.69% 

Top Flange 

62.69% 

64.77% 

63.21% 

34 UP SECR 586 S/L ECoR 248 UP ECR 


FROM TO 


2. TOP FLANGE 58.75 117.44 


4. DEFLECTION 62.02 111.76 

Shear Stress 

34.06% 

34.67% 

35.29% 

Deflection 

Round 1 

Round 2 

Round 3 

Round 4

2.4 Theoretical stresses for other designs have not been covered in the reports received from Zonal 

Railways. 

3.0 24.4 M SPAN (PLATE GIRDER) (Annexure-G) 



3.2 All designs are of BGML loading but with different designs. 

3.3 Member wise stresses and deflection for different bridges with respect to permissible stresses and 


60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 


Span Plate Girders of Different Drawings 

32.54% 

Bottom Flange 

34.44% 

Top Flange 

36.69% 

Shear Stress 

46.18% 

Deflection 

30.28% 

Bottom Flange 

35.77% 

Top Flange 

0.00% 

Shear Stress 

31.88% 

Deflection 

42.23% 

35.74% 

35 

43.96% 

43.57% 

42.13% 

31.38% 

52.93% 

51.29% 

47.03% 

46.15% 

44.03% 

44.42% 

166DN 25DN 243 S/L 467UP 

Bottom Flange 

Top Flange 

Shear Stress 

Deflection 

Bottom Flange 

Top Flange 

36.60% 

34.26% 

Shear Stress 

54.19% 

54.43% 

Deflection 

Round 1 

Round 2

3.4 From the above, it is noted that for 24.4 m plate girder, stresses/deflection at different locations 

w.r.t permissible stresses are as below: 



3.1 Bridge wise details of stresses and deflections are given in Annexure-G. 

3.2 All designs are of BGML loading but with different designs. 

3.3 Member wise stresses and deflection for different bridges with respect to theoretical stresses and 


36 

FROM TO 


2. TOP FLANGE 34.44 44.42 



140.00% 

120.00% 

100.00% 

80.00% 

60.00% 

40.00% 

20.00% 

0.00% 

42.15% 

Bottom Flange 

48.61% 

Top Flange 

121.16% 

Shear Stress 


Span Plate Girders of Different Drawings 

54.72% 

Deflection 

38.53% 

Bottom Flange 

54.92% 

Top Flange 

0.00% 

Shear Stress 

37.78% 

Deflection 

60.98% 

51.61% 

74.56% 

73.90% 

3.4 From the above, it is noted that for 24.4 m plate girder, stresses/deflection at different locations 

w.r.t theoretical stresses are as below: 

37 

67.01% 

49.92% 

77.58% 

75.18% 

58.72% 

57.62% 

65.44% 

66.02% 

166DN 25DN 243 S/L 467UP 


Bottom Flange 

Top Flange 

Shear Stress 

Deflection 

Bottom Flange 

Top Flange 

60.25% 

56.39% 

Shear Stress 

66.21% 

66.51% 

FROM TO 


2. TOP FLANGE 48.61 74.56 


4. DEFLECTION 37.78 77.58 

Deflection 

Round 1 

Round 2


Bridge No. 105 DN and 154 of Plate Girder of 30.5m span have been designed with high tensile 

steel and Bridge No. 694 and 544 of Plate Girder of 30.5m span have been designed with 

ordinary steel. Therefore their analysis has been done separately. 

4.1 30.5m Span with High Tensile Steel (BGML loading with Drg. No. BA-1518): 


4.1.1 Bridge wise details of stresses and deflections are given in Annexures. 

4.1.2 Member wise stresses and deflection for different bridges with respect to permissible stresses 

and deflections are shown graphically as below: (Annexure-H) 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

50.88% 

47.83% 

53.88% 

54.99% 

Bottom 

Flange 


Span Plate Girders of Drawing No. BA-1518 

52.56% 

53.03% 

47.38% 

57.18% 

21.83% 

19.75% 

12.17% 

11.17% 

55.51% 

55.51% 

71.65% 

68.31% 

36.87% 

44.31% 

44.31% 

34.97% 


Flange 

4.1.3 From the above, it is noted that for 30.5 m plate girder with high tensile steel, with drg. No. BA- 

1518, stresses/deflection at different locations w.r.t permissible stresses is as below: 

38 

47.03% 

56.41% 

56.41% 

58.67% 

105DN SECR 154 SECR 

16.08% 

19.92% 

19.92% 

9.92% 

53.95% 

65.79% 

65.79% 

64.29% 


Round 1 

Round 2 

Round 3 

Round 4

(b) DETAILS OF STRESSES W.R.T. THEORITICAL VALUES: 

4.1.1 Bridge wise details of stresses and deflections are given in Annexure-H. 

4.1.2 Member wise stresses and deflection for different bridges with respect to theoretical stresses 


4.1.3 From the above, it is noted that for 30.5 m plate girder with high tensile steel, with drg. No. BA- 

1518, stresses/deflection at different locations w.r.t theoretical stresses is as below: 

100.00% 

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 


51.43% 

48.34% 

53.88% 

55.58% 

Bottom 

Flange 

64.83% 

65.40% 

47.38% 

70.52% 

89.73% 

81.16% 

12.17% 

45.89% 

48.64% 

48.64% 

71.65% 

59.85% 

36.87% 

51.31% 

40.50% 

40.50% 


Flange 

39 

FROM TO 


2. TOP FLANGE 47.03 58.76 


4. DEFLECTION 53.95 71.65 



47.03% 

69.58% 

72.36% 

72.36% 

105DN SECR 154 SECR 

16.08% 

81.85% 

40.75% 

40.75% 

53.95% 

60.37% 

58.99% 

58.99% 


Round 1 

Round 2 

Round 3 

Round 4

4.2 Plate Girder of 30.5m Span with Ordinary Steel: 


4.2.1 Analysis for BGML loading with drawing no. BP/54/74: 

4.2.1.1 Bridge wise details of stresses and deflections are given in Annexure-I. 

4.2.1.2 Member wise stresses and deflection for different bridges with respect to permissible stresses 


80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 


51.06% 

49.01% 

0.00% 

49.29% 


544 ECoR 

40 

43.83% 

FROM TO 


2. TOP FLANGE 47.03 72.36 


4. DEFLECTION 48.64 71.65 


Span Plate Girders of Drawing No. BP-54/74 

45.64% 

65.82% 

67.78% 

Round 1 

Round 2

4.2.1.3 From the above, it is noted that for 30.5 m plate girder with ordinary steel, with drg. No. 

BP/54/74, stresses/deflection at different locations w.r.t permissible stresses is as below: 

4.2.2 Analysis for BGML loading with drawing no. BA-1059: 

4.2.2.1 Bridge wise details of stresses and deflections are given in Annexure-J. 

4.2.2.2 From the above, it is noted that for 30.5 m plate girder with ordinary steel, with drg. No. BA- 


80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 


45.14% 

0.00% 

Bottom 

Flange 

46.20% 

0.00% 

0.00% 

0.00% 

Top Flange Shear 

Stress 

47.37% 

0.00% 

56.28% 

56.76% 

Deflection Bottom 

Flange 

41 

66.95% 

61.43% 

21.70% 

21.60% 

Top Flange Shear 

Stress 

694 SER 345A UP ECR 

FROM TO 


2. TOP FLANGE - 42.29 


4. DEFLECTION 65.82 67.78 



67.61% 

67.04% 

Deflection 

Round 1 

Round 2



4.2.1 Analysis for BGML loading with drawing no. BP/54/74: 

4.2.1.1 Bridge wise details of stresses and deflections are given in Annexure-I. 

4.2.1.2 Member wise stresses and deflection for different bridges with respect to theoretical stresses 


4.2.1.3 From the above, it is noted that for 30.5 m plate girder with ordinary steel, with drg. No. 

BP/54/74, stresses/deflection at different locations w.r.t theoretical stresses is as below: 

42 

FROM TO 


2. TOP FLANGE 46.20 66.95 


4.2.2 Analysis for BGML loading with drawing no. BA-1059: 

4.2.2.2 Bridge wise details of stresses and deflections are given in Annexure-J. 

4.2.2.2 From the above, it is noted that for 30.5 m plate girder with ordinary steel, with drg. No. BA- 


100.00% 

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 


56.98% 

0.00% 

Bottom 

Flange 

63.50% 

0.00% 

0.00% 

0.00% 

67.74% 

0.00% 

66.89% 

67.46% 


Flange 

43 

93.98% 

86.24% 

25.47% 

25.34% 

694 SER 345A UP ECR 

FROM TO 


2. TOP FLANGE - 69.19 


4. DEFLECTION 75.57 79.00 



82.21% 

81.52% 


Round 1 

Round 2


5. Open Web Girder (UNDERSLUNG) of 30.5m span: 



5.2 Analysis for BGML loading with drawing no. BA-6081(Annexure-K): 



44 

FROM TO 


2. TOP FLANGE 63.50 93.98 


80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

50.39% 

Bottom Chord 

55.90% 

Top Chord 

47.96% 

End Raker 

50.11% 

Diagonal 1 

Diagonal 2 


Span OWG of Drawing No. BA-6081 

25.68% 

Vertical 

Cross Girder 

Rail Bearer 

41.92% 

Deflection 

53.91% 

47.52% 

Bottom Chord 

0.00% 

67.60% 

69.31% 

Top Chord 

64.09% 

41.36% 

End Raker 

49.33% 

43.06% 

Diagonal 1 

0.00% 

Diagonal 2 

38.07% 

28.45% 

45 

0.00% 

0.00% 

45.01% 

42.75% 

35.96% 

30.99% 

52.98% 

58.65% 

30.61% 

24.34% 

38.14% 

40.03% 

33.83% 

38.23% 

39.65% 

46.03% 

25.67% 

24.96% 

23.55% 

25.67% 

520 UP 204 S/L 414 

Vertical 

Cross Girder 

Rail Bearer 

Deflection 

Bottom Chord 

Top Chord 

End Raker 

Diagonal 1 

Diagonal 2 

0.00% 

29.58% 

Vertical 

29.58% 

Cross Girder 

0.00% 

Rail Bearer 

0.00% 

40.75% 

38.87% 

40.75% 

44.51% 

Deflection 

Round 1 

Round 2 

Round 3 

Round 4

5.2.2 From the above, it is noted that for 30.5 m Open Web Girder (Under slung Girder), with drg. No. 

BA-6081, stresses/deflection at different locations w.r.t permissible stresses is as below: 


5.3 Analysis for BGML loading with drawing no. CE- 11091(Annexure-L): 



46 

FROM TO 

1. BOTTOM CHORD 30.99 58.65 

2. TOP CHORD 24.34 69.31 

3. END RAKER 33.83 64.09 

4. FIRST DIAGONAL 23.55 50.11 

5. VERTICAL POST 25.68 38.07 


70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

44.15% 

43.59% 

47.46% 

Bottom 

Chord 

61.48% 

44.17% 

43.18% 

41.06% 

38.48% 


Span OWG of Drawing No. CE-11091 

41.06% 

35.42% 

47.54% 

50.14% 

37.54% 

37.54% 

44.93% 

47.96% 

0.00% 

0.00% 

0.00% 

0.00% 


7. RAIL BEARER 22.27 24.53 

8. DEFLECTION 46.62 64.85 

CE-11091, stresses/deflection at different locations w.r.t permissible stresses is as below. 

47 

29.69% 

29.69% 

32.27% 

34.17% 

23.93% 

22.07% 

22.73% 

25.13% 

22.27% 

22.93% 

23.27% 

24.53% 

46.62% 

58.65% 

61.84% 

64.85% 

Top Chord End Raker Diagonal 1 Diagonal 2 Vertical Cross Girder Rail Bearer Deflection 

175K SECR 


FROM TO 

1. BOTTOM CHORD 43.59 61.48 

2. TOP CHORD 38.48 44.17 

3. END RAKER 35.42 50.14 



6. CROSS GIRDER 22.07 25.13 

Round 1 

Round 2 

Round 3 

Round 4

5.4 Analysis for BGML loading with drawing no. CE- 22907(Annexure-M): 

5.4.1 Member wise stresses and deflection for bridge with respect to permissible stresses and 


60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

50.39% 

55.90% 

Detail s of Actual stresses/Deflection Vs 

Permissible stresses/Deflectionfor span 

30.5m m 

47.96% 

50.11% 

0.00% 

25.68% 


CE-22907, stresses/deflection at different locations w.r.t permissible stresses is as below: 

48 

0.00% 

0.00% 

41.92% 

Br.No.520/Drg 

. No.CE-22907 


FROM TO 

1. BOTTOM CHORD - 50.39 

2. TOP CHORD - 55.9 

3. END RAKER - 47.96 

4. FIRST DIAGONAL - 50.11 

5. VERTICAL POST - 25.68 

6. DEFLECTION - 41.92

5.5 Analysis for BGML loading with drawing no. CE- 11151(Annexure-N): 


CE-11151, stresses/deflection at different locations w.r.t permissible stresses is as below: 


CE-22907, stresses/deflection at different locations w.r.t permissible stresses is as below 

49


FROM TO 


2. TOP CHORD - 37.68 

3. END RAKER - 41.75 



6. CROSS GIRDER - 11.39 

7. RAIL BEARER - 40.24 

8. DEFLECTION - 57.89 



5. 2 Analysis for BGML loading with drawing no. BA-6081(Annexure-K): 



50

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

53.54% 

Bottom Chord 

59.86% 

Top Chord 

56.65% 

End Raker 

58.59% 

Diagonal 1 

Diagonal 2 

26.02% 

Vertical 



Cross Girder 

Rail Bearer 

Deflection 

50.42% 

57.20% 

Bottom Chord 

72.45% 

74.28% 

Top Chord 

75.70% 

End Raker 

48.86% 

50.35% 

57.68% 

Diagonal 1 

Diagonal 2 

0.00% 

38.67% 

28.89% 

51 

0.00% 

0.00% 

62.85% 

66.17% 

0.00% 

0.00% 

41.50% 

48.15% 

70.94% 

78.54% 

50.47% 

40.12% 

62.87% 

65.98% 

45.13% 

50.99% 

52.89% 

61.40% 

54.03% 

49.55% 

52.54% 

54.03% 

520 UP 204 S/L 414 

Vertical 

Cross Girder 

Rail Bearer 

Deflection 

Bottom Chord 

Top Chord 

End Raker 

Diagonal 1 

Diagonal 2 

0.00% 

0.00% 

61.00% 

Vertical 

0.00% 

61.00% 

Cross Girder 

0.00% 

0.00% 

Rail Bearer 

69.21% 

72.56% 

72.56% 

Deflection 

Round 1 

Round 2 

Round 3 

Round4


BA-6081, stresses/deflection at different locations w.r.t theoretical stresses is as below 


FROM TO 

1. BOTTOM CHORD 41.50 78.54 

2. TOP CHORD 40.12 74.28 

3. END RAKER 45.13 75.70 



6. DEFLECTION 62.85 75.56 

5.3 Analysis for BGML loading with drawing no. CE- 22907(Annexure-M): 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

53.54% 

Detail s of Actual stresses/Deflection Vs 

theoritical stresses/Deflection for span 30.5m 

59.86% 

56.65% 

Top Chord End Raker Diagonal 1 Diagonal 2 Vertical Cross 

Girder 

58.59% 

0.00% 

52 

26.02% 

0.00% 

Rail Bearer Deflection 

0.00% 

Br.No.520/Drg. 

No.CE-22907


CE-22907, stresses/deflection at different locations w.r.t theoretical stresses is as below: 

5.4 Analysis for BGML loading with drawing no. CE- 11151(Annexure-N): 

160.00% 

140.00% 

120.00% 

100.00% 

80.00% 

60.00% 

40.00% 

20.00% 

0.00% 


FROM TO 


2. TOP CHORD - 59.86 

3. END RAKER - 56.65 





76.99% 

88.89% 

Bottom 

Chord 

56.32% 

60.89% 

63.89% 

80.78% 

58.78% 

75.07% 

0.00% 

0.00% 

53 

54.21% 

73.86% 

34.95% 

41.12% 

134.54% 

140.72% 

56.47% 

63.53% 


84 SER 

Round 1 

Round 2


CE-11151, stresses/deflection at different locations w.r.t theoretical stresses is as below: 


6.0 Open Web Girder of 30.5m span: 



6.2 Analysis for BGML loading with drawing no. BA-5061(Annexure-O) 



54 

FROM TO 

1. BOTTOM CHORD 76.99 88.89 

2. TOP CHORD 56.32 60.89 

3. END RAKER 63.89 80.78 

4. VERTICAL POST 54.21 73.86

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

34.62% 

36.92% 

Bottom Chord 

0.00% 

55.15% 

56.07% 

Top Chord 

67.88% 

66.34% 

End Raker 

55.05% 

52.04% 

Diagonal 1 

0.00% 

0.00% 

Diagonal 2 

31.33% 

27.38% 

Vertical 

37.99% 

36.49% 

Cross Girder 



29.46% 

25.95% 

Rail Bearer 

32.27% 

31.91% 

Deflection 

28.38% 

27.46% 

Bottom Chord 

0.00% 

0.00% 

0.00% 

Top Chord 

34.27% 

36.52% 

End Raker 

48.37% 

49.65% 

Diagonal 1 

0.00% 

0.00% 

Diagonal 2 

23.83% 

36.88% 

Vertical 

6.2.2 From the above, it is noted that for 30.5 m Open Web Girder (Thru type Girder), with drg. No. BA-5061, stresses/deflection at different 

locations w.r.t permissible stresses is as below. 

55 

35.38% 

37.69% 

Cross Girder 

32.69% 

36.15% 

Rail Bearer 

30.64% 

34.02% 

Deflection 

28.70% 

29.22% 

28.77% 

22.73% 

Bottom Chord 

0.00% 

0.00% 

0.00% 

0.00% 

Top Chord 

49.36% 

46.55% 

46.91% 

37.27% 

42.79% 

43.64% 

33.57% 

End Raker 

26.17% 

Diagonal 1 

0.00% 

0.00% 

0.00% 

0.00% 

1554 UP ECoR 53 DN SER 253 UP ECR 

Diagonal 2 

23.53% 

24.20% 

23.87% 

20.00% 

28.47% 

28.47% 

28.71% 

26.26% 

26.99% 

27.12% 

26.01% 

26.01% 

30.81% 

29.72% 

30.81% 

23.88% 

Vertical 

Cross Girder 

Rail Bearer 

Deflection 

Round 1 

Round 2 

Round 3 

Round 4


6.3 Analysis for old loading with Old Drawing: 

6.3.1 From the above, it is noted that for 30.5 m Open Web Girder (Thru type Girder), with Old drg., 


6.4 Analysis for BGML loading with Old Drawing (NCR): 

6.4.1 Member wise stresses and deflection for different bridges with respect to permissible stresses and 


56 

FROM TO 

1. BOTTOM CHORD 28.38 36.92 

2. TOP CHORD 55.15 56.07 

3. END RAKER 34.27 67.88 



6. CROSS GIRDER 35.38 37.99 

7. RAIL BEARER 25.95 29.77 


70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 


Bridge No.1258 

40.21% 

42.39% 

40.56% 

42.11% 

27.27% 

29.71% 

27.76% 

0.00% 

48.73% 

50.63% 

50.35% 

49.79% 

52.89% 

52.89% 

53.94% 

60.99% 

7. DEFLECTION 30.08 34.77 



6.2 Analysis for BGML loading with drawing no. BA-5061(Annexure-O): 

6.2.1 Member wise stresses and deflection for different bridges with respect to theoretical stresses and 


57 

37.47% 

26.33% 

41.67% 

45.40% 

23.60% 

41.22% 

26.91% 

38.85% 

30.83% 

31.39% 

34.77% 

30.08% 

Bottom Chord End Raker Diagonal 1 Vertical Cross Girder Rail Bearer Deflection 


FROM TO 

1. BOTTOM CHORD 40.21 42.39 

2. TOP CHORD 27.27 29.71 



5. CROSS GIRDER 26.33 45.40 

6. RAIL BEARER 26.30 41.22 

round 1 

round 2 

round 3 

round 4

100.00% 

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

37.73% 

40.23% 

Bottom Chord 

75.19% 

76.44% 

Top Chord 

82.59% 

80.72% 

End Raker 

68.39% 

64.65% 

Diagonal 1 

0.00% 

0.00% 

Diagonal 2 



62.70% 

54.81% 

Vertical 

57.73% 

55.45% 

Cross Girder 

49.82% 

43.88% 

Rail Bearer 

77.23% 

76.35% 

Deflection 

31.48% 

30.47% 

Bottom Chord 

0.00% 

0.00% 

Top Chord 

75.26% 

80.20% 

End Raker 

60.73% 

62.33% 

Diagonal 1 

0.00% 

0.00% 

6.2.2 From the above, it is noted that for 30.5 m Open Web Girder (Thru type Girder), with drg. No. BA-5061, stresses/deflection at different 

locations w.r.t theoretical stresses is as below: 

Diagonal 2 

58 

48.21% 

74.61% 

50.11% 

53.38% 

51.52% 

56.97% 

71.12% 

78.97% 

36.23% 

36.89% 

36.31% 

28.69% 

0.00% 

0.00% 

0.00% 

0.00% 

92.66% 

87.37% 

88.05% 

69.97% 

58.68% 

59.84% 

35.89% 

46.04% 

0.00% 

0.00% 

0.00% 

0.00% 

1554 UP ECoR 53 DN SER 253 UP ECR 

Vertical 

Cross Girder 

Rail Bearer 

Deflection 

Bottom Chord 

Top Chord 

End Raker 

Diagonal 1 

Diagonal 2 

50.65% 

52.08% 

51.36% 

43.04% 

50.54% 

50.54% 

50.98% 

46.62% 

53.33% 

53.58% 

51.39% 

51.39% 

Vertical 

Cross Girder 

Rail Bearer 

73.73% 

71.12% 

73.73% 

Deflection 

57.16% 

Round 

1 

Round 

2


59 

FROM TO 

1. BOTTOM CHORD 30.4 109.49 

2. TOP CHORD 67.04 68.16 

3. END RAKER 68.65 113.84 



6. CROSS GIRDER 37.15 71.23 

7. RAIL BEARER 27.20 107.28 

8. DEFLECTION 64.81 99.41 

7.0 Open Web Girder of 45.7 m span: 



7.2 Analysis for BGML loading with drawing no. BA-5025(Annexure-P): 

7.2.1 Member wise stresses and deflection for different bridges with respect to permissible stresses and 

deflections are shown graphically as below:

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

45.14% 

43.45% 

43.45% 

Bottom Chord 

0.00% 

0.00% 

0.00% 

Top Chord 



54.99% 

61.90% 

61.90% 

End Raker 

52.75% 

52.75% 

52.75% 

Diagonal 1 

0.00% 

0.00% 

0.00% 

Diagonal 2 

38.10% 

41.48% 

41.48% 

39.60% 

43.87% 

43.87% 

44.08% 

32.99% 

32.99% 

41.17% 

44.09% 

44.09% 

Vertical 

Cross Girder 

7. 2.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. No. BA- 



60 

FROM TO 

1. BOTTOM CHORD 40.41 45.10 

2. END RAKER 53.50 61.96 



5. CROSS GIRDER 35.25 43.87 

6. RAIL BEARER 32.99 45.93 

7. DEFLECTION 41.17 52.71 

7.3 Analysis for BGML loading with drawing no.BA -11101(Annexure-Q): 

Rail Bearer 

Deflection 

40.41% 

40.41% 



0.00% 

0.00% 

55.50% 

53.50% 

64.90% 

66.41% 

0.00% 

0.00% 

34 UP SECR 4A UP ECR 

Bottom Chord 

Top Chord 

End Raker 

Diagonal 1 

Diagonal 2 

32.54% 

32.01% 

Vertical 

35.25% 

37.91% 

Cross Girder 

45.93% 

42.28% 

Rail Bearer 

51.44% 

52.71% 

Deflection 

Round 1 

Round 2 

Round 3

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

37.84% 

28.29% 

Bottom Chord 



0.00% 

0.00% 

Top Chord 

66.35% 

52.94% 

End Raker 

47.88% 

43.85% 

Diagonal 1 

0.00% 

0.00% 

Diagonal 2 

38.39% 

28.44% 

Vertical 

35.29% 

31.82% 

Cross Girder 

19.59% 

28.29% 

42.19% 

37.99% 

Rail Bearer 

Deflection 

39.39% 

40.88% 

Bottom Chord 

7.3.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. No. BA- 


61 

63.81% 

65.72% 

75.65% 

73.53% 

Top Chord 

End Raker 

43.85% 

57.14% 

Diagonal 1 

0.00% 

0.00% 

263UP SER 543 S/L ECoR 

Diagonal 2 

30.27% 

28.85% 

37.98% 

41.51% 

40.81% 

38.19% 

49.34% 

48.95% 


Vertical 

FROM TO 

1. BOTTOM CHORD 28.29 40.88 

2. END RAKER 52.9 75.65 



5. CROSS GIRDER 31.82 41.51 

6. RAIL BEARER 19.59 40.81 

7. DEFLECTION 37.99 49.34 

Cross Girder 

Rail Bearer 

Deflection 

Round 1 

Round 2

7.4 Analysis for RBG loading with drawing no. BA-11361(Annexure-R): 



7.4.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. No. BA- 



62 

FROM TO 

1. BOTTOM CHORD 33.98 34.18 

2. END RAKER 41.24 52.95 



5. CROSS GIRDER 35.52 36.09 



7.5 Analysis for old loading with drawing no. CE-6406/1(Annexure-S): 

7.5.1 From the annexure N-1, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. 

No. CE-6406/1, stresses/deflection at different locations w.r.t permissible stresses is as below: 


NOTE: It is noted that this bridge is an early steel girder bridge. As per clause 3.18 of IRS Steel 

Bridge Code, permissible values have been reduced. After that, stresses in vertical post are 

143.98% of permissible values. 

63 

FROM TO 


2. END RAKER - 79.51 





7. DEFLECTION - 69.21

7.6 Analysis for Old Loading with Old Drawing (NCR) (Annexure-T): 



80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

Details of Actual Stress/Deflection vs Permissible Stress/Deflection for 45.7m (OWG) 

with DRG.OLD DRG 

(Bridge No.5 UP) 

56.62% 

56.48% 

59.58% 

56.34% 

Bottom 

Chord 

44.42% 

42.20% 

44.72% 

42.50% 

0.00% 

0.00% 

0.00% 

0.00% 

69.58% 

70.56% 

71.55% 

68.24% 

0.00% 

0.00% 

0.00% 

0.00% 

7.6.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with Old 

Drawing, stresses/deflection at different locations w.r.t Permissible Stresses is as below: 

64 

51.92% 

43.94% 

53.77% 

52.44% 

40.87% 

40.53% 

42.93% 

41.80% 

29.20% 

27.60% 

33.20% 

31.80% 

52.21% 

52.33% 

54.22% 

51.58% 


round1 

round2 

round3 

round4



7.2 Analysis for BGML loading with drawing no. BA-5025(Annexure-P): 

7.2.1 Member wise stresses and deflection for different bridges with respect to theoretical stresses and 


120.00% 

100.00% 

80.00% 

60.00% 

40.00% 

20.00% 

0.00% 


FROM TO 

1. BOTTOM CHORD 56.34 59.58 



4. CROSS GIRDER 40.33 42.93 

5. RAIL BEARER 29.60 33.20 

6. DEFLECTION 51.58 54.22 

45.53% 

43.82% 

43.82% 

Bottom Chord 

0.00% 

0.00% 

0.00% 

Top Chord 



85.71% 

96.50% 

96.50% 

End Raker 

70.13% 

70.13% 

70.13% 

Diagonal 1 

0.00% 

0.00% 

0.00% 

Diagonal 2 

80.27% 

87.39% 

87.39% 

76.06% 

84.25% 

84.25% 

Vertical 

Cross Girder 

78.42% 

58.68% 

58.68% 

67.75% 

72.56% 

72.56% 

Rail Bearer 

Deflection 

7. 2.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. No. BA- 


65 

41.62% 

41.62% 

Bottom Chord 

0.00% 

0.00% 

Top Chord 

93.28% 

89.92% 

End Raker 

88.11% 

90.17% 

Diagonal 1 

0.00% 

0.00% 

34 UP SECR 4A UP ECR 

Diagonal 2 

64.69% 

63.65% 

Vertical 

71.32% 

76.70% 

Cross Girder 

87.63% 

80.66% 

Rail Bearer 

84.69% 

86.78% 

Deflection 

Round 1 

Round 2 

Round 3

7.3 Analysis for BGML loading with drawing no. CE-11101(Annexure-Q): 



100.00% 

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 


FROM TO 

1. BOTTOM CHORD 43.82 109.94 

2. END RAKER 85.71 98.67 



5. CROSS GIRDER 76.06 101.18 

6. RAIL BEARER 58.68 98.95 

7. DEFLECTION 67.75 108.36 

46.64% 

34.87% 

Bottom Chord 

0.00% 

0.00% 

Top Chord 



78.99% 

End Raker 

63.03% 

63.39% 

58.05% 

Diagonal 1 

0.00% 

0.00% 

Diagonal 2 

60.09% 

44.51% 

Vertical 

59.69% 

53.83% 

Cross Girder 

33.45% 

48.31% 

69.43% 

62.53% 

Rail Bearer 

Deflection 

44.42% 

46.09% 

66 

Bottom Chord 

67.86% 

69.89% 

Top Chord 

88.32% 

85.85% 

End Raker 

50.86% 

66.28% 

Diagonal 1 

0.00% 

0.00% 

Diagonal 2 

44.68% 

42.59% 

263UP SER 543 S/L ECoR 

Vertical 

41.92% 

45.82% 

Cross Girder 

40.86% 

38.24% 

Rail Bearer 

70.94% 

70.38% 

Deflection 

Round 1 

Round 2

7.3.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. No. CE- 



FROM TO 

1. BOTTOM CHORD 34.87 46.64 

2. END RAKER 63.03 88.32 



5. CROSS GIRDER 41.92 59.69 

6. RAIL BEARER 33.45 48.37 

7. DEFLECTION 62.53 70.94 

7.4 Analysis for RBG loading with drawing no. CE-11361(Annexure-R): 



67

7.4.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. No. CE- 



FROM TO 

1. BOTTOM CHORD 38.89 39.12 

2. END RAKER 67.86 87.12 



5. CROSS GIRDER 56.51 57.87 


7. DEFLECTION 66.86 78.14 

7.5 Analysis for old loading with drawing no. CE-6406/1(Annexure-S): 

7.5.1 For 45.7 m Open Web Girder (Thru type Girder), with OLD drg. Of BGML, stresses/deflection at 

different locations w.r.t theoretical stresses is as below: 

68

7.5.2 From the above, it is noted that for 45.7 m Open Web Girder (Thru type Girder), with drg. No. 

CE-6406/1,stresses/deflection at different locations w.r.t theoretical stresses is as below 




8.1 Bridge wise details of stresses and deflections are given in Annexure-V. 

8.2 Analysis for old loading with old Drawing: 


and deflections are shown graphically as below (span 7 was having camber loss problem hence 

shown in separate graph): 

69 

FROM TO 


2. END RAKER - 54.57 




6. RAIL BEARER - 42.79

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

100.00% 

90.00% 

80.00% 

70.00% 

60.00% 

50.00% 

40.00% 

30.00% 

20.00% 

10.00% 

0.00% 

Details of Actual Stress/Deflection vs Permissible Stress/Deflection for 61m (OWG) 

span 3 for Br No. 30 

. 

33.66% 

34.86% 

35.70% 

35.70% 

93.87% 

Bottom 

Chord 

34.86% 

35.70% 

35.70% 

55.36% 

56.19% 

56.79% 

55.66% 

0.00% 

0.00% 

0.00% 

0.00% 

51.55% 

57.25% 

57.32% 

56.97% 

0.00% 

0.00% 

0.00% 

0.00% 

8.2.2 From the above, it is noted that for 61.0 m Open Web Girder (Thru type Girder), with OLD drg., 


70 

73.41% 

73.62% 

77.22% 

75.85% 

28.27% 

32.00% 

30.47% 

27.93% 

26.47% 

23.53% 

25.73% 

23.53% 

40.70% 

41.25% 

41.99% 

41.90% 


Details of Actual Stress/Deflection vs Permissible Stress/Deflection for 61m (OWG) 

span 7 for Br No. 30 

. 

Bottom 

Chord 

55.06% 

56.34% 

57.76% 

56.79% 

0.00% 

0.00% 

0.00% 

0.00% 

56.76% 

56.90% 

58.87% 

59.01% 

0.00% 

0.00% 

0.00% 

0.00% 

76.38% 

74.58% 

77.22% 

78.07% 

28.27% 

29.20% 

30.47% 

28.60% 

22.60% 

23.53% 

25.73% 

21.20% 

0.00% 

40.70% 

41.25% 

40.88% 


round1 

round2 

round3 

round4 

round1 

round2 

round3 

round4



9.1 Bridge wise details of stresses and deflections are given in Annexure-W. 

9.2 Details of drawing no. have been asked from Zonal Railways. Loading is BGML. 

9.3 Member wise stresses and deflection for different bridges with respect to permissible stresses 


% OF STRESSES/DEFLECTION 

90 

80 

70 

60 

50 

40 

30 

20 

10 

0 


FROM TO 

1. BOTTOM CHORD 33.66 93.87 

2. TOP CHORD 55.06 57.76 



5. CROSS GIRDER 27.93 32.00 

6. RAIL BEARER 21.20 26.47 

7 DEFLECTION 40.7 41.99 

77 

63.15 

DETAILS OF STRESSES AND DEFLECTION FOR 91.44M SPAN (OWG) 

72.78 

78.12 

67.23 

32.47 

71 

44.24 43.4544.44 

37.39 

34.79 

81.54 

80.29 

Bottom Chord End Raker First Diagonal Vertical Post Cross Girder Rail Bearer Deflection 

LOACATION OF STRESS MEASUREMENT/DEFLECTION 

BR. NO. 3/SCR BR. NO. 248A/SCR

9.3.1 From the above, it is noted that for 91.44 m Open Web Girder (Thru type Girder 



FROM TO 

1. BOTTOM CHORD 63.15 77.00 

2. END RAKER - 72.78 



5. CROSS GIRDER 43.45 44.44 

6. RAIL BEARER 34.79 37.39 

7. DEFLECTION 80.29 81.54 

6-A. COEFFICIENT OF DYNAMIC AUGMENT (CDA): 

1.1 SE RAILWAY – 

(a) CDA FOR BR. NO. 206DN 

MEMBER MEASURED SPEED AS PER CODE 

BOTTOM CHORD 6 80 19.14 

TOP CHORD 16 80 19.14 

END RAKER 3.9 80 19.14 

DIAGONAL 6.7 80 19.14 

VERTICAL 3.7 48 11.48 

CROSS GIRDER 6.5 48 11.48 

STRINGER 10.9 62 14.83 

(b) CDA FOR BR. NO. 414DN 


BOTTOM CHORD 9.5 75 22 

TOP CHORD 8 75 22 

DIAGONAL 15 75 22 

VERTICAL 30 75 22 

72

(c) CDA FOR BR. NO. 25DN 


BOTTOM FLANGE 7.1 15 4.84 

TOP FLANGE 4 62 20.04 

(d) CDA FOR BR. NO. 166DN 



TOP FLANGE 9.8 75 24.24 

(e) CDA FOR BR. NO. 694 



TOP FLANGE 3.2 75 21.66 

(f) CDA FOR BR. NO. 84 


BOTTOM CHORD 0 

TOP CHORD 7 22 

40 

DIAGONAL 13 22 

VERTICAL 3 22 

73 

22

(g) CDA FOR BR. NO. 263 



19.14 

TOP CHORD 2 19.14 

END RAKER 7 68 

19.14 

DIAGONAL 1 19.14 

VERTICAL 5 11.48 

CROSS GIRDER 5 11.48 

STRINGER 10.9 14.83 

(h) CDA FOR BR. NO. 520 



TOP CHORD 11 22 

80 

DIAGONAL 8 22 

VERTICAL 0 22 

(i) CDA FOR BR. NO. 53DN 

MEMBER MEASURED SPEED 


TOP CHORD 0 

DIAGONAL 2 

VERTICAL 2 

ANALYSIS OF RESULTS – 

(a) Triangulated Girders: 

- Negligible CDA in Br nos 53,84,520,&263 

- Comparison of % measured CDA w.r.t theoretical CDA 

74 

22 

73

S.N. MEMBER % CDA 

BR. NO. BR. NO. BR. NO. 84 BR. NO. 263 BR. NO. 520 

206 414 

1 BOTTOM 

CHORD 

31 43 0 21 0 

2 TOP CHORD 82 36 32 10 50 

3 END RAKER 20 - 14 36 - 

4 DIAGONAL 35 68 59 5 36 

5 VERTICAL 32 136 - 44 0 

6 CROSS GIRDER 57 - - 44 - 

7 STRINGER 73 - - 47 - 

(b) PLATE GIRDERS: 


S.N. MEMBER % CDA 

75 

BR. NO. 166 BR. NO.25 BR. NO.694 

1 TOP FLANGE 40 20 15 

2 BOTTOM FLANGE 59 146 4.3 

1.2 SC RAILWAY 

Br. No. 3 East 


- CDA measured is far less than calculated as per formula in Bridge Rules. 

1.3 OBSERVATIONS - 

Member Measured CDA @ 60 Kmph 

L3L4 2.3% 14.3% 

Rail girder 2.2% 32.8% 

Readings highly inconsistent and inconclusive. 

Calculated CDA @ 60 

Kmph

Measured CDA values mostly very much less than codal provisions, except for vertical 

member of bridge no 414 Dn and bottom flange of bridge no 25Dn. 

6-B. SUBSTRUCTURE STRESSES, TILT AND SETTLEMENT: 

Railway wise Details: 

1.0 East Cost Railways: 

(a) Bridge number 1554 UP (PSA-VKSP Section, 5x30.5m open web girder): 

Tilt of the pier is insignificant and settlement of pier is negligible. 

Sub structure stresses are as below: 

Derived stresses in Pier 

t/m 2 

Derived stresses in 

Abutment t/m 2 

76 

Permissible stresses t/m 2 

Max Min Max Min Max Min 

77.46 -15.62 42.3 -2.3 340 -34.0 

So, stresses in substructure are within permissible limits. 

(b) Bridge number 449 UP (BHC-PSA Section, 29x45.72m open web girder): 

Tilt of the pier is insignificant. 



t/m 2 





59.8(FQ) 

42.3(SQ) 

0.0(FQ) 

0.0(SQ) 

50.0(FQ) 

40.0(SQ) 

0.0(FQ) 

0.0(SQ) 


(c) Bridge number 467 UP (BHC-PSA Section, 2x24.4m plate girder): 

88.0 -5.5 


Sub structure stresses are as below:


t/m 2 



77 



0 -15.62 39.0 -1.9 340 -34.0 


(d) Bridge number 544 (BHC-PSA Section, 64x30.48m plate girder): 

Tilt of the pier is insignificant. 



t/m 2 





62.0(FQ) 

75.0(SQ) 

-10.0(FQ) 

-10.7(SQ) 

42.0(FQ) 

61.4(SQ) 

0.0(FQ) 

-2.2(SQ) 

88.0 -5.5 

So, stresses in substructure are within permissible limits except that tensile stresses in 

pier are more than permissible limit but within 100% overstressing. 

(e) Bridge number 514 UP (BHC-PSA Section, 2x12.2 +1x18.3m plate girder): 




t/m 2 





46.6 -3.6 35.2 -6.8 88.0 -5.5 

So, stresses in substructure are within permissible limits except that tensile stresses in 

abutment are more than permissible limit but less than permissible value after 

allowance for overstressing. 

(f) Bridge number 243 (CMDP-BGHU Section, 3x24.4m riveted plate girder): 

Tilt of the pier is insignificant and settlement of pier is negligible.



t/m 2 



78 



34.5 0 Not Recorded. 340 -34.0 


(g) Bridge number 586 UP (MVF-JRT Section, 3x18.3m riveted plate girder): 




t/m 2 





51.5 0.0 79.5 --26.5 340 -34.0 


(h) Bridge number 115 (DMNJ-KKGM Section, 3x30.5m composite girder): 


Sub structure stresses are under revision as effect of reinforcement has not been 

considered. 

(i) Bridge number 543(K-K Section, 10X45.72 m OWG): 


Sub structure stresses are under revision as effect of reinforcement has not been 

considered. 

(j) Bridge number 204 (K-K Section, 1X9.14 PG+1X30.5 m under slung girder): 


Sub structure stresses are as below:


t/m 2 



79 



39.7 0.0 19.0 5.9 340 -34.0 


2.0 North Central Railways: 

S Br no. Span/Type Pier Tilt Pier/ Abutment 

No. 

deflection (mm) 

a 1258/1 4X30.5m/OWG 0.1 0.2 1 

b 1217/1 4X18.3m/PG 0.1 0.6 - 

c 5 7X45.7/OWG 0.1 0.3 1 

d 1387/1 1X6.1m Arch 0.1 0.2 - 

Detailed observations are as under: 

(a) Bridge number 1258/1 (JHS-AGC Section, 4x30.5m OWG): 


(b) Bridge number 1217/1 (JHS-AGC Section, 4x18.3m PG): 


(c) Bridge number 5 (ALD-MGS Section, 7x45.7m OWG): 


(d) Bridge number 30 (ALD-MGS Section,14x61.0m OWG): 


(e) Bridge number 1387/1 (AGC-PWL section, 1x6.1m Arch): 


3.0 South Central Railways: 

Pier Strain 

(µs) 

(a) Bridge number 248A Rail-cum-Road Bridge across river Godavary at Rajahmundry on 

Vijayawada-Visakhapatnam section (7x45.7m + 27 x 91.4m OWG): 

(a1) Instrumented span 91.4m: 

0.038 degree of tilt of the pier and no settlement of pier has been recorded. 

Stresses in the pier are very small.

(a2) Instrumented span 45.7m: 

0.031 degree of tilt of the pier and no settlement of pier has been recorded. 

Stresses in the pier are very small. 

(b) Bridge number 3 East across river Krishna at Vijayawada on Vijayawada-Gudur section 

(12x91.44m OWG): 

• 0.049 degree of tilt of the pier and no settlement of pier has been recorded. 

• Stresses in the pier are very small. 

• No published limits on tilt behaviour are available. 0.049 ˚ is considered to be very 

small. 

4.0 South East Central Railways: 

(a)Bridge number 154 UP (JSG-BSP Section, 4x6.1m Arch+1x30.5m plate girder): 

Item/Test Runs T1 T2 T3 T4 

Tilt 

0.058 o 

Settlements 0.27mm Not 

Stress /Strain 

52.3 t/m 2 

80 

0.1 o 

Repor 

ted 

9.7 t/m 2 

0.1 o 

0.1 

0.2mm 0.2 

6.3 t/m 2 

(b) Bridge number 34 (DUG-NGP Section, 7x45.7 OWG +2x18.3m PG): 

.Item/Test Runs T1 T2 T3 T4 

Tilt 

0.024 o 

0.1 o 

0.1 o 

4 µs 

0.01 

Settlements 0.14mm 0.2mm 0.1mm 0.1 

Stress/Strain 

30 t/m 2 

29 t/m 2 

16 t/m 2 

(c) Bridge number 105 (DUG-DRZ Section, 5x30.5+2x12.2m plate girder): 

4 µs


Tilt 

+/-1.5 o 

81 

+/-1.1 o 

0.1 o 

Settlements 0.1mm 0.09mm 0.5mm 0.3mm 

Stress 

180 t/m 2 

17.9 t/m 2 

15 t/m 2 

(d) Bridge number 175 UP (APR-KTE Section, 2x30.5 Under-slung Girder): 

Item/Test Runs T1 T2 T3 

Tilt 

1.1 o 

0.1 o 

0.1 o 

Settlements Not Reported 0.1mm 0.1 mm 

Stress 

30 t/m 2 

(e) Bridge number 91K (BSP-APR Section, 7x18.3 m PG): 

2.0 t/m 2 

0.1 

13 µs 

42.195 m 2 


Tilt 1.5 o 

0.1 o 

0.1 o 

0.1 o 

Settlements 0.07mm 0.3mm 0.2mm 0.1mm 

Stress 10 t/m 2 

OBSERVATIONS: 

• No report for stresses of abutment. 

15 t/m 2 

20 t/m 2 

7 µs

• Pier stresses are less predominant due to limiting the test area between two holding 

bolts on pier for fixing sensors. Thus indicative of difference of stresses in lieu of 

absolute stress. 

• Tilt value reported as 0.1º in general after remodeling for all bridges irrespective of pier 

height. 

5.0 South Eastern Railways: 

Br No Measured value (Maximum) 

414(R1) +0.24 

-0.3 

Stress (kg/cm2) Pier tilt in 

Pier / Abutment Permissible 

degree 

+1.75 

-17.5 

82 

0.03 0 

414(R2) NR 0.03 0 

414(R3) 0 

-1 

0 0 

414(R4) NR No significant 

tilt 

53(R1) +2.08 

-8.06 

+1.75 

-17.5 

0.04 NR 

53(R2) NR - 0.096 NR 

520 (R1) +.9 

-1.8 

+1.75 

-8.8 

0.04 NR 

520 (R2) -2.73 -8.8 0.055 NR 

84 (R1) +1.02 

-4.2 

+1.75 

-17.5 

0.01 NR 

84 (R2) -0.21 +1.75 0.017 NR 

Settlement 

(mm) 

No appreciable 

settlement

263 (R1) +1.02 

263(R2) 

-4.2 

-17.5 

+1.75 

-17.5 

-2.38 +1.75 

-17.5 

83 

0.06 NR 

0.023 NR 

206 (R1) -0.84 -8.8

694(R1) NR -5.5

248UP(R2) -1.6/-3.6 55/-340 0.040 insignificant 

248UP(R3) 14 µs - 0.04 insignificant 

345AUP(R1) 0.56/-4.0 17.5/-88 0.350 insignificant 

345AUP(R2) 8 µs - NR insignificant 

4/A UP (R1) 3.2/-43.1 54/-340

6-C. FATIGUE LIFE: 

Railway wise Details: 


Bridge No. Span(m) Type Year of Construction Remaining Life (No. 

of Years) 

( 449 UP 

C 

45.7 OWTG 1998 (Re-Girdering) * 78 

) 543 45.7 OWTG 1966 39 - 

1554 UP 

B 

30.5 OWTG 1966 27 11 

r 

i 

204 30.5 Under-slung 1964 175 - 

d 115 30.5 Composite 1989 6276 - 

g 

544 30.5 Fish belly 1979 142 108 

2.0 

467 

N 

24.4 PG 1965 288 - 

243 

o 

r 

24.4 PG 1966 811 - 

586 t 

h 

18.6 PG NA 683 1069 

514 

C 

e 

12.2 PG 1999 289 220 


Bridge No. Remaining Fatigue Life 

1258/1 25 years 

1217/1 Many Decades 

30UP Many Decades 

5UP 7115 GMT 

86 

BS 5400 

Q1 Q2


The remaining fatigue life of the bridges has not been assessed by Zonal Railway. 


(a) Bridge number 105 (DUG-DRZ Section, 5x30.5+2x12.2m plate girder): 

− Residue fatigue life of the bridge assessed as 50 years. 

(b) Bridge number 154 UP (JSG-BSP Section, 4x6.1m Arch+1x30.5m plate girder): 

− Residue fatigue life of the bridge has been assessed as 90.10%. 

(c) Bridge number 34 (DUG-NGP Section, 7x45.7 OWG +2x18.3m plate girder): 

Residue fatigue life of the bridge has been assessed as 22 year. 


Remaining Fatigue Life 

Bridge 

No. 

Span Type 

87 

Year of 

Construction 

Remaining Life (No. of Years) 

Q1(As perBS- 

5400) 

BS 5400 

Q2(As per revised 

IRS Steel Bridge 

Code) 

263 UP 45.7m OWTG 1966 66 56 

53DN 30.5m OWTG 1966 53 09 

84DN 30.5m Under-slung 1928 434 102 

520UP 30.5m Under-slung 1965 177 99 

Observations: 

The remaining life computation assumes 

- Estimated cycles in 48 hour data being representative of traffic. 

- Same density and composition of traffic has existed in the past and will continue 

in the future 

Rail Bearer found to be critical member of through girders while end raker for 

under-slung girders.

6.0 South Western Railways: 

(a) Bridge number 128 (Londa-Vasco Section, 1x18.3m Arch): 

− The estimated number of years for a crack at the crown of size 0.1mm 

to grow to 10mm assuming ten trains (54 wagons loaded to 25T axle 

load + 7 locos) per day on the bridge is 66 years. 

(b) Bridge number 3 : 411 years 

7.0 East Central Railways: 

Bridge No. 

253UP 12 

345A 53 

4/A 45 

248UP 403 

Remaining 

Life (No. 

of Years) 

as per 

BS 5400 

Q1(Ist 

quarter) 

88

Summary of Bridges with span Instrumented (Railway Wise) 

S.No. Railway Bridge No. Type of Bridge Span 

Instrumented (M) 

89 

Design 

Loading 

ANNEXURE-A 

Drg. No Loading of 

Instrumen- 

tation (T) 

1 SECR 105 DN PG 12.2 BGML BA-1056 25 

2 SECR 105 DN PG 30.5 BGML BA-1518 25 

3 SECR 34 UP OWG 45.7 BGML BA-5025 CC+8+2 

4 SECR 34 UP PG 18.3 BGML BA-1057 CC+8+2 

5 SECR 91 K PG 18.3 BGML CE-10291 CC+8+2 

6 SECR 154 PG 30.5 BGML BA-1518 CC+8+2 

7 SECR 175 K OWG (Under Slung) 30.5 BGML CE-11091 CC+8+2 

8 SECR 154 Arch 6.1 BGML CC+8+2 

9 SR 85 PG 12.2 BGML BA-1056 CC+8+2 

10 SR 155 Skew PSC 20.5 RBG CN 372-86 CC+8+2 

11 SR 145A DN PG 12.2/18.3 CC+8+2 

12 SR 163A UP PSC 9.15 CC+8+2 

13 SR 145 UP PG 12.2/18.3 CC+8+2 

14 SR 161T UP RCC 9.15 CC+8+2 

15 SR 85 UP Arch 12.2 CC+8+2 

16 SER 263 UP OWG 45.7 BGML BA-11101 CC+8+2 

17 SER 166 DN PG 24.4 BGML BA-1008 CC+8+2 

18 SER 520 UP OWG (Under 

Slung) 

30.5 BGML BA-6081 

Modified to CE 

22907 

CC+8+2 

19 SER 84 OWG (Under Slung) 30.5 BGML CE-11151 CC+8+2 

20 SER 53 DN OWG 30.5 BGML BA-5061 CC+8+2 

21 SER 414 OWG (Under 

Slung) 

30.5 BGML BA-6081 CC+8+2

22 SER 694 PG 30.5 BGML BA-1059 CC+8+2 

23 SER 206 OWG (Under 

Slung) 

45.7 Old Loading CE-6406/1 CC+8+2 

24 SER 25 DN PG 24.4 BGML CE-11149 CC+8+2 

25 SER 12 DN Arch 6.15 Not Known Not Known CC+8+2 



28 ECoR 243 PG 24.4 BGML BBJ-283/C/1 CC+8+2 

29 ECoR 1554 UP OWG 30.5 BGML BA-5061 CC+8+2 

30 ECoR 467 UP PG 24.4 BGML BA-1058 CC+8+2 

31 ECoR 514 UP PG 12.2 BGML BA-11003 CC+8+2 

32 ECoR 586 PG 18.3 BGML BA-1057 CC+8+2 

33 ECoR 449 UP OWG 45.7 RBG BA-11361 CC+8+2 

34 ECoR 544 PG 30.5 BGML BP/54/74 CC+8+2 

35 ECoR 115 CG 30.5 RBG CE-22166 CC+8+2 

36 ECoR 543 OWG 45.72 BGML CC+8+2 

37 ECoR 204 OWG Under Slung) 30.5 BGML CC+8+2 

90

38 WCR 34 OWG/PG 18.3/30.48/45.7 CC+8+2 

39 WCR 1084/1 DN OWG 33.53 CC+8+2 

40 WCR 692/1 DN Semi-through 22.8 CC+6+2 

41 WCR 1175/1 UP OWG (Underslung) 34.98 CC+8+2 

42 NR 176A OWG 45.27 CC+8+2 

43 NR 322A PG 12.2/18.3 CC+8+2 

44 SCR 248A OWG 45.7 BGML Old Drawing CC+8+2 



47 SWR 3 PG 12.2/19.4 CC+8+2 

48 SWR 102 PG 27.43 CC+8+2 

49 SWR 128 Arch 18.29 CC+8+2 

50 SWR 208 PSC/RCC 26.39 CC+8+2 

51 SWR 139A OWG 30.48 CC+8+2 

52 SWR 47 PG 12.2 MBG CAO/C/BR/448-95 CC+8+2 

53 SWR 47 ARCH 6.1 MBG CAO/C/BR/217-95 CC+8+2 

54 SWR 184 Composite girder 12.2 MBG CN No.243-63 CC+6+2 

55 SWR 293 USG 30.5 BGML BA-11231&11233 CC+6+2 

56 CR 788/1 OWG 45.7 CC+6+2 

57 CR 805/1 OWG 45.7 CC+6+2 

58 CR 819/1 PG 18.3 CC+6+2 

59 CR 634/1 PG 22.86 CC+6+2 

60 CR 493/2 PG 19.35 CC+6+2 

61 CR 130/1 OWG (Underslung) 43.3 CC+6+2 

62 ECR 248 PG 18.3 CC+6+2 

63 ECR 345A OWG 30.48 BGML B-117-53 CC+6+2 

64 ECR 695 OWG/PG 30.48/12.2 CC+6+2 

91

65 ECR 4 OWG 45.7 RBG CEC-drg.136-87 CC+6+2 

66 ECR 192 PG 18.3 RBG CEC-3/585 CC+6+2 

67 ECR 253 OWG/PG 30.5/12.2 MBG NA CC+6+2 

68 ECR 240 Arch 6.1 BGML 3-1780-34 type 

no.10093 

92 

CC+6+2 

69 ECR 243 PG 18.3 MBG NA CC+6+2 

70 NCR 30 OWG 61 Old Loading Old Drawing CC+6+2 

71 NCR 5 OWG 45.75 Old Loading Old Drawing CC+6+2 

72 NCR 1258/1 OWG 30.48 Old Loading Old Drawing CC+6+2 

73 NCR 1217/1 PG 18.3 Old Loading Old Drawing CC+6+2 

74 NCR 1387 Arch 6.1 CC+6+2 

75 NER 391 OWG 61 CC+6+2 

76 NER 183 PG 24.4 CC+6+2 

77 NER 383 PG 24.4 CC+6+2 

78 NER 363 PG 12.2 CC+6+2 

79 NER 175 Arch 3.05 CC+6+2 

80 NER 62 PSC SLAB 6.1 CC+6+2 

81 NFR 1 Arch 4.6 BGML CC+6+2 

82 NFR 40 OWG 45.7 BGML CC+6+2 

83 NFR 0 OWG 121.04/31.9 BGML CC+6+2 

84 NFR 527 PG 12.2 RBG CC+6+2 

85 ER 509 PG 18.3 CC+8+2 

86 ER 512 Arch 3 CC+8+2 

87 ER 515 Arch 3.66 CC+8+2 

88 ER 482 Arch 3.66 CC+8+2 

89 ER 519 Arch 3 CC+8+2

Bri 

dg 

e 

No. 

85 

Stan 

dard 

Spa 

n 

12.2 

m 

Actu 

al 

Span 

13x1 

2.2m 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 12.2 m span (PG) for BA-1056 

Bridge Details 

Rail 

way 

SR 

Dra 

win 

g 

No. 

BA- 

105 

6 

Loa 

din 

g 

BG 

ML 

Ty 

pe 

Of 

Bri 

dg 

e 

Pla 

te 

Gir 

der 

Mem 

ber 

Bott 

om 

Flang 

e 

Top 

Flang 

e 

Shea 

r 

Stres 

s 

Defle 

ction 

Type 

of 

Stress 

Tensil 

e 

Compr 

essive 

Permissi 

ble 

Value(k 

g/mm2) 

Theo 

ritica 

l 

Valu 

e 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

93 

Round 1 Round 2 Round 3 Round 4 

% of 

Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritica 

l 

14.02 8.117 7.23 51.57 

% 

89.07 

% 

14.2 7.287 6.26 44.08 

% 85.91 

% 

Shear 8.7 4.4 2.41 27.70 

% 

21.83 9.9 9.54 43.70 

% 

54.77 

% 

96.36 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

8.64 

7.48 

2.63 

10.7 

1 


Actua 

l/ 

Permi 

ssible 

61.63 

% 

52.68 

% 

30.23 

% 

49.06 

% 


Actu 

al/ 

Theo 

ritica 

l 

106.4 

4% 

102.6 

5% 

59.77 

% 

108.1 

8% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 


Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritica 

l 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

Annexure-B 


Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritica 

l

Bri 

dg 

e 

No. 

51 

4 

UP 

Stan 

dard 

Span 

12.2 

m 


Act 

ual 

Spa 

n 

2 X 

12. 

2 + 

1X 

18. 

3 

m 


Rail 

way 

ECo 

R 

Dra 

win 

g 

No. 

BA- 

110 

74 

Loa 

din 

g 

BG 

ML 

Ty 

pe 

Of 

Bri 

dg 

e 

Pla 

te 

Gir 

der 

Mem 

ber 

Botto 

m 

Flang 

e 

Top 

Flang 

e 

Shea 

r 

Stres 

s 

Defle 

ction 

Type 


Stress 

Tensil 

e 

Compr 

essive 

Permissi 

ble 

Value(k 

g/mm2) 

Theo 

ritical 

Value 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

94 



Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritical 

14 13.45 6 42.86 

% 

44.61 

% 

15.4 11.51 6.42 41.69 

% 55.78 

% 

Shear 9.4 6.03 3.34 35.53 

% 

22 19.16 11.1 50.45 

% 

55.39 

% 

57.93 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

4.79 

5.62 

3.2 


Actua 

l/ 

Permi 

ssible 

34.21 

% 

36.49 

% 

34.04 

% 

10 45.45 

% 


Actu 

al/ 

Theo 

ritical 

35.61 

% 

48.83 

% 

53.07 

% 

52.19 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 


Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritical 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

Annexure-C 


Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritical

Bri 

dg 

e 

No. 

34 

UP 

58 

6 

S/L 

24 

8 

UP 

Stan 

dard 

Span 

18.3 

m 

18.3 

m 

18.3 

m 


Actual 

Span 

1x18.3 

m 

PG+7x 

45.7m 

OWG 

+1x18. 

3m 

3 X 

18.3 m 

4*18.3 

m 


Rail 

way 

SEC 

R 

ECo 

R 

ECR 

Dra 

win 

g 

No. 

BA- 

105 

7 

BA- 

105 

7 

BA- 

105 

7 

Loa 

ding 

BG 

ML 

192 

6 

BG 

ML 

MB 

G 

Typ 

e 

Of 

Bri 

dg 

e 

Pla 

te 

Gir 

der 

Pla 

te 

Gir 

der 

Pla 

te 

Gir 

der 

Mem 

ber 

Botto 

m 

Flang 

e 

Top 

Flang 

e 

Shear 

Stres 

s 

Defle 

ction 

Botto 

m 

Flang 

e 

Top 

Flang 

e 

Shear 

Stres 

s 

Defle 

ction 

Botto 

m 

Flang 

e 

Top 

Flang 

e 

Shear 

Stres 

s 

Defle 

ction 

Type 


Stress 

Permissi 

ble 

Value(kg 

/mm2) 

Theor 

itical 

Value 

Actu 

al 

Stres 

s 

Meas 

ured 

95 

Annexure-D 



Actua 

l/ 

Permi 

ssible 

Tensile 14.2 10.63 2.2 15.49 

% 

Compr 

essive 


Actua 

l/ 

Theor 

itical 

20.70 

% 

14.2 9.6 3.66 25.77 

% 38.13 

% 

Shear 8.7 4.02 3.28 37.70 

% 81.59 

% 

32.3 38 12.6 39.01 33.16 

% % 

Tensile 14.36 10.21 6.05 42.13 

% 

59.26 

% 

Compr 

essive 

15.4 9.23 6.21 40.32 

% 67.28 

% 

Shear 9.4 3.86 3.08 32.77 

% 79.79 

% 

32.8 32.3 16.47 50.21 50.99 

% % 

Tensile 15 10.21 3.23 21.53 

% 

31.64 

% 

Compr 

essive 

15.4 9.23 2.87 18.64 

% 31.09 

% 

Shear 9.4 3.86 2.42 25.74 

% 62.69 

% 

32 32.3 11 34.38 

% 

34.06 

% 

Actu 

al 

Stres 

s 

Meas 

ured 

2.4 


Actua 

l/ 

Permi 

ssible 

16.90 

% 

3.96 

27.89 

% 

3.72 

42.76 

% 

10.9 33.75 

% 

4.5 

31.34 

% 

6.05 

39.29 

% 

3.14 

33.40 

% 

18.47 56.31 

% 

3.2 

21.33 

% 

3.3 

21.43 

% 

2.5 

26.60 

% 

11.2 35.00 

% 


Actua 

l/ 

Theor 

itical 

22.58 

% 

41.25 

% 

92.54 

% 

28.68 

% 

44.07 

% 

65.55 

% 

81.35 

% 

57.18 

% 

31.34 

% 

35.75 

% 

64.77 

% 

34.67 

% 

Actu 

al 

Stres 

s 

Meas 

ured 

2.52 


Actua 

l/ 

Permi 

ssible 

17.75 

% 

4 

28.17 

% 

3.72 

42.76 

% 

11.3 34.98 

% 

3.37 

22.47 

% 

3.11 

20.19 

% 

2.44 

25.96 

% 

11.4 35.63 

% 


Actua 

l/ 

Theor 

itical 

23.71 

% 

41.67 

% 

92.54 

% 

29.74 

% 

33.01 

% 

33.69 

% 

63.21 

% 

35.29 

% 

Actu 

al 

Stres 

s 

Meas 

ured 

2.53 


Actua 

l/ 

Permi 

ssible 

17.82 

% 

4.38 

30.85 

% 

2.93 

33.68 

% 

11.5 35.60 

% 


Actua 

l/ 

Theor 

itical 

23.80 

% 

45.63 

% 

72.89 

% 

30.26 

%

Bri 

dg 

e 

No 

. 

91 

K 

Stan 

dard 

Spa 

n 

18.3 

m 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 18.3 m span (PG) for CE-10291 

Actu 

al 

Spa 

n 

7x1 

8.3 

m 


Rail 

way 

SEC 

R 

Dra 

win 

g 

No. 

CE- 

102 

91 

Loa 

din 

g 

BG 

ML 

192 

6 

Ty 

pe 

Of 

Bri 

dg 

e 

Pla 

te 

Gir 

der 

Mem 

ber 

Bott 

om 

Flang 

e 

Top 

Flang 

e 

Shea 

r 

Stres 

s 

Defle 

ction 

Type 


Stress 

Tensil 

e 

Compr 

essive 

Permissi 

ble 

Value(k 

g/mm2) 

Theo 

ritical 

Value 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

96 

Annexure-E 



Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritical 

14.2 10.21 3.08 21.69 

% 

30.17 

% 

14.2 9.23 3.12 21.97 

% 33.80 

% 

Shear 8.7 3.86 2.48 28.51 

% 

32.3 32.3 7.4 22.91 

% 

64.25 

% 

22.91 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

4.04 

3.28 

3.17 


Actua 

l/ 

Permi 

ssible 

28.45 

% 

23.10 

% 

36.44 

% 

9.9 30.65 

% 


Actu 

al/ 

Theo 

ritical 

39.57 

% 

35.54 

% 

82.12 

% 

30.65 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

4.04 

3.28 

3.17 


Actua 

l/ 

Permi 

ssible 

28.45 

% 

23.10 

% 

36.44 

% 

9.9 30.65 

% 


Actu 

al/ 

Theo 

ritical 

39.57 

% 

35.54 

% 

82.12 

% 

30.65 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

3.79 

3.39 

2.74 


Actua 

l/ 

Permi 

ssible 

26.69 

% 

23.87 

% 

31.49 

% 

9.8 30.34 

% 


Actu 

al/ 

Theo 

ritical 

37.12 

% 

36.73 

% 

70.98 

% 

30.34 

%

Brid 

ge 

No. 

121 

7/1 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 18.3 m span (PG) for Br . No.1217/ 

Stan 

dard 

Span 

18.3 

Act 

ual 

Spa 

n 


Rail 

way 

4x1 

8.3 NCR 

Dra 

win 

g 

No. 

Loa 

ding 

BG 

ML 

Typ 

e 

Of 

Bri 

dg 

e 

Pla 

te 

Gir 

der 

Ty 

Actu 

al 

pe Permissi 

Stres 

of ble Theor s 

Mem Str Value(k itical Meas 

ber 

Botto 

m 

Flang 

ess g/mm2) Value ured 

e 

Top 

Flang 

14.2 NA 6.58 

e 

End 

14.2 NA 5.46 

Web 

Defle 

8.77 NA 2.03 

ction 31.9 NA 16.5 

97 



Actua 

l/ 

Permi 

ssible 

46.34 

% 


Actua 

l/ 

Theor 

itical 

Actu 

al 

Stres 

s 

Meas 

ured 

#VAL 

UE! 5.2 

38.45 

% #VAL 

UE! 5.12 

23.15 #VAL 

% UE! 2.94 

51.72 

% 

#VAL 

UE! 15.1 


Actua 

l/ 

Permi 

ssible 

36.62 

% 

36.06 

% 

33.52 

% 

47.34 

% 


Actua 

l/ 

Theor 

itical 

Actu 

al 

Stres 

s 

Meas 

ured 

#VAL 

UE! 6.24 

#VAL 

UE! 5.48 

#VAL 

UE! 1.59 

#VAL 

UE! 15.2 


Actua 

l/ 

Permi 

ssible 

43.94 

% 

38.59 

% 

18.13 

% 

47.65 

% 


Actua 

l/ 

Theor 

itical 

Actu 

al 

Stres 

s 

Meas 

ured 

#VAL 

UE! 6.1 

#VAL 

UE! 5.88 

#VAL 

UE! 1.72 

#VAL 

UE! 16.6 

Annexure-F 


Actua 

l/ 

Permi 

ssible 

42.96 

% 

41.41 

% 

19.61 

% 

52.04 

% 


Actua 

l/ 

Theor 

itical 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE!

Bridg 

e No. 

166D 

N 

25 

DN 

243 

S/L 

467 

UP 

Standa 

rd Span 

24.4m 

24.4m 

24.4m 

24.4m 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for different bridges of 24.4 m span (PG) 

Actual 

Span 

1x24.4 

m 

10x24.4 

m 

3x24.4 

m 

2x24.4 

m 


Railw 

ay 

SER 

SER 

ECoR 

ECoR 

Drawin 

g No. 

BA- 

1008 

CE- 

11149 

BBJ- 

283/C/ 

1 

BA- 

1058 

Loadin 

g 

BGML 

BGML 

BGML 

BGML 

Type 

Of 

Bridg 

e 

Plate 

Girde 

r 

Plate 

Girde 

r 

Plate 

Girde 

r 

Plate 

Girde 

r 

Member 

Bottom 

Flange 

Top 

Flange 

First Cut 

off Top 

Flange 

Deflecti 

on 

Bottom 

Flange 

Top 

Flange 

End 

Web 

Deflecti 

on 

Bottom 

Flange 

Top 

Flange 

End 

Web 

Deflecti 

on 

Bottom 

Flange 

Top 

Flange 

End 

Web 

Deflecti 

on 

Actual % of 

Permissible 

Stress Actual/ 

Type of Value(kg/m Theoritic Measur Permissib 

Stress m2) al Value ed le 

Tensile 14.2 10.96 4.62 32.54% 

Compressi 

ve 

14.2 10.06 4.89 34.44% 

Shear 14.2 4.3 5.21 36.69% 

98 

42.66 36 19.7 46.18% 

Tensile 14.2 11.16 4.3 30.28% 

Compressi 

ve 

Shear 

14.2 9.25 5.08 35.77% 

42.66 36 13.6 31.88% 

Tensile 14.8 10.25 6.25 42.23% 

Compressi 

ve 

15.4 9.08 6.77 43.96% 

Shear 9.4 5.91 3.96 42.13% 

42.7 29.13 22.6 52.93% 

Tensile 14.67 11.75 6.9 47.03% 

Compressi 

ve 

15.4 10.36 6.78 44.03% 

Shear 9.4 5.71 3.44 36.60% 

40.6 33.23 22 54.19% 

Round 1 Round 2 


Actual/ 

Theoritic 

al 

42.15% 

48.61% 

121.16% 

54.72% 

38.53% 

54.92% 

37.78% 

60.98% 

74.56% 

67.01% 

77.58% 

58.72% 

65.44% 

60.25% 

66.21% 

Actual 

Stress 

Measur 

ed 

5.29 

6.71 

2.95 

21.9 

6.77 

6.84 

3.22 

22.1 


Actual/ 

Permissib 

le 

Annexure-G 


Actual/ 

Theoritic 

al 

35.74% 51.61% 

43.57% 73.90% 

31.38% 49.92% 

51.29% 75.18% 

46.15% 57.62% 

44.42% 66.02% 

34.26% 56.39% 

54.43% 66.51%

Bri 

dg 

e 

No 

. 

10 

5 

15 

4 

99 

Annexure-H 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for different bridges of 30.5m span (PG,HTS) for BA-1518 

Stan 

dard 

Spa 

n 

30.5 

m 

30.5 

m 

Actual 

Span 

5x30.5m 

+2x12.2 

m 

2x6.1m 

Arch+1x3 

0.5mPG 

+ 2x6.1m 

Arch 


Rail 

wa 

y 

SEC 

R 

SEC 

R 

Dra 

win 

g 

No. 

BA- 

151 

8 

BA- 

151 

8 

Loa 

din 

g 

BG 

ML 

BG 

ML 

192 

6 

Ty 

pe 

Of 

Bri 

dg 

e 

Pla 

te 

Gir 

de 

r 

Pla 

te 

Gir 

de 

r 

Mem 

ber 

Bott 

om 

Flan 

ge 

Top 

Flan 

ge 

End 

Web 

Defle 

ction 

Bott 

om 

Flan 

ge 

Top 

Flan 

ge 

End 

Web 

Defle 

ction 

Type 


Stress 

Tensil 

e 

Comp 

ressiv 

e 

Permiss 

ible 

Value(k 

g/mm2 

) 

Theo 

ritica 

l 

Valu 

e 

17.02 16.8 

4 

19.5 15.8 

1 

Actu 

al 

Stres 

s 

Mea 

sure 

d 



Actua 

l/ 

Permi 

ssible 

8.66 50.88 

% 

10.2 

5 

52.56 

% 

Shear 12 2.92 2.62 21.83 

% 

50.8 57.9 28.2 55.51 

8 

% 

Tensil 19.5 16.8 7.19 36.87 

e 

4 

% 

Comp 

ressiv 

e 

19.5 15.8 

1 

9.17 47.03 

% 

Shear 12 2.92 1.93 16.08 

% 

53.2 57.9 28.7 53.95 

8 

% 


Actu 

al/ 

Theo 

ritica 

l 

51.4 

3% 

64.8 

3% 

89.7 

3% 

48.6 

4% 

42.7 

0% 

58.0 

0% 

66.1 

0% 

49.5 

0% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 


Actua 

l/ 

Permi 

ssible 

8.14 47.83 

% 

10.3 

4 

53.03 

% 

2.37 19.75 

% 

28.2 55.51 

% 

44.31 

% 

56.41 

% 

19.92 

% 

65.79 

% 


Actu 

al/ 

Theo 

ritica 

l 

48.3 

4% 

65.4 

0% 

81.1 

6% 

48.6 

4% 

51.3 

1% 

69.5 

8% 

81.8 

5% 

60.3 

7% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 


Actua 

l/ 

Permi 

ssible 

9.17 53.88 

% 

9.24 47.38 

% 

1.46 12.17 

% 

36.4 71.65 

% 

8.64 44.31 

% 

11 56.41 

% 

2.39 19.92 

% 

35 65.79 

% 


Actu 

al/ 

Theo 

ritica 

l 

54.4 

5% 

58.4 

4% 

50.0 

0% 

62.7 

8% 

40.5 

0% 

72.3 

6% 

40.7 

5% 

58.9 

9% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 


Actua 

l/ 

Permi 

ssible 

9.36 54.99 

% 

11.1 

5 

57.18 

% 

1.34 11.17 

% 

34.7 68.31 

% 

6.82 34.97 

% 

11.4 

4 

58.67 

% 

1.19 9.92 

% 

34.2 64.29 

% 


Actu 

al/ 

Theo 

ritica 

l 

55.5 

8% 

70.5 

2% 

45.8 

9% 

59.8 

5% 

40.5 

0% 

72.3 

6% 

40.7 

5% 

58.9 

9%

Brid 

ge 

No. 

100 

Annexure-I 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for different bridges of 30.5m span (PG,HTS) for BP-54/74 

Stand 

ard 

Span 

544 30.5m 

Actual 

Span 

64x30. 

5m 

Fishbelly 

plate 

girder 

(Repla 

ced in 

1979) 


Railw 

ay 

ECoR 

Drawi 

ng No. 

BP/54 

/74 

Loadi 

ng 

BGM 

L 

Type Of 

Bridge 

Fish- 

BelliedPl 

ate 

Girder 

Memb 

er 

Botto 

m 

Flange 

Top 

Flange 

End 

Web 

Deflect 

ion 


Stress 

Tensile 

Permissible 

Value(kg/ 

mm2) 

Theoriti 

cal 

Value 

Actual 

Stress 

Measu 

red 



Actual/ 

Permiss 

ible 


Actual/ 

Theoriti 

cal 

Actual 

Stress 

Measu 

red 


Actual/ 

Permiss 

ible 


Actual/ 

Theoriti 

cal 

15.16 12.2 7.74 51.06% 63.44% 7.43 49.01% 60.90% 

Compres 

sive 15.4 10.97 

Shear 

Not 

record 

ed 

#VALUE 

! 

#VALU 

E! 

7.59 49.29% 69.19% 

9.4 8.01 4.12 43.83% 51.44% 4.29 45.64% 53.56% 

50.9 43.67 33.5 65.82% 76.71% 34.5 67.78% 79.00%

Brid 

ge 

No. 

694 

345 

A 

UP 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 30.5m span (PG) with ordinary steel for BA-1059 

Stand 

ard 

Span 

30.5 

m 

30.5 

m 

Actual 

Span 

2x18.3 

m 

+7x30. 

5m 

1*9.15 

m + 

10*30. 

5m + 

1*24.4 

m + 

1*18.3 

m + 

10*30. 

5m + 

1*18.3 

m 


Rail 

way 

SER 

ECR 

Draw 

ing 

No. 

BA- 

1059 

BA- 

1059 

Loadi 

ng 

BGM 

L 

BGM 

L 

Typ 

e Of 

Brid 

ge 

Plat 

e 

Gird 

er 

Plat 

e 

Gird 

er 

Memb 

er 

Botto 

m 

Flange 

Top 

Flange 

End 

Web 

Deflec 

tion 

Botto 

m 

Flange 

Top 

Flange 

End 

Web 

Deflec 

tion 

Permissibl 



Actual 

e Theorit Stress Actual/ / 

Type of Value(kg/ ical Measu Permiss Theorit 

Stress mm2) Value red ible ical 

Tensile 14.2 11.25 6.41 45.14% 

56.98 

% 

Compre 14.2 10.33 6.56 46.20% 63.50 

ssive 

Shear 

% 

53.2 37.2 25.2 47.37% 67.74 

% 

Tensile 14.5 12.2 8.16 56.28% 

Compre 15.4 10.97 10.31 66.95% 

66.89 

% 

93.98 

ssive 

% 

Shear 9.4 8.01 2.04 21.70% 25.47 

% 

53.1 43.67 35.9 67.61% 

101 


82.21 

% 

Actual 

Stress 

Measu 

red 

8.23 

9.46 

2.03 

35.6 


Actual/ 

Permiss 

ible 

56.76% 

61.43% 

21.60% 

67.04% 

Annexure-J 


Actual 

/ 

Theorit 

ical 

67.46 

% 

86.24 

% 

25.34 

% 

81.52 

%

102 

Annexure-K 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 30.5m span (OWG/US) with ordinary steel for BA-6081 

Bridg 

e No. 

520 

UP 

204 

S/L 

Standar 

d Span 

30.5m 

30.5m 

Actual 

Span 

22x30.5 

m 

1x9.15 

PG+ 

1X30.5 m 


Railwa 

y 

SECR 

Drawing 

No. 

BA-6081 

Modifie 

d to CE 

Drg. No. 

22907 

by 

Adding 

16 mm 

thick 

plate 

Loadin 

g 

BGML 

ECoR BA-6081 BGML 

Type 

Of 

Bridge 

Open 

Web 

Girder 

(Unde 

r 

Slung) 

Open 

Web 

Girder 

(Unde 

r 

Slung) 


Permissible 


Value(kg/mm2 Theoritica Measure Permissibl 

Member Type of Stress ) 

l Value d 

e 

Bottom 

Chord 

Tensile 13.95 13.13 7.03 50.39% 

Top 

Chord 

Compressive 9.07 8.47 5.07 55.90% 

End 

Raker 

Tensile 13.95 11.81 6.69 47.96% 

Diagonal 

1 

Tensile 13.41 11.47 6.72 50.11% 

Diagonal Tensile 13.41 11.47 Not #VALUE! 

2 

Recorded 

Vertical Compressive 9.15 9.03 2.35 25.68% 

Cross Compressiv NA NA Not #VALUE! 

Girder e (Bending) 

Recorded 

Rail Compressiv NA NA Not #VALUE! 

Bearer e (Bending) 

Recorded 

Deflectio 

n 

53.2 NA 22.3 41.92% 

Bottom 

Chord 

Tensile 13.93 13.13 7.51 53.91% 

Top 

Chord 

Compressive 8.21 7.66 5.55 67.60% 

End 

Raker 

Tensile 13.95 11.81 8.94 64.09% 

Diagonal 

1 

Compressive 13.4 11.46 6.61 49.33% 


2 

Recorded 

Vertical Compressive 9.14 9 3.48 38.07% 

Cross 

Girder 

Rail 

Bearer 

Deflectio 

n 

Compressiv 

e (Bending) 

Compressiv 

e (Bending) 

NA NA Not 

Recorded 

#VALUE! 

NA NA Not 

Recorded 

#VALUE! 

53.1 36.12 23.9 45.01% 



Actual/ 

Theoritica 

l 

53.54% 

59.86% 

56.65% 

58.59% 

#VALUE! 

26.02% 

#VALUE! 

#VALUE! 

#VALUE! 

57.20% 

72.45% 

75.70% 

57.68% 

#VALUE! 

38.67% 

#VALUE! 

#VALUE! 

66.17% 

Actual 

Stress 

Measure 

d 

6.62 

5.69 

5.77 

5.77 

2.6 

22.7 


Actual/ 

Permissibl 

e 


Actual/ 

Theoritica 

l 

47.52% 50.42% 

69.31% 74.28% 

41.36% 48.86% 

43.06% 50.35% 

0.00% 0.00% 

28.45% 28.89% 

#VALUE! #VALUE! 


42.75% 62.85%

Brid 

ge 

No. 

414 

St 

an 

da 

rd 

Sp 

an 

30. 

5 

m 

Actu 

al 

Spa 

n 

5X3 

0.5 

m 


Rail 

way 

SER 

Dra 

win 

g 

No. 

BA- 

608 

1 

Loa 

din 

g 

BG 

ML 

Typ 

e 

Of 

Bri 

dge 

Op 

en 

We 

b 

Gir 

der 

(Un 

der 

Slu 

ng) 

Permissi 

ble 

Value(k 

g/mm2) 

Theo 

ritica 

l 

Valu 

e 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

103 

In continuation on Annexure -K 



Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritica 

l 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

4.37 

Mem Type of 

ber Stress 

Bott Tensile 14.1 10.53 5.07 35.96 

om 

% 

Chor 

48.15 

d 

% 

Top Compr 15.94 9.67 4.88 30.61 

3.88 

Chor essive 

% 50.47 

d 

% 

End Tensile 14.1 10.57 4.77 33.83 

5.39 

Rake 

% 45.13 

r 

% 

Diag Tensile 14.1 6.7 3.62 25.67 

3.52 

onal 

% 54.03 

1 

% 

Diag Tensile 14.1 6.7 Not #VAL 

Not 

onal 

Reco UE! #VAL Reco 

2 

rded 

UE! rded 

Verti Compr 10.31 5 3.05 29.58 

Not 

cal essive 

% 61.00 Reco 

% rded 

Cross Compr NA NA Not #VAL 

Not 

Gird 

er 

essive 

(Bendi 

ng) 

Reco 

rded 

UE! 

#VAL 

UE! 

Reco 

rded 

Rail Compr NA NA Not #VAL 

Not 

Bear 

er 

essive 

(Bendi 

ng) 

Reco 

rded 

UE! 

#VAL 

UE! 

Reco 

rded 

Defle 

53.2 29.88 21.6 40.75 72.56 20.6 

ction 

8 % % 8 


Actua 

l/ 

Permi 

ssible 

30.99 

% 

24.34 

% 

38.23 

% 

24.96 

% 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

38.87 

% 


Actu 

al/ 

Theo 

ritica 

l 

41.50 

% 

40.12 

% 

50.99 

% 

52.54 

% 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

69.21 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

7.47 

6.08 

5.59 

3.32 

Not 

Reco 

rded 

Not 

Reco 

rded 

Not 

Reco 

rded 

Not 

Reco 

rded 

21.6 

8 


Actua 

l/ 

Permi 

ssible 

52.98 

% 

38.14 

% 

39.65 

% 

23.55 

% 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

40.75 

% 


Actu 

al/ 

Theo 

ritica 

l 

70.94 

% 

62.87 

% 

52.89 

% 

49.55 

% 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

72.56 

% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

8.27 

6.38 

6.49 

3.62 

Not 

Reco 

rded 

3.05 

Not 

Reco 

rded 

Not 

Reco 

rded 

23.6 

8 


Actua 

l/ 

Permi 

ssible 

58.65 

% 

40.03 

% 

46.03 

% 

25.67 

% 

#VAL 

UE! 

29.58 

% 

#VAL 

UE! 

#VAL 

UE! 

44.51 

% 


Actu 

al/ 

Theo 

ritica 

l 

78.54 

% 

65.98 

% 

61.40 

% 

54.03 

% 

#VAL 

UE! 

61.00 

% 

#VAL 

UE! 

#VAL 

UE! 

79.25 

%

Bri 

dg 

e 

No 

. 

17 

5 

UP 

Stan 

dard 

Spa 

n 

30.5 

m 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 30.5m span (OWG/US) with for CE-11091 

Actu 

al 

Spa 

n 

2x3 

0.5 

m 


Rail 

way 

SEC 

R 

Dra 

win 

g 

No. 

CE- 

110 

91 

Loa 

din 

g 

BG 

ML 

192 

6 

Typ 

e 

Of 

Bri 

dge 

Op 

en 

We 

b 

Gir 

der 

(Un 

der 

Slu 

ng) 

Permissi 

ble 

Value(k 

g/mm2) 

Theo 

ritica 

l 

Valu 

e 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

104 



Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritica 

l 

Actu 

al 

Stres 

s 

Mea 

sure 

d 


Actua 

l/ 

Permi 

ssible 


ber Stress 

Bott Tensile 14.2 NA 6.27 44.15 

om 

% 

Chor 

#VAL 

43.59 

d 

UE! 6.19 % 

Top Compr 13.2 NA 5.83 44.17 

Chor essive 

% #VAL 

43.18 

d 

UE! 5.7 % 

End Tensile 14.2 NA 5.4 41.06 

Rake 

% #VAL 

35.42 

r 

UE! 5.03 % 

Diag Tensile 14.2 NA 5.33 37.54 

onal 

% #VAL 

37.54 

1 

UE! 5.33 % 

Diag Tensile 14.2 NA 0.00 

onal 

% #VAL 

0.00 

2 

UE! 

% 

Verti Compr 13.17 NA 3.91 29.69 #VAL 

29.69 

cal essive 

% UE! 3.91 % 

Cross Compr 15 NA 3.59 23.93 

Gird 

er 

essive 

(Bendi 

ng) 

% 

#VAL 

UE! 3.31 

22.07 

% 

Rail Compr 15 NA 3.34 22.27 

Bear 

er 

essive 

(Bendi 

ng) 

% 

#VAL 

UE! 3.44 

22.93 

% 

Defle 

53.2 NA 24.8 46.62 #VAL 

58.65 

ction 

% UE! 31.2 % 


Actu 

al/ 

Theo 

ritica 

l 

#VAL 

UE! 

#VAL 

UE! 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

6.74 

5.42 

#VAL 

UE! 6.75 

6.38 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 


Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritica 

l 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

47.46 

% 8.73 

41.06 

% 5.08 

47.54 

% 7.12 

44.93 

% 6.81 

4.25 

0.00 

% 

32.27 

% 4.5 

3.41 

3.49 

22.73 

% 3.77 

23.27 

% 3.68 

32.9 61.84 

% 34.5 

Annexure-L 


Actua 

l/ 

Permi 

ssible 

61.48 

% 

38.48 

% 

50.14 

% 

47.96 

% 

0.00 

% 

34.17 

% 

25.13 

% 

24.53 

% 

64.85 

% 


Actu 

al/ 

Theo 

ritica 

l 

#VAL 

UE!

Bridg 

e No. 

520 

UP 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 30.5m span (OWG/US) for CE-11091 

Standar 

d Span 

30.5m 

Actual 

Span 

22x30.5 

m 


Railwa 

y 

SECR 

Drawing 

No. 

BA-6081 

Modifie 

d to CE 

Drg. No. 

22907 

by 

Adding 

16 mm 

thick 

plate 

Loadin 

g 

BGML 

Type 

Of 

Bridge 

Open 

Web 

Girder 

(Unde 

r 

Slung) 

Actual 

Round 1 


Permissible 




l Value d 

e 

Bottom 

Chord 

Tensile 13.95 13.13 7.03 50.39% 

Top 

Chord 

Compressive 9.07 8.47 5.07 55.90% 

End Raker Tensile 13.95 11.81 6.69 47.96% 

Diagonal 

1 

Tensile 13.41 11.47 6.72 50.11% 


2 

Recorded 


Cross 

Girder 

Rail 

Bearer 

Deflectio 

n 

105 

Compressiv 

e (Bending) 

Compressiv 

e (Bending) 

NA NA Not 

Recorded 

#VALUE! 

NA NA Not 

Recorded 

#VALUE! 

53.2 NA 22.3 41.92% 

Annexure-M 


Actual/ 

Theoritica 

l 

53.54% 

59.86% 

56.65% 

58.59% 

#VALUE! 

26.02% 

#VALUE! 

#VALUE! 

#VALUE!

Bridg 

e No. 

84 

DN 

106 

Annexure-N 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 30.5m span (OWG/US) for CE-11151 

Standar 

d Span 

30.5 

Actu 

al 

Span 

7x30. 

5 m 


Railwa 

y 

SER 

Drawin 

g No. 

CE- 

11151 

Loadin 

g 

BGML 

Type 

Of 

Bridg 

e 

Open 

Web 

Girde 

r 

(Und 

er 

Slung 

) 


Actual % of % of Actual % of % of 

Permissible 

Stress Actual/ Actual/ Stress Actual/ Actual/ 

Type of Value(kg/m Theoritic Measur Permissib Theoritic Measur Permissib Theoritic 

Member Stress m2) al Value ed le 

al ed le 

al 

Bottom 

41.48% 

Chord Tensile 14.2 7.65 5.89 

76.99% 6.8 47.89% 88.89% 

Top Compressi 

36.25% 

Chord ve 13.27 8.54 4.81 

56.32% 5.2 39.19% 60.89% 

End 

36.76% 

Raker Tensile 14.2 8.17 5.22 

63.89% 6.6 46.48% 80.78% 

Diagonal 

29.23% 

1 Tensile 14.2 7.06 4.15 

58.78% 5.3 37.32% 75.07% 

Diagonal 

not 

not 

2 

recorde 

recorde 

d 

d 

Vertical Compressi 

28.99% 

ve 12.66 6.77 3.67 

54.21% 5 39.49% 73.86% 

Cross 

13.75% 

Girder Tensile 13.6 5.35 1.87 

34.95% 2.2 16.18% 41.12% 

Rail Compressi 

56.34% 

Bearer ve 11.2 4.69 6.31 

134.54% 6.6 58.93% 140.72% 

Deflecti 

54.61% 

on 54.2 52.42 29.6 

56.47% 33.3 61.44% 63.53%

Bridg 

e No. 

1554 

UP 

Standar 

d Span 

53 DN 30.5m 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 30.5m span (OWG/US) for BA-5061 

Actual 

Span 


Railwa 

y 

30.5m 5X30.5m ECoR 

10x30.5 

m 

SER 

Drawin 

g No. 

BA- 

5061 to 

5074 

BA- 

5061 

Loadin 

g 

BGML 

BGML 

Type Of 

Bridge 

Throug 

h Open 

Web 

Girder 

Throug 

h Open 

Web 

Girder 


Permissible 


Type of Value(kg/mm2 Theoritica Measure Permissibl 

Member Stress 

) 

l Value d 

e 

Bottom 

Chord 

Tensile 13.95 12.8 4.83 34.62% 

Top 

Chord 

Compressive 7.98 6 #DIV/0! 

End 

Raker 

Tensile 7.13 5.86 4.84 67.88% 

Diagonal 

1 

Tensile 13.95 11.23 7.68 55.05% 

Diagonal Tensile Not #VALUE! 

2 

Recorded 


Cross Compressiv 13.95 9.18 5.3 37.99% 


Rail Compressiv 13.95 8.25 4.11 29.46% 


Deflectio 

32.27% 

n 54.85 22.92 17.7 

Bottom 

Chord 

Tensile 14.2 12.8 4.03 28.38% 

Top Compressive NA NA Not #VALUE! 

Chord 

Recorded 

End 

Raker 

Tensile 12.87 5.86 4.41 34.27% 

Diagonal 

1 

Tensile 14.1 11.23 6.82 48.37% 

Diagonal Tensile 14.1 Not #VALUE! 

2 

Recorded 


Cross 

Girder 

Rail 

Bearer 

Deflectio 

n 

Compressiv 

e (Bending) 

Compressiv 

e (Bending) 

107 

13 9.18 4.6 35.38% 

13 8.25 4.25 32.69% 

53.2 22.92 16.3 30.64% 



Actual/ 

Theoritica 

l 

37.73% 

75.19% 

82.59% 

68.39% 

#VALUE! 

62.70% 

57.73% 

49.82% 

Actual 

Stress 

Measured 

5.15 


Actual/ 

Permissibl 

e 

Annexure-O 


Actual/ 

Theoritica 

l 

36.92% 40.23% 

6.1 

#DIV/0! 76.44% 

4.73 

66.34% 80.72% 

7.26 

52.04% 64.65% 

Not 

Recorded 

3.82 


5.09 

27.38% 54.81% 

3.62 

36.49% 55.45% 

25.95% 43.88% 

77.23% 17.5 

3.9 

31.91% 76.35% 

31.48% 

Not 

Recorde 

27.46% 30.47% 

#VALUE! d 

4.7 


75.26% 

7 

36.52% 80.20% 

60.73% 

Not 

49.65% 62.33% 

#VALUE! Recorded 

5.2 


48.21% 

4.9 

36.88% 74.61% 

50.11% 

4.7 

37.69% 53.38% 

51.52% 

36.15% 56.97% 

71.12% 18.1 34.02% 78.97%

Bri 

dg 

e 

No 

. 

25 

3 

UP 

Stan 

dard 

Spa 

n 

30.5 

m 

Act 

ual 

Sp 

an 

1* 

12. 

2 + 

7* 

30. 

5 + 

1* 

12. 

3 


Rail 

way 

ECR 

Dra 

win 

g 

No. 

BA- 

506 

1 

Loa 

din 

g 

MB 

G 

Typ 

e Of 

Brid 

ge 

Thr 

oug 

h 

Ope 

n 

We 

b 

Gird 

er 

Permiss 

ible 

Value(k 

g/mm2) 

Theo 

ritica 

l 

Valu 

e 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

108 

In continuation of Annexure-O 



Actua 

l/ 

Permi 

ssible 


Actu 

al/ 

Theo 

ritica 

l 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

4.5 


Actua 

l/ 

Permi 

ssible 


ber Stress 

Bott Tensile 15.4 12.2 4.42 28.70 

om 

% 

Chor 

36.2 

29.22 

d 

3% 

% 

Top Compre NA #VAL 

Chor ssive 

UE! #VAL 

#VAL 

d 

UE! 

UE! 

End Compre 11 5.86 5.43 49.36 

5.12 

Rake ssive 

% 92.6 

46.55 

r 

6% 

% 

Diag Tensile 15.4 11.2 4.03 26.17 

6.59 

onal 

3 

% 35.8 

42.79 

1 

9% 

% 

Diag Tensile #VAL 

onal 

UE! #VAL 

#VAL 

2 

UE! 

UE! 

Verti Tensile 15 6.97 3.53 23.53 50.6 3.63 24.20 

cal 

% 5% 

% 

Cross Compre 16.3 9.18 4.64 28.47 

4.64 

Gird 

er 

ssive 

(Bendin 

g) 

% 

50.5 

4% 

28.47 

% 

Rail Tensile( 16.3 8.25 4.4 26.99 

4.42 

Bear Bending 

% 53.3 

27.12 

er ) 

3% 

% 

Defle 

22.9 

30.81 73.7 16.3 29.72 

ction 54.85 2 16.9 % 3% 

% 


Actu 

al/ 

Theo 

ritica 

l 

36.8 

9% 

#VAL 

UE! 

87.3 

7% 

58.6 

8% 

#VAL 

UE! 

52.0 

8% 

50.5 

4% 

53.5 

8% 

71.1 

2% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

4.43 

5.16 

6.72 


Actua 

l/ 

Permi 

ssible 

28.77 

% 

#VAL 

UE! 

46.91 

% 

43.64 

% 

#VAL 

UE! 

3.58 23.87 

% 

4.68 

28.71 

% 

4.24 

26.01 

% 

16.9 30.81 

% 


Actu 

al/ 

Theo 

ritica 

l 

36.3 

1% 

#VAL 

UE! 

88.0 

5% 

59.8 

4% 

#VAL 

UE! 

51.3 

6% 

50.9 

8% 

51.3 

9% 

73.7 

3% 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

3.5 

4.1 

5.17 


Actua 

l/ 

Permi 

ssible 

22.73 

% 

#VAL 

UE! 

37.27 

% 

33.57 

% 

#VAL 

UE! 

3 20.00 

% 

4.28 

26.26 

% 

4.24 

26.01 

% 

13.1 23.88 

% 


Actu 

al/ 

Theo 

ritica 

l 

28.6 

9% 

#VAL 

UE! 

69.9 

7% 

46.0 

4% 

#VAL 

UE! 

43.0 

4% 

46.6 

2% 

51.3 

9% 

57.1 

6%

Brid 

ge 

No. 

34 

UP 

4/A 

UP 

Stan 

dard 

Span 

45.7 

m 

45.7 

m 

Actual 

Span 

1x18.3 

m 

PG+7x4 

5.7m 

truss 

+1x18.3 

m PG 

1*45.7 

2 + 

1*6.1 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 45.7m span (OWG) for BA-5025 


Rail 

way 

SEC 

R 

ECR 

Draw 

ing 

No. 

BA- 

5025 

CE(c 

ons) 

no.1 

36- 

137 

Load 

ing 

BG 

ML 

192 

6 

RBG 

std 

Type 

Of 

Brid 

ge 

Thro 

ugh 

Ope 

n 

Web 

Gird 

er 

Thro 

ugh 

Ope 

n 

Web 

Gird 

er 

Permissib 

le 

Value(kg/ 

mm2) 

Theori 

tical 

Value 

Actua 

l 

Stress 

Meas 

ured 

109 



Actual 

/ 

Permis 

sible 


Actual 

/ 

Theori 

tical 

Actua 

l 

Stress 

Meas 

ured 

6.17 


Actual 

/ 

Permis 

sible 


Actual 

/ 

Theori 

tical 

Actua 

l 

Stress 

Meas 

ured 

6.17 


Actual 

/ 

Permis 

sible 


Actual 

/ 

Theori 

tical 


ber Stress 

Botto Tensile 14.2 14.08 6.41 45.14 

m 

% 45.53 

43.45 43.82 

43.45 43.82 

Chord 

% 

% % 

% % 

Top Compressiv 

#DIV/0 #DIV/ 

#DIV/0 #DIV/ 

#DIV/0 #DIV/ 

Chord e 

! 0! 

! 0! 

! 0! 

End Tensile 11.13 7.14 6.12 54.99 85.71 6.89 61.90 96.50 6.89 61.90 96.50 

Raker 

% 

% 

% % 

% % 

Diago Tensile 14.2 10.68 7.49 52.75 70.13 7.49 52.75 70.13 7.49 52.75 70.13 

nal 1 

% 

% 

% % 

% % 

Diago Tensile 14.14 0.00% #VAL 

#VAL 

#VAL 

nal 2 

UE! 0.00% UE! 

0.00% UE! 

Vertic Compressiv 14.2 6.74 5.41 38.10 80.27 5.89 41.48 87.39 5.89 41.48 87.39 

al 

e 

% 

% 

% % 

% % 

Cross Compressi 15 7.81 5.94 39.60 

6.58 

6.58 

Girder ve 

% 76.06 

43.87 84.25 

43.87 84.25 

(Bending) 

% 

% % 

% % 

Rail Compressi 13.52 7.6 5.96 44.08 

4.46 

4.46 

Beare ve 

% 78.42 

32.99 58.68 

32.99 58.68 

r (Bending) 

% 

% % 

% % 

Deflec 

78.7 47.82 32.4 41.17 67.75 34.7 44.09 72.56 34.7 44.09 72.56 

tion 

% 

% 

% % 

% % 

Botto Tensile 14.5 14.08 5.86 40.41 

5.86 

m 

% 41.62 

40.41 41.62 

Chord 

% 

% % 

Top Compressiv 

NA #DIV/0 #VAL 

#DIV/0 #VAL 

Chord e 

! UE! 

! UE! 

End Compressio 12 7.14 6.66 55.50 93.28 6.42 53.50 89.92 

Raker n 

% 

% 

% % 

Diago Tensile 14.5 10.68 9.41 64.90 88.11 9.63 66.41 90.17 

nal 1 

% 

% 

% % 

Diago Tensile #VALU #VAL 

#VALU #VAL 

nal 2 

E! UE! 

E! UE! 

Vertic Tension 13.4 6.74 4.36 32.54 64.69 4.29 32.01 63.65 

al 

% 

% 

% % 

Cross Compressi 15.8 7.81 5.57 35.25 

5.99 

Girder ve 

% 71.32 

37.91 76.70 

(Bending) 

% 

% % 

Rail Tension(B 14.5 7.6 6.66 45.93 

6.13 

Beare ending) 

% 87.63 

42.28 80.66 

r 

% 

% % 

Deflec 

47.82 

51.44 84.69 41.50 52.71 86.78 

tion 78.73 

40.5 % 

% 

% % 

Actua 

l 

Stress 

Meas 

ured 

6.12 

Annexure-P 


Actual 

/ 

Permis 

sible 

43.10 

% 

#DIV/0 

! 

6.87 61.73 

% 

8.08 56.90 

% 

0.00% 

6.39 45.00 

% 

5.58 

37.20 

% 

7.32 

54.14 

% 

36.9 46.89 

% 


Actual 

/ 

Theori 

tical 

43.47 

% 

#DIV/ 

0! 

96.22 

% 

75.66 

% 

#VAL 

UE! 

94.81 

% 

71.45 

% 

96.32 

% 

77.16 

%

Annexure-Q 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 45.7m span (OWG) for BA-11101/11117 

Bridg 

e No. 

263 

UP 

543 

S/L 

Standar 

d Span Actual Span 

45.7m 

4x18.3+2x45. 

7 


Railwa 

y 

SER 

45.7m 10 x 45.72 m ECoR 

Drawin 

g No. 

BA- 

11101 

BA- 

11101 

to 

11117 

Loadin 

g 

BGML 

1926 

BGML 

1926 

Type Of 

Bridge 

Throug 

h Open 

Web 

Girder 

Throug 

h Open 

Web 

Girder 


Permissible 


Type of Value(kg/mm Theoritic Measure Permissibl 

Member Stress 

2) al Value d 

e 

Bottom Tensile 14.14 11.47 

37.84% 

Chord 

5.35 

Top 

Chord 

Compressive 

#DIV/0! 

End 

Raker 

Tensile 8.5 7.14 5.64 66.35% 

Diagonal 

1 

Tensile 14.14 10.68 6.77 47.88% 

Diagonal 

2 

Tensile 14.14 10.68 

0.00% 


Cross Compressiv 14.14 8.36 4.99 35.29% 


Rail Compressiv 14.14 8.28 2.77 19.59% 


Deflectio 

n 

78.7 47.82 33.2 42.19% 

Bottom Tensile 14.14 12.54 

39.39% 

Chord 

5.57 

Top Compressive 

12.29 8.34 63.81% 

Chord 

13.07 

End 

Raker 

Compressive 8.5 7.28 6.43 75.65% 

Diagonal 

1 

Tensile 14.14 12.19 6.2 43.85% 

Diagonal 

2 

Tensile 10.68 

#VALUE! 

Vertical Tensile 14.14 9.58 4.28 30.27% 

Cross 

Girder 

Rail 

Bearer 

Deflectio 

n 

Tensile 14.14 12.81 5.37 37.98% 

Tensile 14.14 14.12 5.77 40.81% 

110 

76.2 53 37.6 49.34% 



Actual/ 

Theoritic 

al 

46.64% 

#DIV/0! 

78.99% 

63.39% 

Actual 

Stress 

Measure 

d 

4 

4.5 

6.2 


Actual/ 

Permissibl 

e 


Actual/ 

Theoritic 

al 

28.29% 34.87% 

#DIV/0! #DIV/0! 

52.94% 63.03% 

43.85% 58.05% 

0.00% 0.00% 0.00% 

3 

60.09% 

28.44% 44.51% 

4.5 

59.69% 

31.82% 53.83% 

4 

33.45% 

28.29% 48.31% 

29.9 

69.43% 

37.99% 62.53% 

5.78 

44.42% 

40.88% 46.09% 

8.59 

67.86% 

65.72% 69.89% 

6.25 

88.32% 

73.53% 85.85% 

8.08 

50.86% 

57.14% 66.28% 

0.00% #VALUE! 0.00% 

4.08 

44.68% 

28.85% 42.59% 

5.87 

41.92% 

41.51% 45.82% 

5.4 

40.86% 

38.19% 38.24% 

37.3 

70.94% 

48.95% 70.38%

Bridg 

e No. 

449 

UP 

Annexure-R 


Standa 

rd Span 

45.7m 

Actu 

al 

Span 

29 x 

45.7 

2 m 


Railw 

ay 

ECoR 

Drawin 

g No. 

BA- 

11361 

to 

11377 

Loadin 

g 

RBG 

fit for 

MBG 

Type 

Of 

Bridge 

Throug 

h 

Open 

Web 

Girder 

Member 

Bottom 

Chord 

Top 

Chord 


Permissible 



Stress 

m2) al Value ed le 

Tensile 15.4 13.93 5.11 33.18% 

Compressiv 

e 

111 

14.25 11.68 Not 

recorde 

d 


#VALUE! 

End 

Raker 

Tensile 12.9 8.62 6.83 52.95% 

Diagonal 

1 

Tensile 15.4 12.37 8.6 55.84% 

Diagonal 

2 

Tensile 

#VALUE! 

Vertical Compressiv 15.4 9.06 Not #VALUE! 

e 

recorde 

d 

Cross Compressi 14.02 11.63 5.06 36.09% 

Girder ve 

(Bending) 

Rail Compressi 13.79 12.01 Not #VALUE! 

Bearer ve 

recored 

(Bending) 

e 

Deflecti 

on 

76.2 57 38.1 50.00% 


Actual/ 

Theoritic 

al 

36.68% 

#VALUE! 

79.23% 

69.52% 

0.00% 

#VALUE! 

42.13% 

#VALUE! 

66.84% 

Actual 

Stress 

Measur 

ed 

5.14 

6.53 

5.32 

7.8 

3.65 

4.98 

3.94 

32.6 


Actual/ 

Permissib 

le 


Actual/ 

Theoritic 

al 

33.38% 36.90% 

45.82% 55.91% 

41.24% 61.72% 

50.65% 63.06% 

#VALUE! 0.00% 

23.70% 31.38% 

35.52% 41.47% 

28.57% 6.91% 

42.78% 57.19%

Bridg 

e No. 

Annexure-S 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 45.7m span (OWG) for CE-6406/1 

Standar 

d Span Actual Span 

206 45.7m 

1x12.2m PG+2x18.3m 

PG+1x45.7m 

UG+2x18.3mPG+1x12.2mP 

G 


Railwa 

y 

SER 

Drawin 

g No. 

CE- 

6406/1 

Loadin 

g 

Old 

Loadin 

g 

Type 

Of 

Bridg 

e 

Under 

Slung 

OWG 

Actual 

Round 1 


Permissible 




l Value d 

e 

Bottom 

Chord 

Tensile 8.93 14 7.88 88.24% 

Top 

Chord 

Compressive 7.8 12.15 6.58 84.36% 

End Raker Tensile 8.93 13.01 7.1 79.51% 

Diagonal 

1 

Tensile 8.8 12.15 6.87 78.07% 

Diagonal 

2 

Tensile 8.8 12.15 


Cross 

Girder 

Rail 

Bearer 

Deflectio 

n 

112 

Compressiv 

e (Bending) 

Compressiv 

e (Bending) 

8.93 13.74 6.14 68.76% 

8.93 9.09 3.89 43.56% 

78.75 #REF! 54.5 69.21% 


Actual/ 

Theoritica 

l 

56.29% 

54.16% 

54.57% 

56.54% 

104.31% 

44.69% 

42.79% 

#REF!

Bri 

dg 

e 

No 

. 

5 

UP 

Annexure-T 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 45.7m span (OWG) for old drawing 

Stan 

dard 

Spa 

n 

45.7 

m 

Act 

ual 

Sp 

an 

7 X 

45. 

7 

M 


Rail 

wa 

y 

NC 

R 

Dra 

win 

g 

No. 

Non 

Stan 

dard 

Loadin 

g 

Girder 

Non 

Standa 

rd. 

Streng 

thene 

d to 

BGML/ 

RBG 

Typ 

e Of 

Brid 

ge 

Thr 

oug 

h 

Ope 

n 

We 

b 

Gird 

er 

Mem 

ber 

Bott 

om 

Chor 

d 

Top 

Chor 

d 

End 

Rake 

r 

Diag 

onal 

1 

Diag 

onal 

2 

Verti 

cal 

Cros 

s 

Gird 

er 

Rail 

Bear 

er 

Permiss 

ible 

Value(k 

g/mm2) 

Theo 

ritica 

l 

Valu 

e 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

113 



Actua 

l/ 

Permi 

ssible 


Stress 

Tensile 14.2 NA 8.04 56.62 

% 

Compr 

essive 

13.53 NA 6.01 44.42 

% 

Tensile NA Not 

reco 

rded 

#VAL 

UE! 

Tensile 14.2 NA 9.88 69.58 

% 

Tensile 

Compr 

essive 

14.2 NA Not 

reco 

rded 

Compr 

essive 

(Bendi 

ng) 

Compr 

essive 

(Bendi 

ng) 

Defle 

ction 79.3 

#VAL 

UE! 

13.54 NA 7.03 51.92 

% 

15 NA 6.13 40.87 

% 

15 NA 4.38 29.20 

% 

NA 

41.4 

52.21 

% 


Actu 

al/ 

Theo 

ritica 

l 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

8.02 

5.71 


Actua 

l/ 

Permi 

ssible 

56.48 

% 

42.20 

% 

#DIV/ 

0! 

10.0 

2 70.56 

% 

0.00 

% 

5.95 43.94 

% 

6.08 

4.14 

41.5 

0 

40.53 

% 

27.60 

% 

52.33 

% 


Actu 

al/ 

Theo 

ritica 

l 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

8.46 

6.05 


Actua 

l/ 

Permi 

ssible 

59.58 

% 

44.72 

% 

#DIV/ 

0! 

10.1 

6 71.55 

% 

0.00 

% 

7.28 53.77 

% 

6.44 

4.98 

42.93 

% 

33.20 

% 

43 54.22 

% 


Actu 

al/ 

Theo 

ritica 

l 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

Actu 

al 

Stres 

s 

Mea 

sure 

d 

8 

5.75 

9.69 


Actua 

l/ 

Permi 

ssible 

56.34 

% 

42.50 

% 

#DIV/ 

0! 

68.24 

% 

0.00 

% 

7.1 52.44 

% 

6.27 

4.77 

41.80 

% 

31.80 

% 

40.9 51.58 

% 


Actu 

al/ 

Theo 

ritica 

l 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE! 

#VAL 

UE!

Bridg 

e No. 

449 

UP 

Annexure-U 


Standa 

rd Span 

45.7m 

Actu 

al 

Span 

29 x 

45.7 

2 m 


Railw 

ay 

ECoR 

Drawin 

g No. 

BA- 

11361 

to 

11377 

Loadin 

g 

RBG 

fit for 

MBG 

Type 

Of 

Bridge 

Throug 

h 

Open 

Web 

Girder 

Member 

Bottom 

Chord 

Top 

Chord 


Permissible 



Stress 

m2) al Value ed le 

Tensile 15.4 13.93 5.11 33.18% 

Compressiv 

e 

114 

14.25 11.68 Not 

recorde 

d 


#VALUE! 

End 

Raker 

Tensile 12.9 8.62 6.83 52.95% 

Diagonal 

1 

Tensile 15.4 12.37 8.6 55.84% 

Diagonal 

2 

Tensile 

#VALUE! 

Vertical Compressiv 15.4 9.06 Not #VALUE! 

e 

recorde 

d 

Cross Compressi 14.02 11.63 5.06 36.09% 

Girder ve 

(Bending) 

Rail Compressi 13.79 12.01 Not #VALUE! 

Bearer ve 

recored 

(Bending) 

e 

Deflecti 

on 

76.2 57 38.1 50.00% 


Actual/ 

Theoritic 

al 

36.68% 

#VALUE! 

79.23% 

69.52% 

0.00% 

#VALUE! 

42.13% 

#VALUE! 

66.84% 

Actual 

Stress 

Measur 

ed 

5.14 

6.53 

5.32 

7.8 

3.65 

4.98 

3.94 

32.6 


Actual/ 

Permissib 

le 


Actual/ 

Theoritic 

al 

33.38% 36.90% 

45.82% 55.91% 

41.24% 61.72% 

50.65% 63.06% 

#VALUE! 0.00% 

23.70% 31.38% 

35.52% 41.47% 

28.57% 6.91% 

42.78% 57.19%

Brid 

ge 

No. 

30 

UP 

30 

UP 

Stand 

ard 

Span 

61 

(span 

No.3 

) 

61( 

Span 

No.7 

) 

Actu 

al 

Span 

14x6 

1.0 

14x6 

1.0 

Details of stresses measured in instrumentation w.r.t permissible and theoretical stresses for 61m span (OWG) 


Rail 

way 

NCR 

NCR 

Dra 

wing 

No. 

Load 

ing 

BGM 

L & 

RBG 

BGM 

L & 

RBG 

Typ 

e Of 

Brid 

ge 

Ope 

n 

We 

b 

Gird 

er 

(Un 

der 

Slun 

g) 

,Rail 

cum 

roa 

d 

brid 

ge 

rail 

on 

the 

top 

Ope 

n 

We 

b 

Gird 

er 

(Un 

der 

Slun 

g) 

,Rail 

cum 

roa 

d 

brid 

ge 

rail 

on 

the 

Typ 

Actua 

e Permissib 

l 

of le Theori Stress 

Memb Str Value(kg/ tical Meas 

er 

Botto 

m 

ess mm2) Value ured 

Chord 

Top 

14.2 NA 4.78 

Chord 

End 

13.33 NA 7.38 

Raker 

Diago 

NA 6.12 

nal 1 

Diago 

nal 2 

Vertic 

14.2 NA 

NA 

7.32 

al 

Cross 

9.44 NA 6.93 

Girder 

Rail 

Beare 

15 NA 4.24 

r 

Deflec 

15 NA 3.97 

tion 

Botto 

m 

108.6 NA 44.2 

Chord 

Top 

14.2 NA 13.33 

Chord 

End 

Raker 

13.33 NA 7.34 

Diago 

NA 6.92 

nal 1 

Diago 

nal 2 

Vertic 

14.2 NA 

NA 

8.06 

al 

Cross 

9.44 NA 7.21 

Girder 

Rail 

15 NA 4.24 

Beare 15 NA 3.39 

115 



Actual 

/ 

Permis 

sible 


Actual 

/ 

Theori 

tical 

Actua 

l 

Stress 

Meas 

ured 

33.66 

% #VALU 

E! 4.95 

55.36 #VALU 

% E! 7.49 

#DIV/0 #VALU 

! E! 6.07 

51.55 #VALU 

% E! 8.13 

#DIV/0 

! #VALU 

E! 

73.41 #VALU 

% 

not 

recor 

ded 

E! 6.95 

28.27 #VALU 

% 

26.47 

E! 4.8 

% #VALU 

E! 3.53 

40.70 

% 

93.87 

% 

55.06 

% 

#DIV/0 

! 

56.76 

% 

#DIV/0 

! 

76.38 

% 

28.27 

% 

22.60 

% 

#VALU 

E! 44.8 

#VALU 

E! 4.95 

#VALU 

E! 7.51 

#VALU 

E! 6.2 

#VALU 

E! 8.08 

#VALU 

E! 

#VALU 

E! 7.04 

#VALU 

E! 4.38 

#VALU 

E! 3.53 


Actual 

/ 

Permis 

sible 

34.86 

% 

56.19 

% 

#DIV/0 

! 

57.25 

% 

#VALU 

E! 

73.62 

% 

32.00 

% 

23.53 

% 

41.25 

% 

34.86 

% 

56.34 

% 

#DIV/0 

! 

56.90 

% 

#DIV/0 

! 

74.58 

% 

29.20 

% 

23.53 

% 


Actual 

/ 

Theori 

tical 

Actua 

l 

Stress 

Meas 

ured 

#VALU 

E! 5.07 

#VALU 

E! 7.57 

#VALU 

E! 6.24 

#VALU 

E! 8.14 

#VALU 

E! 

#VALU 

E! 7.29 

#VALU 

E! 4.57 

#VALU 

E! 3.86 

#VALU 

E! 45.6 

#VALU 

E! 5.07 

#VALU 

E! 7.7 

#VALU 

E! 6.29 

#VALU 

E! 8.36 

#VALU 

E! 

#VALU 

E! 7.29 

#VALU 

E! 4.57 

#VALU 

E! 3.86 


Actual 

/ 

Permis 

sible 

35.70 

% 

56.79 

% 

#DIV/0 

! 

57.32 

% 

#DIV/0 

! 

77.22 

% 

30.47 

% 

25.73 

% 

41.99 

% 


Actual 

/ 

Theori 

tical 

Actua 

l 

Stress 

Meas 

ured 

#VALU 

E! 5.07 

#VALU 

E! 7.42 

#VALU 

E! 

#VALU 

E! 8.09 

#VALU 

E! 

#VALU 

E! 7.16 

#VALU 

E! 4.19 

#VALU 

E! 3.53 

#VALU 

E! 45.5 

35.70 

% 

57.76 

5.07 

% 7.57 

not 

#DIV/0 

recor 

! 

58.87 

ded 

% 8.38 

not 

#DIV/0 

recor 

! 

77.22 

ded 

% 

30.47 

7.37 

% 

25.73 

4.29 

% 3.18 

Annexure-V 


Actual 

/ 

Permis 

sible 

35.70 

% 

55.66 

% 

#DIV/0 

! 

56.97 

% 

#DIV/0 

! 

75.85 

% 

27.93 

% 

23.53 

% 

41.90 

% 

35.70 

% 

56.79 

% 

#VALU 

E! 

59.01 

% 

#VALU 

E! 

78.07 

% 

28.60 

% 

21.20 

% 


Actual 

/ 

Theori 

tical 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E! 

#VALU 

E!

S. 

No. 

top r 

Deflec 

tion 

108.6 NA 

not 

recor 

ded 

116 

#VALU 

E! 

#VALU 

E! 44.2 

40.70 

% 

#VALU 

E! 44.8 

41.25 

% 44.4 

ANNEXURE-W 

Details of Stresses Measured in Instrumentation w.r.t. Permissible Values for 91.44 m Span (OWG) 

Description % Stresses/ Deflection % Stresses/ Deflection 

1 Railway SCR SCR 

2 Type of Bridge OWG OWG 

3 Span 91.44 91.44 

4 Bridge No. 3 248A 

5 Design Loading of Bridge BGML BGML 

6 Drg. No. 

7 Cycle Ist Ist 

8 Stresses % Stresses/Deflection % Stresses/Deflection 

A Bottom Chord 77.00 63.15 

B End Raker 72.78 

C First Diagonal 78.12 67.23 

D Vertical Post 32.47 44.24 

E Cross Girder 43.45 44.44 

F Rail Bearer 37.39 34.79 

G Deflection 81.54 80.29 

40.88 

% 

#VALU 

E!

INSTRUMENTATION OF BRIDGES BY ZONAL RAILWAYS 

117 

Annexure-IIIA 

Instrumentation of Railway Bridges is being done by Zonal Railways in view of heavier axle loads 

CC+8+2T/ CC+6+2T for the purpose of verification and validation of existing provisions. These instructions 

were issued vide Railway Boards letter no. 2005/CE-I/BR-II/6 dated 13.06.2005. Instrumentation is very 

important to study the effect of higher axle load on Bridges especially in view of higher age profile of 

Bridges on Indian Railways and there being some Bridges where the completion drawings of old Bridges 

are not available. The study is to be carried over period of 3 years. RDSO is coordinating with the zonal 

railways in these instrumentations with a view to have uniformity in methodology as well as to make 

available to the Railways technical backup. 

In the instrumentation of the bridges, the basic FE modal of the bridges is being -developed. This 

FE modal is being validated with the experimental observations. Recording of the longitudinal forces at 

bearing level and calculating the dispersion of the longitudinal forces therefore, is also being conducted. In 

addition to this the deflection of super structure as well as sub structure is being measured along with 

vibration measurements. The results of the readings on the bridges received so far have been discussed 

here in brief. The trend of the results indicates that deflections and stresses in the super structure are 

within permissible limits. However, the dispersion of longitudinal forces can only be commented upon after 

availability of sufficient data. 

SN RLY Br. 

No. 

1. ER 509 2x12.2(Arch) 

+4x18.3 PG 

+2x12.2 m 

(Arch) 

Span Section Observation (Quarter wise) Report Remarks 

ASN- 

DGR 

Ist 2 nd 3 rd & 4 th 

Jan. 07 Jan. 08 May 08 Not 

received 

2. 512 2x3.0m arch -d0- Jan. 07 Jan. 08 May 08 Not 

received 

3. 515 2x3.66 m 

arch 

-d0- May 07 Mar 08 Dec 08 1 Final 

report 

received 

Agency-. 

M/s 

CRRI/New 

Delhi. Only 

three interim 

reports have 

been received. 

Agency-. 

M/s 

Cintec,New

4. 482 8x3.66 m 

arch 

5. E COR 

1554 

UP 

6. 115 

5x30.5m 

OWG 

-d0- May 07 Mar 08 Dec 08 1 Final 

report 

received 

PSA- 

VKSP 

Oct/ Nov. 

06 

118 

May 07 2 reports 

received 

3x30.5m CG KR Line Dec. 06 Dec. 07 Ist - 

received 

7. 586 3x18.3m PG KK Line Oct/ Nov 

06 

8. 543 10x45.72m 

OWG 

Nov. 07 Dec 08 2 reports 

received 

KK line April 07 Feb. 08 Ist - 

received 

9. 243 3x24.4m PG KK Line Dec. 06 Dec. 07 Ist - 

received 

10. 204 1x9.14m + 

1x30.5 m 

under-slung 

11. 449 

UP 

12. 467 

UP 

13. 514 

UP 

14. 544 

SL 

15. SER 

414 

DN 

29x45.72 m 

OWG 

2x24.4 m 

PG 

2x12.2 + 

1x18.3m PG 

64x30.48m 

PG 

5x100’ + 

1x80’ 

under-slung 

KK Line April 07 Jan. 08 Ist - 

received 

BHC- 

PSA 

BHC- 

PSA 

BHC- 

PSA 

BHC- 

PSA 

CNI- 

ANR 

16. 3 DN 3x30’ arch Tata- 

JSG 

17. 694 2x60’ + 

7x100’ PG 

BGKA- 

NXN 

June 06 Oct. 07 2 reports 

received 

Oct./ Nov. 

06 

Oct./ Nov. 

06 

Feb. 08 Ist - 

received 

May 07 2 reports 

received 

June 06 Nov. 07 2 reports 

received 

June 06 Sep. 06 Jan. 

07& 

Oct.07 

June 06 Sep. 06 Jan. 07 

& 

Oct.07 

Ist/2nd 

.IIIrd & 

IV th 

received 

Ist/IInd 

.IIIrd & 

IV th 

received 

Jan. 07 May 07 Ist - 

received 

Delhi. One 

Interim report 

of each bridge 

has been 

received. 

Agency- 

M/s Pixel 

Network, 

Mumbai. 

Observations 

of RDSO, 

bridge wise, 

are enclosed 

in Annexure III 

B. 

Agency- 

- CRRI, New 

Delhi, 

Observations 

of RDSO 

bridge wise 

are enclosed 


B. 

Agency- 

- M/s Sharma

18. 

25 

DN 

19. 206 

DN 

20. 166 

DN 

10x80’ PG Tata- 

JSG 

4x60’ + 

2x40’ + 

1x150’ 

under-slung 

MXW- 

PST 

1x80’ PG Tata- 

JSG 

21. 6 DN 9x30’ arch RKSN- 

GX 

22. 12 

DN 

23. 53 

DN 

24. 84 

DN 

25. 263 

UP 

26. 520 

UP 

27. WCR 

28. 1084/ 

1 DN 

29. 692/1 

DN 

30. 1175/ 

1 UP 

4x20’ Arch Tata- 

JSG 

10x100’ 

through 

7x100’ 

under-slung 

4x60’ PG + 

2x150’ 

OWG 

22x100’ 

underslung 

34 11x30.48 

US 

+4x45.7 

OWG 

+2x18.29 

PG 

1x33.53 

OWG 

KGP- 

Tata 

KGP- 

HWH 

KGP- 

BHC 

CNI- 

ASN 

Kota- 

Rutia 

Katni- 

Manikpur 

Dec. 06 June 07 Ist - 

received 

Jan. 07 May 07 Ist - 

received 

Jan. 07 

119 

May 07 Ist - 

received 

Feb. 07 June 07 Jan 09 Ist 

received 

Feb. 07 June 07 Jan 09 Ist.recei 

ved 

Nov. 06 May 07 2 

Dec. 06 May 07 2 

Dec. 06 May 07 2 

Dec. 06 April 07 2 

Dec. 07 May 

2008 

received 

received 

received 

received 

Ist 

received 

Oct 08 One 

report 

recieved 

8x22.8 PG Itarsi – Dec 08 Not 

Khanudwa 

received 

5x34.98 US Bina - 

Katni 

April 

2008 

Not 

received 

Associates, 

Observations 


bridge wise 

are enclosed 


B. 

Agency- 

- M/s Pixel 

Network, 

Observations 


bridge wise 

are enclosed 


B. 

Agency- 

CRRI /NDLS 

Report sent by 

Railway was 

incomplete 

and so 

detailed and 

proper report 

has been 

asked from 

Zonal Railway.

31 NR 176 

A 

1x45.27 m 

OWG 

32 322A 2x12.2m + 

2x18.3m 

33. SR 85 

DN 

34. 155 

DN 

35. 145A 

DN 

36. 163A 

UP 

37. 145 

UP 

38. 161 

T UP 

39. 85 

UP 

PG 

13x12.2m 

PG 

14x20.5m 

PSC 

2x12.2+1x1 

8.3m PG 

2x9.15 PSC 

slab 

2x12.2+1x1 

8.3 m PG 

3x9.15 RCC 

slab 

13x12.19 

Arch 

40. SCR 248A 7x45.72+27 

x91.44m 

through 

steel girder 

41. 3 A 12x91.44m 

through 

steel girder 

(Krishna 

River) 

DUK Sep. 06 April 07 April 08 

& 

Ambala 

- Sirhind 

Arakona 

m-RU 

Chennai 

– 

Arakonam 

Vijayaw 

ada- 

VKSP 

Gudur – 

VKSP 

120 

Nov 08 

Not 

received 

April 07 April 08 Dec 08 Not 

received 

Aug. 06 Feb. 07 July 08 3 reports 

received. 

Feb. 07 Aug 07 July 08 3 report 

received 

April 07 Sep. 07 Oct 08 2 

reports 

received 

April 07 Sep. 07 Oct 08 2 

reports 

received 

Agency- 

CRRI, New 

Delhi, 

Agency- 

SERC/Chenna 

i. 

Observations 


bridge wise 

are enclosed 


B. 

Tender under 

finalization. 

Agency- 

M/s Sharma 

Associates. 

Observations 


bridge wise 

are enclosed 

in Annexure 

III B.

42. SECR 

43. 91K 

UP 

44. 175K 

UP 

105 5x100’ + 

2x40’ PG 

DUG- 

DRZ 

7x60’ PG BSP - 

APR 

2x100’ US 

girder 

45. 154 4x20’ arch + 

1x100’ PG 

46. 34 7x150’+2x6 

0’ steel 

girder 

47. 

SWR 

139 

A 

1x30.48m 

through 

OWG 

48. 3 2x19.4+1x1 

2.19 m 

through PG 

49 102 2x27.43 

through PG 

50. 128 2x18.29 

Arch 

APR – 

KTE 

JSG – 

BSP 

DUG – 

NGP 

Gadag – 

Bellary 

Toranag 

allu 

Ranjipur 

Londa – 

Vasco 

Londa- 

Vasco 

51. 20 5X9.14 Arch Hubli- 

Hospet 

May 06 Nov. 06 June 07, & 4 

Dec. 07 

reports 

received 

(Final) 

Dec. 06 June 07 Dec. 07, 

April 08 

Dec. 06 June 07 Oct. 07, 

April 08 

April 07 Oct. 07 Jan. 08, 

April 08 

April 07 Oct. 07 Jan. 08, 

April 08 

121 

4 reports 

received 

(Final ) 

4 

report 

received 

(Final ) 

4 

reports 

received 

(Final ) 

4 

reports 

received 

(Final ) 

Oct. 07 One 

report 

received 

Dec’ 07 One 

report 

received 

May 08 One 

report 

received 

Dec. 07 One 

report 

received 

June 08 One 

report 

received 

Agency- 

M/s Sharma 

Associates, 

Observations 


bridge wise 

are enclosed 


B. 

Agency – 

Indian Institute 

of Science, 

Bangalore.

52. 

53. 

54. 

55. 

56. 

57. CR 

597 4x 45.7+8x 

24.4 OWG 

&PG 

293 2x30.5 

Under slung 

HAS- 

MAQ 

HAS- 

MAQ 

April 09 Interim 

report 

received 


report 

received 

47 5x12.2 Arch LD-VSG May 09 Interim 

report 

received 

47 3x12.2 PG GDJ- 

SMLI 

184 1x12.2 

Composite 

788/1 4x45.7 

OWG 

HPT- 

BAY 

Wardha- 

Ballarsha 

h 

58. 293/1 2x14.02+5x18.3 Igatpuri- 

PG 

Bhusawal 

59. 847/1 15x30.5 

OWG/Under 

slung 

Majri- 

Wani 

60. 634/1 6x22.86 PG Bhusawal 

- 

61. 493/2 19.35 Semi 

PG 

Badnera 

Bhusawal- 

Badnera 

62. 130/1 3x43.3 US Kalyan- 

Igatpuri 


report 

received 


report 

received 

Feb. 08 Not 

received 

122 

New bridges 

are awarded 

to M/s,Sharma 

Associates 

dated. 14-05- 

2010 

Agency- M/s 

Pixel Network 

Agency – 

M/s Sharma 

Associate, 

USA.

63. ECR 

248 

UP 

4x18.3 m 

PG 

64. 253 7x30.5 + 

1x12.2 + 

1x12.9 

(OWG + 

PG) 

ARGD - 

BRK 

BDTO - 

KFT 

65. 240 4x6.1m Arch LTHR - 

BFQ 

66. 345A 20x30.48 m 

OWG 

67 695 3x30.48+2x 

12.2+1x7.32 

m 

(OWG+PG) 

68. 4/A 2x23.17m 

PG 

69. 192/ 

A 

70. NCR 

Gaya- 

Dhanba 

d 

Gaya- 

MGS 

Garhwa- 

Sonnag 

ar 

3x18.3m PG Garhwa- 

Sonnag 

ar 

30 14x61.0 m 

OWG 

71. 5 UP 7x45.75 m 

OWG 

72. 1258 4x30.48 m 

OWG 

73 1217/1 4x18.3 m 

PG 

ALD - 

MGS 

ALD - 

MGS 

JHS - 

AGC 

JHS - 

AGC 

Nov 07 April 08 Oct.09 3 report 

Nov 07 April 08 Sep.09 

123 

Dec 09 

Mar 08 July.09 Jan 10 

&April 

10 

May 08 Sep.09 Dec,09 

& Feb10 

May 08 Dec 09 Apr.10& 

May,10 

May 08 Sep.09 Dec 09 

&Feb 10 

May 08 July.09 Dec09 & 

Mar 10 

Oct. 07 March 

08 

received 

3 

reports 

received 

1report 

received 

2reports 

received 

Not 

received 

2reports 

recieive 

d 

1report 

received 

July 09 4 

reports 

received 

Oct. 07 Jan 08 May o8 4 

reports 

received 

July 07 Dec. 07 July 09 4 

reports 

received 

July 07 Dec. 07 July 09 4 

reports 

received 

Agency- 

M/s Pixel 

Network, 

Agency - 

M/s Sharma & 

Sharma 

Associate 

2 Spans of 

bridge no. 30 

are being 

instrumented 

. 

Observations 

of RDSO, 

bridge wise 

are enclosed 

in Annexure 

III B.

74. 1387 1x6.1 m 

Arch 

75. NER 

76 

77 

78 

79. 

80 

391 

183 

383 

363 

175 

62 

17X61.0 

OWG 

8X24.4 

PG 

2X23.8+5X2 

4.4 

PG 

3X12.2 

PG 

1X3.05 

Arch 

12X6.1 

PSC Slab 

81 NFR 1 8x4.6 m 

Arch 

82 40 20x45.7 m 

OWG 

83 0 10x121.04 

m + 2x31.90 

m OWG 

AGC - 

DLI 

Gonda- 

BBK 

GKP- 

Gonda 

Gonda- 

BBK 

Gonda- 

BBK 

GKP- 

Gonda 

Chhapra- 

GKP 

Oct. 07 March 

08 

124 

July 09 4 

reports 

received 

NJP - RNI Feb 08 Not 

received 

JPE - 

NQH 

AGT- 

GHY 

84. 527 3x12.2 PG BIG-CGS 

85 WR 65 17X45.72 

OWG 

ANND- 

GDA 

Separate 

reports for 

fatigue life of 

steel bridges 

received in 

October 

2009. 

Tender yet to 

be called. 

Agency – 

M/s. 

CINTEX,New 

Delhi 

Agency – 

M/s. 

CRRI/NDLS. 

Tender under 

finalization.

1.0 SALIENT FEATURES OF INSTRUMENTATION: 



(iii) Total number of bridges planned for instrumentation for CC+6+2 T =29 

(iv) Total number of bridges instrumented for Ist phase: 

a. For CC+8+2 T = 50 

b. For CC+6+2 T = 15 

(v) Total number of bridges instrumented for II nd phase: 

c. For CC+8+2 T = 38 

d. For CC+6+2 T = 11 

(vi) Total number of bridges instrumented for III rd + IV th phase: 

e. For CC+8+2 T = 26 +9 

f. For CC+6+2 T = 07+ 5 

(vii) Railway wise position of instrumentation is as below: 

125 

ANNEXURE-III B

25/CC+8+2t Axle load 

Railways 

Bridges to 

be 

instrument 

ed 

Bridge 

Instrume 

nted in 

phase I 


received in 

RDSO 

Bridge 

Instrument 

ed in phase 

II 

126 


received 

in RDSO 

Bridge 

Instrum 

ented in 

phase 

III + IVth 


received in 

RDSO in 

phase III+ 

phase IVth 

ECOR 10 10 10 10 5 1 0 

ER 4 4 2 4 0 4 0 

NR 2 2 0 2 0 2 0 

SCR 2 2 2 2 2 2 0 

SECR 5 5 5 5 5 5+5 5 + 5 

SER 12 12 12 12 6 10 + 2 2+2 

SR 7 2 2 2 2 2+2 2+2 

SWR 10 10 10 0 0 0 0 

WCR 3 3 2 1 0 0 0 

WR 1 0 0 0 0 0 0 

Total 56 50 45 38 20 26+9 9+9 

CC+6-2T Axle load 

Railways 

Bridges to be 

instrumented 

Bridge 

Instrum 

ented 

in 

phase I 


received in 

RDSO 

Bridge 

Instrumented 

in phase II 


received 

in RDSO 

Bridge 

Instrume 

nted in 

phase 

III&IV 

CR 6 1 0 0 0 0 0 

ECR 7 7 6 6 4 2 2 


receive 

d in 

RDSO 

NCR 5 5 5 5 5 5+5 5+5 

NER 6 0 0 0 0 0 0 

NFR 4 1 0 0 0 0 0 

WCR 1 1 0 0 0 0 0 

TOTAL 29 15 11 11 9 7+5 7+5

Combined details 

Railways 

Bridges to be 

instrumented 

Bridge 

Instrume 

nted in 

phase I 


received 

in RDSO 

Bridge 

Instrumented 

in phase II 

127 


received 

in RDSO 

Bridge 

Instrume 

nted in 

phase III 

+ phase 

IVth 

ECOR 10 10 10 10 5 1 0 

ER 4 4 2 4 0 4 0 

NR 2 2 0 2 0 2 0 

SCR 2 2 2 2 2 2 0 


receive 

d in 

RDSO 

in 

phase 

III + 

phase 

IVth 

SECR 5 5 5 5 5 5 +5 5+5 

SER 12 12 12 12 6 10 + 2 2+2 

SR 7 2 2 2 2 2+2 2+2 

SWR 10 10 10 0 0 0 0 

WCR 4 4 2 1 0 0 0 

WR 1 0 0 0 0 0 0 

CR 6 1 0 0 0 0 0 

ECR 7 7 6 6 2+2 2 2 

NCR 5 5 5 5 5 5+5 5+5 

NER 6 0 0 0 0 0 0 

NFR 4 1 0 0 0 0 0 

G.TOTAL 85 60 51 49 29 33+14 16+14

2. Railway wise analysis: 

2.1 Central Railways: 

(i) 6 bridge have been planned for instrumentation for CC+6+2 T. 

(ii) Agency fixed for instrumentation. 

(iii) Instrumentation of one bridge done but report not received. 


128 

ANNEXURE-III B 

(i) 10 number of bridges have been planned for instrumentation for C+8+2 T. First and second round of 

instrumentation has been done for all 10 bridges. 

(ii) Observations of RDSO on Instrumentation: 

(A) Bridge number 1554 UP (PSA-VKSP Section, 5x30.5m open web girder): 

(a) Deflection has been found within permissible limit. 

(b) Stresses in the super structure are well within the permissible limit. 

(c) Only 22T longitudinal force is coming on the bearing against the theoretical requirement of 74.3 T. 

(d) The remaining fatigue life of the bridge has been assessed as 18 years (based on BS-5400). 

(e) Tilt of the pier is insignificant and settlement of pier is negligible. 

(f) Stresses in the sub structure are well within the permissible limit. 

(B) Bridge number 449 UP (BHC-PSA Section, 29x45.72m open web girder): 



(c) 60.14T longitudinal force is coming on the bearing against the theoretical requirement of 81 T in 

first round and in second round 35 T longitudinal forces is coming on the bearing against the 

theoretical requirement of 81 T. 

(d) Tilt of the pier is insignificant. 

(e) The instrumentation of bridge has been done without taking the brake binding cases. 

(f) The remaining fatigue life of the bridge has been assessed as 45 years (based on BS-5400). 

(g) Stresses in the sub structure are well within the permissible limit.

(C) Bridge number 467 UP (BHC-PSA Section, 2x24.4m plate girder): 



(c) Maximum tractive effort at engine level is 48 T; bearing level is 36T. The theoretical tractive effort 

for 24.4m span for 2WAG7 is 66 T and for 2WDG3A is 60.8 T. 

(d) The remaining Fatigue life of bridge is 39 years (based on BS-5400). 



(D) Bridge number 544 (BHC-PSA Section, 64x30.48m plate girder): 



(c) 59.36 T to 61.36 T longitudinal force has been measured at bearing level against the theoretical 

requirement of 73.3 T for 2WAG 7 locomotive and 74.3T for 2WDG 2 locomotive. Longitudinal force 

at engine level has not been measured. 

(d) Tilt of the pier is insignificant. 

(e) The remaining fatigue life of the bridge has been assessed as 29 years (based on BS-5400). 

(g) Stresses in the sub structure are well within the permissible limit. Tensile stresses in pier are more 

than basic permissible values but within 100% overstressing. 

(E) Bridge number 514 UP (BHC-PSA Section, 2x12.2 +1x18.3m plate girder): 



(c) Maximum tractive effort at bearing level is 31T. The theoretical tractive effort for 12.2m span for 

2WAG7 is 37 T. 



(f) Stresses in the sub structure are well within the permissible limit. Tensile stresses in pier are more 

than basic permissible values but within permissible value after allowance for overstressing. 

(F) Bridge number 243 (CMDP-BGHU Section, 3x24.4m riveted plate girder): 

129



(c) Maximum tractive effort at bearing level is 50T. The theoretical tractive effort for 24.4m span is 

50.25 T. 

(d) The remaining Fatigue life of bridge has not been worked out. 



(G) Bridge number 586 UP (MVF-JRT Section, 3x18.3m riveted plate girder): 



(c) Maximum tractive effort at bearing level is 25.4T. The theoretical tractive effort for 12.2m span for 

2WAG7 is 44 T. 




(H) Bridge number 115 (DMNJ-KKGM Section, 3x30.5m composite girder): 



(c) Maximum tractive effort at bearing level is 22T. The theoretical tractive effort for 30.5m span for 

2WAG3A is 74.3T. 

(d) The remaining Fatigue life of bridge is 66,917 years (based on BS-5400). 


(I) Bridge number 543 (K-K Section, 10x45.72 m OWG): 



(c) Maximum tractive effort at bearing level is 47T. The theoretical tractive effort is 83.75T. 


130


2.3 East Central Railways: 

(i) 7 number of bridges have been planned for instrumentation for CC+6+2T. 

(ii) Agency for instrumentation fixed by Zonal Railways. 

(iii) Instrumentation of 7 bridges in 1 st round, 6 bridges in 2 nd round and 2 bridges in 3 rd round have been 

completed. Out of which 1 st round report of 6 bridges and 2 nd round report of 4 bridges have been 

received. 

2.3.1 Bridge No. 345 A (Section-Manpur-Gaya,1X19.15+10X30.5+1X24.4+1X18.3+10X30.5+1X18.3m): 

i) Stresses measured in the super structure lies within permissible limit. 

ii) Deflection has been found with permissible limit. 

iii) Tilt measured was insignificant. 

iv) Max TE on draw bar recorded 42 t in break binding case and max. Dispersion through rail 10 t . 

2.3.2 Bridge No248 UP( Section Latehar-Kumendi,4X18.3mPG): 

i) All the stresses measured are well within permissible limit. 


iii) Only the Stress in the pier has been measured which is well within permissible limit other stresses in the 

sub structure have not been measured. 

iv) Tilt measured is insignificant. 

v) 79% of the T.E. was transmitted through bearings. 

vi) Remaining fatigue life of the bridge has been assessed 403 years as per BS-5400. 

2.3.3 Bridge No253 UP (30.5 m) ( Section-Daltonganj -Kajri,1X12.2+7X30.5 Th Girder OWG+1X12.3.m) 

i) All the stresses measured are well within permissible limit except the rail bearer. 


iii) Stresses measured in the sub structure are well within permissible limit. 

iv) Lateral tilt recorded was 0.18 degree which insignificant. 

v) It was found that 79% of T.E. was transmitted through the bearings. 

vi) Peak values are in good repeatability across test rounds. 

2.3.4 Bridge No. 240(Section-BRKA-ARGD,4X6.1mArch): 

i) Values of stress in springing line, crown line and deflection are found within permissible limit which 

indicate the condition of bridge is sound. 

131

ii) It was found that 77% of TE was transmitted through bearings. 

iii) Pier tilt is less than 0.3 degree which is insignificant. 

2.3.5. Bridge No. 4/A (Section-SEB-BCJ, 1X45.72m Th Girder(OWG)+1X6.1mGirder) : 

i) All the stresses and deflections have been found within well in permissible limit. 

ii) Pier tilt measured ( 0.05 Degree) is insignificant. 

iii) Remaining fatigue life has been calculated as 53 years. 

iv) Max TE measured at draw bar was 48 t , however max dispersion at rail was 10t. 

v) The stresses measured in sub structure was insignificant ( 0.6 kg/cm 2 ) 

2.3.6. Bridge No. 192/A (Section-GHD-SQS,1X12.2m +2X18.3m+1x12.2mPG): 

i) Residual fatigue life of the girder has been found 535 years. 

ii) Deflection measured has been found with well permissible limit. 

iii) Stresses measured in the super structure lies within permissible limit. 

iv) Values recorded in both the round are near about similar. 

v) It was found that 77% of TE was transmitted through bearings. 

vi) Fatigue life of bridge has been calculated as 555 years as per BS-5400. 

2.4 Eastern Railway: 

4 bridges have been planned for instrumentation for CC+8+2T. Instrumentation of all 4 bridges has 

been started and the I st and final reports of instrumentation for 2 Bridges No. 482 & 515 have been 

received by RDSO along with Interim reports of remaining two bridges No. 509 & 512. 

(A) Bridge number 482 ( Section-ASN-DGR ,8 X3.66 m Arch) 

(i) Controlled load tests have been carried out using a test train that weighs approximate 5150 

tones. These tests include static as well as dynamic tests. 

(ii) Vertical displacement, intrados masonry strains & vertical accelerations have been recorded. 

Based on results of ultimate limit state rough assessment, the bridge has been found to be 

capable of carrying the proposed 25 t wagon axle loading. 

132

(B) Bridge number 515 (Section-ASN-DGR, 2 X 3.66 mArch) 

(i) Controlled load tests have been carried out using a test train that weighs 

approximate 1016 tones. These tests include static as well as dynamic tests. (ii) 

(ii) Vertical displacement, intrados masonry strains & vertical accelerations have been 

recorded. 

(iii) Based on results of ultimate limit state rough assessment, the bridge has been found to 

be capable of carrying the proposed 25 t wagon axle loading. 


(i) 5 bridges have been planned for instrumentation for CC+6+2T and agency has been finalized. 

Instrumentation of all 5 bridges for phase-1 and phase 2 has been done. Also instrumentation of 1 

Bridge for phase-III has been done. Report of instrumentation for 5 Bridges for 2 phases has been 

received by RDSO. 


(A) Bridge number 1258/1 (JHS-AGC Section, 4x30.5m OWG): 



(c) Max TE measured is 45 t while max dispersion of TE has been recorded as 33 t through the bearings. 

(d) The remaining fatigue life of the bridge is assessed as 178 years except rail bearer whose remaining 

life is assessed as 25 years. 

(e) Tilt of the pier is less than 0.1 degree while deflection of pier is 0.21 mm. and both are insignificant. 

(B) Bridge number 1217/1 (JHS-AGC Section, 4x18.3m PG): 



(c) About 79% of LF has been transferred through bearing. 

(d) The remaining fatigue life of the bridge has been assessed as 17340 GMT i.e. 346.8 years @ 50 GMT 

/year. 

(e) Pier tilt has been found less than 0.1 degree and deflection 0.6 mm. 

(C) Bridge number 5 (ALD-MGS Section, 7x45.7m OWG): 


133


(c) With 2 WAG5 locomotive 81% of LF was transferred through the bearings. 

(d) The remaining fatigue life of the bridge has been assessed as 13897 GMT i.e. 277.94 years @ 50 

GMT /year. 

(e) Pier tilt (less than 0.1degree) and deflection ( less than 0.1 mm ) found are insignificant. 

(D) Bridge number 30 (ALD-MGS Section,14x61.0m OWG): 



(c) It was observed by using 2WAG5 locomotive that 82% of input T.E was transferred through the 

bearing. 

(d) The remaining fatigue life of the bridge has been assessed as 14216 GMT except x- girder whose 

life is assessed as 7115 GMT. 

(e) Tilt of the pier and deflection measured are insignificant. 

(f) It is found that vibration signature of span-3 & span-7 are practically identical. 

(E) Bridge number 1387/1 (AGC-PWL Section,1x6.1m arch): 



(c) The remaining fatigue life of the bridge has not been assessed. 

(d) Tilt of the abutment is insignificant and settlement of pier is negligible. 

(e) It has been found that about 14% of TE dispersed through the rail. 

2.6 North Eastern Railway: 

(i) 6 bridges have been planned for instrumentation for CC+6+2 T axle load. 

(ii) Agency not fixed by Zonal Railway. 

2.7 Northeast Frontier Railway: 


(ii) Agency for instrumentation has been fixed. Instrumentation of 1 bridge has been done. Report yet to be 

received. 

134

2.8 Northern Railway: 


(ii) Instrumentation of 3 rounds for 2 bridges have been done and report is yet to be received by RDSO. 

2.9 North West Railways: 

(i) No bridge has been planned for instrumentation. 


(i) 2 bridges have been planned for instrumentation. 3 round of instrumentation has been done for all 2 

bridges. Reports of 2 Rounds have been received. 


(A) Bridge number 248A Rail-cum-Road Bridge across river Godavari at Rajahmundry on Vijayawada- 

Visakhapatnam section(7x45.7m + 27 x 91.4m OWG): 

(A1)Instrumented span 91.4m: 



(c) 0.038 degree of tilt of the pier and no settlement of pier has been recorded. 

(d) Stresses in the pier are very small. 

(e) Fatigue life has not been measured by Zonal Railway. 

(f) Longitudinal force at draw bar has been measured as 61T and at bearing level it is 61 T. It is because 

of expansion joints at either end of the span, the forces transferred through the bearings represent 

100% of the input tractive force. 

(A2)Instrumented span 45.7m: 






(f) Longitudinal force at draw bar has been measured as 58T and at bearing level it is 49 T. 

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(B) Bridge number 3 East across river Krishna at Vijayawada on Vijayawada-Gudur section (12x91.44m 

OWG): 






(f) Longitudinal force at draw bar has been measured as 65 T and at bearing level it is 27 T. 


(i) One bridge has been planned for instrumentation for 25T loading on Durg-Dalli Rajhara route. 

(ii) 4 bridges have been planned for instrumentation for CC+8+2 T loading. 

(iii) All four round of instrumentation has been done for all 5 bridges. 

(iv) The reports of 1 st , 2 nd, 3 rd and final round of instrumentation for bridge no. 105, 34, 154, 91K and 175 UP 

have been received. 

(v) Observations of RDSO on Instrumentation: 

(A) Bridge number 105 (DUG-DRZ Section, 5x30.5+2x12.2m plate girder): 

(a) In 1 st , 2 nd, and 3 rd round of instrumentation, deflection has been found within permissible limit. 

(b) In first, second and third round of instrumentation Stresses in the super structure are well within the 

permissible limit. 

(c) Higher stresses were observed under revenue traffic services rather than the test train, however 

value are within permissible limit. 

(d) It is noticed that about 67% of the input T.E .was transferred through the bearing. 

(e) Residue fatigue life of the bridge assessed as 50 years. 

(f) Vertical pier deflection, pier strain and pier tilt were all very small having in significant value . 

(B) Bridge number 154 UP (JSG-BSP Section, 4x6.1m Arch+1x30.5m plate girder): 

(a) In final round of instrumentation, deflection has been found within permissible limit. 

(b) The stresses found at crown level, quarter point level and springing level were found less than 

theoretical and permissible value, which shows that arch is in sound condition . 

(c) Dispersion of Tractive effort was found as 73 % through the bearing. 

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(d) Residue fatigue life of the bridge has been assessed as 90.10%. 

(e) The peak value of pier deflection was found 0.2 mm and its tilt was measured as less than 

0.1degree, which are insignificant. It shows that pier and corresponding sub structure are in good 

condition. 

(C) Bridge number 34 (DUG-NGP Section, 7x45.7 OWG +2x18.3m plate girder): 

(a) In the final round of instrumentation, deflection has been found within permissible limit. 


(c) Minimum dispersion of T.E. through rail were measured as 33% of input T.E. 

(d) Residue fatigue life of the bridge has been assessed as 22 years. 

(e) Values of stresses and tilt in the pier observed are insignificant. 

(D) Bridge number 175 UP (Anuppur-Umaria Section, 2x30.5m Underslung Girder): 

(a) In instrumentation, deflection has been found within permissible limit. 

(b) Max. stresses measured were lower than the permissible stresses .It was observed that the 

measured value almost match the theoretically expected values of the stresses . 

(c) It was found that about 65% to 73% of the TE transferred through the bearing. 

(d) Vertical deflection of pier , pier strength, pier tilt and abutment strains measured were insignificant. 

(e) Residual fatigue life of the bridge assessed 22 years. 

(E) Bridge number 91K (Bilaspur-Anuppur Section, 7x18.3m PG): 

(a) In instrumentation, deflection has been found within permissible limit. 


(c) It was noticed that about 77% of LF were transferred through the bearing. 

(d) Pier tilt, pier deflection and pier stresses were very small and insignificant. 

(e) Residual life of the bridge has been assessed. 


(i) 12 number of bridges have been planned for instrumentation for CC+8+2 T loading. First and second 

round of instrumentation has been done for all 12 bridges. And third round of instrumentation has been 

done on 4 bridges. 

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The report of first and second round of instrumentation for bridge no. 414 DN and 3 DN has been 

received. Reports of first round of instrumentation for bridge number 694, 25 DN, 206 DN,166 DN, 53 

DN, 84 DN, 263 UP and 520 DN have been received in RDSO. 

(i) Observations of RDSO On Instrumentation: 

(A) Bridge number 414 DN (CNI-ANR Section, 5x100’+1x80’ under slung girder): 

(a) In first and second phase of instrumentation deflection has been found within permissible limit. 


(c) Longitudinal force, settlement of pier has not been measured by Zonal Railway. 

(d) Tilt of the pier is negligible. 

(e) No settlement of pier has been recorded. 

(f) Fatigue life has not been measured by Zonal Railway. 

(g) Substructure stresses have not been instrumented. 

(B) Bridge number 3 DN (Tata-JSG Section, 3x30’ Arch Bridge): 

(a) Deflections have been found within permissible limit. 


(c) No settlement of pier has been recorded. 

(C) Bridge number 694 (BGKA-NXN Section, 2x60’+7x100’ plate girder): 


(b) Stresses in the super structure are well within the permissible limit 

(c) 0.028 degree of Tilt and 0.40 mm of settlement of pier has been recorded. 

(d) Fatigue life has not been measured by Zonal Railway. 

(e) Instrumentation of longitudinal force could not be done by Zonal Railway. 

(f) Substructure stresses have not been instrumented. 

(D) Bridge number 25 DN (Tata-JSG Section, 10x80’ Plate girder): 



(c) 0.023 degree of tilt and 0.40 mm of settlement of pier has been recorded. 

(d) Fatigue life has not been measured. . 

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(e) Longitudinal force at draw bar has been measured as 38 T and at bearing level it is 23.6 T. However 

longitudinal force has not been measured at engine level. 

(f) Substructure stresses have not been instrumented. 

(E) Bridge number 206 DN (MXW-PST Section, 4x60’+2x40’ plate girder +1x150’ under slung): 


(b) All the Stresses measured in all the members of the super structure are well within the permissible 

limit except U1-L1. (End vertical post) 

(c) 0.035 degree of tilt and 0.30 mm of settlement of pier has been recorded. 

(d) Fatigue life has not been measured. 

(e) Longitudinal force at draw bar has been measured as 73 T and at bearing level it is 62.5 T. However 

longitudinal force has not been measured at engine level. 

(f) A peak stress of 3 Kg/cm 2 has been measured in the pier.. 

(F) Bridge number 166 DN (Tata-JSG Section, 1x80’ Plate girder): and span 24.4M 



(c) 0.039 degree of tilt of the abutment and less than 0.2 mm of settlement of pier has been recorded. 

(d) Fatigue life has not been measured by Zonal Railway. 

(e) A peak stress of 1 kg/cm 2 has been measured in the abutment. 

(G) Bridge number 53 DN (KGP-Tata Section, 10x100’ through girder): 



(c) Lateral tilt in pier is recorded as 0.09 degree. 

(d) Fatigue life has been measured as 09 years. 

(e) Maximum longitudinal force at draw bar has been measured as 20T and at bearing level it has been 

measured 15T. 

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(f) Except vertical post all the member shows good repeatability of data. 

(g) The value of dynamic augment has been found very low. 

(h) Maximum deflection is found as 18.1mm under break binding condition. 

(i) Substructure stresses have not been instrumented. 

(H) Bridge number 84 DN (KGP-HWH Section, 7x100’ under slung girder): 

(a) Deflection has been found within permissible limit (for CC+4+2 T loading). 

(b) Stresses in the super structure are well within the permissible limit (for CC+4+2 T loading). 

(c) Tilt of pier is found 0.017degree which is in significant however no settlement of pier has been 

recorded. 

(d) No significant change was noticed in condition of the bridge between 1 st & 2 nd qtr. 

(e) Fatigue life has been assessed as 102 years 

(f) Dispersion of TE through the bearing was found as 75%. 

(g) Substructure stresses have not been instrumented 

(I) Bridge number 263 UP (KGP-BHC Section, 4x60’ plate girder +2x150’ OWG): 


(b) Stresses in the super structure are well within the permissible limit. However no effect of speed on 

the stresses in the member has been observed. 

(c) Max lateral pier tilt is recorded at 0.023 o in pier 3 

(d) Fatigue life has been worked out as 56 years. 

(e) Substructure stresses have not been instrumented. 

(f) The dispersion of LF through rail has been measured as 31% . 

(J) Bridge number 520 UP (CNI-ASN Section, 22x100’ Under slung girder): 


(b) Stresses in the super structure are well within the permissible limit. However no effect of speed on 

the stresses in the member has been observed. 

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(c) Stresses at pier is 2.73Kg cm -2 

(d) Maximum pier tilt was found as 0.055degree. 

(e) L.F.at draw bar has been measured as 48T under traction run without brake binding .however it is at 

rail 21T. 

(f) Fatigue life has been measured as 99 year. 

(K) Bridge number 6 DN (RKSN-GX Section, 9x30’ Arch Bridge): 

(a) All the stresses measured in all the members are within permissible limit except tensile stress at 

crown line. 

(b) Deflection measured is beyond permissible limit. 

(c) A Peak tilt of 0.032 degree and settlement of 0.20 mm have been measured. 

(d) Peak stress of 2.64 Kg/cm 2 has been measured in the pier, is within permissible limit. 

(M) Bridge number 12 DN (TATA-JSG Section, 4x20’ Arch Bridge): 

2.13 Southern Railways: 

All the stresses measured in the members are within permissible range except the tensile stress 

in the crown line. 

Deflection is within permissible limit . 

A tilt of 0.019 degree and settlement of 0.10 mm has been recorded. 

(i) 7 bridge have been planned for instrumentation for CC+8+2 T loading. Agency for 5 bridges yet to 

be fixed by Zonal Railway. 

(ii) 3 round of instrumentation has been done for 2 bridges. 

(iii)The report of 1 st and 2 nd round of instrumentation for bridge no. 85 DN and br. No. 155 have been 

received. 

Observations of RDSO on Instrumentation: 

(A) Bridge number 85 DN (Arakonam-RU Section, 13x12.2m plate girder): 

(a) In first phase of instrumentation deflection has been found within permissible limit. 


(c) In first round of Instrumentation, maximum longitudinal force at rail level is 29 T and on girder is 6 T 

without brake binding. 

(d) Tilt of the pier and settlement of pier has not been measured by Zonal Railway. 


141

2.14 South Western Railways: 

(i) 10 bridges have been planned for instrumentation for CC+8+2 T. Contract for instrumentation of 5 

bridges has been given to IISC/Bangalore. 

(ii) Instrumentation of 5 Bridges has been done for I st round. For another 5 bridges, interim reports has 

been received. 

A) Bridge No. 597(Section-Hassan-Manglore,1X45.7+Th Truss(OWG)+8X24.4m): 

i) Deflection has been found within limits. 

ii) Values of stresses recorded are found within the permissible limit while stresses higher than theoretical 

values have been found in few members. 

iii) Tilt and deflection in the pier found are insignificant ( pier tilt is less than 0.1degree). 

iv) Dispersion of TE through rail has been found 34%. 

B) Bridge No. 293: 

i) Stress have been found within well permissible limit. 

ii) Deflection measured at mid of the span is within permissible limit. 

iii) Tilt of pier have been measured less than 0.1 degree which is insignificant. 

iv) The residual fatigue life of the girder has not been analysed. 

v) The TE dispersed through the rail has been found 11t.i.e. 78% through the bearings 

vi) No noticeable changes measured during braking and traction runs. 

vii) The stresses measured have been found higher than the theoretical accepted values. 

C) Bridge No. 184(Section-Bellari-Hospet,1X12.2m Composite Girder): 

i) Stress of the members measured has been found very less and well within permissible limit. 

ii) Pier tilt measured ( less than 0.1 degree ) is insignificant. 

iii) Abutment deflection measured ( less than 0.1 mm ) is also insignificant . 

iv) Max TE at approaches measured is 51 t while measured dispersion through rail is 

10 t. 

D) Bridge No. 47(Section-Gunda Road-Swamihalli,3X12.2m PG) 

i) Stresses are found within permissible limit. 

ii) Max deflection measured is within permissible limit 

iii) Tilt of pier found ( Less than 0.1 degree) is insignificant. 

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iv) No significant deflection have been noticed in the pier. 

v) Max. TE recorded as 46 t while dispersion of max. TE has been measured as 15t in rails. 

vi) Bridge has not been analysed for residual fatigue life. 

E) Bridge No. 47 (Arch)(Section-Londa-Vasco,5X12.2m Arch): 

(i) The vertical deflection and horizontal spread were under permissible limits for all load cases. 

(ii) Measured values of compressive stress at the spring line and tensile stress at the crown point exceed the 

permissible limits. 

(iii)Tensile stress at the crown point exceeds the permissible limit. 

(iv) Compressive stress at spring line exceeds the permissible limit. 

(v) Deflections measured were less than 1.1mm for all test train and revenue service trains. 

(vi) Horizontal spread measured was about 0.2mm for all the tests, which is less than the permissible limit of 

0.4mm 

(vii) Vertical deflections pier tilt were all very small and no significant movement was noted. 

2.15 West Central Railways: 

(i) 3 bridges have been planned for instrumentation for CC+8+2 T. 

(ii) 1 bridge has been planned for instrumentation for CC+6+2 T. 

(iii) Agency for instrumentation of four bridges finalized (CRRI/NDLS). 

(iv) Instrumentation of 4 bridges for 1 st round and 1 bridge on 2 nd round done. Report of 1 st round of 

instrumentation for Bridge no. 34 received but report wars totally incomplete and so Zonal Railway has 

been asked to send complete and detailed report after scrutiny at their level. 

Bridge No: 1084/1 Dn (section, Katni-Manikpur, 1x33.5M OWG) 

(i) Measured peak vertical deflection at mid span on bridge as 12.5 mm is under permissible limit. 

(ii) Maximum measured tensile and compressive stresses are found as 340 kg/cm 2 and 450 kg/cm 2 

respectively. 

(iii)Longitudinal force in coupler at a time of starting of goods train is estimated as 3.9 to 11.2 tone 

while at a time of breaking as 20.9 to 29.1 tone. 

(iv)Max. Force of 9.2 t is transmitted to each rail during starting of test train with brake binding of wagons. 

(v)Readings for tilt and settlement of abutment have also been taken. 

2.16 Western Railways: 

(i) One bridge has been planned for instrumentation. 

(ii) Special limited tender called and opened on 11-11-2008. 

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Monitoring Report of Bridges Operation of BOXN Wagons ... - rdso

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