Background
Flood plains of the Ganges, the Brahmaputra-Jamuna, and the Meghna rivers in the basin south to the Himalaya are the home of more than 600
million people of South Asia . In this alluvial deltaic formation, numerous short-medium and a few remarkable long bridges are recognized to be theimportant fixed links for offering an uninterrupted surface communication infrastructure. All the major cities of this region are to own a planned flyoverand expressway networks to further improve the efficiency of countrywide surface corridors. Apart from design, construction and operation aspects;
strengthening, repair and maintenance of all these large hardware are coming up as mammoth challenges of time to keep the lifeline resilient against
service deterioration and natural calamities.
The 17th century 52.7m Masonry
Bridge built over the Mir Kadim Canal ,Munshigonj , Bangladesh still remains
in service for pedestrian and small
vehicles. It also gets well recognition
as a valuable archeological artifact.
The 1.64 km Hardinge Bridge, one of
the largest and oldest railway bridges
in this region even of today built overthe lower Ganges (now known as the
Padma), opened in 4th March 1915
gave uninterrupted broad gauge rail
connectivity between Darjeeling and
Calcutta for the then Eastern Bengal
State Railway. It will complete its 100
year of successful service history in2015 but has to serve even beyondin future.
United Nations Economic and Social Commission for Asia and the Pacific (UN ESCAP) recognized the best possibility for Bangladesh to contribute inbridging the Asia with Europe through the proposed Asian Highway and Trans Asian Railway Network. AH1, AH2 and AH41 will be the three mostimportant routes of Asian Highway passing through Bangladesh at the south of the Himalaya to facilitate farthest East ( Japan ) to farthest West (boarder
to Europe ) surface connectivity. A recent study financed by the Asian Development Bank (ADB) identifies the necessity to strengthen the bridge linkover the Padma at Hardinge Point to facilitate heavy rail movements for future regional and sub-regional connectivity. The 4.8 km Bangabandhu
Bridge (AH2) over the Jamuna is now under a large scale strengthening scheme as several studies reached a unified conclusion about the structural
inadequacy of its as-built system under present traffic and environmental loads. The Meghna Bridge and the Meghna-Gumti Bridge on the N1 corridor(AH 41) underwent emergency repair works recently but can only be strengthened when the Japan International Cooperation Agency (JICA) financed
second bridges on this corridor are built. Proposed Padma Bridge (AH1), Jamuna Rail Link (AH2), 2nd Meghna (AH41), 2nd Meghna-Gumti (AH41),
2nd Kanchpur Bridges (AH41), Bhairab Rail Link (AH41) and a large number of small-medium length bridges under JICA financed East Bangladesh
and West Bangladesh Bridge Improvement Projects will largely improve future connectivity in this region if the present bridges also effectively remain
in service. UN ESCAP recognized the massive demand for investment in the transport sector in Asian regions in terms of infrastructure and services aswell as maintenance. Bangladesh is among the countries that are constrained by limited budgets and borrowing capacity. This certainly urges the needfor a proper management capability of the existing infrastructure not only through time-bound repair and maintenance schemes but also to undertake
strengthening schemes to coup with the next generation demands.

1Organization and Objectives
Japan Society of Civil Engineers, represented by the Committee of Steel Structures well supported the activities in Bangladesh since 2005 to develop,
nourish and culture the discipline of bridge engineering with a view to understanding this rapidly developing society that in the past has well demonstrated
for many times the inherent capabilities to recover quickly from large natural disasters. Scholarly discussions were initiated to identify the areas where
technical breakthroughs are very much required for future needs and also to identify the areas that can be focused for transfer of appropriatetechnology. A consensus was reached on the necessities of exchanging ideas through International Events at a regular interval for well founding
the knowledgebase and transferring technologies. In this line, Advances in Bridge Engineering-I, the first ever conference in Bridge Engineering in
Bangladesh was organized in 2005 with 14 contributions, 5 from Japan and the rest from Bangladesh. Steel and composite constructions were given
the special theme for that event. In 2010, after a five year interval, the Advances in Bridge Engineering-II was organized in close collaboration with
Committee of Steel Structures, JSCE. IABSE, Switzerland was the other key partner. Six keynote addresses supported by 56 technical papers (13papers from Japan ) from specialists working in 11 countries made the event successful. Bearings, expansion joints, base isolation system and shocktransmission units were given the special attention in theme for that event.

The 2015 event, at the five year interval is the next proposed one. This time it falls with the Centennial Celebration of the Hardinge Bridge . This sprits
the idea of giving special attention to strengthening, repair and maintenance of the bridge for a owning a resilient infrastructure in the Asian region.
The experts from Japan , Europe, Oceania and the neighboring countries are expected to provide in-depth deliberations on bridge forms, architecture,
aerodynamic design, vibration and serviceability requirements but giving some attention also to the conference theme. In order to enhance regional
cooperation, the conference aims to generate further discussions on the necessity and format of a unified Bridge Code for the Asian countries. It is
important to know each others, the technological know-hows, potentials and also the social needs!

2ScopeHistory and Planning
Historic bridges
Architecture and aesthetics
Geometric design of bridge, approach roads and viaducts

Materials and Construction
Materials
Codes on bridge engineering
Methods for analysis
Composite bridges
Construction sequence, phases, technology

Design for Dynamic Forces
Protection from earthquake
Base Isolation Technique
Bearings and expansion joints
Bridge dynamics, vibration control, aerodynamics
Design of shock transmission units

Geo-environmental Issues
Geotechnical aspects
River training works
Bridge hydraulics
Environmental issues

Administration and Monitoring
Bridge Administration
Bridge health monitoring
Instrumentation and field observations
Serviceability issues

Repair, Renovation and Retrofitting
Repair, maintenance and retrofitting of bridge elements
Repair and replacement of bearings and expansion joints

3Message from the President of IABSE
On behalf of IABSE, the International Association for Bridge and Structural Engineering, I warmly welcome you to this, the 3rd Joint IABSE-JSCE
conference on Advances in Bridge Engineering. In doing this I would also like to congratulate the Bangladesh Group of IABSE on this joint initiative with
the Japan Society of Civil Engineers and our other organisers, co-organisers and sponsors.
We know that the Indian subcontinent has been connected to the rest of the world from time immemorial and that a major feature of this has been
travel. Bridges facilitate travel and a particularly important aspect in this region was the construction of several important bridges starting in the
17th century. However, the construction of the steel truss Hardinge Bridge during the time of ‘British India’ exactly one hundred years ago marked amajor shift in ambition. Now that bridge celebrates its centenary, standing as a testament to the skill of our predecessors, it exemplifies the conceptof resilience in structures that has, very much, come to the fore of late. How do we design resilient structures? How do we build resilience into our
structures? These are comments that are frequently heard nowadays. Well, one answer is to learn from the past, to look at what has survived and toadapt and develop these concepts with the materials, know-how and equipment available to us today.
Bangladesh is a country dominated by the flood plains of its three mythic rivers. Until 1998 the country was effectively divided in two by the Jamuna
river. Thus bridges are particularly important to the people of Bangladesh since they open up all manner of new opportunities. The construction of the
Padma Bridge will provide further connectivity to the region.
But designing and building bridges calls for skill, ingenuity and tenacity - even more so when conditions are harsh and the environment is difficult.
Producing solutions that accord with the functional demands, the expectations for elegance and the realities of the political and economic climate
necessitates a careful balancing of often conflicting constraints so that the most appropriate solution emerges. There is, thus, all the more reason toensure that what is built is suitable - both now and going forward - and that it continues to function for at least its designated life. Maintenance anddurability are, therefore, just as important as strength and the initial construction programme and should feature in the thinking from the outset.
The aims of this conference accord very closely with the objectives of IABSE to promote a worldwide exchange of structural engineering knowledge,
to identify present and future needs and to work towards meeting these, to encourage innovation and progress within structural engineering and tocelebrate major achievements worldwide.
I wish every one of you a wonderful conference, with interesting and informative technical sessions, plentiful opportunities to meet with old friends
and to make new friendships and that ‘je ne sais quoi’ feeling that results from a few days immersed in a technical gathering that is also an enjoyable
experience. I am sure that you will find this here in Dhaka over the next few days.

David Nethercot
President of IABSE

4

Message from the President of Japan Society of Civil Engineers
On behalf of Japan Society of Civil Engineers, it is my pleasure to welcome you at the third IABSE-JSCE Joint Conference on Advances in Bridge
Engineering (ABE-III). The main theme of this conference is “Towards owing a resilient infrastructure”. “Resilience” that is the ability to recover
immediately from a disaster, such as an earthquake and flood, becomes more important for sustainable development for not only Bangladesh but also
for the Asia-Pacific region. It is very clear that bridges are the vital key infrastructures to communicate and also to feed necessary information andcommodities for post-disaster recovery.
The first joint conference on bridge engineering was held in 2005 by the Committee of Steel Structures, JSCE and the associated stakeholders in
Bangladesh. Furthermore, the second conference ABE-II convened in 2010 in close association with Bangladesh Group of IABSE and JSCE. And now thethird conference ABE-III will be held in a more international context. I sincerely hope that this joint conference will serve as a platform for improving
relationships and cooperation among the individuals and organizations from Bangladesh, Japan and all other participating countries.
Finally, I want to thank all local organizers together with JICA Bangladesh Office for their dedication and support towards ABE-III.

Noriaki Hirose
President
Japan Society of Civil Engineers

5Message from the British High Commissioner Dhaka
It is my pleasure to offer my best wishes to the International Conference on Advance in Bridge Engineering-III, jointly organised by International
Association of Bridge and Structural Engineering (IABSE), Japan Society of Civil Engineers (JSCE). The Institution of Civil Engineers (UK) is supporting
the event as the first Co-organiser.
This year the conference celebrates the centennial of the Hardinge Railway Bridge. It is one of the largest and oldest railway bridges in this region built
over the lower Ganges (now known as the Padma). Opened in 4th March 1915 it gave uninterrupted broad gauge rail connectivity between Darjeelingand Calcutta for the then Eastern Bengal State Railway. Designed by British Consultants- Rendel Palmer and Tritton and named after Lord Hardinge
the then Viceroy of India, the 1.8 kilometre steel structure was innovative in its design and even today after been badly damaged during the Liberation
War, it is still the main railway artery to this part of Bangladesh.
Over the years support from Britain and many other countries have been instrumental in developing infrastructure which is so vital to Bangladesh.
That’s why I applaud the initiative to consider a unifying Bridge Code for all Asian countries. With an interconnected Asian region, bridges such as these
become ever more important for trade, as well as connecting countries. This conference is not only an opportunity to celebrate the past but exchange
ideas and expertise for what is being planned for the future in this region.
I warmly congratulate everyone associated with the conference and wish you every success of the event.

Robert W Gibson
HE Mr Robert Winnington Gibson CMG
British High Commissioner to the People’s Republic of Bangladesh

6

Message of Chief Representative
On behalf of JICA Bangladesh Office, I warmly congratulate the Bangladesh Group of International Association for Bridge and Structural Engineering(IABSE) and Japan Society of Civil Engineers (JSCE) for organizing Joint IABSE-JSCE conference on Advances in Bridge Engineering-III. In doing thisI would also like to congratulate other organisers, co-organisers and sponsors. JICA is very much happy to be with this event that also marks theCentennial Celebration of Hardinge Bridge (1915-2015), one of the most historic bridges in South Asia.
As I have known, the IABSE is the largest professional body of bridge and structural engineers in the world with members in 100 countries and 48
National Groups worldwide. Since 2005, the JSCE is also actively supporting the nourishment of Bridge Engineering Discipline in Bangladesh at a regularinterval of five years.
As the largest bi-lateral development partner of Bangladesh, Japan has been providing official development assistance to Bangladesh for economic
growth and poverty reduction since the establishment of diplomatic relations between the two countries in 1972. JICA has long been assisting Bangladesh
by connecting the national road transportation network by constructing five large bridges, namely Jamuna, Paksey, Rupsha, Meghna and Gumti, as well
as about five hundred of medium and small bridges across the country. These Bridges have enormous impacts on the overall economic development
and reducing poverties for the people of Bangladesh. JICA has also been providing technical cooperation to enhance the technical capacity of Roads andHighways Department for bridge construction and maintenance.
As I have learnt, the conference focuses its attention on strengthening, repair and maintenance of bridges leading to a resilient infrastructure in the
Asian region. The concept coincides very well with the objectives of JICA to help development of sustainable infrastructure in the partner countries.
As a co-organizer of the conference, I welcome all the participants of Bangladesh and abroad to this conference. We hope, this conference will be alandmark event in Bangladesh towards stepping up of nourishment, culture and transfer of appropriate technology in Bridge Engineering.

Mikio Hataeda
Chief Representative
JICA Bangladesh Office7

Message from the ICE President
I am delighted to know that Bangladesh is hosting yet another international conference – this time on ‘ Advances in Bridge Engineering’. The ICE ispleased to be associated with this event as one of its sponsors. I note that the timing of the conference coincides with the centenary of the completionof the Hardinge Bridge which is one of the lasting contributions made by British engineers in Bangladesh.
The subject of the conference could not be more relevant considering that Bangladesh with its numerous rivers and drainage channels in low lying
deltaic region has a huge need for bridges. I am proud and happy to note that members of the ICE have and continue to make significant contribution
in development of the country’s bridge stock including construction supervision of the longest bridge - the Jamuna Multi-purpose Bridge.
The organisers must be very pleased that so many technical papers have been received from around the world including the key note paper writtenfrom the UK. I am sure the participants stand to gain a great deal during the deliberations of the conference. On behalf of the ICE I congratulate theorganisers for this undertaking and wish them every success.

8

Message for Souvenir
I am very happy to note that the IABSE Bangladesh Chapter and Japan Society of Civil Engineers are jointly organizing an International Conference
on Advances in Bridge Engineering in Dhaka from 21-23 August, 2015. The support of the Institution of Engineers, Bangladesh, Institution of Civil
Engineers (UK) ICE Centre Bangladesh, American Society of Civil Engineers (Bangladesh International Section), Japan Concrete Institute and Japan
Prestressed Concrete Institute, who are the Co-organizers of this conference, has helped in making this conference truly “International”.
We are grateful for the support from Japan International Cooperation Agency, all the major departments and agencies of the Government of Bangladesh
involved in bridge-building, viz. Roads and Highways Department, Bangladesh Railway, Bangladesh Bridge Authority and Local Government Engineering
Department as well from Bangladesh University of Engineering and Technology and University of Asia Pacific. Without the financial support from various
sponsors, it would not have been possible to organize this conference – we are grateful to them.
This conference, the third in the series of conferences on bridge engineering being held every five years starting from 2005, coincides with the centenaryof the Hardinge Bridge. When the 1.64 km long bridge over Padma (Lower Ganges) carrying dual track broad gauge railway line was commissioned
in 1915, it was considered to be one of the greatest engineering achievements. New solutions in the form of guide bunds were developed for river
training works. The bridge has performed remarkably well over the last one hundred years and continues to provide a vital railway link connecting
south western part of the country with northern and eastern part. We are happy that a number of papers dealing with the design and construction ofthis historic bridge and the restoration after it was damaged during the War of Liberation of Bangladesh in 1971 are being presented in this conference.
Building a surface communication infrastructure in Bangladesh, a country criss-crossed by hundreds of rivers, some of which are up to ten kilometres inwidth carrying vary large flows, poses a big challenge for engineers. The problem is exacerbated by soft alluvial soils which erode very easily. However,
over the last few decades hundreds of bridges have been constructed with only a few major rivers left to be bridged. Hopefully, when these missing
links are constructed eliminating the need for traditional dependence on ferries, Bangladesh will emerge as a major regional hub of the Asian Highway
and Trans-Asian Railway network connecting South Asia with South East Asia and East Asia. The large number of papers which are going to be presented
and discussed in the conference dealing with some of the latest advances in design, construction, repair and maintenance of bridges will contributesignificantly in improving the knowledge base of engineers not only from Bangladesh, but also from other countries.
On behalf of the Steering Committee, it is my pleasure to welcome all the participants to the conference. I deeply appreciate the hard work of themembers of the Organizing Committee in organizing this seminar and am confident that the initiative would lead to continuing collaboration among
engineers from different countries interested in bridge engineering.

Professor (Dr. Engr.) Jamilur Reza Choudhury
Convener, Steering Committee of the Conference

9Message from the Bangladesh Group of IABSE
It is our immense pleasure and great honour for arranging and host the IABSE-JSCE conference on Advances in Bridge Engineering is being organizedjointly by Bangladesh Group of International Association of Bridge IABSE and Japan Society of Civil Engineers JSCE on 21-22 August, 2015 at Pan
Pacific Sonargaon Hotel, Dhaka, Bangladesh. The event is linked with the centenary celebration of the Hardinge Bridge over the river Ganges at
Paksey, Bangladesh (1915-2015). The received papers on the conference theme are written by the international and national authors and those are
overwhelmingly rich.
We are also congratulate from the bottom of our heart to the co-organizers of the conference are the Institution of Civil Engineers ICE, UK, represented
by ICE Centre Bangladesh, the American Society of Civil Engineers ASCE, represented by its Bangladesh International Section, the Institution of Engineers
Bangladesh IEB, Japan Concrete Institute JCI, and Japan Prestressed Concrete Institute JPCI. Japan Cooperation Agency (JICA), Roads and Highways
Department RHD of Bangladesh, Bangladesh Railway BR, Bangladesh Bridge Authority BBA, Local Government Engineering Department LGED,
Bangladesh University of Engineering & Technology BUET, Bangladesh Association of Construction Industry BACI, Bangladesh Association of Consulting
Engineers BACE, University of Asia Pacific UAP, Ahsanullah University of Science & Technology AUST, Military Institute of Science & Technology MIST, andthe Construction Supervision Consultant CSC of Padma Multipurpose Bridge Project PMBP represented by its Chief Coordinator on behalf of Bangladesh
Army. Their co-operation makes the conference a successful one and we express our deep gratitude to them. At the same time we also acknowledge
and recognize the contributions of our sponsors, Host Sponsor, BSRM; two platinum sponsors, Seven Rings Cement; and Basundhara Cement. There areother sponsors and we are very much thankful to them all. In this conference we have subsidize the registration fee for the young professionals andmember of IABSE Bangladesh Group and we are hope full that the objective of the conference could be achieved.
We are thankful to the Steering Committee, Organizing Committee, Scientific and Technical Committee and International Advisory Committee members,
the valued participants, numerous volunteers, electronic and print media, the event management team of i-Creation, the Sonargaon Hotel management
and others for their generous support in different forms. We will feel deep satisfaction if the conference is found beneficial to the delegates.

M. A. Sobhan, PEng CEng FICE
Chair, Bangladesh Group of IABSE &Convener, Organizing Committee of the Conference10

We were together in 2005

Advances in Bridge Engineering-I

11

12

13

We were together also in 2010

Advances in Bridge Engineering-II

14

15

16

Program at a Glance

21 August 2015, Friday
Sessions

Time

Opening Session

9:30-10:30

Tea Break

10:30-11:00

Keynote Paper Session-I

11:00-12:45

Lunch Break

12:45-14:30

Parallel Session 1

Thematic Session on Historic Bridges [ICE-ASCE Joint Session]

Parallel Session 2

Geo-Environmental Issues

Parallel Session 3

Design and Construction

Parallel Session 4

Design for Dynamic Forces-I

14:30-17:00

Tea BreakConference Dinner & Cultural Program

19:00-21:00

22 August 2015, Saturday
SessionsTime

Keynote Paper Session-II

8:45-11:15

Tea Break

11:15-11:30

Parallel Session 5

Short and Medium Span Bridges-I [IEB-JSCE Joint Session]

Parallel Session 6

Materials

Parallel Session 7

Repair, Renovation and Retrofitting-I

Parallel Session 8

Design for Dynamic Forces-II

Lunch Break

11:30-13:30

13:30-14:30

Parallel Session 9

Short and Medium Span Bridges-II [IEB-JSCE Joint Session]

Parallel Session 10

Repair, Renovation and Retrofitting-II

Parallel Session 11

Repair, Renovation and Retrofitting-III

Parallel Session 12

Administration and Monitoring

14:30-16:30

Tea Break

16:30-17:00

Closing Ceremony

17:00-18:30

17

Details of the Sessions
Keynote Paper Session-I
21 August 2015, Friday
11:00am-12:45pm
Chair: Prof. Dr. A.M.M. Safiullah, Vice-Chancellor, AUST, Bangladesh
Room: Ball Room I
Page
Hardinge bridge to Padma bridge – 100 years of major river crossings in Bangladesh
R.G.R. Tappin, V. Jones & I.A. Khan

3

Bridge collapses around the world: Causes and mechanisms
J.R. Choudhury & A. Hasnat

26

Design, construction and maintenance of steel and composite bridges in Japan
M. NagaiBookletKeynote Paper Session-II
22 August 2015, Saturday
8:45am-11:15am
Chair: Mr. I.A. Khan OBE, ICE UK
Room: Ball Room I
Page
Development of butterfly web bridge
A. Kasuga

35

Structural retrofitting and renovation for sustainable infrastructures
T. Ueda49

Design, construction and maintenance of bridges in Bangladesh: In the past, present and future
A.F.M.S. Amin & Y. Okui

57

Parallel Session-I: Historic Bridges: An ICE-ASCE Thematic Session
21 August 2015, Friday
2:30pm-4:30pm
Chair: Prof. Dr. A.M.M.T. Anwar, BUET, Bangladesh
Room: Ball Room II
Page

18

Saga of hundred years of Hardinge bridge
A. Ghoshal

77

Redundancy analysis of an old steel railway bridge: A case study of Hardinge bridge
M.R. Awall, M.M. Hasan, M.A.S. Hossain & M.M.I. Firozi

92

A historical account of Mughal bridges in Bangladesh
A.S.M. Nuruzzaman & S. Siddique99

Concrete highway arch bridges in Bangladesh: Historical development and lessons learnt
M.A. Sobhan

105

Lessons learnt: Design & construction of first network arch bridge in Bangladesh
S.N. Laila, M.A. Sobhan & N. Sadeque115

Choice of structural form for Bhulta flyover
R.A. Jaber, A.S.M. Nuruzzaman & S. Siddique120

Parallel Session-II: Geo-environmental Issues
21 August 2015, Friday
2:30pm-5:30pm
Chair: Dr. Sarwar Jahan Md. Yasin, BUET, Bangladesh
Room: Meghna
Page
Engineering properties of subsoil under 2nd Bhaiarb railway bridge & static pile load test by Osterberg cell at location P3
M.S. Islam, S.A. Sarna & M. Hasan

217

Determination of unknown bridge foundation depths with parallel seismic (PS) systems
K.H. Sarkar

226

Numerical investigation of a counter measure to control local scour around a bridge pier: A new source of bridge vibration
S.T. Noor, A.F.M.S. Amin & A.J. Khan

204

Integrity evaluation of concrete by cross-hole sonic logging in Bangladesh
M.S. Islam, T. Yasmin, S.A. Hannan & P. Peela

221

A modified approach for field logging in geotechnical & geo-environmental investigations
I. Anwar & S. Kumar

231

Use of MATLAB in identifying borehole log at a particular location of a site
D. Sarker, M.Z. Abedin, J. Sarker & Z. Quaium

238

Equivalent granular void ratio concept for sand-silt mixtures
M.E. Karim & M.J. Alam

248

Soil-structure interaction of seismically isolated bridge structure during very strong ground motion
M. Ashiquzzaman, M.T. Islam, M.M. Rahman & K.J. Hong

212

19

Parallel Session-III: Design and Construction
21 August 2015, Friday
2:30pm-5:00pm
Chair: Prof. Dr. A. Kamiharako, Hirosaki University, Japan
Room: SurmaPage
A new linear redundancy analysis method for steel truss bridges accounting distributed plastic effect
H.T. Khuyen & E. Iwasaki

258

Numerical study on ultimate buckling strength of stiffened steel plate considering initial deflection and residual stress
M. Rahman, D. Miyazaki, Y. Okui & H. Honma

278

Construction of arch bridges: An indigenous approach
S.M.K. Alam & S.K. Saha

301

Space truss bridge optimization by dynamic programming and linear programming
P.K.M. Moniruzzaman, T. Biswas, A.F. Farah & F.M. Omar

306

Planar truss bridge optimization by dynamic programming and linear programming
P.K.M. Moniruzzaman, T. Biswas, A. Shirwa & T. Tabassum

312

Construction of deep water pile and pile cap by using prefabricated steel coffer dam technique
B.C. Dhar, M.A. Kafi & M. Hoque

325

Construction of Kazirtack bridge: Precast pseudo box form in viaduct
M.H.R. Chowdhury & K.M.K. Ahsan

298

Parallel Session-IV: Design for Dynamic Forces-I
21 August 2015, Friday
2:30pm-5:00pm
Chair: Prof. Dr. K.M. Amanat, BUET, Bangladesh
Room: Chitra
Page

20

Seismic analysis of 2nd Meghna bridge with unified foundation and steel superstructure
M. Tatsumi, P.K. Ghosh, S. Ohtake, M.S. Hoque, M.J. Alam, M.A.H. Patwary & A.S.M.E. Shah

361

Seismic response of bridges with sliding and elastomeric isolation bearings
J.L. Gimenez, T. Himeno, H. Shinmyo & T. Hayashikawa

354

Advances in elastomeric isolators
C.M. Galindo, S. Majumdar & A. Das

403

Cylindrical bearings as a superior option for railway bridges in the subcontinent
G. Moor, C. Ghosh & K. Gupta

411

Isolation bearings for atmosphere project, Kolkata
R.J. Watson, J. Conklin, S. Majumdar & S. Adhikary419

Parallel Session-V: Short & Medium Span Bridges-I: An IEB-JSCE Thematic Session
22 August 2015, Saturday
11:30am-1:30pm
Chair: Dr. Gholam Mostafa, Civil Engineering Division, IEB, Bangladesh
Room: Ball Room II
Page
Composite steel bridges: Present and future prospect in Bangladesh
M.F. Iqbal & A.S.M. Nuruzzaman

130

Hybrid prestressed concrete bridges with steel truss webs-Sarutagawa bridge and Tomoegawa bridge
T. Kanamoto, K. Osada, J. Iwatate & O. Usami

319

Application of narrow box steel girder with SCC deck slab and SPSP foundation in KMG project
M. Tatsumi, S. Yoshihara, T. Nohmi, P.K Ghosh, M.S. Hoque, M.J. Alam, M.A.H. Patwary & A.S.M.E. Shah

286

Shift in the natural frequencies of the deck of Bangabandhu Jamuna bridge due to CFRP strengthening
A.F.M.S. Amin, M.M. Islam, N. Fuad, M.S.I. Choudhury, A. Hasnat & K.M. Amanat

456

Current trends and future issues of code for upgrading concrete structures with use of FRP in Japan
A. Kamiharako, N. Hisabe, K. Iwashita, A. Kobayashi, N. Kasai, Y. Koda & Y. Sato

607

Repair method for corroded steel girder ends using CFRP sheet
T. Miyashita, M. Nagai, D. Wakabayashi, Y. Hidekuma, A. Kobayashi, Y. Okuyama, N. Koide & W. Horimoto

614

Parallel Session-VI: Materials
22 August 2015, Saturday
11:30am-1:30pm
Chair: Engr. Deleep Guhathakurata, Roads and Highways Department, Bangladesh
Room: MeghnaPage
A feature of corrosion and its evaluation around the cross section of weathering steel bridge
E. Iwasaki, M. Kato, K. Nakanishi & I. Kage

154

Use of stainless steel as structural members in bridge construction and fiber reinforced polymer strengthening
S.M.Z. Islam & B. Young

164

Creation of high quality and cost-effective bridges using newly developed steels for bridge high-performance structures (SBHS)
M. Takagi & K. Homma

174

Influence of ion exchange resin in chloride binding for RC structures exposed to marine environment
M.N. Haque & H. Mutsuyoshi

182

Study on corrosion distribution and ultimate strength of a plate girder bridge’s support area
S. Matsumoto, M. Kurihara, K. Nogami, Y. Kishi, N. Hosomi, S. Komine & T. Irube

187

Experimental investigation and finite element analysis on P-M interaction diagram of RC square columns made of steel fiber
reinforced concrete (SFRC)
M.M. Islam, A. Dhar, F. Patowary, J.H. Asif, S. Rahman, S.S. Das, S. Das, M.A. Chowdhury & A. Siddique192

Recent advances in admixture technology for bridge construction
A.A. Patil & F. Shahadat

201

21

Parallel Session-VII: Repair, Renovation and Retrofitting-I
22 August 2015, Saturday
11:30am-1:30pm
Chair: Engr. S.M. Shaheedullah, President, BACE, Bangladesh
Room: Surma
Page
Seismic rehabilitation of masonry structure strengthening by two distinct FRPs
A. Rahman & T. Ueda

641

Replacement of expansion joints of 2nd Hooghly bridge, Kolkata
G. Moor, S. Majumdar, S. Lahiri & A. Ghosh527

Post-disaster construction and bearing replacement of Bahaddarhat flyover
M.A. Rahman & S. Ahmad

500

Rehabilitation of Meghna and Meghna-Gumti bridge superstructures
M.A. Rahman, T. Chong & M.A.H. Khan

510

External post-tensioning of pier heads and bearing replacement of Hatirjheel bridge #4
M.A. Rahman, S. Ahmad & T. Chong520

Parallel Session-VIII: Design for Dynamic Forces-II
22 August 2015, Saturday
11:30am-1:30pm
Chair: Prof. Dr. T.M. Al-Hussaini, BUET, Bangladesh
Room: Chitra
Page

22

Gutenberg-Richter recurrence law to seismicity analysis of Bangladesh
S. Siddique

331

Seismic vulnerability assessment of a typical three-span highway bridge in Bangladesh
M.R. Kabir, A.H.M.M. Billah & M.S. Alam

345

Reliability based seismic performance analysis of retrofitted bridge bent
H. Alim, A.K.M.T.A. Khan & M.A.R. Bhuiyan

372

Damage state analysis of seismically isolated multi-span continuous bridge
A.K.M.T.A. Khan & M.A.R. Bhuiyan

382

Analysis and repair of sliding material in large movable bearings for long-span bridges
M. Moriaki, S. Osako, Y. Uno, J.L. Gimenez & T. Himeno

394

Responses from laminated rubber bearing under compression and rotation via FE analysis
M.S. Hasan, Y. Okui, H. Takai & A.F.M.S. Amin

340

Parallel Session-IX: Short & Medium Span Bridges-II: An IEB-JSCE Thematic Session
22 August 2015, Saturday
2:30pm-4:30pm
Chair: Prof. Dr. T. Miyashita, Nagaoka University of Technology, Japan
Room: Ball Room II
Page
Three 2nd bridges construction and existing bridges rehabilitation under KMG project
M.S. Hoque, M.J. Alam, M.A.H. Patwary, A.S.M.E. Shah, A.H.M.J.H. Talukdar, M.S. Haque, M.S.R. Khan, M. Tatsumi & P.K. Ghosh143

Experimental investigation on dynamic characteristics of Meghna bridge at different structural conditions
M.S.I. Choudhury, R. Tobita, A.F.M.S. Amin & Y. Matsumoto

466

Fabrication and erection of Tokyo gate bridge
T. Yoneyama & Y. Fujii

268

Steel bridge quality management and weathering steel application technologies in JapanS. Horii, Y. Mishima & M. Hashimoto

476

Advanced technologies for construction: A large scale repair and renovation of the metropolitan expressway network
H. Dobashi, K. Tsuno & M. Ogihara

569

Kuril flyover – ingenious design solution of a nagging congestion problem
M.A. Rahman, S. Ahmad & M.S. Hoque

135

Parallel Session-X: Repair, Renovation and Retrofitting-II
22 August 2015, Saturday
2:30pm-4:30pm
Chair: Prof. Dr. T. Ueda, Hokkaido University, Japan
Room: Meghna
Page
Strengthening of steel and concrete structures using CFRP in Japan
A. Kobayashi, Y. Hidekuma & A. Tateishi

597

Use of FRP composite for strengthening of concrete structures
Z. Abbas & F. Shahadat

636

Numerical and experimental study on repaired steel beam using carbon fiber reinforced polymer
A. Awaludin & D.P. Sari

630

Bending performance of CFRP strengthened RC beams with different anchoring methods
S. Yunchao, W. Wei & L. Shaofang

549

Experiments and 3D analysis of ultimate bearing capacity of CFRP strengthened concrete slab
S. Yunchao, W. Wei & L. Shaofang

555

Fatigue performance of CFRP strengthened reinforced concrete bridge deck overhang
W. Wei, L. Shaofang, S. Yunchao, Z. Cixiang

493

23

Parallel Session-XI: Repair, Renovation and Retrofitting-III
22 August 2015, Saturday
2:30pm-4:30pm
Chair: Dr. M. Tatsumi, Oriental Consultants Global Co., Ltd., Japan
Room: Chitra
Page
Work methodology for replacement of expansion joints of Meghna bridge in 2008
M.S. Haque, M.A. Sabur & M. Haider

542

Renovation of two century-old steel truss railway bridges to increase the vertical clearance
A.F.M.S. Amin, K.M. Amanat, R. Ahsan & R. Rahmatullah

561

Effect of stop-hole on fatigue at vertical stiffener welds of orthotropic steel deck
K. Osumi, H. Tokida, T. Mori & D. Sakama

621

Asymmetric demolition technology of large span variable cross-section continuous girder bridge
C. Zhu, W. Wang, S. Li & C. Jiang

579

Thermal based damage identification in RC beams
N.H.M.K. Serker

537

Shear strengthening of RC deep beams with circular openings using externally bonded SFRP composites
Q. Hussain & A. Pimanmas

587

Parallel Session-XII: Administration and Monitoring
22 August 2015, Saturday
2:30pm-4:30pm
Chair: Prof. Dr. E. Iwasaki, Nagaoka University of Technology, Japan
Room: Surma
Page

24

Functional evaluation of bridge bearings based on the field measurement
N. Shibasaki, M. Ikeda & M. Sakano

485

Structural condition assessment of bridges and culverts in national highway N7
S. Sharkia, M.N. Haque & M.S.K. Bhuiya427

SHM systems for bridge inspection and maintenance - case studies
G. Moor, K. Islami & C. Ghosh431

Application of different structural health monitoring system on bridges- An overview
F.H. Chowdhury, M.T. Raihan & G.M.S. Islam

440

Implementation of optimum toll pricing system in bridges
S.M.R. Rahman, M.S. Mamun, E. Kabir & M.R. Mannan

450

Structural adequacy of a deformed prestressed concrete girder in Khodarhat bridge: An assessment utilizing filed vibration data
and FE computations
A.F.M.S. Amin, K.M. Amanat, M.M. Islam & M.A.R. Bhuiyan

461

Committees
STEERING COMMITTEE
Prof. Jamilur Reza Choudhury, Vice Chancellor, University of Asia Pacific & Former Professor, BUET
Convener
Dr. A.F.M. Saiful Amin, Professor, BUET & General Secretary, Bangladesh Group of IABSE
Member-Secretary
Members
Engr. M. A. Sobhan, PEng, Chairman, Bangladesh Group of IABSE
Mr. Kei Toyama, Senior Representative, JICA Bangladesh OfficeProf. Dr. Y. Okui, Vice-Dean, Graduate School of Science and Engineering, Saitama University, Japan
Prof. Dr. Konishi, Chair of Sub-Comm. of International Exchange, JSCE
Prof. K. Nogami, Tokyo Metropolitan University, Japan, and Chair of Committee of Steel Structures, JSCE
Major General Abu Sayeed Md Masud, Special Works Organization, Bangladesh Army
Prof. Hamidur Rahman Khan, President, ASCE Bangladesh International Section
Engr. I. A. Khan OBE, Institution of Civil Engineers UK, ICE Centre Bangladesh
Dr. Engr. M. Shamim Z. Bosunia, PEng., President, Institution of Engineers, Bangladesh
Dr. A.M.M. Taufiqul Anwar, Head, Department of Civil Engineering, BUET
Engr. Md. Firoze Iqbal, Chief Engineer, Roads and Highways Department, Bangladesh
Engr. Md. Amzad Hossain, Director General, Bangladesh Railway
Engr. Shyama Prosad Adhikari, Chief Engineer, Local Government Engineering Department, Bangladesh
Engr. Kabir Ahmed, Chief Engineer, Bangladesh Bridge Authority
Engr. G.M. Jainul Abedin Bhuiyan, Chairman, Rajdhani Unnayan Kartipakhkha
Engr. Mesbahur Rahman Tutul, Vice-President (Academic & International Affairs), IEB
Dr. Engr. Gholam Mostofa, Chairman, Civil Engineering Division, IEB
Engr. S.M. Shaheedullah, President, Bangladesh Association of Consulting Engineers
Engr. Aftabuddin Ahmed, President, Bangladesh Association of Construction Industry

ORGANIZING COMMITTEE
Engr. M. A. Sobhan PEng., Chairman, Bangladesh Group of IABSE
Convener
Engr. Abu Saleh Md. Nuruzzaman, Roads and Highways Department, Bangladesh
Member-Secretary
Members
Engr. Miah Muhammad Quayyum, Honorary General Secretary, Institution of Engineers, Bangladesh
Engr. S.M. Khorshed Alam, Vice President, Bangladesh Group of IABSE
Prof. T. Mori, Housei University, Japan & Chair of Committee of Steel Structures, JSCE
Prof. M. Nagai, Professor Emeritus, Nagaoka University of Technology, Japan
Prof. Dr. Md. Sabbir Mostafa Khan, Professor, Bangladesh University of Engineering and Technology
Engr. Md. Aftab Hossain Khan, President, RHD Engineers Association, Bangladesh

25Engr. Md. Amanullah, Secretary, RHD Engineers Association, Bangladesh
Engr. Mohammad Zakir Hossain, PEng, Secretary, Civil Engineering Divisional Committee, IEB
Engr. Afiluddin Ahmed, Roads and Highways Department, Bangladesh
Engr. Mohd. Faridul Alam, Roads and Highways Department, Bangladesh
Engr. Md. Didarul Alam, Secretary, ASCE Bangladesh International Section
Engr. Md. Abdul Azim Joarder, Roads and Highways Department, Bangladesh
Engr. Md. Hafizur Rahman, Roads and Highways Department, Bangladesh

SCIENTIFIC & TECHNICAL COMMITTEE
Prof. Dr. Y. Okui, Saitama Univerisity, Japan
Prof. Dr. A.F.M. Saiful Amin, Bangladesh University of Engineering and Technology, Bangladesh
Prof. Dr. Tamon Ueda, Faculty of Engineering, Hokkaido University, Sapporo 060-8628, Japan
Dr. Md. Mozammel Hoque, Dhaka University of Engineering and Technology, Bangladesh
Prof. Dr. A.K.M. Saiful Islam, Bangladesh University of Engineering and Technology , Bangladesh
Prof. Dr. Abdur Rahman Bhuiyan, Chittagong University of Engineering and Technology, Bangladesh
Prof. Dr. Tohur Ahmed, Rajshahi University of Engineering and Technology, Bangladesh
Brig Gen Habibur Rahman Kamal, Military Institute of Science and Technology
Prof. Dr. M.R. Kabir, University of Asia Pacific, Bangladesh
Prof. Dr. Md. Anwarul Mustafa, Ahsanullah University of Science & Technology, Bangladesh
Dr. Sarah Tahsin Noor, University of Asia Pacific, Bangladesh

INTERNATIONAL ADVISORY COMMITTEE
Prof. Dr. A.M.M. Safiullah, Vice Chancellor, Ahsanullah University of Science and Technology, Bangladesh
Prof. Dr. Y. Fujino, Yokohama National University, Japan
Prof. Dr. H. Yamaguchi, Saitama University, Japan
Prof. Dr. H. Mutsuyoshi, Saitama University, Japan & Chair, Int. Comm., JPCI, Japan
Prof. Dr. K. Sugiura, University of Kyoto, Japan
Prof. Dr. Eiki Yamaguchi, Kyusyu Institute of Technology
Prof. S.S. Chakraborty, India Group of IABSE

26

HARDINGE BRIDGEEngineering Challenges & Success of 100 Years

Compiled by
A.S.M. Nuruzzaman1 and A.F.M. Saiful Amin2
1
Graduate Student, Department of Civil Engineering, BUET, Bangladesh
2
Professor, Department of Civil Engineering, BUET, Bangladesh

Inception
The East Indian Railway (EIR) and the Great Indian Peninsular Railway (GIPR) were founded in the mid 1840, with the object of building the firstexperimental railways in India, these to be based upon Calcutta and Bombay respectively. In 1862, the first railway link between Calcutta and Khustia
was established in Bengal by East Bengal Railway EBR. It was extended from Poradaha, Khustia to Vheramara in 1878. The extension of railway link
after Vheramara stopped due to the presence of mighty River, the Padma, the lower reach of the Ganges. The Padma is below the point of the off-takeof the Bhagirathi River (India) while another Ganges River distributary is also known as the Hooghly River. Padma is a major river in Bangladesh. It is
the main natural distributary of the Ganges, flowing generally southeast for 120 km to its confluence with the Meghna River near the Bay of Bengal.
However, it was necessary to cross the river for transportation of agricultural products, goods and passengers. After the establishment of meter gauge
railway link between North Bengal and Shiliguri by North Bengal Railway NBR in 1880 a ferry service was introduce at Damukdia-Rayta of Vheramara
and Sara Ghat of Ishwardee to cross the river.

Photo 1. Pre-construction time photograph illustrating the loading of wagons on ferry to cross the river. Image from Internet.

Although it was possible to cross the river by ferry service but it was cumbersome and time consuming. So it was felt to build a railway bridge over theriver Padma to provide a fixed link. It was also thought that if a bridge is built then both the railway company would be benefitted by carrying increased
passenger, goods and as well as it would be financially feasible. Construction of a railway bridge over the mighty river Padma required huge amountof money and that was not possible to arrange by the two railway companies. By this time Government of British India was planning to build a bridge.
Finally manager of EBR Major GF Boughe in 1889 had made a proposal to the Chief Engineer PWD for the construction of a bridge. In his proposal
he explained the necessity of constructing a tunnel or bridge crossing between Damukdia and Sara across the Padma river but he did not recommend
bridge or tunnel options. He mainly explained the economic and financial benefit of the project.

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Planning, Design and Construction
The construction of the Hardinge Bridge was proposed and discussed for more than twenty years before it was finally get sanctioned for constructionin 1908. Proposals put forward by the then Eastern Bengal Railway EBR in 1889, were investigated by a committee and reported that it would befeasible. There were many discussions as to the selecting site of the bridge. In 1907, a committee representing commercial interests recommended oneof the ‘Sara’ sites which had been favored by Sir FJE Spring. A technical committee reported that a bridge could be constructed at Sara crossing thelower Ganges between the Paksey and Bheramara Upazila stations on the broad gauge railway from Khulna to Parbatipur Upazila. A detailed planfor the bridge was drawn up in 1902 by Sir FJE Spring, and once the permission was given for the construction of a railway bridge to be built and acommittee was formed in 1908 to oversee the project. Sir Robert Gales from Britain joined the project as the Engineer-in-Chief. This proposal was passed
in 1908. The commissioning of the Hardinge Bridge was authorized in 1908 and in 1910 construction of the bridge begun. In 1909 field survey started.
The construction of the bridge started in 1910 and the bridge was opened in 1915. On the 1st of January 1915, the first trial train crossed the bridge
down track and on 25 February of the same year the second trial train crossed the bridge on the up track. Finally on 4 March 1915 Lord Hardinge
inaugurated the bridge. A total of 24,000 people were employed for constructing the bridge. The construction of the Hardinge Bridge also benefitedthe local population, as it provided jobs for twenty-four thousand people during the construction time.

The Bridge
Hardinge Bridge is the second longest, 1.64 km Railway Bridge in Bangladesh. It has additional 77 m long land spans at each of the ends giving a
total length of 1.8 km. Each of its fifteen river spans are 109.5 m in length. Some Railway Bridges across the Upper Ganges River and Indus valley
was constructed around 1900’s did have longer river spans. However, in terms of total length, it was the second longest at the time of construction. At
the time of conceiving the Hardinge Bridge project, the foundation on soft soil and meandering character of the Ganges in the construction location the
recent past were of great concerns for the designers. Falling apron technique was used for river training.
As the foundation was of concern, the river spans were founded on caissons that were the deepest at that time, 49 m below the lowest water level.
All joints of the steel truss were riveted. 10.5 m high trestles were anchored on the pier top using anchor bolts. 1.7 m high steel bearings (fixed andexpansion type) resting on the top of trestle platform supports the main truss girders. The bottom of the main truss was thus placed 12.2 m above thecaisson top. It consists of sixteen piers and the piers are all on extreamly deep well foundation. Well foundations of this bridge are sunk at a depth of
150 to 160 ft (45.73 m – 48.78 m) below the low-water level. That was the deepest bridge foundation in that region, because of the deep scouring
nature of the river bed in high discharge condition. The wells are of precast concrete block in a double D shaped 63 ft X 37ft (19.20 m X 11.28 m)
overall size with two dredging holes of 18.5 ft (5.64 m ) in diameter.
It took three yeras to complete the sinking of the wells. In the first season five wells, in the second seven and in the third four wells had been sunk.
In the evening of 7 April 1888, a devastating tornado hit Dhaka city causing great damage. Ahsan Manjil was severely damaged and abandoned. An
English engineer from Kolkata arrived here to examine the palace. At the time of the reconstruction, the present beautiful dome was erected overthe palace building. Again Ahsan Manzil was partly damaged by the earthquake of 12 June 1897 but the dome was not damaged. However, Nawab
Ahsanullah had it repaired again. A wind storm of 17th October 1909 right at the bridge site, immediately before the start of construction work raised
additional concerns for the designers. This finally led to realization of a double track steel truss rail bridge of Pensylvennia-Patit (pratt) form for the
fifteen river spans. English Engineers were aware of this region that the wind force plays a significant role on structural design. So the designers changed
the design of steel truss. They changed single lane railway bridge to double lane railway bridge in an immediate decision. To reduce wind effect, depthof truss was kept minimum and petit truss was used.
The Pennsylvania truss, like the Baltimore truss sometimes referred to as a “petit,” was developed by engineers of the Pennsylvania Railroad in 1875.
The Pennsylvania truss (along with the Baltimore truss) was the product of two of the early eastern trunk line railroads developed during the 1870s
for heavy locomotives. This truss is similar to the Baltimore truss in that it has sub-divided panels, but it also has a polygonal or inclined top chord. As
with the Baltimore truss, the Pennsylvania truss was originally developed for use in relatively long span railroad bridges, but became a common typefor shorter span lengths. The truss was adapted for highway use as early as the 1880s. For economy the truss, depth is ideally set at a ﬁxed proportionof the span. As the span increases the truss depth and bay width increase accordingly. The bay width is usually ﬁxed by providing truss nodes on thecentre lines of the deck cross beams, thus avoiding high local bending stress in the deck chord. For large-span bridges with an economical spacing forthe deck cross-beams, the height of the truss may be as much as four times the bay width. In such a case, a subdivided form of truss will be required
to avoid very long uneconomical compression web members, or tensile members subjected to load reversal due to moving live loads. The diamond andPetit trusses have the advantage of achieving shorter diagonals than the K-truss in design.

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The bridge itself was constructed out of fifteen petit trusses that were prefabricated. Concrete was used to build the sixteen piers that keep the bridge
above water, while the structures above water were constructed out of steel. The broad gauge lines are laid side by side with a separate footpath on
the downstream side. Two high-tension electric lines at upstream and downstream sides of the bridge were erected later on, but not were in the original
design. The headroom of the bridge is rested by the structural frame up giving a 4.45 m clear passage way from the floor level.

Photo 2. Hardinge Bridge today. Images by: A.F.M.S. Amin

The superstructure of Hardinge Bridge took a final shape using mild steel. The original steel of Hardinge Bridge is of mild steel type equivalent tograde 43 of BS 4360 having yield stress of 20.8 tons/sq inch; ultimate tensile strength of 30.6 tons/sq inch at an elongation of 23%. The original
design loading for the girders was Indian Railway broad gauge B of 1903+33% with an impact allowance giving a total live load of 1927 tons on two
tracks. Weight of each petit truss is 1250 ton. The design was as the then standard laid down by in the Government of India Bridges Rule 1903. With
these design loads the stresses allowed on the members were 125 MPa (8 ton/sq in) in tension and 105 MPa (6.8 ton/sq in) in compression in main
members with l/r up to 26.8. The impacted live load values adopted in the original design compare favorably with similar value used in the latest BG
ML standard of loading now in use in sub-continent. The changes are more in the horizontal forces. The complete steel work of the original construction
was fabricated in the workshops of Cleveland Bridge and Engineering Co. Limited and Braithwaite & Kirk Co. Ltd in United Kingdom.

Challenges from Nature
The Bridge, built with extreme caution against any breach by the turbulent flows of the river in those days, met with a serious threat on its existence
during the late floods on 25th September, 1933. A breach of 120 m occurred first in the right guide bank at the Bheramara end. The breach eventuallyextended to 480 m on 7th October, despite day and night work by engineers and workmen, whose services were requisitioned as an emergency
measure. Rehabilitation work required 2 years of intense activity.

Photo 3. Bherama end of the Hardinge Bridge today showing siltation but no erosion. Images by: A.F.M.S. Amin

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Damage in the Liberation War of Bangladesh in 1971
During the war of liberation the twelfth span of the Hardinge Bridge broke down into the river by shelling. One end of the span was hanging dangerouslywith the base and a 12.2 m part from the other end collapsed. Down stream side bottom chord at the mid span of Span 9 was partially blown off. Pier
2 was also damaged. After the liberation, the bridge was reopened on 12 October 1972, after salvaging the fallen Span 12 and emergency repair for
Span 9 and 12. The repair and restoration works were conducted jointly by Bangladesh Railway and the Eastern India Railway of India. The Span 12
fallen in the river was salvaged by Selco, a company from Singapore engaged by United Kingdom. Span 9 was lifted and bottom chord and adjoining
damaged members were repaired and replaced. Span 12 was temporarily replaced by a single track span. In the second phase, the bridge was broughtback to its original shape of petit truss and was reopened on 4th August 1975. The work was conducted by the Bangladesh Railway and Eastern India
Railway of India. The new double track truss for Span 12 was manufactured in Kolkata.

Photo 4. The photograph of Hardinge Bridge showing the fallen Span 12. Image from Internet

Photos 5-10. The photographs depict the repair work of Span 9 and Span 12 after 1971 war damage. Images by A.F.M.S. Amin.

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Diversified Use
A high-tension electric line is passed over upstream side of the bridge. It was 132 kV double circuit transmission line added in in 1960s. It was bracketedof from the upstream trusses. For this addition Rendel Palmer and Tritton, London the consulting Engineers made a detail analysis of stress conditionof the broad gauge train line with standard loading. This showed that the axial and combined stresses were within the original permissible stresses. The
permissible stresses meanwhile had been increased in BS 153 to 140 MPa (9.0 ton/in2). Another transmission line was also installed in the downstreamside of the bridge later on.

Photos 11-12. Hardinge Bridge with High Tension Transmission Line. The repair of Pier 2 by confining is also visible in left figure. Top chord bracing of the repaired span 12 isseen in the left with electric transmission lines both upstream and down stream are seen. Images by: A.F.M.S. Amin

With the help of Asian Development Bank ADB and United Nations Development Program UNDP Roads and Highways Department RHD has made First
Road Master Plan in 1991. In this master plan there was a proposal to convert Hardinge Rail Bridge in to rail cum Road Bridge by renovating the deck
so that light and heavy vehicles can also use it. This master plan was supposed to be implemented by 2001. In reality a four separate lane road bridge(Lalon Shah Bridge) was completed and opened for traffic in 2004 with financial assistance from Japan.

Concluding Remarks
The Hardinge Bridge is now a part of the society. The river and the bridge attract people from home and abroad. Due to the change of geo-politicalboundary of the country after independence from Great Britain in 1947, the bridge lost its importance as the transit route to Kolkata for which it was
initially designed. Thus, in 100 years, the bridge was not subjected to the projected traffic needs. The absence of rail link over the Jamuna effectively
divided the country for a long time. This also decreased its importance. However, rail traffic on the bridge is now steadily increasing after the openingof Bangabandhu Jamuna Bridge and train connectivity with Kolkata. At this moment, a separate rail link over the Jamuna is under evaluation. Oncecompleted, the train speed will gradually increase. This may need further evaluation of the capacity of the Hardinge bridge to fit for meeting thedemand of the next generation. In the present Bangladesh Inland Water Transport Authority (BIWTA) classification, the bridge falls in Class II for its
vertical navigational clearance. This may also bring some hinders in future. The Padma river at Hardinge point now also flows not like that were in
the past. Thus the threat for bank erosion and scour no longer exist. No study has yet been conducted against its earthquake protection as it was notconsidered in the original design.
However, even after realizing any rail link alternate to Hardinge Bridge, the bridge shall remain at the center of the society for its historical importance,
aesthetic look and the service it provided to the people of this land over a period of over 10 decades equating to 100 years!

31Comparison of Static and Dynamic Load Analysis*
Salma Akhter Khuki
Bangladesh Road Research Laboratory, Mirpur, Dhaka, Bangladesh.
M.S. Islam and Pauline Laila Bela
Prosoil Foundation Consultants, Dhaka-1215, Bangladesh.

INTRODUCTION
In the last half of the ‘90s, pile integrity test was introduced in Bangladesh to test the piles. The test is based on the Stress Wave Theory. At the
beginning, it was termed as Sonic Integrity Test (SIT), as a parameter for control quality of foundations. Afterwards, it was improved to emerge as
Dynamic Load Test (DLT) in order to measure the pile-soil behavior. However, up to then, the bearing capacity of a piled foundation was determinedwith a Static Load Test (SLT, ASTM D 1143-81). As we all know, in spite the familiarity SLT is costly in respect of time, space and money. During theseyears, where Quality Assurance (QA) started to play an important role in the Bangladeshi construction market, as well as the increment in service loads,
an increase in the demand for verifying piling works was felt in the construction industry. As well, the availability of new technology in construction
methods, tighter schedules for finishing site works and limited space, inspired the DLT to be introduced as an alternative to the cumbersome static test.
In this write-up, correlations between Dynamic and Static Load Tests performed on the same pile are shown. To do this, relevant geotechnical information
as available in a project was used to derive the conclusions.

SOIL PROFILE AND TEST PILE
Figure 1 shows the soil profile of the test site as found in a Standard Penetration Test. Pilcon Rotary Machine and the ground conditions are describedin the following geotechnical profile (Figure 1). The Energy of SPT Hammer was calibrated. To derive the comparisons of Static and Dynamic Load
Analysis, two test piles located in Bangladesh Road Research Laboratory were used. Each of the piles were cast-in-situ bored pile of 1 m diameter and
30 m in length. Bentonite mud was used to protect the bore hole. Pile construction was done by Conventional Boring Machine. During Construction ofPile Crosshole Sonic logging pipe were installed from top of the pile to the bottom.

Fig 1. Geotechnical Profile* A sponsored publication

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Fig 2. Advancing of BoringVERIFICATION OF CONCRETE QUALITY
Figures 4 and 5 show the response from pile integrity test (PIT) for the test piles. The cross hole sonic logging test results are shown in Figures 6 and
7 for Pile # 1 and 2, respectively.

Fig 3. PIT of Pile#1

Fig 4. PIT of Pile#2

Fig 5. CSL of Pile#1

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PIT test for pile #1: The Pile has anomaly at 14.0 m (from the pile top). The actual length of the pile may be around 22.5m. PIT test for pile #2:
Because of the variability of the wave speed in concrete, the small change in pile length cannot be detected with the low-strain test method.
The CSL test results of Pile #1: First Arrival Time data indicate that satisfactory concrete is up to the depth of 14.0m and the concrete below
14.0 m to 23.7m isn’t satisfactory. Apparent velocity up to 14.0 m (from the pile top) is in between 3.5-4 km/sec, consistent with good quality
concrete.
The CSL test results of Pile #2: This shaft had what is often called a ‘‘soft toe’’ condition, where a small amount, typically less than 300mm vertically,of soil is present at the bottom of the shaft. CSL testing can clearly show a soft toe condition as long as the access tubes are close enough to the bottomof the shaft. The soft toe effectively reduces the shaft length by a small amount. Apparent velocity up to 26.4 m (from the pile top) is above 3.6km/
sec, consistent with good quality concrete. The actual length of the pile may be around 29.0 m.
From the CSL and PIT Results the lengths of Pile#1 and Pile#2 can be approximated to be 22.5 m and 29.1 m, respectively.

Fig 6. CSL of Pile#2

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PILE CAPACITY CALCULATION
Pile capacity was calculated through Spread Sheet based on the above length. Calibrated hammer transfer 60% energy to the SPT Sampler. Following
table shows capacity of pile by Calibrated Hammer. For the estimated pile lengths, the Service Load and Maximum Test Load appears for Pile#1 andPile#2 appears to be 1.21 MN, 2.20 MN & 2.42 MN and 4.40 MN, respectively.

STATIC LOAD TEST AND DYNAMIC LOAD TEST
To understand the real behavior of the pile-soil interaction as defined by a Load-Displacement Curve, static load test (SLT) was performed on both thepiles (Figures 7 and 8).

Fig 7. SLT of Pile#1

Fig 7. SLT of Pile#1

For DLT strain and acceleration transducers were also mounted on the pile shaft near the pile head. The load displacement behavior is calculated bysignal matching (Figures 10 and 11).

Fig 10. Preparation of combined acceleration and strain sensor

Fig 11. Final setup of combined acceleration and strain sensor

The dynamic loading methods are dynamic load testing (DLT) by an impact hammer by launching a reaction mass from the pile head. The generated
compression wave travels down the pile and reflects upward. This reflected wave contains information about the shaft friction, toe resistance andpossible pile defects. DLT introduces a short duration shock pulse into the pile. So for DLT the pile load calculation depends strongly on pile materialand cross section properties. Figures 13 and 14 show the force and displacement responses measured in DLT.

35

Fig 13. Load vs. Time of Pile#1

Fig 14. Load vs. Time of Pile#1

OBSERVATIONS & CONCLUSIONS
The results obtained from the analysis enables a platform for comparison between static load test results and that of dynamic test results. Based on
the output, the following conclusions can be derived:
 At test load, dynamic load test predicted settlement is smaller compared to that of settlement measured under static load. This shows areasonable agreement between the two test results as SLT was done before DLT.
 Easy placement of DLT loading device in center of the pile is noteworthy.
 Pile and soil responses obtained in DLT are closer to those obtained under static load.
 DLT is cheaper and quicker method than Static Load Test for larger diameter bored pile and small bridges as compare to Static load test.
Also in DLT, required less space than Static Load Test.
 SLT were found to be comparable to that of DLTWAVE analysis for both Static and Dynamic test.

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