25 25 2970 2970 1950 1950 2970 2050 5560 2050 25 25 25

WITH A MAX. AXLE LOAD OF 25.0 t

25

25

25

25

25

25

25

TRAIN LOAD 8.25 t/m

2970 2050

1950

1950

M.B.G.1987

2050

5560

19500

19500

2 ELECTRIC LOCOMOTIVES (WAG6c TYPE)

30 30 30 30 30 30 30 30 30
TRAIN LOAD 12 t/m WITH A MAX. AXLE LOAD OF 30.0 t

30 30 30

H.M.L.

2311 2200 2200 2200

2200

7500 2200 4622 2200 7500 2200 2311

H.M.L.

18
20922
30 30 30 30 30 30 30 30 30 1900 1900 1900 4942 1900 6590 1900 2471 1900

2200

20922

2 DIESEL LOCOMOTIVES (WDG2 TYPE)

TRAIN LOAD 12 t/m WITH A MAX. AXLE LOAD OF 30.0 t

30 30 30

2471

1900

6590

1900

19132

19132

NOTE: AXLE LOADING IN TONNES AXLE SPACING IN MILLIMETRES

Fig. 2.1-b LOADING STANDARDS B.G.

locomotives) and RBG loading was evolved which caters for a maximum axle load of 22.5 tonnes (220.6 kN) for locomotives with trailing load of 7.67 tonnes/metre (75.2 kN/m) on track with the maximum axle load ot 22.9 tonnes (224 kN) for wagons. 3) MBG - 1987 (Modified Broad Gauge) : With the anticipated growth in traffic by the turn of the century and consequent, use of heavier and more powerful locomotives, loading was modified during 1987 and MBG loading was evolved which caters for maximum axle load of 25 tonnes (245 kN) for the locomotive with trailing load of 8.25 tonnes/metre (80.9 kN/m) on both sides of locomotives. 4) HML - (Heavy Mineral Loading) : The locomotives with a maximum axle load of 30.0 t (294.2 kN) and a train load of 12.0 t/m (117.7 kN/m) to be adopted for bridges on identified routes as and when approved by Railway Board. B) Metre Gauge (1000 mm) 1) MGML - 1929 : Maximum axle load of 13.2 tonnes (129.4 kN) for locomotives with trailing load of 3.87 tonnes/m (37.95 kN/m) following the locomotives. For simplicity of calculations, the Equivalent Uniformly Distributed Loads (EUDL) have been worked out for various spans upto 130 metres and the same have been tabulated in Indian Railway Bridge Rules. The EUDL have been listed separately for arriving at the maximum bending moment and the shear for simply supported spans. For design of footpath or F.O.B., live load including impact is specified as 4.8 kN/m2 (490 kg/m2) of foot path area. Table 2.1 shows comparative statement of BGML/ RBG/MBG/HM loading with EUDLs and longitudinal forces for guidance. In general Ioading standard adopted for new track bridges is MBG. 19

TABLE 2.1 COMPARATIVE STATEMENT OF BENDING MOMENT, SHEAR AND LONGITUDINAL FORCES MBG EUDLs (t) BM 89.3 150.4 200.3 278.1 430.6 540.1 555.0 720.0 679.1 900.0 305.7 369.9 404.2 580.5 758.3 934.5 221.1 261.8 286.2 170.3 177.4 201.7 35.5 41.6 47.6 104.4 109.9 129.5 25.6 22.5 37.5 50.0 Shear BM Shear BGML HM EUDLs (t) Longitudinal Forces (t) RBG MBG HM 33.3 33.3 50.0 60.0 75.0 75.0 65.0 100.0 100.0 56.3 75.45 100.0 120.0 64.4 96.2 116.2 135.0 71.2 119.1 140.9 135.0 77.2 146.6 165.7 147.1 88.5 187.8 215.2 195.4

Span Shear 96.8 145.3 199.1 273.3 389.5 394.85 503.7 618.8 734.1 753.7 634.3 515.1

BGML EUDLs (t)

RBG EUDLs (t)

(m)

BM

Shear

BM

6.5

89.3

110.2

82.3

13 147.2

163.7

129.7

20 202.7

222.4

177.1

20
803.1 1080.0 1112.4 964.4 1001.4 1050.9 1440.0 1470.6

30 280.0

302.3

252.0

45 399.5

430.1 360.85

60 514.8

552.8

470.9

75 628.0

672.0

584.0

90 742.0

789.8

698.0

120 973.0 1025.3

926.7

2.1.3 Impact effect In railway track bridges, this is defined as Dynamic Augment. The Co-efficient of Dynamic Augment = 0.15 +
8 6+ L

subject to

maximum value of 1, where L is loaded length in metre. It is considered in addition to the live load being equivalent to the CDA multiplied by live load which gives maximum force (bending and shear) in the member under consideration for speed upto 160 kmph on BG and 100 kmph on MG. 2.1.4 Forces due to curvature and eccentricity of track Where a track (or tracks) on bridge is curved, allowance for centrifugal action of moving load as well as effect of eccentricity of track (curved) over girders (straight) shall be included in designing a member, all tracks on the structure being considered as fully occupied. 2.1.5 Temperature effect When any portion of the structure is not free to expand or contract under variation of temperature, allowance shall be made for the stresses resulting from this condition. 2.1.6 Frictional resistance of expansion bearings Where the frictional resistance of expansion bearings has to be taken into account, the co-efficient shall be assumed as per type of bearings provided. The value of the co-efficients can be taken as given in Clause 2.7.1 of Bridge Rules. 2.1.7 Longitudinal Force Where a structure carries railway track, provision shall be made for longitudinal loads arising from any one or more of the following : a) The tractive effort of driving wheels of locomotives depending on traction characteristics of locomotive. b) The braking force resulting from the application of brakes to all braked wheels with 13.46% of wagon axle load for air brake and 10% of axle load for vaccum brake stock. c) Resistance to the movement of the bearings due to change of temperature. 21

2.1.8 Racking force Lateral bracings of the loaded deck of the railway track steel girder shall be designed to resist racking force (force caused by nosing and swinging effect of moving load over the rails), in addition to the wind and centrifugal force. 2.1.9 Wind pressure effect This is caused by the wind on the girder as well as on the body of moving stock and is a transverse load. 2.1.10 Forces and effects due to earthquake Earthquake shocks cause movement of ground on which the structure is situated. This ground movement causes vibration of structure. The seismic forces need not be considered for railway bridge located in Zones I, II and III and bridges of overall length less than 60 m or spans less than 15 m in Zone IV (Zones indicated in IS - 1893). 2.1.11 Erection stresses Allowance shall be made in design for stresses set up in any member during erection. Such stresses may be of different nature from those which the member will be subjected to during actual service (tension instead of compression or vice-versa). These depend on launching scheme. Hence temporary strengthening has to be made if required for the scheme adopted. 2.1.12 Loads for road bridges (ROB) Road Bridges shall be designed to following loading standard. Accordingly they are designed to carry any one of the loading, namely : IRC Class AA Loading IRC Class A Loading IRC Class B Loading 2.2 CODES AND SPECIFICATIONS Steel girders (superstructure) are designed, fabricated, erected and maintained in accordance with following codes and specifications. 22

OVERALL LENGTH 7090 CENTRES OF BEARING 6910

TOP FLANGE PLATE 310x20x7090

BEARING STIFFENER ANGLE RSJ 600x210

ANGLE CLEAT BEARING BOTTOM FLANGE PLATE 310x20x7090 CLEAR SPAN 6100

BEARING

SECIONAL ELEVATION

LATERAL BRACING

CROSS FRAME MADE UP OF WEB PLATE & ANGLES

23
PLAN CROSS SECTION Fig. 2.2 R.B.G. STANDARD 6.1m. span

NOTE: ALL DIMENSIONS ARE IN MILLMETRES.

a)

IRS - Steel Bridge Code - 1977 for design of steel and wrought iron bridges carrying rail, road and pedestrian traffic (mostly rivetted girder) b) IRS - Welded Bridge Code 2001 for metal arc welding in mild steel bridges carrying rail, rail cum road or pedestrian traffic (for welded girder only). This code incorporates submerged arc welding. c) IRS - Specification B1-2001 for fabrication, erection and maintenance of steel girders and turn-tables. 2.2.1 Steel As stipulated in Clause 8 of IRS B1 2001 structural steel used for steel girders and steel structure in Indian Railways as follows: 2.2.1.1 I.S-2062 Grade A as rolled semi killed or killed shall be used for foot over bridges and other structures (whether rivetted / welded fabrication) subjected to non-critical loading. 2.2.1.2 IS-2062 Grade B fully killed and normalized / control cooled where service temperature does not fall below 0 C shall be used for welded/rivetted girders subjected to railway loading. Plates less than 12mm thick need not be normalized / controlled cooled. (Note: Steel girders of track bridges up to 76.2m spans are fabricated with this steel). 2.2.1.3 IS-2062 Grade C fully killed and normalized / control cooled ensuring impact properties at (-) 20C or (-) 40C shall be used for sub zero temperature areas for welded / rivetted girders subjected to railway loading. Note: Rolled section like angles, channels, I - section etc. confirming to IS-2062 Grade A may be used in structure of rivetted girder subjected to railway loading till such time rolled sections confirming to IS-2062 grade B or C are not available in market. 2.2.1.4 High tensile steel shall comply in all respect with the requirement of IS-8500 (equalant of old IS- 961) presently used for spans 91.5m and 122.2 m span (rivetted truss). 24

2.2.1.5 Steel for rivets shall comply with the requirement of IS:1148 for hot rolled rivet bars for structural steel confirming to 2062 Grade B and IS-1149 for high tensile steel girder. 2.3 TYPES OF STANDARD STEEL GIRDERS FOR TRACK BRIDGE

RDSO, Lucknow has designed and issued fabrication drawings for standard spans of following types : a) Beam type (solid web plate girders) for spans 9.15, 12.2, 18.3, 24.4 and 30.5 metres as open deck and composite girders. The present policy of Railway Board is to use RCC/ PSC slabs for spans upto 6.1 metre and adoption of RCC/ PSC girders for longer spans wherever possible. b) Truss type (Open web girder) for spans 30.5, 45.7, 61 and 76.2 metres. c) Special Type : Rail cum road bridges for spans of 91.5 and 122.2 metres but these bridges are very limited in number. Table 1.1 to 1.5 indicates list of standard steel girders (MBG) with important dimensions and weights of spans. All standard track bridge steel girders (superstructure) are simply supported structures and hence maximum bending stresses are in the centre of span and maximum shear stress is at ends. Bending stresses are resisted by flanges or chords. Top flange or chord resists compression. Bottom flange or chord resists tension. Shear stresses are resisted by web plate or web members of open web girder. 2.3.1 Solid web plate girder-deck type As a thumb rule depth to span ratio of these girders is 1/10. Maximum size of beam (RSJ) rolled in Indian rolling mills is 600 x 210 mm only. Earlier spans upto 6.1 metre were directly made with rolled RSJs or RSJs with top and bottom flange plates or duplicate RSJs. Details of such girder is shown in Fig.2.2. Spans 9.15 metre and above are made with web plate and flange 25

plates to form built up beam or I-section. Plate girders are further grouped according to the type of construction of beam or I-section as under; a) Rivetted plate girder (Open deck) b) Welded plate girder (Open deck) c) Welded composite girder (Ballasted deck) All built up plate girders (solid web) upto spans 35 metres (115') need not be cambered as per Steel Bridge Code Clause 4.16.1. All standard plate girder spans are less than 35 metres, hence the question of camber does not arise. Standard plate girders are used as deck type where sleepers are resting on top flanges. 2.3.1.1 Rivetted plate girder-deck type On date 98% of steel plate girder bridges are of rivetted constructions for spans 9.15, 12.2. 18.3, 24.4 and 30.5 metres (30.5 metre plate girders are very few owing to fabrication problem and also being uneconomical). Following are the components of plate girder (rivetted) a) Built-up I-Section (including stiffeners) b) Cross frames c) Top lateral bracings d) Bottom lateral bracings (provided for spans 24.4 metres and above) e) Bearings. Main component - Builtup I-section Top flange (Compression member) is made up of flange angles, flange plates and web plate (portion between flange angles). Top flange resists bending compression stresses and gross area is considered as a cross section. Flange angles are essentially required to connect web and flange for rivetted construction. To cater for higher bending stress in middle portion of span, additional flange plates are provided over first top flange plate which is provided throughout the length of span for sleeper seating. 26

FLANGE ANGLES
4 2 3 1 2 3

INTERMEDIATE STIFFENER SINGLE ANGLE BEARING STIFFENER DUPLICATE ANGLES

SLIDING BEARING
CLEAR SPAN 18300 CENTRE OF BEARINGS 19400 4

1st BOTTOM FLANGE PLATE

ELEVATION

CROSS FRAME

1 & 2 - WEB COVERS 3 - FLANGE COVER ANGLES 4 - FLANGE PLATE COVERS

27
PLAN
TOP LATERAL BRACING

GUSSET PLATES

HOOK BOLT

WOODEN SLEEPER JOGGLED INTERMEDIATE STIFFENER

STRAIGHT BEARING STIFFENER

CROSS SECTION

Fig. 2.3 R.B.G. STANDARD 18.3m. SPAN (RIVETTED)

NOTE : ALL DIMENSIONS ARE IN MILLIMETRES.