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RSI Analysis for Baiguda Bridge

The document presents an analysis of a steel composite girder bridge with a ballasted track located at Baiguda-Kakiriguma Station. Key findings indicate that while additional rail stresses and relative horizontal displacements are within permissible limits, the absolute horizontal displacement due to braking exceeds limits, necessitating the introduction of a Structural Expansion Joint (SEJ) 15m from the abutment. The analysis concludes that the Long Welded Rail (LWR) can continue on the bridge with the SEJ implemented at the approach.

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Ganga bridge 111
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23 views7 pages

RSI Analysis for Baiguda Bridge

The document presents an analysis of a steel composite girder bridge with a ballasted track located at Baiguda-Kakiriguma Station. Key findings indicate that while additional rail stresses and relative horizontal displacements are within permissible limits, the absolute horizontal displacement due to braking exceeds limits, necessitating the introduction of a Structural Expansion Joint (SEJ) 15m from the abutment. The analysis concludes that the Long Welded Rail (LWR) can continue on the bridge with the SEJ implemented at the approach.

Uploaded by

Ganga bridge 111
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© All Rights Reserved
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RSI ANALYSIS OF STEEL COMPOSITE

GIRDER WITH BALLASTED TRACK

IRICEN, PUNE

PRESENTED BY
ASHUTOSH KUMAR SHUKLA
Dy CE/C/Design/ECoR/BBS
BRIDGE DETAILS

Bridge Location:- BAIGUDA-KAKIRIGUMA Station


Project Name:- Koraput – Singapur Road Doubling (ECo Railway)
Bridge No:- 101
Chianage:- 37/093
Span Arrangement:- 3x30.5m Composite Girder (B-11754/R2)
Deck Type:- Ballasted Track
Loading:- 25T Loading
Type of foundation:- Pile Foundation
Pier Type:- Circular pier of 3.0m Dia
Approach of Bridge:- Embankment
Degree of curve:- Tangent Track
Bearing Type: Elastomeric
Deck Temp:- 35 Degree C
BRIDGE DETAILS
MIDAS MODEL
RSI RESULT
BRAKING TRACTIV SEJ 15 m Fracture at Middle of LIMITING VALUE
Effect E BEFORE the Bridge
EFFECT ABUTMENT A1
(Braking Case)
S. LOADING TYPE STRESS Gap (mm)
NO
.
1. Stress in Rail due to Tensile (Mpa) 12.36 12.36 0.70 19.63-(-19.63) = 39.26 40mm
temperature mm
Compressive -12.36 -12.36 -0.70
(Mpa)
2 Stress in Rail due to Braking & Tensile (Mpa) 34.13 41.82 32.55
Traction
Compressive -39.89 -18.86 -40.48
(Mpa)
3 Stress in Rail due to Vertical Tensile (Mpa) 15.07 15.07 14.87
Bending
Compressive -17.08 -17.08 -17.18
(Mpa)
4 Stress in Rail due to Tensile (Mpa) 56.94 65.25 8.44 75 Mpa
Temperature, Braking-Traction &
Vertical Effect Compressive -35.71 -34.77 -5.16 60 Mpa
(Mpa)
5 Absolute Horizontal mm 5.34 4.61 5.52 5 mm
Displacement of deck due to
Braking & traction
6 Relative horizontal deformation mm 3.48 3.72 3.56 4 mm
between Rail and deck due to
Braking and Traction
7 Deck End Rotational mm -2.41 2.41 -2.39 8 mm
Displacement (δθ,mm) due to
CONCLUSIONS

• ADDITIONAL RAIL STRESSES AND RELATIVE HORIZONTAL DISPLACEMENT


BETWEEN RAIL AND DECK ARE WITHIN PERMISSIBLE LIMITS DUE TO
CONTINUATION OF LWR ON THE BRIDGE.
• ABSOLUTE HORIZONTAL DISPLACEMENT OF DECK DUE TO BRAKING EFFECT IS
BEYOND PERMISSIBLE LIMIT.
• HENCE, SEJ IS INTRODUCED AT 15m FROM THE ABUTMENT AND ABSOLUTE
HORIZONTAL DISPLACEMENT OF DECK DUE TO BRAKING EFFECT BECOMES
WITHIN PERMISSIBLE LIMIT.
• LWR MAY BE CONTINUED ON THE BRIDGE WITH SEJ AT THE APPROACH OF THE
BRIDGE.
THANK YOU

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