Summer Training Report

On
ANALYSIS AND DESIGN OF RAILWAY STEEL AND COCRETE
BRIDGE
&
NON DESTRUCTIVE TESTING EQUIPMENTS USED FOR
BRIDGE TESTING
At
RESEARCH DESIGN AND STANDARD OGANISATION(RDSO)
LUCKNOW
Submitted for Partial fulfilment of

Bachelor of Technology In CIVIL ENGINEERING

SUBMITTED TO-

SUBMITTED BY-

DEPARTMENT OF CIVIL ENGINEERING

VISHEK YADAV

GLA UNIVERSITY, MATHURA

B. TECH ,4TH YEAR

Summer Training Report

From 16-06-2014 to 21-07-2014
IN
Bridge and Structures Directorate
Of

Research Design & Standards Organization

Government of India-Ministry of Railways
Manak Nagar, Lucknow- 226011

Presented by:

VISHEK YADAV
(B.Tech, 4thyr)Roll N0- 111000166
GLA UNIVERSITY,
MATHURA
2

PREFACE
This report has been prepared after getting different theoretical and practical
training in Bridge and Structures Directorate of RDSO from 16-06-2014 to 21-07-2014
in

reference

to

my

collage

letter

Training

&

Placement

Officer

for

GLA

UNIVERSITY,MATHURA (UP). The training was divided in seven different sections of

the Directorate. They are Steel Bridge Unit-1, Steel Bridge Unit-2, Concrete Bridge Unit1, Concrete Bridge Unit-2, Testing Unit, Bridge Inspection Unit and Bridge & Flood Unit.
The process of training from my point of view was excellent for each section was very
useful for Civil Engineering Student with very limited re-sources and time schedule.
There are many things in the Directorate on each subject which can be learnt from
regular training and proper guidance.
A little knowledge which I could get from this training, I am trying to re-produce
some of them in following pages.
Any error in making deliberations may please be ignored.

DATE- 1-9-2014
Yadav

Vishek

SUBJECT INDEX
S.No.
1.
2.
3.

4.
5.
6.
7.

Description
Introduction
Bridges and Structures Directorate
Non Destructive Testing of Railway Bridges
Introduction
Rebound Hammer
Ultrasonic Pulse Velocity Meter
Windsor Probe
Cut And Pull Out
Core Cutter
Permeability Tester
Video Borescope
Corrosion Analyser
Resistivity Meter
Acoustic Emission Technique
Digital Ultrasonic Distance Measuring Tester
Modernization of Bridge on Indian Railways
Design Steps of RC Precast Bridge Slab
Design of PreStressed Concrete Railway
Bridges
Acknowledgement

Page
No.
5
6
7
8
9
9
10
11
13
13
14
15
15
16
16
17
20
23
24

INTRODUCTION OF ORGANIZATION
The Research Design and Standards Organization (RDSO)

is an ISO-

9001 certified organization under the Ministry of Railways, Government of India, which
functions as a technical adviser and consultant to the Railway Board, the Zonal Railways,
the Railway Production Units, RITES and IRCON International in respect of design and
standardization of railway equipment and problems related to construction, operation
and maintenance.
The RDSO is headed by Director General equivalent to General Manager of any
Zonal Railway. The Director General is assisted by an Additional Director General, Sr.
Executive Director and Executive Director, who are in charge of the 27 directorates. The
different directorates are Bridge and Structures, Centre for Advanced Maintenance
Technology (CAMTECH), Carriage, Geotechnical Engineering, Testing, Track Design,
Medical,

EMU

& Power

Supply, Engine

Development,

Finance

& Accounts,

Telecommunication, Quality Assurance, Personnel, Works, Psycho-Technical, Research,

Signal, Wagon Design, Electric Locomotive, Stores, Track Machines & Monitoring,
Traction Installation, Energy Management, Traffic, Metallurgical & Chemical, Motive
Power, Library & Publications and Defense Research. All the directorates except Defense
Research are located at RDSO in Lucknow.

************

INTRODUCTION
OF
BRIDGES AND STRUCTURES DIRECTORATE
1.

ABOUT DIRECTORATE:

Bridges & Structures Directorate was formed in April, 1986 by carving it out from Civil Design
Directorate. Subsequently Bridges & Flood (B&F) wing, which had earlier been working under
Research Directorate, was brought under Director Standards (B&S) with effect from April, 1987.
Research (B&S) unit, along with functions of field trials and bridge laboratory was also brought
under Director Standards (B&S) w.e.f. 01-06-1992 and the post had been subsequently redesignated as Executive Director (B&S).
2.
i
ii
iii
iv
v
vi
vii
viii
ix
x
xi
xii
xiii
xiv

FUNCTIONS:

Evolving new standard designs of bridges (Steel, RCC, PSC and Composite etc.) for the latest
loading standards.
Development of new loading standards as per the needs of Indian Railways.
Speed clearance of new rolling stocks and locomotive for permitting its use on existing bridges.
Design of platform shelters, microwave towers and other structures of standard nature.
Formulation, updation and revision of Code of practices for the Design of Steel/RCC/PSC and
Arch Bridges as well as Sub-structure.
Investigations and rehabilitation schemes of old bridges for running of heavier axle load trains.
Inspection of welded plate girders and open web girders during their fabrication for use on the
Indian Railways.
Study of structural characteristics of bridge girders. Effect on bridges due to train load including
longitudinal forces.
Field trials and laboratory tests for validation of existing provisions and evolving new criteria for
design and strength assessment technique.
Preparation of manuals and guidelines on aspects related to inspection and maintenance of
bridges.
Study of bridge hydraulics, scour and river training works.
Represents Indian Railways in various committees of Bureau of Indian Standards and Indian
Road Congress.
Rendering consultancy services to the Zonal Railways concerning bridge structures in gauge
conversion project.
In house software development for analysis and design of bridges and other structures.

MODERNIZATION OF BRIDGE ON INDIAN RAILWAYS

MODERNIZATION OF BRIDGES
Outline of this presentation

Identifying need for modernization.

Challenges in modernization.

Aspects of modernization.

Strategies for modernization of various aspects of bridges.

Brief Background of Indian Railways

Worlds biggest railway under single management

Trains started on 16th April 1853 in India, now operations are over 150 years old

As on 31.03.2011:

64,460 route KMs.

7651 Million passengers annually.

926.43 Gross Million Tonnes of annual traffic.

Need for Modernization

Increasing axle loads

Carrying capacity of wagons being increased from 21.9 t to 25 t.

Dedicated Freight Corridor coming up.

Increasing speeds

Upgradation of speeds on existing tracks to 200 KMPH contemplated.

New tracks dedicated for high speed trains with speeds upto 350 KMPH being

conceptualized.

Challenges in Modernization
7

Huge inventory of bridges.

Different ages

Wide variety of types

Constructed to different loading standards

Huge network

Slow pace of adoption of technology.

Legacy of bridges
Total no. of bridges
No. of important bridges
Major bridges
Minor bridges
Bridges more than 100 years old

1,33,160
720
10,828
1,21,612
27%

Number Of Bridges - Type Wise

ARCH BRIDGES
PG/OWG/ COMPOSITE
PSC BRIDGES
RCC BOX
RCC/ PSC SLABS
PIPES
OTHERS

~ 19,500
~ 15,500
~ 700
~ 12,000
~ 34,000
~ 27,000
~ 24,000

Inspection of Bridges and Record Keeping

Aim: Improve reliability of assets

Initiatives Taken
Use of Numerical rating system (NRS) for objective recording of condition of

bridges.

On line recording of bridge inspections through Bridge Management System

(BMS) in progress.
Guidelines for underwater inspection of bridges issued.

DESIGN STEPS OF RC PRECAST BRIDGE SLAB

1.

Effctive depth and Effective Span

C/S area of Slab, Dead Load of Slab
Super-Imposed Dead load (SIDL): Ballast (300mm & 400mm) & Track
Live Load
Dispersion of Live Load, CDA and Curvature effect
Characteristic Loads and Design Load (with Load factor)
Design Shear force and Design Bending Moment in ULS and SLS
2.

Analysis of Design : Calculation of

Design of RC Precast Bridge Slab

ULTIMATE LIMIT STATE (ULS) : Calculation of

Required Effective depth
Required Main Reinforcement
Local Bond Stress
Anchorage Bond Stress
Shear Reinforcement
Ultimate Moment of Resistance
SERVICEABILITY LIMIT STATE (SLS) : Calculation of
Design Crack width in Concrete
Stresses in Concrete and Steel
Secondary Reinforcement

DESIGN OF PRESTRESSED CONCRETE RAILWAY BRIDGES

9

1.

Objective
To understand the basic concept of design of Prestressed Concrete Railway Bridges.

To use the provision of IRS:Concrete Bridge Code & IRS: Bridge Rule in design of
Prestressed Concrete railwayBridge.

To equipped with the concept required for proof checking of design of Prestressed
concrete girder.
2.

BASICS OF PSC DESIGN

Pre-tension Vs Post-tension

Basic Prestress equation

Main component of design

Working stress Vs Limit State method

Serviceability Limit state Vs Ultimate Limit state

Stages of Prestressing

Construction sequence
Pre-tensioning Method

Stage 1
Tendons
reinforcement
positioned in
beam mould.

Stage 2
and Tendons
are
are stressed to about
the 70% of their ultimate
strength.

Stage 3
Concrete is cast into
the beam mould and
allowed to cure to the
required
initial
strength.

Post-tensioning Method

10

Stage 4
When the concrete
has
cured
the
stressing force is
released and the
tendons
anchor
themselves in the
concrete.

Stage 1
Cable
ducts
and
reinforcement
are
positioned in the
beam mould. The
ducts are usually
raised towards the
neutral axis at the
ends to reduce the
eccentricity of the
stressing force.

3.

Stage 2
Concrete is cast into
the beam mould and
allowed to cure to the
required
initial
strength.

Stage 3
Tendons
are
threaded through the
cable
ducts
and
tensioned to about
70% of their ultimate
strength.

BASIC PRESTRESSING EQUATION

Stress at top =P/A-P*e/Zt +MDL/Zt+MLL/Zt

11

Stage 4
Wedges are inserted
into
the
end
anchorages and the
tensioning force on
the
tendons
is
released. Grout is
then pumped into the
ducts to protect the
tendons.

Stress at bottom
4.

=P/A+P*e/Zt -MDL/Zt-MLL/Zt

Main component of design

Section

Loads

Calculation of Stress, Moment etc.

Comparison with Permissible stress , Moment of resistance etc.

Durability considerations
5.

Working stress Vs Limit State method

Working stress method

Factor of safety is applied on stress only.

Area = Load / ( Stress / )

Limit state method

Factor of safety applied on load and stress both.

Area = (1 x Load ) /( stress / 1)

6.

Serviceability Limit state Vs Ultimate Limit state

Serviceability Limit state

deals with condition of the structure in service

Cracking

Deflection

Maximum compression

Durability
7.

Ultimate Limit state

Deals with the safety of the structure

Flexure

Shear

Torsion
8.

Stages of Prestressing

As per IRS:CBC , The stages of prestressing shall be reduced to minimum, preferably

not be more than two.

First stage of prestressing cater for Dead load of the structures only.

Second stage of prestressing counterbalances all forces other than Dead load.

12

Temporary prestressing may be done in between two stages to take care of forces
arising during launching.
9.

COSTRUCTION SEQUENCE

Construction sequence play a major role in the design.It effects the followiing aspects of the
design

Loss due to prestress

Stages for checking the stress

Erection stresses
10.

Modules of design

Data collection.

Section property.

Cable profile and properties.

Load calculation.

Bending Moment and Shear force calculation.

Prestress , Losses and effective prestress.

Stress check at transfer and serviceability

Check ultimate moment of resistance.

RAILWAY STEEL BRIDGE GIRDERS

13

DESIGN STEP:
1.

Dead Load

The D.L of structure is not known before it is designed. It is assumed or estimated on the basis of
experience After designing, the assumed D.L is compared with actual D.L. if assumed D.L is
less , then assumed D.L is revised and structure is redesigned.
2.

Live Load
(i)

EUDL

(a)

BM:

(b)

SF:
For Maximum forces in elements resisting shear at section
diagonal, vertical) (App-II of BR)
(ii)

For Maximum forces in elements resisting bending (BC,TC) (App-II of BR)

Actual Axle load :- (App-I of BR)

3.

LF: TF&BF

(App-VII of BR)-udl on stringer in long. Direction

4.

WIND FORCES
On train &On structure
Depend upon the intensity of wind & Shape of structure.
Wind pressure=150kg/mm^2 (For loaded case) cl:2.11.2 of BR
WL=wind pressure*exposed area
Exposed area= area of moving load + exposed area of truss members.
14

(end raker,

Full area of truss members on windward side +50% area of truss members on Leeward side.
5.

SEISMIC FORCES

If the structure is situated in earthquake prone area. Seismic loads must be considered. Due to
earthquake shocks the structure vibrates. The vibration can be resolved in three perpendicular
direction along length, width and height of the structure.
6.

Truss analysis due to wind:

(i)

Horizontal effect & Overturning effect (vertical effect).

Or
(ii)

Horizontal bending of Top chord due to wind on top chord and moving load.
7.

Truss analysis for all input Loads

Find out forces in each member

15

NON DESTRUCTIVE TESTING OF RAILWAY

BRIDGES
1.0

INTRODUCTION

There are about 1, 20,000 bridges of different type with varying spans on Indian Railways. As on
date approx 40% of the bridges are over 100 years old and 60% bridge are 80 years old and
have already completed their codal life. With the introduction of 25 t loading, HM loading and DFC
loading the maintenance/rehabilitation effort for the bridges is being increased regularly. To meet
the challenge it has been continuously striving to get knowledge from international market.
Various types of projects in this context has also been undertaken some of them are acoustic
emission, under water inspection, non distractive testing, instrumentation of bridges etc. The
present method of bridge inspection is mostly visual and is not capable to assess hidden defects
in structure, if any. For Railway bridges, particularly steel, fatigue is the principle mode of failure
and may lead to crack growths. There was a need to develop a suitable technique for monitoring
fatigue crack and its growth.
NDT survey is relatively quick, easy to use, cheap and give a general indication of the required
property of the Structure (concrete). It is often worthwhile to perform Non-Destructive Testing
(NDT) techniques as compared to other methods involving greater expense, preparation or
damage .The choice of particular NDT method depends upon the property of concrete to be
observed such as strength, corrosion, crack monitoring etc. Though there are some limitations of
these test methods. Even then subsequent testing of structure will largely depend upon the
results of preliminary testing done with the appropriate NDT technique.
NDT techniques not only provide fair idea about the relative strength and overall quality of
concrete in structure but also help in deciding whether more rigorous tests like load testing, core
drilling etc. at selected location are required or not. The objective of a non- destructive test is to
obtain an estimate of the required property of material by measuring certain parameters which
are empirically related to its strength.
Now a days different type of NDT equipments are available for condition assessment of bridges
and structures. Some of them have been procured by RDSO. I have got training regarding the
following NDT Instruments.

2.1

Rebound Hammer:
This method is based on the principle that the rebound of an elastic mass
depends on the hardness of the surface against which the mass impinges.
Rebound Hammer consists of a spring-controlled mass that slides on a plunger
within a tubular housing. When the plunger is pressed against the surface of the
concrete, the spring controlled mass rebounds and the extent of such rebound
depends upon the surface hardness and, therefore, the rebound is related to the
16

compressive strength of the concrete. Depending upon the impact energy, these
are classified into four types i.e. N, L, M and P. Type N test hammer having
impact energy of 2.2 N-m and are suitable for grades of concrete from M15 to
M45. Type P is suitable for grades of concrete below M15. Type L test hammer is
suitable for lightweight concrete or small and impact sensitive part of the
structure. Type M test hammer is generally recommended for heavy structure
and mass concrete.

The rebound hammer method provides a convenient and rapid indication of the
compressive strength of concrete by means of establishing a suitable correlation
between the rebound number and the strength of concrete. Rebound hammer
directly gives the average compressive strength of the tested location. The
compressive strength is in N/mm2. Unit is inter changeable to R, Q, psi and
Kg/cm2.
2.2

Ultrasonic Pulse Velocity Meter :

This is based on the principle that the velocity of an ultrasonic pulse through
any material depends upon the density, modules of elasticity and Poissons
ratio. Comparatively higher velocity is obtained when concrete quality is good

17

in terms of density, uniformity, homogeneity, etc.

Ultrasonic Pulse Velocity Meter

Pulse Velocity measurements can be used to assess the homogeneity of

concrete, presence of cracks, voids etc., quality of concrete relative to standards
requirements. Ultrasonic pulse velocity measurements are influenced by surface
condition, moisture content, temperature of concrete, path length, shape and
size of member and presence of reinforcing bars. The method is complex and
requires skill to obtain usable results, which can often provide excellent
information regarding condition of concrete.
There are three possible ways of measuring pulse velocity.
i)

Direct transmission

ii)

Semi direct transmission

iii)

Indirect transmission (surface probing)

Direct Transmission

18

Indirect Transmission
2.3

Windsor Probe:
Windsor Probe Test is based on penetration of hardened concrete. ASTM, C 80382 has standardized this equipment/test procedure. The underlying principle of
this penetration resistance technique is that for standard test conditions, the
penetration of probe into the concrete is inversely proportional to the
compressive strength of the concrete. In other words, larger the expose length of
the probe, greater the compressive strength of concrete.

Windsor Probe Instrument

2.4

Cut And Pull Out :

The principle behind pull out testing with CAPO test is thattest equipment
designed to a specific geometry will produce pull out forces that closely correlate
to the compressive strength of concrete. This correlation is achieved by
measuring the force required to pull a steel ring embedded in the concrete,
against a circular counter pressure placed on the concrete surface concentric
with the ring.
19

2.5

Core Cutter :
This is the most reliable method for checking the compressive strength of
concrete. But this is not a purely NDT but comes under partially destructive test.
This can be used for bigger size members where partial destruction of concrete
due to core cutting does not disturb the stability of the member.

Core Cutter
In this method, a core size of 50mm or 70mm dia. is taken out from the member
using diamond bits. The length to core dia. ratio shall be normally between 1.0 to
2.0 (preferably 2.0). The core dia. shall be at least three times the nominal
maximum size of the aggregate. The location for taking out the sample should
be decided so that it does not have any reinforcement.
20

The core will be tested for compressive strength and at least three cores shall be
tested for acceptable accuracy. Tests should be conducted as per IS : 516-1959,
IS : 1199 1959 & IS : 456 2000).
2.6

Permeability Tester:
The permeability tester is a measuring instrument which is suitable for the
determination of the air permeability of cover concrete by a non destructive
method.
The Permeability Tester permits a rapid and non-destructive measurement of the
quality of the cover concrete with respect its durability.

Permeability Tester
It operates under vacuum and can be used at the building site and also in the
laboratory. The essential features of the method of measurement are a two
chamber vacuum cell and a pressure regulator which ensures an air flow at right
angles to the surface and into the inner chamber.
Quality of cover concrete
Very Bad
Bad
Normal
Good
Very Good

Index
5
4
3
2
1

kT (10-16 m2 )
> 10
1.0 - 10
0.1 1.0
0.01 0.1
< 0.01

.
2.7
Video Borescope :
Those who are familiar with maintenance procedures know that there are three
types of maintenance in any facility: preventive maintenance, corrective
maintenance and predictive maintenance. We normally follow established
procedures in each of these types, since each one targets a different aspect of
21

maintenance. Borescope inspections are an integral part of procedures for

preventive maintenance, along with such routine tasks.

Video Borescope

3.0

CORROSION ASSESSMENT:

3.1

Corrosion Analyser :
Corrosion analyzer is based on electro chemical process to detect corrosion in
the reinforcement bar of the structure. The instrument measures the potential
and the electrical resistance between the reinforcement and the surface to
evaluate the corrosion activity as well as the actual condition for the cover layer
during testing. The electrical activity of the steel reinforcement andconcrete leads
them to be considered as one half of weak battery cell with the steel acting as
one electrode and concrete as electrolyte. The name half cell surveying derives
from the fact that the one half of the battery cell is considered to be the steel
reinforcing bar and the surrounding concrete. The electric potential of a point on
the surface of steel reinforcing bar can be measured comparing its potential with
that of copper - coppersulphate reference electrode on the surface. In field it is
achieved by connecting a wire from one terminal of a voltmeter to the
reinforcement and another wire to the copper sulphate reference electrode.
22

Corrosion Analyser
This risk of corrosion is evaluated by means of the potential gradient obtained.
The higher the gradient, the higher risk of corrosion. ASTM C 876 prescribes a
half potential method for detection of reinforcement corrosion. The results can
be interpreted based on the following table.
Half-cell potential (mV) relative to % chance of corrosion activity
copper-copper
sulphate
electrode
< -200 mV
Initial Phase There is a greater than 90%
probability that corrosion activity not taking
place
-200mV to 350mV
Transient Phase corrosion activity
uncertain

23

ACKNOWLEDGEM
ENT
I express my sincere gratitude to Executive Director/ Bridge & Structures,
Executive Director/Structures, all Directors of the Directorate along with Assistant
Engineers associated with this summer training for his proper guidance, useful
suggestions and timely treatment where ever required during the entire training. My best
wishes to Director General/RDSO for giving a chance for this summer training and know
about Indian Railways. My special thanks goes to Shri Srijan Tripathi /Director/Bridge and
Structures/SB-I and their team for designing the entire course in a very proper way
irrespective of their busy schedule of dally working.
Any suggestions for making this report better may please be forwarded to e-mail
ID vishek.yadav11@gmail.com.

*************

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