CONTENTS

 CRASH BARRIER
 RAILINGS
 KERBS
 FOOTPATH
 DRAINAGE SPOUTS
 WEARING COATS
 APPROACH SLAB
 ABUTMENTS &ITS TYPES
 WING WALLS
 RETURN WALLS
 FLY WING WALLS
 FILTER MEDIA
 WEEP HOLES
 BACKFILL BEHIND ABUTMENTS/WING WALLS/RETURN WALLS
What is Crash Barrier?

 A barrier provided at the side of

carriageway designed to reduce the risk
of serious accidents by guiding the
errant vehicles back on the road.
CRASH BARRIER
CRASH BARRIER
 Different category of Crash barriers
 There are three categories of crash barrier for different
application.
Category Application Containment for
P-1: Normal Containment Bridges carrying 15KN vehicle at 110Km/hr
expressway, or and 200 angle of impact
equivalent
P-2: Low Containment All other bridges except 15KN vehicle at 80Km/hr
bridge over railways and 200 angle of impact

P-3: High Containment All hazardous and high 300KN vehicle at 60Km/hr
risk locations,over busy and 200 angle of impact
railway lines, complex
interchanges, etc.
 IRC Codal Provisions
Ref: IRC:6-2014(Clause No.206.6) and IRC:5-2015(Cl.No.109.6)
 Minimum grade of concrete: M-40 (for P1,P2,&P3)
 Minimum Thickness of RC wall (at top):-175mm(for P1 &P2)
:-250mm(for P-3)
• Minimum thickness at bottom: 500mm
 Minimum Height-900mm (for P-1 & P-2) & 1550mm(for P-3)
 Minimum Moment of Resistant at base of the wall for
bending in vertical plane with reinforcement adjacent to the
traffic face= 15KN-m/m(for P-1)
= 7.5KN-m/m(for P-2)
=100KN-m/m for end section and 75kN-m/m for
intermediate section (for P-3)
 IRC Codal Provisions

 Minimum Moment of Resistant for bending in

Horizontal plane with reinforcement adjacent to the
outer face
=7.5KN-m/m(for P-1)

= 3.75KN-m/m(for P-2)

=40KN-m/m(for P-3)
Bridge Railings
 Bridge Railings are provided along each side
of the bridge and erected on and above the
kerb/deck for the protection of pedestrians
or cyclist from falling over
Types of Railing
 Steel rolled section

 Tubular steel

 Cast-in-situ concrete

 Pre-cast concrete
Precast/Cast-in –situ concrete railings
Precast/Cast-in –situ concrete railings
Steel Railings
STEEL RAILING
Bridge Railings
 Railings for high level bridges,fly over and ROBs etc
shall have a minimum 1.1m height above the adjacent
roadway or footway safety kerb surface.
 When cycle track is located adjacent to the bridge
railing, the height of the railing shall be minimum
1.25metres.
 Minimum grade of concrete for Railing=M-30
Railing(for submersible bridges)
 Railings for submersible bridge and vented causeway
shall be either collapsible or removable during flood,so
as to minimise obstruction to flow of water and passage
of floating debris.
 It is preferable to provide perforated kerbs along with
diamond shape guide posts for submersible bridges.
 KERBS
 A line of raised concrete section,
forming an edge between carriageway
and railing/footpath/median.
KERBS(contd…)
Footpath
 Footpath is provided on either side of bridges for
pedestrian using the roads in the interest of road
safety.
 The width of footpath shall be minimum 1.5m and
the width may be increased on bridges in urban
areas.
 The loading shall be taken as 500kg/sq.m
FOOTPATH
Footpath
Drainage Spout
Drainage spout
Drainage spout
 Disposal of rainwater from bridge surface
 Spacing shall not exceed 10m.
 100mm dia Galvanised/PVC pipe or any other corrosive
resistant material
 Discharge from drainage spout shall be kept away from
the deck structure (down pipes upto 500mm above
H.F.L)
 WEARING COAT

 A wearing coat/wearing course is provided over

concrete bridge decks to protect the structural
concrete from the direct wearing effects of traffic
and also to provide the cross camber required for
surface drainage.
 Cross camber: 2.5%
Type of Wearing coat
 Bituminous Wearing coat
 Cement concrete wearing coat)
Bituminous wearing coat
Bituminous wearing coat shall comprise of following
types
 Type 1: Bituminous concrete 5omm Thick laid in single layer
 Type 2: Bituminous concrete 40mm thick overlaid
with25mm thick mastic asphalt
 Type 3: Stone Matrix Asphalt 50mm thick laid in single
layer
 Type 4: Mastic Asphalt 50mm thick laid in single layer
Before laying wearing coat the deck surface shall be
thoroughly cleaned and tack coat shall be applied.
Cement concrete wearing coat
 Cement concrete wearing coat may be adopted in
isolated bridges/culverts where use of bituminous
wearing coat is inconvenient.

 The thickness of C.C wearing coat shall be 75mm and

concrete shall be minimum M-30 grade.
Abutments
 Abutments are end supports to the
superstructure of a bridge and they retain
earth on their back side which serves as an
approach to the bridge.
Components of an Abutment
Components of an Abutment
Components of an Abutment
An abutment generally consists of the following three
distinct structural component

1) Stem/Breast wall

2)Wing walls

3) Back wall/Dirt wall

Components of an Abutment
1) Stem/Breast wall : The stem/breast wall directly supports the
dead and live loads of the superstructure and retains the earthfilling
on the rear side.
2) Wing walls: The wing walls are provided adjacent to abutment
which act as an extensions of the breast wall,retains the earthfill
without resisting any loads from the superstructure.
3) Back wall/Dirt wall: A dirt wall is small retaining wall
located just behind the bridge seat and it prevents the earthfill from
approaches spilling on the bridge seat and bearings. Dirt wall shall
be provided with minimum thickness of 200mm (Ref: Cl.710.6.4 of
IRC:78-2014)
FUNCTIONS OF AN ABUTMENT

 Distributes the loads from bridge ends to the

ground/foundation
 Withstands any loads that are directly
imposed on it.
 Retains the fill of approach embankment
behind it.
Primary function of an Abutment
 Types of Abutments
• Full-Retaining/Full-depth Abutment
• Semi-Retaining/ Partial depth Abutment
• Sill/Stub Abutment
• Spill-through/open Abutment
• Counter fort Abutment
• U-Abutment
• Box type Abutment
• Non-load bearing abutment.
• Integral Abutment
Full-Retaining/Full-depth Abutment
 A full-retaining abutment is built at the bottom of the
embankment and must retain the entire roadway
embankment.
Full-Retaining Abutment(Contd…)
 This type of abutment is generally most costly.
 But it reduces the span length and superstructure cost
 Full-retaining abutments are desirable where right of
way is critical.
 An objectionable feature of full-retaining abutments is
the difficulty associated with placing and compacting
material against the body and between wing walls.
Full-Retaing Abutment(contd…)
Other Disadvantages of full-retaining abutments are
1) Minimum Horizontal Clearance
2) Settlement of Foundation
3) Minimum sight distance when the roadway
underneath is on curved alignment
4) Collision hazard when abutment front face is
not protected.
Semi-Retaining/Partial depth Abutment
 The Semi-retaining abutment is built somewhere
between the bottom and top of the roadway
embankment.
Semi-Retaining Abutment(contd…)
 It provides more horizontal clearance and
sight distance than a full-retaining
abutment.
 Since it is located on the embankment
slope, it becomes less of a collision hazard
for a vehicle that is out of control.
 They are primarily used in highway-highway
crossings
Sill Abutment/Stub Abutment
 The Sill abutments are short abutment constructed at
top of the embankment/ at the top of the slope after
roadway embankment is close to final grade.
Sill-Abutment(Contd….)
 Sill abutments are the least expensive
abutment type and are usually the easiest to
construct.
 This abutment type results in a higher
superstructure cost
 Sill type abutment eliminates the difficulties
of obtaining adequate compaction adjacent
to the relatively highwalls of closed
abutments.
Spill-through/open Abutment

 Spill through abutment is an abutment where

soil is allowed to spill through gaps, along the
length of abutment.
 Spill-Through Abutment
Here columns are placed below deck beam and gap in
between is free to spill earth.
Spill-Through Abutment (Contd…)
 Spill-through abutment consists of a beam that
supports the bridge seat, two or more columns
supporting the beam.
 The columns are embedded up to the bottom of the
beam.
 Spilling of earth is not generally permitted above a
level of 500mm below the bottom of bearing.
Spill-through/open Abutment(Contd…)
 A spill through /open abutment is mostly used where
an additional span may be added to the bridge in the
future.
 It is essentially a pier being used as an abutment.
Spill-through/open Abutment(contd…)
Disadvantage:
1) it is very difficult to properly compact the
embankment materials that must be placed around
the columns and under the abutment cap.
2) Early settlement and erosion are problems frequently
encountered .
Counter fort Abutment
 Counter fort Abutments are similar to counter fort
retaining walls designed for large vertical loads.
Counter fort Abutment(Contd..)
U-Abutment
U-Abutment
 A U-abutment is an abutment whose wing walls are
perpendicular to the bridge seat.
Box type Abutment
 When the return walls on two sides are integrated with
abutment and a back wall parallel to abutment is
provided at the end of return walls, the structure is
called Box type abutment
Non-load bearing abutment
 Abutment, which supports the end span of less than
5m.
Integral Abutment
Integral Abutment
Forces Acting on Abutments
 Dead load due to superstructure
 Live load on superstructure
 Self weight of the abutment
 Longitudinal forces due to tractive effort and braking
 Forces due to temperature variation and concrete
shrinkage
 Earth pressure due to backfill
 Thrust due to effect of live loads on the fill at the rear
of the abutment (i.e effect of live load surcharge)
Design of Abutment
1) Assumption of Preliminary Dimension
2) Checking for Stability against overturning, base pressure and Sliding
a) Stability against overturning:
The factor of safety against overturning should be grater than 2.0
b)Stability against base pressure:
The maximum base stress should be less than the safe bearing
capacity of soil.
c) Stability against Sliding:
The factor of safety against sliding should be more than 1.5
3) Structural design of various component
Details of Abutment
 Drainage behind Abutment
(Ref:IRC:78-2014,Appendix-6)
Filter Media and Weep holes
Filter Media : A layer of filter material well packed to a
thickness of 600mm with smaller size towards the soil and
bigger size towards the wall shall be provided over the
entire surface behind abutment,wing/returns walls to the
full height.
Drainage behind Abutment
Weep Holes: Adequate number of weep holes
not exceeding one metre spacing in both
directions sholuld be provided to prevent any
accumulation of water and building up of
hydrostatic pressure behind walls. The weep holes
should be provided above low water level.
 Back fill Behind Abutment
(Ref:IRC:78-2014,Appendix-6)
 Return wall
 A vertical wall adjacent to abutment generally parallel
to road to retain approach embankment and raised up
to the top of road
 In addition to the earth pressure, return walls are
designed to withstand a live-load surcharge equivalent
to 1.2m height of earth fill (Ref: Cl.no.707.6.9 of
IRC:78-2014)
 Return walls are provided at right angle to the
abutments.
Wing walls
 A wall adjacent to abutment with its top upto road top
level near abutment and sloping down up to ground
level or a little above at the other end.
 These are generally at 450 to the alignment of road or
parallel to the river and follows profile of earthen
banks.
 Wing walls provide smooth entry of water into the
bridge site and provide support and protect the
embankment.
Wing walls(contd..)
Wing walls(contd..)
 The wing walls are designed primarily to withstand
earth pressure in addition to self weight.
 Wing walls shall be of sufficient length to retain the
roadway to the required extent and to provide
protection against scour.
 The top of the wing/return walls shall be carried
above the top of embankment by at least 100mm to
prevent any soil from being blown or washed away
by rain over its top(Ref:Cl.710.6 of IRC:78-2014)
Classification of wing walls
Wing walls are classified according to their position
in plan with respect to banks and abutments.
1. Straight wing walls: used for small bridges, on drains with
low banks
2. Splayed wing walls: used for bridges across rivers.They
provide smooth entry and exit to the water. The splay is
usually 450 .Their top width is 0.5m,face batter 1 in 12 and
back batter 1 in 6, weep holes are provided.
3. Return Wing walls: used where banks are high and hard
or firm. Face is vertical and back battered 1 in 4.
4.Fly wing walls
Fly wing walls
 These are the wing walls cantilevering from
abutment/return wall. Also called butter fly wing
walls.
 They are provided when approach embankment height
is not very high and there is no problem of errosion of
earthen embankment during flood.
 The length of fly wing walls /cantilever return walls
where adopted should not be more than 4.0m.
Fly wing wall
 Approach slab
 An approach slab is a transition slab of
reinforced concrete laid on immediate
approaches to a bridge with one end resting
on dirt wall/abutment.
Function of approach slab
 The approach slab which is usually provided on either
side of bridge, function as an interface between the
bridge structure and approach roadway.
 The slab serves to minimize bumps to traffic and the
resulting impact to abutment due to potential
differential settlement between the approach
embankment and the abutment.
IRC Provision for approach slab
 The minimum length of approach slab shall be 3.5m .
 Minimum grade of concrete: RCC M-30
 The slab should cover full width of the roadway and
shall have a minimum thickness of 300mm at the ends
with maximum thickness adjusted to suit the cross
camber.
Approach slab
 MINISTRY DRAWINGS
(for Super-structure of Bridges)
 Here Ministry means Ministry of Road Transport &
Highway,Govt. of India, New Delhi.
 Indian Road Congress(IRC) on behalf of Ministry, has
published a number of Standard Plans of
Superstructure for Highway Bridges for practicing
engineers for preparation of estimates and
construction in the field.
MINISTRY DRAWINGS (contd..)
(for Super-structure of Bridges)
 The Standard plans contain a series of standard
drawings for Solid Slab type superstructure, R.C.C T-
Beam & Slab type superstructure and PSC Girder& RC
Slab composite superstructure etc.
 The standard plans also contain drawings of bearing,
wearing coat, railings and Miscellaneous items etc
 MINISTRY DRAWINGS (contd..)
(for R.C.C Slab Super-structure)

 Standard plans for 3.0m to 10.0m Span

Reinforced Cement Concrete Solid Slab
Structure with and without footpaths for
Highways.
MINISTRY DRAWINGS (contd..)
(for R.C.C Slab Super-structure)
Ministry Drawing(RCC Slab Bridge)
Ministry Drawing(RCC Slab Bridge)
 MINISTRY DRAWINGS (contd..)
(for R.C.C T-Beam & Slab Super-structure)

 Standard plans for Highway Bridges

R.C.C.T-Beam & Slab Superstructure-Span
from 10m to 24m.
 MINISTRY DRAWINGS (contd..)
(for R.C.C T-Beam & Slab Super-structure)
Thank You