Prestressed Concrete Girder (Complete Thesis)

8/30/2016
prestressedconcretegirder(completethesis)
24thMay2015
Civilengineeringusefuldata
Veryusefuldataforcivilengineerespstructure
CONCRETEGRADE:
M5=1:4:8
M10=1:v3:6
M15=1:2:v4
M20=1:1.5:3
M25=1:1:2
CLEARCOVERTOMAINREINFORCEMENT:
1.FOOTINGS:50mm
2.RAFTFOUNDATION.TOP:50mm
3.RAFTFOUNDATION.BOTTOM/SIDES:75mm
4.STRAPBEAM:50mm
5.GRADESLAB:20mm
6.COLUMN:40mm
7.SHEARWALL:25mm
8.BEAMS:25mm
9.SLABS:15mm
10.FLATSLAB:20mm
11.STAIRCASE:15mm
12.RET.WALL:20/25mmonearth
13.WATERRETAININGSTRUCTURES:20/30mm
WEIGHTOFRODPERMETERLENGTH:
DIAWEIGHTPERMETER
6mm=0.222Kg
8mm=0.395Kg
10mm=0.616Kg
12mm=0.888Kg
16mm=1.578Kg
20mm=2.466Kg
25mm=3.853Kg
32mm=6.313Kg
40mm=9.865Kg
1bagcement50kg
1feet0.3048m
1m3.28ft
1sq.m10.76sq.ft
http://prestressedconcretegirder.blogspot.in/
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1cu.m35.28cu.ft
1acre43560sq.ft
1cent435.6sq.ft
1hectare2.47acre
1acre100cent4046.724sq.m
1ground2400sq.ft
1unit100cu.ft2.83cu.m1square100sq.ft
1MLENGTHSTEELRODIITSVOLUME
V=(Pi/4)*DiaxDiaXL=(3.14/4)xDxDX1(for
1mlength)DensityofSteel=7850kg/cubmeter
Weight=VolumexDensity=(3.14/4)xDxDX
1x7850(ifDisinmm)So=((3.14/4)xDxDX
1x7850)/(1000x1000)=Dodd/162.27
DESIGNMIX:
M10(1:3.92:5.62)
Cement:210Kg/M3
20mmJelly:708Kg/M3
12.5mmJelly:472Kg/M3
Riversand:823Kg/M3
Totalwater:185Kg/M3
Freshconcretedensity:2398Kg/M3
M20(1:2.48:3.55)
Cement:320Kg/M3
20mmJelly:683Kg/M3
Riversand:794Kg/M3
Totalwater:176Kg/M3
Admixture:0.7%
M25(1:2.28:3.27)
Cement:340Kg/M3
20mmJelly:667Kg/M3
Riversand:775Kg/M3
Totalwater:185Kg/M3
Admixture:0.6%
Note:sand775+2%moisture,Water18520.5=
164Liters,
Admixture=0.5%is100ml
M30(1:2:2.87)
Cement:380Kg/M3
20mmJelly:654Kg/M3
Riversand:760Kg/M3
Totalwater:187Kg/M3
Admixture:0.7%
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Note:Sand=760Kgwith2%moisture
(170.80+15.20)
M35(1:1.79:2.57)
Cement:410Kg/M3
20mmJelly:632Kg/M3
Riversand:735Kg/M3
Totalwater:200Kg/M3
Admixture:0.7%
Note:sand=735+2%,Water=20014.7=
185.30,
Admixture=0.7%
M40(1:1.67:2.39)
Cement:430Kg/M3
20mmJelly:618Kg/M3
Riversand:718Kg/M3
WaterCementratio:0.43
Admixture:0.7%
Note:Sand=718+Bulkage1%
M45(1:1.58:2.26)
Cement:450Kg/M3
20mmJelly:626Kg/M3
Riversand:727Kg/M3+Bulkage1%
WaterCementratio:0.43
Admixture:0.7%
M50(1:1.44:2.23)
Cement:450Kg/M3
20mmJelly:590Kg/M3
Riversand:689Kg/M3+Bulkage12%
WaterCementratio:0.36(188Kg)
Admixture:1.20%3
Microsilica:30Kg
Superflow6.7%ofcement
1cubicmetercontains500bricks
TheStandardsizeofthe1stclassbrickis190mm
x90mmx
90mmandmotorjointshouldbe10mmthick
Sobrickwithmotor=200x100x100.
Volumeof1stclassbrick=0.19x0.09X0.09=
0.001539
cu.m
Volumeof1stclassbrickwithmotor=0.2x0.1x
0.1=0.002
cu.m
No.onbricksper1cu.m=1/volumeof1stclass
brickwith
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motor
=1/0.002
=500nosofbricks
STANDARDCONVERSIONFACTORS
INCH=25.4MILLIMETRE
FOOT=0.3048METRE
YARD=0.9144METRE
MILE=1.6093KILOMETER
ACRE=0.4047HECTARE
POUND=0.4536KILOGRAM
DEGREEFARENHEITX5/932=DEGREE
CELSIUS
MILLIMETRE=0.0394INCH
METRE=3.2808FOOT
METRE=1.0936YARD
Aropehavinglength100cm.Youcanformany
shapeusingthisrope(Example:Triangle,
Rectangle,etc.,).Whichshapewillcovers
maximumarea
1Newton=o.101971kg
1mm2=0.01cm2
1cm2=100mm2
1mm2=20N
100mm2=2000N
1cm2=2000N
2000N=203.942kg
So20N/mm2=203.942kg/cm2
RATIOIS1:1.5:3
thenvolumeis1+1.5+3=5.5andthetotalvolume
forusingmix=1.57m3thencementrequired=1/
5.5*1.57=0.285m3*1440=411kg.(8+bag)
sandrequried=1.5/5.5*1.57=0.471m3
aggregaterequired=3/5.5*1.57=0.853m3
thestandardvolumeofdrymixmortar=1.57..U
cancheckitinIScodealso.Thenvolumeis
1+1.5+3=5.5andthetotalvolumeforusing
mix=1.57m3thencementrequired=1/
5.5*1.57=0.285m3*1440=411kg.(8+bag)
sandrequried=1.5/5.5*1.57=0.471m3
aggregaterequired=3/5.5*1.57=0.853m3
thestandardvolumeofdrymixmortar=1.57..U
cancheckitinIScodealso.
MATERIALCALCULATION:
CEMENTINBAGS
01.PCC1:5:101440/5[tel:10%201440/5] *0.45129.60Kg2.59
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02.PCC1:4:8(M7.5)1440/4*0.45162.00Kg3.24
03.PCC1:2:4(M15)1440/2*0.45324.00Kg6.48
04.PCC1:3:6(M10)1440/3*0.45216.00Kg4.32
05.RCC1:2:4(M15)144/2*0.45324.00Kg6.48
06.RCC1:1.5:3(M20)1440/1.5*0.4532.00Kg
8.64
07.RCC1:1:2(M25)370.00Kg7.40
08.RCCM30410.00Kg8.20
09.RCCM35445.00Kg8.90
10.RCCM40480.00Kg9.60
11.DampProofCourse
CM1:3,20mmtk1440/3*0.02210.56Kg0.21
12.2"tkprecastslabM15324*0.0516.20Kg0.32
13.3"tkprecastslabM15324*0.07524.30Kg
0.49
14.GCMasonryCM1:71440/7*0.3470.00Kg
1.40
15.BrickWorkCM1:61440/6*0.2560.00Kg1.20
16.BrickWorkCM1:4,115tk1440/4*0.25*0.115
10.35Kg0.21
17.GranoFlooringCC1:1.5:31440/1.5*0.45*0.05
21.60Kg0.43
18.PlasteringCM1:3,12mmtk1440/3*0.014
6.72Kg0.13
19.WallPlasteringCM1:4,
12mmtk1440/4*0.0145.00Kg0.10
20.LayingPressedTilesOver
aCM1:4,20mmtk1440/4*0.0227.92Kg0.16
21.CeramicTiles,Marble,
Granite,CaddapahSlab
CM1:4,20mmtk1440/4*0.0227.92Kg0.16
22.HollowBlockMasonry
CM1:6,200mmtk/m210.00Kg0.20
SANDCALCULATION(CFT):
01.AnyConcreteWork
(PCC,RCC)0.45*35.315=20.00
02.DampProofCourse
CM`1:3,20mmtk1.00
03.2"tkPrecastslabM151.00
04.3"tkPrecastslabM151.50
05.SSMasonryinCM1:715.00
06.BrickWorkinCM1:615.00
07.BrickWorkinCM1:4,115mmtk2.00
08.GranoFlooringinCC1:1.5:31.00
09.PlasteringinCM1:3,12mmtk1.00
10.WallPlasteringCM1:4,12mmtk1.00
11.LayingPressedTilesoveraCM1:4,20mmtk
1.00
12.CeramicTiles,Marble,Granite,Cuddapahslab
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CM1:4,20mmtk1.00
METALCALCULATION:
01.AnyConcreteWork32.00cft
02.GranoFlooringinCC1:1.5:3,50mmtk1.60
cft
cft
cft
05.Bricks/cum450.00Nos
06.SizeStone/cum90.00Nos
07.RoughStone10.00cft
08.BondStone/cum10.00Nos
09.CementPaint/100Sft2.00Kg
10.WhiteCement/100Sft2.00Kg
11.Janathacem/100Sft1.50Kg
12.EnamelPaint/100Sft2Coats1.25Litre
13.WallPutty/100Sft10.00Kg
14.PlasterofParis/100Sft25.00Kg
15.Distember/100Sft2.00Kg
16.CementPrimer0.60Litre
0.40Litre
17.WeatheringCourse
Lime12.50Kg
Brickbats32.00Kg
18.ProvidingSandGravelMixCum
Sand20.00Cft
Gravel40.00Cft
19.WBM75mmtk1stLayer10Sqm
Metel(6040mm)35.00Cft
Gravel10.00Cft
20.PressedTilesSqm20.00Nos
21.HollowBlock200mmtk14.00Nos
CONVERSIONTABLE:
01.1RM3.28Rft
02.1Sqm10.76Sft
03.1Cum35.32Cft
04.1Inch2.54cm
05.1sft0.09Sqm
06.1Acre0.04Hectare
07.1Hectare2.47Acres
08.1Cft0.028Cum
09.1Feet12.00Inch
10.1Feet0.305M
11.1Cum1000.00Litre
UNITWEIGHT:
01.Concrete25kN/m3
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02.Brick19kN/m3
03.Steel7850Kg/m3
04.Water1000Lt/m3
05.Cement1440Kg/m3
06.1Gallon4.81Litres
07.Link8"=200mm
08.1Hectare2.471acr(10000m2)
09.1Acr4046.82m2=100cent
DEVELOPMENTLENGTH:
01.Compression38d
02.Tension47&60d
03.1Cent435.60Sft
04.1Meter3.2808ft
05.1M210.76ft2
06.1Feet0.3048m
07.1KN100Kg
08.1kN1000N
09.1Ton1000Kg=10,000N=10kN
10.1kG9.81N
M5=2.54Bg/m3,M7.5=3.18Bg/m3,M10=4.32Bg/
m3,
M20=8.64Bg/m3,M25=12.9Bg/m3,
M40=500+100Kg/m3
1m3Conrete=0.9m3Jelly+0.55m3Sand+
0.225m3
BRICK:
Weight=3.173.80Kg
Waterabsorption12to15%
Compressivestrength=36Kn/cm2
230mmWall/m3=460Bricks+20CftSand+
66KgCement
SSM1:7/m3=Slize95+Soiling8Cft+60.5Kg
Current=1000Watts=1Unit,25Watt*40Hr=1
Unit
Sunshade=65mm0.56b
Posted24thMay2015bypankajyadav
Location:PrashantNagarPoliceLineTakli
0 Addacomment
2ndMay2015
Prestressedconcretegirder
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CHAPTER1.INTRODUCTION
4.1PrecastPrestressedConcreteGirderbridge
Itiswellknownfactthatconcreteisweakintensionandstrongincompression.However
prestressing can be used to ensure that concrete remains within its tensile and
compression capacity under heavy load. Prestressing of concrete in bridge is normally
involvesapplicationofexternalforcetoconcretebyusingwires,strandsorbars,andit
can greatly increase the strength of concrete. Prestressing of concrete in bridges has
resultedinlongerandslenderspans.Prestressedconcretebridgeshasvarietyofdifferent
formsfromcastinsitutoprecast.TheIBeamisbyfarthemostcommonlyadopted
type in the span range of 12 to 30 m. The structure is so named because the main
longitudinalgirderaredesignedasIbeamsintegralwithpartofthedeckslab,whichis
costmonolithicallywiththegirder.Girderiscomponentofbridgeanditisabeam,which
issupportedonpierscapanddeckslabisconstructedonit.UsuallyIsectionorTsection
isusedforthebeam.ButIsectionisfoundtobemoreefficient.Ibeamareeconomical
where depth of section is controlling factor consideration. Ibeam bridge superstructure
mayconsistofgirderandslab,slabintermediatecrossbeam.HoweverIbeamgirderwith
crossbeamextendingintoandcastwithdeckslabarefoundtobemoreefficientandare
recommended for adoption. Prestress concrete is ideally suited for the construction of
medium and long span bridges. Ever since the development of prestressed concrete by
Freyssinet in the early 1930s, the material has found extensive application in the
construction of longspan bridges, gradually replacing steel which needs costly
maintenanceduetotheinherentdisadvantageofcorrosionunderaggressiveenvironment
conditions.Oneofthemostcommonlyusedformsofsuperstructureinconcretebridgesis
precast girders with castinsitu slab. This type of superstructure is generally used for
spansbetween20to40m.TorIgirderbridgesarethemostcommonexampleunderthis
categoryandareverypopularbecauseoftheirsimplegeometry,lowfabricationcost,easy
erectionorcastingandsmallerdeadloads.IndiaRoadLoadingconsideredfordesignof
bridges,alsofactorwhichareimportanttodecidethepreliminarysizesofconcretebox
girders. Also considered the IRC:182000 for Prestressed Concrete Road Bridges and
CodeofPracticeforPrestressedConcreteIndianStandard.
4.2Precastgirder
The precast girder is best way to reduce burden of construction of bridge element and
formworkatsite.PrecastGirderisconvenienttouse.Itisconstructedatdesirableplace
neartositeoratsiteandthenittransportedtodesirablesiteofbridgeconstruction.The
longitudinalgirderareprovidedinbridge.Whenmultiplecrossbeamsareused,theribis
madethinnerandthebottomofIribiswidenedtoanextentsufficienttoaccommodate
the tensile reinforcing bars. However, straight ribs may only be preferred for spans less
than20m.
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AdvantageofPrecastprestressedGirder
Simplegeometry
Easytocastatsite
Mostwidelyadopted
Slabactsmonolithically
LighterthanTgirder
4.3PrestressedConcreteGirder
4.3.1PrincipleofPrestressing
The prestressing of concrete happens due to force transfer between the prestressed
tendons and the concrete. Tendons are pulled and stretched and then firmly anchored
against the concrete at end of the section. The tension in tendons is balanced by the
compressioninconcrete.Inthiswaytheexternalcompressionforceisappliedtoconcrete
andusedtocounterthetensilestressesgeneratedunderbendingmomentandshearforce
generates due to heavy loads. There are two types of prestressing method and they are
givenasfollow
4.3.2TypesofPrestressing
4.3.2.1PreTensioning
Pretensioning is used to describe a method of prestressing in which tendons are
stretched before concrete is placed, and prestressing is transferred to concrete when
suitablecubestrengthisreached.Thepretensioningisfourstagemethod
Stage1.TheTendonsandreinforcementofthebeamarepositionedininthebeammould.
Stage 2. The Tendons of the beam are stressed to about 70 80% of their ultimate
strength.
Stage 3. The Concrete is cast into beam mould and allow to cure to required initial
strength
Stage 4. When the concrete has cured, the prestressing force is released and tendons
anchorthemselves.
4.3.2.2Posttensioning
Posttensioningisusedtodescribeamethodofprestressinginwhichtendonsarestressed
after concrete has harden. The tendons are incorporated into the concrete either the
bonded or unbonded fashion. Bonded tendons are placed within the preformed voids in
the concrete member. These voids are formed by using plastic duct or pipe. After the
concretehashardenthentendonsareprestressed.Thespacingbetweentendonsandpipes
are grout so that the tube assembly becomes bonded to beam. Unbonded tendons are
simply greased and wrapped in paper after concrete is harden then prestressing is done
andtheyareleftasunbondedinsurroundingthebeam.Withrespecttobondedtendons
aremostpopularinbridgesconstruction.
ThePostTensioningisalsofourstageprocess
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Stage1.Cableductandreinforcementareplacedinbeammould.Theductsareusually
raised toward neutral axis at the ends to reduce the eccentricity of prestressing
force.
Stage2.Theconcreteiscastintobeammouldandallowedtocuredtogetstrength
Stage3.Tendonsarethreadedthroughcableductsandstressedtoabout7080%oftheir
ultimatestrength
Stage4.Wedgesareinsertedintotheendanchoragesandtensioningforceisreleased.And
groutispumpintoducttoprotectthetendons.
For PostTensioning, The tendon is pulled and stretched by using Hydraulic jack and
tendonanchor
Posttensionisverymuchadvantageousinmassproduction.Itcaneasilycastinsitupost
tensioninggirdercancustomizedtofitsitespecificcondition.
4.4Applicationofposttensioning
Posttensioningisideallysuitedformediumtolongspaninsituworkwheretheonlythe
tensioning coat is less than whole cost of job. Hence it is more economical to use only
fewcable.Itposttensioningismayusewithadvantagetofabricatelargemembersuchas
longspanbridgesmallerunits.itgenerallyusedincirculardam,bridgeandtanks.Mostof
thelongspanbridgesaremadebyusingposttensioning.
4.5Basicassumptioninprestressing
Theanalysisofstressesdevelopedinprestressedconcretestructuralelementisbasedon
followingassumption
a.Concreteishomogeneouselasticmaterial
b. Within the range of working stresses, both concrete and steel behave elastically,
notwithstanding the small amount of creep which occurs in both material under sustain
loading.
c. A plan section assume plane before and after bending which implies linear strain
distributionacrossthedepthofmember
d. As long as tensile stress do not exceed the limit of modulus of elasticity of rupture of
concreteanychangeinloadingofmemberofresultsinachangeinstressinconcreteonly,
the sole function of prestressing tendon being to impart and maintain the prestress in
concrete, up to the visible cracking on concrete the change in stress of steel the lodin
beingnegligibleandaregenerallynotconsiderincomputation.
e.Losesinprestressed
Whileassessingthestressesinconcreteandsteelduringtensioningoperationsandlaterin
service,dueregardshallbepaidtoalllossesandvariationsinstressresultingfromcreep
ofconcrete,shrinkageofconcrete,relaxationofsteel,theshortening(elasticdeformation)
of concrete at transfer, and friction and slip of anchorage.In computing the losses in
prestress when untensioned reinforcement is present, the effect of the tensile stresses
developed by the untensioned reinforcement due to shrinkage and creep shall be
considered.
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4.6ComponentofIbeamBridge
TheIbeamsuperstructureconsistsofthefollowingcomponents.
1.Deckslab
2.Cantileverslabportion
3.Footpath,ifprovided,kerbsandhandrailsorcrushbarriers.
4.Longitudinalgirder,consideredindesigntobeofTsection.
5.Crossbeamsordiaphragms,intermediateandendones.
6.Wearingcoat
Footpath
Deckslab
MainGirder
CrossGirder
Railing
Wearingcoat
CROSSSECTIONALDETAILOFBRIDGE
4.6.1Deckslab
Ifthedeckslabisspanninginonedirection,thebendingmomentfordeadloadmaybe
computed as in a continuous slab, continuous over the longitudinal girder. For
concentrated loads, the bending moment per unit width of slab may be computed using
theeffectivewidthformulagiveninclause305.IRC21foreachconcentrationload.The
slabsupportedonfoursidesmaybedesignedasatwowayslabusingPigeaudstheory.
Curves useful for design by this method are available. The curves are intended for slab
simply supported at the four sides. In order to allow for continuity, the values of
maximumpositivemomentsaremultipliedbyafactorof0.8.Indesigncomputations,the
effectivespanistakenastheclearspan.
4.6.2Cantileverslab
The cantilever portion usually carries the kerb, handrails, footpath or crush barriers, if
provided and a part of the carriageway. The critical section for bending moment is the
vertical section at the junction of the cantilever portion and the end longitudinal girder.
For the computation of bending moment due to live load, the effective width for
cantileverisassessedfromtheformulagiveninclause305.13.2oftheIRC21.
Thereinforcementshouldbesodetailedthatthecrankedbarsfromthedeckslabcouldbe
usedashalfofthemainreinforcementforthecantilever.Thetopbarsofdeckslabmaybe
extended to the cantilever to provide the other half.This step in design would facilitate
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easierplacingofreinforcement.Thedistributorsforthecantileverportionarecomputed
ascorrespondingtoamomentof0.2timesdeadloadmomentplus0.3timestheliveload
moment.
4.6.3Kerb,HandrailsandCrashBarrier
Standarddetailsareusedforkerbandhandrailsorcrashbarriers.Thewidthofthekerb
mayvaryfrom475mmto600mm.
4.6.4LongitudinalGirder
Thelongitudinalgirderareprovided.Whenmultiplecrossbeamsareused,theribismade
thinner and the bottom of Irib is widened to an extent sufficient to accommodate the
tensilereinforcingbars.However,straightribsmayonlybepreferredforspanslessthan
20m.
4.6.4.1NumberandSpacingofMainGirder
The numbers of main girders are usually three for two lane carriageway (7.5 m wide)
bridgesandfourforthreelanecarriageway(11.0m)bridges.Thelateralspacingofthe
longitudinalgirderswillaffectthecostofthebridge.Henceinanyparticulardesign,the
comparative estimates of several alternative arrangement of girders should be studied
before adopting the final design. With closer spacing the number of girders will be
increased, but the thickness of deck slab will be decreased. Usually this may result in
smallercostofmaterials.Butthecostofformworkwillincreaseduetolargenumberof
girder forms, as also the cost of vertical support and bearing. Relative economy of two
arrangements with different girder spacing depends upon the relation between the unit
costofmaterialsandtheunitcostofformwork.Theaimofthedesignshouldbetoadopt
a system which will call for the minimum total cost. For the conditions in India, three
girdersystemisusuallymoreeconomicalthanafourgirdersystemforbridgeoftwolane
carriageway.
4.6.5Crossbeam
Crossbeamsareprovidedmainlytostiffenthegirdersandtoreduceintheexteriorgirder.
Theseareessentialoverthesupportstopreventlateralspreadofthegirdersatthebearing.
Anotherfunctionofthecrossbeamistoequalizethedeflectionsofthegirderscarrying
heavy loading with those of the girders with less loading. This is particularly important
whenthedesignloadingconsistsofconcentratedwheelloads,suchasClass70RorClass
AAwheeledvehicles,tobeplacedinthemostunfavorableposition.Whenthespacingof
cross beams is less than about 1.8 times that of longitudinal girder, deck slab can be
designasatwowayslab.
Earlier Ibeam bridges had been built without any cross beam or diaphragms,
necessitationheavyribsforthelongitudinalbeams.Insomecasesonlytwocrossbeams
at the end have been used. The provision of cross beams facilitates adoption of thinner
ribswithbulbshapeatbottomformainbeams.ThecurrentIndianpracticeistouseone
cross beam at each support and to provide one to three intermediate cross beams.
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Diaphragmareusedinsteadofcrossbeamsinsomecases.Provisionofonecrossbeamat
each end and one at the center is definitely advantageous in reducing deflection and
increasing ultimate load capacity, though the additional benefit in providing more than
threecrossbeamsisnotsignificant.
4.6.6WearingCoat
Wearing coat can be of asphaltic concrete of average thickness 80 mm or of cement
concreteof1:1:5:3mixbyvolumeforanaveragethicknessof75mm.Incaseofasphalt
aswearingcoat,thicknessmaybe56mmor65mmincluding25mmofmasticasphalt.
1.1Companydetails:
As a preeminent Infrastructure Company, established over 4 decades ago, Oriental
StructuralEngineershasfirmlyetchedanameforitselfasoneofIndia'sforemostEPCand
BOTcontenderintheRoadsandHighwayssector.Drivenbytechnologyandsupportedby
acapableteam,OSE'sbusinesshasbeenshapedbyinnovativethinking,vastcompetence
anditsmaintenanceoftransparencyinallprocesses.Acompanywhichbeganitsjourney
byexecutinglocalcontractsintheNorthernIndiaregionhasnowworkedonpracticallyall
the runaways in India, OSE driven by its strong work ethics has added several landmark
projectstoitstrackrecord.SomeofOSE'smosticonicworksincludetheNoidatollbridge,
India'sfirstcementconcreteroadatIndore,morerecentlytheYamunaExpresswaylinking
Delhi to Agra and India's first F1 race track at the Buddh International Circuit. In having
worked for renowned brand names like World Bank, ADB, Tata, Reliance, GMR, Jaypee
Group, etc. OSE is trusted with the best quality and on time services for high profile and
missioncriticalprojects.Somepopularexamplesbeing,IndoreKhalghatprojectwhereOSE
made80%projectprogressinonefinancialyeartocompletetheprojectwithinschedule,a
recordintheroadsector,orKondhaliTalegaonprojectwhereOSEcompletedtheproject10
monthsaheadofscheduleorDNDprojectwhereminimalmaintenancehasbeenrequired
for the last 10 years due to the superior quality delivered by OSE.Currently OSE has a
strong talent base of over 3900 employees and its senior management has a collective
experienceofover500yearsintheconstruction
1.2Sitedetail
TheorientalstructuralengineeringprivatelimitedisnowconstructingNationalhighways
47 from Nagpur to betul. The total distance of the highways is 174 km which includes
majorandminorbridges.TheprojectisBOTtypeofproject.Totalcostoftheprojectis
3500 crocres approximate. In this project they constructing Bridge over kolarriver and
Railway over bridge at Nagpur. The Kolarbridge have three span.The girder used in
bridge is Prestressed Concrete Girder. The foundation used is pile foundation with 20
meterdepth.
1.3TRAININGDETAIL
The internship with Oriental Structural Engineering Private Limited enhance our basic
fundamental knowledge which is implies in real world work execution of civil
engineering.Duringthetrainingperiod,wehaveleanttosolveandminimizetheproblem
arises during construction on site. We have studied about the Daily Progress Report.
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Therearefollowinglistoftheworkexecutetomanufactureaprecastprestressedconcrete
girderthatwehavelearntfromOrientalStructuralEngineeringPrivateLimitedcompany.
a)Materialselection
b)Properproportion
c)Testingofmaterial
d)Variousstepsinconstructionofgirder
Materialselection
Qualityofmaterialshouldhightoproducehighstrength.OPC53gradeofcementisuse
in manufacturing of prestressed concrete girder. The aggregates should have good
strength.Andwatershouldntcontainanyimpurities.
Properproportion
GenerallyM50gradeofconcreteisusedinmanufacturingofprestressedconcretegirder
specifiedbyIndianStandard.TherearefollowingproportionofmaterialsselectedforM
50gradeofconcrete.Tableshowstheproportionofmaterialsfor1metriccubeconcrete.
Cement
Water
Sand
20mmagg.
10mmagg.
Admixture
(hyperCrete)
460kg
138liters
681kg
806kg
538kg
1.84kg
GradeofmixisM50.Itcanuseforprestressedconcretegirderandreinforcedconcrete
girder. Maximum size of aggregate used in this mix is 20 mm. and minimum cement
contentshould400kgandtheadmixturequantityis0.4%ofcementcontent.Workability
ofmixismediumwithslumpvalue75mmto125mm.theactualwatercementratioof
actualwatercementratioofmixis0.3atSaturatedSurfaceDrycondition
Testingofmaterials
Followingtestswereconductedonthematerials
Aggregate sieve analysis: the sieve analysis is a practice orprocedure to assess the
particle size distribution of a granular material.The size distribution is often of critical
importance to t way the material performs in use.A sieve analysis can be performed on
any type of nonorganic or organic granular materials including sands, crushed rock,
clays,granite,feldspars,coal,andsoil,awiderangeofmanufacturedpowders,grainand
seeds, down to a minimum size depending on the exact method. Being such a simple
techniqueofparticlesizing,itisprobablythemostcommon.
Flakiness index: Flakiness Index is the percentage by weight of particles in it, whose
leastandelongatedparticlesmayhaveadverseeffectsonconcreteandbituminous
mix.Forinstance,flakyandelongatedparticlestendtolowertheworkabilityofconcretemix
which may impair the longterm durability. Dimension is less than threefifths of its mean
dimension.ElongationIndexisthepercentagebyweight of particles in it, whose largest
dimensionisgreaterthanoneandfourfifthstimesitsmeandimension.
Specific gravity of aggregate: The coarse aggregate specific gravity test is used to
calculatethespecificgravityofacoarseaggregatesamplebydeterminingtheratioofthe
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weightofagivenvolumeofaggregatetotheweightofanequalvolumeofwater.
Compressivestrength:Thecompressivestrengthisthecapacityofamaterialorstructure
to withstand loads tending to reduce size. It can be measured by plotting applied force
against deformation in a testing machine. Some material fracture at their compressive
strength limit others deform irreversibly, so a given amount of deformation may be
considered as the limit for compressive load. Compressive strength is a key value for
design of structures. Compressivestrength is often measured on a universal testing
machine[http://en.wikipedia.org/wiki/Universal_testing_machine] .
The 7 days compressive strength of M50 concrete is not less than 37 MPa and the 28
days compressive strength of M50 is not less than 53 MPa. The actual values of 7 days
compressivestrengthofM50is50.16MPaand28daysis61.19MPa.Theinitialsetting
time is minimum 30 minutes and final setting time is maximum 600 minutes. The actual
value of initial setting time is 185 minutes and final is 260 minutes for M50 grade of
concrete.
Variousstepsinconstructionofgirder
Profilingofgroundisdonebeforemanufacturingofgirderatthatplace.Inthisprocessthe
groundismadeplaneandathickPCCbedisconstructedtogivehardbasetothegirder
whichwillgoingtostandonbaseduringmanufacturingofgirder.
Shuttering is next process after profiling of ground. In this process, the bending of
reinforcement is done according to the drawing and design. The hollow plastic ducts are
insertedtocarrytheprestressingstrands.
Concreting is next process after shuttering. Concreting is most important process in
constructionofprecastgirder.Itshouldcompletedwithindayforagirder.Afterconcreting,
thevoidsareremovedfromconcretebyneedlevibrator.
Curingisthenextprocessafterconcreting.Forprecastprestressedconcretegirderthe28
days curing is adopted, otherwise in some condition 14 days curing is adopted, by
sprinklingofwaterormembranecuring.
Prestressingoftendonisnextprocessaftercuring.Whenever,theconcretegethardupto
maximum compressive strength. Prestressing is done by hydraulic jack, stretching from
bothside.
CHAPTER3.LETERATUREREVIEW
3.1Design of Girder Bridge by finite element method and AASHTO
specificationKMITLSci(2008)vol.8No.1
Many methods are used in designing bridges such as AASHTO specifications, grillage
andfiniteelementmethods.Tbeambridgesarecomposedofdeckslab20to25cmthick
and longitudinal beams spaced from1.9 to 2.5m.A simple span Tbeam bridge was
analyzedbyusingAASHTOspecificationsandLoadingsasaonedimensionalstructure,
thenathreedimensionalstructurewascarriedoutbyusingfiniteelementplateforthe
deck slab and beam elements for the main beam. Both models were subjected to 1.5
AASHTO Loadings and at certain locations to produce maximum bending moment and
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maximumshear.Theresultswereanalyzedanditwasfoundthattheresultsobtainedfrom
the finite element model are smaller than the results obtained from onedimensional
analysis,whichmeansthattheresultsobtainedfromAASHTOloadingsareconservative.
3.2 Analysis of dynamic behavior of T beam bridge deck due to heavy weight
vehiclesA.M.DavidjawadandA.K.AnisMohamadAli(2010)Emiratesjournalfor
engineeringResearchvol.no.15
This study investigates the dynamic behavior of concrete Tbeam bridge decks due to
Heavyweightvehicles.The threedimensional model of an actual Tbeam bridge deck
design is implemented within the context of the finite element method. The type of
response influencesthe value ofthedynamic amplification factor. Resultsobtainedfrom
thisstudyindicatethatdifferentvaluesofdynamicamplificationfactorsarecalculatedfor
the responses of vertical displacement, normal stress in the longitudinal direction, and
shearstress.Itisthereforerecommendedthatthreetypesofdynamicamplificationfactors
beincludedinthedesign/reviewofconcretebridges.Thesefactorsarebasedonthethree
typesofresponsegivenaboveandcorrespondtothelimitstatesofserviceability,collapse
for moment, and shear,respectively. The dynamic amplification factor for the same
responsetypehasdifferentvalueswithrespecttolocationthroughoutthebridgedeck
3.3AnAnalyticalAidforanalysisoftwolaneRoadBridgeinternationaljournal
ofearthKIgajarandNKArora,October2011,vol.no.4
Tbeam bridge decks are one of the principal types of castin place concrete decks. T
beam bridge decks consist of a concrete slab integral with girders. The finite element
method isageneral method of structural analysis in which the solution ofaproblemin
continuummechanicsisapproximatedbytheanalysisofanassemblageoffiniteelements
which are interconnected at a finite number of nodal points and represent the solution
domain of the problem. A simple span Tbeam bridge was analyzed by using I.R.C.
loadingsasaonedimensionalstructure.ThesameTbeamBridgeisanalyzedasathree
dimensionalstructureusingfiniteelementplateforthedeckslabandbeamelementsfor
the main beam using software STAAD ProV8i. Both models are subjected to I.R.C.
Loadings to produce maximum bending moment. The results obtained from the finite
elementmodelarelesserthantheresultsobtainedfromonedimensionalanalysis,which
means that the results obtained from manual calculations subjected to IRC loadings are
conservative.
3.4 Analysis of Girder Bridge by using finite element method R Shreedhar,
sputimamdapur(2012)IJEITVol.2No.3
Forordinarystructure,staticanalysisissufficientbutforimportantstructureparticularly
for bridge, dynamic analysis needs to be carried out. Because, it provides an accurate
measureofexpectedstructuralresponseforagivenearthquakeoranykindvibrationsand
alsoitensuresasimpleanddirectloadpathisprovidedforeachframe.Oneoftheaspects
to be considered while assessing the dynamic response of bridge causes the span to
deflectfromtheequilibriumpositionorisagainactivatedbythepassageofanotherload.
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Therefore, dynamic behavior of bridge deck needs to be studied. Using IRC Class A
loading bridge responses such as bending moment and deflection are obtained to assess
theserviceability.Further,withthehelpofSap2000softwaredynamicanalysisisdoneby
response spectrum method to obtain dynamic parameters such as natural frequency and
timeperiod.Thisstudyaimsatinterpretingtheoutputfromthedynamicanalysisofthe
computermodelofthebridgeinordertochecktheresonancecriteria.
3.5DynamicanalysisofsuperstructureofbridgeSupriyamadda,MGKlyanshetty
2013IJCSEvol.3
A simple span Ibeam was analyzed by using IRC specification and Loading as a one
dimensionalstructure,thenathreedimensionalstructurewascarriedoutbyusingfinite
elementplateforthedeckslabandbeamelementforthemainbeam.Bothmodelswere
subjected to IRC loading and at certain location to produce maximum bending moment
andmaximumshear.Theresultwereanalyzed.
3.6 Response Of A TBeam Reinforced Concrete Two Lane Bridgeunder Blast
LoadingSOMNATH KARMAKARCivil Engineering Department, NIT Durgapur,
WB,India713209
Alittleinformationisavailableontheresponseofcivilengineeringinfrastructuresystems
underblastloading,particularregardingbridgecomponents.Thecomplexdistributionof
timeandspaceofblastpressureonthebridgedeckatashortdistancefromblastcentre
hasbeenfoundscared.Sincethebridgesaresoftterroristtargets,thereisaneedtodothe
detailsstudyontheirperformanceundersuchloading.Theincreasedemphasisonbridge
security has raised awareness in the engineering community that bridges and other
transportationstructuresbedesignedtogivebetterrespondtopotentialterroristattacks.
Reinforcedconcretebridgesareabundantlyusedinhighways.Responseofsuchbridges
underblastloadingandtodeterminetheweightofexplosiverequireforcausingdamages
tosuchbridgesaretheobjectivesofthisinvestigations
3.7 Design of Tbeam Bridge by Finite Element method and
AASTHOspecificationDr.MaherQaqish1,Dr.EyadFadda2andDr.EmadAkaww
A simple span Tbeam bridge was analyzed by using AASHTO specifications and
Loadingsasaonedimensionalstructure,thenathreedimensionalstructurewascarried
outbyusingfiniteelementplateforthedeckslabandbeamelementsforthemainbeam.
Bothmodelsweresubjectedto1.5AASHTOLoadingsandatcertainlocationstoproduce
maximum bending moment and maximum shear. The results were analyzed and it was
foundthattheresultsobtainedfromthefiniteelementmodelaresmallerthantheresults
obtained from one dimensional analysis, which means that the results obtained from
AASHTO
3.8ResidualPrestressForcesandShearCapacityofSalvagedPrestressedConcrete
BridgeGirdersAmericanSocietyofCivilEngineers.Sevenprestressedconcretebridge
girders that had been in service for 42 years, and represented two span lengths and
reinforcement designs, were tested to determine their effective prestress force and
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ultimate shear capacity. A cracking moment test was used to determine the effective
prestressforceinthegirders.Themeasuredeffectiveprestressforcewascomparedwith
calculatedvaluesaccordingtotheAASHTOLRFDprestresslossequationstoinvestigate
their adequacy. The AASHTO refined method was shown to provide the most accurate
resultstowithin10%ofthemeasuredvalues.Anultimatesheartestwasalsoperformed
ontwoofthegirders.Anexternalloadwasappliednearthesupportandincreaseduntil
thegirderfailedinshear.ThevariousproceduresintheAASHTOLRFDspecifications
werecomparedwiththemeasuredresults.TheAASHTOsimplifiedprocedurepredicted
only 51% and 39% of the average measured shear capacity for the short and long span
girders,respectively.Thestrutandtiemodelswerefoundtoestimatetheshearcapacity
moreaccurately.TheAASHTOrefinedmethodwasshowntoprovidethemostaccurate
results
CHAPTER4.INDIANROADSTANDARDCODERECOMMENDATIONS
4.7IndianRoadstandardCodeRecommendations
4.7.1Forcesactedonbridge
Thevarioustypeofloads,forcesandstressestobeconsideredintheanalysisanddesign
ofthevariouscomponentsofthebridgeareasfollows:
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i. Deadload
ii.Liveload

iii.Impactordynamiceffectduetovehicle
iv.Lateralhorizontalloadforces(ofkerbs,parapets,footpath)
Theloadingstandardsaswellasthedesigncriteriathatarerequiredtobefollowedinthe
designofbridgesarelaiddownbyIRCstandardspecificationandcodeofpracticesfor
roadbridges(IRC6:2000SectionII).Inthefollowingsectionsdetailsareregardingdead
load,superimposedload,liveload,impactloadareonlygiven.
4.7.2DeadLoad
The dead load carried by the girder or the member consists of its own weight and the
portionsoftheweightofthesuperstructureandanyfixedloadssupportedbythemember.
The dead load can be estimated fairly accurately during design and can be controlled
duringconstructionandservice.
The weight of superimposed dead load includes footpaths, earthfills, wearing course,
stayin place forms, ballast, waterproofing, signs, architectural ornamentation, pipes,
conduits,cablesandanyotherimmovableappurtenancesinstalledonthestructure.
4.7.3LiveLoad
Liveloadsarethose caused by vehicles which pass over the bridge andaretransientin
nature. These loads cannot be estimated precisely, and the designer has very little
controlover them once the bridge is opened to traffic.However, hypothetical loadings
whicharereasonablyrealisticneedtobeevolvedandspecifiedtoserveasdesigncriteria.
Therearefourtypesofstandardloadingsforwhichroadbridgesaredesigned.
i.IRCClass70Rloading
ii.IRCClassAAloading
iii.IRCClassAloading
iv.IRCClassBloading
Vehicle
70R
AA
Item
TRACK
WHEELE
TRACK
WHEELE
WHEELE
TRACK
Totalload(kN)
700
1000
700
400
554
332
Totaldist(mm)
7920
15220
7200
1500
14300
14300
Min.Dist
Betweento
vehicle(mm)
30000
30000
90000
30000
18500
18500
Table1.1DetailsofIRCLiveLoads
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4.7.4IRCClassAAloading
TheIRCClassAAloadingcorrespondstotheClass70loadingandisbasedonoriginal
classification methods of the Defense Authority.IRC Class AA loading is to be adopted
forthebridgeslocatedwithincertainmunicipallocalitiesandalongspecifiedhighways.
Normallyonnationalhighwaysandstatehighwaysaretobeprovidedfortheseloading.
There are two types of vehicles are specified tracked vehicle and wheeled vehicle. The
loading of tracked vehicle is 70 tonnes (700 kN). Structure is designed for Class AA
trackedvehicle
SectionalViewofIRCtrackedvehicleisgivenfollowsas
Alldimensionsareinm
Sideviewoftrackedvehicle
Topviewoftrackedvehicle
[https://www.blogger.com/null] 4.7.5Impacteffect
Liveloadtrainsproducedhigherstressesthanthosewhichcouldbecausediftheloading
vehicle were stationary. In order to take into the loading vehicles in stresses due to
dynamicactionanimpactallowanceismadeasafractionorapercentageoftheapplied
live load. The impact factors to be considered for IRC Class AA loading shall be as
follows.
For Class AA and 70R loading the value of the Impact percentage shall be taken as
follows:
1.Forspanlessthan9m
Fortrackedvehiclesitis25%forspansup to 5m linearly reducing to 10% for
spansof9m
Forwheeledvehiclesitis25%
2.Forspanof9mormore
Fortrackedvehiclesitis10%uptoaspanof40mandinaccordancewiththe
curveindicatedinIRCclause211.3
Forwheeledvehiclesitis25%forspanupto12mandinaccordancewiththe
curveindicatedinIRCclause211.3
4.7.6Lateralhorizontalloadforces
Therailingandparapetsaretobedesignedtoresistalateralhorizontalforceandvertical
eachofmagnitudeequalto150kg/mappliedsimultaneouslyatthetopofrailingparapets
.these forces are not being considered in the design of the main structural member if
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footpatharenotprovided.Incasewherefootpathareprovided,theeffectofthoseforces
considershouldbeindesignofstructuralsystemsupportingrailingandfootpath.
5.DESIGNANDANALYSISOFGIRDERFORIRCCLASSAALOADING
5.1designproblemdata(courbonsmethod)
GIVENDATA
Effectivespan=25m
Clearwidthofroadway=7.5m
Footpath=1mwideonbothside
Thicknessofwearingcoat=0.1m
Thicknessofdeckslab=0.2m
Spacingofcrossgirder=5mc/c
Panelofslab=m
Liveload=IRCClassAAtrackedvehicle
Typeofconstruction=class1
M40gradefordeckslabandM50gradeforgirder.
Strandsofstrengthof1500MPa.IRC182000pgno.14
Compressivestrengthofconcreteattransfer=40MPa
PERMISSIBLESTRESSESANDDESIGNCONSTANT
The permissible compressive stresses in the concrete at transfer and working loads as
recommendedinIRC18(2000)arefollowas
Lossratio==0.8
ThedesignconstantarefollowsasperIRC182000
Thepreliminarydimensionsofdifferentcomponentsofdeckareshowninfigureno.
DESIGNOFLONGITUDINALNGIRDER
First, it is required to find courbons reaction factor, for the IRC Class AA loads are
prestressedconcretegirder(complet
arrangeformaximumeccentricityasshowninfigureno.2
search
Reactionfactorforexteriorgirder(AorD)
Classic Flipcard
Magazine Mosaic Sidebar Snapshot Timeslide
Reactionfactorforinteriorgirder(BorC)
Deadloadfromdeckofbridge
Thecantileverportionofdeckisshowninfigureno.3
Loadingfromparapetrailing=0.8kN/m
Loadingfromfootpath=kN/m
Loadingfromdeckslab=kN/m
Totaldeadloadfromonecantileverportion=14kN/m
Totaldeadloadfromdeck=(deadloadfromtwocantilever)+(deadloadofslab)
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=kN
Thisdeadloadofgirderisassumedtobeequallysharedbyallfourgirderthus
Theloadpergirder=89.5/4=22.37kN/m
Deadloadofmaingirder
Assumingdepthof60mmpermeterspanofgirder,
Theoveralldepthofgirderis=1500mm
Selfweightofgirder/meterrunofgirderby
Consideringsectionplan=kN/m
Theweightofcrossgirder==4.8kN/m
Deadloadbendingmomentandshearofmaingirder
With the dead loads arrives in previous step the dead load bending moment and shear
forceiscalculated:
Reactionofcrossgirderonmaingirder==12kN
Reactionfromdeckslab=22.37kN/m
Totalloadongirderincludingselfweightofgirder=22.37+10.2=32.6kN/m
Theloadingisshowninfigureno.3
Themaximumdeadloadshearforceandbendingmomentisobtainbyusingfigureno.2
Maximumshearforce=reactionatsupport=kN
MaximumbendingmomentkN/m
Liveloadbendingmoment
Liveloadbendingmomentingirderiscalculatedbyusingfigureno.4
Bendingmomentatthecenterofgirder
Bendingmomentfortheoutergirderconsideringimpactfactor10%andreactionfactor
respectively
MomentforoutergirderkN.m
BendingmomentforinnergirderkN.m
Liveloadshearforceingirder
Thepositionofwheelsforcomputingshearforceisshowninfigureno.5
ReactionofongirderB=kN
ReactionofongirderA kN
TotalloadongirderB=(350+63)=413kN
prestressedconcretegirder(complet
search
Usingthemagnitudeofreactionarrivedinabovestepsmaximumreaction(shearforce)
Inthegirderiscalculated.
Classic Flipcard
Magazine Mosaic Sidebar Snapshot Timeslide
MaximumreactioningirderB kN
MaximumreactioningirderA kN
ThedesignliveloadshearforceforinnergirderconsideringimpactfactorkN
ThedesignliveloadshearforceforoutergirderconsideringimpactfactorkN
Sectionalpropertiesofgirder
Thecrosssectionofbeamisgivenbelow
Topflange
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Web
Bottomflange
Areacrosssection
Distanceofcentroidaxisfromtop
=1500615.15=884.85mm
MomentofinertiaaboutcentroidaxisI
Sectionmodulusofbottomsection
Sectionalmodulusfromtop
Checkforadequacyofsectionadopted
Requiredsectionmodulusforthebottomsectionofbeam
PrestressingForce
Withthemaximumcoverof150mm,theeccentricityprovidedfortheprestressingforceis
(884.5150)=734.5mm.Prestressingforceiscomputedbyfollowingformulae
Using7strandof15.2mmdiameterinacable,forceineachcable=
Thereforetheno.ofeachcable=4725/1905=2.48=3
Areaprovidedbycables=
Positionofcablesareshowninfigureno.6
Permissibletendonzoneatsupport
Toavoidstressconcentrationatsupports,thecablesaretobeplacedinsuchawaythatto
satisfiedeccentricityrequirement
Thecablesarearrangedonparabolicprofileprovidingeccentricityof150mmtowards.At
supportsitisplacedattopshowninfigureno.7
Checkforstresses
Thestresslevelinasectionofbeamlocatedatcentreofthespanarechecked,
Wehave
Stressesattransferofprestressing
Intopoffibres
Inbottomoffibres
Stressatworkingstage
Intopfibres
Inbottomfibres
Itisobservedthatthestressesatbottomaswellastoplayerofgirderunderwithinlimits.
Checkforultimateflexuralstrengthofthebeam
Theultimatemomenttobeconsider(IRC182000)
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Under ultimate load conditions, the failure may occurs by yielding of steel or by direct
crushingofconcreteultimatemomentofresistanceofsectionunderthesetwoalternative
condition of failure is calculated by the following formulae and smaller of two values
takenastheultimatemomentofresistanceofthesectionfordesign
Failurebyyieldingofsteel
=Areaofhightensilestrengthsteel
=depthofbeamfrommaximumcompressionedgetothecentreofgravityofsteeltendons
=ultimatetensilestrengthofsteelwithoutdefiniteyieldingpointoryieldingstressat4%
Elongationwhicheverishigherforsteelwithdefiniteyieldingpoint
Failurebycrushingofsteel
Astherequiredultimatemoment8230kN.m<8777kN.mthesectionissafe.
Checkforshearstrengthofbeam
Theultimateshearforcetobeconsideredwhere
=deadloadshearforce,
=liveloadshearforce
According to IRC 182000, the ultimate shear strength of section uncracked in flexure,
correspondtotheoccurrenceofthemaximumprincipletensilestressatthecentroidaxis
ofthesection,of .Inthecalculationofthevalueofprestressatthecentroidaxishastobe
takenas0.8
Where, b= width of rib, d= overall depth of member, =maximum principle tensile
stress=1.7MPa
=compressive stress at centroidal axis due to prestress taken as positive=
(hP/A)=5.75MPa
Eccentricityofcablesatsupport=734.5mmeccentricityofcablesatsupport=150mm
Neteccentricity=734.5150=584.5mm
Slopofcable
Ultimateshearrresistanceconsidered=1767kN
Ultimateshearcapacityofsectionis=1032kN
Balanceshear=17671032=735kN
Shearreinforcementshoulddesigntoresistthebalanceshear=
Using10mmdiameterstirrupsthespacinggivenby
Provide10mmdiameterstirrupsat110mmc/c
Designofsupplementaryreinforcement
Longitudinalsupplementaryreinforcementat0.15%ofgrosscrosssectionalareaprovided
tolimittheshrinkagecracks
Areaofsteel
Provide12mm8barsincompressionflangeofthebeamshowninfigureno.7
Designofendblock
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Endblockisdesigntodistributetheconcentratedprestressingforceattheanchorage.It
shall have sufficient area to accommodate anchorage at the jacking end and shall
preferablybewideasthenarrowestflangeofthebeam.Lengthofendblockinnocase
lessthan600mmnorlessthanitswidth.Generallyendblocksareprovidedatsupportfor
lengthof1.5meter.Thebustingforcegeneratingduringposttensioningshouldassessed
onbasisoftheultimatestrength.Andbustingforceisderivesfromtableno.1
DesignburstingtensileforceinendblockrecommendedinIRC182000pageno14
0.3
0.4
0.5
0.6
0.7
0.23
0.2
0.17
0.14
0.11
=forceincable=1905kN,2 =225mm,and2 =900mm
=0.25
Burstingforce
Areaofsteelisrequiredtoresistthetensionis
Provide 12mm bars at 100 mm c/c in transvers direction and horizontal direction as
showninfigureno.8
6.RESULTANDDISCUSSION
Resultbymanuallycalculation
Bendingmoment
Duetodeadload
Duetoliveload
TotalDesignvalue
Outergirder
3008kNm
1706kNm
4714kNm
Innergirder
3008kNm
1313kNm
4321kNm
Shearforce
Duetodeadload
Duetoliveload
Totaldesignvalue
Outergirder
475.5kN
293kN
769kN
Innergirder
475.5kN
421.6kN
897kN
ResultobtainbySTAADPro.
Bendingmoment
Duetodeadload
Duetoliveload
TotalDesignvalue
Outergirder
2625kNm
1592kNm
4217kNm
Innergirder
2625kNm
1042kNm
3667kNm
Shearforce
Duetodeadload
Duetoliveload
Totaldesignvalue
Outergirder
431kN
190kN
621kN
Innergirder
431kN
415kN
846kN
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Comparisonofdimensions
ActualSiteGirder
Description
OurDesignedGirder
1800mm
DepthofGirder
1500mm
200mm
Thicknessoftopflange
250mm
650mm
Widthoftopflange
1200mm
275mm
Widthofweb
200mm
1300mm
Depthofweb
800mm
250mm
Thicknessofbottomflange
450mm
650mm
Widthofbottomflange
500mm
Detailsofdesignedgirder
Thequantityofconcreteusedingirder=17.45
Thediameterofstirrupsisusedingirder=10mm@110mmc/c
Thediameterofreinforcementincompressionflange=8barsof12mm
Thediameterofstrandsandnumbersofcable=7strandsof15.2mmdiameterinacable,
3cable.
The diameter of reinforcement used in end block of 1.5 m = 12 mm @ 100 mm c/c in
eachdirection
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=forceincable=1905kN,2 =225mm,and2 =900mm

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