GEM ENGSERV PVT. LTD.

CLIENT

NORTHEAST FRONTIER RAILWAY

PROJECT

DESIGN OF FOUNDATIONS FOR REBUILDING

OF BR. NO. 7 SPAN -2 x 30.5 M (STEEL GIRDER)
AT KM 4/7-8 BETWEEN STATION RAHA- PUY

SUBJECT

INCEPTION REPORT

Document no. NFR/BR-7/03

Revision Title Prepared By Checked By

0. For Approval

Total pages – 1 + 42 Approved

Gem Engserv Pvt. Ltd., A 210, The Great Eastern Chamber, Plot no. 28, Sector-11, CBD-Belapur,
Navi Mumbai – 400614 | Telephone No: +91-22-67216380 | Email: info@gemengserv.com, Website:
www.gemengserv.com
 TABLE OF CONTENTS

1. INTRODUCTION............................................................................................................................. 3
2. DESIGN SCOPE OF WORK............................................................................................................ 3
3. SITE PARTICULARS & STRUCTURE PROPOSALS .................................................................. 3
4. CODES AND SPECIFICATIONS ................................................................................................... 5
5. BRIDGES DESIGN CRITERIA ....................................................................................................... 5
5.1 Materials ................................................................................................................................... 5
5.2 Bearings ..................................................................................................................................... 6
5.3 Design Loads.............................................................................................................................. 6
1. INTRODUCTION
This design basis note pertains to the design of foundations for Railway bridge no. 7 span
-2 x 30.5 m (steel girder) at km 4/7-8 between station RAHA- PUY.
This deals with provisions for the detailed design of structures. This design basis note is
being submitted highlighting the proposed design methodology for the project. All design
work shall be performed taking into consideration this Design Basis Report.
Proposed works fall under the Lumding Division of NF Railways in Assam.

2. DESIGN SCOPE OF WORK

Structural Work in this section broadly includes Design and Construction of foundations
and substructure of piers and abutments of Railway bridge no. 7 span - 2 x 30.5 m (steel
girder) at km 4/7-8 between station RAHA- PUY.

3. SITE PARTICULARS & STRUCTURE PROPOSALS

Climatic condition Severe
Seismic zone as per IRS Seismic Code Zone V

Following are the particulars of the bridge structure.

Type of Structure : Single track electrified railway open web-girder bridge over
local river

Approximate Length : 64m along c/l of alignment

Alignment : Straight
Function : To carry a single electrified BG track
Foundation : Pile foundation at pier and abutment locations
Piers & pier cap : Single wall-type RCC pier with RCC pier cap and U-type RCC
abutment

No of Spans : Two spans of 30.5 m supported on one pier and two abutments.
Span Dimensions : 2 x 30.50 m
Details of Railway : As per the RDSO drawing No. RDSO/B-17161 to 17178 for
Deck Main Span steel truss of 3 0 .50 m length; 4.725m Clear width
between faces of main girders.

Sleepers : Steel channel sleepers with dampers on Main Span Steel Through
Truss

Rail Loadings : As per IRS Bridge Rules for 25t-2008 loading.

Additional load : Wind Loading as per IRS Bridge Rules, IS 875 (Part 3) & Seismic
Loading as per IRS Seismic Code (2017) & IS 1893:2016
 Bearings : Roller & Rocker bearing for steel trusses.
Materials : Concrete and Steel
Accessories : Expansion joints, drainage spouts, Hand railing, Inspection
platforms as per requirements.

Cross section at RFO location:

4. CODES AND SPECIFICATIONS
Codes and specifications used are listed below.
Indian Railway Standard Codes and Specifications (IRS)

 IRS Bridge Rules, specifying the loads for Design of Superstructure and substructure of
Bridges and for assessment of the strength of existing bridges.
 IRS Substructure Code - Bridge substructure and foundations code- code of practice for
the design of the substructure and foundation of Bridges adopted.
 Indian Railways Schedule of dimensions for Broad Gauge.
 IRS Concrete Bridge Code - Code of Practice of Plain/Reinforced and pre-stressed
concrete for general/bridge construction.
 Indian Railways Bridge Manual.
 RDSO‟ letter No. RDSO/CBS/Bearing dated 22-06-2011 – Guidelines for design
of Spherical and Cylindrical bearings.
 IRS Seismic Code - Code for Earthquake resistant design of railway bridges (adopted
2017).
 IRS Steel bridge code.

Indian Standards Codes & Specifications (IS)

 IS 456 - Plain and Reinforced Concrete

 IS 13920 - Ductile detailing of reinforced concrete structures subjected to seismic forces
 IS 1786 - High strength deformed steel bars & wires for concrete reinforcement
 IS 875 (Part III) – Wind Loading
 IS 1893 - Code for Earthquake resistant design of structures.
 IS 2911 – Pile Foundation

5. BRIDGES DESIGN CRITERIA

5.1 Materials
i. Concrete
The grade of concrete used shall be as follows:
 Pier cap, Abutment, Abutment cap & Pedestals - M35
 Pier shaft - M35
 Pile cap & Piles of foundation - M35
 PCC - M15
Instantaneous modulus: E is given as 5.2.2.1 of IRS-CBC-1997
 For fck = 35 MPa, E = 29500 MPa (Interpolated)
The flexural tensile strength of concrete (Cl. 5.2.1 of IRS CBC) shall be using the
following formula

For M35 Grade concrete the value shall be = 4.14 MPa.

Poisson’s ratio of concrete shall be = 0.15
Coefficient of thermal expansion of concrete shall be 1.17 * 10^-5 per degree. (Cl.
2.6.2 of IRS Bridge Rules)
For durability consideration, the environment to which concrete is exposed is
considered as severe. The design crack width shall be less than or equal to 0.2 mm (As
 per Table 10 of IRS CBC). The clear cover adapted to un-tensioned reinforcement based
on the above exposure criteria is as follows:
Slab 40 mm
Abutment / Abutment cap 50 mm
Pier / Pier cap 50 mm
Pile / Pile Cap 75 mm

ii. Reinforcement

High yield strength deformed (HYSD) Fe 500D grade bars conforming to IS 1786:2008
are proposed. Since the exposure condition is severe, a protective coating of cement
slurry is proposed as per cl. 7.1.5 of IRS Concrete Bridge Code.
Modulus of elasticity of Steel = 2 x 10^5 MPa. (Cl. 4.6.2.1 of IRS CBC)

Poisson’s ratio = 0.3

5.2 Bearings
Roller & rocker bearings as per RDSO are proposed for transferring the loads from
steel truss superstructure to the substructure.

5.3 Design Loads

All dimensions and units are in SI units. If there is a requirement for using data from the
code which is in MKS units, the same will be used by applying a conversion factor as
follows:
1 kg = 9.81 N

i. Dead Load and Superimposed Dead Load

Unit weights of building materials are adopted as per IS 875 (Part 1): 1987. Dead loads
shall be calculated based on the following densities of materials.

Material Density
Plain Concrete 24 kN/m3
Reinforced Cement Concrete (RCC) 25 kN/m3
Pre-stressed Concrete (PSC) 25 kN/m3
Steel 78.5 kN/m3
Ballast 18.8 kN/m3
Rail 68 kg/m
Guard rail 60 kg/m
Steel sleeper 3.71 kN/m
Sleeper density 1660 per km
Soil (Dry) 18 kN/m3
Soil (Saturated) 20 kN/m3
 Dead load of superstructure is considered as 74.624 tonnes with reference to drawing
RDSO/B-17161.

ii. Live Load

The bridge is designed for 25t-2008 loading, single line BG track, as per IRS Bridge
Rules. The maximum axle load is 25 tonnes. Equivalent Uniformly Distributed Loads
(EUDL) for ballasted decks is adopted as per IRS bridge rules for 25t-2008. The
standard loadings and EUDL’s on each track for calculating bending moments and
shear forces as specified in appendices XXII & XXV shall be followed.
The augmentation in load due to dynamic effects is considered by multiplying the live load
by a Coefficient of Dynamic Augment (CDA). The CDA is applicable upto 160 km/h on
BG as per cl. 2.4.2.1 (a) of IRS Bridge Rules, CDA is calculated as follows:

CDA = 0.15 + 8
(6+L)
L is the loaded length of span (m)
a. For calculating the reaction at the bottom surface of bed block, CDA shall be
multiplied by a factor of 0.5.
b. For calculating the pressure on top 3m of substructure below the bed block, CDA shall be
multiplied by 0.5 and uniformly decreased to zero within the next 3 m.

iii. Longitudinal Forces

The following longitudinal loads shall be considered (cl. 2.8 of IRS Bridge Rules).
(a) Tractive effort of the driving wheels of locomotives
(b) Braking force
The longitudinal forces due to tractive effort and braking forces are as per the
guidelines of IRS Bridge rules (Appendix –XXIV).
No dispersion of longitudinal force shall be considered as per Railway Board Order on
Item no. 924 of the minutes of the 76th Bridge Structure and Standard Committee
Meeting.
The braking and tractive forces are applied at the bearing level considering the rigidity of
superstructure for calculating the design forces in substructure and foundation.

Wind Loads

Wind forces on the structure shall be considered as per Clause 2.11 of IRS Bridge Rules. The basic wind
pressure is obtained from IS 875 (Part 3). When the wind pressure does not exceed 1.47 kN/m2 (cl.
2.11.2 of IRS Bridge Rules), the bridge is considered to carry live loads. If higher wind intensities are to
be considered, the bridge is analyzed for two conditions: (i) Actual wind intensity in the unloaded
condition (ii) Intensity of 1.47 kN/m2 with live loads.
7.2.12 Seismic Loads

I. Design and Detailing for Seismic Forces

General Principle

Earthquake design shall follow the “Indian railway standard code for

earthquake resistant design of railway bridges (seismic code) (adopted – 2017).

NOTE: However, for Load Combination of this Design Basis manual has to be followed. Also the
following clauses have to be followed in addition to the guidelines.

Fundamental Vibration Period Calculation

The fundamental period calculation is performed according to the Cl-7.1.1 of RDSOGuidelines on

seismic design of bridges for each pier is considered as a single degree of freedom oscillator with
mass placed at the Centre of Gravity (COG) of the deck. The fundamental natural period T (in
seconds) of pier/abutment of the bridge along a horizontal direction may be estimated by the
following expression:

T = 2.0*SQRT (W/ (1000 F))

W = Full Wight of the superstructure, 80% weight of substructure, and appropriate amount of live
load in kN.

F = Horizontal force in kN required to be applied at the centre of mass of superstructure for one
mm horizontal deflection at the top of pier/abutment for the earthquake in the transverse
direction, and the force to be applied at the top of the bearings for the earthquake in the
longitudinal direction.

Seismic Weight / Masses

Permanent masses (Self Weights, SIDL)

50% of Train mass shall be considered while evaluating time period / forces due to seismic in
transverse direction. This percentage is only for working out the magnitude of seismic force. Train
mass shall not be considered when acting in the direction of traffic i.e. longitudinal direction. In
both the seismic conditions (longitudinal as well as transverse), for calculating the stresses due to
vertical effect of live load, 50% of the design live load shall be considered at the time of
earthquake.

As per IRS Bridge Rules, correction slip no.22 dated 17 / 1 / 1994, in transverse/ longitudinal seismic
condition, only 50% of gross tractive effort / braking force shall be considered.

Response Spectrum Definition

All numerical values mentioned in this chapter are based on a 5% damping ratio, which will be used
for the design.
Basic Design Response Spectrum

Response spectrum for Medium Soil Sites has to be used for seismic calculation. Inertia Force Due
to Mass of Each Bridge Component

The inertia force due to the mass of each bridge component (e.g., superstructure, substructure and
foundation) under earthquake ground shaking along any direction shall be obtained from

Fe = AhW

Where,

Ah= Elastic Seismic Acceleration Coefficient along the considered direction of shaking obtained
as per Clause 9.1, and

W = Seismic weight as discussed in Clause 8.4.

Response Spectrum Method (Multi mode Method)

The Response Spectrum Method requires the evaluation of natural periods and mode shapes of
several modes of vibration of the structure.

Elastic Seismic Acceleration Coefficient in Mode k

The elastic seismic acceleration coefficient Ak for mode k shall be determined by:

Provided that for any structure with T ≤ 0.1 s, the value of Ah will not be taken less than Z/2
whatever be the value of I/R

Where,
Z = Zone factor. The project site falls within Zone IV. Zone factor (Z) of 0.24 shall be taken as per
RDSO Guidelines Cl. 6.1.

I = Importance factor shall be taken as 1.5.

R = Response reduction factor shall be as per Table-7 of RDSO Guidelines

Sa/g = Average response acceleration coefficient for mode k given by expression as per RDSO
clause 7.1

Since ductile detailing is contemplated, the response reduction factor (R) as per

Table-7 can be evaluated as below table mentioned in RDSO

Table 7: Response Reduction Factor R for Bridge Components and

Connections

All structural elements of the project shall be detailed as per relevant clauses of following codes.

- IS: 4326-1993 Code of Practice for Earthquake Resistance Design and

Construction of Buildings.

- IS: 13920-1993 Ductile Detailing of Reinforced Concrete Structures subjected to Seismic

Forces.

-IS: 456-2000 Code of Practice for Plain and Reinforced Concrete.

7.2.13 Erection Methodology and their effects

The erection methodology will be incorporated appropriately in the load cases and the design will be
done as per the stage-wise erection sequence (if any).
Wind Loads for bridges at the time of erection will be considered as per IS codes.

7.2.14 Derailment

Derailment loads for DFCC ballasted deck bridges to be considered are as per

Appendix XXIX of IRS Bridge Rules.

7.2.15 OHE Mast

OHE mast loads shall be considered and shall be finalized in coordination with employer/other
contractors. The mast mounting arrangement shall be such that
maximum spacing between OHE mast in straight portion shall not exceed 54m (EDFC) vide drawing
No. HQ/EL/OHE/Pt/1/Mast and in curvatures, the spacing shall not exceed 45m.

Tentative loading as communicated by DFCC to be considered for the design of civil part is as
follows.

Vertical Loading at pedestal Level = 3.5 tons.

Horizontal Loading @ 5.85m above the rail level shall be 2tons. Arrangement of OHE mast is as
shown in annexures.

7.2.16 Earth Pressure

Earth retaining components of the bridge shall be designed for the earth pressure forces. The
force calculations shall be based on the active earth pressure coefficient calculated from
Coulomb‟s theory.

Coefficient of active earth pressure:

The point of application of load above base shall be 1/3rd of total height. Angle of wall friction shall
be as per cl. 5.7.1 of IRS Substructure code. Direction of active earth pressure shall be assumed to
be inclined at an angle equal to angle of wall friction with horizontal. Earth pressure due to
surcharge loads shall be as per cl. 5.8 of IRS Substructure code.
Dynamic earth pressure shall be considered as per RDSO Guidelines on Seismic design of
bridges.

7.2.17 Water current

The total horizontal water pressure shall be estimated based on cl. 5.9.2 of IRS
Substructure code. The value of K shall be adopted as per the proposed shape of
substructure.

7.2.18 Buoyancy

Stipulations cl. 5.10 of IRS Substructure code shall be followed for calculating the stability
of structure against the corresponding buoyancy forces.

7.2.19 Frictional resistance of Bearings

Frictional forces on expansion side bearings shall be as per cl. 2.7.1 of IRS Bridge rules.

7.2.20 Load Combinationsfor single & multi-cell box structures

The load combinations are adopted as per cl. 11.2 of IRS Concrete Bridge Code. The box
culverts are subjected to earth pressure from outside, water pressure from inside, surcharge
due to earth-fill, permanent way, and live load. The soil may be in dry or saturated state.
All Boxes shall be analysed in STAAD Pro in 2D calculating loads for 1m strip considering
dispersion through earth fill and top slab as per IRS Bridge rules Cl.
2.3.4.2 (a)& (b).
The box cell minor bridge structure shall be assumed to be supported on Soil Springs, for
which the stiffnessshall be calculated using SBC of Soil for 25mm Permissible
settlement. For Major bridges and viaduct, Geotechnical recommendations shall be
followed.
Dead load, SIDL, Overburden Soil Load

Earth pressure at rest

Active Earth pressure

Single cell box culvert

Dead load, SIDL, Overburden Soil Load

Earth pressure at rest

Active Earth
pressure

Twin-cell box culvert

Figure 1 Loads due to Dead loads, Soil Pressure etc.
Single cell and twin cell culverts are designed for the following live-load
combinations.
1. Train approaching the culvert:
In this condition, the box is subjected to earth pressure on both sides and live load
surcharge from one side. No live load is present on the box.
Live load

Figure 2 Train approaching culvert

2. Train on one side of culvert only:
In this condition the box is subjected to earth pressure from both sides and live load
surcharge from one side. In addition, live load is present on the box.
Live load

Live load

Figure 3 Train on one side of culvert

3. Train on both sides of culvert

In this condition the box is subjected to earth pressure and live load surcharge from both
sides. Live load is present on the box.
Live load

Figure 4 Train on both sides of the culvert

For symmetric loading, the earth pressure is calculated considering both the cases of
active earth pressure and earth pressure at rest. For unsymmetrical case the active and at
rest earth pressure is considered. Loads due to self-weight, weight of earth fill and
permanent way are included in all load cases.
Base pressure: Loads obtained at top slab are transferred from the top slab to the founding
natural soil below the bed level considering dispersion in designed compacted sand/GSB
filling below PCC.
Dispersion through side walls shalltaken to be 450on a conservative side.

7.2.21 Load Combinations

The load combinations and partial safety factors are adopted as per cl. 11.2 of
IRS Concrete Bridge Code.
 Earth pressure

Erection load
Combination

Temperature

Derailment
Wind Load
Dead Load

Live Load

Seismic

Bearing
SIDL

(WL)
(DL)

(LL)
I

II A

II B

II C

III

IV

Partial Safety Factor

Limit
Load State
1 2 3 4 5

ULS 1.25 1.25 1.25 1.25 1.25

Dead Load of
Concrete (DL)
SLS 1.0 1.0 1.0 1.0 1.0

ULS 2.0 2.0 2.0 2.0 2.0

Superimposed
Dead Load (SIDL)
SLS 1.2 1.2 1.2 1.2 1.2

ULS – 1.25 – – –
Wind, during erection
SLS – 1.0 – – –

Wind, with DL ULS – 1.6 – – –

and SIDL only
and for members primarily
resisting wind
SLS – 1.0 – – –

Wind plus combination 2 ULS – 1.25 – – –

loads
SLS – 1.0 – – –

ULS – 1.0 – – –
Relieving effect of wind
SLS – 1.0 – – –

ULS – 1.6 – – –
Earthquake, with
DL and SIDL only
SLS – 1.0 – – –

Earthquake with ULS – 1.25 – – –

combination 2 loads
SLS – 1.0 – – –

Temperature, restraint ULS – – 1.5 – –

against movement except
frictional
SLS – – 1.0 – –

ULS – – – 1.5 –
Temperature, frictional
restraint
SLS – – – 1.0 –

Differential Temperature ULS – – 1.15 – –

Effect
SLS – – 0.8 – –

Earth pressure, fill retained ULS 1.7 1.7 1.7 1.7 –

and or live load surcharge

SLS 1.0 1.0 1.0 1.0 –

Earth pressure, relieving

effect ULS 1.0 1.0 1.0 1.0 –
 Erection load ULS – 1.3 1.3 – –

ULS 1.5 1.25 1.25 – –

Live load on footpath
SLS 1.0 1.0 1.0 – –

ULS 1.75 1.40 1.40 – –

Live load
SLS 1.1 1.0 1.0 – –

Derailment Loads ULS – – – – 1.0

a. Wind and earthquake loads shall not be assumed to be acting simultaneously.

b. Live load includes dynamic effect, forces due to curvature, longitudinal forces, braking
forces and forces on parapets
7.3 ANALYSIS AND DESIGN

Analysis shall be carried out by linear elastic method. STAAD Pro, a commercial software
package is used for this purpose. Single beam model or grillage model shall be adopted for
computing bending moments, shear forces and torsion moments. The design of RCC and PSC
elements shall be as per Limit State Method. The partial safety factors given in section TABLE
12 of IRS Concrete Bridge Code shall be used for this purpose.

7.3.1 Superstructure

PSC Box Girder Analysis:

The analysis of thePSC box girder has been carried out on the following basis
The bending moment and shear forces in the longitudinal direction due to DL, SIDL and
Live Loads have been worked out based on Simple Beam Theory considering center to
center of bearing as span length. In the transverse direction, the box girder has been
analyzed as RCC section.
Box has been analyzed for transverse bending using plane frame analysis of the box frame by
considering a unit width of the box with load intensities due to live load calculated by using the
provisions of cl. 2.3.4 of IRS Bridge Rules.
The resultant fiber stresses under service condition have been checked for higher time dependent
losses like creep shrinkage relaxation etc. for Ultimate limit state only as per cl.11.3.3 of IRS
CBC. Differential temperature variation across the depth has been taken as per cl. 11.1.1 of IRS
CBC. Ultimate resistance of the box girder in flexure has been checked as per the stress-strain
curves of the concrete and steel as mentioned in Fig. 3 and Fig. 4 of IRS CBC. Shear
and torsion checks have been made as per clause 16.4.4 and 16.4.5 of IRS CBC .
Section cracked or un-cracked in flexure has been decided on the basis of whether the
maximum ultimate capacity in shear is governed by cracked or uncracked capacity.
Where uncracked capacity governs, the relief due to pre-stress force has been added to
the shear capacity of the section obtained based on clause 16.4.4.2 of IRS CBC. The
reinforcement due to the transverse bending of the frame and that due to Shear from the
longitudinal analysis is combined to get the un-tensioned steel requirement in the
web. Deflection criteria shall be followed as per cl. 11.3.4 of IRS CBC. As there is no
specific limit is set out in the referred code, general practice on deflection limitation in
case of steel super structures, for live loads of span/800 may be followed as max.
Deflection allowed in the box girder.
The transverse analysis of the box girder is carried out on following basis.Box frame by
considering a unit width of the box. The box frame for analysis alongwith the support
condition is given below.
Future strands for the additional minimum pre-stressing force of 15% of the design pre-
stressing force shall be provided.

hinge roller

Transverse Analysis model sketch for box girder (indicative only)

The overall width of the box is 6.225m with face to face width between ballast
retainers is 5.15m. The clear cantilever on one side of the box is
1.825m and 1.550m on other side. The box frame is analyzed with STAAD Pro. Dead
load is as per the self wt command of STAAD. Dispersed live load as calculated based
on the provisions of IRS BRIDGE RULES is applied on the top of the deck slab
and corresponding maximum moments are calculated.
Single & Multi-Cell Box Structure Analysis:

Analysis shall be carried out by linear elastic method. STAAD Pro, a commercial
software package is used for this purpose. Single beam model or grillage model shall be
adopted for computing bending moments, shear forces and torsional moments.

7.3.2 Substructure

Pier cap shall be designed as corbels if shear span to effective depth ration is less
than 1. In other case, it shall be designed as flexural member.
Pier/Columns are subjected to bi-axial bending and axial thrust due to various load
combinations. The design of column is carried out in following steps.
a) Derivation of Effective length (Le)

For slenderness ratio calculation of pier in longitudinal and transverse direction, the Leff
values shall be taken as per Table:18 of IRS-CBC-1997.
b) Calculation of slenderness ratio of column

The Slenderness ratio taken as Le/h where “h” is the depth of cross section
of column in plane of buckling under consideration. For short column it should not
exceed 12. In any case these values not exceed 40. For slenderness range between 12
to 40 columns should be designed as slender column and additional moments induced
will be calculated as per clause 15.6.5 of IRS-CBC code.

c) Check for SLS condition (Stress check and crack width check).
Piers will be checked for stress limitation as per cl 10.2.2 of IRS-CBC. Compressive
stress in concrete shall be limited to 0.5fck and stress in steel shall be limited to
0.75fy. Crack width should be checked only for load combination-I (1st row in the
table of section 7.2.21), and this should be limited to 0.2 mm for moderate
environmental condition.

d) Check for ULS condition

Ultimate moment capacity of section shall be checked for provided
reinforcement taking into account slenderness effect.

e) Shear resistance of Column

Shear resistance of column shall be checked as percodal provision of IRS CBC
document.

Wherever, direct collisions of vehicle with piers are possible (e.g. Median/footpath, etc),
a crash barrier shall be provided. The shape of upper part of pier has been so
dimensioned that a required clearance of 5.5m is always available on roadside beyond
vertical plane drawn on outer face of crash barrier.
g) The space between the elastomeric bearings will be utilized for placing the
lifting jack required for the replacement of elastomeric bearing. An outward slope of
1:200 will be provided at pier top for the drainage due to spilling of rainwater, if any.

7.3.3 Foundation (Pile Foundation)

Pile foundations are adopted for minor bridges at 216, 217 and Rail Flyover
(RFO). Initial pile load tests at several locations will be conducted. The intended
methodology and equipment for pile installation will be employed while carrying out the
initial pile load tests.
Design steps for foundation that will be followed are stated below:
a) Computation of bending moments along the pile length due to forces applied at
the pile cap level shall be based on a space frame model with actual stiffnessof piles
restrained by springs simulating the soil stiffness. In case upper strata of soil will have
liquefaction potential, modifications in the soil spring will be introduced in the
idealization
b) The structural design of the pile and pile cap shall be checked in SLS and ULS
conditions. IRS CBC 1997 cl 15.6 shall be used for the piles. However, for crack control
in piles, cl 15.6.7 will be modified to the extent that actual axial load will be considered
to act simultaneously. For the pile cap reference will be made to cl. 15.4 and cl. 15.8.3.
c) When topof foundation is under compression, minimum % of topreinforcement in
either direction shall not be less than 0.06%.

Foundation Capacity:

a) Minimum 1.0m diameter bored cast-in-situ vertical piles in soil/rock have been
contemplated for the foundation of piers.
b) Foundation design shall be carried out by using IRC: 78 and capacity of
piles in Rock shall be taken as per Appendix-5 (Notification no. 68) of IRC: 78-2010.
c) For pile carrying capacity, the SLS check only will be considered.
d) As per new amendments (notification no. 68) of IRC: 78-2000 the deflection at
scour level shall not be greater than 1% of pile diameter considering it as fixed headed
pile under normal condition. The capacity so evaluated will be used purely for the
purpose of arriving at the upper bound of lateral load capacity. This
deflection limitation will not be applicable in load combinations with seismic conditions
for which the resulting stresses and capacity for section would be the governing
criterion. The permissible increase in pile capacity for seismic load combinations
would be taken as 50% as per IRS stipulations.
e) The lateral load capacity of pile shall be lesser of the value evaluated
by using empirical formulae given in IS: 2911 (Part-1/ Section-2) and by soil structure
interaction analysis using Winkler‟s spring model.
f) Initial load tests (not on working pile) shall be considered first for determination
of safe vertical and lateral loads. The safe load shall be taken as least of (a) load
arrived at from the initial load test and (b) the calculated safe load based on static
formulae. Initial test shall be conducted for a load of 2.5 times the safe vertical load
based on static formula.
g) The working load on pile for vertical and horizontal loads shall be
checked by conducting routine test during construction.
h) In case of multiple pile system, spacing between the piles shall not be less than 3
times the diameter of pile in soil and 2.5 times the diameter when founded on rock.
i) Pile cap shall design based on Cl. 307.2.5 of IRC: 21-2000. And this
shall be designed based on truss analogy for pile grouphaving piles up to 5 in numbers.
For other pile groups, bending theoryusing the space frame model shall be
employed for pile cap design. Nosupport from soil above pile cap shall be
considered. When top of pile cap is under compression, minimum % ofreinforcement
in either direction shall not be less than 0.06%.

j) The top of pile cap shall be kept about 500mm below the existing ground level
and weight of the earth cover will be applied on top of pile cap when unfavorable effect
(stability, soil horizontal capacity.)
will be neglected. Wherever it is not possible to kept the Pile cap below ground level,
Corresponding free length are considered in design in calculating the Pile capacities,
Moments for structural design of Pile.
k) The following limiting values shall not be exceeded for computation of safe load:
Result of sub structure investigations will be used for adopting
the values of angle friction Φ and cohesion of soil, c.
Angle of wall friction δ shall be taken as equal to Φ deg.
Co-efficient of earth pressure „k‟ shall be taken as 1.5.
Maximum overburden pressure at bottom of pile for calculations of shaft
resistance and bearing resistance shall be limited to 15 times the diameter of the
pile. The maximum depth shall be considered from existing ground level.
The entire overburden shall be assumed fully submerged for the
purpose of calculation of safe load
Factor of safety to arrive at working load = 2.5
Bulk density corresponding to 100% saturation shall be calculated and used
for working out submerged density of soil.

7.3.4 Foundation (Raft Foundation)

Raft foundations are adopted for Viaduct. Plate load tests at several locations will be
conducted. Raft foundation is designed as flexure member for moments and shear
forces obtained at a section.
Design steps for foundation that will be followed are stated below:
a) Computation of bending moments in the foundation due to forces applied shall be
based on a space frame model with actual stiffnessof foundation restrained by springs
simulating the soil stiffness.
b) The structural design of the foundation shall be checked in SLS and
ULS conditions. IRS CBC 1997 cl. 15.4 and cl. 15.8.3. shall be used for design of
foundation.

Foundation capacity:

Bearing capacity of foundation is determined by following two criteria‟s

and minimum of these two will be adopted for design of foundation
a) Shear Failure, Capacity of foundation by this criterion is calculated
as per IS 6403-1981.
8009-1976 Part 1, cl 9.1.4. Allowable settlement of 75mm (IS 1904) is considered for
calculation of capacity.

7.4 Allowable Stresses

Allowable compressive stresses in concrete and tensile stresses in HT strands shall be as

follows.

Shear resistance and requirements of shear reinforcement if any shall be as per cl. 16.4.4
of IRS CBC.
Curtailment of reinforcement for Negative moments for box culvert structures in minor &
major bridges shall be carried out at 0.3 times clear span.
 as per IS 6403-1981.
The applicable losses to Post-tensioned girders shall be taken into account as per the cl. 16.8.2 of
IRS CBC. Provisions of CEB-FIP model code for time-dependent properties shall also be taken
into account wherever required.
7.5 Durability requirements
Durability provisions for structures shall be as per “Moderate” conditions of environment
in accordance with IRS CBC: 1997, clause 15.9.2.The cover proposed for the structural entities
are as follows. Maximum clear cover in no case shall exceed 75mm.
Slab 40mm
Beam/Girder 40mm
Column/Piers 50mm
Pile/well Cap 75mm
Pile/well 75mm
Long-term losses in prestressing (post-tensioning) and evolution of material characteristics
are calculate using:
- Formula and parameters given in IRC-CBC
- Or using CEB-FIP model
For calculation of long-term effects following IRS-CBC model, the following parameters are
assumed:
- Humidity ratio = 70%
- Shrinkage coefficient: Automatically and depending on type of concrete and humidity
ratio
- Creep coeffiecient compute in FIP formulae and depending on stress on concrete at each
stage of construction and service, time, modulus of
concrete, humidity ratio.
-
Crack Width Check
I. Criteria
Crack width in reinforced concrete members shall be checked for SLS combination-I. Crack width
will be as per cl. 15.9.8.2 of IRS CBC. Crack width shall not exceed 0.2 mm for moderate
environmental condition.
For crack control in columns, cl.15.6.7 will be modified to the extent that actual axial load will
be considered
to act simultaneously.
acr = distance from the crack considered and the surface of the nearest longitudinal bar;
em = strain at the level where cracking is being considered;
em = e1 – [(3.8bt (a‟ – dc)/(cs *As*(h-dc))]*[1-Mq/Mg]

e1 = strain at level where crack is considered;

es = strain in tension reinforcement;
As = area of the tension reinforcement;

bt = width of the section at the level of the centroid of the tension steel;
a‟ = distance from compression face and point where crack is being calculated;
h = height of the section
dc = depth of the concrete in compression;
Mg = Moment at the section considered due to the permanent loads
Mq = moment at the section considered due to the live load; CW = Design Crack Width
Nominal cover shall only be used in calculating the crack width of the structural element
irrespective of the cover provided as per cl. 15.9.8.2.1 of IRS CBC.
As per cl

8 SOFTWARES
List of commercial software‟s used in the analysis are briefly described below.
8.1 STAAD Pro

The commercial version STAAD.Pro is one of the most widely used structural analysis and
design software. STAAD is capable of analyzing and designing structures consisting of
frame, plate/shell and solid elements. Almost any type
 II. Crack width calculation
of structure can be analyzed by STAAD. The version STAAD. Pro. V8i is used for the
current project.
It can make use of various forms of analysis from the traditional 1st order static analysis,
2nd order p-delta analysis, geometric nonlinear analysis or a buckling analysis. It can also
make use of various forms of dynamic analysis from modal extraction to time history and
response spectrum analysis.
Graphical User Interface (GUI) is normally used to create all input specifications and all
output reports and displays the response of the structures. The GUI communicates with the
STAAD analysis engine through the STD input file. That input file is a text file consisting
of a series of commands which are executed sequentially. The STAAD input file can be
created through a text editor or the GUI Modeling facility. In general, any text editor may
be utilized to edit/create the STD input file. The GUI Modeling facility creates the input
file through an interactive menu-driven graphics oriented procedure.
For a complete analysis of the structure, the necessary matrices are generated on the basis of
the following assumptions:
The structure is idealized into an assembly of beam, plate and solid type
elements joined together at their vertices (nodes). The assemblage is loaded and reacted
by concentrated loads acting at the nodes. These loads may be both forces and moments
which may act in any specified direction.
A beam member is a longitudinal structural member having a constant,
doubly symmetric or near-doubly symmetric cross section along its length. Beam members
always carry axial forces. They may also be subjected to shear and bending in two arbitrary
perpendicular planes, and they may also be subjected to torsion.
A plate element is a three or four noded planar element having variable
thickness. A solid element is a 4-8 noded three dimensional element.
Internal and external loads acting on each node are in equilibrium. If torsional or
bending properties are defined for any member, six degrees of freedom are considered at
each node (i.e. three translational and three rotational) in the generation of relevant
matrices. If the member is defined as truss member (i.e. carrying only axial forces) then
only the three degrees (translational) of freedom are considered at each node.
Two types of coordinate systems are used in the generation of the required
matrices and are referred to as local and global systems.
8.2 MIDAS Civil

Midas Civil is a widely used software particularly in the field of bridge

engineering which provides a distinctively easy user interface through its graphics modules.
It analyzes and designs all types of bridge structures in 3-D environments accounting for
construction stages and time dependent properties. The capabilities includes but not limited
to performing Static analysis, dynamic analysis, response spectrum analysis, Time history
analysis, P-delta analysis, construction stage analysis, heat of hydration analysis and time
dependent property analysis.
Graphical User Interface (GUI) is normally used to create all input specifications and all
output reports and displays the response of the structures. The output can be exported to
excel sheets for further activities.
8.3 OASYS Adsec

AdSec‟s analysis helps design all kinds of foundation and substructure sections under
axial load and bending moments. Working from first principles, software can handle
sections made from concrete, steel or fibre-reinforced polymer (FRP) sections, or any
combinations of these materials. For uniaxial and biaxial conditions, the software gives
analysis options for serviceability and ultimate limit states to national and international
design codes.
AdSec offers convenient tools for generating irregular sections and uses simplified
parametric input of geometry and reinforcement layout for regularly shaped column and
beam sections.
Adsec is used to analyze axial loads and bending moments, and to pre-stress loads using
bonded and un-bonded tendons. Creep, differential shrinkage and temperature effects can be
investigated using applied strains. And users can combine long-term dead loads with short-
term imposed loads and derive forces and moments from strains and curvatures.
Few of the capabilities of the Adsec for different limit state are as follows. Ultimate Limit
State
ULS Capacity Analysis
Stresses and strains from the ultimate applied loads and stresses
Ultimate resistance N/M (P/M) interaction Chart
Ultimate resistance Myy / Mzz moment interaction chart

Serviceability Limit State

Cracking moment calculation
 Stresses, stiffness and crack widths
Moment Stiffness & Moment Curvature Charts

8.4 SAP2000

SAP2000 is general-purpose civil-engineering software ideal for the analysis and design of
any type of structural system. Basic and advanced systems, ranging from 2D to 3D, of
simple geometry to complex, may be modeled, analyzed, designed, and optimized using a
practical and intuitive object-based modeling environment that simplifies and streamlines
the engineering process.
SAP2000 is the ideal tool for modeling structural systems of any complexity and any
project type. Buildings, bridges, transportation infrastructure, such specialty structures as
dams, sports facilities, and offshore systems are a few examples of the limitless design
possibilities.
built-in templates also simplify and expedite the load-application process. Seismic, wind,
vehicle, wave, and thermal forces may all be automatically generated and assigned
according to a suite of code-based guidelines.
Static and dynamic methods are available for earthquake simulation. Dynamic methods
include response-spectrum (for likely maximum seismic response given pseudo-spectral
acceleration vs. structural period curve), power-spectral- density, and time-history
analyses. Time histories may follow modal or direct- integration methods, and they may
be chained together and enveloped with such advanced analyses as P-delta and staged-
construction procedures.
Output and display options are intuitive and practical. Finalized member design, deformed
geometry per load combination or mode shape, moment, shear, and axial-force diagrams,
section-cut response displays, and animation of time- dependent displacements outline a
few of the graphics available upon conclusion of analysis. SAP2000 automatically
generates reports for the presentation of images and data.
SAP2000 also provides a suite of interoperability features. Output reports may be
transferred to Microsoft platforms in RTF file format. SAP2000 models may import
and export between CIS/2, AutoCAD etc.

8.5 Microsoft Office

Microsoft Office is a collection of software programs commonly used in an office environment.

The following programmes are used as aid for various activities of the project.
• Excel: Spreadsheet program
• PowerPoint: Presentation graphics program
• Word: Word processing program
ANNEXURES
LIVE LOAD CONFIGURATIONS OF DFCC

APPBlOlll-m
SHEET 1 OF 4

COMI3INATION-1: DOUBLE HEADED DIESEL LOCO

GONDOLA. WAGONS DOUBLB HEADED DIESEL LOCO GONDOLA li'!GONS

LO NGITUDIKAL FORCES
lRAClN£ EFFORT PER L.OCO....................EJ.O TONNES (618.03 kN)
BRAJ<ING FORCE PER LOCO AXLE. ..........25" OF AXLE I..Ml
BRAING FORCE OF lRAIN LOAO..•.••.•.....I3.0:OF lRAN
I LOAD

"DFC LOADING (32.5t AXLE LOAD)"

 WPINDIX-ID'
SHEET 2 OF 4
CO lBINATION-2: DOUBLE HEADED ELECTRIC LOCO ( 2WAG9H)

GONDOLA li'AGONS DOUBLE HEADED ELECTRIC LOCO GONDOLA lr.*GONS

LONGITUDINAL FORCES
l"RACTJYE fffORT PfR I..OC(l.,.. ··········.. ,$2.0 TONNES (510.12 N)
BRAAING RlRCE PER LOCO AXLL._, 25lC OF AXLE I1Wl
BIW<ING RlRCE OF TRAN
I LOML.-........1J.4lt OF TRIIN LOAD

..DFC LOADING (32.5t AXLE LOAD)"

 I.PPINDII-m
SHITT 3 OF 4

COMBINATION-3: ELECTRIC LOCO [(Bo-Bo)+(Bo-Bo)]

GONDOlA WAGONS ELECTRIC LOCO [(Bo-Bo)+( Bo- GONDOlA WAGONS

Bo)]

ij ij tq ;q ij ij
AX!£ LOOliH
-11- 1-11- ., ;t -t .., !..!, -t r-!
..,
1 ,
.
;q tq
;t ;t !2
N

...
::;. ::;. a -
Q
!!-
., .,
!"!-
'
!"!- !!
-
a-., q
"'
N N N
c a
N

'
.... :it :;a '.4.. .::J. "' "' :;:; :;:;
""
{TO HN ES)
... .. Q Ci'
:it
. N
.::J. .::J. ::;.
!!-

LONGITUDINAL FQRCES
llOCITVE ErrCRT PER LOCO-- -- -- -- -- 84.0 lCflNES (824.04 kiJ} BRAl<llG RlRI:E PER LOCO AX!£ ------- 251 Of AXLE LOAD Bf!Al(llG FORCE OF TRAIN UlAJ)
------- I4l Of llt\IN UlAJ)
"DFC LOADING (32.5t AXLE LOAD)"
 !PPENDIX-nv
SHEET 4 OF 4
COMBINATION-4: WITH DOUBLE HEADED 25t LOCO
GONDOLA WAGONS GONDOL.I\ WAGONS

GONDOLA WAGONS
-H- §
...

LQNGrTUDENALFORCES
P£R LOCO ----- 500. fONNES (49aktl)
1AACT1vE EfF!II<T
aRAJONG FORCE PER LOCO AXLE -- 2!>11: Of AXLE LliAD
6R. NG FORCE Of 11!JjN l.OA0----13.411 OF TIWN i.O'D

"DFC LOADING (32.5t AXLE LOAD)"

Y!IIM1lll TRACTIVE EJ.i'FORT FOR "DFC LOADING (32.51 !ILl LOAD)" -l26t (IIASI!D ON FIVB COMBINATION)
APPENDIX-XXVI

-oFC l oadi ng (32.5t axleload) BROAD GAUGE-16.76 mm

8

Equival ent Uniformly !Distributed loads (EUDL) n k lo Newtons (tonnes) on e-ach track. and Coeffici
ent of !Dynamic Augment (CDA).

For Bending Moment.L is equal to the ercective span nmetres. For Shear Foroe, L is tne loaded length in metres
to give the maxin11m Shear Force in the member c:cnsi derafion.
The Equivalent Uniformly Disailuted Load (EUOL) for Sending Moment (SM).for spans upto 10m, is that
uni:"conly distmuted load v.lil ch produces the 8M at the CEfltre of the span equal to the absolute
maxii'TUil BM deo,9oped under the standardloads. For spans aboYe 10m. the EUDIL for BM is that
unifonnly distriluted load which produces the 8M at ooe-sixth of the span equal to the BM developed al
that section lmdellhe standard loads.
EU DL for Shear Foroe (SF)is that tn.'fonnly distribllled load vmich produces SF
at the end at the sp-an equal to the maxinun SF de'l!loped under the standard lOads at
thai SO?Cticn.
NOTE:
(4) Cross gi"d.er:s -The live bad oo a cross gifder wjJJ be equal to half the total load f.or bending in a
length L, equal to N.ic.? lhe di:siance over centres d girder:s. =
(5) l for Coefflcient of Dynamic AtJ{CDA} shaJ1 be as laki down in clause
2.4.1.
When loaded length lie$ be.fw€.?n lfle values gillen in lhe tab/.?, the EUOI.. for
Bending Moment and Shear FOI'Ce' canbe interpolated.
Total l oad for Bend ng TotaJload for Shear Force CDA=
l (m) Moment 0.15-+8/(G+} l
kN t kN t
1 2 3 4 5 6
1.0 637.n<J •65.DD 637.n.:J ·6.5.00 1.0110
1.5 637.n<J •65.DD 637.n.:J ·6.5.00 1.0110
2.0 637.111:) 65.00 637. 00 •6-5.00 1.0110
2.5 637. 00 65.00 764-A() 78.00 1.0110
3.0 637. 00 65.00 1>49 37 ·e<'i.b7 1.0110
3.5 6-52.!17 66.63 910.03 92.66 0.9!12
4.0 716..&7 7HJ 955..5() 97.511 0.95()
4.5 770.&7 76.64 1034.88 105..&0 0.912
5.0 3,!!<1 a6.12 1122.49 114..54 0.877
5.5 0,00 .01 11!!-l!.23 121 !16 0.846
6.0 102'1.75 1 .26 1253.91 127_95 0.817
6.5 1000.15 111.24 1.91i 13e.22 0.700
7.0 1148.71'> 117.22 1421.59 145Jil6 0.765
 7.5 1199 :12 122. 1496..E6 152.7:2 .. 743
0.
8.0 1261..46 12:8.72 1562.4.1 159.43 .. 721
0.
1! 5 133<U6 136.18 1620A3 16-5.35 0.702
!tO 139 9 73 142.63 167 UUI 170.611 0.683
9.5 14SIU4 148.61 1716JM 115.31 O.f.W
10.0 1511.16 154.:2() 1759..49 179.54 0.650
1Ul l lio!IJJIS 172.23 1647.79 1.55 O.E-21
12.0 1159..49 179.54 1959.22 199.92 0..594
13.0 1.&27.21 11!6.45 20o57.EQ 210.98 0 571
14.0 1924.23 1'!6.35 2192.55 223.77 0 550
15.0 2008..31 2114.93 230 5 6-5 235.27 0.531
16.0 2132Jl9 217.56 2440.30 249.01 0.514
17.0 2268 !!9 231.53 2562.70 261.511 0.49!1
11> 0 2394113 244..37 270JA3 21s,eo 0 463
19.0 2530 93 2.51idl7 2a29 6 238.71 DA7Cl
20Jll 266<l 91 271.'93 2 2 65 300.27 .. sa
II.
21.0 2780.65 263.7.:1 3114525 310.U 0..:14;;
22.0 231» 90 294A(j 3155.H 321.'!05 0"4,.,
23..0 2962 04 304..29 3267 12 333. 33 11 42<;
24..0 ;'llll6a J7 315. 14 3365 12 345..42 0 417
25..0 3194.11 325..93 3E04A6 357Jii0 IMDB
26.0 J2.9a a& 336.62 36-24 14 ,..g, a1 11..400
27.0 3412 65 341>.23 3749A6 352JW 11 392
21> 0 3518.21) 359.00 3874.53 395.36 0.31»
29.0 3631.10 37M2 4004.57 408!&3 0.379
30.0 3743.70 3a2..01 4125.90 421.01 0.372
32:.0 3972.72 405.35 4345 7 n 443.44 11.361
34.0 4197.34 42&..30 457U4 4<'i6AIO 11.35(]
36..0 4425.29 4.51.-56 4!>13A7 491.17 0 340
31> 0 4661.66 475.68 51l57A9 516.07 0 3J2
O:::!Ull 4897 .35 499.73 5309..05 1.7 03
42 0 513.:1.81 3 .% 554Ui n 565.46 O.Jn7
44.0 536.:::.72 S.:i1A2 5769..55 5!18.73 o.J n o
0 5574•.53 56liv6l 6005.A4 612..60 0 304
4&.0 5766.27 590.64 6245 64 637,31 0.29<1
50.0 6()17 69 614..05 6492:.2 n 662..47 0.293
55..0 6612..35 674..73 711176 76 722.12 0.261
60.0 7164.39 7J1 1li5 7675.36 7'83..20 0.271
65.0 7730.02 78!1-39 8267 97 8.:13 67 0.263
70.0 8357.44 6.52All 8e62..73 9:]4.36 11.255
75
.0 8974.94 !115oll1 9457 10 955.111 0.249
80.0 9557.15 915.22 100.51.0>3 1025.62 0.243
85.0 10177..89 1038.55 106.50.05 101Mi.74 0.23<1
90.0 10761 97 1098.16 11238..25 11.45.76 11.233
95 0 11J51A4 1158.31 11a41.05 1211<1.27 0.229
100.0 11 4..24 1218.80 12428.46 126o!l.21 11.225
1CO.O 12539_88 1219.58 1JO,J0.47 132:9.64 0.222
110.0 13t26.7 n 1339.46 131>17.911! 1Jii,9.5!! o..2 n 9

115.1!1 1371117.85 139!1.76 14218.8.2 n 4SII..9o 0216

120 1l n43oo.7s 1459.26 14Bil<i.53 n s111.a1 0213
125 !1 14677.09 1518..07 15"U6.38 1572.08 0211
1;;(1.1] 1541>4.S9 157Ul5 159%.93 1632.34 0.209

EUDL fOI' BM and Shear Force gAle"in1his Appendix are not appllcabl'e forballasted
deck foe spans up1o andinduding B.Om for v.fliich Appencix XXVI(a) is lo be referred.
APPENDIX XXVI(a)

''DFC loadi ng {32.5t axleload)"

BROAD GAUGE 1676mm

1. Equival ent Uniform lf !Distributed l ead [EUOL) for Bend ng Momentin !Kilo-
Newton ( onnes) for c:ushions of various depths and sp.an.s u pto and
includ ng 8m.
F()( Bencfng Moment L is equ
, al1o lhe e'fi'ectiw span in metres.
NOTE:
(3) For intennediate vaNe$ of L and cwhions, the £UDI.. shal be afrived at by h'near
infe.rpolalicn.
{4) figl.ln?:;·¢'en belaN do not mciude djftamic effects.
EUD L fer Be-ndin_g Moment
Cuhion (mml
l 200 300 400 600
Metres KN t kN t KN t KN t
0. 5 ::>50.74 35.79 2117.43 29.33 243..53 2<L65 186.49 1!1.03
Ul 492.45 511.25 4&1.6[) 47.00 4211..75 43.75 36S.Il5 37.25
1.5 0.57 55.16 519.-tll 53.00 49&.13 &1..63 455
.70 45.50
2.111 564.611 51.!ill 54<1.6[) 56.00 532 83 5437 00.!!6 51.12
2. .S 579.18 5!1.10 5eii,t4 SHill 553..70 56$0 526..22 5 3 90
3.11 58!.76 60.1!8 578..2[) :i-9.00 567 52 57.91 55 75
3.5 &!l6.58 62.10 5!)'g.47 6U 7 59!lc35 60.24 57 2 12 5&.36
•till 6110.51 69.4t 672.•UI E8.62 E64 67..61 .
8.
.56 66 16
4. 5 7Ja53 75..36 731.57 74.65 724-51 73.93 711).JO 72A8
5.11 815!07 83.17 803.5[) 62.5[] li02 13 61 ..65 789.39 80.55
s.s 914 1J 93..3t 91!<1.95 !!'2.75 !103..117 92.n s 1!91.51 90.97
6.111 1 - 10n .eo .25 10U!S !!8Hl6 100 72 976.37 99 63
7.11 1126.03 115.11 1123.96 1 1 69 1119. 6 114..19 1139.35 116.26
a11 124J.d2 126.8B 1239 50 12iA8 12:35.76 126
.10 122:7.65 125.27
APPENOIX XXVI(a)(Contd....j

2. Equ valent UnitormJ:y DiS'!ributed Lo-ad (EUDI..} for Shear Force in Kil
Newton (tones} for cu91ions of various depths and spans upto and
including &n.
For Shear Force, l is the loaded length in metres to g:ive ihe maximum Shear
Force m lf1e member.
riOTE:
(3) For intennediate values oil and cushion:;, the EUOL :slt;;N be arriw!d a!
.b:y me.ar int2qX>I;;iion.
(4) The figures .given below do not include dynamic effect:s.

IEUDL for Shear

Cushion, (mml
l 200 300 400 SOD
MeiTes KN t kN t KN f KN t
O.S 350]4 35.79 2!17.53 29. 243...53 24.8S 1E6..49 19"00
1.0 492.-35 50.24 .4E0.5i!l 46.93 426.65 .t3.74 365.ll<i J725
u; 5.:!D..57 55.16 519.Ml SJ.DD 491i13 51).83. .t!i6.71l <l6_5()
2.0 564..68 57.62 548.an S6.0D 532.113 54.37 sno.!li!l 51.12
2.5 648..76 66.20 623.28 63.&J 597.110 61.00 546. 55.
3.0 752..93 76.83 7-31.67 74.66 7111.50 72.50 6&7.97 68.16
3.5 &27A2 84A2 609.1!1 ,f!2.57 7911 96 Bll.71 75U.Il 77.00
4.0 a83-. Hi 90.12 867.3i!J aB.&l 651.42 66.88 619.67 8 3 64
4.5 1.76 96.10 924.92 '94.38 •901i75 92.73 676. 3 69.
5.0 103 5 76 105 69 1016.65 103 .74 99M2 101.912 959.42 97.90
5.5 111544 113 82 1097 ...99 112...04 1Da!L55 111l.26 1114S.86 11!6.72
6.0 1161.68 120.$8 1165.81 118.96 1149.74 117.J2 1117.98 114.011
7.0 1339 01 136 E4 13:10.75 1 77 1J>J2.62 1J2..91.l 1266.16 129.20
8.0 1490 58 15.2.10 1474.51 19:1 47 145.6.24 146.60 1430..41 145..96
BASE p! ATf nm QHf M6SI
Qf.U\!1OF (,;

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g;O:IF CIVL!8RIOGE1' C)f.'l"'ClliCTOft

1 ...,..._

·.........
r.QPfP ! ..._,.
ffli{:"''tiCO!:fTft{!C'I'¢1
.. ··.....,

......(:O&.O;ft o'<VtotTO I£!'O..fr'Dtl'CM. TCtJ

liE!..: ;a.w a-- "? •EU:CIIIIOnltW :.wt wrC

I...'..J. ..l..l..i.:
, ,.