CRS Sanction

and
Clearance of Rolling Stock
on
Railway Bridges
By-
C M Gupta
Sr.Prof. Br-2
IRICEN, Pune
1
Topics to be covered..

1. CRS Sanction

2. Procedure for sanction of rolling stock

3. Clearance of Rolling Stock on Railway Bridges

2
CRS Sanction

3
 CRS - BRIEF HISTORY
First passenger train – 1853
Consulting engineers were appointed
under the govt. of India to exercise
effective control over the construction &
operation of the first railways in India,
which were entrusted to private companies,.

Later, when the govt. undertook the

construction of railways, the consulting
engineers were designated as Government
Inspectors.
4
In 1883, their position was statutorily
recognized. Later on, the Rly. Inspectorate was
placed under the Rly. Board which was
established in 1905.

In 1940, Inspectorates were placed under the

Ministry of Transport and Communication.
 In 1961 an attempt to give better status, Rly.
Inspectorate was re-designated as
Commissioner of Rly. Safety.
Present position is that there is a CRS
organization headed by CCRS Hq. @ Lucknow,
under the Ministry of Civil Aviation.
5
 Organization

Chief Commissioner of Railway Safety

- Dy. CRS (General)

- Dy. CRS (Electrical)
- Dy. CRS (Mechanical)
- Dy. CRS (Operating)
- Dy. CRS (S&T)

6
Organisation
CRS Circles Jurisdiction
Northern Circle, New Delhi NR, DMRC

North Eastern Circle, Lucknow NER, NCR

North East Frontier Circle, Kolkata NEFR, Kolkata Metro

Eastern Circle, Kolkata ER, ECR

South Eastern Circle, Kolkata SER, SECR, ECoR
South Central Circle, Secunderabad SCR

Southern Circle, Bangalore SR, SWR

Central Circle, Mumbai CR, WCR, KRCL
Western Circle, Mumbai WR, NWR

7
 Function / Duties
The main task of the Commission of Rly. Safety is
to direct, advice & caution the Rly executives with a
view to ensure that all reasonable precautions are
taken in regard to soundness of rail construction &
safety of train operations.
(i) Opening of new lines/doubling/gauge conversions.
(ii) Introduction of new rolling stocks.
(iii) Works in existing lines.
(iv) Inspections of existing lines.
(v) Sanction of infringement to Schedule of Dimensions.
(vi) Inquiry into serious accidents.
8
 Extracts from P- Way manual, Chapter XIII
(Paras 1301 TO 1310 including correction slips )

• Safety of traveling public is governed by rules laid down in:

• IR act 1989 (24 of 1989) .( as amended from time to

time).
• General rules for IR.
• The Rly. opening for public carriage of passengers Rules,
2000 ( as amended from time to time).
• IR schedule of dimensions ( as amended from time to
time).
• Above rules specify the authority competent to sanction &
procedure for obtaining sanction

9
 Works requiring sanction of CRS
Sanction of CRS is required for execution of any work
on open line which will affect running of trains carrying
passengers & any temporary arrangement necessary
for carrying it out except in emergency. In addition to it
following works require CRS sanction.

1. Opening a new line, doubling/tripling, gauge

conversion etc.
2. Running of new rolling stock
3. Raising of speed sectional or specific train

10
Open line works
• For commencement & opening of following works, when they are
connected with Rly, sanction of CRS shall be obtained:-

1. Additions, extensions, alternations to running lines.

2. Alterations to points & crossings in running lines.

3. New signalling & interlocking installations or alterations to

existing .
4. New stations, temporary or permanent, or extensions.

5. The construction (but not the removal) of an ash pit on running

line.
6. Heavy re-grading of running lines involving raising/lowering of
track in excess of 500 mm.
11
Contd..
7. New bridges including road over and under bridges, foot over
bridges, strengthening , raising, reconstruction, dismantling or
extension of existing bridges
8. Permanent diversion (deviation) more than 2 Kms in length without
any station in between & irrespective of length when new station
involved. This is treated as new line as per sec. 21 to 23 of Rly. act
1989

9. Temporary diversions irrespective of length except those laid for

restoration of through communication after accident.

10. Additions or alterations to electrical installations of track equipped

for electrical traction.
------

12
New lines, doubling etc ..

• CRS sanction is required for all new lines,

Doubling, Gauge Conversions etc.
• Application to CRS is to be made in proper
proforma as circulated by Railway Board

13
 Application for sanction of works
1. Application for sanction made 30 days in advance of
expected commencement of work.
2. If work not taken up within 12 months from date of
sanction, CRS approached for renewal of sanction.
3. In case of divisional works, application made by Sr.
DEN and /or Sr. DSTE for track, bridge & signalling/
interlocking works as the case may be DRM/ADRM
should sign the application.
4. In case of works of construction organization,
whether civil engg or S & T application will be
signed by SA grade officer, CE/C or CSTE/C as the14
Contd..
•In case of works involving civil engg & S&T both,
application shall be signed jointly by SAG officers of
S&T and Engg.
•Name & designation of signatory should invariably
be mentioned.
•Works being executed by RVNL and IRCON are
coordinated by CE/CON for preparation of
application and taking CRS Sanction.

15
Documents to accompany application
•Documents to accompany application are detailed in annexure
13/1
•The documents are:-
1. A track certificate, indicating that track is suitable for
maximum axle load there in, shall be given along with
application, signed by Dy. CE (track) counter signed by
CTE/CE
2. Bridge certificate indicating that bridge is designed to carry
axle loads proposed to run, along with application. This
certificate is signed by Dy CE/BRIDGE and counter signed by
CBE /CE.
For the purpose of track & bridge certificates as per annexure
13/2 & 13/3, COM should also be consulted in regard to types
of locomotives & rolling stock to be used, their axle loads &
speeds.

16
Documents …
• 3. OHE certificate
• 4. S&T certificate .
• 5. C&W certificate
• 6. Other certificates in various forms I to for for XVIII
• Final certificate is signed by GM of the Railway.

17
Format of Application for CRS
ANNEXURE 13/1 (Sheet 1) Para 1304
......................RAILWAY

Application for Sanction

No.................................. Dated..............20

From:........................................

To

The Commissioner of Railway Safety,

...............................................Circle.
18
Contd..
Sir,

I hereby apply for your sanction

to.............................................................................................
.................................................... Being commenced and
opened for the public carriage of passengers, when ready.

(2) With reference to Chapter VII of the Railways ( Opening

for Public Carriage of Passengers) Rules, I beg to enquire
whether you wish to inspect the work prior to its opening
for the public carriage of passengers, in which case
intimation will be given of the date of completion.

19
 Contd..
(3) In the event of your deciding not to inspect the work prior to
opening, the Engineer-in-charge will, on completion of the
work, submit the Safety Certificate duly signed by him, prior to
the opening of the work for public carriage of passengers and
when required, also despatch a telegram ** to your address
intimating that the work has been opened and the Safety
Certificate has been signed by him.
(4) The application for the use of locomotives and rolling-stock to
be drawn or propelled thereby on the proposed line, in
accordance with Section 22(a) of the Indian Railways Act, 1989
(24 of 1989), in sent herewith/not required.
(5) The following documents are appended :-
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For temporary works/ permanent works as the case may
be:
(a) Description of proposed works.
(b) Drawing of temporary/ permanent works.
(c) List of infringements to Schedule of Dimensions.
(d) List of deviations from the Manuals of Instructions
for Signalling and Interlocking and Block Signalling.
(e)List of deviations from General and Subsidiary Rules.
(f) Restrictions.
(g) Rules for Traffic Working.
(h) Documents for bridges as per Chapter VII of the
Rules for opening of a Railway.
21
Contd..
(6) Certified that a detailed examination of the strength
and arrangement of the materials to be used in the
temporary/permanent works in above connection, have
been made and that the design and the materials to be
used are upto the loads, which will be required to carry
and that their opening for public carriage of passengers
will not be attended with any danger.

(Delete temporary or permanent work, as the case may

be).

Yours faithfully,

22
 Submission of safety certificate
•CRS in according sanction, may or may not propose
to inspect the work.
•If CRS decides to inspect the work prior to opening,
he will, after inspection, communicate in writing his
sanction to open the work.
•If CRS decides not to inspect work, safety certificate
in form 13/5 along with other certificates submitted to
CRS before work is opened. This will be done by
Officer-in-charge of work.

23
Deviations from plans approved by CRS

• Prior approval of CRS is necessary, if

plans already approved by CRS have any
deviations, especially, which affects
layout of lines or arrangements of signals
or working rules.

24
Notification to Rly officials when opening
works

•No new work affecting running of

trains or traffic working at stations
should be brought into use until staff
of all departments have been
notified by means of a circular issued
by DSO / DOM

25
Works arising out of accidents including
breaches
• Abbreviated procedure is laid down in section
24 of IR act 1989 as below;
• When accident has occurred resulting in
temporary suspension of traffic, and either
the original line and work has been rapidly
restored to original standard, or a temporary
diversion has been laid in absence of CRS, it
should be opened for public carriage of
passengers, subject to following conditions
namely;
26
Contd..

1. a)Rly servant in-charge of work has certified in writing

that opening of restored line and work or temporary
diversion, will not, in his opinion be attended with
danger to public..
b) a notice of the opening of the lines or rails and
works or the diversion shall be sent immediately to CRS
2. The officer-in-charge, as soon as possible give
intimation and certificate in form 13/6 to CRS by
telegraph, of opening of line & work or diversion
followed by confirmatory copies by letter.
27
• Contd..

Engineering representative shall hand over a copy of

certificate to representative of operating department at
site of accident
The optg officer at site should not allow the passage of
traffic over restored road, until he gets this certificate.
3.Diversions should be tested by running a material train
or light engines before opening to public traffic.
4. Certificate & telegraph advice need not be sent to CRS
if line is restored for through communication within 24
hours.
5. If use of temp diversion is likely for more than 3 days,
CRS may if, he considers it necessary take earliest
opportunity to inspect it.
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 PROCEDURE FOR
SANCTION OF ROLLING STOCK

29
 INTRODUCTION

 Speed of a train in a section, is based on the sanction by

CRS(GR CHAPTER 4, PARA 4.08 )

 Rules for opening of Railways for public carriage, 2000

determines the procedure to be followed for opening of
new sections and Railway Board issued Policy Circular
No.6 for various issues related to sectional speed. This
rules were in force from 1933 and modified from time to
time.

30
Indian Railway Act authorises, the Railway
Board, for regulating and sanctioning speeds of
all type of Rolling stock.

The procedure for certification of Maximum

permissible speed for Rolling stock is defined in
Policy Circular No.6

PC 6 initially issued on 8.7.1980 subsequently

revised on 23.12.99 and further amended on
23.11.2006, 09/12.07.2010 & 05.01.2016.
Revised policy circular is issued on 31.10.2018.
31
 INTRODUCTION/MODIFICATION OF
A ROLLING STOCK
 Based on requirements, Railway Board may decide to
introduce new rolling stocks or modify the existing one.

 Railway Board assigns the work of designing the Rolling

stock to RDSO

 After designing /modifying the rolling stock and a trial on

standard track, RDSO issues a provisional speed
certificate for the rolling stock separately for each design
or modification for certain speed with validity period.

32
 If the validity is not defined, generally it is considered
to be valid for five years vide para 3.1.4 of PC 6.

 Provisional speed certificate and final speed certificates

to be issued by ED Standards (Motive Power) RDSO in
consultation with other directorates. In case of any
dispute matter to be referred to Railway Board. The
performance of the rolling stock is monitored by RDSO
before issue of final speed certificate.

 RDSO also conducts detailed Oscillation trial test and

finally speed certificate is issued.

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 SPEED CERTIFICATE

 A speed certificate consists of the following

informations/documents
 Nomenclature of the rolling stock
 Axle load
 Maximum Permissible speed in
loaded/Empty conditions (in case of wagons)
 Tractive efforts/Braking forces
 Drawings – plan, section, elevation and
profiles, moving dimensions

34
 SPEED CERTIFICATE

 The infrastructure requirements for operating the rolling

stock with different speeds
 Track
 Bridges
 S&T
 OHE
 Operating requirement like requirement of locos etc.,
 Loading conditions
 Safety precautions during loading, running toward the
staff, public

35
 SPEED CERTIFICATE
 Inspection and maintenance facilities required for the
rolling stock and RDSO may issue manuals if the Rolling
stock is special type.

 Routes for which the wagons are to be operated if restricted

by RB.

 The details of the infringement with respect to IRSOD and

the details and reference of the condonation, if obtained.

 Validity of the certificate in case of provisional certificate

36
 JOINT SAFETY CERTIFICATE

 On receipt of the provisional/final speed certificate,

the concerned Mechanical /Electrical Engineer
normally makes a requisition to process for
sanction of Competent Authority for the
introduction of the rolling stock. This department is
responsible for coordinates for processing the JSC.

 The speed certificate to be studied thoroughly to

ascertain the departments involved and to comply
various conditions prescribed in the speed
certificate.
37
 JSC Contd..
 Copy of the speed certificate is to be sent to CTE to get the track
certificate duly signed by Dy CE/Track and countersigned by CTE as
per the performa prescribed in PC 6. The track certificate consists of
speed recommended for each sections of the Zonal Railway based on
the conditions of speed certificate

 Similarly Bridge certificate is to be obtained from Dy CE/Br/HQ duly

countersigned by CBE which consists of any SR on account of
bridges based on the bridge requirements prescribed in the speed
certificate.

 The Emergency braking distance for the rolling stock is to be obtained

from Mechanical/Electrical department. The EBD is normally
restricted to 1 km to avoid second distant signal and thus speed is
restricted in certain cases to obtain EBD within 1 km.

38
 JSC contd..
 JSC is a certificate jointly signed by PHODs of technical
departments viz Civil, Mechanical, Electrical, S&T and
Operating about compliance of the conditions in the speed
certificate pertaining to the rolling stock for which it is
certified.

 A draft JSC to be prepared as per the performa in PC 6,

proposing max speed in various sections, assigning least of
the sectional speed, speed proposed for EBD < 1km, speed as
per track certificate & bridge certificate.

 The JSC should include compliance to all the conditions of the

RDSO’s speed certificate duly certified by PHODs of the
concerned department.

39
 JSC contd..

 The JSC should consist of

 The nomenclature of the Rolling stock,

 Drawing No.
 Reference to speed certificate & amendments
 Proposed speed and Max permissible speed in the
speed certificate
 Sections proposed for operations
 Details of the speed restrictions
 Special restrictions, if any
 Compliance to the conditions of speed certificate
(optional)
40
 JSC contd..
 It should be circulated with a copy of speed certificate to all
the departments to specify the compliance or concur the
compliance proposed by the dealer to each conditions of the
speed certificate

 This will ensure that all the conditions in the RDSO’s speed
certificate is complied in the Zone and the rolling stock is fit
to be operated. If any condition is not complied in any
section, then the Rolling stock can not be operated in that
section.

 Once the draft JSC is vetted by all technical departments, a

fair JSC is prepared and put up to all PHODs for signature.

41
 APPLICATION TO COMPETENT AUTHORITY

 Railway Board is the competent authority to sanction

for the operation of any rolling stock first time based
on a JSC submitted by PHODs.

 The sanction of RB is to be sought by the zonal

Railway through their CRS & CCRS/LKO.

 Subsequent sanctions for the same rolling stock can be

sanctioned by respective GM.

42
 The application shall consist of
 JSC by all PHODs
 Track & Bridge certificates with annexure A &
A1 & stress sheets
 If the Rolling stock is ODC, class of
infringement, route & speed permitted as
Annexure B
 Copy of the RDSO’s speed certificate
 Copy of all relevant drawings
 Oscillation trail report, if already conducted and
indicated in the speed certificate

43
APPLICATION TO COMPETENT AUTHORITY

 Remarks on Checklist issued by CCRS

 Remarks on Checklist issued by CRS, if any
 Condonation for the infringement if any obtained
either by RDSO or by Zone
 Manuals on maintenance of the Rolling stock if
specifically issued

44
 SANCTION BY COMPETENT AUTHORITY
 Based on the application and its enclosures, Railway Board
accords sanction and communicates by a letter (in a defined
proforma) indicating the nomenclature , reference to the JSC
& RDSO’s speed certificate and Maximum permissible speed
sanctioned, validity and special conditions if any.

 On receipt of the sanction, Copy of the sanction letter along

with copy of JSC and annexure to be communicated to all
technical departments of HQ, CSO, DRMs & Engineering
head of all Divisions.

 It is the responsibility of the operating department to ensure

the adherence of all the conditions and SRs incorporated in
the JSC by the Divisions.
45
 General Procedure
• Policy Circular No. 6 of Rly. Bd. brings out the role of
Rly. Bd., RDSO, CRS & Zonal railways for certification of
speeds.
1. Railway Board is the final authority for regulating &
sanctioning speeds.
• The responsibility for determining & certifying speed
has, however been delegated by Railway Board.
2. Sanction of existing rolling stock in other sections
In case of a rolling stock already sanctioned for
running in any section (s) of any Railway, the same can
be used over zonal railway with the approval of GM

46
 Speed Certificate for new stock

• For any new stock, the RDSO issues a provisional speed certificate.
–Based on design features and data, and comparison with other
similar design stocks in service
–Normally 80 KMPH for passenger and 65 KMPH for goods
–If rolling stock is not “New” (similar exists), 105 KMPH for
passenger and 75 KMPH for goods.
–Can be increased upto same speed as that of similar after one
year.
• RDSO carries out oscillation trials on section decided by Executive
Director Standards(Motive Power) and issues final speed certificate
• Speed certificate issued by RDSO is w.r.t. standard bridges
only.
47
 Provisions of Policy Circular No. 6
 When speed certificate is issued for Locos, it shall be
specifically for single headed or multi headed and max
number of locos can be coupled together to be specified
in the speed certificate
 For the movement of newly designed rolling stock,
independently (as dead stock in case of loco), RDSO
shall issue a speed certificate duly indicating the
proposed route for movement as desired by the
manufacturer and the conditions in the speed certificate
to be satisfied by zonal railway before allowing the
movement for which a note indicating the confirmation
of all the conditions in the proposed route to be
approved by all PHODs concerned. CRS sanction not
required.
48
49
 Provisions of Policy Circular No. 6

 If the stock is proposed to be moved by attaching to a

passenger carrying train, then sanction of CRS is
required.
 If the rolling stock under trial infringes to the SOD or
exceeds the permitted axle load of the section where
movement proposed, condonation from Railway board
and sanction of CRS to be obtained.
 For the movement of loaded special type of rolling stock
for specific purpose viz military purpose, industrial needs
for one time movement, Railway Board sanction through
CRS/CCRS to be obtained duly adhering all the
procedures already discussed.
50
 Provisions of Policy Circular No. 6

6.1.3 Introduction of a passenger train in a section irrespective

of speed having 24 coaches or more + 1 IC) – GM
sanction is required.
 GM shall ensure that the platforms in the stopping
stations, have minimum required length and width,
lighting and watering arrangements and without any
infringement
 For speed above 105 kmph and upto 110 kmoh
 Such cases, PCE (or) CE (C) can accord sanction for the
proposed length of train upto 24 + 1 IC without CRS
sanction.

51
 Provisions of Policy Circular No. 6
 For speed (above 110 Kmph and upto 120 kmph).
 A route proving run with (a) portable accelerometer
(OMS) mounted on Loco and representative vehicles)
operated at proposed speed and the test results to be
recorded. If the results are within the permissible limits
prescribed in C&M-1 Vol I (>0.30g < 0.25 peaks/km) ,
then PCE can sanction running of the first train at this
speed in usual procedure.
 (Detailed procedure for the above run, is explained in
Appendix I of PC 6)
6.4.3 Subsequent additional trains or increasing length of
existing train upto 26 + 1 IC of similar rolling stock
and loco already sanctioned can be introduced by
PCE without route proving run and signing of JSC
52
 Provisions of Policy Circular No. 6
 Increasing of speed above 120 Kmph upto 130 Kmph.
 Rolling stocks are now designed, manufactured with speed
potentials more than 120 Kmph
 to increase the speed of nominated trains above 120 kmph upto
130 Kmph , a confirmatory Oscillograph Car run (COCR) to be
done with instrumented loco and/or representative vehicles.
 for conducting the above COCR, GM sanction to be obtained
based on the speed certificate issued by RDSO for this purpose.
 The length of train for such operations is restricted to 26 coaches
and
 any increasing in length, fresh RDSO certificate, GM sanction is
required
 Subsequent additional trains or increasing length of existing train
upto 26 + 1 IC of similar rolling stock and loco already
sanctioned can be introduced by GM without route proving run/
COCR and signing of JSC
53
 Provisions of Policy Circular No. 6
 Increasing of speed beyond 130 Kmph.
to increase the speed of nominated trains above 130 kmph,
a confirmatory Oscillograph Car run (COCR) to be done
with instrumented loco and/or representative vehicles.
for conducting the above COCR, CRS sanction to be
obtained based on the speed certificate issued by RDSO for
this purpose.
Railway Board sanction is required for first train on that
route.
The length of train for such operations is restricted to 26
coaches and
any increasing in length, fresh COCR is required.
Subsequent additional trains or increasing length of
existing train upto which COCR is already done IC of
similar rolling stock and loco already sanctioned can be
introduced with CRS sanction
54
 Provisions of Policy Circular No. 6
 Conducting special trials and condition of operations (viz EBD,
Coupler force trial etc,) Speed certificate with formation &
route specified and sanction of CRS required.

 Maximum speed for speed trials: 10% excess of the final

maximum permissible speed except over curves

55
Clearance of Rolling Stock
on
Railway Bridges

56
 Clearance on Railway Bridges

The process of studying the suitability

of bridges and clearing the rolling stock
is termed as ‘Clearance of rolling stock on
railway bridges’.
Procedure specified in “ Guidelines for
clearance of rolling stock on Railway bridges
issued by RDSO”.

58
Flow chart for speed clearance on bridges

59
 Train Formation

• For clearance of locos, trailing load to

be assumed
• For clearance of wagons/coaches,
locos to be assumed

60
 Clearance of Locomotives

i) Vertical load: BOXN wagons (7.59 t/m or 8.25

t/m for CC+8+2) or higher as per the case may
be assumed.
For 25 t axle load – 9.33 t/m
ii) Longitudinal force :
a) Loco/s + BOXN wagons
(10% axle load as braking force)
b) Loco/s + Coaches (16.25t axle load
with braking force as 13.4% of
axle load)
61
 Clearance of Wagons/Coaches

i) Vertical load:
a) 2WDM2 or 2WDG2+wagons/coaches for clearance
b) 2WAG9H+wagons/coaches for clearance
ii) Longitudinal force:
A combination of 2WDM2 or 2WDG2 or 2 WAG9H which
can exert 22.0t, 22.05t and 26.5t braking force per loco
respectively, along with wagons/coaches.

NB: The above may, however, change when new rolling stocks are
introduced.
TE for WAG9 loco is 52 T, newer locos can have TE upto 84 T.
62
 Clearance on Railway Bridges
Para 2.1.1 of Guidelines for clearance of rolling
stock on railway Bridges
a) The clearance refers to standard bridges and
standard spans of girders (including bearings),
slabs, pipes, culverts, piers & abutments, etc for
BGML, RBG & MBG loadings.
b)All other designs of super-structures (incl.
bearings), and sub-structures are to be examined
under the direction of the Chief Engineer
concerned and certified safe in terms of current
IRS Bridge Rules, Steel Bridge Code, Bridge Sub-
structure and Foundation Code, etc. read with
upto date Correction Slips. 63
 Data for Clearance
• Speed potential of the stock
• Speed at which the stock/train is to be cleared
• Train formation
• Axle loads
• Axle distances (including buffer to adjacent
axle distance)
• Tractive effort in case of motive power unit
• Braking force
• Height of c.g above rail level for the stock

64
 Clearance Study

1. Rules for assessing the strength of existing

railway bridges given in clause 3 of IRS Bridge
Rules.
2. Induced loads should be < Design loads
3. Loads considered for clearance:
i) live load
ii) impact load
iii) longitudinal force
iv) Eccentricity load if the bridge is in curve or
track over bridge is in curve
65
 Clearance Study
1. RDSO has issued a software “Moving Loads”
which shall be used for analysis of the bridges
in place of standard EUDLs.
2. Para 3.6: If a bridge is found inadequate for a
loading standard, the bridge is to be checked
using actual train axle loads using the software
(CS No 37)

66
 Rules to Assess Strength of Existing Bridges
(Clause 3 of IRS Bridge Rules)
Dynamic augment:
• Where no rail joint is there on a span and within 10 m on its
approaches, the CDA calculated as per para 2.4.1 and 2.4.2 may be
diminished by an amount equal to 0.75/(span in m) subject to
maximum reduction of 20% of the calculated value for span of 7.5 m
or less (Para 3.3).
• CDA calculated as above may be multiplied by the factor (Vr/V), where
Vr is the permissible speed and V is 125 km/h for trains hauled by
diesel/elect. loco. (Para 3.3.1(a) (i)) (20-40% reduction)
• Bridges found fit for 125 km/h on BG may be cleared for speeds upto
160 km/h for passenger services with stock specially cleared to run at
such speeds. (Para 3.3.1 Note (1))
• The coefficient of dynamic augment shall in no case be taken less67than
 Rules to Assess Strength of Existing Bridges

Dynamic augment above is subject to

condition that:
• Bridge shall be in sound condition.
• It shall be certified that the speed will not
be exceeded.
• If speed is restricted to get the CDA within
limit, transportation branch responsible to
ensure the speed restriction is rigidly
observed.
68
 Rules to Assess Strength of Existing Bridge
(Contd.)
Tractive force:
For trains hauled by diesel or elect. locomotives, the max.
tractive force shall be as specified for the locomotive
distributed equally amongst the driving axles.
Braking force:
The braking force for such locomotives shall be as specified
for them distributed equally amongst the braked axles,
together with 10% of the weight of the braked trailing axles
covering the loaded length, if fitted with vacuum brakes. For
trailing axles fitted with air brakes, braking force shall be as
specified for them distributed equally amongst the braked
axles covering the loaded length, subject to a max. of 13.4%
of the weight of the braked axles. (Para 3.4)
69
 Rules to Assess Strength of Existing Bridge
(Contd.)
Dispersion & distribution of longitudinal forces:
•In case of bridges having open deck provided with through welded
rails, rail-free fastenings & adequate anchorage of welded rails on
approaches (by providing adequate density of sleepers, ballast cushion
& its consolidation, etc; but without any SEJs) dispersion of longitudinal
force through track, away from the loaded length, may be allowed to
the extent of 25% of the magnitude of long. force and subject to a
minimum of 16t for BG. This shall also apply to bridges having open
deck with jointed track with rail-free fastenings or ballasted deck,
however without any SEJ or mitred joints in either case.
•Where suitably designed elastomeric bearings are provided the
aforesaid dispersion may be increased to 35% of the magnitude of
longitudinal force. (Para 2.8.3.2) BACK 70
Rules to Assess Strength of Existing Bridges
(Contd.)
Dispersion & distribution of longitudinal
forces:
•The dispersion calculated above shall not exceed
the capacity of track for dispersing the
longitudinal force to the approaches nor shall it
exceed the capacity of anchored length of the
track on approaches to resist the dispersed
longitudinal force (Para 2.8.3.3)
•For new bridges/ rebuilding, the dispersion as
above shall not be considered ( CS No 36 to Bridge
Rules)
71
Rules to Assess Strength of Existing Bridges
(Contd.)

Correction Slip No 34 has introduced new clause

3.5 in the Bridge Rules:
Clause 3.5: For checking adequacy of the existing
bridges for permitting rolling stock involving
higher loads, the bridge shall not be considered
to be carrying any live load when the wind
pressure at deck level exceeds 100 Kg/m2 (0.98
kN/m2)
Correction Slip No 35 gives loading diagrams for
BGBL, BGML, RBG loading of 1975.

72
 Vertical Load Consideration
1. EUDL + impact load of train formation to be within
design EUDL + impact load
2. The most practicable and commonly used way of
reducing the impact load is by reducing the speed
Design load:
• Standard bridges - Standard loadings (BGML, RBG or
MBG)
• Non-standard bridges - Percentage of standard
loadings
N.B: Even when the axle load is within design
standards, a higher EUDL may be induced on some
spans due to closer spacing of axles.
73
 Vertical Load Consideration (Contd.)

3. Percentage strength required for the span to move the train at a speed of VS-
LLT  LLT  IT
  100
LLD  LLD  ID
where,
IT = VS
ID 
VD
VS = Proposed speed of the train (10% to 30% more than operating speed)
LLD = Design EUDL
ID = Design impact factor
LLT = EUDL of the train
IT = Impact factor for the given speed of train
; should not be less than 0.1 as per clause 3.3.1 of Bridge Rules
VD = Design speed of bridge (Clause 3.3.1 of Bridge Rules)
= 125 km/h on BG for diesel/electric traction

74
 Vertical Load Consideration (Contd.)

4. Maximum allowable speed VM -

Design Load = LLD + LLD * ID
Train Load = LLT + LLT * IT
Equating both:
LLD + LLD * ID = LLT + LLT * IT
or,
LLD + LLD * ID – LLT = LLT * IT

Since, IT = ID * VM
VD
LLD  ( LLD * ID )  LLT
VM  * VD
LLT * ID
75
 Vertical Load Consideration (Contd.)

5. Percentage strength & maximum allowable

speed to be worked out separately for
Bending Moment and Shear Force EUDLs.
Max. of the two for Percentage strength
and minimum of the two for maximum
allowable speed to be considered.

76
 Longitudinal Force Consideration
Bridges are designed to:
S.No. Loading Std. Max. Max. BF
TE(t)
1. BGML-1926 47.60 10% of TLD
2. RBG-1975 75.00 20% of TLD
3. MBG-1987 100.00 13.4% of TLD
• Bridges constructed prior to 1926 designed without
longitudinal forces
• Does not depend on speed
• Longitudinal force more than designed force would
cause overstressing of bridge components
77
 Longitudinal Force Consideration (Contd.)
1. Standard bridges designed for max. of tractive effort or
braking force due to standard loadings.
2. Long. forces govern design of bearings and
substructures in open web girders. They also affect
design of bottom chords and bottom lateral bracings.
3. Braking force governs in case of longer spans whereas
tractive effort governs in case of shorter spans.
4. Tractive effort and braking force are on increase due to
introduction of higher horse power locomotives and
air-braked trailing loads.
5. Most of the bridges are to BGML standard or standards
existing prior to that.
78
 Longitudinal Force Consideration (Contd.)

6. As per clause 3.4 of Bridge Rules (A&C No.23, Dt. 26-

10-99):
i) Tractive effort - As specified for the loco distributed
amongst the driving axles
ii) Braking force - As specified for the locomotives
distributed equally amongst the braked axles
+
10% of the braked trailing load for vacuum brakes
or
13.4% of the braked trailing load for air brakes

N.B: As per Wagon Directorate, braking force of BOXN

wagon has been restricted to 10% of axle load. 79
 Longitudinal Force Consideration (Contd)

1. If the induced tractive forces with dispersion and induced

braking forces without dispersion exceed the design
longitudinal forces, clearance cannot be given.
2. However, if the induced tractive forces with dispersion
and braking forces without dispersion are within the
design forces, whereas TF without dispersion are
exceeding the limit, clearance can be given with the
condition that the ‘track on bridges and approaches shall
be strengthened or modified in such a way so as to allow
the dispersion as per clause 2.8.3.2 of Bridge Rules’.
3. If the induced longitudinal forces without dispersion are
within the design longitudinal forces, clearance can be
given straight away. 80
 Stocks having higher C.G. than standard

As per clause 2.5.3 of IRS bridge rules, the CG of the BG

stock shall be assumed to act at 1830 mm above rail level.
If the height of the CG of vehicle is more than this, the
allowable speed is calculated as:
VC = VV*(HS/HR)
VC: Allowable speed
VV: Allowable speed from vertical load
considerations.
HS: 1830 mm
HR: height of CG of rolling stock above RL

81
 High speed train trials
As per Para 4.1 of the “Guidelines for Clearance of rolling
stock on railway bridges” issued by RDSO, the impact
factor for the high speed train trials shall be worked out
with the following formula

ITHS=ID +[(VHS-160)/125] X ID

ITHS : Impact factor at high speed

ID: Impact factor as per IRS bridge rules
VHS: Proposed high speed.
This impact factor is only for trials and the detailed study is
required for the actual impact factor to be worked out.
82
 Heavy Haul trains
As per Para 4.2 of the “Guidelines for Clearance of
rolling stock on railway bridges” issued by RDSO,
the heavy haul trains shall have different
longitudinal train dynamics. There are high
coupling forces due to high buffing forces and
slacks, and due to sags/summits and lack of
coordination between locos. Further for heavy haul
trains, the CDA, fatigue life and lateral forces are
expected to be different than normal trains.

83
 Over Dimensional Consignments
As per Para 4.3 of the “Guidelines for Clearance of rolling
stock on railway bridges” issued by RDSO, the ODCs may
be required to be moved on special wagons with
12/20/24 axles etc. The train formation for the moving
the consignment is made by the wagon directorate along
with the drawing of the wagon in loaded condition. The
same is to be checked for loads. Longitudinal load
considerations do not normally arise. The load calculated
is reduced by 10% to 30% to allow for the poor
suspension characteristics of the wagons. Care is to be
exercised regarding the CG of the load and the possibility
of the shifting of the load while calculating the stresses.
84
 Cranes
As per Para 4.4 of the “Guidelines for Clearance of rolling
stock on railway bridges” issued by RDSO, the cranes have
four conditions:
•Running attached to a train
•Running on own power, jib resting on match truck
•Lifting the load while standing on the bridge with load on
the jib
•Running on own power with the load on the jib
When load is lifted on jib, the wheel loads get increased
considerably due to eccentricity of the load. Additional
impact due to the oscillations of the load and the upward
acceleration when the load is lifted up. The increase is taken
as 30 %. In the fourth case, if the speed of movement is
more than 10 KMPH, the impact due to oscillations of load of
30 % to be considered.
85
 Clearance for higher axle loads

For bridges constructed to BGML and RBG,

maximum axle load is 22.9T. If higher axle load
comes, the study is to be done for:
•Non - Ballasted deck: The longer spans may be
safe but the smaller spans may be failing. Separate
study for the smaller spans shall be made.
•Ballasted Deck: The pipes, slabs etc where the
dispersion of load through earth, ballast, slab etc is
considered, separate study is required

86
 Speed Certified

The speed certified is the speed potential on the

bridge calculated as per the stipulations and
reduced by :
•10% of speed potential or 10 KMPH, whichever is
less, to account for any inadvertent over speeding
•For ODCs, speed is reduced by 10% to 30 % to
account for the inferior suspension characteristics
and/or unequal loads in the axles.

87
 Checking Sub structure
(As per Substructure Code)
As per clause 5.16.2.2 of sub structure code, the factor of
safety can be reduced as per the condition of the structure
Max Comp Factor of safety Remarks
Stress Without With
occasional occasional
load load
As per Cl ≥6 ≥ 4.5
5.14.3 and
5.14.4
Upto 100% ≥3 ≥ 2.25 Subject to the good condition of the masonry
over stress
Upto 200% ≥2 ≥ 1.5 Subject to the good condition of the masonry
over stress and close observation as specified by CE after
new stock is introduced.
> 200% <2 < 1.5 Strengthening to be done
overstress
89
 Checking Sub structure
Note: If the tensile stress exceeds by more
than 100% of the values given in IRS
Bridge Substructure Code, the tensile
zone shall be neglected and the
equivalent compressive stress shall be
worked out. (Para 5.16.2.2)

90
 Checking Sub structure
• Upto 50 % overstress in bending compressive
stress specified in IRS concrete bridge code is
permitted subject to good condition of the
mass concrete and close observation as
specified by the CE.
• If overstress in compression exceeds 50 %,
strengthening/ rebuilding to be done.
• If the tensile stress exceeds by more than 100%
of the values given in IRS Bridge Substructure
Code, the tensile zone shall be neglected and
the equivalent compressive stress shall be
worked out. (Para 5.16.2.3)
91
 Checking Sub structure
Where the theoretical check is not possible or the
results of the theoretical check are inconsistent
with the physically sound condition of the bridge (C
S No 23), the running of locomotives and rolling
stock with heavier tractive effort/ braking force
may be permitted subject to physical condition
being certified and the bridges being kept under
close observation as specified by CE. The increase
in tractive effort/ braking force shall not be more
than 20% over the level prevalent in the last one
year or so. (Para 5.16.2.4)
92
 Checking Sub Structure for GC
Existing gravity type substructures may be
permitted in the broader gauge subject to the
following levels of overstress over the values given
in the para 5.14.3 and 5.14.4:
•100 % overstress in compression in case of
masonry and no overstress in compression in
concrete.
•100 % overstress in tension in case of masonry
and concrete. (Para 5.16.3)

93
 Checking Design of Foundation
Pressure on the soil at the base of the foundation
shall be compressive throughout and the maximum
value shall not exceed safe bearing pressure of soil
and the shear stress and settlement shall be within
limits. If tension develops, the foundation pressure
shall be calculated on the reduced area of contact.
(Para 5.16.2.5)

94
 EXISTING STEEL GIRDER BRIDGES

• 3.20.2: If bridge engineer is regularly inspecting a

bridge; and impact is within limits of IRS bridge rules:
• PLATE GIRDER:
• Allowed if combined stresses in members do not
exceed specified values by more than 11%
• Rivet stresses allowed to be exceeded upto 25%

• OPEN WEB GIRDER:

• Allowed if combined stresses in members do not
exceed specified values by more than 5%
• Rivet stresses allowed to be exceeded upto 10%

95
Inspection of steelwork

• Overstressed members to be kept under

observation:
• 25 T loading,
• members overstressed upto 95%-100%:
30.5 m underslung to BA-11232:
L1-U2
• members overstressed upto 100%-105%:
76.2 m through to BA-11382:
U3-L4, U1-L2, U4-U5, L0-U1
• Steel Bridge Code para 3.20.2 permits 5 %
overstress, subject to regular observation

96
Overstressed Steelwork Inspection

• RDSO letter No CBS/25t/Axle load dated

17.06.2009
• All members overstressed as also all
members having stress within 95%-100%
shall be observed during inspection
• Members shall be easily identified in field
by 3 yellow bands of 100 mm width, one
on each nodal point and one in the middle
of the member

97
THANKS

98