DESIGN OF CABLE STAYED BRIDGE

A Project Report Submitted in Partial fulfillment

of the Requirement for the award of degree of
BACHELOR OF TECHNOLOGY
IN
CIVIL ENGINEERING
R.KARTHIK KUMAR YADAV (16091A0139)
E.CHARAN DEEP CHAND GOUD (16091A0111)
SHAIK MOHAMMED SOHAIL (17095A0119)
L.DAYANANDA (16091A0113)
M.PAVAN SAI (16091A0163)

Under the Esteemed Guidance of

Mr.C.SHASHI KIRAN M.Tech
Assistant Professor of Civil Engineering

Department of Civil Engineering

R. G. M College of Engineering and Technology
(Autonomous),
Nandyal 518 501, A. P., INDIA
(Affiliated to J.N.T.U Anantapurumu, A. P., INDIA)

(Approved by AICTE, Accredited by N.B.A, NewDelhi,NAAC-A+ Grade)

2016 - 2020
 R. G. M College of Engineering and Technology
(Autonomous),
Nandyal 518 501, A. P., INDIA
(Affiliated to J. N. T. University, A. P., INDIA)
(Approved by AICTE, Accredited by N.B.A, NewDelhi, NAAC-A+ Grade)

CERTIFICATE
This is to certify that the Project Report entitled ”DESIGN OF CABLED STAYED
BRIDGE” that is being submitted by

R.KARTHIK KUMAR YADAV (16091A0139)

E.CHARAN DEEP CHAND GOUD (16091A0111)
SHAIK MOHAMMED SOHAIL (17095A0119)
L.DAYANANDA (16091A0113)
M.PAVAN SAI (16091A0163)

In partial fulfillment of the requirement for the award of B.Tech in Civil Engineering in the
RAJEEV GANDHI MEMORIAL COLLEGE OF ENGINEERING AND TECH-
NOLOGY,Nandyal (Affiliated to J.N.T University, Anantapur) is a bonafide record of confide
work carried out by her under our guidance and supervision. The results embodied in this tech-
nical report have not been submitted to any other university or institute for the award of any
Degree.

Signature of the Project Guide Signature of Head of the Department

C.SHASHI KIRAN M.Tech
Dr. G. Sreenivasulu Ph.D (IISC),
Assistant Professor
Professor and HOD
Examiner:
Date:

i
Dedicated to my beloved parents, and teachers who have worked hard throughout my education.

ii
 Acknowledgements

We express deep gratitude to our guides Mr.C.SHASHI KIRAN, M.Tech department of Civil
engineering RGMCET for their guidance, scholarly advice, imparting illuminating ideas, benevolent
attitude, a perennial source of inspiration. He also taught us the time sense, discipline and punctual-
ity, which indeed made us to accomplish this piece of work effectively, efficiently and on time. For all
these, we owe them profusely forever.
We take privilege to express our thanks to the Head of the Department Dr.G.SREENIVASULU M.Tech
(IITK), Ph.D.(IISC) for his continuous help and encouragement.
We are highly grateful to Dr. T. JAYACHANDRAPRASAD, Principal, R.G.M. College of Engineer-
ing and Technology, for his encouragement and inspiration at various points of time in the successful
accomplishment of the project.
We shall remain grateful to Dr. M. SHANTHIRAMUDU, Chairman, R.G.M. College of Engineering
and technology who has been a constant source of inspiration throughout the project work and we
also seek his blessings for a bright future.
We shall remain grateful to Mr.M.SHIVARAM, M.D, R.G.M. College of Engineering and technology
who has been a constant source of inspiration throughout the project work and we also seek his bless-
ings for a bright future.We express our special thanks to the all the teaching and non-teaching staff
members of Civil Engineering Department and college who constantly cooperated in the completion
of the project work.
We thank all those who helped in the completion of this work.

PROJECT ASSOCIATES
R.KARTHIK KUMAR YADAV (16091A0139)
E.CHARAN DEEP CHAND GOUD (16091A0111)
SHAIK MOHAMMED SOHAIL (17095A0119)
L.DAYANANDA (16091A0113)
M.PAVAN SAI (16091A0163)

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 Abstract
Structural design requires a full understanding and knowledge of all the components comprising
the structure. A cable stayed bridge is a type of bridge in which the deck is hung below cables on
vertical cables. The design of modern cable stayed bridges allows to cover the longer distances than
other type of bridges. The main element of a cable stayed bridge is the cable system. Bridges are
normally designed for live load and other occasional loads. All loading and unloading conditions in
analysis and design are provided as per IRC Codal specification. The design of deck, pylon and cable
are analysis manually.
Cable stayed Bridge having with double lane road is analysed by manually. The results presents in-
cluding moments, axial loads, shear force and displacements. Moreover, moments and shear force at
each cable and at any point within the element can be easily obtained from the manually. This project
examines issues analysis and design calculation in over a structure will safe under all conditions.
Keywords:T-beam, longitudinal girder, cross grider, shear force , bending moments, pylon, cables.

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Contents

Abstract iv

1 INTRODUCTION 1
1.1 History of bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 History of bridges in India . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Importance of bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2 COMPONENTS AND TYPES OF BRIDGES 4

2.1 Components of Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1.1 Super structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1.2 Sub structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 Types of bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2.1 Cable stayed bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.2 Suspension bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.3 Solid slab bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.4 Slab and girder or T-beam bridge . . . . . . . . . . . . . . . . . . . . . . 8
2.2.5 Balanced cantilever bridge . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2.6 Box-girder bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2.7 Rigid frame bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

3 EXPERIMENTAAL INVESTIGATION 11
3.1 Factored to be considered while designing a Bridge . . . . . . . . . . . . . . . . 11
3.1.1 Topography of the area . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.1.2 Traffic load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2 Design of deck slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2.1 Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2.2 Permissible Stress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

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 3.2.3 Cross Section of Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.2.4 Design of interior slab panels . . . . . . . . . . . . . . . . . . . . . . . . 15
3.2.5 Bending moments(live load):- . . . . . . . . . . . . . . . . . . . . . . . . 15
3.2.6 Bending moment(dead loads) . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.7 Shear forces(live) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.8 Shear force (dead) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2.9 Total Design moments and shear . . . . . . . . . . . . . . . . . . . . . . 18
3.2.10 Design of section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2.11 Check for shear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.3 Design of longitudinal girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.3.1 Determination of Reaction factor: . . . . . . . . . . . . . . . . . . . . . . 19
3.3.2 Dead load from slab for girder . . . . . . . . . . . . . . . . . . . . . . . . 20
3.3.3 Dead load bending moment and shear forces . . . . . . . . . . . . . . . . 21
3.3.4 live load Bending moment and the shear forces . . . . . . . . . . . . . . . 22
3.3.5 Design Bending moment and shear Force . . . . . . . . . . . . . . . . . . 23
3.3.6 Design of sections for maximum B.M and S.F . . . . . . . . . . . . . . . 23
3.4 Design of cross girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.5 Design of pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.5.1 Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.5.2 Dead loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.5.3 Live load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.6 Design of cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4 Results and discussions 31

4.1 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.1.1 Deck slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.1.2 Longitudinal grider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.1.3 Cross grider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.1.4 Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.1.5 Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

5 Conclusion 33

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List of Figures

2.1 Components of bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2.2 Cable stayed bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3 suspension bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4 Solid slab bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.5 Slab and girder or T-beam bridge . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.6 Balanced cantilever bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.7 Box-girder bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.8 Rigid frame bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

3.1 Topography of the area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

3.2 IRC class AA tracked vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3 elevation of cable stayed bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.4 Cross Section of Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.5 Tee beam and slab bridge deck . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.6 position of wheel load for maximum bending moment . . . . . . . . . . . . . . . 16
3.7 pigeaud’s curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.8 position of wheel load for maximum shear . . . . . . . . . . . . . . . . . . . . . 17
3.9 Transverse position IRC Class AA tracked vehicle . . . . . . . . . . . . . . . . . 20
3.10 details of deckslab, kerb. and parapet . . . . . . . . . . . . . . . . . . . . . . . . 20
3.11 Dead load on main grider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.12 live load at the centre of span . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.13 Position of class AA loads for maximum shear . . . . . . . . . . . . . . . . . . . 22
3.14 load on cross girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.15 position of live load for maximum B.M in cross girder . . . . . . . . . . . . . . . 25
3.16 Reinforcement details of T-beam and deck slab . . . . . . . . . . . . . . . . . . . 26
3.17 Reinforcement details of longitudinal girder . . . . . . . . . . . . . . . . . . . . . 26
3.18 Reinforcement details of cross girder . . . . . . . . . . . . . . . . . . . . . . . . 26

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3.19 Reinforcement details of pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.20 cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

viii
List of Tables

3.1 Longitudinal grider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.1 Deck slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.2 Longitudinal grider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.3 cross grider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

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Chapter 1

INTRODUCTION

A Bridge is a structure constructed over a canal, river, valley, railway, roadway or any such
obstruction. For the purpose of providing passage to the intended traffic above the obstruction.
In the past, the bridges were mostly built in stone masonry or timber. The present-day bridges
are made in reinforced concrete, pre-stressed concrete, structural steel or a composite construc-
tion of RCC and structural steel.
Bridges having very long spans are built in structural steel or pre-stressed concrete whereas for
moderate spans bridge are constructed in RCC.

1.1 History of bridges

People have always been interested in transporting themselves and their goods from one place
to another. So the rivers, mountains and valley are considered as a basic problem facing the
people in their transportation and movement from one place to another. So, in the beginning
they thought to pass that obstruction and move away. First, they used a rope or swimming
and finally they reached to use a bridge that was made of simple materials like rock, stone,
timber and other materials which was available at that time. The first bridges were made by
nature itself-as simple as a log fallen across a stream or stones in a spans of cut wooden logs or
planks and eventually stones, using a simple support and crossbeam arrangement. Some early
Americans used trees or bamboo poles to cross small caverns or wells to get from one place to
another. A common from of lashing sticks, logs, and deciduous branches together involved the
use of long reeds or other harvestedfibers woven together to form a connective rope capable of
binding and holding together the materials used in early bridges. The bridges in which timber
cantilever beam extended out from piers on both sides of the stream where built in china. In

1
4000 B.C. arch structures, have been found In Egypt. From the 9th century B.C. early Romans
used the stone arch in bridges.

1.2 History of bridges in India

The British in India had to play much dual roles when they were concerned with Indian ad-
ministration and welfare of the ’natives’. On one hand the Raj was busy establishing their
domination over the Eastern society by implementing ruthless measures and, on the other
hand there were also a few handfuls of Englishmen who did show empathy towards the Indian
citizens. The latter was made fruitful in several innovative ways of bringing in western cultural
and scientific sources and assimilating them to make India a better place to live in. One such
marvellous instance was the building and constructing of bridges across rivers and uncharted
lands. Some of the bridges were unforgettable. They often carried roadways too, the double-
track bridge becoming a specialty of British engineering. In many other ways, they were boldly
innovative, especially in dealing with problems of river flow and sediment. History of Indian
bridges quite justifiably began with solemn attempts by the Britons trying to bridge the wide
gaps along rivers and mountainous terrain.
The bridges did not generally aim at beauty, many of them were built with sophisticated tech-
niques of suspension or cantilever. In their time, though, they were some of the most ambitious
and technically interesting in the world. Aesthetically, bridges could be stunning in their power.
History of Indian bridges and commencement of building start with the Attock Bridge across
the Indus River. The bridge which took the Punjab Northern state Railway up to Peshawar
(presently in Pakistan) and the frontier, was a marvelous spectacle. Completed in 1883 to the
designs of engineer Guilford Molesworth, it was built on two decks, the railway crossing above
and the Grand Trunk Road below. Attock Bridge was approached through huge iron gates,
sentry-boxes and gun-posts. Slowly and carefully the trains eased their way across its exposed
upper deck, high above the river.

1.3 Importance of bridges

Bridges have always been an important part of our environment. They have been major sub-
jects of literature and art, both - ancient and modern. Wars have been fought over bridges and

2
in many cases the capture of strategic structure has had a pronounced effect on the outcome
of the war, bridges have been the center of village or city life. Today the structural engineer
has at his disposal the most powerful analytical tool ever imagined, the digital computer; this
instrument can perform in a matter of minutes a volume of calculations that would have pre-
viously taken years.

3
Chapter 2

COMPONENTS AND TYPES OF

BRIDGES

2.1 Components of Bridge

The bridge structure comprises of the following parts:

2.1.1 Super structure

This comprises Deck slab, Longitudinal girder, Cross girder, Bearings. This bears the load
passing over it and transmits the forces caused by the same to the substructures.
Bearings: The bearings transmit the load received from the decking on to the substructure and
are provided for distribution of the load evenly over the substructure material which may not
have sufficient bearing strength to bear the superstructure load directly

2.1.2 Sub structure

This comprises piers and abutments, wing walls or returns and their foundation.
PIERS AND ABUTMENTS: These are vertical structures supporting deck/bearing provided
for transmitting the load down to the bed/earth through foundation.
WING WALLS AND RETURNS: These are provided as extension of the abutments to retain
the earth of approach bank which otherwise has a natural angle of repose.
FOUNDATION: This is provided to transmit the load from the piers or abutments and wings
or returns to and evenly distribute the load on to the strata. This is to be provided sufficiently
deep so that it is not affected by the scour caused by the flow in the river and does not get

4
undermined. While the above mentioned are structurally operational parts, for safety hand
rails or parapets, guard rails are curbs are provided over the decking to prevent vehicle or user
from falling into the stream or for the separation of traffic streams.
And these components discussed above, are shown in Fig 2.1

Figure 2.1: Components of bridge

2.2 Types of bridges

• 1. Cable stayed bridges

• 2. Suspension bridges

• 3. Solid slab bridges

• 4. Slab and girder bridge or T-beam bridges

• 5. Balanced cantilever bridges

• 6. Box girder bridges

• 7. Rigid frame bridges

• And these types of bridges are discussed below

5
2.2.1 Cable stayed bridge

This type of bridge is considered suitable for spans varying from 200m to 600m. The main
components of the girders are:

• 1.Towers

• 2.A number of high tensile steel cables

• 3.Deck made from concrete or steel spanning across the stiffened girders.

• The below figure shows the Cable stayed bridge

Figure 2.2: Cable stayed bridge

2.2.2 Suspension bridge

This type of bridges is considered most suitable for spans varying between 400 to 1200 m. The
below fig 2.3 shows the suspension bridge and the main components of a suspension bridge are
listed below.

• 1.Towers

• 2.High tensile steel flexible cable

• 3.Anchorage

6
 • 4.Suspenders made up of high tensile steel wires

• 5.Deck of concrete or steel spanning across the stiffened girders

Figure 2.3: suspension bridge

2.2.3 Solid slab bridges

This is the simplest type of bridge where in the deck slab serves as the main load carrying
member. The slab is supported directly on the embankment or sub structure. This type
of construction is considered suitable for culverts or small bridges up to span of about 8m.
Although the thickness of deck slab is considerable (say up to 600mm), the construction of this
type of bridge work out to be economical because of simple arrangement of reinforcement and
less expensive from work. The solid slab bridge is as shown in fig 2.4

Figure 2.4: Solid slab bridges

7
2.2.4 Slab and girder or T-beam bridge

This type of bridge is commonly built for spans ranging between 10 to 25m. In this case the
deck slab is supported by longitudinal girders or beams which are cast monolithically with the
slab. The number of longitudinal girders in the bridge depend upon the width of the carriage
way. Because of monolithic construction, the longitudinal girders behave as T-beams and are
designed accordingly as shown in Fig 2.5

Figure 2.5: Slab and girder or T-beam bridge

2.2.5 Balanced cantilever bridge

This is a continuous type of a bridge suitable for spans between 30 to 60m. In this type
of bridge the structural arrangement of decking consists of combination of supported spans,
cantilevers are suspended spans. In the construction of the bridge the main longitudinal girders
from each end span cantilever out from the next to pier abutments as shown in fig 2.6. The
longitudinal girders of the bridge can be T-beam or hallow box type of construction. Due to
introduction of the hinged joints along the length of the longitudinal girder, this type of bridge
can accommodate small differential settlement of support as well as movement of decking due
to temperature variations.

8
 Figure 2.6: Balanced cantilever bridge

2.2.6 Box-girder bridge

It is seen that for long spans, the depth of the longitudinal girders in case of T-beam bridge
becomes excessive and the area of the main reinforcement becomes so large that it becomes
difficult to accommodate the bars in the main girders. This type of bridge consists of a top
slab that is normally wider than the box girder. The box girder consists of vertical webs and
a bottom slab usually as broad as the out width of the girder webs is as shown in fig 2.7. This
type of bridge is considered suitable for spans ranging from 30 to 45.

2.2.7 Rigid frame bridge

This type of bridge consists of several parallel longitudinal girders (or solid slab) which are
rigidly connected to the supporting columns or piers. The decking and the supporting sub-
structure are normally cast together monolithically. The below fig 2.8 shows the rigid frame
bridge.

9
Figure 2.7: Box-girder bridge

Figure 2.8: Rigid frame bridge

10
Chapter 3

EXPERIMENTAAL
INVESTIGATION

3.1 Factored to be considered while designing a Bridge

In our project these factors are considered while designing a bridge.
1. Topography of the area
2.Traffic load

3.1.1 Topography of the area

Figure 3.1: Topography of the area

11
 In the above figure the blue line shows the path of the bridge in with there are one obstacles
i.e., Tungabhadra river.
To overcome this difficulty a cable-stayed bridge is constructed between near Kurnool tungab-
hadra river leads to Alampur. It is nearly of 600 meters.

3.1.2 Traffic load

In our project the traffic load is taken as IRC class AA tracked vehicle. The figure 3.2 and
figure 3.3 shows the load for IRC class AA tracked vehicle

Figure 3.2: IRC class AA tracked vehicle

In your project total length of the bridge is 600 meters

Here the cable to cable length=12m
Our project is limited to design the following components
1.Design of deck slab
2.Design of longitudinal girder
3.Design of cross girder
4.Design of pylon
5.Design of cables

12
 Figure 3.3: elevation of cable stayed bridge

3.2 Design of deck slab

Steps involve for designed a deck slab
1.our data
2.permissible stress
3.cross section of deck
4.Design of interior slab panel
5.Bending moment(live)
6.Bending moment(dead)
7.shear force(live)
8.shear force( dead)
9.total design bending moments and shear force
10.design section
11.check for shear

3.2.1 Data

Clear width of Roadway = 7.5m

Span(centre to centre cable) =12m
Thickness of wearing coat = 80mm
Concrete mix =M45
Steel =Fe500

13
3.2.2 Permissible Stress

σ cb=11.67N/mm
σst=240N/mm
m=280/3*σcb=280/3x11.67=7.99 8
J=1-h/3=1-0.280/3=0.9
n=1/(1+σst/m*σcb)=0.280
Q=0.5*n*J* σcb
=0.5x11.67x2.80x0.9=1.67
m=8 J=0.9 n=0.28 Q=1.47

3.2.3 Cross Section of Deck

Three main girders are provided at 2.5m centre’s

Thickness of the deck slab = 200mm
Wearing coat = 80mm
Width of main girders =300mm
Kerbs600mm wide by 300mm deep (600mm x 300mm) are provided
cross-section are provided at every 4m interval
Breadth of the cross girder = 300mm
Depth of the main girder = 1200mm at the rate of 10cm per meter of span

Figure 3.4: Cross Section of Deck

14
 Figure 3.5: Tee beam and slab bridge deck

3.2.4 Design of interior slab panels

Here all the shear forces and bending moment

3.2.5 Bending moments(live load):-

Dead weight of slab = (1x1x0.2x24) =4.80kN/m

Dead weight of wearing coat =(0.08x22) =1.76kN/m
Total dead load = 6.56kN/m
Live load is class AA tracked vehicle one wheel is placed at the centre of the panel as shown
U= (0.85+2x0.08) =1.01m
V= (3.6+2x0.08) =3.76m
U/B =1.01/2.5=0.404
V/L=3.76/4=0.94
K=B/L= (2.5/4) =0.625
Referring to pigeaud’s curve (refer fig 3.4)
m1=0.085 and m2=0.024
MB=w(m1+0.15m2)
MB=350(0.085+0.15X0.024)
=31.01kn.m
ML=w(0.15m1+m2)
ML=350(0.15X0.085+0.024)

15
Figure 3.6: position of wheel load for maximum bending moment

Figure 3.7: pigeaud’s curve

16
ML=12.862kN.m

3.2.6 Bending moment(dead loads)

Dead load = 6.56kN/m

Total load on panel =4x2.5x6.56=65.6kN/m
U/B=1 &V/L=1 as panel is loaded with UDL
K=B/L= 2.5/4=0.625
m1=0.049 m2=0.015
MB=T.L(m1+0.15xm2)
MB=65.6(0.049+0.15x0.015)=3.362kN.m
ML=T.L(0.15m1+m2)
ML=65.6(0.15X0.049+0.015)=1.466kN.m
Taking continuity into effect
Mb=0.8xmb=0.8x3.362= 2.688 kN.m
ML=0.8xml=0.8x1.4666= 1.172 kN.m

3.2.7 Shear forces(live)

Dispersion in the direction of the span =0.85+2(0.08+0.2)=1.41m

For max shear load is kept such that the whole dispersion is in span the load is kept at
1.41/2=0.705m from the edge of the beam as shown in fig

Figure 3.8: position of wheel load for maximum shear

17
 Effective width of slab=k*(1-x/L)+bw
Breadth of cross girder = 30cm =300mm=0.3m
Clear length of the span = L=4-0.3=3.7m
Clear breadth of the span =B=2.5-0.3=2.2m
B/L=3.7/2.2=1.68
From IRC 21-2000 pg.no-53, k=2.52
Effective width of the slab-=[2.52*0.705(1-0.705/2.2)+3.6+(2*0.08)]=5m
Load perimeter width =350/5=70kN
Shear force =70(2.2-0.705)/2.2=47.60kN
Factored shear force = (1.25*47.60) = 59.50kN

3.2.8 Shear force (dead)

Shear force (dead)=(6.5*2.2)/2=7.216kN

3.2.9 Total Design moments and shear

Total MB = (31.01+2.668) = 33.698kN.m

Total ML= (12.845+1.1774) = 14.019kN.m
Total shear force = (59.5+7.216) =66.716kN

3.2.10 Design of section

p p
Ef f ectivedepth = m/(Q ∗ b) = (33.698 ∗ 1000000)/(1.47 ∗ 1000) = 151.40mm

Adopt Effective depth d = 175mm

depth = 200mm
Shorter span:-
Ast =m/J*d*σst=33.698x1000000/240x0.9x175=891.48mm
Use 16mm diameter bars
S=(ast/Ast)x100=225.53mm Spacing should not be greater than 150mm to control cracking
Hence Ast=1341 mm2 Adopt 16mm diameters bars with 150mm c/c

18
Longer span:
Effective depth for longspan using 10mm diameter bar
175-8-5=162mm
Ast=400mm
Spacing s=196.04mm
Adopt 10mm diameter bar with spacing 20mmc/c

3.2.11 Check for shear

Nominal shear stress=v/bd=66.716/(1000*175)=0.381N/mm

Ratio = 100Ast/(1000*175)=0.76
From table-12B IRC21-2000
Tc=0.372n/mm
For solid slabs,the permissible stress
Tc=k x Yc
Where k=1.14
Permissible shear stress = 1.14x0.372=0.424N/mm
Ymax=2.3
Max. Permissible shear stress = 2.3N/mm
Permissible shear stress = 0.424N/mm
For soli slabs T shall be not be exceed half of the value of Tmax
HENCE SAFE

3.3 Design of longitudinal girder

3.3.1 Determination of Reaction factor:

using courbon’s theory the IRC AA loads

reaction factor for outer girder is given by

RA=(2w1/3)[1+(3I*25*1.1)/(2I*2.5)]=1.107w1
Reaction factor for inner girder is RB = (2w1/3)=(1+0)=(2w1/3)
I.F.W=axle load70kN

19
 Figure 3.9: Transverse position IRC Class AA tracked vehicle

W1 = 0.5w
RA=(1.107*0.5w)=0.5596kN
RB=(0.667*0.5w)=0.333w

3.3.2 Dead load from slab for girder

Figure 3.10: details of deckslab, kerb. and parapet

Dead load of deck is caluculated with reference to figure

weight of the parapet railing = 0.700 kN.m
wearing coat = (0.08*1.1*22) = 1.936 kN.m

20
Deck slab =(0.2*1.10*24) = 5.28 kN.m
Kerb = (0.5*0.6*1*24) = 7.2kN.m
Total dead load =(2*15.116)+(6.56*5.3)=65kN.m
It is assumed that the dead load is shared equally by all girders Dead load /girder=65/3=21.66m

3.3.3 Dead load bending moment and shear forces

Depth of the girder is assumed as 1200mm (100mm for every meter of the span)
Depth of rib = 1.0m
Width = 0.3m
Weight of the rib/m=(1*0.3*1*24)=7.2kN.m
Weight of cross girder = 7.2 kN/m
Reaction of the main girder = (7.2*2.5)=18kN
Reaction from deck slab on each girder =21.66kN.m
Total dead load /m on the girder = (21.66+7.2) = 28.86kN.m
Maximum B.M at centre of span is obtained in figure
RA+RB=28.86X12+18X2=382.82kN

Figure 3.11: Dead load on main grider

RA=191.41kN RB=191.41KN
Max. BM due to udl = 191.4*6-28.56*6*3= 634.38kN.M
moment max=191.41*6-18*4=1076.45-634.38= 442.08kN.M
Dead load shear at support = 191.41kN

21
3.3.4 live load Bending moment and the shear forces

span of girder = 12m

impact factor (for class A loads) =10 percent of the live load is placed centrally on the span as
shown in the fig

Figure 3.12: live load at the centre of span

RA=RB=700kN,RA=350kN,RB=350kN
B.M = RA * 6-700*1.8*(1.8/2)= 966kN.m
B.M including impact and reaction factor for
Outer girder = 9.66* 1.1 *0.5536=733.194 kN.m
Interior girder 966* 1.1*0.33 =350.067 kN.m
for estimating the maximum live load shear in the girder ,the IRC class AA loads are placed is
shown in fig
reaction of w2 on girder B =(350*0.45)/2.5=63

Figure 3.13: Position of class AA loads for maximum shear

22
reaction of w2 on the girder A = (350*2.05)/2.5=287kN
Total load on girder B = (350+63)=413kN
Max. reaction in girder B=(413*10.2)/12=351.05kN
Max. reaction in girder B=287*10.2/12=243.95kN
Max. live load shear with impact factor is
Inner girder = (351.01*1.1)=386.155kN
Outer girder=(243.95*1.1)=268.34kN

3.3.5 Design Bending moment and shear Force

The design moments and shear are compiled in table

B.M D.L.B.M L.L.B.M Total B.M units

Outer grider 442.08 733.194 1175.274 KN-M
Inner grider 442.086 350.067 792.147 KN-M
S.F D.L.S.F L.L.S.F Total B.M units
Outer grider 191.41 268.34 459.25 KN-M
Inner grider 191.41 386.34 577.56 KN-M

Table 3.1: Longitudinal grider

3.3.6 Design of sections for maximum B.M and S.F

Mmax= 1175.274kN.m
Vmax=577.56kN
The beams id designed as tee-section assuming an effective depth,d=1250mm
Approximate lever arm = (1250-(200/2))= 1150mm
Ast=[1175.2*106 /(200*150)]= 5109.5mm
Provide 16 bars of 32mm diameter HYSD bars in four rows
Provide 32mm diameter bars
Maximize of bars not to exceed 32mm diameters as per IRC :21-1987
Nominal shear stress Tv=(V/bd)=(577.5.56*106 /300*1250)=1.540n/mm Hence safe
Assuming 2 bars of 32mm diameter to be bent up at support section,shear resisted by the
bentup bars is given by
Vs=(σsv.Asv.sinα)=[(200*2*804*1)/(1000*20 .5)]=227kN
Shear resisted by vertical stirrups is computed as balance shear =(557.56-227)=350.56kN
Using 10mm diameter ,4 legged stirrups,spacing

23
Sv=[ σsv.Ast.d/v]
=[(200*4*79*1250)/350.56*106]
=225mm
Provide 10mm diameter 4 legged stirrups at 150mm centres

3.4 Design of cross girder

Figure 3.14: load on cross girder

Self weight of cross girder=7.2kN

Dead load of slab=(2*112*2.5*1.25*656)=205kN
Uniformly distributed load=(20.5/2.5)=8.2kN
Total load on cross girder = (7.2-18.2)=16.4kN.m
Assuming the Cross Girder to be rigid,reaction on each cross girder =(1.64x5)/3=27.33kN
Load coming on cross girder = [350(4-0.9)/4]=271.25kN
Assuming the Cross Girder to be rigid,reaction on each cross girder =(1.64x5)/3=27.33kN
Load coming on cross girder = [350(4-0.9)/4]=271.25kN
Assuming the cross girder as rigid,reaction on each longitudinal girder is [(2x271.25/3)]=180.83kN

24
 Figure 3.15: position of live load for maximum B.M in cross girder

Max.BM is cross girder and the load = (180.83*1.475)=266.7kN.m

LLBM including impact = (11.1 * 266.7) =293.7kN.m
Dead load BM at 1.475m from support = 22 =[27.3*1.475-1.67-1.4752/2] =22.47kN.m
Total design BM=(293.37+22.47)=315. 76kN.m
Live load shear including impact = (2*271.25/3)x1.5=198.917kN
Dead load shear =27.3kN
Total design shear = (198.917+30.47)=229.39kN
Assuming an effective depth for cross girder as 1200mm
Ast=(315.79*106/240*0.9*1200)=1218mm
Provide a 4 bars of 20mm diameter (Ast 1218mm2)
Shear stress Tv = [229.39*103/300*1200]=0.63n/mm2
Using 10mm diameter 2 legged stirrups
Spacing Sv=[200*2*79*1200/229.39*103]=209mm

25
Figure 3.16: Reinforcement details of T-beam and deck slab

Figure 3.17: Reinforcement details of longitudinal girder

Figure 3.18: Reinforcement details of cross girder

26
3.5 Design of pylon

3.5.1 Data

Height of pylon =140m

Type of pylon =circular Size of pylon =4.5m dia
Grade of concrete =M45
Grade of steel =fe500
Total no of pylon =4

3.5.2 Dead loads

Dead load due to Slab = 25056kN

Dead load due to W.C = 7920kN
Dead load due to kerb = 2592kN
Dead load due to parapet = 2880kN
Dead load due to cross girder = 6523.2kN
Dead load due to longitudinal girder = 15552kN
Dead load due to cables taking as 1.2 factor for total dead load
Total dead load = 72627kN

3.5.3 Live load

length of the vehicle = 7.2m

Spacing of vehicle = 2.5m
No of lanes = 2
Total axial load of each vehicle =700kN
Length of the cable stayed bridge = 600m
No of the vehicles on Bridge = (span of the bridge)/(vehicle length+spacing) x no of lanes
=600/(7.2+2.5) * 2 = 123.71 124 vehicles
Total live load due to vehicles =123.71 * 700kN
=86597.93kN
Dead load + Live load =159225.77kN
Axial on each pylon = (Dead load+Live load)/(no of pylons) = 159225.77/4 = 39806.44kN

27
Factored axial load on each pylon,Pu=1.5 * 39806.44 = 59709.66kN
Pu = [0.45fck(0.99Ag)+(0.67-0.4fy-0.4fck)0.01Ag]
59709.66 * 103 = [0.445*0.99Ag+(0.67-0.4(500)-0.4(45))0.01Ag]
Ag=15628272.08mm2
p p
Diameterofthepylon= Area(Ag) ∗ 4/Π= (15628272.08 ∗ 4)/π=4460.77=4500mm
Area of Steel=0.01*Ag=0.01*(Π*(4500)2̂)/4=159043.1281 mm2

Figure 3.19: Reinforcement details of pylon

No of bars=(Area of steel)/(Area of each bar)=159043.1281/(π 452 /4)=100

Therefore provide ,100 bars of 45mm diameter and for helical reinforcement of 12mm at 75mm
pitch

28
3.6 Design of cable
According to plan, a total 96 cables are provided
For each pylon side cables are=12
The type of cable used is freyssinet for Values from BS 5896:1980 Spacing of cables = 12m
Calculation of loads from 12m span
Self weight of deck slab = 501.12kN
Self weight of longitudinal girder = 311.04kN
Self weight of cross girder = 129.6kN
Self weight of kerbs = 51.84kN
Self weight of railing = 57.6kN
Self weight of Wearing coarse = 158.4kN
Total dead load for 12m span = 1209.6kN
8.7RA=(350x1.15 )+(35 x3.2)+(350x3.2)+(350x5.5)+(350x7.55)
Therefore RA = 700kN and RB=700kN (only for live load)
RA=0.5(1209.6) = 604.8kN(only for dead load)
RB=0.5(1209.6)= 604.8kN(only for dead load)
Total reaction ,R=700+604.8 = 1304.8kN
P = R/Sinα

α = tan( − 1) ((90-12)/(150-6))
P = 1304.8/(Sin(274926.75)) = 2795.449kN
Using 7 mm diameter high tensile wire initially stressed to 1200N/mm2
Force in each wire = 150/2 * 1200/1304.8 = 68.97kN
No of strands in each Cable = 2795.449/68.97 = 40.53 41

29
 Figure 3.20: cables

Diameter of each strand :7mm

30
Chapter 4

Results and discussions

4.1 Results

4.1.1 Deck slab

s.no Description L.L.B.M D.L.B.M Total units

1 Shorter span 31.01 2.688 33.698 KN-M
2 longer span 12.862 1.172 14.04 KN-M
3 shear force 59.50 7.216 66.716 KN-M

Table 4.1: Deck slab

4.1.2 Longitudinal grider

B.M D.L.B.M L.L.B.M Total B.M units

Outer grider 442.08 733.194 1175.274 KN-M
Inner grider 442.086 350.067 792.147 KN-M
S.F D.L.S.F L.L.S.F Total B.M units
Outer grider 191.41 268.34 459.25 KN-M
Inner grider 191.41 386.34 577.56 KN-M

Table 4.2: Longitudinal grider

4.1.3 Cross grider

s.no Description L.L.B.M D.L.B.M Total units

1 Bending Moment 293.37 22.47 315.84 KN-M
2 Shear Force 198.91 27.33 226.34 KN-M

Table 4.3: cross grider

31
4.1.4 Pylon

Diameter of pylon = 4500 mm

100 bars of 45mm diameter and for helical reinforcement of 12mm at 75mm pitch

4.1.5 Cables

Diameter of each strand = 7mm

No of strands in each cable = 41
Total no of cables in plan = 96

32
Chapter 5

Conclusion

It has been demonstrated that the design of cable stayed bridge generally requires the contri-
bution of several technical professional , each with their own expert knowledge , in order to
achieve the best possible solutions to the various aspects that the cable stayed bridge should
satisfy.It is of fundamental importance that the project manager for a bridge project always
keeps in mind all ascepts of project , their interconnection and any situation where they conflict
in the future.We should be involved in all major decision taken about the global project , which
could influence the conception or design of the cable stayed bridge.

33
References

1. I.R.C:6-2000, Standard Specifications and Code of Practice for Bridges, Section ii, Loads
and Stresses (Fourth Revision), Indian Roads Congress, New Delhi,2000,pp. 1-61.
2. Raina, V.K., Concrete Bridge Practice, Analysis, Design and Economics, Tata McGraw Hill
Publishing Co. Ltd., New Delhi, 1991, pp. 9-25.
3.IRC: 6-2000, Standard Specifications and Code of Practice for Road Bridges Section ii, Loads
and Stresses (Fourth revision), Indian Roads Congress, New Delhi, 2000, pp. 1-61.
4. Krishna Raju, N., Limit State design for Structural Concrete, proceedings of the Institution
of Engineers (India), Vol. 51, Jan. 1971, pp. 138-143.
5. IRC: 21-2000, Standard Specification & Code of Practice for Road Bridges, Section-ii, Ce-
ment Concrete (Plain and Reinforced), (Third revision), the Indian Roads Congress, New Delhi,
2000,
6. Courbon, J., Application de la resistance des Materiaux au calculdes Fonts, Dunod Publi-
cations, Paris, 1950.
7. Sarkar. S, Kapla, M.S; Prasada Rao, A.S and Chhauda, J.N., Handbook for Prestressed
Concrete Bridges, Structural Engineering Research Centre Publication, Roorke (U.P), 1969,
pp. 15-23.
8.IRC:83-1982, Standard Specifications and Code of Practice for Road Bridges, Section ix,
Bearings, Part-1: Metallic Bearings, Indian Roads Congress, 1982, pp. 1-27.
9.IS: 1076-1967, Indian Standard Specifications on Preferred Numbers, Indian Standard Insti-
tution, New Delhi, 1967.
10.Raina, V.K., Concrete Bridges Practice, Analysis, Design & Economics, Tata McGraw Hill
Publishing Co. Ltd., New Delhi, 1991, pp. 138-178.
11.IRC: 6-1966, Standard Specifications and Code of Practice for Road Bridges, Section ii-
Loads & Stresses, Indian Roads Congress, New Delhi, 1997,

34