ANALYSE DESIGN AND ESTIMATION OF FLYOVER

DEPARTMENT OF CIVIL ENGINEERING, TAGORE ENGINEERING COLLEGE, CHENNAI 48.

BATCH MEMBERS

R.ANANTH KUMAR K.SARAVANAN V.VASANTHA KUMAR R.VINAYAGA MOORTHY

(42008103003) (42008103047) (42008103056) (42008103059)

GUIDED BY MR.S.RATHINAM PROFESSOR DEPARTMENT OF CIVIL ENGINEERING TAGORE RNGINEERING COLLEGE.

SYNOPSIS
Introduction
Aim, Scope & objective Literature Review Methodology Study Area Works Done Works to be Done

INTRODUCTION
Flyovers and bridges have always figured
predominantly in human history. For easy traffic flow of agricultural goods and industrial goods without any traffic congestion, flyover or over bridge is essential. The research work in highway engineering, structural engineering and in sub soil etc,. Has considerably contributed to the development of flyover and brdige engineering.

AIM
To analyze design and estimate a flyover that is to be

proposed at kelambakkam junction.

SCOPE & OBJECTIVE

To overcome the traffic congestion at the locality For easy traffic flow of agricultural and industrial goods

To improve the economic value

Also to provide aesthetic value

REVIEW OF LITERATURE
Flyover or over bridge is essential to overcome the

traffic at the proposed site,which is required.

flyovers adds beauty to cities and increase the

aesthetic value.For example the Kathipara flyover which is in clover leaf shape located at guindy etc,.
They enhance the vitality of the cities and aid the

social, cultural and economic improvements of the

areas around them.

DIFFERENCE BETWEEN BRIDGE AND FLYOVER

Flyover connects two points usually as an alternate route to

what is beneath. Its purpose is to shorten or quicken the travel time and ease out traffic congestion.

Bridge is used to connect two points. Its main purpose is to

establish a link between the points which is other wise

inaccessible via road transport.

COMPONENTS
The flyover components has been sub divided into two

parts of structure as follows. Super structure

Sub structure
SUPER STRUCTURE It is the part of the flyover, over which the traffic moves safely. The components of super structure are,
Road way

Decking consist of deck slab

Girders Handrail

Parapet, etc,.

SUB STRUCTURE
The function of sub structure is similar to that of
foundations, columns , beams &walls etc, of a building.This the sub structure supports the super structure and distribute the loads to the soil below throw foundation The components of sub structure are,
Deck beam Bearing of the deck beam Piers

Retaining walls
Abutments Foundation

LITERATURE REVIEW
SL.NO TITLE AUTHOR YEAR OF PUBLICATION

Design of Bridges

N.Krishna Raju(Third Edition)

1998

2
3

Bridge Ebgineering (Hand Book)

Roads, Railways,Bridges,& Horbour engineering

Wai-Fah Chen Lian Duan

B.L.Gupta Amit Gupta

2000
2003

Bridge Design Manual- www.texas.ca.gov LRFD

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METHODOLOGY
PROCESS
Selection of site

Preliminary Survey
Traffic Survey Safe Bearing Capacity of soil at the proposed site

Continued...
Design

Design of Deck Slab Design of Cantilever Slab Design of Long. Girder Design of Cross Girder Design of Pier Design of Retaining Wall Design of Footing
Estimation

Works done.....
SELECTION OF THE SITE

Kelambakkam junction is the proposed site that we had chosen for the design of flyover. Kelambakkam junction connects three main routes. They are
Old Mahabalipuram Road(OMR) to Thiruporur

Old Mahabalipuram Road(OMR) to East Coastal Road(ECR)

Kelambakkam to Vandalur

SITE LOCATION

Continued...
PRELIMINARY SURVEY

width of the road = 16 m (via.Solinganallur) width of the road = 12.5 m (via. Thiruporur)

proposed bridge length = 900 m

TRAFFIC SURVEY

In order to determine the total traffic in the given locality

traffic survey should be conduct. Therefore traffic survey was made on 04.1.2012 in the project site

As per IRC:92-2000, The design period is taken as 30

years. traffic is projected for 32 years. projected traffic = (1+r)n X present volume r = average increase in traffic in 7.5% n= Number of years = 32 Present volume of traffic = 1993/hour Therefore = (1+0.75)32 X 1993 = 20164 PCU/hour.(Passengers Car Unit)

DESIGN
Design of Deck Slab
Design of Cantilever Slab

Design of Long. Girder

Design of Cross Girder Design of Pier Design of Retaining Wall Design of Footing

WORK DONE
Design of Deck Slab
Design of Cantilever Slab

Design of Longitudinal girder

Design of Cross Girder

Design of Pier

PRELIMINARY DESIGN
Clear road way = 7.5 m Assume three T-beams spaced at 3 m c/ Width of bearing = 0.8 m (assumed) Effective pan of T-beam = 14 m Assume cross beams at 3.5 m centres M35 grade concrete according to IS 456-2000 and Fe415 steel confirming to IS:432-1982 will be used.

DESIGN OF DECK SLAB

Slab is supported on the four sides by the beam. Thickness of the slab = 200 mm Thickness of the wearing coat = 80 mm Span in transverse direction = 3 m c/c Span in longitudinal direction = 3.5 m c/c

 MAXIMUM BENDING MOMENT DUE TO DEAD LOAD

Total weight = 7.26 kN/m2 7.3 kN/m2 Since the slab is supported on all four sides and continuous, Pigeauds curve will be used to get influence coefficients to compute moments. Size of one panel = 3.2 x 2.7 Total dead load on panel = 7.3 x 3.2 x 2.7 = 63.07 kN From Pigeauds curve, using (U/B ) = (V/L) = 1 U, V = dimension of the load spread after allowing for dispersion. B, L = short and long span dimension. Ratio K = 0.85 m1 = 0.044 and m2 = 0.029 (using Pigeauds curve) Moment along shorter span = [m1 + ( x m2 )] x Dead load Moment along shorter span = 3.06 kNm Moment along longer span = 2.31 kNm

Live load Bending moment due to IRC Clause AA tracked vehicle

One track of tracked vehicle is placed symmetrically in the panel as shown in fig below From IRC:6-1966 clause 211.3, Impact factor fraction = 25% Track contact size = 3.6 (y)m x 0.85 (x) Width of load spread along shorter span, (u) u = ((x+2d) + H)) = 1.07 m Width of load spread along longer span,(v) v = ((y+2d) + H)) = 3.77 m 3.7 After finding coefficient using Pieguards curve, Moment along shorter span = 36.43 kNm Moment along longer span = 26.21 kNm

Live Load Bending moment due to IRC class AA wheeled vehicle:

The Clause AA wheeled vehicle should be placed on the deck slab panel as shown in fig below for producing the severest moments. There is six possible wheel will cause severe moments in one panel of the deck slab. The maximum moment at the centre in the short span and long span directions are calculated for individual wheel loads for each wheel are taken in the order shown,

Bending moment due to wheel 1 : Here the wheel 1 is symmetrical in both x and y axis. Tyre contact dimensions are 300 mm x 150 mm After finding coefficient using Pieguards curve, Bending moment along shorter span = 17.05 kNm Bending moment along longer span= 15.16 kNm

Bending moment due to wheel 2 : Here ,the wheel load is placed nonsymmetrical with YY axis of the panel. But the Pigeauds curves can be used only for the symmetrical loading. So imagine Dummy load to act.

Therefore, Loading area = 2.51 X 0.380 = 0.954 m2 Bending Moment along shorter span = 31.87 kNm Bending Moment along longer span =33.35 kNm
Considering area between the real and dummy load =1.490 m x 0.380 m =0.566 m2 Bending Moment along longer span = 27.51 kNm Bending moment along shorter span =29.450 kNm Net Bending Moment along shorter span = ( 31.87 27.51 ) =2.180 kNm Net Bending moment along longer span = (33.35 -29.45) =1.95 kNm

Bending Moment due to wheel 3

Similar procedure as in wheel 2 and same B.M. is obtained. Net bending moment along shorter span = (27.69 17.23) = 5.230 kNm Net Bending Moment along longer span = (26.41 18.56) = 3.925 kNm

Bending Moment due to wheel 4 Similar as in previous case but eccentric about XX axis Net Bending moment along shorter span = (63.28 58.649) = 2.32 kNm Net Bending Moment along longer span = (43.85- 41.882) =0.984 kNm

Bending Momen due to wheel 5 : Similar procedure as in wheel 4 and B.M. is obtained. Bending moment along shorter span = 8.79 kNm Bending moment along longer span = 8.4kNm.
Bending Moment due to wheel 6: Bending moment along shorter span = 0.71 kNm Bending moment along longer span = 0.51kNm.

Total Bending Moment along shorter span =54.44 kNm Total Bending Moment along longer span =30.934 kNm
Design Bending Moment: Design Bending Moment along shorter span = 47.388 kNm(B.M of Tracked vehicle) Design Bending Moment along shorter span =39.89 kNm(B.M of wheeled vehicle)

Reinforcement: cb = 11.50 N/mm2 , st = 230 N/mm2 Overall depth (D) = 166.96 mm Effective depth provided (d) = 187 mm Area of main reinforcement = (pt x b x d)/100 where, pt =(Mu/bD) Ast = 2533.85 mm2 Use 16 mm dia bars at 160 mm c/c as main reinforcement,(Shorter span) reinforcement of longer span : Ast = 2131 mm2 Use 16 mm dia bars at 170 mm c/c

REINFORCEMENT DETAILS

DESIGN OF THE CANTILEVER SLAB PORTION

Preliminary Dimension Cantilever width = 1600 mm Footpath width = 900 mm Footpath thickness = 200 mm Cantilever slab thickness at free end = 120 mm Cantilever slab thickness at fixity = 230 mm

CANTILEVER PORTION

The total maximum moment due to dead load per meter width of the slab is calculated

LIVE LOAD ON CANTILEVER PORTION

Live load bending moment and shear force Distance of the c.g. of the wheel from the edge of the cantilever = 600- (150+250) = 200 mm Dispersed length of the load along the span = 500 + 2 x 280 = 1060 mm Out of this length only 730 mm (1060/2 + 200) will be covered by load effect. Hence, the actual load effective on the cantilever portion is = (57) x (730/1060) = 39.25 kN Effective width of the dispersion is given by beff = 1.2x + b1 where therefore, b1 beff = 0.25 + 2(0.08) = 0.41 m =0.85 m

Bending moment owing to live load= 1.5 x (39.25/0.85) x 0.730/2) = 25.28 kN.m Design moment = 14.70 + 25.28 = 40 kN.m Design shear = 16.20 + 1.5 x 39.25 = 75 kN Effective depth required = 190.7 mm With 14 mm diameter bars and a clear cover of 25 mm, the effective depth actually provided is = 198 mm Area of main steel reinforcement= 1122 mm2 Therefore, we provide 14 mm bars at 130 mm c/c. Distribution steel is provided for a moment, which is given by = 0.3 x live load moment + 0.2 x dead load moment = 10.5 kN.m Area of distribution reinforcement = 312mm2 Spacing of 8 mm diameter bars = 161, 150 mm c/c

DESIGN OF LONGITUDINAL GIRDERS Before we design the longitudinal girders, the proportions of the live load shared by internal and external girders need to be established. . The IRC Class AA vehicle is arranged on the deck with stibulations of code (IRC 6) being satisfied. The arrangement is shown in fig.

 Using Courbons method, the reaction factor for the

outer girder is
= {(p/n) [1 +(neX/X) ]} Where, P = concentrated live load n = number of longitudinal girder e = eccentricity of the loading X = distance of girder from central axis of the bridge.

= {(2w1/3) [1 +(neX/X) ]} = {(2w1/3) [1 +(3 x 1.1 x 3/2 x 3) ]}= 0.52 W Similarly, the reaction factor for the inner girder is = {(2w1/3) [1 +(3 x 1.1 x 3/0) ]} = 0.667 W1 = 0.667W2 = 0.33 W

Dead load bending moment and shear force Loading from cantilever portions = 2 x 16.20 = 32.40 kN Loading from deck = 7.06 x 6.3 = 44.47 kN Total dead load = 76.87 kN This dead load is assumed to be equally by three girders. Therefore, we have Load per girder = 76.87/3 = 25.62 kN/m The self weight of the girder is calculated assuming the depth of the girder to be 100 mm per metre of span. Therefore, Depth of the girder = 100 x 14 =1400 mm Depth of the rib =1400 200 = 1200 mm Width of the rib = 300 mm Weight of the rib per metre length = 0.3 x 1.2 x 25 = 8.64 kN/m

The weight of the cross girder also acts on the longitudinal girders in the form of a concentrated load. Assuming the same dimensions for the girder as well, we have Weight of the cross girder (excluding the length portion covered by the rib of the main girder) = 8.64 x 2.7 x 2 = 46.65 kN This load is also taken equally by the three girders. Therefore, Load per girder = 46.65/3 = 15.55 kN Total udl on each girder = 25.64 + 8.64 = 34.28, say 34 kN/m

Maximum dead load bending moment occurs at the centre of the span and maximum dead load shear force at supports. Maximum bending moment = (34 x 14/8)+(15.55 x 14/2)+(15.55 x 14/2)=941.85 kNm Live load bending moment The maximum live load bending moment will occur when IRC Class AA vehicle is centrally placed on the girder. Live load bending moment = 2[(3.5+2.6)/2 x (700 x 1.8)/3.6)] = 2135kNm Bending moments including impact factor (10%) and reaction factor are For inner girder = 1.1 x 0.333 x 2135 = 782.05 kNm For outer girder = 1.1 x 0.52 x 2135 = 1221.22 kNm

DESIGN OF SECTION The beam is designed as aT-beam with an effective cover of 100 mm Effective depth of girder = 1400-100 =1300 Lever arm = 1300-(200/2) =1200 mm Area of steel = (2164x1)/(200x1200)=9017 mm2 Use 36mm dia bars Therefore no. of bars = 8.85 9 Nine bars of 36 mm dia are provided in three rows

DESIGN OF CROSS GIRDER

Dead load bending moment and shear force

A cross girder derives dead load from two triangular portions of the slab as shown, Total dead load = D.L from slab + wt.of rib. = 8.64 + 10.6 = 19.24 = 19 kN/m Live load bending moment The maximum load transferred to the cross girder = 245 kN Assuming equal sharing, the reaction from longitudinal girders = (245 x 2)/3 =163.33 kN Live load shear force = 1.1 x 163.33 = 176.66 kN

Maximum live load in the cross girder will be developed below the load itself. Live load B.M. including impact factor is = (163.33 x 1.975)1.1 = 354.84 kNm Design B.M. = 354.83 + 38 = 393 kNm Design S.F. = 179.66 + 38 = 218 kNm. Design of section Effective depth = 1400 100 = 1300 mm Area of the steel = = 1680 mm2 We provide 6 bars of 36 mm dia.

DECK SLAB:
B.M. (Short) = 47.388 kNm B.M. (long) = 39.89 kNm Ast (short) = 2533.85 mm Reinforcement detail =16 mm @ 160 mm c/c Ast (long) = 2131 mm Reinforcement detail = 16mm @ 170 mm c/c CANTILEVER SLAB : B.M = 40 kNm. Ast = 1122 mm Reinforcement (main) = 14 mm @ 130 mm c/c Reinforcement (distribution) = 8 mm 150 mm c/c

 LONGITUDINAL GIRDER:
B.M = 2164 kNm Ast = 9017 mm Reinforcement = 9 bars 36 mm CROSS GIRDER : B.M = 393 kNm Ast = 1680 mm Reinforcement = 6 bars 36 mm .

DESIGN OF PIER
Load Pu = 5000 kN Length of the column L = 8000 mm fck = 35 N/mm2 fy = 415 N/mm2 DESIGN Assuming as short column and steel area as 1% of gross area, Asc = 1% of Ag Ag = Ac + 0.01 Ag Therefore, Ac = 0.99 Ag

From IS: 456-2000, Pu = 0.4 fck x Ac + 0.67 x fy x Asc 5000 x 1000 = 0.4 x 35x 0.99Ag + 0.67 x415x 0.01Ag Solving, Ag = 3943062.18 mm Therefore dia of the pier = 1038 mm Say, 1.2 m Reinforcement: Asc = (/4) x 1200 x 0.01 =11309.73 mm2 Use 32 mm dia bars, 14 Nos. Spacing: (1). 16 dia = 16 x 32 = 512 mm (2). 300 mm (3). 48 x dia of ties = 48 x 12 = 576 mm Hence provide 300 mm c/c

Check for slenderness ratio: Effective length = 0.6 x 8000 = 4800 mm = L/D = 4 < 12 Hence to provide short column. Check for eccentricity: (1). e = (L/500)+(D/30) = 49.6 mm (2). e = 20 mm (3). e = 0.05 x 1200 = 60 mm 49.6 mm < 60 mm . Hence safe eccentricity. Development length: Ld = x s /4 x bd =32 x 240/(4x 1.7) = 1129 mm 1200 mm

REINFORCEMENT DETAIL OF PIER

REFERENCE
CODE BOOKS IRC 5-1970 ,section 1 - Code of practice for road bridges. IRC 6-1966, section 2 loads and stresses IRC 21-1972 ,section 3 plain and cement concrete IS 456:2000 plain and Reinforced concrete

WORKS TO BE DONE
Design

Design of Retaining Wall

Design of Footing
Estimation

THANK YOU