Rdso Guide Lines FR Bridges

For official use only
GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
BROAD GUIDELINES
FOR
INSTRUMENTATION OF BRIDGES FOR RUNNING
HIGHER AXLE LOADS
Report No. BS- 106
April, 2010
BRIDGE & STRUCTURES DIRECTORATE
RESEARCH DESIGNS AND STANDARDS ORGANISATION

LUCKNOW 226011
1
FOREWORD
Indian Railways has taken decision for increasing the axle loads to satisfy the
increased demand of transportation. There are more than 1,27,000 bridges on Indian
Railways out of which more than 11,000 are Important/Major Bridges. The 42%
(cumulative) bridges are more than 100 years old, 62% (cumulative) are more than 80
years old and 75% (cumulative) are more than 60 years old and were designed for
prevailing loading standards.
The assessment for adequacy of the existing bridges for increased axle load was
carried out and the traffic was permitted with minor modifications/speed restriction
where ever required. However a suitable method was necessary for health monitoring
and assessment of effect of heavy axle loads on existing bridges. Instrumentation of
the bridges is proven method for assessment of effect of heavier axle loads.
Initial guidelines were issued by RDSO vide letter No.CBS/Axle Load dated
17.1.2007. Based on the experience of work done so far and meetings held with Zonal
Railways and consultant the revised broad guide lines have been prepared for the
benefit of Zonal Railways to have a uniform approach on Indian Railway.
The Guidelines have been enriched with information sent by Zonal Railways
regarding instrumentation being carried out by them as part of Pilot Project. Although
every care has been taken to incorporate best of the Instrumentation methods, and
presenting the data objectively, the views expressed in this report are subject to
modification from time to time in the light of fresh data. More suggestion and comments
will be appreciated and addressed.
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.
(M.K.Gupta)
Executive Director/B&S
RDSO
1
INDEX
S.No. Description Page No.
1. Introduction 1-2
2. Vision of Instrumentation 2
3. Precautions and Monitoring 2-4
4. 4-5
Finite Element Modeling
5. Loading Scheme and Correlation with Measurements 5-6
Various Concerns of Instrumentation

6. 7
7. Instruments for Super-Structure & Sub-Structure 7-9
8. Instrumentation Scheme 9-18
9. Instrumentation of Plate Girders 19-21
10. Instrumentation of Open Web Girders 22-34
11. Instrumentation of Composite Girders 35-38
12. Instrumentation of Arch Bridges 39-42
13. Data Analysis 43-44
14. Annexure-A to H 45-73
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BROAD GUIDELINES
FOR
INSTRUMENTATION OF BRIDGES FOR RUNNING HIGHER AXLE LOADS
1. INTRODUCTION:
Indian Railways (IR) has about 1, 27,768 bridges on a network of 63,500

route kilometres. Of these, about 11,090 bridges are classified as Important /
Major bridges. Most of the major/important bridges are of steel plate girder,
triangulated truss and arch type bridges built as per old loading standards.
Age-wise profile of the in-service bridges reflects that:
42% bridges are over 100 years old.
Keeping in view of present economic growth of country requiring more

movement of traffic on Railways, IR has set a mission to increase the axle
load of existing train operations. Thus there was a need to re-evaluate the
capacity of Indian Railway Bridges to carry heavy axle loads and more traffic.
At present CC+6+2 tonne has been universalised and CC+8+2 tonne axle
loads have been permitted on selected routes and even 25 tonne axle load
has been permitted on a few selected routes. A Dedicated Freight Corridor
(DFC) for freight train operation has been planned with 32.5 tonne axle load
and identified feeder routes to DFC are to be upgraded for 25 tonne axle load.
The above observations indicate that there is need to evaluate and upgrade
their bridge population for increased traffic loadings.
Knowledge of the behavior of a bridge at higher speeds can only be

accomplished through actual monitoring/measurements of bridge members
under the loads of interest. Theoretical analysis alone is not a good predictor
of the ability of a bridge to carry heavier axle loads (HAL). The theoretical
predictions can be too conservative in many cases and will lead to indication
that a given bridge is not adequate to carry HAL; whereas the actual bridge
behavior as ascertained through bridge response measurements may
indicate that the bridge has sufficient reserve capacity for HAL. In some
cases, theoretical analyses can give less effect than actual since theoretical
analyses do not take into account the physical condition of the bridge, its
members, support conditions, corrosion, etc. We believe that actual
measurements of bridge response should be carefully considered in decisions
regarding ability to carry increases axle loads, especially in cases of high
value bridges (large spans and major crossings). Judicial use of monitoring
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can ascertain that the asset is not required to be replaced unnecessarily, just
based on theoretical calculations or age.
In order to assess the effect of heavy axle load on existing bridges, Indian
Railways has planned to carry out the instrumentation of bridges for health
monitoring and capacity assessment.
Though the detailed instrumentation methodology has to be developed by

specialized agency whoever been assigned such jobs because the
methodology may vary depending on availability of the type of
instrumentation, know-how and specialization of the agency. However initial
guidelines were issued by RDSO vide letter No. CBS/Axle Load dated
17-01-2007 to fix the general term of reference for uniform adoption. Now 147
rounds of instrumentation have already been completed and some
experience is gained based on which there was a need to revise the
guidelines considering the various suggestions of railways and consultants.
2. VISION OF INSTRUMENTATION
To assess the condition of structures from bridge instrumentations of other

similar bridges besides monitoring effects of higher axle loads (HAL) &
Longitudinal loads on bridge components and also to confirm the theoretical
values with practical results and thus take a long term view on the subject.
3. PRECAUTIONS AND MONITORING:
3.1 Following precautions and health Monitoring needs 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.
3.1.1 Each bridge needs to be evaluated as an individual entity regarding safety

vis--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) Any Bridges if found distressed, shall be sanctioned for rehabilitation
immediately and execution to be taken up.
(c) Bridges shall be analyzed for the expected loading and wherever
required, rehabilitation/strengthening be got sanctioned and taken up.
(d) The speed restrictions as required from safety consideration shall be
imposed.
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3.1.2 BRIDGES SELECTION CRITERIA:
Sample representative bridges should be selected for instrumentation

covering various types of bridge loadings (such as BGML, RBG, MBG), span
types (such as through, semi through, underslung, plate girder, arch, PSC
etc.), bearings, materials, and different age groups for monitoring the effects
of increased higher axle and longitudinal loads on the bridge components i.e.,
foundations, piers and abutments, bearings and super structure.
Representative bridges should be selected from each CC+8+2 routes. Some
bridges may also be selected from CC+6+2 routes.
3.1.3 ITEMS TO BE COVERED:
Bridge Instrumentation would broadly cover:-

(a) Stresses at critical locations.
(b) Deflections at critical locations.
(c) Dynamic augment.
(d) Longitudinal loads coming on bearings/ and substructures and
proportion transferred to approaches.
(e) Tilting of abutments/ piers and stresses in the sub-structure.
(f) Fatigue analysis.
3.1.4 Frequency of instrumentation of Bridges:
The recording of data and analysis thereof would be required to be done for
longer period so as to provide realistic data for future for allowing higher axle
loads.
Stresses at critical locations. Quarterly for one year and thereafter annually
for three years. For new work it can be once for
six months for one year and then yearly.
Deflections at critical locations. Quarterly for one year and thereafter annually
for three years. For new work it can be once for
Longitudinal loads coming on Quarterly for one year and thereafter annually
bearings/ and substructures. for three years. For new work it can be once for
Tilting of abutments/ piers and Quarterly for one year and thereafter annually
stresses in the sub-structure. for three years.
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NDT tests for detection of any Once in six months. For new works once a year
hidden defects/ cracks for three years.
development.
Load spectrum analysis It shall require continuous record. These
including dynamic augment system may be got installed with recording over
a quarter by agency and thereafter Railway
personnel could get trained & take over
recording.
NOTE:- The above frequency are tentative and in case CBE feels appropriate, the
same can be changed suitably.
3.1.5 SELECTION OF AGENCIES:
Instrumentation and evaluation of bridges needs to be assigned to specialized

agencies. Some of the suggested agencies are:-
(a) Structural Engineering Research Centre (SERC), Chennai
(b) Central Road Research Institute (CRRI), New Delhi
(c) Indian Institute of Science, Bangalore
(d) M/s. Sharma and Associates, Chicago, USA
(e) Lea Associates (LASA)
(f) Pixel Networks, Mumbai
(g) M/s. Cintec International Ltd. - India
(h) M/s. Ultra Technologies, Delhi
(i) BBR (India) Pvt. Ltd., Bangalore
(j) Span Consultants, Delhi
(k) L & T Ramboll, Denmark
(l) M/s. Infra Tech Systems & services Pvt. Ltd., Australia
(m) M/s. Bridge Diagnostics, USA
(n) M/s. Wilbur Smith Associates, USA
(o) M/s. TISEC, Canada
(p) M/s. Dunegan Engineering Company, USA
(q) M/s. TTCI, Pueblo, Colorado, USA
(r) M/s. Collins Engineer Inc. USA
Note: In case of foreign firms, their authorized agents in India may be

contacted.
4. FINITE ELEMENT MODELING:
The selected bridge should be modeled using finite element technology. The
modeling may be done with any of the standard FE software like STAAD,
SAP, ANSYS, ME SCOPE, FEM Software RM-2004 FEM based LUSAS etc.
For Arch Bridges FEM based software NISA, ELFEN (FDE numerical
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method) and Mechanism failure using RING 1.5 can be used. The model shall
be analyzed to show the effect of:
i) dead load, super imposed dead load and live load.
ii) static loading conditions including standard Railway loadings like
BGML, MBG, 25 tonne loading, HML and Test Train Loading
[CC+8+2T/CC+6+2T].
iii) the dynamic property of structure like Eigen values, Eigen vector and
damping values.
The assumption in the modeling shall be clearly reflected in the

scheme submitted by agency or being adopted by Railway so as to make it
self explanatory.
4.1 Validation of Finite Element Modeling:
The Finite Element Model so developed shall be validated and updated with
the help of experimental techniques like operation model analysis duly
comparing the frequencies, mode shape and damping values. The models
then be corrected with respect to experimental observations and re-analysis
of the capacity.
Validation of numerical model is required to be done. The model is required to

be validated for some boundary conditions. One of the important boundary
condition is linear movement at the sliding bearing end. Other parameters
such as deflection etc. can be used for numerical model to ensure with the
model represent to the field condition as close as possible. The details of
response parameters used for validation of numerical model should be
included in the instrumentation reports.
5. LOADING SCHEME AND CORRELATION WITH MEASUREMENTS:
5.1 The test/design train shall have the following formation:
Multi/consist diesel loco+55 BOXN Wagons loaded to CC+8+2T/CC+6+2T

with iron ore+ Loco for pulling back of rake.
WDG3A + WDG3A + (55 BOXN Wagons loaded with iron ore to CC+8+2T) +
WDG3A +WDG3A
OR
Multi/consist electric loco + 55 BOXN Wagons loaded to CC+8+2T/CC+6+2T

with iron ore + Loco for pulling back of rake.
WAG7 + WAG7 + (55 BOXN Wagons loaded with iron ore to CC+8+2T) +
WAG7 + WAG7
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NOTE:
A. Wherever consist locos are running, the test shall be conducted with
consist locos.
B. The type of loco may vary depending upon the availability and the
criticality factor as the most critical loco i.e. loco with higher tractive effort
running in the section shall be selected as far as possible.
5.2 Response parameters, such as deflections, strains, and displacements in

members, will be mapped by first keeping the design train at various locations
on the bridge, and then moving the entire design train at several different
speeds over the bridge. Following Load Cases will be considered. Between
each load case, the instrument/dial gauges should be seen for zero correction
if any:
Locomotive Static on Test Span
Accelerating load train from static state at the approach of test span (at
maximum accelerating power) with design train (without any brake
binding).
Accelerating load train from static state at the approach of the test
span (at maximum accelerating power). Efforts should be made to
generate the maximum tractive effort possible [Ideally it should match
the maximum theoretical tractive effort, which in turn corresponds to
the number of axles of the loco on the bridge]. For generating the
required tractive effort, suitable number of wagons can be brake-
binded, by applying hand brakes, in consultation with Sr. DME(C&W),
however care is to be taken that no skidding of wheels take place over
the rails i.e. no damage is inflicted on the rails as well as wheels.
Retarding force of approximately 2.2t per wagon can be obtained by
applying hand brakes on one BOXN/BOXNHS wagon.
Wagon Static on Test Span
Slow moving load train at 20 Kmph with design train.
Fast moving load (at track design speed) with design train. The speed
of test train may be kept 10% higher than permissible speed.
Braking load train (at maximum braking with full service brake applied
on entire formation) with design train, preferably on the multi-span
girders with entire bridge length covered with load.
Braking load train with 20 Kmph speed using dynamic brakes with
design train.
Besides above, 48 to 72 hrs. Recording for normal traffic shall also be

done.
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6. VARIOUS CONCERNS OF INSTRUMENTATION:
6.1 Bridge Condition Observations
During each round of instrumentation, the physical conditions of the bridge

superstructure members, substructure members, track condition, approach
condition, etc. as seen visually should be recorded. Grade and curvature
information on the bridge and approaches should also be recorded.
Annexure-E presents a sample format for recording and presenting the data.
6.2 Section Property Verification
During the initial tests, the member cross sections actually used on the bridge
should be verified with the member cross sections used for the analysis. Any
differences should be noted and confirmed by the local bridge engineering
office (BRI/AEN) verifying the dimensions used.
6.3 Train Weights
During each round of instrumentation, it is essential to know the train weights

including locomotive as accurately as possible. Ideally, for the speed runs,
weights should be known on an axle by axle basis, lacking which at least
individual locomotive/ car weights should be known.
6.4 Gauge Locations
The intent of the instrumentation effort is to measure the nominal stress at

appropriate locations away from areas of stress concentrations and local
stress variations. This is best done by placing gauges away from rivet
locations, connections, cross-section changes, etc. For axial force members,
it is best to place gauges at the CG of the section, wherever feasible. For
flexural members, gauges are best placed on the top or bottom flanges. For
members on trusses, it is recommended to use multiple gauges per member,
since they are frequently subjected to both axial force and some bending
moment.
7. INSTRUMENTS FOR SUPER-STRUCTURE & SUB-STRUCTURE:
This section outlines the instruments that are proposed to be used for
monitoring the super-structure & sub-structure. The instrumentation is
divided into three sections: Sensors, Conditioning Amplifier Cum Data logging
System and Storage Cum Control Device.
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BLOCK-DIAGRAM FOR INSTRUMENTATION OF SUPER-STRUCTURE
SENSORS Electrical Linear Accelerometer Temperature

Strain Potentiometer
Gauges
CONDITIONING Conditioning Amplifier Cum Data Logger

AMPLIFIER
STORAGE Laptop
& CONTROL With compatible Data Acquisition Software
SYSTEM
A. SENSORS
a) Strain Gauges
Uniaxial and Rosette (0-90 and 0-45-90) Electrical Resistance Strain
Gauges to be used.
Electrical resistance strain gauges are best suitable for measurement in
Dynamic conditions.
Sensors based on the vibrating wire (V.W.) principle possess desirable
characteristics with respect to (a) ruggedness for onsite handling and
installation (b) long term stability (i.e. absence of drift) (c) degradation of
the output signals over long cables. However inspite of above merits,
dynamic response cannot be monitored precisely through vibrating wire
sensors. For monitoring thermal stresses vibrating wire strain gauges to
be preferred. The V.W. gauges use frequency, rather than voltage, as the
output signal. Consequently, signals can be transmitted over long cable
lengths without the appreciable degradation. They posses excellent long
term stability. Vibrating wire surface mounted sensors are therefore the
automatic choice for monitoring of thermal stresses.
Special mounting and protection device in the form of steel tabs and
aluminium plate covers are provided to the electrical strain gauges and
these can be reused also, whereas ordinary electrical strain gauges are
glued to the surface & can be used for one location only. Re-usable
Electrical Strain Gauges are also called as Strain Intelliducers.
8
b) Linear Potentiometer/ LVDTs (Linear Voltage Displacement
Transducers)
Conductive Plastic Linear Potentiometer to be used. Also LVDT based on
electrical resistance type sensor can be used.
c) Accelerometer
Piezoelectric accelerometers to be used.
d) Pressure Cell / Load Cell
Earth Pressure Cell Flat Type having capacity of 10-12 MPa and
sensitivity 2mV/V, to be used.
B. CONDITIONING AMPLIFIER CUM DATA ACQUISITION SYSTEM
Amplifier system with several conditioning modules viz. thirty two channels of
strain measurement, eight channels of deflection measurement, eight
channels of temperature measurement, eight channels of vibration
measurement to be used for the acquisition of data from sensors.
C. STORAGE CUM CONTROL SYSTEM
DATA ACQUISITION SYSTEM to be interfaced to Laptop through USB/
Serial/ LAN port. All the data to be monitored and stored using the dedicated
software. The measurement system to be configured to trigger, control and
display the data.
D. INSTRUMENTATION OF SUB STRUCTURE
Normally, it is observed that those sub structure which are in sound condition
do not show any significant tilt or strain during instrumentation. Based on
physically sound condition of the masonry/PCC/RCC instrumentation of the
substructure can be dispensed with. However if some physical observations
show signs of distress like opening of joints in masonry, fine cracks in
masonry/PCC/RCC or other signs of distress, then invariably instrumentation
should be carried out.
E. SENSORS FOR SUB-STRUCTURE
a) Long Electrical Strain Gauges
Electric resistance strain gauges to be used.
b) Tiltmeter
Vibrating Wire Based Tiltmeter to be used. Readings be taken using the
read out unit at regular intervals of 1 hour throughout the data acquisition
cycle.
8. INSTRUMENTATION SCHEME:
a) Deflection
Most of the bridges on IR are simply supported and have maximum
deflection at the centre of the span. Therefore Deflection transducers
9
should be placed at the centre of span on the main girders to measure
the vertical and out of plane deflections.
b) Acceleration
Piezoelectric accelerometers are being used to measure the acceleration
response to the applied dynamic load. It is necessary to capture the
significant mode shapes, and in order to do so, it is proposed to place the
accelerometers at mid-span and at quarter span on the main girders at
bottom. This would enable capture of all significant modes of interest.
c) Temperature
Thermocouples are used to calibrate the amount of thermal strains
existing in the members. Knowing these values it is possible to apply a
correction to the total strain measured to segregate them into elastic and
thermal strains. These will be randomly distributed at two points to map
the steel temperature and one point for mapping of ambient temperature.
d) Tilt
Vibrating Wire based Tiltmeter is being used for the measurement of tilt of
Pier and Abutment. It is proposed to install two of these on a pier
(masonary, MCC and RCC) and two on the abutment on the side wall of
the bed-block to measure the in plane and out of plane tilts. This data to
be used to monitor the effects of the long term loadings on the sub
structures.
e) Dynamic Augment
a. Two electric strain gauges (0-90 rosettes) to be placed on one of the
rails at its centroidal axis on both side faces, at the mid span,
between two sleepers to assess the load including the dynamic
augment coming on the bridge. The two sleepers to be selected by
sound Engineering judgment, where maximum dynamic augment is
expected like at the receiving end of a fish plated joint or a low welded
joint or by hearing impact sound of train wheels passing over the
proposed test span. The dynamic augment for the super structure shall
be computed by working out the ratio increase of response parameters
like stresses and strains, over their static counterparts, for the dynamic
cases.
b. Two nos. Flat Type Pressure Cell to be used for the measurement of
vertical load under the railway track under both rail seats of a critical
sleeper, sleeper to be selected by sound engineering judgment where
maximum dynamic augment is expected like at the receiving end of a
fish plated joint or a low welded joint or by hearing impact sound of
train wheels passing over the proposed test span. This will provide an
estimation of the load transferred on the substructure including the
dynamic impact.
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f) Strains in sub-structure
a. Individual Piers and Abutments:
It is proposed to have 4 electric long gauge length strain gauges (3 on

the pier and 1 on the abutment) to measure the dynamic strains
coming on the sub-structure. These are proposed at the centroidal axis
of the pier on the side face, on the center of the two faces of the pier
and on the central face of the abutment. The gauges should be placed
vertically at the bottom most possible location so as to have maximum
lever arm from bearing level.
b. Combined Piers and abutments (in case of two or more lines):

11
coming on the sub structure. These are proposed for the pier at the
following locations:
One strain gauge at the centroidal axis of the pier on the side face.
Two strain gauges on the front face of the pier, one on the
centroidal axis of the loaded span and one on the centroidal axis of
the adjacent span.
One strain gauge on the back face of the pier at the centroidal axis
of the loaded span.
For the abutment the two strain gauges are proposed on the
exposed face on the centroidal axis of both spans.
c. Diaphragm piers:

coming on the sub structure. These are proposed for the pier at the
following locations:
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Two strain gauge at the centroidal axis of the pier on the side face
as shown.
One strain gauges on the front face of the pier as shown.
One strain gauge on the back face of the pier on the bulb as
shown.
One strain gauge on the front face of the pier on the center of the
diaphragm as shown.
For the abutment, one strain gauge is proposed on the centroidal axis
of the span on the exposed face.
g) Longitudinal Force at Bearing
One of the goals of the instrumentation has been to evaluate the extent of
applied longitudinal force being transferred to the bearings/substructure.
The fraction of applied longitudinal load transferred to the substructure is
usually thought of in linear and deterministic terms, i.e., it is believed that
the extent of transfer can be represented by a consistent percentage. But
actuality, the longitudinal load transfer is a stochastic, non-linear process
with a high level of randomness. Some factors that influence the extent of
transfer include:
1. The behavior of the rail/clips/pads/sleepers combination is highly
unpredictable, due to multiple connection levels and reliance on friction
for load transfer.
2. Track quality at the approaches plays a vital role in the peak loads that
can be accommodated by the rail.
3. The magnitude and distribution of vertical loads on the superstructure
influences the longitudinal load transfer also.
4. Application of longitudinal load varies from loco pilot to loco pilot and
sometimes from run to run and is not very controlled (in magnitude or
duration).
5. The type of bearing.
6. The capacity of rail to transfer the forces.
Given the stochastic nature of the process, one should not expect that the
load transfer will be represented as a consistent percentage. Nonetheless,
multiple runs can be used to arrive at the worst case condition, i.e.,
maximum load transfer to the substructure. Review of these worst case
conditions may then be used to confirm or revise codal provisions.
Efforts should be made to generate the maximum tractive effort possible
[Ideally it should match the maximum theoretical tractive effort, which in
turn corresponds to the number of axles of the loco on the bridge]. For
generating the required tractive effort, suitable number of wagons can be
brake-binded, by applying hand brakes, in consultation with
13
Sr. DME(C&W), however care is to be taken that no skidding of wheels
take place over the rails i.e. no damage is inflicted on the rails as well as
wheels. Retarding force of approximately 2.2t per wagon can be obtained
by applying hand brakes on one BOXN/BOXNHS wagon.
It is also critical to keep the longitudinal load test, the measurements, and
the subsequent data analysis, as simple and as consistent as possible.
Complex test sequences or data analysis methodologies result in
inconsistencies and thus low confidence in the results.
Multiple methodologies have been proposed and attempted for
longitudinal load transfer evaluation:
1. The longitudinal force is proposed to be calculated from the strain data
of the bearings. The process of doing this is as follows:
a. Creating a numerical model of the rocker bearing. The strains
developed in the ribs are computed from the numerical model and
compared with the corresponding site data.
b. The dynamic site data is split into an equivalent vertical load static
data and an equivalent longitudinal force data.
c. The strains coming for a horizontal load on the numerical model are
computed and thereby along with step (b) gives an estimate of the
longitudinal force.
2. The longitudinal force is also estimated from the forces coming in the
first portal on the rocker side of the bridge. The vectorial resolution of
the forces in the first portal in the horizontal direction also gives an
estimate of the longitudinal force. In the plate girder, Axial forces
should be measured by providing strain gauge near to bearing. one
strain gauge is placed on the bottom flange near the bearing and the
other placed at mid-height of the web diagonally at a 450 angle from
the center of the bearing.
3. Difference Method:
3.1 In this method, tractive effort applied and the longitudinal load
transferred to approaches is measured and the difference of two is
considered to be transferred to the bearing and the substructure.
3.2 In majority of the cases, due to available gradients and curvature at
bridge site, it may not be possible to generate maximum tractive effort.
However, efforts should be made to generate the maximum tractive
effort possible [Ideally it should match the maximum theoretical tractive
effort, which in turn corresponds to the number of axles of the loco on
the bridge]. For generating the required tractive effort, suitable number
of wagons can be brake-binded, by applying hand brakes, in
consultation with Sr. DME(C&W), however care is to be taken that no
skidding of wheels take place over the rails i.e. no damage is inflicted
on the rails as well as wheels. Retarding force of approximately 2.2t
14
per wagon can be obtained by applying hand brakes on one
BOXN/BOXNHS wagon.
3.3 The tractive effort applied is best found from the driver display panel
directly or can be inferred through the current in Amperage drawn by
the traction Motors as follows:-
Electric Locos:
(i) In 3 phase AC locomotives i.e. WAP5, WAP7 & WAG9, tractive
effort exerted by loco is directly displayed on driver display panel.
The TE v/s Speed characteristic curve is enclosed as Appendix A
(i) to A (iii).
(ii) In AC tap changer Locomotives i.e. WAP4, WAG5 & WAG7, the
tractive effort exerted by Loco can be inferred from current drawn
by Traction Motors. The TE v/s Speed and TM current v/s Loco
tractive effort characteristic curves can be referred given as
appendix B (i) to B (iv). In these graphs, four to five lines are
shown, depicting 95% field, 77% field, 61%field, 50% field and 40%
weak field etc. which in turn corresponds to position of Shunting
notch as 0, 1, 2, 3, and 4. Shunting notch is selected manually by
the loco pilot. According to the position of shunting notch, suitable
graph line w.r.t. % field (F) is selected and T.E. can be found
corresponding to current in Amps.
Diesel Locos:
(iii) On EMD locomotives i.e. WDP4 & WDG4, a tractive effort meter
has been fitted on the control panel in drivers cab and display
shows the tractive effort continuously (Annexure C(i) to C(iv).
(iv) On ALCO locomotives i.e. WDM2, WDM3D etc., a load meter has
been fitted in the drivers cab on control panel which indicates
current in Ampere and corresponding tractive effort can be
observed from the tractive effort curve given in Appendix-C (v) to C
(vii).
(v) For WDG3A, WDM3D, WDM2 and WDM3A, tractive effort can be
found from in motor current in amps using the Annexure-C(viii). For
WDG2 locomotive required graphs are placed as Annexure C(ix) &
C(x).
3.4 In addition to above methods, the Tractive Effort can also be found
through Instrumentation. Coupler of the locomotive that connects to the
first loaded wagon should be instrumented with 4 strain gauges to
record and evaluate the amount of longitudinal forces transmitted
through this coupler connection.
However, with the experience of instrumentation by IISc Banglore in
SW Railway, it is found that the effect of impacting at the coupler level
between the different wagons and locomotives is expected to create
15
dynamic transients, which the strain gauge would capture, while this
might not register on the panel of the locomotive.
3.5 Theoretical maximum longitudinal force (Maximum of tractive effort and
braking force) coming on a particular span of a bridge depends upon
the maximum number of axles of Loco/BOXN coming on the span. For
this one may refer to the annexures of guidelines for running of
CC+6+2t and CC+8+2t axle load operation issued vide letter No.
CBS/Golden/Q/Strength dated 20-03-2007. Some important annexures
are as follows:-
i) Longitudinal force chart of CC+6+2 T and CC+8+2 T axle load
BOXN wagon with coupled WAG9 locomotives (Electric loco with
max. TE 46.9t/loco) are enclosed as Annexure-2A and Annexure-
2B respectively.
ii) Longitudinal force chart of CC+6+2 T and CC+8+2 T axle load
BOXN wagon with coupled WAG9 locomotives, restricting the
tractive effort of locomotive to 30t per loco are enclosed as
Annexure-3A and Annexure-3B respectively.
iii) Longitudinal force chart of CC+6+2 T and CC+8+2 T axle load
BOXN wagon with coupled WDG4 locomotives (Diesel loco with
max. TE 53.0t/loco) are enclosed as Annexure-4A and Annexure-
4B respectively.
iv) Longitudinal force chart of CC+6+2 T and CC+8+2 T axle load
BOXN wagon with coupled WDG4 restricting the tractive effort of
locomotive to 30t per loco are enclosed as Annexure-5A and
Annexure-5B respectively.
3.6 Following steps to be taken for the difference method:-
a. Tractive effort input into the span is evaluated.
b. Rail forces taken off the span are evaluated. It is proposed to apply
four longitudinal strain gauges on one of the rails. These are
distributed as two at the centroidal axis on both side faces at the
approach between sleepers, and two at the centroidal axis on both
side faces at the other end between two spans. These would give
an estimate of the amount of longitudinal force dissipated at both
ends.
c. Net force transferred down to the bearings is considered to be the
difference between the tractive effort input and the rail force taken
off the span
4. Also calculation of theoretical tractive effort as per technical circular
number 27 of RDSO (enclosed as Annexure-D) should be done. For
Technical Circular one may visit the website www.rdso.gov.in and refer
to technical circular in Electric Loco Directorate or Motive Power
Directorate. For hauling capacity of BOXN/BOX Stock, Chart given at
16
Annexure D-1 can also be referred which gives the hauling capacity at
different grades and different speed.
Of the above methods, it is observed that the Difference Method offers the
most consistent and reliable results. Both bearings and L0L1/L0U1 member
respond to vertical as well as longitudinal forces; in fact, vertical load
response is usually much higher than longitudinal load response. Therefore,
the reliability of both the bearing strain method and the L0L1/L0U1 method
depend on accurate estimation of the vertical load effect, which is a complex
process having subjective interpretation of test data. In addition, the response
of bearings to longitudinal loads is small and difficult to quantify numerically.
This is particularly true for plate type bearings usually found on plate girder
bridges.
Efforts should be made to apply full theoretical longitudinal forces calculated
from rated tractive effort of test loco and interpretation of test results should
be for the worst case condition i.e. maximum longitudinal force applied and
minimum longitudinal force dispersed at the approaches and balance to be
assumed as being transferred to the bearings.
While it is impractical to use substructure measurements to quantify the
extent of longitudinal load transfer, they may be used to ascertain whether the
substructure experiences any adverse effects from the longitudinal load
transfer.
h) SUBSTRUCTURE MEASUREMENTS
Usually, deflection, tilt (about the longitudinal axis), substructure strain are
measured using the appropriate instruments. Generally, the movements
observed on substructure elements have been very small, whether they
are strains, deflections, or tilts. Normally, it is observed that those sub
structure which are in sound condition during instrumentation do not show
any significant tilt or strain. Based on physically sound condition of the
masonry/PCC/RCC instrumentation of the substructure can be dispensed
with. However if some physical observations show distress like opening of
joints in masonry, fine cracks in masonry/PCC/RCC or other signs of
distress, then invariably instrumentation should be carried out. The
intention of substructure measurements in such cases is to confirm that
values of tilt, deflection & substructure strains and that there is no unusual
behavior or situations demanding immediate/planned repairs/
rehabilitation.
Preferably, the pier or the abutment that supports the fixed bearing end of
the instrumented superstructure should be instrumented.
Vertical Displacement of Piers/Abutments:
Dynamic soil support issues, such as pumping, can be identified by
measuring the vertical substructure displacement dynamically. Vertical
pier displacement should be measured using one displacement transducer
and the appropriate bracketry. The railway bridges are founded on sound
17
strata and the bridges are old where consolidation has already taken
place, there is no likely hood of recording noticeable settlement. The initial
test conducted on various railways also confirm this trend. Hence no
useful information can be gathered by measurement of settlements. So
measurement of vertical displacement is not mandatory. However CBEs
can take a decision depending upon type of soil.
Strain of Piers/Abutments:
Structural strain of piers is a measure of the elastic compression/tension in
the piers due to applied vertical/longitudinal loads and is thus an important
indicator of substructure performance. This is measured using two
electrical resistance strain gauge based sensors, attached using special
concrete/masonry anchors, one on either side of the pier under
consideration. The two ends of each sensor should span at least one
mortar line.
Tiltmeters:
Dynamic pier tilt is another important indicator of substructure support
conditions. Soft support conditions will lead to high pier tilt, especially
under high longitudinal force conditions. Dynamic pier tilt should be
measured using an electronic tilt sensor capable of continuous recording.
These sensors measure only the short term dynamic tilt (also called
elastic tilt), and not any long term tilt. Long term tilt issues may take
years/decades to manifest themselves and truly are outside the term or
scope of this effort.
i) REMAINING LIFE ASSESSMENT
The residual fatigue life is computed as follows:
i. The assessment of residual fatigue life may be done as per General
Guidelines BS-91 issued by RDSO for this purpose.
ii) These guidelines are based on generic bridge types and operating
conditions and may be considered to be generally acceptable. However,
it must be noted that each bridge is a bit different, with possibly unique
details or operating conditions, and may thus require appropriate revisions
from the guidelines presented therein.
18
INSTRUMENTATION OF PLATE GIRDERS
STRAIN GAUGES FOR PLATE GIRDERS:
For measurement of strains - It is proposed to have strain gauges in the

following members. A typical sketch is enclosed:
A: 0-45-90 rosette on both sides of the end panel at the neutral axis on both
girders. The strain gauges should be placed at a distance of 0.7d from the
ends.
Rationale: This is to find out the principal stresses which would exist in the
plate as being the critical ones and to give an estimation of the shear
stresses.
B: At the top and bottom chord at mid span for both the girders. Also at the top
chord on both ends of one girder, at a distance of 0.7d from the ends each
member being further mapped as having a strain gauge on the top of the top
flange.
Rationale: The strains of top and bottom chord in the center of girder will give
maximum compressive and tensile bending stresses. The strain gauge at end
panel is to ascertain that the guides are free and expected sliding is taking
place. This gives an estimate of the degree of fixity at the support. (If
satisfactory movement at bearing is observed, end plate strain gauges may
be dispensed with).
C: On the lateral cross girders at top and bottom
Rationale: These members are being constantly loaded and unloaded, and
hence have a cyclic stress pattern, which, although lower than the main
members, is repeated far more often, and so we map them as well. (If the
condition of lateral cross girders is sound as per physical observation, then its
instrumentation may be dispensed with).
D: On the lateral cross bracings at centre span
Rationale: This is required to find the extent of out of plane bending. (If the
condition of lateral cross bracings is sound as per physical observation, then
its instrumentation may be dispensed with).
E: In case of Centralized Bearing, 0-45-90 rosette on all four bearings of the test
span. However, in case of Rocker-Roller, one bearing (Rocker) will be very
comprehensively mapped with 4 to 6 electrical strain gauges on the stiffening
spars. Electrical Strain gauge will be placed on the ridge of the two central
stiffeners and two of the four end stiffeners.
Rationale: This will provide details of the nature of stress distribution taking
place in the bearing itself.
F: It is proposed to apply four strain gauges on four faces of the drawbar. The
data from these shall be recorded on the load cases of Full Motive Power and
19
Brake Binding. The application of these strain gauges has to be done before
the beginning of the design train run, and the locomotives to be used should
be made available for strain gauging at least a day prior to the design train
run.
Rationale: This will provide details of the nature of stress distribution taking
place in the drawbar, and through this the estimate of the longitudinal force
applied by the locomotives. ((If longitudinal force can be directly/indirectly
measured at loco level, then above instrumentation can be dispensed with.)
A typical instrumentation schematic for Plate Girder bridges is presented as
below:
20
A sample instrumentation scheme for girder bridges is presented below:
21
INSTRUMENTATION OF OPEN WEB GIRDERS
(A) STRAIN GAUGES FOR OPEN WEB GIRDERS for 100 FT:
Uniaxial and Rosette Electrical Resistance Strain Gauges should be used for
measurement of strains on super-structure.
It is proposed to have strain gauges to measure the strains in the following
critical members:
A: On the rocker end raker above the top flange and below the bottom flange
on one truss (L0-U1) and at the centroidal axis on the other truss (L 0-U1).
On the roller end raker, at the centroidal axis on both trusses (U5-L6) and
(U5-L6).
Rationale: This placement would give us the axial strain and the amount
of moment on these sections, also along with the strains mapped in the
first portal, would give an estimation of the tractive effort.
B: On the intermediate diagonal, at the rocker end, above the top flange and
below the bottom flange on one truss (U1-L2), and on the centroidal axis
on the other truss (U1-L2).
of moment on these sections.
C: On the bottom chord at mid-span at both top and bottom of one truss (L 2-
L3) and on the centroidal axis of the other truss (L2-L3).
Rationale: This gives not only the axial strain and the amount of moment,
but also furnishes the amount of out of plane moment which the trusses
are undergoing. The difference in the strain values of the top and bottom
strain gauges give the amount of bending present in the section.
D: On the top chord of the mid span member, at both top and bottom flange
of one truss (U2-U3) and on the centroidal axis of the other truss (U2-U3).
E: Two strain gauges will be placed on the centroidal axis of the vertical post,
one on either truss (U1-L1, U1-L1) on the rocker side.
Rationale: This is to validate the stresses in the vertical posts.
F: On the lateral cross girders and rail bearer at two places, top and bottom
flange at mid span.
Rationale: These members are being constantly loaded and unloaded,
and hence have a cyclic stress pattern, which may be lower than the main
22
members, is repeated far more often, and so we map them as well, as
very often they may be the critical members.
G: On the rocker side, first bottom chord, on top and bottom of one truss (L0-
Rationale: These strains along with the strains of the first portal give an
estimate of the tractive effort.
H: Both bearings (Rocker) will be very comprehensively mapped with 4 to 6
electrical strain gauges on the stiffening spars. Electrical Strain gauge will
be placed on the ridge of the two central stiffeners and two of the four end
stiffeners.
Rationale: This will provide details of the nature of stress distribution
taking place in the bearing itself. It would also serve to compute the
tractive effort coming on the bearing.
I: It is proposed to apply four strain gauges on four faces on the drawbar.
The data from these shall be recorded on the load cases of Full Motive
Power and Brake Binding. The application of these strain gauges has to
be done before the beginning of the design train run, and the locomotives
to be used should be made available for strain gauging at least a day prior
to the design train run.
taking place in the drawbar, and through this the estimate of the
longitudinal force applied by the locomotives. (If longitudinal force can be
directly or indirectly measured at loco level, then above instrumentation
can be dispensed with)
A typical instrumentation schematic for open web girder bridges is presented
as below:
23
24
(B) STRAIN GAUGES FOR UNDERSLUNG OPEN WEB GIRDERS for 100 FT:
members
A: On the rocker side end raker below the top flange and above the bottom
flange on one truss (L1-U0) and on centroidal axis on the other truss (L1-
U0). On the roller side end raker, at the centroidal axis on both trusses
(L9-U10, L9-U10).
of moment on these sections. Also along with the strains mapped in the
below the bottom flange on one truss (L1-U2)), and on the centroidal axis
on the other truss (L1-U2).
C: On the bottom chord at mid-span at both top and bottom of one truss (L 4-
E: Two strain gauges will be placed on the vertical, one on either flange (U1-
L1, U1-L1) on the rocker side.
Rationale: This is to validate the stresses in vertical posts.
F: On the lateral cross girders and rail bearer at two places, top and bottom
flange at mid span.
and hence have a cyclic stress pattern, which, although lower than the
main members, is repeated far more often, and so we map them as well,
as very often they may be the critical members.
G: On the rocker side, first top chord, on top and bottom of one truss (U0-U1,
U0-U1) and on the centroidal axis of the other truss.
25
H: Both bearings (Rocker) will be very comprehensively mapped with 4 to 6
stiffeners.
I: It is proposed to apply four strain gauges four faces on the drawbar. The
data from these shall be recorded on the load cases of Full Motive Power
and Brake Binding. The application of these strain gauges has to be done
before the beginning of the design train run, and the locomotives to be
used should be made available for strain gauging at least a day prior to
the design train run.
directly/indirectly measured at loco level, then above instrumentation can
be dispensed with)
A typical instrumentation schematic for open web girder bridges is presented
as below:
26
27
(C) STRAIN GAUGES FOR OPEN WEB GIRDERS for 150 FT:
critical members:
A: On the rocker end raker above the top flange and below the bottom flange
on one truss (L0-U1) and at the centroidal axis on the other truss (L0-U1).
On the roller end raker, at the centroidal axis on both trusses (U 7-L8) and
(U7-L8).
of moment on these sections. Also along with the strains mapped in the
below the bottom flange on one truss (U1-L2), and on the centroidal axis
on the other truss (U1-L2).
C: On the bottom chord at mid-span at both top and bottom of two truss (L3-
L4) and on the centroidal axis of the other truss (L3-L4) & on the centroidal
axis of the other member at mid span(L4-L5 & L4-L5).
E: On the top chord of the end span member rocker side, at centroidal axis of
both trusses (U1-U2 & U1-U2).
Rationale: This would give an estimate of the axial strain in these
members.
F: Two strain gauges will be placed on the centroidal axis of the vertical post,
one on either truss (U1-L1, U1-L1) on the rocker side.
Rationale: This is to validate the stresses in vertical posts.
G: On the lateral cross girders and rail bearer at two places, top and bottom
flange at mid span.
28
and hence have a cyclic stress pattern, which, although lower than the
main members, is repeated far more often, and so we map them as well,
as very often they may be the critical members.
H: On the rocker side, first bottom chord, on top and bottom of one truss (L 0-
I: Both bearings (Rocker) will be very comprehensively mapped with 4 to 6
stiffeners.
J: It is proposed to apply four strain gauges on the four faces of the draw-
bar. The data from these shall be recorded on the load cases of Full
Motive Power and Brake Binding. The application of these strain gauges
has to be done before the beginning of the design train run, and the
locomotives to be used should be made available for strain gauging at
least a day prior to the design train run.
be dispensed with).
A Typical instrumentation schematic for open web girder bridges is presented
on next page. Some more sample sketches of strain gauge arrangement in
specific cases are given in next slides:
29
30
(Not to scale)
BALOD DURG
Gauges on Rail
(Two gauges on each rail at each location)
Strain Gauge
(for shear strain on one girder)
Accelerometer Strain Gauge Accelerometer
Strain Gauge (on one girder) Diagonal Strain Gauge (one girder) (on one girder)
(one girder) (for longitudinal force study)
Location C Location B Location A
100' Span
Deflection Sensor
(on one girder)
Strain Gauge
Strain Gauge Tiltmeter
(one girder) Strain Gauge Deflection Sensor
(for shear strain
on one girder) One Strain Gauge (one gauge per girder) (on one girder)
Tiltmeter (on one girder)
Bearing Strains
(2 channels per bearing)
31
Bottom Flange Strain Gauge
(for longitudinal force study)
ABUTMENT 1
Deflection Sensor
Masonry Sensors
PIER 1 PIER 2
Instrumentation for Quarter 3 Monitoring - Bridge No. 105 - SEC Railway 12.2m Plate Girder
Gauges on Rail
(Two gauges on each rail at each location)
Strain Gauge (1)

(1st cut-off location Strain Gauge (1)
for both girders) (midspan for both girders)
Strain Gauge (1) - Diagonal
(for longitudinal force studies)
Strain Gauge (1) - Vertical

Accelerometer
(both girders) Strain Gauge (1) - Bottom Flange
Horizontal Deflection
Sensor (1 girder)
Strain Gauge (1) - Shear Strain Gauges (2)
(@ d from support (midspan for both girders)
for both girders)
Tiltmeter
32
Vertical Deflection Sensor Tiltmeter
(1 girder) Gauges on bearings (4)
Vertical Deflection
Sensor
Masonry Sensor
ABUTMENT 1
PIER 1
Schematic of Instrumentation for Bridge No. 1217/1 - Second Quarter (18.3m Plate Girder)Testing - NCR
(Not to scale)
Gauge on L0U1
RAIL LEVEL
33
Schematic of Instrumentation for Bridge No. 1258/1 - NCR - Second Quarter 30.5m OWG
(Not to scale)
Strain Gauges on EAST
WEST
Cross Girder
KOVVUR RAJAHMUNDRY
L0 L1 L2 L3 L4 L3 L2 L1 L0
Strain Gauges on bearing
Truss 2
Strain Gauges on
Rail Girder
Truss 1
Strain Gauges on bearing
L0 L1 L2 L3 L4 L3 L2 L1 L0
Accelerometer
U0 U1 U2 U3 U4 U3 U2 U0
U1
Strain Gauges on
Gauges on Rail M0L0(Truss 1)
M3 M2 M1 M0
34
Gauges on Rail
RAIL LEVEL A B
Strain Gauges
L1 L2 L3 L3 L2 L1 L0 on Bearings
L0 L4 FIXED
Vertical Deflection Sensor Strain Gauges on

M0L1 (Truss 1) Tiltmeter
Strain Gauges on
L3L4
Strain Gauges on
Strain Gauges on
L0L1
M2L2(Truss 1)
Pier Sensor
Pier Deflection Sensor
ABUTMENT PIER 1
(Not to scale)
Schematic of Instrumentation for Bridge No. 248A - First Quarter - 45.7m Span - SC Railway
INSTRUMENTATION OF COMPOSITE GIRDERS
STRAIN GAUGES FOR COMPOSITE GIRDER

members:
A: 0- 45-90 rosette on both sides of the end panel at the neutral axis on both
girders. The strain gauges should be placed at a distance of 0.7d from the
ends.
Rationale: This is to find out the principal stresses which would exist in
the plate as being the critical ones and to give an estimation of the shear
stresses.
B: At the top and bottom chord at mid span for both the girders. Also at the
top chord on both ends of one girder, at a distance of 0.7d from the ends,
each member being further mapped as having a strain gauge on the top of
the top flange.
Rationale: The strains of top and bottom chord in the center of girder will
give maximum compressive and tensile bending stresses. The strain
gauge at end plate is to ascertain that the guides are free and expected
sliding is taking place. (If satisfactory movement at bearings is observed,
end plate strain gauges may be dispensed with)
C: Two long gauge length electric strain gauge on the concrete deck at the
bottom of mid span: one in the direction of the track and the other
perpendicular to the track direction.
Rationale: These give an estimate of the bending strain coming in the
concrete due to bending in two perpendicular axes.
D: On the lateral cross bracings at centre span.
Rationale: This is required to find the extent of out of plane bending. (If
the condition of lateral cross bracing is sound under physical observation,
then its instrumentation may be dispensed with)
E: Incase of Centralized Bearing, 0-45-90 rosette on all four bearings of the
test span. However, in case of Rocker-Roller, one bearing (Rocker) will be
very comprehensively mapped with 4 to 6 electrical strain gauges on the
stiffening spars. Electrical Strain gauge will be placed on the ridge of the
two central stiffeners and two of the four end stiffeners.
taking place in the bearing itself.
F: It is proposed to apply four strain gauges on four faces of the drawbar.
The data from these shall be recorded on the load cases of Full Motive
Power and Brake Binding. The application of these strain gauges has to
be done before the beginning of the design train run, and the locomotives
35
to be used should be made available for strain gauging at least a day prior
to the design train run.
be dispensed with).
A Typical instrumentation schematic for composite plate girder bridges is
presented on next page. One more sample sketch of strain gauge
arrangement in specific case of Bridge No. 184 of SWR is given in next slide:
36
37
38
(Not to scale)
INSTRUMENTATION OF ARCH BRIDGES
SENSORS FOR ARCH

Strain Gauges
Long Gauge Length Electric Strain Gauge to be used.
Uniaxial and Rosette (0-90) Electrical Resistance Strain Gauges to be used.
Vibrating Wire Strain Gauge
Vibrating Wire Strain Gauges to be used.
Linear Potentiometer
Conductive Plastic Linear Potentiometer to be used.
Accelerometer
Piezoelectric accelerometers to be used.
CONDITIONING AMPLIFIER CUM DATA ACQUISITION SYSTEM
Amplifier system with several conditioning modules viz. thirty two channels of
strain measurement, eight channels of deflection measurement, eight
channels of temperature measurement, eight channels of vibration
measurement to be used for the acquisition of data from sensors.
STORAGE CUM CONTROL SYSTEM
DATA ACQUISITION SYSTEM to be interfaced to Laptop through USB/
Serial/ LAN port. All the data to be monitored and stored using the dedicated
software. The measurement system to be configured to trigger, control and
display the data.
INSTRUMENTATION SCHEME
METHODOLOGY
After carrying out a preliminary structural analysis, the members of the structure
which are under relatively higher levels of stress are to be identified. It is
proposed that these members will be instrumented to measure the exact strains
under design load situations. In addition to strains, a variety of structural
response parameters are needed to completely analyze the structure and predict
its actions under different excitation sequences. The instrumentation done would
capture the physical data necessary for correlation with the detailed structural
analysis and numerical data generated for each bridge.
39
INSTRUMENTATION SCHEME FOR MEASURING THE RELEVANT
STRUCTURAL PARAMETERS
Deflection
All arches have maximum deflection at the crown. Therefore Deflection
transducers should be placed at the following locations.
At the crown to measure the vertical deflections.
o It is proposed that three sensors be placed to measure the vertical
deflection on the U/S, D/S and center crown of the bridge.
At the springing point to measure the horizontal spread.
o It is also proposed to have six deflection transducers to measure the
horizontal spread at the springing point. For these, it is proposed that
one sensor each should be placed on both, the abutment and pier
side, along the center line of the barrel. Two more sensors shall be
placed at similar locations, on the U/S and D/S side of the arch at the
pier and abutment.
Acceleration
Piezoelectric accelerometers to be used to measure the acceleration response to
the applied dynamic load. It is necessary to capture the significant mode shapes,
and in order to do so, it is proposed to place the accelerometers at the crown.
This would enable capture of all significant modes of interest. It is proposed to
place two accelerometers at the U/S side to measure the vertical and horizontal
acceleration and one each on center and D/S side to measure vertical
acceleration.
Dynamic Augment
Electric strain gauges (0-90 rosettes) to be placed on any one of the rails on the
centroidal axis, at mid span, between two sleepers to assess the load including
the dynamic augment coming on the bridge. The dynamic augment for the arch
shall be compared by working out the ratio increase of response parameters like
displacements, stresses and strains, over their static counterparts, for the
dynamic cases.
Strains:
It is proposed to have vibrating wire strain gauges to measure the strains in
the following locations:
On the U/S side at three locations:
o At the springing point on the abutment and pier side to measure the
longitudinal strain.
o At the crown to measure the longitudinal strain.
40
On the D/S side at two locations:
o At the springing point on the pier side.
o At the crown.
Along the centre line of the intrados at three locations:
o At the springing point on the abutment and pier to measure the
longitudinal strain.
o At the crown to measure the longitudinal and transverse strain.
These locations are chosen as it is expected that the response
parameters being monitored would have significant values here.
A Typical instrumentation schematic for arch bridges is presented on next
page:
41
A sample instrumentation schematic for open web girder bridges is presented
as below:
42
DATA ANALYSIS AND REPORTING CONCLUSION AND
RECOMMENDATIONS
Detailed report of instrumentation should be prepared. The report prepared

should include the detailed methodology of the data analysis i.e. technique adopted
in the signal conditioning, signal averaging and interpretation of the results made so
that the method become self-explanatory. This shall also include the name of the
software and technique adopted, so that if needed, this can be verified.
Presentation of instrumentation results:
The following details should be given in the reports of instrumentation of
girder bridges.
Salient Features and Present Condition of the Bridges in the following
table given in Annexure-E.
Instrumentation of Super Structure:
In the analysis of instrumentation of super structures, the stresses worked
out from numerical model, site value from instrumentation, theoretical
value of stresses calculated for loading of test train and permissible
stresses should be compared and tabulated for proper appreciation. The
summary of peak stresses should be reported as per Annexure-F/
Annexure-G.
Longitudinal Force at Bearing:
Longitudinal forces should be worked out by all methods explained in this
guidelines and should be tabulated. Also, comments on the reliability of
every reading to be given. Based on this % dispersion should be worked
out. The % dispersion for the worst case should be reported as per the
RDSO format enclosed as Annexure-H.
Instrumentation of pier/abutment:
The instrumentation of pier for working out the stresses should be done
and these stresses should be compared with the permissible stresses.
Conclusion and Recommendations:
In the concluding part of the report, the results of the instrumentation
should be given in summarized form giving stresses in critical members,
deflection in the super structures, dynamic augmentation, longitudinal
forces with % dispersion for the most adverse case, tilt of pier, stresses in
the pier, fatigue life etc. comparing with the permissible/design values.
The conclusive part of the report shall give clear comment over the
physical condition of the bridge with respect to its capacity and serviceable
life keeping in view the present loading. This must be analyzed both for
static loading as well as dynamic loading.
43
In case of abnormal individual results, it should be commented by the
Agency/Railway with proper explanation for such abnormal results.
The critical parameters to be monitored for the instrumented bridge with
their critical locations should be clearly mentioned giving proper reasoning
so that if any difficulties/ abnormalities noticed on those points/parameters
in future, it can be analyzed with the help of basic FE model and decisions
of rehabilitation or otherwise can be taken.
44
Annexure-A (i)
45
Annexure-A (ii)
46
Annexure-A (iii)
47
Annexure-B (i)
48
Annexure-B (ii)
49
Annexure-B (iii)
50
Annexure-B (iv)
51
Annexure-C (i)
52
Annexure-C (ii)
53
Annexure-C (iii)
54
Annexure-C (iii) (b)
55
Annexure-C (iv)
Tractive Effort Vs Speed Characteristics

4500 HP WDP4E Diesel Electric Locomotive
One Traction Alternator type TA 17
Six Traction Motor type ITB 2622
Gear ratio : 17: 77, Wheel Dia: 1054mm(HW)
Starting Tractive Effort : 39200 Kg
45000
40000
35000
30000
TRACTIVE EFFORT(KG)
25000
20000
15000
10000
5000
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130
SPEED(KMPH)
56
Annexure-C (v)
57
Annexure-C (vi)
58
Annexure-C (vii)
59
Annexure-C (viii)
60
Annexure-C (ix)
61
Annexure-C (x)
62
Annexure-D
63
64
65
66
67
68
Annexure-D (i)
69
Annexure-E
Sample Bridge Details

Table
The sketch/photographs of the bridges.

Purpose and objective of the instrumentation.
Methodology of instrumentation being adopted should be deliberated
upon in the results.
Details of test train and sensors being used in the instrumentation
should be given.
The results of instrumentation should be given in detail for each aspect
of instrumentation along with graphical presentation.
70
Annexure-F
Performa for instrumentation detail of steel superstructure (Plate Girder)

Railway :
Bridge No. :
Type of Bridge :
Span of Bridge Instrumentation :
Loading for which span designed :
Drawing No. of design :
Date of instrumentation :
Loading for which instrumentation :
Details of instrumentation :
S. Description of Actual Type of Speed Theor. Permissi % %

No. member Stresses stress (kmph) Stresses ble Stresses/ Stresses
Measured (tensile, ((M/Z) stresses Deflec /Deflec
2 2 2
(kg/mm ) comp., (kg/mm ) (kg/mm ) tion of tion of
& shear & & permissi Design
deflection stress deflection deflection ble value value
(mm) with etc.) (mm) as (mm) as
dead load per per
design design
1. Bottom flange
at mid span
2. Top flange at
mid span
3. Shear stress
0.7 D from
centre of
bearing
4. Deflection
Details of instrumentation Round 2

Date of instrumentation ..
1. Bottom flange
at mid span
2. Top flange at
mid span
3. Shear stress
0.7 D from
centre of
bearing
4. Deflection
Note: For members of Open Web Girder like top chord, bottom chord, vertical, end raker, stringer
etc. to be mentioned and performa to be on similar lines.
71
Annexure-G
Performa for instrumentation detail of steel superstructure

Railway :
Bridge No. :
Type of Bridge :
st
1 Round
S. Descriptio Actual Type Spee Theor. Permissi % %

No n of Stresses of d Stresses ble Stresse Stresse
. member Measure stress (kmp ((M/Z) stresses s/ s
d (tensil h) (kg/mm2 (kg/mm2 Deflec /Deflec
(kg/mm2 e, )& )& tion of tion of
)& comp., deflectio deflectio permiss Design
deflectio shear n (mm) n (mm) i ble value
n (mm) stress as per as per value
with etc.) design design
dead
load
1. Bottom
Chord
2. Top Chord
3. End Raker
4. First
Diagonal
5. Vertical
Post
6. Cross
Girder
7. Rail
Bearer
8. Deflection
72
Annexure-H
Performa for instrumentation details of Longitudinal Forces

Railway :
Bridge No. :
Type of Bridge :
Maximum Possible Tractive Effort Applicable = Tonnes (A)
Measured Maximum Tractive Effort = Tonnes (B)
Measured Longitudinal Force in Bearing = .Tonnes (C)
Measured Longitudinal Force in Approaches = ..Tonnes (D)
% Dispersion of Longitudinal Force = ...D/A
(%Dispersion needs to be on conservative side and for the most adverse/bad condition)
Note: 1. As far as possible A&B should be equal, if not so then reasons to be found and
mentioned for differences in A and B. For calculation to be on conservative side
A should be used.
2. Theoretically B = C+D, if not same, reason for same should be found &
mentioned.
73

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Report No. BS- 106

BRIDGE & STRUCTURES DIRECTORATE

RESEARCH DESIGNS AND STANDARDS ORGANISATION

S.No. Description Page No.

3. Precautions and Monitoring 2-4

5. Loading Scheme and Correlation with Measurements 5-6

Various Concerns of Instrumentation

7. Instruments for Super-Structure & Sub-Structure 7-9

8. Instrumentation Scheme 9-18

9. Instrumentation of Plate Girders 19-21

10. Instrumentation of Open Web Girders 22-34

11. Instrumentation of Composite Girders 35-38

12. Instrumentation of Arch Bridges 39-42

13. Data Analysis 43-44

14. Annexure-A to H 45-73

INSTRUMENTATION OF BRIDGES FOR RUNNING HIGHER AXLE LOADS

Indian Railways (IR) has about 1, 27,768 bridges on a network of 63,500

Keeping in view of present economic growth of country requiring more

Knowledge of the behavior of a bridge at higher speeds can only be

Though the detailed instrumentation methodology has to be developed by

To assess the condition of structures from bridge instrumentations of other

3. PRECAUTIONS AND MONITORING:

3.1.1 Each bridge needs to be evaluated as an individual entity regarding safety

Sample representative bridges should be selected for instrumentation

Bridge Instrumentation would broadly cover:-

3.1.4 Frequency of instrumentation of Bridges:

3.1.5 SELECTION OF AGENCIES:

Instrumentation and evaluation of bridges needs to be assigned to specialized

Note: In case of foreign firms, their authorized agents in India may be

4. FINITE ELEMENT MODELING:

The assumption in the modeling shall be clearly reflected in the

4.1 Validation of Finite Element Modeling:

Validation of numerical model is required to be done. The model is required to

5. LOADING SCHEME AND CORRELATION WITH MEASUREMENTS:

5.1 The test/design train shall have the following formation:

Multi/consist diesel loco+55 BOXN Wagons loaded to CC+8+2T/CC+6+2T

Multi/consist electric loco + 55 BOXN Wagons loaded to CC+8+2T/CC+6+2T

5.2 Response parameters, such as deflections, strains, and displacements in

Besides above, 48 to 72 hrs. Recording for normal traffic shall also be

6.1 Bridge Condition Observations

During each round of instrumentation, the physical conditions of the bridge

6.2 Section Property Verification

6.3 Train Weights

During each round of instrumentation, it is essential to know the train weights

6.4 Gauge Locations

The intent of the instrumentation effort is to measure the nominal stress at

7. INSTRUMENTS FOR SUPER-STRUCTURE & SUB-STRUCTURE:

SENSORS Electrical Linear Accelerometer Temperature

CONDITIONING Conditioning Amplifier Cum Data Logger

It is proposed to have 4 electric long gauge length strain gauges (3 on

It is proposed to have 6 electric long gauge length strain gauges (4 on

It is proposed to have 6 electric long gauge length strain gauges (5 on

STRAIN GAUGES FOR PLATE GIRDERS:

For measurement of strains - It is proposed to have strain gauges in the

Strain Gauge (1)

Strain Gauge (1) - Vertical

Vertical Deflection Sensor Strain Gauges on

Pier Deflection Sensor

STRAIN GAUGES FOR COMPOSITE GIRDER

SENSORS FOR ARCH

Detailed report of instrumentation should be prepared. The report prepared