CONTENTS

S.No Item Description

1 Introduction

2 Codes & References

3 Design Concept / Approach

4 Design Loading:

4.1 Bending Moment & Deflection due to IRC Load Vehicle (Mid Span)

4.2 Bending Moment & Deflection due to IRC Load Vehicle (1/4th Span)

5 Test Loading

5.1 Bending Moment & Deflection due to Test Vehicle (Mid Span)

5.2 Bending Moment & Deflection due to Test Vehicle (1/4th Span)

6 Methodology For Load Test On Bridges (IRC:SP:51-2015 & IRC:SP:37-2010)

1 INTRODUCTION
The report comprises of test load, procedure and permissible deflection check for
22.2m RCC superstructure applicable to ROB @ 281+200 at 4-LANE ROB AT LEVEL CROSSING NO.102
(TIRUPATHI)
2 CODES & REFERENCES
IRC: 6 -2017 Standard Specifications and Code of Practice for Road Bridges
Section II-Load and Stresses.
IRC: SP:37-2010 - Guidelines for Evaluation of Load Carrying Capacity of Bridges
(First Revision)
IRC: SP:51-2015 - Guidelines for Load Testing of Bridges (First Revision)

3 DESIGN CONCEPT
* The proposal comprises of load testing of RCC Superstructure of 22.2m span.

* The superstructure is designed for Live load of 1 lane of 70R &

2 Lane of Class-A as per IRC 6:2017
* Commercial vehicles as specified in Table 2 of IRC:SP:37-2010 are used, the no. and
spacing of such vehicles has been worked out so as to produce equivalent B.M. and shear
at critical sections on those due to the standard IRC loading.

* Deflection shall be measured by LVDT/Dial gauges as mentioned in clause.

(Cl.4.8 of IRC:SP:51-1999/Cl.6.5 of IRC:SP 51:2015).

For IRC Vehicles

* Deflection for IRC Vehiles is found by loading the deck with one 70R Wheeled Vehicle for
every two Lane plus one Class A on remaining lane or Three lanes of Class A.
* Maximum deflection under each girder at Mid Span is noted.
*SV loading also checked for both ULS & SLS cases, but it is not governing case.
For Test Load Vehicle (TATA 2518)
* Deflection for Test Load Vehicle is found by loading the deck with 4 number of TATA 2518
Trucks placed in two rows suitabbly spaced to achieve maximum design bending moment.
* Maximum deflection under each girder at Mid Span and 1/4 th span is noted.

The details of the TATA 2518 Loading Trucks are as follow

33 T

38% 1.4 38% 3.2 24%

12.54 T 12.54 T 7.92 T
4 Design Loading
2 Lane Loading
One Lane of 70R Wheeled Load
Two lanes of Class A

Deflection Due to IRC Load Vehicle

Bending Moment Diagram Due to IRC Load Vehicle

4.1 Bending moments & Deflection due to IRC Load Vehicle (Mid Span)
Girder No Load case Moment (kNm) Deflection (mm)
OUTER GIRDER (G1) LC - 35 34 1.7
INNER GIRDER (G2) LC - 35 627 6.1
INNER GIRDER (G3) LC - 35 1215 11.1
OUTER GIRDER (G4) LC - 35 1813 14.4

4.2 Bending moments & Deflection due to IRC Load Vehicle (1/4 th span)
Girder No Load case Moment (kNm) Deflection (mm)
OUTER GIRDER (G1) LC - 111 13 1.3
INNER GIRDER (G2) LC - 116 494 5.0
INNER GIRDER (G3) LC - 116 1134 9.0
OUTER GIRDER (G4) LC - 117 1544 11.5

5 Test Loading
TATA 2518

Deflection Due to Test Vehicle

 Bending Moment Due to Test Vehicle

5.1 Bending moments & Deflection due to Test Load Vehicle (Mid Span)
Girder No Load case Moment (kNm) Deflection (mm)
OUTER GIRDER (G1) LC NO-1 250 1.9
INNER GIRDER (G2) LC NO-1 892 7.9
INNER GIRDER (G3) LC NO-1 1662 15.1
OUTER GIRDER (G4) LC NO-1 2126 19.3

5.2 Bending moments & Deflection due to Test Load Vehicle (1/4 th span)
Girder No Load case Moment (kNm) Deflection (mm)
OUTER GIRDER (G1) LC NO-1 203 1.5
INNER GIRDER (G2) LC NO-1 617 5.6
INNER GIRDER (G3) LC NO-1 1117 10.3
OUTER GIRDER (G4) LC NO-1 1442 13.2
 6 Methodology For Load Test On Bridges (IRC:SP:51-2015 & IRC:SP:37-2010)

Deflection Measurement:
Vertical deflections on the bridge (up to permissible deflection) will be measured by Total Station,
having least count of 0.1mm, fixed on firm supports.
Prism is positioned at the center of the length and 1/4th span of the bridge. Position of prism is
mentioned in the drawings.
Staging for instruments and that for observers should be quite independent.

i) Position of Load for Testing:

The method of loading adopted is point load reaction method. Loading is according to the IRC
Class – 70R loading and one Class A. Loading points are according to two multi axle vehicular
loading placed side by side. Placement of loading points is as shown in the drawings. Loading
points are worked out by coinciding centerline of span and C.G. of loading.

ii) Loading & Unloading Sequence:

The suggested stages of test load placement are 0%, 50%, 75%,90% to 100%. Unloading should also
carried out in the same stages. The next incremental loading should be added only after the
deflections under the previous load have stabilized and all the stipulated observations are
completed.
iii) Observations:
The final load will be observed for a period of 24 hour, deflection , ambient temperature will be
observed at a regular interval of 1 hr. appearance of cracks and their development, length , width,
location, orientation correlated with load., deformation of bearings, if any, will be checked.

iv) Measurement of Deflections:

Deflection is measured by Total Station having least count of 0.1mm. The positions of prisms are
shown in the drawings.

v) Correction for Temperature:

Temperature measurement is done at the bottom of the test span & adjoining span. Appropriate
correction shall be made for the temperature variation.
Final deflection shall be the algebraic sum of test vehicle deflection & deflection on unloaded structures
due to ambient temperature at same time of the day.

vii) Procedure:
The load effect on a span is produced by building up preweighed comprised of sand gunny bags in a truck. The
position of loading points (Truck Wheels) should be such a way that maximum bending moment is produced.
(Loading points are shown in drawings). And Next loading increment should be done by crane without
removing the loaded vehicle from bridge. Next load increment is applied only after the deflections under the
previous load have stabilized After the completion of loading cycle and maintained for 24 hrs, unloading is
started at same sequence, rebound readings are to be measured.
It is advisable to monitor the appearance and widening of flexural cracks at every stage of loading, so as to
decide about placement of nextincremental load. It is expected that the

load-deflection characteristics at every increment are linear and any abnormal behavior is
reflected in the load – deflection data. If the deflection observed exceeds the limit prescribed in
the code (or given by the designer) the further loading shall be stopped. Subsequent actions shall
be taken in consultation with appropriate authorities.
The structure should be inspected throughly prior to commencement , any crack observed at soffit of the
girder shall be recorded and Tell- tale shall be fixed for proper monitoring widening or movement of the crack.
viii) Percentage Recovery of Deflection
The percentage recovery could be calculated for values of deflection. The percentage recovery is
calculated at 24 hrs after removal of load. The calculation is done as follows after effecting
temperature and/or rotation correction to deflection data.

Initial value = R1
Final value after placement of test load = R2
Value at 24 hr after placement of test load = R3
Value immediately after removal of test load = R4
Value at 24 hrs after removal of test load = R5
Total deflection = R3-R1
Total recovery 24 hrs after removal of test load = R3-R5
% of recovery of deflection 24 hrs after removal of test load = (R3-R5)*100
(R3-R1)

IX) Acceptance Criteria

Type of Bridges Duration of retension of Test Minimum % recovery of Deflection at 24

Load (Hrs) hrs after removal of test load.
Reinforced concrete 24 75
Prestressed concrete 24 85
Steel 24 85
Composite 24 75

A general acceptance criterion for the behaviour of a structure under test load is that it shall
not show “visible evidence of failure” which include appearance of cracks of width more than
0.3mm, spalling or deflections which are excessive and incompatible with safety requirements.

The tabulation of all final deflections during loading & unloading together with temperature corrections
& other observations and any remedial measures due to any observed deflects or acceptance
recommendations will be submitted by final report.

All the instruments LVDT/DIAL guages shall be duly calibrated and valid calibration certificate shall be made
available for inspection.