123456

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
(RAILWAY BOARD)
INDIAN RAILWAY STANDARD
CODE OF PRACTICE FOR THE DESIGN OF
STEEL OR WROUGHT IRON BRIDGES
(STEEL BRIDGE CODE)
Adopted 1944
Revised 1962
Reprinted in 1977
(Incorporating Correction Slips 1 to 10)
Addendum & Correction Slip No. 18 dated .. (Draft)

1.0
Delete existing Clause 3.6.4 & Cl. 3.6.5 and insert new clauses as under:
Clause 3.6.4 For any structural member or connection, the fatigue assessment shall be
made as per Appendix G (revised) for a specified Design Life and Fatigue Load Model.
The trains comprising the fatigue load models shall be in accordance with Bridge Rules.
Clause 3.6.5 The fatigue life assessment shall be made for a standard design life of 100
years for a standard GMT of 50.
Note:- No allowance for fatigue need be made in the design of Foot Over Bridges.
2.0
Replace existing Appendix G with new Appendix G (Revised).

By Order
DA : Appendix G (Revised)
Lucknow
Dated : -10-2010
(Mahesh Kumar Gupta)

Executive Director (B&S)
Appendix G
(Revised)
Fatigue Assessment For Steel Bridges

1. General
The process of progressive localized permanent structural change occurring in a material
subjected to conditions which produce fluctuating stresses and strain at some point or points
and which may culminate in cracks or complete fracture after a sufficient number of
fluctuations.
The above definition of fatigue implies that fatigue in materials is the phenomenon which
causes failure of any structural member, under the action of repetitive loads, to take place at
stress levels that are substantially less than those associated with failure under static loading
conditions. Railway bridges are dynamically loaded structures which are subjected to complex
fluctuating loads of varying amplitudes. Therefore, an assessment for fatigue is required to be
made if the bridges are to be designed for a definite service life.
2. Scope
2.1. This document supersedes the provisions in the IRS Steel Bridge Code (1962) with
regards to Fluctuations of Stress (Fatigue).
2.2. The fatigue assessment shall be deemed to apply to structures which comply with all
applicable codes of practice or regulations and have been analyzed and designed in
accordance with accepted principles and practices.
2.3. The structural materials and fabrication procedures shall be deemed to
applicable codes of practice or regulations.
comply with all
2.4. This document is restricted in scope to the assessment of adequacy of members,

connections and joints of railway bridges subjected to fatigue loading for a specified
design life.
2.5. The assessment procedure contained herein shall be applicable to all grades of structural
steel, conforming to applicable codes of practice or regulations.
2.6. The assessment procedure will not be applicable to the following :(a) Corrosion fatigue
(b) Low cycle(high stress) fatigue
(c) Thermal fatigue
(d) Stress corrosion cracking
(e) High temperatures > 150o C
(f) Low temperatures ( brittle transition temperature)
(g) Aerodynamically induced vibrations
3. Basis
The assessment for fatigue performance is based on Palmgren-Miners law and shall be
conducted by either of the following:
(a) the evaluation of the accumulated damage, or
(b) the evaluation of the equivalent constant amplitude stress range which would cause the
same damage for 2 million cycles of application.
The assessment shall also be based on a classification of structural detail or connection
depending upon their fatigue strength. The design stress range corresponding to 2 million
cycles are given for each fatigue class. The provisions for the adequacy of a structural
connection or detail shall be complied with, at each critical location of the structure subjected
to cyclic loading, considering relevant number of cycles and magnitudes of stress ranges
expected to be experienced at the location during the design life of the structure.
4. Terms and definitions
4.1. General
4.1.1
Fatigue
The phenomena of damage in a structural part through crack initiation and/or
gradual crack propagation caused by repeated stress fluctuations.
4.1.2
Nominal stress
The stress in the parent material or in a weld adjacent to a potential crack location
calculated in accordance with elastic theory excluding all stress concentration
effects. The nominal stress as specified can be a direct stress, a shear stress, a
principal stress or an equivalent stress as appropriate unless explicitly specified.
4.1.3
Modified nominal stress

A nominal stress multiplied by an appropriate stress concentration factor kf, to allow
for a geometric discontinuity that has not been taken into account in the
classification of a particular constructional detail.
4.1.4
Geometric stress (hot spot stress)

The geometric stress is the maximum principal stress in the parent material
adjacent to the weld toe, taking into account stress concentration effects due to the
overall geometry of a particular constructional detail. Local stress concentration
effects e.g. from the weld profile shape are already included in the detail categories
and need not be considered separately.
4.1.5
Residual stress
Residual stress is a permanent state of stress in a structure that is in static
equilibrium and is independent of any applied action. Residual stresses can arise
from rolling stresses, cutting processes, welding shrinkage or lack of fit between
members or from any loading event that causes yielding of part of the structure.
4.2. Loading and stress parameters

4.2.1
Load/Loading event
A defined sequence of loads passed over the structure. This shall usually consist of
a sequence of axle loads, specified by the magnitude of the load and the interval
between successive axles, or recommended equivalents to represent the passage
of a train.
4.2.2
Stress history
A record of the stress variation at a particular point in the structure during a
load/loading event obtained either by analytical or experimental means.
4.2.3
Rainflow method / Reservoir method

These are cycle counting techniques used to count the number of stress cycles
corresponding to each stress range in a given stress history to derive a stress
range spectrum.
4.2.4
Stress range
The algebraic difference between the two extremes of a particular stress cycle
forming part of the stress history is denoted as a stress range.
4.2.5
Stress range spectrum

The stress range spectrum is a histogram of different stress ranges and their
frequency of occurrence for a particular loading event.
4.2.6
Design Spectra
The combination of all stress range spectra applicable to the fatigue assessment.
4.2.7
Design life
The specified period for which a structure is expected to perform safely with an
acceptable probability that failure due to fatigue will not occur.
4.2.8
Fatigue life
The predicted period, expressed in years, preceding fatigue failure at a structural
joint or detail based on analytical calculations or experimental observations.
4.2.9
Damage
Damage is the ratio of the actual number of cycles subjected to member
detail/connection to the number of cycles to failure at a specific stress range.
Total damage is the linear combination of the ratios of the cycles of various stress
ranges present to the number of cycles to failure, for each stress range in a stress
spectrum, in accordance with the Palmgren Miners cumulative rule.
4.2.10
Equivalent constant amplitude stress range

The constant amplitude stress range that would result in the same fatigue damage
as the spectrum of variable actual amplitude stress ranges, when the comparison is
based on the Palmgren Miners cumulative rule.
4.2.11
Equivalent constant amplitude fatigue loading

Simplified constant amplitude loading representing the fatigue effects of actual
variable amplitude loading events based on the concept of equivalent damage.
4.2.12
Fatigue loading
The fatigue loading means a set of specific train loads and their daily frequency
indicating the traffic density in terms of GMT (Gross million tonnes per annum). The
traffic load models will consist of a combination of trains to which the bridge may be
subjected within a specified time frame, usually specified by the passage of trains
on a daily basis.
4.3. Fatigue strength

4.3.1
Fatigue strength curve (S N curve)

The fatigue strength curve or the S-N curve is a logarithmic relationship between a
stress range and the cycles to failure at that particular stress range based on the
category of the detail under consideration. The S-N curves are defined separately
for each detail category and may be modified in accordance with other provisions
as applicable.
4.3.2
Detail category
The designation given to a particular structural detail for a given direction of stress
fluctuation to indicate which fatigue strength curve is applicable for fatigue
assessment. This is denoted by a number which represents the magnitude in
N/mm2 of the stress range which is associated with an endurance of 2 million cycles
for that particular category.
4.3.3
Reference fatigue strength

The reference fatigue strength for a structural detail or connection is the magnitude
in N/mm2 of the constant amplitude stress range (direct or shear as applicable)
associated with an endurance of 2 million cycles.
4.3.4
Constant amplitude fatigue limit

The constant amplitude fatigue limit is the limiting magnitude of the stress range
(direct or shear, as applicable) below which no fatigue damage is deemed to accrue
for constant amplitude loading of that particular detail. Under variable amplitude
stresses all stress ranges must be below this limit for no fatigue damage to occur.
4.3.5
Cut off limit

The limiting value of the stress range, below which, the stress ranges do not
contribute to the accumulated damage in variable amplitude stress conditions.
4.3.6
Limiting Stress Range

The limiting stress range for a particular structural connection or detail is the stress
range for that particular detail category which corresponds to an endurance of
10000 cycles. If either the constant amplitude stress range or any of the variable
amplitude stress ranges (direct or shear as applicable) exceed the limiting stress
range then the provisions contained herein will not be applicable.
4.3.7
Endurance
Endurance is the duration of life to fatigue failure, expressed in cycles under the
action of a constant amplitude stress history.
5. List of symbols
Symbol
Definition
Stress range(direct stress)
Stress range(shear stress)
E , E
Equivalent constant amplitude stress range related to nmax
E,2 , E,2
Equivalent constant amplitude stress range related to 2 million cycles
C , C
Reference value of the fatigue strength at NC = 2 million cycles
D , D
Fatigue limit for constant amplitude stress ranges at ND = 5 million cycles, unless
otherwise specified
L , L
Cut off limit for stress ranges at NL = 100 million cycles
SL , SL
Limiting stress range for a detail category at 10000 cycles
C,red
reduced reference value of the fatigue strength
Ff
Partial safety factor for equivalent constant amplitude stress range E , E
Mf
Partial safety factor for fatigue strength C , C
Slope of fatigue strength curve
Damage equivalence factors
Dynamic impact factor
log
logarithm to the base 10
ks
Reduction factor for fatigue stress to account for size effects
kf
stress concentration factor
NR (or N)
design life expressed as number of cycles related to a constant stress range

R or R .
i.e.
Note: Other symbols occurring in text do not conform to universally accepted nomenclature and
are defined wherever they first occur.
6. Fatigue loads
6.1. The fatigue loading specified in this section shall be used for the determination of
stresses at critical locations of the railway bridge, by appropriate and accepted methods
of analysis. The stresses so determined will form the basis of fatigue assessment of the
detail or connection in accordance with Palmgren Miners rule.
6.2. The trains comprising the fatigue load models shall be in accordance with Bridge Rules
prevailing, unless otherwise specified.
6.3. The recommended traffic models for MBG standard to be adopted for the specification of
the fatigue loads shall be in accordance with Table - 6.1
6.4. The recommended traffic models for HM routes to be adopted for the specification of the
fatigue loads shall be in accordance with Table - 6.2
6.5. The recommended traffic models for standard 25 t loading -2008 to be adopted for the
specification of the fatigue loads shall be in accordance with Table - 6.3
6.6. The recommended traffic models for standard 32.5 t loading (DFC Loading) to be adopted
for the specification of the fatigue loads shall be in accordance with Table -6.4
6.7. Other traffic models, in addition to the above or any modification thereof, may be
considered as specified by the competent authority.
6.8. In case of bridges with multiple tracks, it is recommended that ;
(a) The train load shall be applied on a track which produces the greatest stress at the
detail under consideration.
(b) 15%, unless otherwise specified, of the train loads scaled in magnitude shall be
applied on any other track so as to produce the greatest stress at the detail under
consideration.
(c) The train and its scaled counterpart, as described in (b) above shall be assumed to
move in phase in the same direction.
6.9. In general, the fatigue assessment, shall be conducted in accordance with 12.5 using
either the actual train loads or their recommended equivalents in accordance with the
Bridge Rules. The loaded length, for simplified analysis, is that length of the span which
will give the maximum stress in the structural member or connection, when loaded by an
equivalent uniformly distributed load.
Table 6.1(a)
Traffic Models for MBG Standard

Class of Traffic
Heavy Freight
Traffic
Train No.
Type of
Train
Passenger
Trains
Train
Composition
Weight
per
Train (t)
GMT
per
Train
(100 GMT)
Suburban Traffic
Mixed Traffic
Lines with
Heavy Traffic
(70 GMT)
Mixed Traffic
Lines with Light
Traffic
(40 GMT)
(60 GMT)
No. of
Trains
GMT
No. of
Trains
GMT
No. of
Trains
GMT
No. of
Trains
GMT
1+15
900
0.33
1.0
2.0
1.7
2+22
1400
0.51
1.0
10
5.1
2.6
2.6
2+2AC+24NonAC
1700
0.62
14
8.7
3.1
EMU 12
700
0.26
200
52.0
2.3
6.5
10
18.6
7.5
5
Freight
Trains
loaded
Freight
Trains empty
1+75-4 Wheeler
3200
1.17
2.3
2.3
2+40 BOX
3600
1.31
2.6
2+55 BOXN
5100
1.86
10
18.6
7.4
2(2+55 BOXN)
10300
1+75-4 Wheeler
10
2+40 BOX
3.76
20
75.2
12
45.1
1100
0.8
1300
0.9
Total
100.7
70.6
57.7
40.9
Table 6.1(b)
Total
Diagram
(m)
(1) PASSENGER TRAIN-1
1 - 6 x 25 t

2 - 6 x 25 t
(4) PASSENGER TRAIN 4 (EMU)

4 SUCH UNITS FORM ONE TRAIN
1 - 4 x 13.0 t
1 - 4 x 20.0 t
2896
2309
2896
4618
2896
2896
TOTAL = 736.0 t
= (700.0 t)
2896
2082
2896
TOTAL = 3195.0 t
= (3200.0 t)
75 - 2 x 20.3 T
1961
4900
3922
3922
4900
3922
4900
4931
1950
2050
5560
3195
2970
2050
1950
1L + 75 - 4
676.219
Wheeler
3995
2896
2896
3995
(5) GOODS TRAIN LOADED - 1

1 - 6 x 25.0 t
Type - 5
1 - 4 x 13.0 t
736
2896
254.764
2082
2896
EMU 12
4618
2896
2896
2309
TOTAL = 1678.0 t
= (1700.0 t)
2896
4618
2896
2896
5279
1950
2050
5560
2050
1950
2 - 4 x 16.25 t (A.C.)
24 - 4 x 13.0 t
Type - 4
4618
2896
2896
5279
1950
2050
5560
2050
1950
5940
5940
1678
1950
2050
613.443
5560
2L + 26
2970
2050
1950
(3) PASSENGER TRAIN (A.C.) -3

2 - 6 x 25 t
Type - 3
TOTAL = 1444.0 t
= (1400.0 t)
22 - 4 x 13.0 t
1444
1950
2050
524.255
5560
2L + 22 ICF
(Non AC)
2970
2050
1950
Type - 2
2896
2309
2896
2896
2896
5279
930
1950
2050
348.676
5560
1L + 15 ICF
(Non AC)
2970
2050
1950
Type - 1
TOTAL = 930.0 t
= (900.0 t)
15 - 4 x 13.0 t
4618
Train type Composition
Train Formation details in traffic Model for MBG Standard
(Contd.)
(Contd.)
Total
Diagram
(m)
2 - 6 x 25.0 t

2 - 6 x 25.0 t
2000
2000
2929
2000
TOTAL = 5140.0 t
= (5100.0 t)
55 - 4 x 22.0 t
2000
2000
1950
2050
5560
2050
1950
2970
2050
1950
5940
5140
1950
2050
2 SUCH TRAINS
TOTAL = 10280.0 t
= (10300.0 t)
2 - 6 x 25.0 t + 55 - 4 x 22.0 t
(9) GOODS TRAIN EMPTY - 1

1 - 6 x 25.0 t
2000
2000
2189
2000
2000
4524
TOTAL = 1132.5 t
= (1100.0 t)
75 - 2 x 6.55 t
1961
4900
3922
3922
4900
3922
4900
2970
2050
1950
4931
1132.5
1950
2050
676.219
(Empty)
5560
Type - 9
1950
2050
5560
2050
1950
2970
2050
1950
5940
10280
1950
2050
1252.365
Type
5560
Type - 8
(10) GOODS TRAIN EMPTY

2 - 6 x 25.0 t
40 - 4 x 6.3 t
NOTE :1. ALL DIMENSIONS IN MILLIMETRES.

2. FIGURES IN BRACKETS ARE ROUNDED FIGURES.
10
2000
2929
2000
6800
2000
1950
2050
5560
2050
1950
5940
1950
2050
1308
5560
2L + 40 BOX 583.725
(Empty)
2970
2050
1950
Type - 10
TOTAL = 1308.0 t
= (1300.0 t)
2000
624.151
Type
5560
Type - 7
6800
2000
1950
2050
5560
2050
1950
5940
1950
2050
3551
5560
2L + 40 BOX 583.726
2970
2050
1950
Type - 6
TOTAL = 3551.0 t
= (3600.0 t)
40 - 4 x 20.32 t
2000
2189
2000
Train Formation details in traffic Model for MBG Standard
4524
Table 6.1(b)
6.2 (a) Traffic Models for HM Standard

Class of Traffic
Type of Train
Train
No.
Train Composition
Weight
GMT per
per Train
Train
(t)
Heavy
Freight
Traffic(150 GMT)
Mixed Lines
With Heavy
Traffic(100 GMT)
1 + 15
930
0.339
No. of
Trains
3
2 + 22
1444
0.527
1.054
10
5.271
2.635
2+2AC+24NonAC
1678
0.612
0.000
14
8.575
0.000
2 WAG 6C + 40
5160
1.883
11.300
7.534
5.650
2 WDG2 + 40
5160
1.883
11.300
7.534
5.650
Freight Trains
Loaded
(Gondola
3 WDG2 + 55
6969
2.544
10
25.437
12.718
5.087
4 WDM2 + 55
7051
2.574
11
28.310
15.442
7.721
Wagons)
3 WAG 6A + 75
9369
3.420
23.938
13.679
6.839
3 WAG 6B + 75
9369
3.420
23.938
13.679
6.839
10
3 WAG 6C + 75
9369
3.420
23.938
13.679
6.839
11
2 WAG 6C + 40
1392
0.508
0.000
0.000
0.508
12
3 WDG2 + 55
1788
0.653
0.000
0.000
0.653
Passenger
Train
with
MBG Loco
Freight Trains
Empty
(Gondola
Wagons)
Total
1.018
No. of
Trains
6
Mixed Lines
With light
Traffic(50 GMT)
GMT
150.233
11
2.037
No. of
Trains
5
1.697
GMT
100.145
GMT
50.120
Type - 3
2L+2AC+24
(NonAC)
12
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
(16.25 t)
(2 + 24) COACHES
2896
2309
2896
4618
2896
4618
(16.25 t)
2896
2309
2896
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
22 COACHES
2896
(16.25 t)
4618
2896
2896
2309
2896
4618
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
(13 t)
15 COACHES
2896
(16.25 t)
(16.25 t)
(13 t)
(13 t)
(13 t)
2896
2896
5279
(25 t)
(25 t)
(25 t)
(25 t)
(25 t)
(25 t)
(m)
4618
2896
(25 t)
(25 t)
(25 t)
(25 t)
(25 t)
(25 t)
1950
2050
5560
2970
2050
1950
Total
2896
(16.25 t)
(16.25 t)
(16.25 t)
(3) PASSENGER TRAIN (A.C.) -3

2 MBG LOCO
5279
1950
2050
5560
2050
1950
5940
(25 t)
(25 t)
(25 t)

2 MBG LOCO
2896
(25 t)
(25 t)
(25 t)
(25 t)
(25 t)
(25 t)
1950
2050
5560
(25 t)
(25 t)
(25 t)

1 MBG LOCO
5279
1950
2050
5560
2050
1950
1678
5940
613.443
1444
(25 t)
(25 t)
(25 t)
524.255
1950
2050
Type - 2
930
5560
2970
2050
1950
348.676
(25 t)
(25 t)
(25 t)
Type - 1
2970
2050
1950

Diagram
TOTAL = 930.0 t
= (900.0 t)
TOTAL = 1444.0 t
= (1400.0 t)
TOTAL = 1678.0 t
= (1700.0 t)
(Contd.)
13
14
15
Table 6.3 (a) Traffic Models for 25t Loading

Class of Traffic
Passenger
Freight
Freight
empty
Total
Train No.
Type of
Train
Train Composition
Weigh
t per
train
(t)
GMT/
Train
Heavy Freight
Traffic
(100 GMT)
Mixed Traffic
Lines with Heavy
Traffic (70 GMT)
Sub Urban
Traffic (60
GMT)
No. of
Trains
GMT
No. of
Trains
GMT
No. of
Trains
GMT
Mixed Traffic
Lines with
Light Traffic
(40GMT)
No. of
Train
GMT
s
1+15ICF COACH
NON AC
900
0.33
1.0
2.0
1.7
2+22 ICF COACH

NON AC
1400
0.51
1.0
10
5.1
3.57
2.6
2+26 COACH AC
1700
0.62
14
8.7
4.34
EMU12
700
0.26
200
52.0
2(22.5T)+40 BOXN
4270
1.56
3.1
6.24
2(25T)+55 BOXN
5800
2.12
16.96
8.48
19.08
2E(2+55 BOXN)
11540
4.21
10
42.1
25.21
4.21
2D(2+55 BOXN)
11600
4.23
33.84
21.15
4.23
Bo-BO +40 BOXN
4200
1.53
3.06
10
2(25T)+55BOXN
1686
0.61
0.61
11
2(22.5T)+40 BOXN
1278
0.47
0.9
35
101.06
45
70.64
214
59.91
28
39.57
16
Total
Diagram
(m)
1. PASSENGER TRAIN
ONE 25 t. LOCO + 15 ICF COACH NON AC
15 UNITS @ 22297
13t
13t
TOTAL Wt. = 930 t
13t
2896
2896
5279
13t
11887
25t
2050
25t 25t
1950
25t 25t
5560
25t
1950
930
2050
348.676
2970
1L+15 ICF
COACH
(Non AC)
2309
ONE UNIT @ 19500
Type - 1
2. PASSENGER TRAIN
TWO 25 t. LOCO + 22 ICF COACH NON AC
TOTAL Wt. = 1444 t
13t
2309
13t
11887
13t
2896
13t
5279
25t
2050
25t 25t
1950
25t 25t
5560
25t
1444
1950
524.255
2050
2+22 ICF
COACH
(Non AC)
2970
Type - 2
22 UNITS @ 22297
2896
2 UNITS @ 19500
(Contd.)
17
(Contd.)
Total
Diagram
(m)
3. PASSENGER TRAIN
TWO 25 t. LOCO + 26 COACH AC
2 UNITS @ 19500
25t
11887
16.25t 16.25t
2896
5279
16.25t 16.25t
2050
25t 25t
1950
25t 25t
2050
2970
25t
26 UNITS @ 22297
TOTAL Wt. = 1990 t
2309
1990
2896
613.443
5560
2+26 COACH
(AC)
1950
Type - 3
4. PASSENGER TRAIN
EMU 12 (3x4 UNITS)
TOTAL Wt. = 736 t
4 UNITS @ 64563
13t
13t
1998
13t
2896
13t
11734
20t
2896
20t
3995
20t
2896
20t
11734
13t
2896
13t
3995
13t
2896
13t
736
11734
254.257
2896
EMU 12
1998
Type - 4
(Contd.)
18
(Contd.)
Total
Diagram
(m)
5. FREIGHT TRAIN
TWO 22.5T LOCO + 40 BOXN
4270
2 UNITS @ 16000
40 UNITS @ 10713
25t
2000
2594.5
1650
1650
6400
1650
1650
1500
25t
25t 25t
2000
457.925
TOTAL Wt. = 4270 t
1094.5
2(22.5t)+40
BOXN
4524
Type - 5
6. FREIGHT TRAIN
TWO 25T LOCO + 55 BOXN
2000
25t 25t
TOTAL Wt. = 5800 t
1094.5
25t
4524
25t
4064.5
25t
2050
1950
5800
25t 25t
5560
624.15
1950
2(25T)+55
BOXN
25t 25t
2050
Type - 6
2970
25t
55 UNITS @ 10713
2000
2 UNITS @ 19500
(Contd.)
19
(Contd.)
Total
Diagram
(m)
7. FREIGHT TRAIN
2 (TWO ELECTRIC LOCO + 55 BOXN)
2 UNITS @ 31110
11400
55 UNITS @ 10713
TWO SUCH UNITS
2000
25t 25t
TOTAL Wt. = 5700 t
1094.5
25t 25t
4524
25t
2000
25t
3244.5
25t
2800
25t
5650
1236.33
2800
2E(2+55
BOXN)
2150
Type - 7
8. FREIGHT TRAIN
2 (TWO DIESEL LOCO + 55 BOXN)
2 UNITS @ 22415.2
55 UNITS @ 10713
TWO SUCH UNITS
2000
TOTAL Wt. = 5800 t
1094.5
25t 25t
4524
2000
25t 25t
3828.1
25t
1850
25t
1850
11600
25t
9548
1262.62
25t
1850
2D(2+55
BOXN)
25t
1850
Type - 8
2733.6
25t
Table 6.4 (a) Traffic Modes for 32.5t Loading

(Contd.)
20
(Contd.)
Total
Diagram
(m)
9. FREIGHT TRAIN
TWO BO-BO + 40 BOXN
25t 25t
25t 25t
2000
25t
2000
25t
3244.5
25t
2800
25t
40 UNITS @ 10713
TOTAL Wt. = 4200 t
1094.5
2 UNIT @ 31110
4524
4200
5650
456.375
2800
BO-BO+40
BOXN
2150
Type - 9
10. FREIGHT EMPTY TRAIN

TWO 25T LOCO + 55 BOXN
2 UNITS @ 19500
1686
2000
6.3t 6.3t
TOTAL Wt. = 1686 t
1094.5
6.3t 6.3t
4524
25t
2000
25t
4064.5
25t
2050
25t
1950
25t
5560
25t
1950
624.15
2050
2(25T)+55
BOXN
2970
Type - 10
55 UNITS @ 10713
(Contd.)
21
(Contd.)
Total
Diagram
(m)
11. FREIGHT EMPTY TRAIN

TWO 22.5T LOCO + 40 BOXN
40 UNITS @ 10713
22
TOTAL Wt. = 1278 t
1094.5
6.3t 6.3t
4524
2000
2594.5
1650
1650
6400
1650
6.3t 6.3t
2000
2 UNITS @ 16000
1278
1650
457.925
1500
Type - 11 2(22.5T)+40
BOXN
Table 6.4 (a) Traffic Models 32.5t (DFC) Loading
Class of Traffic
Type of
Train
Train
forTrain Composition
mation
No.
Freight
1
trains
loaded
(Gondola 2
Type
Wagon)
3
Freight
trains
empty
Total
length of
Train
(m)
Weight
GMT
per
per
Train
train
(t)
Heavy
Medium
Light
(150 GMT)
(100 GMT)
(50 GMT)
No. of
Trains
per day
GMT
No. of
Trains
per day
GMT
No. of
Trains
per day
GMT
Two 6 axle loco as

proposed + 40
473.35
5500
2.07
6.12
4.08
8.16
2(2WDG2 Type
+55)
1256.43
14900
5.44
21.988
10.994
5.497
One 8-axle loco +

40
459.62
5400
1.97
15
29.895
11
21.923
3.986
3WDG2 Type+75
861.975
10200
3.72
22.536
15.024
7.512
3WAG6C +75
865.161
10155
3.7
18
66.474
12
44.316
22.158
2WDG2 Type+40
467.52
1332
0.486
1.524
1.16
1.524
2MBG Type loco

+55
621.215
1689
0.616
1.232
2.464
1.232
23
24
25
26
7. Determination of stresses
7.1. General
7.1.1
The stresses due to the moving train loads shall be determined on the basis of static
linear elastic analysis carried out in accordance with accepted principles and practices,
unless otherwise stated or implied, taking into account all axial, bending and shear
stresses occurring under the prescribed fatigue loading. No redistribution of loads or
stresses is permitted from any consideration whatsoever.
7.1.2
Where applicable the effect of the following should be incorporated in the stress
calculations :(a)
Shear lag, restrained torsion and distortion, transverse stresses and flange
curvature
(b)
Effective width of steel plates
(c)
Load application away from joints, member eccentricities at joints and rigidity of
joints in triangulated skeletal structures.
The effects of the following, however, need not be included in the stress calculations
(a)
Residual stresses
(b)
Eccentricities arising in a standard detail
(c)
Stress concentration, except when specifically stated as a requirement for a

detail or joint.
7.1.3
The nominal stresses should be calculated at the location of potential fatigue initiation.
Stress concentration at details, other than those covered in Tables 9.1 to 9.6 shall be
accounted for by using an appropriate stress concentration factor.
7.1.4
The stresses to be determined for purposes of assessment of fatigue shall consist of

the stresses as defined in 7.2 and 7.3 for stresses in the parent material and stresses
in welds respectively.
7.2. Stresses for details in the parent material

Depending upon the fatigue assessment to be carried out, either the nominal stresses or
geometric stresses shall be evaluated.
- Nominal direct stresses
- Nominal shear stresses
27
The nominal normal or direct stress when a member is under uni-axial and bending stresses,
figure-1, is as calculated according to basic strength of materials theory
N
M*y
and M
A
I
Where N and M are the axial force and bending moment at the section
A and I are the cross sectional area and moment of inertia, and
y is the distance from the neutral axis to the extreme fiber.
When geometric stress concentration occurs, figure-2, the stress should be determined as
follows
G = kf * N,net
where G
kf
and
is the effective stress

is the stress concentration factor
N,net is the stress calculated on the net area
It shall be ensured that the effects of the stresses considered individually and in conjunction
satisfy the fatigue requirements for the structural joint or detail, as applicable.
28
Figure- 1 Nomination stress and geometric stress concentration
Figure- 2 stresses in fillet welds

7.3. Stresses in the welds
In load carrying partial penetration or fillet welded joints, the forces transmitted by a unit
length of weld shall be resolved into components transverse and parallel to the longitudinal
axis of the weld.
29
The fatigue stresses in the weld will consist of the following;

- Normal stresses w transverse to the axis of the weld
- Shear stresses w longitudinal to the axis of the weld
The stresses w and w may be obtained by dividing the relevant component of the force
transmitted per unit length of the weld, by the throat size a.
Alternatively, w and w may be obtained by the following, figure 2.

- w 2 f 2 f
- w =||f
It will be necessary to ensure that the effects of the stresses considered individually and in
conjunction satisfy the fatigue requirements for the structural joint or detail, as applicable.
8. Determination of stress ranges and cycles
8.1. General
Typical load events produce a stress history, with respect to the position of the leading train
axle, depending on the location of the structural detail or joint being assessed for fatigue.
This variation of stress in the stress history can be highly irregular except in those cases
where a simplified analysis is conducted in accordance with clause 12.5.
8.1.1
The stress history as stated above cannot be used directly to assess the damage using
Palmgren-Miner cumulative damage rule which requires the number of occurrences
(cycles) ni of stress range i.
8.1.2
The purpose of cycle counting is to reduce a complex stress history to a sequence of

stress ranges and the corresponding number of cycles of occurrence in the stress
history.
8.2. Methods of cycle counting

There are two established methods of cycle counting namely the Rainflow method and the
Reservoir method, both yielding identical results provided that rainflow counting begins with
the highest peak in the loading event. Generally, rainflow counting is more suited to
computer analyses of long stress histories, whereas the reservoir method is most convenient
for graphical analyses of short histories.
30
8.2.1
Determination of stress ranges and cycles by the reservoir method
This method of cycle counting is most suited to stress histories consisting of a few peaks and
troughs as produced by simplified analysis using recommended equivalent loads. The method
consists of imagining the stress history as the section of a reservoir which is drained
successively from each of the lowest points till the reservoir is empty. Each draining operation
is considered to be equivalent to one cycle of a stress range equal in magnitude to the
maximum height of water drained in that particular operation (see Appendix G-A).
8.2.2
Determination of stress ranges and cycles by the rainflow method
The rainflow method as the name suggests counts half cycles based on the visualization of the
complex stress history as a sequence of pagoda roofs over which rain tickles down. In order to
achieve the above the stress history is rotated by 90o (see Appendix G-A).
The rules for counting half cycles are as follows:-
A drop begins to flow left from the upper side of a peak or right from the lower side of
a trough onto subsequent roofs unless the surface receiving the drop is formed by a
peak which is more positive than the origin of the drop for a left flow, or, a trough that
is more negative for a right flow.
The path of a drop cannot cross the path of a drop which has fallen from a higher
roof.
The horizontal displacement of the drop from its origin to its final position measured
in appropriate stress units represents a half cycle of the associated stress range.
8.3. Modification of stress ranges

8.3.1
General
The fatigue assessment should be carried out using

(a)
Nominal stress ranges for details shown in tables 9.1 to 9.5
(b)
Modified nominal stress ranges where abrupt changes of section occur close to
the initiation of potential crack locations (for details not covered in tables 9.1 to
9.5)
(c)
Geometric stress ranges where high stress gradients occur close to a weld in
toe joints covered in table 9.6
31
The design values of stress range to be used for the fatigue assessment should be the stress
range Ff* E,2 corresponding to NC = 2 x 106 cycles.
8.3.2
Design value of nominal stress range
The design value of nominal stress ranges Ff *E,2 and Ff *E,2 should be determined
as follows:
Ff *E,2 = 1 * 2 *3 *4 * . n * (Ff *Qk)
Ff *E,2 = 1 * 2 *3 *4 * . n * (Ff *Qk)

Where, (Ff *Qk) and/or (Ff *Qk) is the stress range caused by the specified fatigue
loads and i are the damage equivalence factors as applicable and specified.
8.3.3
Design value of modified nominal stress range
The design value of modified nominal stress ranges Ff *E,2 and Ff *E,2 should be
determined as follows:
Ff *E,2 = kf * 1 * 2 *3 *4 * . n * (Ff *Qk)
Ff E,2 = kf * 1 * 2 *3 *4 * . n * (Ff *Qk)
where kf is the stress concentration factor to take into account the local stress
magnification in relation to detail geometry not included in the reference S - N curves.
The kf values may be adopted from standard references or from finite element
calculations.
8.3.4
Design value of stress range for geometrical (hot spot) stress
The design value of geometrical (hot spot) stress range Ff *E,2 should be determined
as follows :
Ff *E,2 = kf (Ff **E,2)
where kf is the stress concentration factor.
32
9. Classification of details
9.1. The structural connections and details, non-welded and welded, are divided into several
classes, each corresponding to a specific S-N curve depending upon
The geometrical arrangement of the detail

The direction of the fluctuating stress relative to the detail
The location of potential crack and direction of propagation
The method of fabrication and inspection of the detail
In some welded joints, there are several locations at which fatigue cracks may develop, e. g. at
the weld toe in each of the parts joined, at the weld ends, and/or in the weld itself. Each such
location should be classified separately and assessed independently for fatigue performance.
9.2. The classification of structural connections and details has been done as follows :Table 9.1 Non-welded details
Table 9.2 Welded built-up sections
Table 9.3 Transverse butt welds
Table 9.4 Welded attachments and stiffeners
Table 9.5 Load carrying welded joint
Table 9.6 Fatigue resistance against geometric stress
NOTE: Table 9.6 does not cover effects of misalignment. They have to be considered explicitly in
determination of stress. Further, it does not cover fatigue initiation from the root followed by
propagation through the throat.
33
Table 9.1 Non-welded details

Detail
category
Constructional Detail
Description
NOTE: The fatigue strength curve associated with category 160

is the highest. No detail can reach a better fatigue strength at
any number of cycles.
160
Rolled and extruded products:

1) Plates and flats
2) Rolled sections
Requirements
Details 1) to 2)
Sharp edges, surface and
rolling flaws to be improved
by grinding until removed and
smooth transition achieved.
3) Sheared or gas cut plates:

3) All visible signs of edge
Machine gas cut or sheared
discontinuities to be removed.
material
subsequently
The cut areas are to be
dressed to remove all edge
machined or ground and all
discontinuities.
burrs to be removed.
Any machinery scratches for
example
from
grinding
operations can only be
parallel to the stresses.
Detail 3
- Re-entrant corners to be
improved by grinding (slope <
) or evaluated using the
appropriate
stress
concentration factors.
- No repair by weld refill.
125
For detail 1-3 made of weathering steel use the next lower category
34
4) Double covered symmetrical 4) to be calculated on the

joint with preloaded high
gross cross-section.
strength bolts.
112
4
5) Double covered joint with 5) to be calculated on the net
fitted or non preloaded bolts.
cross section.
5
6) One sided connection with 6) to be calculated on the
preloaded H.S.B.
gross cross-section.
90
6
7) Structural element with holes 7) to be calculated on the net

subject to bending and axial
cross- section.
forces.
35
8) One sided connection with 8) to be calculated on the net

fitted bolts or rivets.
cross-section.
80
50
9) Bolts and rods with rolled or 9) to be calculated using the

cut thread in tension.
tensile stress area of the bolt.
For large diameters (anchor
Bending and tension resulting
from prying effects and
bolts) the size effect has to be
bending stresses from other
taken into account with ks
sources must be taken into
account.
Size effect for >30mm
For preloaded bolts, the
0.25
ks=(30/) .
reduction of the stress range
may be taken into account.
Where, is the nominal
diameter of the bolt or rod.
100
10) Rivets or Bolts in single or 10) calculated on the shank

double shear. Thread not in
area of the bolt.
the shear plane
- Fitted bolts
- Normal bolts without load
reversal (bolts of property
class 6.6, 8.8 or 10.9)
m=5
36
Table 9.2 Welded built-up sections

Detail
category
Description
Continuous longitudinal welds:

Details 1) to 2)
1) Automatic butt welds carried
No stop/start position is
out from both sides.
permitted except when the
2) Automatic fillet welds Cover
repair is performed and
plate ends to be checked
inspection is carried out to
using detail 5) or 6) Table
verify the proper execution of
9.5.
the repair.
125
3) Automatic fillet or butt weld 4) When this detail contains

carried out from both sides
stop/start positions category
but
containing
stop/start
100 to be used.
positions.
4) Automatic butt welds made
from one side only, with a
continuous backing bar, but
without stop/start positions.
112
Requirements
5) Manual fillet or butt weld.

6) A very good fit between the
6) Manual or automatic butt weld
flange and web plates is
carried out from one side
essential. The web edge to
only, particularly for box
be prepared such that the root
girders.
face is adequate for the
achievement of regular root
penetration without break-out.
100
5
37
7) Repaired automatic or manual 7) Improvement

by
grinding
fillet or butt welds for
performed by specialist to
categories 1-6 above.
remove all visible signs and
adequate verification can
restore the original category.
100
7
8) Intermittent longitudinal fillet 8) based on normal stress in
welds.
flange.
80
9) Longitudinal butt weld, fillet 9) based on normal stress in

weld or intermittent weld with
flange.
cope holes, cope holes not
higher than 60mm.
71
9
10) Longitudinal butt welds, both
sides ground flush parallel to
load direction, 100% NDT.
10)
No grinding and no
start/stop.
125
112
90
10)
10
38
With start/stop positions.
Table 9.3 Transverse butt welds

Detail
category
Description
Without backing bar:

1) Transverse splice in plate
and flats
2) Flange and web splices in
plate
girders
before
assembly.
2a)
Full cross-section butt
welds of rolled sections
without cope holes.
Details 1, 2 and 3:
- All welds ground flush to plate
surface parallel to direction of the
arrow.
- Weld run-on and run-off pieces to
be
used
and
subsequently
removed, plate edge to be ground
flush in direction of stress.
- Welded from both sides: checked
by NDT
3) Transverse splices in plates Detail 2 a)
or flats tapered in width or in
thickness, with a slope < .
Rolled sections with the same
dimensions
without
tolerance
differences or cut and rewelded.
t
slope < 1/4
112
Size effect
for
t>25mm:
< 1/4
ks=(25/t)0.2
Requirements
2a
< 0 .1 b
90
Size effect
for
t>25mm:
s lo p e < 1 /4
4) Transverse
splices
in - The height of the weld convexity to
plates or flats.
be not greater than 10% of the
4a)Full cross-section butt welds
weld width, with smooth transition
of rolled sections without
to the plate surface.
cope holes.
5) Transverse splices in plates
be
used
and
subsequently
or flats tapered in width or in
removed, plate edges to be
thickness with a slope < .
ground flush in direction of stress.
Translation of welds to be - Welded from both sides; checked
machined notch free.
by NDT.
Details 4 and 5
Welds made in flat position.
4
< 1 /4
ks=(25/t)0.2
5
4a
39
90
Size effect
for
t>25mm:
4b
ks=(25/t)0.2
< 0.2b
80
Size effect
for
t>25mm:
ks=(25/t)0.2
4b)Full cross-section butt welds - All weld ground flush to plate

of rolled sections with cope
surface parallel to direction of the
holes.
arrow.
be
used
and
subsequently
removed, plate edges to be
- Welded from both sides; checked
by NDT.
- Rolled sections with the same
dimensions
without
tolerance
differences.
6) Transverse
splices
in - The height of the weld convexity to
welded plate girders without
be not greater than 20% of the
cope hole.
weld width, with smooth transition
6a)
Full cross-section butt
to the plate surface.
welds of rolled sections with - Weld not ground flush.
cope holes.
7) Transverse splice in plates,
be
used
and
subsequently
flats, rolled sections or plate
removed, plate edge to be ground
girders.
flush in direction of stress.
- Welded from both sides; checked
by NDT.
Detail 6a:
The height of the weld convexity to
be not greater than 10% of the weld
width, with smooth transition to the
plate surface.
6a
40
8) Full cross-section butt welds - Weld run-on and run-off pieces to

of rolled sections without
be
used
and
subsequently
cope hole.
removed, plate edges to
be
- Welded from both sides.
63
8
36
71
9) Butt welds made from one 12) Without backing strip.

side only
Size effect
for
t>25mm:
9) Butt welds made from one

side
only
when
full
penetration checked by
appropriate NDT.
ks=(25/t)0.2
71
With backing strip:

10) Transverse splice.
11) Transverse
butt
weld
tapered
in
width
or
Also valid for curved plates.
Size effect
for
t>25mm:
ks=(25/t)0.2
41
Details 10) and 11):

Fillet welds attaching the backing
strip to terminate > 10mm from the
edges of the stressed plate.
50
Size effect
for
t>25mm:
12) Transverse butt weld on a 12) Where backing strip fillet welds
permanent backing strip
end < 10 mm from the plate edge,
tapered
in
width
or
or if a good fit cannot be
guaranteed.
Also valid for curved plates.
< 1/4
ks=(25/t)0.2
As
detail
1 in
Table
9.5
13) Transverse butt

crossing flanges.
As
detail
4 in
Table
9.4
14) With
transition
radius
according to Table 9.4,
detail 4.
42
weld
at Details 13) and 14)

The fatigue strength in the
perpendicular direction has to be
checked with Table 9.4 detail 4 or
detail 5.
Table 9.4 Welded attachments and stiffeners

Detail
categ
ory
80
L<50mm
71
50<L<8
0mm
63
80<L<1
00mm
56
Description
Longitudinal attachments:
The thickness of the attachment

must be less than its height. If
1) The detail category varies not see Table 9.5, details 5 or 6.
according to the length of the
attachment L.
L>100m
m
2) Longitudinal attachments to
plate or tube.
71
L>100m
m
<45o
Requirements
43
3) Longitudinal
fillet
welded
gusset with radius transition
to plate or tube; end of fillet
weld
reinforced
(full
penetration);
length of
reinforced weld >r.
L
r
80
r>150m
m
reinforced
4) Gusset plate, welded to the

edge of a plate or beam
flange.
r 1
3
90
r>150m
m
71
50
1 r 1

6 3
r 1
6
5) As
welded,
transition.
40
44
no
radius
Detail 3) and 4)
Smooth transition radius r
formed by initially machining or
gas cutting the gusset plate
before welding, then grinding
subsequently the weld area
parallel to the direction of the
arrow so that the transverse
weld toe is fully removed.
Details 6) and 7):

80
71
Transverse attachments
6) Welded to plate.
7) Vertical stiffeners welded to a
beam or plate girder.
8) Diaphragm of box girders
welded to the flange or the
web. Not possible for hollow
sections.
The values are also valid for
ring stiffeners.
<50mm
50<<80
mm
Ends of welds to be carefully

ground to remove any undercut
that may be present.
7) to be calculated using
principal stresses if the
stiffener terminates in the
web.
9) The effect of welded shear to be calculated on the

studs on base material.
nominal cross section of the
stud.
80
45
Table 9.5 Load carrying welded joint

Detail
category
Description
all t
80
Cruciform and Tee joints
1) Inspected and found

free from discontinuities
1) Toe failure in full
and
misalignments
penetration butt welds
outside
the
and
all
partial
recommended
penetration joints.
tolerances.
2) For computing , use
modified
nominal
stress.
3) In partial penetration
joints
two
fatigue
assessments
are
required. Firstly, root
cracking
evaluated
according to stresses
defined in section 7.3,
using category 36* for
w and category 80
for w. Secondly, toe
cracking is evaluated by
determining in the
load carrying plate.
Details 1) to 3)
<50mm
t
t
1
71
50<<80
all t
63
80<<100
all t
56
100<<120
all t
56
>120
t<20
120<<200
t>20
50
>200
200<<300
20<t<30
t>30
45
40
>300
30<t<50
>300
t>50
Requirements
The misalignment of the
46
2) Toe failure from edge of

attachment to plate, with
stress peaks at weld
end due to local plate
deformations.
flexible panel
As detail
1 in
Table
9.5
load-carrying plates should

not exceed 15% of the
thickness
of
the
intermediate plate.
t
2
3) Root failure in partial
penetration
Tee-built
joint or fillet welded joint
and
effective
full
penetration in Tee-butt
joint.
36*
3
As detail
1 in
Table
9.5
> 10
>10 mm
mm
stressed area
of main plate
Overlapped welded joints

4) Fillet welded lap joint.
4) in the main plate to

be calculated on the
basis of area shown in
the sketch.
4 slope 1/2
Overlapped
>10
mm
5) to be calculated in
the overlapping plates.
Details 4) and 5)
45*
- Welded
terminations
more than 10 mm from
plate edge.
- Shear cracking in the
weld should be checked
using detail 8).
47
tc<t
tc>t
56*
t<20
50
20<t<30
t<20
45
30<t<50
20<t<30
40
t>50
30<t<50
36
t>50
Cover plates in beams 6) If the cover plate is

and plate girders
wider than the flange, a
frontal weld is needed.
6) End zones of single or
This weld should be
multiple welded cover
carefully
ground
to
plates, with or without
remove undercut.
frontal weld.
The minimum length of
the cover plate is
300mm.
For shorter
attachments see detail
1).
reinforced front weld
56
8) Continuous fillet welds 8) to be calculated from

transmitting a shear
the weld throat area.
flow, such as web to 9) to be calculated from
flange welds in plate
the weld throat area
girders.
considering the total
length of the weld.
Weld terminations more
than 10mm from the
plate edge.
>10
mm
80
m=5
5t c
7) Cover plates in beams 7) Front weld ground flush.

and plate girders.
In addition, if tc>20mm,
5 tc is the minimum
front of plate at the end
ground with a slope <
length
of
the
.
reinforcement weld.
48
Table 9.6 : Fatigue resistance against geometric stress

Detail
category
Constructional details
Description
1) Full penetration
butt joint.
Requirements
1)
112
2) Full penetration
butt joint.
2)
100
100
3) Cruciform joint
3)
with full
penetration K-butt
welds.
All welds ground flush to plate surface parallel to direction

of the arrow.
Weld run-on and run-off pieces to be used and
subsequently removed, plate edges to be ground flush in
direction of stress.
Welded from both sides, checked by NDT.
For misalignment see note 1 below.
Weld not ground flush
Weld run-on and run-off pieces to be used and
subsequently removed, plate edges to be ground flush in
direction of stress.
Welded from both sides.
For misalignment see note 1 below
Weld toe angle < 60o
For misalignment see note 1 below.
4) Non load-carrying 4) Weld toe angle < 60o

fillet welds.
(see note 2 below)
100
4
100
5
5) Bracket ends,
ends of
longitudinal
stiffeners.
49
5) Weld toe angle < 60o

(see note 2 below)
100
90
6) Cover plate end

and similar joints.

(see note 2 below)
7) Cruciform joints
with load-carrying
fillet welds.

(see notes 1 and 2 below)
NOTE 1.
Table 9.6 does not cover effects of misalignment. They have to be considered explicitly in determination of stress.
NOTE 2.
Table 9.6 does not cover fatigue initiation from the root followed by propagation through the throat.
50
10. S-N Curves

10.1. General
The fatigue strength for nominal stresses is defined by a series of S-N curves (log R log
N, or, log R log N) each corresponding to a specific detail category. Each curve is a loglog plot of the stress range against the number of cycles to failure at that stress range where
the logarithms are to the base 10. A typical fatigue strength curve is shown below in fig.-3.
10.1.1
Each detail category is characterized by a number which represents, in N/mm2, the

reference value C or C as applicable for the fatigue strength at 2 million cycles.
10.1.2
The S-N curves include the effects due to :
Local stress concentration

Size and shape of acceptable discontinuities
The stress directions
Residual stresses
Metallurgical conditions
51
10.2. Specification of S-N curves

The fatigue strength curves for constant amplitude nominal stresses are as shown in figures
4 and 5 and are defined as :NR *(R)m = 2 * 106 * (C)m
with m=3 for N 5*106
NR *(R)m = 2 * 106 * (C)m
with m=5 for N 108
2
where D
5
and
2
L
100
* C 0.7368 C
1
is the constant amplitude fatigue limit
* C 0.4573 C is the cut off limit at 100 million cycles
52
10.2.1
The fatigue strength curves for nominal stress spectra above and below the constant
amplitude fatigue limit D are defined as :NR * (R)m = 2 * 106 * (C)m
with m=3 for N 5*106
NR * (R)m = 5 * 106 * (D)m
with m=5 for 5*106 N108
5
where L
100
10.2.2
* D 0.5493 * D is the cut off limit at 100 million cycles
The fatigue strength curves for nominal normal stresses are also defined by
log N = log a m * log R
where
R
N
is the fatigue strength

is the number of cycles to failure of stress range R
53
m
log a
is the constant slope of the fatigue strength curves

is a constant which depends on the specific segment of the fatigue curve
The numerical values for the fatigue strength curves for normal and shear stress
ranges are as given in Tables 10.1 and 10.2 respectively.
Table 10.1
Detail
Category
C
Numerical values for fatigue strength curves for normal stress ranges
log a for N 108
Stress Range at
Constant amplitude
Fatigue limit
(N = 5*106)
D
(N/mm2)
Stress Range
at
Cut off limit
Limiting Stress
Range
(N = 104)
SL
(N/mm2)
N 5 * 106
m=3
N 5 * 106
m=5
160
12.913
17.056
118
65
936
140
12.739
16.766
103
57
819
125
12.592
16.520
92
51
731
112
12.449
16.282
83
45
655
100
12.301
16.036
74
40
585
90
12.164
15.807
66
36
526
80
12.010
15.551
59
32
468
71
11.855
15.292
52
29
415
63
11.699
15.032
46
25
368
56
11.546
14.777
41
23
327
50
11.398
14.531
37
20
292
45
11.261
14.302
33
18
263
40
11.107
14.046
29
16
234
36
10.970
13.817
27
15
211
(N/mm2)
54
(N = 108)
L
(N/mm2)
Table 10.2 Numerical values for fatigue strength curves for shear stress ranges
Detail
Category
C
log a for N 108

m=5
Stress Range at
Cut off limit
(N = 108)
L
(N/mm2)
Limiting Stress
Range
(N = 104)
SL
(N/mm2)
100
16.301
46
289
80
15.816
37
231
(N/mm2)
10.2.3
Fatigue strength curves for nominal normal stresses for typical detail categories are
as given in figure 4. The characteristic fatigue strength for each category is specified
by the stress range corresponding to failure at 2 million cycles. The limiting stress
range is the magnitude of the stress range corresponding to 10000 cycles to failure
while the constant amplitude fatigue limit and the cut off limit are the fatigue strengths
corresponding to 5 million and 100 million cycles to failure respectively. The curve
has a constant slope m = 3 from the limiting stress range to the constant amplitude
fatigue limit. The fatigue strength curve is bilinear with a constant slope m = 5 from
the constant amplitude fatigue limit to the cut off limit. The numerical values for
calculating the fatigue strength are as given in Table 10.1 (Also see Table 10.1A in
Appendix G-B).
10.2.4
The fatigue strength curves for nominal shear stress ranges are as given in figure 5.
The characteristic fatigue strength for each category is specified by the stress range
corresponding to failure at 2 million cycles. The limiting stress range is the magnitude
of the stress range corresponding to 10000 cycles to failure while there is no constant
amplitude fatigue limit the cut off limit is the fatigue strength corresponding to 100
million cycles to failure as in the case of nominal normal stresses. The curve has a
single constant slope m = 5 from the limiting stress range to the cut off limit. The
numerical values for calculating the fatigue strength are as given in Table 10.2 (Also
see Table 10.2A in Appendix G-B).
10.2.5
The above fatigue strength curves will not be applicable for stress ranges which are
associated with less than 10000 cycles to failure.
10.3. Modifications to the fatigue strength

10.3.1
In non-welded or stress relieved details the effective stress range to be considered for
fatigue assessment shall be determined by adding the tensile portion of the stress
range with 70% of the compressive portion of the stress range as shown in figure 6.
55
10.3.2
To account for the influence on the fatigue strength of the thickness of the parent
metal in which the potential cracks may initiate and propagate.
10.3.2.1
The reduction in the fatigue strength will be applicable only to those structural
details with welds transverse to the direction of the normal stresses.
10.3.2.2
The variation of fatigue strength with thickness, of the parent metal, greater than 25
mm shall be accounted for by reducing the fatigue strength as :-
R ,t R * (25 / t ) 0.20
10.3.2.3
Where the material thickness of the structural detail is less than 25 mm the fatigue
strength shall be taken as that for a thickness of 25 mm
R ,t R
10.3.2.4
Where the detail category in the classification tables indicates a specific variation in
the fatigue strength with thickness then 10.3.2.2 will not be applicable.
10.3.3
Modified fatigue strength is applicable to structural details duly marked with an

asterisk in the detail classification table 9.5. Such details have been allocated a
category lower than the stress range corresponding to 2 million cycles. The
classification of such details may be upgraded by one category provided that fatigue
strength curves are adopted such that the constant amplitude fatigue limit is at 10
million cycles for a slope of m = 3 as shown in figure 7.
56
10.3.3.1
The modified fatigue strength curves in accordance with 10.3.3 are as shown in
figure 8 and the numerical values for the modified fatigue strength curves are as
indicated in table 10.3 (Also see Table 10.3A in Appendix G-B).
57
Table 10.3
Numerical values for modified fatigue strength curves for normal
stress ranges
log a for N 108
Detail
Category
Stress Range at
Constant amplitude
Fatigue limit
(N = 107)
D
(N/mm2)
Stress Range
at
Cut off limit
Limiting Stress
Range
(N = 104)
SL
(N/mm2)
N 107
m=3
N 107
m=5
50*(56)
11.546
14.576
33
21
327
45*(50)
11.398
14.330
29
18
292
36*(40)
11.107
13.845
23
15
234
C
(Nominal)
(N = 108)
L
(N/mm2)
NOTE: Values in parentheses indicate the next higher category for which the constants are evaluated
as per 10.3.3.
11. Partial safety factors
11.1. General
The values of the partial safety factors to be used shall be as specified herein unless
otherwise recommended by the appropriate competent authority, taking into due
consideration:
(a)
the ease of access for inspection or repair and likely frequency of inspection
and maintenance,
(b)
the consequences of failure.
11.2. Partial safety factor for fatigue loading Ff

11.2.1
To take account of uncertainties in the fatigue response analysis, the design stress
ranges for the fatigue assessment procedure shall incorporate a partial safety factor
Ff.
The partial safety factor Ff covers the uncertainties in estimating:
(a)
the applied load levels,
(b)
the conversion of these loads into stresses and stress ranges,
(c)
the equivalent constant amplitude stress range from the design stress
range spectrum,
(d)
the design life of the structure, and the evolution of the fatigue loading
within the required design life of the structure.
58
11.3. Partial safety factor for fatigue strength Mf

11.3.1
In the fatigue assessment procedure, in order to take account of uncertainties in the

fatigue resistance, the design value of the fatigue strength shall be obtained by
dividing by a partial safety factor Mf .
The factor Mf covers the uncertainties due to the effects of:
11.4
(a)
the size of the detail,
(b)
the dimensions, shape and proximity of the discontinuities,
(c)
local stress concentrations due to welding uncertainties.
(d)
variable welding processes and metallurgical effects.
Values of partial safety factors Unless otherwise stated in subsequent parts of

this document or by any other document which supersedes the provisions contained
herein, the values of the partial safety factor for fatigue loading (Ff) and fatigue
strength ( Mf) shall be taken as follows;
Ff = 1.00
Mf = 1.15
12. Fatigue assessment procedures

12.1. Limitations and exceptions
12.1.1
Limitations
For fatigue assessment, all nominal stresses, direct or shear, shall be within the
elastic limits of the material. The range of the design values of such stresses
shall not exceed 1.5 fy for normal stresses or 1.5 fy/3 for shear stresses.
The fatigue strengths specified in this document are applicable to structures

where suitable corrosion protection measures have been undertaken and
corrosion is not allowed to take place.
The fatigue assessment procedures herein are applicable only to structures

subjected to temperatures not exceeding 150 C.
59
12.1.2
The constant amplitude stress range or a component of the variable amplitude

stress ranges, under the prescribed fatigue loading, for a structural connection
or detail is such that either the nominal stress range exceeds the limiting stress
or the endurance is equal to or less than 10,000 cycles.
Exceptions
No fatigue assessment is required when any of the following conditions is satisfied;
12.1.2.1
The largest nominal stress range satisfies
Ff * 26 Mf
12.1.2.2
N/mm2
The total number of stress cycles N satisfies
36 Mf
N 2 x10 6 *
Ff * E , 2
where E,2 is the equivalent constant amplitude stress range in N/mm2 .
12.1.2.3
For a detail for which a constant amplitude fatigue limit D is specified, the
largest stress range (nominal or geometric as appropriate) satisfies
Ff * D / Mf
12.2. General
12.2.1
The assessment for fatigue shall be carried out either

- in terms of cumulative damage by comparing the applied damage to the limiting
damage, or
- in terms of the equivalent stress range by comparing it with the fatigue strength for a
given number of stress cycles.
12.2.2
For a particular class of constructional detail, the stresses to be considered may be

normal stresses or shear stresses or both.
12.2.3
When a constructional detail is defined in the detail classification tables (Table 9.1 to
Table 9.5) the nominal stress range shall be used, see 12.3.
60
12.2.4
The effects of geometric discontinuities which are not part of the constructional detail
itself, such as holes, cut-outs or re-entrant corners shall be taken into account
separately, either by a special analysis or by the use of appropriate stress
concentration factors, to determine the modified nominal stress range.
12.2.5
When a constructional detail differs from a detail defined in the detail classification
tables by the presence of a geometric discontinuity in the detail itself, the geometric
stress range shall be used, see 12.4.
12.2.6
For constructional details not included in the detail classification tables, the geometric
stress range shall be used, see 12.4.
12.3. Fatigue assessment based on nominal stress ranges

12.3.1
Constant amplitude loading

For constant amplitude loading the fatigue assessment criterion is:
Ff * R / Mf
where
is the nominal stress range
and
R
is the fatigue strength for the relevant detail category for the total
number of cycles N during the required design life.
12.3.2
Variable amplitude loading
12.3.2.1
For variable amplitude loading defined by a design spectrum, the fatigue

assessment shall be based on Palmgren-Miner rule of cumulative damage.
12.3.2.2
If the maximum stress range due to the variable amplitude loading is higher than
the constant amplitude fatigue limit, then one of the following types of fatigue
assessment shall be made;
- Cumulative damage
- Equivalent constant amplitude
12.3.2.3
A cumulative damage assessment may be made using
Dd 1 where Dd
ni
61
where ni and Ni are the number of cycles of stress range i during the required
design life, and the number of cycles of stress range Ff . Mf . i to cause failure for the
relevant detail category.
12.3.2.4
12.3.2.5
Cumulative damage calculations shall be based on one of the following:

(a)
a fatigue strength curve with a single slope constant m = 3
(b)
a fatigue strength curve with double slope constants (m = 3 and m = 5),

changing at the constant amplitude fatigue limit
(c)
a fatigue strength curve with double slope constants (m = 3 and m = 5),

and a cut-off limit at N = 100 million cycles, (stress ranges below the
cut-off limit may be neglected in this case)
When 12.3.2.4(c) is adopted Ni may be calculated as follows ;
(a) if Ff . i D / Mf
D Mf
N i 5 *10 *
Ff * i
6
(b) if D / Mf Ff . i
L / Mf
D Mf
N i 5 *10 *
Ff * i
6
(c) if L / Mf Ff * i then Ni may be taken as infinite
12.3.2.6
An equivalent constant amplitude fatigue assessment may be made by checking

the criterion:
Ff * E R / Mf
Where,
E is the equivalent constant amplitude stress range which, for the given
number of cycles leads to the same cumulative damage as the design
spectrum, and
R is the fatigue strength for the relevant detail category for the same number
of cycles as used to determine E.
12.3.2.7
A conservative estimate of E and R may be obtained by adopting a fatigue

strength curve of a single slope constant m = 3 as per 12.3.2.4(a).
62
12.3.2.8
In general, however, E may be calculated on the basis of the dual slope

fatigue strength curve as per 12.3.2.4(c) as shown in figure 4.
12.3.2.9
An equivalent constant amplitude fatigue assessment may be made

alternatively by the following criteria;
Ff * E,2
C / Mf
Where,
E,2 is the equivalent constant amplitude stress range for 2 million cycles, and
C is the reference value of the fatigue strength for the relevant detail (also at
2 million cycles).
12.3.3
Shear stress ranges
12.3.3.1
Nominal shear stress ranges , shall be treated in the same manner as the
nominal direct or normal stress ranges but with a single slope constant of m =
5.
12.3.3.2
Ni may be calculated as follows :
(a) if Ff * i
L / Mf
D Mf
N i 2 *10 *
Ff * i
6
(b) if Ff * i L / Mf then Ni may be taken as infinite.

12.3.4
Combination of normal and shear stress ranges
12.3.4.1
In the case of a combination of normal and shear stresses the fatigue

assessment shall consider their combined effects
12.3.4.2
If the equivalent nominal shear stress range is less than 15 % of the equivalent
nominal normal stress range, the effects of the shear stress range may be
neglected.
12.3.4.3
At locations other than weld throats, if the normal and shear stresses induced by
the same loading event vary simultaneously, or if the plane of the maximum
principal stress does not change significantly in the course of a loading event,
the maximum principal stress range may be used.
63
12.3.4.4
If, at the same location, normal and shear stresses vary independently, the
components of damage due to normal and shear stresses shall be determined
separately in accordance with the Palmgren-Miner rule and then combined in
accordance with
Dd, + Dd, 1
where Dd, = (ni / Ni ) for normal stress ranges i
and
Dd, = (ni / Ni ) for shear stress ranges i
12.3.4.5
The criteria specified in 12.3.4.4 for equivalent constant amplitude stress ranges
assumes the form
Ff * E Ff * E

1
R Mf R Mf
12.3.4.6
An equivalent constant amplitude fatigue assessment may, alternatively, be

made by the following criterion
Ff * E , 2 Ff * E , 2

1
C Mf C Mf
12.3.4.7
Stress ranges in welds shall be determined as specified in Para 7.3. The

components of damage for normal and shear stresses shall be assessed in
accordance with the Palmgren-Miner rule and then combined in accordance
with
Dd, + Dd, 1
where
Dd, = (ni / Ni ) for normal stress ranges wf

and
Dd, = (ni / Ni ) for shear stress ranges wf
12.4. Fatigue assessment based on geometric stress ranges

12.4.1
The geometric stress is the maximum principal stress in the parent material adjacent
to the weld toe taking into account only the overall geometry of the joint, excluding
local stress concentration effects due to the weld geometry and discontinuities at the
weld toe.
64
12.4.2
The maximum value of the geometric stress range shall be found, investigating
various locations at the weld toe around the welded joint or the stress concentration
area.
12.4.3
The geometric stresses may be determined using stress concentration factors

obtained from parametric formulae within their domains of validity, a finite element
analysis or an experimental model.
12.4.4
A fatigue assessment based on the geometric stress range, shall be treated similarly
to the assessments given in 12.3, but replacing the nominal stress range by the
geometric stress range.
12.4.5
The fatigue strength to be used in assessments based on geometric stress ranges

shall be determined with reference to table 9.6.
12.5. Assessment for simplified load models

12.5.1
General
The recommended equivalents for train loads shall be adopted in accordance with
existing provisions of IRS Bridge Rules, including the dynamic impact factor , which is
calculated as (1.0 + CDA), where CDA is the coefficient of Dynamic Augment as
specified in IRS Bridge Rules.
12.5.2
Fatigue stress spectra
12.5.2.1
For the simplified fatigue loading the following procedure may be adopted to
determine the design stress spectrum, unless specified otherwise by the
competent authority.
12.5.2.2
The maximum stress P,max and the minimum stress P,min should be determined
for a detail or structural connection by evaluating influence areas.
12.5.2.3
The reference stress range P for determining the damage due to the stress
spectrum should be obtained from:
P P ,max P ,min
65
12.5.2.4
The damage effects of the stress range spectrum may be represented by the
damage equivalent stress range related to 2 million cycles as
E , 2 * * P
Where,
12.5.2.5
12.5.3
is the damage equivalence factor, and
is the dynamic impact factor (1.0 + CDA),
CDA
is the coefficient of Dynamic Augment as specified in IRS Bridge Rules
The fatigue stress spectra may also be obtained by the evaluation of stress
histories from train formation diagrams as specified in the existing Bridge Rules.
Fatigue assessment
The fatigue assessment shall be carried out by ensuring the satisfaction of the
following criteria:
Ff *E,2 C / Mf
and
Ff *E,2 C / Mf
12.5.4
Damage equivalence factors
12.5.4.1
The damage equivalent factor for railway bridges should be determined from:
= 1 * 2 * 3 * 4
subject to the condition that max
Where,
1
is a factor that takes into account the damaging effect of traffic and depends on
the base length of the longest loop of the influence line diagram
is a factor that takes into account the annual traffic volume in million tonnes
is a factor that takes into account the design life of the bridge in years
is a factor to be taken into account when the bridge structure is loaded on more
than one track
max
is the maximum value taking into account the fatigue limit
66
12.5.4.2
The value of 1 may be obtained from tables 7.1 to 7.4 for MBG loading, HM
loading, 25t loading 2008 and 32.5t loading (DFC) respectively as a function
of the loaded length (see 6.9) for the train types included in respective traffic
models. The loaded length shall depend upon the influence line diagram of the
structural element or detail/connection under consideration. For simplified
analysis the maxima for each length category could be adopted. For routes with
train types other than those considered above, the competent authority may
specify alternative values of 1.
12.5.4.3
The loaded length for the determination of the appropriate 1 should be taken as
follows:
(a)
for moments:
-
For a simply supported span, the span length, L

For cross girders supporting rail bearers (or stiffeners), the sum of
the spans of the rail bearers (or stiffeners) carried by the cross
girder.
(b)
for shear for a simply supported span

- For the support section, the span length
For the mid-span section, 0.4 * the span under consideration
(c)
for axial force in members of a triangulated truss

- Base length of loop containing the largest ordinate (+ve or ve) in
the Influence Line Diagram (ILD) of the member of the truss (see
Fig. 9)
(d)
In other cases
the same as for moments
L0
U1
U2
U3
U4
U5
U6
U7
L1
L2
L3
L4
L5
L6
L7
L8
(+)
27000 mm
(-)
36000 mm
Loaded Length
Figure - 9 (a) Loaded Length for Diagonal U3-L 4
(+)
L0
L2
L4
L8
7875 mm
Loaded Length
Figure - 9 (b) Loaded Length for Vertical U3-L 3
(+)
L0
L1
63000 Loaded Length
Figure - 9 (c) Loaded Length for Bottom Chord L0-L1 & L1 -L2
67
Note :- (+) For Tension and (-) For Compression
L8
12.5.4.4
The value of 2 , in terms of the annual volume of traffic may be obtained from
the following expression:
2 0.5193 * Ta 0.2036
Where Ta is the annual volume of traffic expressed in million tonnes.
12.5.4.5
Unless otherwise specified by the competent authority the value of 3 will be

taken as 1.00 for a design life of 100 years. For other values of design life the
corresponding value may be calculated from the following expression where LD
is the design life in years
3 0.3899 * LD 0.2048
12.5.4.6
The value of 4, assuming 15% of the total traffic on both tracks crosses whilst
on the bridge, unless specified otherwise by the competent authority, shall be
obtained from
4 0.7926* a 2 0.7280* a 0.9371

where
a = 1 / 1+2
1 = Stress range at the section being checked due to train on one track.
1+2 = Stress range at the same section due to train load on two tracks.
The values of 4 may be calculated for other proportions of crossing traffic from
4 5 n 1 n a 5 1 a) 5
Where,
n is the proportion of traffic that crosses whilst on the bridge.
12.5.4.7
The value of should not exceed max given by

max = 1.4
68
Span (m)
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.50
5.00
6.00
7.00
8.00
9.00
10.00
12.50
15.00
17.50
20.00
25.00
30.00
35.00
40.00
45.00
50.00
60.00
70.00
80.00
90.00
100.00
Train-1
1.20
1.19
1.18
1.17
1.16
1.15
1.14
1.13
1.12
1.11
1.09
1.07
1.04
0.97
0.95
0.93
0.92
0.90
0.92
0.85
0.80
0.76
0.73
0.67
0.65
0.61
0.60
0.59
0.57
0.56
Train-2
1.22
1.22
1.21
1.20
1.20
1.19
1.18
1.17
1.17
1.16
1.14
1.12
1.10
1.06
1.00
0.97
0.96
0.93
0.98
1.00
0.98
0.82
0.78
0.68
0.65
0.62
0.60
0.59
0.58
0.57
Train-3
1.24
1.23
1.23
1.22
1.21
1.21
1.20
1.19
1.19
1.18
1.17
1.15
1.13
1.11
1.06
1.01
1.00
0.97
1.03
1.02
1.00
0.84
0.79
0.69
0.66
0.62
0.60
0.59
0.58
0.57
Table 7.1: 1 for MBG Loading

Train-4
Train-5
Train-6
Train-7
1.53
1.30
1.22
1.28
1.51
1.28
1.21
1.27
1.50
1.24
1.20
1.25
1.48
1.21
1.19
1.24
1.45
1.19
1.18
1.23
1.42
1.17
1.17
1.22
1.39
1.14
1.16
1.20
1.36
1.11
1.15
1.19
1.33
1.08
1.13
1.18
1.30
1.07
1.12
1.17
1.24
1.04
1.09
1.14
1.17
1.01
1.07
1.12
1.07
0.98
1.05
1.10
0.99
0.95
1.03
1.08
1.04
0.98
1.06
1.09
0.93
0.92
1.01
1.05
0.83
0.87
0.98
0.97
0.75
0.84
0.88
0.90
0.70
0.85
0.86
0.90
0.62
0.80
0.80
0.83
0.55
0.78
0.78
0.78
0.52
0.77
0.73
0.76
0.50
0.73
0.73
0.78
0.49
0.72
0.72
0.74
0.49
0.71
0.72
0.74
0.49
0.69
0.70
0.74
0.46
0.68
0.72
0.75
0.46
0.70
0.69
0.73
0.47
0.70
0.66
0.73
0.46
0.66
0.65
0.73
69
Train-8
1.42
1.42
1.41
1.40
1.39
1.38
1.38
1.37
1.36
1.35
1.33
1.31
1.30
1.29
1.29
1.23
1.19
1.16
1.13
1.08
1.05
0.84
0.84
0.80
0.78
0.76
0.77
0.75
0.74
0.73
Train-9
0.97
0.96
0.96
0.95
0.95
0.94
0.94
0.94
0.93
0.93
0.92
0.86
0.77
0.74
0.81
0.77
0.75
0.73
0.68
0.63
0.61
0.62
0.63
0.65
0.64
0.63
0.61
0.61
0.60
0.60
Train-10
0.96
0.95
0.95
0.95
0.94
0.94
0.93
0.93
0.92
0.91
0.90
0.88
0.86
0.84
0.86
0.83
0.81
0.80
0.80
0.65
0.61
0.63
0.65
0.65
0.66
0.65
0.65
0.63
0.61
0.59
Envelope
1.53
1.51
1.50
1.48
1.45
1.42
1.39
1.37
1.36
1.35
1.33
1.31
1.30
1.29
1.29
1.23
1.19
1.16
1.13
1.08
1.05
0.84
0.84
0.80
0.78
0.76
0.77
0.75
0.74
0.73
Span (m)
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.50
5.00
6.00
7.00
8.00
9.00
10.00
12.50
15.00
17.50
20.00
25.00
30.00
35.00
40.00
45.00
50.00
60.00
70.00
80.00
90.00
100.00
Train-1
1.33
1.32
1.30
1.28
1.27
1.26
1.24
1.23
1.22
1.21
1.20
1.19
1.18
1.19
1.19
1.14
1.11
1.09
1.11
0.96
0.87
0.81
0.79
0.75
0.75
0.68
0.65
0.63
0.62
0.61
Train-2
1.38
1.36
1.34
1.33
1.32
1.30
1.29
1.28
1.27
1.26
1.25
1.24
1.24
1.24
1.23
1.18
1.15
1.13
1.18
1.11
0.93
0.83
0.81
0.77
0.76
0.69
0.66
0.64
0.63
0.62
Train-3
1.38
1.37
1.36
1.35
1.34
1.33
1.31
1.30
1.29
1.28
1.26
1.25
1.23
1.23
1.23
1.18
1.14
1.10
1.13
1.10
0.93
0.85
0.80
0.75
0.74
0.67
0.65
0.63
0.62
0.61
Train-4
1.44
1.43
1.41
1.40
1.38
1.37
1.35
1.34
1.32
1.30
1.26
1.22
1.18
1.15
1.15
1.08
1.04
1.01
0.92
0.91
0.85
0.80
0.76
0.73
0.71
0.69
0.70
0.69
0.69
0.69
Table 7.2: 1 for HM Loading

Train-5 Train-6 Train-7 Train-8
1.42
1.46
1.22
1.32
1.41
1.45
1.21
1.31
1.40
1.44
1.19
1.29
1.38
1.43
1.18
1.28
1.37
1.42
1.16
1.26
1.35
1.40
1.14
1.25
1.33
1.39
1.13
1.23
1.32
1.37
1.11
1.21
1.30
1.35
1.10
1.20
1.28
1.33
1.08
1.18
1.25
1.27
1.06
1.14
1.22
1.20
1.03
1.07
1.20
1.14
1.01
1.03
1.18
1.08
1.00
1.00
1.18
1.13
1.07
1.10
1.12
1.02
1.02
1.02
1.07
0.94
1.00
0.95
1.03
0.89
0.98
0.89
0.91
0.90
1.05
0.86
0.89
0.87
0.89
0.83
0.82
0.80
0.82
0.82
0.79
0.74
0.81
0.77
0.75
0.70
0.76
0.75
0.73
0.68
0.75
0.73
0.71
0.67
0.74
0.72
0.69
0.65
0.73
0.70
0.69
0.66
0.73
0.70
0.70
0.66
0.73
0.70
0.70
0.66
0.72
0.69
0.70
0.65
0.72
0.68
70
Train-9
1.33
1.32
1.30
1.28
1.27
1.25
1.23
1.21
1.20
1.17
1.10
1.06
1.02
0.99
1.09
1.01
0.95
0.89
0.86
0.83
0.81
0.77
0.75
0.73
0.72
0.70
0.70
0.70
0.69
0.68
Train-10 Train-11 Train-12 Envelope

1.48
1.43
1.23
1.48
1.47
1.41
1.20
1.47
1.46
1.39
1.17
1.46
1.45
1.36
1.14
1.45
1.44
1.34
1.11
1.44
1.43
1.32
1.09
1.43
1.42
1.29
1.07
1.42
1.41
1.27
1.06
1.41
1.40
1.25
1.04
1.40
1.38
1.23
1.01
1.38
1.35
1.18
0.93
1.35
1.31
1.14
0.86
1.31
1.26
1.09
0.80
1.26
1.20
1.04
0.73
1.24
1.26
1.10
0.82
1.26
1.10
0.99
0.70
1.18
1.00
0.93
0.61
1.15
0.93
0.90
0.56
1.13
0.93
0.90
0.57
1.18
0.88
0.89
0.54
1.11
0.86
0.83
0.53
0.93
0.82
0.80
0.50
0.85
0.77
0.76
0.53
0.81
0.73
0.73
0.52
0.77
0.71
0.71
0.52
0.76
0.67
0.69
0.52
0.73
0.68
0.70
0.52
0.73
0.66
0.69
0.57
0.73
0.65
0.69
0.58
0.72
0.65
0.69
0.57
0.72
Span (m)
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.50
5.00
6.00
7.00
8.00
9.00
10.00
12.50
15.00
17.50
20.00
25.00
30.00
35.00
40.00
45.00
50.00
60.00
70.00
80.00
90.00
100.00
Train-1
1.30
1.29
1.28
1.27
1.26
1.24
1.22
1.20
1.18
1.17
1.12
1.08
1.05
1.03
0.96
0.89
0.87
0.82
0.83
0.76
0.77
0.73
0.66
0.64
0.62
0.59
0.58
0.56
0.56
0.55
Train-2
1.34
1.32
1.31
1.30
1.29
1.28
1.26
1.25
1.23
1.21
1.17
1.14
1.12
1.11
1.03
0.98
0.92
0.86
0.86
0.86
0.82
0.75
0.68
0.66
0.63
0.60
0.59
0.58
0.57
0.56
Train-3
1.45
1.43
1.42
1.40
1.38
1.36
1.34
1.32
1.30
1.28
1.24
1.19
1.17
1.15
1.12
1.05
1.00
0.94
0.99
0.93
0.84
0.78
0.70
0.68
0.65
0.62
0.60
0.59
0.58
0.58
Train-4
1.28
1.28
1.27
1.27
1.26
1.25
1.23
1.22
1.21
1.19
1.15
1.11
1.09
1.07
1.15
1.06
1.01
0.93
0.94
0.85
0.80
0.76
0.73
0.77
0.77
0.77
0.75
0.66
0.64
0.61
Table 7.3: 1 for 25 T Loading

Train-5
Train-6
Train-7
1.45
1.44
1.48
1.43
1.43
1.48
1.42
1.42
1.47
1.40
1.41
1.47
1.37
1.39
1.46
1.34
1.38
1.45
1.32
1.36
1.44
1.30
1.34
1.43
1.28
1.31
1.42
1.26
1.27
1.41
1.23
1.21
1.39
1.18
1.16
1.37
1.16
1.12
1.38
1.13
1.08
1.38
1.08
1.10
1.37
1.03
1.02
1.32
1.05
1.00
1.30
1.04
0.94
1.24
1.07
0.89
1.13
1.08
0.87
1.13
1.09
0.88
0.98
0.87
0.86
0.93
0.85
0.78
0.84
0.81
0.77
0.82
0.80
0.75
0.79
0.77
0.74
0.77
0.76
0.75
0.77
0.76
0.74
0.76
0.76
0.72
0.75
0.76
0.73
0.74
71
Train-8
1.53
1.53
1.52
1.52
1.51
1.50
1.49
1.47
1.46
1.45
1.42
1.39
1.37
1.36
1.37
1.32
1.31
1.24
1.09
1.11
1.10
1.09
1.07
1.01
0.91
0.78
0.78
0.77
0.76
0.75
Train-9
1.36
1.35
1.35
1.35
1.34
1.34
1.33
1.31
1.30
1.28
1.24
1.19
1.14
1.09
1.08
1.00
0.99
0.93
0.89
0.87
0.87
0.86
0.78
0.78
0.76
0.74
0.75
0.75
0.75
0.74
Train-10
1.09
1.08
1.07
1.06
1.05
1.04
1.03
1.02
1.00
0.99
0.96
0.93
0.91
0.90
0.89
0.86
0.83
0.78
0.79
0.75
0.69
0.66
0.63
0.63
0.62
0.60
0.61
0.60
0.58
0.55
Train-11
0.88
0.89
0.90
0.90
0.91
0.92
0.93
0.94
0.95
0.96
0.97
0.98
1.00
1.02
0.99
1.01
1.02
0.98
1.01
0.99
0.96
0.90
0.75
0.65
0.66
0.67
0.64
0.63
0.63
0.63
Envelope
1.53
1.53
1.52
1.52
1.51
1.50
1.49
1.47
1.46
1.45
1.42
1.39
1.38
1.38
1.37
1.32
1.31
1.24
1.13
1.13
1.10
1.09
1.07
1.01
0.91
0.78
0.78
0.77
0.76
0.76
Span (m)
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.50
5.00
6.00
7.00
8.00
9.00
10.00
12.50
15.00
17.50
20.00
25.00
30.00
35.00
40.00
45.00
50.00
60.00
70.00
80.00
90.00
100.00
Train-1
1.53
1.52
1.52
1.52
1.51
1.51
1.51
1.50
1.49
1.47
1.43
1.38
1.34
1.31
1.31
1.22
1.16
1.10
0.96
0.89
0.88
0.84
0.84
0.81
0.80
0.74
0.72
0.72
0.74
0.74
Train-2
1.60
1.59
1.58
1.58
1.57
1.56
1.55
1.54
1.53
1.52
1.50
1.48
1.46
1.45
1.47
1.40
1.34
1.28
1.18
1.11
1.10
1.06
0.89
0.84
0.82
0.75
0.74
0.77
0.76
0.75
Table 7.4: 1 for 32.5 T Loading

Train-3
Train-4
Train-5
1.39
1.59
1.30
1.38
1.58
1.28
1.37
1.57
1.27
1.36
1.57
1.25
1.36
1.56
1.24
1.35
1.55
1.23
1.34
1.54
1.21
1.34
1.53
1.20
1.33
1.51
1.19
1.32
1.50
1.17
1.29
1.46
1.14
1.28
1.44
1.11
1.27
1.42
1.09
1.25
1.39
1.06
1.30
1.39
1.18
1.25
1.33
1.12
1.20
1.28
1.08
1.15
1.23
1.05
1.04
1.15
1.17
0.97
0.97
1.10
0.88
0.89
0.95
0.85
0.84
0.89
0.84
0.84
0.84
0.80
0.81
0.80
0.79
0.80
0.77
0.73
0.74
0.70
0.70
0.73
0.69
0.70
0.76
0.69
0.70
0.75
0.70
0.70
0.75
0.69
72
Train-6
1.11
1.10
1.09
1.09
1.08
1.08
1.07
1.07
1.06
1.05
1.03
1.02
1.01
1.00
1.06
1.03
1.00
0.97
1.08
0.88
0.75
0.75
0.76
0.73
0.73
0.66
0.63
0.63
0.61
0.60
Train-7
0.86
0.87
0.87
0.88
0.89
0.89
0.90
0.91
0.92
0.93
0.95
0.97
0.99
1.01
1.06
1.09
1.08
1.04
1.08
0.99
0.93
0.90
0.81
0.68
0.70
0.67
0.65
0.63
0.63
0.64
Envelope
1.60
1.59
1.58
1.58
1.57
1.56
1.55
1.54
1.53
1.52
1.50
1.48
1.46
1.45
1.47
1.40
1.34
1.28
1.18
1.11
1.10
1.06
0.89
0.84
0.82
0.75
0.74
0.77
0.76
0.75
Appendix G-A
Cycle counting Methods
A.1
The application of a loading event, in general, produces complex stress histories that
rarely have constant amplitude at most of the structural details. In order to assess the
fatigue damage at these details due to the complex stress history, the load history has to
be reduced to a sequence of blocks of constant amplitude. The process of identification
of the constant amplitude stress ranges and the associated number of cycles present in
the stress history is known as cycle counting. The damage accumulated due to these
constant amplitude blocks can be calculated individually and summed using PalmgrenMiner's rule to calculate the total accumulated damage of the structure. The two most
commonly employed methods for cycle counting are the Reservoir method and the
Rainflow method, both yielding identical results if the rainflow analysis is initiated from
the highest peak in the stress history. The reservoir count is employed for short stress
histories while the rainflow counting is employed for longer and more complex stress
histories.
A.2
Cycle counting by the reservoir method

A.2.1. The graphical plot of the stress history, in this method, is imagined as a cross
section of a reservoir filled with water. The water is drained from each of the lowest
points successively till the entire reservoir is drained. Each drainage operation
represents a cycle of stress range equal in magnitude to the height of the water
drained in that particular operation.
A.2.2. The procedure for cycle count by the reservoir method is as follows :A.2.2.1. It is assumed that the stress history has been derived taking into consideration
such provisions as are applicable with regard to loads, structural details, structural
material, methods of analysis and any other modifications necessary.
A.2.2.2. The peaks and valleys are identified in the original stress history (figure A.1) and
joined by straight line segments, if necessary. This modified stress history will be
used for the reservoir count as shown in figure A.2.
73
A.2.2.3. A copy of the stress history is appended to the original (figure A.3) and the
highest point (A) in the original segment and its counterpart (B) in the appended
segment are marked and joined by a straight horizontal line. The portion of the
stress history so enclosed will be used to represent the reservoir. In case there
are two or more equal peaks in the original segment of the stress history then the
first such peak will be considered along with its counterpart from the appended
segment.
A.2.2.4. The reservoir is drained successively from the lowest points (E, F, D and C taken
in order as shown in figure A.4) which retain water till the entire reservoir is
emptied. Each drainage operation corresponds to a cycle of stress range equal in
magnitude to the height of the water drained in that particular operation i.e. one
cycle of stress range A - E when drainage is from trough E.
A.2.2.5. The stress ranges and their associated number of cycles are sorted according to
the magnitude of the stress ranges for further processing using the PalmgrenMiner criteria.
74
A.2.3. Consider the following example :A stress history consists of the following stress variation
Time
Stress
28 -18
2 22 -6 20
A, O
B C D
10 11 12 13 14
8 20 -18 22
G H
-4 26 12
In order to conduct a reservoir count appending the first point, as it is the highest,
will suffice for the definition of the reservoir. A schematic diagram indicating the
extent of drainage from each trough is as shown in figure A.5. The points in the
stress history have been labeled from A to O for easy identification.
The results from the reservoir count can be tabulated as follows:Drainage from Trough Highest water level at Stress range
B
A
46
J
K
40
F
G
26
L
K
26
D
C
6
H
G
12
N
M
14
75
The above may be arranged in order for further processing.

A.3
Cycle counting by the rainflow method

A.3.1.1.
A.3.1.2.
The rainflow counting technique is based on the visualization of flow of rain

over a sequence of pagoda roofs and essentially counts half cycles. In
order to effect the visualization the stress history is rotated such that the
time axis is vertical with the origin located towards the top. Rainflow is
assumed to begin from a peak or a trough and the distance it travels
determines the magnitude of the stress range, each flow contributing a half
cycle.
The procedure for rainflow count is as follows :-
A.3.1.3.
It is assumed that the stress history conforms to A.2.2.1 and is modified in

accordance with A.2.2.2 so that the stress history is reduced to a
sequence of peaks and troughs.
A.3.1.4.
The stress history may be modified in accordance with A.2.2.3 so that it

begins and ends with the highest peak (or the deepest trough).
A.3.1.5.
The stress history is rotated through 90o such that the origin of the time
axis is located towards the top (figure A.6).
76
A.3.1.6.
A drop begins to flow (figure A.7) left from a peak (1-2) or right from a
trough(1-3) onto subsequentAnnexure-I
roofs (3-4-6)
the995
surface
receiving
to unless
Item No.
continued
the drop is formed by a peak which is more positive than the origin of the
drop (1-2) for a left flow, or, a trough that is more negative for a right
flow(4-5).
A.3.1.7.
The path of a drop cannot cross the path of a drop which has fallen from
a higher roof (5-6).
A.3.1.8.
A drop ceases to flow when it reaches the end of the stress history record
(1-3).
A.3.1.9.
The horizontal displacement of the drop from its origin to its final position
measured in appropriate stress units represents a half cycle of the
associated stress range.
A.3.2. Considering the same example as in A.2.3 the rainflow patterns are as shown in
figure A.8.
77
The results from the rainflow count can be tabulated as follows:Origin of flow Termination of flow Half cycle stress range
A
46
46
40
26
26
12
12
40
26
26
14
14
The half cycles in the above may be combined and subsequently arranged in order for
further processing. It may be noted that the results of the rainflow and the reservoir counting
are identical in this case.
78
Appendix G-B
A note on the classification of structural details or connections
B.1
This appendix is applicable to Sections 9 and 10, including all references to classification
of the structural connection or detail contained in equations, figures or tables. This
appendix is included to explain the basis of classification of the structural connection or
details and to indicate the differences in the fatigue strength which arise due to the
adoption of the rounded values of the reference fatigue strength C.
B.2
The classification into detail categories is based on statistical analysis of fatigue data
obtained from laboratory tests.
B.3
Three failure criteria are generally considered for laboratory fatigue testing of specimens:
-
First appearance of a crack either detected visually or detected by physical means

Through-thickness crack: the fatigue crack starts from the front surface and grows
through the thickness of the test piece and reaches the back surface.
Complete fracture of the tested specimen or large displacement of the tested
structural element such that the displacement becomes critical so that the applied
"jack load" cannot be maintained.
The adopted classification is based on the last criteria.
B.4
The classification of a given detail, either welded or bolted, results from a statistical
evaluation of the fatigue test data with a 95% probability of survival for a 75% confidence
interval.
B.5
The main provisions for fatigue assessment are based upon a set of fatigue resistance
curves, equally spaced which form a basis for the classification of constructional details.
The concept for fatigue strength design is based on a set of equally spaced fatigue
strength curves with a constant slope of m = 3 (for normal stress), or m = 5 (for shear
stress and some other details). Another concept duly incorporated is the geometrical
stress concentration concept (also called the "hot spot stress" method).
B.6
The specification of the S-N curves is based on a grid system which is established by
dividing the difference between one order of magnitude of stress ranges at a reference
value of endurance into 20 equal spaces i.e. the spacing between C =100 MPa and
C =1000 at 2 million cycles is divided into 20 intervals providing different classification
79
S-N curves with the same slope as shown in figure B.1 for nominal normal or direct
stresses.
log R
1000 MPa
100 MPa
20 equal divisions
log N
6
2.10
Figure B.1 Spacing of fatigue strength curves for direct stress ranges
(m = 3 for both curves)
B.7
Considering nominal direct or normal stresses, in accordance with clause B.6 i.e.
considering C =100 MPa and C =1000 at 2 million cycles as shown in figure B1
log N = log a 3* log
(10.2.2)
can be expressed alternatively as
log a = log N + 3 * log
when C = 1000 MPa
and C = 100 MPa
log a = 6.30103 + 3 * 3.0
= 15.30103
log a = 6.30103 + 3 * 2.0
= 12.30103
hence log a = (15.30103 12.30103)/20 = 0.15
80
The successive values of log a, incrementing or decrementing by log a each time, yield
corresponding values of from the following:
log = (log a - log N)/3
in which the substitution of N = 2 million cycles yields log C.
B.8
Considering nominal shear stresses, in accordance with clause B.6 i.e. considering C
=10 MPa and C =100 at 2 million cycles and m = 5,
log N = log a 5 * log
(10.2.2)
can be expressed alternatively as
log a = log N + 5 * log
when C = 100 MPa
and C = 10 MPa
log a = 6.30103 + 5 * 2.0
= 16.30103
log a = 6.30103 + 5 * 1.0
= 11.30103
hence log a = (16.30103 11.30103)/20 = 0.25

The successive values of log a, incrementing or decrementing by log a each time, yield
corresponding values of from the following:
log = (log a - log N)/5
in which the substitution of N = 2 million cycles yields log C.
B.9
The numerical values for fatigue strength for normal stress ranges on the basis of clause
B.7 are indicated in Table 10.1A (see clause 10.2.3). The adopted value of the detail
category is for information only.
B.10
The numerical values for fatigue strength for shear stress ranges on the basis of clause
B.8 are indicated in Table 10.2A (see clause 10.2.4). The adopted value of the detail
category and values corresponding to log a = 16.051 is for information only.
B.11
The numerical values for modified fatigue strength curves for normal stress ranges on
the basis of clauses 10.3.3 and B7 are indicated in Table 10.3A. The adopted value of
the detail category and values corresponding to log a = 11.251 and 10.951 is for
information only.
B.12
The tables 10.1A, 10.2A and 10.3A may be used instead of tables 10.1, 10.2 and 10.3
but this should be clearly stated and the tables used in a consistent manner.
81
Table 10.1A Numerical values for fatigue strength curves for normal stress ranges
Detail
Categor
y
log a
5 * 106
m=3
12.901
12.751
12.601
12.451
12.301
12.151
12.001
11.851
11.701
11.551
11.401
11.251
11.101
10.951
Adopted
value for
Detail
Category
C
(N/mm2)
158
141
126
112
100
89
79
71
63
56
50
45
40
35
(N/mm2)
160
140
125
112
100
90
80
71
63
56
50
45
40
36
Stress Range
at
Constant
amplitude
Fatigue limit
(N = 5*106)
D
(N/mm2)
117
104
93
83
74
66
59
52
46
41
37
33
29
26
log a
N 5 * 106
m=5
17.036
16.786
16.536
16.286
16.036
15.786
15.536
15.286
15.036
14.786
14.536
14.286
14.036
13.786
Stress
Range at
Cut off
limit
(N = 108)
L
Limiting
Stress
Range
(N = 104)
(N/mm2)
(N/mm2)
64
57
51
45
40
36
32
29
26
23
20
18
16
14
927
826
736
656
585
521
465
414
369
329
293
261
233
207
SL
Table 10.2A Numerical values for fatigue strength curves for shear stress ranges
log a
Detail
Category
C
Adopted value for Stress Range at

Detail
Cut off limit
Category
(N = 108)
C
L
Limiting Stress
Range
(N = 104)
SL
N 10
m=5
16.301
16.051
15.801
(N/mm2)
100
89
79
(N/mm2)
100
(N/mm2)
46
41
36
80
82
(N/mm2)
289
257
229
Table 10.3A Numerical values for modified fatigue strength curves for normal stress
ranges
log a
Detail
Category
C
N 5 * 106
m=3
11.551
11.401
11.251
11.101
10.951
(N/mm2)
56
50
45
40
35
Adopted
value for
Detail
Category
C
(N/mm2)
50*(56)
45*(50)
36*(40)
Stress Range
at
Constant
amplitude
Fatigue limit
(N = 5*106)
D
(N/mm2)
33
29
26
23
21
83
log a
N 5 * 106
m=5
14.585
14.335
14.085
13.835
13.585
Stress Range
at Cut off
limit
Limiting
Stress
Range
(N = 108)
(N = 104)
SL
(N/mm2)
21
18
16
15
13
(N/mm2)
329
293
261
233
207

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GOVERNMENT OF INDIA

Addendum & Correction Slip No. 18 dated .. (Draft)

Replace existing Appendix G with new Appendix G (Revised).

(Mahesh Kumar Gupta)

Fatigue Assessment For Steel Bridges

comply with all

2.4. This document is restricted in scope to the assessment of adequacy of members,

Modified nominal stress

Geometric stress (hot spot stress)

4.2. Loading and stress parameters

Rainflow method / Reservoir method

Stress range spectrum

Equivalent constant amplitude stress range

Equivalent constant amplitude fatigue loading

4.3. Fatigue strength

Fatigue strength curve (S N curve)

Reference fatigue strength

Constant amplitude fatigue limit

Cut off limit

Limiting Stress Range

Stress range(direct stress)

Stress range(shear stress)

Equivalent constant amplitude stress range related to nmax

Equivalent constant amplitude stress range related to 2 million cycles

Reference value of the fatigue strength at NC = 2 million cycles

Cut off limit for stress ranges at NL = 100 million cycles

Limiting stress range for a detail category at 10000 cycles

reduced reference value of the fatigue strength

Partial safety factor for equivalent constant amplitude stress range E , E

Partial safety factor for fatigue strength C , C

Slope of fatigue strength curve

Damage equivalence factors

Dynamic impact factor

logarithm to the base 10

Reduction factor for fatigue stress to account for size effects

stress concentration factor

design life expressed as number of cycles related to a constant stress range

Traffic Models for MBG Standard

(2) PASSENGER TRAIN-2

(4) PASSENGER TRAIN 4 (EMU)

(5) GOODS TRAIN LOADED - 1

(3) PASSENGER TRAIN (A.C.) -3

Train type Composition

Train Formation details in traffic Model for MBG Standard

(7) GOODS TRAIN LOADED - 3

(8) GOODS TRAIN LOADED - 4

(9) GOODS TRAIN EMPTY - 1

(10) GOODS TRAIN EMPTY

NOTE :1. ALL DIMENSIONS IN MILLIMETRES.

Train type Composition

Train Formation details in traffic Model for MBG Standard

6.2 (a) Traffic Models for HM Standard

(3) PASSENGER TRAIN (A.C.) -3

(2) PASSENGER TRAIN-2

(1) PASSENGER TRAIN-1

Train type Composition

Table 6.3 (a) Traffic Models for 25t Loading

2+22 ICF COACH

Bo-BO +40 BOXN

Train type Composition

TOTAL Wt. = 930 t

ONE UNIT @ 19500

TOTAL Wt. = 1444 t

Train type Composition

Ff E,2 = 1 2 3 4 * . n * (Ff *Qk)