Volume 5, Issue 8, August – 2020 International Journal of Innovative Science and Research Technology

ISSN No:-2456-2165

Manual RC Bridge Analysis and Designing

Applied Science

Ayaanle Maxamed Ali

Department: Civil Engineering

Program: Culvert Project

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ABSTRACT

Bridges is a structure intended to carry the road traffic or other moving load to pass through the
obstacles. The bridge may be roadway bridge, railway bridge,a canal, pipelines, etc. the main
obstacles can be river, valley, and others.Bridges are very important in the modern roads and railway
transportation system, generally serving as social infrastructure system. During constructing bridge
there are three main components of the bridge, and they are (substructure, superstructure, bearing),
etc. this study is concern about the manual analysis and design of the bridge, it’s built for the purpose
of providing passage over the obstacles, generally something that can obstacle to cross otherwise.

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I. INTRODUCTION

Bridges are the structures that spans are horizontally between the support, and the function of the bridge
is to carry vertical loads, so the vertical loads can be pointed or distributed load. The prototypical bridge is
quite simple for two supports holding up the beams. The support must be strong enough to carry the
structural loads. Spans always designed as short as possible; also, long spans are justified a good foundation.
Bridges are important to every modern highway. But they are not seen or understood in the same way
through everyone. There are types of bridges with different materials. Most of the people, when they are
going to the job or other places, travel over the bridge everyday, so they don’t realize the bridge, but they
just look the roadway railing on the other side. The earliest bridge was stepping stones, and it was the
simplest one bridge ever.

II. THE SEVEN TYPES OF BRIDGE

 There are seven types of bridge designsthat have been adapted and enhanced over the years.
 Although the truss bridges design is seen as the strongest suspension bridge design is the one which can
give stretch utmost.
 The most expensive bridge is the suspension bridge with these days. There are different types of bridges,
while typically, their structures can be to one of the seven main types.

Beam Bridges
This type of bridge is one of the simplest bridges. The traditional deck area of this bridge consists ofa
stone slap, and the wood plank and the supports are sides by two beams running between the abutments or
piers. Some of this bridge you will find other beams positioned in between the main beams also there are
extra columns. The deck area where peoples or the vehicles travel there’s underlying beams. This type of
bridge referred simply supported beams.

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Fig 1: beam bridge

Truss bridges
Truss bridge has been used around recent centuries till now; these bridges are load-bearing structures
that incorporate a truss in a highly efficient yet very simple design. You will see an array of different shapes
of a simple truss bridge, but they are all incorporate triangular sections. So the role of these triangular truss
elements is important inside of absorption loads in tension or compression. Therefore the mixture of tension
and compression of the bridge is maintained, and the deck area will remain strong and safe.

Fig 2: truss bridge

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Cantilever bridges
The first-time designed cantilever beam it was seen as a major engineering breakthrough. This type of
bridge made from pre-stressed concrete or steel structure when used to accommodate the traffic. When you
consider the horizontal beam making up cantilever arm are only supported from one side, it will look like a
little dangerous. The two arms of the cantilever are connected through the suspended span, so it’s effectively
a centerpiece that has no direct support underneath. Therefore, this bridge is supported by diagonal bracing
with horizontal beams as opposed to a typical vertical bracing. This type of bridge is very safe, secure; the
design of this bridge is still using in this century.

Fig 3: cantilever bridge

Arch Bridges
There are many different types of arch bridges, but they all have common think like the central element.
So, each one of these bridges has an abutment, which is used to support the curved arch under the bridge.
The most common type of arch bridge is a viaduct, a long arch bridge made on this. The lateral pressure
acting on the span is transferred into the supporting abutments. It’s very important to be this part a solid and
well-founded. This type of bridge is very strong; he can carry the pedestrian and the vehicle load as well.

Fig 4:- arch bridge

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Tied Arch Bridges
This type of bridge is very beautiful, which incorporates an arch structure supported by vertical ties
between the deck and the arch. The tips of the arch structure are connected at the bottom of the chord. This
design is similar to the string of the bow. The downward pressure that is acting on the arch structure is
transferred into the ties by tension and compression.

Fig 5: Tied Arch Bridges

Suspension Bridges
The suspension of this bridge looks very simple, but the design is extremely very effective. The deck
area of the suspension bridge is a load-bearing element structure. This is held in a place by the vertical
suspenders which are supporting the cables. The suspension cables extend out beyond each side of the
bridge and are anchored firmly into the ground. It will depend upon the size of the bridge, but a number of
towers will be installed to hold up the suspension cables. Any load applied to the bridge is transformed into
tension across the suspension cables, which are an integral part of the structure. As there is some “give” in
the suspension cables, this can translate into a slight, but measured bridge movement in difficult weather
conditions.

Fig 6: Suspension Bridges

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Cable-stayed bridges
This type of bridge depends upon towers or pylons, which are the loadbearing elements of the structure.
The cables are connected from the deck below to the pylons, either directly from the top of the tower but at
different points. Then when it connected differently positioned, this creates fan like patters. This type of
bridge is intended for long-distance greater than those achieved with a cantilever bridge but less than the
suspension bridge. The main problems of this bridge are that the central connection of the cables can be
horizontal pace pressure on the deck, so the deck area needs to be reinforced to stand this pressure.

Fig 7: Cable-stayed bridges

III. BASIC COMPONENT AND PARTS OF BRIGADE STRUCTURE

Mostly bridge structures consist of the following component parts.

 Superstructure or decking component.

 Bearings.
 Substructure Components.

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Fig8 : bridge component part

IV. SUPERSTRUCTURE COMPONENTS OF BRIDGES

The upper part of the structure of the bridge component consistsof the truss, girder and the deck slap
and etc. These component parts based on the bridge type, whether steel or concrete or composite. The
superstructure of the bridge bears the load passing over it. This helps the transferring all force formed by the
loads to the below substructures.

Decks
The deck slap is considering a road or rail surface of the bridge. Deck slaps are supported by the girders
or the bigger beams thatare turn supported by the columns or the piers. The whole arrangement of the
structure is supported with a deep foundation, mainly piles and cap arrangement.

Fig 9: Deck slap

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Bearings in Bridges
The loads transmitted by the deck slap are properly and safely to the substructure with the help of the
bearings. These parts are one of the components that help the bridge to transfer the superstructure loads to
the substructure parts. The bearing in the bridge allows the longitudinal movement of the girders—this
movementis coming due to the forces that are acting on the longitudinal direction. The forces due to the
moving loads and the temperature change are the main causes of the longitudinal forces. The selection of the
type of bearing it depends on a certain parameter like the; type of load acting, the geometrical plan, the
clearance available, the displacement and the rotations, the extent maintenance.

Fig 10: bearing of the bridge

Substructure Components of Bridges

The components involved in the substructure of bridges are:

1. Piers
2. Abutments

3. Wing Walls and the Returns

4. Foundation

Piers
The piers are the vertical members of the bridge used to support the deck slap; these members help the
structure to hold up the deck slap and other vertical members that are above the slap.

 Load transmission to the foundation

 Resistance to the horizontal forces

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Piers are designed to resist the vertical loads coming from the slap. In the places that earthquakes
happen, it’s recommended to design the pier for the lateral loads. In general, the piers are constructed
using concrete.

V. TYPES OF PIERS IN BRIDGE CONSTRUCTION

There are different types of piers based on the structural connectivity, the shape of the section, and the
framing configuration.

 Based on the structural connectivity, the pier can be classified as monolithic or cantilevered.
 Based on the shape of the section pier can be classified as solid or hollow, hexagonal, round or octagonal
or rectangular.
 Based on the framing configuration, the pier can be classified as single or multiple columns bent
hammerhead or pier wall type.

Abutments
The abutment is the vertical structure used to retain the earth behind the built. The dead and live loads
from the bridge superstructure is supported by the bridge abutment.

Fig 11: abutment

The abutments are also subjected to lateral pressures mainly from the approach embankment.
The design loads on the abutment are mostly dependent on the:

 Type of abutment selected

 The sequence of construction

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The figure below shows the primary functions carried out by an abutment.

Fig 12: primary functions carried out by an abutment.

As seen from the above figure, the abutments have the design requirements similar to retaining
walls as well as in pier construction. The abutments are primarily designed to resists the overturning
and sliding. More focus is on the stability of the whole system.Special care has to be provided for
the foundations of abutments. The abutment foundation must overcome the problems of differential
settlement and excessive movements caused due to lateral forces or loads.The below figure shows
the components of abutments.

Fig 13: the components of abutments.

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Wing Walls and Returns

Structures constructed as an extension of the abutments to retain the earth present in the approach bank
are called wing walls. This portion will otherwise have a natural angle of repose. These are retaining walls
constructed adjacent to the abutments. This wall can be built either integrally or independently with the
abutment wall.The rear of the wall must consider three design loads while designing. This includes:

 The earth pressure from the backfill

 The surcharge from the live loads or the compacting plant
 The hydraulic loads from the saturated soil conditions

The stability of the wing wall is mainly based on its resistance against the active earth pressures. The
structural elements of the bridges are hereby designed and constructed to resist the earth pressures at rest.

Fig 14: Wing Walls

Parapets and Handrails/ Guard Rails or Curbs

These components of bridges are not structural importance but provided for the safety concerns. These
are provided above the decks. This will help in the prevention of the vehicle from falling off the bridge into
the water body below or as a means for the separation of traffic streams.

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Fig 15: Handrails

Foundation of Bridges
Foundation are structures constructed to transmit the load from the piers, abutments, wing walls, and
the returns evenly on the strata. The foundation provided for bridge structures isa deeply insufficient manner
to avoid scouring due to the water movement or to reduce the chances of undermining.

Fig 16: Foundation of Bridges

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VI. MANUALANALYSIS AND DESIGN OF THE BRIDGE

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VII. HYDRAULIC DESIGN

Design Discharge:

Catchment area = 522sq.kms Type of catchment = Hilly –Good

Ryve‟s coefficient c= 2000 as recommended by the technical committee for Cauvery basin.

By Ryve‟s Formula, Discharge Q = CA2/3

Where , Q = Maximum flood discharge C= Ryve‟s coefficient = 2000

A = Catchment area in square miles = 213 sq.m Q = 2000*2132/3

= 71331.78Cusecs

.‟. Maximum flood discharge = 71331.78Cusecs = 2020 m3/sec

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Linear Water Way: Discharge = 2020m3/sec Linear water way = C√Q

= 4.4*√2020

= 197.75m = 198.00mm

End span = 19*2 = 38m Intermediate span = 40 *4 = 160m

Afflux:

Linear water way = 198.97m Natural water way = 199m Velocity of water , V = 1.85m/s

Afflux = a = (V2/2g) [(L2/c2L12) – 1] Where c = 0.9 for Bell mouthed entry.

.‟. Afflux = a = (1.852/2*9.81)[(1992/0.92*198.972) – 1]

= 0.0415m

Scour Depth:

For uniform scour,

Scour depth = dmax=1.5d‟ d‟=d ]0.61

d= (1.21Q0.63)/(f0.33w0.6)

=(1.21*20200.63)/(1.10.33*1990.6)

= 5.92m

d‟=5.92 ]0.61

= 5.92m

.‟. dmax = 8.80m

For non-uniform scour,

dmax= d ]1.56

=5.92 ]1.56

= 5.92m

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VIII. STRUCTURAL DESIGN

Preliminary Data:

Total span of the Bridge = 198.00m Width of the road =7.5m

Kerbs on each side = 600mm Footpath on either side = 1.5m Grade of concrete =M20

Loss ratio = 0.80

Spacing of Cross- girder = 5m

Grade of steel = Fe 415 – HYSD bars Depth of slab = 250mm

Thickness of wearing coat = 80mm

Live load – Class AA tracked vehicle – 700kN

ENDSPAN:

Design of Interior Panel:

a) Bendingmoments:
Dead weight of slab= (1*1*0.25*24) =6.00kN/m2
Dead weight of wearing coat= (0.008*22) = 1.76kN/m2 Total dead load = 7.76kN/m2

3.70

1.01

Position of IRC Class AA wheel load for maximum Bending moment

U=B+2t V=L+2t

U= (0.85+2*0.08) =1.01

V= (3.6+2*0.08) =3.76

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u/B=1.01/2.5 = 0.404

V/L = 3.76/4.75 = 0.792

From Pigeaud‟s curve, K= B/L =0.53 m1=0.095 and m2=0.02 MB=w(m1+0.15m2)

=350(0.095+0.15*0.02)

=34.30kN-m

As the slab is continuous, Design BM= 0.8MB

Design BM including impact and continuity factor

=1.25*0.8*34.3

=34.30kN-m

ML=w(m2+0.15m1)

=350(0.02+0.15*0.095)

=11.98kN-m

Shear Force:

Dispersion in the direction of span,

= 0.85+2(0.08+0.25)

=1.51m

For maximum shear, load is kept such that the whole dispersion is within span. The load is kept at

1.51/2=0.755m from the edge of the beam.

Effective width of slab= kx[1-(x/L)]+bw Clear length of panel=4.75-0.2=4.55m

.‟. B/L=4.55/2.3=1.978

From table, (IRC 21-2000) value of k for continuous slab is = 2.6 Effective width of slab,

= 2.6*0.755[1-(0.755/2.3)]+[3.6+(2*0.08)]

=5.079m

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Load per meter width=350/5.079

=70kN

Shear force per meter width = 70(2.3-0.755)/2.3

=47.00kN

Shear force with impact = 1.25*47.0=58.75kN

Dead Load BM And Shear Force:

Total dead load = 7.76kN/m2

Total dead load on panel = 2.5*4.75*7.76

=92.15kN

For UDL U/B=1 and V/L= 1 K=B/L= 2.5/4.75=0.526 1/K=1.9

0.85

0.25M SLAB

0.75

2.30

Position Of Wheel Load For Maximum Shear

From Pigeaud‟s curve, m1=0.049 and m2=0.01

MB=92.15(0.049+0.15*.01)=4.65kN-m ML= 92.15(0.01+0.15*0.049)=1.60kN-m

Design BM including continuity factor, MB=0.8*4.65=3.72kN-m ML=0.8*160=1.28kN-m

Dead load shear force=wl/2

=(7.76*2.3)/2

=8.92kN

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Design moments and shear forces: Total MB=34.3+3.72=38.02kN-m ML=11.98+1.28=13.26kN-m

Design of Slab Section and Reinforcement:

Effective depth, d=√(M/Qb)

=√(38.02*106)/(0.762*1000)

=223.37mm

dprovided > defective. Hence ok.

Ast = M/(σst*j*d)

=(38.02*106)/(200*0.96*300)

=792mm2

Use 12mm dia. Bars @150mm c/c

Center to center spacing =[ 1000*(π*122)/4]/792

=142.80mm

=150mm Ast = [1000*( *122)/4]/150

=755mm2

Effective depth for long span using 10mm dia.,

=250-6-5

=239mm

Ast= (13.26*106)/(200*0.96*239)

=288.96mm2= 300mm2

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But minimum reinforcement using HYSD bars according o IRC 18-2000 is 0.15% of cross section area.
Hence,

Ast = 0.0015*1000*250

=375mm2

Check For Shear Stress:

Nominal shear stress = τv=V/bd

=(58.75*103)/(1000*250)

=0.235N/mm2

At support section, Ast=755mm2

Hence, (100Ast)/bd= (100*755)/(1000*250) = 0.302

For M20 concrete, τc=0.22N/mm2 (from table 12B IRC 21-2000) For overall depth 300mm, K=1.01 (From

table 12C IRC:21-2000)

.‟. Permissible shear stress in concrete

slab= K τc=1.10*0.22

=0.235N/mm2>τv= 0.19N/mm2

Hence the shear stresses are within the safe permissible limits.

Design of Longitudinal Girders:

Reaction Factors:

Using Courbon‟s theory, the IRC class AA loads are arranged for maximum eccentricity as shown in fig.

Reaction factor for outer girder A is, RA=( Σw1/n)*[1+(nex1)/(Σx2)]

=2w1/4)*[1+(4*1.1*3.75)/{(2*3.752)+(2*1.252)}]

=0.764 w1

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W1 1.10

1.625 2.05

2.50 2.50 2.50

A B C D

Transverse Disposition of IRC Class AA Tracked Vehicle

Reaction factor for inner girder B is ,

RB=2w1/4)*[1+(4*1.25*1.1)/{(2*3.752)+(2*1.252)}]

=0.588 w1

If w1= 0.5w RA=0.764*0.5w

= 0.382w

RB=0.588*0.5w

=0.294w

Dead Load From Slab Per Girder:

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1.00

1.50M

0.30 FOOTPATH
0.08M
0.25 0.25M

R.C.SLAB

GIRDER

Weight of ,

Parapet railing (lump sum) = 0.92kN/m

Foot path and kerb = 0.3*1.5*24 = 10.08kN/m Deck slab = 0.25*1.5*24 = 20.72kN/m

Total load on deck slab = [(2*20) +(7.76*7.25)] = 97.70kN/m

It is assumed that the deck load is shared equally by all the four girders.

.‟. Dead load per girder = 97.70/4 = 24.425kN/m

Dead Load On Main Girder:

Overall depth of girder = 1800mm

Dead weight of rib = 1.15*0.2*24 = 5.52kN/m

Dead weight of bottom flange = (0.5*0.4*24) = 4.80kN/m Totalload =10.32kN/m

Weight of cross girder = (0.2*1.25*24) = 6kN/m

1.20

0.25

0.20

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1.80

0.50

Cross section of Prestressed Concrete Girder Dead Load Moment and Shear In Main Girder:Reaction from

deck slab on each girder = 24.55kN/m Weight of cross girder = 6kN/m

Reaction on main girder = (6*2.5) = 15kN/m Self weight of main girder = 10.32kN/m

Total dead load on girder = (24.55+10.32) = 34.87kN/m

The maximum dead load bending moment and shear force is computed using the loads shown in fig.

Mmax = [(0.125*34.87*192) +(0.25*15*19)+(15*9.5)+(15*4.75)

=1858.51kN-m

22.5KN 22.5KN 22.5KN

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34.87KN/M

4.75 4.75 4.75 4.75

19.0M

Dead Load on Main Girder

Dead load shear at support

Vmax = [(0.5*34.87*19) +(0.5*15*3)

= 353.76kN

Live Load Bending Moment in Girder:

Span of the girder = 19m Impact factor (class AA) = 25%

a=9.50 3.60 b=9.50

3.85 3.85

Influence Line Diagram for Bending Moment In Girder

Live load is placed centrally on the span Bending moment at center of span

= 0.5*(3.85+4.75)*700
=3010kN-m

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Bending moment including impact and reaction factor for outer girder is, Live load bending moment =

3010*1.25*0.382 = 1437.275kN-m

For inner girder, BM = 3010*1.25*0.294 = 1106.175kN-m

Live Load Shear Forces in Girder:

For maximum live load shear in the girder, the IRC class AA loads are placed as, Reaction of w 2 on girder B

= (350*0.45)/2.5 = 63kN

Reaction of w2 on girder A = (350*2.05)/2.5 = 287kN Total load on girder B = 350+63 = 413kN

Maximum reaction in girder B = (413*18.2)/19 =395.61kN

Maximum reaction in girder A = (287*18.2)/19 =274.92kN

Maximum live load shear with impact factor in inner girder = 395.61*1.25 = 494.51kN

Outer girder = 294.92*1.25 = 343.64kN

Design Bending Moment and Shear Force:

Bending Moment Dead Load BM Live load BM Total BM Unit

Outer girder 1858.51 1437.275 3295.785 kN-m

Inner girder 1858.51 1106.175 2964.685 kN-m

Shear force Dead load SF Live load SF Total SF Unit

Outer girder 395.50 343.64 739.14 kN
Inner girder 395.50 494.52 890.00 kN

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IX. PROPERTIES OF MAIN GIRDER SECTION:

Cross sectional area = (1200*250)+(1150*200)+(400*500) = 73*104mm2

1.20

0.25

y1=0.75

1.15

0.20 y2=1.05

0.40

0.50

Cross Section Of Main Girder

To locate position of centroid, Y1 =Σay1/Σa

=750mm

Y2 = 1800-750 =1050mm

Moment of inertia about axis of bending,

I = [{(1200*2503)/12}+(1200*250)(750-125)2] + [{(1150*2003)/12}+(1150*200)(750-825)2] +
[{(500*4003)/12}+(500*400)(750-1600)2]

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= 2924*108mm4

Zt = I/y1= 3.89*108mm3 Zb = I/y2= 2.78*108mm3

Check for Minimum Section Modulus:

fck=50N/mm2 ; fct =18N/mm2

fci=40N/mm2; f
tt f = 0 * MD =0 ɳ =80%
= tw

ML=1437.275kN-m; M G=1858.51kN-m M D=3295.785kN-m

Fbr = ɳ fct - ftw

=0.8*18 – 0

= 14.40N/mm2

Ftr= fcw - ɳ ftt

= 16N/mm2

Inferior stress = finf=( ftw/ ɳ) + (M D/ ɳZb)

= 0 + (3295.785*106)/(0.8*2.78*108)

=14.82N/mm2

Minimum section modulus required, Zrequired = [ML + (1- ɳ)MG]/ Fbr

= [1437.275*106 + (1- 0.8)1858.51*106]/ 14.40

= 1.25*108mm3< 2.78*108 mm3

Hence the section provided is adequate.

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Pre-Stressing Force:

Assume a cover of 200mm

Maximum possible eccentricity e = (1050 – 200) = 850mm Prestressing force is obtained as,

P = (A.finf.Zb.)/(Zb+A.e)

= [(73*104*14.82*2.78*108)/(2.78*108)+(73*104*850)]

= 3393.177*103N

= 3393kN

Using Freyssinet system, anchorage type 7K-15 ( 7 strands of 15.2mm diameter ) in 65mm cab les duct,
(IS:6006-1983)

Force in each cable = (7 * 0.8 * 280.7 ) = 1459kN No. of cables = 3393/1459 = 2.32 =3 no.s

Area of each strand = 140mm2

Area of 7 strands in each canle = 7 * 140=980mm2

Area of each strand in 3 cables = Ap = 3*980 = 2940mm2The cables are arranged at centre of span asshown

200

65

50

300
65

50

500
65

Permissible Tendon Zone:

At Support section, e=< (Zb.fct/P) – (Zb/A)

=< [ (2.78*108*18)/(3393*103)] – (2.78*108)/(0.73*106)

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=< 1093.97mm

And e=> (Zb.ftw/ɳP) – (Zb/A)

=> 0 - (2.78*108)/(0.73*106)

=> -380mm

Check for Stresses:

For the centre of the span section, we have P = 3393kN

e = 850mm

A = 0.73*106mm2

Zt=3.89*108mm3; Zb =2.78*108 mm3 ML=1437.275kN-m; MG=1858.51kN-m

At transfer stage,

σt = [(P/A) – (Pe/Zt)+(ML/Zt)]

= [(3393*103)/(73*104) – {(3393*103*850)/
(3.89*108)}+(1437.275*106)/(/3.89*108)]

=4.65 – 7.41 – 3.69

= 0.93N/mm2

σb = [(P/A) + (Pe/Zb) - (ML/Zb)]

= [(3393*103)/(73*104) + {(3393*103*850)/( 2.78*108)}-( 1437.275*106)/(/2.78*108)]

= 4.65 + 10.37 - 5.17

= 9.85N/mm2

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At working load stage,

σt = [(ɳP/A) – (ɳPe/Zb)+(MD/Zt)]

= [(0.8*3393*103)/(73*104) - {(0.8*3393*103*850)/( 2.78*108)}+( 3295.785*106)/(/3.89*108)]

=3.72 – 8.3 + 8.47

=3.89N/mm2

σb = [(ɳP/A) + (ɳPe/Zt)-(MD/Zb)]

= [(0.8*3393*103)/(73*104) - {(0.8*3393*103*850)/( 3.89*108)}+( 3295.785*106)/( 2.78*108/)]

=3.72 +5.93 – 11.85

= -2.20N/mm2

1.20

0.25

0.20
0.75

CG OF THE SECTION CG

1.80 OF THECABLE 0.18

0.87

0.30

0.50

Arrangement of Cables at Support Section

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900MM e=0.85M

e=0.45 e=0.45
1800MM

19M 19M

Concordant
Cable Profile

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Check For Ultimate Flexural Strength:

For the centre of span section,

Ap = 3*7*140 = 2940mm2

b =1200mm; d=1600mm

bw=200mm; fck= 50N/mm2 Df =250mm

According to IRC: 18-2000, Mu =1.5MG+2.5ML

= (1.5*1858.51*106) + (2.5*1437.275*106)

= 6380.95*106

= 6380.95kN-m

The ultimate flexural strength is computed as,

i) Failure by yielding of steel Mu =0.9*d*Ap*fp

= 0.9*1600*2940*1862
= 7882.96kN-m

ii) Failure by crushing ofmaterials

Mu= 0.176bwd2 fck + 0.667*0.8*(b-bw)(d-Df/2)Df*fck
= (0.176*200*16002*50) + 0.667*0.8*1000*(1600- (250/2))*(250*250)
=14343kN-m

According to IS: 1343-1980, the ultimate flexural strength of the center span section is computed as,

Ap = (Apw + Apf)

Apf = 0.45fck(b-bw) (Df/fp)

= 0.45*50*(1200-200) *(250/1862)

= 3021mm2

.‟. Apw = 3021- 2940

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= 81mm2

Ratio, =

= 0.0377

From table 11 of IS: 1343, we have for post tensioned beams with effective bond, fpu/0.87fp = 1

fpu = 0.87*1862

=1619.94

Xu/d =0.0826

Xu = 0.0826*1700
= 115.64mm

.‟. Mu = fpu. Ap. (d-0.42 Xu)

= 1619.94*2940*(1400-115.64)

= 6116.92*106kN-m

Check for Ultimate Shear Strength:

Ultimate Shear force Vu = (1.5Vg + 2.5Vq)

= (1.5*351.76 + 2.5*494.51)

=1763.915kN

According to IRC: 18-2000, the ultimate shear resistance of support section uncracked in flexure is given by,

Vcw = 0.67bw.h√(ft2 + 0.8fcp.ft ) + ɳ.P.Sinɵ Where bw = Width of web = 200mm

h = Overall depth of Girder = 1800mm

ft = Maximum principal tensile stress at centroid axis ft = 0.24√fck = 0.24√50 =1.7N/mm2

fcp = Compressive stress at centroidal axis due to prestress

= (0.8*4254*103)/(0.73*106)

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= 4.66N/mm2

Eccentricity of cables at centre of span = 850mm Eccentricity of cables at support = 180mm

Net eccentricity = e = (850 – 180) = 670mm Slope of the cable = ɵ=

= 0.14
.‟. Vcw = 0.67*200*1800√(1.72 + 0.8*4.66*1.7) + 0.8*42548103*0.14

= 1209.14kN

Shear resistance required = 1763.915kN Shear capacity of section = 1209.14kN

Base shear = (1763.915 – 1209.14) = 554.775kN

Using 10mm diameter 2 legged stirrups of Fe415 HYSD bars, the spacing Sv is obtained as,

Sv = (0.87*fy*Asv*dt)/V

= (0.87*415*2*79*1750)/(554.775*103)

= 179.94mm

Provide 10mm diameter stirrups at 150mm centers near support and gradually increased to 300mm towards
the center of span.

Supplementary Reinforcement:

Longitudinal reinforcement of not less than 0.15 percent of gross cross-sectional area to be provided to
safeguard against shrinkage cracking.

Ast = [(0.15*0.73*106)/100]

= 1095mm2

20mm diameter bars are provided and distributed in the compression flange as shown

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1.20

0.25

20MM DIA BARS

0.20

10MM DIA 2 LEGGED STIRRUPS

1.80

0.30

0.50

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X. DESIGN OF END BLOCKS:

Solid end blocks are provided at the end supports over a length of 1.5m. Typical equivalent prisms on which
the anchorage forces are considered to be effective are detailed in the figure. The bursting tension is
computed using the data given in the table.

(ypo/yo) 0.3 0.4 0.5 0.6 0.7

(Fbst/Pk) 0.23 0.20 0.17 0.14 0.11

In the horizontal plane we have the data, P k = 1459kN

2ypo = 225mm 2yo = 900mm

.‟. The ratio (ypo/yo) = ( 112.5/450) = 0.25 Bursting Tension, Fbst = (0.23*1459) = 336kN

Area of stel required to resist this tension is obtained as, As = (336*10 3)/(0.87*415) = 931mm2

Provide 10mm diameter bars at 100mm centres in the horizontal direction. In the vertical plane, the ratio of
(ypo/yo) being higher the magnitude of bursting tension is smaller. However the same reinforcements are
provided in the form of a mesh both in the horizontal and vertical directions.

XI. INTERMEDIATE SPAN:

Design of Interior Panel: Bending Moments:

Dead weight of slab= (1*1*0.25*24) =6.00kN/m2

Dead weight of wearing coat= (0.008*22) = 1.76kN/m2 Total dead load = 7.76kN/m2

3.70

1.01

5.0

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Position of IRC Class AA Wheel Load For Maximum Bending Moment

U=B+2t V=L+2t

U= (0.85+2*0.08) =1.01

V= (3.6+2*0.08) =3.76

u/B=1.01/2.5 =0.404

V/L = 3.76/5 =0.752

From Pigeaud‟s curve, K= B/L =0.5 m1=0.098 andm2=0.02

MB=w(m1+0.15m2)

=350(0.098+0.15*0.02)

=35.35kN-m

As the slab is continuous, Design BM= 0.8MB

Design BM including impact and continuity factor

=1.25*0.8*35.35

=35.35kN-m

ML=w(m2+0.15m1)

=350(0.02+0.15*0.098)

=12.14kN-m

Shear Force:

Dispersion in the direction of span,

= 0.85+2(0.08+0.25)

=1.51m

For maximum shear, load is kept such that the whole dispersion is within span. The load is kept at

1.51/2=0.755m from the edge of the beam.

Effective width of slab= kx[1-(x/L)]+bw Clear length of panel=4.75-0.2=4.55m

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.‟. B/L=4.55/2.3=1.978

From table, (IRC 21-2000) value of k for continuous slab is = 2.6 Effective width of slab,

= 2.6*0.755[1-(0.755/2.3)]+[3.6+(2*0.08)]

=5.079m

Load per meter width=350/5.079

=70kN

Shear force per meter width = 70(2.3-0.755)/2.3

=47.00kN

Shear force with impact = 1.25*47.0=58.75kN

Dead Load BM and Shear Force:

Total dead load = 7.76kN/m2

Total dead load on panel = 5*2.5*7.76

=97kN

For UDL U/B=1 and V/L= 1 K=B/L= 2.5/5=0.5

1/K=1

0.85

0.25M SLAB

0.75

2.30

Position Of Wheel Load For Maximum Shear

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From Pigeaud‟s curve, m1=0.047 and m2=0.01

MB=97(0.047+0.15*.01)=4.70kN-m ML= 97(0.01+0.15*0.047)=1.65kN-m

Design BM including continuity factor, MB=0.8*4.7=3.76kN-m ML=0.8*165=1.32kN-m

Dead load shear force=wl/2

=(7.76*2.3)/2

=8.92kN

Design moments and shear forces: Total MB=35.35+3.76=39.11kN-m ML=12.14+1.32=13.46kN-m

Design shear force=58.75+8.92=67.67KN

Design of Slab Section and Reinforcement:

Effective depth, d=√(M/Qb)

=√(39.11*106)/(0.762*1000)

=226mm

dprovided > defective. Hence ok.

Ast = M/(σst*j*d)

=(39.11*106)/(200*0.96*230)

=938mm2

Use 12mm dia. Bars @120mm c/c Ast provided = [1000*( *122)/4]/120

=942.47mm2

Effective depth for long span using 10mm dia.,

=230-6-5

=219mm

Ast= (13.46*106)/(200*0.96*219)

= 339mm2

But minimum reinforcement using HYSD bars according o IRC 18-2000 is 0.15% of cross section area.

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Hence,

Ast = 0.0015*1000*250

=375mm2

Check for Shear Stress:

Nominal shear stress = τv=V/bd

=(58.75*103)/(1000*230)

=0.255N/mm2

At support section,Ast=942mm2

Hence, (100Ast)/bd= (100*942)/(1000*230) = 0.4 For M20 concrete,τc=0.25N/mm2

(from table 12B IRC 21-2000) For overall depth 250mm, K=1.1 (From table 12C IRC: 21-2000)

.‟. Permissible shear stress in concrete slab= K τc

=1.10*0.25

=0.275N/mm2>τv= 0.19N/mm2 Hence the shear stresses are within the safe permissible limits.

Design of Longitudinal Girders:

Reaction Factors:

Using Courbon‟s theory, the IRC class AA loads are arranged for maximum eccentricity as shown in fig.

Reaction factor for outer girder A is, RA=( Σw1/n)*[1+(nex1)/(Σx2)]

=(2w1/4)*[1+(4*1.1*3.75)/{(2*3.752)+(2*1.252)}] =0.764 w1

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W1
1.10

1.625 2.05

2.50 2.50 2.50

A B C D

Transverse Disposition of IRC Class AA Tracked Vehicle

Reaction factor for inner girder B is ,

RB=2w1/4)*[1+(4*1.25*1.1)/{(2*3.752)+(2*1.252)}]

=0.588 w1

If w1= 0.5w RA=0.764*0.5w

= 0.382w

RB=0.588*0.5w

=0.294w

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Dead Load From Slab Per Girder:

1.00

1.50M

FOOTPATH
0.30
0.08M

0.25 0.25M

R.C.SLAB

GIRDER

Weight of ,

Parapet railing (lump sum) = 0.92kN/m

Foot path and kerb = 0.3*1.5*24 = 10.08kN/m Deck slab = 0.25*1.5*24 = 9kN/m

Total load on deck slab = [(2*20)+(7.76*7.5)] = 98.20kN/m

It is assumed that the deck load is shared equally by all the four girders.

.‟. Dead load per girder = 98.20/4 = 24.55kN/m

Dead Load On Main Girder:

Overall depth of girder = 1800mm

Dead weight of rib = 1.15*0.3*24 = 8.28kN/m

Dead weight of bottom flange = (0.5*0.4*24) = 4.80kN/m Totalload =13.08kN/m

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Weight of cross girder = (0.2*1.25*24) = 6kN/m

1.20

0.25

0.20

1.80

0.30

0.50

Cross section of Prestressed Concrete Girder Dead Load

Moment and Shear In Main Girder:

Reaction from deck slab on each girder = 24.55kN/m Weight of cross girder = 6kN/m

Reaction on main girder = (6*2.5) = 15kN/m Self-weight of main girder = 13.08kN/m

Total dead load on girder = (24.55+13.08) = 37.63kN/m

The maximum dead load bending moment and shear force is computed using the loads shown in fig.

Mmax = [(0.125*34.87*192)+(0.25*15*19)+(15*9.5)+(15*4.75)

=1858.51kN-m

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15KN
15KN 15KN

34.87KN/M

5.0 5.0 5.0 5.0

40.0M

Dead Load on Main Girder

Dead load shear at support

Vmax = [(0.5*34.87*19) + (0.5*15*3)

= 353.76kN

Live Load Bending Moment In Girder:

Span of the girder =40m

Impact factor (class AA) = 10%

a=20 3.60 b=20

9.10 10 9.10

Influence line diagram for Bending Moment in Girder

Live load is placed centrally on the span Bending moment at centre of span

= 0.5*(9.1+10)*700

=6685kN-m

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Bending moment including impact and reaction factor for outer girder is, Live load bending moment =

6685*1.1*0.382 = 2809.04kN-m

For inner girder, BM = 6685*1.1*0.294 = 2161.93kN-m

Live Load Shear Forces In Girder:

For maximum live load shear in the girder, the IRC class AA loads are placed as, Reaction of w2 on girder B

= (350*0.45)/2.5 = 63kN

Reaction of w2 on girder A = (350*2.05)/2.5 = 287kN Total load on girder B = 350+63 = 413kN

Maximum reaction in girder B = (413*38.2)/40 =394.41kN

Maximum reaction in girder A = (287*38.2)/40 =274.08kN

Maximu live load shear with impact factor in inner girder = 394.41*1.1=433.95kN

Outer girder = 274.08*1.1 = 301.488kN

Design Bending Moment and Shear Force:

Bending Dead Load Live load BM Total BM Unit

Moment BM

Outer girder 8126 2809.04 10935.04 kN-m

Inner girder 8126 2161.93 10287.93 kN-m

Shear force Dead load SF Live load SF Total SF Unit

Outer girder 805.1 301.48 1106.58 kN

Inner girder 805.1 433.95 1239.05 kN

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XII. PROPERTIES OF MAIN GIRDER SECTION:

Cross sectional area = (1200*250)+(1150*300)+(400*500) = 8.45*105mm2

1.20

0.25

y1=0.76

1.15

0.30 y2=1.04

0.40

0.50

Cross- Section of Main Girder

To locate position of centroid, Y1 =Σay1/Σa

=759.91mm = 760mm

Y2 = 1800-760 =1040mm

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Moment of inertia about axis of bending,

I = [{(1200*2503)/12}+(1200*250)(760-125)2] + [{(1150*3003)/12}+(1150*300)(760-825)2] +
[{(500*4003)/12}+(500*400)(760-1600)2]

= 3.057*1011mm4

Zt = I/y1= 4.02*108mm3 Zb = I/y2= 2.94*108mm3

Check for Minimum Section Modulus:

fck=50N/mm2 ; fct =18N/mm2

fci =40N/mm2 ; ftt= ftw= 0 * MD= 0 ɳ =80%

ML=2809.04kN-m; M G=8126kN-m M D=10935.04kN-m

Fbr = ɳ fct - ftw

=0.80*18 – 0

= 15.30N/mm2

Ftr= fcw - ɳ ftt

= 16N/mm2

Inferior stress = finf=( ftw/ ɳ) + (M D/ ɳZb)

= 0 + (10935.04*106)/(0.80*2.94*108)

=43.75N/mm2

Minimum section modulus required, Zrequired = [ML + (1- ɳ)MG]/ Fbr

= [2809.04*106 + (1- 0.80)8126*106]/ 15.30

= 2.63*108mm3< 2.94*108 mm3

Hence the section provided is adequate.

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Pre-Stressing Force:

Assume a cover of 200mm

Maximum possible eccentricity e = (1040.08 – 200) = 840.08mm Prestressing force is obtained as,

P = (A.finf.Zb.)/(Zb+A.e)

= [(0.845*106*43.75*2.94*108)/(2.94*108)+(0.845*106*840.08)]

= 10826.94*103N

= 10826.94kN

Using Freyssinet system, anchorage type 7K-15 ( 7 strands of 15.2mm diameter ) in 65mm cab les duct,
(IS:6006-1983)

Force in each cable = (7 * 0.8 * 280.7 ) = 1459kN No. of cables = 10826.94/1459 = 7.41 =8 no.s Area of

each strand = 140mm2

Area of 7 strands in each canle = 7 * 140=980mm2

Area of each strand in 3 cables = Ap = 8*980 = 7840mm2The cables are arranged at centre of span asshown

Permissible Tendon Zone:

At Support section, e=< (Zb.fct/P) – (Zb/A)

=< [ (2.94*108*18)/(10826.94*103)] – (2.94*108)/(0.845*106)

=< 140.85mm

And e=> (Zb.ftw/ɳP) – (Zb/A)

=> 0 - (2.94*108)/(0.845*106)

=> -347.928mm

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0.20

0.30
50mm 50mm

50mm

50mm

65mm

0.50

Arrangement of Cable at Centre of Span section Check for Stresses:

For the centre of the span section, we have P = 10826.94kN

e = 840mm

A = 0.845*106mm2

Zt=4.02*108mm3; Zb=2.9*108 mm3

ML=2809.04kN-m; MG=8126kN-m

At transfer stage,

σt = [(P/A) – (Pe/Zt)+(ML/Zt)]

= [(10826.94*103)/(84.5*104) – {(10826.94*103*840)/( 4.02*108)}+(2809.04*106)/( 4.02*108)]

=12.81 – 22.62 + 20.21

= 10.4N/mm2

σb = [(P/A) + (Pe/Zb) - (ML/Zb)]

= [(10826.94*103)/(84.5*104) + {(10826.94*103*840)/( 2.9*108)}-( 2809.04*106)/(2.9*108)]

= 12.81 + 30.93 – 27.63

= 16.11N/mm2

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At working load stage,

σt = [(ɳP/A) – (ɳPe/Zb)+(MD/Zt)]

= [(0.85*10826.94*103)/(84.5*104) - {(0.85*10826.94*103*840)/( 2.9*108)}+( 8126*106)/( 4.02*108)]

=18.85N/mm2

σb = [(ɳP/A) + (ɳPe/Zt)-(MD/Zb)]

= [(0.85*`10826.94*103)/(84.5*104) - {(0.85*10826.94*103*840)/( 4.02*108)}+( 8126*106)/( 2.9*108/)]

= 0.129N/mm2

1.20

0.25

0.20
0.75

CG OF THE SECTION
1.80
CGOFTHECABLE 0.18

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Check for Ultimate Flexural Strength:

For the center of span section,

Ap = 8*7*140 = 7840mm2

b =1200mm; d=1600mm

bw=300mm; fck= 50N/mm2 Df =250mm

According to IRC: 18-2000, Mu =1.5MG+2.5ML

= (1.5*8126*106) + (2.5*2809.04*106)

= 19211.60*106

= 19211.60kN-m

The ultimate flexural strength is computed as,

iii) Failure by yielding of steel Mu =0.9*d*Ap*fp

= 0.9*1600*7840*1862
= 21021kN-m

iv) Failure by crushing ofmaterials

Mu= 0.176bwd2 fck + 0.667*0.8*(b-bw)(d-Df/2)Df*fck
= (0.176*300*16002*50) + 0.667*0.8*900*(1600-(250/2))*(250*250)

=51008kN-m

According to IS: 1343-1980, the ultimate flexural strength of the centre span section is computed as,

Ap = (Apw + Apf)

Apf = 0.45fck(b-bw) (Df/fp)

= 0.45*50*(1200-300)*(250/1862)

= 2718.85mm2

.‟. Apw = 7840- 2718.85

= 5121.15mm2

Ratio, =

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= 0.397
From table 11 of IS: 1343, we have for post tensioned beams with effective bond, fpu/0.87fp = 0.9

fpu = 0.87*0.9*1862

= 1457.95

Xu/d = 0.653

Xu = 0.653*1600

= 1044.8mm

.‟. Mu = fpu. Apw. (d-0.42 Xu) + 0.45fck (b-bw)Df (d-0.5Df)

=[1457.95*5121.15*(1600-0.42*1044.8)] + [0.45*50*900*250*(1600-0.5*250)

= 16134*106kN-m

Check for Ultimate Shear Strength:

Ultimate Shear force Vu = (1.5Vg + 2.5Vq)

= (1.5*805.1 + 2.5*433.95)

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50MM

0.9M

CABLE 1

CABLE 2

CABLE 3

0.9M
CABLE 4

CABLE 5

CABLE 6
40M
CABLE7

CABLE8

Check For Ultimate Flexural Strength:

For the centre of span section,

Ap = 8*7*140 = 7840mm2

b =1200mm; d=1600mm

bw=300mm; fck= 50N/mm2 Df =250mm

According to IRC: 18-2000, Mu =1.5MG+2.5ML

= (1.5*8126*106) + (2.5*2809.04*106)

= 19211.60*106

= 19211.60kN-m

The ultimate flexural strength is computed as,

i) Failure by yielding of steel Mu =0.9*d*Ap*fp

= 0.9*1600*7840*1862
= 21021kN-m

ii) Failure by crushing ofmaterials

Mu= 0.176bwd2fck + 0.667*0.8*(b-bw)(d-Df/2)Df*fck
= (0.176*300*16002*50) + 0.667*0.8*900*(1600-(250/2))*(250*250)

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=51008kN-m

According to IS: 1343-1980, the ultimate flexural strength of the centre span section is computed as,

Ap = (Apw + Apf)

Apf = 0.45fck(b-bw) (Df/fp)

= 0.45*50*(1200-300)*(250/1862)

= 2718.85mm2

.‟. Apw = 7840- 2718.85

= 5121.15mm2

Ratio, =

= 0.397
From table 11 of IS: 1343, we have for post tensioned beams with effective bond, fpu/0.87fp = 0.9

fpu = 0.87*0.9*1862

= 1457.95

Xu/d = 0.653

Xu = 0.653*1600

= 1044.8mm

.‟. Mu = fpu. Apw. (d-0.42 Xu) + 0.45fck (b-bw)Df (d-0.5Df)

=[1457.95*5121.15*(1600-0.42*1044.8)] + [0.45*50*900*250*(1600-0.5*250)

= 16134*106kN-m

Check For Ultimate Shear Strength:

Ultimate Shear force Vu = (1.5Vg + 2.5Vq)

= (1.5*805.1 + 2.5*433.95)

=2292.525kN

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According to IRC: 18-2000, the ultimate shear resistance of support section uncracked in flexure is given by,

Vcw = 0.67bw.h√(ft2 + 0.8fcp.ft ) + ɳ.P.Sinɵ Where bw = Width of web = 300mm

h = Overall depth of Girder = 1800mm

ft = Maximum principal tensile stress at centroid axis ft = 0.24√fck = 0.24√50 =1.7N/mm2

fcp = Compressive stress at centroidal axis due to prestress

= (0.8*10826.94*103)/(0.845*106)

= 10.25N/mm2

Eccentricity of cables atcentre of span = 850mm Eccentricity of cables at support = 180mm

Net eccentricity = e = (850 – 180) = 670mm Slope of the cable = ɵ=

= 0.067

.‟. Vcw = 0.67*300*1800√(1.72 + 0.8*10.25*1.7) + 0.8*10826.94*103*0.067

= 2064.58kN

Shear resistance required = 2292.525kN Shear capacity of section = 2064.58kN

Base shear = (2292.525 – 2064.58) = 227.945kN

Using 10mm diameter 2 legged stirrups of Fe415 HYSD bars, the spacing Sv is obtained as,

Sv = (0.87*fy*Asv*dt)/V

= (0.87*415*2*79*1750)/(227.945*103)

= 437.95mm
Provide 10mm diameter stirrups at 150mm centres near support and gradually increased to 300mm towards
the centre of span.

Provide 10mm diameter stirrups at 150mm centers near support and gradually increased to 300mm towards
the center of span.

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XIII. DESIGN OF END BLOCKS:

Solid end blocks are provided at the end supports over a length of 1.5m. Typical equivalent prisms on
which the anchorage forces are considered to be effective are detailed in the figure. The bursting tension is
computed using the data given in the table.

(ypo/yo) 0.3 0.4 0.5 0.6 0.7

(Fbst/Pk) 0.23 0.20 0.17 0.14 0.11

In the horizontal plane we have the data, P k = 1459kN

2ypo = 225mm 2yo = 900mm

.‟. The ratio (ypo/yo) = ( 112.5/450) = 0.25 Bursting Tension, Fbst = (0.23*1459) = 336kN

Area of stel required to resist this tension is obtained as, As = (336*10 3)/(0.87*415) = 931mm2

Provide 10mm diameter bars at 100mm centres in the horizontal direction. In the vertical plane, the
ratio of (ypo/yo) being higher the magnitude of bursting tension is smaller. However the same reinforcements
are provided in the form of a mesh both in the horizontal and vertical directions.

Cross Girders:

The cross girder of width 200mm and depth 1250mm is provided with a nominal reinforcement of 0.15
percent of cross section consisting of 12mm diameter bars spaced two at top, two at mid depth and two at
bottom. Also provide nominal stirrup made up of 10mm diameter two legged links at 200mm centres. Two
cables consisting of 12 numbers of 7mm high tensile wires are positioned at mid third points along the
depth. The transverse cables are straight along the length of cross girder.

Design of Elastomeric Bearing:

Selection of Bearing Pad dimension:

Maximum vertical load on bearing = Nmax= 1240kN

Select plan dimension of bearing pad of size (400 x 630)mm Loaded area, A2 = 23.9*104mm2

According to clause 307.1 of IRC: 21, Allowable contact pressure = 0.25fc √(A1/A2) Where A1= Concrete

bed block area over peir

A2= Elastomeric pad area The ratio (A1/A2) is limited to 2

Allowable contact pressure = σc = (0.25 * 20 √2 )

= 7.07N/mm2 Effective bearing area required = Nmax/ σc

= (1240*103)/7.07

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= 17.5*104mm2< 23.9*104

Hence safe.

Bearing stress = αm= [(1240*103)/(23.9*104)

= 5.18N/mm2

According to IRC:83 clause 916.2, thickness of individual elastomer layers hi=12mm Thickness of outer

layer = he=6mm

Thickness of steel laminates = hs=3mm Side covering = c=6mm

Adopt 3 laminates with two internal layers, Total thickness of elastomeric pad,

Ho= (2he + 3hs + 2hi)

= [(2*6)+(3*3)+(2*12)]

= 45mm

Shape factor=

=
= 9.7 > 6<12

Hence safe.

Shear strain due to creep, shrinkage and temperature per bearing,

= (0.5*6*10-4)

= 3*10-4

Shear strain due to translation per bearing

γd= ( Shear strain due to creep shrinkage and temperature) + (Shear strain due to
longitudinal force)

= +

=0.106 + 0.188

= 0.294N/mm2

Assuming σmmax= 10N/mm2

Maximum permissible angle of rotation of a single internal layer of elastomeric Corresponding to σm value

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0f 10N/mm2 is given by

αbi.max= ]

= (0.5*10*12)/(388*9.72)

= 0.001643radians Permissible rotation = αd=β.ɳ.αbi.max Where β = 0.1 σm

= 0.1*5.18

= 0.518N/mm2

And n = number of internal elastomeric layers = 2 αd = (0.518*2*0.00164)

= 0.00169 > 0.0015 (Actual). .‟. Hence safe.

Friction:

Shear strain computed = 0.294 Under critical loading conditions, Shear strain <= 0.2 + 0.1 σ m

<= 0.2 +0.1*5.18

<= 0.718 >0.294

Hence safe.

Also σm =5.18 N/mm , satisfies the criteria that 10N/mm2 >= σm>= 1.5N/mm2 Total shear stress,

Shear stress due to compression = 1.5(σm/S)

= 1.5(5.18/9.70)

= 0.80N/mm2 Shear stress due to horizontal deformation,

= τr= γd = 0.294N/mm2 as per computation due to translation. Shear stress due to rotation = 0.5*(b/hi) 2*αbi

= 0.5(388/12)2 * 0.00164

= 0.857N/mm2

Total shear stress = (0.80 + 0.294 +0.857)

= 1.95N/mm2<6N/mm2

Hence adopt an elastomeric pad bearing of overall dimensions (400 x 630)mm with a total thickness of
45mm having two internal elastomeric layers of 12mm thickness and three steel laminates of thickness 3mm
each having bottom and top cover of 5mm.

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630MM

400MM

45MM
STEEL LAMINATES 3MM THICK

ELASTOMERIC PAD BEARING

12MMM DIA BARS

M 8MM DIA BARS @150MM @150MM C/C
C/C

250MM

2.5M
2.5M

CROSS-SECTION OF DECK
SLAB

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XIV. CONCLUDING

In this project efforts have been made to analyse and design the PSC-1 beam-bridgetaking into
consideration IRC Class AA tracked and wheeled vehicle loads. The analysis and design is done for worst
combination of loads.The proposed bridge is a two-lane bridge which is sufficient enough to accommodate
present traffic conditions.

REFERENCES

[1]. Design of prestressed concrete structure- t.y.lin and nedh.burns.

[2]. Design of prestressed concrete structure -krishnaraju.n.
[3]. Design of bridges -N. Krishna raju.
[4]. Essentials of bridge engineering- D.Johnsonvictor.
[5]. IS 456-2000, plain reinforced concrete- code forpractice.
[6]. IRC 6-2000 standard specifications and code of practice for road bridges-loads andstresses.
[7]. IRC 21-2000 standard specifications and code of practice for road bridges- cement concrete (plain and
reinforced).
[8]. IRC 78-2000 standard specifications and code of practice for road bridges- foundations
andsubstructure.
[9]. IRC 18-2000 design criteria for prestressed concrete bridges (post tensioned member).
[10]. IS 1343-1980 indian standard code of practice for pre stressesconcrete.
[11]. IS 1785-1983 indian standard specifications for plain and hard drawn steel wire.

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