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CHAPTER 1
INTRODUCTION
1. General
A Bridge is a structure providing passage over an obstacle without closing the way
beneath. The required passage may be for a road, a railway, pedestrians, a canal or a pipeline.
The obstacle to be crossed may be a river, a road, railway or a valley.
Bridges range in length from a few metre to several kilometre. They are among the
largest structures built by man. The demands on design and on materials are very high. A
bridge must be strong enough to support its own weight as well as the weight of the people
and vehicles that use it. The structure also must resist various natural occurrences, including
earthquakes, strong winds, and changes in temperature. Most bridges have a concrete, steel,
or wood framework and an asphalt or concrete road way on which people and vehicles travel.
The T-beam Bridge is by far the Most commonly adopted type in the span range of 10 to 25
M. The structure is so named because the main longitudinal girders are designed as T-beams
integral with part of the deck slab, which is cast monolithically with the girders. Simply
supported T-beam span of over 30 M are rare as the dead load then becomes too heavy.
Deck slab
ii.
iii.
iv.
Page 1
v.
vi.
Wearing coat
ii)
iii)
iv)
Foundations for both abutments and piers may be of the type open, well, pile, etc.
Apart from the above, river training works and the approaches to a bridge also form a part
of a bridge works.
Girder Bridge
ii)
Truss Bridge
iii)
Arch Bridge
iv)
Cantilever Bridge
v)
Suspension Bridge
vi)
Cable-stayed Bridge
vii) Movable Bridge
viii)
Slab Bridge
1.2.1Girder Bridges
There are two main types of girder bridges. In one type, called a box girder bridge, each
girder looks like a long box that lies between the piers or abutments. The top surface of the
bridge is the roadway. Box girder bridges are built of steel or concrete. In the other type of
girder bridge, the end view of each girder looks like an I or a T. Two or more girders support
DEPT. OF CIVIL ENGG; UVCE
Page 2
the roadway. This type of bridge is called a plate girder bridge when made of steel, a
reinforced or prestressed concrete girder bridge when made of concrete, and a wood girder
bridge when made of wood.
ii.
iii.
iv.
v.
Climatic conditions
vi.
Hydraulic data
vii.
viii.
Labour available
ix.
x.
Maintenance provisional
xi.
Page 3
xii.
xiii.
Strategic consideration
xiv.
Economic consideration
xv.
Aesthetic consideration
I.
First of all the required formation level is found out. On knowing this the permissible
structural depth is established. This is done after taking into account the following
two things : ( i ) Minimum vertical clearance required taking into account the
difference between the affluxed high flood level and the soffit of the deck. ( ii )
Thickness of wearing coat required below the formation level.
II.
Considering the depth of foundations, the height of deck above the bed level and low
water level, average depth of water during construction season, the type of bridge,
span lengths, type of foundations, cross section of the deck, method of construction
and loading sequence.
III.
Trial cross sections of the deck, sizes of various elements of the substructure and
superstructure are decided upon and drawn to arrive at the preliminary general
arrangement of the bridge. Various trials lead to a structural form with optimum
placements of its load masses. Relative proportions and sizes of certain members as
well as their shapes are decided upon and drawn to a certain scale on this drawing.
The type of bearing to be used along with their locations depending the support
system is also established. The main basis of the general arrangement drawing of a
bridge structure is a quick preliminary analysis and design of the member sections.
This is essential for forming the basis of the detailed to be carried later on depending
upon the requirements of the project.
Page 4
i) Analyse and design the transverse-deck-slab and its cantilever portions, unless the
superstructure is purely longitudinally reinforced solid slab with no cantilevering
portions. This is necessitated so as to decide the top flange thickness of the deck
section which is essential to work out the deck section properties for the subsequent
longitudinal design.
ii) Compute the dead load and live load bending moments at each critical section.
iii) In order to determine the maximum and minimum live load effects that a particular
longitudinal can receive, carry out the transverse load distribution for live load placed
in various lanes.
iv) This may be done by Courbon's method, Little and Morice's method, Hendry and
Jaeger methods.
v) Alternatively, use may be made to the Plane-Grid method which involves using one
of the many standard computer programs (.e.g. STAAD program). The Plan Grid
method is basically a finite element method. Though time consuming in writing the
input data, it is nevertheless very useful for the purpose of analysis. For wide and
multi-cell boxes and transverse live load distribution may be studied by the finite
element method but it is time consuming.
vi) Design against bending of critical sections, in reinforced or in prestressed concrete as
the case may be.
vii) Work out dead load and live load shear forces at each critical section in the
longitudinals of the deck and design the sections and reinforcements for effects of
torsion and shear, if required.
ii.
an orthotropic plate
iii.
loads between longitudinals has to be determined. When there are only two longitudinal
DEPT. OF CIVIL ENGG; UVCE
Page 5
girders, the reactions on the longitudinals can be found by assuming supports of the deck slab
as unyielding. With three or more longitudinal girders, the load distribution is estimated
using any one of the above rational methods.
By using any one of the above Methods, the Maximum reactions factors for
intermediate and end longitudinal girders are obtained. The bending Moments and shears are
then computed for these critical values of reaction factors. The above three Methods make
simplifying assumptions relating to the structure and loading. These assumptions introduce
errors but Make these Methods amenable to calculators and graphs. In relative comparison to
this the grillage Method of analysis, pioneered by Lightfoot and Sawko requires lesser
simplifying assumptions.
CHAPTER 2
LOADS
DEPT. OF CIVIL ENGG; UVCE
Page 6
Dead Loads: Unit weight for Dead Loads has been considered by adopting unit
weights as per IRC 6:2000 (Standard Specifications and Code of Practice for Road
ii)
iii)
iv)
CHAPTER 3
Design of Superstructure
3. Preliminary Design Details
DEPT. OF CIVIL ENGG; UVCE
Page 7
Steel Fe 415
Page 8
Page 9
u
B
1
2.5
2.5
3.742
= 0.4
and
V
L
3.75
3.742
=1
= 0.67
Page 10
1.45
2.0
= 0.705M .
A
L ] + bw
3.442
2.1
= 1.64
DEPT. OF CIVIL ENGG; UVCE
Page 11
= 350/4.94
= 70.85KN
Shear Force
x=
0.15
0.9
; y=
2
2
x=0.075 M ; y =0.45 M
u 1=0.45 M ; v 1=0.3 M
Page 12
Page 13
B
2.1
=
=0.61
L 3.442
From Pigeauds Curves by interpolation
u
v
k=0.61, B =0.5 , L =0.44
k=0.6,
M1= 13x10-2,
M2= 8.6x10-2
k=0.61,
M1= 13x10-2,
M2= 8.5x10-2
-2
k=0.707,
M1= 12.6x10 , M2= 8.6x10-2
M1= 13x10-2 M2= 8.6x10-2
Multiply these by y(u1+x)=0.45(0.45+0.075)=0.24
M1= 13x10-2 , M2= 2.07x10-2
Step 4: Find M1 and M2
U 2 ( x )=2 ( 0.075 ) = 0.15M
V 2 ( v 1+ y ) =2 ( 0.3+ 0.45 ) = 1.5M
u 0.15
=
=0.072
B 2.1
v
1.5
=
=0.44
L 3.442
B
2.1
=
=0.61
L 3.442
From Pigeauds Curves by interpolation
u
v
k=0.61, B =0.5 , L =0.44
k=0.6,
M1= 16.5x10-2, M2= 5.5x10-2
k=0.61,
M1= 16.7x10-2, M2= 6.0x10-2
k=0.707,
M1= 18x10-2,
M2= 6.0x10-2
M1= 16.7x10-2 M2= 6.0x10-2
Multiply these by x(u1+y) = 0.075(0.3+0.45) =0.057
M1= 0.96x10-2 M2= 0.035x10-2
Design M1 = 0.048+0.00714-0.0312-0.0096
M1 = 0.01434 KN-M
Design M2 = 0.0224+0.0032-0.0207-0.0035
M1 = 0.0014 KN-M
W
M1+0.15 M2)
MB due to single load =
u1v1
=22KN-M
Page 14
W
M1+0.15 M2)
u1v1
=5.26KN-M
Applying the effect of continuity and Impact
Final MB=22x0.8x1.25=22KN-M and ML= 5.26 x 1.25 x 0.8 =5.26KN-M
Case 2)
i) Effect of wheel no 2 of both the axles: When wheel no 2 of both axles are centrally
placed with respect to y axis. The effect of these
loads can be found as a difference of two centrally
placed loads on area (1.5x0.45) and (0.9x0.45)
Step 1: Find M1 and M2
u 0.45
=
=0.22
B 2.1
v
1.5
=
=0.44
L 3.442
B
2.1
=
=0.61
L 3.442
W
M1+0.15 M2)
MB due to single load =
u1v1
=43KN-M
Page 15
W
M1+0.15 M2)
u1v1
=20.5KN-M
For larger load,
u 0.45
=
=0.22
B 2.1
v
1.5
=
=0.26
L 3.442
B
2.1
=
=0.61
L 3.442
u
v
=0.22
=0.26
k=0.61, B
, L
k=0.6,
M1= 16.0x10-2, M2= 7.0x10-2
k=0.61,
M1= 16.2x10-2, M2= 7.4x10-2
k=0.707,
M1= 18.0x10-2, M2= 10.5x10-2
M1= 16.2x10-2 M2= 7.4x10-2
W
M1+0.15 M2)
MB due to single load =
u1v1
=32.5KN-M
ML due to single load =
W
M1+0.15 M2)
u1v1
=18.5KN-M
Net Moment MB1 = 43-32.5=10.5KN-M
ML1 = 20.5-18.5 = 2KN-M
i)
Effect of wheel no.1 of both axles : wheel no1 are not centrally placed on any of the axes
hence their effect will be analysed by treating each load as eccentrically placed.
u1= 0.45M, v1=0.3M, x = 0.375M, y = 0.45M
Step1: Find M1 and M2 for u=2(u1+x) = 2(0.45+0.375) = 1.65
v = 2(v1+y) = 2(0.3+0.45) = 1.5
By Interpolation of values for k, u/B and v/L, we get
M1 = 9.0x10-2 and M2= 4.6x10-2
Multiply by (u1+x)(v1+y) = 0.62
M1= 0.056KN-M and M2 = 0.03KN-M
Step2: Find M1 and M2 for u=2(x) = 2(0.375) = 0.75
v = 2(y) = 2(0.45) = 0.9
DEPT. OF CIVIL ENGG; UVCE
Page 16
2W
M1+0.15 M2)
MB2 due to single load =
u1v1
=5.28KN-M
ML2 due to single load =
2W
M1+0.15 M2)
u1v1
=6.23KN-M
ii) Effect of wheel no 3 of both axles
u1=0.45, v1= 0.3, x=0.775, y=0.45
Step1: Find M1 and M2 for u=2(u1+x) = 2(0.45+0.775) = 2.45M
v = 2(v1+y) = 2(0.3+0.45) = 1.5
By Interpolation of values for k =,0.61 u/B = 1 and v/L = 0.44, we get
M1 = 7.5x10-2 and M2= 4.0x10-2
Multiply by (u1+x)(v1+y) = 0.92
M1= 0.07KN-M and M2 = 0.0377KN-M
Step2: Find M1 and M2 for u=2(x) = 2(0.775) = 1.55
v = 2(y) = 2(0.45) = 0.9
By Interpolation of values for k =,0.61 u/B = 0.74 and v/L = 0.26, we get
M1 = 9.9x10-2 and M2= 7.1x10-2
Multiply by (xy) = 0.348
M1= 0.035KN-M and M2 = 0.025KN-M
DEPT. OF CIVIL ENGG; UVCE
Page 17
2W
M1+0.15 M2)
MB3 due to single load =
u1v1
=15.36KN-M
ML3 due to single load =
2W
M1+0.15 M2)
u1v1
=8.3KN-M
Final bending Moment for case ii
MB= MB1+ MB2+ MB3
ML = ML1+ ML2+ ML3
MB = 31.14KN-M
ML = 16.53KN-M
Case 3: Loads placed as per figure:
Page 18
Page 19
Net Moments,
MB4 = (76.2-60) = 3.4KN-M and ML4 = (30-28.00) = 1.0 KN-M
v) Effect of wheel load 1 of axle 2:
u1= 0.45; v1= 0.30; x = 0.37; y = 1.045
Step1: Find M1 and M2 for u=2(u1+x) = 2(0.45+0.775) = 1.64
v = 2(u1+y) = 2(0.3+1.045) = 2.69
By Interpolation of values for k =,0.61 u/B = 0.8 and v/L = 0.8, we get
M1 = 7.0x10-2 and M2= 2.67x10-2
Multiply by (u1+x)(v1+y) = 1.11
M1= 0.077KN-M and M2 = 0.03KN-M
Step2: Find M1 and M2 for u=2(x) = 2(0.775) = 0.74
v = 2(y) = 2(1.045) = 2.09
By Interpolation of values for k =,0.61 u/B = 0.35 and v/L = 0.61, we get
M1 = 12.0x10-2 and M2= 4.5x10-2
Multiply by xy = 0.39
M1= 0.0468KN-M and M2 = 0.02KN-M
Step3: Find M1 and M2 for u = 2(u1+x) = 2(0.45+0.775) = 1.64
v = 2(y) = 2(1.045) = 2.09
By Interpolation of values for k =,0.61 u/B = 0.8 and v/L = 0.61, we get
M1 = 8.0x10-2 and M2= 3.9x10-2
Multiply by y(u1+x) = 0.86
M1= 0.069KN-M and M2 = 0.034KN-M
Step4: Find M1 and M2 for u=2(x) = 2(0.775) = 0.74
v = 2(v1+y) = 2(0.3+1.045) = 2.69
By Interpolation of values for k =,0.61; u/B = 0.35 and v/L = 0.8, we get
M1 = 10.4x10-2 and M2= 3.3x10-2
Multiply by x(v1+y) = 0.5
M1= 0.052KN-M and M2 = 0.0165KN-M
Design M1 = 0.077+0.0468-0.069-0.052 = 0.0028
M2 = 0.03+0.02-0.034-0.0165 = 0
MB5 = 0.78KN-M and ML5 = 0.17 KN-M
vi) Effect of wheel load 3 of axle 2:
u1= 0.45; v1=0.3; x=0.77; y=1.045
Step1: Find M1 and M2 for u=2(u1+x) = 2(0.45+0.775) = 2.44
v = 2(v1+y) = 2(0.3+1.045) = 2.69
By Interpolation of values for k =,0.61; u/B = 1 and v/L = 0.8, we get
M1 = 5.8x10-2 and M2= 2.3x10-2
Multiply by (u1+x)(v1+y) = 1.641
M1= 1.0KN-M and M2 = 0.038KN-M
Step2: Find M1 and M2 for u=2(x) = 2(0.775) = 1.54
DEPT. OF CIVIL ENGG; UVCE
Page 20
4.2 Live Load Shear Force due to IRC Class AA Wheeled Vehicle
DEPT. OF CIVIL ENGG; UVCE
Page 21
W 3
( 2 2 +2 )
2
RA=
20.84
( 0.24 3 2 0.24 2 +2 )
2
R A =20.24 KN
RA=
W
( 2 2 3 )
2
Page 22
RB =
20.84
( 2 0.24 2+ 0.24 3 )
2
RB =1.05 KN
R A =W 2 33 2+
+1
2
4
2
+1
2
4
3
R A =47.1 KN
RB =W R A
R A =62.547.1=15.4 KN
Page 23
W 3
( 2 2 +2 )
2
RB =
62.5
( 0.43 32 0.43 2 +2 )
2
RB =53.43 KN
RA=
W
( 2 2 3 )
2
RA=
62.5
( 2 0.43 20.43 3 )
2
R A =9.1 KN
The values of effective width, reactions and shear force are tabulated below
Load (KN)
W1=30.52
W2=62.5
W3=62.5
X(M)
0.25
0.65
0.45
e1= k x X1x{1-(0.25/2.1)} + W
DEPT. OF CIVIL ENGG; UVCE
e(M)
0.86
1.319
1.2
R A (K
N)
20.29
47.1
53.43
RB (K
N)
1.05
15.4
9.1
Total
F A (K
N)
23.53
35.71
44.53
103.77
F B (K
N)
1.22
11.68
7.59
20.48
=0.86M
hence k=2.536
Page 25
Page 26
Fig 5: Position of wheel load for Shear force for Class A vehicle
W 3
( 2 2 +2 )
2
RA=
57
( 0.524 3 2 0.524 2+2 ) = 45.54KN
2
RB =
W
( 2 2 3 )
2
RB =
W
( 2 0.524 2 0.524 3 ) = 11.5KN
2
45.45
1.315
Page 27
= 51.84KN
= 36.00KN-M
= 138KN
Page 28
CHAPTER 4
DESIGN OF DECK SLAB
Grade of concrete = M30
Grade of Steel = Fe415
cbc =10 N /mm
st =200 N /mm
, Modular ratio, M = 10
4.1 Constants:
n=
1
1
=
=0.34
st
200
1+
1+
10 10
m. cbc
j= 1
M
36 10 6
=
=154.25 mm
Q b
1.513 1000
d provided=225 MM
Page 29
M
36 106
2
=
=890 MM along M B
st jd 200 0.89 225
M
2210
=
=550 MM 2 along M L
st jd 200 0.89 225
S v=
1000 201
890
S v =225 mm c /c
Hence provide 16MM diameter bars at 150MM c/c
Sv=
1000 113
550
S v =205 mm c /c
Hence provide 12MM diameter bars at 150MM c/c
Page 30
CHAPTER 5
LONGITUDINAL GIRDER AND CROSS GIRDER DESIGN
5.1 Reaction Factor Bending Moment in Longitudinal Girders by
Courbonss
Method
w
2
Page 31
x 2=(2.5)2
(0)2+(2.5)2=2(2.5)2=12.5 m
x=0
Therefore,
RA=
RA=
P
n
1+
nex
x2
4P
3 1.1 2.5
1+
3
2(2.5)2
R A =0.5536 W
and
RB = 0.3333W
x 2=(2.5)2
w
2
(0)2+(2.5)2=2(2.5)2=12.5 m
Page 32
x=0
Therefore,
RA=
RA=
P
n
1+
nex
x2
4P
3 0.8 2.5
1+
3
2( 2.5)2
4P
[ 1+0.48 ]
3
4P
[ 1.48 ]
3
1.9734 P
0.9867 w
RB =
4P
[ 1+0 ]
3
RB =
4P 4 w
= =0.67 w
3 3 2
RB =0.67 w
Therefore
Impact factor
4.5
4.5
=
=0.182
6 + L 6+ 18.71
Page 33
of the loads along the span. For maximum B.M. at a given section: The maximum B.M.
at any section of a simply supported beam due to a given system of point loads crossing
the beam occurs when the average loading on the portion left is equal to the average
loading to the right of it, when section divides the load in the same ratio as it divides the
span. To get the maximum B.M. at a given section, one of the wheel loads should be
placed at the section. We shall try these rules for both Class A loading as well as Class
AA Tracked loading.
5.2.1 Class A Loading:
5.2.2 Maximum Live Load Bending moment at the mid span i.e. L/2: The below
figure shows the Influence Line Diagram.
Load No.
W1
W2
W3
Load Value
Ordinate
3.885
4.678=1.93 m
9.355
27kN
4.955
4.678=2.48 m
9.355
27kN
8.155
4.678=4.1 m
9.355
114kN
Page 34
Moment
52.11KN-M
67KN-M
468KN-M
W4
W5
W6
4m
114kN
5.055
4.678=2.53 m
9.355
68kN
2.055
4.678=1.1 m
9.355
68kN
456KN-M
173KN-M
75KN-M
Total1291.11KN-M
Bending Moment, BM, including Impact Factor and Reaction factor for
Outer girder =1291.11 1.182 0.9867=1506 KN M
Page 35
Load No.
Load Value
W1
W2
27kN
27KN
Ordinate
2.71625
4.39=1.7 m
7.01625
3.81625
4.39=2.39 m
7.01625
Moment
46KN-M
W4
64.53KN-M
W5
W6
W7
68KN
68KN
68KN
including
Impact
Factor and
114KN
114KN
Moment,
BM,
4.39 m
W3
Bending
501KN-M
10.5
4.39=4.0 m
11.7
6.19375
4.39=2.33 m
11.7
3.2
4.39=1.2m
11.7
0.19375
4.39=0.073 m
11.7
Reaction
factor for
456KN-M
159KN-M
82KN-M
5KN-M
=1314KN-M
Total
Page 36
Load No.
Load Value
Ordinate
Moment
Bending
2.05 m
W3
W4
114KN
114KN
234.00KN-M
15.17
2.05=1.9 m
16.37
BM,
217.00KN-M
68KN
W6
68KN
7.87
2.05=0.99 m
16.37
67.32 KN-M
W7
68KN
4.87
2.05=0.61 m
16.37
42.00KN-M
W8
68KN
1.87
2.05=0.24 m
16.37
including
Impact
Factor and
10.87
3.05=2.025 m
16.37
W5
Moment,
138.00KN-M
Reaction
factor for
16.40KN-M
TOTAL 715.00KN-M
Page 37
Load No.
Load Value
W1
27kN
W2
27KN
Ordinate
3.395
4.67=1.782 M
8.895
4.495
4.67=2.39 M
8.895
Moment
48.20KN-M
64.00KN-M
7.695
4.67=4.04 M
8.895
W3
114KN
461KN-M
4.67 M
W4
W5
W6
114KN
68KN
68KN
533KN-M
4.595
4.67=2.2 M
9.815
1.595
4.67=0.76 M
9.815
150KN-M
52KN-M
=1308.2KN-
Total
Bending Moment, BM, including Impact Factor and Reaction factor for
Outer girder =1.182 1.821308.2=834.00 KN-M
Page 38
Load Value
Ordinate
Moment
3.77 +4.67
=4.22 M
2
700KN
2954KN-M
Bending Moment, BM, including Impact Factor and Reaction factor for
Outer girder =1.10 0.5336 2954=1800.00 KN-M
Inner girder =1.10 0.3333 2954=1083
KN-M
Load Value
700KN
Ordinate
Moment
4.4+3.56
=3.98 M
2
2786KN-M
Bending Moment, BM, including Impact Factor and Reaction factor for
DEPT. OF CIVIL ENGG; UVCE
Page 39
Load Value
700KN
Ordinate
Moment
3.51+ 4.678
=4.094 M
2
2866KN-M
Bending Moment, BM, including Impact Factor and Reaction factor for
Outer girder =1.10 0.5336 2866=1746.00 KN-M
Inner girder =1.10 0.3333 2866=1051 KN-M
Page 40
Load No.
Load Value
700KN
Ordinate
2.05+ 1.656
=1.853 M
2
Moment
1298KN-M
Bending Moment, BM, including Impact Factor and Reaction factor for
Outer girder =1.10 0.5336 1298=791.00 KN-M
Inner girder =1.10 0.3333 1298=476
KN-M
Page 41
Fig 5.3: Class AA tracked Wheel load position for Live loaf shear force
P1=
1.675
P=0.8 P
2.1
P2=
0.425 1.725
+
=1.03 P
2.1
2.1
P3=
0.375
P=0.18 P
2.1
Reactions at end of each Longitudinal Girder due to transfer of these loads at 1.8M from left support
RA' = 0.374P
RD' = 0.347P
RB' = 0.535P
RE' = 0.495P.
RC' = 0.093P
RF' = 0.087P.
The load RD, RE, RF should be transferred to the cross girders as per Courbons Theory
W =0.347 P+ 0.495 P+ 0.087 P
Page 42
W =0.929 P
W2= 22.6 2.6
R D=
R D=
P
n
1+
nex
x2
0.929 P
3 0.5877 2.5
1+
2
3
2(2.1)
C=0.464 P
R E=
R E=
P
n
1+
nex
x2
0.929 P
[ 1+ 0 ]
3
R E=0.31 P
These reactions
RD
and
RE
R A 18.71=R A 14.968
R A =0.8 RD R B=0.8 R E
R A =0.8 0.464 R D
R A =0.3712 P
RB =0.8 0.31 P
RB =0.3712 P
RA
0.3712 P+
Page 43
0.3712 P
B= RB' +
RB
0.535 P+
0.248 P
, But P = 350KN
5.4 Shear Force Intermediate Points: Shear at other points will be found on the basis
of the same reaction coefficients as found for B.M. Thus for Class AA Tracked loading,
reaction coefficient for outer girder = 0.5536W and for inner girder = 0.3333W
5.4.1 Shear Force at Mid span:
1 1 1 5.755
+
700
2 2 2 9.355
1 1
+0.31 700
2 2
284 KN
Page 44
1 5 5 8.09
+
700
2 8 8 11.69
1 1
+0.44 700
2 2
371 KN
1 3 3 10.432
+
700
2 4 4 14.032
Page 45
1 1
+2.23 700
2 2
458 KN
ii)
cantilever portion.
Class A Loading:
Page 46
0.875
1.05
0.275) = 1.05M
47.5 0.875
+
0.925
2
DL/M run(KN)
C.G from
Moment(KN
edge of
-M)
cantilever(
Crash Barrier
( 0.5 1 1 24 )=12 KN
M)
1.5
Wearing Coat
0.525
0.924
Slab
0.775
5.80
18.00
25.00KN-M
Total
21.18KN
Design Bending Moment = 25 + 33.7 = 58.7KN-M
Design Shear Force
= 21.18 + 77 = 98.18KN
Check for depth (MB):
Page 47
d provided=
M
58.7 106
=
=154.25 mm
Q b
1.513 1000
d provided=196 MM
d provided >d required
Provide 200MM overall depth using 40MM
d required =200408=152 MM
Area of steel required=
S v=
M
58.7 106
2
=
=1466 MM
st jd 200 0.89 225
1000 201
1466
S v =137 MM
Hence provide 16MM diameter bars at 100MM c/c
2.
7.05 KN / M M 2
4.
42.43
=14.15 KN /M M 2
3
Page 48
KN /M
11.
10.8) = 15.12KN
Reaction,
1
R A =RB = ( 4 15.12+18.71 30.71 )
2
= 317.53KN
Bending Moment
Bending Moment at Mid Span
= (317.53 9.355 15.12(
-
3.742
)
2
[15.12(3.742+1.871)]
= 1513KN-M
Bending Moment at Quarter Span
15.12(30.71 5.613 5.613)/2
= [317.53
]
(3.74 +1.871 )
= 1271KN-M
Shear Force
Shear Force at support,
RC =317.53 KN
317.5315.12( 30.715.613 )
th
span
=131KN
317.5315.12( 30.717.02 )
=87KN
= 317.5315.1215.12( 30.71 9.355 )
=0KN
1513+1800=3313 KN M
1271+ 1746=3017 KN M
317.53+287=605 KN
Page 49
131+ 279=410 KN
87+226=313 KN
173+0=173 KN
For beams, M30 concrete will be used and the Outer girder will be designed as T-beam
having a depth of rib = 1.725M
Total depth = 1.725 + 0.225 = 1.95M
Let us assume an effective depth = 1.725-0.120 = 1.605M
M
3313 106
A st =
=
=11467 M M 2
st j d 200 0.9 1605
A st =9651 M M 2 and
A st =1964 M M
Arrange these bars in 4 layers with spacing between bars equal to largest diameter bar used
i.e.32MM
Clear cover = 40MM
Height of C.G of bars from bottom of bars = (40+12+32X2)
= 148MM
d= 1725-148=1577MM <1605MM, hence ok
Depth of Neutral Axis: Flange width will be the least of the following
a. 12ds+ br = 12 x 225 + 400 = 3100MM
b. c/c spacing = 2500MM
c. Span/3 = 18.71/3 = 6236.66MM
Hence Flange width = B=2500MM
2. Let depth of Neutral axis be N lying in web
ds
B ds n 2 =m A st (d n)
Page 50
d
1577
=
=526 MM
st
200
1+
1+
10 10
m. cbc
Actual Neutral axis falls above the critical neutral axis therefore, the stress in the steel
2
reaches the Maximum value first hence st =200 N / M M
n
c= st
M (dn)
200
361
10 (1577361)
5.94 N / M M 2
Similarly,
c 1=
nD f
c
n
c 1=
361225
5.94
361
2
= 0.38 N / M M
y=
c +2 c1 Df
c+ c 1 3
y=
( )
( )
M r= st A st a
M r=
M r=3434.34 KN M<3313 KN M
Area of steel required
Page 51
3017 106
=10,443 mm2
200 11467 1497.49
355.67
3.142 32
2.
173 10
=0.25 K N /M M 2 , hence shear
400 1700
313 103
=0.46 K N / M M 2 , hence provide shear
400 1700
reinforcement.
Approximate distance from support at which shear stress is 0.5 N / M M
= (9.455+7)=8.23M
Let us bend up 2 bars at a time at a spacing of 0.707a i.e. = 0.707x0.9x1605=1021.26MM
Bend 2 bars at a time, spacing = 1020MM
If 5 bars are bent up, effective distance = 5 x 1.020 = 5.1M from support
Shear taken up by 4bent bars of 32MM = 4 x 805 x 200 x Sin(45)
= 455KN
Page 52
Net remaining shear at support for which shear reinforcement has to be provided
= 605-450=150KN
Spacing , S v =
Hence provide 10MM diameter at 180MM c/c at support i.e. up to 4.08M. After 4.08M only
2 bars will be effective.
3
At quarter span, remaining shear =410 10
455 10 3
2
182.5 kN
292.49 mm
Hence provide 2L-10MM diameter bars at 200MM c/c from 4.08M to 5.1M
Beyond 5.1M no bent up bars are available. Therefore, shear at 3/8 span
i.e.,
3
18.71=7.02=313 kN
8
170.54 mm
Page 53
Summary:
Provide 10MM 2L diameter at 180MM c/c from support upto 4.08M
Provide 10MM 2L diameter at 200MM c/c from 4.08M to 5.1M
Provide 10MM 2L diameter at 180MM c/c from 5.1M to 7.02M
Provide 10MM 2L diameter at 180MM c/c from 7.02M to 8.02M
Provide 10MM 2L diameter at 180MM c/c for remaining length.
M =2596 10
A st =
2596 106
200 0.9 1605
2
8986 mm
A st at quarter span=
A st =9651 mm2
2322 106
=8039 mm2
200 0.9 1605
Page 54
Shear=
620 103
=414
1 0.9 1665
414
=4.1
32
620 103
=1.24 N / MM 2 (Shear reinforcement needed)
300 1665
3
v at centre=
v at
105 10
=0.21 N /MM 2
300 1605
3
223 103
span=
=0.46 N / MM 2 (However provide shear reinforcement)
8
300 1605
32 mm=455 KN
Sv=
Hence provide 10MM-2L bars at 180MM c/c from support up to 4 1.02=4.08 m from
support after 4.08M
DEPT. OF CIVIL ENGG; UVCE
Page 55
At quarter span,
Sv=
300
455
=72.5 kN
2
5.9Design of cross-girder
Page 56
Dead load
Cross girder are placed at 3.742M c/c
Dimension 3 1275
Weight of rib 0.3 1.275 m 24=9.18 kN /m
2
Dead weight from slab and wearing coat 7.05 kN /m
1
Dead load on each cross girder 2 2.5 1.25
2
3.125 7.05
22.1 kN
Assuming this to be uniformly distributed, dead load per meter run of girder
22.1
=8.84 kN /m
2.5
Page 57
Live Load: Maximum bending Moment and shear force due to Class AATracked Loading
700 2.842
=498 KN
4
498
1.475=245 KN M
3
Page 58
498
=166 KN
3
45.7319.61
= 26.12KN-M
Total Bending Moment = LL BM +DL BM
270+26.12=297 KN M
498
1.1=183 KN
3
Section Design:
Total depth = 1500MM, Effective Depth = 1440MM
A st =
297 106
=1146 MM 2
200 0.9 1440
0.49 N / M M <
But
v
bd
max
214 103
300 1440
ok
N
,
= 0.34 M M 2 hence provide shear reinforcement.
Page 59
Sv=
CHAPTER 6
CONCLUSION
The analysis and design of Deck slab and T-Beam of a Bridge has been carried out manually
as per IRC guidelines and the following results have been noted.
1. Live Load due to Class AA Wheeled Vehicle produces the severest effect.
2. Shear Force due to Class AA Wheeled Vehicle is very high.
3. Bending Moment in the Inner girder is lesser than the Outer girder hence lesser
reinforcement in inner girder when compared to outer girder.
4. The design of the deck slab and T- beam has been manually done keeping in view the
above results.
Page 60
REFERENCES
1) Indian Road congress, IRC: 6-2000, Standard Specifications and Code of Practice for
Road Bridges Section: II, Loads and Stresses, 4th revision.
2) Indian Road congress, IRC: 21-2000, Standard Specifications and Code of Practice for
Road Bridges Section: III, cement concrete (plain and reinforced), 3rd revision.
3) Dr. D. Johnson Victor, Essentials of Bridge Engineering, Oxford and IBH Publishing Co.
4) Dr. N. Krishna Raju, Design of Bridges ,Oxford and IBH Publishing Co. Pvt. Ltd
5) Mr. T.R. Jagadeesh and M.A. Jayaram, Design of Bridge Structures, Prentice Hall of
India Pvt. Ltd.
6) RCC Designs(Reinforced Concrete Structures) by Dr. B.C.Punmia, Ashok Kumar Jain,
Arun Kumar Jain, Tenth Edition, Laxmi Publications.
Page 61