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11 Vohune 45 I Nmuber 2 I Jtme 2015 Tlte Bridge and Structural Engineer

A
ING - IABSE
The Bridge & Structural Engineer
Indian National Group of the International Associati on for Bndge and Structural Engineering

Contents: Volume 45, Number 2 : June 2015

Editorial
From the desk of Chainnan, Edito1ial Board : lVIr. Alok Bhowmick
From the desk of Guest Editor : Mr. P.Y. Manjme

Highlight~ ofING-IABSE Events

ING-IABSEAnnual Day-2015 and Technical Presentations held on
23ro May 2015 at New Delhi x

Workshop on "Project Preparation and Repair/Rehabilitation of Bridges and Flyovers"

held at Lucknow on l O<h & 11th June 2015 XII

Special Topic : Strengthening, Repair and Rehabilitation of Stmctures

1. Rehabilitation ofB1idges & other Stmcnues-TI1e Challenging Discipline 1
PnilnmJcar Ma11j11.re

2. Rehabilitation of Steel B1idges 13

Amitabl1a Gl1oslml

3. Condition Assessment and Rehabilitation of an Impact Dan1aged Concrete Bridge 21

Rajeev Goel, S1uja K Slmmra, Lalalmiy Pam111enmrn11

4. Strengthening, Retrofitting, Repair and Rehabilitation of Bally Road Over B1idge

No. 15A, Howrali Division, Eastern Railway by Using External Prestl'essing 29
S.J. Deb, V.L. Des1q,,uule

5. An Overview of Repair and Rehabilitation / Strengthening of Concrete B1idges 39

and A Case Stl1dy
A . K Bmieljee

6. Investigation and Rehabilitation of Fire Damaged Structlires with Case Stl1dies 45

R.K Jaigopal
7. Replacement of Expansion Joints of2"'1 Hooghly Bridge, Kolkata 53
S<111Ja1ni Maftmrdar, Sl111mad1 Laliiri, Arijit Gl1os1i, Pmtik Seu

8. Evaluation ofin-Sitl1 Stress in Concrete Stmctlires by Core Trepaiming Teclmique 63

S . ParitY1fl111, K Rmirrmkar, K Kesam11, B. Anm. S1u11larnm

9. Effect of CFRP Fabric in Enhancing Torsional Capacity and Twist Angle of Strengthened
RCC Beams 70
Partleep K1u11ar, S1ujiJ. K. Slmrma, Lnkslmiy Pnm111eswam11.

Research Paper
1. Classification of Concrete B1idges and Damage States for Seismic Evaluation:
A State-of-the-Alt Review 77
D11ya1mij Patil, Rakes11 Klmre
Panorama
Obituaiy 87
Office Bearers ailCI Managing Conunittee Members 2015 88

The Bridge and Structural Engineer Voltulle 45 I Ntuuber 2 IJune 2015 111
 A
ING- IABSE
The Bridge & Structural Engineer
JOURNAL OF THE INDIAN NATIONAL GROUP OF THE INTERNATIONAL ASSOCIATION OF
lftlDGE & STRUCTURAL ENGINEERING

September 2015 Issue of the Journal will be a Special

Issue with focus on

AESTHETICS OF STRUCTURES
SALIENT TOPICS TO BE COVERED ARE:
1. Architecture & Aesthetics in general
2. Aesthetics of Structures other than Bridges
3. Aesthetics of Bridges
4. Aesthetics and Heritage Structures
5. Aesthetics attributes and quantification

A
ING- IABSE
The Bridge & Structural Engineer
JOURNAL Of THE ll~DIAN NATIONAL GROUP OF THE INTERNATIONAL ASSOCIATION Of
8RIDGE & STRUCTURAL ENGINEERING

December 2015 Issue of the Journal will be a Special

Issue with focus on
GEOTECHNIQUES & FOUNDATION DESIGN FOR
STRUCTURES
SALIENT TOPICS TO BE COVERED ARE :

1. Geotechnical Investigations & Interpretations

2. Liquefaction Analysis for Foundation Design
3. Ground Improvement Techniques
4. Foundations in difficult Ground conditions
5. Choice of Foundation System for Buildings and Bridges
6. Any other topic of relevance

Those interested to contribute Technical Papers on above themes shall submit the
abstract by 7 th November 2015 and full paper by 22"d November 2015 in a prescribed
format, at email id : ingiabse@bol.net.in, ingiabse@hotmail.com

1v Vohuue 45 I Ntuuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

The Bridge and Structural En gineer
B&SE: The Bridge and Structural Enginee1; is a quarierly journal published by ING-IABSE. It is one ofthe oldest and the
foremost stnictural enginee1ing Journal ofits kind and repute in India It was founded way back in 1957 and since then the
journal is relentlessly disseminating latest technological progress in the spheres ofstn1ctural enginee11ng and b11dging the
gap between professionals and academics. Articles in this journal are written by practicing engineers as well as academia
from around the world.
Disclaimer :
All material published in this
B&SE journal undergoes peer
review to ensure fair balance,
objectivity, independence and
relevance. The Contents of this
journal are however contributions
of individual authors and reflect
their independent opinions. Neither
the members of the ediwrial
board, nor its publishers will be
liable for any direct, indirect,
consequential, special, exempla1y,
or other damages arising from any
misrepresentation in the papers.
The advertisers & the advertisement
in this Journal have no influence on
ediwrial content or presentation.
The posting of particular
advertisement in this JOW'nal does
not imply endorsement of the
product or the company selling
them by JNG-IABSE, the B&SE
Journal or its Editors.
Front Cov u :
Top Right:
Picture shows external prestressing
of Girders for old Ni: amuddin
Bridge over river Yamrma, Delhi
Top Left:
Picture shows collapse of cut-roller
beaiingsfor Kairana Bridge across
river Yamuna in Uuar Pradesh
Bottom Right:
Picture shows external prestressing
ofGirders to compensate for loss of
prestress and use of structural steel
brackets for supporting distressed
hammerheads, for Sharavathy
Bndge on West Coast at NH-17
Bottom Left:
Picture shows Kairana Bridge
across river Yamuna in Uttar
Pradesh, in which seUlement of
more than 1200 mm in one well
foundation is observed, resulting
in collapse of cut-roller beaiings.
Suspended Span bearings are also
affected
Pim: 'soo
Tbe Bridge and Structural Engineer
J1me 2015
E1litorial B oar 1l
Cltai.r :
Alok Bhowmick,
Managing Director. B&S Engineenng Consultants Pvt Ltd .. Naida
Members :
Mahesh Tandon,
Managing Director, Tandon Consultants Pvt. Ltd., New Dellu
AK Banaj ee, Fonner Member (Tech) NHAI, New Delhi
Harshavardhan Subbarao.
Chainnan & MD, Construma Consultancy Pvt. Ltd., Mumb ai
Ninnalya Bandyopadltyay,
Director, ST UP Consultants Pvt. Ltd., New Delhi
Jose Kurian, Chief Engineer, DTTDC Ltd., New Delhi
SC Mehrotra , Chief Executive, Meliro Consultants, New Delhi
Advisors :
AD Narain, Fon ner DG (RD) & Additional Secretaiy to the GO!
N K Sinlta, Former DG (RD) & Sp ecial Secretary to the GO!
G Sharan, Fonn er DG (RD) & Special Secretary to the GO!
AV Sinlta, Fonner DG (RD) & Special Secretary to the GO!
SK Puri, Former DG (RD) & Special Secretaiy to the GO!
RP lndoria, Fonner DG (RD) & Special Secretary to the GO!
S S Chakraborty, Chairman, CES (I) Pvt. Ltd, New Delhi
BC Roy, Senior Executive Director, JACOBSCES, Gurgaon
Publislted :
Quarterly : March, June, Septemb er and December
P11blisller :
ING IABSE
Clo Secretary, Indian National Group of the IABSE
IDA Building. Ground Floor (Room Nos. 11 and 12)
Jainnagar House, Shahjaha11 Road
New Delhi-11 0011, India
Telefax: 91 +011+23388132 Phone: 91+01 1+23386724
E-mail: ingiabse@bol.net.in, ingiabse@hotmail. com,
secy .ingiab se@bol .net.in
Submission of Papers :
All edito1ial communications should be addressed to Chairman, Editorial
Board ofIndian National Group ofthe IABSE IDA Building Ground Floo1;
Jamnagar House, Shahjahan Road, New Delhi - 110011.
Ad1-e11isi11g:
All enqui1ies and co17'espondence in connection with advertising and the
Equipments/Materials and lndustl)I News Sections, should be addressed
to Sh1i RK Pandey, Secreta1y, Indian National Group of the IABSE,
IDA Building Ground Floor, Jamnagar House, Shahjahan Road,
New Delhi-110011.
Vohune 45 I Ntunber 2 IJune 2015 v
 From the Desk of Chairman, Editorial Board
This issue of the journal is focused on the
theme of "Strengthening, Repair and
Rehabilitation of Structures". Evaluation,
repair, rehabilitation and strengthening
of existing infrastructure has become
increasingly an impo1tant topic within the
constmction industry. The need for repair and
strengthening of a stmcture may arise from
usual deterioration due to ageing or problems
of durability, due to likely change in functional
use of the strncture, changes in the relevant
design codes subsequent to the construction,
change in loadings conditions subsequent to
constmction, stmctural defects or due to any
unforeseen disasters (like earthquake, floods,
cyclone ... etc.).
Strengthening, rehabilitation repair and
retrofitting of stmctures is usually a challenging
task for Engineers, due to uncertainties
associated with the behavior of distressed
structures. The Engineers involved in such
works needs to have sufficient work experience
and skill since there are no applicable codes
and standards, which gives a fotmatted uni-
directional approach to any solution. The
Engineer has to explore amongst plenty of
possibilities, after studying au the constraints
in a given situation, to come out with the
optimum solution.
vi Vohuue 45 I Ntuuber 2 I Jm1e 2015
Accuracy of evaluation of any structure can be
improved by using the recent advancements
and developments in stmctural diagnostics,
structural tests, material tests, stmctural
analysis and probabilistic methods of design.
Considering the above scenario, a need was
felt by the editorial board of ING-IABSE
for dissemination of cmTent knowledge
and for exchange of recent experiences
gained by the practicing engineers as well as
research institutions in the field of Repair and
Rehabilitation.
Our Guest Editor for this issue is Mr.PY Manjure,
who is a well known personality in the field of
Repair and Rehabilitation in India and overseas.
I am sure, the papers in this journal will reveal
the intense amount of activity going on in India
and in various pa1ts of the world on topics of
damage detection, diagnosis and evaluation,
repair, rehabilitation and strengthening of
engineering stmctures. It is hoped that readers
will find the infonnation of value.
Tlte Bridge and Structural Engineer
 From the Desk of Guest Editor
This issue of "Tbe Bridge & Structural
Engineer" is specially devoted to 'Rehabilitation
of StJuctures'. Subject of rehabilitation is fairly
new and is emerging in all spheres of constmction.
TI1e topic is under evolution and touches variety
of constmctional; design and maintenance aspects.
Population of old structures is increasing over the
years and it is in the fitness of things that such issue
is coming out which is timely and at appropriate
juncture.
Variety of requirements arises in respect of old
structures which include nonnal concrete repairs,
stmctural strengthening, enhancement of sections,
replacement of bearings and joints; additio11 of
reinforcement and making up pre~tress losses etc.
Adverse effects on structures caused by natural
disasters such as excessive floods, eru1hquakes ru1d
lru1dslides etc., on the fimctions of stmctures rue to
be tackled in such a mrumer that the utility of the
stmcture is restored in minimum possible time.
Eventually it bri11gs up several issues which need to
be hru1dled adroitly by the rehabilitation engineers.
Factors such as increasing capacity of the Railway
Bridge structures as it happens with conversion
of meter gauge bridges which need to take Broad
Gauge loading; call for upgradation. Similruly
increase in axle loads of vehicles plying on highway
bridges may take place in times to come and would
therefore call for increase in load cru1ying capacity
of the bridges. Besides, due to increase in density
of traffic, roads ru1d bridges need to be widened to
cope with Iruge traffic. Techniques of rehabilitation
Tbe Bridge and Structural Engineer
would be useful in such situations ru1d thus topic of
rehabilitation becomes much more relevant.
Bridges are more vuh1erable ru1d mru1y of them
need measures for strengthening ru1d rehabilitation
sometime or other ch1ring their se1vice life. Type
of measures would depe11d upon the distress and
its severity, stmctural details, materials used and
functional requirements etc. In sixties and seventies,
few ru1d far in between bridges had to be tackled for
rehab. In late eighties, TI1ane Creek Bridge near
Mumbai gave a wake up call. Need for revision of
maintenru1ce mrumals stru1dard~ for rehabilitation
wo1k was strongly felt. Standard methods for
investigation ru1d remedial measures were preprued
by Indiru1 Roads Congress and rue now pe1iodically
reviewed.
One of the importru1t aspects in the rehabilitation
process is assessment of the stmcture. The
assessment of a structure differs in mru1y ways from
the design of a new one. At times, the most basic
data about design ru1d drawing of the structure as
constmcted is not available which fact makes the
assessment more difficult. TI1e engineer responsible
for assessment has to reso11 to some assumptions
ru1d had to bank upon his engineering judgement.
TI1e data collected from the non-destmctive tests
ru1d condition smveys do supplement the assessment
ru1d help in fonnulating remedial measures.
TI1ere is s11bstru1tial growth in recent yeru-s m
development of materials ru1d techniques for
rehabilitation of stmctures. Issues of nom1al
Volume 4 5 I Ntunber 2 IJune 2015 vu
 maintenance, ageing and consequent deterioration
are fairly adch-essed. However a need is felt for
techniques to deal with maintenance design for
se1vice life requirements, durability, fatigue and
vibration problems. 111e situations arising from
extreme events such as bomb explosion, fire,
earthquake, landslides and ve1y high floods have to
be tackled for which innovative techniques need to
be developed.
111e role of instmmentation is also significant in the
scheme of repairs and rehabilitation. Tue stmctural
remedies used for correcting or containing the
distress can be checked for efficacy with the use
of appropriate instmmentation. For example while
augmenting the prestress in am ember, measurement
ofstrain gives confidence about the method used. In
fact, instrumentation would be usefol even after the
rehabilitation work is completed. Such periodical
monitoring would help timely action and prevent
any untoward happening to the stmcture.
Various aspects of rehabilitation as briefly
mentioned earlier have been covered to some extent
in 9 papers appearing in this issue. Apalt from
Bridges, there are other stmctures such as buildings,
silos, jetties and dalns etc, which also need to be
strengthened. While elaborating the nature and
cause of distress, I have covered such structures
giving brief case studies. Besides, I have tried to
highlight the challenges inherent in such works.
111e technique of supporting the tmss in cantilever
situation from the adjoining spall is novel and
Mr. Ghoshal has brought out the innovation
appropriately in his alticle. Mr. Rajeev Goel has
brought out recommendation about rehabilitation
of impact affected girders. How deficient PSC
members of all ROB were strengthened by
additional pre-stressing has been elaborated by Mr.
Deb and Mr. Deshpande in their paper. Paper of
Mr. AK. Bane1jee gives all ove1view of sequential
VUt Volume 45 I Number 2 I Jm1e 2015
activities for any rehabilitation project together with
all illustrative case.
111ere are interesting case studies of fire affected
stmctures by Mr. Jaigopal. Replacement ofmodu!al
joints on Hooghly bridge with ve1y heavy traffic
was difficult task. Mr. Majumdal has brought out
the complexity of the work in his paper. To know
the residual prestress in allY prestressed concrete
member has been a nagging question. Structural
Engineering Research Centre has done considerable
work alldresearch on this problem in recent years alld
has developed successfully a viable te$1-method to
find out this pal'alll eter. Dr. Parivallal 's paper throws
light on this requirement alld provides important
data which I run sure would help in assessment
alld developing proper remedial measure. Carbon
fibre material is being used in rehabilitation of
strnctures in the last few years. Fmther work done
on this in the laboratories of CRRI by Dr. Lakshmy
Palan1eswaran, Mr. Paldeep Kumal and their
colleagues would ce1tainly be usefol in developing
schemes of rehabilitation.
As I said eallierrehabilitation is a.developing science
alld there is great potential to innovate alld make this
discipline richer.
All in all, I must say this issue would make all
interesting reading altd provoke engineers to greater
innovations and novel solutions.
Finally I would like to thaltk IABSE Secretariat
- Mr. RK. Pandey, Mr. K.B. Shalma alld Chief
Editor Mr. Alok Bhowmick and all authors for their
wonderful co-operation alld guidal1ce in making this
issue a success.
(P.Y. MANJURE)
Tlte Bridge and Structural Engineer
 Brief Profile of Mr. P.Y. Manj ure

Graduated with Honors in Civil Engineering from College of Engineering, Pune, Mr. P.Y.
Manjure was actively engaged with Constmction of Pre-stressed and RCC bridges for the first
6 years of his career. After joining The Freyssinet Pr~sbessed Concrete Company Limited in
1970, he has specialized in the field of Pre-stressing, Repairs and Rehabilitation, Heavy Lifting
and Special Civil Engineering Projects. During his career of 52 years, he was closely involved in
rehabilitation of more than 350 stmctures including Bridges, Jetties, Aqueducts, Darns, Silos and
Industrial Buildings, etc. He has been trained in France for pre-stressed Concrete arid in Holland with
M/s. Europeari Stmctural Bonding Division bv., for repairs to Concrete.
He has been ari active member of Bridges Committee, Maintenarice arid Rehabilitation of Bridges
Committee, Bearings Committee oflndian Roads Congress. He was also in the Mariaging Committee
ofIABSE. He is on the panel of Bureau oflndiari Staridard (BIS) for Revision ofIS:456. He was
selected 'Vice President' oflndian Roads Congress for the 50th Session in the year 1991. He was
selected by FIP as a Member on Commission 10, dealing with Management and Maintenance of
Concrete Sbuctures for the period 1994-1998.
He has written several Papers in Technical Journals arid his Paper on Nizammlclin Bridge and
Sharavathi Bridge won IRC Medals. His paper on 'Erection of Buddha Statue' brought him
Indian Co11c1ete Joumal - V.K. Kulkami Award for the Best Paper. He was awarded the IRC
Medal for presenting the Best Paper on Rehabilitation and Strengthening of Zuari Bridge by
Indian Roads Congress in January, 2004.
The Institution of Engineers, Maharashtl'a Centre, Mumbai presented him the S.B. JOSHI
MEMORIAL AWARD for the year 1994-95 for his contribution to Bridge Engineel'ing.
Received Citation & Award from Indian Chapter of American Concrete Institute for Outstanding
Work of 'Rehabilitation of Zuari bridge' in December 2004.
He has presented Papers at number of International Forums such as fib Congress in Amsterdam
in 1998, IABSE Congress in Zurich in 2000, at Americari Concrete Institute during the Centennial
convention in Washington in 2004, IABSE Symposium at Lisbon in 2005 arid in Weimar in
Gennariy in 2007, in June 2009 at.fib Symposium 2009 held in London, in May 2013 at Rotterdarn
arid recently in 2015 at Po1to in Portugal.
He was awarded the 'S.B. Joslti Sml'Uti Puraska1" together with the Citation for 'Excellence
in Bridge and Structural Engineering' by Alumni Association of College of Engineering, Pune
in November 2005. Tiie ln!>titute of Engineers, (India) has felicitated him recently with "Eminent
Engineer Award" for the year 2012 during convention held at Roorkee. Tiie 'Indian Concrete
Institute' has confeITed on him 'Life Time Achievement Award' in September 2014.
He is at present WHOLE TIME DIRECTOR ofTheFreyssinetPr~stressed Concrete Comp any
Limited.

The Bridge and Structural Engineer Vohun e45I Ntuuber2 IJrn1e2015 1x

 HIGHLIGHTS OF THE ING-IABSE ANNUAL DAY-2015 AND
TECHNICAL PRESENTATIONS
HELD ON 2JRD MAY 2015 AT NEW DELHI
TI1e Indian National Group of the IABSE had Head ofBridge Design & Technology, Transpo1tation,
organised its Annual Day-2015 along with technical Atkins at India International Centre, Lodhi Road,
presentations on "Hammersmith Flyover and Forth" New Delhi on 23'd May 2015. The Ammal Day 2015
by Shri Mike Needhan1, Tean1 Director, Ramboll and and presentations was attended by about 75 delegates
"Walton Bridge -A new Arch Bridge ov er the River from various paits of India TI1e presentations was
TI1ames, UK" by Shri Chris Hendy, Atkins Fellow, highly acclaimed.

A view ofthe Dais during the Inauguration Shri Mike Needham during his Technical Presentation

Shri Chris Hendy during his Technical Presentation A view ofthe audience during the technical presentation

A view ofthe audience during the technical presentation Shri DO Tawade, Chairman, ING-IABSE Delivering his
welcome address during the Annual Day and Technical
p resentations

x Vohune 45 I Nmnber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

Besides the above, the following Annual Meetings
of the Group were also held on the z3n1 May 2015 at
India International Centre, New Delhi.
103n1 Managing Committee
55'h Annual General Body
104th Managing Committee
In the 55th Annual General Body Meeting, elections
A view ofthe Dais during the 103'" Managing Committee
meeting
A view ofthe audience during the 1041h Manag ing
Committee meeting
Tbe Bridge and Structural Engineer
under different mies were held for Managing
Committee Members. In the 104th Managing
Committee meeting, the elections were held for
Members of the Executive Committee. Shri DO
Tawade was elected as Chainnan, Shri Divakar Garg,
Shri MP Shann a, Shri A lok Bhowmick and Shri MV
Jatkar were elected as Vice-Chainnen of the Group.
Shri RK Pandey and Shri Ashish Asati would continue
to act as Secretruy ru1d Director of the Group.
A view ofthe audience during the 55' Annual General
Body Meeting
Vohune45 I Ntuuber 2 IJrn1e2015 x1
 HIGHLIGHTS OF THE WORKSHOP ON "PROJECT PREPARATION AND
REPAIR/ REHABILITATION OF BRIDGES AND FLYOVERS"
HELD AT LUCKNOW ON tOTH & ttTH JUNE 2015
TI1e Indian National Group ofIABSE in co-operation Session 1 - Project Preparation of Bridges &
with Govt ofUttar Pradesh, PWD and UP State Bridge Flyovers
Corporation Ltd had successfully organised two Shri AK Banerjee - Feasibility Study & DPR - An
day Workshop on "Project Preparation and Repair/ Overview
Rehabilitation of Bridges and Flyovers" at Lucknow '.l Slui Ravi Stuldaram - Geo-technical Investigation for
on 10th and ll th June 2015. The Workshop was well Bridges

attencl ed by m ore tl1an 200 delegates from various 3 Slui Alok BhoVvuuck - Design of F otuldation &
Substmcture
Govt Dep aitments as well as oilier private and
4 Shri Vinay Gupta - Design ofSuperstmcture
public organizations.
5 Shri Jitendra Rathore - Beanngs & Expansion Joints
TI1e aim of the workshop was to provide a detailed 6 Shri Somnath Biswas - Reinforced Earth Walls
understanding of the various aspects of a good 7 Shri GK Sahu, - Instnunentation & Bndge Health
project preparation for bridges and flyovers etc to the Morutonng
Engineers of State P\VD and consultants. 8 Shri AK Banerjee - Quality Control in Design and
Construction
Tue Workshop was inaugurated by Shri Shivpal Singh
9 Slui AC Srivastava - Construction of Bridges - Some
Yadav, Hon 'hie Minister of State, Uttar Pradesh for Elementary Thoughts
Public Works Depru1ment, In1gation, Co-operative,
Flood Control, Lru1d Development & Water Session 2 - Repair and Rehabilitation of
Resources, Waste Lru1d Development, ltrigation Bridges & Flyovers
(Mechru1ical), Revenue, Disaster & Rehabilitation Inspection,
10 SluiAK Banerjee - Overview of
and Public Service Mruiagement by lighting the Investigation and Repair I
traditional lrunp. Shri Surendra Singh Patel, Hon ' ble Rehabilitation

Minister of State, Uttar Pradesh for Public Works
Depru1ment ru1d IITigation was the Chief Guest on
the occasion. Other dignitaries, S/Sht1 KS Atoria, DO
Tawade, RK Pru1dey, AK Bru1erjee, AK Gupta, Rajru1
Mittal and RC Beranwal also graced the occasion.
During his inaugural address, Shri Shivpal Singh
Yadav expressed that the deliberations of the
Workshop will be highly educative with guiding
pruruneter to meet ru1y challenges in the matter of
repair ru1d rehabilitation of bridges by the practicing
engineers and pru1icipants.
Shri KS Atoria, Principal Secretary, Govt of Uttar
Pradesh extended wrum welcome to the pru1icipru1ts
of the Workshop. Shri DO Tawade ru1d Shri RK
Pru1dey delivered his address dm1ng the Inauguration.
Shri Rajru1 Mittal, Managing Director, UP State
B11dge Corporation Ltd proposed Vote ofTuru1ks.
TI1e Workshop on "Project Prepruation ru1d Repair/
Rehabilitation of Bridges ru1d Flyovers" was
addressed by the following eminent expet1s covering
the following Sessions:
11 Dr Lakshmy Parameswaran - Condition Stuvey and Detailed
Investigation
11 Shri PY llllanjwe - Rehabilitation of Bridges & Other
Structtires - The Challenging
Discipline
13 Shri Upendra Ji Shukla - Rehabilitation of Substrucnire of
Yainuna Bridge on NH 73 - A
Case Snidy
TI1e Valedictory Session was held on 11th June 2015
(aftemoon). Shri KS Ato11a, Principal Secretary to the
Govt ofUttar Pradesh, gave the V aledicto1y Adch'ess.
He expressed the hope that the outcome of the
Workshop would have enriched the delegates. TI1e
concluding remruks of the W 01kshop were presented
by Shri DO Tawade, Chainnru1, ING-IABSE. TI1e
delegates who attended the Workshop mentioned that
the subject matter of the Workshop is ve1y timely.
Sht1 RC Baranwal, Chief Engineer (NH), Govt of
Uttru Pradesh proposed a Vote ofTuru1ks.
A cultural programme was orgru1ized in the evening
of 1011t June 2015 for the participru1ts who rejoiced the
evening.
TI1e Workshop was a great success.

xu Vohuue 45 I Ntuuber 2 I Jm1e 2015 Th e Brid ge an d Structural Engin eer

 Shri Shivpal Singh Yadav, Hon 'ble Minister, UP, PWD A view ofthe Dais during the Inaugural Function
lighting the traditional Inaugural Lamp
along with high dignitaries

Shri KS Atoria, Principal Secretary, Uttar Pradesh, PWD Shri DO Tawade, Chamnan, ING-IABSE
Delivering his welcome address Delivering his address

Shri RK Pandey, Secreta1J1, ING-IABSE Shri AK Banerjee, Chairman, Scientific Committee

Delivering his address Delivering his address

Shn Surendra Singh Patel, Hon 'ble Minister of State, Shri Shivpal Singh Yadav, Hon'ble Minister,
Uttar Pradesh, PWD Uttar Pradesh, PWD
Delivering his address during Inaugural Function Delivering his address during Inaugural Fun ction

Tbe Bridge and Structural Engineer Volume 4 5 I Nmnber 2 IJtme 2015 xm

 A view ofthe audience during the Inauguration Another view ofthe audience during the Inauguration

A view ofthe Dais during the Valedictory Function

l

. "
Call for Papers - Seminar on "Urban Transport Corridors"
The Indian N ational Group of the International Association for Bridge and Structural Engineering (ING-IABSE) is
organising a Seminar on "Urban Transport Corridors" in co-operation with Ministry of Road Transport and Highways and
National Highways Authority of India from 6'1' to 7'1' February, 2016 at India International Centre, New Delhi.
The Seminar will have four T echnical Sessions covering each theme in one Session as per the following:
i) Policy and Planning
Unified Urban Transport Development Authority
Planning for Multi -modal Transport for Urban Corridors
Tr ansit Oriented Development including Land Use Planning
ii) System and Engineering
Dem and and Supply Management in Urban Transport
Infrastructure Requirement for Integrated Urban Transport
Use of ITS - Coordination, Efficiency, Monitoring, etc. in Urban Transport.
Safety and Security
iii) Financing
Innovative Financing for Urban Transport Corridor.
Congestion Charging for Dem and Management (including Parking)
iv) Case Studies
Metro
Mono-Rail/LRT
BRTS
Intem1ediat e Public Transport (Auto, Taxi etc.)
Technical papers under various theme s ar e invited for inclusion in the Seminar Report. The paper should be neatly printe d
including figures, tables etc. on A4 size paper wi th '.lS mm margin on all side using 11 size Font (Times New Roman) .
Those who are interested to contribute a paper, kindly send their paper (m aximum 9 pages plus one cover sheet) by
16'1' November '.lO 15 at the following address. Selected authors will be invited to pre sent their papers in the Seminar.

Shri RK Pandey
Secreta1y
Indi an National Group of the IABSE
IDA Building, Ground Floor, Room No.12
Jamnagar House, Shal1jahan Road
New Delhi-110011
Telefax 0 11-2338813'.l Phone 0 11-23386724
E-mail: ingiabse@bol.net.in, ingiabse@hotmail.com

xiv Vohnue 4 5 I Ntnuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer
 REHABILITATION OF BRIDGES & OTHER STRUCTURES -
THE CHALLENGING DISCIPLINE
Padmakar MANJURE
Director
The Freyssinet Prestl'Cssed Concrete Co. Ltd.,
Mumbai (India)
pym@fi>ccindia.com
Summary
TI1e stmctures are affected due to variety of reasons.
Some cases of bridges and different type of structures
are briefly described. TI1ough symptoms of distress
may be same, the solutions evolved would vary
depending upon the assessment and requirement of
each stmcture.
Keywords: CoITosion, cracking, deflections, extemal
prestressing, bearings, mis-alignments
1. Introduction
Deterioration of structures over a period of time and
also due to variety of extemal influencing factors is
found to be a universal phenomenon. It is not confined
to any one countty or pruticular prut of the world.
Whether it is ru1 advanced countty or a developing
countty, it has been widely experienced that problems
do occurwith the structures. Degradation ofstmctures
is also not govemed by the type of materials used or
type of stt11cture adopted. Experience has shown that
whether it is in steel or in concrete, it is vulnerable
and looses its original characteristics and eventually
the stmcture is unable to pe1fonn as envisaged.
hrespective of the type of stmcture, it has to face the
problems of stability, safety ru1d service life.
Our countty is no exception. It is a vast countty,
aim ost a sub-continent. It has a huge network of
roads and rail systems, which rue dotted with several
hundreds of bridges. Besides, innumerable utility
stmctures such as Storage Silos, Industtial factories,
Power Stations etc., have come up in the length and
breadth of the country. (Photo No. lA ru1d lB)
Tbe Bridge and Structural Engineer
Graduated in Civil Engineering in 1963
from Pune muversity. Specialized in t11e
neld of Rehabiliation and prestressing. Done
rehabilitation of more t11an 350 structtues in
last 5 decades.
- .!!-- ' -
Photo No. JA-Impo1tant Photo No. 1B-Railway
National H ighways Network
National Railway Nehvork : 69000 Km~.
Highways : 79116 km No. of Railway : 1,33,000 Nos.
State Highways : 1,55,116 km ~ridges
No . of Road
Bridges : Approx
100000 Nos
Population of old stmctures is increasing. Once
a stmcture is built, it is considered to be ahnost
pennanent. TI1is myth is however exploded as several
stmctures are being discovered having deteriorated
condition threatening their service life.
TI1ere is growing realization about durability aspects
ru1d serviceability of the structures. The criteria for
these parruneters are regulruly reviewed and rue being
established. Keeping this in mind, precautions are
being taken during design and constmction. New
materials, methods of constmction techniques are
used to ensure durability of $'tmctures. hl spite of
growing realization for improved constmction ru1d
maintenance, disttesses are observed in the stt11ctures
and rehabilitation measures are required to be taken.
Vohune 45 I Ntunber 2 IJune 2015 1
At times the structures are adversely affected due
to natural disasters such as huge landslides on the
bridges or extra ordinary floods over topping the
bridges. Sometimes there are accidents such as tilting
of bridge piers by trnffic vehicles or barges. There
are public and commercial stmctures de-capacitated
by fire. All such structures are required to be made
se1viceable.
Rehabilitation of stmctur es calls for ingenuity and
innovativ eness. In spite of lack of sophisticated
equipments, many complicated stmctures hav e
been successfolly rehabilitated by using indigenous
materials and techniques. How this has been achieved
by us is described in this ruticle.
2. Panorama of our Structures
After Independence, there has been a spectacular
growth in the construction field in India in all spheres
oflife. Systematic development ofNational Highways
and Road and Railway network led to constmction
of bridges. TI1ere rue several mighty rivers such as
- Gru1ga, Brahmaputra, Godavari etc., and bridging
these 1ivers was a great challenge. Ganga B1idge at
Patna with its length 5500 Metres was considered to
be longest river bridge in Asia at that time (1982).
(Photo No.2). India bas a vast coastline and building
bridges over creeks and i.tra.its was challenging.
Photo No.2-0anga Bridge at Patna
TI1e rru1ge of bridges constmcted is ve1y vast. The
mate1ia1s used rue: Reinforced concrete, Pre-stressed
concrete ru1d steel as well. TI1e range of method
of constmction adopted covers simply supported,
cantilever conshuction, balanced cantilever, arch,
segmental ru1d cable stay etc..
With the emphasis on Agriculture, several i.nigation
projects were taken up. As a result, Dams, Aqueducts,
Syphons and similar hydraulic stmctures have been
2 Vohut1c 45 I Nmubcr 2 I Jm1c 2015
constmcted during the last 6 decades.
Storage facilities for grains, cement etc., were created
and silos were constmcted tluoughout the countty .
Besides, several Industrial Structures, Factory
buildings, Power Stations have come up. As a matter
of fact, all so1t s of stm ctures have come up in the
pursuit of developmental activ ities on all fronts.
All these stmctures have to be maintained to keep
the wheels of growth moving. In this context,
rehabilitation of stm ctures becomes more relevant.
3. Maladies and Remedies
Several rehabilitation works have been success.fully
completed by us in the last three or four decades.
Over the yerus, mru1y measures have been evolved
ru1d adopted in practice. Some of the i.mpo1tru1t ones
with proven efficacy rue highlighted here.
3.1 Treatment ofcracks by Epoxy
It is known that every crack is not stmcturally
significant. The crack in a stmcture signifies distress.
However, what matters is not their occuffence, but
their size, frequency and cause for occurrence.
The integ1ity of the stt11cture is restored by epoxy
treatment. Solvent free epoxy resin compounds
which cure by chemical reaction beh;veen resin and
hardener are used for the heatment of cracks. Epoxy
is advantageous in faster development of strength.
TI1is consideration is in1po1tru1t in putting back the
stmcture in service. TI1eir bond with concrete is
excellent.
Prior to injection, cracks are cleru1ed a11d prepared.
Equipment with automatic mixing and continuous
flow type is effective for injection.
Sometimes, porosity of concrete is required to be
improved. In such case, even though there are no
cracks, treatment by epoxy injection can help m
improving impenneability propetties. Injection ts
done through inlets fonn ed on a suitable gtid
Epoxy treatment is not the panacea in the scheme
of repairs. TI1is cru1 however be well combined with
other techniques for better results.
3.2 Treafm2nt of Honeycombs and Damaged
concrete
Fast setting repair m OJtars rue found suitable for
The Bridge and Stru ctural Engineer
patchwork repairs of concrete. Cement based mortar
containing admixtures are used when high early
strength and increased resistance is needed. Polymer
ba<;ed special mortars are also used. The reinforcement
encountered here is treated with passivating paint.
3. 3 Jacketing
Jacketing involves fastening of external material such
as concrete, steel etc., over the existing members
to provide required perfonnance characteristics.
Inte1face between old concrete and new concrete has
to be treated by suitable bond coat. Besides, positive
connection between two elements is achieved by
providing dowels in the old concrete. On several
Indian bridges, this method has been used for piers,
arches, columns and even for footings of open
foundation with success.
3. 4 Replacement of Damaged Concrete
Situations like delamination of concrete,
contamination of concrete by chloride ions or severe
cracking of concrete can be tackled by removing the
defective concrete and rebuilding them. Equipment
used should be $11ch that it does not damage good
concrete. Use of Concrete Saw, Power Operated tools
etc., is effective.
Fresh concrete is added by casting or spraying after
priming the smface with a suitable material. It is
necessaiy that replacement concrete has matching
properties with existing concrete as close as possible.
3.5 Addition ofReinforcement
Additional rebai-i; aie provided in place of dainaged or
con-oded bat1l. This is a simple method ai1d is being
practiced here regulaily. Precaution is taken to ensure
that proper ai1chorage is established by suitable
lapping or bolting and welding/coupling methods.
3.6 Bonding ofSteel plates or Carbon Fibre Sheets
Beains, columns and slabs etc., aie strengthened by
gluing metallic plates in appropriate maimer. Tue
addition of steel plates enl1ai1ces the resistai1ce of
existing elements in bending, tension ai1d sheai-. Tue
aim of this technique is to modify or improve load
beaiu1g capacity of the structure. (Photo No.3)
Before gluing the plates, the surface should be well
prepared by use of sand blasting, water jetting or
similai method. The plates of 2 to 3 mm. thickness
Tbe Bridge and Structural Engineer
aie prepaied duly de-greased in a bath and covered
with primer. Tue plates aie applied under pressure to
squeeze the fihn of glue ai1d allow the plate to follow
the profile of the member. The plates aie protected
against con-osion.
Photo No.3-Bonding ofSteel Plates - Bassein Creek Bridge
Fibre reinforced plastic ai1d caibon fibre sheets are now
available in India atid this technique is increasingly
being adopted on rehabilitation projects. These sheets
have atl advai1tage over the steel plates as they cai1
assume any shape being thin and cai1 be wrapped/
bonded with the structure more easily. Besides, they
aie not prone to c01rosion.
3. 7 E.xternal Post-Tensioning
This is a versatile technique. There aie number of pre-
st:ressed concrete and reinforced concrete structures
effectively strengthened in India by using this
technique during the last two decades. (Photo No.4).
Some steel deckings of the bridges comprising of
trusses ai1d plate girders aie also strengthened by this
method.
The method envisages use of pre-stressing cable
aio1111d the structure in such a maimer that it augments
the load canying capacity or creates beneficial
stresses as desired. Tue cable could be ofbais, wires
or strai1ds. The design is generally on the saine lines
as for conventional pre-stressing. Lot of attention is
required for detailing the scheme. Caie is necessaiy in
design ai1d location of ai1chor plates, deviator blocks
and protection of the cables.
111e pre-stressing forces aie trai1smitted through the
ai1chorages ai1d due regaid should be given to the fact
that existing concrete ai1d embedded reinforcement
Cati cater to these forces. Tue suppo1t conditions for
ai1chorages and use of deviators in structures being
Vohune 45 I Nrnnber 2 IJune 2015 3
repaired should be studied in conjunction with tendon
layout used.
Photo No.4-Neamuddin Bndge - View ofExtemal Pre-
stressing
Many bridges located on the Indian coastline are
affected due to cotrosion and stability of the decking
is threatened. Bridges across Thane Creek, Zurui
River ru1d Sharavathi etc., are rejuvenated by using
this technique.
4. Case Studies
TI1ere rue several bridges on the highways and
railways systems which are rehabilitated successfully
in the recent yerus. TI1ese are classified considering
the type of distress obse1ved. One typical case of each
type of major distress is covered. Aprut from b1idges,
other st11.1ctures such as silos, industrial buildings and
ill"igation stmctures rue also described.
5. Beaiing Displacement
On many bridges, Steel Rocker and Roller Bearings
are commonly used. Many cases of displacement of
beruings have been obse1v ed. Sometimes, the cut
rollers get excessively tilted or fallen flat. One such
case is that of Chambal Bridge.
5.1 Chambal Bndge Near Etawah
TI1is bridge is on State Highway collllecting Uttar
Pradesh and Madhya Pradesh. It is built across River
Cbambal near Etawah in Uttru Pradesh.
On well foundations, concrete piers of 24.4 M .
height were built. The superst11.1cture comprises of
hammerhead and suspended span rurnngement. TI1e
hrunmerhead is a single cell RCC box girder of 11. 1
M. length. TI1e suspended spru1 comprises of2 PSC 'I'
girders each of 40.6 M. length. Cast steel Rocker and
Roler beruings have been provided at ruticulations.
4 Vohunc45 j Nmnbcr2 j Jnnc2015
5. 2 Distress Notzced and Cartses
After few years of opening the bridge to traffic, it was
obse1v ed that the suspended span between P-5 and
P-6 had shifted towruds the downstrerun side by 24
mm. TI1e shifting was progressive ru1d was found to be
increasing. At the time of rehabilitation, the beruiug
had shifted as much as 110 mms. Ou inspection, it
was found that the beruings were not placed in line
ru1d level. The bearing on downstreru11 was inclined by
20 mms. whereas the upstreru11 beruing was tilted by
7 n1111s. TI1e bearings were also sloping along the axis
of the bridge to some extent due to deflection of the
hrunmeri1ead. TI1is slope was of the order of 9 mms.
ru1d 4 nuns. for upstream ru1d downstrerun berui.ngs
respectively. The PSC girders were found cmved
in plail. The beruings, which m ight have been fixed
nonnal to the axis of the girders, were, therefore, not
at right ru1gles to the axis of the bridge. Besides, the
level of downstream beruing was lower by 35 mms.
with respect to upstream bearing. On account of these
factors, tbe berui.ngs struted shifting in tram.-verse
direction. Later on, after lifting the spru1, it was
discovered that the guide strips were not ru1 integral
prut of tbe bottom plate but were fixed by using
flim sy screws. These screws had sherued off due to
trru1~verse force thus allowing the spail to move.
5. 3 How tlus was rectified
First, aJl access platfonn was provided to reach the
beruing for thorough inspection. As the piers were tall,
it was not possible to erect any scaffolding from the
riv erbed. Therefore, a steel inspection cum working
platfonn was suspended from the bridge deck neru
the roller end ruticulation. A scheme was preprued to
lift the suspended span by using steel tmsses (Photo
5), which were fixed to the hrunmerhead at one end
ru1d to the PSC girder at the other end. Between the
t11.1sses, traffic in one lru1e was permitted. TI1e span
was lifted by using fiat jacks and was then suppo1ted
011 sliding ru11111gement for side shifting.
It was observed that on release of horizontal side
sbifting force, the span came back by 12 mms. As
such, the spru1 was shifted additionally for 12 mms.
so that it moved back to original position. After
achieving the required rotation of the spru1, new
beruings were installed and the suspended spru1 was
lowered on to them.
The Bridge and StJuctural E ngineer

Photo No.5-Chambal Bndge near Etawah - Liftmg
Arrangement
6. Damage due to Floods
6. 1 Vansadhara Bndge
TI1is bridge is situated on Behra.mpur-Raigada State
Hig hway N o.4 in Orissa State. TI1ere are 9 spans of
104 ft. each and two end spans of 35 ft. with floating
spans of 5 ft. The superstmcture consists of RCC
box girder with twin cells and balanced cantilever
suppo1ted on solid piers. Rocker and Roller Steel
bearings were provided on t11e pien; suppo1ted by
dumb-bell shaped well foundations.
TI1e river has a shatp tum of almost 90 at about
1500 M . up&treatn of the bridge. During one of the
high floods, the transmission tower at1d cables on it
got toppled. Sin1ilatly, thousattds of mattgo trees got
uprooted atid this entangled mass got blocked under
the bridge. The water was blocked thereby creating a
datn-like situation. Due to this, the abutment on the
1ight bank together with P-1 attd P-2 and decking got
washed away. (Photo No.6). TI1e superstructure on
P-3 at1d P-4 shifted towaids the downstrean1 side at1d
rested on 2 pedestals only.
Photo No.6-Vansadhara Bridge - Washed Spans
Tb e Bl'idge and Structural Engineer
The shift and loss of height was as under:
Over P-3 Over P-4
a) Drop in height 200 nuns. 500 nuns.
b) Shifting of bridge alignment 1070 mm. 409 mms.
towards downsberun
(P-3/P-4)
The piers P-3 and P-4 were tilted towatds t11e upstreatn
side. TI1e main span P3 - P4 and suspended spat1 P4 -
PS were saved from getting washed away. However,
they got m isaligned badly in 3 directions.
It was decided to rehabilitate spatt P3 - P4 and also
set right the adjoining suspended spat1. TI1e washed
out spatt Pl - P2 at1d P2 - P3 were planned to be
reconstructed. TI1e following remedial measures were
taken to restore spat1 P3 - P4:
TI1e damag ed concrete with cracks was treated
with epoxy injection for the piers at1d box girder.
Both piers were provided with RCC cladding.
The at1choring of reinforcement was done with
well cap at1d existing pier.
The spat1 was lifted to the original level.
TI1e lifted spatl was rotated for achieving proper
alig nment.
TI1e spat1 was lowered on t11e Neoprene Beatings.
By adopting the above techniques, t11e spau P3 - P4
was successfully restored
7. Settlement of Foundations
7. 1 Theval/y Bndge m Kerala
In this bridge, one pier attd atl abutment suffered
considerable settlement and tilting thereby adversely
affecting the stability at1d alignment of the bridge.
(Photo No. 7)
TI1e bridge is located on a State Hig hway neat
Thevally town in Quilon district. It has balat1ced
cantilev er decking with two main units of 30.48 M .
and central suspended span of 15.24 M . The end
approach spatts are suppo1ted by catttilever tips. In
the transverse direction, four girders ate provided for
the two lat1e decking with footpaths on both sides.
TI1e abutment on Kadavur side and adjoining pier
had settled at1d tilted. TI1e settlement was 1.26 M .
at1d 0. 7 M . respectively for abutment at1d pier on
I
Vohune 45 j Nmnber 2 Itme 2015 5
upstream side. TI1e span had shifted longitudinally
and transversely. Due to settlement RCC rocker and
roller bearings had cracks. Due to rotation of the span
in plan, expansion gaps too varied substantially. The
shear strength of the soil in which well foundations
were located was found to be poor, thus resulting in
the settlement.
It was considered not to rely on existing foundations
of P-1 and the abutment. Hence it was decided to
construct new trestles around these foundations and
transfer the load of the spans over them. For pier and
abutment 20 and 12 bored piles of 550 mm <I> were
constmcted respectively. On the top, new pier cap
was provided.
Photo No. 7-Thevally Bruige-Settiement
The rehabilitation work was executed in the following
sequence:
Constmction of piles and raising pier on them for
some height below the soffit of superstmcture.
By lifting the spans, the superstmcture was
brought to the original level position.
Alticulations were repaired.
Balance height of th e tre$iles was constmcted.
Side shifting of the span to bting to original
alignment
Neoprene Bearings were installed on new trestles
and the superstrncture lowered on to them.
In this manner the work was completed successfully
without any problem. TI1e magnitude of lifting and
shifting operations for decking was considerable and
there was no agency to unde1take this risk'Y work. The
challenge was taken by FPCC and the job was done
well.
6 Volume 45 I Ntunbcr 2 I Jm1c 2015
8. Deficiency in Construction
8.1 Restoratzon ofCement Silo
Problems of deficiency 111 constmction and
workmanship mani.fei.1 during the service life of
the stmcture. The case of a Cement Silo which had
excessively tilted and restored is relevant in this
regard (Photo No.8)
There are 4 Cement Silos iu Cement Plant near
Bilaspur in Madhya Pradesh State. Each silo is 14 M.
in dian1eter and 37 M. tall.
TI1e silos were coustm cted by slip-form method.
When the height of 7 M. was reached, the shuttering
got stuck up. It took quite some time to resume
concreting work. TI1e joint at the inte1face of old
and new concrete remained weak. TI1erefore, when
the silo was filled to its full capacity, it failed at this
weak plane and tilted by 2 M. It rested against the
adjoining silo and got suppo1ted.
Experts from within th e couutiy and abroad were
consulted. However, the proposal for restoration of
this silo was received only from our organization. The
following measures were proposed:
Photo No.8-Raymond Cement Silo - Tilted Position
The silo to be brought back to its vert ical
alignment by controlled lifting operation. For this
purpose, a po1tion oftlte silo above the crack level
was suppo1ted by hydraulic jacks against steel
The Bridge rutd Sbu ctur:d Engineer
 brackets fixed on the tilted silo and diagonally on
the opposite side. The jacks were suppo1ted on
the concrete jacket built around the silo in lower
portion.
The concrete of the silo at 7 M. height was broken
on the opposite side of the crack.
Tilting the silo on the opposite side of the cracks
by controlling carefully, lifting and lowering the
jacks in stages of 100 mm.
After bringing back the silo to its vertical
alignment, concreting was done to the damaged
po1tio11.
The outer jacket was integrated with existing silo.
A pre-stressed concrete rig beam was provided on
the top of the jacket.
After restoration, the silo is perfonning well.
9. Accidental damage to the St.ructme
9.1 Kimm Nallah Bridge
This bridge is on Jammu Srinagar Highway and is
situated in the Himalayan te11'ail1, which is prone to
landslides. For providing safety to the bridge and
traffic, a buffer system is provided on the hillside 13
M. from the bridge. (Photo No.9)
The superstmcture is a box girder constmcted over 2
piers by free cantilever method and anchor spans. The
cantilevers are 39.02 M . and 19.82 M. on Srinagar
and Jammu s ide respectively. The anchor spans are
18.6 M . and 8.23 M. The central suspended span is
30.49 M.
A mass of about 20 M3 of landslide fell on the valley
side girder on Srinagar s ide pier. The in1pact was so
big that the deck was punctured in an area of 6 M. x
3 M. besides damaging the pre-stressed cables of 12
$ 8 size. Out of 46 cables, 23 cables were completely
sheared off and 9 cables were bent or exposed.
Concrete was cmshed and damaged severely.
Suspenders and strands of the buffer system were also
snapped.
Traffic was restricted to one lane with speed
restrictions. The subway nearby was opened to
traffic. The following measures were taken to
restore the integrity of the decking:
Cutting all snapped and damaged cables at
Tbe Bridge and Structural Engineer
required locations for joining new cables and
then stressing them for making up the loss of
pre-stress. A new concrete block was constmcted
inside the box girder in which cables from either
side were anchored in cross shape giving overlap.
Transverse cables were also provided to take care
of the bursting forces on account of longitudinal
pre-stressing.
Photo No. 9-Khuni Nallah Bndge - Damaged Girder
Repairing damaged concrete.
Stressing and grouting of cables.
A load te$1 was canied out for maximum flexural
and shear effect as per IRC loading. The recovety
of deflection measured at the tip of cantilever was
excellent.
10. Corrosion of Pre-Stressing Steel
10.1 New Shorrock Mills at Nadiad
For this textile unit, roof ammgement consists of pre-
stressed concrete girders over which pre-cast RCC
elements are suppotted. The PSC girders rest on RCC
corbels. Humid air is circulated in the weaving section
as per quality requirement. Over a period, this led to
coirosion of reinforcement as well as pre-stressing
steel. Number ofRCC corbels has developed di$tress
on account ofloss ofsteel section. Spalling of concrete
along the cable profile had taken place in PSC girders.
(Photo No.10)
Additional suppo1ts were provided to the corbels by
fixing bolted steel brackets under RCC corbels. In
addition to bolting, pre-stressing cables were used to
fix the brackets finnly to the parent box girder.
Strengthening of roof girders was done by external
pre-stressing cables. Two cables were provided on
either side ofthe girder. Cables ofl T15 were anchored
Vohune 45 I Ntunber 2 IJune 2015 7
at the ends on steel brackets, which were fixed to the
walls by wedge bolts. In this manner, 22 corbels and
girders were strengtJ1ened successfully.
Photo No.JO-New Shorrock Mills, Nadiad - External Cable
10.2 Zttari Bridge m Goa
This bridge is situated on NH-17 near Panjim in Goa
and is across River Zuari over the estuary po1t ion.
The superstmcture consists of 'T ' arm cantilevers
over 5 piers arid is in pre-stressed concrete. The
decking for the main span consists of variable depth
box girders constmcted by free car1tilever segmental
constmction method. A central hinge arnmgement is
provided where 2 faces of the cantilever meet. Each
car1tilever ann is about 61 M. long and depth of the
box varies from 8 M. at the pier to 2 M. at the top of
the car1tilever. (Photo No.11)
After 14 years, it was observed that there were
excessive deflections of the car1tilevers combined
with ve1tical cracks in the web near the pier. One of
the impo1tar1t factors contributing to the distress was
loss of pre-stress on account of co1TOsio11 of cables.
Photo No.11-Zuari Bridge - General Elevation
To improve the serviceability of the stmcture, a
scheme of external cables was developed to make
8 Vohune 45 I Nmnber 2 I Jm1e 2015
up for the loss of pre-stress at least by 18 to 20%.
The cables were located on the underside of the deck
arid over the soffit by deviating them from the web.
111e load test was canied out successfully proving the
efficacy of the measures taken.
10.3 Don Bridge in Karnataka State
111is bridge is 23 0 M. long with 7 ~'Patls out of\ivhich
5 spans of 40 M. length are in pre-stressed concrete.
111e superstmcture consists of 3 "I" girders connected
by cross diaphragms. RCC deck is laid on the top.
(Photo No.12).
111e condition survey arid inspection of the bridge
revealed girders are weakened due to loss of pre-stress
on account of con-osion of steel etc. The bearings
were also datnaged.
111e girders were strengthened by providing external
cables. Due to geometry of the girder, the cables
had to be deviated t\vice. In order to absorb the
movements of the girder under load, pendulum type
of atrat1gement was used for the deviator. As there
was no sufficient space for anchoring the cables at the
deck level, new deck slab was laid which was also
required for enhat1cing the shear rating.
In addition to external cables, other measures for
rehabilitation taken included replacement ofbearings,
treatment to cracks and spalls in concrete by epoxy
arid providing protective coating and cement grouting
of existing cables etc. 111e entire work was completed
in 6 months.
11. Excessive Deflection of Cantilever
Decking
11.1 111e Ganga Bridge situated on NH 19 near
Patna city is a vital link bet\veen 1101th arid south Bihar
arid is considered to be the longest river bridge in Asia.
It has t\vo carriage ways resting on common RCC pier
arid well foundation. There are 46 "T" anus each of
121m length arid t\vo floating end spans of 5 meters
each. The super~tmcture is in prestressed concrete
arid done by using pre-cast segmental catitilever
constmction. Each car1tilever is 61 meter long arid is
a single cellular box with gm depth on pier arid 2.2m
at the end arid is prestressed with 70 cables of24 $ 8
Freyssinet Tendons. Total prestressing force applied
was 7915 tonnes. At the junction of t\vo catitilevers
central hinge bearings are prov ided.
Tlte Bridge and Structural Engineer

Photo No .12-Don Bridge
11. 2 The Distress and causes
Upstream caniageway was commissioned in 1982
aud down stream in 1987. Signs of distress struted
appearing since late nineties. Periodical impections
of the superstmcture revealed the following distress:-
Excessiv e sagging of cru1tilever tips which was
attributed to lack of adequate con1pression in the
box girder aud creep.
Opening ofjoints between two precast segment at
the deck level.
Level differential at the junction of two adjoining
cru1tilev ers affected the riding smface. TI1ongh
grade of concrete in both cru1tilevers was srune
perhaps, actual creep strains aud relaxation losses
in prestress could be different leading to such
phenomenon. TI1e deflections were obse1v ed by
ru1d lruge to be vruying from 50 mm to 100 mm
baning a few exceptional cases.
Druuages to central hinge beruing (CHB) in some
cases plunger was separated and in some, plunger
was found cracked at the root level.
TI1e weruing of top ru1d bottom plates was
comm only noticed leading to gaps of 20 to 40
mm in mru1y beruings.
Co1TOsion of prestressing steel :- Cables near
road lev el were corroded ru1d some wires w ere
obse1ved to be snapped due to cotrosion.
11.3 Strengthening measures
M ost impo1tru1t requirement of this tumkey
rehabilitation job was to provide adequate prestressing
force to restore stability of the decking to the design
level. Based on condition smvey of each spau aud
The Bridge and Structural Engineer
regular NDT tests done, it was established that the
concrete strength \l\Tas excellent aud vruied from 45
to 55 MPa. Assessment for additional preslJess was
done conside1i ng chauges in coda! provisions in
IRC-18-1965 which was revised in 2000. TI1ere was
major chru1ge in computing relaxation losses. Due to
peculiru configuration of extemal cables ru1d to take
crue of extra weight added due to cable auchorage
system prestress to be applied was m odified. Tims
total extemal prestress applied originally was of the
order of 19 to 20% of design prestress. During course
of rehab wotic it was discovered that the cables were
corroded. To compensate loss on account of cotTosion,
total extemal prestress was enhru1ced to 25%. In nut-
shell, vruious measures taken to strengthen this bridge
rue as follows :-
Extemal prestressing of the box girder by 12 nos
of 9Kl5 cables au chored in the soffit.
In a few spaus, separation of ve1tical joints m
precast segments was noticed. Local stitching
across the joints by prestressed rods was canied
out in addition to extemal cables.
Central H inge beruings were replaced by new
ones. Due to geometrical limitations, sizes of
bearings were generally maintained. However
review of metallurgy rutd design aspects was
taken ru1d new beruings made.
Spalling in concrete was repaired by epoxy mortru
ru1d cracks were treated by low viscosity epoxy.
11. 4 Jnstmnumtation
M ain objective of instmmentation was to check
behavior of the stmcture before rutd after applying
additional prestress. Different parruneters such as
compressive strains, deflection of the cru1tilevers rutd
vruiation due to temperature etc. were recorded.
Elechical strain gauges were used to check strains in
the box girder.
Defl ection was measured similarly at eve1y stage. TI1e
uplift of the cautilever was recorded ru1d was fairly in
agreement with the theoretical deflections.
11.5 Re-constmctzon ofspan P44
In Mruch 2011, one cautilever of this span sagged
excessively by 500 mm while replacement ofberuing
was being done. TI1e sagging continued aucl stabilized
Vol1U11e 45 I Number 2 IJune 2015 9
at 659 mm in the following days. Temporary measures
were immediately taken by connecting the sagging
cantilevers at tip level by providing longitudinal
stmctural steel members within the box. However the
subsequent studies revealed that the cantilevers are
not stable and it was not feasible to strengthen them
any more.
In view of this, it was decided to demolish the
cantilevers with pier segment and re-constmct the
span. The wo1k of demolition was very tricky a<i
nearly half the length of cantilever was separated. The
cantilevers were prestressed and there was residual
prestress. During the process of dismantling, it was
difficult to predict the behavior of cantilever and as
such various measures were taken to ensure stmctural
safety. (Photo.13)
Photo No. 13 - Demolition ofspan no.P44
The wo1k of demolition is ve1y challenging and is in
advance stage. Reconstmction would be taken soon
thereafter. Out of 92 f>'Pans, strengthening of 81 spans
is ov er and the entire bridge would be strengthened
during this year.
12. Ageing of the Structures
12.1 Arch Brzdge on Central Railway near Mtimba1
In India, the railway system was introduced in the
year 1853 between Mumbai (Bombay) and TI1ane for
the first time. The arch bridges constmcted 162 years
ago on this line near Thane are still used. TI1e bridges
No.33/2 and 33/3 between Tiiane and Kalwa suffered
distress due to loss of jointing mortar etc., between
the arch stones. (Photo No.14)
TI1e superstmcture constmcted in stone masomy is
suppo1ted by stone piers resting on open footings. In
all, there are 23 arches of 9.14 M. span and batnl
length of21 M .
10 Vohune 45 I Nmuber 2 I Jmte 2015
Over the yerus, the mo1tru has leached at1d as a result,
the stones have become loose. In order to restore the
integrity of the stmcture and give them finther lease of
life, following mea<iures were taken for strengthening
of the bridge:
Photo No.14-Thane Creek Railway Bridge -Arch Bndge
Drilling of holes along the entire surface of the
ruch ru1d pier attd injection of neat cement grout.
Fixing dowels ov er the entire masomy surface.
Excavating the area around the foundation up to
the founding level at1d constmcting RCC jacket
up to the springing point level.
Intemment of the ruch by RCC jacket.
On the face of it, the work apperued to be simplistic.
However, it was quite challenging at1d complex
because of the tidal problem and long length of the
batTel. The cofferdatns were constmcted to isolate the
foundations at1d to enable us to cru1y out the work.
Concreting the ruch along the entire length was
possible due to use of concrete pumps. Special
scaffolding and fonnwork had to be devised for this
pmpose.
13. Design Deficiency
13. l Dzamond Cement Szlo In Madhya Pradesh
Two raw meal silos constmcted in RCC in the yeru
1983 for a capacity of 5500 M.T. suffered heavy
datnage due to ve1tical cracks, spalling etc.. TI1e 15
M . diameter silo is 33 M. in height and is located neat
Nrusingruh in Madhya Pradesh State. (Photo No.15)
Investigations were catried out by conducting Non-
Destmctive Tests and Visual observations. Apatt
from the distress mentioned above, it was observed
Tlte Bridge and Structural Engineer
that t11e circumferential reinforcement is not adequate.
In order to rei.1ore the design capacity of tl1e silos and
exteud their service life, it was decided to provide
external cables outside ilie silos.
Full size circular cables were provided and anchored
by using 'Freyssinet' special connectors. In all, 216
monostrand cables were provided. TI1e strands were
housed in suitable HDPE pipe with a layer of grease.
The assembly of strand and pipe was housed in bigger
HDPE pipe and ilie inter space was grouted wiili neat
cement grout, thus providing multiple protection to
the pre-sbessing steel.
Photo No.15-Diamond Cement Silo
After sbengiliening the silos are in se1v ice for 8 years
and are working well and to full capacity w ithout any
problem.
14. Hydraulic Structwes
14. l Repairs to Hirakud Dam
Leakage ilirough the body of the dam not only results
in loss of storage capacity buy also tl1reatens the
stability ofilie stmcture. This problem was discovered
in Hirakud Dani and was tackled effectively.
Hirakud is one of tl1e major dams in the country
across River Mahanadi in Orissa State. TI1e Dam
is 4.8 Kms. long and is a combination of concrete,
masomy and eruth section. TI1e Spillway pmtion is in
The Bridge and Structural Engin eer
concrete and rest of ilie lengili is eruth filled. TI1e dan1
was completed in 195 7. (Photo No.16).
During inspection, it was obse1ved that there is heavy
leakage through the tight spillway. The leakage was
traced to several ho1izontal cracks fonned along the
spillway length.
Photo No.16-H iralaid Dam
Special equipment was used to cany out smvey of the
entire spillway smface and map the defects such as
honeycombs, spalling, cracking etc. For iliis purpose,
suitable grid was fo1med on the upsbeam smface.
Unde1water epoxy system was used to seal ru1d
treat the cracks. The efficacy of v arious sealru1ts ru1d
injection materials as well as equipment was tested
in Central Water ru1d Reseruch Station, Pune, by
independent expe1ts. Trained divers from abroad ru1d
w ithin the country were used to actually execute the
job. Video fihning was done to monitor the job ru1d
document the work. Concrete cores were taken from
ilie repaired ruea to check ilie penetration of the epoxy
ru1d they were found to be satisfactory.
Due to ilie success achieved on Right Bank, similru
treatment was carried out on Left Bank. Due to these
repairs, it was possible to stores the water in the drun
to full capacity without appreciable loss on account
of leakage.
15. Upgrading of Structures
15. J Strengthening ofCauve1y Bndge
Ou Indiru1 Railways, iliere are three different gauges
used urunely Broad Gauge, Meter Gauge ru1d Nrurnw
Gauge. To optimize the operation ru1d inventories,
it was decided to phase out two latter gauges over a
period oftim e. Therefore, as aprut ofgauge conversion
progrrunme, two bridges over River Cauve1y were
chosen for converting iliem from Meter Gauge to
I
Vohune 45 Ntunber 2 !Jtmc 2015 11
Broad Gauge. Preliminaiy studies indicated that there
is sufficient reserve in foundations and substructure
and only decking would have to be strengthened.
TI1ese two bridges over River Cauve1y aie situated on
Mysore-Bai1galore Section of Southem Railway ai1d
aie neai Srirai1gapattinain.
TI1e decking consists of two PSC girders in each
$pai1 of 12.19 M. length and 1.2 M. apait, with RCC
decking aitd ballast (Photo N o.17).
Photo No.17-Cauvery Bridge
For Broad Gauge loading and spacing of Broad
Gauge track rails, it was found that the exi$1ing deck
and girder aie not safe. It was therefore decided to
use extemal cables for the girders and cast additional
15 Omm deck slab to resist addition al bending mom en ts
in cai1tilever due to Broad Gauge track. Two cables of
12 (j> 5 Freyssinet system were used for each girder.
TI1ese were ai1chored in the deck. The cables passed
over steel saddles fixed at the soffit of the girders at
diaphragm points.
12 Vohune 45 I Nmuber 2 I Jm1e 2015
With these cables, foll-scale load test was cairied out
on the released girders. TI1e test was monitored by
Reseaich & Design Stai1daids Orgai1ization (RDSO)
ofIndian Railways. After the test it was concluded that
the extemal pre-stressing of PSC girders designed for
Meter Gauge loading had increased the capacity of
the girder ai1d made them suitable for cairying Broad
Gauge loading.
Accordingly, detailed scheme was worked out and all
47 spans of these bridges were strengthened. These
bridges aie being used for Broad Gauge loading forthe
last 12 years ll!ld aie in excellent working condition.
16. Conclusion
Rehabilitation of Civil Engineering stmctures is a
complex activity. India, being a developing couutty,
resources are li.m ited ai1d have to be conserved for
the dev elopmental work. As such, mai1y stt11ctures
which othe1wise would have been demolished in
developed countries, have been restored here. For
this purpose, indigenous resources have been used
with innovative ideas. With the experience gained
ai1d newer techniques developed, it is now possible to
tackle any difficult job.
17. Acknowledgements
TI1e author gratefully acknowledges the assistance ai1d
guidai1ce received from the Owners ai1d Consultai1ts
of vaiious stmctures refetred to in this aiticle. Help
rendered by FPCC Mai1agement and Staff is gratefully
appreciated.
Tlte Bridge and Structural Engineer
 REHABILITATION OF STEEL BRIDGES
Amitabba GHOSHAL
Chief Advisor to Board of Directors
STUP Constdtants Pvt. Ltd.
Kolkata, India
gamitabha@yahoo.com
Summary
Steel has emerged as the longest sustained Stmctural
Material globally. In India we have many stmctures
and bridges that have survived their design life of 100
years and are still in serviceable condition, with some
planned Rehabilitation.
Before Rehabilitation of any stmcture is taken up, it
is impo11ant to assess its residual life and strength.
Rehab work can, by extending the life of a stmcture,
contribute to sustenance of non renewable assets of
the world. It is, however, essential to examine the cost
benefit aspect before taking up such work that need
investment of resources and skill.
Bridges require systematic rehabilitation with change
in Loads, Seismic coefficients, Fatigue considerations
and changes in clearances required.
The need for adequate scientific documentation of
Rehabilitation work has been emphasised by citing
case studies of some impo11ant b1idges in India and
abroad.
Keywords : Steel Bridges, Retrofitting, Residual life,
Rehabilitation Plan.
1. Introduction
Steel has proved to be the longest lasting stmctural
material across the globe, in widely diverse
environmental conditions, and continues to be the
prefeind material of choice for long span bridges.
In India steel is being used for Bridges, commencing
end of 19th century, for Railways and Road netwo1k
Some of the bridges in the subcontinent have been
functioning more than 100 years and, given their
physical condition, can continue to serve with some
rehabilitation. There is very little published material
for guiding Rehabilitation work and it is important to
Tbe Bridge and Structural Engineer
Amitabha Ghoshal grnduated m Civil
Engineering from Calcutta University in
1957. He has been Director & Vice President
of STUP Constdtants Pvt. Ud., Kolkata. He
has interesting experience of retrofitting and
rehabilitation of engineering structtues.
record experiences of successful projects in this area.
By extending useful life of astmcture, one contiibutes
to sustenance of eru1h 's lin1 ited resources, which is of
great importance in today's world. However, before
unde11aking Rehab work of a major stmcture, one
needs to assess carefully the feasibility ru1d viability
of such a high resource-intensive unde1taking.
It is importru1t to assess condition of the materials, the
components as also the jointing elements. Physical
drunage like c01rosion ru1d internal stress effects
due to fatigue generation need be assessed cruefully,
before attempting to unde1take costly rehab process.
Often, rehabilitation work, unde11aken without
adequate prior investigation, leads to uncontrolled
expansion of work load ru1d makes the rehabilitated
stmcture unviable.
Such work requires meticulous planning in advru1ce,
crue in selection of new jointing mate1ials that need
to be compatible with the parent materials and a work
plan that will keep the stmcture safe ru1d stable all
through the restoration work.
Bridge stmctures need to cany vehicles of vaiying
loads ai1d cater for the dynamic effect. Through type
Bridges need to cater for cleruances needed from the
envelope of moving vehicles.
Rehabilitation needs of a Bridge usually aiise due to
the following reasons :
Local drunage caused due to accidents,
Serviceability deficiency due to excessive
deflection or vibration caused due to slippage of
joints ru1d splices,
Increase in design vehicle loads and impact
effect,
Vohune 45 I Ntunber 2 IJtule 2015 13
 Change in coda! provisions for imposed loads
like Wind or Seismic effect,
Deterioration of $1mctnres due to atmospheric
effect like con-osion,
Fatigue effect due to Long tenn use,
Inadequacy of clearance from vehicle moving
dimensions.
2. Case Studies
Steel bridges can be modified and I or strengthened to
address most of the above situations, so that they can
continue to serve the users. Many $11ch instances are
available for study and can provide good guideline to
practising engineers.
Some case studies of rehabilitation are given hereafter
as illustration, defining the circumstances that created
the need for rehabilitation and detailing the innovative
solutions adopted in each case to re$'tore the stmcture
to its original use, thereby enhancing the life of the
stmcture.
2. 1 Case Study I: Rehabilitation ofFlood Damaged
Ulhas Raz/way Bndge near Mumbai
The Damage
Ulhas Railway Bridge situated on Diva-Vasai Road
Section of Central Railways near Mumbai in India,
has two Railway tracks canied by hivo sets of 6 x
76.2 M span Wan-en type girders. Both the sets of
girders re$'t on common substructure. The first set
was constructed in 1980-81 and serves as up-line,
while the adjoining do\>Jll line b1idge was completed
in 2001-02.
(C/ C or
FIG.1 ELEVATION OF THE DAMAGED 4TH SPAN
FROM DIVA END OF ULHAS RAILWAY BRIDGE
14 Vohune 45 I Nmuber 2 I Jm1e 2015
On 27 July, 2005, during extraordinary heavy floods,
when recorded high flood level was exceeded by 2.5M,
two barges loaded with river sand hit the 4th span from
Diva end on the upstream side, dislodging the roller
bearings at Diva end. Detailed inspection revealed that
the 4th span on the up line had suffered severe damages
at the free end. Bottom chord members of six panels
from the free end, the middle vertical, lateral gussets
including some lateral bracings got severely bent,
twisted and dented, resulting in apparent overstressing
and locked-in stress in several members. There was a
loss of camber by 50 mm. Elevation of the daniaged
4th span along with temponuy connecting members, is
shown in Fig. l.
In general, about 50% of the bottom chord of the
4th Span of the up line bridge was defonned and/
or severely daniaged, rendering the span unfit for
traffic, without retrofitting or replacing. The Railway
authorities decided that the downstream girders
would be used for both up and down-line traffic until
the upstream girder was brought back into operation,
though this would cause serious handicap to traffic
movement in this bmy route.
Restoration Operations
Various options for repair, strengthening and
replacement of damaged members were examined
carefully. However, no satisfactory long-tem1 solution
could be found. It was finally decided to remove the
entire damaged span and replace it by a new 76.2M
span of MBG Standard, which providentially, was
available readily with Railway Stores.
T[MPORAf,.'Y
$1RENG1MEUEO
CF' l;IOTI'OU CMcrm
0(1!.RINC)
LEGEND:-
Sl l?( NGTMEN ll EMRERS
Tlte Bridge and Structural Engineer
The damaged upstream girder was located within 2.5 - E- 1' - : [[ I [ l'[[I
metres of the undamaged downstream girder. This 1-1 II -L L - ll ll
proximity made it mandatoty that utmost caution had
to be exercised in dismantling of the damaged span
and erection of the new span.
- "
Removal of the Damaged Span
- "
A number of alternative schemes were critically
examined for dismantling of the damag ed span. Some
of these were: - -
(a) Strengthen the damaged bottom chords in the - -
fo1ward 6 panels (LO to L6) and dismantle the
span by reverse cantilever method.

(b) Remove the damaged span by fl otation method,

Fig. 2: Typical Section ofStrengthened Bottom Chord
using barges with tempora1y trestles for the task.
(iii) Erection cra11e was erected at the fo1ward node
(c) Suppott the damaged spa11 by temporruy point of the top chord of the anchor spa11.
suspenders hung from suspension cables a11d
disma11tle the span. (iv) Kentledge was provided at the rea1 end pa11el of
the a11chor span to prevent uplift.
The first scheme, i.e. dismantling by reverse cantilever
method was considered to be the safest, considering
the proximity of the mtllling railway traffi c along the
adjacent spans.

Constrnction work was ca11'.ied out in the following

stages :

(i) The da1naged 4th spa11 was connected to the

undamaged 5th spa11 at the top and bottom chord
levels, with the 5th span to act as allchor span
when the fomth spa11 gets ca11tilevered dm'.ing Fig. 3: Strengthening ofBottom Chords L4-L5-L6
disma11tling process. In this condition there (v) Tue da1naged 4th span was connected to the
was reversal of stresses in the chords and web anchor spall (5th span) at the top chord level
members of both the cantilever and a11cbor by fixing link-pin system for transmitting the
spa11s. It was found that additional strengthening tension forces developed at the rear of the
was required for the end two bottom chords ca11tilever span and by buffer at bottom chord
of the 4th ( ca11tilever) spa11 a11d the end two level. (Fig. 4)
bottom and top chords of the 5fh (anchor) spall.
A dditional strengthening materials w ere fixed to
the relevant members in the fonn of web plates
prior to commencement of the dismantling w ork.

(ii) T emporruy repair/strengthening of the distorted

bottom chords between LO a11d L6 of the
upstream ttuss of the damaged spa11 w as done to
ensure safety by providing a11 adequate load path
for compressive force of the cantilever spa11 to
the anchor span during dismantling operations. Fig. 4 : Lmk Arrangement at Top Chord Level to Connect the
(Fig. 2 & 3) Damaged Span and the Anchor

The Bridge and Structural Engineer I I

Volmnc 45 Nlllllbcr 2 Jtmc 201 5 15
The bearings on Diva end were removed, thus
cantilevering the damaged span from tl1e anchor span.
(vi) Stringers and cross girders between LO and L4 of
the damaged span were removed by gas cutting
in order to reduce dead load of the cantilever
span. (Fig. 5).
Frg. 5: View of Damaged Span after Removal ofStringers
and Cross G11-ders
(vii) Components of the first four fo1ward panels were
dismantled by flame cutting. TI1e dismantled
materials were removed from the site using the
existing railway track, back to the approach
bank.
(v iii)TI1e crane was brought fo1ward to U6 and
components of the 5th panel were dismantled
after cutting riv ets in the joint.
R epeating the process, the balance panels were
dismantled by ilie crane, which progressively receded
panel by panel as the dismantling w ork proceeded
Placing the crane at Ul of anchor span, the link
members and buffer arrangements were removed
(Fig. 6).
Fig. 6 : Flame Cutting ofEnd Rakers of Damaged Span
16 Volmnc 45 I Ntunbcr2 I June 2015
Erection of Ute New Span by Cantilever
Nlethod
The new 76.2 M MBG span was erected by forward
cantilever method with the 76.2 M RBG span behind
acting as an anchor span, reversing the process
adopted for dismantling of the damaged span.
TI1e erection work was done in following stages:
i) The crane was placed at the forward end of the
top chord of the anchor span.
ii) Additional kentledge was provided at the rear
end panel of the anchor span as the new MBG
span to be cantilevered was heavier than the
RBG anchor span.
iii) Adequacy of the sections of the bridge
components of both the new and the anchor
spans was checked for erection loads during
cantilevering. Accordingly, additional
strengthening plates were fixed to the web of the
bottom chords of the first two panels of the new
span prior to erection.
iv) Temponuy ve1tical members were erected at the
fo1w ard end of the anchor span followed by the
1' 1 link member at top chord level.
v) TI1e erection was clone w ith the help of the crane,
panel by panel.
v i) After completion of erection of the entire
span, the tensile force in the link member was
neutralized by j acking at the fo1ward end of
the cantilever span. The crane w as then moved
backwards and temporary link system removed.
Advantages of Scheme
Dismantling of the 4th span of the damaged U lhas
Bridg e and erection of anew span in its place presented
a challenge, (i) because of the proximity of a second
bridge located within 2.5 m of the damaged bridge
on the san1e substmcture, (ii) because of the heav ily
damaged bottom chords. The adopted options viz.,
dismantling by 'reverse cantilevering ' and erection
of the new span by 'cantilevering' proved to be safe
methods for restoration of the bridge. TI1e work
was completed without any unwa.1Ta.11ted incident
at worksite or affecting the a.cljoining spans of the
clowuline through which traffic movements continued
unintell"upted all through the work duration.
The Bridge and Structural Engineer
2.2 Case Study II : Rehabilitation ofBlast Damaged
Hardinge Railway B1idge in Bangladesh
History of Damage
This Bridge across Lower Ganges was built as a pait
of Eastern Railway 1>y1>tem in undivided India and
linked Kolkatawith Notth Bengal ai1d Assain. It was
pait of East Pakistai1 till the bitth ofBai1gladesh as a
countty, when this became a vitally importaJlt railway
litik between North ai1d South of the conntty. The
bridge caiTies two tracks of broad gauge railway ai1d
is configured as fifteen nos. 105 m Petit type through
spai1s ai1d six, 23 m approach spa!ls of deck type.
The bridge was opened to traffic in 1915 ai1d has ju1>1
completed 100 years of its existence.
The bridge was ve1y seriously dainaged durit1g the
liberation wai of Ba!lgladesh at four locations. The
twelfth spa!lfrom thewestem end was totally dainaged
by exploding dynamite attached to git'der members
ai1d fell it1to the river. The girder was removed with
help of 1>11bmaiit1e baige but finally sunk into the river
bed more thai1 lkm away downstteain. Temporaiy
restoration work was done by bringit1g in a new spai1
from ai1 ongoit1g bridge work across river Godavari it1
South India. TI1is temporaiy spai1 was replaced by a
new girder similar to the origitial spa!ls.
Damage to 9lh Span
TI1e nit1th spa!l from the W estem bai1k suffered
excessive aJld unusual dainage due to a missile attack
(from the eastem baitk of the river), \'Vhich blew off
18 m length of the bottom chord in the centtal part of
the downstteain truss. Several web members of truss
were blown off or twisted beyond repair. Additionally
the deck system it1 the central pa!lel of the bridge was
substai1tially dainaged, with part of the cross gitder
aJld one set of sfrit1gers blov,rn off. Effects of the
explosion were ve1y severe, causit1g lifting of the
steel rocker bearittg at one end; the downstteain truss
sagged by 105 mm ai1d the upstreain truss sagged by
25 mm. TI1e spai1 titled out of plumb by a gradient of
1 itt 250 at the centre towaids the downstreain side.
Nonna! tmss aiialysis indicated the spa!l to be non-
fimctional aJld ill'eparable. However, it was observed
that the extensive aJld heavy system of top aJld bottom
lateral bracings along with po1tal type sway bracings
at every cross fraine location made the girder work as
space fraine ai1d prevented collapse of the stt11cture.
Tbe Bridge and Structural Engineer
TI1e dainaged spa!l was aJlalyzed it1 a mainframe IBM
computer at llT Ka!lpur ai1d the ai1alysis revealed
that the dead load stress in undainaged members did
not exceed the yield stress. TI1erefore it was deemed
possible to use the spa!l with proper rehabilitation
work TI1e rehabilitation work had to be done in
position as it was not possible to remove the spai1
weighing 1250T from its location, to a yaid for
replacement of the dainaged members.
TI1e depth of water at the location was more thai1 12
m in dry season ai1d during the wet season, the river
rose fast by ai1other 6 m. Velocity of water exceeded
4m/sec during monsoon.
TI1e rehabilitation of this bridge was of supreme
importaJlce to the newly fonned nation ofBai1gladesh
as this was the only bridge linking no1them pait of
the country with the southem region aJld the lifeline
for export of jute fibres, the only expo1table product
of the countty at that titne. TI1e monsoon struts in July
ai1d the repair work had to be completed ahead of
saine, with eaiJiest possible strut by end ofFebruaiy.
TI1e rehabilitation scheme had to be plaimed for
completion within 4 months, aitd therefore had to be
im1ovative.
Rehabilitation Scheme
It was reckoned that the spai1 could be lifted to its
designed configuration if ai1 uplift force of240T could
be applied at two middle thitd points of the dainaged
tmss. TI1is, it was concluded, was only be possible if
such a force could be imparted from a floatit1g craft.
It was envisaged that this could be done by pumping
water it1to the hold of the watercraft aJld then pumping
saine out to create the necessaiy buoyaJlt force.
TI1is unique scheme was developed by bringit1g in
two Jaige baiges (used for feirying Railway wagons)
from the recently abai1doned feny se1vices at Faiakka,
after the new bairnge provided railway link. These
baiges could cai1y 24 wagons i.e., upto 480T ofload.
It was decided that these steel bodied baiges should
be strengthened by fixng 1igid diaphragms inside
the baige cavity such that it was capable of canyit1g
concentrated load of 240T at the centre. TI1e barges
were reforbished in position under the spai1 aJld then
ai1chored under the 8th aJld 14th pai1el poitlts, with
the help of concrete cubes of lm size that were cast
on top of the deck of the baiges. Four ai1chors were
Vohnne 45 I Ntunber 2 IJlUle 2015 17
dropped at appropriate places for keeping each barge
rea~onably stable. Steel trestles capable of canying
240T of load were designed, fabricated and built on
the barge decks.
After considering various possibilities it was decided
that span would be jacked up by using Archimedes
Principle. Prior to jacking up operation, the barges
were filled in with water and the truss supported at
two nodal points of the bottom chord with steel packs
fitted in the space between trestles on the baroes and
0
the bottom chord of the span. Th e water was pumped
out from the two barges synchronizing the 8 plllllps on
each Barge so as to deliver ajacking force, equivalent
to water removed, through the trestles onto the two
nodal points of the tmss bottom chords. It had been
calculated that 240T jacking force delivered at each
trestle could restore the span to its original shape. The
span did restore to its original position recovering
upto 80% of the original designed camber. (Fig. 7)
At this stage, specially designed and fabricated steel
links were introduced between the ends of the top
chord of the distressed buss and ends of the adjacent
spans. TI1e design of links was done such tl1at the half
oftJi.1ss in cantilever position could be held by adjacent
spans, thereby pennitting dismantling of the daniaged
truss. Once this task was completed, the barges with
the tJestle were moved away and restoration wo1k
under1aken bringing in newly fabricated members of
01iginal dimensions, (fab1icated at Kolkata) and fixing
them in position, replacing t11e dalllaged members.
However, t11e splice plates of central joint of the
bottom chord of the i.pan were left blank. TI1e barges
were brought back to their original position and once
FlG.7 REHABILITAllON OF HARDINGE BRIDGE. BANGLADESH
LEGEND
18 Volume 45 I Numbcr2 I Jtu1c 2015
again span was jacked to theoretical position for final
restoration. Rivet holes were drilled in-situ to match
with the holes on the chord member made in wotkshop
and the tmss was folly jointed and closed TI1is ensured
that there were no secondruy stJesses in the members
and span restored to its 01iginal shape. Simultaneously
temporary link members ru1d buffers were released, to
disco1111ect the ninth spru1 from ilie adjacent ones. TI1e
span was thus completely rehabilitated
Challenges
Unforeseen problems were faced dming the
restoration. TI1e riv er water level rose between two
jacking operations by 4 m and the trestles had to be
tmncated to fit in. The inse11io11 of link plates at the
end of the drunaged span and the adjacent spans was
an extremely challenging operation as the stability
and safety of the stmctures had to be ensured when
cover plates at the joint between top chord and raker
members were removed temporruily for inse11ing link
plates.
Bangladesh, as a new bom countty, had no resource
to provide even the basic facilities for this operation
and eve1y little bit of equipment, jointing mate1ial and
even foe! had to be brought from India for completing
the operation within the tight schedule. The final
jacking was completed in m id July just ahead of
the monsoon fo1y of the riv er thus providing a great
relief to Bangladesh economy at that point of time in
history.
This rehabilitation operation was lauded at tliat time as
one of the finest achievements of Indian enoineeti
0 no0
fratemity.
The Bridge and Stru ctural Engineer
2. 3 Case Study III: Rehabilitation ofRaz/way Bridge
Jn Malaysia By Structural Re-Arrangement
Background
In the early nineties, the Railway network in Malaysia
was in dire need of repairs and maintenance and the
country decided to rehabilitate its existing railway
assets and to expand the network for cariying a larger
share of goods and passengers, reducing dependence
on roads.
Problem
111e Sungie Karayung bridge, located in Kuala
Lumpur, is a Pratt Tmss bridge with 3 l.3m span and
cruried two meter gauge tracks. Built in eruly 19th
centmy, the bridge structure had unconventional
details e.g., top lateral bracing sy$tem was not
continuous rutd was fonned by cross beruns connected
on top of the top chord. The deck $ystem was hung
from the bottom chord with the longitudinal stringers
connected to the cross girders as simply supported
beruns. 111ere were no portal bracings provided at the
top of the rakers (Fig. 8). Some of the diagonals and
bottom chords were fonned by two sepruate stmctural
members, not connected by lacings and battens.
111e bridge tmss was prone to vibrate and oscillate
when trains passed, even at low speed.
Malaysian railway had decided to upgrade the
Rolling Stock with new locomotives having 20T
axle load running at a maximum speed of 120kmph.
111e design of the bridge had to be checked for this
enhanced capacity, apart from coffecting the in-built
inadequacies.
Solutions
It was concluded that the following improvements
could successfully accommodate the enhrutced
requirements :
The top chord bracing system required to be
made continuous and connected to po1tal bracing
system at either end to ensure effective transfer
of the transverse loads.
The cross beruns, 011 the top of the top chord that
extended by about 1. 2m beyond the chords, to be
rigidly connected to the verticals by appropriate
knee bracings both outside and inside of the
ve1ticals.
Lacing members introduced, to connect isolated
stmctural elements of web and bottom chord, to
improve structural function .

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ELEVATION SECTION A-A

Fig. 8

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TOP PLAN
BEFORE REHABILITATION - MALAYASIAN RAILWAYS

Tbe Bridge and Structural Engineer Vohnne 45 I Ntunber 2 IJlUle 2015 19

 Local deteriorations due to poor maintenance
and coffosion were improved by local repair and
extension of their service life. This action will not
only save valuable resources of the country but also
high quality protective painting sy$1em adopted. avoid the dismption that is caused by unplanned
(Fig. 9) closure of a bridge, due to sudden disfimction.
With above mentioned restoration work, the span was
rehabilitated by using only 20T of new steel material References :
and thereby rendered adequate for the enhanced axle 1. Ghosh U. K., Ghoshal A. , Baul S., "Restoration
load. of a Railway Tmss Girder Damaged during
The oscillation of the bridge during passage of trains Flood", Joumal ofIRICEN, Sep. 2010.
got substantially reduced, and complete replacement
2. Ghoshal A., Ganguly J. C., Bane1jee H.K., Kapoor
of the span was avoided.
M. P., "Hardinge Bridge Span Repaii, Journal of
3. Conclusion the Construction Division, ASCE, Vol. 100, No.
C04, Proc. Paper 11034, Dec 1974.
India has a large numbers of old bridges in Steelwork
construction that are still giving good service. It would 3. Ghosh U. K., Ghoshal A., "Experiences in
be desirable to have a systematic appraisal of such Rehabilitation of Steel Bridges", Joumal of the
bridges by appropriate agencies and where required, IABSE, Stmctural Engineering Intemational,
take up Rehabilitation programme for effective Vol. 12, No. 4.

NEW ENO CCNNECllOH l\[W l).{:lllC

roR )( EEA\1 -.................._ .----N\'r' S11HENRS
r-NEW MEllGER

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AFTER REHABILITATION - MALAYASIAN RAILWAYS

20 Vohune 45 I Number 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

 CONDITION ASSESSMENT AND REHABILITATION OF AN IMPACT
DAMAGED CONCRETE BRIDGE

RajeevGOEL Sm'jit K. SHARMA Laksluny PARAMESWARAN

Ptincipal Scientist Principal Technical Officer Chief Scientist
Bridges & Stmcnues Bridges & Stmctures B1idges & Sbi.1cnues
CSIR-Central Road Research Institute, CSIR-Central Road Research Institute, CSIR-Cenb'al Road Re search
New Delhi, 1ndia New Delhi (India) Instin1te, N ew Delhi-11025
l'goel.cni@nic.in skshatma.mi@nic.in lakshmy.cni@nic.in
DI'. Rajeev Goel, bom 1967, didB.E. DI'. Stujit K. Shanna, bom Dr. Lakshmy Paratneswaran,
(Civil Enginee1ing) from :MNREC, 1958, J'eceived PhD (Civil bom 1962, !'eceived her PhD
Allal1abad; M.e. (Stmcnual Engineering) from the Delhi (Civil Enginee1i11g) from IIT,
Engineeiing) from Uuivel'sity College of Engineering, Delhi. Roorkee, Roorkee. She has mo!'e
of Roorkee; and Ph.D from IlT His a!'eas of specialisation are than 28 years expe1ience and is
Roo!'kee. His areas of specialisation Analysis & Design, Evaluation & currently wol'king in CSIR-CRRI
ate Analysis & Design; Rehabilitation of Stmcnues and as a Chief Scientist. He!' main
lnshi.unC!ltation, Perfonnat1ce Rating ofBridges. area of 1eseatch includes bridge
Mo11ito1ing, Health Assessment, management, healtl1 monito1ing of
Evaluation & Rehabilitation of b1idges, bridge aerodynamic and
Stii.1cnnes; and Rating of B1idges. sustainable consb1.1ction materials.
He has published mo!'e than 60
Resea!'ch papers in Intemational/
National jotuuals/Coufeiences/
Seminars etc.

Summary N on-destmctive testing, Repair and rehabilitation,

Concrete bridges show the sign of distress during their
service life due to different causes such as damage
due to oversize vehicles, use ofsub-standard materials
for constmction and lack of quality control during
construction, exposure to aggressive environment,
theft of bridge components/vandalism etc. Condition
assessment is apre-requisit for selecting an appropriate
repair and rehabilitation scheme. It helps in assessing
the severity, extent and cause of distress with the
help of visual inspection as well as non-destmctive
and partially destmctive testing. In this paper, a case
study on condition assessment and rehabilitation of
an impact damaged RCC bridge due to passing of
oversize vehicle has been presented.
Keywords: Impact damage, Distressed RCC bridge,
Oversize vehicle
1. Introduction
Kalimati Bridge (better known as Howrah Bridge)
was built in year 1967 as a Road Over Bridge across
Kalimati road in Jamshedpur, India, primarily to cart
away blast fomace slag from the TISCO steel plant.
Over a period of time, slag got accumulated over the
bridge caniageway due to pilferage from the tmcks
and its average thickness increased to about 800mm
by year 1996. TISCO proposed to use this bridge for
regular transport of Hot Rolled Coils using heavy duty
trailers and requested CSIR-Central Road Research
Instirute, New Delhi (CRRI) to examine it during
April 1996. As the sm1ctural drawings of the bridge

Tbe Bridge and Stru ctural Engin eer Vohune 45 I Ntunbe!' 2 IJlUle 2015 21
were not available with TISCO, CRRI team can-ied
out Non-destmctive testing of various stmctural
elements of the b1idge during September 1996 and
recommended strengthening meru.1ires for the vruious
$1:mctural elements along with other co1Tective
measures vide CRRI report of Jrumruy, 1997 [l].
Subsequently, in October 2009, Mis Tata Steel Ltd. ,
Jrunshedpur noticed drunages to the soffit of some
of the longitudinal girders of the bridge, caused due
to impact of over height vehicle passing undemeath
the bridge ru1d again approached CRRI to suggest
the strengthening measures for the bridge. CRRI
investigated this b1idge in detail as shown in Fig. I
ruid found that the bridge was severely damaged ru1d
recommendations for strengthening were submitted
vide CRRI repo1t ofMruch, 2011 [2].
mage
-Visual Observation
-ND T Methods
Minor Mod.et-ate
(Concrete cracks and (\Vtde conctete cracks
rucks. sballO\v spalls and ond spall~ exposed &
scrapes) undamaged rebars)
Fig.I : Assessment ofImpact Damage ofa Concrete Bridge
22 Vohune 45 I Nmuber 2 I Jm1e 2015
2. Salient Features of the Bridge
Kalimati Bridge is a4-span RCC T-girder bridge built
with a skew ru1gle of 30 in plan. The superstmcture
consists of seven main T-shaped longitudinal
girders ru1d four diaphragms. The total length of
skew sprui b1idge is about 50 m rurru1ged in a four
sprui configuration of 7.6 m, 17.4 m, 17.4 m ru1d 7.6
m length (approximately) re$1:ing on five suppo1ts
through steel plate beruing. The longer bridge portion
over the roadway is a two spru1 continuous unit
with overhru1gs on either side to create half joints
(articulation). The end spru1s rue suspended units
suppo1ted at the articulations ru1d on the multileg
po1tals which serve as open abutments.
The main span (continuous unit) have diaphragms
at articulations, mid suppo1t (ov er the road divider),
mid spru1s over each cru1iageway of Kalimati road
ru1d at the quruter spru1 closer to mid support. TI1e
depth of the diaphragms is small in comparison to
the longitudinal girders ruid they are attached either at
the top or bottom side depending on the location. TI1e
Sft'tn depth of longitudinal girders of two spru1 continuous
(Exposed and d&naged
teb ar~ loss of concrete, units is more thru1 that of the suspended spru1s. Mild
beam offset)
steel reinforcement was used in constrnction ru1d
concrete of mix 1:1.5:3 was stated to be used which
coiresponds to M20 grade.
Fig. 2 : General View ofthe Bridge
Tlte Bridge and Structural Engineer
111e five suppo1t ing stmctures are 7-leg po1tal frames
with rhombus shaped columns inter connected at the
top with a horizontal beam. 111e horizontal (po1tal)
beam serves as the load transfer member from the
superstructure to the columns. 111e longitudinal
girders and columns are equally spaced and evenly
aligned in plan for direct transfer of the load from the
longitudinal girders to the columns. 111e size of the
column suppo1ting the two span continuous unit is
larger compared to those at end po1tals due to higher
Fig. 3: Views ofthe Impact Damaged Girder ofthe Bridge
Tbe Bridge and Structural Engineer
load transfer. Stone pitching was done on the slopes
of eruth work attd infilling made at the end po1tals to
retain the backfill of open abutments. Fig.2 shows a
general view of the bridge.
3. Condition Assessment
111e longitudinal girders attd diaphragms of one
of the cru1iageway of the bridge were found to be
datnaged. Tue datnaged po1tion in question was
Vohnne 45 I Ntunber 2 IJlUle 2015 23
on the can-iageway, catering for the traffic from
Railway station to Sakchi in Jamshedpur. Mild steel
reinforcement bars were exposed and bent at several
locations. Cracks in the vruious members were also
noticed. Typical views of the damages rue shown in
Fig.3.
Also, all the longitudinal g irders, diaphragms and
columns of the bt-idge were found to be guinited.
Fmther, the beating plates were noticed to be covered
with guiniting material ru1d thus were ineffective for
the intended use.
TI1e approach road from the slag gate was quit steep
ru1d the loose slag is getting deposited over the
bridge. Also, the ckainage spouts were observed to
be prutially blocked. Accumulation of water over the
bridge deck was also observed. CRRI noticed that this
water fl ows over the bt-idge from the steel plant ru1d
the accumulation of the water leads to seepage from
the aiticula.tion joints. Vegetation growth over the
footpath po1tion of the bridge was also observed.
TI1e seven longitudinal girders were numbered as GI ,
G2, G3, G4, G5, G6 and G7 from the railway station
side. The two vertical faces of the longitudinal girders
rue described as GlR & Gl S, G2R & G2S ru1d so
on, where R ru1d S represent 'Railway station end'
and 'Sakchi end' respectively. TI1e region between
central suppo1t ru1d diaphragm (D 1) is designated
as Bay-I. Eight numbers of 32 mm diaineter mild
steel bat"S were found to be provided in two layers in
longitudinal girders as ma.in reinforcement. Table-1
shows the details of daina.ges observed in longitudinal
girders.
Table 1: Damages in Longitudinal Girders
Girder Length of the damaged I Length of
Number exposed portion from the damaged
reinforcement (m)
cliaphragm DI (m)
Gl 1.30 1.00
G2 1.00
1.00
G3 1.20 0.80
G4 1.00
G5 1.00
G6 0.60
G7 0.40
24 I I
Vohune 45 Nwnber 2 Jnne 2015
4. Detailed fuvestigation of Damaged
Elements
CRRl terun canied out the following investigations
on this pruticulru cai1-ia.geway of the bridge:
Schmidt Rebound Hrunmer test for estimating the
compressive strength of concrete in longitudinal
girders, diaphragms and deck slabs.
Ultra.sonic Pulse Velocity test to find out
unifonnity of concrete and strength of concrete in
longitudinal girders ru1d diaphragms.
Core test to assess the insitu strength of the
concrete
Rebru Locator Test
Crubouation test to assess the extent of depth of
cru'bonated concrete
Typical views of field testing rue shown in Fig.4 ru1d
Fig.5. Testing locations on this pa.rticulru cruTiageway
rue shown in Fig.6.
4. 1 Schmidt Rebound Hammer Test
In the present investigation, ten rebound numbe1"S
were taken at each location using Schmidt rebound
hrunmer according to IS: 13311 (Prut-2) (3). From
this data of Schm idt hainmer test, compressive
strength of existing in-situ concrete was assessed ai1d
is summruised in Table-2.
4.2 Ultrasonic Pulse Velocity Test
Ultrasonic pulse velocity test (UPV) was cru1ied out
using 20 KHz frequency transducers by direct m ethod
of testing. Transit time was measured with 1.0
micro-second accuracy. From the values of transit
time, velocity of propagation of ultrasonic waves
has been computed. Based on this wave velocity,
grading of the existing concrete was estimated as per
IS:l33 ll(Prut-l) (4]. Quality of concrete of vruious
strnctural elements is found to be as follows:
'Doubtful' in diaphragms between Girder Gl and
G2, G2 ru1d G3, G3 and G4, G4 ru1cl G5, G5-G6
and G6-G7
'Good' iu columns Cl , C2, C4, C6 ru1d C7
'Medium ' iu columns C3 ru1d C5
'Doubtful ' to 'Good' in longitudinal g ircle1"S
Th e Bridge and StJuctural E ngineer
 Fig. 4: Views ofNon-destructive Testing

Fig.5: Views ofCore Cuttmg

The Bridge aud Structural Engineer Volmnc 45 I Ntunbcr 2 J JlUle 2015 25

Table 2: Results ofSchmidt Rebound Hammer Test test to avoid cutting ofsteel reinforcement during core
extraction. In the present !.tudy, three cores of70 mm
SL Elem ent Estimated Concrete Strength (MPa)
No. diameter and 150 mm length were extracted from the
Average Standard Characteristics longitudinal girders for the evaluation of quality and
Strength Devi ation Strength in-situ strength of concrete. Core te~t were conducted
1 Longitudinal S3.69 8.30 39.99 as per IS:516 (5). The equivalent in-situ cube strength
Girder Gl of concrete as assessed by this test varied from 24.81
2 Longitudinal S3.43 9.63 37.SS MPato 27.94 MPa. Quality of concrete in these cores
Girder G2
was also checked using Ultrasonic pulse velocity test
3 Longitudinal S7.91 9.S3 4~.19
Girder G3
and was found to be 'GOOD'.
4 Longitudinal S0.81 10.70 33. 16
Girder G4
4.4 Rebar Locator Test
s Longitudinal 48.08 8.35 34.30 This investigation has been cairied out using the
Girder GS "Profomete1" known as digital cover meter \>vhich
6 Longitudinal 47.83 1117 ~9.41
is capable of detecting the cover to reinforcement,
Girder G6
location of reinforcement, bai diaineter ai1d ai1y
7 Longitudinal S3.39 1118 34.9S
Girder G7 discontinuity in the reinforcement bars [6).
8 Diaphragm S3.97 4. 16 47.11
between Gl
4. 5 Carbonatzon Test
andG2
To detenuine the depth of caibonation (7), 1Omm
9 Di aphragm 62. 1~ 4.50 S4.69
diaineter holes were ckilled in stages at several
between G~
andG3 locations on the longitudinal girders. As the hole
10 Di aphragm S3.77 6.90 4~.38 was being drilled, the phenolphthalein solution
between G3 was sprayed at different depth of hole to check the
andG4 alkalinity of the concrete. Results of this test reveal
11 Di aphragm 46.66 8.76 3~.~o
that carbonation depth at the tested locations varied
between G4
and GS from 6mm to 31mm.
12 Di aphragm 44.86 3.93 38.38
between GS 5. Analysis and Discussions
andG6
Schmidt haiumer test results showed that
13 Di aphragm 44. 11 5.08 3~.72
between G6 average compressive strength of concrete at the
andG7 testing locations was in the rai1ge of 47.83 to
14 Central E48 - - 57.19 MPa, 44.11 to 62.12 MPa ai1d 32.48 to
Column Cl 61.87 MPa for longitudinal girders, diaphragms
JS Central 42.84 - - Md columns respectively. TI1e chaiacteristics
Column C~
compressive strength of concrete at test locations
16 Central 43.SS - -
Column C3
was estimated to be in the range of29.41 to 39.99
17 Central 3S.60 - - MPa ood 32.20 to 54.69 MPa for longitudinal
Column C4 girders and diaphragms respectively. This wide
18 Central 49.86 - - rai1ge of vaiiation may be due to the presence of
Column CS guiniting layer over the concrete smfaces.
19 Central 61.87 - -
Column C6 UPV test results indicated that quality of concrete
20 Central 60.16 - - was 'Medium ' to 'Good' in columns, 'Doubtful'
Column C7 to 'Good' in longitudinal girders ai1d 'Doubtful'
in diaphragms. Doubtful quality of concrete may
4. 3 Core Test be due to debonding of guiniting layer from
Before starting the core extraction, the locations of concrete. It is to mention that the UPV tests were
steel reinforcement were detected using rebar locator conducted mostly on the guinited smface as it was

26 Vohune 45 I Ntuuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

 Railway Station

-
l it

..-
~

......
R Sa kchi

-
~ ~
- TESTING LOCATION IN GIRDERS IS 60 0..4 A80'v1: ITS SOfFIT
- TESTING LOCATION IN DIAGPHRAMS IS AT ITS MID DEPTH

:::.

Fzg. 6: Plan Showing Non-destnLCtive Testing Locations of Bridge Superstmcture

not possible to peel-off the layer of guiniting. At
some locations, the bond between guiniting layers
and the parental concrete substrate was not proper.
TI1erefore, the quality of concrete as 'Doubtful'
has appeared at many locations. TI1e interfacial
bond of guiniting layer and the concrete substrate
was Jacking in all the diaphragms, which was
evident from the UPV data indicating quality of
concrete as 'Doubtful'.
Depth of caibonation at tested locations of
longitudinal girders varied from 6mm to 3 7mm.
As the thickness of guiniting layer vai'ied from
28mm to 55mm, so it was inferred that caib onation
has not reached up to the steel reinforcement.
From the core test, aYerage equivalent cube
compressive strength of insitu concrete in
longitudinal girders was estimated to be 26.37 MPa

Th e Bridge and Structural En gineer I I

Volmnc 45 Nlllllbcr 2 Jtmc 201 5 27
 Cracks obse1ved in the various members were
found to be in guinited po11ion only. TI1ese had
not penetrated into the parent concrete.
6. Recommendations
Based on the results of condition assessment and
detailed investigation of the bridge, which had
occmnd due to the collision of the oversized vehicle
with the bridge deck, following remedial measures
were suggested:
Repair scheme for damaged longitudinal girders
aud diaphragms which includes replacement
of damaged longitudinal reinforcement of 32
mm and 10 mm dia stitn1ps, repair of unsound
concrete areas around the reinforcement and
pouring fresh concrete ofM25 grade.
Repair scheme for colum ns and ru1 iculation
joints.
As the beru"ings suppo11ing the superstrncturewere
buried by the shotcrete mate1"ial ru1d had become
non-functional so replacement of beru"ings with
new elastomeric bearings was suggested.
Constrnction of side drain to chrumelized the
waste water I liquid flowit1g from the steel plant.
Regulru cleru1it1g of ch'aitiage spouts.
Constmction of approach slabs on both the ends
of the bridge.
Frequent removal of the s lag fron1 the deck slab
to reduce the dead load over the bridge.
Repair the existing parapets on both the sides of
the cruTiageway or replace the existing parapet
with steel parapet.
Remove the growth ofvegetation on the abutm ent/
pier
Erection of height re~1t"ictiou gates on both the
cru1iageways, at the entrance of the underpass to
stop the recmnnce of damage to the bt"idge by
overs ized vehicle.
Removal of all the horudit1g sign boruds except
the itifonnatics signage erected on both the
railing.
Shifting of ex1stmg eatable shops, under the
bridge to other imitable locations to prevent the
distress due to heat.
28 Volmnc 45 I Ntunbcr2 I June 2015
It was advised that the repetitiv e laying ofbitumit1ous
layers on road lev el under the bridge shall not be
undertaken to avoid the reduction in the bead room
under the bridge. For this, cement concrete pavement
should be provided in lieu of the existing flexible
pavement under the bridge.
7. Conclusions
For suggestion of suitable and approp1"iate
rehabilitation scheme for a distressed stmcture,
condition assessment plays ru1 itnpo11ant role. TI1is
has been illustrated with the case study of Kalitnati
bridge, Jrunshedpur.
8. Acknowledgement
Authors are thankful to Director, CSIR-Central Road
Research ln~1itute, New Delhi for granting pennission
to publish the paper. Sincere thrulks rue due to those
CRRI officials who directly or it1directly contributed in
this project WOik Thanks are also chte to M is Tata Steel
Ltd, Jamshedpm for assigning the work of condition
assessment of Kalimati bridge to this it1stitute and also
providitig suppo1t in conch1cting the field studies.
9. Refer ences
1. CRRI repo1t entitled "Non-destrnctive testing
of slag road bridge over Kalimati road in
Jrunshedpm" Januruy, 1997.
2. CRRI repo1t entitled "Strengtheuit1g measures
for Kalimati road bt"idge (Howrah B1"idge),
Jamsbedpm" Mruch, 2011.
3. IS: 13311 , Pru1-2, "Non-destmctive testing of
concrete - Methods of tests - Rebound hrunmer",
Bureau oflndiru1 Stru1dards, New Delhi, 1992.
4. IS: 13311, Pru1- l, "N on-destmctive testing of
concrete - Methods of tests - Ultrasonic pulse
velocity", Bureau of Indian Standards, New
Delhi, 1992.
5. IS : 516, "lndiru1 standard code of methods of
tests for strength of concrete", Bureau of Indian
Standruds, New Delhi, 1956.
6. BUNGEY , J.H., Testing of Concrete in
Strnctures, Chapmru1 and Hall, New York, 1989,
pp.28-109.
7. RAINA, V.K., Concrete Bridge Practice, Tata
McGraw-Hill Publications, 1989.
Th e Bridge and Structural Engineer
STRENGTHENING, RETROFITTING, REPAIR AND REHABILITATION OF
BALLY ROAD OVER BRIDGE NO. 15A, HOWRAH DIVISION, EASTERN
RAILWAY BY USING EXTERNAL PRESTRESSING
SJ DEB
FPCC Ltd.
Kolkata Office
kolf}>cc@gmail.com
S. J . Deb received his graduation degree from
University of Roorkee (Now 1.1.T, Roorkee). Main
area of specialization is Prestressed Stmcnues
including Incremental Lam1ched & Stay Bridges,
Heavy Lifting, Rehabilitation of stmcnues & PSC
F1at Slab.
Keywords
Bridge, Pre-stressed, Rehabilitation, Strengthening
Epoxy concrete & injection grouting, Polymer mortar
& grouting, Extemal Pre-stressing, pre-stress losses,
extemal girder.
1. Introduction
In general Pre-stressed concrete bridge girders show
di>.'tresses due to several reasons like corrnsion of
H.T. steel and reinforcement, changes in actual
loadings over design load additional losses over those
considered in design and non functioning of bearing
etc. In general, it is more economical and convenient
to strengthen deficient girders than to replace the
entire bridge. The extemal pre-stressing method is
used for repair and strengthening existing girder
along with the application of epoxy concrete, epoxy
injection, polymer mortar patching, grouting etc. in
order to re>.'tore the stmctural capacity of the girders.
2. Salient Featme of the Bridge
This R.O.B. has main span of 35.598 m with 08
nos P.S.C. Girders 07 nos R.C.C. cross diaphragms
having depth of 1.88 m stressed with 16 nos -
Tbe Bridge and Stru ctural Engineer
VL DESHPANDE
Managing Director
Stmctcon Designs Pvt. Ltd.
Mtm1bai, India
stmctconconsultants@gmail.com
V. L. Deshpande received his graduation degree fron
I.I.T. Kharagpm in 1973 and post graduation from I.I. T.
Mmnbai in 1975.
1207 mm wire and 02 nos end spans with 14.80 m.
Deck slab thickness is 152 mm with 75 mm wearing
coat. The total car1iageway is two lanes of 7.10 m
each in each direction with a central median of 0.90
m arid two footpaths of 0.61 m each on either side.
(See figure 1). Two spills through abutments are
prov ided on either end. The R.C.C. piers consist
with 08 nos. columns one under each girder with a
continuous R.C. C. pier cap. The bearings are steel
roller arid rocker type. The R.O.B. connects NH34
v ia Vivekar1ar1daBridge at Dakshineswar end to NH6
& NH2 at Dankuni end. So bridge serves as a vital
link between the Eastem arid No1them part of the
countty. The bridge is extremely busy mostly with
passenger bus and hea:vy vehicle trar1spo1t during day
arid carries hea:vy loaded tt11cks at night.
3. Problem Identification
3.1 Inspectzon
During routine bridge inspection by Eastem Railway
Authority, Wide Ve1tical cracks were observed from
soffit of the longitudinal girder at approx. L/3 location
of the spatl. The cracks were on both sides of web
arid connected at girder soffit. These cracks were
Vohnne 45 I Nmnber 2 IJune 2015 29
showiug progressively upward trends. (See in Fig.5).
4. Locking of roller This has led to creating
Since this ROB is located on main line of Eastern
beaiing additional axial tension
Railway connecting New Delhi and Howrah track
in girder
with 25,000V overhead lines, track can not be shut
down for repair. Why was distress only it1 Extreme G itders

After close inspection followed by chipping the
existing smface near crack a ve1y severe and wide
crack which staited from the soffit of the beam ai1d
extended right up to the deck slab was observed.
The path of the crack was not lineai ai1d it brai1ched
in several directions. Condition of the bridge was
al aim in g.
3.2 Other Defects
Ot11er defects of the R.O.B. noticed during condition
smvey are as listed below:-
These cai1y maximum load however prestress
provided is saine for all girders.
Why at 1/3 spai1
Cable profile provided was ve1y peculiar (See in
Fig. 4 ). This profile made 1/3 spai1 more critical
thail mid spai1 because at this location 1eduction in
bendit1g moments is much smaller thai1 reduction in
eccentricity of cables. 111is was probably due to use
of 12 0 7 system. Laige no of cable were required
needing ai1chorages to be located in deck.

A) Pre-stressing cables situated at the soffit of the Reference Drawings

girders were found exposed in certain locations.
1) Drg. No.SC/489/GA-01 : GENERAL
Existing sheathings were badly co1Toded Some
ARRANGEMENT
of the cables were not only coll"oded but some
&EXTERNAL
wires had snapped. ( See in Fig. 6 )
PRESTRESSING.
B) 111e roller ai1d rocker beai'ings: Ro ller bearings 2) Drg. No.SC/489/CD-03 : CONSTRUCTION
were non-functional due to the blocking by ditt DETAILS.
etc.
C) 111e wearing coat was dainaged at several
4 Remedial Measures
location aild expansion joints w ere practically 4.1 Method OfAnalysis
non-functional.
Stmctural aiialysis was done by usit1g STAAD Pro
D) 111e R.C.C. railings were dainaged at ce1tait1 Software. Superstm cture is discretized as a mesh
location. representit1g deck s lab ai1d beain elements representit1g
Distress was noticed in end girden; and near one third girders ai1d diapliragms. The superiniposed dead
of spai1. Internal girders showed only minor distress. loads (SIDL) aie applied as joit1t aild member loads
as applicable.
3. 3 Analyszs the Causes
Followit1g critical sections are checked. . . ... O. lL,
Distress has occun-ed due to v aiious reasons as given 0.2L, 0.34L, 0.5L
below :
4.2 Assessment ofExisting Stress Levels
1. Poor workmail Less or reduced cover,
From the aiialysis of the existing PSC girders of
ship honeycombs etc.
superstructure, checks are made w . r. t present codes
2. Losses due to Specially relaxation 20% additional losses due to titne dependent factors
creep, slu'inkage was under estitnated like Creep Shrinkage Relaxation were neglected for
& relaxation (use of old codal present stage of stresses (as these ai'e for abundai1t
provision) precaution) but included it1 dev eloping remedial
3. Specific Emission of C02 measures ai1d fo llowing were noticed:
env ironment by coal based train 1. Section at 0.34L is more critical thai1 the midspai1.
engines (Heavy goods The stress at 0.34L is tensile -5.018 N/mm 2 at the
traffic) midspai1 -1.679 N/mm 2 bottom section at 0.34L.

30 Volmnc 45 I Ntunbcr2 I Jtulc 2015 The Bridge and Structural Engineer

 Stresses at 0.34L are higher than Modulus of
Rupture. Hence, the g irder is likely to crack
first at 0.34L. Loss of section properties after
cracking has induced progressive crack ahnost
upto deck.
Stress at midspan is -1.679 m/mm 2 which
indicates that though tension exists at the bottom
it may not lead to mpture.
2. TI1e state of stress in the intemal girders G2 to
G7 were also assessed. it is found that 0.34L
is a critical location and the stress is -3.513 NI
mm 2. While codes do not allow tension, this is
a marginal value where crack may not appear.
However there is a probability that cracks will
develop in these girders too in the future.
4.2.1 Ultmiate Checks
The ultimate checks for the existing stmcture have
already been cruTied out. It was found that the stmcture
due to untensioned steel will not lead to inimediate
collapse.
4.2.2 Check for Shear
The check for sheai given for the existing stmcture
has been found that the stmcture is safe for the shear
reinforcement already present in the stmcture.
4. 3 Remedial Measures Stmctural
Additional prestress was prov ided to improve bottom
stress levels. 2 Nos. 12Tl3(S) system, extemal cables
one on either side of the web were provided. Initial
stress after wobble ru1d seating was restricted to 0.45
times UTS to control relaxation losses ru1d fatigue
effects, in the cable. Profile generated helped in shear
with the proposed addition bottom stress improved to
+ 1.5 n/mm 2 (compressive).
Due to limitations on 'Scope of Work ' only extemal
girders were strengthened with a recommendation
that internal girders also be taken up later.
Based on condition survey lot of non stmctural repair
work with epoxy injection, epoxy mo11rus, polymer
concrete etc. was under taken.
S. Brief MeU10dology for RepaiI the Bridge
On the basis of visual smv ey following methodology
was adopted.
The Bridge aud Structmal Engin eer
1. Erection of continuous type hru1ging scaffolding
for inspection, mapping of distresses ru1d complete
condition survey.
2. Repair of the main major crack by use of epoxy
injection grouting and epoxy mo11ai with qui.ck
set and high eruly strength prope11ies before
extemal prestressing.
3. Spalling of concrete I honeycombing of cover
concrete etc were repaired by polymer modified
cement mo11ru and polymer base cement grout.
4. Fixing deviator blocks and creating a!lchorage
pockets.
5. Provide external pre-stressing by FREYSSINET
" 12Tl3S" SYSTEM.
6. Lift the entire superstrncture to enable cleai1ing,
resetting ru1d rest removal & greasing ofberuings.
The entire spru1 was lifted by placing one jack
below each girder at each end ru1d connecting all
jacks to a common mru1ifold.
7. Provide protectiv e polymer cement base
coating on the entire exposed smface of the
bridge including the substmcture for improving
dwability of stmcture.
6. Detail l\tlethodology and Sequence
1) The work was stru1ed on 14/01/2005. Erection of
the haI1ging type wooden platfo1m ru1d haI1gi11g
type scaffolding platform by brunboo, platfonn
with bridge railing is erected. Most of the work
had to be cru1ied out at night between 12.30A.M.
- 3.00A.M. ru1d by obtaining a typical schedule
of staggered block over the groups of line without
stopping the trains. (See in Fig. 7 )
2) A through inspection of the entire softit of the
bridge deck was cruTied out. All loose I laminated/
spalled concrete below all the g irders ru1d deck
slab was chipped off & removed and cracks were
mapped.
3) For the injection of the main structural cracks was
also carried out at the night. TI1e road traffic was
div erted. TI1e power and traffic block for railway
lines was obtained 12.30 AM to 3.30A.M.
During repair following steps were u11de11ake11:-
i) Chipping out the large ruuount of loose
concrete from the main wide cracks ru1d
Vohunc 45 I Ntunbcr 2 J JlUle 2015 31
 cleaning the cracks and the smface by
compressed air jetting supplemented by
manual wire brushing etc.
ii) For this cracks V notch was fonned create
space for pouring of epoxy concrete.
iii) Prior to application of the epoxy concrete
CICO BOND EPOXY bonding agent was
applied on the entire exposed smface of
the crack. Epoxy concrete was prepared
using the following propottiou 2: 1: 22 [2
Resin Braud CICOPOXY-21 PART-A &
Hardener Brand CICOPOXY-21 PART-B
: & Filler Aggregates (quartz sru1d + 6 mm
coru-se aggregate). TI1e chemicals were
retested by recognized test hours. Time
gap between application of bonding agent
& epoxy concrete was five minutes. (See
Fig.8).
iv) PVC nozzles were placed at 300 mm c/c
intervals in position to ensure sealing of the
fine cracks by grouting epoxy resin.
v) TI1is grouting operation was done till refusal
of grout.
vi) Existing cables of P.S.C. girders were also
re-grouted. Wherever the sheathing cables
are drunaged re-grouting was done by fixing
PVC nozzle.
\:Vhere the cables were not exposed, they were located
by means of Electronic Locator for fixing the PVC
nozzles. Cebex-lOOwith O.P.C. 43 grade cement was
used and injected by FREYSSINET GROUT PUMP.
3550 kg grout was thus injected (30 days operation)
indicating substantial ungrouted cable lengths.
6.1 External Prestresszng
After these extemal pre&tressiug was taken up. The
sequence of activities of the major activity is as
follows:-
a) Fix deviator blocks on the either side of the
diaphragm at either end both the longitudinal
girders. The deviator block was lifted to position
mrumally under power ru1d traffic block ru1d
fixed in position by fixing the bolts. After fixing
the deviator block, concrete of M40 grade was
cast below it to fix the l OONB ru1gle pipe in
position to provide a guide path for the HDPE
32 Vohune 45 I Number 2 I Jm1e 2015
pipe for extemal pre-stressing cables. A curing
period for 14days was allowed for the concrete.
These operations were followed for other three
deviator blocks also. Steel specification adopted
for the deviator block was as per IS-4000-1992.
b) Fixing end ru1chors.
1) Required po1tion of road deck concrete was
broken by pneumatic equipments to create
recess for the fixing atichorages.
2) FREYSSINET 12T13(S) system guides
were fixed both ends at each cable.
3) Re inforcem ent bars were place as per design
with the existing deck slab reinforcement.
4) HDPE sheathing was profiled ru1d inse1ted
into the guide mouth on both sides ru1d
seal that portion properly in position as per
working drawing.
5) Threading operation was done strand by
strru1d.
6) For the actual pre-stressing both the girders
were tackled the san1e day. Both end
stressing was adopted.
6.2 Resetting ofBearings
After the extemal pre-stressing of girder was over,
the superstmcture was lifted up using FREYSSINET
FLAT JACKS with lock nuts. Jacks were fixed at
pier level.
1) 1'1 of all the jacks were fixed with mru1ifolds ru1d
connected with FREYSSINET hydraulic pump.
All the eight girder were lifted simultru1eously.
2) Tue lifting is done till bearings were made free
and placed on necessary packings.
3) Tue surfaces were cleru1ed by air jetting, wire
bmsh ru1d demsted by emery paper.
4) Protective red oxide coating paint was applied
on beruing all the exposed smface and beruings
greased.
6. 3 Overall Protection
TI1e remaining wo1k of provision of protective
polymer cement base coating 2 coats TAPECRETE
MARINE COATING (ru1ti- co!l'osive paint) over the
exposed surface of bridge including the substmcture
was completed.
Tlte Bridge and Structural Engineer
Cost of the Repair Refer ences
The total cost of the repairs crune to Rupees 85 lakhs 1960's as per the prevalent code.
only. (See Fig.9: Completed Bridge).
IRC - 6 - 2000 ---------Loads ru1d stresses.

Summary and Conclusions IRC - 18 - 2000 -------- Pre-sbessed concrete

road ru1d bridges. (Post tensioning concrete)
In order to prevent such type of distress, the following
needs to be ensured in construction and maintenance FREYSSINET literatures for

in PSC girder. (a) 12Tl3(S) Anchorage.

(b )Grouting.
i) Use ofLRPC sbands is preferable to reduce long
tenn losses. FIP guidelines.

ii) During consh1.1ctio11 adequate precautions must Technical repo1t - -- use of external pre-
to be taken to improve durability. This shall stressing on Kalyani R.C.C. R.O.B. @ Belgharia
include: expressway for restoration 3lld repair.

a) Use ofhigh strength concrete.
b) Proper g routing of sheathing ducts.
c) Adequate attention to cover
d) Use of protective coatings.
iii) In built provisions for future presbessing
requ irem en ts.
iv) Adequate maintenances & inspection schedule.
IRC guidelines for inspection ru1d 111ainten311ce
of B ridges - Special publication no 35 - 1990.
Acknowledgement
TI1e authors expresses gratitude to Eastem Railway
authority ofthe sr. Divisional Engineer (co-ordination),
Assistru1t Engineer AEN/l/LLH ru1d Section Engineer
- Bally for their whole heaited suppo1t while canying
out the repair on turnkey basis.

Th e Bridge and Structural Engineer Vohunc 45 I Ntunbcr 2 IJtmc 2015 33

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34 Vohune 4 5 I Nmnber 2 I Jm1e 2015 The Bridge and Structural Engineer

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~~ B REFERfJJCE DRAWINGS :
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 THE FRBYSSINET PRBSTRESSED CONCRETE COMPANY LTD. NOTE NO:
l , , BALLYCIAUMOti c:ntCUl.All R0.U>. ltOUCATb700019
489 / N-Ol R.O.

DATE : SHEET:
PROJECT : Rehabilitation of Bally R.O.B. at Kollcata

BY CHKD
SUBJECT: Design of P.S.C. Girder Superstructure. SHS VLD

Fig. 4: Details Drawing ofCable Geomet1y ofP.S.C. Girder Note no: 489/N-Ol

The Bridge and Structural Engineer Volmne 45 I Ntunber 2 IJtule 2015 37

Fig. 5: Photograph close view ofthe crack at l/3 location of Fig. 6: Photograph for corroded existing Sheathing
end Girder Howrah end

Fig. 7: Photograph of view ofthe Scaffolding and hanging

type staging under erection
Fig. 8: Photograph of major crack repair by epoxy concrete
with fixing the PVC N=le

Fig. 9: Photograph after Complete the Repair ofP.S.C. Girder Main Span Side view

38 Vohune 4 5 I Nmuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

 AN OVERVIEW OF REPAIR AND REHABILITATION I STRENGTHENING
OF CONCRETE BRIDGES AND A CASE STUDY

AK BANERJEE
Former Member (Technical),
National Highways Authority of India
ak_banerjee@hotmail.com

Mr Bane1jee graduated in Civil Engineering from Calcutta University in 1963 and later did his post graduation
from IIT, Delhi. After a brief stint of two years in West Bengal State PWD, he joined MJnistiy of Road Transport &
Highways in 1965 and rose through various ranks to became Chief Engineer in 1997. In 2002, he joined NHAI as
Member (Tech) and retired from this post in 2003. Since then, he had been associated with the Consulting Films for
more than a decade and is cmnntly associated as Advisor to a Private Consti"t1ction I Concession Company. Dming
his entUe career, .Mr Bane1jee has been responsible for planning, design and supe1vision of several major road and
b1idge projects, as also repair and rehabilitation of some major biidges in the com1tiy. He has been a Member of
va1ious Teclmical Conuuittees ofIRC, including B1idges Specifications & Standards (BSS) Co1mnittee ancl is also
tl1e Convenor of Loads & Stl'esses Conuuittee dealing witl1 IRC:6. He is also a Member of the Managing Committee
and R"!:ecutive Conunittee ofING-IABSE.

Abstract
Con creteBridges, ifproperly designed and constrncted,
nonnally should not require much maintenance and
repairs during their design service life. However, in
practice it may not be the situation always on ground.
TI1is is evident from the fact that a large number of
bridges have undergone distresses in the recent years
much before their design life, requiting major repair
and rehabilitation I ~trengthenllig of these stmctures
and eventually wam111ting their replacement by new
bridges. TI1is paper gives an overview of the major
causes of distress, importance ofroutine inspection and
preventive mallitenance, detailed it1vestigation and
project preparation and modalities of implementation
of repaits and rehabilitation I strengthenllig, besides
briefly illustratit1g a case study for rehabilitation I
strengthenit1g of a major pre-stressed concrete bridge
it1 the coastal area of Kamataka state.
1. Introduction
Premature ageing and early deterioration of concrete
bridges has been a relatively common phenomenon it1
the past not only in India but also abroad, mandating
the Authorities to conduct detailed condition survey,
it1vestigation, testit1g and cany out large scale repait
and rehabilitation I ~trengthenit1g of these bridge
stmctures. While aggressive environment has been in
most cases the mait1 causative factor for development
of premature distress in the stmcture, deficiencies in
design and quality of constmction, as well as lack
of inspection and preventive maintenance, have
also aggravated the situation on ground. Prohibitive
cost of new b1idges as replacement of the distressed
bridges has left us with no option but to go in for
extensive repaits and rehabilitation I strengthening
of the existing bridges to extend their service life
till such titne new bridges could be planned in the
near future. TI1e task of detailed project preparation,
comp1isit1g detailed condition survey, llivestigation,
testit1g, assessment of distress and fonnulation of
repair plan to undertake such a specialized job, is
nonnally entmsted to a reputed Consultant having
expertise in this field. Load te~tit1g is generally done
after completion of the rehabilitation work to validate
the efficacy of repaits v is-a-v is design assumptions.

Tbe Bridge and Stru ctural Engineer Volume 45 I Nmuber 2 IJtllle 2015 39
2. Major Causes of Distress
Analysis of data of condition survey, detailed
investigation and testing of the distressed bridges in
the past broadly indicate the following major causes
of distress in the concrete bridges:
(i) Deficiencies in quality ofconstmction like porous
concrete, less cover, inadequate compaction, use
of rusted steel, improper grouting of cable ducts
etc;
(ii) Inadequate durability measures in using slender
sections and deficiencies in design I detailing of
reinforcement;
(iii) Malfunctioning of bearings and expansion
joints;
(iv) Effect of coffosion on reinforcing and pre-
stressing ~1eel, chloride attck and carbonation in
marine environment, leaching action, sulphate
attack etc;
(v) In1proper drainage and water proofing of bridge
deck ;
(vi) Higher intensity of traffic and higher axle loads
of vehicles;
(vii) Damages due to accidents and nah1ral calamities;
(viii)Abnonnal fl ood in river
There is also a marked aggrav ation of distress for
want of preventive maintenance or due to defe1i-ed
maintenance of the b1idges either due to paucity of
fund or lack of awareness among the Engineers of
the possible fall out of lack of regular inspection
and preventive maintenance. If the mi.nor distresses
are not attended in time, it may lead to major repair
and rehabilitation work at a later date at a huge co~1
and in some cases, the existing bridges, either partly
or wholly, may need replacement, being beyond the
scope of economic repairs and rehabilitation.
3. Major Signs of Distress
Major signs of distress in concrete bridges may be
identified as:
Cracking;
Scaling;
Spalli.ng and Delamination;
Leaching;
40 Volmnc 45 I Nwnbcr 2 I Jwtc 2015
Rust stains;
Defonnations;
Excessive deflection / movement
4. Approach to Repair and Rehabilitation I
Strengthening
4.1 Repair and Rehabilitation of b1idges is a
specialized j ob and understanding of the
magnitude and seriousness of distress is
ve1y i.mpo1tant, which unless analyzed by an
experienced Btidge Engineer, may lead to panic
reaction from the Authority. This requires an
experienced Consultancy Finn for detailed
inspection, investigation, testing, analysis of
data and fonuulation of repair plan. While
sudden distress in a bridge due to eruthquake,
abnonnal flood or accidental drunages would
wru1ru1t atl immediate response from the
Autho1ity, management of existing bridge assets
at1d prioritization of repairs ru1d rehabilitation,
however, require a proper Bridge Mruiagement
System (BMS), keeping in view the paucity of
funds for maintenance and repairs. Analysis
of data of routine inspection and n01mal
maintenance ofbti dges assume great importa11ce
in this context and constitute the basic parameters
of an effective BMS.
4.2 Once the need for repair ru1d rehabilitation I
strengthening is identified by the Authority, the
next step is to select an experienced Co11sulta11t
for detailed project prepruation. NIT for such
jobs shall indicate the salient features and signs
of distress obse1v ed during visual condition
survey. Broad Tenns of Reference for such a
consultru1cy job may be identified as:
Phase I
Detailed condition smvey;
Detailed investigation of causes ru1d extent of
distress;
Fotmulation of repair and rehabilitation I
strengthening plan;
Rough cost estimate
Phase II
Detailed design and drawings;
The Bridge rutd Sbuctur:d Engineer
 Detailed Cost estim ation;
Specifications and bid document;
Advise Authority for selection of a suitable
contractor
Phase III
Assist the Autho1ity in supervision during
execution of repairs I rehabilitation;
Suggest altemative mate1ials of repairs depending
on availability in India
4. 3 Detailed Scope ofwork in Phase I
Condition Survey
Use of b1idge inspection unit with hanging
platfo1m or boats and binoculars;
Mapping of locations and extent of distress like
cracking, spalling, honey combing, exposed
reinforcement etc;
Adequacy of drainage;
Condition of bearings and expansion joints;
Deflection I movement of bridge deck;
Anchorage zones of pre-stressing cables
Detailed Investigation
TI1eoretical studies comprise:
!.1udy of 01iginal records of design
constmction;
study of repo1ts of earlier inspections;
study of environmental conditions and;
study of present loading pattem and intensity
of axle loads vis-a-vis loads adopted in original
design;
Laborato1y tests on Concrete Cores:
Petrography i.e. mineral composition;
Compressive strength of concrete;
Cement content and aggregate-cement ratio;
Penneability and water abso1ption;
Chloride content;
Depth of carbonation
Analysis of data of inspection, investigation and
testing;
Tbe Bridge and Structural Engineer
Identification of causes of distress;
Assessment of nature and magnitude of distress
and urgency of repairs I strengthening;
Examine options for Repair I Rehabilitation
comprising:
Total replacement in case of extensive damages
and prohibitive repair cost;
Prutial replacement ru1d repair based on severity
oflocalized drunages;
Extensive repairs I strengthening;
Economic effectiveness of repairs vis-a.-vis
increase in service life;
Need for evaluation of load canying capacity;
Need for retrofitting
Fonnulation of Repair plru1s - Broad Criteria:
Available repair techniques;
Technical feasibility;
Cost of repairs I rehabilitation both sho1t tenn ru1d
long tenn;
Least estimate of remaining service life ru1d
ru1ticipated increase in service life after repairs;
Availability ru1d efficacy of repair materials ru1d
equipment;
and
Availability of suitable contractor
Traffic mru1agement during repairs;
Access for repairs;
Estimated time for repairs;
Major Repair Materials:
Cement mo1tar or grout;
Latex modified cement mo1tru or concrete;
Epoxy resin mo1trus;
Epoxy concrete;
Synthetic silica shotcrete
Repair I strengthening Techniques:
Patch repair with mo1tru concrete;
Crack repair with epoxy grouting ru1d cement
mo1tar;
Vohnne 45 I Ntunber 2 IJlUle 2015 41
 Guniting I shotcreting for large patch repairs~
Epoxy injection for sealing fine cracks;
Vacuum grouting of cable ducts with epoxy resin
I cement grout;
Extemal pre-stressing with HDPE sheathing for
cable ducts;
Epoxy bonded steel plates;
5.
Concrete overlay over existing deck slab I deck
slab replacement;
Resetting I replacement of bearings;
Resetting I replacement of expansion joints;
Jacketing of piers;
Underwater repairs I strengthening of concrete
piles in foundation;
Repair I replacement of wearing coat and crash
baniers I railings
4.4 Detailed Scope ofWork tn Phase II
Design calculations and detailed drawings for
repairs I strengthening;
Realistic cost estimate;
Tender document comprising :
General conditions and special conditions of
contract;
Detailed technical specifi cations for various
item s of work, e.g . materials, methodology of
co11sb11ction, quality assurance etc.;
Bill of quantities;
Drawings
Guidelines and specifications for load testing and
instnun entation;
Assist client for selection of expert agency for
execution of repairs I rehabilitation
4. 5 Detalied Scope ofWork m Phase Ill
Associate with client in superv ision of repairs I
strengthening works;
Consultant to be present during execution of
critical items of repair I $1rengthening work,
including load testing;
Render general guidance for execution;
42 Volmnc 45 I Ntunbcr2 I June 2015
Suggest suitable altemativ e material etc. where
necessaiy;
Ensure quality control;
Suggest solutions to problems during execution;
Maintenaiice maimal for future inspection I
maintenance
Rehabilitation of SharavaU1y Bridge on
NH 17 in Karnataka - A Case Study
Salient Feah1res of Bridge:
Total length 1048 m - completed in the yeai
1970;
34 spai1s of 30.2 m c/c of piers;
Hainm ed1ead piers with suspended spair of 24.4
m length;
Cai1iageway width 7.32 m with l.53 111 wide
footpath on either side;
5 nos. sin1ply supported precast PSC I g irders in
superstmcture;
Cross pre-stressed deck comprising girder flanges
ai1d gap slab;
Cai1tilever footpath from precast girder flanfes;
Cross pre-stressed diaphragm s 2 nos. end ai1d 3
nos. intennediate diaphragms;
Hainmed1ead portion of superstmchire cast
integrally with RCC piers;
Twin dumbbell shaped well foundations;
Cast steel segmental roller I rocker beaiings under
each girder at articulations;
Located in coastal area in aggressive mari ne
environment
Condition smvey done by Central Electro-
chemical Reseaich Institute ( CECRI), Chennai in
1989 after the bridge showed signs of distress:
Severe dainages due to co1Tosion observ ed in
superstrnch1re;
Assessment of strength of superst111ch1re ai1d
repair I strengthening recommended
Decision to involve an Expe11 Foreign Consultar1t
in association with Indian Finn to can y out
The Bridge and Structural Engineer
 detailed inspection, investigation, testing and
fo1mulate repair plan duly ensuring transfer of the
state-of-the art technology to tbe Indian Firm
Design consultancy done by Mis STUP
Consultants in association with Mis ACER,
STATS Ltd. and TRL ofU.K in early 1992
V isual inspection done by Mobile Bridge
Inspection Unit (MBIU);
Field and laboratory testing done both in India
and U.K;
Analysis of data and assessment of residual
strength;
Long tenu and short tenn rehabilitation measures
suggested in Phase I;
Decision taken to adopt long tenn measure of
strengthening by adopting external pre-stressing
of two cables on each side of an I-girder;
Detailed design and drawings prepared for long
te1m rehabilitation
Recommend closure ofB1idge to heavy vehicles
Major Distresses Observed
Spalling of concrete;
Cracking in webs of longitudinal and cross
girders;
Exposed cotroded reinforcement;
Co11"0sion of pre-stressing wire cables and
sheathing and loss of cable sections;
Severe corrosion in exposed cable and anchorages
of cross girders;
Severe cracking, spalling and coffosion of steel in
precast footpath slabs;
Honeycombing of concrete around bearings;
Severely corroded cable ducts and some
ungrouted ducts detected in Endoscopy;
Malfonctioning and leakage of expansion joints
and drainage spouts;
Severe carbonation penetrating significant depth
in concrete;
Voids in grouts in cable ducts and high level of
chloride in grout;
Poor compaction and honeycombing of concrete
around cable anchorages;
Tb e Bl"idge and Structural Engineer
Poor quality of concrete in piers and;
Damages to deck slab and wearing coat over
suspended spans
Major Repairs I Strengthening Done
15 0 mm thick M3 5 concrete jacketing of piers;
Extemal pre-stressing of main girders and cross
diaphragm s by 4 nos. 15.2mm dia strands per
girder w ith HDPE sheathing;
Extemal steel brackets on either side of pier to
support girders of hammer head and suspended
span and provision of new elastome1ic bearings
below suspended spans to relieve load on the
ruticulations;
Cement gr outing of existing cables;
Grouting of cracks in concrete with epoxy resin;
Anti-coffosive treatment to exposed
reinforcement;
Dismat1tling the weating coat at1d laying new
RCC deck slab with shear connectors;
Reconstmction of footpath, kerb at1d handrails;
Fixing of new expansion joints;
Resetting at1d replacement of roller beruings at1d
provision of grease box;
Fixing new sets of drainage spouts at closer
spacing
Traffic Matiagement during Repairs I
Rehabilitation
Round the clock ferry service for heavy vehicles;
Only light vehicles allowed on the bridge by
erecting gat1tly pottal at either end;
Limited ti-affic restiiction during external pre-
strssing;
One lane of traffic allowed at all time;
Speed breakers erected to limit speed of vehicles
011 b1idge to 10 kmph
6. Conclusions
Bridges need repairs I rehabilitation primruily clue
to ageing, lack of routine maintenance, higher loads,
natural calam ities and aggressiv e environm ent. At
the initial stage, detailed condition survey is required
Volmnc 45 I Nlllllber 2 I1llllc 2015 43
to identify the nature and extent of distress followed
by detailed investigation and testing to assess the
causes of distress, serviceability level of the bridge
and detennine the necessruy repairs I strengthening of
the bridge. Corrosion of reinforcement, pre-stressing
~tee!, cable ducts and crubonation of concrete rue
major causes of distress in a RCC or PSC bridge.
Repair I rehabilitation measures should be decided
after study of various options, cost vis-it-vis increase
in service life in each option, availability of repair
materials ru1d repair techniques. TI1ere is a need for
load testing and instnunentation of the bridge after
44 Vohune 45 I Nmnber 2 I Jm1e 2015
repair to detennine the efficacy of repairs. Tender
documents for a repair I rehabilitation work should
include detailed specifications, method of execution
of major repairs ru1d quality control measures. Tenns
of Reference for the Consultru1t to be engaged by
the Authority for detailed project prepruation of
repairs I ~1rengthening measures shall prov ide for the
Consultru1t to guide and assist the Client in supervision
of repairs I rehabilitation works at site. Finally, due
importance should be given to traffic mruiagement
during repairs ru1d strengthening including diversion
of heavy traffic across major rivers.
The Bridge and Structural Engineer
 INVESTIGATION AND REHABILITATION OF FIRE DAMAGED
STRUCTURES WITH CASE STUDIES
RKJAIGOPAL
Managing Director
Stmct Geotech Research Laboratories Pvt. Ltd.,
# 588, <Yh Block, 2u1 Main
Hosakerehalli Cross, BSK 3r<1. Stage, 2""' Phase
Bangalore - 560 085
sgrlpl@yal100.com
Summary
Investigation and rehabilitation of fire damaged
$1:mctures needs higher level of technical expertise
and knowledge about $1:mctural aspects ofbuildings as
well as integration of new materials on to the stmcture
while repairing. Hence the investigation expe1t is a
key figure in addition to site testing and laboratory
testing. Fonnulation of repair scheme is an impo1tant
aspect. Tue two case studies given are from impo1tant
$1:mctures where the author himself ha~ cruried out
investigation ru1d repair of said $'tmctures.
1. Introduction
Fire resistru1ce of concrete is an inherent prope11:y ru1d
generally concrete stmctures rue capable of taking
repair after the fire, even it is of high intensity. TI1is
happens as concrete isapoorconductorofheat. Heating
of concrete 1esults in physico-chemical conditions
shifting in ru1d out of the1mo dynrunic stability field
of specific phases in minerals in concrete effectuating
their apperuance ru1d disapperuru1ce. Here we will
have to maintain the metrunorphic petrology which is
a branch of geology deals with study of mineralogy.
Chemical composition, heating histo1y of concrete
during fire is impo1tru1t to dete1mine whether concrete
stmcture subjected to fire ru1d its components rue still
stmcturally sound or not. Analogous to metamo1phic
petrology thennally triggered reactions in concrete
result in cl1ru1ges in specific cases which may be used
to trace isograds. Rehabilitated stmctures, after fire ,
generally pe1fon11 ed well after repair and rue restored
back to service. It is noticed that when stmctures rue
demolished and replaced it was generally for reasons
other than datnage SU$'tained during the fire. There
rue 111ru1y stmctures affected by fire, like commercial
multi storied buildings, po1t administrative buildings,
Tbe Bridge and Stru ctural Engineer
R .K. Jaigopal, bom 195 5, received his Post
graduate in Stmctural engineering from
Bangalore University. He has more than 36
years of experience in the field of design,
constmction, stmctural investigation and
rehabilitation which includes buildings and
bridges.
industrial $1:mctures ru1d also c1icket stadiums.
TI1e emphasis ofinve$iigation shall be for assessing the
concrete stmcture after a fire ru1d as $1Ich detennining
the extent of repairs required In addition to stmctural
datnage there may be smoke datnage to pattitions,
glass facades, electrical systems and mechanical
systems. It shall be noted that the associated cost
of cleru1ing and replacing such systems will be ve1y
significru1t.
When a fire has occmnd, the requirements rue
generally for an immediate and thorough appraisal
to be cru1ied out, with cleat objectives. Such atl
appraisal shall begin as soon as building cru1 be entered
safely ru1d generally before the removal of debris.
In order to establish whether the building is safe or
not, a competent person shall inspect the stmcture.
While inspection stmcture shall be observed for load
SU$1:ainability condition ru1d it shall also be observed
for whether few members have become weak needing
support.
TI1e fire daniage assessment shall be mainly based on;
(a) On-site evaluation of the stmcture
(b) Laborato1y testing
(c) Physical examination
(d) Any specific sepruate assessment.
TI1e focus shall be on on-site measurement of residual
strength in stmcturalmembers, defonnation ifoccuffed
ru1d to obtain evidence of actual temperature reached
during the fire. TI1e focus shall be on methods for
onsite measurement of residual strength in members,
defo1mation of members and also to obtain evidence
for actual temperatures reached dming the fire. All
the more, atl expe1ienced and competent Engineer is
Vohnne 45 I Ntunber 2 IJlUle 2015 45
an impo1tant factor while assessing the fire damage.
111e Engineer shall be aware of limits of applicability
of all construction. Immediately after the fire, a
thorough appraisal needs to be cruried out with clear
objectives. The appraisal shall commence once the
building can be entered safely and nonnally before
removal of debris. 111e said expe1t or the competent
person shall er,tablish whether the building is safe or
not ru1d if it is unsafe, methods of propping shall be
advised.
It has been observed that after detailed appraisals,
the reinforced concrete structures mostly, cru1 be
repaired by means of suitable techniques. In case
of severe drunage, ce1tain elements in the structure
shall be replaced. The active fire resistance of a
concrete stmcture is nonnally well above minimum
requirements ru1d hence the reserve strength in the
r,tmcture enables it to survive, severe fires, ru1d often,
it cru1 be reinstated.
Safety plays a major role in the structure at all stages
from initial assessment to completion of repair.
Wl1erever necessary, members like beams ru1d slabs
shall be propped up with temporruy snppo1ts. In some
circumstru1ces phased breaking may be required.
Temporary false work may be required to secure the
stmcture not just for individual members but for the
stability of the entire structure. All types of loads
coming on the stmctural members shall be calculated
in specific for doubtful members.
2. Damage Assessment
Concrete due to fire cru1 be result in vruiety of
stmctural changes like cracking, spalling, debonding
of aggregates andrebrus, expru1sion ru1dmineralogical,
chemical changes such as discoloration, dehydration,
and disassociation. Wben concrete is exposed to fire,
differential expru1sions ru1d contractions of various
components ru1d comtituents within the concrete takes
place. For aggregates the heat cru1 induce cracking
ruotmd ru1d across the aggregates, loss of bond with
the cement paste also with the reinforcement. In case
of cement paste, it cru1 be evaporation ru1d dissolution.
Dehyckation ru1d dissolution of ettringite, gypsum,
calcium hydroxide, calcium carbonate ru1d other
46 Vohune 45 I Nmuber 2 I Jm1e 2015
phases in the cement phase such as calcium silicates,
hydrates cru1 occur.
Stmctural ru1d mineralogical chru1ges will affect the
integrity of stmcture in tum the mineralogical changes
can be used to deduce heating history of the r,tructure.
Combining metamorphic petrology and concrete
petrology will provide a suitable investigation tool for
assessment of structure.
111e sole aim of drunage assessment is to decide
if any stmctural elements rue to be demolished or
whole stmcture needs to be demolished or stmctural
elements that rue retained need ru1y rehabilitation.
Drunage classification of vruious structural members
shall be cruried out systematically. At best, structural
members need no repair due to inherent residual
strength and at worst, demolition may be required.
111e drunage assessment shall follow two
methodologies as stated below of which one or both
shall be applied
A In order to calculate residual strength of
concrete ru1d reinforcement, fire severity shall be
estimated so as to deduce temperature profiles.
111e A above can be sub-classified as;
a) Estimation offire severity
b) Detennination of temperature profiles by
numerical methods.
a) Estimation offire severity by crueful examination
of debris ru1d quru1tification of fire, as fire load
in calorific energy of whole contents contained
in the ruea, or applying numerical evaluation
methods such as computational fluid dynrunics.
Important factor in assessing ru1d quantifying the heat
caused, will be crueful exrunination of debris ru1d pre-
histoty of matetials which caught fire. This shall be
in tenns of kgs of materials, their respective colorific
values ru1d finally wood equivalent values. 111is cru1 be
obtained from National Building Code oflndia-2005
vide table-26 of chapter-IV, which also specifies the
allowable fire load density for affected po1tions. Refer
Table-1 which provides for Fire expressed as fire load
in calorific energy of whole materials contained in the
specific space.
Tlte Bridge and Structural Engineer
 Table 1: Certain Selected Combustible Materials from a Case Study

SI Materials No's* Weiglttin Calorific Wood

No. Kgs* Value equivale11t
Kg/Kg
1. UPS (polyvinyl chloride) 5 5 522.5 29.75
2. CPU (Polyvinyl chloride) 5 5 522.5 29.75
3. Printer (Polyvinyl chloride) 2 5 209 11.90
4. System table 5 15 1320 75
5. Office chairs 10 5 790 45
6. Papers . 1000 15400 880
7. Cloth . 50 790 45
8. Steel racks 20 20 . .
9. Benzene 50 1980 112.5
10. AC Ducts (Nylon) . 500 11000 625
11. Plywood . 250 4400 250
12. LED/LCD panels 1000 15 528000 30000
13. Electtic switch box 10 1 41.8 23 .8
14. False ceiling . 150 2370 135
15. Wooden Drawer . 500 8800 500
16. Miscellaneous & other items . 500 8800 500
17. Plastic 1000 41800 2380
18. Thermocol 500 7900 450
19. Wooden box 37592.70 1500 26400 1500
37592.70
20. Conside1ing additional ofheat energy due to steel
articles at 20% of combustible articles it will be
7518.50

Total 45111.20

TI1e fire load density for the affected portion having 400 sq.mt. will be at 45111.50/400=112.78
Source: One of the investigation reports of author.

TI1e typical allowable values for the fire load density of
this categoty of building vide table-26 of, chapter-IV
of National Building Code of India-2005 is upto 150,
however there it is only 112. 78 in the present case.
TI1erefore it is less than the values presc1ibed in NBC.
b) Dete1mination of temperature profiles by
applying nume1ical methods or any relevant
calculation techniques.
With the above methods, damage classification can be
a realistic actual condition of fire damaged stmcture.
The strength of unaffected concrete shall be assessed
to confiim the design assumptions.
Nonnally concrete changes colour due to heating. It
changes to pink/red discoloration above 300C which
is impo1tant since it coincides approximately with
onset of significant loss of strength due to heating.
Any pink/red discolored concrete shall be regarded as
being suspect and potentially weakened. TI1e colour
changes are most pronounced for s iliceous aggregates
and less for limestone and granite.
A Summary of mineralogical and strength changes to
concrete caused by heating are fumished in Table-2;

The Bridge and Structural Engineer Volmne 45 I Ntunber 2 IJune 2015 47

 Table 2 : Summa1y ofMineralogical and Strength Changes to Concrete Caused by Heating

Heati11g Changes caused by heating

Tempe1attll'e: c
Mineralogical changes Stn11gth cha11ges
70-80 Dissociation of ettringite Minor Loss of strength possible
(<10%)
105 Loss of physically bonnd water in aggregate and cement
matrix commences, increasing capilla1y porosity
120-163 Decomposition of gypsmn

250-350 Oxidation ofiron compounds causing pink/red discolomation Significant loss of strength
of aggregate. Loss of botmd water in cement matrix and commences at 3 OOoC
associated degradation becomes more prominent
450-500 Dehych-oxylation of portlandite. Aggregate calcines and will
eventually change colom to white/ grey
573 5% increase in vohuue of quartz (-to-quartz transition) Concrete out stmcttually useful
causing radial cracking arom1d the quartz grains in the after heating in temperattue in
aggregate excess of 500-600oC
600-800 Release of carbon dioxide from carbonates may cause a
considerable contraction of the concrete (witl1 severe micro-
cracking of tl1e cement mattix)
800-1200 Dissociation and extteme thenual sttess cause complete
disintegration of calcareous constituents, resulting in whitish-
grey concrete colom and severe micro-cracking
1200 Concrete sta11s to melt

1300-1400 Concrete melted

B. Quality assessment by testing the fire damaged
concrete
111ere are several levels and methods to test fire
damaged concrete,
a) Physical examination and hammer soundings.
111e assessment of extent of damage shall be
canied out in field by detailed and careful
physical examinations for v ruious ~1mctural
elements. Exrunination of mbble shall indicate
temperature in the air, this however might not
tmly reflect the heat intensity reached on the
concrete, which is likely to be less thru1 air. Tue
effect of heat will be in its full energy deployed
on outer surface of concrete ru1d gradually the
intensity will decrease in proportion to the
depth. The smface temperatures are usually
different from temperatt1res at different depths.
As such Non Destmctive tests indicate strength
cl1ruacteristics at v ruious depths. 111e strength
of concrete after cooling vruies depending on
temperature attained, the heating duration, mix
proportions, aggregates present ru1d the applied
load during heating. For temperatures upto
300C, the residual compressive strength of
stmctural quality concrete is not significru1tly
reduced, while for temperatures greater than
500C, the residual strength may be reduced
significantly of its original value. However
temperature of 3000C is nonnally taken to be
the critical temperature above which concrete
is deemed to have been significru1tly dan1aged,
the most direct method of estimating the
compressive strength of concrete is by testing
core samples cut from stmcture.
Changes in both cement paste and aggregates of
fire affected concrete will result in conversion of
ce1tain phases into new ones which may alter the
colour of concrete also 01iginal mineralogical
composition of cement paste. Both effects can
be used to trace isograds in the concrete element.
Since these isograds occur in response to the
temperature they will roughly coincide with

48 Vohuue 45 I Nmuber 2 I Jtme 2015 The Bridge and Structural Engineer

 isothenns and can be fu1ther used to trace the (i) UPV to asce1tain internal integrity of concrete.
temperature variations with depth from surface.
Tracing of temperature histo1)' of fire effected
concrete is of v ital impo1tance in detennining
tl1e depth of damage in a particular concrete
member tl1at can eventually be discarded with
60% reduction in compressive strengtli when
heated upto 300C.
b) N on destmctive testing like Ultrasonic Pulse
Velocity Tests, Cover Meter tests, Rebound
Hammer tests are most suitable tests.
c) Laborato1y testing of samples collected from
cross section ofstm ctural member to be tested for
core compressive strength, Ph values, Chlorides, Fig. 2 : Ultrosonzc ptdse velocity test in progress
Sulphates and Petrographic examination of (ii) Core extraction ru1d testing to assess compressive
concrete and relevant tests for steel. strength ruid to inspect internal concrete also
C. Steel reinforcement and stmctural steel laborato1y test can be conducted for pH,
Chlorides ru1d sulphates.
In the event of fire, steel will also reach higher
temperature along with concrete, loss of strength
in a steel will be a significant factor. Recovery of
yield strength after cooling is generally complex
for temperature upto 450oC for cold worked
steel and 600oC for hot rolled steel. Above these
temperatures there will be loss in yield strengtli after
cooling. The effect of heating on stm cturaJ steel will
include reduction in physical prope1ties, disto1tion,
axial sho1tening of column, over stressing of bolts,
connections and welds.

Fig. 3 : Concrete core extraction in progress

(iii) Stereo microscopic inspection of concrete cores.

Fig. 1 : showing exposed steel and delaminated concrete
3. Testing of fire damaged structures
Stm cture will have to be tested for its internal
integrity, strength characteristics,, degree of damage
and change in composition witl1 respect to deptli.
Following tests are cruried out to diagnose tlie depth
of dam age.
This test will reveal the alterations ru1d colour
chru1ges in the cores as well as the smface
features such as cracking, spalling ru1d popouts,
to estimate the possible temperature vruiations in
the concrete as a fonction of deptli from surface.
Here impo1tru1t aspects rue colour variations
with depth from the s111face, pattern of cracking
in ruid around tl1e aggregate pruticles, width and
deptli of cracks, dissolution and loss of bonding
to the aggregate pruticles and integrity of cement
paste.
(iv) Rebound hammer test to asce1tain the
compressive strength of concrete on vru1ous
smfaces at required depths of concrete.

The Bridge and Structural Engin eer Vohunc 45 I Ntunbcr 2 IJtmc 2015 49

Fig. 4: Rebound hammer test in progress
(v) Petro graphic analysis to check the concrete
dehycb-ation. Number of laborato1y tests are
available for detennining concrete condition.
Petro graphic examination and compressive
strength testing of core samples are those
most commonly used in the fire damaged
investigations. Petro graphic examination is the
definitive technique for detenn ining depth of
fire damage in concrete.
(vi) Fluorescence macroscopic analysis
Detailed infonnation regarding distribution of cracks,
including fine micro cracks, integrity of concrete with
respect to depth from smface can be obtained by flat-
polished fluorescent sections can be prepared from
the drilled cores and examined under ultraviolet light
to study cracks in concrete.
(vii) Polarizing and flu orescent microscopy
In case of requirement for fmther detailed
info1mation this can be derived from polarizing and
fluorescent microscopy. This technique is based on
50 Volmnc 45 I Nwnbcr 2 I Jwtc 2015
examination of fluorescent thin sections with the
azd of;
Combined polarizing and fluorescent light
microscope. This sections are notmally prepared
from drilled cores for testing.
(viii) Condition of steel will have to be assessed for
damage from heating.
Invariably steel expands resulting m delauiination
of power concrete also steel will buckle out of its
po1tion.
Fig. 6 : Steel expanded, delammated and buckled
4. Effects of fire on masonry elements
Clay bricks in the buildings can withstand temperature
in the region 1000C or more without any damage.
TI1e heat can also damage the size stone masonry in
the similar way as that of concrete.
5. Formulation of repair schemes
Upon visual inspection and Non destmctive testing
a suitable re~toration scheme will have to be
fonnulated to bring back the stmcture to se1viceable
condition. Impo1tant factor here is concrete will have
to be removed upto the depth to where it is damaged
due to fire. Assessing this damaged thickness is a
impo1tant factor in rehabilitation. TI1e reinforcement
if damaged also need to be replaced. Replacing
concrete mate1ial can be in the fonn of made to order
concrete, microconcrete, shotcrete, polymer modified
mortar or epoxy mortar etc. Few typical examples
of restoration of columns, beams and slab are shown
Figures 7 to 9.
The Bridge rutd Sbuctur:d Engineer
 6. Load test to confirm the regain of carrying
...._........... ~
capacity
After completion ofrehabilitatiou process the stmcture
needs to be load tested to confom it is satisfactory for
canying design loads. TI1e load testing can be canied
out as per IS 456 -2000.

7. Conclusions
With experience in evaluation of fire damaged
stmctures unless severely damaged, most of the
stmctures are fit enough to be repaired rather than
A.

... replaced. TI1e stmctures can be assessed for fae
damage by various testing techniques and a suitable
repair solution can be given to bring back the stmcture
-tJ_c_,......,..,..,._
l"l't'--' ..........
to its original serviceable condition.

Appendix A

Case Study -1 - Stadiwn in Bangalore

Fig. 7: 1)pical example of rehabilitation ofcolwnn
A portion of the stadium where club/bar is located
was fire daniaged. TI1e affected building is a RCC
framed stmcture of column, beam and slabs. Here the
quantification of fire was meticulously done as deb1is
was not disturbed. As such the temperature levels
were calculated to a reasonable accuracy.

.
.
,.
'
~

--.
~
Investigation was cruried out by physical examination,
Non destrnctive test, core extraction etc. A suitable
rehabilitation scheme was fonnulated which consisted
of removal of damaged smface concrete, replacement
of additional thickness with shotcrete with application
,_ "'
of epoxies etc. TI1e sh11cture was brought back to its
~

I+ original se1viceable condition. Below photographs

..._ ._ -A
"""""
- o o o' shows the stages of rehabilitation.
= t:c=-- 0

- II
-
.
\I
'1Vf:!!"41 tn!('u"i'ff!l!lnonw

Fig. 8: 1)pical example of rehabil1tation ofcolumn

Fig. 9 : fyp1cal example of rehab1l1tat1on ofslab and beams Fig. JO: Reinforcement placing is complete

The Bridge and Stru ctural Engin eer Vohunc 45 I Ntunbcr 2 IJtmc 2015 51
 Fig. 11 : Shotcrete work m progress
Case Study - 2 -A software technology park:
A mu lti storied structure housing software indushy
caught fire due to short circuit and here also
assessment of the temperature was fairly accurate,
because the debris was not disturbed. TI1e fire
load densities were meticulously calculated as per
National Building Code of India- 2005. Physical
investigation, condition survey, Non destructive
52 Volmnc 45 I Nwnbcr 2 I Jwtc 2015
tests and laborato1y analysis was cruTied out to
assess the damage due to fire. A rehabilitation
method was formulated which was a unique one in
order not to increase the size of the columns. As
such steel plates were used and anchored on all four
sides of the column. Slab concrete was vi1tually
replaced by one third of its thickness by shotcrete
and necessruy adding of reinforcement wherever
steel was drunaged.
The Bridge rutd Sbuctur:d Engineer
 REPLACEMENT OF EXPANSION JOINTS OF 2N HOOGHLY BRIDGE,
KOLKATA
Santanu MAJUMDAR Santanu Majtundar graduated in Civil Engineerillg from
Jadavpur University, Kolkata ill the year 1991. He started
ChiefExecutive Officer
his career as a bridge and structtual engineer, has se1ved the
Mageba Bridge Products Pvt. Ltd.,
industry of Bridge Bea1ings and Expansion Joints for the last
Kolkata, WB, INDIA
22 years.
smajtundar@mageba.in

Sllibnad1 LAIIlRI ShibnathLahi1i grnduatedin Civil Enginee1ing fromJadavpw

Technical Head University, Kolkata in the year 1991. He has vast expe1ience
Mageba Bridge Products Pvt. Ltd., in construction industiy in hydel powe1~ cement plant etc.
Kolkata, WB, INDIA He is associated with mageba India for the last 7 years and
slahiri@mageba.in fimctioning as the head of the Technical and Design office.

Arijit GHOSH
A1ijit Ghosh graduated in Civil Enginee1ing from Jadavpw
Sr. Project Manager
University, Kolkata in the year 2006. He started his career
Mageba Bridge Products l'\-1. Ltd.,
as a de sign engineer with a consulting firm and is presently
Kolkata, WB, INDIA
associated witl1 mageba India as Sr. Project Manager.
arijitg2@gmail.com

PlatikSEN Pratik Sen graduated in Civil Engineering from NIT Calicut

Sr. Project Manager in the year 2008. Over the 7 years of work experience, he was
Mageba Bridge Products Pvt. Ltd., initially associated witl1 tl1e Cement industry and is presently
Kolkata, WB, INDIA wo1king as Sr. Project Manager witl1 mageba India.
psen@mageba.in

Abstract Main cable stay portion of the bridge was equipped

with Matt Slab seal (Matt type) expansion joint at one
Vidyasagar Sent also known as Second Hooghly
end an eleven cell Modular Expansion j oint of880mm
Bridge is a toll bridge over River Hooghly in W e>.1
movement capacity at the other end. The eleven cell
Bengal, India. The bridge serves as a major link in
Modular Expansion joint was also the first application
between the twin cities ofKolkata and Howrah. Being
of large movement modular joint in India Being into
in service since 1992, spanning over a total length of
service for more than two decades the condition of
823metres, Vidyasagar Sent is the first major cable-
the Modular joint deteriorated over time and finally
stayed bridge built in India. Tue bridge serves as the
got damaged to an extent that immediate replacement
major feeder route to all the major National Highways
becan1e necessary.
emanating from/connecting the metropolitan expanse
of Kolkata and thus experiences high traffic load Replacement of the ex1stmg expansion JOmts,
almost all throughout the day. particularly the Modular Expansion joint involved

Tbe Bridge and Structural Engineer Vohune 45 I Ntunber 2 IJW1e 2015 53

its own challenges e.g., defining proper traffic
management; implementing necessaly safety
assural1ce; proposing appropriate technical solution
and work methodology etc. The entire replacement
job was to be cal1ied out ensuring unintem1pted
flow of traffic alld that too avoiding blocking of allY
calriageway for more than a few hours.
TI1e paper discusses the entire work of replacement,
including traffic mal1agement and replacement
methodology adopted for this extremely challenging
work.
1. Introduction
1.1 A Bne/Ove1view
TI1e twin cities of Kolkata and Howrah al'e located
on the eastem alld westem banks of River Hooghly
respectively. In 1874, the Pontoon Bridge near
Howrah !.'tation was the first fixed structure across
river Hooghly, followed by Bally bridge, known as
Vivekanda Setu at Dakhineswar in 1932. In 1943 , the
elegal1t Rabincka Setu (also known as the Howrah
Bridge) calne into being, replacing the age old Pontoon
Bridge. But in only two decades it was rendered
inadequate to cater for the growing need of the trai1s-
river communication. In October 1992, Vidyasagar
Setu calne into existence at 1.5 Km downstreain near
Princep Ghat. TI1is pencil slim, elegant engineering
marvel redefined the skyline of Kolkata alld made
hldia proud to have its first major cable stay bridge.
TI1is magnificent structure, connecting Kolkata to
its suburbs, a vast lal1d bank of industrial alld fettile
agricultural zone, caters to almost 80,000 vehicles per
day alld thus in tum has all immense impact on the
socio-economic life of its citizens.
1. 2 The Geometrical Aspects
TI1e cable stay portion is a single span bridge of 823
meters Jong with a central span of 457.20 meters
between two "A" fralue pylons and t\vo equal end
spallS on either side. TI1e total deck width of 35
meters is divided in dual-calriageway separated by a
median strip wherein each cal1iageway comprises of
three lanes. A cross-fall of 2% is maintained across
each cailiageway to facilitate surface run-off alld 4%
gradient is maintained in the longitudinal direction to
match a central ve1tical curve of 5000 metre radius.
TI1e cal1iageway composite section in $'tee! alld
54 Vohune 45 I Nmuber 2 I Jm1e 2015
concrete comprises of built-up steel girder system in
longitudinal and transverse direction along with 230
111111 thick RCC deck slab.
F ig. 1.1 : Aerial view of 2"" Hooghly Bridge
1. 3 Elementmy Stmctural Arrangement
At both end the Cable stay po1tion is suppo1ted on
two hollow box RCC allchor piers constructed on
h'lin circular well foundation. TI1e bridge is stayed by
152 number of main-stay cables Md holding down
cables at the allchor pier location. TI1e bridge deck
is restrained along both longitudinal alld tral1sverse
direction through bealing supports at Kolkata end alld
only along transverse direction at Howrah end which
allowed the longitudinal movement of full length of
the main cable stay b1idge portion.
In view of the restraint alrai1gem ent, the Kolkata end
expansion joint was required to caterfor the movement
contribution only from the approach palt, which is
limited to 230 mm. Slab seal (matt type) expal1sion
joint, all option which was available in India at that
time, was used at Kolkata end. TI1e expal1sion joint
at the Howrah end was required to be designed for a
huge longitudinal movement of 880 mm, conttibuted
primalily by the main cable stay bridge and all eleven
cell Modulal' Expansion joint was required, which
had to be impo1ted from Gennany.
2. The Background
In the yeal 2014, the bridge autho1ity undertook a
comprehensive inspection of the bridge with an a
aim to estimate its structural health alld to enhal1ce
the operational life. Based on the inspection alld
assessment of the condition, a decision was taken
to replace the expal1sion joints of the main bridge
portion. The existing modulal' joint at Howrah end
was an early generation swivel-joist type eleven cell
modulal joint. Structural behaviour and perfo1111al1ce
of the joint !.'tarted to deteriorate within 10 years
Tlte Bridge and Structural Engineer
from opening of the bridge to traffic. TI1e mechanical
steering system, which controls the gap width of the
modules got defunct hindering the free movement
of the joint. Jamming of the moving parts caused
locked-in stresses in the system and as an effect the
top lamella beams were found to be bent in plan with
non-unifonn gaps between modules. TI1e severity
of the problem grew fast with time and finally the
lamella got snapped into pieces to relieve the huge
accumulated locked-in stress built up over time.
Tue situation was so grave that the existing joint
was required to be buried under steel cover plates
to facilitate traffic movement. It became critical for
the bridge authority to replace the joint as early as
possible.
Fig. 2.1 : Rubberised Slab Seal (Matt) Expansion joint prior
to replacement
Fig. 2.2 : Swivel-joist type 11 cell M odularjoint p rior to
replacement
On the contnuy, the joint installed at Kolkata end,
Tbe Bridge and Structural Engineer
which was of mbbetised Slab seal (Matt) type, were
found to be in workable condition. However, being
into service for more than two decades, there were
signs of wear and tear at the top mbber surface facing
road traffic but there was as such no serious stmctural
damage. It was also emphasized that since the joint
had crossed the design service life of 15 years with
sporadic signs of weathe1ing and ageing of mbber
causing local exposure of intemal steel patts, it was
decided to replace this joint as well.
3. Execution and Planning for the Job
3.1 The working p1inczple
Replacing expansion joints of a bridge in se1vice is
always very c1itical. TI1e issue becomes manifold
with the complexity in the bridge stmcture. TI1e
replacement methodology adopted addresses both
technical atid administrative ~pects under the
following boundaty conditions:
3.1.1 Keeping unzntermpted traffic flow
Heavy traffic volume on the bridge demat1ded a
robust at1d efficacious traffic matiagement plat1 so
that free flow of traffic is ensured on the b1idge at
all times while replacement work would take place
simultai1eously. It was therefore inev itable that the
joint replacement had to be done in a lat1e by lat1e
maimer i.e. to take up activity of replacement at one
latie of a carriage way at a time at1d allowing traffic
over the other two lat1es of the satne carriageway.
3.1.2 Complexzty ofthe Brzdge stmcture
TI1e average daily movement of the bridge is about 200
mm which is facilitated at the Howrah end only. TI1e
bridge is of sophisticated cable stay constmction with
composite deck at1d approaches made of concrete. So
the replacement of the modulai joint at the Howrah
side involved removal of existing expansion joint
by controlled breaking at1d preparing the edge faces
for concrete connection at one end atid introducing
atl appropriate steel connection at the other during
installation.
3.1. 3 Complexity ofJOznt types
Replacement of slab seal joints at Kolkata. end of the
bridge involved little difficulty, as the elastomeric
slab units aie modulai in nature at1d were replaceable
easily from top with new slab unit. Accordingly,
Vohnne 45 I Ntunber 2 IJlUle 2015 55
the challenge was mostly limited only to the traffic adequate reinforcement brus with proper detail for
management requirement. concrete connection. TI1e most impo1tru1t feature
of the new joint is that the suppo1t system and gap
In case of modular joint the complexity was manifold.
control steering systems rue independent of each
The sequential replacement scheme of expansion joint
other. TI1is unique feature is of primruy importance
was envisaged by segregation of the entire 11 Module
in detailing the new joint in a manner such that the
joint into two pruts; first prut being the edge beruus of
support system of the joint of one cru1iageway may be
the entire joint, split into appropriate segments along
placed in 3 pruts to meet the lru1e by lane placement
with the primruy intemal support system of the joint
requirement. Once the suppo1t system along with the
and in second prut all the ten central (lruuella) beruns
edge beruns rue in place the lruuella bean1s, complete
having length of full cru1iageway width and including
with steering system, are placed in single piece for
the complete elastic steering system, was lowered
full length. TI1en the lrunella beruns are connected to
collectively in one go.
the support system through bolted connection.
3.1.4 Product Selectzon and distmgwshmg features
3.2 Execution ofthe work
Owing to the mentioned boundruy conditions ru1d the
replacement methodology needed to be adopted, the 3.2.1 Traffic Management System
technical features of the product played a ve1y vital TI1e elaborate temporruy traffic management ru1d
role. The features of the products were compatible control sy~iem that has been adopted on bridge during
with the replacement m ethodology. the replacement activity was plrumed ensuring smooth
ru1d hassle free traffic movement. While acll1e1ing
3.1. 4.1 Slab Seal (Matt) ;omt at Kolkata end
to the srune, safety to the motorist and the wotkers
Only the elastomeric slab units of the Slab Seal was also emphasized on. Subsequently, mitigating
(Matt) joint were required to be replaced and it was emergency situations like fire break-out or break-
possible to use slab units of sruue model and brand down of vehicles had been plrumed beforehand.
used during the first installation. Since the embedded
The guiding p1inciple of the traffic management
steel housing was found to be in good condition even
system was to reduce the number of conflict point by
after more thru1 two decades of service, the entire
establishing a strerun-flow of traffic on biidge. The
replacement work could be done in a non-invasiv e
traffic management system has been developed in the
way. TI1is proved the efficacy of the Elastomeric Slab
following phases:
Seal (M.att) joint for mid-range movement capacity
not only from the durability point of view but also 3.2.1.l Planning Phase
from the ease of replacement. The replaced new
slab units have improved abrasion resistance, better TI1is involves analysis of raw data supplied by the
flexibility ru1d strength. b1idge autho1ity. TI1e vehiculru chruacteristic varies
widely between day ru1d night demanding sepruate
3. 1. 4. 2 Modular E:<pansion ;omt at Howrah end study for both the phases. Toll data available from the
bridge authority was the reference srunple data which
TI1e new modulru expru1sion joint used is a 4th
was analyzed.
generation modnlru joint. Unlike rigid and intolerru1t
mechru1ical steering system of the existing joint,
the new joint uses elastic steering systems, which
is a natural and forgiving system. Adopting such a ;:
system shall help to avoid the constraint forces due to
unforeseen movements or obstacles.
The new joint is made of bolted connection which
not only improves the durability of the joint against
fatigue but also helps to facilitate future replacement Fig. 3.1 : Traffic Volume analysis and study based on toll
data
of joint components easily and quickly. Sleek shape
and constmction of the joist box helps to prov ide

56 Volume 45 I Numbcr2 I Jtu1c 2015 The Bridge and Structural Engineer


1111.1.1111
__.......
-- = = :;:
- design speed.
Fig. 3.2 : Directional split ofthe up and down traffic with
respect to catego1y ofvehicle
3.2.1.2 Design Phase
Based on the volume study and mandato1y clearances
as per IRC SP: 55-2001 a basic layout plan had
been prepared to mitigate the situation taking into
consideration the basic principle stated above.
a) Components ofBasic layout
z) Advance Warnzng Zone
TI1e infonnation in this zone have been conveyed
through a series of traffic signs along the length of
the zone. Detailed Signage posting and other relevant
Infonnato1y Signs, Regulatory Signs, and Warning
Signs has been posted for the Advance Warning of
Traffic. Length of the Advance Waming Zone has
been considered to be 200 m in this case.
Fig. 3.3: Graphical representation ofAdvance Warning
Zone
Deten1wUJtio1i ofavailable carriageway ttom biuic layottt plmi
Design criteria
Minimum width of each lru1e
Number of lane kept open for traffic
Caniageway width in each direction
Mandato1y clear space as per JRC guidelines
Calculation basis:
Available cruriageway width
Width of working zone
Tbe Bridge and Structural Engineer
ti) Approach Transition Zone
After the Advance Warning Zone there is a Transition
Zone where the traffic is redirected from anonnal path
to a new path. A suitable taper length and geometJy
have been provided to meet the requirement of the
TI1e Merging Taper used here merges three lanes into
two lane. It needs a longer distance for the drivers
to adjust their speed to merge with an adjacent lane
before the end of transition. TI1e length of the merging
taper depends on the average approach speed of the
vehicles which has been considered to be 80kmph.
According to the provisions of IRC:SP:55-2001,
Table 2. 1 the length of TI1e Approach Transition
Zone is taken as 100 m with the gradient of transition
smoothly merges the three lane can-iageway into Two
lane cruriageway. Delineation of the Transition Zone
has been done by using continuous steel Bruricades
ru1d Traffic Guruds rails.
Fig. 3.4 : Graphical representation ofApproach Transition
Zone
m) Actzvzty Zone
TI1e activity zone is where the actual wo1k is taking
place. It contains the work arearu1d the working space,
lateral safety buffer zone and the longitudinal zone.
3.25 Ill
2
12.300 J1l
(existing cruriageway width in each
direction - width of working zone)
(width of activity ruea + lateral buffer
zone)
Vohnne 45 I Ntunber 2 IJlUle 2015 57
 Direction of Lane Width of Lateral Buffer zone (m) Width of Available width
Traffic Designation* Activity Activity zone of Cairiageway
RHS LHS
area (m) (m) (m)
KOLKATATO LL 4.50 1.20 - 5.70 6.60
HOWRAH ML 3.30 1.20 1.20 5.70 6.60
RL 4.50 - 1.20 5.70 6.60
HOWRAH TO LL 4.50 1.20 5.70 6.60
KOLKATA
ML 3.30 1.20 1.20 5.70 6.60
RL 4.50 1.20 5.70 6.60

*LL : Left Lane; ML : Middle Lane; RL : Right Lane

In all possible sequences ofe.xecutwn ofthe bndge work:

Number oflanes that can be kept open to traffic 2
Width of each traffic lane 3.30 m
Tlte l mgt/1 oftlte Workilig zotie is cotisidered to be 950 11t app roximately.

The available caniageway width, number of 3. 2.I.3 Implementation Phase

trafficable lane, and lane width was consistent and
in line with the contract document and satisfied the
coda! provision of minimum lai1e width.
Fig. 3.5: Graphical rep resentation ofActivity Zone
iv) Termination Zone
Considering the existing lane width to be 4.100 m the
tennination zone length can be calculated to be 45
m for the project, thus the exit taper slope is greater
than 1: 10 slope which also confonns to the coda!
provisions. TI1e tenuination zone is marked by the
End of Restriction sign.
It is recommended to keep the entire activity lane
within the working zone preceded by adequate
approach transition and advance waming zone. Due
to ease of handling, Steel Barricades and Concrete
Delineators are used to separate the traffic control
zone from the sun-otmding as and when required.
Implementing Temporary traffic management and
control in practice is found to be an uphill task
particularly in situation with a daily traffic volume
of 80,000 vehicles and peak hourly volume of 4,000
PCU. TI1e Plan had been thoroughly scmtinized by
the officers of the State Traffic Control and their
recommendations were suitably incorporated in the
plan before implementing.
Deploying adequate number of trained Flagmen under
the supervision of senior Flag Mai-shalls, erecting
Infonuative, Prohibitive or W an1ing signage, placing
Banicades and Delineators as per the basic layout
plan was instnunental in implementing the robust
traffic management ai1d control.
3.2.l.4 Operation and Maintenance Phase
TI1is is to ensure that the traffic management plan as
implemented is being abided by the working crew,
the 1esponsible flagmen and marshals to maintain
disciplined flow of traffic on bridge. Relevant
checklist control is made which has been instnunental
in imposing discipline at site.
3.2.2 Enabling Structure
TI1e bridging plate is designed as a simply suppo1ted
span of 3.5 m capable of withstanding Class AA
wheeled loading as per IRC regulation.

58 Vohune 45 I Nmuber 2 I Jm1e 2015 Tlte Bridge and Structural Engin eer
 were done by unfa~tening the fasteners system holding
the pad fiimly to steel housing undemeath. TI1e steel
housing was then cleaned thoroughly by in-situ saJld
blasting, removing scales, msts and other substru1ces
prior to the application of anti-coirosive treatment.
TI1e co1rosion protection !>ystem has been designed for
severe exposure condition. Fmthe1more, the threads
of the tapped hole holding the prin1ruy fasteners have
been made good for fastening the new bolts.
Fig. 3.6 : Placement of the Bridging Plate

Tue striking characteristics of the enabling strncture,

which made the plan of sequential replacement
possible, are described as below:
TI1e suppo1t system of the plate is capable of
accommodating the movement of the bridge due
to thennal variation with one end being restrained
in both longitudinal and transverse movements.
TI1e design of the bridging plate was optimized
to the level that it remains light, facilitating easy
handling while maintaining adequate strength to
allow heavy traffic over it.
TI1e bridging plate and its !>11ppo1t system being
modular in nature can be handled as independent
units.
TI1e smface of the plate facing the traffic is made
skid proof
Adequate head-way space is kept undemeath the
plate.
TI1e cmved v e1tical profile of the plate
accompanied with adequate smooth transition
curves at either ends by flexible bituminous
course help easy maneuvering of vehicles.

3. 2. 3 Mltzgatmg Emergency situations

Towing equipment and necessruy fire-fighting
ru1ru1gements rue made available on bridge throughout
the implementation phase. Lastly, since the traffic
mru1agement ru1d control system has to encounter
unforeseen situations, rese1v e resources were
maintained to mitigate such undesirable occmrences.
3. 3 Replacement of Slab Seal (Matt) Expansion
JOLnt
Owing to the strikingly remrukable features of the Slab
Seal (Matt) joint, it could be replaced in anon-invasive
manner. Removal ofthe existingElastomeric Slab Units
Fig. 3. 7 : (a} The Steel housing after removing the older
Elastomeric slab units, (b) Swjace preparation ofthe
Steel housing after sand blasting and corrosion p rotection
treatment prior to placement ofnew Elastomeric
Slab units
Prior to the placement of new slabs the steel housing has
been neatly cleaJ1ed by compressed air. Tue new slabs
are placed in position keeping the center of tl1e slot in
the pad and the center of the hole in the housing as close

Tbe Bridge and Structural Engineer Vohnne 45 I Ntunber 2 IJlUle 2015 59

as possible. Temperature plays a key role in this regard.
The slotted hole in the slab is capable of
accommodating the differences within a tolerance
range. Precision is necessary in placement to avoid
cumulative differences. After being positioned
properly, the fastener accessories are fastened to their
respective position in an orderly manner. Care has
been taken so that male-female groove of one slab and
the immediate adjacent one develops a mechanical
water-tight interlocking. Water-proofing sealant has
been applied at all possible locations, susceptible to
water-leakage, to make the system pe1fectly water-
tight. Finally, prior to opening of the lane to traffic,
trial nm using light commercial vehicles was made
and only after satisfacto1y results the lanes were
opened to traffic.
smfaces ready to accept the new joint. For the steel
side of the main girder, mechru1ical cleru1ing was
done followed by s ru1d blasting ru1d ru1tico1rnsive
treatment complying with the requirement to meet
severe exposure condition.
Howev er, on the concrete side, the recess prepruation
was fru more elaborate. It involved cleru1ing the cut-
out concrete edges neatly, removing loose pruticle
with chiseling tools, chipping of the base ru1d placing
adequate rebar held or ru1chored finnly in position
impruting flexural ru1d sheru strength to the section.
This has been designed as sufficient to withstru1d the
force responses of the new stmcture.
A new suppo1t inte1face is introduced at the prepared
smface of the steel side to minin1ize the inte1ference
ru1d involvement offabrication with the existing steel
girders, and at the same time developing the load
transmission mechanism through the existing bracket
systems of the main girder.

Fig. 3.8 : Positioning of the new Elastomeric slab units

3. 4 Replacement ofModular Expansion joint

The lane by lane replacement of modular joint is a
multi-fold activity done in different phases. The
existing swivel type joint was detailed with fixed joist
box at the steel connection end and with mov able joist
box at the concrete end. Due to the swivel geometry
of the joint the selection of the segment to be removed
has been done judiciously. Auxiliary suppo1t system
has been devised to hold the free end of the lamella
beruns. The lrunella beruns ru1d suppo1ting frrunes are
then removed in an orderly maimer.
The concrete is then dif>mantled to remove the extra-
lruge joist box stmcture. Adequate precision ru1d
control has been imposed during dismru1tling work
keeping in consideration the PSC girder system of the
viaduct po1tion. The process of smface prepruation
was also demru1ding since the new joint would be
suppo1ted between the steel girder of the main bridge Fig. 3.9 : (a) The older sw ivel type joist boxes prior to
dismantling; (b) Stage wzse and planned d1smantlmg of
and the concrete recess of the viaduct. Sepruate the old lamella beams
preparato1y process has been adopted to make both

60 Vohune 45 I Nmuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

The support system of the modular joint is then
lowered and put to position as marked on the
bridge. A robust holding system has been dev eloped
to avoid any type of local or system distortion. A
strict quality control system is devised to monitor
that the level and line of each joint segment are
in line with the subsequent or preceding one and
vice-versa, and at the same time matching the
bridge gradient in either direction. After obtaining
necessaty c!earat1ces from the quality control
teatn, welding of the suppott system of the joint
to the support interface was cai1ied out maintain
properly designed sequence of welding. Finally,
the joist-boxes in the concrete recesses were held
in position through tack welding with the newly
placed reinforcing bais.
Fig. 3.10 : Swjace preparation prior to positioning of
the new edge beam and suppo1t system on the steel side
Tbe Bridge and Structural Engineer
After successfol completion of the preceding
activity in all the Janes of the catliageway, the entire
Jamella assembly of full length as that of the entire
catriageway width, fitted with the complete steering
system, was lowered at1d placed ov er the Joist beatns
of the suppo1t system already installed. The latuellas
are now ready to be fastened with the Joist beatns of
the suppo1t system in their respective locations. Final
connection of the joint has been established at the
steel side by completing all required welding.
Fig. 3.11 : The newly installed joist boxes along with the
edge beams in position
Fig. 3.12 : The entire assembly oflamella ofthe new
M odularjoint being lifted to be placed and positioned along
with the edge beams andjoist boxes
Controlled concrete of defined grade, strength at1d
workability was adopted for the project. Development
of early strength guides the selection of plasticizers for
the design mix. Prior to pouring of concrete, bonding
agents were applied in prescribed maimer to the
neatly prepaied concrete recess. Desired compaction
is attained by using mechat1ical v ibrators. After initial
setting time of couple of hours, traffic was allowed
over the bridging plate spatllling over the installed
joint at1d new concrete. The concrete is then cured
adequately before removal of the bridging plates a11d
exposing the new joint and the concrete back to foll
traffic
Vohnne 45 I Ntunber 2 IJlUle 2015 61

Fig. 3.13 (a) The Howrah boundflank of the bridge was
opened to traffic after the s11ccessfal instaliation ofthe
new eleven module Mod11lar Expansion JOmt; (b} The
eleven module Mod11lar Expansion JOmt after second
stage concretmg
62 Volume 45 I Numbcr2 I Jtu1c 2015
4. Conclusion
Expansion joints are key functional component of a
bridge. For longer span bridges, Modular Joints are
the most prefe1nd and adopted engineering solution,
which makes it one of the most c1itical components.
Effo1ts should be made in selecting Expansion
joints with longer service life, structural adaptability
and incorporating scope for easy replaceability.
Replacement work of expansion joint 011 a major and
busy bridge in se1vice is extremely complex, and
challenging. TI1e challenge becomes manifold when
the entire task is to be coordinated at a fast pace also
simultaneously ensuring uninterrupted smooth flow
of traffic. TI1e most difficult pait is to foresee hurdles
from all comers ai1d to design the work procedure in a
manner so that there is no unforeseen surprise during
the actual execution of work.
In the subject case, replacement work has been taken
up for a very laige expai1sion joint for the first time
in India with precise plaiming aitd has been cai1ied
out through well-coordinated execution v;ithin the
estimated time, posing least trouble to the traffic.
Vidyasagar Sett1, the lifeline of Kolkata, has got
rejuvenated through this refurbishment work. It is
expected that the expe1ieuce aitd knowledge gathered
through this work will not only rem ain as precedence
but also will prov ide reference for similai challenging
work to be taken up in future.
The Bridge and Structural Engineer
 EVALUATION OF IN-SITU STRESS IN CONCRETE STRUCTURES BY
CORE TREPANNING TECHNIQUE
S PARIVALLAL Dr. S. Parivallal is presently Ptincipal Scientist in the Stmctiual Healili
Ptincipal Scientist Monitoring Laboratory of CSIR-Strncttual Engineering Research
CSIR-SERC Cen1l'C, Chennai. He obtained his B.E (Civil) from PSG College of
Cheru1ai, INDIA Tecluiology, Coimbatore, M.E (Structural E.nginee1ing) fo1m Govt.
paris@serc.res.in College of Tecluiology; Coimbatore and Ph.D from Amia University,
Chennai. He has been wiili CSIR-SERC since 1994. His areas of
interest include expe1imental Mechanics, condition monitoring of
s1n1ctt1res, existing stress evaluation in prestressed concrete stmctures
and Remote healtl1 monitoring of strnctt1res. He has published around
100 papers in Intemational I National JotU11als and in Conference
proceedings and over 150 technical reports. He has been associated
wiili many industiial projects including foll scale testing of impo1tant
sti11ctt1res.

K. RAVISANKAR Dr. K. Ravisa.nkar is a Chief Scientist at CSIR-Sti11cttual Engineering

Chief Scientist Research Centie (CSIR-SERC), Che1mai and heading ilie Stiu.cttlfal
CSIR-SERC Healtl1 Monito1ing Laborato1y. He has been associated with CSIR-
Chennai, INDIA SERC since 1979. He has vast expe1ience in expe1imental techniques
kravi@serc.res.in for sb'ess analysis and has been actively engaged in ilie development
of va1ious expe1imental techniques and tl1eir applications, tlrrough
in-house R&D progranunes, for tl1e solution of a vruiety of practical
engineering problems. He has been associated witl1 more ilian 110
industiial projects, particularly in c1itical application areas such as
nuclear power, space, aeronautics, civil infrasti11cttue and Defence
where safety and integ1ity are of paramotuit impo1tance. He has
published arotuid 170 technical papers (in Jotunals and Conferences)
and 270 technical/research reports. Two patents have been filed so
far. He is a member of many professional bodies and is se1ving in
several national conunittees.
K.KESAVAN Dr. K. Kesavanis a Ptincipal Scientist in CSIR-Sti11cttual Engineering
Principal Scientist Research Cenb'e, Che1uiai. He obtained his B.E (civil) from Anna
CSIR-SERC University, Chem1ai and M. Tech (Sm1cttual Engineering) from Indian
Cheru1ai, INDIA Institt1te of Technology, Chem1ai and Ph.D from Anna University in
kesav@serc.res.in tl1e area of application of Fiber Optic Sensor for sm1cttlfal healili
monito1ing of civil engineering stiucttll'es. He has been working
in tl1e area of expe1imental stiess analysis since 1995. His ctunnt
areas of interest include condition monito1ing of sti11cttues, existing
stiess evaluation in presb'essed concrete sti11ctt!fes and healili
monitoring of civil engineering sti11ctt!fes using fiber optic sensors.
He has contiibutecl more tliat1 50 teclmical papers in Intemational and
National Journals and more ilian 50 papers in seminars and more ilian
150 technical repo1ts.

B. Alw1 SUNDARAM Mr. B. Anm Stu1daram obtained his B . E (civil) and M.E (Sti11ctt1ral
Scientist Enginee1ing) from Atma University, Cheruiai and he has been
CSIR-SERC with CSIR-Sti11cttlfal Enginee1ing Re search Centie since 2008.
Chennai, INDIA His ctnTent areas of interest include remote healili monitoring of
anmsundaram@serc.res.in civil engineering stiuctt!fes, experimental stiess analysis. He has
contiibutecl about 20 technical papers in Jom1ials and Conferences
and more tl1an 50 technical reports.

Tbe Bridge and Structural Engineer Volume 45 I Ntunber 2 IJune 2015 63

Summary
Detennination of in-situ stress on the concrete
smface is one way to assess the prestressing force
available in the prestressed concrete members.
Core trepanning technique is a versatile semi-
destructive method, can be used to evaluate the in-
situ stresses on stmctural elements of different sizes
and shapes. Concrete core trepanning technique
has been developed for assessing the existing stress
in prestressed concrete stmctures in-service. This
technique is based on the measurement of strain
release due to local elastic stress relief, caused
by core drilling and creation of 1101mal stress-free
boundaries. Laboratory studies were can-ied out to
fonnulate proper procedure to measure and assess
reliability of concrete core trepanning technique for
the dete1mination of existing stress in prestressed
concrete stmctures. Developed concrete core
trepanning technique was used in assessing the
existing level of stress I prestress in various
prestressed concrete stmctures. Case studies of
assessment of residual prestress in prestressed
concrete stmctures using core trepanning technique
are also presented.
Key words : in-situ stress, Core trepanning technique.
prestressed concrete stmctures, Civil infrastmctures
l. Introduction
Civil infrastmctures are essential for economic health
and prosperity of any countiy. TI1ese strnctures such
as tall buildings, b1-idges, pressure vessels, power
plant stmctures etc. are constmcted using reinforced/
prestressed concrete. These stmcturesundergo distress
with time due to environmental and other unfavorable
operating conditions. It is well known that the time
dependant phenomenon such as creep and shrinkage
of concrete also reduces prestressing force over time.
TI1ousands of concrete bridges presently in operation
worldwide are in need of rehabilitation through major
works of repairs. In the future, the rehabilitation of
existing stmctures will constitute an exceptionally
large field of operation that will extend for many
years. Timely retrofitting measures help to reduce
damages and improve service life. In order to assess
the safety and serviceability and to take a decision
about the possible repair measures to rehabilitate
the distressed concrete stmctures, it is necessaiy to
estimate the existing level of stress.
64 I I
Vohune 45 Nwnber 2 Jnnc 2015
To assess the safety and serviceability of distressed
structure and to take a decision on the possible repair
and rehabilitation measures, it is necessaiy to estimate
the existing level ofstress. Assessing the existing stress
of prestressed concrete stmctures in se1vice is fairly a
difficult task ai1d the reseaicher is often faced with
lack of actual design/constmction infonnatiou ai1d
environmental se1vice conditions. It is first necessaiy
to generate scientifically ai1d systematically required
data relating to the existing level of prestress, in order
to take a decision about the residual strength and
possible repair measures to rehabilitate the distressed
prestressed concrete members. Detenn iuation of in-
situ stress i.11 the concrete smface is one way to assess
the prestress available in the prestressing steel.
There are few methods available to assess the
existing stress in concrete stmctures and aie g iven
below. Owens [1] described a method called steel
stress relief hole method for detennining prestress
in a prestressed concrete member by drilling
a relatively small hole in prestressed steel (or
reinforcing steel) existing in the beam. Owens[2)
discussed centre hole stress relief method for
measuring in-situ stress in concrete bridg es by
using vibrating wire strain gages. Mehrkar-Asl
[3) developed a stress-relief coring technique for
in-situ stress measurement in concrete strnctures.
Trial tests were pe1fonued on stmctures in se1vice
and calibrations cai1ied out in the laborato1y on
uni axially and biaxially loaded slabs. Ryall[4)
used instmmented hard inclusion technique for
measurement of in-situ stresses in concrete bridge
decks, which involv es drilling a small pilot hole of
about 40 mm diaineter in concrete ai1d bonding to it
an instmm ented mild steel inclusion. TI1e inclusion
is over cored ai1d the resulting strain changes in the
inclusion used as a basis for detenn ining the local
stresses. Abdunur[5) proposed ai1 approach which
can be summed up as forming a slot in tbe structure
rather thai1 a cylindrical hole. A "jack" is then
inse11ed into the slot to pressurise the sides of the
slot until the sun-otmding stmcture bas readopted
to its original position, that aie predominantly
under uniaxial stress state. These methods hav e
some limitations which include the strain release
is ve1y less, difficult to apply for in-situ stress
measurements in existing stmctures, ease of
measurement, level of preliminaiy work, level of
expe11ise required, etc.
The Bridge and StJuctural E ngineer
2. Concr ete core trepanning technique [6] 10 locations, 30 mm size linear strain gages were
bonded (fiv e each at top and bottom) along the
Concrete core trepanning technique has been
longitudinal direction. A special test set-up was
developed for assessing the existing stress in
des igned and fabricated to apply axial compression
prestressed concrete stm ctures in-seivice. TI1is
to the beam, by means of a hydraulic jack (Fig.2).
technique is based on the measurement of strain
A core of50 mm diameter was fonned by diamond
release due to local elastic stress relief, caused by core
core drilling, till the depth equals to diruneter of
drilling and creation of nonnal stress-free boundaries.
the hole. For eve1y 10 mm depth of cutting, the
released strains were noted.

Sc.'C!lm1 l I

Fig. 1 : Concrete core tl-epanning technique :

q>
:I lzWR
~
l
A-1 1 )?~ ~ s
01;1\ll~Q
r?
~
1 1&0
In this technique, a strain gage is fixed at the center of I : ~ --

the intended core aligned in the direction of maximum -0 - --0-

/\II (Jul'ICll"kAl~ i11 l\' 11'
stress (for uniaxial stress condition). On chilling the Fig.2 : Experimental setup for existing strain measurement
annular hole around core, the strain gage measures onRCCbeam
the complete elastic strain relief due to core chilling. From these studies, it is obse1ved that for 50 111111
Amwgement of strain gage in the core is shown in diameter core chilling using 30 mm gage s ize, the
Fig. l. An annular hole of 50 mm dia is formed by maximum release occurs at a cutting depth of 20
diamond core drilling and the strain release is recorded to 30 mm and there is no need to cut deeper, nor it
till the cutting depth reaches to the required depth. is required to remove the core (Fig. 3). Also it was
Special instmm entation procedures, water proofing of obseived from the studies conducted on beruus that
gauges and lead wire connections are developed to the average of released strain due to core cutting is
minimize effOl'S during measurements. This technique around 80-90% of existing strain.
has the advantage of measuring full strain release and
PJICM>S"""N
data reduction is also simpler. TI1e released strain is of 0 20 60 $0 100 120 140 16.o t&O

the opposite polruity to the in-situ stress. After a sign

chru1ge, the strain is multiplied by the elastic modulus
of concrete to detennine the in-s itu stress. The core
samples taken from measured locations can be used, ~ 20
to detennine ela~tic modulus of concrete.
$0 -1----1----1-- -1
~ locdll on 1

3. Laboratory Studies using Cor e -&-Locallon l

--O-l.OCAllOn '1

Trepanning Technique [7] 40 -+-luc1:11iv11 4

-A-locaun'

Laborato1y studies were crul'ied out to formulate

proper procedure to measure ru1d assess reliability
of concrete core trepanning technique for the Fig.3: Released stram m axially compressed RCC beam
detennination of existing stress in prestressed
4. Existing Stress Meastll'ement in
concrete structures. Experiments were caffied out to
Pretensioned PSC Beam [8]
assess the depth of cutting required to get maximum
strain release in core trepanning technique. For In order to cany out fu1ther reliability studies on core
this pmpose, two reinforced concrete beams (150 trepanning technique, a seven year old pretensioned
x 100 x 1500 mm ) were cast. On each beam at PSC beam (T-section) was chosen. Instnunentation

The Bridge aud Structural Engineer Volmnc 45 I Ntunbcr 2 J JlUle 2015 65

details of the beam are given in Fig. 4. The beam
was prestressed with 18 numbers of 5mm diameter
high tensile steel wiJ'es with an initial prestressing
force of 360kN. Seven sections were identified for
instrnmentation and measurement.
tnalrumcrtted Stcllon
'...
, 2 4 5
+t
I I
T
I
+ +
I I
l:lcvanon
402
"II rlimt"UUl'lll~ arr Ill ltWl
Vi ew 1-1
Fig. 4: lnst11unentat1on Details ofthe Pretensioned PSC
Beam
111e easiest way to calculate the existing prestress is
by finding the stress at the neutral axis of the beam ,
where all the bending stresses due to prestress as
well as gravity loads vanish. The calculated neutral
axis of the T-bean1 in consideration is found to
fall ve1y close to the top flange and hence it was
not possible to cut a core at the neutral axis and
hence to be interpolated by cutting at least tv;o
cores in the same cross section. One core at top
of the flange (nonnal to the top smface) and two
cores below the neutral axis on either side of the
beam were cut out at every section and from the
released strain values, the strain at the neutral axis
was calculated. Fig.5 shows the released strain for
a typical core of a seven year old PSC beam . It is
seen that the released strains at web left and web
right are identical, which shows the reliability of
the measurements and absence of significant lateral
bending. From the measurement of strain at top
and bottom, the strain released at the neutral axis
position is calculated. The existing prestressing
force at various sections is evaluated using the
appropriate material properties. The average
prestress calculated is 283 .8kN, which is in good
agreement with the applied prestress, after taking
into account the losses due to shrinkage, creep etc.
66 Volmnc 45 I Nwnbcr 2 I Jmtc 2015
Micro train
0 50 100 150 200
10"
6 7
s., \
p,..,,.,,in~ wire.
3"6 '""' -+-Location 2 Top
..... Location 2 Bottom left
-... Location 2 Bottom right
Fig. 5 : Released strain vs. depth for the Prestressed
Concrete Beam
Developed concrete core trepanning technique was
used in assessing the existing level of i.1ress I prestress
in various prestressed concrete structures.
5. Case Studies
Developed concrete core trepanning technique
was used in assessing the existing lev el of stress I
prestress in various prestressed concrete str"uctures.
Case studies of assessment of residual prestress in
prestressed concrete stmctures using core trepanning
technique are presented here.
5.1 Existing Stress Determmation m Vierendeel
Gtrder oftlze RoofTmss System {9]
An experimental investigation was can'ied out by
CSIR-SERC, to assess the safety and se1viceability of
the roof system of a Workshop building (Fig. 6). 111e
scope of the project includes assessing the existing
level of prestress in the Vierendeel girders of the
roof tmss system from the knowledge of existing
stress levels in the bottom chords of the Vierendeel
girder. Concrete core trepanuing technique was
used for the measurement of existing stresses. In
all, nineteen locations (four locations on the top
surface and the remaining in the centroidal line of the
sides) of the bottom chord were insmnnented on 10
different tmsses (out of total 36 tmsses). From this
investigation, it was possible to estimate the lev el of
prestress in the bottom chords of the girders.
The Bridge rutd Sbuctur:d Engineer

tJt[jftfij}j]ftf]jjfffiftflfjjTfiffi
.. . I
_._I_._.i I.___,i
I .
foooJfooJ
CNG ll!riaD A--\
Fig. 6: Vierendeel girder t1uss roofsystem ofa workshop
buildmg
5. 2 Determmatwn of Exzstzng Level of Prestress m
PSC Girders ofthe Iron Ore Berth[9}
TI1is is a 3 7 years old iron ore be1th strnctme consistino
of an approach deck having a length of about 143m of
" section, consisting of five girders wiili top ai1d bottom
steel gratings suppo1ted by R C beam on either side. These
beams rest on the RC pile cap supported by two R C piles.
TI1e iron ore berth deck has seven ~pans (vaiying from
16.44m to 17.69 m). TI1e width of betth is about 22 m.
TI1e stmctmal systeiu for this consists of 20nos. of post
tensioned beams arranged side by side @ lm c/ c. TI1e
groups of girders are also prestressed lateially tluough
diaplm1gms, after laying the deck concrete (Fig. 7). TI1e
entire deck including PSC g irders is supported over pier
cap fonned over prestressed concrete crip tl1at rests on
the ballast bed fotmd over tl1e sea bed 3Yailable at -22111
approximately from MSL. In order to obtain prestress in
the identified PSC girders, tl1e position of neutrnl axis was
detetmined from the geomeby of girder in order to avoid
tbe bending stress conttibution. TI1e trepaiming teclmique
was canied out at tlu-ee selected spans. Tire instnuuented
locations in PSC girder is as shown in F ig.9. TI1e stress in
the beaiu was calculated from measured strain.
Fig. 7: Instnunentation details oftypical PSC girder ofIron
Ore Beith
Tbe Bl'idge and Structural Engineer
5.3 Assessment ofResidual Prestress in a Balanced
Cantz/ever Prestressed Concrete Bndge {9}
The b1idge comprising ten spans and suppor1ed on
cylindrical piers wiili the end spans on abutments .
TI1e overall length of the bridge is 530.36 m and
span lengili is 48. 77 m. The piers are hammeii1ead
type w ith aiticulations suppo11ing the suspended
spai1s. E ach of the piers was constmcted integral
with preshessed caJ1tilever girders on either side
of the pier head, extending for 9.14m length from
centre of pier to serve as hammer heads. TI1e gaps
between the CaJltilever anus having a span of 30.48m
were bridged with suspended girders rest ing on tl1e
cai1tilever ends. Based on the request made by the
sponsor, ai1 expe1imental investigation to assess the
loss of prestress was call'ied out on the hammer head
suppo1ted by pier P 7, which is highly deteriorated.
TI1e hainmer head is a cast - in - s itu multi - cell box
ftai1g es to fo1m aJl integral box section (Fig. 8). Due
to inaccessibility, only the outer surfaces of the
extreme girders of ilie hammer head were available
for instnnnentation. Four locations on each of these
extreme g irders ofilie hammer head were selected for
instmmentation. Out of these four locations, two were
on the cantilever po11ion Oil pier P 7 projecting towaids
one side aJHI the oilier two Oil opposite sid e. Iu all eight
locations were instmmented at tl1e cenhoidal axis
of the hainmer head (Fig. 8). The res idual preshess
forces were obtained from tl1e investig ation.
Fig. 8: Instnunentat1on details ofprestressed hammer head
5. 4 Expemnental znvestzgatzons on super-stmcture
ofthe Mahatma Gandhi Bridge {9}
An experimental investigation was caffied out to
assess the residual prestressing force of the Maliattua
I I
Volmnc 45 Nlllllber 2 1llllc 2015 67
Gandhi Bridge at Patna The bridge is a balanced
cantilever bridge having 59 m span 011 each side of
the pier as shown in Fig. 9. In order to evaluate the
residual prestress, two different pier spans, namely
Fig. 9 : Experimental investigations on super stnictnre ofthe
balanced cantilever brzdge
span P23 at upstream side and spru1 P26 at down
stream side were identified for the investigation. Out
of the two selected span P23 ofU/S side is older and
distressed compared to the span P26 of D/S side. In
each span, both cantilever girders were instrumented
at the inner surface of the box girder. In each ann
three sections were identified and at each section four
locations were instmmented at two locations on the
centre of gravity of the cross section and the other
two are at the top and bottom of the web. From the
measured strains at CG of the section, the residual
prestressing force in each girder is obtained.
5.5 In-Sztu Stress Evaluation of Sone River Bndge
{JO}
Experimental investigation on the Sone River bridge
was canied out by using concrete core trepanning
technique for evaluating the in-situ stresses in the
girders. 111e bridge is 1006.5 m long with 22 ~pans of
45.75 m centre to centre and 7.32 111 wide caniageway
(Fig.10). Tiiree spans were identified for evaluating the
existing stress. Totally 18 locations we1e instnunented
with strain gages for evaluating the existing stresses in
the girders. Concrete core trepanning technique is used
to measure the released strain. From the measured strain
the existing stress is calculated by using the modulus of
elasticity of concrete and the calibration constant. From
the investigations, the existing stresses in the girders
were evaluated and used to assess the present condition
of the b1idge.
68 Volmnc 45 I Ntunbcr2 I June 2015
Fig. JO: Experimental investigations on Sone River bridge
6. Summary
For assessing the existing stresses on distressed
prestressed concrete stmctures, concrete core
trepanning technique can be used. Laboratory studies
were conducted to evaluate the reliability of the
concrete core trepanning technique. Case studies
of assessment of residual prestress in prestressed
concrete stmctm-es using core trepanning technique
are presented here. Using this concrete core trepanning
technique, it is possible to estimate the probable value
of existing prestress with a high degree of reliability
in prestressed concrete members. This will go a long
way for the designer to design suitable rehabilitation
measures.
7. Acknowledgements
111is paper is published with the permission of the
Director, CSIR-Structural Engineering Research
Cenbe (SERC), Chennai. The cooperation and support
extended by the sponsors during the investigations
are gratefolly acknowledged.
8. References
l. Owens, A. 'Application of Residual Stress
Techniques in the Detennination oflu-situ Load
in Reinforced Bars', Experimental Techniques,
12,5, 1988, pp. 23-27.
2. Owens, A. 'In-situ Stress Determination used in
Stmctural Assessment of Concrete Stmctures',
Strain, 29, 4, 1993, pp. 115-124.
3. Melu-kar-Asl, S., 'Concrete stress-relief
coring: theo1y and application', Proceeding of
FIP Symposium on Post-tensioned Concrete
Stmctures, London, UK, 1996, pp. 569-576.
The Bridge and Structural Engineer
4. Ryall, M.J. 'TI1e Measurement ofln-situ Stresses
in Concrete Bridge Decks using an Instrnmented
Hard Inclusion Technique', Proceedings of
the Centenaty Y eat Conference on Bridge
Assessment, Mat1agement at1d Design, Catdiff,
Amserdatn, 1994, pp. 417-422.
5. Abdunur, C. 'Direct Access to Stresses in
Concrete at1d Masomy Bridges', Proceedings of
the Second Intemational Conference on Bridge
Matiagement, University of Smrey, Thomas
Telford, London, April 1993.
6. Ravisat1kat'.K, Natayat1ai1.T Kesavat1. K,
Parivallal.S , at1d Natayat1at1.R, "Experimental
Techniques for Existing Stress Detennination in
Prestressed Concrete Structures". CSIR-SERC
Report No.EML-RR-98-2, September 1998.
7. Kesavat1. K, Parivallal.S , Ravisat1kat'.K,
Narayat1at1.T at1d Narayat1at1.R,"Non-
Destmctive Evaluation of Existing stress in
The Bridge and Structural Engineer
Prestressed Concrete Members" , Proceeding of
the National Seminar NDE-2000,pp 39-45.
8. Pativallal.S, Kesa:vat1.K, Ravisat1kat'.K,
Narayai1at1.T at1d Nat-ayat1at1.R, "Assessment
of Existing Prestress in Prestressed Concrete
Stmctures" Proceeding of the National Seminat
on Trends in prestressed Concrete, 2001, pp
271-279.
9. Pativallal.S, at1d Kesavat1.K, " Evaluation
of residual pre-stress in concrete stmctures"
Stmctural Health Assessment ai1d Matiagement
of Bridges CBA Publishers, Chennai 91,
Febmaty 2011
10. Paiivallal, S., et.al, "In-situ Stress Measurement
on Super stmcture of Sone River Bridge at
Chopat1 near Vatat1asi", Sponsored Project
Repo1t No. R&D 02-SSP 14941-SR-Ol, July
2014.
Volmne 45 I Ntunber 2 IJtule 2015 69
 EFFECT OF CFRP FABRIC IN ENHANCING TORSIONAL CAPACITY AND
TWIST ANGLE OF STRENGTHENED RCC BEAMS

P:U'deep KUMAR Sw'jit K. SHARMA Laksluny PARAMESWARAN

Sr. Technical Officer
Bridges & Stmcttues
CSIR-Ce11.tral Road Research
Instittite, New Delhi (India)
pardeep.cn1@nic.in
Principal Technical Officer
Bridges & Stmctures
SIR-Centnil Road Research Institute
New Delhi (India)
skshanua.crri@nic.in
Chief Scientist
B11dges & Stmcttues
CSIR-Central Road Research
Institt1te, New Delhi-11025
lakshmy.cn1@nic.in

Mr. Pardeep Kmnar, bom 1971,
received M.E. (Strncttue) from
the Delhi College ofEnginee11ng,
Delhi. He is also pmsuing PhD
from IIT Delhi. His area of
research includes rehabilitation of
distnssed bridges, fatigue study
of strengthened RC members,
analysis & design and Rating of
B11dges.
Dr. Surjit K. Shanna, bom
1958, received PhD (Civil
Engineering) from the Delhi
College of Engineering, Delhi.
His areas of specialisation are
Analysis & Design, Evaluation &
Rehabilitation of Stmctmes and
Rating of Bridges.
Dr. Laksluuy Parameswaran,
bom 1962, received her PhD
(Civil Engineering) from IIT,
Roorkee, Roorkee. She has more
than 28 years experience and is
ctunntly working in CSIR-CRRI
as a Chief Scientist. Her main
area of research includes b11dge
management, healtl1 monito11ng of
b11dges, bildge aerodynamic and
sustainable constmction materials.

Summary to cmshing of the concrete. It was observed that the

Torsional failure is an undesirable brittle failure. Only
few researches were repo1ted in the past on torsional
capacity of the RC bean1s strengthened with FRP.
This paper presents an experimental investigation
on reinforced concrete beam strengthened with
extemally bonded Carbon Fibre Reinforced Polymer
(CFRP) fabric under the action of pure torsion. The
main objective of this study was to detennine the
contribution of CFRP fabric to the ultimate and
cracking torque, angle of twist and ductile behaviour.
Two RC beruns were te!>ied in the laboratory,
reference beam (REF) ru1d berun originally deficient
in torsion ru1d strengthened with CFRP fabric (STCF).
During the studies, it was observed that the failure
of berun REF was due to crushing of concrete ru1d
yielding of tension steel, whereas, bean1 STCF failed
due to failure of anchorage, debonding of the CFRP
fabric f>irips, yielding of reinforcement provided in
the compression zone at mid span, ru1d finally due
Berun STCF exhibited an enhru1cement of torsional
capacity by 58% only as debonding ru1d anchorage
failure of CFRP fabric led to the utilisation of only
7% of its ultimate f>irain.
Keywords: Pure Torsion, Rehabilitation, CFRP
Fabric.
1. Introduction
The repair and retrofitting of existing structures
have become a major prut of construction activity
in many countries. Some of the stmctures are
damaged by environmental effects, which include
the coffosion of steel, vruiations in temperature and
freeze-thaw cycles. There are always cases of design
and constmction related deficiencies that need
con-ection. Many stmctures need strengthening
to meet the requirements of updated codes.
This last case applies mostly to seismic regions,

70 Vohuue 45 I Nmuber 2 I Jtu1e 2015 Tlte Bridge and Structural Engineer

where new standards are more stringent than
the old. Deterioration may occur due to material
degradation, aging, lack of maintenance and severe
earthquakes and so on. The continuous deterioration
of the world' s civil concrete stmctures highlights
the urgent need for the effective rehabilitation
technique in tenns of low cost and fast processing
time with minimum traffic intem1ption. In most of
the developing countries, there is a requirement
to widen and retrofit the existing stmctures due to
increase in traffic volume on account of growing
population.
The reinforced concrete stmctural members such as
peripheral beams in each floor ofmulti-story buildings,
beam supporting canopy slabs and helical stair cases,
edge beams of shell roof, ring beams at the bottom of
circular water tanks are subjected to torsional loading
in addition to flexure and shear. Also, girders of skew
and curved bridges also experience torsion.
TI1ere are different methods adopted for torsional
strengthening of concrete members, such as (I)
increasing cross-sectional area of member as well
as by providing additional reinforcement, (2) using
extemally bonded steel plates and (3) applying an
axial load to the member by por,i-tensioning and (4)
strengthening using Fibre Reinforced Plastics (FRP).
2. Fibre Reinforced Polymer (FRP)
FRP has been used since 1980's for strengthening of
RC beams. There are ce1tain advantages of FRP in
comparison to traditional constmction materials such
as concrete and steel are that they are ear,y to apply,
possess high strength and light weight, cost effective,
non-corrnsive, non-magnetic, resistant to various type
of chemicals and require less maintenance. Also, they
can be used for preservation of existing bridges, as
it can minimize/eliminate traffic disruption during
retrofitting, minimize the use of heavy equipments
and it offers greater flexibility and conformity for
repairing areas where other means of repair are
difficult to pe1fonn. However, the unknown durability
characteristics which affect the service life, lack of
quality control standards and manual application,
contribute to variation in material parameters of
composites.
Strengthening the structural elements using FRP
enable the designer to selectively increase their
ductility, flexure, and shear capacity in response
Tbe Bridge and Structural Engineer
to increase in seismic and service load demand.
Flexural and shear strengthening of reinforced
concrete beams using composite materials were
studied in detail by many researchers. However,
study of strengthening of strnctural elements using
FRP for torsion has not received much attention.
The reasons for the lack of research in the area
include the specialized nature of the problem and
the difficulties in conducting realistic tests and
representative analyses. Also, one reason is that only
few strnctural members need to be strengthened to
increase the torsional capacity.
3. Literatlue Review
Most of the research projects investigating the use
of FRP mainly focused on enhancing the flexural
and shear capacity, ductility, and confinement of
concrete stmctural members. The strnctural members
such as beams when r,11bjected to torsion show spiral
cracking on all surfaces of the beam as shown in Fig.
I , where as the crack pattem for shear is different as
shown in Fig. 2, if they are not designed and detailed
properly Fmther, change in loading and deterioration
of the member reduce the torsional capacity. TI1e
available r,irengthening option for torsion are found
to be similar to shear strengthening schemes, with
the strips applied around the beam such as full wrap
and U-wrap at angle of90 and 45. However, only
limited studies were conducted to investigate torsional
strengthening of RC members using FRP like
Ghobrah, et. al (2002), Panchacharam and Belarbi
(2002), Ronagh et al (2004), Hii and Al- Mahaidi
(2006, 2007), Ameli et. al ( 2007) and Constantin
(2008) [I-7].
Z f op
.d Front
Fig. 1: Spiral Cracking Pattem Due to Torsion
I Jf? Top
Front
Fig.2 : Cracking Pattern Due to Shear
Ghobrah et al. (2002) [I] evaluated the FRP
strengthening of RC beams subjected to torsion. TI1ey
call"ied out experimental investigations on 11 beams
with different orientation of CFRP and GFRP wrap
Vohnne 45 I Ntunber 2 IJlUle 2015 71
and found that complete wrap was found to be more
effective and 45 degree orientation of fibers proved
to be more efficient. Panchacharam and Belrabi
(2002) [2] studied the perfonnance of RC beruns
strengthened with extemally bonded GFRP sheets,
subjected to pure torsion.
111ey repo11ed that combination of FRP sheets in
longitudinal direction of the berun followed by all-
wrapped strips, showed ru1 increase in both ultimate
strength ru1d ductility of the berun.
Shantakumru et al. (2007) (8] presented FEM analysis
of un-retrofitted ru1d retrofitted RC be run subjected to
combined bending ru1d torsion. 111ey repo11ed that
FRP lan1inates used for strengthening was effective
only after initial cracking of the berun and did not
contribute significantly to the 1>1iffness of the berun.
111e laminates with 45 fibre orientation were more
effective for higher values of t\visting to bending
moment ratios.
Ameli et al. (2007) (6] repo11ed experimental ru1d
FEM using ANSYS of t\velve rectangular beruns
strengthened by CFRP/GFRP wrap with different
configuration. 111ey reported s ignificant in1provement
in ductility with GFRP wrapping in compruison to
CFRP.
Also, very few ru1alytical models rue available
for predicting the section capacity because of
complexity of the problem associated with torsion
ru1d lack of adequate experimental results required
for understru1ding the behav iour. TI1e ruialytical
method proposed by Ameli ruid Ronagh (2007) (9] for
evaluating the torsional capacity of FRP strengthened
RC berun consider the interaction of concrete, steel
ru1d FRP. 111eir study showed that the e11hru1cement of
torque was conservative for folly wrapped beams ruid
found slightly un-conservative for strip wrapping ruid
found to be more trust wo11hy thru1 the FIB (2001) (10].
Users of the FIB (2001) (10] have so far assumed that
the contribution of concrete ru1d steel reinforcements
in the ultimate torque of FRP 1>1rengthened beruns
can be calculated based on models applicable to
un1>tre11gthened reinforced concrete (RC) beruns ruid
this assumption may produce eironeous results. In a
1>tre11gthened berun, FRP, concrete, and reinforcements
interact ru1d as such, the distribution of stresses runong
these elements ru1d within the body of concrete is not
simi!ru to that of u111>1rengthened RC beams.
72 Vohune 45 I Number 2 I Jm1e 2015
4. Experimental Program
4.1 Speczmen Details
To crury out the pure torsion strengthening, t\0 R C
beam specimens ofsize 150x250x 2050 mm were cast
in the laborato1y. One berun designated as REF was
provided with each 2 nos. ofl2 mm dia bars at bottom
ru1d top of the beruns ru1d 2-legged sheru stim1ps of 8
mm diruneter at a spacing of 75 mm c/ c. 111e other
designated STCF was prov ided with 2 nos. of 12 mm
dia. bars at bottom ru1d top of the beruns ru1d 2-legged
sheru stim1ps of8 mm diameter at a spacing 450 mm,
thus the STCF beruu was made deficient in torsion.
111e berun specimens were cast using a concrete mix
propot1ion ofl :1. 79:2.81 (one part Ordinruy Po11lru1d
Cement: 1. 79 pru1 sru1d: 2.81 prut coruse aggregate
maximum size 20 mm), all by weight, with a water-
cement ratio of 0.416. Compressive strength (fcJ of
concrete was determined from cube (150 x 150 x
150 mm) and cylinder (150 mm diruueter ru1d 300
mm height) rue 34.58 MPa, 24.98 MPa, respectively.
111e longitudinal reinforcing steel was ofFe500 grade
having ultimate tensile strength ru1d elastic modulus
620 MPa ru1d 210 GPa, respectively. Crubon Fibre
Reinforced Polymer (CFRP) fabric has ultimate
tensile strength ru1d ela1>1ic modulus as 3900 MPa and
260 GPa, respectively. 111e thickness, density ru1d
fiber weight CFRP fabric were 0.234 mm, 1.8 g/cm 2
ru1d 400 g/m 2111e epoxy used as adhesive to bond the
CFRP fabric strip has mixed density of 1.800.05 kg/
!tr, 7 -days strength in compression, flexure, tension
ru1d bond as 60 MPa, 23 MPa, 20 MPa ru1d more than
2.5 MParespectively (as repo1ted by mrumfacturer).
4.2 Strengthenzng Scheme
Cracking moment (T.) for both the beruns (REF ru1d
STCF) was calculated ru1alytically using the elastic
theo1y (11] as 7.55 kNm (Eqn. 1) ru1d 7.81 kNm (Eqn.
2) respectively. 111e computed ultimate torque capacity
(T..,Rc) of the reference berun REF and deficient berun
STCF was 17.31 ru1d 7.426 respectively by using
Equation 3 (12].
r, = a: (b~ h) (~/I:) (1)
Tc = (L35)(3 WJ<cb:h) (2)
T.U,RC = 2 .4 {ff+ (0.66 + 0.33 h i ) b />-
b2h'\/Jc Asfsy
{ii b, 1 v1 S
(3)
{4)
Tlte Bridge and Structural Engineer
Where b is width of the beam, h is overall depth of the
beam, a is angle of crack in radians, r c is cylinch-ical
characteristic concrete strength, b 1 and h 1 width and
deptb of beam within the shear reinforcement, f , A,
'Y '
s are yielding stress, cross-sectional area and spacing
of shear reinforcement respectively, Aro Er and sr are
the area, elastic modulus and spacing of CFRP fabric
strips respectively, Ac is the cross-sectional area of
berun.
The strengthening scheme of the deficient berun STCF
was designed to increase the torque capacity(T) by
11.86 kNm (Eqn. 4) [l], assuming the design effective
strain of CFRP fabric as 20% of the ultimate strain,
i.e., 1.55%. TI1e spacing of U-Shaped CFRP Fabric
Strips of 50mm width was 125 111111 c/c. Discontinuity
of the fabric strips were intentionally provided in the
strengthening scheme because in real life situation all
the four faces of the bean1 are generally not available
for strengthening. TI1e end strip was 100 mm thick
and folly wrapped to avoid the failure at the ends of
the berun.
4. 3 Jnstmmentatzon Scheme
Each of three electrical strain gauges of resistance
1200.2 ohms with gauge length 4.95 nun were
bonded to the longitudinal (Top ru1d Bottom) ru1d
shear steel reinforcement before casting of the beruns
to measure the magnitudes of the strain at vruious
stages of the applied load.
P~ el (*1....- ~nia
G'*tn .. Cflll' Tabrit
Fig. 3: Position ofElectric Stram Gauges on Surface of
CFRP Fabric
The eleven electiic strain gauges were fixed on the
&i.u face of the ve1tical U-Shaped CFRP fabric strips
and two electric strain gauges 0 11 longitudinal CFRP
fabric stiips as shown in Fig. 3. TI1e locations of
strain gauges on the stiips were decided based on the
obse1ved crack pattem developed during the testing
The Bridge and Structural Engineer
of the reference beam REF. Roller was applied to the
CFRP fabric for removing the air bubbles between
CFRP fabric ru1d concrete smface as shown in Fig. 4.
To produce torsional loading, steel plates 150xl50x6
mm were welded to the stim1ps on either end on
opposite faces (suppo1t region). The load w as applied
Fig. 4: Applymg Roller on CFRP-Fabric to remove air
bubbles between the CFRP and Concrete Swface
through the hru1d operated hych-aulic jack ru1d was
monitored through load cells housed on each end. TI1e
twist was monitored through dial gauges ofleast count
ofO.Olmm placed at both the ends. TI1e development
I propagation of the cracks dming each increment of
load were marked on the specimen.
4.4 Test Setup
Two load cells were positioned on either end of the
I-section ISWB 150 as shown in Figs. 5 and 6, so
that the eccentiicity of the loading if any could be
detected. To transfer the load from loading frame
to load cell, ISMB150 was used, which was aheady
stiffened with5 mm thick steel plate loaded at top ru1d
bottom flru1ge. A hydraulic jack of 50 tons capacity
was placed on the ISMB150 at mid spru1 such that
equal loading could be transfetred to both ends of the
beam. To measure the twist ru1gle ofberun specimens
REF ru1d STCF, 8 dial gauges were fixed at distance
of 200 mm ru1d 180mm from both the suppo11s. TI1e
dial g311ges w ere fixed at a distance of 50 mm from
top and bottom fibre of the beam to give the complete
profile of twist at any cross section of the beruns. A
32-channel dynan1ic data logger "DEWETRON''
was used to record the strains in longitudinal rebars
and sheru reinforcements of the beruns at 9 different
locations as well as the hvist ru1gle at 8 locations as
shown in Fig. 7.
I I
Volmnc 45 Nlllllbcr 2 Jtmc 2015 73
 Table 1: Summa1y ofExperimental Results ofREF
and STCF Specimens
Initiation of
Ultunate Failure
FintC1-ack
Torque Tt'f.i::t Torq\te Ttist Tni.1t Maxinum
(klhn) angle (kNm) a11gle M>Cle sb.ainilt
Specuuen "ht\ ' Im ' Im CFRP FaihutMod.
S5Y.of (IU\~
ultimate
load
beyord
peak
REF 9.18 0 252 14.14 2361 3.677 - Yieldi>1g of' leeI
follm..dby
cnulurc of co1lC1ete
(Fig. S)
STCF s.so 0 .691 1155 3.445 4.167 1127 Debo1ding ofCFRP
follmnd by yieldilig
oflongitudUW st.ee.1
.mi cnl!:hii~ of
Fig. 5 : Experimental Setup ofREF Beam conc1et.e (Fig. 9)

Fig. 8 : Failure of REF at ultimate torque 14.14 kNm

Fig. 6: Experimental Setup ofSTCF Beam

Fig. 7: Dynamic Data Logger "DEWETRON"-32 Channels

5. Test Results and Discussion
During the experimental ~'tudy, the torque and twi~'t
angle were measured at the initiation of first crack and
ultimate failure of both REF and STCF and the results
are summarised in Table 1.
Fig. 9: Cmshing Failwe ofConcrete and Debonding of
CFRP Fabric Strips
The cracking moments also showed good agreement
between theoretical and experimental results. TI1e
observed failure of STCF was due to failure of

74 Vohune 4 5 I Nmuber 2 I Jm1e 2015 Tlte Br idge and Structural En gin eer
anchorage, debonding of CFRP fabric strips and In real situation, the crack pattern changes when
cmshing of concrete as well as yielding of steel strengthened RC beruns rue subjected to simultru1eous
provided in compression zone. Experimental twist flexure and torsion ru1d detailed experimental studies
angle at cracking and ultimate torque and ductility rue required to under~tru1d the contribution of CFRP
ratio [13] are presented in Table 2. fabric . Some effort is in progress in this direction.
Based on the comprehensive experimental ~tudy
Table 2: Comparison ofductility ratio there is aneed to develop amethodology for design of
Spo:;d:nciu
"'" ~--
(Dqye<) (IX:g,tx:I
.Pu~"
(Degree)
I \!11),e
!lo.. = 0,,..,, ~~s,.,,,=~
0o.8~J'IC strengthened RC beruns, considering the contribution
Rtforcttcc Beam REF 4>.Jn 2.361 3.677 I 9.37 li.1.9) of both CFRP fabric ru1d steel reinforcement.
Su 1he11cd D~nt STCF CJ.691 l.US 4.lQ 1!)\) t:i.03

7. Acknowledgments
\:Vhere, <P y ,1 and <P.p, I are experimental twist angle at
yielding and ultimate torque re~pectively Authors are thru1kfol to Director, CSIR-Central Road
Reseruch Institute, New Delhi for grru1ting penuission
<P o.ssp.. is experimental twist angle at 85% ultimate
to publish this paper. TI1ru1ks rue also due to staffofthe
torque beyond the peak
Bridges ru1d Structures Division, CSIR-CRRI for their
~l~. and ~l; oss; . are experimental ductility ratio. assistru1ce during laborato1y work. Thru1ks are due to
Sh. Alok Venn a Associate Professor DTU, Dell1i for
6. Concluding Remarks his valuable guidru1ce dming the project of the first
From the experimental study discussed in this author. Thru1ks also due to Dr. Gopal Lalji Rai, Chief
paper, it was obse1ved that the Beam STCF which Executive Officer, R&M Intemational, Mumbai by
was originally deficient in torsion and strengthened providing the Crubon Fabric ru1d Adhesive.
using CFRP fabric strips exhibited enhancement of
torsional capacity by 58%. The torsional capacity 8. References
of ~irengthened beam STCF achieved was 81.69% I. Ghobruah, M. N . Ghorbel, and S. E. Chidiac,
of the reference beam. TI1ough the crack pattem of "Upgrading Torsional Resistru1ce of Reinforced
beam STCF was similar to Beam REF under pure Concrete Beruus Using Fiber-Reinforced
torsion but the specimen STCF had shown less Polymer," Journal of Composites for
ductility in comparison to REF as the percentage of Constmction, vol. 6, pp. 257-263, 2002.
increase in cracking twist angle was much more than
2. S. Pru1chachrurun and A. Belrubi, "Torsional
that of ultimate twist angle. TI1e measured ~'train of
behavior of reinforced concrete beruns
CFRP fabric was only 7% of the ultimate strain, as
the failure of STCF was due to anchorage failure, strengthened with FRP Composites," 2002, pp.
1-11.
debonding of CFRP fabric and no mpture of fabric
was obse1ved. The torsional capacity based on the 3. H. Ronagh, M. Ameli, ru1dP. Dux, "Expe1imental
strain recorded in CFRP fabric dming the experiment investigations on FRP strengthening of beruns
shows good agreement with the theoretical values. in torsion," in FRP Composites in Civil
TI1e increase in twisting angle by 175%, 46% and 13% Engineering - CICE 2004, ed: Taylor & Francis,
were significant at cracking torque, ultimate torque 2004, pp. 587-592.
and 0.85 of ultimate load beyond peak respectively.
4. Hii Adriru1 KY., A l-Mahaidi Riadh,(2006), "An
Hence STCF showed significant increase in ductility
expe1imental ru1d numerical investigation on
during yielding. The intemal longitudinal steel bars
torsional strengthening of solid ru1d box-section
were observed to be yielded in both the cases. TI1is
RC beams using CFRP lruninates", Composite
implies that by improving the anchorages of CFRP
Structures 75 (2006), pp 213-221.
fabric during their application, their effectiveness
could be improved. TI1is demands more research for 5. A. Hii ru1d R. Al-Mahaidi, "Torsional Capacity
better understanding. Also, more study is required of CFRP Strengthened Reinforced Concrete
by changing the direction of CFRP fabric strips, i.e., Be runs," Journal ofCompositesfor Construction,
perpendicular to crack (45 to axis of the beam). vol. 11, pp. 71-80, 2007.

Tbe Bridge and Structural Engineer Vohnne 45 I Ntunber 2 IJlUle 2015 75

6. M. A.meli, H. R. Ronagh, and P. F. Dux,
"Behavior of FRP strengthened reinforced
concrete beams under torsion," Joumal of
Composites for Constmction, v ol. 11, pp. 192-
200, 2007.
7. C. Constantin E, "Torsional strengthening of
rectangular and flanged beams using carbon
fibre-reinforced-polymers Experimental
study," Conshuction and Building Materials,
v ol. 22, pp. 21-29, 2008.
8. Santhakumar R.,.Dhanaraj R, and
Chanch-asekaran E., 2007. "Behaviour of
Reh'ofitted Reinforced Concrete Beams under
Combined Bending and Torsion : A numerical
study" , Elechonic Joumal of Stmctural
Engineering, Vol. 7, pp 1 to 7.
9. Ameli Meluan and Ronagh Hamid R.,(2007),
"Analytical Method for Evaluating Ultimate
Torque ofFRP Strengthened Reinforced Concrete
Beams'', Joumal of Composites for Constmction
0 ASCE I July/Augu~t 2007, pp 384-390.
10. FIB, {2001 ), "Externally Bonded
76 Voltuuc 45 I Nwnbcr 2 I Jw1c 2015
Reinforcement for R C Stmctures", (CEB-FIB)
Lausanne (Switzerland): TI1e International
Federation for Stmchll'al Concrete; 2001.
Technical Repo1t, 14, pp. 59-68.
11. Metiu Husem , E.itekin Oztekin and Selim Pu!,
(2010), "A calculation method of cracking
moment for the high shength concrete beams
under pure torsion", Sadhana Vol. 36, Part 1,
Febmaiy 2011, pp. 1- 15 0 Indian Academy of
Sciences.
12. ThomasT. C. Hsu, (1968)," Torsion ofStmctural
Concrete - A Summaiy of Pure Torsion",
Americai1 Concrete Institute Publication SP- 18,
165-178 (1968).
13. M.R. Mohammadizadeh and M.J. Fadaee,
(2009)," Torsional Behaviour of High-Shength
Concrete Beams Strengthened Using CFRP
Sheets; an Experimental and Analytical Study",
Transaction A: Civil Engineering Shaiif
Univ ersity of Technology Vol. 16 (4) (2009)
FRP 321-330.
The Bridge a11d Sbuctural Engineer
 CLASSIFICATION OF CONCRETE BRIDGES AND DAMAGE STATES FOR
SEISMIC EVALUATION: A STATE- OF-THE- ART REVIEW
Dnyanraj PATIL
PhD Research Scholar
Shri G.S. Inst. of Tech. & Sc. Indore, :MP, INDIA
itsdmpatil@yahoo.com
Dnyatll'aj Patil received his Bachelor degree in Civil
Engineering in 1992 from Marathwada University
and Masters degree in Stmcnues in 2000 from
Mmubai University. Presently, he is working as
an associate professor in Sardar Patel Instin1te of
Teclu1ology, Mmubai. He has registered himself for
PhD at RGPV Bhopal in 2010.
Summary
In present study, a comprehensive review is canied out
for classification of concrete b1idges and damage states
for effective and efficient use of pe1fonnance based
eaithquake enginee1ing. Key findings from different
reseaich sn1dies are incorporated. The impo1tance
is highlighted of classification, for concrete b1idges
and dainage states to have feasible, practical ai1d
economical seismic evaluation in perfonnance based
eaithquake enginee1ing. Also recommendations are
given to incorporate in tile seismic design codes of
bridges.
Keywords: Concrete bridge classification; se1sm1c
dainage limit states; fragility curves; pe1fonnai1ce
based eaithquake engineering.
1. Introduction
The general understanding of concrete bridges in terms
of their $1mctural attributes as well as their seismic
behavior is essential for tile generation of fragility
curves. Considering each bridge in the inventory
data individually ai1d obtaining its fragility curve is
neither feasible nor practical, when the total number
Tbe Bridge and Structural Engineer
Rakesb KHARE
Professor
Shri G.S. Inst. of Tech. & Sc. Indore, MP, INDIA
rakeshkhare@hotmail.com
Rakesh Khare received his Bachelor degree in Civil
Engineering in 1985 and Masters degree in SIJ'ess
and Vibrations Analysis of Machine1y & StmctlU'Cs
in 1987 from Bhopal University. He joined SGSITS
in 1988 and did his PhD in 1996 from DAVV Indore.
He has done One Semester certificate Comse at IIT
Kanpm on Ea1thquake Resistant Design of stmcnues
and six montl1s Post Doctoral Research Training at
University of Catenbmy, Chtistchurch, NZ in 2005-
2006. Presently, he is professor at SGSITS, Indore.
of bridges is concemed. Each existing bridge has its
own characteristics due to its stmctural prope1ties ai1d
hence different seismic behavior. TI1is makes it rather
difficult to evaluate the seismic pe1fonnai1ce of each
bridge in a Jaige invento1y in detail under an expected
earthquake. Although each bridge has its O\W
stmctural chai<t.Cteristics, they have some similaiities
at vaiious aspects. TI1erefore, it is a rational way of
classifying bridges into different groups considering
their certain structural att1ibutes.
Similaily, detennination ofbridge dainage paran1eters
ai1d their co1nsponding limit states is one of the
significai1t steps in the development of ai1alytical
fragility curves. Bridge dainage limit states have
a direct influence on tl1e reliability of the fragility
curves, which represent the probability of reaching
or exceeding a specific damage state under ai1
earthquake ground motion considering its seismic
intensity to decide on the pe1fo1mai1ce level of the
bridges. TI1erefore, realistic dainage lin1it states need
to be specified to obtain reliable fragility curves and
hence to make a.reasonable estimate of their seismic
pe1fon11ance level.
Vohnne 45 I Nmuber 2 IJ\Ule 2015 77
B1idges can be regarded as a separate infrastmctural
facility owing to their distinct impo1tance.
Classification of the bridges allows us to deal with
each bridge class in detail instead of investigating
all bridge samples individually. In this approach,
it is intended to generate frag ility curves for the
identified bridge classes not for individual bridges
in the invento1y data. TI1e number of bridge classes
depends on the stmctural sy~tem variability in the
invento1y as well as the level of accuracy required for
the generation of fragility curves. If all the stmctural
attributes are taken into consideration through the
classification procedure, a v ery detailed classification
can be made and considerable amount ofb1idge classes
can be generated. Meanwhile, it should be kept in
mind that it is not possible to include ev e1y stmctural
characteristic of a b1idge in the classification, nor is
practical to specify a large number of bridge classes.
TI1e number of bridge classes needs to be as small as
possible by considering the mo~t impo1ta11t stmctural
attributes of the bridges only. On tl1e other hand,
there should be sufficient number of b1idge classes
covering eve1y bridge sample in the bridge inv entory
data. TI1erefore, the list of bridge classes has to be
comprehensive in order to enable the classification of
as many bridges as possible and at the same time it has
to be simple enough to be manageable and applicable.
Limit state can be defined as the ultiiuate point beyond
which the bridge stmcture can no longer satisfy
the specified pe1fonnance level. Moreover, each
damage limit state also has functional and operational
inteJl)retation. V atious qualitative and quantitativ e
linlit states for different btidge damage are available
iii previous studies. Stmctural damage is related to the
defonnation of the bridge system and its components.
That is why most of the available bridge damage
limit states ate specified in tenus of defo1mations
for the local at1d global response parameters, which
can be expressed as engii1eering demand patameters.
Local engineering demand parameters are utilized for
ce1tain stmctural components whereas global ones
are considered for the estinlation of overall stmctural
response. Great cate should be given to the selection
of proper engineering demand paran1eters for defining
the bridge damage linlit states to obtain reliable
fragility cmves. TI1e selected engineering demat1d
parameters should have good coffelation with the
seismic damage of bridges. Because seismic datnage
of the bridge is represented by the bridge seismic
78 Volmnc 45 I Ntunbcr2 I June 2015
response ill tem1s of the selected enginee1i11g demand
parameter, which is used ill the calculation of both
capacity and demand of the bridge components. TI1e
physical damage of bridges due to seismic actions
should be represented with a sufficient number of
datnage limit states, which should be quantified
by appropriate engineerii1g demand parameters.
Although qualitative damage limit states for bridges
31e available in different codes and studies, widely
accepted quantitativ e datnage linlit states are not
readily available for b1idges. Datnage lill1it states for
vatious components of bridges or b1idge system as a
whole is not a ttiv ial task. Bridge datnage states ate
one of the maii1 sources ofuncertaii1ty engaged in the
fragility cmv es due to the subjectivity ii1volved in
defining the limit states.
2. Review or bridge classifications
In order to make the classification, stmctural att1ibutes
that best describe the seismic response of bridges at1d
the patameters affecting their seismic behavior need
to be specified for the bridge mv ento1y. Different
stn1ctural prope1ties of the btidges were used in the
previous studies to classify the bridges into groups.
ATC- 13 (ATC, 1985) considers only two bridge
classes according to their total length. Bridges
having total length greater than 500 ft and less that1
500 ft is classified as major bridge and conventional
bridge, respectively. Conventional bridges ate
further classified into two groups as multiple siinple
spans and continuous monolithic. This is a ve1y
broad classification and neglects various stmctural
characte1istics that affect the seismic pe1fo1111at1ce
of a. bridge, such as material, substmcture properties,
skewness, etc.
In the classification developed by Basoz and
Kiremidjian (1997), bridges are grouped according
to number of spans, superstmcture type, substmcture
type and material, abutment type, and span
contmuity. Using that classification, b1idges damaged
in the No1tluidge and Loma P1ieta eatthquakes
were grouped first by the superstmcture type at1d
substructure material. TI1e11, these b1idges were
further classified ii1to sub-categories based on other
structural chruacteristics, such as number of spat1s,
abuttnent type; column bent type at1d spatl continuity.
Empirical datnage probability matrices at1d frag ility
curves were developed for each of these bridge
Th e Bridge and Structural Engineer
sub-categories using the damage data from the HAZUS (FEMA, 2003) has a bridge classification
No1thridge and Loma Prieta eait hquakes. The bridge based on the following stmctural chaiacteristics:
sub-categories employed in the study of Basoz ai1d
Seismic Design
Kiremidjiai1 (1997) aie given in Table 1.
Number of spai1s: single vs. multiple spai1 bridges
Table 1: Description ofbridge sub-categories
Stmcture type: concrete, steel others
employed by Baso:::. and Kiremidjian (1997)
Pier type: multiple column bents, single column
Bridge Sub- Abutment Cohunn Span bents ai1d pier walls
Catego1y Type Bent Type Continuity
Single Span Bridges Abutment type and bearing type: monolithic vs.
non-monolithic; high rocker beaiings, low steel
ClSl Monolithic Not Not applicable
bearings ai1d neoprene mbber bearings.
applicable
ClS2 Non- Not Not applicable Spai1 continuity: continuous, discontinuous (in-
monolithic applicable spai1 hinges) ai1d simply supported.
Cl SJ Pa1tial Not Not applicable Classification scheme of HAZUS (FEMA, 2003)
integrity applicable
inco1porates vaiious paraineters that affect dainage
Multiple Span Bridges into fragility aiialysis. In this way, a total of 28 bridge
Cl Ml Monolithic Multiple Continuous classes (HWB 1 tluough HW1328) are defined as given
ClM2 Monolithic Multiple Discontinuous in Table 2.
ClMJ Monolithic Single Continuous
Table 2: HAZUS (FEMA, 2003) bridge classification
ClM4 Monolithic Single Discontinuous
scheme
C1M5 Monolithic Pier wall Continuous
Class State Year Design Description
ClM6 Monolithic Pier wall Discontinuous
Built
ClM7 Non- Multiple Continuous
HWBl Non-CA <1990 Conve.ntional Major Bri dge -
monolithic
Length> 150m
Cl MS Non- Multiple Discontinuous
HWBl CA < 1975 Conventional Major Bri dge -
monolithic Length> 150m
ClM9 Non- Single Continuous
HWB2 Non-CA >=1 990 Seismic Maj or Bri dge -
monolithic Length> 150m
ClMlO Non- Single Discontinuous >=1 975
HWB2 CA Seismic Maj or Bri dge -
monolithic Length> 150m
ClMll Non- Pier wall Continuous HWB3 Non-CA < 1990 Conventi onal Single Span
monolithic
HWB3 CA < 1975 Conventional Single Span
Cl M 12 Non- Pier wall Discontinuous
monolithic HWB4 Non-CA >=1 990 Seismic Single Span
Cl M 13 Pa1tial Multiple Continuous HWB4 CA >=1 975 Seismic Single Span
integrity
HWB5 Non-CA <1990 Conventional Multi -Col.
ClM14 Pa1tial Multiple Discontinuous Bent, Simple
integrity Support-
Concrete
ClM1 5 Pa1tial Single Continuous
integrity HWB6 CA < 1975 Conventional Multi -Col.
Bent, Sim ple
ClM16 Pa1tial Single Discontinuous Support-
integrity Concrete
Cl M 17 Pa1tial Pier wall Continuous HWB7 Non-CA >=1 990 Sei smic Multi -Col.
integrity Bent, Simple
Cl M 18 Pa1tial Pier wall Discontinuous Support-
Concrete
integrity

The Bridge and Structural Engineer Vohune 4 5 I Ntunber 2 IJune 2015 79

 Class State Year Design Description Class State Year Design Description
Built Built

HWB7 CA >= 1975 Seismic Multi -Col. HWB 19 Non-CA >=1 990 Seismic Multi -Col.
Bent, Simple Bent, Simple
Support- Support-
Concrete Prestressed
HWB8 CA <1975 Conventional Single Col. Concrete
B ox Girder
-Continuous HWB 19 CA >=1 975 Seismi c Multi-Col.
Concrete Bent, Simpl e
Support-
HWB 9 CA >=1975 Seismic Single Col. Prestres sed
B ox Girder Concrete
-Continuous
Concrete HWB 20 CA < 1975 Conventional Single Col.
HWB lO Non-CA <1990 Conventional Continuous Box Girder
Concrete -Pre stresse d
Concrete.
HWBJO CA <1975 Conventional Continuous
Concrete HWB21 CA >=1 975 Seism ic Single Col.
Box Girder
HWBll Non-CA >= 1990 Seismic Continuous
-Pre stresse d
Concrete
Concrete
HWB ll CA >= 1975 Seismic Continuous
Concrete HWB22 Non-CA < 1990 Conventi onal Continuous
Concrete
HWB 12 Non-CA < 1990 Conventional Multi-Col.
B ent, Simple
HWB22 CA < 1975 Conventional Continuous
Support-Steel
Concrete
HWB 13 CA <1975 Conventional Multi-Col.
B ent, Simple HWB23 Non-CA >=1 990 Seismi c Continuous
Support-Steel Concrete
HWB 14 Non-CA >= 1990 Seismic Multi-Col.
B ent, Simple HWB23 CA >=1 975 Sei smi c Continuous
Support-Steel Concrete

HWB 14 CA >= 1975 Seismic Multi-Col. HWB24 Non-CA < 1990 Conventional Multi -Col.
B ent, Simple Bent, Simple
Support-Steel Support-Steel
HWB 15 N on-CA <1990 Conventional Continuous
Steel HWB25 CA < 1975 Conventional Multi -Col.
Bent, Simple
HWB 15 CA <1975 Conventional Continuous Support-Steel
Steel
HWB26 Non-CA < 1990 Conventional Continuous
HWB 16 Non-CA >= 1990 Seismic Continuous
Steel Steel

HWB 16 CA >= 1975 Seismic Continuous H WB27 CA <197 5 Conventional Continuous

Steel Steel
HWB17 Non-CA <1990 Conventi onal Multi-Col.
B ent, Simple H WB28 All other
Support- bri dges that are
Prestressed not clas sified
Concrete
In the study of Nielson (2005 ), bridges are assigned
HWB 18 CA <1975 Conventi onal Multi-Col.
B ent, Simple to one of 11 bridge classes based on their constmction
Support- material, constrnction type and the number of spans.
Prestressed
Bridge classes and their con-e$ponding abbreviation
Concrete
defined by Nielson (2005) are presented in Table 3.

80 Vohune 4 5 I Nmnber 2 I Jm1e 2015 The Bridge and Structural Engineer

 Table 3: Bridge classes de.fined by Melson (2005)

Brid'e Class Nam e Abbreviation

Multi-Span Contiuuous Concrete :MSC Concrete
Girder
Multi-Span Continuous Steel Girder MSC Steel
Multi-Span Continuous Slab MSC Slab C\.&rv-.t u ,.. A., A, A,. (I
Dhpil CftlU D.l

Multi-Span Continuous Concrete MSC Concrete-

a) n1cmbcr litwt ..i:etc b) struture liunt ~rate
Box Girder Box
Multi-Span Simply Supported MSSS Concrete F ig. 1 : Schematic representation ofl1m1t states (Pnestley et
Concrete Girder al, 1996)
Multi-Span Simply Supported Steel MSSS Steel
In the study of Basoz and Mander (1999}, a total of
Girder
five damage states were defined for highway b1idge
Multi-Span Simply Suppo1tecl Slab MSSS Slab
components, which are in accordance with the ones
Multi-Span Simply Suppo1tecl MSSS
defined by HAZUS. Table 4 lists these damage states
Concrete Box Girder Concrete-Box
and the cotTesponding failure mechanisms. Also drift
Single-Span Concrete Gil'Cler SS Concrete
limits were specified to predict the various damage
Single-Span Steel Girder SS Steel
states for non-seismic and seismically designed
Others
bridges by Basoz and Mander (1999). These drift
limits are applicable to bridges w ith weak piers
3. Review of Seismic Damage Limit States
and strong bearings. Displacement limits for girder
ATC-32 (1996) adapted three damage levels: bridges with weak bearings and strong piers increase
as the bridge damage state increases. Slight and
Minimal damage: Damage is limited to minor flexural
moderate damage states show initial damage to the
cracking, and minor inelastic response is pe1mitted to bearings. Extensiv e and complete damage states show
develop at stmctural elements. incipient unseating (i.e. wben the girder seat becomes
Repairable damage: Concrete cracking, reinforcement unstable and is equal to half the width of the girder
yielding and minor spalliug is allowed, but limited to flange) and collapse (i.e. the beruing topples). TI1e
avoid cloStue of the stmctlU'e chuing minor repair wo1k. given drift limits for each damage limit state were
finther utilized by Bru1e1jee and Shinozuka (2007) to
Signifi cant daniage: Similar to repairable damage,
quru1tify the limit states in tenns of rotational ductility
except during repair, the stmcture needs to be closed of columns.
for major repair work.

Priestley et al. (1996) specified limit states for Table 4: Drift and di splacement limits for each
both member and stmcture response. Qualitative damage state (Basa= and Mande1~ 1999)
desc1iptions were given for cracking, first-yield, Damage Failure Drift limit for Obplacement limilf
state Mechanirnt weakpier& forweak b~
~palling and ultimate limit states to define the
strong bearin~ and su-ongpier (m)
member seismic response. Member limit states are Non- Seitmic
schematically shown on a moment-cmvature diagram sei.nnic
in Figure 1-a. P1iestley et al. (1996) considered Slight Cracking, 0 005 0 01 0 0.050
spalhng
three stmctural limit states, which are se1viceability, Moderate Bond, 0 010 0. 100
0 025
damage control, aud smv ival lin1it states. Both abutment
backwall
qualitative and quantitative limit state descriptions collapse
based on an average range of displacement ductility Extensive Pier 0 020 0 050 0175
ratios were given. Schematic representation of the concrete
fiulure
three structural limit states as well as the yield point
Complete Deck 0 050 0 075 0.300
of an idealized force-displacement cuive are shown unseatmg.
in Figure 1-b. pier collpase

The Bridge and Stru ctural Engineer Vohune 4 5 I Ntunber 2 IJtme 2015 81
Kowalsky (2000) considered two damag e limit Table 6: Bridge damage assessment
states, which are " serviceability" and " damage (Hose et al., 2000)
control", for circular RC bridge columns. Level D~ Damage Repair Socio-
Qualitatively, serviceability limit state implies Classification Descqition Descqition economic
Desc...,tion
that repair is not needed after the eru1hquake,
I No Barely visible No Repair Fully
while drunage control limit state implies that only cracking operati anal
repairable drunage occurs. Quai1titativ ely, these II Minor Cracking Possible Operational
Repair
dainag e limit states were chruacterized with respect Open cracks, Minimwn
Ill Moderate Life safety
to concrete compression and steel tension strain onset of Repair
limits in Table 5. spalling
IV Ma1or Very wide Repair Near
cracks, collapse
Table 5: Quantztative damage 11rrut state defimtzons extended
(Kowalsky, 2000) concrete
spalling
v Local failure/ Replacement Collapse Collapse
Limit state Concrete stnW.1 Steel strain Visible pennanent
limit limit defonnation,
buckling/rupture
Se1viceability 0.004 0.015 of reinforcement

Damage control 0.018 0.060 To explicitly relate bridge dailiage to capacity,

engineering tenns were selected for the pe1fonnailce
Quai1titative descriptions of the limit states were
levels rather thru1 the socio-economic expressions
also given by Kowalsky (2000). The serviceability
for the five pe1fom1ailce levels l'ailging from
concrete compression strain was defined as the
concrete cracking aild member strength degradation.
strain at which crushing is expected to begin,
Qualitative ru1d quru1titativ e pe1fonnru1ce descriptions
while the serv iceability steel tension strain was
coITesponding to the five perfonnaitce levels were
defined as the strain at which residual crack
given in Table 7.
widths would exceed 1 mm , thus likely requiring
repair ru1d interrupting serviceability. Th e drunage
Table 7: Bridge performance assessment
control concrete compression strain was defined (Hose et al., 2000)
as the compression strain at which the concrete is
still repairable. Steel tension strain at the drunage Le\-"el Performance Qualitath-e Quantitative
Level Perfunnance Perfunronce
control level was related to the point at which ~tion Dest~tion
incipient buckling of reinforcement occurs. It was I Cracking Onset of hairline Cracks barely VtStble.
mentioned that the proposed strain limits for the cracks

serv iceability limit states rue widely accepted. On II Y1eldtng Theoretical first Crack widths < Imm
yield oflongitudinal
the other hand, drunage control level strain limits reinforcement
were dependent on the detailing of trru1sverse Ill 1nittabon Initiation Crack widths 1-2 nun.
reinforcement. The given drunage control strain of local of inelastic Length of spalled
mechanism defomiation. Onset region > III 0 cross-
limits v alid for well detailed systems and they of concrete spalling. section depth.
would not be appropriate for assessment of Development of
diagonal cracks.
ex isting columns with insufficient trru1sverse
IV Full Wide crack widths/ Crack widths >2
reinforcement. development spalling over full nun Diagonal cracks
oflocal local mecbanlsm exlend over 2/3 cross-
In the study of Hose et al. (2000), five levels of mecharusm region secbon depth Length
pe1fonnru1ce and daniage states were specified. of spalled region > 112
cross-sedlon depth
Seismic drunage of the bridges was classified in
\I Strength Buckling of main Crack widths> 2mrn
relation with the socio-economic descriptions at degiodation reinforcement. in concrete core.
five designated pe1fo1mru1ce levels. Table 6 lists the Rupture of MeaStlrable dt.lation >
transverse 5% of origi1ial member
classifications of bridge damage for each of the five reinforcement. dimension
levels as well as coJTespondiug dainage, repair, aild Crnshing of core
concrete.
social-economic descriptions.

82 Volmue 45 I NtUllber2 I June 2015 The Bridge and Structural E ngin eet
The database attempts to explicitly define criteria
at each level by prov iding quantitative guidelines
such as crack widths, crack ang les, and regions of
spalling. In addition to the quantitativ e descriptions
for each pe1fonnance level, various engineering
demand parameters were investig ated for nume1ical
detennination of damage limit states using
experimental results of several bridge column tests.
The investigated engineering demand parameters are
steel and concrete strain, curvature and displacement
du ctility, plastic rotation, principal compression and
tens ion stresses, drift ratio, residual defo1mation
index, equivalent v iscous dan1ping ratio and
n onnalized effective stifilless.
In the study of Hwang et al. {2001), two different
approaches were considered for the seismic damage
assessment and the seismic fragility analysis of
bridg es. In the first approach, a component-by -
component assessment of seismic damage to a bridge
was pe1fo1med by defining damage states for the
response parameters ofbearings, columns in shear and
columns in flexure. Two damag e states were defined
for the bearings considering their y ield and ultimate
shear capacity. The second response parameter was
the column shear capacity, which is compared with
the column shear demand to detennine whether
columns sustain any shear damag e or not. Lastly, four
damag e states were defined according to the flexural
capacity of the columns. Damag e description of each
damaoeI!>
state and its limit state crite1ia are giv en in
Table 8.
Table 8: Seismic damage assess1112nt cnteriafor
columns in flexure (Hwang et al., 2001)
C1iteJ"ion Description of Colwnn status
damage
M1 > M No l'einfol'cing steel No damage (OK)
yielding, minol'
cracking in concl'ete
My > M Tensional Cracking (C)
<:: M, reinforcement yielding
and extensive cracking
in concrete
M <:: My , Hinging in coltunn, but Hinging (H)
0 < 0. no failure of cohunn
M <:: My, F1exural failwe of F1exmal failwe
0 > 0. cohmu1 (F)
Ml is the column moment at the first yielding of
long itudinal bar, whereas My is the yield moment
Th e Bridge and Structural Engineer
at the idealized moment curvature diagram of the
column sections. 0p is the plastic hing e rotation with
t c equal to 0. 002 and 0. 004 for the columns with
and without lap splices at the bottom of the columns,
respectively.
In the second approach of Hwang et al. (2001),
damage limit states were defined to assess the overall
seismic damag e to bridges for the development of
analytical frag ility curves. For this purpose, damage
states were defined using an e11ginee1ing demand
paran1eter of displacement ductility ratio of columns,
which is defined by Equation
D. is the relative displacement at the top of a column
obtained from seismic response analys is, and D.cyl
is the relative displacement of a column when the
long itudinal reinforcing bars at the bottom of the
column reaches the first yield. Five damage states
were defined using demand parameter of displacement
ductility ratio of columns, d. The damag e states were
quantified according to the criteria g iven in Table
9. ~Lcyl is displacement ductility ratio at the first
longitudinal bar yield. Since displacement ductility
ratio is defined in tenns of the displacement at the
first long itudinal bar yield, cyl is equal to 1.0. ~Ley is
yield displacement ductility ratio of the column. ~1c2
is displacement ductility ratio with t c= 0.002. cmax
is the maximum displacement ductility ratio, which is
defined as; ~1cmax = c2 + 3.0.
Table 9: Bndge damage states by d1splace1112nt
d11ct1lity ratios by (Hwang et al, 2001)
Damase States Critel'ion
N No damage ~lcvl > ~Ld
s Slight/ Minor damage <V > ~id> ~1cvl
M Moderate damage ,] > ~l. > ~l,.,
E Extensive damage ...,.,. > d > ~l,.,l
c Complete damage ~l. > .-..
Qualitative description of five damag e states is
defined for highway bridge components by HAZUS
(FEMA, 2003). These are the none (dsl), slight/minor
(ds2), moderate (ds3), extensive (ds4) and complete
(ds5) damage states as defined in Table 10. Although
ve1y detailed qualitative descriptions are defined,
I I
Volmne 45 Number 2 J1me 201 5 83
quantitative description of these damage states is not Complete Any cohunn collapsing and connection
given. Each damage state has its own functional and (ds 5) losing all bearing support, which may
operational interpretation for the bridge components lead to imminent deck collapse, tilting of
and/or bridge stmctural system as a whole. As a result, substn1cttue due to fonndati on failure.
recovery time necessaiy oftl1e b1idges for each daniage Kaiim and Yainazaki {2003); Nateghi ai1d Shahsavai
state differs considerably. As the b1idge dainage (2004) considered five dainage states for the
level increases, more recove1y tin1e is needed for the dev elopment of analytical fragility curves. These are
bridge to be operational ai1d functional. Restoration the No, Slight, Moderate, Extensive ai1d Complete
functions for each daiuage state is also specified by dainages. Park-Aug dainage index based on energy
HAZUS (FEMA, 2003) as shown in Figure 2. These dissipation was employed for the quai1tification of
curves aie the smooth cmves characterized by a each defined dainage states.
cumulative nonnal dishibution function using ameai1
ai1d stai1daid dev iation for each dan1age state. In the study of Liao ai1d Loh (2004 ), a total of four
dainage states were defined for highway bridge
I components, which aie in a.ccordance with the ones
I
60%
I
defined by HAZUS. Liao ai1d Loh {2004) detennined
~ 60%
I ai1alytical fragility cmves using the above mentioned
)?:- I
g I dainage states, which were quantified in tenns of
!! 40% / ductility ai1d displacement (Table 11).
"
u.. /

20'li>
Table 11: Ductility and displacemEnt limits for each
0% damage state (Liao and Loh, 2004)
10 100 1000
lltne (dar.I)
Ductility limits for weak pier and su-one
Fig. 2 : HAZUS restoration fiuictions for highway bridges Dhplacement
b~
(FEMA, 2003) limits Weak
b~and
Damage Seimdc Conventional design
Table JO: Defimtzons ofdamage states by HAZUS (non-seismic design)
Sll'Ong p ier
state design
( FEMA, 2003)
Slight -JO -10 Yield displacement
Damaie Definitions
States Moderate =40 -IDID{l+,l)/J, 2 0) IOan
None (ds 1) No bridge damage
Extensive =6.0 - !1llD (r 3 0) 20 an
Slight/ Minor cracking and spalling to the
Minor (ds1) abutment, cracks Ill shear keys at Complete =9.0 -4.5 or pierreacl11ts Mm (40 an, JN/3)
abutments, nu nor spalling and cracks ultimate capaaty
at hinges, minor spalling at the cohunn
{damage requires no more than cosmetic ~t,: corresponchng duct1hty at ocCWTence offiexure to shear failure.

repair) or minor cracking to the deck. N: seat length ofa girderat the support

Moderate Any cohuru1 experiencing moderate

(dsi) (shear cracks) cracking and spall.iug
(cohmm structurally still sotmd), moderate
movement of the abutment (<2"),
extensive cracking and spalling of shear
keys, any COtUlection having cracked
shear keys or bent bolts, keeper bar failure
without tmseating, rocker bearing failure
or moderate settlemcnt of the approach.
Extensive Any cohmu1 degrading without collapse-
(ds.) shear failure- (column stmcturally
tmsafe), significant residual movement at
co1u1ections, or major settlement approach,
verti cal offset of the abutment, d.iffercntial
settlement at connections, shear key failure
at abubuents.
For each dan1age state, ductility limits were specified
for weak pier ai1d strong bearings by considering the
design type of the bridge, which is either seismic or
conventional design. Whereas, displacement limits
were specified for the bridges having weak beaiings
ai1d strong pier. Available g irder seat length is taken
into account for the definition of complete dainage
state. However, in the definition of moderate and
extensive dainage states, numerical values aie given
without ai1y physical meai1ing for the associated
dain age state.
Five post-eaithquake dainage states were employed
by Elnashai et al. {2004 ).

84 Vohuue 45 I Ntunber 2 I Jw1e 2015 Th e Bridge alld Sbuctural Engin eer

These are as follows: Table 12: Definition ofdamage states for bridge
components (Choi et al., 2004)
Undamaged;
Slightly damaged, but usable without repair or
EngmemngDemandPuamettt
strengthening;
Dem age Colunns Steel 1plmlcn Fu:ed Expansion
state () Bnruigs Bewuigs Dowds DCJ\Ytls(h_
Extensiv ely damaged, but still repairable; (h, mm) (h, mm) (h, mm) mm)

No collapse, but so severely damaged that must Shg11 10<11<20 I< b<6 b< 50 S<b<IOO b<30

be demolished; Moderate 2.0<u<40 6< b<20 SO<b<IOO 100< b 30<b<IOO

< 150
Collapse. Exte:nave 40<11<70 20< b<40 IOO<b<ISO I SO<b IDO<b
<255 <150
Four lin1 it states were defined to assess the bridge Complete 7.0< \I 40< b 150<b<2S5 2SS<b 150<b
damage state including both qualitative and <255

quantitative descriptions. Below the first lin1it state, no
damage should take place and the expected response
is of small displacement amplitude. TI1is limit state
is defined as the point that the first yielding of
longitudinal reinforcing bars. Below the second limit
state, bridge can experience minor stmctural damage
and it is usable after the eruthquake. Member flexural
strengths may have been reached ru1d limited ductility
developed, provided that concrete spalling in plastic
hinges does not occur ru1d that residual crack widths
remain sufficiently small. Cover concrete strain EC, is
employed to identify this limit state. Below the third
limit state, significant structural damage is expected.
The bridge will be out of service after the eaithquake
unless sign ificant repair is u11de11aken. However,
repair and strengthening is feasible. Rupture of
transverse reinforcement or buckling of longitudinal
reinforcement should not occur ai1d core concrete in
plastic hinge regions should not need replacement.
Below the final limit state extensiv e damage is
expected, but the b1idge should not have collapsed.
Repair may be neither possible nor cost-effective.
TI1e &tmcture will have to be demolished after the
eai1hquake. Beyond this limit state, g lobal collapse
endai1gering life is expected since it con-esponds to
the inability of the stmcture to sustain gravity loads.
A steel strain of 9% was assumed by Emashai et al.
(2004) to identify the final limit state.
In the study of Choi et al. (2004), dainage states of
bridges were defined for column ductility demand,
steel fixed ai1d expai1sion bearing defo1mations, and
elastome1ic beaiing defom1ations. Tue damage state
definitions were based on the qualitative descriptions
of the damage states as provided by HAZUS. Tue
quantitativ e definitions of each damage states for
the mentioned engineering demai1d parameters are
presented in Table 12.
Choi et al. (2004) mentioned that the dainage states
were quai1tified according to the recommendations
from previous studies ai1d experimental test results.
TI1e quai1tified damage states for the columns were
described by the column curvature ductility ru1d
based on tests of non seismically designed columns,
of which the lap-slices at the base were taken into
account. The drunag e states for the bearings in the
pre-stressed concrete girder bridges were based
on fracture of the beaiing ru1d the displacement
necessary for unseating. TI1e problem of instability
ai1d unseating is a function of the size of the beaiings
ai1d the width of the suppo1ts. TI1e displacement at
the complete damage limit state was assumed to be
&=255 mm by Choi et al. (2004 ), which accounts for
the unseating of prestressed concrete girders.
Nielson (2005) utilized b1idge dainage states desc1ibed
qualitativ ely by HAZUS. Eng ineering demai1d
paran1eters of column curvature ductility, steel fixed
ai1d rocker beaiing defonnatious, elastomeric fixed
ai1d expai1sion beaiing defonnations, ai1d abutment
displacements were employed for the quai1tification
of dainage states. Column curvature ductility values
for each dainage limit state were computed using the
displacement ductility ratios specified by Hwru1g et
al. (2001).
In the CAL TRANS (2006) approach, ordinaiy bridges
aie not allowed to collapse under the safety evaluation
earthquake (SEE). TI1e bent top displacement capacity
to demai1d ratio is limited to
4;16n > 0.1
Based on the coll"elation of seismic response measures
with damage levels, T. Yim1az ru1d A Cai1er (2011)
suggested displacement capacity-demand ratios of
1.1, 1.5 and 2.5, for siguificai1t, repairable ai1d minimal

The Bridge and Stl'Uctoral Engineer Vohunc 45 I Ntunbcr 2 J JlUlc 2015 85

damage levels for the safety evaluation eruthquake
with a return period of 1000 yerus, respectively.
4. Conclusion
111e review on the subject reveals that work
on the classification of concrete bridges ru1d
drunage states is still inadequate and deserve
attention for more understru1ding of the subject
ruid for providing definite guidelines for seismic
evaluation ru1d pe1fonnru1ce based design of
bridges.
Classification of concrete bridges and drunage
states is ve1y impo1tant step in seismic evaluation
to have possible, practical ru1d economical aspects
for seismic design of bridges using Pe1fonnru1ce
Based Eruthquake Engineering. Therefore it
must be included in seismic design standruds of
bridges.
As per ATC-32 bridges with single spru1 ru1d spru1
length less thrui 20 m does not require seismic
evaluation due to Jess vulnerability. Bridges
hav ing sim ilar geometric and material attributes
with closely rru1ged spru1s mu~1 be grouped
together for seismic evaluation.
5. References
1. ATC-13, "Earthquake Drunage Evaluation Data
for Califomia", Applied Technology Council,
Redwood City, Califomia, 1985 .
2. ATC-32, ''Improved Seismic Design
Criteria for California Bridges: Provisional
Recommendations", Applied Technology
Council, Redwood City, Califomia, 1996.
3. BANERJEE S., AND SHINOZUKA M.,
"Nonlinear Static Procedure for Seismic
Vulnerability Assessment of Bridges",
Computer-Aided Civil ru1d Infrastructure, Vol.
22, pp. 293-305, 2007.
4. BASOZ N ., AND MANDER J., "Enhancement
of the Highway Transpottation Lifeline Module
in HAZUS", National Institute of Building
Sciences, 1999.
5. BASOZ N., AND KIREMIDJIAN A.S.,
"Evaluation of Bridge Drunage Data from Tue
Loma Prieta ru1d Northridge, CA Eruthquakes",
Technical Report No. 127, John A. Blume
86 Vohune 45 I Nmuber 2 I Jm1e 2015
Eruthquake Engineering Center, Struiford, CA
(also Technical Repo1t MCEER-98-004), 1997.
6. CALTRANS, "Sei~mic Design Crite1ia Version
1.4.", California Deprutment of Transpo11ation,
Sacrrunento, CA, 2006.
7. CHOI E., DESROCHES R. AND NIELSON
B., " Seismic Fragility of Typical Bridges
in Moderate Seismic Zones'', Engineering
Structures, Volume 26, No. 2, pp. 187-199,
2004.
8. ELNASHAI A.S., BORZI B., AND VLACH OS
S. , "Defonnation-Based Vulnerability Functions
for RC Bridges", Structural Enginee1ing and
Mechru1ics, Volume 17, No. 2, pp.215-244,
2004.
9. FEMA, HAZUS-MH MRI: Technical Mrumal,
Vol. Eruthquake Model. Federal Emergency
Mru1agement Agency, Washington DC, 2003.
10. HOSE Y., SILVA P ., AND SEIBLE F.,
"Development of a Pe1fo1mru1ce Evaluation
Database for Concrete Bridge Components
and Syr,1ems under Simulated Seismic Loads",
Eruthquake Spectra, Volume 16, No. 2, pp. 413-
442, 2000.
11. H\VANG H., LIU J.B., AND CHIU Y.H.,
"Seismic Fragility Analysis of Highway
Bridges", Repo1t No. MAEC RR-4, Center for
Eruthquake Reseruch Infonnation, 2001.
12. KARIM K.R., AND YAMAZAKI F., "A
Simplified Method of Constructing Fragility
Curves for Highway Bridges", Eruthquake
Engineering and Structural Dynrunics, Volume
32, pp. 1603-1626, 2003.
13. KOWALSKY M.J., "Defonnation Limit
States for Circulru Reinforced Concrete
Bridge Columns", ASCE Journal of Stmctural
Engineering, Volume 126, No. 8, pp. 869-878,
2000.
14. LIAO W.l.,AND LOH C.H., "Preliminruy Study
on the Fragility Curves for Highway Bridges
in Taiwrui'', Joumal of the Chinese Institute of
Engineers, Volume 27, No. 3, pp.367-375 , 2004.
15. NATEGHI F., AND SHAHSAV AR V.L.,
"Development of Fragility and Reliability
Curves for Seismic Evaluation of a Major
Tlte Bridge and Structural Engineer
 Prestressed Concrete Bridge", 13th World 17. PRIESTLEY M.J.N., SEIBLE F., AND CALVI
Conference on Earthquake Engineering, Paper G.M., "Seismic Design and Retrofit of Bridges",
No. 1351 , Vancouver, B .C. Canada, 2004. John Wiley & Sons, Inc., New York, 1996.
18. YILMAZ T ., AND CANER A., "An Improved
16. NIELSON B. G., " Analytical Fragility Cmves for
Seismic Design Approach For Two-Column
Highway Bridges in Moderate Seismic Zones", Reinforced Concrete Bents Over Flexible
PhD Thesis, Georgia Institute of Technology. Foundations With Predefined Damage Levels",
Atlanta, Georgia, 2005. TDMSK, Ankara, 2011.

( OBITUARY )
111e Indian National Group of the IABSE express their profound so1row
on the sad demise of Late Shri Tapai1 Kumai Basu, Mai1aging Director,
Basu & Associates Pvt. Ltd. on the 9th April 2015 at New Delhi. He was
atl active member of the Indian National Group of the IABSE. The Group
prays the almighty God to grant strength and courage to the bereaved
fain ily to bear the loss.
May his soul rest in peace.
Slui TapanKwnar Basu

With profound grief, thelndiai1 National Group ofthe International Association

for Bridge ai1d Stmctural Engineering condoles the sad and untimely demise
of Shri Chander Rupchand Alimchandani, on the 12th July 2015, Chain11ai1
and Managing Director of Mis STUP Consultants Pvt. Ltd.
Late Shri Chander Rupchai1d Alimchandani was one of the founder Member of
the Group ai1d was closely associated with vaiious activities of this Group. He
se1ved as a Members on the Executive Committee ai1d Managing Co1w11ittee
of the Group for mai1y years. He was a member of numerous Technical
Committees in India and abroad ai1d also member ofthe Penn anent Committee
ShriChandeiRupchand of the International Association for Bridge and Stmctural Engineering. Slui
Alimcbandani Alimchai1dat1i was a.man of great ability. His contribution to the activities of
engineering profession and group, will remain as landmruk in the history of
this group.
Slui Alimchru1dani was well known for his dedication in the profession. Indiru1 National Group of the
International Association for Bridge ru1d Stmctural Engineering sincerely appreciates his conttibution to
the Group ru1d deeply moums his untimely death. 111e Group prays the almighty God to grru1t i;.'trength and
courage to the bereaved fainily to beru the loss.

May his soul rest in peace.

Shri DM Siddesh
111e Indiai1 National Group of the IABSE express their profound sorrow on the sad demise of Late Shri
DM Siddesh, Chitra.durga (Kai11ataka) on 10th July 2015. He was an active member of the Indiru1 National
Group of the IABSE. The Group prays the ahnighty God to grant strength and courage to the bereaved
frunily to beai the loss.

May his soul rest in peace.

The Bridge and Structural Engineer Vohnne 45 I Ntunber 2 IJlUle 2015 87

 INDIAN NATIONAL GROUP OF THE IABSE
OFFICE BEARERS AND MANAGING COMMITTEE MEMBERS - 2015

Chaiiman Pru.1 Member of the Executive Committee at1d

Technical Committee of the IABSE
1. Shri DO Tawade, Chief Engineer
(Coordinator-II), Ministiy of Road Transpott 11. Prof SS Chakraborty, Past Vice-President,
and Highways IABSE

12. Dr BC Roy, Vice President & Member,

Vice-Chaitmen
Technical Committee, IABSE
2. Shri Divakar Garg, Director General, Cential
I-I onoraiy Secretary
Public Works Department
13. Shri RK Pandey, Chief Engineer (Platmllig),
3. Shri MP Shanna, Member (Technical), National Minist1y of Road Trat1spo1t and Highways
Highways Authority oflndia
Members of the Executive Committee
4. Shri Alok Bhowmick, Managii1g Director, B&S 14. Shri AD Naiaii1, Fo1111er DG (RD) & Additional
Engineering Consultants Pvt. Ltd Secretaiy

5. Shri MV Jatkar, Executive Director (Technical), 15. Shri AK Bai1e1jee, Fo1mer Member (Technical),
Gammon IndiaLtd. NHAI

16. Shri AV Smha, Fonner DG (RD) & Special

Hononuy Treasurer
Secretaiy
6. TI1e Director General (Road Development)
17. Shri G Shatm1, Fo1mer DG (RD) & Special
& Special Secretaiy to the Govemment
Secretaiy
of India, Mii1istry of Road Trai1spo1t ai1d
Highways 18. Shri RP Indoria, Fonner DG (RD) & Special
Secretaiy
Honoraiy Members
19. Shri OP Goel, Fonner DG (Works)
7. ShriNiI1ai1Koshi,Fo1merDG (RD) &Additional
Secretaiy 20. Shri Shishii Bai1sal, Chief Project Mai1ager,
Delhi Tourism & Trat1sportation Development
8. Prof SS Chakraborty, Honoraiy Member & Past Co1p. Ltd.
Vice-President, IABSE Secretariat

Persons represented ING on the Executive 21. Shri RK Pandey, Secretaiy, ING-IABSE &
Committee and Technical Committee of the IABSE Chief Engllieer (Platmllig), Ministiy of Road
Trat1~po1t and Highways

9. Dr BC Roy, Vice President & Member, 22. Shri Ashish Asati, Diiector, ING-IABSE &
Technical Committee, IABSE General Mat1ager, National Highways Authority
of India
10. Dr Haisha:vai-cihan Subbata.o, Member,
23. Shri KB Shatma, Under Secretaiy, Indian
Technical Committee of IABSE & Chaiimat1 a
National Group of the IABSE
nd Managing Director, Constmma Com11ltai1cy
Pvt Ltd

88 Vohune 45 I Nmuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

 MEl\tlBERS OF THE MANAGING COMMITTEE - 2015
Rule-9 (a): A representative of the Union Ministry
of Road Transpott and Highways
I. Shri DO Tawade, Chief Engineer
(Coordinator-II), Minist1y of Road Transport &
Highways
Rule-9 (b) : A representative each of the Union
Ministries/Central Govemment
Departments making annual contribution
towards the fonds of the Indian National
Group of the IABSE as detem1ined by
the Executive Committee from time to
time
2. Shri Divakar Garg, Director General, CPWD
3. NHAI - nomination awaited
4. Ministty of Railways - nomination awaited
Rule-9 (c): A representative each of the State Public
Works Depattments!Union Tenitories
making annual conttibution towaids the
fonds ofthe Indian National Group ofthe
IABSE as detenuined by the Executive
Committee from time to time
5. Govt of AndhraPradesh - nomination awaited
6. Shri Katung Wahge, Chief Engineer, Westem
Zone, Govt of Arunachal Pradesh
7. Sh1i AC Bordoloi , Commissioner & Special
Secretaiy to the Govt of Assam
8. Govt ofBihar - nomination awaited
9. Govt of Chattisgati1 - nomination awaited
10. Sh1i Mukund Joshi, Engineer-in-Chief, Govt of
Delhi
11. Shri UP Paisekar, Chief Engineer (NH, R&B),
Govt of Goa
12. Govt of Gujarat - nomination awaited
13. Shri Rakesh Mat1ocha, Engineer-in-Chief, Govt
ofHatyatia
14. Govt ofHimachal Pradesh- nomination awaited
15. Govt of Jainmu & Kashmir - nomination
awaited
16. Govt of Jhatidiand - nomination awaited
Tbe Bridge and Structural Engineer
17. Govt ofKat11ataka - nomination awaited
18. Govt ofKerala- nomination awaited
19. Govt of Madhya Pradesh - nomination awaited
20. Shri CP Joshi, Chief Engineer, Govt of
Mahaiashtra
21. Shri 0 Nabakishore Singh, Additional Chief
Secretaiy (Works), Govt ofMat1ipur
22. Shri CW Momin, Chief Engineer (Standard),
PWD (Roads), Govt ofMeghalaya
23. Shri Lahuuankima Hemy, Chief Engineer
(Buildings), Govt ofMizoram
24. Govt ofNagalat1d- nomination awaited
25. Govt of Orissa- nomination awaited
26. Govt of Punjab - nomination awaited
27. Govt of Sikkim - nomination awaited
28. Shri KC Paiameswaian, Chief Engineer (H),
Projects, Highways Depattnent, Govt of Tamil
Nadu
29. Govt ofTripura- nomination awaited
30. Shri Yogendra Kumai Gupta, Chief Engineer
(Bridges), Govt ofUttai Pradesh
31. Govt ofUttaiakhat1d - nomination awaited
32. Shri Sagai Chakraborty, Suptd Engineer, Bridge
Plat111i.t1g Ci.tcle, Govt of West Bengal
33. UT Chandigaih Admn - nomination awaited
Rule-9 ( d): A representative each of the Collective
Members maki.t1g annual conttibution
towards the funds of the Indiat1 National
Group of IABSE as detenni.t1ed by the
Executive Committee from time to time
34. Major VC Ve1ma, Director (Mktg), Oriental
Structural Engi.t1eers Pvt Ltd
Rule-9 ( e): Ten representatives of Individual and
Collective Members
35. Shri G Sharan, Fonner DG (RD) & Special
Secretaty
Vohnne 45 I Ntunber 2 IJlUle 2015 89
36. Shri AK Bane1jee , Fonner Member (Technical),
NHAI
37. Shri AV Sinha, Fonner DG (RD) & Special
Secretary
38. Shri RP Indoria, Fonner DG (RD) & Special
Secretary
39. Shri V Velayutham , Fonner DG (RD) & Special
Secretary
40. Shri Alok Bhowmick, Managing Director, B&S
Engineering Consultants Pvt Ltd
41. Shri OP Goel, Fonner DG (Works)
42. Shri Ranjan Kumar Datta, Fonner ED, Jacobs-
CES
43. Shri Inde1jit Ghai, Chief Executive Officer,
Consulting Engineers Associates
44. Shri RS Mal1alaha
Rule-9 (f): Four representatives of Bridge and
Strnctural Engineering Fim1s
45. Shri MV Jatkar, Executive Director (Technical),
Gammon India Ltd
46. Shri Rajan Mittal, Managing Director, UP State
Bridge Corporation Ltd
47. Shri Smjit Singh, Vice President & Project
Director, IL&FC Engineering Constrnction Co
Ltd
48. Shri T Srinivasan, Vice President & Head -
Po1ts, Tunnels & Special Bridges, Larsen &
Toubro Ltd
Rule-9 (g) : Two representatives of the Engineering
Colleges I Technical Institutes I
Universities /Research Institutes
Rule-9 (h): Four representatives of Consulting
Engineering Fi1ms
51. Shri AD Narain, President, ICT Pvt Ltd
52. Shri Bageshwar Prasad, CEO (Delhi Region),
Constnuna Consultancy Pvt Ltd
53. Dr Ninnalya Bandyopadhyay, Director, STUP
Consultants Pvt Ltd
54. Shri Aditya Chander Shanna, Director -
Transpo1t, Ramboll India.Pvt Ltd
Rule-9 (i): Honorruy Treasurer of the Indiru1
National Group of the IABSE
55. The Director General (Road Development) &
Special Secretruy to the Govt of India
Rule-9 (j): Past-Chai1man of the Society, for a
period of three yerus, after they v acate
their Chairmanship
Rule-9 (k): Secretruy of the Indian National Group
oftheIABSE
56. Shri RK Pandey
Rule-9 (!): Persons \WO have been awruded
Honorruy Membership of the Pruent
Body
57. Shri Ninan Koshi
58. Prof SS Chakrabo1ty
Rule-9 (m): Persons represented ING on the
Executive Committee and Technical
Committee of the IABSE
59. Dr BC Roy
60. Dr Hrushavarcll1an Subbru-ao

49. Dr K Ramanjanelu, Strnctural Engineering Rule-9 (n): Past Members of the Executive
Research Centre, Madras Committee and Technical Committee of
the IABSE
50. Shri VL Patankar, Director, Indian Academy of
Highway Engineers 61. Prof SS Chakraborty
62. Dr BC Roy

90 Vohune 45 I Nmuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

 lVIinistry of Road Trans port & Highways, Government of India
Transport Bhavan, Parliament Street
New Delhi-110001
(Iutemational Competitive Bidding)
Notice Inviting Tender
No. RW/NH-1203711240/2014/J&K/NH-l Dated. 30.1!7.1015
1. lvlinistry of Road Transport & Highways (MoRT&H) invites RFQ Applications and RFP Bids tu!der single stage twu cover system (referred to as the "Biclrling
Process") for selection of the Bidder for award of the Project from the Applicants/Bidders interested in design, engineering, construction, development, finance,
operation & maintenance of the folloi.Wig project to be executed on Design, Build, Finance, Operate and Transfer (DBFOT) (Annuity) basis for a pre-agreed
concession period (the "Concession Period"):

Slate NH No. Name ofwodc Length Total Project Concession period

Cost(fPC)
Jammu & NH-1 (Old. Construction, Operation and Maintenance of Zozila Trnmel 14.083 km long Single Rs. 9090 crore 22 Years (inclucbng
Kashmir NH-lD) inclucbng approacl1es on National Highway No. 1 (Srinagar - Tube bi-directional construction period
Sonamarg - Gumri Road) in the State ofJ&K on Design, Build, tunnel With parallel of7 years)
Finance, Operate and Transfer (Annuity) basis egress tlUlllel
The MoRT &H has adopted a single stage twu cover system (referred to as the "Bidding Proces~') for selection of the Bidder for award of the Project. Under this
process, the RFQ application as well as RFP Bid shall be invited at single stage lmder two covers. Eligibility and qualification of the Applicant will be first examined
based on the details submitted under first cover(RFQ Application) with respect to eligibility and qualifications criteria prescribed in this RFQ docrnnenl The RFP
Bid rn1der the second cover shall be opened of only thoseApplicants whose RFQApplicationsare responsive to eligibility and qualifications requirements as per RFQ
document. The MoRT&H shall open on-line received RFP Bids after the evaluation ofRFQ Applications (vAlich shall be intimated separately), in the presence of the
Bidders, who choose to attend.
The scope of work broadly includes Civil, Electrical and Mechanical works of Zozila Tunnel (Single tube bidirectional tunnel with parallel egress tunnel) including
approaches (l 0.820 km Approach road, 60 m span Major Pmt Bridge and 700 m Snow Gallery) in betweenAppx km 94 to 119 on Srinagar Sonaniarg Gumri Road
(NH-I) in the state of J&K on Design, Build, Finance, Operate and Transfer (DBFOT) (Annuity) basis.
The Detailed RFQ and RFP doctunents can be viewed/downloaded from official portal ofMORTH http://wwwmorth.nic.in ore-procurement portal ofMORTH
https://morth.eproc.m from i August 2015 ~ to i November 2015 (l 7:00 Hours). Last date of sale of RFQ and RFP doctunents isl" Noveni>er 2015 (upto
17:00 Hours). Due date for submission ofApplications/Bids is on 2'' Noveni>er 2015 up to 11:00 Hrs. Opening ofApplications/Bids will be on 2nd November
JOlS, 11:30 Hrs.
To participate in bidding, Bidders have to pay a sum of Rs. 27,30,000 ('9,10,000 + 18,20,000)/- (Rupees avency seven lakh thirty tmuwid only) a~ the cost of
RFQ and RFPprocess (non-refWK!able) to "Minisuy of Road Tramport & Highways" and Rs. 1,295/- (R~ees oie tbomand M'o hurulred and ninecy m-e
only) towards tender procemng fee (non-retumable) to "Mis Cl India Pvt. Ltd." one-tender portal of MORTH https://morth.eproc.in through integrated online
payment gateway enabled on E-Tender portal.
It is mandatory for all Bidders to have Class-Ill Digital Signanire Certificate (in the name of person who will sign the Application/Bid) (Yllth both Signing and
Encryption Certificate) from any of the lice11sed certifying agency ('CAs") [Applicants can see the list oflicensed CAs from the link wwwcca.gov.in] to participate
in e-tendering ofMoRT&H.
DSC shoitld be in the name of the authorized signatory as authorized in Appendix 11 of RFQ and Appendix Ill of RFP. It should be in col]Jorate capacity (that is in
Applicant/Bidder capacity I in case of Consortium, in the Lead Member capacity, as applicable). The Applicant/Bidder shall submit doctunent in support of the class
Ill DSC.
The authorised signatory holding Power ofAttorney shall only be the Digital Signatory. ln case authorized signatory holding Power ofAttorney and Digital Signatory
are not the same, tl1eApplication/Bid shall be considered Non-Responsive.
Pre-bid meeting will be held on 7"' SEptember 2015 (11:00 Hrs) at Transport Bhawan, Parliame11t Street, New Dellu-110001. The Bidders who have paid the cost of
RFQ and RFPprocess of Rs. 27,30,000 /-only shall be permitted to attend the meeting.
Complete bid document can be submitted at e-tenderingportal ofMORTH https://morth.eproc.in. For participating in the bidding through E-tendering mode, please
refer the "Procedtire Under E-Tendering (lnstmctions to BiddersY' attached as a separate docrnnenl Please note that MoRT&H reserves the right to accept/rtject any
or all applications/bids without assigning any reason therefor.
To participate in the E-Bid submission, it is mandatory for the Bidders to get their finu/ Consortium registered iMth e-tendering portal ofMORTH https://morth.
eproc.in and to have user identification number & password (collectively referred to as the "ID and Password") which has to be obtained in Bidder's own name by
submittmg an annual registration charges (non reftmdable) ofRs.2280/- (Rs. 2,000 plus service tax@ 14%) (Rupees two thousand twu htmdred eighty only) to Mis C1
India Pvt. Ltd. through online payment only. The registration obtained, as mentioned above shall be valid for one year from date of its issuance and shall subsequently
be got renewed.
Amendments/Corrigendum for RFQ and RFP doctunents, if any, would be hosted on thee-tendering portal of MORTH https://morth.eproc.in.

Athlressfor Co11111rwtic11tio11.:
Mr. Dheeraj ,
Superintending Engineer (P-1),
Room No. 144, Transport Bhawan,
Ministry of Road Transport & Highways,
No.I, Parliament Street, New Delhi - 110001
Phone: 011-2331 4328 Fax: 011-23710358

Tbe Bridge and Stru ctural En gin eer Vohnne 45 I Ntunber 2 IJlUle 2015 91
 Ply-Krete Jd nt Systems
Jd nt Width Foam Seal FRP Ncsing

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High Movement Ratings
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92 Vohune 4 5 I Nmuber 2 I Jm1e 2015 Tlte Bridge and Structural Engineer

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Tbe Bridge and Structural Engineer Vohnne 45 I Ntunber 2 IJlUle 2015 93

 FORTHCOMING EVENT OF ING-IABSE
The Indian National Group of the Intemational Association for Bridge and Structural Engineering
(ING-IABSE) in association with Govt ofTelangana, R&B is organising two day Workshop on "Code of
Practice for Concrete Road Bridges: IRC:ll2" on 301h and 31" October 2015 at Hyderabad Programme
of the Workshop is as rn1der:

~PROGRAMME~

Friday, October 30, 2015

0830-0930 Registration
0930-1000 Inaugtuation
1000 - 1030 High-Tea

Session-I
1030 -1100 Overview & Scope - Pref. Maheslt Tamlon
1100 -1130 Basis ofDesign - Pref. Maluislt Tamlon
1130 -1215 Actions and their Combinations - Mr. Alok B1tl1Wlnick
1215 -1300 Material Properties and their Design Values - Pref. Maheslt Tamlon
1300-1330 Discussions for Session-I
1330 - 1415 Lunch

Session-2
1415-1500 Analysis - Mr. V.inay G11pta
1500 -1530 ULS of Linear Elements for Bending and Axial Forces - Mr. Ume.rlt Rajesltirke
1530 - 1600 Tea
1600-1630 Worked Example for Bridge Design with IRC 112 - Mr. Ume.rlt Rajesltirke
1630 -1715 Serviceability Limit State - Mr. Viliay G11pta
1715-1745 Discussions for Session-2

Saturday, October 31, 2015

Session-3
0930-1100 ULS of Shear, Ptmching Shear and Torsion - Mr. JS Palnlja
1100 - 1130 Tea
1130-1200 ULS of Induced Defom1ations
1200-1230 ULS of Two and Tiuee Dimensional Elements for Out
of Plane and In-Plane Loading Effects - Mr. VN HeuiUle
1230-1315 Prestressing Systems - Mr. Alok Blummick
1315 -1330 Discussions for Session-3
1330 - 1415 Lunch
Session-4
1415 -1500 Durability and Deterioration of Concrete Stmctiues - Mr Viliay Grtpta
1500 - 1530 Tea
1530 -1615 Detailing Requirements Including Ductility Detailing - Mr Alok Bltt1W1nick
1615 -1645 Discussions for Session-4
1645 -1730 Valedictory Session

94 Vohune 45 I Nrnuber 2 I Jtme 2015 Tlte Bridge and Structural Engineer

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