Study On The Behavior of Box Girder Bridge

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Study on the Behavior of Box Girder Bridge
Thesis · January 2010

DOI: 10.13140/RG.2.1.2747.6641
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STUDY AND BEHAVIOUR OF
BOX GIRDER BRIDGE
A Project Report Submitted to
Nagarjuna University
In Partial fulfillment of the Requirements for the
Award of the Degree of
BACHELOR OF TECHNOLOGY
with specialization in
CIVIL ENGINEERING
Submitted By:
J.S.KALYANA RAMA
(Y06CE050)
V.R.RAGHAVA SUDHIR V.SAMPATH KUMAR
(Y06CE039) (Y06CE044)
V.VICKRANTH
(Y06CE060)
Under the Guidance of

V.RAMESH, Asst. Professor
&
Special Thanks to
N.R.K.MURTHY, HEAD OF THE DEPARTMENT
DEPARTMENT OF CIVIL ENGINEERING

V.R.SIDDHARTHA ENGINEERING
COLLEGE
KANURU, VIJAYAWADA-520007
-I-
APRIL -2010
STUDY AND BEHAVIOUR OF
BOX GIRDER BRIDGE
DEPARTMENT OF CIVIL ENGINEERING

V.R.SIDDHARTHA ENGINEERING COLLEGE
KANURU, VIJAYAWADA-520007
CERTIFICATE
This is to certify that the project report entitled “STUDY AND
BEHAVIOUR OF BOX GIRDER BRIDGE” is the bona fide work done by
J.S.KALYANA RAMA Y06CE050

V.R.RAGHAVA SUDHIR Y06CE039
V.SAMPATH KUMAR Y06CE044
V.VICKRANTH Y06CE060
Under guidance and supervision of V.RAMESH, Asst.Professor, submitted in

partial fulfillment of the requirements for the award of the Degree of Bachelor of
Technology, in Civil Engineering by the Acharya Nagarjuna University
(V.RAMESH) (Dr. N.R.K. MURTHY)
GUIDE: HEAD OF THE DEPARTMENT
Date Date:
- II -
ACKNOWLEDGEMENTS
We take this opportunity first to express our deep sense of gratitude and
gratefulness to our project guide, V.RAMESH, Asst.Professor, Department of Civil Engineering
for his expert guidance, constant encouragement and support during all phases of our work.
We would also like to thank N.R.K.MURTHY, Professor, Department of Civil

Engineering, D Y NARASIMHA RAO, Senior Engineer, Bridges and B SRIKANTH, Design
Engineer, S.C.R Secunderabad for their valuable suggestions and encouragement in the
successful completion of this Report.
We would also like to thank Dr. N.R.K. MURTHY, Professor and Head,
Department of Civil Engineering for his cooperation in providing facilities for the successful
completion of this Report.
We would also like to thank Dr.K.MOHAN RAO, Principal,V.R.SIDDHARTHA

ENGINEERING COLLEGE for providing the state of the art facilities in the college. We also
take this opportunity to thank everyone who helped either directly or indirectly in bringing out
the project report to the final form.
PROJECT ASSOCIATES:
J.S.KALYANA RAMA (Y06CE050)

V.R.RAGHAVA SUDHIR (Y06CE039)
V.SAMPATH KUMAR (Y06CE044)
V.VICKRANTH (Y06CE060)
- III -
ABSTRACT
“When tension flanges of longitudinal girders are connected
together, the resulting structure is called a box girder bridge”.
The behavior of box girder section for a general case of an
eccentric load has been studied and presented its studies in chapter 2. An
encompassing review of literature has been made regarding construction
and a summary of general specifications with reference to IRC:18 have
been discussed in chapter 3.
Box girders can be universally applied from the point of view of
load carrying, to their indifference as to whether the bending moments are
positive or negative and to their torsional stiffness; from the point of view
of economy.
An ongoing work has been taken as a case study for the present
work. Analysis principles for torsion and distortion effects are applied to
the section selected, and found satisfactory. Correspondingly, the problem
has been analyzed and designed for flexure and shear by giving due
considerations for torsional and distortional effects as a precautionary
measure.
- IV -
TABLE OF CONTENTS
CERTIFICATE
ACKNOWLEDGEMENTS
ABSTRACT
CONTENTS PAGE.NO
1. INTRODUCTION TO BOX
GIRDER BRIDGES 1
Introduction 2
Historical development 3
Evolution 4
Advantages 5
Disadvantages 5
Specifications 6
2. BEHAVIOUR OF BOX GIRDER 7
Flexure 9
Torsion 10
Distortion 16
Warping of Cross section 18
Shear lag 19
Diaphragms 22
3. CONSTRUCTION AND GENERAL
ARRANGEMENT 24
General Arrangement 25
Cast-in-situ Construction 26
Construction of Multi-cell
-V-
Box Girder 29
4. ANALYSIS OF
BOX GIRDER BRIDGE 32
(CASE STUDY)
Torsional Analysis 33
Distortional Analysis
Beam On Elastic Foundation 35
5. DESIGN OF BOX GIRDER 39
Description 41
Span arrangement 41
Prestress 41
Design Data 42
Sectional properties 44
Bending Moment And Shear
Force Calculations 45
Tabulation of Bending Moment
And Shear Forces 49
Prestressing forces and other
losses Calculations 51
Prestress in service condition 54
Shear force calculations 54
Design for shear 57
Design of Elastomeric Bearing 58
Deflection Calculations 62
Elongation Statement 63
- VI -
Check for ultimate moment of
Resistance 64
Design of Deck Slab 65
Design of cantilever deck
slab beyond end diaphragms 68
Design of cantilever deck
slab below Footpath 69
Provision of untensioned
mild steel Reinforcement 71
Design of Intermediate
Diaphragms 73
End diaphragms 76
Design of End block 77
6. CASE STUDY PICTURES 79
7. CONCLUSIONS 86
CONCLUSION AND
FUTURE WORK 87
8. REFERENCES 88
- VII -
CHAPTER 1
INTRODUCTION
-1-
Introduction
The continuing expansion of highway network throughout the
world is largely the result of great increase in traffic, population and
extensive growth of metropolitan urban areas. This expansion has lead to
many changes in the use and development of various kinds of bridges. The
bridge type is related to providing maximum efficiency of use of material
and construction technique, for particular span, and applications. As Span
increases, dead load is an important increasing factor. To reduce the dead
load, unnecessary material, which is not utilized to its full capacity, is
removed out of section, this Results in the shape of box girder or cellular
structures, depending upon whether the shear deformations can be
neglected or not. Span range is more for box bridge girder as compare to
T-beam Girder Bridge resulting in comparatively lesser number of piers
for the same valley width and hence results in economy.
A box girder is formed when two web plates are joined by a

common flange at both the top and the bottom. The closed cell which is
formed has a much greater torsional stiffness and strength than an open
section and it is this feature which is the usual reason for choosing a box
girder configuration.
Box girders are rarely used in buildings (box columns are

sometimes used but these are axially loaded rather than in loaded in
bending). They may be used in special circumstances, such as when loads
are carried eccentrically to the beam axis
“When tension flanges of longitudinal girders are connected
together, the resulting structure is called a box girder bridge”.
Box girders can be universally applied from the point of view of

load carrying, to their indifference as to whether the bending moments are
positive or negative and to their torsional stiffness; from the point of view
of economy.
-2-
1.1 Historical development and description:
The first box girder cross section possessed deck slabs that
cantilevered out only slightly from the box portion shown in figs a to e.
With the prestressed concrete the length of cantilever could be increased.
The high form work costs caused a reduction in the number of cells fig (f,
g, h). In order to reduce the construction loads to minimum possible extent
or to require only one longitudinal girder in working states even with
multiple traffic lanes.
It was only with the development of high strength prestressing steel that it
became possible to span longer distances. The first prestressed concrete
bridges, most of I-cross sections were built towards the end of the
1920’s.The great breakthrough was achieved only after 1945. “THE
SCLAYN” bridge over the river Maas, which was built by Magnel in
1948, was the first continuous prestressed concrete box-girder bridge with
2 spans of 62.70m. In following years the ratio of wages to material costs
climbed sharply. This thereby shifted the emphasis of development of
construction method. The box girder cross-section evolved structurally
from the hollow cell-deck bridge or T-beam Bridge. The widening of the
compression zone that began as a structural requirement at the central
piers was in the extended throughout the entire length of bridge because of
advantages transverse load-carrying characteristics.
Fig:1-1
-3-
1.2 Evolution:
The spanning of bridges started with simple slabs. As the spans
increased, the design depth of slab is also increased. It is known that
material near centre of gravity contributes very little for flexure and hence
can be removed. This leads to beam and slab systems. The reinforcement
in bottom bulb of beam provided capacity for tensile forces and top slab
concrete, the capacity to resist the compression. They formed a couple to
resist flexure.
As the width of slab is increased more number of longitudinal girders are
required resulting in reduction of stiffness of beams in transverse direction
and relatively high transverse curvature. The webs of beams get opened
out spreading radially from top slab. Under high transverse bending these
will no longer be in their original position. To keep it in their original
position the bulbs at bottom should be tied together which in-turn leads to
evolution of box girder. Long spans with wider decks and eccentric
loading on cross-section will suffer in curvature in longitudinal and
transverse direction causing heavy distortion of cross-section. Hence the
bridges should have high torsional rigidity in order to resist the distortion
of cross-section deck to a minimum.
Accordingly box girders are more suitable for larger spans and wider
decks, box girders are to be suitable cross-section. They are elegant and
slender. Economy and aesthetics further lead to evolution of cantilevers in
top flanges and inclined webs in external cells of box girder. The
dimension of cell could be controlled by prestressing.
As the span and width increases the beams and bottom slabs are to be tied
to keep the geometry which in turn leads to evolution box girder.
Any eccentric load will cause high torsional stresses which will be counter
acted by the box section. The analysis of such sections are more
complicated due combination of flexure, shear, torsion, distortion. But it is
more efficient cross-section. It is used for larger spans with wide cross-
section. It can be used for spans up to 150m depending upon the
construction methods. Cantilever method of construction is preferred
most.
-4-
1.3 Advantages Associated with Box Girders:
 In recent years, single or multicell reinforced concrete box Girder
Bridge have been proposed and widely used as economic aesthetic
solution for the over crossings, under crossings, grade separation
structures and viaducts found in modern highway system.
 The very large Torsional rigidity of the box girder‘s closed cellular
section provides structures beneath is more aesthetically pleasing than
open-web type system.
 In case of long span bridges, large width of deck is available to

accommodate prestressing cables at bottom flange level.
 Interiors of box girder bridges can be used to accommodate service

such as gas pipes, water mains etc.
 For large spans, bottom flange could be used as another deck

accommodates traffic also.
 The maintenance of box girder is easier in interior space is directly

accessible without use of scaffolding.
 Alternatively space is hermetically sealed and enclosed air may be

dried to provide a non-corrosive atmosphere.
 It has high structural efficiency which minimizes the prestessing

force required to resist a given bending moment, and its great Torsional
strength with the capacity this gives to re-centre eccentric live loads,
minimizing the prestress required to carry them.
1.4 Disadvantages:
One of the main disadvantages of box decks is that they are
difficult to cast in-situ due to the inaccessibility of the bottom slab and the
need to extract the internal shutter. Either the box has to be designed so
that the entire cross section may be cast in one continuous pour, or the
cross section has to be cast in stages.
-5-
1.5 Specifications:
It can cover a range of spans from 25 m up to the largest non-
suspended concrete decks built; of the order of 300 m. Single box girders
may also carry decks up to 30 m wide. For the longer span beams, beyond
about 50 m, they are practically the only feasible deck section. Below
30m precast beams or voided slab decks are more suitable while above
50ma single cell box arrangement is usually more economic.
Single cell box-girder cast-in-situ are used for spans form 40m to
270m.The box arrangement is done in order to give aesthetic appearance
where the web of box will act as a slender appearance when combined
with a slim parapet profile. Single box arrangements are efficient for both
the longitudinal and transverse designs, and they produce an economic
solution for mot medium and long span structures. This type of deck is
constructed span-by-span, using full-height scaffolding or trusses, or as
balanced cantilever using form travelers. This could be particularly
important for medium length bridges with spans between 40m and 55m.
Such spans are too long for twin rib type decks, and too short for cast-in-
situ balanced cantilever construction of box girders, while a total length of
box section deck of less than about 1,000 m does not justify setting up a
precast segmental facility.
Haunches:
The uprights have to carry the same bending moment as the haunch, but
with the benefit of a compression force due to the weight of the roof. Thus
they may be slightly thinner than the haunches. Haunches are always
economical. They provide the twin benefits of attracting moment away
from mid-span and then providing a greater lever arm to resist this
moment economically. Even very short haunches are valuable in reducing
the hogging reinforcement.
-6-
CHAPTER 2
BEHAVIOUR OF
BOX GIRDER BRIDGES
-7-
Fig:2-1
-8-
A general loading on a box girder, such as shown in fig 2-1
for single cell box, has components which bend, twist, and deform the
cross section. Thin walled closed section girders are so stiff and strong in
torsion that the designer might assume, after computations based on the
elemental torsional theory, that the torsional component of loading in fig
2-1(c). has negligible influence on box girder response. If the torsional
component of the loading is applied as shears on the plate elements that
are in proportion to St. Venant torsion shear flows, fig 2-1 (e), the section
is twisted without deformation of the cross section. The resulting
longitudinal warping stresses are small, and no transverse flexural
distortion stresses are induced. However, if the torsional loading is applied
as shown in fig 2-1 (c), there are also forces acting on the plate elements
fig 2-1 (f), which tend to deform the cross section. As indicated in fig 2-2
the movements of the plate elements of the cross section cause distortion
stresses in the transverse direction and warping stresses in the longitudinal
direction.
2.1 FLEXURE:
Fig:2-2
-9-
A vehicle load, placed on the upper flange of box girder
can occupy any position, transverse as well as longitudinal. This load is
transferred transversely by flexure of deck to the webs of box girder.
For understanding the various stresses generated, initially
consider that the webs of box girder are not allowed to deflect. The
structure resembles a portal frame. The flexure of deck would induce
transverse bending stresses in the webs, and consequently in the bottom
flanges of the girder. Any vehicle load can thus be replaced by the forces
at the intersections of deck and web as shown in fig 2-3.
Now the supports under the web are allowed to yield. This
results in deflection of web and consequently redistribution of forces
among web and flanges.
Distortion of cross section occurs as a result of the fact that
m1 and m2 are not equal resulting in sway of frame, due to eccentrically
placed load. The section of box tries to resist this distortion, resulting in
the transverse stresses. These stresses are called distortional transverse
stresses. The distortion of cross section is not uniform along the span,
either due to non uniform loading or due to presence of diaphragms or due
to both. However the compatibility of displacements must be satisfied
along the longitudinal edges of plate forming the box, which implies that
these plates must bend individually in their own plane, thus inducing
longitudinal warping displacements. Any restraint to these displacements
causes stresses. These stresses are called longitudinal warping stresses and
are in addition to longitudinal bending stresses.
2.2 TORSION:
The main reason for box section being more efficient is that for
eccentrically placed live loads on the deck slabs, the distribution of
longitudinal flexural stresses across the section remains more or less
identical to that produced by symmetrical transverse loading. In other
words, the high torsional strength of the box section makes it very suitable
for long span bridges.
Investigations have shown that the box girders subjected to torsion
undergo deformation or distortion of the section, giving rise to transverse
as well as longitudinal stresses. These stresses cannot be predicted by the
- 10 -
conventional theories of bending and torsion. One line of approach to the
analysis of box girders subjected to torsion is based on the study of THIN
WALLED BEAM THEORY. The major assumptions are:
a) Plate action by bending in the longitudinal direction for all plates
forming the cross section, namely webs, slabs is negligible.
b) Longitudinal stresses vary linearly between the longitudinal joints,
or the meeting points of the plates forming the cross
section.
Fig: 2-3
- 11 -
The kerb, footpath, parapet, and wearing coat generally
form the superimposed dead loads acting on the effective section which is
responsible for carrying all loads safely and transmitting them to the
substructure. Because of symmetry, the self weight of the effective section
and the superimposed dead loads do not create any torsional effects.
However the non-symmetrical live loads which consist of concentrated
wheel loads from vehicles on any part of carriage way and the equivalent
uniformly distributed load on one of the footpaths can subject the box
girder to torsion.
Fig: 2-4
If the deck slab is considered to be resting on non

deflecting supports at A and B in fig 2-3(b), the vertical reactions and the
moments created by the live loads at these points can be computed. The
effects of moments at this stage are treated as separately since they cause
only local transverse flexure fig 2-5 and can be evaluated by considering a
slice of unit length from the box girder. The effect of superimposed and
dead loads should also be taken into account in such evaluations.
- 12 -
Fig: 2-5
Coming to the vertical reactions, let equal and opposite

vertical forces be applied at A and B. In studying the longitudinal and
transverse effects, it should be noted that finally all longitudinal effects
have to be superimposed separately on the one hand, and transverse effects
on the other. The vertical forces are denoted by P1 and P2 in fig 2-6. As
shown, (a) = (b) +(c). Since (c) = (d) + (e), it is evident that (a) = (b) + (d)
+ (e). Now (b) and (d) are symmetrical loads and, as in the case of
superimposed dead loads and self weight, do not create any torsional
effects. Let the sum of all these symmetrical loads be denoted by Q, Q,
acting at A and B fig. The loads Q, Q cause simple longitudinal flexure
only and the structural effects caused are illustrated in fig 2-4(a). The
loads P, P cause torsional effects in the box girder, and they are shown in
fig b, c. The internal forces generated to counteract P, P are shown in fig
2-7.
- 13 -
Fig: 2-6
Fig: 2-7
In ‘rigid body rotation’ or ‘pure torsion’ effects, the

section merely twists or rotates causing St.Venant shear stresses and
associated warping stresses which can be evaluated by the elemental
theory of torsion as applied to closed sections of thin walled members. It
may be emphasized that due to very high stiffness in ‘pure torsion’, the
box girder will twist very little, and that the webs will remain almost
vertical in their original unloaded position. Also the associated
longitudinal stresses due to warping restraint when present are negligible
as compared to those induced by the longitudinal flexure due to forces Q,
Q.
The theoretical behavior of a thin-walled box section subject to
pure torsion is well known. For a single cell box, the torque is resisted by
a shear flow which acts around the walls of the box. This shear flow
(force/unit length) is constant around the box and is given by q = T/2A,
where T is the torque and A is the area enclosed by the box. The shear
flow produces shear stresses and strains in the walls and gives rise to a
Or,
Where J is the torsion constant.
However, pure torsion of a thin walled section will also

produce a warping of the cross-section, Of course, for a simple uniform
box section subject to pure torsion, warping is unrestrained and does not
- 14 -
give rise to any secondary stresses. But if, for example, a box is supported
and torsionally restrained at both ends and then subjected to applied torque
in the middle, warping is fully restrained in the middle by virtue of
symmetry and torsional warping stresses are generated. Similar restraint
occurs in continuous box sections which are torsionally restrained at
intermediate supports.
This restraint of warping gives rise to longitudinal warping

stresses and associated shear stresses in the same manner as bending
effects in each wall of the box. The shear stresses effectively modify
slightly the uniformity of the shear stress calculated by pure torsion
theory, usually reducing the stress near corners and increasing it in mid-
panel. Because maximum combined effects usually occur at the corners, it
is conservative to ignore the warping shear stresses and use the simple
uniform distribution. The longitudinal effects are, on the other hand
greatest at the corners. They need to be taken into account when
considering the occurrence of yield stresses in service and the stress range
under fatigue loading. But since the longitudinal stresses do not actually
participate in the carrying of the torsion, the occurrence of yield at the
corners and the consequent relief of some or all of these warping stresses
would not reduce the torsional resistance
Fig 2-8 Warping of rectangular box subjected to pure torsion.

If torsional loading is applied, there are forces acting on the plate
of elements, which tend to deform the cross section. The movements of
the plate elements of the cross section cause distortion stresses in
transverse direction and warping stresses in longitudinal direction.
- 15 -
2.3 DISTORTION:
Fig 2-9: Distortional effects
When torsion is applied directly around the perimeter of a box

section, by forces exactly equal to the shear flow in each of the sides of the
box, there is no tendency for the cross section to change its shape. Torsion
can be applied in this manner if, at the position where the force couple is
applied, a diaphragm or stiff frame is provided to ensure that the section
remains square and that torque is in fact fed into the box walls as a shear
flow around the perimeter. Provision of such diaphragms or frames is
practical, and indeed necessary, at supports and at positions where heavy
point loads are introduced. But such restraint can only be provided at
discrete positions. When the load is distributed along the beam, or when
point loads can occur anywhere along the beam such as concentrated axle
loads from vehicles, the distortional effects must be carried by other
means.
The distortional forces shown are tending to increase the length of
one diagonal and shorten the other. This tendency is resisted in two ways,
- 16 -
by in-plane bending of each of the wall of the box and by out-of-plane
bending, is illustrated in Figure.
Fig 2-10 Distortional displacements in box girder.
In general the distortional behavior depends on interaction between the

two sorts of bending. The behavior has been demonstrated to be analogous
to that of a beam on an elastic foundation (BEF), and this analogy is
frequently used to evaluate the distortional effects.
If the only resistance to transverse distortional bending is
provided by out-of-plane bending of the flange plates there were no
intermediate restraints to distortion, the distortional deflections in most
situations would be significant and would affect the global behavior. For
this reason it is usual to provide intermediate cross-frames or diaphragms;
consideration of distortional displacements and stresses can then be
limited to the lengths between cross-frames.
The distortion of section is not same throughout the span. It may
be completely nil or non-existent at points where diaphragms are
provided, simply because distortion at such points is physically not
possible. The warping stresses produced by distortion are different from
those induced by the restraint to warping in pure torsion which is
encountered in elementary theory of torsion. The compatibility of
displacements must be satisfied along the longitudinal edges of the plate
forming the box, which implies that these plates must bend individually in
- 17 -
their own plane, thus inducing longitudinal warping displacements. Any
restraint to this displacement causes stresses. These stresses are called
longitudinal warping stresses and are in addition to longitudinal bending
stresses. A general loading on a box girder such as for a single cell box,
has components, which bend twice and deform the cross section. Using
the principles of super position, the effects of each section could be
analyzed independently and results superimposed.
Distortional stresses also occur under flexural component,
due to poisson effect and the beam reductance of the flange in multi
cellular box, the symmetrical component also gives rise to distortion
stresses and it is significant percentage of total stresses. With increase in
number of cells, the proportion of transverse distortional stresses also
increase. How ever for a single cell box the procedure of considering only
the distortional component of loading for evaluation of distortional
stresses in adequate for practical purposes.
The concrete boxes in general have sufficient distortional
stiffness to limit the warping stresses to small fraction of the bending
stresses, without internal diaphragms. But for steel boxes either internal
diaphragms or stiffer transverse frames are necessary to prevent buckling
of flanges as well as of webs and in most cases these will be sufficient to
limit the deformation of the cross section.
Sloping of the webs of box girder increase distortional
stiffness and hence transverse load distribution is improved. If section is
fully triangulated, the transverse distortional bending stresses are
eliminated. This form could be particularly advantageous for multicell
steel boxes. Therefore distortion of box girder depends on arrangement of
load transversely, shape of the box girder, number of cells and their
arrangement, type of bridge such as concrete or steel, distortional stiffness
provided by internal diaphragms and transverse bracings provided to
check buckling of webs and flanges.
2.4 WARPING OF CROSS SECTION:

Warping is an out of plane on the points of cross section,
arising due to torsional loading. Initially considering a box beam whose
- 18 -
cross section cannot distort because of the existence of rigid transverse
diaphragms all along the span. These diaphragms are assumed to restrict
longitudinal displacements of cross sections except at midspan where, by
symmetry the cross section remains plane. The longitudinal displacements
are called torsional warping displacements and are associated with shear
deformations in the planes of flanges and webs.
In further stage assume that transverse diaphragms
other than those at supports are removed so that the cross section can
distort. (Fig). It results in additional twisting of cross section under
torsional loading. The additional vertical deflection of each web also
increases the out of plane displacements of the cross sections. These
additional warping displacements are called distortional warping
displacements/
Thus concrete box beams with no intermediate
diaphragms when subjected to torsional loading, undergo warping
displacements composing of two components viz, torsional and
distortional warping displacements. Both these give rise to longitudinal
normal stresses i.e. warping stresses whenever warping is constrained.
Distortion of cross section is the main source of warping stresses in
concrete box girders, when distortion is mainly resisted by transverse
bending strength of the walls and not by diaphragms.
2.5 SHEAR LAG:
In a box girder a large shear flow is normally
transmitted from vertical webs to horizontal flanges, causes in plane shear
deformation of flange plates, the consequence of which is that the
longitudinal displacements in central portion of flange plate lag behind
those behind those near the web, where as the bending theory predicts
equal displacements which thus produces out of plane warping of an
initially planar cross section resulting in the “SHEAR LAG". Another
form of warping which arises when a box beam is subjected to bending
without torsion, as with symmetrical loading is known as “SHEAR LAG
IN BENDING”.
Shear lag can also arise in torsion when one end of box
beam is restrained against warping and a torsional load is applied from the
- 19 -
other end fig 2-11. The restraint against warping induces longitudinal
stresses in the region of built-in-end and shear stresses in this area are
redistributed as a result which is an effect of shear deformation sometimes
called as shear lag. Shear distribution is not uniform across the flange
being more at edges and less at the centre fig 2-13.
Fig:2-11
In a box beam with wide, thin flanges shear strains may be sufficient to
cause the central longitudinal displacements to lag behind at the edges of
the flange causing a redistribution of bending stresses shown in fig 2-12.
This phenomenon is termed as “STRESS DIFFUSION”.
The shear lag that causes increase of bending stresses near
the web in a wide flange of girder is known as positive shear lag. Whereas
the shear lag, that results in reduction of bending stresses near the web
and increases away from flange is called negative shear lag fig 2-12.
When a cantilever box girder is subjected to uniform load, positive as well
as negative shear lag is produced. However it should be pointed out that
positive shear lag is differed from negative shear lag in shear deformations
at various points across the girder.
At a distance away from the fixed end in a cantilever box
girder say half of the span; the fixity of slab is gradually diminished, as is
the intensity of shear. From the compatibility of deformation, the negative
shear lag yields. Although positive shear lag may occur under both point
as well as uniform loading, negative shear lag occur only under uniform
load.
- 20 -
Fig:2-12
It may be concluded that the appearance of the negative
shear lag in cantilever box girder is due to the boundary conditions and the
type of loading applied. These are respectively external and internal
causes producing negative shear lag effect.
Negative shear lag is also dependent upon ratio of span to
width of slab. The smaller the ratio, the more severe are the effects of
positive and negative shear lag.
Fig:2-13
The more important consideration regarding shear lag is that

it increases the deflections of box girder. The shear lag effect increases
with the width of the box and so it is particularly important for modern
bridge designs which often feature wide single cell box cross sections. The
- 21 -
shear lag effect becomes more pronounced with an increase in the ratio of
box width to the span length, which typically occurs in the side spans of
bridge girders. The no uniformity of the longitudinal stress distribution is
particularly pronounced in the vicinity of large concentrated loads. Aside
from its adverse effects on transverse stress distribution it also alters the
longitudinal bending moment and shear force distributions in redundant
structural systems. Finally, the effect of shear lag on shear stress
distribution in the flange of the box, as compared to the prediction of
bending theory is also appreciable. A typical situation in which large stress
redistributions are caused by creep is the development of a negative
bending moment over the support when two adjacent spans are initially
erected as separate simply supported beams and are subsequently made
continuous over the support. In the absence of creep, the bending moment
over the support due to own weight remains zero, and thus the negative
bending moment which develops is entirely caused by creep.
Fig 2-14 Effect of shear lag on distribution of stresses

at the support of a box girder
2.6 DIAPHRAGMS:
Advantage of closed section is realized only when distortion of
cross section is restricted. Distortion could be checked by two ways: First
by improving the bending stiffness of web and flanges by appropriate
reinforcement, so as additional stresses generated due to restraint to
distortion are within safe limits. The Second alternative to check distortion
- 22 -
may be to provide diaphragms as shear walls at the section where it is to
be checked. These diaphragms distribute the differential shears of web to
flanges also by bending in plate ad by shear forces in diaphragm.
The introduction of diaphragms into box girders will have
two effects on transverse moments in slabs:
1) If the diaphragm spacing is approximately equal to transverse
spacing of webs, transverse bending moments may be reduced as a result
of two way slab action of diaphragm support.
2) The moments caused by differential deflection will be eliminated
over the region influenced by diaphragms.
By the provision of diaphragms, transverse bending stresses
caused by the moments, resulting from differential deflection of top and
bottom slabs are eliminated. Proper spacing of diaphragms can be
determined by the use of beam on elastic foundation concept to effectively
control differential deflection. The use of diaphragms at supports which
are definite locations of concentrated loading significantly diminishes the
differential deflections near the supports and should always be provided.
As far as possible interior diaphragms are avoided as they
not only result in additional load but also disrupt and delay the casting
cycle resulting in overall delay in construction. In general interior
diaphragms would be needed for the box section, which has light webs
and supported by relatively stiff slabs. Such a form of cross section is not
appropriate for concrete box girders, although prestressing is done
externally this type of cross section is not justified.
Diaphragms which are stiff out of their planes, when
provided at the supports, restrain warping in continuous spans, resulting in
stresses. These stresses add to longitudinal bending stresses. As conditions
of maximum torque do not generally coincide with conditions of
maximum bending, and the warping stresses, if they occur, may not
therefore increase bending stresses to unacceptable values
- 23 -
CHAPTER 3
CONSTRUCTION AND
GENERAL ARANGEMENT
OF
BOX GIRDER
- 24 -
3.1 GENERAL ARRANGEMENT:
The deck arrangement is similar to a voided slab, but with
the voids occupying a larger proportion of deck area and usually being
rectangular in section. The outer webs are often sloped and side
cantilevers made longer to improve the appearance. The web thickness is
governed by the shear requirements, but they must be wide enough to
provide space for reinforcement and concrete to be placed around pre-
stressing ducts. This usually requires a minimum web thickness of
300mm, but may be wider if larger tendons are used. The deck slab size is
governed by web spacing and live load carried and is typically between
150mm and 200mm being sufficient. Transverse diaphragms are provided
across the full width of the box at each of the support locations. The
diaphragms provide rigidity to the box assist in transferring the loads in
the webs to the supports. Intermediate diaphragms are often placed at ¼
or 1/3 points along the span to stiffen up the box and to help distribute the
loading between the webs.
Access into box cells is achieved through soffit access holes
of a minimum of 600mm diameter, and is located near the abutments.
Similar sized holes are provided through each of diaphragms and webs, as
required to give access into each section of deck. Small drainage holes,
typically 50mm diameter, are provided through bottom slab at the low
point in each section of deck to ensure that water cannot collect inside box
cells.
Concreting and construction restraints dictate a minimum
deck depth of 1200mm; although for reasonable inspection and
maintenance access a depth of at least 1800mm is needed. With an
optimum span –to-depth ratio of between 18:1 and 25:1 the preferred span
lengths are usually greater than 30m.
Multi-strand tendons are used following a draped profile,
and are located in the bottom of the webs in the mid span and at the top of
webs over the supports. For decks with a overall length less than 80m and
fully cast before applying prestress, the tendons would usually extend over
the full deck length and be anchored on the end diaphragms. Longer decks
are cast in stages on span-by-span basis, with the prestress tendons
- 25 -
anchored on the webs at the construction joint. The tendons are then
continued into next stage of deck by using couplers.
CODAL PROVISIONS
COARSE AGGREGATES
IRC:18 recommends the nominal size of coarse aggregate shall usually be

restricted to 10mm less than the minimum clear distance between the individual
cables or un-tensioned steel reinforcement or 10mm less than the minim um clear
cover to un-tensioned steel reinforcement, whichever is less. A nominal size of
20mm coarse aggregate is used for pre-stressed concrete work.
FINE AGGREG
Fine aggregates shall confirm to clause302.3.3 of IRC21
WATER
Water used for mixing hall be as per clause302.4 of IRC21
CONCRETE
Concrete shall be used in accordance with clause 302.6 of IRC21
3.2 CAST- IN SITU CONSTRUCTION OF BOX GIRDER

A) Casting the cross section in one pour
B) Casting the cross section in stages
A) Casting the cross section in one pour:
Fig:3-1
Wide bottom slab cast through trunking
- 26 -
Fig:3-2
Narrow bottom slab with concrete cast down webs
There are two approaches to cast a box section in one pour.
The bottom slab may be cast first with the help of trucking passing
through temporary holes left in the soffit form of top slab. This requires
laborers to spread and vibrate the concrete, generally possible for decks
that are at least two meters deep. The casting of webs must follow closely,
so that cold joints are avoided. The fluidity of the concrete needs to be
designed such that the concrete will not slump out of the webs. This is
assisted if there is a strip of top shutter to bottom slab about 500mm wide
along web. This method of construction is most suitable for boxes with
relatively narrow bottom flanges. The compaction of bottom slab concrete
needs to be effected by external vibrates, which impels the use of steel
shutters. The concrete may be cast down both webs , with inspection holes
in the shutter that allow air to be expelled and the complete filling bottom
slab to be confirmed. Alternatively concrete may be cast down first with
the second web being cast only when concrete appears at its base,
demonstrating that the bottom slab is full. The concrete mix design is
critical and full-scale trials representing both the geometry of the cross
section and density of reinforcement and prestress cables are essential.
However the section is cast, the core shutter must be dismantled and
removed through a hole in the top slab, or made collapsible so it may be
withdrawn longitudinally through the pier diaphragm.
Despite these difficulties, casting the section in one pour is
under-used. The recent development of self-compacting concrete could
revolutionize the construction of decks in this manner. This could be
particularly important for medium length bridges with spans between 40 m
and 55 m. Such spans are too long for twin rib type decks, and too short
- 27 -
for cast-in-situ balanced cantilever construction of box girders, while a
total length of box section deck of less than about 1,000 m does not justify
setting up a precast segmental facility. Currently, it is this type of bridge
that is least favorable for concrete and where steel composite construction
is found to be competitive.
B) Casting the cross section in stages
Fig:3-3
Alternative positions of construction joint
The most common method of building box decks in situ is
to cast the cross section in stages. Either, the bottom slab is cast first with
the webs and top slab cast in a second phase, or the webs and bottom slab
constitute the first phase, completed by the top slab. When the bottom slab
is cast first, the construction joint is usually located just above the slab,
giving a kicker for the web formwork, position 1 in Figure. A joint in this
location has several disadvantages.
Alternatively, the joint may be in the bottom slab close to the webs, or at
the beginning of the haunches, position 2. The advantages of locating the
joint in the bottom slab are that it does not cross prestressing tendons or
heavy reinforcement; it is protected from the weather and is also less
prominent visually. The main disadvantage is that the slab only constitutes
a small proportion of the total concrete to be cast, leaving a much larger
second pour. The joint may be located at the top of the web, just below the
top slab, position 3. This retains many of the disadvantages of position 1,
namely that the construction joint is crossed by prestressing ducts at a
shallow angle, and it is difficult to prepare for the next pour due to the
presence of the web reinforcement. In addition, most of the difficulty of
casting the bottom slab has been re-introduced. The advantages are
- 28 -
that the joint is less prominent visually and is protected from the weather
by the side cantilever, the quantity of concrete in each pour is similar and
less of the shutter is trapped inside the box. Casting a cross section in
phases causes the second phase to crack due to restraint by the hardened
concrete of the first phase. Although the section may be reinforced to limit
the width of the cracks, it is not desirable for a prestressed concrete deck
to be cracked under permanent loads. Eliminating cracks altogether would
require very expensive measures such as cooling the second phase
concrete to limit the rise in temperature during setting or adopting crack
sealing admixtures
3.3 CONSTRUCTION OF IN-SITU MULTI CELL BOX GIRDER

Most in situ multi-cell box girders are cast on full height
scaffolding built up from the ground. Where good access exists this form
of construction provides flexibility in the construction sequence and deck
layout. Obstructions under the deck, such as live loads, railways or small
rivers, are overcome by spanning with temporary works to support the
false work.
After erecting the scaffolding the formwork is placed to the
required shape and profile. Timber formwork, consisting of a plywood
facing supported by timber studding, Steel forms are used when long
lengths of decks are to be cast in stages and the shutters are used many
times. With timber forms it is easier to have squarer angled corners and
flat faces while steel forms are able to incorporate curved and sides.
Casting the deck section in several stages simplifies the
formwork. This also makes the concreting operations much simpler and
easier to control. The bottom slab, outer webs and diaphragms are cast
first, followed by the inner webs and top slab soon after. The time delay
between castings should be kept to a minimum to reduce any early thermal
and differential shrinkage effects.
It is preferable to cast the outer webs with the bottom slab so
that the construction joint is at the top of web and hidden in the corner
with top slab. A construction joint between the bottom slab and the webs
is difficult to hide on the concrete surface and, although this is not
- 29 -
important for the inner webs, it marks the appearance on the outer webs.
The form work for the inner webs and top slab is supported off the bottom
slab concrete, simplifying the overall arrangement.
With the formwork in position, the next activity is the fixing of
the reinforcement, prestressing ducts and anchorages. Short shutters are
being installed along the bottom of the webs to form kickers when the
webs are cast in next stage.
Without the inner web and top slab formwork in place the access for
placing, compacting and finishing the concrete in the bottom slab is
improved. The subsequent concreting of inner webs and top slab is done
from above the deck without needing access to the void.
At this stage the deck is still fully supported by the false work
which remains in place until the concreting is completed and the tendons
installed.
Either permanent formwork panels or removable table forms are used
between the webs to support the wet deck slab concrete. The removal of
formwork from inside the voids, after the deck is completed, requires it to
be broken down into small sections are passed out through the access
holes in the diaphragms and bottom slabs alternatively, a larger temporary
access hole is left in the top slab at one end of the deck slab which is
concrete after the rest of the formwork has been removed.
Longer girder bridge decks, extending over several spans, are
usually cast in sections on a span-by-span basis. This has several benefits
including reducing the size of concrete pours to a more manageable
quantity, optimizing the length of pre stress tendons and permitting the
maximum re –use of false work and formwork. The first section cast is a
complete span plus part of the adjacent spans to give short cantilevers.
This moves the construction joints away from the highly stressed region at
the pier and helps to balance the deck in temporary and permanent
situations. To optimize the overall moment distribution the construction
joint is placed between the ¼ or 1/3 points of span. Subsequent sections of
deck extend from the construction joint over the next pier with a short
cantilever, as before .This process is continued until the end of deck is
reached
- 30 -
During concreting of deck slab the level and finishing of the top
surface has to be carefully controlled. On smaller decks this is achieved by
placing leveling timbers on the reinforcement and screeding the concrete
to the top of these. For larger areas of slab a finishing machine is used to
assist accurately leveling of top surface.
When the concrete has attained the required strength the pre stress tendon
are installed and stressed. The deck tends to lift up along its span and
reduce the load on the false work as the pre stress applied. The false work
is removed after sufficient tendons have been stressed to carry dead load
of deck.
- 31 -
CHAPTER 4
ANALYSIS OF BOX GIRDER

BRIDGE:
- 32 -
4.1 TORSIONAL ANALYSIS FOR MULTI CELL BOX GIRDER
Multi cell closed section:

The analysis of a single cell closed section can be extended to multi cell section.
Fig …? Indicated a two-cell closed section with mean areas of cross sections A1
and A 2. The thickness of the cell walls is considered to be uniform. The length
ABCD (s1) may be assumed to be of thickness t1, DEFA (s2) of thickness t2 and
DA (s3) of thickness t3; the corresponding stresses in the segments are denoted by
τ 1, τ 2, and τ 3. The relative magnitudes of the stresses can be determined by
applying the equilibrium condition of the longitudinal forces (due to
complementary shear stresses) at D. Considering sections 1, 2, 3 indicated in
figure, equilibrium of the longitudinal forces yield
τ1 t1 = τ 1 t2 + τ 3t3
The torque applied is resisted by both the cells; Appling Eqn xy1t1 = xy2 t2 = q
T = § τ t r ds = τ1t1 [§ r ds] + τ2t2 [§ r ds]
= 2 [τ1t1A1 + τ2t2A2]
It may be noted that the contour integral is computed around the first and second
cells successively. From the compatibility condition, the angle of twist of the two
cells should be equal. The angle of twist of the beam can be determined from the
energy principles. The strain energy of the first cell can be related to the work
done by the torque component of the cell. We have
U = § [ τ2 / (2G) ] l t ds = [ ql/(2G) ] § τds
= [ ql/(2G) ] [τ1s1 + τ3s3] eq.:1
W = [Tiθ/2] = [qA1θ] eq.:2
Fig:4-1.: torsion in multi cell closed section
- 33 -
From the above equation, we obtain
θ = [ l/2A1G] [τ1s1 + τ3s3] eq.:3
From the analysis of the second cell, we obtain
θ = [ l/2A2G] [τ2s2 - τ3s3] eq.:4
It should be noted in eqn.4 that the integral along segment AD is performed in the
direction opposite to the assumed shear flow, hence the negative sign, The third
equation, that is required to the shear stresses, can be obtained by equating the
values of θ from eqn.:1 and 2. In case the thickness of cell walls vary, eqn: 3 and 4
should be modified suitably. This feature is explained in the illustrated examples
that follow.
The above analysis can be extended to a beam of any number of cells. It may be
noted that the shear flow through the intermediate web depends upon the relative
dimensions of the adjoining cell walls. If the cells are of the same dimensions,
shear flow through the intermediate webs will be zero; the beam behaves as if
comprising one large cell without intermediate webs. The intermediate webs,
however, restrict the bending deformations of the beam.
Application to Case Study:
Fig 4-2
Area of hollow portion = 5.48 m2

Torsion on the cross section is given by
(assuming CLASS AA TRACKED) = 2835 KN-m
Because of symmetry of box section at the middle τ3 = 0
- 34 -
Applying equation of shear flow since t1 = t2
τ1 = τ2
We know that T = 2 [τ1t1A1 + τ2t2A2]
τ1 =0.587 MPa
Shear stress in the bottom flange = τbf =0.43 MPa
Φ = [ l/2A1G] § τ ds
Therefore deflection of box girder = 0.054 X 10-3 rad/m
Hence from the above obtained deflection it can be proved that the box is an ideal
shape in terms of torsional stiffness for any bridge spanning from 20m to 300m.
4.2 DISTORTIONAL ANALYSIS FOR MULTI CELL BOX GIRDER

4.2.1 BEAM ON ELASTIC FOUNDATION:
BEF procedure of analysis of a box girder is simplified
analytical procedure that accounts for the important characteristics of their
behavior and gives the designer an overall view of the interaction between
loading, proportions and response. This procedure could account for
deformation of the cross section for the effect of rigid or deformable
interior diaphragms, longitudinally and transversely stiffened plate
elements, non prismatic sections, continuity over intermediate supports,
and pro arbitrary end conditions.
The BEF analogy provides a convenient guide to the
diaphragm spacing and stiffness required to keep distortion stresses small
in order to avoid fatigue problems from torsional loads that may complete
reverse in service. Further the BEF analogy lends itself to graphical
presentation of the effects of design parameters on bridge response. In
addition the analogy contributes to the understanding of behavior required
for good design practice.
ANALOGY:
A mathematical analogy exists between distortional
behavior of a rectangle single cell section box beam and the flexural
behavior of a beam on elastic foundation. The following arguments were
presented so far.
- 35 -
a) The transverse flexural moments induced by distortional action are
proportional to the BEF deflections fig 4-2.
Fig: 4-3
b) Longitudinal warping moments induced by distortional action are
proportional to the BEF moments fig 4-3.
Fig 4-4
c) Concentrated torsional moments represented by the force system P, P

correspond to concentrated loads on the BEF. Similarly distributed
torsional moments correspond to distributed loads on BEF fig 4-4.
- 36 -
Fig: 4-5
d) The resistance to transverse distortion of the box girder section as

generated in the top and bottom slabs fig corresponds to the foundation
modulus of BEF: also the resistance to longitudinal warping corresponds
to the BEF moment of inertia fig 4-5.
Fig: 4-6
e) A diaphragm which is infinitely stiff in its own plane but completely
flexible for out-of-plane bending corresponds to a simple non-deflecting
support in the BEF; similarly, a diaphragm which is addition completely
rigid for out-of-plane bending corresponds to a fixed support in the BEF.
PROCEDURE:
Step 1:
Resistance of cross section to deformation which-corresponds to the BEF
foundation modulus ‘k’ is developed.
- 37 -
For calculating ‘k’ the deflection ‘s1’, of the loaded nodes of the cell, for
unit uniform torsional load is computed by considering a unit length of the
cell made statically determinate by cutting the bottom plate at its midpoint.
For calculation of ‘s1’, only St. Venant torsion is considered with no work
of shears in planes of plates.
Step 2:
Resistance due to restraint of warping-which corresponds to BEF moment
of inertia ‘Ib’ evaluated by considering amount of torsional load
equilibrated by restraint of warping.
The distributed torsional ‘p’ equilibrated restraint of warping is computed
using a virtual displacement ‘dw’ and the work of ‘p’ and ‘q’ (shears due
to St. Venant torsion).
Now, Pw = E*Ib*dx4/dw4.
Composition of this equation with expression for ‘pw’ developed value of
‘Ib’ can be calculated.
Step 3:
Properties of diaphragms- The effect of diaphragm flexibility on box
girder behavior is determined by evaluating the corresponding support
flexibility for the analogous BEF.
For diaphragms stiffness is defined as the magnitude of concentrated
vertical torsional load, acting at the top of each web, which would deform
the diaphragms to produce unit deflection ‘w’ for the cross section itself
acting as a linkage.
Step 4:
Thus an analogous BEF is prepared related to box girder. A number of
solutions for beams on elastic foundation are available. Thus knowing
response of corresponding BEF, response of box girder to distortion can
be found.
- 38 -
CHAPTER 5
DESIGN OF BOX GIRDER
BRIDGE
- 39 -
LOADS AND FORCES
Loads, forces and their combination as per IRC6-1966 are used
Ultimate load is as per clause12 ofIRC18
PERMISSIBLE STRESSES
The compressive stress developed due loading mentioned in clause5.2 of

IRC18 shall not exceed 0.5 f cj which shall not be greater than 20mpa,
where fcj is concrete strength at that time subjected to a maximum value of
characteristic compressive strength of concrete(fck).
The permissible stress in concrete at service stage shall not exceed

0.33fck.
No tensile stress is allowed at service.
SECTIONAL PROPERTIES
The thickness of web shall not be less than d/36 plus twice the clear cover
to the reinforcement plus diameter of duct hole where‘d’ is overall depth
of box girder measured from the top of the deck slab to the bottom of the
soffit or 200mm plus the diameter of the duct holes, whichever is greater
as per clause 9.3.2 of IRC 18.
The web thickness shall not less than 350 mm in case of pre-stressing
members.
Minimum dimensions for haunches are provided as per IRC18

clause9.3.2.5.
Minimum thickness of diaphragms shall not be less than minimum web

thickness.
The thickness of bottom flange of box girder shall not be less than 1/20 th
of clear web spacing at the junction with bottom flange or 200mm
whichever is more.
- 40 -
The minimum thickness of the deck slab with cantilever tips shall be of
200mm.
The minimum clear height inside the box girder shall be 1.5m to facilitate inspection
5.1 DESCRIPTION
The Superstructure consists of two cell PSC box girder duly connected by
three intermediate diaphragms and two end diaphragms.
The deck width of box girder is 11.05m. The depth of box girder is 2.0m.
Thickness of deck slab is 220 mm.
In the design of box girder carriage way width of 7.5m is being taken for
which 1 lane of 70R or Two lanes of Class A (live load taken from SERC tables)
whichever governs is being considered.
Single stage prestressing is envisaged when concrete attains a strength of

M35 or at 14 days after casting of box girder which ever is later.
The prestressing in box girder is done using 10 nos. of 12T13 cables. The
cables are provided with 75ID sheathing. All the cables are stressed from both
ends.
5.2 SPAN ARRANGEMENT
a) Clear span (square) = 19.500 m
b) Center to center of Bearings (Effective span ) = 19.500 m
c) Total length of box girder = 20.400 m
d) Over all length of deck slab = 20.960 m
5.3 PRESTRESS
It is proposed to use 10 Nos of 12T13 cables. Each cable consists of 12.7 mm dia.
7-ply class 2 Low relaxation strands as per IS : 14268 and has an area of 98.7
mm2.
- 41 -
The properties as given by the manufacturer are as follows.
a) Area of each 12T 13 cable = 1184.4 mm2
b) Ultimate tensile strength = 18960 kg/cm2
c) Breaking strength of cable = 2245.62 KN
d) Anchorage slip at stressing = 6mm
e) All cables are used with bright metal sheathing of
75mm ID = 0.25 K = 0.0046/m
f) Allowable force in 12T 13 cables at stressing end before anchorage =

1718 KN
5.4 DESIGN DATA
Effective Span ( C/c of bearings) = 19.500 m
Length of girder = 20.400 m
Length of deck slab at top = 20.960 m
Carriage way width = 7.500 m
Width of footpath = 1.500 m
Width of Kerb = 0.325 m
Depth of kerb = 0.275 m
Height of parapet wall = 1.800 m
Thickness of parapet wall = 0.275 m

avg.
Thickness of wearing coat = 0.075 m
Thickness of Vertical ribs at mid span = 0.300 m
- 42 -
Thickness of vertical ribs at support = 0.450 m
Thickness of intermediate diaphragm = 0.300 m
Thickness of end diaphragm = 0.450 m
Width of box girder at mid span = 6.600 m
Width of box girder at support = 6.750 m
Width of deck slab = 11.050 m
Depth of box girder = 2.000 m
Thickness of deck slab = 0.220 m
Thickness of cantilever slab at support = 0.350 m
Thickness of cantilever slab at tip = 0.220 m
Thickness of soffit slab at mid span = 0.300 m
Thickness of soffit slab at support = 0.450 m
Haunches at top at mid span = 0.30 m
= 0.150 m
Bottom haunches at mid span = 0.30 m
= 0.150 m
Top haunches at support = 0.15 m
= 0.075 m
Unit weight of concrete VRCC = 25.00 KN/ m3
Unit weight of concrete VCC = 24.00 KN/ m3
- 43 -
5.5 SECTIONAL PROPERTIES
CROSS SECTION PROPERTIES AT MIDSPAN
Fig:5-1
Yb = 1.121 m
Yt = 0.879 m
Lna = 3.781 m4
Zb = 3.373 m3
Zt = 4.301 m3
GROSS SECTION PROPERTIES AT SUPPORT
Fig:5-2
Yb = 1.032 m
- 44 -
Lna = 4.253 m4
Zb = 4.121 m3
Zt = 4.394 m3
Yt = 0.968 m
5.6 BENDING MOMENT AND SHEAR FORCE CALCULATIONS
BENDING MOMENT DUE TO SELF WEIGHT OF BOX GIRDER
BM at mid span = 7975.016KN-m
SF at mid span = 0.01KN
BM at 3/8 span = 7456.63KN-m
SF at 3/8 span = 401.94KN
BM at 1/4 span = 6015.13KN-m
BM at 1/8 span = 5254.41KN-m
ADDITIONAL LOAD DUE TO PROJECTION OF SLAB BEHIND THE

GIRDER :
Fig:5-3
- 45 -
Reaction at support = 40.11KN
Reaction from both sides = 80.22KN
BENDING MOMENT DUE TO SUPERIMPOSED DEAD LOAD ON BOX

GIRDER
a) Footpath slab = 7.50 KN/m
b) Kerbs = 8.94 KN /m
c) Parapet wall = 24.8 KN /m
d) Wearing coat = 13.5 KN /m
= 54.7 KN /m
Fig:5-4
BENDING MOMENT DUE TO LIVE LOAD ON FOOTPATH
Fig:5-5
Live load on footpath = 150 KN/m
- 46 -
BENDING MOMENT DUE TO LIVE LOAD ON DECK SLAB
BM DUE TO LIVE LOAD

Girder Support .125L .25L .375L .5L
Span
19.5 0 147 244 303 325.3
21 0 163 271 338 363
22.5 0 179 298 373 401
24 0 195 327 408 438
25.5 0 211 355 443 476
27 0 227 383 478 513
28.5 0 243 411 513 550
30 0 260 438 547 588
31.5 0 276 466 581 626
33 0 292 494 616 663
34.5 0 309 522 651 701
36 0 324 549 687 738
38.5 0 346 576 722 776
40 0 368 603 758 814
Support 0.125L 0.25L 0.375L 0.5 L

19.5 0 147.00 244.00 303.00 325.30
BM Due to Live Load (with Impact )

Support 0.125L 0.25 L 0.375 L 0.5 L
0 172.94 287.06 356.47 382.71
BM Due to Live Load (with Impact and Torsion (10%)

Support 0.125 L 0.25L 0.375 L 0.5 L
0 190.24 315.76 392.12 420.98
SHEAR FORCE DUE TO LIVE LOAD

Girder Support 0.125L 0.25L 0.375L 0.5L
Span
19.5 73.724 61.224 48.724 36.75 25.22
21 75.6 63.1 50.6 38.33 26.71
22.5 77.227 64.727 52.227 39.73 27.99
24 78.65 66.15 53.65 41.15 29.12
25.5 79.906 67.406 54.906 42.41 30.11
27 81.022 68.522 56.022 43.52 31.02
28.5 82.021 69.521 57.022 44.52 32.02
30 82.92 70.42 57.92 45.42 32.92
31.5 83.733 71.233 58.92 46.23 33.73
33 84.473 71.973 59.473 46.87 34.47
34.5 85.148 72.648 60.148 47.65 35.15
36 85.767 73.267 60.767 48.27 35.77
- 47 -
Span Support 0.125 L 0.25L 0.375 L 0.5 L
19.500 73.72 61.22 48.72 36.75 25.22
SHEAR FORCEDUE TO LIVE LOAD (WITH IMPACT)

19.500 86.73 72.03 57.32 43.23 29.67
SHEAR FORCE DUE TO LIVE LOAD ( WITH IMPACT) & TORSION

(10%)
19.500 95.41 79.23 63.05 47.55 32.64
5.7 TABULATION OF BENDING MOMENTS AND SHEAR FORCES AT
VARIOUS SECTIONS
Tabulation of Bending moments at various sections (KN-m)
Girder / Support 0.125 0.25L 0.375L 0.50L 0.625L 0.75L 0.875L Support
Section L
Self 0.00 5254.4 6015.4 7456.6 7975.0 7456.6 6015.1 5254.4 0.00
weight
- 48 -
SIDL 0.00 1131.1 1943.8 2431.4 2594.0 2431.4 1943.8 1131.1 0.00
Live 0.00 1902.4 3157.6 3921.2 4209.8 3921.2 3157.6 1902.4 0.00
Load
(duly
increasing
10% for
torsional
effect)
Footpath 0.00 310.2 533.1 666.9 711.5 666.9 533.1 310.2 0.00
load
Total 0.00 8598.1 11649.7 14476.1 15490.2 14476.1 11649.7 8598.1 0.00
Load
Tabulation of Shear force at Various sections (KN)
- 49 -
Girder / Support 0.125 0.25L 0.375L 0.50L 0.625L 0.75L 0.875L Support
Section L
Self 1949.9 962.9 827.2 401.9 0.00 401.9 827.2 982.9 1949.9
weight
SIDL 557.8 400.0 266.7 133.3 0.00 133.3 266.7 400.0 557.8
Live 954.1 792.3 630.5 475.5 326.4 475.5 630.5 792.3 954.1
Load
(duly
increasing
10% for
torsional
effect)
Footpath 153.0 109.7 73.1 36.6 0.00 36.6 73.1 109.7 153.0
load
Total 3614.8 2264.9 1797.5 1047.4 326.4 1047.4 1797.5 2264.9 3614.8
Load
5.8 PRESTRESSING FORCES AND OTHER LOSSES CALCULATION
ARRANGEMENT OF CABLES AT MID SPAN
- 50 -
Fig:5-7
ARRANEMENT OF CABLES AT ANCHORAGE
Fig:5-8
C.G. of Cables: -
Cables No. of Support 1/8 Span ¼ span 3/8 span Mid span
Cables
1 3 1.339 0.874 0.539 0.337 0.270
2 3 0.938 0.481 0.206 0.120 0.120
3 4 0.206 0.120 0.120 0.120 0.120
0.765 0.455 0.271 0.185 0.165
Total Horizontal forces:-
Cables Support 1/8 Span ¼ span 3/8 span Mid span

1 420.66 432.23 445.27 457.14 467.71
2 413.49 429.72 448.40 464.09 467.46
3 581.75 601.73 608.73 616.10 623.47
1415.90 1463.31 1502.40 1537.33 1558.64
Prestressing Details :
Details Support 1/8 span ¼ span 3/8 span Mid span
- 51 -
Prestressing Force 14159.0 14633.1 15024.0 15373.3 15586.4
(KN)
Yb…m 1.032 1.082 1.121 1.121 1.121
C.G. of Cables …m 0.765 0.455 0.271 0.185 0.165
Ecentricity m 0.267 0.627 0.850 0.936 0.956
Area m2 7.566 6.965 6.212 6.212 6.212
P/A …. KN/m2 1871.4 2100.9 2418.5 2474.7 2509.0
Zt …m3 4.394 4.353 4.301 4.301 4.301
Zb …. m3 4.121 3.789 3.373 3.373 3.373
Pe / Zt… KN/m2 859.6 2107.4 2967.5 3344.7 3464.1
Pe / Zb…KN/m2 916.4 2420.9 3784.5 4265.6 4417.8
P/A - 1011.8 -6.5 -549.0 -870 -955.1
Pe/Zt….KN/m2
P/A 2787.8 4521.7 6202.9 6740.3 6926.7
+pe/Zb….KN/m2
Prestress at C.G. of 210.83 349.24 528.67 603.58 627.65
cables
BM due to self Wt 0.00 5254.4 6015.1 7456.6 7975.0

(KN-m)
Md/Zt … KN/m2 0.00 1207.2 1398.4 1733.5 1854.0

Md/Zb …. KN/m2 0.00 1386.7 1783.4 2210.8 2364.5
Rresultant Stress at 1011.8 1206.6 849.4 863.5 898.9
TG (KN/m2)
Resultant stress at 2787.8 3135.0 4419.5 4529.5 4562.3

BG ( KN/m2)
Stress at CG of 2108.3 2695.3 3935.1 4190.1 4260.1

Cables KN/m2
No of Strands = 120
Average Stress in concrete at c.g of = 3.37 N/mm2
Average force in Cables = 14955.2 KN
Average Stress in Steel = 0.665961UTS
Days at Stressing = 14
Grade of Concrete = 40 N/mm2
EC = 29421.78 N/mm2
- 52 -
ES = 195000 N/mm2
Losses
Due to Elastic shortening = 11.18 N/mm2
Due to Shrinkage
Residual shrinkage = 0.00025
Shrinkage Loss = 48.75 N/mm2
Relaxation Loss
Initial Stress % Relaxation

0.5 0 12.5
0.6 1.25 12.5
0.7 2.5 20
0.8 4.5
0.67 2.07
0.68
Long Term relaxation loss 77.07 N/mm2
Creep loss
Creep Strain / 10
Concrete maturity MPA
75 0.00056 -1E-05
80 0.00051 -0.000007
90 0.00044 -0.000004
100 0.0004
86.56 0.00046
Creep Loss 30.52 N/mm2
Total Loss 198.81 N/mm2 including 20% long term loss
% of Loss 16.05 including 20% long term loss
5.9 STRESS IN SERVICE CONDITION
Details Support 1/8 span ¼ span 3/8 span Mid

span
Prestress at TG after loss 849.4 -5.5 -460.9 -730.4 -801.8
KN/m2
- 53 -
Prestress at BG after 2340.4 3796.0 5207.4 5658.5 5815.0
loss(KN/m2)
Md/Zt….KN/m2 0.00 1207.2 1398.4 1733.5 1854.0
Md/Zb … KN/m2 0.00 1386.7 1783.4 2210.8 2364.5
Stress at TG after loss 849.4 1201.7 937.5 1003.1 1052.2
(KN/m2)
Stress at BG after loss (t/m2) 2340.4 2409.3 3424.0 3447.7 3450.6
BM (SIDL + FPLL +LL) 0.00 3343.7 5634.6 7019.5 7515.2
(KN.m)
Zt… m3 4.39 4.25 4.30 4.30 4.30
Zb … m3 4.12 3.79 3.37 3.37 3.37
SIDL + FPLL + LL Stress at 0.00 768.2 1309.9 1631.9 1747.1
top KN/m2
SIDL + FPLL + LL Stress at 0.00 882.5 1670.6 2081.2 2228.1
Bottom KN/m2
Resultant stress at TG 849.4 1969.9 2247.4 2635.0 2799.3
(KN/m2)
Resultant Strress at BG 2340.4 1526.8 1753.4 1366.5 1222.4
(KN/m2)
5.10 SHEAR FORCE CALCULATIONS

Shear Forces in Kilo Newton
Support 1/8 span ¼ span 3/8 span Mid
span
Self weight of PSC Box 1949.92 962.9 827.2 401.9 0.00
SIDL 557.84 400 266.67 133.34 0.00
Liveload 1107.1 902.0 703.7 512.1 326.4
Partial Safety factor @ ultimate limit state
Self weight of PSC Box 1.5
SIDL 2
Liveload 2.5
Shear forces in Kilo Newton@ Ultimate load condition

span
SIDL 1115.68 800 533.34 266.68 0
Live load 2767.7 2255.1 1759.2 1280.3 816.0
Total 6808.2 4499.4 3533.3 2149.9 816.0
Bending Moment in KN.m

span
- 54 -
SIDL 0 1131.14 1943.82 2431.43 2593.97
Live load 0 2212.6 3690.8 4588.0 4921.2
Total 0 8598.1 11649.7 14476.1 15490.2
Partial Safety factor @ Ultimate State

Self weight of PSC Box 1.5
SIDL 2
Liveload 2.5
Bending Moment in KN.m @ ultimate State

Support 1/8 span ¼ span 3/8 Mid
span span
SIDL 0 2262.28 3887.64 4862.86 5187.94
Live load 0 5531.5 9226.9 11470.1 12303.0
Total 0 15675.4 22137.3 27517.9 29453.5
Vertical Component of Prestressing Force(KN) after Friction and Slip losses

Cable No. Support 1/8 span ¼ span 3/8 span Mid span
1 860.4 714.3 490.6 251.8 0
2 856.2 651.9 332.1 0.00 0
3 373.0 0.00 0.00 0.00 0
Total 2089.5 1366.2 822.7 251.8 0
% of Loss = 160.4979
Vertical Component of Prestressing Force (KN) after all Losses
span
1754.2 1147.0 690.6 211.4 0
Total Vertical Component of Prestressing Force (KN) Partial Safety Factor(1.00)

span
1754.2 1147.0 690.6 211.4 0
C.G. of Cables (mm)

span
0.765 0.455 0.271 0.185 0.165
Check for max. Shear force / Shear Resistance
1. Ultimate shear force 5054.1 3352.5 2842.7 1938.5 816.0
2. Overall depth – cm 200.00 200.00 200.00 200.00 200.00
3. C.G. of all cables = cm 76.526 45.465 27.139 18.514 16.500
4. Effective depth = cm 123.47 154.54 172.86 181.49 183.50
5. Eff. Width of web – cm 120 100.31 75 75 75
(b-2/3 of dia of duct)
- 55 -
6. max. permissible stress 47 47 47 47 47
Kg / cm2
7. Shear resistance (KN) 6963.9 7285.9 6093.3 6397.4 6468.4
>Vu >Vu >Vu >Vu >Vu
Shear resistance of section as cracked :

Vcr = 0.037 bd fck + MCR / M x V
MCR = [ 0.37 fck + fpt ] x I / Y

Vu = Ultimkate 6808.2 4499.4 3533.3 2149.9 816.0
shear (Kilo Newton)
B = Breadth of rib 1200.00 1003.13 750.00 750.00 750.00
in mm
D = effective depth 1234.74 1545.35 1728.61 1814.86 1835.00
in mm
M = Ultimate 0.00 1567.54 2213.73 2751.79 2945.35
moment
Fpt = N/mm<x yfc 2.04 3.30 4.53 4.92 5.06
Where (Yfc = 0.87)
0.37 fck (N/ mm^2 ) 2.34 2.34 2.34 2.34 2.34
I/Y = Zb mm 4.12E+09 3.79E+09 3.37E+09 3.37E+09 3.37E+09
Mcr (KNm x 10-1) 18035.0 21380.4 23173.3 24497.0 24956.4
KN m
Mcr / Mu x V (KN) - 6137.0 3698.7 1913.8 691.4
0.037 bd fck (N) x - 36.28 30.34 31.85 32.21
10-4
Total Vcr (KN) - 6499.7 4002.1 2232.4 1013.5
Vco (Kilo Newton) 5346.4 4640.3 3712.4 3388.7 3225.7
Shear resistance to 5346.4 4640.3 3712.4 2232.4 1013.5
be considered (KN) <Vu <Vu <Vu <Vu <Vu
Uncracked Uncracked Uncracked cracked Cracked
Computation of fcp & fpt after losses (Kg /cm2)
Support 1/8 span ¼ span 3/8 span Mid span

Prestress at C.G. of Cables 21.08 34.92 52.87 60.36 62.76
Kg/ cm2
Fcp Kg / cm2 after losses 17.70 29.32 44.38 50.67 52.69

Prestress at bottom of PSC 27.88 45.22 62.03 67.40 69.27
BOX Kg / cm2
Fcp Kg / cm2 after losses 23.40 37.96 52.07 56.58 58.15
Shear resistance of section as uncracked :
- 56 -
Vco = 0.67 bh (ft^< + fcp. Ft) Ft = 0.24 Fck = 1.52 N/mm2

1. b = breadth of rib in 1200 1003.125 750 750 750
2. h = overall depth in 2000.00 2000.00 2000.00 2000.00 2000.00
3. fcp : N/mm2 1.77 2.93 4.44 5.07 5.27
4. ft = B/mm2 1.52 1.52 1.52 1.52 1.52
5. Vco = (in Killo Neuton) 3592.2 3493.4 3021.8 3177.3 3225.7
6. Vertical component of 1754.2 1147.0 690.6 211.4 0.00
prestressing
Total 5346.4 4640.3 3712.4 3388.7 3225.7
5.11 DESIGN FOR SHEAR
Shear Reinforcement :
Minimum Shear Reinforcement SV = 0.87 Asv f y / 0.4 b
Design Shear Reinforcement SV = 0.87 fyv Asv dt / V-Vc +0.4bdt

Fyv = 415 N/mm>

Vc(N) 1.78E+06 1.55 E 1.09E+06 6.81E+05 3.38E+05
+06
Vu (N) 1.68 E + 06 1.12E+06 9.48+05 6.46E+05 2.72E+05
Reinforcement Min Min Min Min Min
Provide diameter 10 10 10 10 10
No of legs 4 4 2 2 2
Asv (mm2) 314 314 157 157 157
B 400.00 334.38 250.00 250.00 250.00
dt 1234.74 1545.35 1728.61 1814.86 1835.00
Spacing (mm) 708.5606 847.6239 566.8485 566.8485 566.8485
Spacing to be 200 200 200 200 200
adopted (mm)
5.12 DESIGN OF ELASTOMERIC BEARING
- 57 -
Fig:5-9
Overall dimension of bearing = 350 x 500

1) Size of Bearing (a x b) = 338 x 488
2) Size of elastomer = 10 mm
3) thickness of M.S. Plates (t) = 3 mm
4) Top & Bottom cover = 5 mm
5) Side cover = 6 mm
6) Total number of elastomers = 4 Nos.
7) Number of steel plates = 5 Nos.
8) Total thickness of elastomer pad = 50 mm
9) Total height of bearing = 65 mm
Pc (DL or slowly applied vertical loads ) = 835.9 KN

Ps (LL or quickly applied vertical loads ) = 369.0 KN
Hc (slow acting horizontal forces) = 36.1 KN
Hs (quick acting horizontal forces) = 33.3 KN
Uc (Horizontal (shear) movement due to Hc) =
Us (Horizontal (shear) movement due to Hs) =
(Rotation under effect of slow acting loads)
(Rotation under effect of quick acting loads)
G ( Static shear modulus of elastomer ) = 1 N/mm2
G ( Dynamic shear modulus of elastomer) = 1.8 N/mm2
Shrinkage strain = 0.00025

Creep strain = 0.000464051
Temperature strain for 30 deg change = 0.00036
- 58 -
Total Strain = 0.001074051
Half the span = 10.2 m
Total Horizontal moment due to creep shrinkage & temperature =10.96 mm
Longitudinal force = 200 KN
Dispersion = 0%
Net Longitudinal force after dispersion = 200 KN
No. of bearings = 6
1) Max and min pressures

Max = (Pc + Ps) / a x b = 7.30
Max pressure should be less than 10N / mm2
O.K
Min = Ps/a x b = 5.07
Minimum pressure should be greater than 2 N/mm2
O.K
2. Shape factor
(a) S = (axb) / (2(a+b) x hi) = 9.98 >6<12
O.K
(b) a/10 338/10 33.8 mm
a/5 338/5 67.6 mm
h= 50 mm
h should be greater than a/10 and less than a/5
O.K
(c) a = 338mm b = 488 mm
a should be greater than b/2 1>b/2 O.K
3) Assumed total horizontal moment due to creep shrinkage and temperature

= 10.96 mm
Hc = slow acting horizontal force = 36.1 KN
Longitudinal force = 200 KN
Dispersion = 0%
Longitudinal force on bearing = 33.3 KN
Quick applied loads
Shear stress = 0.20 N/mm2
- 59 -
Shear strain /50 = 5.61 mm
Total movement due to quick applied loads
& slow applied loads = 16.57mm
Distortion limit in shear = 70% of the height of bearing
= 0.3314
4) No slip condition
1 = 0.22 (for D.L)
1 = 0.18 (DL + LL)
Resisting forces
1 x DL = 182.6 KN Hc = 3.61
2 x (DL + LL) = 219.5 KN Hs = 3.33
Resisting force > Hc

Resisting Force > Hc + Hs
5) Deflection at mid span = 5 wL4 = 5 ML2

384 EI 48 EI
E = 31622.777 N/mm2
I = 3.781 M4
M = 15490.2 KN.m
L = 19.5 m
Deflection = 5.13 mm
Due to dead loads = 3.50 mm
Due to live loads = 1.63 mm
Tan c = 0.0004 radians
Tan s = 0.0002 radians
(a) for D.L. condition

ei > tan c
a/6
compression of individual layer
N = 5.07
- 60 -
ei = hi x N = 0.1225788 mm
4 GS2 + 3N
Compression of 4 Layers = 0.49 mm
ei = 0.0087
a/6
(b) For (DL + LL) condition
ei tan c + 1.5 tan s
a/6
N = 7.30
ei = 0.174
Compression of 4 layers = 0.695 mm
ei = 0.01233
a/6
tan c + 1.5 tan s = 0.0007 radians
6) Check for total shear stress

(a) Shear stress due to compressive load
= 1.5 (Pc + 1.5 Ps) = 1.27 N / mm2
S x axb
b) Shear stress due to horizontal loads = 0.42 N/mm2
c) Shear stress due to rotation
G a2(tan c + 1.5 tan s) = 0.08 N/mm2
2 x hi x h
Total Shear stress = 1.77 N/mm2
<5 N/mm2
7) Suitability of steel plates
= 2 x (t1 + t2) (Pc + 1.5 Ps) = 2.41
a x b x s
3 mm plates is O.K
5.13 DEFLECTION CALCULATIONS

Maximum Deflection under a UDL causing a maximum moment of ‘M’
- 61 -
= 5 x ML2
48 EI
L = 19.5 m
E = 29421.78 N/mm2
I = 3.781 M4
Moment due to self weight = 7975.0 KN.m
Moment due to SIDL = 2594.0 KN.m
Moment due to Live Load = 4209.8 KN.m
Moment due to Foot path Load = 711.5 KN.m
Total Downward deflection = 5.515 mm
Upward deflection due to prestress

Prerstressing Force at Midspan = 1.5586.4 KN
Losses = 16.05 %
Prestressing Force after Losses = 13084.8 KN
Eccentricity = 0.956 m
Upward deflection due to Prestress= 4.45 m
Net Downward deflection = 1.061 mm
SPAN / 1500 = 13.00 mm
5.14 ELONGATION STATEMENT

E = 2.00 E +06 Kg / cm2
Area of cable = 11.844 Cm2
- 62 -
Cable Refer Force Averag Len Lengt Elon Total Slip & Net
Grp ence (KN) e gth h gatio Elong Retrac Elonga
Point Force( (mm) n(m ation( tion tion(m
KN) m) mm) (mm) m)
1 A1 1717.9
2
A 1717.9 1717.9 A1 750 5.44
2 2 A
B 1709.8 1713.8 AB 1020. 7.39
73 96 70
C 1559.0 1634.4 BC 9113. 62.88
29 51 09
D 1559.0 CD 0 75.70 11.44 64.26
29
Cable Refere Force Averag Len Lengt Elon Total Slip & Net
Grp nce (KN) e gth h gatio Elong Retrac Elonga
KN) m) mm) (mm) m)
2 A1 1717.
9
A 1717. 1717.9 A1 750 5.44
9 A
B 1709. 1713.9 AB 1021. 7.39
9 21
C 1576. 1643.2 BC 6546. 45.41
6 45
D 1558. 1567.4 CD 2550 16.87 75.11 11.44 63.67
2
- 63 -
Cable Refere Force Averag Len Lengt Elon Total Slip & Net
Grp nce (KN) e gth h gatio Elong Retrac Elonga
KN) m) mm) (mm) m)
3 A1 1717.
9
A 1717. 1717.9 A1 750 5.44
9 A
B 1710. 1714.0 AB 1002. 7.25
0 05
C 1673. 1691.5 BC 1275. 9.11
0 87
D 1614. 1643.6 CD 7775 53.95 75.75 11.44 64.31
2
5.15 CHECK FOR ULTIMATE MOMENT OF RESISTANCE

Bending Moment in KN.m & Ultimate State
Self weight of PSC 0.00 7881.6 9022.7 11184.9 11962.5
Box
SIDL 0.00 2262.3 3887.6 4862.9 5187.9
Live Load 0 5531.48 9226.94 11470.12 12303.04
Total 0.00 15675.4 22137.3 27517.9 29453.5
Failure by Yield of steel = 0.9 x db x As x fp

As = Area of High Tensile Steel
db = Depth of beam from compression edge to cg of Steel Tendons
Fp = Ultimate tensile Strength of Steel
Mult = Ultimate Moment of Resistance
As (cm2) 118.44 118.44 118.44 118.44 118.44
Fp (kg / cm2) 18960 18960 18960 18960 18960
db(cm) 123.47 1545.4 1728.6 1814.9 1835.0
Mult (KN.m) 24954.8 31232.5 34936.2 36679.4 37086.5
Failure by Crushing of Concrete

= 0.176bd2fck +2/3x0.8x(Bf-b)x(db-t/s)tfck
- 64 -
B(cm) 120 100.3125 75 75 75
Db(cm) 123.47 154.54 172.86 181.49 183.50
0.176bdb2fck(KN.m) 12879.617 16864.899 15777.073 17390.8083 17778.948
Bf(cm) 750 750 750 750 750
T(cm) 22 22 22 22 22
2/3x0.8x(Bf-b)x(db- 9976.87 13130.05 15383.24 16202.98 16394.40
t/2)tfck
Mult 11264.83 14816.54 16960.95 17942.06 18172.29
>Mu >Mu >Mu >Mu
5.16 DESIGN OF DECK SLAB
Grade of Concrete = M 40
Grade of steel = 415
Modular Ratio m = 10.0
Permissible Stress in concrete = 13.37 N/mm2
Permissible stress in steel = 200.00 N/mm2
K = 1/(1+ (st / m cbc) = 0.401
J = 1-k/3 = 0.866
Q = ½ x cbc x k x j
Design of panel = 2.321
Dead load intensity = 7.30 KN/m2
Design consideration
From SERC tables, para 2.2 of introduction, it may be adequate in most of the
cases if mean of the span bending moments for simply supported and fixed edges
cases is taken for design loading with the support moments of the latter case, as
recommended in ONORMB4202
Panel size = 3.00 x 5.00 m (from chart –81)
Fro Span moments, average of span moments of fixed edges and simply supported
edge is considered
For edge moments, edge moments of fixed case is considered
Referring to key chart No. 81 of SERC tables :
Impact coefficient for 70-R Loading is = 25.0 %
Impact coefficient for Class AA loading = 25.0 %
Impact coefficient for Class A Loading = 50.00 %
- 65 -
Type of Simply Support
loading
Mxc Myc Mxc Myc Mxe Mye
70-R 1675.380 3137.660 1091.400 1654.300 -2640.480 -3010.660
With impact 2094.225 3922,075 1364.250 2067.875 -3300.600 -3763.325
Class AA 2101.190 3750.850 1284.190 2086.600 -2935.350 -3540.250
With Impact 2626.488 4688.563 1605.238 2608.250 -3669.188 -4425.313
Class A 1043.690 1696.560 709.800 1109.800 -1737.460 -1861.480
With impact 1565.535 2544.840 1064.700 1664.700 -2606.190 -2792.220
D.L 1.0 3295.50 7719.80 1192.10 3479.50 -5142.40 - 7118.70
KN/m2
D.L 0.730 2405.72 5635.45 870.23 2540.04 -3753.95 -5196.65
KN/m2
From the above table class AA Loading will govern the design
Design span moment due to Live Load :

Mxc = 2115.863 Kg – m/m
Myc = 3648.406 Kg – m/m
Mxe = -3669.188 Kg – m/m
= -4425.313 Kg – m/m
Mye
Design Moments due to dead load :
Mxc = 163.797 Kg – m/m
Myc = 408.774 Kg – m/m
Mxe = -375.395 Kg – m/m
= -519.665 Kg – m/m
Mye
Total design moment
Mxe = 2279.66 Kg – m/m
Myc = 4057.18 Kg – m/m
Mxe = -4044.58 Kg – m/m
Mye = -4944.98 Kg – m/m
ABSOLUTE VALUES
Mxc = 2279.7
Myc = 4057.2
Mxe = 4044.6
- 66 -
Mye = 4945
Maximum Value = 4945
D = 144.57 mm < 172.00 mm
Reinforcement required at various critical sections are as follows.
1) Mid Span
a) Shorter span :
Effective depth available at mid span = 172.00 mm
Ast for Myc = 1336.0 mm2
Using 16 mm dia bar spacing required
Spacing required = 150.42
Using 16 mm dia @ 200 mm c/c area of steel = 1004.8 mm2
Total Steel provided = 2009.6 mm2
Hence provide 16 mm dia @ 200.0 mm c/c
Hence, provide 16 mm dia @ 200.0 mm c/c
b) Longer span :
Ast for Mxc = 750.69 mm2
Spacing required = 150.58 mm
Total Steel provided = 1507.2 mm2

2) Support
a) Shorter span :
Effective Depth = 156.00 mm
Ast for Mye = 1795.4 mm2
- 67 -
Total steel provided = 2009.6 mm2
Hence, provide 16 mm dia 200.0 mm c/c
b) Longer span :
Ast for Mxe = 1468.5 mm2
Total steel provided = 1507.2 mm2
5.17 DESIGN OF CANTILEVER DECK SLAB BEYOND END DIAPHRAGMS:
Fig:5-10
Cantilever portion of deck slab beyond the outer face of end diaphragms =0.505 m
Bending moment at face of cantilever :
1) Dead load bending moment
Self weight of deck slab = 7.125
Weight of wearing coat = 0.18
- 68 -
= 8.925KN/m2
Bending moment = 1.14 KN-m
2) Live load bending moment with impact = 4.438 KN-m

Effective width of deck slab for this load = 1.20a + bw
= 1.436 m
Liveload bending moment per meter width = 30.91 KN-m
Total design bending moment = 32.05 KN-m
Effective depth required = 117.51 mm <
300.00 mm
Area of steel required = 616.8 mm2

5.18 DESIGN OF CANTILEVER DECK SLAB BELOW FOOT PATH
Fig:5-11
- 69 -
Cantilever portion of deck slab beyond the outer face of end diaphragms
= 2.225 m
Bending moment at face of cantilever :
1) Footpath Slab :
Self weight of footpath slab = 7.65625 KN/m
2) Railing :
a) Weight of railing = 11.69 KN/m
b) Weight of railing rectangular part = 1.13 KN-m
bending moment = 2.26 KN-m
c) Weight of railing triangular part = 0.22 KN/m
Total railing bending moment = 27.06 KN-m
3) Dead load bending moment
Self weight of deck slab = 15.853125
Weight of wearing coat = 1.8
= 17.65 KN/m2
C.G. of Section = 1.028 m
4) Live load bending moment :
footpath live load P = {p1-260 +(4800/L} x {16.5-W)/15}
P = Live load in Kg/m2
L = Effective span of the girder = 19.500 m
W = Width of footwayin m = 1.525 m
1
p = 500.00 Kg/m2 = 5.64 KN-m
5. Liveload : The specified minimum clearance for class – AA and Class –
70 R is 1.20 m, where as the span of cantilever is only 0.575 excludiing
kerbs. Hence class – AA and class – 70R vehicles will not operate in this
portion and only class – A loading is considered for design of cantilever
slab.
Effective width of deck slab for this load = 1.20a +bw
= 0.490 m
- 70 -
Live per meter width = 174.5 KN/m
Total design bending moment = 70.63 KN-m
Effective depth required = 174.44mm
< 300mm
Area of steel required = 147.84 mm
Hence, provide 16 mm dia @ 200.0 mm c/c +
provide 16 mm dia @ 200.0 mm c/c
Distribution Steel :
Distribution steel shall be designed to resist the moment of
= 0.30 LL moment + 0.20 DL moment
= 1.038 t-m
Area of steel required = 348.43 mm2

Hence, Provide 10 mm dia @ 200.0 mm c/c

At top and bottom
% of steel = 0.22429
5.19 PROVISION OF UN TENSIONED MILD STEEL REINFORCEMENT :

Vertical Reinforcement : (CI : 15.2 of IRC 18-2000) :
Minimum vertical reinforcement required as per clause 15.2 is 0.18 % of
sectional area
Running Section
1) Sectional area of rib in plan = 300000.0 mm2
Sectional area of vertical reinforcement required = 540.0 mm2
Area of steel provided 2-L 10 mm dia @ 150.0 c/c
= 1047.613 mm2
2) Sectional Area of rib at end = 600000.0 mm2
- 71 -
Area of steel provided = 2-L 10 mm dia @ 150.0 c/c X 2-L 10 mm dia @
150.0 c/c + = 2095.23 mm2
Longitudinal reinforcement : (CI : 15.3 of Irc 18-2000) :

Minimum longitudinal reinforcement required as per clause 15.3 is 0.15
% of sectional area
1) Sectional area of vertical rib = 444000.0 mm2
No. of bars required using 10mm dia bars = 8.48 Nos.
Hence provide 10 mm dia bars 9 Nos over for both faces of vertical ribs in longer
direction in middle.
Hence provide 10 mm dia bars 18 nos. over for both faces of vertical ribs in
longer direction at ends.
LONGITUDINAL REINFORCEMENT IN SOFIT SLAB : (CI:15.4 of IRC
18-2000) :
Minimum longitudinal reinforcement for sofit slab required as per clause
15.4 0.18 % of sectional area and it is distributed in at top and bottom.
At mid span :
Sectional area of soffit slab = 300000.0 mm2
Area of reinforcement required = 540.00 mm2
Using 10 mm dia spacing required = 290.74 mm
Hence provide 10 mm dia @ 200 mm c/c both top and bottom
At support :
Minimum transverse reinforcement in soffit slab required as per clause 15.4

is 0.3% of sectional area and it is distributed in at top and bottom
- 72 -
Hence provide 10 mm dia bars @ 150 mm c/c across the soffit slab both top
and bottom
At Support :
Sectional Area of soffit slab = 450000.0 mm2
5.20 DESIGN OF DIAPHRAGMS / CROSS GIRDERS :

Diaphragms (i.e. Cross Girders) in a multi girder, T- beam and deck slab types of
Superstructure are provided to distribute the unsymetrically placed live loads on
the deck. These cross girders / diaphragms are transversely stiff and are therefore
very effective in distributing the live loads on the deck to several longitudinal
girders in the system. In the Multi – girder bridge deck the diaphragms are
intended to distribute the live loads to various main girders and are thus subjected
to both positive and negative bending moments. The cross girders / diaphragms
add to the stiffness of the deck system against torsional buckling of the individual
beam members. The cross girders / diaphragms are therefore designed for the
direct loads that they support i.e., 1. Self weight of deck slab 2. Wheel loads
coming directly over the diaphragms forms the most critical load for the
diaphragms.
INTERMEDIATE DIAPHRAGMS :
Two (2) end diaphragms and three intermediate diaphragms are provided at mid
span. The deck slab is designed as supported on all four sides, and hence the self
weight of deck slab transferred to the diaphragm, is triangular. This load can
however be converted in to an equivalent UDL (Ref. Reynolds Hand Book)
Equivalent UDL due to self Weight of deck slab = WL/3
W = Self weight of Slab = 7.3 KN/m2
Load per meter width = 24.33 KN/m
If no opening was left in diaphragm, then there would have been no bending of
diaphragms. The diaphragms. The diaphragms now bends, over the opening of
1200 mm wide and, at this section the diaphragms has a depth of 220 + 365 = 585
- 73 -
mm. It therefore means that the diaphragms of 585 mm depth is spanning over
1200 mm, as a fixed beam.
Width of opening / span = 1.20 m
Depth above opening = 585 mm
Bending moment due to slab load = WL2 /12 = 2.92 KN/m
Self weight of cross beam / diaphragm = 4.4 KN/m
BM due to self weight of diaphragm = 0.05 KN-m
Hence total dead load moment = 3.45 KN-m
EFFECT OF LIVE LOAD

“Class AA” (tracked) load placed directly over the diaphragm gives the maximum
reaction and hence causes the maximum bending moment.
Fig:5-12
Load Transferred to diaphragm = 285.38 KN

Therefore, with 25% impact = 356.73 KN
As the width of opening is 1200 mm, only one track will come over opening and
when the track is placed exactly in center (Across the width) maximum moments
are obtained.
Co-efficient CAB for FEM = 0.125 x (1-a2/3) x W
= 3.714
SUPPORT MOMENT
Therefore, BM at A = CAB x L = 44.568 KN-m
- 74 -
(-ve bending moment near support)
Total moment at A = 48.01 KN-m
Depth required = 262.60 mm
Overall depth available = 585.00 mm
Effective depth = 535.00 mm
Reinforcement required = 521.78 mm2
Using 20 mm dia bars. No of bars required = 1.66 Nos.

Provide 4 Nos. TOR 20 mm bars at top as shown in the drawing
SPAN MOMENT :
Fig:5-13
Mc = 69.12 KN-m
Net bending moment at mid span = 69.12 KN-m
Dead load moment in span = 3.45 KN-m
Net design BM in span = 72.57 KN-m
Using 20 mm dia bars. No of bars required = 2.51 Nos.
Provide 3 Nos. TOR 20 mm bars at bottom as shown in the drawing
DESIGN OF SHEAR :
Shear Force (Live load) = 17.84
Dead load / Self weight shear force = 2.63 KN
Total Design shear force = 181.00 KN
- 75 -
Shear stress = V/bxd = 1.21 < 2.50Mpa
Maximum permissible shear stress for M40 grade of concrete is 2.50 Mpa as per
IRC 21-2000 table –12A
Shear Resistance of Concrete assumed as 20%
Using 12 mm dia 2 legged stirrups spacing required
Sv = 156.08 mm
Provide 12 mm dia @ 150 mm c/c
5.21 END DIAPHRAGM

The end diaphragm has a thickness of 450 mm. The load transferred from “ class
AA” tracked Vehicle on end diaphragm will be much less, as compared to the
intermediate diaphragm, however same reinforcement will be provided in the end
diaphragms also.
Design for end diaphragm for lifting condition:

In the event of replacement of Elastomeric bearings, it becomes necessary to lift
the superstructure from its supports and accordingly suitable locations for
placement of Hydraulic jacks for lifting the superstructure from over the bed
blocks are marked in the sketch below. This arrangement for lifting of
superstructure induces bending moment and shear forces in the end diaphragms of
the PSC superstructure for which suitable reinforcement will be provided as
calculated below.
Fig:5-14
- 76 -
Total Weight of half span of superstructure = 2507.8 KN
Dead load reaction per bearing = 835.92 KN
C/c Distance between bearing and jack position = 0.625 m
Maximum hogging moment = 522.45 KN-m
Depth required = 816.85 mm
Overall depth available = 2000.00
Effective depth = 1950.00 mm
Using 20 mm dia bars. No of bars required

Provide 6 Nos, TOR 20 mm bars at top as shown in the drawing.
SHEAR
Maximum shear force ( cantilever span) = 835.92 KN
Shear Stress = V/bxd = 0.95 < 2.50 Mpa
Maximum permissible shear stress for M40 grade of concrete is 2.50 Mpa as per
IRC 21-2000 table –12A. Assuring 20% shear resistance due to concrete
Using 12 mm dia 4 legged stirrups spacing required
Sv = 227.10 mm
Provide 12 mm dia @ 200 mm c/c
5.22 DESIGN OF END BLOCK

BEARING STRESS BEHIND ANCHORAGES : (Clause 7.3)
The maximum allowable bearing stress, immediately behind the anchorages is
given by
Fb = 0.48 fcj  (A2/A1) or 0.8 fcj whichever is smaller
Where
A1 = bearing area of anchorage ( 27 x 27)
A2 = Area of concrete within member without overlapping (40 x 40)
fcj = Concrete strength at the time of stressing
The strength of concrete at the time of stressing shall not be less than
- 77 -
= 34600.0 KN/ m2
fb = Permissible bearing stress behind anchorage = 0.48 Fcj  (A2/A1)
= 24604.4 KN/m2
or 0.80 Fcj = 27680 KN/m2
Maximum force in the cable after blocking = 145.00
Cable force after instantaneous losses = 0.00
(Elastic shortening, relaxation of steel, and seating of anchorage)
= 145.00
Therefore, Bearinig pressure immediately behind the anchorages
= 19890.3 KN/m2 <
24604 KN/m2
- 78 -
CHAPTER 6
CASE STUDY PICTURES
- 79 -
Fig: 6-1 STAGING OF PROPOSED BOX GIRDER BRIDGE OF SPAN
21mts
Fig: 6-2 FRONT ELEVATION OF BOX GIRDER
- 80 -
Fig: 6-3 END DIAPHRAGM
Fig: 6-4 ELASTOMERIC BEARING
- 81 -
Fig: 6-5 SPAN SHOWING SOFFIT SLAB IN BEARING LEVEL
Fig: 6-6 PIER, BED BLOCK & BOXGIRDER
- 82 -
Fig: 6-7INTERMEDIATE DIAPHRAGM
Fig: 6-8 PRESTRESSING CABLE IN LONGITUDINAL GIRDER
- 83 -
Fig: 6-9 PRESTRESSING CABLE IN SOFFIT SLAB
Fig: 6-10 HYDRAULIC JACK OUTER DIAMETER
- 84 -
Fig: 6-11 CABLE LOCATED IN JACK
Fig: 6-12 POST-TENSSIONING CABLE BY HYDRAULIC JACK
- 85 -
CHAPTER 7
CONCLUSION
- 86 -
CONCLUSION AND FUTURE WORK
An approximate method adopted in the box girder bridge design has been
taken as a case study. It revealed that the final stresses in concrete at
transfer and service load stages very nominal when compared with
allowable stresses. But the factor of safety when checked against ultimate
loads is only 2.0, and the box section selected when checked for torsional
and distortional effects is found satisfactory.
A further study is sought in these respects for optimum usage of material
strengths using software packages available is suggested.
- 87 -
CHAPTER 8
REFERENCES:
 Strength of Materials- A Practical Approach by
D.S.Prakash Rao.
 Bridge Superstructures by N.Rajagopalan.
 Concrete Box Girder Bridges by Jorg Schlaich and Hartmut
Scheef.
 The Design of Prestressed Concrete Bridges by Robert
Benaim.
 M.C.Tandon “Box Girders subjected to Torsion”, Indian
Concrete Journal, February 1976.
 Koll Brunner C.F. and Busler K ,”Torsion in structure”
1969 edition
 Design of Bridges By N.Krishnaraju
 IRC codes 5,6,18,21,22,78,83(part II)
 IS CODES 456-2000, 1343
- 88 -
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Study on the Behavior of Box Girder Bridge

Thesis · January 2010

Sri Kalyana Rama J

Novel methodology to proportion self-compacting concrete mixes View project

The user has requested enhancement of the downloaded ﬁle.

Under the Guidance of

DEPARTMENT OF CIVIL ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

J.S.KALYANA RAMA Y06CE050

Under guidance and supervision of V.RAMESH, Asst.Professor, submitted in

(V.RAMESH) (Dr. N.R.K. MURTHY)

GUIDE: HEAD OF THE DEPARTMENT

We would also like to thank N.R.K.MURTHY, Professor, Department of Civil

We would also like to thank Dr.K.MOHAN RAO, Principal,V.R.SIDDHARTHA

J.S.KALYANA RAMA (Y06CE050)

“When tension flanges of longitudinal girders are connected

together, the resulting structure is called a box girder bridge”.

The behavior of box girder section for a general case of an

encompassing review of literature has been made regarding construction

and a summary of general specifications with reference to IRC:18 have

been discussed in chapter 3.

Box girders can be universally applied from the point of view of

load carrying, to their indifference as to whether the bending moments are

the section selected, and found satisfactory. Correspondingly, the problem

considerations for torsional and distortional effects as a precautionary

A box girder is formed when two web plates are joined by a

Box girders are rarely used in buildings (box columns are

Box girders can be universally applied from the point of view of

 In case of long span bridges, large width of deck is available to

 Interiors of box girder bridges can be used to accommodate service

 For large spans, bottom flange could be used as another deck

 The maintenance of box girder is easier in interior space is directly

 Alternatively space is hermetically sealed and enclosed air may be

 It has high structural efficiency which minimizes the prestessing

If the deck slab is considered to be resting on non

Coming to the vertical reactions, let equal and opposite

In ‘rigid body rotation’ or ‘pure torsion’ effects, the

However, pure torsion of a thin walled section will also

This restraint of warping gives rise to longitudinal warping

Fig 2-8 Warping of rectangular box subjected to pure torsion.

Fig 2-9: Distortional effects

When torsion is applied directly around the perimeter of a box

Fig 2-10 Distortional displacements in box girder.

In general the distortional behavior depends on interaction between the

2.4 WARPING OF CROSS SECTION:

The more important consideration regarding shear lag is that

Fig 2-14 Effect of shear lag on distribution of stresses

IRC:18 recommends the nominal size of coarse aggregate shall usually be

Fine aggregates shall confirm to clause302.3.3 of IRC21

Water used for mixing hall be as per clause302.4 of IRC21

Concrete shall be used in accordance with clause 302.6 of IRC21

3.2 CAST- IN SITU CONSTRUCTION OF BOX GIRDER

3.3 CONSTRUCTION OF IN-SITU MULTI CELL BOX GIRDER

ANALYSIS OF BOX GIRDER

Multi cell closed section:

Fig:4-1.: torsion in multi cell closed section

Application to Case Study:

Area of hollow portion = 5.48 m2

4.2 DISTORTIONAL ANALYSIS FOR MULTI CELL BOX GIRDER

c) Concentrated torsional moments represented by the force system P, P

d) The resistance to transverse distortion of the box girder section as

DESIGN OF BOX GIRDER