This ppt presentation may be very useful who wants to present himself on the topic such as steel bridge girders and prestressed concreting and the psc slabs

1. BY: MOHAMMAD SHAHBAZ KHAN
CIVIL ENGINEERING
DEPARTMWENT

2. ABOUT INDIAN
RAILWAYS
Indian Railways (IR) is an Indian state owened enterprise, owned and operated by the
Government Of India through the Ministry Of Railways. It is one of the world's largest railway
networks comprising 115,000 km (71,000 miles) of track over a route of 65,000 km
(40,000 miles) and 7,500 stations. As of December 2012, it transported over 25 million
passengers daily (over 9 billion on an annual basis). In 2011, IR carried over 8,900 million
passengers annually or more than 24 million passengers daily (roughly half of which were
suburban passengers) and million tons of freight daily. In 2011–2012 Indian Railways had
revenues of
1119848.9 million(s) (US$20 billion) which consists of
696759.7 million(s) (US$13 billion) from freight and
286455.2 million(s) (US$5.2 billion) from passengers tickets.
Railways were first introduced to India in 1853 from Bombay to Thane. In 1951
the systems were nationalised as one unit, the Indian Railways, becoming one
of the largest networks in the world. IR operates both long distance and
suburban rail systems on a multi-gauge network of broad, metre and narrow
gauges. It also owns locomotive and coach production facilities at several places
in India and are assigned codes identifying their gauge, kind of power and type
of operation. Its operations cover twenty four states and three union territories
and also provides limited international services to Nepal, Bangladesh and
Pakistan.

3. Indian Railways is the world's ninth largest commercial or utility
employer, by number of employees, with over 1.4 million employees.
As for rolling stock, IR holds over 239,281 Freight Wagons, 59,713
Passenger Coaches and 9,549 Locomotives (43 steam, 5,197 diesel and
4,309 electric locomotives). The trains have a 5 digit numbering
system as the Indian Railways runs about 10,000 trains daily. As of 31
March 2013, 23,541 km (14,628 mi) (36%) of the total 65,000 km
(40,000 mi) km route length was electrified Since 1960, almost all
electrified sections on IR use 25,000 Volt AC traction through overhead
catenary delivery.
Indian Railways is divided into several zones, which are further sub-divided
into divisions. The number of zones in Indian Railways increased from six to
eight in 1951, nine in 1952 and sixteen in 2003. Each zonal railway is made
up of a certain number of divisions, each having a divisional headquarters.
There are a total of sixty-eight division.
Each of the sixteen zones is headed by a general manager who reports
directly to the Railway Board. The zones are further divided into divisions
under the control of divisional railway managers (DRM). The divisional
officers of engineering, mechanical, electrical, signal and
telecommunication, accounts, personnel, operating, commercial, security
and safety branches report to the respective Divisional Manager and are in
charge of operation and maintenance of assets. Further down the hierarchy
tree are the station masters who control individual stations and the train
movement through the track territory under their stations' administration.

4. Sl. No Name Abbr. Date Established Route km Headquarters Divisions
1. Central CR
5 November
1951
3905 Mumbai
Mumbai, Bhusawal, Pune,
Solapur, Nagpur
2. East Central ECR 1 October 2002 3628 Hajipur
Danapur, Dhanbad, Mughalsarai,
Samastipur, Sonpur
3. East Coast ECoR 1 April 2003 2677 Bhubaneswar
Khurda Road, Sambalpur and
Waltair (Visakhapatnam)
4. Eastern ER 04-1952 2414 Kolkata Howrah, Sealdah, Asansol, Malda
5. North Central NCR 1 April 2003 3151 Allahabad Allahabad, Agra, Jhansi
6. North Eastern NER 1952 3667 Gorakhpur Izzatnagar, Lucknow, Varanasi
7. North Western NWR 1 October 2002 5459 Jaipur Jaipur, Ajmer, Bikaner, Jodhpur
8.
Northeast
Frontier
NFR 15 January 1958 3907 Guwahati
Alipurduar, Katihar, Rangia,
Lumding, Tinsukia
9. Northern NR 14 April 1952 6968 Delhi
Delhi, Ambala, Firozpur,
Lucknow, Moradabad
10. South Central SCR 2 October 1966 5803 Secunderabad
Vijayawada, Hyderabad,
Guntakal, Guntur, Nanded,
Secunderabad
11.
South East
Central
SECR 1 April 2003 2447 Bilaspur Bilaspur, Raipur, Nagpur
12. South Eastern SER 1955 2631 Kolkata
Adra, Chakradharpur,
Kharagpur, Ranchi,
13. South Western SWR 1 April 2003 3177 Hubli Hubli, Bangalore, Mysore
14. Southern SR 14 April 1951 5098 Chennai
Chennai, Trichy, Madurai,
Salem,[12] Palakkad,
Thiruvananthapuram
15. West Central WCR 1 April 2003 2965 Jabalpur Jabalpur, Bhopal, Kota
16. Western WR
5 November
1951
6182 Mumbai
Mumbai Central, Ratlam,
Ahmedabad, Rajkot, Bhavnagar,
Vadodara
17.
Metro Railway,
Kolkata
MR
31 December
2010
26 Kolkata -
Total 64105

5. A Structural yard (ST yard) is very
important section of the
‘ENGINEERING PLANT DEPOT OF
THE EAST CENTRAL RAILWAY ‘
where the STEEL BRIDGE GIRDERS
are manufactured on a large scale and
supplied throughout the whole
country.
There are about 1,20,000 bridges of
all types and spans on Indian Railways
making an average of two bridges per
route km. A rough break-up of the
total is:
Girder bridges 20%
Arch bridges 19%
Slab culverts 23%
Pipe culverts 19%
Other types 19%
About 50% of these bridges are more
than 100 years old. Though more than

6. The STRUCTURAL YARD (ST YARD) has the following sections:
•HEAVY SHED I
•HEAVY SHED II
•LIGHT GIRDER I
•LIGHT GIRDER II
•MAST A
•MAST B
•COMPRESSIVE
•TEMPLATE
•JIG AND FIXTURE

7. GIRDER MANUFACTURING IN PLANT DEPOT AT STRUCTURAL
YARD
•30.5 m/100ft span open web girder MBG loading.
•45.7 m/150 ft span open web girder MBG loading.
•30.5 m span OWG, 25 tonnes loading (welded).
•45.7m span OWG, 25 tonnes loading (welded).
•12.2 m span 40 ft welded plate girder.
•18.3m span 60 ft welded plate girder.
•40 ft, 60 ft riveted plate girder.
•Service girder.
•Platform shed.
•Foot over bridge etc.
•BLACK SMITH SHED
•RIVETTING SECTION.
TYPES OF GIRDERS
1. RIVETTED GIRDERS.
2. WELDED GIRDERS.
3. SERVICE GIRDERS (TEMPORARY GIRDERS)

8. GENERAL PROCESS FOR MANUFACTURING
OF RIVETTED GIRDERS:
•Study of drawing.
•Full scale plotting and templating.
•Making of jig and fixtures.
•Material cut to size marking.
•Material cutting.
•Hole marking.
•Tack hole drilling.
•Initial fitting.
•Final drilling.
•Final fitting.
•Reaming.
•Riveting.
•Profile cutting.
•End milling.
•Inspection.
•Dispatch.

9. FLOW DIAGRAM FOR FABRICATION OF WELDED GIRDERS:
TEST PIECE - ->> WELDING PROCEDURE SPECIFIC SHEET
(WPSS) -->>
RDSO APPROVAL - ->> WELDED QUALITY TEST - -
>>WELDED
PROCEDURE QUALIFICATION RECORD (WPQR) - ->>
RDSO APPROVAL— ->> FIXTURES - ->> SETTING IN
FIXTURES - ->> SAW
(SUBMERGED ARC WELDING) - ->> I SECTION - - >> MC
ETC TESTING –
>> D P TESTING - - >> INSPECTION M & C - ->>
INSPECTION B & S - ->>
PAINTING - - >> DISPATCH.

10. FLOW DIAGRAM FOR THE FABRICATION OF OPEN WEB GIRDER
MARKING - ->> CUTTING - ->> STAIGHTENING - ->> J & F
SETTING - ->
DRILLING - ->> INITIAL ASSEMBLY - ->> FINAL ASSEMBLY - -
>>
RIVETTING - ->> FINAL DRILLING - ->> EDGE MILLING - ->>
INITIAL
INSPECTION - ->> RDSO INSPECTION - - >> PAINTING
METALISING - ->>
DISPATCH.

11. DP TESTING (DYE PENETRANT TESTING):
Dye Penetrant Inspection (DPI) also called as Liquid Penetrant
Inspection (LPI) or Penetrant Test ( PT) is fast, economical and
widely used non destructive test method to detect surface-
breaking discontinuities in all non-porous materials (metals,
plastics, or ceramics).
Penetrant test is based upon the principles of capillary action
where liquid penetrates into a cavity.
Penetrant test is performed by cleaning the test surface
thoroughly, applying coloured or fluorescent penetrant, allowing
penetration time, removal of excess penetrant followed by
application of developer ( dry or liquid form).
The developer assists to draw penetrant out from the surface
breaking discontinuities.
After developer dwelling the test surface is examined for bleed
out under natural light or black (UV) light (depending on the type
of penetrant).

12. In DP testing, the joints and welded parts are tested whether there is any defect or not.
Dye penetrant testing examines the surface of an item (non destructively) for surface-
breaking flaws, such as cracks. A liquid penetrant is applied to the surface and left to
soak. The liquid is drawn into any cracks via capillary action. The liquid is typically
brightly colored or a fluorescent (under UV light) dye. After the soak time has
expired, the excess penetrant is wiped from off and a developer is applied. The
developer is usually a dry white powder (for example chalk powder) suspension that is
spayed on the component. The developer is drawn out of the crack by reverse
capillary action, resulting in a colored indication on the surface that is broader than
the actual flaw, and therefore, much more visible. This technique can be used to detect
surface flaws on essentially any non-porous material..In this testing, first of all the
welded part of the joints are cleaned by the spray bottle named as CLEANER.
Then after cleaning, PENETRANT is applied on the cracks, flaws etc and then after
DEVELOPER is sprayed again on this portion and if there is any crack or flaw is
presents, it developes.

13. 40 FT PLATE GIRDER
SPAN – 13300 m
PROCESS:
•Plate cutting as per drawing.
•Cutting of flange plate.
DIMENSIONS
WP (WEB PLATE) =10×1240×13300 m
FP (FLANGE PLATE) = 400×25×13300 m
I – STIFFENER = 100×100×12 <s
END STIFFENER = 150×12×1240
BEARING PLATE = 180×360
STRIP = 75×400
CROSS FAME = 4 nos
BED PLATE = 4 nos
BEARING = 4 nos
LATERAL = 7 nos

14. OPEN WEB GIRDER
Open web girders are used for track bridges over large rivers
and valleys in India. Standard length of open web girders in
railways is30.5, 45.7, 61.0 and 76.2 meters.
Indian RAILWAYS possesses a team of highly qualified
engineers for fabrication and erection of open web girder up to
span length of 61.2 meters.
The same processes are applied also for OPEN WEB GIRDERS
and this section is for the manufacture of small parts of the
girder.
It consists of MAST A & MAST B sections. Steps are followed by
the drilling , cutting, grinding, inspected by RDSO and then
dispatch.

16. LIGHT GIRDER FOR FOOT OVER BRIDGE
PROCESS:
•Length of the piece is taken.
•Marking is done.
•Cutting is done by oxycutting.
•Drilling is done.
•Assembling is done.
•Grinding is done.
•Riveting / welding is done.
•Inspected by the RDSO.
•Ready to dispatch.
Welding is done mainly by SAW (submerged arc welding
machine).

17. FOOT OVER BRIDGE MAIN PARTS:
•Trestle (column)
•Column
•Bracing
•Base plate.
•Staircase
•Main beam is tied by channel (ISMB) side clit.
•Main girder
•Runners
•Angle bearing
•Recycling girder.
Drilling is done by Radial drill Machine.
Pneumatic hand drill is done for scale of work.
CRANE:
•Electric overhead crane of 5 tonnes and 10 tonnes.
•Diesel crane of 15 tonnes.
PLATES:
Plates used are IS 2026 grades which are fully normalized.

18. Flash Butt Welding
The surfaces of the workpieces are positioned end-to-end. As a rule,
flash-butt welding is subdivided into preheating, flashing and
upsetting. Preheating is carried out under low welding pressure.
Once the welding joint is heated, flashing commences and joint
surface material is burnt off, resulting in even joint surface. After
arriving at preset flashing loss, upsetting commences, resulting in an
irregular "fin" on the surface of the upset metal consisting of molten
and oxidized material.
Examples of flash-butt weldable items: rod stock, chains, rails and
pipes.
On Indian Railways, Alumino thermic (AT) welding , flash butt
welding and gas pressure welding processes are presently in use for
welding the rail joints.
Flash butt welding is being done on zonal railways departmentally
using stationary flash butt welding plant of different makes.
The code of practice for flash butt welding of rails was issued in
January 1972.revision of this code was made in 1996 to cover
procedures of flash butt welding of heavier and higher strength rails
used on Indian Railways and to incorporate the latest practices.
The flash butt welding plant have to be maintained in the good
health to produced good quality welds and to have least nos of
thermit welds and the maximum nos of flash butt welds on Indian
Railways

19. SCOPE
It defines the types and suitability of rails to be
welded by stationary welding plants,flash butt welding
plants,mobile flash butt welding plan,pre welding
inspection,preparation of rail ends before welding,the
general procedure of execution of welding and finishing
of welding joints. It also defines the geometrical
tolerances for finished joints and acceptance tests to
ensure quality control. It also defines the process for
procedure approval of welding plant, procedure approval
for other rail sections.
260 m rail are jointed.
Motor is of= 4 HP
Trolley =1/2 HP

20. When roller moves in backward or in forward direction, rail moves in order of roller.
A Hydroelectric machine is used to straighten the rail.
A hole is provided of dia 320nm in both side.
Rail is supplied at this section from Bhilai.
And the pieces are of 13m & 26 m.
AI verson machine is used to weld the pieces of rail.
A/C to demand rails are produced 39m.
Two types of rails are produced of weight 52 kg & 60 kg.
Total of 21 Gentry Cranes are installed.
And each of cranes is of 2 tonnes.
STEP:-
1-Section receives rail of 13m & 26m.
2-Welding is done.
3-Straightening of rail is done.
4-Gentry of rail is done.
(Ultrasound testing is done by testing machine of RDSO)
5-Finishy is done.
6-RDSO is finalized the rails after checkingit fully.
7-Then finally it supplies according to demand.

21. RDSO:-
Capacity of joint =150 tonnes.
60 kg –deflection 23mm (150 tonnes load is applied )
52 kg –deflection 15-18mm (100 tonnes load is applied )
ULTRASONIC TESTING OF RAILS TO BE WELDED
New and old but serviceable rails shall be free from internal
defects. In the case of new rails, the ultrasonic testing is required
to be done at rail manufacturers premises. Old but serviceable
rails shall invariably be tested ultrasonically before they are
taken to flash butt welding plant.
RAIL SECTION STANDARD WIDTH OF THE HEAD
OF NEW RAIL
MINIMUM WIDTH OF THE
HEAD OF OLD RAIL
1.60 KG 72 mm 66 mm
2.52 KG 67 mm 61 mm

22. DIAGRAMS SHOWING THE TOLERANCES

24. This the the site where the slabs of the
Bridge named as A slab and B slab are casted.
These are the PSCs slabs.
Prestress concrete is ideally suited for the
construction of medium and long span bridges.
Ever since the development of prestressed
concrete by Freyssinet in the early 1930s, the
material has found extensive application in
the construction of long-span bridges,
gradually replacing steel which needs costly
maintenance due to the inherent disadvantage
of corrosion under aggressive environment
conditions. One of the most commonly used
forms of superstructure in concrete bridges is
precast girders with cast-in-situ slab. This type
of superstructure is generally used for spans
between 20 to 40 m.For this considered the
IRC:18-2000 for “Prestressed Concrete Road
Bridges” and “Code of Practice for Prestressed
Concrete ” Indian Standard.

25. CEMENT USED: JAYPEE 53 GRADE
AGGREGATE USED : 20-10 mm
10-6mm WELL GRADED
SAND USED: sone
Question arises that why PSC is used?
Because the steel bars (strands) are ready to
kept the load of running wheels.
Stirrups are used because it is used as the
couple of beam and also to resist the shear
force.

26. SIDE ELEVATION OF SLAB
The various type of loads, forces and stresses to be considered in
the analysis and design of the slabs of the bridge are as follow:
•Dead load(dl): the dead load carried by the girder or the member consists of its
own weight and the portions of the weight of the superstructure and any fixed
loads supported by the member. The dead load can be estimated fairly accurately
during design and can be controlled during construction and service.
•Superimposed dead load (sidl): the weight of superimposed dead load
includes footpaths, earth-fills, wearing course, stay-in -place forms, ballast, water-
proofing, signs, architectural ornamentation, pipes, conduits, cables and any
other immovable appurtenances installed on the structure.
•Live load(ll): live loads are those caused by vehicles which pass over the bridge and are
transient in nature. These loads cannot be estimated precisely, and the designer has very little
control over them once the bridge is opened to traffic. However, hypothetical loadings which
are reasonably realistic need to be evolved and specified to serve as design criteria. There are
four

27. DIMENSION OF THE SLAB
Total length of the slab=overall length of the slab =span
+ supporting bearing and is eqalas to 6.10 metres
Bearing on both sides depends upon the depth of the
slab.
How depth of the slab decided?
A normal depth is adopted to achieve a proper cushion,
otherwise due to impact load there will be failure.
A cushion of about 1 ft is adopted or selected for the
bridge slab and it is the recommendations of the
INDIAN RAILWAYS.

28. FRONT AND TOP ELEVATION OF THE SLAB

29. RCC SLAB:
CONCRETE : M30-35 GRADE IS USED
SPAN : 3.12 m
WEIGHT OF THE SLAB: 4.045 TONNES
PSC SLAB:
CONCRETE : M 40-50 GRADE IS USED
SPAN: 6.10 m
WEIGHT OF THE SLAB: 16.80TONNES
CAMBER :
Purpose of providing camber is to drain off all the
waters, dust etc coming on the slab.
MODERNISE BROAD GUAGE LOADING (MBG
LOADING):
22 TONNES.
RBG LOADING: 16 TONNES.

31. MOULDS IN WHICH THE SLABS ARE CASTED

32. MIX DESIGN FOR M -45 GRADE
DETAILS OF SAMPLE: CONCRETE MIX DESIGN
TEST REQUIRED : M45 GRADE
WORK: CASTING OF PSC BRIDGE SLAB
REPORT
•Coarse aggregate was supplied in two sizes
•20 mm
•10 mm
•The cement supplied was jaypee tiger 53 grade IS :12269
•The concrete mix design was based on low slump value.
•Trial mixes were cast and tested as per IS: 10262-1982.
•Saturated surface dry aggregate was used as per IS :10262-1982.
•Degree of control : very good.
Recommended mix proportion for M 45
grade RCC for casting of PSC slab
Grade of concrete water cemen
t
san
d
CA1
0
CA2
0
remar
ks
M 45 0.38 1 1.0
7
1.0 1.86 By wt
0.52 1 0.8
7
0.94 1.55 By vol

33. S no Test M45 grade
• Slump achieved in laboratory 5 mm
• Target strength 55N/mm2
• Comp strength achieved in lab
3 days cube comp strength 32.7N/mm2
7 “ “ “ “ 42.5 N/mm2
28 “ ‘” “ “ 56 N/mm2
• Consumption of material per cubic metre of conc
Water (litre) 171
Cement (kg) 450
Sand (kg) 481.5
CA 10 (kg) 450
CA 20 (kg) 837
Properties of coarse aggregate and fine aggregate for conc mix design M 45 grade
S no Test
1 Sieve analysis CA 20 mm CA 10 mm FA (sand)
I S sieve no % passing % passing Cummulative
retained
40mm 100 100 -
20mm 72.6 100 -
10mm 0.05 97.4 -
4.7mm 00 33.2 2.4
2.36mm - 2.6 9.4
1.18 mm - 0.5 31.4
600micron - 00 72.8
300micron - - 96.4
150micron - - 99
2 Fineness modulus 7.27 5.66 3.11
3 Bulk density 1.65 1.46 1.70
4 Specific gravity 2.70 2.70 2.60

34. Test required :
Physical properties of the cement for concrete mix design M 45 grade rcc for
casting of PSC Bridge Slab.
S NO TEST RESULT
1. FINENESS BY DRY SIEVING (90
MICRON)
1%
2. CONSISTENCY OF STANDARD
CEMENT PASTE
34%
3. SOUNDNESS TEST 1 MM EXPANSION
4. SETTING TIME
INITIAL SETTING TIME
FINAL SETTING TIME
55 MINUTE
270 MINUTE
5. COMPRESSIVE STRENGTH
CEMENT STANDARD SAND RATIO
=1:3
3 DAYS COMPRESSIVE STRENGTH
7 “ “ “
28 “ “ “
34.5 N/mm2
41.5N/mm2
57.2n/mm2
6. UNIT WT IN gm/cc 1.38
7. SPECIFIC GRAVITY 3.1

35. DETAILS OF SAMPLE: CONCRETE CUBE 150 mm * 150 mm *150 mm
CUBE SIZE.
TEST REQUIRED: 3 DAYS ,7 DAYS ,28 DAYS COMPRESSIVE STRENGTH
WORK: C/O PSC BRIDGE SLAB.
S
NO
DATE OF
CASTING AND
MIX
DATE OF
TESTING
LOAD
KN
COMPRES
SIVE
STRENGTH
(N/mm2)
AVG
COMP
STRENGTH
(N/mm2)
1 31.10.2012 3.11.2012 1057
965*
877*
47.0
42.9
39.0
43.0
2 31.10.2012 7.11.2012 1074*
1176
1026*
45.1
52.3
45.6
47.7
3 31.10.2012 28.11.201
2
1230
1256
1253
54.7
55.8
55.7
55.4
NOTE: * mean surface is not parallel

36. COST OF BRIDGE SLAB PER CUBIC METRE:
PER CUBIC METRE ACTUAL COST OF ONE RCC SLAB=Rs 23000/-
PER CUBIC METRE ACTUAL COST OF ONE PSC SLAB=Rs 29000/-