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An Experimental Investigation Of Rail Structure Interaction Under Peak Loads

Using Instrumentation

Conference Paper · September 2023

DOI: 10.1109/ICETCI58599.2023.10331439

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 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)

An Experimental Investigation Of Rail Structure

Interaction Under Peak Loads Using
Instrumentation
2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI) | 979-8-3503-0060-4/23/$31.00 ©2023 IEEE | DOI: 10.1109/ICETCI58599.2023.10331439

Sairam Neridu Venkata Dilip Kumar Pasupuleti Prafulla Kalapatapu

Department of Civil Engineering Department of Civil Engineering Department of Computer Science
Mahindra University Mahindra University Engineering
Hyderabad, India Hyderabad, India Mahindra University
sairam20pcie004@mahindrauniversity. venkata.pasupuleti@mahindrauniversit Hyderabad, India
edu.in y.edu.in prafulla.kalapatapu@mahindrauniversit
y.edu.in

Abstract— The importance of Rail Structure Interaction
(RSI) Analysis has increased as a result of the use of Continuous
Welded Rail (CWR) on bridges. It mainly focuses on calculating
the forces induced in rails and bridge components as a result of
interaction effects and inspects track and structural elements
for safety. Behaviour under vertical, tractive, and braking loads
from the trains and end rotations generated by vertical bending
under vertical trainloads are three key scenarios taken into
consideration for generation of extra stresses in rails owing to
the deck under the tracks. To measure the deflections acquired
from three tests, i) deformation of the bridge under vertical
load, (ii) Sudden Breaking load, and (iii) Tractive load, a
wireless sensor network system has been installed on the first
span of the bridge. The outcomes were compared with the
numerical model developed using FEM-based software. Various
outcomes and limitations with the instrumentation of the bridge
for data collection are briefed in detail. The train-bridge
system's dynamic behaviour was carried out based on a
comparison between experimental responses acquired from a
dynamic test and numerical responses.
Keywords—Rail Structure Interaction, Continous welded
rails, Breaking load, Tractive load, wireless sensor network, FEM
I. INTRODUCTION
A high-speed rail system (HSR) is a door-to-door intercity
passenger transportation system that is time competitive with
air and/or vehicle. The primary justification for contemplating
the development of rapid transit systems is their increased
speed, which can directly translate into lower trip times. The
necessity to use cutting-edge transit systems has been made
clear by the fast-global growth of the transportation sector,
particularly the railway industry, and the never-ending
demand to cut travel time. Traditional railway systems have
been altered to provide significantly faster travel. For many
legitimate reasons, such as trade, pleasure, etc., people have
long wanted a reduction in travel time. Worldwide
transportation companies, especially railroads, have had to
quickly expand as a result of HSR. The decision to build high-
speed rail lines is made by national governments considering
both the country's socioeconomic advantages and the
anticipated future demand for high-speed transport. High-
speed rail performance predictions over the long term are
essential to the decision-making process [1].
A. Rail Structure Interaction (RSI)
The RSI is performed for the design of railway bridges.
The usage of Continuous Welded Rails (CWR) for new and
upgraded railway projects, from light rail systems to high-
speed rail lines, has become commonplace. It offers several
benefits regarding passenger comfort, maintenance costs, and
safety. The interplay of the trains and bridges can produce
strong pressures that could harm the tracks and the bridges.
Both ballasted and ballastless tracks must be evaluated for the
strength of these forces and their compatibility with bridges.
It is called "Track Structure Interaction" or "Rail Structure
Interaction". In rail bridges, a sophisticated behaviour known
as Rail Structure Interaction (RSI) necessitates a thorough
examination of the forces transmitted from the rail to the deck
and then to the substructure due to train loads, temperature
changes, and time-dependent effects [2].
RSI analysis of railway bridges is a type of structural
analysis that takes into account the interaction between the
railway track and the bridge structure they are supported by.
It also involves modelling the bridge and track system as a
coupled system and analyzing their dynamic interaction. This
includes taking into account factors such as the stiffness of the
track and bridge, the mass of the train and its Wagon, and the
train speed and frequency. By analyzing the RSI effects on a
railway bridge, engineers can identify potential issues and
make design modifications to ensure safe and reliable
operation. Experimental analysis of bridges using
accelerometer sensors involves measuring the dynamic
response of a bridge to various loading conditions.
Accelerometer sensors are used to measure the accelerations
and vibrations of the bridge in response to the applied load,
providing insight into the bridge's behaviour and identifying
potential issues that may require maintenance or repair. When
combined, RSI analysis and accelerometer-based
experimental analysis can provide a comprehensive
understanding of a railway bridge's behaviour and
performance. By incorporating the measured dynamic
response of the bridge into RSI analysis, engineers can refine
the model and make more accurate predictions of the bridge's
behaviour for further loading conditions.
Several researchers have explored the combined use of
RSI analysis and accelerometer-based experimental analysis
for railway bridge assessment, including Bian et al. (2020), Yu
et al. (2020), Xu et al. (2021), research work demonstrates the
utility of combining RSI analysis with accelerometer-based
experimental analysis for railway bridge assessment and
highlight the various techniques used to collect and analyze
the data [3-5].
B. Continuous Welded Rails (CWR)
Rails may be connected in a variety of ways to create
tracks. Rails were traditionally fastened together using bolts to
create a jointed track. In this type of track, rail lengths that are

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 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)
typically 20 meters long are laid, fastened to sleepers, and
connected to other rail lengths by steel plates known as
fishplates. Bolts are used to fasten fishplates, which are
typically 60 centimetres long, through the rail end on each
side. The oval holes through which the fishplate bolts travel
also allow for expansion, and there are small gaps
purposefully left between the rails to permit expansion of the
rails in hot weather. When trains pass over jointed tracks, they
emit a "clickety-clack, clickety-clack" sound due to the tiny
gaps left between the rails. The jointed track is too weak to
support high-speed trains and therefore provides a somewhat
rough and uncomfortable ride unless it is very properly
maintained. On slower lines, less essential lines, and sidings,
it is still utilized. Continuous welded rail is what most
contemporary railroads utilize. The rails of this type of track
are joined by welding them together across a distance of
several kilometres (there is no maximum). This type of track
is exceptionally sturdy, provides a smooth ride, requires little
maintenance, and has few joints [6-9].
Continuously welded rails are often used in rail
transportation due to their tremendous advantages of raising
ride comfort and minimizing track maintenance costs. Despite
this, the axial compressive stress in CWRs is incredibly
temperature-sensitive [10]. As a result, buckling or cracking
of CWRs is more prone to occur in cold places where the
yearly rail temperature differential may surpass 90 °C due to
the significant annual rail temperature fluctuations. The
substantial radial temperature force acting on the rail increases
the risk of track buckling significantly, especially for CWRs
on bends with small radii [11]. Based on stress-strain theory,
Ryjácek and Voká ˇ c, Strauss ˇ et al., and Yun et al. compared
the increased stress in CWRs on ballasted and ballastless
tracks on bridges using long-term monitoring. [12-13].
C. Instrumentation
One of the basic methods for measuring the dynamic
displacement parameter of structures is by using
accelerometer sensors. Bridge dynamic monitoring makes
considerable use of an accelerometer sensor. These sensors
detect accelerations, but triaxial accelerometers may
concurrently measure three orthogonal accelerations. Without
a stable reference point, measuring displacements with
displacement transducers is challenging. Installing
accelerometers on bridges is a standard industrial practice
when long-term bridge monitoring is necessary. These sensors
may be used to establish baseline behaviour for long-term
monitoring and to measure the natural frequency of bridge
components. On the other hand, because it can detect
acceleration in three mutually perpendicular axes (x, y, and z)
with low noise and great sensitivity, the accelerometer is
perfect for the modal test of large structures [14].
To perform field dynamic load testing of full-scale
structures, unique monitoring systems must be employed for
railway bridges since they are enormous civil engineering
structures working in complicated loading and climatic
circumstances. Strong noise and uncertainty in the structural
responses are caused by variations in structural characteristics
and dynamic excitations, which should be picked up by
today’s vibration monitoring equipment. These systems often
include signal processing, data transmission, data analysis,
and data interpretation together with bridge instrumentation.
The LORD micro strain Wireless Sensor Network (WSN)
system has been used in the current investigation to measure
the vibration characteristics of a real structure. The main
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230
framework for vibration monitoring, data collecting, and data
processing of this research is shown in Figure 1.
The WSN system is made up of the following components: a
personal computer, WSDA-2000 Network Connected
Wireless Gateway for gathering and processing measurement
results, and GLINK-200 Rugged Wireless tri-Accelerometer
sensors. The steel plates that were fixed to the surface of the
bridge superstructure serve as the support for the magnetic
bases on which the accelerometer sensors were placed on the
bridge.
D. Accelerometer Sensor
The G-link 200 accelerometer is a widely used vibration
sensor in bridge monitoring due to its accuracy and reliability,
as it can convert mechanical vibrations into electrical signals
based on the piezoelectric effect. Zhang, Jiang, and Hu (2015)
demonstrated the effectiveness of the G-link 200 in
monitoring the vibration response of a long-span suspension
bridge under strong wind conditions in their study published
in the Journal of Bridge Engineering. Similarly, Lee, Lee, et
al. (2018) used the G-link 200 in conjunction with other
sensors to detect the natural frequencies and modes of
vibration of a concrete arch bridge in their paper titled
"Monitoring of Modal Properties of an Arch Bridge Using
Wireless Sensor Network," published in the Journal of
Sensors. Although the G-link 200 has limitations in detecting
smaller or more localized vibrations, it is still a valuable tool
in bridge monitoring. The data collected from the G-link 200
and other sensors can be utilized to monitor the bridge's
response to environmental factors, such as wind, temperature,
and traffic loads, and facilitate maintenance and repair efforts
[15-17].
Fig. 1. Experimental Analysis of Bridge
O'Connor et al. (2015) investigated railway bridge failures in
the United Kingdom between 2005 and 2013 and found that
RSI was the cause of 43% of the failures. This study
emphasizes the importance of understanding the impact of
RSI on bridge performance to ensure the safe and reliable
operation of railway bridges [18]. Overall, these studies stress
the importance of comprehending the impact of RSI on
bridge performance and the need for effective measures to
prevent bridge failures due to RSI. Proper design,
construction, and maintenance of railway bridges considering
RSI can ensure the safety of people and goods transported on
bridges.
II. LITERATURE REVIEW
The safety of railway bridges under train loading is a
critical issue that requires proper design, maintenance, and
 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)
inspection to prevent failures. Several research papers have
explored the dynamic behaviour of railway bridges under
train loading and the causes of bridge failures.
Railway bridges play a crucial role in the transportation
of people and goods. To ensure their safe operation, it is
essential to comprehend the impact of RSI on their
performance. Various studies have been conducted to
investigate the contribution of RSI to bridge failures and to
gain insights into their complex nature. Shinozuka et al.
(2011) reviewed bridge failures in the United States between
1989 and 2009 and found that RSI was the primary cause of
2.6% of all bridge collapses during that period. The study also
reported that RSI resulted in 29 fatalities and 73 injuries,
emphasizing the need for effective measures to prevent
bridge failures due to RSI [19]. Murali and Iyer (2018)
studied bridge failures in India between 2008 and 2014 and
found that 23% of the failures were attributed to RSI. This
study highlights the significance of the RSI effect in bridge
failures and the need to consider it during the design,
construction, and maintenance of railway bridges [20].
Chakraborty et al. (2019) investigated the dynamic
behaviour of a railway steel bridge due to train-track-bridge
interaction and highlighted the need for proper design and
consideration of the interaction between the train, track, and
bridge to withstand dynamic loading conditions [21].
Mostafa et al. (2019) reviewed railway bridge failures and
recommended proper maintenance and inspection programs
to prevent structural inadequacy, fatigue cracking, and
corrosion, which are common causes of bridge failures [22].
Lu et al. (2017) conducted a dynamic interaction analysis of
a high-speed railway bridge and train system and emphasized
the importance of proper design and maintenance to ensure
safe operation under different train speeds and loading
conditions [23]. Sattar et al. (2018) found that Rail-Structure
Interaction can significantly reduce the fatigue life of railway
bridges and recommended proper design and maintenance
practices to ensure safe operation and prevent failures [24].
Alfonsi and Di Paola (2019) also highlighted the importance
of proper design, maintenance, and inspection programs and
emergency response plans to prevent failures [25].
The literature review provides valuable insights into the
multifaceted nature of railway bridge failures and the
importance of adopting a comprehensive approach to railway
bridge safety. In addition, research papers, by Liu et al.
(2015), Huang et al. (2017), and Sheng et al. (2018) address
the issue of railway bridge failure due to Rail-Structure
Interaction (RSI) effects. Liu et al. (2015) present
experimental and numerical studies on the RSI analysis of a
railway bridge under high-speed trains and show the accuracy
of numerical simulations in predicting the bridge's dynamic
behaviour [26]. Huang et al. (2017) present a parametric
study of RSI analysis for railway bridges under high-speed
trains and highlight the importance of considering different
parameters in RSI analysis [27]. Sheng et al. (2018) review
the causes of bridge failures in the United States, with a focus
on RSI effects, and provide recommendations for practices to
prevent bridge failures. Overall, the past research emphasizes
the importance of understanding RSI effects on railway
bridges and the need for accurate and reliable monitoring
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231
systems to ensure the structural integrity of this vital
transportation infrastructure.
III. METHODOLOGY
Several advanced methods can be used to conduct bridge
health monitoring. i) Wireless sensor networks: These
networks can be used to collect data from multiple sensors
placed on a bridge and transmit it wirelessly to a central data
processing system. A study by Jalinoos et al. (2018) used
wireless sensor networks to monitor the vibration and
temperature of a steel truss bridge and found that the system
was able to accurately detect changes in structural behaviour
[28]. ii) Computer vision and machine learning: These
techniques can be used to analyze images and video of bridge
components to detect and classify defects. A study by Chen
et al. (2020) used computer vision and machine learning to
detect cracks in concrete bridge components from images
captured by a drone [29]. iii) Fiber optic sensors: These
sensors can provide high accuracy and durability for the long-
term monitoring of bridges. A study by Jiang et al. (2020)
used fibre optic sensors to monitor the strain and deformation
of a cable-stayed bridge and found that the sensors were able
to accurately detect changes in structural behaviour over time
[30]. Depending on the specific needs of a particular bridge,
relative methods may also be applied.
Extracting the natural frequencies of a bridge from
acceleration data is an important task in structural health
monitoring. There are several methods to extract the natural
frequencies of a bridge from acceleration data, including i)
Fast Fourier Transform (FFT), ii) Modal Analysis, iii)
Stochastic Subspace Identification (SSI), iv) Wavelet
Transform, and v) Hilbert-Huang Transform (HHT) (Tang et
al., 2021) [31]. Each of these methods has its advantages and
limitations, and the choice of method depends on the specific
characteristics of the bridge and the data available. Fast
Fourier Transform (FFT): FFT is a widely used technique for
extracting natural frequencies from acceleration data. FFT
converts the time-domain signal into a frequency-domain
signal, and the peaks in the frequency spectrum correspond
to the natural frequencies of the bridge (Liu et al., 2020) [32].
There are multiple methods proposed for extracting the
displacement or deflection of bridges from acceleration data
and natural frequency. One widely used method is the Fourier
transform, which utilizes the Fourier series to decompose
acceleration signals into sinusoidal waves (Zhao et al., 2011)
[33]. Another approach involves wavelet decomposition,
which extracts displacement from acceleration data (Moyo
and Zou, 2008) [34]. Additionally, the Kalman filter
approach considers the dynamic response of the bridge to
estimate deflection from acceleration data (Turan and Akbar,
2013) [35]. Other techniques such as the Hilbert transform
(Park et al., 2012), empirical mode decomposition (Yi et al.,
2011), and time-frequency analysis (Shi et al., 2018) have
also been utilized [36-38]. The effectiveness of these methods
in extracting displacement or deflection of bridges from
acceleration data and natural frequency varies, depending on
the method used, with varying levels of accuracy and
computational complexity.
Furthermore, these techniques are useful in monitoring
the structural health of bridges and improving their
 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)
maintenance and repair programs. To estimate the
displacement response of a bridge, acceleration data can be
converted using mathematical techniques such as double
integration. Double integration is a commonly used method
to analyze accelerometer data in the time domain to estimate
the displacement response of a bridge.
Several research papers have utilized double integration
to convert accelerometer data into displacement data,
including "A Novel Algorithm for Calculating Displacement
Responses of Bridges under Ambient Vibration" by Liu et al.
(2018), "A Method for Estimating Bridge Deflections Using
Distributed Vibration Sensing" by Schmid et al. (2019), and
"Performance Evaluation of a Continuous Monitoring
System for Bridge Displacement Measurements" by Bal et al.
(2019) [39-41]. These studies demonstrate the effectiveness
of double integration in converting accelerometer data into
displacement data and provide insights into the use of
displacement data in bridge assessment and design, such as
identifying potential issues and making modifications to
improve performance. Figure 2 presents the methodology
performed on a composite bridge, to carry out the RSI
analysis using instrumentation including stage 1 Non-
destructive testing which is an essential tool for evaluating
the quality and durability of concrete structures. It offers an
effective method of determining the condition and properties
of concrete without causing damage to the structure, thus
minimizing the cost and inconvenience associated with
inspection. stage 2 One of the most common methods to
obtain bridge fundamental frequencies is through ambient
vibration testing. This method involves the placement of
accelerometer sensors in multiple locations on the bridge and
measuring its acceleration response due to ambient vibrations
caused by traffic and other external factors, and extracting the
fundamental natural frequency of the bridge from collected
acceleration data. In stage 3 the dynamic characteristics
obtained through the ambient vibration test are used to
validate the numerical structural model of the bridge.
Fig. 2. Flow chart Shows the Methodology considered for our study.
IV. CASE STUDY
A. Description
Fig. 3. Eagle view of the bridge
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232
Fig. 4. a) Bridge lateral view, b) Cross section
The railway bridge considered for this study was built in
2016. The bridge is 65.510 meters long overall and is made
up of three simply supported spans that measure 19.650
meters for the extreme spans and 26.050 meters for the
intermediate spans and the overall width of the bridge is 4.90
m. The two longitudinal steel beams are separated by 2.40 m,
and they are joined by two transverse steel beams and three
lateral bracings in the intermediate. The slab is made of RCC,
and its thicknesses range from 0.25 to 0.37 meters. Four-pot
bearings are used to support each deck, two of which are
permanent supports and two of which are longitudinally
guided supports. The eagle views an image of the bridge and
the geometrical details of the bridge are shown in Figures 3
and 4 respectively.
B. Numerical Analysis
Autodesk Inventor is a powerful software program that can
be utilized to create 3D digital prototypes of engineering
designs, including bridge models. When combined with finite
element analysis (FEA), Autodesk Inventor can be used to
identify the frequencies and mode shapes of bridges. By
incorporating the material properties and dimensions of a
bridge into the software, engineers can simulate the response
of the bridge subjected to various loads and identify its natural
frequencies and mode shapes (Mandal et al., 2021) [42]. One
significant advantage of using Autodesk Inventor for bridge
analysis is that it allows engineers to test various load
scenarios and evaluate the bridge's response without the need
for physical testing. This can save time and resources while
also providing a more accurate representation of the bridge's
behaviour (Yi, Luo, & Yan, 2014).[43] However, there are
also limitations to using software-based simulations. One of
the limitations is that the simulation is only as accurate as the
input data, so it is important to have precise and accurate
measurements of the bridge's properties and dimensions.
TABLE I. MATERIAL PROPERTIES USED IN THE 3D FEM MODEL OF
THE BRIDGE COMPONENT
Material Properties
S.No.
Component Material Property Grade
1 Slab Deck Concrete M35
2 I – Girder Mild Steel FE 250
3 Pier Concrete M35
 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)
Fig. 5. a) 3D Model and b) Mode shapes
Additionally, software-based simulations cannot account
for all factors that may affect the bridge's behaviour, such as
environmental factors like wind and temperature (Huang,
Yang, & Yan, 2016) [44]. Several studies have utilized
Autodesk Inventor and FEA in bridge analysis, including
"Finite Element Model Updating of an Existing Bridge Using
Field Data and Global Optimization Techniques" by Huang,
Yang, and Yan (2016), "Identification of Modal Properties of
Arch Bridges Using the Continuous Wavelet Transform" by
Yi, Luo, and Yan (2014), and "Experimental and Finite
Element Analysis of a Truss Bridge Under Static and
Dynamic Loadings" by Gudimetla and Kandasamy (2020).
These studies not only highlight the benefits of using
Autodesk Inventor for bridge analysis but also its limitations
[45-46].
In this study, Autodesk Inventor software was used to
develop the bridge’s 3D finite element numerical model. Only
a single span (Span 1) of the bridge was modelled, Figure 4
shows the Dimensions of the deck, span, and cross-section
details of the bridge, and Table 1 displays the properties of the
material considered in the numerical model. Dynamic
Analysis has been carried out for given material, geometrical
and boundary conditions to obtain the dynamic characteristics
of the structure. Two vibration modes of the structure for
bending behaviour are displayed in Figure 5 together with the
natural frequencies.
C. Experimental Analysis
Vibration-based damage identification (VBDI) techniques
can be applied to provide a comprehensive evaluation of the
integrity of the structure. The most fundamental vibration
characteristic is natural frequency, and techniques that directly
measure changes in natural frequency (or eigenvalue) can be
utilized to detect damage. The dynamic behaviour of the
structure is therefore measured and evaluated using VBDI
methods, frequently in comparison to the behaviour that
numerical models, such as finite element (FE) models,
simulate. Other times, the comparison is based on data
collected over time, but in that case, a lot of sensors must be
strategically positioned to collect the necessary data. With the
use of signal analysis methods like the Fast Fourier
Transform, feature extraction is carried out.
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233
Fig. 6. Sensor locations to measure bridge excitation
The operational modal characteristics of the first span of
the bridge were to be found using the free vibration data
obtained from the moving train test. The test was conducted
using a method that considers fixed reference points and
involves measuring the triaxial accelerations at nine
measuring places using nine accelerometers of the Glink-200
model. Strong Magnate to Steel I-Girders was used to adhere
metallic plates to the concrete’s surface to link the
accelerometers to the deck and pier. A reliable gateway for
network-ready data gathering from Parker wireless and
inertial sensors is the WSDA®-2000. The WSDA-2000 has
4GB of internal memory for data recording in addition to
Ethernet, USB 2.0, and J1939 CAN interfaces. The time series
were collected using 128 Hz sampling at 42-second intervals.
Using the Fast Fourier Transformation Method, the
operational natural frequencies and modal configurations of
the bridge’s first span were identified.
Acceleration data collected from a bridge can be converted
into natural frequencies using mathematical techniques such
as Fast Fourier Transform (FFT) analysis. FFT is a common
method for analyzing time-domain acceleration data to
determine the frequency content of the signals. By identifying
the dominant frequencies in the data, the natural frequencies
of the bridge can be estimated.
This study demonstrates the effectiveness of FFT analysis for
converting acceleration data into natural frequencies and
highlights the various techniques used to process and analyze
the data. They also provide insights into the use of natural
frequencies in bridge assessment and design, such as
identifying potential issues and making modifications to
improve performance.
Fig. 7. Experimental first bending Model parameter
The natural frequency of a structure is an important
parameter in assessing its structural health and performance.
Finite Element Method (FEM) software is often used to
calculate the natural frequencies of structures. Another
method involves converting acceleration data using FFT to
 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)
extract the structure’s natural frequency. However, it is
important to validate the natural frequencies extracted by both
methods to ensure the accuracy of the results. Part Research
study has shown that the natural frequencies extracted from
FEM software are often in good agreement with those
obtained by converting acceleration data using the FFT.
Thus, based on dynamic tests conducted with limitations
regarding the position of the sensors as presented in Figure 6,
this study explains the experimental validation of a numerical
model of a steel-concrete composite railway bridge. Through
the use of a modal identification approach in the frequency
domain, an ambient vibration test enabled the identification of
the bridge's fundamental frequency and bending mode. The
study of the modal configurations made it possible to define
the global modes that are closely related to the bending (mode
1) of span 1 of the bridge. The detection of two global modes,
namely the first vertical bending mode as shown in Figure 7,
was made possible by the free vibration data. The numerical
model also recognized the first mode, with variations in
frequency value errors reaching roughly 2%.
Several challenges can be faced during the experimental
analysis of the bridge using Instrumentation:
 Placement of sensors: Placing the sensors at the
correct location on the bridge is crucial to obtain
accurate data. However, it can be challenging to find
the right spot, especially if the bridge is large or has
a complex structure.
 Environmental factors: Environmental factors such
as wind, rain, and temperature changes can affect the
readings obtained from the accelerometer sensors. It
is essential to consider these factors and calibrate the
sensors accordingly.
 Vibration interference: Vibrations from traffic or
other sources can interfere with the readings obtained
from the accelerometer sensors. This can be
minimized by using high-quality sensors and taking
measurements when traffic is minimal.
 Data analysis: Analyzing the data obtained from the
accelerometer sensors can be a complex and time-
consuming process. It requires specialized software
and expertise in data analysis to interpret the data
accurately.
 Safety concerns: Performing experimental analysis
on a bridge can pose safety risks to the researchers
involved. It is essential to take necessary precautions
to ensure the safety of everyone involved in the
process.
V. DYNAMIC TESTS
To determine the displacements acquired from the three
tests i) deformation of the bridge under vertical load,
Interaction between the rail and the structure is also caused by
the bending of the deck under the moving train. The top of the
deck tends to drift in a longitudinal direction as a result of the
structure's deformation as Shown in Figure 8. (ii) Sudden
Breaking load, and (iii) Tractive load, Also, traction or
braking of the trains during railway operation causes rail
stresses. Through the rails and tracks, the traction and braking
forces are transferred to the supporting structure. a wireless
sensor network system with CWR is deployed on the first span
of the bridge at various points to measure acceleration.
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234
In RSI analysis, the loads acting on the bridge are not static
but dynamic, and hence the deformation needs to be calculated
for dynamic loads. The dynamic load is usually expressed as
a moving load, which is a series of concentrated loads applied
on the bridge as per a specified load pattern. The RDSO
guidelines recommend using the standard Indian Railway
Load (IRL) patterns for RSI analysis.
A. Deformation of the bridge for vertical load
Interaction between the rail and the structure is also caused
by the deck displacement underneath a moving train. Because
of the flexure of the structure, the top of the deck tends to shift
in the longitudinal direction as represented in the picture
below.
Fig. 8. RSI Effect under Vertical Load
The bending stiffness of each deck is required to calculate
the vertical deformation effects on the structure under the
vertical loads of rolling stock. deformation leads to a change
in deck length and tries to change the length of the track which
induces the interaction effect. In case the cross-section varies
along the span length, an exact computation may be done.
Alternately, to simplify computations, if the cross-section at
the centre has a lesser section modulus than that at the ends,
the cross-section at the centre may be adopted. If the section
at the centre is a higher section modulus than that at the ends,
an average section may be considered without too much error.
B. Sudden Breaking and Tractive load
The braking or traction of the trains during railway
operation also causes rail stresses. The rails and tracks operate
as conduits for the traction and braking forces to reach the
supporting framework. A portion of the braking and traction
forces are communicated directly to the deck underneath the
train, but a portion of these forces are also transmitted through
the rails to the surrounding decks and abutments. To avoid the
possibility of ballast destabilisation, it is crucial in the case of
braking/traction force to not only verify that the rail stresses
are within the permissible range but also to verify the relative
displacements between the bridge and the track.
MIDAS Civil software is used for rail structure interaction
analysis. The software involves creating a 3D model of the
structure, defining material properties and boundary
conditions, and running the analysis to evaluate the structural
response [47]. A cost-effective live monitoring system is
proposed for bridges, allowing remote observation and action.
The approach is adaptable to project requirements and budgets
and focuses on developing a cloud architecture for IoT-based
living monitoring [48-49]. Table 2 presents a summary of both
MIDAS and Experimental Investigation results.
VI. DISCUSSION AND CONCLUSION
The objective of the current work is Largely RSI analysis
carried out using Software, but instrumentation studies have
not been carried out due to the involvement of complexities
during the testing. Accelerometers were placed on bridge span
 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)

1 to collect the responses, and the differences between those
responses were numerically estimated. Therefore, the
following inferences may be taken from the results. The
detection of two global modes, namely the first and second
vertical bending modes, was made possible by the free
vibration data. The numerical model also recognized these
modes, with variations in frequency value errors reaching
roughly 2% only first mode.
train arrangement was employed in full-scale experimental
investigations to evaluate the performance of a railway bridge
under continuously welded rails. The first span of the bridge
was instrumented to measure displacement, stresses, and
strain under the influence of temperature and train loads.
Deflection measurement was determined using tests
conducted under uniform speed tractive effort, braking, and
uniform speed situations. Field studies yielded data that

TABLE II. COMPARISON BETWEEN NUMERICAL AND EXPERIMENTAL

UIC guidelines
Sl. 774-3 & CL-1.7.2 Midas Results Experimental
Description - Pg.18 and Parameters to evaluate
Results
RDSO -BS 114
No guidelines 25T 17.14 T

Tensile rail stress in Mpa

Maximum tensile stress

UIC≤ 92 N/mm2 due to temperature in 8.13 8.13
rail
11.64
Max. additional tensile rail Maximum tensile stress
stress due to (temperature RDSO≤ 60 N/mm2 due to breaking and 39.46 27.71
1 variation of deck, braking traction in rail
acceleration and deck
oration) in summer Maximum tensile stress
due to vertical bending 7.99 5.483
in rail
14.11
Maximum tensile stress
due to temperature,
48.14 36.07
braking-traction and
vertical effect
Compressive rail stress in Mpa

Maximum compression
UIC≤ 72 N/mm2 stress due to 8.13 8.13
temperature in rail
17.3
Maximum compression
Max. additional compressive RDSO≤ 50 N/mm2 stress due to breaking 39.81 27.3
rail stress due to (temperature and traction in rail
2 variation of deck, braking
acceleration and deck Maximum compression
oration) in winter stress due to vertical 12.26 8.405
bending in rail
Maximum compression 16.49
stress due to
temperature, braking- 34.84 25.78
traction and vertical
effect
Max. permissible relative Absolute horizontal
horizontal displacement displacement of the
3 ≤ 5 mm 4.74 3.49 2.07
between the deck due to deck due to breaking
braking and acceleration and traction
Max. permissible relative
Relative horizontal
horizontal displacement
deformation between
4 between the deck and the rail ≤ 4 mm 3.366 2.161 2.77
rail and deck due to
due to braking and
breaking and traction
acceleration
The validation of the numerical model was performed by underwent in-depth analysis, which showed an excellent
comparing deflections obtained from Finite Element Analysis correlation between the analytical results and the static test
(FEA) and experimental test results using the MIDAS cases. All test readings and the highest deflection during
programme. Modal analysis was conducted using dynamic testing were found to be within the permissible limits
acceleration, velocity, and displacement data obtained from a set by RDSO. The study's results indicate that the bridge's
wireless sensor network, which proved to be a useful tool for performance is within acceptable bounds.
detecting structural deterioration, such as stiffness loss. A test-

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235
 2023 International Conference on Emerging Techniques in Computational Intelligence (ICETCI)
Instrumental experimental analysis of the bridge with
extracted acceleration data faces several challenges that can
affect the accuracy and reliability of the analysis. Signal
processing is a critical step in analyzing raw acceleration data
as it requires specialized software and expertise to remove
noise and extract relevant features. Data quality can be
affected by the placement of the sensors, environmental
conditions, and instrument calibration, requiring careful
monitoring and calibration to ensure high-quality data. Data
management is also essential, as large amounts of data
collected from sensors can be difficult to manage and store
effectively. Solutions to these challenges include using
specialized software and algorithms for signal processing,
calibrating instruments regularly, monitoring environmental
conditions, implementing data compression techniques, and
developing a data management plan. Implementing these
solutions can improve the accuracy and reliability of the
analysis and aid in making informed decisions about the
bridge's health and maintenance.
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