2lwr PDF

LWR ON BALLASTED DECK
BRIDGES- UIC APPROACH
S. C. Mishra
Dy. CE( C ),KOTA,W.C.Rly.
D. W. Patre
Sr. DEN( N ),NGP,C.Rly.
INDEX
Sl. Description Page
No. No.
1 Introductory 1
2 Back ground for the report 1
3 Provisions in LWR manual 1
4 Provisions in UIC Code 2
5 Phenomenon of bridge with LWR 2
6 Parameters affecting Phenomenon-Bridge 3
7 Parameters affecting Phenomenon-Track 4
8 Track Behaviour 5
9 Behaviour of bridge 6
10 Action to be taken into account 8
11 Consequences for bridge and for track 9
12 Calculations with the use of graphs 11
13 Calculations with use of computer program 12
14 Conclusion 12
15 Specimen calculations 12
LWR on Ballasted deck bridges – UIC Approach
1.0 Introductory
LWR track is being laid in a dedicated way due to its advantage over
conventional jointed track. Ballasted deck bridges are also being extensively provided
to have homogeneous running quality on bridges. Under the circumstances, laying of
LWR on ballasted deck bridges is inescapable. But, as per LWR Manual very limited
provisions are made for laying of LWR on ballasted deck bridges.
2.0 Back ground for preparation of this report

While one of the author was associated with the commissioning of 54 km
double line diversion between Talvadiya & Khirkiya stations in Iterasi- Khandwa
section, LWRs were laid with expansion devices at the start and the end of each block
section on the following major/ important bridges.
Bridge No.
Name of Span
Bridge
603/1 Chhota Tawa 9x18.30mcomposite
girders with
ballasted deck.
617/1 Ghoda Pachhad 6x18.30 m do
621/3 Ruparail 3x18.30 m do
630/1 Patal 7x18.30 m do
634 A/1 Kalamachak 9x18.30 m do
Design calculations, based on UIC Code, for all the above bridges were
submitted to RDSO and CRS for approval to lay LWRs on ballasted deck bridges.
CRS approved laying of LWRs on the above ballasted deck bridges. Subsequently,
RDSO also issued general instructions to lay LWR as per UIC provisions. These
LWRs and also bridge structures are behaving satisfactorily. A specimen calculation
for laying LWR on 6x18.30 m ballasted deck composite girder bridge is annexed
with this report.
3.0 LWR on Ballasted deck bridge as per LWR manual
Para 4.5.6, 4.5.7 Bridges with ballasted deck (without bearings and with
bearings)
LWR/CWR can be continued over bridges without bearings like slab, box culverts
and arches.
LWR/CWR should not be continued over bridges with bearings.
4.0 CWR on ballasted deck as per UIC Code
Contrary to the above, world over all railways are laying CWR on ballasted
deck bridges with long spans.
As per UIC Code -720 R (Laying & maintenance of CWR track)

i) CWR should ideally be installed on bridges when the bridge itself is in
stress – free condition in order to minimize the effect of expansion of the
bridge on the longitudinal forces with rails.
ii) Switches should not be located over bridge bearing.
iii) It should be ensured that the presence of check rail or guard rails does not
generate additional Longitudinal forces in CWR track
UIC code – 774-3R (Track/bridge interaction Recommendation for

calculations) It stipulates the effect of force generated in the bridge/abutment
transition zones on the track alignment and stability of CWR track. This also
stipulates the use of CWR track without expansion joints on bridges.
4.1.0 Provision of UIC code for CWR on ballasted deck.
1) It is preferable to avoid expansion device in the track but it should always be

inserted at the free end of the deck if the total additional rail stress or
displacements exceed. The permissible values using the possibility of locating
the fixed support at the middle of the deck, it is possible to increase the length
of single deck carrying CWR.
- 60 m for steel structures carrying ballasted deck track (Max. length of deck
with fixed bearing in the middle – 120 m)
- 90 m for structures in concrete or steel with concrete slab carrying ballasted
deck track ( Max. length of deck with fixed bearing in the middle – 180 m)
2)The following deck configuration condition also permit laying of CWR on
ballasted deck bridge.
a) The track on the bridge and at least on 100 m of the embankment of both sides
of the bridge consists of CWR without a rail expansion of device.
(All the decks have the same static arrangement fixed support in the same position.)
The number of decks is more than 4, even though the simplified rule can still be
applied for bridge with 4 decks or less, as they can give an over conservative
estimate of support reaction.
In case of 35 degree C max temp. variation of decks, their length is less than 30
m.In case of 20 degree C max temp. variation of decks and no possibility of
frozen ballast, their length is less than 60 m.
In case of temperature variation of deck between 35 degree C and 20 degree C the

value of maximum permissible length of the decks can be interpolated
between 30 m & 60 m.
For reasons of life cycle costs and comfort, a railway bridge should be designed in
such a way that CWR is possible without rail expansion devices.
- One way of avoiding rail expansion devices on long bridges is to divide these
bridges into separate deck.
- In case of a succession of simple deck bridges the effects of action can be
reduced by shortening the length of the first and last decks.
4.2.0 Phenomenon of a bridge carrying CWR.
The use of an expandable deck, capable of moving relative to the CWR track,
introduces a discontinuity into the characteristics of the track bed. This discontinuity
is responsible for relative movements between the track bed and the track as the deck
expands and contracts, causing forces to be applied to the rails and the structure, as
well as changes in the additional stresses due to forces induced by traffic loads.
4.2.1 Review of the principles governing CWR.
In general, the rail is fixed to the sleeper by elastic fastenings, which apply a
predefined clamping force to secure the rail to the sleeper. This clamping force is
normally such that all the longitudinal movement of the rail is transmitted to the
sleepers, the resistance to rail/sleeper sliding being greater than the resistance to
longitudinal movement offered by the ballast, the rails are subject to longitudinal
force. CWR includes a central zone where expansion and contraction are completely
prevented and two breathing length at each end.
4.2.2 Effect of the presence of a bridge in the track.
Introducing a bridge under a CWR track means that the CWR track is resting
on a surface subject to the deformation and movements, hence causing displacement
of track.
Given that both track and bridges are able to move, any face or displacement that acts
on one of them will induce forces on other.
Interaction therefore takes places between track and the bridge as under.
- Forces applied to a CWR track induces additional forces into the track and / or into
bearing supporting the deck and movements of the track and of the deck.
- Any movement of the deck induces a movement of the track and an additional force
in the track and, indirectly, in the bridge bearings.
4.3.0 Parameter affecting the phenomenon -Bridge parameters
4.3.1 Expansion Lengths
In case of a simple deck bridge with a simply supported deck or a continuous

deck with the fixed elastic support at one end, the expansion length is the span length
or the total length of the deck, If the fixed elastic support is located at some
intermediate point, the deck is considered to have the expansion lengths, on either
side of the fixed elastic support.
More generally, the expansion length is the distance between the thermal centre point
and the opposite end of the deck. The position of the thermal centre point depends on
the position and type of support.
Four types are possible, fixed elastic, moving, moving friction and elastic. (fixed
elastic supports consist of a fixed bearing on a flexible structure on pier or abutment)
which elastic support consist of a flexible bearing on a flexible substructure.
In case of a succession of decks, the total expansion length at a certain joint is the sum
of the expansion lengths of the nearest decks.
4.3.2 Span length
Because of the fact that the vertical loading on the deck causes a longitudinal
displacement of the deck end, the span length influences the track / bridge
interaction.
4.3.3 Support stiffness
The resistance of the deck horizontal displacement is a fundamental parameter

as it affects all the interaction phenomena. This factor is determined primarily by the
total stiffness of the supports. The total support stiffness is composed of the stiffness
of each support. The stiffness of each support is composed of the stiffness of the
bearing and of the various components of the support, the pier, the base the
foundations and the soil in which they are embedded.
4.3.4 Bending stiffness of the deck
The bending stiffness of the deck is the parameter, is as much as the vertical
deformation of the deck displaces the upper edge of the deck in the horizontal
direction. This deformation also generates interaction forces.
4.3.5 Height of the deck
The distance of the upper surface of the deck slab from the neutral axis of the
deck and the distance of the neutral axis from the centre of rotation of the bearing
affecting the interaction phenomena due to the bending of the deck.
4.4.0 Track Parameters
4.4.1 Cross sectional area of the rail
The cross sectional area of the rail is an important parameter.
4.4.2 Track Resistance
The resistance of track per unit length to longitudinal displacement is an

important parameter. This parameter depends on large number of factors like, whether
track is loaded or unloaded, ballasted or not, the manner in which track is laid,
standard of track maintenance etc.
4.5.0 Track behaviour
Behaviour of the track on its supporting structure, taking into account the
type of track, is arrived at. The relationship between track displacement and force
applied depends on the track structure adopted, the standard of maintenance, any
defects that may be present, the vertical load applied to the rail and the frequency of
the forces applied.
4.5.1 Ballasted deck.
The resistance to longitudinal displacement depends on the following.

- The resistance of the rail to displacement relative to sleeper.
This resistance is provided by rail fastening and its magnitude
depends on the efficiency of the clamping action.
- The resistance of the sleeper / rail assembly to displacement
relative to the deck. This resistance is provided by the
tendency of the ballast to resist any movement of the sleeper
and by the friction between ballast and deck.
4.5.1.1 General principle governing track behaviour
The resistance of the track to longitudinal displacement is a function of the

displacement of the rails relative to its supporting structure . This resistance increases
rapidly while displacement remains low, but remains virtually constant once the
displacement has reached a certain magnitude.
The resistance to longitudinal displacement is higher on loaded track than on
unloaded.
4.5.1.2 Bilinear behaviour of the track
The above can be replaced by bilinear functions as shown below :

The relationship between resistance and displacement varies according to the type of
track structure and maintenance procedure adopted.
The conventional values assumed for ballasted deck, are as under :-
Displacement Uo between elastic and plastic zones –
Uo = 0.5 m for the resist of rail to sliding to the sleeper.
Uo = 2 mm for the resist of sleeper in the ballast.
20 kN/m for unloaded, and 60kN/m for loaded track is taken normally.
4.6.0 Behaviour of bridge

In order to study the track/bridge interaction on the bridge side the
following aspects have to be taken into consideration –
1) The static arrangement of the bridge
2) The behaviour of the bearings.
3) The behaviour of the supports.
4) The total support stiffness.
5) The bending behaviour of the deck.
4.6.1 Static arrangement
The static arrangement of a bridge is defined by the number of decks. The
number of supports for deck the position of fixed and movable supports,
the span length, the expansion length, and the positions of the rail
expansion devices, if any,
a)
Simply supported deck/no rail expansion device
Simply supported deck/with rail expansion device.

b)
Continuous deck/no rail expansion device fixed support at one end.
Continuous deck/with rail expansion device fixed support at on

c)
Continuous deck/no rail expansion device fixed intermediate support.
Continuous deck/with rail expansion device fixed intermediate support.

d)
Service of simply supported or continuous decks/no rail expansion
device.
Service of simply supported or continuous decks/with rail expansion

device.
4.6.2 Behaviour of the supports
4.6.2.1 Behaviour of the bearings
The types of bearings used and their characteristics have a major effect on the
resistance of the deck to displacement. In general the stiffness of a moving bearing is
usually ignored. For more accurate calculations and the case of a moving bearing with
a certain degree of elastic stiffness like elastomer bearing, the stiffness of the bearing
should be taken into account.
The value of coefficient of friction may very from 0% to 5 %
4.6.2.2 Resistance of the supports to horizontal displacement
The stiffness of the support including its foundation, to displacement along

with longitudinal axis of the bridge is given by
H (kN)
K= --------
i (cm)
p = displacement the head of the support
due
with i= p+ o+ h+ a to elastic deformation.
o = displacement the head of the support
due
to rotation of the foundation.
h = displacement at the support due
to horizontal movement of the
foundation.
a = The relative displacement between the
upper and lower part of the bearing.
The value of the displacement component is determined at the level of the bearing or
at the level at which other structural assemblies are connected to the supports.
4.6.2.3 Foundation stiffness
When calculating the stiffness of the foundations, it is necessary to select the

modulus of elasticity appropriate to the various load case. (temperature variations,
braking/ acceleration), taking into account the characteristics and geo-technical
parameters of the site.
The static modulus of elasticity is used when calculating temperature variation and
dynamic modulus when calculating the effect of braking and acceleration.
4.6.2.4 Total support stiffness
Usually, for braking actions, calculations of total support stiffness should

take account of the contributions of all support that resist the longitudinal
displacement. In most cases one single fixed support is considered, when there are
more than supports contributing to the total stiffness, the sum of their contributions
should be considered. In the case of bearings, the total elastic support stiffness is the
sum of all the supports, and the locations of the effective resulting fixed point should
be determined.
The total stiffness k tot is thus given by the kj + 2 ftj kN/cm where kj is the stiffness
of the support with fixed bearings and ftj is the friction resistance of the movable
bearings.
4.6.2.5 Bending behavior of the deck
Vertical traffic load on the bridge generate large track/bridge interaction

forces as a result of deck bending, which causes longitudinal displacement of the
upper edge of the deck end. The interaction effects depend primarily on the flexibility
of the deck and on the position of its neutral axis, but are also influenced by the
stiffness of the fixed elastic support and by the height of the deck.
Horizontal displacement of the deck due to traffic load remains constant when
considered along the neutral axis but varies when measured at the upper point of slab
supporting the track. The flexibility of the fixed support reduces the displacement
measured above by a constant amount equal to the backward displacement of the
support.
The displacements, which result in interaction between the deck and track generate
large forces in the track and supports.
4.6 Actions to be taken into account
4.6.1 Introduction
The cases that could lead to interaction effect are those that causes relative
displacement between the track and the deck.
The concern cases are as under-
1. The thermal expansion of the deck only in the case of CWR or the thermal
expansion of the deck and of the rail, whenever a rail expansion device is
present.
2. Horizontal braking and accelerating forces.
3. Rotation of the deck on its support is a result of the deck bending under
vertical traffic on the load.
4. Deformation of the concrete structure due to creep and shrinkage.
5. Longitudinal displacement of the support under the influence of the thermal
gradient.
6. Deformation of the structure due to the vertical temperature gradient.
In most cases the first three effects are of major importance for bridge design.
4.6.2 Action due to changes in temperature
The following aspects of temperature variations should be considered.

- Change in the uniform component of the temperature which causes a change in
length
in a free moving structure.
- Differences in temperature between the deck and the rails in the case of track with
an expansion device.
The reference temperature for a bridge is the temperature of the deck when the rail is
fixed. The temperature of the bridge does not deviate by more than + 35 degree
Celsius from the reference temperature and temperature of the rails does not deviate
by more than + 50 degree C. The difference in temperature between deck and rail
does not exceed + 20 degree C (In case of track with expansion device).
In case of CWR a variation of the temperature of the track does not cause a
displacement of the track and thus a there is no interaction effect due to variation in
the temperature of the track.
4.6.3 Action due to braking and acceleration
The braking and acceleration forces applied at the top of the rail are assumed
to be distributed evenly over the length under consideration with the following
standard values.
Accelerating = 33kN per meter /per track

Braking = 20kN per meter/per track.
These values are used for all types of track CWR or jointed, with or without
expansion device.
The braking acceleration forces are to be combined with the corresponding vertical
loads. In case of a bridge carrying two or more tracks, the acceleration forces on one
track are to be added and the braking forces on the other. Only two tracks need to be
considered.
The values for acceleration and braking as per Bridge Rules should be adopted .
4.6.4 Action due to bending of deck
Vertical traffic loads cause the deck to bend, which in tern causes rotation of
the end sections and displacement of the upper edge of the deck end. These
phenomena need to be considered for both deck ends.
4.7 Consequences for the bridge and for the track

All the above criteria to be satisfied are given below.
4.7.1 Combining the load case effect
For the calculation of the total support reaction and in order to compare the
global stress in the rail with permissible value set by the railway, the global effect R
is calculated as under :
R = R( T)+ R(breaking)+ R(bending)
The values of the coefficients for the support reactions, , , are combination
factors. For the calculation of the global values of rail stresses and displacement, ,
and all have the value 1 for continuous or simply supported decks.
4.8.2 Permissible additional stresses in continuous welded rail on the bridge
Total possible value for the increase of rail stresses due to the track/bridge
interaction.
The maximum permissible additional compressive rail stress in 72 N /mm2.

The maximum permissible additional tensile rail stress is 92 N/mm2.
4.7.2 Absolute and relative displacements
Limits have to be placed on the displacement of the deck and track in order to
prevent excessive deconsolidation of the ballast because if these were to occur, the
conditions mentioned in the previous section might no longer be met. The
displacement limits also play a roll in limiting indirectly the additional Longitudinal
stress in the rail.
These limits are as under :-

The max. permissible displacement between rail and deck or embankment under
breaking and / or acceleration forces is 4 mm.
For the same breaking / or acceleration forces the max. absolute horizontal
displacement of the deck abs is +/ - 5 mm if the rails run across one or both ends of
the bridge, embankment transition.
The max. permissible absolute horizontal displacement of the of the deck end without
the expansion device due to vertical bending is 10 mm.
In case of CWR on ballasted track with expansion devices, the maximum permissible
absolute horizontal displacement on the deck under the same loads is 30mm.
4.7.3 End Rotations of the deck
The end rotation of a bridge deck due to traffic loads is an important factor
determining satisfactory track / bridge interaction behaviour. In order to determined
an appropriate limit to the end rotation of the bridge deck it is necessary to consider
also other criteria such as dynamic effect (ballast maintenance ) and passenger
comfort.
Under vertical load, the displacement of the upper edge of the deck end must also be
limited, in order to maintain ballast stability. Obviously, the effects of this
displacement must be added to the effect of temperature variation and of braking/
acceleration.
This limit results in a maximum permissible value for deck end rotation. In case of
CWR ballasted track, the permissible displacement between the top of the deck end
and the embankment or between the top of the consecutive deck ends due to vertical
bending is 8 mm.
4.8.6 Support reactions
The interaction results in horizontal support reaction at the fixed elastic

supports, and these must be taken into account along with conventional support
reaction when calculating the structure support.
4.8.5 Rail expansion devices
It is preferable to avoid expansion devices in track, but one should always be

inserted at the free end of the track if the total additional rail stress or the same
mentioned displacement exceed the permissible values.
Using the possibility of locating the fixed support at the middle of the deck, it is
possible to increase the length of a single deck carrying CWR.
The proof will lead the following conclusion, the maximum expansion length of a
single deck carrying CWR without expansion device will be 60 m for steel structure
carrying ballasted track (with fixed bearing in the middle 120 m).
90 m for structure in concrete or steel with concrete slab carrying ballasted deck (with
fixed bearing in the middle 180 m)
It may be necessary to fit an expansion device in the track even when the
calculated stresses and displacements do not exceed the permissible values. This is the
case when daily variation of the length of the deck exceeds the permissible values
taking into account the track maintenance conditions. ( L is generally between10
and 15 )
4.9.0 Calculations with the use of design graphs
Calculations can be done using the design graphs to get interaction effect.
4.9.1 Calculations without interaction
In case of continuous welded rail, the max. Permissible additional

compressive rail stress due to temperature variation of the deck, breaking/acceleration
and deck end rotations is <= 72 N/mm2.
The max. permissible additional tensile rail stress due to temperature variation of deck
,braking/acceleration and deck end rotation is 92 N/mm2.
The maximum Permissible absolute horizontal displacement of the deck due to
breaking / acceleration is 5 mm.
The maximum permissible absolute horizontal displacement of the top of the deck
ends due to vertical bending ( including dynamic factor ) and calculated without
considering any interaction is 10 mm.
In case of a deck carrying CWR with an expansion devices at one end.
The maximum permissible absolute horizontal displacement of the deck due to

breaking / acceleration is 5 mm.
The maximum permissible absolute horizontal displacement of the top of the deck end
without the expansion device due to vertical bending is 10 mm.
In case of a deck carrying an expansion device at both ends or with jointed track the
maximum permissible absolute horizontal displacement of the deck due to
breaking/acceleration is 30 mm.
4.9.2 Calculations with interaction
The permissible displacement of 5mm due to breaking/acceleration is also to be

considered as a permissible relative displacement between two consecutive decks.
4.10.0 Calculations with a computer program
Computer program has been developed for track/bridge interaction analysis

which has been validated by field tests. With the help of this program simplified or
complete analysis of separate or simultaneous effects of thermal variations,
braking/acceleration forces, vertical deflections can be obtained.
4.11 Conclusion
As per provisions stipulated in UIC code, based on theoretical analysis of the
bridge and track , the LWR can conveniently be laid on ballasted deck bridges.
Detailed calculations are required to be made on case by case basis to know the
additional forces acting in bridge and also to know the LWR/bridge interaction and
vice – versa. The calculations can be done taking into account LWR forces as per UIC
code and other forces as per Bridge Rules. UIC report 774-3R can be utilized for
interactive design graph , this can also be done by computer program developed for
track- bridge analysis as field tests have validated the results of theoretical analysis.
For utilization of the above UIC report, a large number of bridge and track
parameters along with structural arrangements with load disposition and permitted
displacement is required. It is because of the difficulty in obtaining the above data for
each and every bridge and rigorous analysis to be done, that LWR Manual has
restricted laying of LWR on ballasted deck bridge with bearings.
4.12 Specimen calculation

Calculation sheets of ballasted deck bridge at bridge No.617/1 (chainage-
33.25 Km) of Itarsi –Khandawa section, 6x18.30 m span on composite girders with
ballasted deck is annexed for better appreciation.
TALVADIYA - KHIRKIYA MAIN LINE DIVERSION.
BRIDGE NO : 42 At km 33.26
RECAPITULATION TABLE AFTER ANALYSIS
Sr. No DESCRIPTION. Abutment Pier Wing wall Remarks
Prop. Rail level 269.295 S.B.C OF SOIL

Prop. Formation Level 268.625 AT FRL =
50.00
Prop. Soffit of super str. 266.793 266.79 T/sq.mt
Top of foundation 255.750 252.24
Bottom of foundation FRL 255.150 251.64
[1] Dimensional details.

(a)
(b) Batter from top to G.L : 1 in 7.500 10.00
(c) Batter G.L to top of founda.: 1 in 1.250 10.000
(d) Wodth up to face of abut. From back 8.419
(e) Prop. Total width 8.419 4.800
(f)
[2] (a) Pressure at found. level

Max. pressure 46.479 55.368
Min pressure 6.216 2.213
(b) At top of foundation

Max. pressure 41.959 101.846 Permissible stress
Min pressure 5.727 -25.077 for M-15
Comp : 500 T/sq.m
(c ) At ground level Tension : -50 T/sq.
Max. pressure 71.748 For M-20 it will
Min pressure -19.310 be more.
Prepared by Checked by
TALVADIYA - KHIRKIYA MAIN LINE DIVERSION. BR-42 , CH : 33255.
NEW BRIDGE NO : 42 , 6x18.3 MT.
Bridge no : At km Proposed Type

42 33.255 18.30 GB 1797 Total depth T-beam
1.1 DESIGN DATA AND ASSUMPTIONS

[A] SUPER STRUCTURE
Clear span 18300.00 mm
Dist. Up to inner face of dirt wall 765.00 mm
Dist. Up to center of pier 750.00 mm
Span from inner face of dirt walls 19.815 mt
Overall length of slab[deduct exp.joint 25mm] 19777.50 mt
Details of Girder 1797.00 1797.00 mm at ends
[a] Top flange width mm
PLATE GIRDER [b] Top flange thickness mm
AS PER RDSO DRG. [c] Sloped th. Of top fl. mm
WT 12 T PER GIRDER [d] Web th. mm
[e] Web ht mm
[f] Bottom bulb width mm
[g] Bottom bulb ht mm
[h] Bot. Bulb incl ht mm
[i] ht of end st. section mm
Thickness of pedestal with bearing pad 0.087 mm
Effective span [ proposed ] 18.985 mt
Dist of centre of bearing from face of dirt wall 0.415 mt
Proposed clear span will be 18300.00 mm
Width of pier 1500.00 mm
Span from centre of pier to inner face of dirt wall 19815.00 mm
Inner span in case of more than one span 19.815 mt

End span [ or single span ] 19.815 mt
Effective span 18.985 mt
Rail level [ proposed ] 269.295

Formation level [ proposed ] = Rail level -0.67 268.625
Existing Natural Ground level at abutment 258.150 mt
Top of deck level [ top of slab ] = formation lvl 268.625 mt
Overall width of deck [ out to out of balast retainer ] 12.10 mt
Over all width of slab without ballast retainers 11.70 mt
Overall depth of super structure 1797.00 mm
[B] SUB-STRUCTURE
Abutment RL in mt
Top of . bed block 266.741 Th. of pedestal with bearing 0.00
Depth of. Bed block 0.525
RL of start of rear batter 268.382 ABUTMENT PIER
Top of prop. bed block 266.741 Th. of prop. bed block 0.525 1.00
Bottom of prop. bed block 266.216 mt
PAGE NO : 1 - RO
Formation Lvl 268.625 mt

Bed level 258.150 mt Projections in foundations at ,
RL of end of front batter 258.150 mt Horizontal Vertical thk. Actual depth
Top of foundation 255.750 mt projection from FRL of projection
Depth of bottom of found. 0.600 mt Rear 0.30 0.60 0.600
Bottom of foundation 255.150 mt 1.200
Barrel length reqd. 12.10 mt 0.900
Height of rear batter 12.632 mt 0.600
Width of rear batter 3.609 mt 0.300
Thk. of central portion 1.215 mt
Front batter width mt
Thk. of prop. dirt wall 0.450 mt
Rear batter 1 in 3.5
2
Soil Bearing Capacity as per the Soil Investigation Report = 50.0 T/m
SOIL STRATA IS BASALIK HARD ROCK.
1.2 CALCULATION FOR HORIZONTAL FORCES BASED ON UIC - 774 - 3R
SIMPLY SUPPORTED DECK WITH ONE ELASTIC FIXED SUPPORT AND NO EXPANSION DEVICE.
DECK LENGTH = 19.82
DEFLECTION MAX. = 9.50 mm, assumed as L/2000
-1
Φ = Tan [ 9.50 x π ]
[ 9907.50 x 180.00 ]
= 0.00095887 RADIANS
ΦH = 0.00095887 x 1797.00 = 1.72 mm
1.2.1 RESISTANCE OF THE UNLOADED TRACK : A displacement of 2 mm and resistance of 20 kn/mt
RESISTANCE OF THE LOADED TRACK : A displacement of 2 mm and resistance of 60 kn/mt
Eventhough, both the supports are with sliding bearing , for analysis purpose , one support is treated as
elastic fixed support.
The stiffnes of the fixed support K :
Tractive and the breaking forces over the bridge will be from Bridge rules will be,
75.00 + 50.60 T for 20 mt span
This force will be distributed over two piers, hence force per pier will be , half of above.
= 62.80 T
Hence force per metre = 62.80 / 19.82 = 3.17 T/mt
= 31.69 kn/mt
PAGE NO : 2 - RO
β = Reduction factor = 0.50 from Table - 1
hence K = 31.69 x 0.50 x 19.82

5.00
= 62.80 and 62.80 / 19.8 = 3.17
= 3.17 L
SUPPORT REACTION
[1] F SUPPORT : Temperature
From App-A , fig : 6 , for span = 20 mt , K2 - k40 , support reaction = 200.0 Kn
∆T Deck 35 degree
F support ∆T Deck = 200.00 Kn
Hence for 17 degree = 200.00 x 17.00 / 35.00 = 97.1 Kn
[2] F SUPPORT breaking

From Appendix : A , figure 3 , for span = 20 mt , K2 - k60 , support reaction = 50.0 Kn
∆T Deck, breaking = 50.00 Kn

628.00
Hence for double track = ----------------------- x 50.00
20.00 x 19.82
= 79.23
[3] F SUPPORT : Vertical bending of deck.

[ For calculation of Gamma, detailed, drawings etc are needed, however, following has been taken,
From figure B-5 , for span = 20 mt , Gamma 0.5 / K-2 , support reaction = 100.0 Kn
∆T Deck, breaking = 100.00 Kn
Hence total reaction = 97.14 + 79.23 + 100.00 = 276.4 Kn

= 27.6 T
FOR ABUTMENT THE ABOVE WILL BE HALF i.e = 13.8 T
The above reactions will be considered due to continuation of LWR, along with forces due to tractive & Breaking.
PAGE NO : 3 - RO
0.45
[10] D
I 0.415
R
T
[15] BED
W BLOCK 0.525
1.215
(S1)
[14]
[2] 8.066
[9] 8.066
[11]
[13]
'G.L.
5.269 1.0750
[3] 2.400 (S2)

[12]
[1]
(S3)
0.300 3.609 1.215
0.241 1.0750 1.20
[5] [4] 0.60 1.92 0.30

0.600 0.60
SURCHARGE ACTIVE 8.419

EARTH PRESSURE
C/S OF ABUTMENT
ALL THE MOMENTS ARE CALCULATED FROM THIS POINT.
[C] DETAILS of wall
Thickness of prop. dirt wall = 0.45 = 450.0 mm
Proposed dist. From face of dirt wall to center of bearing = 415.00 mm
Min. Distance from center of bearing to edge of abutment = 350.00 mm
--------------
hence min width required at abutment top for prop. Bridge = 1215.00 mm
Width of abutment at bed blocl level = 1.215 = 1215.0 mm
PAGE NO : 4 - RO
DETAILS OF BATTER PROPOSED IN FRONT PORTION.

Height from bot. of proposed bed block to end of 1st batter = 8.066
Height from bot of bed block to GL = 8.066
Th. at G. L. with Batter of 1 in 7.5 = 8.066 / 7.500 +
= 1.0750 +
Width of batter up to end of 1st batter will be = 1.0750 mt
Height between end of 1st batter to top of exist. Foundation = 2.400
So, thickness With batter of 1 in 1.25 will be = 2.400 / 1.25
= 1.920
Additional width in front from face of abutment will be = 1.075 + 1.920
= 2.995 mt
Proposed projections in foundations at front portion
Horizontal Vertical
projection depth of it
Front 1st 0.30 0.60
Front 2nd
Front 3rd
Front 4th PCC
0.30
Widrh of foundation up to face of abut. = 8.419 + + +
= 8.419 mt
Total width at FRL 0.300 + 3.609 + 1.215
[Rear proj.] [Rear batter ] [Central portion]
+ + 1.0750 + 1.920 +
['Front batter] [Batter GL to top of found.]
Projections at bottom. + 0.30 + + +
[ all projections in the front ]
Total prop. Width at FRL = 5.124 + 2.9950 + 0.30 = 8.419
HENCE, THK. In front after face of abut. AT FRL = 2.9950 + 0.3000 -
= 3.295 mt
[D] LOADING : MBG loading
[E] EARTH PRESSURE : as per codal provisions at abutment.
2
Field density of soil 1.70 T/mt
2
Saturated weight of soil 1.80 T/mt
1.2 REFERENCES
( 1 ) Tender conditions
( 2 ) IRS Bridge rules
( 3 ) IRS code of practice for design of foundation & Sub structure
PAGE NO : 5 - RO
2.0 NORMAL LOADS

2.1 Super imposed dead load in T/mt
(a) Ballast retainer 2.0 x 0.105 x 0.05 x 0.75 x 2.50 = 0.020
(b) Wearing coat 11.700 x 0.075 x 2.500 = 2.194
(c) Ballast 400 Max 11.700 x 0.400 x 2.200 x 1.00 = 10.296
(d) PSC sleepers 2.00 x 0.810 = 1.620
rails etc i.e P. way
----------------
Total load in T/mt of deck width 14.13
However, 14.13 / 1.00 = 14.13
As for load of p.way, in normal practice of railway, load taken is = 6.75 T/mt
Hence total load 2.0 x 6.75 x 19.82 = 267.50 T From Central Span
6.75 x 19.82 = 267.50 T From End Span
PAGE NO : 6 - RO
PAGE NO : 7 - RO
2.3 TOTAL DEAD LOAD OF SUPER STRUCTURE

Central span End span
S.I.D.L. 267.50 267.50
GIRDERS 48.00 48.00
End widening
INT. DIAPHRAGMS
SLAB 131.87 131.87
END DIAPHRAGMS
--------------- ------------------
Total load in T will = 447.37 447.37
2.4 SUB STRUCTURE
2.4.1 SUB STRUCTURE for abutment :
The abutment sub structure has been provided with M-15 mass concrete
the section of the same is as shown in the figure.
Volume Weight
(i) Prop. Bed block 1.000 x 0.765 x 0.525 x 12.20 = 4.90 11.76
(ii) Proposed Dirt wall 1.000 x 0.450 x 1.884 x 12.20 = 10.34 24.82
----------------
Total volume = 15.24
Hence total wt. = 15.24 x 2.40 = 36.58 T
2.5 LIVE LOAD :
1 Max. live load reaction for foundation will be from span = 19.82 mt
From bridge rules for span = 19.82
Max live load on the above span = 200.00 T [ ref : IRS Bridge rules ]
Hence for two tracks loaded = 400.00 T [ ref : IRS Bridge rules ]
For two span loaded condition span = 39.63

Max live load on the above span = 356.70 T [ ref : IRS Bridge rules ]
IN CASE OF 2 TRACK BRIDGE = 713.40
Hence wt on pier = 356.70
CDA will not be considered for foundation design.
Tractive effort = 75.00 T

Braking force will be = 50.60 T
For two tracks force to be considered is 125.60
As per cl : 2.8.2.3 , above horizontal force will be dispersed to Min. 16 T for BG
Hence horizontal force to be considered for single track will be 59.00 T
Hence horizontal force to be considered for double track will be 93.60 T
hence reactiom on abutment will be half of the above = 46.80

Additional force of continuation of LWR will be = 13.82
Horizontal force at abutment will be = 60.62 T
PAGE NO : 8 - RO
FOR PIER : 2 span loaded condition will govern the design.

Hence , Tractive effort = 100.00 T
Braking force will be = 83.20 T
For two tracks force to be considered is 183.20
As per cl : 2.8.2.3 , above horizontal force will be dispersed to Min. 16 T for BG
Hence horizontal force to be considered for single track will be 84.00 T
Hence horizontal force to be considered for double track will be 151.20 T
Hence horizontal force at pier will be 75.60 T

Additional force of continuation of LWR will be = 27.64
Hence horizontal force at pier will be = 103.24 T
2.6 EARTH PRESSURE, EARTH LOAD, SURCHARGE
0
Angle of internal friction of earth filling = 30
0
= friction between wall and earth fill = 20
i = Surcharge = 0
α = Angle of earth face with vertical = degree
using coulomb's theory
φ
cos 2 (θ − α )
= 30.00
ka =
[ ]
α =
2
cos α cos(α + δ )1 +
2 sin (θ +δ )⋅sin (θ −i )
cos (α −δ )⋅cos (α −i )
δ = 20.00
Ι =
Cos2 ( φ−α ) = 0.750
Cos ( α +δ ) = 0.940
Sin ( φ+δ ) = 0.766
Sin ( φ+Ι ) = 0.500
Cos ( α −δ ) = 0.940
Cos ( α−Ι ) = 1.000
Cos ( δ ) = 0.940
SIN ( δ ) = 0.342
0.75
=
½ 2
0.77 x 0.50
0.94 1.0 + 0.94 x 1.00
0.75
= 2
0.94 1.00 + 0.64
PAGE NO : 9 - RO
= 0.2974
Hence Ka = 0.297
This force will act at normal to earth face abut. by angle delta
Hence horizontal component = 0.297 x cos (20) = 0.2795
And vertical component of earth pressure =
0.297 x Sin (20) = 0.10
Earth pr. coeff. Kh = 0.2795

2.6.1 Earth pressure on abutment system for foundation pressure check & design
Top of dirt wall = 268.625
Formation LVL. = 268.625
GL / Bed level = 258.150 D. from form TO GL = 10.475 mt
Bottom of abut. Foundation FRL = 255.150 D from form TO FRL = 13.475 mt
RL of top of foundation = 255.750 D from form TO TOF = 12.875
Ht. Between GL & FRL = 3.000
As the bridge is with two tracks
2
Surcharge pressure at top = 4.567 X 0.2795 = 1.276 T/mt
[ 13.7 / 3 ] Ka
2
Surcharge pressure at found. 0.832 X 0.2795 = 0.232 T/mt
13.7/(3+depth up to bottom of found.)
2
Surcharge pressure at GL 1.017 X 0.2795 = 0.284 T/mt
13.7/(3+depth up to ground level )
2
Sur. Pr. at top of foundation 0.863 X 0.2795 = 0.241 T/mt
13.7/(3+depth up to top of foundationl )
Hence ordinate of triangular force 1.276 - 0.284 = 0.992
Pa at top of dirt wall = 0.00 =

Pa at G.L = 10.475 X 0.279 X 1.800 = 5.269
hence Pa at foundation = same below G.L due to passive = 5.269
Dist between G.L to foundation = 258.150 - 255.15 = 3.000 mt
PAGE NO : 10 - RO
Formation level 268.63
10.475
G.L 5.269 258.15

2.400
Top of found. 255.75
5.269 0.600
Bot. of found. 255.15
Active earth pr. Diagram.
Hence total pressure at foundation lvl

[1] From Surcharge
(a) Ractangle 0.232 X 13.48 = 3.13
Acting at height/2 = 13.475 / 2.00 = 6.74
i.e RL = 261.89 mt
(b) Triangle 1.044 x 13.48 x 0.50 = 7.03
Acting at 2 h/ 3 = 2 x 13.475 / 3.00 = 8.98
i.e. R.L. = 264.13 mt
[2] From Active earth pressure
(a) Triangle up to G.L = 0.50 X 5.269 X 10.475 = 27.60
Acting at h/3 from GL = 10.475 X 0.33 = 3.492
i.e. R.L. = 261.642 mt
(b) Ractangle below GL 1.00 x 5.269 x 3.000 = 15.81

Acting at h/2 = 3.000 / 2.00 = 1.500
i.e. R.L. = 256.650 mt
[3] Vertical component of earth pressure
Total earth pressure on back face of the wall is = 27.597 + 15.807 = 43.404
Total EP on back face of the wall at TOF is = 27.597 + 12.646 = 40.242
Total EP on back face of the wall at GL is = 27.597 = 27.597
HENCE,
Vertical component of earth pressure will be = 43.404 / 0.279 x 0.102
= 15.794 T
Vertical component of EP AT Top of found. = 40.242 / 0.279 x 0.102
= 14.644 T
Vertical component of EP AT GL = 27.597 / 0.279 x 0.102
= 10.042 T
Acting at back surface of earth face i.e at centre of back inclined portion
PAGE NO : 11 - RO
3.0 ANALYSIS AND DESIGN FOR ABUTMENT
3.1 Summary of loads and moments at bottom of abutment structure

[1] Moment at toe of wall i.e end point on soil side
Data: Abutment RL in mt
Top of bed block = 266.741 Thk. of abut bed block 0.53
Bottom of bed block = 266.216 mt so, height of dirt wall = 1.88
Formation Lvl = 268.625 mt
Bed level = 258.150 mt
Top of foundation = 255.750 Projections in foundations at ,
Depth of bot. Of found. = 0.600 mt Horizontal Vertical
Bottom of foundation = 255.150 mt projection depth of it
Barrel length reqd. = 12.100 mt Rear 0.30 0.60
Top of dirt wall = 268.625 Front 1st
front 2nd
Top of exist. Bed block = 266.741
Top of exist. Found. = 255.750
Hence ht of exist. Back inclined portion =
Central Exist. Th of abut. = 1.215 mt
Ht of inclined portion = 266.74 - 255.750 = 10.99 mt
Width of rear inclined 3.609 width of foundation

Central portion 1.215 [a] Top of foundation = 4.82
Front inclination 1 in [b] Bottom of foundation = 5.12
Width of back projection 0.300 [c] at first projection = 5.12
Width of front 1st proj. [ Top of found. + rear projection + front 1st proj]
Width of 2nd projection [d] at 2nd projection = 5.12

Width of 3rd projection [e] at 3rd projection = 5.12
Centre of bearing from toe = 0.300 + 3.609 + 0.450 + 0.415

[Rear projec.] [Rear batter] [Dirt wall ] Dist. From face of dirt wall]
= 4.774 i.e load point of super structure
PAGE NO : 12 - RO
Abutment Top RL = 266.216 Bot RL = 255.150

Height of abut. 11.07 Dist of
Length Width Height Density Weight C.G from toe
Front triangle [1] 12.10 10.99 2.40
Central portion [2] 12.10 1.22 10.99 2.40 387.80 # 4.517
Rear Incl.portion [3] 12.10 1.80 10.99 2.40 575.96 # 2.706
Bottom block : [4] 12.10 4.82 0.60 2.40 84.05 # 2.712
Rear projection [5] 12.10 0.30 0.60 2.40 5.23 # 0.150
Wt. of soil on projection
On rear projection [13] 12.10 0.30 10.99 1.70 67.83 # 0.150
On rear inclined [14] 12.10 1.80 10.99 1.70 407.97 # 1.503
Ractangle [15] 12.10 3.91 1.88 1.70 151.49 # 1.955
EARTH PRESSURE Pressure Acting at Total pr. L.A from toe

Due to surcharge [ 9] 12.10 3.131 261.89 37.89 6.737
Surch. Triangle [10] 12.10 7.032 264.13 85.09 8.983
Earth pre. Upto GL [11] 12.10 27.597 261.64 333.92 6.492
Earth pr GL to FRL [12] 12.10 15.807 256.65 191.27 1.500
WT. AND MOMENT FROM FRONT PORTION OF M-25 CONC. Provided after face of abutment wall
Total pr. L.A from toe
Triangle up to GL [ S1 T] 12.10 0.5375 8.066 2.40 125.90 5.482
Rectangle G.L to top of f.[ S2] 12.10 1.075 2.400 2.40 74.92 5.662
Triangular [S3] 12.10 0.960 2.400 2.40 66.91 6.839
[ Projection - 1 [ S 4 ] 12.10 3.295 1.200 2.40 114.82 6.772
[ Projection - 2 [ S 4 "] 12.10 3.295 0.900 2.40 86.12 6.772
[ Projection - 3 [ S 5 ] 12.10 3.295 0.600 2.40 57.41 6.772
PCC projection has been avoided in taking weight.
width of foundation at foundation RL up to face = = 5.1240
width at front due to proposed batter & steps = = 3.2950
Total width at foundation 8.4190
PAGE NO : 13 - RO
[2] ANALYSIS FOR ABUTMENT FORCES TAKING MOMENT AT TOE OF WALL AT FRL
Sr. Load Vertical Horizontal force Lever arm Bending

No. Forces Parallel Perpendicular from toe moment
to Traffic to Traffic of wall at RL
255.150
1 Dead load of super

structure 223.69 4.774 1067.88
2 Live load 200.00 4.774 954.80
Footpath load
3 Sub structure
(a) Dirtwall 25.86 4.059 104.96
(b) Return wall
(c) Pedestal / Bed block 12.25 4.774 58.48
(d) Abut.cap 4.217
(e) Abutment
Front triangle [1]
Central portion [2] 387.80 4.517 1751.51
Inclined portion [3] 575.96 2.706 1558.54
Bottom block : [4] 84.05 2.712 227.95
Rear projection [5] 5.23 0.150 0.78
4 Earth pressure [9] 37.89 6.74 255.28

[10] 85.09 8.98 764.42
[11] 333.92 6.49 2167.70
[12] 191.27 1.50 286.90
5 Wt of soil on [13] 67.83 0.15 10.17

back projections [14] 407.97 1.50 613.18
[15] 151.49 1.95 296.09
Vertical comp of EP 15.79 2.10 33.24
6 Front portion of batter & steps

Sec. up to G.L [ S-1 ] 5.1240
[ S1 T] 125.90 5.4823 690.24
G.L to top of fond.[ S2] 74.92 5.6615 424.18
Triangular [S3] 66.91 6.8390 457.58
[ Projection - 1 [ S 4 ] 114.82 6.7715 777.53
[ Projection - 2 [ S 4 ] 86.12 6.7715 583.15
[ Projection - 3 [ S 5 ] 57.41 6.7715 388.77
[ Projection - 4
7 Longitudinal forces
(a) breaking 60.62 11.59 702.63
PAGE NO : 14 - RO
1 Normal:1+2+3++ 7 2684.00 708.79 14175.95

With live load
2 Normal : 1+3+4+5+6 2484.00 648.17 12518.52
Without Live load BREAKING AND LL ARE DEDUCTED
Case : 1 X bar = 5.28

Eccen. = B/2 -Xbar = 4.21 - 5.28 = -1.07
Hence absolute e = = 1.07
Total width B = 8.419 So, B / 6 = 1.40
Comparing B/6 & Eccentricity ,

provided Total B = 8.42 mt. is in order
Hence Eccen = 4.21 - 5.28 = -1.07
Hence Pmax = 2684.00 [ 6.00 X 1.072 ]

------------- -------------- X 1.00 + ------------------------------------]
12.10 x 8.419 [ 8.419 ]
2
Pmax = 26.35 X 1.76 = 46.48 T/mt Which is less than 50.0
(SBC)
2
Pmin = 26.35 X 0.236 = 6.216 T/mt Which is greater than 0.00
Hence Safe
PAGE NO : 15 - RO
3.2 Summary of loads and moments at GL for abutment structure

Top of bed block = 266.741 Th. of abut bed block
Top of foundation = 255.750
Barrel length reqd. = 12.100 mt
Top of dirt wall = : 268.625
Bottom of prop. bed block 266.216
Check given at Level = 258.150
Central str. Th of abut. = 1.215 mt
Ht. of back inclined portion = 266.22 - 258.150 = 8.066 mt
Width of rear inclined 1 in 4 = 2.305 Total width of foundation
Central portion = 1.215 at Ground level = 4.59
=
Inclined str. At GL 1.075
Front portion after face of abut. = 1.075
Centre of bearing from toe = + 2.305 + 0.450 + 0.42
[Rear batter] [Dirt wall ] Dist. From face of dirt wall]
Centre of bearing from toe 3.170 i.e load point of super structure
PAGE NO : 16 - RO
0.45
[10] D
I
R
[15] T
BED
W BLOCK
1.215
[1]
[14]
[2] 8.066
[9]
[11] [3]
[1A]
[13]
'G.L.
SURCHARGE ACTIVE 2.305 1.22 1.0750 LINE OF
EARTH PRESSURE STRENGTHENING
C/S OF ABUTMENT
ALL THE MOMENTS ARE CALCULATED FROM THIS POINT.
Abutment Top RL = 266.741 Bot RL = 258.15 So RL of toe = 258.15
Height of abut. Up to GL 8.59 Dist of C.G.
Length Width Height Density Weight from toe
Front ractangle [1] 12.10 8.066 2.40 3.520
Front triangle [1A] 12.10 0.538 8.066 2.40 125.90 3.878
Central portion [2] 12.10 1.215 8.066 2.40 284.60 # 2.912
Inclined portion [3] 12.10 1.152 8.066 2.40 269.91 # 1.536
[14] 12.10 1.152 8.066 1.70 191.18 # 0.768
[15] 12.10 2.305 2.409 1.70 114.20 # 1.152
EARTH PRESSURE Pressure Height Acting at Total pr. L.A. from toe
Due to surcharge [ 9] 12.10 0.28 10.475 263.39 36.01 5.238
Surcharge Triangle [10] 12.10 0.99 10.475 265.13 62.87 6.983
Active earth pressure[11] 12.10 5.27 10.475 261.64 333.92 3.492
PAGE NO : 17 - RO
[2] ANALYSIS FOR ABUTMENT FORCES TAKING MOMENT AT TOE OF WALL AT GL

258.150

structure 223.69 3.170 708.99
2 Live load 200.00 3.170 633.91
Footpath load
3 Sub structure
(a) Dirtwall 25.86 2.455 63.47
(b) Return wall
(e) Abutment
Front triangle [1] 3.520
Front triangle [1A] 125.90 3.878
Central portion [2] 284.60 2.912 828.77
4 Earth pressure [9] 36.01 5.24 188.61

[10] 62.87 6.98 439.04
[11] 333.92 3.49 1165.94
5 Weight of soil on back

inclined portion [14] 191.18 0.77 146.87
[15] 114.20 1.15 131.59
Vertical comp of EP 10.04 0.5375 5.40
(a) breaking 60.62 8.59 520.78
1 Normal:1+2+3+4+5+6 1457.63 493.42 5286.86

With live load
2 Normal : 1+3+4+5 1257.63 432.80 4132.17
PAGE NO : 18 - RO
X bar = 3.63
Eccen = B/2 -Xbar = 2.30 - 3.63 = -1.33
Total width B = 4.59 B/6 = 0.77
Width B = 4.595 mt.

Hence Eccentricity = 2.30 - 3.63 = -1.33
Hence Pmax = 1457.63 [ 6.00 X 1.330 ]

------------- -------------- X 1.00 + ------------------------------------]
12.10 x 4.595 [ 4.595 ]
Pmax = 26.22 X 2.74 = 71.75 T/mt2

Pmin = 26.22 X -0.737 = -19.310 T/mt2
PAGE NO : 19 - RO
3.3 SUMMARY & ANALYSIS AT TOP OF FOUNDATION FOR ABUTMENT.
0.45
[10] D
I 0.415
R
T
[15] BED
W BLOCK 0.53
1.215
(S1)
[14]
[2] 8.066
[9] 8.066
[11]
(S1T)
[13]
'G.L.
5.269 LINE OF
[3] 2.400
[12]
[1]
0.300 3.609 1.215 1.9200

0.241 4.824 (S4)
[8]
SURCHARGE ACTIVE
EARTH PRESSURE
C/S OF ABUTMENT
ALL THE MOMENTS ARE CALCULATED FROM POINT
PAGE NO : 20 - RO
3.3.1 Earth pressure on abutment system for foundation pressure check & design
Top of dirt wall = 268.625

Formation LVL. = 268.625
GL / Bed level = 258.150 Depth from formation lvl = 10.475 mt
Bottom of abut. Foundation FRL = 255.150
RL of top of foundation = 255.750 Depth from formation lvl = 12.875
Ht. Between GL & TOP OF FOUN. = 2.400
2
Surcharge pressure at top = 4.567 X 0.2795 = 1.276 T/mt
[ 13.7 / 3 ] Ka
2
Surcharge pressure at top of found. 0.863 X 0.2795 = 0.241 T/mt
13.7/(3+depth up to top of found.)
Pa at top of dirt wall = 0.00 =
Pa at G.L = 10.475 X 0.279 X 1.800 = 5.269
hence Pa at foundation = same below G.L due to passive = 5.269
Dist between G.L to top of found = 258.150 - 255.75 = 2.400 mt
Formation level 268.63
10.475
G.L 5.269 258.15

2.400
Top of found. 255.75
5.269 0.600
Bot. of found. 255.15
Active earth pr. Diagram.
PAGE NO : 21 - RO
Hence total pressure at foundation lvl

[1] From Surcharge
(a) Ractangle 0.241 X 12.875 = 3.10
Acting at height/2 = 12.875 / 2.00 = 6.44
i.e RL = 262.19 mt
(b) Triangle 1.035 x 12.875 x 0.50 = 6.66
Acting at 2 h/ 3 = 2 x 12.875 / 3.00 = 8.58
i.e. R.L. = 264.33 mt
[2] From Active earth pressure
(a) Triangle up to G.L = 0.50 X 5.27 X 10.475 = 27.60
Acting at h/3 from GL = 10.475 X 0.33 = 3.492
i.e. R.L. = 261.642 mt
(b) Ractangle below GL 1.00 x 5.27 x 2.400 = 12.65

Acting at h/2 = 2.400 / 2.00 = 1.200
i.e. R.L. = 256.950 mt
[3] Vertical component of earth pressure
Total earth pressure on back face of the wall is = 27.597 + 12.646 = 40.242
HENCE,
Vertical component of earth pressure will be = 40.242 / 0.279 x 0.102
= 14.644 T
Acting at back surface of earth face i.e at centre of back inclined portion
3.4 ANALYSIS AND DESIGN FOR ABUTMENT

3.4.1 Summary of loads and moments at top of foundation at
Top of bed block = 266.741 Thk. of abut bed block 0.53
Top of foundation = 255.750
Depth of bot. Of found. = 0.600 mt
Bottom of foundation = 255.150 mt
Barrel length reqd. = 12.100 mt
Top of dirt wall = 268.625 255.750
Top of exist. Bed block = 266.741

Top of exist. Found. = 255.750
Hence ht of exist. Back inclined portion =
Central Exist. Th of abut. = 1.215 mt
Ht of inclined portion = 266.74 - 255.750 = 10.99 mt
PAGE NO : 22 - RO
Width of rear inclined 3.609 Total width up to face of abutment

Central portion 1.215 [a] Top of foundation = 4.82
Front inclination 1 in [b] Bottom of foundation = 4.82
Centre of bearing from toe = 3.609 + 1.22 - 0.415

[Rear inclined] [Central portion] [Dist. From face of dirt wall to center of bearing]
Abutment Top RL = 266.216 Bot RL = 255.750

Height of abut. 10.47 Dist of
Length Width Height Density Weight C.G from toe
Front triangle [1] 12.10 10.99 2.40
Central portion [2] 12.10 1.22 10.99 2.40 387.80 # 4.217
Rear Incl.portion [3] 12.10 1.80 10.99 2.40 575.96 # 2.406
On rear inclined [14] 12.10 1.80 10.99 1.70 407.97 # 1.203
Ractangle [15] 12.10 3.61 1.88 1.70 139.86 # 1.805
EARTH PRESSURE Pressure Acting at Total pr. L.A from RL

255.750
Due to surcharge [ 9] 12.10 3.105 262.19 37.57 6.438
Surch. Triangle [10] 12.10 6.663 264.33 80.62 8.583
Earth pre. Upto GL [11] 12.10 27.597 261.64 333.92 5.892
Earth pr GL to TOP [12] 12.10 12.646 256.95 153.01 1.200
WT. AND MOMENT FROM FRONT PORTION OF STRENGTHENING IN M-200 CONC. WITH DOWELLING
Total pr. L.A from toe
Sec. up to G.L [ S-1 ] 12.10 8.066 2.40 4.824
[ S1 T] 12.10 0.5375 8.066 2.40 125.90 5.182
G.L to top of fond.[ S2] 12.10 1.075 2.400 2.40 74.92 5.362
Triangular [S3] 12.10 0.960 2.400 2.40 66.91 6.539
Total width of existing foundation at top of found = = 4.8240

Additional width at front due to strengthening = = 2.9950
PAGE NO : 23 - RO
[2] ANALYSIS FOR ABUTMENT FORCES TAKING MOMENT AT TOE OF WALL AT FRL

255.750

structure 223.69 4.409 986.23
2 Live load 200.00 4.409 881.80
Footpath load
3 Sub structure
(a) Dirtwall 25.86 3.759 97.20
(b) Return wall
(d) Abut.cap 4.217
(e) Abutment
Front triangle [1]
Central portion [2] 387.80 4.217 1635.17
4 Earth pressure [9] 37.57 6.44 241.86

[10] 80.62 8.58 691.99
[11] 333.92 5.89 1967.35
[12] 153.01 1.20 183.62
5 Wt of soil on [13]
back projections [14] 407.97 1.20 490.79
[15] 139.86 1.80 252.38
Vertical Comp of EP 14.64 1.80 26.43
6 Strengthened portion
Sec. up to G.L [ S-1 ] 4.8240
[ S1 T] 125.90 5.1823 652.47
G.L to top of fond.[ S2] 74.92 5.3615 401.70
Triangular [S3] 66.91 6.5390 437.51
(a) breaking 60.62 10.99 666.26
PAGE NO : 24 - RO
1 Normal:1+2+3++ 7 2255.76 665.74 11052.51

With live load
2 Normal : 1+3+4+5+6 2055.76 605.12 9504.45
Case : 1 X bar = 4.90

Eccen. = B/2 -Xbar = 3.91 - 4.90 = -0.99
Total width B = 7.82 So, B / 6 = 1.30
Comparing B/6 & Eccentricity ,

provided Total B = 7.82 mt. is in order
Hence Eccen = 3.91 - 4.90 = -0.99
Hence Pmax = 2255.76 [ 6.00 X 0.990 ]

------------- -------------- X 1.00 + ------------------------------------]
12.10 x 7.819 [ 7.819 ]
2
Pmax = 23.84 X 1.76 = 41.96 T/mt
2
Pmin = 23.84 X 0.240 = 5.727 T/mt Which is greater than -5.00
Hence Safe
PAGE NO : 25 - RO
3.3 ANALYSIS AND DESIGN FOR PIER Bridge No. 42

3.3.1 Summary of loads and moments at bottom of pier str.
Moment at FRL
Data: Pier RL in mt
Top of bed block = 266.741 mt. Thk. of pier bed block = 1.00
Bottom of bed block = 265.741 mt.
Formation Lvl = 268.625 mt.
Bed level = 253.073 mt.
Top of foundation = 252.240 mt. Projections in foundations at ,
Depth of bot. of found. = 0.600 mt. Horizontal Vertical
Bottom of foundation = 251.640 mt. projection depth of it
Str.Pier length required = 6.925 mt.
Pier length for design = 8.425 mt.
Width of pier = 1.500 mt. 1st proj. 0.300
2nd proj.
Top of exist. Bed block = 266.741 mt. 3rd proj.
Top of exist. Found. = 252.240 mt.
Width of batter
at top of found. = mt
Total 0.300
DETAILS AT PIER
Top Width of exist. Pier = 1.500 mt.
Width at top of foundation = 1.500 mt.
Width at bottom of foundation = 1.500 mt.
= 2.000 x 1.350
proposed batter = 2.700 mt. [ Total of both sides ]
Additional thicknesses at
1st proj. 0.30 0.300
2nd proj.
3rd proj.
4th proj.
5th proj.
Hence total width at foundation = 1.500 + + 2.700 + 0.60
= 4.800 mt.
Hence total length of foundation at FRL

= 8.425 + 2.700 + 0.60 + +
= 11.725
Height from bot of proposed bed block to top of foundation =

265.74 - 252.240 = 13.501 mt.
PAGE NO : 26 - RO
1500
RL of Top of Bedblock = 266.741
1500.00
14501
Proposed batter 1 in 10
RL of top of foundation = 252.240
1500
4800 (Total width of foundation WITH BATTERS)
CROSS SECTION OF PIER AFTER STRENGTHENING
Width at top of foundation = 1500.00 + 2700.00 = 4200.00 mm

= 4.200
Preoposed batters :
Ht. from bot. of bed block to GL = 265.741 - 253.07 = 12.67
Ht. from GL to top of foundation = 253.073 - 252.24 = 0.83
From top to G.L 1 in 10.00 = 12.668 / 10.00 = 1.267 mt
From GL to TO fn 1 in 10.00 = 0.833 / 10.00 = 0.083 mt
Hence additional width at top of foundation
10.00 1.350
pier : Average width of pier= [ 1.50 + 1.50 ] / 2.0 = 1.50
1.50 X 14.101 X 8.43 X 2.40 = 427.68
Projections 0.300 X 8.43 X 2.40 =
8.43 X 2.40 =
8.43 X 2.40 =
8.43 X 2.40 =
8.43 X 2.40 =
PAGE NO : 27 - RO
M-20
Top straight 14.101 X 8.43 X 2.40 =
Batter 1.350 X 14.101 X 8.43 X 2.40 = 384.91
Projections 0.60 X 0.300 X 8.43 X 2.40 = 3.64
8.43 X 2.40 =
8.43 X 2.40 =
8.43 X 2.40 =
8.43 X 2.40 =
816.24
Centre of bearing 0.375 i.e load point of super structure
Pier Top RL = 266.741 Bot RL = 255.15

Height of pier 11.59
Total width of existing foundation at foundation RL = = 1.50
Additional width due to BATTERS = = 3.300
---------------
251.640

structure 447.37
2 Live load [ one span ] 200.00 0.375 75.00
Two span loaded. 356.70
3 Sub structure
Pier 816.24
(a) Tractive ( one span 60.62 11.59 702.63
(a) Tractive ( two span 103.24 11.59 1196.63
1 Normal:1+2+3++ 7 1463.61 60.62 777.63
live load one span
2 Normal : 1+3+4+5+6 1620.31 103.24 1196.63
Live load two span
PAGE NO : 28 - RO
Area of the foundation = 11.725 x 4.800 = 56.28 mt2
Modulus of section = 1 / 6 x B x D 2 = 45.02 mt2
P M 1620.31 1196.63
Hence Pmax = -------------- + ------------- = ----------------- + ---------------
A Z 56.28 45.02
= 55.37 T/mt2 Which is less than 50.0
P M 1620.31 1196.63
Hence Pmin = -------------- - ------------- = ----------------- - ---------------
A Z 56.28 45.02
= T/mt2
Which is greater than 0.00
2.21
Hence Safe
AS ROCKEY STRATA IS MET WITH, AND ANCHORS HAVE ALREADY BEEN PROVIDED
THE SMALL AMOUNT OF TENSION, IS NEGLIGIBLE, AND WILL BE TAKEN CARE BY
ROCK ANCHORES PROVIDED.
CHECK AT TOP OF FOUNDATION FOR PIER.

EXISTING DETAILS AT PIER
Top Width of exist. Pier = 1.500 mt.
Width at top of foundation = 1.500 mt. Hence batter in Pier = 1 in
Width at bottom of foundation = 1.500 mt.
DETAILS OF PIER :
thk. At top of foundation due to batter = 2.000 x 1.350
= 2.700 mt. [ Total of both sides ]
Hence width at top of foundation = 1.500 + + 2.700

= 4.200 mt.
Height from bot of proposed bed block to top of foundation =

265.74 - 252.240 = 13.50 mt.
PAGE NO : 29 - RO
1500
RL of Top of Bedblock = 266.741
1500.00
14501
Proposed batter 1 in 10
RL of top of foundation = 252.240
1500
4800 (Total width of foundation )
CROSS SECTION OF PIER
Width at top of foundation 1500.00 + 2700.00 = 4200.00 mm

= 4.200
Preoposed batters :
Ht. from bot. of bed block to GL = 265.741 - 253.07 = 12.67
Ht. from GL to top of foundation = 253.073 - 252.24 = 0.83
From top to G.L 1 in 10.00 = 12.668 / 10.00 = 1.27 mt

From GL to TO fn 1 in 10.00 = 0.833 / 10.00 = 0.08 mt
Hence additional width at top of foundation
= 1.350
Central portion
of pier : Average width of pier= [ 1.50 + 1.50 ] / 2.0 = 1.50
Self weight of pier 1.50 X 13.501 X 3.82 X 2.40 = 185.67
M-25
Top straight 13.501 X 8.43 X 2.40 =
Batter 1.350 X 13.501 X 8.43 X 2.40 = 368.56
PAGE NO : 30 - RO
554.23
Centre of bearing 0.375 i.e load point of super structure
Pier Top RL = 266.741 Bot RL = 252.24

Height of pier 14.501
Wwidth of existing foundation at top of foound. = = 1.50
Additional width at front due to batter = 2.700
---------------

252.240

structure 447.37
2 Live load [ one span ] 200.00 0.375 75.00
Two span loaded. 356.70
3 Sub structure
Pier 554.23
(a) breaking 65.62 14.50 951.54
103.24 14.50 1497.05
1 Normal:1+2+3++ 7 1358.30 103.24 1572.05
live load 2 span
1358.30
BREAKING AND LL ARE DEDUCTED
PAGE NO : 31 - RO
Area of the foundation = 8.43 x 4.20 = 35.39 mt2
Modulus of section = 1 / 6 x B x D 2 = 24.77 mt2
P M 1358.30 1572.05
Hence Pmax = -------------- + ------------- = ----------------- + ---------------
A Z 35.39 24.77
= 101.85 T/mt2 for M-20 conc safe.
= 10.18 kg/sq.cm
P M 1358.30 1572.05
Hence Pmin = -------------- - ------------- = ----------------- - ---------------
A Z 35.39 24.77
= -25.08 T/mt2 = -2.51 kg/sq.cm
PAGE NO : 32 - RO

2lwr PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

2lwr PDF

Uploaded by

Copyright:

Available Formats

LWR ON BALLASTED DECK

BRIDGES- UIC APPROACH

2.0 Back ground for preparation of this report

3.0 LWR on Ballasted deck bridge as per LWR manual

As per UIC Code -720 R (Laying & maintenance of CWR track)

UIC code – 774-3R (Track/bridge interaction Recommendation for

4.1.0 Provision of UIC code for CWR on ballasted deck.

1) It is preferable to avoid expansion device in the track but it should always be

In case of temperature variation of deck between 35 degree C and 20 degree C the

4.2.0 Phenomenon of a bridge carrying CWR.

4.2.1 Review of the principles governing CWR.

4.2.2 Effect of the presence of a bridge in the track.

4.3.0 Parameter affecting the phenomenon -Bridge parameters

4.3.1 Expansion Lengths

In case of a simple deck bridge with a simply supported deck or a continuous

4.3.2 Span length

4.3.3 Support stiffness

The resistance of the deck horizontal displacement is a fundamental parameter

4.3.4 Bending stiffness of the deck

4.3.5 Height of the deck

4.4.0 Track Parameters

4.4.1 Cross sectional area of the rail

The cross sectional area of the rail is an important parameter.

4.4.2 Track Resistance

The resistance of track per unit length to longitudinal displacement is an

4.5.1 Ballasted deck.

The resistance to longitudinal displacement depends on the following.

4.5.1.1 General principle governing track behaviour

The resistance of the track to longitudinal displacement is a function of the

4.5.1.2 Bilinear behaviour of the track

The above can be replaced by bilinear functions as shown below :

4.6.0 Behaviour of bridge

Simply supported deck/with rail expansion device.

Continuous deck/with rail expansion device fixed support at on

Continuous deck/with rail expansion device fixed intermediate support.

Service of simply supported or continuous decks/with rail expansion

4.6.2 Behaviour of the supports

4.6.2.1 Behaviour of the bearings

4.6.2.2 Resistance of the supports to horizontal displacement

The stiffness of the support including its foundation, to displacement along

4.6.2.3 Foundation stiffness

When calculating the stiffness of the foundations, it is necessary to select the

4.6.2.4 Total support stiffness

Usually, for braking actions, calculations of total support stiffness should

4.6.2.5 Bending behavior of the deck

Vertical traffic load on the bridge generate large track/bridge interaction

The concern cases are as under-

4.6.2 Action due to changes in temperature

The following aspects of temperature variations should be considered.

4.6.3 Action due to braking and acceleration

Accelerating = 33kN per meter /per track

4.6.4 Action due to bending of deck

4.7 Consequences for the bridge and for the track

4.7.1 Combining the load case effect

4.8.2 Permissible additional stresses in continuous welded rail on the bridge

The maximum permissible additional compressive rail stress in 72 N /mm2.

4.7.2 Absolute and relative displacements

These limits are as under :-

4.7.3 End Rotations of the deck

4.8.6 Support reactions

The interaction results in horizontal support reaction at the fixed elastic

4.8.5 Rail expansion devices

It is preferable to avoid expansion devices in track, but one should always be