Design of High Level Bridge Across River: Rathod Chiranjeevi Sabbineni Ramyakala
Design of High Level Bridge Across River: Rathod Chiranjeevi Sabbineni Ramyakala
Design of High Level Bridge Across River: Rathod Chiranjeevi Sabbineni Ramyakala
Abstract— The work on designing of proposed HLB across span behaves like a beam because it carries vertical loads by
mandoddi river at CH 10/6 – 10/8 on R/F to R&B to pedda bending. The cantilever bridge generally consists of three
dhanwada via mandoddi of waddepalli (M) of mahboobnagar spans, of which the outer spans, known as anchor spans, are
district was carried out. A Bridge is a structure providing anchored down to the shore, and these cantilever over the
passage over an obstacle without closing the way beneath. The
channel. A suspension bridge carries vertical loads from the
obstacle to be crossed may be a river, a road, railway or a valley.
The bridge we are dealing with is a high level bridge which deck through curved cables in tension.
carries the roadway above the highest flood level. Highest flood
level is the level of the highest calculated level for the design Components of a bridge:
discharge.
This HLB is proposed to reduce the severe problems of The main parts of a bridge structure are
increasing traffic & to increase the transport system between the
CH 10/6-10/8 to Pedda Dhanwada in Mahboobnagar District. (a) Decking, consisting of deck slab, girders, trusses, etc.
The project is done with the collaboration of the Government of
A.P., Roads and buildings department. We are going to do a (b) Bearings for the decking;
case study on the present HLB which is proposed. All the design
aspects are thoroughly analyzed and are present in this report. (c) Abutments and piers;
Designing a high level bridge includes: (i) Hydraulic design,
(ii) Stability analysis, which includes design of pier, abutments (d) Foundations for the abutment and the piers;
and Wing wall, (iii) Component design i.e., design of Backing
wall and Bed Block and the drawings (e) River training works, like revetment for slopes for
With rapid increase in vehicle users in our country, we are embankment of abutments, and aprons at river bed level;
facing many traffic problems in many areas. In the way of
moving across a river it is highly difficult if the structure is just (f) Approaches to the bridge to connect the bridge proper
a normal bridge. So in order to make the traffic flow continous
to the roads on either side; and
and also avoid accidents, a High Level Bridge should be
constructed across the major rivers. This is the only solution for
elimination of such problem. This design of the bridge has been
(g) Handrails, parapets and guard stones.
proposed to facilitate ease in commuting.
Normally bridges have to be provided in such a way that
I. INTRODUCTION they are clear of the high flood level & where there is
navigation. Bottom of superstructure has to be kept
A bridge is a structure built to span physical obstacles sufficiently high to permit the boats & ships to pass under.
such as a body of water, valley, or road, having length above HLB are provided in such a way that they can pass the design
6 m between the inner faces of the dirt wall for carrying flood discharge with sufficient head room. There may be
traffic across obstruction. Cross drainage structures i.e. cases where ships may have to pass through them requiring
culverts are built having total length of 6 m or less. Bridges very high clearance. They will then need very high bank
are classified as minor and major bridge. A minor bridge has approaches or highly graded approaches.
a total length upto 60m whereas a major bridge’s length is
above 60mts. Designs of bridges vary depending on the II. LITERATURE SURVEY
function of the bridge, the nature of the terrain where the
SUPERSTRUCTURE:
bridge is constructed and anchored, the material used to make
The part of the bridge on which the loads are directly applied
it, and the funds available to build it.
is called the superstructure. Deck slabs-Beam Girders and
There are six basic forms of bridge structures: beam Trusses are example of the superstructure.
bridges, truss bridges, arch bridges, cantilever bridges,
suspension bridges and cable stayed bridges.the beam bridge
carries vertical loads by flexure. The truss bridge of simple
SUBSTRUCTURE: The portion of the bridge structure below • Free from obstruction or an island in river bed u/s and d/s.
the level of bearing and above the foundation is called as sub-
structure. Piers and Abutments are called sub-structure. LOADING: While designing road bridges and culverts, the
following loads, forces and stresses should be considered,
PIER AND ABUTMENT CAP: The pier or abutment cap is where applicable.
the block resting over the top of the pier or the abutment. It
provides the immediate bearing surface for the support of the Dead Load- The dead load carried by a bridge member
superstructure at the pier or abutment location, and disperses consists of its own supported by the member.
the loads from the bearings to the substructure evenly.
PIERS: Piers are the structures located at the ends of bridge Live Loads- Live loads are those caused by vehicles which
spans at the intermediate points between the abutments. The pass over the bridge and are transient in nature. There are
function of the pier is two-fold: to transfer the vertical loads four types of standard loadings for which road bridges are
to the foundation and to resist all horizontal forces and designed: (a) IRC Class AA Loading, (b) IRC Class 70R
transverse forces acting on the bridge. Loading, (c) IRC Class A Loading, and (d) IRC Class B
Loading.
ABUTMENT: An abutment is the substructure which
supports one terminus of the superstructure of a bridge and at Impact effect- Live load trains produce higher stresses than
the same time, laterally supports the embankment which those which would be caused if the loading vehicles were
serves as an approach to the bridge. stationery. In order to take into account the increase in
stresses due to dynamic action and still proceed with the
BEARING: Bearings are provides in bridges to transmit the simpler static al analysis, an impact allowance is made.
load from the superstructure to the substructure in such a
manner the bearing stresses induced in the substructure are Wind Loads- Though the wind forces are dynamic in nature,
within permissible limits. the forces can be approximated as equivalent static loads.
These forces are considered to act horizontally and in such a
FOOTING/FOUNDATION: The part of the bridge which is direction as to cause the maximum stresses in the member
in direct contact with the earth and transmits all the loads under consideration.
directly to the earth is called the footing/foundation.
Longitudinal Forces- These forces are caused in road
WING WALL: Wing walls are provided at both ends of the bridges due to the following. (a) Tractive effort caused
abutments to retain the earth filling of the approaches. The through acceleration of driving wheels. (b) Breaking effect
soil and fill supporting the roadway and approach due to application of brakes to the wheels. (c) Frictional
embankment are retained by wing walls, which can be at resistance offered to the movement of free bearing due to
right angles to the abutment or splayed at different angles. change of temperature or any other cause.
BED BLOCK: A reinforced concrete bed block resting over Buoyancy Effect Whenever submersion in water of a part or
the top of the piers & abutments is generally provided to whole of a structure is possible, the forces due to buoyancy
evenly distribute the dead and live loads on the pier and should be considered. For high level bridges, buoyancy forces
abutments. due to submerged part of the substructure and foundations
should be taken into account.
SUPERELEVATION: Super elevation is tilting the roadway
to help offset centrifugal forces developed as the vehicle goes Temperature effects- Daily and seasonal variations in
around a curve. Along with friction it keeps a vehicle from temperature occur causing material to shorten with a fall in
going off the road. Super elevation is required on curved temperature and lengthen with a rise in temperature.
path.
III.CODAL PROVISIONS
CAMBER: Camber is the cross slope provided to the road
surface in the transverse direction to drain off the rain water METHOD OF DESIGN [IRC 21-2000]
from the road surface. Structure and structural elements shall normally be
designed by limit state method.
SELECTION OF SITE Normally selection of site for bridges Account should be taken of accepted theories,
is guided by road alignment. The most suitable sites for experiment and experience and the need who design
bridge location are durability.
Calculations alone do not produce safe serviceable
and durable structures.Suitable materials, quality
• Narrow width of the channel. control, adequate detailing and good supervision are
• Cross section having large average depth. equally important.
• Straight reach of the channel upstream and downstream. Where the limit state method cannot be
• Having right angled crossing. conveniently adopted, working stress method is
• Avoidance of curves in approach roads. used. Mostly in bridge designs working stress
• Presence of high stable banks. method is adopted.
Abutment Design calculations for maximum live load Expansion joint = 0.02 M
condition: HFL = 99.95 M
Carriageway width = 7.5 M
skew angle for span 0.00
Skew angle = 0 degrees
Effective span = 10.37 M
Skew effective span = 10.370 M
Total span = 10.74 M
Skew total span = 10.740 M
Expansion joint = 0.02 M
Straight portion of deck slab = 8.450 M
HFL = 99.95 M
Thickness of deck slab = 0.790 M
Carriageway width = 7.5 M
Average thickness of Wearing coat = 0.100 M
Skew angle for dividing forces = 0 Degrees
BRIDGE with (FOOTPATH NOT or WITHOUT
Skew effective span = 10.370 M
FOOTPATH)
Skew total span = 10.740 M
Footpath Load = (500-((40*10.37-300)/9)
Straight portion of deck slab = 8.450 M
= 487.24 kg/sgm
Thickness of deck slab = 0.790 M
=
Average thickness of Wearing coat = 0.100 M
(487.24*5.37*3) = 7.85 t
4)BRIDGE with (FOOTPATH NOT or WITHOUT
Footpath Load 0.0 T
FOOTPATH)
Length of abutment = 8.450 M
Footpath Load = (500-((40*10.37-300)/9))
Length of backing wall and bed block = 8.450 M
= 487.24 kg/sgm =
Thickness of bed block = 0.300 M
(487.24*5.37*3) = 7.85 T
Thickness of backing wall = 0.300 M
Footpath Load 0.0 T
Width of bed block = 0.750 M
Length of abutment = 8.450 M
Top width of abutment = 0.700 M
Length of backing wall and bed block = 8.450 M
Front batter = 2.500 M
Thickness of bed block = 0.300 M
Back batter = 0.000 M
Thickness of backing wall = 0.300 M
Width of abutment at sill level = 3.200 M
Width of bed block = 0.750 M
Trapezoidal footing thickness = 1.000 M
Top width of abutment = 0.700 M
Footing Rear offset = 0.5 M
Front batter = 2.500 M
Front offset = 0.5 M Thickness = 0.5 M
Back batter = 0.000 M
Width of footing at F.L. = 5.20 M
Width of abutment at sill level = 3.200 M
Live load eccentricity Transverse = 1.155 M
Trapezoidal footing thickness = 1.000 M
Longitudinal = 0.195 M RCL = 102.190 M
Footing Rear offset = 0.5 M
Sill level / top of footing = 94.450 M
Front offset = 0.5 M Thickness = 0.5 M
Deck bottom level = 101.300 M
Width of footing at F.L. = 5.20 M
Bed block top level = 101.300 M
Live load eccentricity Transverse = 1.100 M
Abutment top level / Bed block bottom level = 101.000 M
Longitudinal = 0.195 M RCL = 102.190 M
Height of abutment = 6.550 M Foundation level = 92.950 M
Sill level / top of footing design = 94.450 M
Ground level = 98.500 M
Deck bottom level = 101.300 M
Dead load of superstructure on abutment = 92.3 T (MOST
Bed block top level = 101.300 M
Live load reaction on abutment = 14.070 T
Abutment top level / Bed block bottom level = 101.000 M
Maximum live load on span = 70.000 T
Height of abutment = 6.550 M
Height of hand rails = 0.860 M
Foundation level = 92.950 M
Thickness of kerb 0.275 M
Ground level = 98.500 M
Region(coastal=c,others=o) O
Dead load of superstructure on abutment = 92.3 T (MOST
Unit weight of PCC = 2.300 t/cum
drg.)
Unit weight of RCC = 2.400 t/cum
Live load reaction on abutment = 54.500 T
Unit weight of wearing coat = 2.300 t/cum
Maximum live load on span = 70.000 T
Unit weight of earth = 1.800 t/cum = 36 o
Height of hand rails = 0.860 M
Coefficient of earth pressure at sill kahsill = 0.217
Thickness of kerb = 0.275 M
Coefficient of earth pressure at F.L. khafl = 0.217
Region(coastal=c,others=o) O
Unit weight of PCC = 2.300 t/cum
Unit weight of RCC = 2.400 t/cum
Unit weight of wearing coat = 2.300 t/cum
Unit weight of earth = 1.800 t/cum = 36 o
Coefficient of earth pressure at sill Kahsill = 0.217
Coefficient of earth pressure at F.L. Kah fl = 0.217
Abutment design calculations for minimum live load
condition:
TRACKED:
Tracked:
C = Sin(α - δ) = Sin(77.88 – 17.50) = 0.869 be referenced to benchmarks. Benchmarks guide all elevation
D = Sin(Φ + δ) = Sin(36.00 + 17.50) = 0.804 measurements from structure excavation and pile driving to
E = Sin(Φ + i) = Sin(36.00 – 0.00) = 0.588 pouring the bridge deck.
F = Sin(α + i) = Sin(77.88 + 0.00) = 0.978 Benchmarks for bridges are established during the bridge
Numerator = A = 0.836 layout and their locations are usually noted on the layout
Denominator = B x C x [1 + {SQRT ((D x E)/(C x F))²}] sheet. At least one benchmark on each side of the bridge is
= 0.956 x 0.869 x [1 + {SQRT ((0.804 x 0.588)/(0.869 x required to be checked for accuracy before construction
0.978))²}] begins.
= 2.532
Ka = 0.836/2.532 = 0.330 If a benchmark is on a structure that is to be moved, a
temporary benchmark is established and protected at a site
convenient to the new bridge. As soon as a footing or other
The horizontal component of Ka = Ka cos ((90 - α) + δ)
permanent part of the new structure is poured, the temporary
KaH = 0.330 x (Cos 90 – 77.88 + 17.50) = 0.287 benchmark is transferred to the new structure.
The vertical component of Ka = Ka Sin(δ) EXCAVATION :
KaV = 0.330 x (Sin 90 – 77.88 + 17.50) = 0.163 Excavation is the next step that will be done in any
construction activity. The trenches for the foundations of the
CONSTRUCTION PROCEDURE piers, abutments and wing walls should be excavated first.
This excavation is done by using Machines called JCBS.
Before choosing the alignment, the survey of the area is done
by the use of aerial photographic survey and remote sensing The trenches for the foundation are excavated according to
in highway. It helps in understanding the present path and the layout and the design parameters that are considered. The
forecasting the future path. location of the pier footing is marked by using the layout that
is given to the contractor. The markings are done on the
There are three stages involved in photogrammetric
ground surface only.
techniques of highway location:
Corridor identification Then the excavation will begin within the marked areas.
Preliminary planning and design The excavations are done according to the sizes and depths
Final design that are given in the layout. The excavated soil should
immediately transport to other places using labor, trucks. The
soil can be used as backfill for abutments and wing walls if it
Corridor identification helps in doing highway survey and has the sufficient bearing capacity.
locating the route. It shows the terrain slope and drainage
facilities. Using technology we not only get 2D images but
also can be manipulated into 3D images. The suggested path
and the location characteristics can also be understood.
cement concrete. The plain cement concrete acts as the bed for
the foundation. Plain cement concrete (PCC) is used to
provide rigid impervious bed to RCC in foundation. The
formwork centering is done according to the design and oil is
applied to the formwork so that concrete does not stick to it.
Then the PCC is poured and vibrated till it attains uniformity
and then cured.
The bearings are just placed on the required level and place
over the hammer head. They are manufactured and just bought
and placed on the hammer head bed block.A bearing is the
one which bears the vertical load and transmits horizontal
force in any direction and allows rotation about any axis in
horizontal plane without permitting any movement in
horizontal plane.
GIRDER: Then is girders are casted in the site. The deck slab
FOUNDATION: is constructed after the girders attain suitable strength
The next step is building the foundation. The foundation rests ABUTMENTS: The abutments are constructed at the ends of
on the PCC which acts as the rigid impervious bed to the the bridge where the approach roadway joins the bridge.
foundation. The formwork and centering is done on the PCC. These abutments act as retaining walls and also pier to the
Then the cover blocks are placed on the PCC. The cover bridge.
blocks are used for maintaining the level of reinforcement that
will be used. The reinforcement at will be placed on the cover
blocks and then the concreting is done.The concrete is
vibrated by vibrators so that the concrete attains uniformity.
The curing is carried out up to required number of days.
ABUTMENT
V.CONCLUSION
(a) We have observed that the soil possessing is soft
rock so that the soil bearing capacity is sufficient to
FOOTING bear the structure.
(b) The foundations proposed are open foundations.
PIER: (c) The spans taken are thirteen spans of 10.37 m
The reinforcement of the pier is first connected to the effective span.
reinforcement mat of the footing. The construction of the piers (d) The shape of the pier considered is circular.
is also done in the same way as of the foundation. The (e) The abutments and return walls are designed in
reinforcement and is placed on the foundation firmly and the Working stress Method.
formwork is done. The concrete is mixed according to the (f) The factor of safety has been considered for the load
design and poured. Then it is vibrated and left out for curing. acting on the structure.
(g) The Wing walls have been designed as per the IRC
specifications
BIBLIOGRAPHY
The following books and codes are referred in preparation of
this project.:
[1] Essentials of Bridge engineering book by JOHNSON VICTOR
[2] Ground Improvement techniques by Dr PURUSHOTHAM RAJ
[3] Analysis and design of substructures by Swami Saran
[4] SP 13 - For hydraulic design
[5] IRC Code books
IRC 5 - For General features
IRC 6 - For Loading on Bridges
IRC 78 - For Foundations
IRC 21 – RCC Procedure
.