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&osds congress Speci*1 Pubhcabon 51

GUIDELINES FOR LOAD TESTING OF BRIDGES

NEW DELHI 1999

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indian Roads Congress Special Publication 51

GUIDELINES FOR LOAD TESTING OF BRIDGES

Published by
The IndIan Roadscongress

copiescan be bad from TheSecretaty, IndianRoads congress ,Ja,nnagarHOuse, 5ha/ijaban Road New De1hi~ 110011
New Delhi 1999

(plus packing and postage)

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IRC: SP5 11999

First Published, June,,

1999

i/Mug/us of Publication and of Translation crc resen~ed)

Printed at Sagar Printers & Publishers, 1880, Udaich~mdMarg~, Kotla Mubarakpur, New Delhi 110003

(10(X) copies)

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GUIDELINES FOR

LO!J&[) rEsnNc; OF BRIDGES:

CONTENTS
Page cOfflIJOSitlOn of Bridge Specilications & Standards Committee Background introducuon

(i) to (ii) 1 2 3 4 4 13

2.
3.
4,

IYpC otFests ~cupe Test Procedures Acceptance Criteria

5.

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tRc:sp 51

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Chief Engineer El South, Ministry of Surface Transport (Roads Wing New Delhi-I 10001 Chief Engineee(NFL, U. P p W D , Lucknov~ 22600 Chief Engineer, Dy Director General rET West Blnek-IV, Wing 1, R.K Purant, New Delhi- 10066 324, Maitdakini Enela. e, Greater Kari.rsh II. New Delhi-I 10019 Chief Engineer, P WI) Roads) Assam, PC) Chandman Guts ahati781003 P WI) B&R Branch, Patiaia I H.P. Jarndar) R&B Deptsrtrnent . Blick Nc I 4, Sachrvalas a Ci mIriL Gandhinagar-3820 10 (D. Site Rama Murihy National Highways, Errarn Mancii Hyderahad-580482 Haryana P WI)., B&R Sector-i) B, Chandigarh 1601119 Ministry of Surface Transpirrr I Road Vv mg New Delhi- 110001 (Vinod Kurnar) Bureati of Indian Standan:is , Manak Bh,ts an, New Delhi-I 10002 Public Works L)epartrricnt, Writers Buihirig, Block C, Caleuita-700001 M. P. PWD , D Wing. let Floor Bhnpai-i62I)i1t H P Jaindar - Ex-O[fieirr Secretary to the Govt of Gujarat R&B Department, Block No, 14, Sachivalaya Comple s. Gandhinagar-3820 ii) A ED. Naraiir - Irx -ifflicin DG(RD) & Addi Secretary in the Govt of India, Ministry of Surface Transport (Roads Wingl Nese Delhi S C. Sharma - iCr-Officio Chief Engineer, Niinistrv of Surface Transport (Roads Wings, New Delhi

21 Shrr S N R Parangnsarn 24 Sun VT) Agai wai 25 Slid TiC Ran 21 P C Rhasin Shri P K Sarmuh 2K The Chiel Engineer NHS, 29 The Secretary to the Goet Uujarat

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The Chief Engineer (R&B I, The Engineer-in-Chrcf [he Chief Erigirteet RS S& R

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ihe i)rrrctor ~Kc Flead )Civii Engg I, The Chief Engi rieer NH

ihe Chief Erigi ricer NH It, Freer dent, Indian Roads Congress
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17 lIiiri Treasurer Indian Roads Congr es~

SR Se,cr~t,tr~
Indian Roads Corrgr c,

Corresponding Memhers
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V Mcrani A47(1344, Adarsh Nag.c, Wnrim, NI airtham -41 SI) i7 Flat No. 4, Kavita, I Stir Road, Khai W Muitrbai-400052 AdviserConsultant, Consulting Engg. Scrs i Pst Lid., 37, Nehru Place Ners Delhi-i 1151119 Emeritus Scientist, Structural Engg Research Centre, 399, Pockcl F MayurviharPhase II, Delhi-l 11)091
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Dr (1 P S:.ih,s Sh itai a S h,srair -t Iir hi (1 lanrhankar

(ii)

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Ci.JIDEIJNES FOR LOAD TESTING OF BRIDGES

BACKGROUND

1.1.1 ridge Maintenance and Rehabilitation Committee (B~ 10) set tip iTT I 99 Ii Ltd identi lied and formed a. subgroup to prepare the draft on fc.ir I .oad Testing of Brdgcs The newly constituted (B~ 10) tTcr~niniTTi,re II 994-96) reviewed the work done by subgroup in its first rnee,[uTg hekl on the. 26th April, 1994.
,

The guidelines drafted by a sub-group comprising ofSarvashri MV,B. Rar,m (Convc nor), AD, Narain, CV. Kand and MR. Kachhwaha were approved by dii.,. Bridge Maintenance and Rehabilitation Committee (B- 10.) in its meeting i.eld on. the 29th November 1996 at Mumhai, The personnel of the Bridge Maintenance and Rehabilitation Committee (B- 10) are given below: AG. Borkar F) K Kanhere
-

Convenor Member-Secretary

MEMBERS

f~C.Bhasin. ~ Chakrahorty :M,.K. (Thatter~e.e. Sf3 .Jr,inlekar v.. 1< and PV. l~1 anju re N. \~?i&jetani GD. Mohindra

Dr. TN. Subba Rao S. A. Reddi Dr. N.S. Rengaswamy K..B. Sarkar
Surjeet Singh Di. M.G. Tamhankar Mahesh Tandon Director, HRS, Madras Director B.&S, RDSO, Lucknow EX-OFFICIO

Pre.sideni, IRE: FInn ireasurei, iit(

SF.:~crc:[ary, J~~(

5k M,S. Guram, Chief Engin er, Pun~ahPWD B&R, Patiala Sh. A,D, Narain, Direct:or General (Road Deve!opment) &. Add!. Secy., MOST) Sb. S.C. Sharma, Chief Engineer, MOST

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TFtCT SP~5I...

CORRESPONDING MEMBERS

Dr. /K. 1k ama .M.K. Sa.xe,na

SR. Tanihe N.G. Thatte

MR. Vinayak

Further the Guidelines were. considered a.t.d approved by Bridge Specifications & Standards Committee in its meeting held at New Delhi on 27.9.97, the Executive Committee on 29..! 1,97 and the Council on 5.1.98. 1.2. This guideline will only give procedure for a full-fledged load testing of bridge, superstructure including recoirmendation for acceptance criteria. inspite of the limitation associated with load testing of budges, the method complements structural ana.ly sis and also fa.ciii ta.tes assessment of latent (reserve..) strength. Such load testing should not be considered as a routine requirement and should he resorted to only on case specifc basis. The. testing is done mainly to assess the flexural capacity, wherein deibrmations in superstructures can he measured directly with reasonable accurac.y. Bridges are rarely tested for shear strength evaluation due to atbse.nce. of a reliable method of m.. onitoring extremely small strains and widening of shear cracks.
L. INTRODUCTION

!R.Cs Br.idge Maintenance & Rehabilitation Committee (8-10) has alread.y issue.d Guidelines for F.~~vaiuation of L~oadCarrying Capacity of B. ridges as 1RC: SP: 37. These guidelines deal with ratng of bridges f.or standard IRC live. loads asspecified in IRC: 6. In these guidelines., analytical
method, load testing method and correlation method are recommended, hut load testing method is recommended only when no construction drawings and specifications originally followed are available.. The te.s.ting loads to be a ti Ii scd for rating of bridges are not the IRCs standard bnidg,e loading,s, hut will be from amongst those commercially available. Normally, the test vehicle will lie, chosen as the next heavier vehicle than the predominantly heavy vehicle, presently plying over the bridge. The application of load is over a vi::~rysmall duration of time during which the. relevant defbrmations

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JRC: SP~ 51 1999

are measured. This method of rating of bridges is very convenient when a nuniher of bridges in a road network are to be rated. But, when a newly constructed bridge is to be accepted, may he because its design is of an unusual type or where quality of construction is suspected to be not as specified, then a full-fledged testing of the bridge has to be resorted to as an assurance test by application of loads atleast equivalent to the design loads. Such load testing has also to be employed when contract conditions so specify. At times, testing of bridges by the application of design live load or more is resorted to when the research objective so demands. Normally old bridges are not to be tested in this manner. The basic difference between the load testing as envisaged in IRC: SP: 37 and the load testing in these guidelines isthat the behaviour of the bridge is observed by the application of design live load or load slightly exceeding design live load over a longer period of say 24 hours and the elastic performance of the bridge deck on removal of the test load can be observed.
2. TYPE OF TESTS

The load tests on bridges could be classified under five heads: (a) (b) (c) (d) (e) Behaviour Tests Proof Load Tests Stress History Tests Ultimate Load Tests Diagnostic Tests

The Behaviour Tests are carried out to verify the results of any method of analysis or design. The test load could be equal to or lower than the design load. The Proof Load Tests are more commonly adopted for operational rating of bridges. The tests are done on new structures which had design or construction problem or for the rating of an existing bridge. The Stress History Test is carried out to establish the distribution of stress ranges in fatigue prone areas of ~ridges. The data obtained from passage of regular traffic is used to assess the fatigue life. The Ultimate Load Tests are performed to understand the global

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IRC: SP: 51

1999

behaviour when sufficient theoretical knowledge is not available to predict the structural performance. The tests provide valuable information regarding the sequence and mode of failure. The Diagnostic Tests are meant to monitor the behaviour of a component of a bridge either to establish the cause of damage or its share in transfer of loads when sufficient theoretical analysis is not developed. The type, magnitude, application and duration of different tests is decided on the basis of objective and evaluation procedure. Each methodology depends on exigencies and site conditions. Thus, until and unless specified, the term load test used without qualification commonly denotes Proof Load Test only,
3. SCOPE

These guidelines deal with Proof Load Test. They cover testing of superstructures, excluding arches for evaluation of their flexural capacity. Testing for shear capacity is not considered. This test is not intended to assess ultimate load carrying capacity of bridge superstructure.
4. TEST PROCEDURES

4.1. Selection of Span In case of new muitispan bridges, minimum one out of 15 spans could be chosen for load testing, the maximum chosen being two when the total number of spans exceeds 15 4.2. Method of Loading 4.2.1. The method of loading should be such as to either simulate the specific class of vehicle or induce in the member(s) the calculated forces, viz,, the bending moments at critical sections. The test loads may be in the form of:

mobile test vehicles; 4

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IRC: SP: 51

1999

static loads on wheel/track imprints of the specific class of vehicle

for which the bridge is to be rated;

static loads on a configuration which produces the calculated force in the member(s) under test.

4.2.2. Test Vehicles: The usage of commercial vehicles has been recommended in pan 6 of IRC: SP: 37. The vehicles and/or their trailers are uniformly loaded with preweighed units like concrete cubes or sand soil containers and the axle loads determined on weigh bridges. However, the commercial vehicles do not produce the expected load effects of standard loadings. Use of special test vehicles would be ideal. The advantage of special test vehicles is that they can be moved on and off the structure quickly.
4.2.3. Static Loads

4.2,3.1. Simulation of the specific IRC vehicle: The load effect on a span can be produced by building up preweighed units on loading imprints spaced as per codal provisions. The imprints are built either with brick masonry or concrete and rolled steel sections placed across pain of imprints, so that platforms could be built on a group of four imprints for placement of preweighed units. The area of each platform depends on the magnitude of the load and unit weight of individual unit. A preweighed unit normally comprises sand or soil filled gunny bags, concrete cubes, bricks etc., which can be carried manually. Otherwise, large concrete blocks, containers of water or (stone) ballast or steel ingots could be used ifmechanical handling facilities are available to load and unload them from test vehicles. Fig. I shows a scheme for building up 2 lanes of IRC Class A loading on the carriageway of a bridge. The loads are placed eccentrically on the carriageway of a bridge in such a way that maximum bending moment is produced in any longitudinal. 4.2.3.2. Other types of static loads: Any configuration which produces the design forces (load effects) in the member(s) could be adopted, for instance uniformly distributed load. Any of the appropriate methods of load distribution between the girders can be adopted in arriving at the test load and its configuration on the span. But the method of distribution

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IRC: SP: 51

1999
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Fig. 1. Placement of 2-lanes of IRC Class-A loading and footpath loading on carriageway

of loads should be the same as adopted in the approved design. However, where the approved designs are not available the owner of the bridge should specify the appropriate method of load distribution. In the case of multiple girders, it is possible that the design moments are simultaneously induced in more than one girder. It may well happen that the magnitude of the test load on the span is greater than that of the design mc vehicle, hut the forces induced in any member should be always equal to the specified design force of the load test. 4.3. Loading and Unloading Sequence 4.3.1. The test load shall be applied in stages so that timely action, such as stopping the test, can be taken if any untoward distress is observed at any stage. In most cases, the design live load effect would be equal to or less than that due to dead load. The dead load is already acting and the test load is some specified multiple of live load more than one. The suggested stages of test load placement are 30 per cent, 50 per cent, 70 per cent, 80 per cent, 90 per cent and 100 per cent. Unloading should also be in the same stages. The next incremental loading should be added only after the defiections under the previous load have stabilised and all the stipulated observations are completed. 4.3.2. The selection of first stage of loading depends on the general

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IRC: SP: 51 1999

condition of a bridge and the load carrying capacity theoretically assessed. It is advisable to monitor the appearance and widening of flexural cracks at every stage of loading, so as to decide about placement of next incremental load. It is expected that the load-deflection characteristics at every increment

are linear and any abnormal behaviour is reflected in the load vfs deflection data. If the deflection observed exceeds the limit prescribed in the code the further loading shall be stopped. Subsequent actions shall be taken in consultation with appropriate authorities. Occasionally, crackling sounds at the locations of expansion joints are heard when the rotation capacity is exceeded, particularly, in balanced cantilever bridges. Spalling of delaminated concrete is also possible during load tests. 4.4. Preparatory Work
AU

visual defects should be measured, mapped and plotted.

It should be ensured that bearings are functional.

-

Expansion gaps, joints should be cleared of all debris. It will be useful to give the surface of the superstructure a coat of white wash, so that appearance of cracks becomes immediately perceptible.

4.5. Precautions
-

Staging should be stable and safe Staging for instruments and that for observers should be quite independent. Staging for instruments should be rigid. Due to temperature change, the superstructure may tend to hog or sag; therefore, it should be ensured that when this occurs, contact with the spindle of the dial gauge is not lost. Spindle extensions should be fixed to take care of this.

During the 24 hour retention period of built up load, care shall be taken to cover the preweighed units with tarpaulin, so that rain or strong winds do not affect the stacking on the platforms.

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~RC: SP.51

1999

4.6. Observations The following should be observed, measured and recorded at regular i~ntervalsof one hour over a period of 24 hours:
-

deflections at critical sections (for instance for simply supported spans at mid-span and at quarter-span. In box girders, it will be useful to record deflections under each of the external ribs). appearance ofcracks and their development, length, width, location, orientation correlated with load.

deformation of bearings. ambient temperature and related temperature in the body of the structure.

4.7. Measurement of Deflections Delfections could be measured with the following devices: (a) (b) (c) (d) (e) Dial gauges Ruler and cursor Deflectometers Precision level Water level

The methods (a) to (c) could be used wherever dry bed is available under the span. Otherwise, methods (d) and (e) can be used by using a reference station at the nearby abutment. When girder bridges are subjected to load tests, it is essential to clear debris in the expansion gaps and ~ubricate steel bearings to permit free translation and rotational movements of the spans. The deflection measurement can be done by suspension wire method at the required locations using dial gauges (Fig. 2). In this method trestles or posts 1.5 m tall would be embedded in firm ground and dial gauges

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IRC; SP: 51

1999

uss~ o~. ~

USING SCM. AND CURSOR

Fig. 2. Suspension wire method for deflection measurement using dial gauge or scale and cursor

of least count 0.01 mm are clamped to them. The spindles of the dial gauges are connected by a pair of adapters in plumb line with a GI or Invar wire. The wire is made taut by attaching a weight at the end. The method could be partly modified by using a (steel) scale and ctirsor instead of dial gauge, when the order of anticipated deflection exceeds 100 mm. Fig. 2 also shows the scale and cursor method for measurement of large deflections. 4.8. Procedure for Temperature Correction
A set of thermocouples are to be fixed at different locations of deflection measurement for monitoring temperature of the bridge deck. In absence of thermocouples, hand held instruments could be used wherein a probe could he inserted in a preformed hole in concrete surface, for recording temperature. As a last resort, thermometers could also be suspended from trestles used for deflection measurement to measure the shade temperature. The number of thermocouples/thermometers/probes used could be about half the total number of locations for deflection measurement.

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1RCSP: 51 1999

The superstructure tends to hog or sag due to variation in ambient temperature and it is necessary to apply correction to the deflection data during static load test. This is so since the duration of loading or unloading operation in static load test could be for 4-5 hours. For this purpose, the platforms on masonry imprints meant for building up static loads should be placed in respective positions for observing thermal response of the bridge deck prior to load test. The deflection values and ambient temperature data are generally collected from dawn to dusk for two or three consecutive days at 1 hour intervals. The temperature vs. deflection data are collected on these days and a curve drawn for each station (dial gauge location), which is taken as basic curve for temperature correction. Usually the temperature-deflection characteristic would be a best fit obtained from a cluster of readings. The deflection reading at any location and temperature during load test, is super-imposed on the basic curve. The difference between the two values give the true deflection for the location under reference, corresponding to the same temperature. Fig. 3 shows typical characteristic of thermal response, super imposed on load vs. deflection data during a proof test. Precaution The bridge deck temperature gets affected due to variation in humidity and strong winds on the day. Also, the data gathered on sunny and cloudy days would be different, although the ambient temperature is same. Therefore, to avoid inconsistencies in the data, it is preferable to choose two identical spans, one for load test and the other for temperaturedeflection data and should be monitored simultaneously. This approach reduces the total period of load testing by at least two days. 4.9. Correction for Rotation of Pier The deflection data of cantilever span bridges and those with tall piers (of effective length to radius of gyration ratio 50 and above) need further correction due to rotation of the piers. The rotation could he measured with a clinometer mounted on the hammer head portion for

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IRC: SP: 51 1999

MIBEENT 15 17 19
I

TEI.PERAThRE ~
25 27
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23
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aosic TEMP. cu~v~

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110 EDt no 755 12070{SC) ~rG).(Co) I R2 TO CD o -~09SERVED DEEL(COOM TEMPERATURE DEFLECTiON CORRECTED oc:aECTcN -LQA(RFC SIEGE LINLOROING STAtIC CREEP DEFLECTION

C 120

J...tQJflL:

150

160

1 70

ISO

1. IRE LCWIBIC CPFRNT1OF4 5 COMPUTED BEFORE. as :21N4 PRO UNLOADING OPERATION CORAIENCES 76,5 24 NOUN PETER C0I~t LOON Of EOP22IPPC. 70.15 2. IHE RE1094C ON rEMPc~rnRECORRECTION CIJEM. CORRESPOND TO DIFFERENT HOURS OF DCX IIIPYIIJE, THEREFORE, THE CAFLLCDOR DATA IS TO RE CORRECTED PS PER TIC PEAS TEMPERATURE Of R%CORDNC FOR LOA CMLDACINO CfCLCS. 3, LC2AOF4O 1 UNEOAOIRG 15 DONE IN THE SANE 1 2112 07.5 INCIIEMEHIS/OECREMENIS BUT THE V#UJE CF TEMPERATURE CORRECTION WOULD BE (REFERENT, 4, THE CORRECtED DEFlECTION VALUES ROtATED 1302 10915 CREEP OEF1,UCIRIN IN PARENTHESIS CORRESPOND TO UNECIPOINC 4FTER 24 H3JRS C~LC.

HolDs

Fig.3. ~ypicai basic temperature correction curve with load-deflection data in a load test

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IRC:SP:51 1999

cantilever bridges directly over the piers. The clinometer is initially set to no load condition and rotations at incremental loads can be measured directly. The rotation of the piers could also be measured with a column of dial gauges placed across the depth of pier at fixed distances. More than one column of dial gauges would be required to measure rotation of circular piers in the longitudinal and transverse direction. The method needs erection of a mounting system to fix the dial gauges and also an independent scaffolding or ladder for personnel to record the dial gauge data. An indirect method to determine rotation of pier can be adopted when the pier and superstructure are monolithic, as in cantilever bridges. In this case, the load free arm could be instrumented for deflection measurement (at different cross sections) along the span length and the ratio of difference in deflection values and distance between cross sections yields rotation of load free arm. The rotation of pier would be equal to the rotation of load free arm, due to monolithic action. Fig. 4 shows the schematic arrangement adopted to determine rotation of piers by the indirect method.

ABUTMENT DC-

DO DIAL GAUGE LOCATIOR SC SCALECURSOR LOCATION

Fig. 4, Scheme for determination of rotation of deflection in

a cantilever bridge

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IRC: SP: 51

1999

4.10. Percentage Recovery of Deflection The percentage recovery could be calculated for values of deflection. The percentage recovery is calculated at 24 hours after removal of load. The calculation is done as follows after effecting temperature and! or rotation correction to deflection data: Initial value (on dial gauge) Final value after placement of test load [Thereafter, measurements are to be taken at regular intervals of one hour, as per Clause 4.6]. Value at 24 hours after placement of test load Value immediately after removal of test load [Thereafter, measurement are to be taken at regular intervals of one hour, as per Clause 4.~]. Value at 24 hours after removal of test load Total. deflection Total recovery 24 hrs after removal of test load Percentage of recovery of deflection 24 hrs after removal of test load.
S. ACCEPTANCE CRITERIA
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R5 R3-Rl R3-R5 R3-R5 ~ R3-Rl

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5.1. The criterion of acceptance is based on recovery of deflection after removal of test load. It is necessary to specify the quantum of applied load, the duration of the load on the span and the percentage recovery of deflection on removal of load.

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LRC: SP5l 1999

5.2, For bridges designed for IRC Standard loadings, criteria for load testing of steel, PSC and RCC superstructures are given in Table below.
TABLE. ACCEPTANCE CRFTEIUA

Type of Bridges

Live Load Intensity for Testing

Duration of Retention of Test Load (Hrs.)

24 24 24 24

Minimum percentage recovery of Deflection at 24 hrs after removal of Test Load 75

1.
2.

Reinforced concrete Prestressed concrete Steel Composite

85
85 75

3. 4.
(A

* *

I OL plus corresponding impact as per IRC Codes)

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 0.3 mm, spailing or deflections which are excessive and incompatible with safety requirements.

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