1.

INTRODUCTION
Location:
Development Region Western Development Region
Zone Gandaki Zone
District Tanahun District
Village/town Sepa Bagaicha
Right of Bank Barbhanjyang V.D.C (ward no-5), Tanahun
Left of Bank Bhanu V.D.C (ward no-3), Tanahun
Name of the Road: Bhansar-Chandrawati Road
Easting : 539070.4296 (Longitude- 84 23 42.9)
Northing : 3099945.3095 (Latitude- 28 01 06)
Elevation: 450.73m
Type of Bridge: RCC T-Beam (Beam Slab type)
Total Span: 50m (double span 25m each)
No. of main girders 2
No. of Cross Girders 12
Wearing Coat Asphalt Concrete
Bearing Elastomeric bearing
Type of Abutment Reinforced Concrete Abutment

This project lies in Sepa Bagaicha in between of the ward no 5 of Barbhanjyang VDC
and ward no 3 of Bhanu VDC in Tanahun District. The elevation of site is about
450.75 m from sea level and lies at Easting 539070.4296, Northing 3099945.3095
while considering the origin of coordinate 500000 at intersection of 84 center
meridian and equator. This project site is connected by Bhansar-Chandrawati Road
which starting point is Sepa Bagaicha, point of Dumre-Besisahar-Chame (F036) feeder
road. The access road has categorized as "Class-C" road in DTMP report of Tanahun
district.

1
1.1 CHALLENGES AND DRAWBACKS

Although the complete design of bridge is done, the project is still cannot be
adapted for real purpose due to lack of few other important aspects of design and
analysis such as:

1) Time rate analysis of materials, equipment, labour cost.

2) Actual cost estimation of construction.
3) Detailed provision of drainage spouts, expansion joint, wing walls, river
training works.

1.2 CLIENT REQUIREMENTS

The client requires short span economic bridge connecting two VDC's to a main
road, where the temporary connectivity has been assisted by a 16.33 m RC-
slab bridge. The bridge is to be of single lane, no provision of footpath but railings
are needed. Topographical, Hydrological and geo-technical data are provided by
LRBSU. Some of the main features and characteristics of the data provided have
been attached to the report.

2
2. METHODOLOGY

2.1 SITE VISIT

Few assignments were provided to us to verify at the site by our supervisor. The
findings in these assignments are the fundamental basis for the design of the
bridge. The assignments were as follows:

1) Study topographical geotechnical data and other requirements prior to the

field visit.
2) Locate longitudinal axis of proposed bridge at bridge.
3) Measure distance between river banks at the longitudinal axis of bridge at
25m upstream and 25m downstream of river.
4) Find approximate cross section of river at the proposed longitudinal axis of
bridge.
5) Measure approximate velocity of water flow.
6) Find highest flood mark at proposed bridge site and determine approximate
reduced level.
7) Walk through 500 upstream and 250 downstream of river. Observe and
record the topography of river.
8) Check the alignment of road and its approaches to bridge.

Besides all the assignments the works such as calculation of discharge and SPT
value for the bearing capacity of the soil was also done. Hydrological data were
supplied and suitable stations were used to find out the rainfall data.

2.2 ACQUISITION OF DATA FOR DESIGN

Necessary hydrological, topographical and geo-technical data needed for the
project were provided by the Local Road Bridge Support unit (LRBSU). The
organization has been actively involved in providing technical support to DoLIDAR
in Nepal for building local road bridges throughout the country.
The reports include:
1) Report on Geo-Technical Investigation of Buldi Khola at Tanahun (Geo-
technical investigation data of Chundi Khola, Lalitpur was not provided due to
schedule complications, so we assumed the uniformity of soil properties
throughout the district) (Investigated by: National Engineering, Research and
Management Services Pvt. Ltd)
2) Report on Hydrological Data from Department of Hydrology and
Meteorology (DHM).
3) Report on Detailed Engineering Survey and Topographical Mapping of
Chundi Khola, Sepa Bagaicha. (Surveyed by: Versatile Works Engineering
Company (VWEC), Talchikhel, Lalitpur. )

3
2.3 STRUCTURAL PLANNING AND PRELIMINARY DESIGN
The design procedure of a bridge is a completely based on the provisions
specified in different codes and guidelines. The major decisions that have to be
made in the process of the design of bridges are the selection of the type of
structure, selection of materials to be used, selection of the type of the
protection works and the road approaches to the bridge. The determining
parameters for the design are hydrology of the catchments area, the hydraulics
of the river, the soil and foundation type and available materials and technology
for the construction.
Prior to commencing on the detailed design of the bridge it is imperative that
standard criteria be followed and certain major decision should be made in
the area of the materials used, technology used and the quality to be
maintained in the construction. These aspects have been considered in the
detailed design of this bridge design.

2.3.1 SELECTION OF BRIDGE TYPE

Criteria:
The choice of an appropriate bridge type and planning of its basic features is the most
crucial part of bridge design. The choice is governed by the accumulated preliminary
investigation data and consideration to the future expansion. The entire completed
structure should be most suitable to carry the desired traffic, adequately strong to
support the incident loads, economical and aesthetically pleasing. There are no hard-
and-fast rule to be prescribed for the selection of bridge type for the cases. Each
situation calls for independent study and decision. The bridge type proposed by one
individual can differ to the proposal of other parties. All the alternatives should be
considered and eventually should be reduced to one type. Followings are the criteria to
address before selection of bridge type:
1. Technical
2. Economical
3. Environmental
4. Aesthetical

1. Technical Factors
Technical factors are related to the technical requirements regarding the:
Span coverage of bridge superstructure
Horizontal and vertical clearance of bridge
Sub-soil condition of bridge site
Durability of bridge structure
Time of construction of bridge
Method of construction

2. Economic factors
Cost of labour
Cost of material
Construction detail
Transportation and election cost
Span length and pier height
No. of span

4
 Structural system and its cross-section
Time available for construction
Design load
Maintenance cost

3. Environmental factors
They are related to the impact of the structure on the environment during and
after construction. The effects of construction on the marine line, surrounding
human life and plant life are the major concern of environmental considerations

4. Aesthetic Factor
It is related to the quality of beauty and the functionality of bridge structure.
The important aesthetic characteristics and the consideration are:
Appearance
Color
Proportion
Contrast
Scale
Order
Environmental
Functionality

Different types of bridge according to the superstructure and their optimal span
length are as follows:
Type of bridge Span (m)
RC Slab 6-10
RC T-Girder 10-30
Composite 25-40
RC box 30-50
Prestressed Concrete Box 40-80
Arch
- Masonry 15-30
- Concrete 40-70
- Steel 50-100
Cable Stayed 100-200
Suspension 300-2000
Truss 25-300
The choice of an appropriate type of bridge is an important and responsible
step which needs to be considered by the designer. The possible types of bridges
to be adopted for the proposed sites may be as follows:
a. Pre-stressed concrete bridges
b. Reinforced concrete bridge
c. Truss bridge
d. Plate girder bridge

Selection of suitable type of bridge is very difficult subject. It depends upon the
specific site conditions in our case proposed site have following characteristics:
a. Perennial flow of water.
b. Span requirement more than 25 m.

5
 c. Probability of coming large sediments during flood is low.
d. Traffic volume is low.
e. Flatter river slope and low depth of water due to flat terrain

Based on these characteristics of the proposed bridge site, suitability of

different types of bridges i.e. RCC, Arch, and Truss bridges, RC-T Girder
and Pre-stressed bridge can be analyzed. According to the Codes and general
practice all of the steel bridges are constructed either for large single span or
where large vertical clearance is required. Arch bridge can be constructed
for short span with hard riverbanks.

As per this bridge site location the RC-T Girder with double span was the most
suitable because of span being greater than 25 m which could be
constructed economically.

RC-T Girder is one of the most reliable, durable and widely used construction
materials in bridge projects around the world.

RC- T Girder bridge is mostly used because of the many advantages such as:
Lower construction cost
Smaller section of the different structural member.
Longer span lengths reduce the cost of the sub structure.

Important aesthetic characteristics and considerations are:

Appearance
Color
Proportion
Contrast
Scale
Order
Environmental integration
Functionality

2.3.2 PRELIMINARY PLANNING:

Superstructure:
Carriage way = 4.25 m for single lane
7 m or 7.5m for double lane
Height of railing (h) 1.1m
Width of kerb (b) 0.3m
Width of footpath (b) 0.6m
Df min= 200mm (150mm at tip)
D= 10 to 15 for simple span
= 25 to 20 for continuous span
bw 250mm

6
 110 (150mm 300mm)
Spacing of main beam= 2 to 3m
Spacing of cross beam = 3 to 5m
No of cross beam 5

Bearing:
The preliminary planning of bearing is done based on the load from
superstructure. Based on this load the plan dimension and design data are taken
from Annex 1 of IRC 83 1987: Standard specification and code of practice for
road bridges, Section IX, Bearings, Part II: Elastomeric Bearings, 1987

Sub structure:

Abutment:
Height (H) of abutment was taken
dependent upon scour depth and cross
section.
Width of abutment cap: 300mm to 450 mm
Projection of cap: 75 to 200 mm
Width of abutment: H/12 to H/10
Height of footing: H/12 to H/10
Width of dirt wall: stem width (150mm 2

+ bearing width)

Free board: 1 to 1.5m

Pier:

Height (H) of abutment was taken dependent upon scour depth and cross section.
Width of pier cap: (2bearing width + expansion joint + 215mm)
Projection of cap: 50 to 200mm
Side slope: 1/50 to 1/12
Thickness of cap: 300mm to 450mm

7
2.4 IDEALIZATION OF BRIDGE COMPONENTS

2.4.1 Loads
There are many forces acting on the bridge. Some of them are:

1. Dead load
The dead load carried by the girder or the member consists of portion of
the weight of the superstructure which is supported wholly or in part by the
girder or the member including its own weight. Dead load for bridge is taken
as per the Cl.203 of IRC 6- 2010.

2. Live load
Bridge design standards specify the design loads, which are meant to reflect
the worst loading that can be caused on the bridge by traffic, permitted and
expected to pass over it. For the analysis of this bridge class A load is taken.

3. Impact load
In the members of any bridge either for class A or class B loading, the impact
percentage shall be determined from the curves. The impact fraction shall
be determined from the following equations which are applicable for spans
between 3m and 45m.
Impact factor for RCC bridge = 4.5/6+L

4. Braking load
Load due to braking effort of Class A load is given as 20% of live
load on the superstructure.
Braking loads acts at 1.2m above wearing coat. Point of application of
braking load is calculated from 1.2 meters high from wearing coat to the
depth of main bearing.

5. Wind load
Wind load in is calculated as per Cl. 209 of IRC 6. Wind load in transverse
direction of bridge is given as
(FWT) = PZ A G CD

8
 Taken height of the bridge was taken as 10 m, Basic wind speed as 47 m/s
and Terrain with obstruction
Where,
P = Hourly mean wind pressure in N/m2 at top height of building which is
Z
given as

(From table 4 of IRC6 for value of Pz)

Pz *

G= Gust factor which is always taken as 2m upto 150m span.

CD= Drag coefficient which is taken as per Cl. 209.3.3 of IRC 6

It states for deck supported by two or more beams or box girder Cd shall be
taken as 1.5 times Cd for single box or beam, however the value shall
not be less than1.3 where Cd foe single beam is taken as 1.5 for b/d ratio
of 2 and as 1.3 if
b/d 6.

6. Seismic load
Seismic load is calculated as per clause 219 of IRC 6 2010
Seismic load (FS h) = Z/2*I/R*Sa/g
Where
Z is the zone factor which is given as per clause 219.2 of IRC 6 2010.
I is the importance factor which is given by clause 219.5.1.1 of IRC 6.
Its value is found from table 7 of IRC 6 2010
R is the response reduction factor given as table 8 of IRC 6 2010.

Sa/g is the average response acceleration coefficient for 5% damping of load

resisting element depending upon the fundamental period of variation T
which is based on the type of soil be that may be hard, medium, soft. It is
given in clause 219.5.1 along with figure 13 in IRC 6 2010.

Vertical reaction due to seismic load on support ofS bridge (Fv) is also
taken. Seismic loads acts on c. g. of seismic weight. It creates additional
vertical load on support. We considered C. G. of seismic weight is 0.9 m from
bearing. From this reaction, vertical reaction on abutment per unit length
when seismic load is acting in transverse direction and vertical reaction on
abutment per unit length when seismic load acts in longitudinal direction is
calculated.

7. Load due to temperature variation, creep and shrinkage effect

Maximum horizontal force on a bearing (Fcst) = G

9
 Where,
Fcst is Strain due to temp., creep and shrinkage
is Horizontal deformation of bearing
G is Shear modulus of elastomeric
h0 is Preliminary height of bearing (h0)
A is Preliminary effective sectional area of bearing

8. Seismic load due to the self weight of abutment

FsAbt (ht) = FsAbt (hl)= Z/R*I/2*Sa/g*WAbutment

9. Load due to active earth pressure: According to Coulomb's Theory which is given
as:

PA = 0.5 soil H2 *KA

10. Load due to static earth pressure:

Load due to active earth pressure has been found by Coulombs Theory.
Static Earth Pressure
Pa= 0.5 soil H2 KA
Where
cos2 ( )
sin( ) sin( i ) 1 / 2 2
cos2 cos( ) 1
cos( i ) cos( ) Ka= 0.244
11. Load due to dynamic earth pressure:

Load due to active earth pressure has been found by Mononobe Okabe
Theory.
PA= 0.5 soil H2 KAdyn
Where,
KAdyn=(1+ v)*
cos2 ( )
sin( ) sin( i )
cos cos2 cos( ) 1
cos( i) cos( )
1 / 2
2

12. Surcharge load:

Surcharge load is the earth pressure caused by the parking of stationary

vehicles at the side of superstructure. It is given as
P Sur= ka x s x h xW
Where,
ka is the active earth pressure
s is the given unit weight of earth

10
 h is the height of earth fill
W is the weight of surcharge
2.4.2 Super structure
The superstructure of the bridge consists of RCC slab with railing details.
This system covers RCC tee beams with RCC slab and railing details.

a. Deck Slab

Cantilever slab
The outer face of the main beam is taken as the support of the cantilever
slab. Live load considered is 114 kN axle load of Class A load conforming to
IRC 6-2000 maintaining 150 mm clear distance from the edge of the kerb and
dead load comprises of the self-weight of the cantilever slab itself, kerb and
railings whose maximum response is calculated using effective width method
at the junctions of the main beam. The slab is analyzed and designed for 1 m
strip. In addition, distribution reinforcement has been provided assuming
the summation of 0.3 times the maximum live load bending moment
and 0.2 times the dead load bending moment in accordance with IRC 21:
1987 Clause 305.18.1. The temperature and shrinkage reinforcements are
provided at the top of the deck slab as per codal provision.

Restrained slab

The interior panel of the deck slab has been designed as a two way slab. The
maximum bending moment at the critical section is determined by deploying
Pigeauds method, considering IRC Class A loading, confirming to IRC 6
2000 as a live load and the self-weight of the slab and wearing course as dead
load. The moment due to the load has been computed using Pigeauds curves.
Since the curves are intended for slab simply supported on all four sides, the
values of maximum bending moment have been multiplied by a
continuity factor of 0.8.
The RC slab is designed as rectangular SR-URS by the principle of Limit State
of Design Method of slab. The temperature and shrinkage reinforcements are
provided at the top of the deck slab as per codal provision.

Pigeaud's Method:

In this method, the long span and short span bending moment coefficient are
read from the curves developed by M.Pigeaud. These curves are used for
slabs supported along four edges with restrained corners and
subjected to symmetrically placed load distributed over some well
defined area. Poisson's ratio of 0.15 is considered. A wheel load being
centrally placed on a panel of dimension B(short span) x L(long span). If b
and l are wheel contract dimensions imprinted on the slab, and if t is the
thickness of a wearing coat and as the load disperses through the wearing
coat media at an angle 45 0, the dispersed dimensions of the wheel on slab
becomes

11
 V = l + 2t (along long span) U = b + 2t (along short span)
The values of moment coefficient m1 (for short span) and m2 (for long span)
for the slab are given by Pigeauds curves for various values of the aspect
ratios (K=B/L) and ratios U/B and V/L. The BM in the slabs can then be
calculated using the following equations.

Short span B.M. Mb = W(m1 + 0.15m2)

Long span B.M. Ml = W(m2 + 0.15m1)

Effective width method for cantilever slab

If a cantilever slab carries wheel loads, the maximum live load bending moment is
assumed to be restrained by an effective width measure along the supported edge.
The formula for effective width in case of a single concentrated load is as follows
where, beff = 1.2x + b
x = distance of the center of gravity of concentrated wheel load
from the face of fixed support
b1= breadth of dispersion area, the net effective should be
calculated.
12
b. Main Girder

Two Girder systems have been adopted for main girder. Live load on the girder
has been determined by Courbon's method assuming the supports of the deck
slab as unyielding. The center to center spacing of the main girder has been
fixed as 3m.
Maximum bending moment and shear force for RCC beams due to dead and live
loads have been determined at various sections of the RCC beams with the help
of influence lines. The detailed calculations are presented in the design
calculation.
'
Courbon's Method

Courbon, a French Engineer, assumed the cross girders to be infinitely rigid and
worked out the proportions of live loads on these girder based on that
consideration. According to his theory, no flexure of transverse deck is possible
because of the presence of infinitely rigid diaphragms and a concentric load,
instead of one pushing down only nearby girders, causes equal deflection of all the
girders.
Courbon's theory is applicable when the following conditions are satisfied.
1. The span width ratio is greater than 2 and less than 4.
2. At least five symmetrical cross girders connecting the longitudinal girders
are present.
3. The depth of cross girder is at least ( )th of the depth of longitudinal girders.
For bridge decks in which the girder have different moment inertia the
distribution coefficient are given by
K= / + [ 1 1/ 2]
Where W= the eccentric concentrated load
n= number of longitudinal girders
e= eccentricity of the wheel load from the centre line of the deck
X1= the distance of the girder under the consideration from central axis of
deck
2 =the sum of distance of the longitudinal girders from the centre line of
deck
1= the moment of inertia of the girder under consideration
= the moment of inertia of n girder

13
Influence Line Diagram

An influence line graphs the variation of a function (such as the shear felt in a
structure member) at a specific point on a beam or truss caused by a unit load
placed at any point along the structure. Some of the common functions studied
with influence lines include reactions (the forces that the structures supports must
apply in order for the structure to remain static),shear, moment and deflection.
Influence lines are important in designingbeams and trusses used in bridges,
crane rails, conveyor belts, floor girders, and other structures where loads will
move along their span. The influence lines show where a load will create the
maximum effect for any of the functions studied.

c. Cross Girders
Dead load bending moment in the cross girder has been calculated considering
trapezoidal distribution of weights of slab and the wearing coat. Cross girder has
been considered as partially fixed beams over two supports.

Live load bending moment in the cross girder has been computed considering
different disposition of standard loadings over the cross beam. Similar
computation procedure has been determined the shear forces.

14
Different disposition of Standard loading over interior cross beam
114 kN axle wheels of IRC class A loading are so placed such that they impose
maximum B.M and S.F in the load contributory area of the cross beams. The live load
conditions remain the same for all depths of the cross beams considered. So only a
case calculation is done here which will be used for all depths. Details are specified in
the figure below.

15
Different disposition of Standard loading over interior cross beam

114 kN axle wheels of IRC Class A loading are positioned as shown in the figure for
maximum B.M. and S.F. case acquisition. The live load loading condition remains the
same for all cases. Loads positioned under the contributory area are only considered for
responses in the end cross girders.

16
2.4.3 Bearing
Working stress method is used for the analysis of bearing. Various loads are
calculated for the analysis of bearing. They are dead load of superstructure,
live load acting on superstructure, braking load, seismic load, load due to
temperature variation, shrinkage and creep and wind load.
Bearing is worked out referring to IR 83 part II: Elastomeric bearing.

2.4.4 Sub structure

a. Abutment:
Abutments have been designed as RCC column. The design of
RCC structure abutment is done for both basic combination of loads
and for seismic combination of
load with their respective factor of safety (f)

Materials for Abutment [Minimum grade of material]

Mass Concrete-M10grade (With mix proportions of 1:3:6 with 40-mm
maximum size aggregates.)
Reinforced Concrete-M20/20 grade for stem
M25/20 grade for cap
Coarse Rubble Masonry (With Cement mortar of proportions 1:4)
Brick Masonry (With Cement mortar of proportions 1:4)
SteelbarFe415

List of forces acting on abutment:

1. Vertical loads
Self wt. of abutment
Dead & Superimposed Dead Load from Superstructure
Live Load
Earthquake load (vertical component)
Wind load (vertical component)
Uplift by braking effort
Load due to soil mass

2. Horizontal loads
Force due to Braking Effort
Force due to Frictional Resistance of Bearing
Wind Load
Force due to Earthquake
Force due to Earth Pressure
Force induced by creep, shrinkage and temperature variation
Force due to surcharge

17
Stability Check:
1. Overturning and restoring moment about toe of abutment for different
load combination was found.
Backfill + DL+ LL+ temperature load/braking load
Backfill + DL+ Surcharge due to compacting equipment/LL
Backfill + DL+ par. LL + seismic load

2. Overturning effect:
M restoring /M overturning 2 for basic combination
1.5 for seismic combination
3. Shear and resisting shear at the base of footing
Shear = sum of horizontal forces at base
Resisting shear = sum of vertical load at base tan

4. Sliding effect
V resisting/ V sliding 1.5 for basic combination
1.25 for seismic combination
5. Bearing pressure at base of footing
Pressure = P/A Pe/Z bearing capacity of soil &
Upward pressure of soil should be positive.

Design of Abutment Cap, Main Stem, Back Wall and Slab Base

Design abutment cap

When bearing stress in cap does not exceed the permissible value of bearing
stress in concrete, provide reinforcement according to IRC78 & check the
thickness of cap for punching shear.

Design main stem of abutment as a RC slab and check the stem as a RC

column
When design axial load on abutment 0.1fck A, abutment is designed as RC
cantilever slab
When design axial load on abutment > 0.1fck A, abutment is designed as RC
column

Design back wall as a RC cantilever slab

Back wall is designed for earth pressure and surcharge and check for its self
wt. and wt of approach slab

Design slab base as a spread footing.

Footing is designed for maximum BM and maximum one way shear at the
critical sections of footing.

Detailing of reinforcement [Refer Cl. 16.3, IRC 112}

Vertical Reinforcement
Dia. of bar 12mm, 40 mm
Total area steel of vertical bar 0.0024 to 0.04 of area of concrete

18
 area of bar in one face 0.0012
Spacing of vertical bars 200 mm
Horizontal Reinforcement
Area of horizontal reinforcement 2.5% of total area of vertical bars
0.001 of concrete area
Spacing of horizontal bars 300 mm
Diameter of bar 8mm or one fourth of vertical bars
Transverse Reinforcement
If the area of load carrying vertical bar in two faces > 0.02 area of
concrete theses bars should be enclosed by stirrups

b. Pier:
List of forces acting on Pier
1. Vertical loads
Self wt. of Pier
Dead & Superimposed Dead Load from Superstructure
Live Load
Earthquake load (vertical component)
Wind load (vertical component)
Uplift by braking effort
Buoyancy
2. Horizontal loads
Force due to Braking Effort
Force due to Frictional Resistance of Bearing
Wind Load
Force due to Earthquake
Force due to Hydrodynamic Pressure
Force induced by creep, shrinkage and temperature variation
Force due to Water Current

Design of Pier Cap and Main Stem

Design pier cap

When bearing stress in cap does not exceed the permissible value of bearing
stress in concrete, provide reinforcement according to IRC78 & check the
thickness of cap for punching shear.[Refer abutment design]

Design main stem of pier as a RC column

When design axial load on abutment 0.1fck A, pier is designed as RC

cantilever slab
When design axial load on abutment > 0.1fck A, pier is designed as RC column
[Refer abutment design]

19
 Detailing of reinforcement [Refer Cl. 16.3, IRC 112]
Vertical Reinforcement
Dia. of bar 12mm, 40 mm
Total area steel of vertical bar 0.0024 to 0.04 of area of concrete
area of bar in one face 0.0012
Spacing of vertical bars 200 mm
Horizontal Reinforcement
Area of horizontal reinforcement 2.5% of total area of vertical bars
0.001 of concrete area
Spacing of horizontal bars 300 mm
Diameter of bar 8mm or one fourth of vertical bars
Transverse Reinforcement
If the area of load carrying vertical bar in two faces > 0.02 area of
concrete these bars should be enclosed by stirrups

20
3. ACQUISITION OF DATA

The necessary topographical, geo-technical and hydrological data as provided by

your organization were thoroughly studied, understood and possible data were
mapped to the site condition. We found them reliant and accurate.

3.1 FINDINGS

The topographical and geotechnical studies were made prior to the visit of the
site. The topography of the site was pre determined by the LBRP and the proper
study was made to understand the existing conditions. Reconnaissance was
carried out to verify topographical map of the bridge site area visual by
inspection. The area covered by the survey was 500m upstream and 200m
downstream from the proposed bridge axis. Both benchmarks were fixed on
permanent embedded stone blocks. The RCC peg at station A and B is fixed along
bridge axis at left and right bank to make permanent reference point. The three
reference points for each station A and B were also fixed. The detailed survey of
approach road at right and left bank is connecting the existing road.
1. Existing configuration of the river and approach roads.
2. Bench marks.
3. Bridge axis
4. Contour

The longitudinal axis of proposed bridge site was found and measured. The
length was measure using tape and a handheld GPS unit and the length was
found to be nearly 106m in each case. The longitudinal axis of bridge was
measured from point A to point B as set by the surveying group. The axis was
found to be much longer than the proposed length of the bridge which is 50m.
From the enquiry with locals it was found that in the maximum discharge season
i.e. in the monsoon period 9 years before, the river reached to a distance of
about 83m at the left side of the river. On the basis of which we estimated that
the length of bridge axis of 50m was suitable depending upon the maximum
flood discharge of return period of about 9-10 yrs.

The distance of longitudinal axis of bridge at 25m upstream and 25m

downstream was also measured and found to be:
8.2m at 25m upstream
10.6m at 25m downstream
The distances of river banks were measured in the dry season in the month of
February, which might not be the true reflection of the river's nature in terms of
design considerations.

River cross section was also determined by the survey group but our job was to
verify the data. The cross section of river was taken at various points in the river
bed at the longitudinal axis of bridge. The details are listen below:

21
 RL of deepest bed level : 442m
RL of HFL (left side) : 446.5m
RL of HFL (right side): 446.5m

The RL of other points in the waterway was also taken but the accuracy of which
might not be true due to inappropriate methods using stick.

The approximate velocity of water was found out using the paper boat. The paper
boat was made to float through a certain distance under some time. The velocity of
river was found to be 0.35m/s. This value is also verified the use of Manning's
formula.

V= R2/3 S1/2
Where,
n= Manning's coefficient
R= Hydraulic Radius
S= Slope of stream
The upstream and downstream distances of 500m and 250m respectively were
walked through. The upstream of river has a meandering near to the proposed bridge
site. The main highlight of the upstream river side was only the meandering and
other features were not much noticeable in comparison to the meandering. The river
upstream was somewhat straight and at the reach of nearly 350m the river turned a
bit to left from. The downstream side of the river was a straight reach to some 100m
and after slight turn was observed towards right hand side and then if follows sharp
turn to right side and follows straight. The overall topography of the upstream and
downstream was found to be flat area like in Terai. There wasnt any steep paths

22
near the river banks. The right side of the river had few settlement areas whereas the
left side of the river had no settlements and mostly was covered by the cultivated
lands.

From the existing condition at the site, we found out that the approach to bridge is
rather downgrade. The road connecting the bridge from the Bhanu V.D.C (ward no-
3), Tanahun to the other bank at Barbhanjyang V.D.C (ward no-5), Tanahun is
blacktopped single lane road. The approach at the bridge is of small width at existing
pedestrian bridge. The total width available at the bridge approach connecting the
main Bhansar-Chandrawati Road is about 15m.

3.2 Hydrological computations:

Velocity computation by floating method:

Distance(m) Time Velocity

(seconds) (m/s)

12 34.12 0.35

10 29.41 0.34

Velocity by Manning's formula:

V= R2/3 S1/2
n= 0.055
R= 0.83m
S= 9.6510-3
Therefore, V= 1.56 m/s
a) WECS/ DHM study method
Catchment area (A) =59.3Km2
Q2 = 1.8767(A+1)0.8783
Q2 =68.71 m3/sec
Q100 = 14.63(A+1)0.7342
Q100 =296.72 m3/sec
Where, subscript 2 and 100 stand for the return periods in number of years.
The flood flows for any return periods R is governed by
QR =exp (lnQ2+Ss)
Where, s=ln(Q100/Q2)/2.326 is the standard deviation of the logarithms of
annual
floods.
= ln(Q100/Q2)/2.326=0.629
S= standardized normal variable for a particular return period.

23
Return Period

Return 2 5 10 20 50 100 200

Period
s 0 0.842 1.202 1.645 2.054 2.326 2.576

Q50 =exp (lnQ2+S) =250.09 m3/sec

b) Modified Dickens Method

Dickens method is an empirical one where the peak discharge is given by,
QT =CTA3/4
Where, CT for the return period T is given by
CT =2.342log (0.6T)log(1185/p)+4
C50=11.15
C100=12.61
Where, p=100(As +6)/(A+As)=10.11
As is the snow covered area out of total catchment area A.
Q50=238.26 m3/sec
Q100= 269.46 m3/sec

c) Fullers Method
Qmax = Qt (1+2(A/2.59)^-0.3)
Qmax is maximum instantaneous flood discharge.
Qt = Qav(1+0.8logT)
Qt = maximum 24 hour flood with frequency T years
Qav=Cf A^0.8
Cf =1.03 for Nepal.
A=Catchment area=59.3sq.km
Qav=27 m3/sec
Q50=63.70 m3/sec
Q100=70.2 m3/sec
Qmax for 50 year return period=113.50 m3/sec
Qmax for 100 year return period=125.08 m3/sec

d) Rational Method
The flood discharge Q=CIA
Where,
Q = Peak discharge m3/sec
C= A function depending on the characteristics of the catchment in producing
the peak run-off
= =0.1011
I = Peak intensity of rainfall in mm/hr =8.46 for 50 year and 9.39 for 100 year
return period
A= Catchment area in sq. Km =59.3km2
tc= time of concentration in hours
==(0.87*L3/H)0.385 =1.215 hr
Where,

24
L= length of the stream in km =12.5 km
H= fall between the two end levels of L in meter =1024m

Q50=50.71 m3/sec
Q100=56.29 m3/sec

Rainfall intensity from rainfall data of Damauli station

Maximum rainfall for return period:
50 year=203mm
100 year=225.2mm

Year Max Rainfall in Rank T=n/m

rainfall
Descending
(mm)

1990 79.0 167.8 1 24

1991 81.0 161.4 2 12

1992 78.0 160.2 3 8

1993 87.2 138.1 4 6

1994 79.0 135.1 5 4.8

1995 85 131.2 6 4

1996 120.5 130.0 7 3.42

1997 104.0 128.0 8 3

1998 123.0 123.0 9 2.67

1999 122.4 122.4 10 2.4

2000 85.2 120.5 11 2.18

2001 138.1 105.4 12 2

2002 103.8 104.0 13 1.8

2003 167.8 103.8 14 1.71

2004 131.2 94.6 15 1.6

2005 105.4 87.2 16 1.5

2006 94.6 87.0 17 1.41

2007 161.4 85.2 18 1.33

2008 87.0 85.0 19 1.26

2009 66.2 81.0 20 1.2

25
 2010 135.2 79.0 21 1.14

2011 160.2 79.0 22 1.09

2012 130.0 78.0 23 1.04

2013 128.0 66.2 24 1.0

Rainfall intensity for return period

50 year(i50)=8.46 mm/hr
100 year(i100)=9.39mm/hr

Catchment area map

Land use map for value of C

Average of selected methods:

WECS/ DHM methods: Q100 = 296.72 m3/s
Modified Dicken's method: Q100= 269.46 m3/s
Medium Hydro Study Project: Q100= 224.721 m3/s

Adopted discharge value: 263.63 m3/s

Linear waterway:
L= 4.75
Assuming Q= 263.63 m3/s
= 4.75
= 77.12 m

26
Scour depth:
dsm=1.34( )0.33
Where,
Db =discharge in m3/s per m width= = 3.41
Ksf =0.85 (assumed)
So.
dsm= 3.17m from HFL

27
3.3 Geotechnical Computations:

3.3.1Borehole data:

Location: Right bank

28
Location: Left bank

29
Location: Middle of river section

30
Correction of CPT Values
Bore hole No. 1 (Right bank)

effective Correct
Corrected
overburd ed SPT
Dept CP Equivalent SPT for
en for
h T SPT overburd
pressure dilatenc
en
KN/m2 y
16.666666
1.5 25 67 20.70 25.5 20.2
36.666666
3.0 55 67 41.40 47.5 31.3
>8
4.5 0 50 62.10 58.1 36.5
>8
6.0 0 50 82.80 53.2 34.1
44.666666
7.5 67 67 103.50 44.2 29.6
>8
10.0 0 50 138.00 44.7 29.9
>8
11.5 0 50 158.70 42.4 28.7
43.333333
13.0 65 33 179.40 34.9 25.0
43.333333
14.5 65 33 200.10 33.4 24.2
16.0 75 50 220.80 36.8 25.9
Average N Value = 27.20

For N=27.20, = 280

All DCPT values are corrected for N-values, dilatancy and effective overburden pressure

Bore hole No. 2 (Left bank)

effective Correct
Correcte
overbur ed SPT
Dep Equivalen d SPT for
CPT den for
th t SPT overbur
pressure dilaten
den
KN/m2 cy
1.5 23 15.33 20.70 23.4 19.2
36.66666
3.0 55 667 41.40 47.5 31.3
4.5 >80 50 62.10 58.1 36.5
6.0 >80 50 82.80 53.2 34.1
39.33333
7.5 59 333 103.50 39.0 27.0
9.0 >80 50 124.20 46.5 30.7
10.5 >80 50 144.90 43.9 29.4
12.0 70 46.66666 165.60 38.9 26.9

31
 667
13.5 >80 50 186.30 39.7 27.3
15.0 >80 50 207.00 37.9 26.5

Averag
e N-
Value = 27.98

For N= 27.98, = 26.000

All DCPT values are corrected for N-values, dilatancy and effective overburden
pressure

Bore hole No.3 (Middle of river section)

All CPT values are corrected for N-values, dilatancy and effective overburden
pressure.

effective Correct
Correcte
overbur ed SPT
Dep Equivalen d SPT for
CPT den for
th t SPT overbur
pressure dilaten
den
KN/m2 cy
1.5 34 22.67 20.70 34.6 24.8
3.0 45 30 41.40 38.9 27.0
4.5 56 37.33 62.10 43.3 29.2
41.33333
6.0 62 333 82.80 44.0 29.5
7.5 80 50 103.50 49.5 32.3

Averag
e N-
Value = 30.90

For N= 30.90, = 33.000

All DCPT values are corrected for N-values, dilatancy and effective overburden
pressure

3.3.2 Soil description:

The surface as well as surface geological features existing at the bridge site is
shown in the borehole logs. At the bridge site the top soil of silty clay in nature to
a depth of about 0.5m sandy gravel upto 3m. Beyond these depths there are
sandy gravel and big boulders of gneiss, quartzite and conglomerate.

32
3.3.3 Foundation analysis:
The analyzed foundation was spread footing with its depth of 4.6 m from
ground position.

For spread footing, the recommended bearing capacity is 578.62 KN/m2.

The allowable settlement is 25mm.
Average Angle of shearing resistance is 33.

3.4 Topographical survey

For the international reference a Global Positioning System was followed

using the Hand GPS instrument to find the easting, northing and elevation of the
stations in the field. Benchmarks were established by chiseling, painting or
monument to be identified as permanent structure.
Using a total station an open traverse was carried establishing new station covering
entire survey area of project area. Topcon total station with least count 5 for
measuring horizontal angles and standard reflecting prism was used co-ordinates
and elevations of permanent ground control stations established are as follows.

Co-ordinates and elevation of permanent ground control stations:

Station Easting Northing Elevation Remarks
A point 539059.998 3099925 449.962 Bridge Axis Point

B Point 539107.704 3100017.66 447.973 Bridge Axis Point

BM-1 539050.909 3099921.93 450.108 Mark in Cement Pillar

BM-2 539085.068 3100041.44 449.208 Mark in Cement Pillar

Co-ordinates and elevation Traverse Point (TP)

Station Easting Northing Elevation

TP-1 539156.477 3100060.65 454.855

TP-2 539057.212 3099929.64 450.142

TP-3 539063.203 3099922.581 450.170

TP-4 539074.009 3099954.903 448.580

TP-5 539065.498 3099916.984 450.378

TP-6 539135.039 3099883.286 452.967

TP-8 539159.338 3099877.550 456.845

TP-9 539156.862 3099878.128 457.046

33
TP-10 539002.684 3099935.435 449.766

TP-11 539000.130 3099936.437 449.664

TP-12 538987.418 3099925.877 450.092

34
4. STRUCTURAL PLANNING AND DESIGN

4.1 Material Selection

M20 and M25 Grade of concrete are used for entire design.

Following are the grade of concrete for different elements of bridge.

Element Concrete Grade

1) Super structure
a) Approach Slab M25
b) Main and Cross girders M25
c) Deck slab M25
d) Kerb and Vertical Railing posts M25

2) Substructure
a) Abutment
i) Abutment Cap M25
ii) Abutment Stem M20
iii) Footing M20
b) Pier
i) Pier Cap M20
ii) Pier Stem M20
iii) Footing M20

Fe 415 HYSD bars for all RC Works

Asphalt Concrete for wearing Coat
Heavy Steel Pipe of Mild Steel for Railing

4.2 Design of elements of bridge

4.2.1 Superstructure

a) Selection of type of Bridge Deck

Referring to published literature and reviewing views of experts, for the

permanent bridge for local roads, we found that the economically effective
span of Reinforced Concrete T-Beam Bridge type is up to 10 to 25 m in span
length. So, we decided to design RC T-Beam Deck type with span length of
25 m each, i.e., 2 spans of 25 m each.
b) Material Selection
i) M25 Grade of concrete
ii) Fe 415 HYSD bars
iii) Asphalt Concrete for wearing coat
iv) Heavy Steel Pipe of Mild Steel for Railing

c) Geometry Design of Bridge Deck

i) Width of carriage way = 4.5m

35
ii) Width and Height of Safety Kerb:
Width of Kerb = Offset + Width of railing post + min. clearance from
post
= 50 + 225 + 325 =600mm
Height of Kerb > minimum height from road surface = 300mm
Height of wearing course = 50mm
Minimum height of kerb from wearing course = 225mm
iii) Type of wearing coat
Asphalt concrete for wearing coat of bridge. Thickness of wearing
course is taken 50mm at edge and 95 at crown of carriage way to
give about 2% camber.
iv) Type of Railing
Heavy Steel Pipe with RC post as railing.
RC post of 225mm 225mm 1100mm
Number of post = 26 at 2m spacing on each side.
Railing should have minimum height of 1.1m above roadway.
Clear distance between lower rail and top of kerb shall not exceed
150mm.

0.2m

0.4m
1.1m
48.3 mm dia. heavy
steel pipe,
0.4m

0.1m

0.225m

v) Size of RC slab:
250mm thickness of slab at middle part.
150 300 mm fillet at the ends.

vi) Size of Main girder:

Width of web of main girder= 400mm
Depth of main girder= = 2.083m
Adopted depth = 2.1m
Effective spacing of girder = 3m

vii) Size of cross girder:

Width of web= 300mm
Depth of girder= 1275mm
Number of cross beam= 10
Spacing=5m

36
4.2.2 Analysis and Design of Cantilever Slab:

0. 1 5 m

0. 40 m Wheel of 114 KN
m axle of C lass A load
axle
0. 3 m
0. 17 m
0. 4 0 m
0
0.6 m 0. 55 m

Fig: Cantilever slab

Weight of railing=16.24KN/m
Weight of w.c =1.53 KN/m
Weight of w.c kerb =6.075 KN/m
Weight of w.c slab =5.735 KN/m at tip
= 13.50 KN/m at support

Calculation of live load:

beff =1.2 a + b1 1/3
where,
a=0.2, b1=0.25+2*0.0725=0.395 m
beff = 1.2 *0.2 +0.395 =0.635m and l/3= 1.15/3 =0.383
Adopt beff = 0.383 m
Live load per unit width with impact = (57*0.4*1.5*1.5)/0.383
= 267.88 KN at support
Design longitudinal BM at face of main girder
Design BM = max BM due dead load + max B.M. due to live load
Mu =1.23*0.9875+1.53*0.275+6.075*0.85+5.735*1.15*1.15/2+1/2(13.3-5.735)
*0.55*0.55/3+267.88*0.2
=10.98+53.576
=64.55KN/m
Maximum transverse BM in direction of traffic
Mu=0.3* BM due to DL+0.2*BM due to LL

37
=0.3*53.576+0.2*10.98
=18.26
Design of slab dprovided =450 -25- 10/2 =370mm
dbal = 136.18mm
Q=0.36*fck*0.48*(1-0.416*0.48) =3.45
Hence, dprovided>dbal
Reinforcement calculation
Primary reinforcement

Mu=

Ast=494.15 mm2
Pt= (494.15*100)/ (370*1000) =0.133%
Adopt 10mm bars @150mm
Transverse Reinforcement
Adopt 10 mm bars @ 150 mm
Temperature reinforcement
Ast min=444 mm2
adopt 10mm bar 2160mm c/c
Checking of slab for shear
Not necessary as it is designed by effective width method.

38
4.2.3 Analysis and Design of restrained slab

Analysis of slab:

500mm
m
I 250mm 4.75m

1.2m

II

2.7m
Position of class A load for maximum BM

Effective span in transverse direction of bridge= 3- 0.3 = 2.7m

Effective span in longitudinal direction of bridge = 5- 0.25 = 4.75m
Calculation of Bending moment due to dead load
Bending moment is calculated by using PIGEAUD's method
BM in shorter span= (m1 + m2) W 0.8

K= = , = 1.76

W = 172.86 KN, m1= 0.04, m2 = 0.014

BM= (0.049 + 0.15 0.014) 172.86 0.8 = 7.06 KNm
BM in longer span in slab = (m2 + m1) W x 0.8
= (0014 + 0.15 0.049) 172.86 0.8
= 2.95 KNm
Calculation of Bending moment due to live load
BM due to wheel I

For K= 0.5, m1= 21 10-2, m2= 1610-2

For K= 0.6, m1 = 0.021, m2= 0.15
For K= 0.56, m1= 0.021, m2= 0.155
BM in shorter span = (m1 + m2) W 0.8 = (0.021 + 0.15 0.155) 120.55 0.8
= 4.2676 KNm
BM along longer span = (0.155 + 0.15 0.021) 120.55 0.8
= 15.2468 KNm
W= 57 IF f = 57 1.41 1.5 = 120.55 KN

39
BM due to wheel II

BM in shorter span = (BM of patch I - BM of patch II) /2

Hypothetical
identical to
II wheel II

Patch I Patch II

4.75m
= _

II
2.7m
Patch I along shorter span: Wheel of 114 KN
Axle of Class A

K= 0.56, = = 0.24

= = 0.588

m1 = 0.14, m2= 0.045

Shorter span= (0.14 + 0.15 0.045) W1 0.8

For patch I of 0.25 3.05

Load W1 = 3.05 0.25
= 1140.132 KN

For patch II:

Load W2 = 2.295 0.5
= 857.9 KN

Shorter span:
BM due to patch I = (0.14 + 0.15 0.045) 1140.132 =133.85 KNm
BM due to patch II =

K= 0.56, = 0.24, = = 0.483

m1= 0.15, m2= 0.05
BM= (0.15+0.150.05) 857.9 0.8 = 108.09 KNm
BM in shorter span = 12.88 KNm

40
For longer span:
BM= Patch I - Patch II
Patch I = (0.045 + 0.15 0.14) 1140.132 0.8= 60.19 KNm
Patch II = (0.05 + 0.15 0.15) 857.9 0.8 = 49.75 KNm

BM in longer span = (60.19 - 49.75)/ 2

= 5.21 KNm
BM due to wheel I and wheel II in shorter span= 4.2676 + 12.88 = 17.14 KNm
BM due to wheel II and wheel II in longer span= 15.2468 + 5.21 = 20.45 KNm

Design moment due to DL and LL in shorter span= 17.14 + 7.06 = 24.2 KNm
Design moment due to DL and LL in longer span= 20.45 + 2.95 = 23.4 KNm

Calculation of SF due to dead load:

Max. SF due to DL in shorter span of slab = SF due to self wt. of WC, slab with fillet

= + =

= 10.77 KN (25% of weight of fillet is taken)

Calculation of Shear force due to live load

Shear force is calculated by effective width method. Find effective width of slab for wheel
I and wheel II.

1.8m

4.75m
I

1.2m

2.7m

Position of Class A load for maximum SF

= a (1-
a= 0.25 + 0.25 + 0.072 = 0.572m
1 = 1.776 for continuous slab
b1 = W + 2h = 250 + 2 72.5 = 395mm

= 1.776 0.5725 (1- = 1.19m

mod = 1.2 + + 0.595 + 0.3 = 2.52m

41
For wheel II
= 1.776 0.3275 (1- = 0.906m
a= 2.7 - 1.8 - 0.5725 =0.3275m
mod = 0.3 + + 1.2 + = 2.078m [Width of cross beam is taken for effective
width]

Load due to wheel I (F1) = = = 95.67 KN/m

Load due to wheel II = = 116.02 KN/m

95.67 KN 116.02 KN
0.572m 1.8m 0.3275m
A B
A
2.7m

Reaction at A and B:
RA 2.7 = 95.67 (2.7 - 0.572) + 116.02 0.3275
RA = 89.47 KN
RB = 122.22 KN
Design SF due to DL and LL in shorter span:
= 122.22 + 10.77 = 133 KN

Design:
Checking Depth of Slab
Effective depth of main reinforcement (d1) = 250 25 10/2 = 220 mm
Effective depth of secondary reinforcement (d2) = 250 25 10 10/2 = 210 mm

Here,

So, section of slab is designed as Singly Reinforced under Reinforced Section

(SRURS).

Reinforcing bars

Since, section of slab is designed as Singly Reinforced Under-

Reinforced Section (SRURS).

a. Reinforcing bars in shorter and longer direction of slab.

Along shorter span

42
 =312.01 mm2
= > = 0.12 %

Spacing = = =251.77
Along longer span

=327.66 mm2
= > = 0.12 %

Spacing = = =239.7
b. Temperature Reinforcement

= 252 mm2
Spacing = = = 311.67

Provide 10 mm bar @ 300 mm c/c in both directions at top of slab.

Check for Shear

Checking K
Where,
N/mm2
0.35 N/mm2 {for M25 and pt = 0.156 %}
Limiting value of Shear Stress , = 3.1 N/mm2 [IS 456 table 19, 20]
Depth factor (k) = 1
d = 400 25 10/2 = 370 mm [IRC 21 Cl. 305.5.2]
Here, > K ; not safe in shear.
So, increase the Reinforcement in shorter span.
pt=0.25%
i.e. Ast =
= 550 mm2
and Increase the reinforcement in the longer span
pt=0.25%
i.e. Ast =
= 525 mm2
Provide 10 mm bar @ 100mm c/c in both directions of slab.
Now, Check for Shear
0.36 N/mm2 (for M25 and pt = 0.25 %)
Hence,
So the slab is safe in shear.

43
4.2.4 Analysis and Design of main girder:
Effective span= 25m
slab thickness = 250mm
Width of rib= 400 mm (min. 250 mm)
Spacing of main beam= 3m
Overall depth of beam= 2.10m

Calculation of dead load on main girder per running meter of span

Weight of wearing coat=4.5*0.0725*22*1.75/2=5.93KN/m
Weight of railing =1.23KN/m
Weight of kerb =6.075 KN/m
Weight of slab= (total Weight of slab/no of girder*span) =1206.97/50=24.13 KN-m
Total Weight of slab:
Middle portion=3.4*0.25*25*1.35=717.18KN
Fillet=1/2*0.15*0.3*25*2*25+1/2*0.15*0.3*10*25*2=53.15KN
Cantilever part=0.6*0.17*25*2*25+0.55*0.285*25*2*25*1.35=436.64KN
Weight of web of main beam=0.4*1.85*25*1.35=24.97KN/m
=62.7KN/m
Self Weight of Cross girder acts as a point load on main girder
a) Self Weight of web of inter. cr. girder on a girder = 0.3 x 1.325 x 2.7 x 25 x 1.35 x
0.5 = 18.11 KN
b) Self Weight of web of end cr. girder on a girder = 0.3 2.7 0.4 x 25 1.35
= 5.46 KN
18.11 KN 18.11 KN 18.11 KN 18.11 KN
5.46 KN 5.46 KN
62.7 KN/m

5m
25 m
RA = 825.43 KN Loads on Main Girder RB = 825.43 KN
Calculation of Maximum BM and SF at critical sections due to DL

B.M. at mid span

Mu = RA 12.5 5.46 12.5 18.11 7.5 18.11 2.5 -62.7 x 12.5 x = 5170.08 KN-m

B.M. at quarter span

Mu = RA 6.25 5.46 6.25 18.11 1.25 62.7 x = 3877.56 KN-m

S.F. at support (just right of A)

Vu =825.43-5.46=819.97 KN
S.F. at quarter span (just left of point load)
Vu =825.43-5.46-18.11-62.7 x 6.25 = 409.98 KN

44
Mu at A = 825.43 x 8.5 5.46 x 8.5 18.11 x 3.5 62.7 x 8.52/2 = 4640.32 KN-m
Mu at B = 825.43 x 4.5 5.46 x 4.5 62.7 x 4.52/2 =3055.027 KN-m
S.F. at A = 825.43 -5.46-18.11-62.7 x 8.5= 268.91 KN
S.F. at B = 825.43-5.46-62.7 x 4.5=537.82 KN

2
W W 5 KN/m
0.5 m 1.8 m
0.6 m
2.3 m 2.2 m
1 2
1.35 m 3 m

Fig: Transverse positioning of Class A and uniformly distributed load in bridge deck

Find reaction of girder 1 from Class A

When / =25/5.7 > 2, No. of cross beam 5 and depth of cross beam , Courbons
method can be used to determine the maximum reaction on girder 1 (R1).

R1= 2WI/2I + = 1.60 W

Reaction of girder 1 from 27 KN axle of Class A

=( /2) 1 = (27/2)1.60 1.15 1.25 = 31.05 KN

Reaction of girder 1 from 114 KN axle of Class A

=( /2) 1 = (114/2)1.60*1.15*1.25 = 131.1 KN

Reaction of girder 1 from 68 KN axle of Class A

=( /2) 1 =( 68/2) 1.60 1.15 1.25 = 78.20 KN

Where, IFF = 4.5/6+ = 0.15

Finding reaction of girder 1 from UDL of 5 KN/m2

In single lane bridge, Class A occupies 2.3 m strip of carriage way. Remaining strip
[4.50 - 2.3 = 2.2 m] should be loaded with UDL of 5 KN/m2 [Refer Table 2, IRC 6]. Reaction
from UDL of girder 1 is found by Courbons Method.

Intensity of load per unit length of girder = 5 2.2 1 = 16.5 KN/m

=14.57 KN/m

45
Calculation of maximum BM at mid span due to live load:
Case 1 14.57 KN/m

78.2 KN
131.01 KN

31.05 KN

0.3 0.51 2.5 3.05 5.2 6.25 5.8 4.3 2.8

0.6 1.1 3.2 1.2 4.3 2.1 0.9 3 3 5.6

25m

BM=31.05(0.30+0.51)+131.10(2.5+3.05)+78.20(5.2+5.8+4.3+2.80)+70.69x14.57
=3198.12 KN
Case 2
14.57 KN/m

131.10 KN 78.2 KN
31.05 KN

3.5 4.05 5.65 6.25 4.1 2.6 1.1

3.6 1.1 3.2 1.2 4.3 3 3 5.6

25m
BM=31.05x(3.5+4.05)+131.10x(5.65+6.25)+78.20x(4.10+2.60+1.10)
=3542.75 KNm

46
BM at Quarter span:
14.57 KN/m

131.10 KN 78.2 KN
31.05 KN

0.561 1.38 3.77 4.68 3.61 2.86 2.11 1.36

3 1.1 3.2 1.2 4.3 3 3

25m

BM=31.05(0.561+1.38) +131.10(3.77+4.68) +78.20(3.61+2.86+2.11+1.36) +55.65x14.57

2755.23 KN/m

BM at section A (8.5 m from support) : 14.57 KN/m

131.10 KN 78.2 KN
31.05 KN

1.98 2.76 4.82 5.61 4.418 3.128 2.10 1.08

3 1.1 3.2 1.2 4.3 3 3 3

25m
BM=31.05(1.98+2.76) +131.10(4.82+5.61) +78.20(4.418+3.128+2.10+1.08) +65.361x14.57
=3284.51 KNm

47
BM at section B (4.5m from support):
14.57 KN/m

31.05 KN 131.10 KN 78.2 KN

0.21 1.06 3.69 3.47 2.7 2.16 1.62 1.08

1.1 3.2 1.2 4.3 3 3 3

25m

BM= 31.05 (0.21+1.06) + 131.1(3.69+3.47) + 78.2(2.7+2.16+1.62+1.08) + 14.57 43.162

= 2198.35 KNm

Calculation of maximum SF at support due to live load

1. At support: 14.57 KN/m

131.10 KN 78.2 KN 78.2 KN

1 0.95 0.78 0.66 0.54 0.42

1.2 4.3 3 3 3
25m
Vu=131.10(1+0.952)+78.20(.78+0.66+0.54+0.42)+0.5x1x25x14.57
=625.71 KN

48
2. At quarter span
14.57 KN/m

131.10 KN 78.2 KN 78.2 KN

0.75

0.702 0.53 0.41 0.29 0.17

0.25

1.2 4.3 3 3 3 4.25

6.25 18.75
Vu=131.10 x (0.75+0.702) +78.20 x (0.53+0.41+0.29+0.17) + 0.5x0.75x18.75x14.57
=402.28 KN

3. At section A (8.5m from support) :

14.57 KN/m

131.10 KN 78.2 KN 78.2 KN

0.66

0.612 0.44 0.32 0.20 0.08

0.34

1.2 4.3 3 3 3 4.25

6.25 18.75

Vu=131.10x(0.66+0.6120 + 78.20x(0.44+0.32+0.32+0.08)
=325.72 KN

49
 4. At section B (4.5m from support):

14.57 KN/m

131.10 KN 78.2 KN 78.2 KN

0.82

0.77 0.6 0.48 0.36 0.24

0.18

1.2 4.3 3 3 3 4.25

6.25 18.75

Vu=131.10x(0.82+0.77)+78.20x(0.60+0.48+0.36+0.24)
=470.95 KN

DESIGN OF MAIN GIRDER:

bact = 2.85 m

0.17 m
0.40 m 0.25 m
x 0.6 m x
0.3 m
2.10 m

1.15 m 1.30 m

0.3

Fig: Actual section of main girder

Design section of main girder:

Thickness of slab of design section (Df)

Df = = 0.2475 m=.250m
Where

Av. thickness of left part of slab = = 0.225 m

50

Av. thickness of right part of slab = = 0.27m

Effective width of flange of girder (bef) [Refer IRC 21 Cl. 305.15.2]

bef = (l/5)+bw =5.40 m; < bact =2.85 m
1.425m on each side of girder.
Actual width on left side of girder = 1.15 + 0.20= 1.35 m
Adopt bef = 2 1.35 = 2.70 m

bef = 2. 70 m

0.25 m

2.10 m
= 1425
.
0.4 m

1.35 m

Design Section
C.G. of section

Y= = 1.425m

Moment of inertia of design section of main girder about X-X axis

= 0.053555 m4

Moment of inertia of actual section of main girder about X-X axis

1. Design of section for bending

Mid Span Section

Find Xu,l = 0.48 d = 935.04 mm; Since Xu,l > Df, Neutral axis lies in web.
Where, d = 2100 32-32-32-32/2-40= 1948 mm
(Considering 40mm clear cover and 3 layers of 28 mm tension bars in
main girder)
Find Mu,l = 0.36 fck b Xu,l (d 0.416 Xu,l ) + 0.446fck (bef bw) Df (d Df/2)
= 17077.38 KN-m
Find Xu considering Xu < Df
Mu = 0.36 fck bef Xu (d 0.416 Xu)
Or, 8712.80 106 = 0.36 25 2700 Xu (1948-0.416 Xu)
51
 Xu = 191.92mm < Df; N. Axis lies in flange

Find area of steel for SRURS flanged section when N.A. lies in flange

Astreq = = =12831.24 mm^2

Where, Astmin = 0.2% of bd = 0.002 400 1948 = 1558.40 mm2 [Refer
Cl.305.1, IRC21]
No. of bar= =15.95

Adopt no. of bar =16

Provide 16-32 mm bar
Ast. Provided =12867.96 mm2
Pt=1.60%

Quarter Span Section

Find Xu considering Xu < Df
Mu = 0.36 fck bef Xu (d 0.416 Xu)
Or, 6632.79 106 = 0.36 25 2700 Xu (1980-0.416 Xu)
Xu = 143.64mm < Df; N. Axis lies in flange

Find area of steel for SRURS flanged section when N.A. lies in flange

Astreq = = =9468.30 mm^2

Where, Astmin = 0.2% of bd = 0.002 400 1948 = 1558.40 mm2 [Refer Cl.305.1,
IRC21]
No. of bar= =11.67

Adopt no. of bar =12

Provide 12-32 mm dia. bar
Ast provided =9650.97 mm2
Pt=1.20%<2.5% Hence design is ok.

At section A (8.5 from support):

Find Xu considering Xu < Df
Mu = 0.36 fck bef Xu (d 0.416 Xu)
Or, 7924.83 106 = 0.36 25 2700 Xu (1980-0.416 Xu)

Xu = 170.84mm < Df; N. Axis lies in flange

Find area of steel for SRUR flanged section when N.A. lies in flange

Astreq. = = =11498.26 mm^2

Where, Astmin = 0.2% of bd = 0.002 400 1948 = 1558.40 mm2 [Refer Cl.305.1,
IRC21]
No. of bar= =14.29

52
 Adopt no. of bar =16
Provide 16-32 mm dia. bar
Ast. Provided =12867.97 mm2
Pt=1.60%<2.5% Hence design is ok.

At section B (4.5m from support):

Find Xu considering Xu < Df
Mu = 0.36 fck bef Xu (d 0.416 Xu)
Or, 5253.377 106 = 0.36 25 2700 Xu (1980-0.416 Xu)

Xu = 118.68.84mm < Df; N. Axis lies in flange

Find area of steel for SRUR flanged section when N.A. lies in flange

Astreq = = =7536.54 mm^2

Where, Astmin = 0.2% of bd = 0.002 400 1948 = 1558.40 mm2 [Refer
Cl.305.1, IRC21]
No. of bar= =9.29

Adopt no. of bar =10

Provide 10-32 mm dia. bar
Ast. Provided =8042.477 mm2
Pt=1.015%<2.5% Hence design is ok.

2. Design of section for shear

Support Section
Design Shear force(V)= 1445.68 KN
=
= 1.807 N/mm2
From IS 456-2000
for M25 & Pt=1.20%
2
c =0.69 N/mm
2
c max=3.1 N/mm Here,
> c , design shear reinforcement.
Take 10 mm - 4 legged vertical stirrups for shear reinforcement.
Sv = =
= 253.86 mm < 0.75 d < 300 mm
Adopt Sv=240 mm up to quarter span from support.
Provide 10 mm 4-legged vertical stirrups @ 240 mm c/c upto distance of 4.5m from
support i.e. section B.

Quarter Section
(V)= 908.75 KN
=
= 1.147 N/mm2

53
 From IRC 456-2000
for M25 & Pt=1.60%
2
c =0.75 N/mm
2
c max=3.1 N/mm
2
c max=3.1 N/mm
Here,
> c, design shear reinforcement.
Take 10 mm - 2 legged vertical stirrups for shear reinforcement.
Sv = =
= 357.138mm < 0.75 d > 300 mm
Adopt Sv=300 mm
Provide 10 mm 2-legged vertical stirrups 300 mm c/c from quarter span to quarter
span of other side.

At section A (8.5 from support):

(V)= 594.63 KN
=
= 0.75N/mm2
From IRC 456-2000
for M25 & Pt=1.20%
2
c =0.69N/mm
2
c max=3.1 N/mm
2
c max=3.1 N/mm
Here,
> c, design shear reinforcement.
Take 10 mm - 2 legged vertical stirrups for shear reinforcement.

Adopt Sv=300 mm
Provide 10 mm 2-legged vertical stirrups 300 mm c/c from quarter span to quarter
span of other side.

At section B (4.5 from support):

(V)= 1008.77 KN
=
= 1.273 N/mm2
From IRC 456-2000
for M25 & Pt=1.015%
2
c =0.64 N/mm
2
c max=3.1 N/mm
2
c max=3.1 N/mm
Here,
> c, design shear reinforcement.
Take 10 mm - 2 legged vertical stirrups for shear reinforcement.

54
 Sv = =
= 223.987mm < 0.75 d > 300 mm
Adopt Sv=220 mm
Provide 10 mm 2-legged vertical stirrups 220 mm c/c from section B(4.5m from
support) to quarter span.
Detailing of Reinforcement

Curtailment of main reinforcing bars

Girder section at quarter span needs only 12 bars so curtail four bars at this
section.

the length of extension of bar beyond the theoretical cutoff point (ld).
ld =
for straight end
= 0.994

ld = 1 x 0.994 x 46 x 40

= 1464mm

At section B(4.5 from support):

At this section only 10 bar needed so curtail 6 bars.
ld = 1x0.98 =1445

Anchorage of main reinforcing bars at supports

Extension of bar beyond the face of support = ld
= 831.189 mm

Where, ld = 0.7 x l0 x for bars with hook end

= 0.7 x 46 x 210 x 0.968 =1246.784 m

2/3ld = 831.19 mm

Side face reinforcement

Take, 0.1 % of web area. As = = 740 mm2
Provide 4 - 12 mm on each face of web.

55
4.2.5 Analysis and Design of Intermediate Cross Girder
Analysis:
Load due to self wt. of slab &WC:
Here the load due to self-weight of slab and wearing coat acts on contributory area of
triangular shape.

1. DL from slab =
=12.65 KN/m

2. DL from WC =
=4.158 KN/m
Total= 16.808 KN/m
DL due to self wt. of cross beam and fillet acts as UDL:
Load due to self-weight of cross beam and fillet acts as a uniformly distributed load.

1. Fillet = =1.52 KN/m

2. Self wt. of cross beam = 1.325*0.3*25*1.3 =13.41 KN/m
Total =14.93 KN/m
16.808 KN/m

14.93 KN/m

114 KN axle of
class A
Calculation of Live Load on Cross Girder:
1.8m

1.2m
120.55 KN 120.55 KN

1.5m
5m
1.8m
3m
3m

Longitudinal position of class A load for max. BM

114 KN axle of
class A
120.55 KN 241.1 KN 1.8m

1.8m 1.2m
3m
Longitudinal position of class A load for maximum SF 1.5m
5m

3m 56
Calculation of BM (max) at mid-span due to DL & LL

Mu =

= 101.726 KNm
Calculation of SF(max) @ support due to DL & LL

Vu =

= 251.99 KN 252 KN
End Cross Girder
Calculation of dead load on End Cross Girder
Load due to Self wt. of slab & wearing coat acts on contributory area of triangular
shape

1. self wt. of W.C.= = 2.079 KN/m
2. self wt. of Slab = 0.25*1.5*25*1.35* = 6.32 KN/m
Total= 8.399 KN/m
Load due to self wt. of cross beam & fillet acts as a UDL
1. Fillet = = 0.76 KN/m
2. Self wt. of cross beam=0.3*1.325*25*1.35
=13.41 KN/m
Total = 14.7 KN/m

8.407 KN/m

14.17 KN/m

Calculation of Live load on End Cross Girder

Calculation of max. BM at mid-span due to DL & LL

Mu=

= 94.576 KN-m
Calculation of max. SF at support due to DL & LL

Vu =
=244.55 KN

57
 Design of Cross Girder

Intermediate cross girder:

Design section:

beff = + bw = + 0.3 + 0.9 <bact = 5m

d =1575 40 =1521mm

Design section for bending:

Xul = 0.48d = 0.48154 =730.08mm
Since, Xul > Df and Df< 0.43Xul. We need to find Mul for which NA lies in web and
Df <0.43Xul

Mul=0.446 fck (bf-bw) Df (d - ) + 0.36 fck bw Xul(d - 0.416Xul)

=0.44625(0.9-0.3)103 250 (1521- )+0.36250.3730.08(1521-

0.416730.08)103
=4734.34 KNm
Here, Mu < Mul,, So, Its Singly reinforced under reinforced section (SRURS)
Mu=0.36fckbeffXu (d-0.416Xu)
Or, 101.726106=0.3625900(1521-0.416Xu) X4
X4=8.27mm < Df
Area of steel:

Ast=

=185.66mm2 < Ast=0.2% of bd

= 1521300

=912.6mm2
Provide 2-28mm bars
Ast provided=1231.5mm2
Pt=0.269%
Design section of shear:

uv = = = 0.55N/mm2

For M25, Pt=0.269%

uc=0.38N/mm2

58
 uc,max= 3.1N/mm2 for M25

uv uc shear reinforcement is required. So, we provide shear reinforcement.

Sv =

=1112.03 mm
Provide 10mm 2 legged vertical stirrups @ 300 mm C/C

End cross beam:

Design section:

beff + bw = +0.3 = 0.6 < bact

d=900 - 40 - =846mm

Design section for bending:

Finding Mul:
Xul=0.48d = 0.48846 = 406.08mm
Since, Xul > Df and Df<0.43Xul we need to find Mul for which NA lies in web and
Df <0.3Xul.
Yf = 0.15Xul + 0.65Df
=0.15406.08 + 0.650.25
= 61.07 < Df

MR = 0.446 fck (b f -bw)(d - ) + 0.36 fck bw Xul (d - 0.416Xul)

=0.44625(0.6-0.3) (846- )+0.36250.3406.08(846-0.416406.08)103

=745.07 KNm
Here, Mu < Mul,, So, Its SRURS
Mu=0.36 fck beff Xu (d - 0.416Xu)
Or, 94.576106 = 0.36 25 600 Xu (846-0.416Xu)
X4=20.91mm<Df
Area of steel:

Ast=

59
 =312.84mm2 < Ast=0.2% of bd

= 846300

=507.6mm2
Provide 3-16mm bars

Ast provided= 5 603.18mm2

Pt=0.23%
Design section for shear:

uv = = = 0.96N/mm2

uc = 0.35 N/mm2 For M25, Pt=0.23%

uc,max = 3.1N/mm2 for M25

uv uc shear reinforcement needs to be designed.

Take, 10mm 2 legged stirrups

Sv =

= = 309.91mm

Provide 10mm 2legged stirrups @ 300mm C/C

CHECK FOR THE DEFLECTION OF MAIN GIRDER:

Short term deflection:
Ieff =Icr/(1.2-(Mcr/M) )
where,
Icr =moment of area of cracked section
Mcr =cracked moment =fcr*Igr/yt
fcr=modulus of rupture of concrete
Igr=moment of area of gross section about the centroidal axis neglecting the
Reinforcement
yt=distance from the centroidal axis of gross section neglecting the
reinforcement, to the extreme fibre in tension
M= maximum moment under service load
=z/d(1-x/d)bw/b=j(1-k) bw/b; j=z/d
z= lever arm
x=depth of neutral axis
d=effective depth
bw=breadth of web
b=breadth of compression face
Icr=b(kd)3/3+m Ast (d-kd)2
=2700*(k *1948)3/3+2*105/(25000)*12867.96(1948-k*1948)2
Now,

60
 Moment calculation for service load= Mdead+Mlive
=5170.8/1.35+3542.75/1.14
=6937.89 KN-m
The neutral axis depth kd is obtained by considering moments of the cracked transformed
section about the NA.
b*(kd)2/2=mAst(d-kd)
2700*k2*19482/2=2*105/25000*12867.96*(1948-k*1948)
k=0.1792
Kd=349.16 mm
So Icr=b(kd)3/3+m Ast (d-kd)2
=2700*(k *1948)3/3+2*105/(25000)*12867.96(1948-k*1948)2
=3.01*1011 mm4

=(1-0.1792/3)(1-0.1792)*(400/2700)=0.1143
Mcr= fcr*Igr/yt
=0.7 25 *5.94*1011/(1425)=1.458*109 mm4
Ieff=Icr/(1.2-(Mcr/M)
=3.01*1011/(1.2-(1.458*109/6937.89*106)*0.114)=2.572*1011mm2
Icr> Ieff< Igr
So, Ieff=2.57*1011mm2

Maximum short term deflection(cracked section)=

Deflection=5/48*M*l2/(E* Ieff)
=5*6937.89*106*250002/(48*25000*2.57*1011)=70.30mm
Now
Deflection due to creep:
cc(perm)=i,cc(perm)-i(perm)
where; i,cc(perm)=initial plus creep deflection due to permanent loads obtained using an
elastic analysis with an effective modulus of elasticity.
Ece=Ec/(1+ ); =creep coefficient
i(perm)=short tem deflection due to permanent load using Ec
Ec=5000 fck=25000mpa
Taking, =1.6 for 28 days age at loading
Ece=Ec/(1+ )=9615.39mpa
m= Ec/ Ece=20.8

DEAD LOAD CALCULATION:

18.11 KN 18.11 KN 18.11 KN 18.11 KN

5.46 KN 5.46 KN

5m
25 m
RA = 825.43 KN RB = 825.43 KN

61
Moment due to UDL,M1D=62.70*252/8=4898.437 KN-m
For concentrated load
Reaction force =41.68 KN
Moment due to UDL M2D= -5.46*12.5-18.11*7.5-18.11*2.5+41.68*12.5=271.65 KN-m
Taking moment of area of cracked transformed section .
400*(kd)2/2+(20.8-1) *(400*1948*0.55/100)*(kd-56)=(20.8*400*1948*1.93/100)*(1948-
kd)
kd=1020.49
Icr=b(kd)3/3+mAst(d-kd)2*(m-1)Asc(kd-d)2
=3.86*1011mm4
Icr< Igr
Ieff=3.76*1011mm4
i,cc(perm)= 5/48*l2*( M1D+ M2D)/(Ece*Ieff)
=5/48*250002*(4998.43+0.8*271.65)*106/(11903*3.76*1011)=75.87mm
Mcr= fcr*Igr/yt=0.7 25 *5.94*1011/(1425)=1.458*109
Ieff= Icr/(1.2-(Mcr/M) =3.10*1011/(1.2-(1.458*109/6937.89*106)*0.114)=2.57*1011mm4
Ieff< Igr
So Ieff=2.57*1011mm4
i(perm)= 5/48*l2*( M1D+ M2D)/(Ec* Ieff)
=5/48*250002*(4998.43+0.8*271.65)/(25000*2.57*1011)=52.85mm
Hence, cc(perm)=i,cc(perm)-i(perm)= 75.87-52.85=23 mm
DEFLECTION DUE TO SHRINKAGE:(refer IS 456:2000 Annex C)
cs=k3*cs*l2
where,
k3=constant depending upon the support condition
0.5 for cantilevers
0.125 for simply supported member
0.086 for members continuous at one end
and
0.063 for fully continuous members
cs = shrinkage curvature = k4 * cs/D,
where cs=ultimate shrinkage strain of concrete (IS 456:2000 cl 6.2.4.1)
=0.0003
K4=0.72*(pt- pc)/ pt 1.0 for 0.25 pt-pc < 1.0
= 0.65*(pt-pc)/ pt 1.0 for pt-pc 1.0
In our case; pt=1.60%, pt=0.55%
So, pt- pc=1.05
K4= 0.65*(pt-pc)/ pt =0.54
cs = k4 * cs/D=0.54*0.0003/2100=7.71*10-8
cs=k3*cs*l2=0.125*7.71*10-8*250002=6.02 mm
Hence, final deflection due to all loads including the effects of creep, temperature
and shrinkage is
=(70.30mm+23mm+6.02mm)=99 mm, which should not normally exceed
(span/250=100mm) hence, main girder is safe on deflection.

62
4.2.6 Analysis and Design of Bearing

Calculation of Loads on Bearing

1. DL from Superstructure

Weight of wearing coat = 0.0725*22*4.5*25.5 = 183.026 KN

Weight of railing = 2*13*0.225*0.225*1.1*25 + 2*13*3*0.0437 =39.6 KN
Weight of Kerb = 0.3*0.6*25*2*25.5 = 229.5 KN
Weight of slab = 911.875 KN
Where weight of slab consists

a) Middle portion = 3.4*0.25*25*25.5 = 541.875 KN

b) Fillet = = 39.93 KN
c) Cantilever part = 0.17*0.6*25.5*2*25 + = 330 KN

Weight of web of main girder = 0.4*1.86*25.5*25*2 = 948.6 KN

Weight of web of cross girder = (0.3*1.325*4*2.6+0.3*2.6*2*0.945) *25= 140.205 KN
Total DL from super structure (Wu) = 183.026+39.6+229.5+911.875+948.6+140.2=
2452.801 KN

DL from superstructure on a bearing (DLsup) = = 613.2 KN

2. LL from Superstructure

Maximum LL on a bearing (LL) = Maximum reaction of a main girder =

= 1024.92 KN

3. Load due to braking effort of Class A load

Braking load = 0.2 (2 114 + 3 68) = 86.4 KN

Horizontal Braking load on a bearing (FbrH) = 86.4/4 = 21.6 KN

Braking loads acts at 1.2m above wearing coat. Point of application of braking load is
3.3825 m (1.2+0.0725+0.25+1.86) from bearing. It induces vertical reaction on bearing.

Vertical reaction on a bearing due to Braking load (FbrV) =5.845 KN

4. Wind load

63
Wind load in transverse direction of bridge (FwT) = PZ A G CD = 117.58 KN

Take, Ht. of bridge = 10 m,

Basic wind speed = 47 m/s and Terrain with obstruction
Where,
Va = 17.80 47/33 = 25.35 m/s [Refer Cl. 209, IRC 6]
PZ = 195.0 = 395.55 N/m2
G = 2 up to 150 m span
CD = 1.46 1.5 = 2.19 [ = ]
A = (2.11+ 0.3) 25.5 + 0.225 1.1 13 + 0.0483 (25-13 0.225) 3 = 67.87 m2
FwT= Pz A G CD= 395.55 67.87 2 2.19 = 117.58 KN

Wind load in transverse direction on a bearing (FWT) = 117.58 /4 = 29.39 KN

Wind load in longitudinal direction of bridge (FWL) = 0.25 FWT = 29.39 KN

Wind load in longitudinal direction on a bearing (FWL) = 29.39/4 = 7.34 KN

Wind load in vert. dir. of bridge (FWV) = PZ A G CL
= 395.55 10-3 5.7 25.5 2 0.75
= 86.23 KN
Wind load in vertical direction on a bearing (FWV) = 86.23/4 = 21.55 KN
5. Seismic Load

Seismic load (FSh)= [Refer Cl. 219, IRC 6]

FShL = 169.49 KN in longitudinal direction of

bridge
FShT = 188.93 KN in transverse direction of bridge
Take, Seismic Zone - V, Soil Strata - Medium, Damping - 5 %, Bridge Class -
Normal
Where,
,Z = 0.36, I = 1, R = 2,
Annex (IRC 6)
For calculation of

Fundamental Time Period (T) = 2

D= Appropriate DL of Superstructure and LL in KN
F= Horizontal force to be applied at C.M of Superstructures for earthquake in
transverse direction and the force to be applied at the top of the bearings for the
earthquake in the longitudinal direction.

Longitudinal = WL =DL from superstructure = 2452.8 KN

Transverse = WT = WL +0.2*(2*114+3*68) = 2452.8 + 86.4 KN
= 2539.2 KN

64
 Seismic Load (Longitudinal) = *WL
= 0.25*2452.8
= 551.88 KN
Seismic Load (Transverse) = 571.32 KN

Seismic load in transverse direction on a bearing (FShT) = 571.32/4 = 142.83 KN

Seismic load in longitudinal direction on a bearing (FShL) = 551.88/4 = 137.97 KN

Vertical reaction due to seismic load on support of bridge (FSv)

Seismic loads acts on c. g. of seismic weight. It creates additional vertical load on

bearing. Consider c. g. of seismic weight = 0.9 m from bearing.

V. reaction on a bearing when s. load acts in tr. dir. (FSVT) = 85.698 KN

Vertical react. on a bearing when seis. load acts in long. dir. (FSVL) = 9.93 KN

6. Load due to temperature variation, creep and shrinkage effect

Maximum horizontal force on a bearing (Fcst) = G = 3.7 KN

Where,
Strain due to temp., creep and shrinkage = 5 10-4 [Refer IRC 83 Part II Cl. 916.3.4]
Horizontal deformation of bearing () = 5 10-4 25.5 103 = 6.375 mm
Shear modulus of elastomer (G) = 1 N/mm2 [Refer IRC 83 Part II, Cl. 915.2.1]
Preliminary height of bearing (h0) = 39 mm
Preliminary effective sectional area of bearing (A) = b l = 238 388 = 92344 mm 2

Load Combinations [IRC 6 Table 1]

65
 Calculation of Loads on Bearing According to Combination of Loads
Vertical and horizontal loads subjected to bearing in the direction of traffic are only
taken for design.

Combination I [N]
Total Vertical load = DLSup + LL + FbrV = 613.2+1024.92+5.845= 1643.965 KN
Total Horizontal load = FbrH = 21.6 KN

Combination II (A) [N+T]

Total Vertical load = DL + LL + FbrV = 613.22 + 1024.92+ 5.845 =
1643.965 KN Total Horizontal load = FbrH + Fcst = 21.6 + 3.7 = 25.3 KN

Combination III (A) [N+T+W]

Total Vertical load = DL + LL+ FbrV + FWV = 613.22 +1024.92+5.845 +21.55
= 1665.535 KN

Total Horizontal load = FbrH + Fcst + FWL = 5.845+3.7+7.34 = 16.885 KN

Combination VI [N+T+S]

Total Vertical load = D L+ 0.2 LL + 0.5 FbrV + FsvL

=613.22+0.2*1024.92+0.5*5.845+9.93
=831.056 KN

Total Horizontal load = 0.5 FbrH + Fcst + FshL = 0.5 21.6 + 3.7 + 137.97 = 152.47 KN

Design of Elastomeric Pad Bearing for Combination I [N]

1. Geometrical design
In geometrical design, approximate length, breadth and thicKNess of elastomeric
pad and number, thicKNess and cover of steel laminates are found. Geometrical
design is carried out using the guidelines of IRC.
[Refer standard plan dimensions of IRC 83, Part II, Cl. 916.2, Appendix I]

66
 Nmin = DL = 613.2 KN; Nmax = Tot. Vertical load on bearing = 1643.965KN; H = 21.6
KN

Take,
b0 = 400 mm, b = 388 mm
l0 = 630 mm, l = 618 mm
hi = 12 mm
he = hi/2 = 6 mm
hs = 4 mm
n=4
c = 6 mm
h0 = (n +1)hs+nhi + 2he = 80 mm < 84 mm OK
h= nhi + 2he= 60 mm

Check geometry of bearing

i. l0 /b0 2 Ok
ii. h = 60 < b0/5 = 80 Ok
> b0/10 = 40 Ok

iii. s= = 9.93> 6 and < 12 Ok

iv. Bearing stress in concrete Allowable Bearing stress Ok

BS in concrete (m) = = = 6.85 N/mm2

Allowable BS = 0.25 fck .25 25 = 8.838 N/mm2

2. Structural design
Bearing is further checked for translation, rotation, friction and shear
a) Check for translation
Design strain in bearing (d) < 0.7

< 0.7
Where,



= 0.09 ; G=shear mod of Elasticity=1 N/mm2

67
b) Check for rotation
Design rotation in bearing (d) nbimax

= 0.00684< nbimax
nbimax = 0.0088
Where,
MDL = 5170.08 KN-m
MLL = 4023.65 KN-m
= 25000 N/mm2
=
0.05911154 m4
= 0.1m= 0.1 6.85=
0.685
n=3

bimax =

=

c) Check for friction

Design strain in bearing (d) 0.2 + 0.1m
Normal stress in bearing (m ) > 2 N/mm2 and 10 N/mm2
Where,
d=
0.1
94
0.2 + 0.1m = 0.2 + 0.1 6.85 = 0.883
N/mm2
m= 6.85 N/mm2
d 0.2+0.1m
d) Check for shear stress
Total shear stress 5 N/mm2
c+ r+ = 3.197 N/mm2 < 5 N/mm2

Where,

Shear stress due to axial compression ( c)=1.5*

= 1.0347 N/mm2

68
 Shear stress due to horizontal deformation ( r) = d = 0.377 N/mm2
Shear st. due to rotation ( )=0.25*( )2 *bimax

2
=0.5* *0.00156

=0.815 KN/mm2
Check of Elastomeric Pad Bearing for Combination VI [N+T+S]

Loads are not varied significantly in first three combinations of loads. But in seismic
combination i.e. in N + T + S case, horizontal load is about two times greater than
other combinations. So designed bearing has been checked for seismic combination
(along the traffic) of loads only.

Nmin = 613.2 KN
Nmax = 831.056 KN
H = 152.47 KN

Check bearing stress in concrete

Bearing Stress in concrete Allowable bearing stress in concrete
Where,
Bearing stress in concrete (m) == = = 3.46 N/mm2

Allowable bearing stress in concrete = 0.25 fck .25 25 = 8.838 N/mm2

Check bearing for translation

Total strain in bearing (d) < 0.7
Where,

*25 =0.104


=

d = 0.104+0.635 = 0.739 > 0.7

Size of bearing provided for loads of combination I (N) is not sufficient for loads of
combination VI (N+T+S). Check for translation shows that provided size of bearing could
not accommodate the horizontal force of combination VI. In the situation it is required
to provide elastomeric pad bearing with pin on one side of support to resist horizontal
load

69
 Diameter of Pin
Shear stress in pin due to horizontal loads Allowable shear stress in pin ( )
Take pin of Fe250 grade

;

= 22.03
Provide 28 mm dia. stainless steel pin. Pin should be extended up to the depth of cap
of support.

400mm
0
388 mm
Steel laminates 6 mm
of 4 mm 8
6 mm
80 mm
12 mm 618 mm 630 mm

28 mm

Cross Section Plan

Provide 800*400 mm bearing which will satisfy the Transitional failure at one side and
630*400 mm with pin at the other side.

70
4.2.6 Analysis and Design of RC Abutment

Minimum seating width = 305 + 2.5 span + 10 Ht. of abutment [Ref. Cl. 219.9, IRC 6]
= 305 + 2.5 x 25+10 x 9
= 457.5 mm
Seating width Bearing width + 150 mm + Projection of cap + Width of Expansion Joint
= 0.4+ 0.15 + 0.1 + 0.04 = 0.69 m
Width of Expansion joint 25 103 0.000011/ 0C 500 = 6.875 mm
5 10-4 25 103 = 6.25 mm and 20 mm
Adopt 40 mm

Height of dirt wall = Depth of girder + height of bearing thickness of approach slab
= 2.1 + 0.08 0.3 m = 1.88 m

Thickness of dirt wall = 0.35 m

Thickness of dirt wall 200 mm and = 0.268 m

Width of stem of abutment = 1 m

Width of stem 0.9 m
Width of stem thickness of dirt wall + seating width projection = 0.69 + 0.35 - 0.1 =
0.94 m

Thickness of footing
Thickness of footing = = = 1.125 m

Width of footing (B) = 6.75 m

B 0.75 H = 6.75 m
B

Thickness of abutment cap = 300 mm

Minimum thickness of cap = 200 mm
Length of abutment = 4.6 m
Length of abutment C/C distance between girders + Width of bearing +2 x clearance = 3
m + 0.8 m + 2 0.4 m = 4.6 m
Size of Approach slab = 3.5 m 4.65 m 0.3 m

71
Analysis and Design of Abutment Cap
Check thickness of abutment cap for punching shear
uv ks c

Where, uv =
= 2.871 N/mm2
2
ks c = 1.25 N/mm

ks = 1+ =1, c=0.25 =1.25

d = 300 40 = 252 mm
Here, uv ks c
So, depth should be increased. Keeping depth as 550 mm.
Then, uv = 1.114 N/mm2 .Hence, satisfied.

Take area of steel AS = 1 % of area of cap and distribute these bars equally at top
and bottom of cap. [IRC 78 CL. 716.2]
As in longitudinal direction of abutment
= 1% of 550 875 = 4812.5 mm2, As on one side = 4812.5/2 =2406.25 mm2
Take 12 mm bar, n = 22
As in transverse direction of abutment
= 1% of 550 4600 = 25300 mm2 As on one side = 12650 mm2
Take 12 mm bar Adopt n = 112 bars
In transverse direction bars are provided in the forms of stirrups.

In addition, two layers of mesh reinforcement, each consisting 6 mm @ 75 mm

c/c in both directions one at 20 mm and other at 100 mm from the top of cap are
provided directly under the bearing.

Analysis and Design of Abutment Stem

Load Calculation

1. DL from superstructure
= Wt. of railing + Wt. of Kerb + Wt. of slab + Wt. of main beam + Wt. of cross beam
= 39.6+229.5+911.875+948.6+140.205 = 2269.775 KN

Load on an abutment per unit length (DLss) = KN/m

2. Weight of wearing Coat
= 84.15 KN

Load on an abutment per unit length (DLwc) = KN/m

3. Weight of approach slab [Take half of total weight of approach slab]
= 0.3 3.5 4.65 25 1/2 = 61.03 KN

72
 Load on an abutment per unit length (DL Ap.S) = = 13.26 KN/m

4. LL from superstructure

LL = 702.09 KN

5. Load from braking effort

Horizontal braking load per unit length (FwT )= KN/m
Vertical reaction due to braking load per unit length (FwL )= 5.845 x
KN/m

6. Wind load
Transverse Wind load per unit length FwT = KN/m

Longitudinal Wind load per unit length F WL = 3.19 KN/m

Vertical Wind load per unit length FWV = KN/m

7. Seismic Load due to the DL and LL from superstructure

Seismic load (FSh) = w [Refer Cl. 219, IRC 6]

Take, Seismic Zone - V, Soil Strata - Medium, Damping - 5 %, Bridge Class -
Normal
Where,
Ah = h= = 0.15;

Z = 0.36, I = 1, R = 3,
W = 2452.8 KN in longitudinal direction
W = 2534.2 KN in transverse direction

FShL = 367.92 KN in longitudinal direction of bridge

FShT = 380.88 KN in transverse direction of bridge
Seismic load in transverse direction per unit length FShT = KN/m
Seismic load in longitudinal direction per unit length FShL = KN/m

Vertical reaction due to seismic load on support of bridge (FSv)

Seismic loads acts on c. g. of seismic weight. It creates additional vertical load on
support. Consider c. g. of seismic weight = 0.9 m from bearing.

Vertical reaction on abutment per unit length when seismic load acts in trans. dir.
FSvT = KN/m
Vertical reaction on abutment per unit length when seismic load acts in long. dir.

73
 FSvL = KN/m

8. Load due to temperature variation, creep and shrinkage effect

Load on two bearings due to CST = G A = =
31.25KN

Load per unit length Fcst = = 6.79 KN/m

9. Self-weight of Abutment
Self-weight = (1.88 0.35 + 0.55 1.1 + 5.645 1) 4.6 25 = 794.42 KN
Load per unit length DLAb = = 172.7 KN/m

10. Seismic load due to the self-weight of abutment

FS AbthT= FS AbthL = w KN
=
= 119.163 KN
Load per unit length FS AbthT = = 25.9 KN/m

11. Load due to static earth pressure

Load due to active earth pressure has been found by Coulombs Theory.

PA= 0.5 soil H 2 KA

= 0.5

= 198.184 KN/m

where, KA

=35 , i = 0 , = 35 24 , = 0 , soil = 18 KN/m3, H= 9.5 m

Horizontal component of load per unit length PEPH(s) = PA cos (24) = 181.054
KN/m
Vertical component of load per unit length PEPV(s) = PA sin (24) = 80.61
KN/m
12. Load due to dynamic earth pressure
Load due to active earth pressure has been found by Mononobe
Okabe Theory.
PA= 0.5 soil H 2 KAdyn = 0.5 KN/m
Where,
KAdyn = 0.4

74
 Horizontal component of load per unit length PEPH(d) = PA cos (24) = 296.81 KN/m
Vertical component of load per unit length PEPV(d) = PA sin (24) = 132.148 KN/m
13. Surcharge load
1.2 m earth fill from road surface is taken as surcharge load.
Psur = KA s h W = 0.244 18 1.2 9.5= 50.06 KN/m
Horizontal component of load per unit length PsurH = Psur cos (24) = 45.7 KN/m
Vertical component of load per unit length PsurV = Psur sin (24) = 20.36 KN/m

14. Backfill weight on heel slab of footing

WBF = (9.5 1.125 0.3) 3.75 4.6
18
= 2507.28 KN
Load per unit length WBF = KN/m

15. Weight of footing

WFooting = 1.125 6.75 4.6 25 = 873.28 KN
Load per unit length WFooting = 189.84 KN/m

75
Analysis of Abutment Stem

Responses of abutment at its bottom in basic combination of loads.

Distance from eccentricity

x
Load (KN/m) bottom (m) y (m) Pu(KN) Mux(KNm) Muy(KNm) Hx(KN) Hy(KN)
DLss 246.71 1.35 -0.04 333.0585 -13.32234 0
DLwc 19.89 1.75 -0.04 34.8075 -1.3923 0
DLap.s 13.26 1.35 0.375 17.901 6.712875 0
LL 152.62 1.5 -0.04 228.93 -9.1572 0
Fbrh 1.138 1.15 6.275 0 0 8.2120925 1.3087
Fbrv 2.5 1.15 -0.04 2.875 -0.115 0
FwL 0.387 1.5 6.275 0 0 3.6426375 0.5805
Fcst 6.79 1.5 6.275 0 0 63.910875 10.185
DLab 172.7 1.35 0 233.145 0 0
Pep v(s) 181.054 1.5 0.55 271.581 149.36955 0
Pep h(s) 80.61 1.5 2.865 0 0 346.421475 120.915
PsurV 20.36 1.2 0.55 24.432 13.4376 0
PsurH 45.74 1.2 3.625 0 0 198.969 54.888
Total 1146.73 766.689265 187.8772

76
Responses of abutment at its bottom in seismic combination of loads

Distance
from eccentricity
Load (KN/m) bottom x (m) y (m) Pu(KN) Mux(KNm) Muy(KNm) Hx(KN) Hy(KN)
DLss 246.71 1 -0.04 246.71 -9.8684 0
DLwc 19.89 1 -0.04 19.89 -0.7956 0
DLap.s 13.26 1 0.375 13.26 4.9725 0
LL 152.62 0.2 -0.04 30.524 -1.22096 0
Fbrh 1.138 0.2 6.275 0 0 1.42819 0.2276
Fbrv 2.5 0.2 -0.04 0.5 -0.02 0
Fs hl 4.845 1 6.275 0 0 30.402375 4.845
Fs vl 2.87 1 -0.04 2.87 -0.1148 0
Fcst 6.79 1 6.275 0 0 42.60725 6.79
DLab 172.7 1 0 172.7 0 0
Fs abt
hl 25.9 1 3.625 0 0 93.8875 25.9
Pep
v(D) 132.148 1 0.55 132.148 72.6814 0
Pep
h(D) 296.81 1 4.575 0 0 1357.90575 296.81
PsurV 20.36 0.2 0.55 4.072 2.2396 0
PsurH 45.74 0.2 3.625 0 0 33.1615 9.148
Total 622.674 1627.266305 343.7206

77
Responses of abutment at 2m from its bottom in basic combination of loads

Distance from eccentricity

x
Load (KN/m) bottom (m) y (m) Pu(KN) Mux(KNm) Muy(KNm) Hx(KN) Hy(KN)
DLss 246.71 1.35 -0.04 333.0585 -13.32234 0
DLwc 19.89 1.75 -0.04 34.8075 -1.3923 0
DLap.s 13.26 1.35 0.375 17.901 6.712875 0
LL 152.62 1.5 -0.04 228.93 -9.1572 0
Fbrh 1.138 1.15 4.275 0 0 5.5946925 1.3087
Fbrv 2.5 1.15 -0.04 2.875 -0.115 0
FwL 0.387 1.5 4.275 0 0 2.4816375 0.5805
Fcst 6.79 1.5 4.275 0 0 43.540875 10.185
DLab 122.7 1.35 0 165.645 0 0
Pep v(s) 36.29 1.5 0.55 54.435 29.93925 0
Pep h(s) 81.53 1.5 2.67 0 0 326.52765 122.295
PsurV 8.57 1.2 0.55 10.284 5.6562 0
PsurH 19.25 1.2 3.1875 0 0 73.63125 23.1
Total 847.936 470.09759 157.4692

78
Responses of abutment at 2m from its bottom in seismic combination of
loads

Distance from
eccentricity
x
Load (KN/m) bottom (m) y (m) Pu(KN) Mux(KNm) Muy(KNm) Hx(KN) Hy(KN)
DLss 246.71 1 -0.04 246.71 -9.8684 0
DLwc 19.89 1 -0.04 19.89 -0.7956 0
DLap.s 13.26 1 0.375 13.26 4.9725 0
LL 152.62 0.2 -0.04 30.524 -1.22096 0
Fbrh 1.138 0.2 4.275 0 0 0.97299 0.2276
Fbrv 2.5 0.2 -0.04 0.5 -0.02 0
Fs hl 4.845 1 4.275 0 0 20.712375 4.845
Fs vl 2.87 1 -0.04 2.87 -0.1148 0
Fcst 6.79 1 4.275 0 0 29.02725 6.79
DLab 122.7 1 0 172.7 0 0
Fs abt
hl 18.405 1 3.1875 0 0 58.6659375 18.405
Pep
v(D) 59.5 1 0.55 59.5 32.725 0
Pep
h(D) 133.65 1 3.825 0 0 511.21125 133.65
PsurV 8.57 0.2 0.55 1.714 0.9427 0
PsurH 19.25 0.2 3.1875 0 0 12.271875 3.85
Total 547.668 683.207 167.7676

79
Design of Abutment Stem

Results of analysis shows that maximum design axial load (Pu = 1146.73 KN) is less than
0.1 fck Ac i.e.(0.1 20 1000 4.6 x 1) = 9200 KN. For the case, where P u 0.1 fck Ac,
compression member is treated as a flexure member. So abutment stem has been designed
as a cantilever slab. Since design bending moment is higher in seismic combination of
loads, design of abutment stem has been carried out for seismic combination of loads only.

Design of bottom section

Check depth of slab

d = D CC /2 = 1000 50 25/2 = 937.5 mm

dbal =
Q =0.36 x fck x 0.48(1-0.416 X 0.48) = 2.76
Hence, dprov dbal
For reinforcing bars
Since dprov dbal , section is designed as Singly Reinforced Under-Reinforced Section (SRURS).

a. Main vertical bars (vertical bars in the side of backfill)

=0.87fyAstd(1- )
1627.26 x 106 = 0.87 x 415 x Ast x 937.5 x (1- )
Ast = 5469.67 mm2
Spacing =

=
= 89.74 mm
Provide 25 mm bar @ 75 mm c/c
Astprov =
= 6544.98 mm2
pt = =
= 0.69 %

b. Outer vertical reinforcement (vertical bars in the side of river)

[Refer detailing criteria of IRC 112-2011 and IS 4]
Take 0.12 % of gross sectional area of abutment as outer vertical reinforcement

As = mm2

80
 Provide 16 mm bar @ 150 mm c/c,[vertical bars spacing 200 mm]
Astprov =1340.412 mm2, ptprov= 0.13 %

c. Horizontal Reinforcement
Take, As = 0.1% of stem area of abutment or 25% of main vertical bars
= 0.001 1000 1000
= 5645 mm2
Provide 30 - 16 mm bar on each face of abutment

Check bottom section for shear

Check K
Where,
= = = 0.39 N/mm2
= 0.5408 N/mm2 for M20 and pt = 0.69 %
, = 2.8 N/mm2
K =1 [Refer table 19 & 20, IS 456]
< K , shear reinforcement is not required

Design of abutment section at 2 m from its bottom

Check depth of slab

d = D CC /2 = 1000 50 25/2 = 937.5 mm

dbal =
Where, Q = 0.36 fck 0.48 (1 0.416 0.48) = 2.76

Since dprov> dbal, section is designed as Singly Reinforced Under-Reinforced Section (SRURS).

a. Main vertical bars (vertical bars in the side of backfill)

=0.87fyAstd(1- )
683.207 x 106 = 0.87 x 415 x Ast x 937.5 x (1 - )
Ast = 2117.689 mm2

Provide 25 mm bar @ 150 mm c/c,

Astprov =3272.49 mm2,

pt = 0.35 %

Curtail half of main vertical bars (bars designed for bottom section of abutment) at
2.94m (2 m + d) from the bottom of abutment.

b. Horizontal Reinforcement
Take, As = 0.1% of stem area of abutment or 25% of main vertical bars
= 0.001 5645 1000 = 5645 mm2
81
 Provide 30 - 16 mm on each face of abutment.

Design of Dirt Wall

We need to design the dirt wall as a cantilever slab of span 1.88 m.

Dirt wall have been designed as a cantilever slab of unit width.

Surcharge load = 1.2 18 KADyn 1.88 1 = 1.2 18 0.4 1.88 1= 16.24KN

Load due to earth pressure KADyn 18 1.882 1= 12.72 KN/m
Seismic load due to weight of dirt wall (Ah W) = 0.15 1.88 0.35 25 = 2.46 KN

Mu at bottom = 16.24 1.88/2 + 12.72 0.6 1.88 + 2.46 1.88/2

= 8.04 KN-m
Ast = x 1000 x 350 = 420 mm2
Take pt = 0.12%
Provide 12 mm bar @ 200 mm c/c at both sides of dirt wall
Horizontal Reinforcement
= 0.1 % of dirt Wall area
= 0.001 x 350 x 1.88 x 103
= 658 mm2
Spacing = 1.88 x x x = 224.399 mm
Provide 10 mm bar @ 200 mm c/c as horizontal reinforcement

Check bottom of slab for shear

Total shear at bottom of dirt wall = 16.24 + 12.72 + 2.46 = 31.42 KN
Nominal Shear Stress = = = 0.103 N/mm2
d = 350 40 12/2 = 304 mm
= 2.8 N/mm2
< K , no shear reinforcement requires.

82
 Stability Check

Stability of abutment is checked for overturning and sliding. In the following table
overturning moment and restoring moment about the toe of footing of abutment and shear
at the base of footing have been calculated.

Stability Check for basic combination of loads

Lever Overturning Restoring Shear

Load (KN/m) overturning Restoring arm moment moment force Vertical load
DLss 246.71 0.95 2.41 0 564.842545 0 234.3745
DLwc 19.89 1 2.41 0 47.9349 0 19.89
DLap.s 13.26 0.95 2.825 0 35.586525 0 12.597
LL 152.62 0 2.41 0 0 0 0
Fbrh 1.138 1.15 7.4 9.68438 0 1.3087 0
Fbrv 2.5 0 2.41 0 0 0 0
FwL 0.387 1.5 7.4 4.2957 0 0.5805 0
Fcst 6.79 1.5 7.4 75.369 0 10.185 0
DLab 172.7 0.95 2.5 0 410.1625 0 164.065
Pep v(s) 181.054 0 3 0 0 0 0
Pep H(s) 80.61 1.5 3.99 482.45085 0 120.915 0
Psur V 20.36 0 3 0 0 0 0
Psur H 45.74 1.2 4.75 260.718 0 54.888 0
W BF 545.062 0.95 4.875 0 2524.32070 0 517.809375
W footing 189.84 0.95 3.375 0 608.6745 0 180.348
Total 832.51793 4191.521673 187.8772 1129.083875

Total overturning moment = 832.517

Total restoring moment =4191.521
Total shear at base of footing = 187.8772
Total vertical load at base of footing = 1129.083

Check:

a. 5.034752 (safe)

b. = 4.206784 (safe)

83
Stability Check for seismic combination of loads

Lever
Overturning Restoring
Load (KN/m) overturning Restoring arm moment moment Shear force Vertical load
DLss 246.71 1 2.41 0 594.5711 0 246.71
DLwc 19.89 1 2.41 0 47.9349 0 19.89
DLap.s 13.26 1 2.825 0 37.4595 0 13.26
LL 152.62 0 2.41 0 0 0 0
Fbrh 1.138 0.2 7.4 1.68424 0 0.2276 0
Fbrv 2.5 0 2.41 0 0 0 0
Fs hL 4.845 1 0 0 4.845 0
Fs vL 2.87 0 0 0 0
Fcst 6.79 0.5 7.4 25.123 0 3.395 0
DLab 172.7 1 2.5 0 431.75 0 172.7
Fs Abt hL 25.9 1 0 0 25.9 0
Pep v(D) 132.148 0 3 0 0 0 0
Pep H(D) 296.81 1 3.99 1184.2719 0 296.81 0
Psur V 20.36 0 3 0 0 0 0
Psur H 45.74 4.75 0 0 0 0
WBF 545.0625 1 4.875 0 2657.179688 0 545.0625
W footing 189.84 1 3.375 0 640.71 0 189.84
Total 1211.07914 4409.605188 331.1776 1187.4625

Total overturning moment = 1211.07914

Total restoring moment = 4409.605
Total shear at base of footing = 331.1776
Total vertical load at base of footing = 1187.4625

Check:

a. = 3.641055 (safe)

b. =2.509903 (safe)

84
Analysis and Design of spread footing:
Analysis of spread footing:

Responses of footing at its base in basic combination of loads

Dist. from eccentricity Muy

y
Load (KN/m) bottom x (m) (m) Pu(KN) Mux(KNm) (KNm) Hx(KN) Hy(KN)
DLss 246.71 1.35 0.965 333.059 321.40145 0
DLwc 19.89 1.75 0.965 34.8075 33.589238 0
DLap.s 13.26 1.35 0.55 17.901 9.84555 0
LL 152.62 1.5 0.965 228.93 220.91745 0
Fbrh 1.138 1.15 7.4 0 0 9.68438 1.3087
Fbrv 2.5 1.15 0.965 2.875 2.774375 0
Fw L 0.387 1.5 7.4 0 0 4.2957 0.5805
Fcst 6.79 1.5 7.4 0 0 75.369 10.185
DLab 172.7 1.35 0.875 233.145 204.00188 0
Pep v(S) 181.054 1.5 0.375 271.581 101.84288 0
Pep h(S) 80.61 1.5 3.99 0 0 482.45085 120.92
PsurV 20.36 1.2 0.375 24.432 9.162 0
PsurH 45.74 1.2 4.75 0 0 260.718 54.888
W BF 545.0625 1.35 -1.6875 735.834 -1241.721 0
W footing 189.84 1.35 0 256.284 0 0
Total 2138.85 494.33224 187.88

85
Responses of footing at its base in seismic combination of loads

Dist
from eccentricity Muy
Load (KN/m) bottom x (m) y (m) Pu(KN) Mux(KNm) (KNm) Hx(KN) Hy(KN)
DLss 246.71 1 0.965 -0.04 246.71 238.07515 0
DLwc 19.89 1 0.965 -0.04 19.89 19.19385 0
DLap.s 13.26 1 0.55 0.375 13.26 7.293 0
LL 152.62 0.2 0.965 -0.04 30.524 29.45566 0
Fbrh 1.138 0.2 7.4 0 0 0 1.68424 0.2276
Fbrv 2.5 0.2 0.965 -0.04 0.5 0.4825 0
Fs hl 4.845 1 7.4 0 0 0 35.853 4.845
Fs vl 2.87 1 0.965 -0.04 2.87 2.76955 0
Fcst 6.79 1 7.4 0 0 0 50.246 6.79
DLab 172.7 1 0.875 0 172.7 151.1125 0
Fs abt hl 25.9 1 3.9475 0 0 0 102.24025 25.9
Pep v(D) 132.148 1 0.375 0.55 132.148 49.5555 0
Pep h(D) 296.81 1 5.7 0 0 0 1691.817 296.81
PsurV 20.36 0.2 0.375 0.55 4.072 1.527 0
PsurH 45.74 0.2 4.75 0 0 0 43.453 9.148
W BF 545.0625 1 -1.6875 545.063 -919.793 0
W footing 189.84 1 0 189.84 0 0
Total 1357.58 1504.9652 343.72

Design of Spread Footing

Upward pressure of soil

Basic Combination
Pu = KN/m2 and 251.746 KN/m2

Seismic Combination

Pu = 399.37 KN/m2 and 2.86 KN/m2

Ixx' = = 25.62 m4, y = 3.375m, A= 1 6.75m2

86
 d d = 1125 - 75 - 20/2 =1040mm

1.125m

IIv IIM IM Iv

2 2
333.76 KN/m 378.37 KN/m

2
399.37 KN/m
2
251.746 KN/m

2 2
311.011 KN/m 355.63 KN/m

Analysis of footing
Find Maximum BM at face of abutment and one-way shear at the section lying at d distance
from the face of abutment.
Maximum BM at IM = = 755 KN-m
Maximum BM at IIM = = 2058.42 KN-m

Maximum SF at IV = = 373.31 KN

Maximum SF at IIV = = 762.53 KN

Design of footing
Check depth of footing
dbal =

Since, dprov >dbal, Design the footing section as SRURS.

For reinforcing bars
Bottom reinforcing bars at critical section IIM
Ast = 6265.06 mm2
Astprov = 8042.47 mm2, pt = 0.77 %
Provide 32 mm bar @ 100 mm c/c

Bottom reinforcing bars at critical section IM

Ast = 2098.56 mm2

87
Astprov = 4021.23 mm2, ptprov= 0.38%
Provide 32 mm bar @ 200 mm c/c

Reinforcing bars at top and distribution bars at bottom

Take, 0.12 % of bD for top and distribution bars
Ast = = 1350 mm2
Provide 16 mm bar @ 100 mm c/c as distribution bars at bottom
Provide 16 mm bar @ 100 mm c/c at top of footing in both directions

Check depth of slab for one-way shear at IV

Nominal Shear Stress = = = = 0.36 N/mm2

Shear strength of section = 0.384 N/mm2
Depth factor (K) =1
<K , shear reinforcement is not required

Check depth of slab for one-way shear at IIV

Nominal Shear Stress = = = =0.299 N/mm2

Shear strength of section = 0.51 N/mm2 %
Depth factor (K) =1
<K , shear reinforcement is not required

Check development length of bar beyond the face of abutment

[Refer IRC 21- 2000 Cl. 304.6.2]
Design Anchorage length = 607.2 mm
Where,
= 1 20
1= 1 for bars with straight ends

2 = Bars required / Bar provided = = 0.66

0 = 46 = 46 20 = 920
Shorter length of footing provided beyond the face of abutment = 2000 75
= 1925 mm

Since, provided length > , additional anchorage for bars are not required

88
Analysis and Design of RC Pier:

Type of Bridge Two spans T-Beam Bridge

Effective span of T Beam on each side of pier 25m
Depth of T Beam 2.1m
Carriage way Single lane without footpath
Height of Pier 9 m
Allowable bearing capacity of bearing strata 578.62 KN/m2
Velocity of water current 6.24 m/sec
HFL is 1.5m below the bearing level
Bearing size 630 mm 400 mm 80 mm

Geometry of Pier

Size of Pier cap = 4500 mm 2110 mm 550 mm

Length of Cap (L):

L = C/c distance of main girder + 2 12 bearing width + 2 0.5 = 3 + 2 0.4/2 + 2 0.55 = 4.5 m

Width of Cap (B):

B = 2 project. beyond pier + 2 2 150 + 2 bear. width = 2x100+50 + 2 2 150 + 2 630

= 2110 mm
Thickness of Cap (T)
=550 mm
Check the thickness of cap for punching Shear

Where, = / 0 = 1643.96 1.5 1000/2 (630 + 400+502 + 502) 502 = 1.20 N/mm2

= Maximum Vertical load from bearings 1.5 [Refer bearing design]

d = 550 40 16/2 = 502 mm, effective depth of cap below bearing

= 0.25 = 0.25 = 1.25 N/mm2

=1 h f h h .

89
Load Calculation

1. DL from superstructure (without WC)

= 3213.65 KN from a span

Dead Load on a pier from both span (DLss) = (3213.65/) 2 =3213.6 5KN =714.14 KN/m

2. Weight of Wearing Coat

= 183.02 KN from a span

Weight of WC on a pier from both span (DLwc) = (183.02/ )2 = 183.02 KN

3. Live load from superstructure (LL)

Case 1: Class A Loading

i. When loaded on only one span
114x1.25 68x1.25 68x1.25 68x1.25 68x1.25 KN

0.952
0.78
0.66 0.54 0.42
LL1=114*1.25(1+0.952)+68*1.25(.78+.66+.54+.42)
6

=482.16KN

ii. When loaded on two spans :

27x1.25 114x1.25 68x1.25 68x1.25 68x1.25 KN

25m 0.78 0.82 0.952 1 0.83 0.71 0.59 25m 0.468

2

LL2=27*1.25(.78+.824)+114*1.25(.952+1)+68*1.25(.824+.71+.59+.468)
= 552.96 KN

90
Case: 5 KN/m2 Load

i. When loaded on only one span

= 2.2 5 1 25.35 0.5 = 69.71 KN

ii. When loaded on two spans

= 2.2 5 1 25.35 0.5 2 = 143.425 KN

Total Live Load when loaded on one span = 482.16 + 69.71 = 551.87 KN
Total Live Load when loaded on both span = 552.96+ 143.425 = 692.385 KN
4. Load from braking effort
Braking load = 0.2 (2 114 + 4 68 + 2 27) = 110.8 KN
Let braking load is shared by two supports
Horizontal braking load ( FbrH) = 110.8/2 = 55.4 KN
Vertical reaction due to braking load (FbrV) = . 3.375/25= 7.48KN
5. Wind load (Superstructure)

As calculated in bearing design,

Wind load in transverse direction of bridge (FwT) = 117.58 KN
Wind load in longitudinal direction (FWL) = 27.609KN
Wind load in vertical direction (FWV) = 86.23 KN

6. Wind load (Sub Structure - dry season)

Wind load in transverse direction of bridge FWT (sub) = Pd A G CD

= 9.93KN
Wind load in longitudinal direction FWL(sub)= 0.25 FWT (sub) = 2.48 KN

7. Seismic load (Super Structure)

Seismic load = ( /)2( / )( / )W

Where,
Z = 0.36, I = 1, R = 4, / = 2.5

W = 3396.67 KN in longitudinal direction

W = 3396.67 + 0.2 554 = 3507.47 KN in transverse direction
Seismic load in longitudinal direction of bridge (FSL) =382.12KN
Seismic load in transverse direction of bridge (FST) = 394.59 KN
Vertical reaction due to seismic load in longitudinal direction (FSvL) = 382.12 . /25
= 13.75 KN
Vertical reaction due to seismic load in transverse direction(FSvT)= 394.59x0.9/3= 118.37 KN

91
8. Seismic load (Sub Structure)

Seismic loads due to self weight of pier in longitudinal and transverse direction of bridge are equal
FST(Sub) = FSL(Sub) = ( / )( / )( / ) Wpier

Where,
Z = 0.36, I = 1, R = 4, = 2.5
Wpier = ((1.91+2.85)/2)x4.50x9x25+4.50x2.11x.55x25
=2537.31KN

FST(Sub) = FSL(Sub) =285.44KN

9. Load due to temperature variation, creep and shrinkage effect

The load due to temperature variation, creep and shrinkage effect from two spans acts in
opposite direction. So it is not considered in design.

10. Self-Weight of Pier

Wpier = ((1.91+2.85)/2)x4.50x9x25+4.50x2.11x.55x25
=2537.31KN

11. Load due to Water Current

= 52 K (V cos200)2 A
= 52 0.66 (6.24 cos200)2 2.455x7.5 10-2
= 217.27KN

= 52 K (V sin200)2 A
= 52 0.66 (6.24 sin200)2 4.5 7.5 10-2
= 52.75 KN

13. Load due to buoyancy

= Submerged vol. of pier =821.81 KN

92
Design of Pier Cap
Take area of steel AS = 1 % of area of cap and distribute these bars equally at top and bottom of
cap. [Refer IRC 78 CL. 716.2]
Ast in longitudinal direction of abutment

= 1% of 550 2110 = 11605 ,

As on one side = 11605/2 = 5802.5
No of bar= = 9.42 , Adopt no of bar =12, Take 28 mm bar.

Ast in transverse direction of abutment

= 1% of 550 4500 = 24750 , As on one side = 24750/2 = 12350

Take 28 mm bar n = 20.09 Adopt n = 21

In transverse direction bars are provided in the forms of stirrups.

In addition, two layers of mesh reinforcement, each consisting 8 mm @ 75 mm c/c in both
directions one at 20 mm and other at 100 mm from the top of cap are provided directly under the
bearing

93
Analysis and Design of Pier Stem:

Case I
Basic combination of loads

Distance
Load(KN/m) f from Eccentricity Pu Mux Muy Hx Hy
(KN.m/m) (KN.m/m) (KN/m) (KN/m)

DLss 714.1 1.35 964.089 0 0

DLwc 40.67 1.75 71.1725 0 0
Fbr(H) 9.57 1.15 9.55 0 105.1025 11.0055
Fbr(V) 1.29 1.15 1.4835 0 0
FW(L) 4.22 1.5 9.55 0 60.4515 6.33
Wpier 563.8 1.35 761.184 0 0
Fwc(T) 48.28 1 5 0 0 241.4 48.28 0
Fwc(L) 11.72 1 5 0 58.6 0 0 11.72
-
Fbuoy 182.6 0.15 -27.393 0 0 0 0
Total(without LL) 1770.54 224.154 241.4 48.28 29.056
LL1 122.6 1.5 0.49 183.945 90.133
Total(with LL1) 1954.48 314.287 241.4 48.28 29.055
LL2 153.9 1.5 0 230.79 0
Total(with LL2) 2001.33 224.154 241.4 48.28 29.055

I. When loaded on only one span

Total Axial Load (Pu) = 1954.48 KN/m

Total Mux = 314.287 KN-m/m
Total May = 241.4 KN-m/m
Total Hx = 48.28 KN/m
Total Hy = 29.05 KN/m
( )= =396.29 m/m

ii. When loaded on both span

Total Axial Load (Pu) = 2001.326 KN/m

Total Mux = 224.154 KN-m/m
Total May = 241.4 KN-m/m
Total Hx = 48.28 KN/m
Total Hy = 29.05 KN /m
( )= =329.58 /m

94
Case I
Seismic combination of loads

Distance
Load(KN/m) f from Eccentricity Pu Mux May Hx Hy
bottom(m) X Y (KN/m) (KN.m/m) (KN.m/m) (KN/m) (KN/m)

Dlss 714.1 1 714.14 0 0

DLwc 40.67 1 40.67 0 0
Fbr(H) 9.57 0.2 9.55 0 18.2787 1.914
Fbr(V) 1.29 0.2 0.258 0 0
Fs(L) 76.8 1 9.55 0 733.44 76.8
Fs(VL) 3.05 1 3.05 0 0 0 0
F(sub)L 63.43 1 4.775 0 302.8783 63.43
Wpier 563.8 1 563.84 0 0 0 0
Fwc(T) 48.28 1 5 0 0 241.4 48.28
Fwc(L) 11.72 1 5 0 58.6 0 0 11.72
-
Fbuoy 182.6 0.15 -27.393 0 0 0 0
Total(withot LL) 1294.57 1113.197 241.4 48.28 153.864
LL1 122.6 0.2 0.49 24.526 12.01774 0 0 0
Total(with LL1) 1319.09 1125.215 241.4 48.28 153.864
LL2 153.9 0.2 0 30.772 0 0 0 0
Total(with LL2) 1325.34 1113.197 241.4 48.28 153.864

I. When loaded on only one span

Total Axial Load (Pu) = 1319.091 KN/m

Total Mux = 1125.21 KN-m/m
Total May = 241.4 KN-m/m
Total Hx = 48.28 KN/m
Total Hy = 153.864 KN/m
( )= =1150.81 m/m

ii. When loaded on both span

Total Axial Load (Pu) = 1325.337 KN/m

Total Mux = 1113.197 KN-m/m
Total May = 241.4 KN-m/m
Total Hx = 48.28 KN/m
Total Hy = 153.864 KN /m
( )= =1139.07 /m

95
Case II
Basic combination of loads

Distance
Load(KN/m) f from Eccentricity Pu Mux May Hx Hy
bottom(m) X y (KN/m) (KN.m/m) (KN.m/m) (KN/m) (KN/m)

Dlss 714.1 1.35 964.089 0 0

DLwc 40.67 1.75 71.1725 0 0
Fbr(H) 9.57 1.15 9.55 0 105.1025 11.0055
Fbr(V) 1.29 1.15 1.4835 0 0
FW(T) 26.12 1.5 9.55 0 0 374.169 39.18 0
Wpier 563.8 1.35 761.184 0 0 0 0
Fwc(T) 48.28 1 5 0 0 241.4 48.28 0
Fwc(L) 11.72 1 5 0 58.6 0 0 11.72
Fbuoy 182.6 0.15 -27.393 0 0 0 0
Total(withot LL) 1770.54 163.7025 615.569 87.46 22.7255
LL1 122.6 1.5 0.49 183.945 90.13305 0
Total(with LL1) 1954.48 253.833 615.569 87.46 22.72
LL2 153.9 1.5 0 230.79 0
Total(with LL2) 2001.33 163.7 615.569 87.46 22.72
I. When loaded on only one span

Total Axial Load (Pu) = 1954.48 KN/m

Total Mux = 253.833 KN-m/m
Total May = 615.569 KN-m/m
Total Hx = 87.46 KN/m
Total Hy = 22.72 KN/m
( )= =665.85 .m/m

ii. When loaded on both span

Total Axial Load (Pu) = 2001.326 KN/m

Total Mux = 163.70 KN-m/m
Total May = 615.569 KN-m/m
Total Hx = 87.46 KN/m
Total Hy = 22.72 KN /m
( )= =636.96 . /m

96
Case II
Seismic combination of loads

Distance
Load(KN/m) f from Eccentricity Pu Mux May Hx Hy
bottom(m) X y (KN/m) (KN.m/m) (KN.m/m) (KN/m) (KN/m)

Dlss 714.1 1 714.14 0 0

DLwc 40.67 1 40.67 0 0
Fbr(H) 9.57 0.2 9.55 0 18.2787 1.914
Fbr(V) 1.29 0.2 0.258 0 0
Fs(T) 87.68 1 9.55 0 0 837.344 87.68 0
Fs(VT) 26.3 1 26.3 0 0 0 0
F(sub)T 63.43 1 4.775 0 302.8783 0 0 63.43
Wpier 563.8 1 563.84 0 0 0 0
Fwc(T) 48.28 1 5 0 0 241.4 48.28
Fwc(L) 11.72 1 5 0 58.6 0 0 11.72
-
Fbuoy 182.6 0.15 -27.393 0 0 0 0
Total(withot LL) 1317.82 379.757 1078.744 135.96 77.064
LL1 122.6 0.2 0.49 24.526 12.01774 0 0 0
Total(with LL1) 1342.34 391.7747 1078.744 135.96 77.064
LL2 153.9 0.2 0 30.772 0 0 0 0
Total(with LL2) 1348.79 379.756 1078.744 135.96 77.64

I. When loaded on only one span

Total Axial Load (Pu) = 1342.341 KN/m

Total Mux = 391.77 KN-m/m
Total May = 1078.744 KN-m/m
Total Hx = 135.96 KN/m
Total Hy = 77.064 KN/m
( )= =1147.68 .m/m

ii. When loaded on both span

Total Axial Load (Pu) = 1348.787 KN/m

Total Mux = 379.756 KN-m/m
Total May = 1078.744 KN-m/m
Total Hx = 135.96 KN/m
Total Hy = 77.064 KN /m
( )= =1143.63 /m

97
Design and Detailing of Pier Stem at bottom
Check slenderness ratio of column [Refer Cl. 306, IRC 21]

Slenderness Ratio of Column = = =

= 25.71 > 12 and < 50. Hence, Column is short.

Design Pier stem

Design pier stem as a uniaxially loaded short column. Use SP16 to design column.
a. Longitudinal Reinforcement

Consider28 mm dia. bars with 50 mm cover.

/ = (50+ 28/2)/1910 = 0.04. Use interaction diagram for = 0.05
Design column for critical cases 2(I) and 2 (ii).

Case 2 (i)
2
/( ) = 665.8 106/(201000x1910^2) = 0.01
/ )=1954.48 1000/(201000x1910) =0.051
= 0.018 [From chart , SP 16]
p=200.018= 0.36 % < pmin
Provide pmin = 0.8 %

Case 2 (ii)
2
/( ) = 0.016
/ ) =0.035
= 0.02 [From chart , SP 16]
p=200.018= 0.4 % < pmin
Provide pmin = 0.8 %
Hence, = 0.80/100(1910x1000)= 15280
Total area =15280x4.5=68760
Using 28 mm bar,
No of bar = =111.66, Adopt n=116, Bar on each side =58
Spacing < b=1910 mm, 16x28=448mm,300mm
Provide 116-28 mm bar @75 mm c/c.

Area of circular portion= x2380^2=4448810

98
Ast min= x4448810 = 35590.40
Using 28 mm bar

Adopt no of bar =60

For semi-circular part no of bar= 30

Provide 30- 28 mm bar @ 100 mm c/c for semi-circular part.

b. Transverse Reinforcement

Diameter of bar >28/4=7mm

>6 mm

Hence use 10 mm bar @ 300 mm

Design and analysis of pier footing:
Axial load from the pier= 2x2001.326 KN/m

Safe bearing capacity of soil ( )=578.62 KN/

Fy=415 N/
fck=20 N/
6.88 m
2.38m

Size of footing:

Width of footing = = 7.61m

Adopt B= 7.70 m

Net upward pressure ) = =520 KN/

7.70m
Bending moment calculation:

Mu= = = 1839.66 KNm/m

Fig: pier footing plan

Now, dreq= = = 816.42

Where, Ru=2.76 for M20 and 415 N/

Adopt D=2000mm

99
D=2000-50-10 =1940 mm

Mu=0.87fyAstd(1- )

=0.87 415 Ast 1940(1- )

Ast=2704.69
Using 25 mm diameter bar as longitudinal bar.

Pt = 100 =0.16%

No. of bar = =5.51 , Adopt n= 6

Hence provide 42-25 mm dia bar @ 180 mm c/c

Astmin=0.12 xbxD= 0.12x1000x2000= 2400
Ast >Astmin hence ok
Provide transverse bar for Ast min.
Using 20 mm bar
Provide 54 20 mm dia bar @ 130 mm c/c

Check for one way shear:

Vu= 520x( -1.94) = 374.40 KN/m

v= = 0.192 N/

uc=K x c Where K=1& for M20 and Pt=0.16 %

uc=0.29 N/ Here v< uc ok
Check for development length:

Ld= = =1176 mm

Available length= -0.50=2610 mm Hence ok.

100
 5. QUANTITY ESTIMATE

5.1Quantity Estimate for all types of PCC works

Quantity estimates are performed for all super-structural elements which include railing post,
kerb, cantilever and restrained slab and girders. The sub-structural components are
composed of two mains, abutments and a RC solid wall type pier. Only the quantity estimates
are taken. However, to determine the actual cost of the material of construction, detailed
rate analysis pertaining to current rate of items as specified by concern district authority has
to be performed.
Length Breadth Height Quantity Unit
S.N. Description of item No.
(m) (m) (m)
Superstructure
1 Railing 58 0.225 0.225 1.1 3.22988 cu.m
Total 3.22988 cu.m
Railing bar mm dia @ 4.37
12 25 1311 Kg
Kg/m

2 Kerb 2 50 0.6 0.3 18 cu.m

3 wearing coat 50 0.32625 sq.m. 16.3125 cu.m

4 PCC M25 Deck slab

Cantilever slab 2 50 0.258775 sq.m 25.8775 cu.m
Restrained slab 1 50 0.85 sq.m 42.5 cu.m

5 Main Beam
Web 2 50 0.4 1.85 74 cu.m

6 Cross Beam
End cross beam 4 3.6 0.195 sq.m 2.808 cu.m
Intermediate cross beam 8 3.6 0.3975 sq.m 11.448 cu.m
Total 194.176 cu.m
Substructure
7 Abutments
Dirt wall M20 2 4.6 0.35 1.88 6.0536 cu.m
Abutment capM25 2 4.6 1.1 0.55 5.566 cu.m
Abutment stem M20 2 4.6 1 5.65 51.98 cu.m
Abutment Foundation M20 2 4.6 6.75 1.125 69.8625 cu.m
Total 133.4621 cu.m
8 Pier
Pier cap M25 1 4.5 2.11 0.55 5.22225 cu.m
Stem (M20)
Semicircular part 2 2.224 sq.m. 9 20.016 cu.m
Rectangular part 1 4.5 1.91 9 77.355 cu.m
Footing M20 1 7.7 7.35 2 113.19 cu.m

101
 Total 215.78325 cu.m
9 Approach slab(M25)
ss slab 2 3.5 4.65 0.3 9.765 cu.m
kerb 2 3.5 0.5 0.3 1.05 cu.m
Railing post 6 0.225 0.225 1.1 0.334125 cu.m
Rail Bars
Railing bar 48.3 mm dia @
4.37 Kg/m 6 3 78.66 Kg

5.2 Abstract of quantity for all types of Reinforcement works

The quantity of reinforcements is taken from the bar bending schedule of every bridge
component (unit quantity) from the structural drawing sheet.

S.N. Description of Works Quantity (kg)

1 Deck slab 2403.53
2 Main Girder 3144.54
3 Cross girder 131.3
4 Abutments(Both) 7576.008
5 Pier 14873.79
Total 28129.168

102
References

[1] T.T. Jagadesh & M.A. Jayaram Design of Bridge Structure PHI Learning Pvt.
Ltd,
New Delhi, 2010
[2] Johnson, Victor. D, Essentials of Bridge Engineering, Oxford & IBH Publications,
New Delhi, 1980
[3] Pillai and Menon, Reinforced Concrete Design
[4] Swami Saran, Design of Substructures
[5] IRC 5 -2000: Standard specification and code of practice for road bridges,
Section I,
General features of Design, 20000
[6] IRC 6 2000: Standard specification and code of practice for road bridges,
Section II,
Loads and Stresses, 2000
[7] IRC 21 2000: Standard specification and code of practice for road bridges,
Section III,
Cement Concrete (Plain and Reinforced), 2000
[8] IRC 112 2011: Code of practice for concrete road bridges
[9] IS 456 2000: Indian standard Plain and Reinforced concrete Code of Practice
[10] SP 16 - 1980: Design aids for Reinforced Concrete to IS: 45 1978
[11] SP 34 - 1987: Hand book on concrete reinforcement and detailing
[12] IRC 83 1987: Standard specification and code of practice for road bridges,
Section IX,
Bearings, Part II: Elastomeric Bearings, 1987
[13] IRC 78 1983: Standard specification and code of practice for road bridges,
Section VII,
Foundations and Substructures, 1988
[14] Design examples and training materials for bridge components, N.C Sharma

[18] Analysis and Design of RC T- Beam Batch 064 KEC, Dhapakhel

[19] M. Chakrawati, Estimating and Costing

[20] Report on Detailed Engineering Survey and Topographical Mapping of Chundi
khola.

103