Final 026

Design of RCC T-beam bridge over Baskot Khola, Syangja
Table of Contents
1. INTRODUCTION ................................................................................................. 1
1.1. Background..................................................................................................... 1
1.2. Title of Project ................................................................................................ 1
1.3. Project assignment .......................................................................................... 1
1.4. Objectives of Works........................................................................................ 2
1.4.1. General Objectives of Project Work ......................................................... 2
1.4.2. Specific Objectives of Project Assignments .............................................. 2
1.5. Site Description .............................................................................................. 2
1.6. Client Requirements........................................................................................ 5
2. METHODOLOGY ................................................................................................ 6
2.1. Acquisition of Data ......................................................................................... 6
2.1.1. Preliminary Data ...................................................................................... 6
2.1.2. Geotechnical Investigation ....................................................................... 6
2.1.3. Hydrology ................................................................................................ 6
2.1.3.1. Empirical Formula ................................................................................. 7
3. DATA ACQUISITION AND CALCULATIONS .................................................. 9
3.1. Topographical Survey ..................................................................................... 9
3.2. Geology and Topography ................................................................................ 9
3.3. Hydrology..................................................................................................... 12
3.3.1. Determination of Rainfall Intensity: ....................................................... 12
3.3.2. Calculation of Runoff Coefficient:.......................................................... 14
3.3.3. Discharge Calculation: ........................................................................... 15
3.3.4. Calculation of Linear Waterway, Scour Depth and High Flood Level (HFL)
........................................................................................................................ 19
3.3.5. Height of abutment and pier ................................................................... 23

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4. STRUCTURAL PLANNING: PRELIMINARY DESIGN ................................... 24
Planning and Preliminary Design ............................................................................. 24
4.1.1. Type of Bridge Deck Selection ............................................................... 24
4.1.2. Geometry of Bridge Deck....................................................................... 24
5. STRUCTURAL ANALYSIS AND DESIGN OF COMPONENTS ...................... 27
5.1. Design of Slabs ............................................................................................. 27
5.1.1. Design of cantilever slab ........................................................................ 27
5.1.2. Design of Interior Slab ........................................................................... 33
5.2. Design of Longitudinal girder: ...................................................................... 72
5.2.1. Design Of Longitudinal Girder: .............................................................. 73
5.2.2. Calculation Of Bending Moment Using Hendry-Jaegar Method: ............ 75
5.2.3. Design for Bending Moment: ................................................................. 89
5.2.4. Design For Shear Force: ......................................................................... 99
5.3. Design of cross girder: ................................................................................ 103
5.3.1. Analysis Of Dead Load ........................................................................ 103
i. Intermediate Cross Girder ........................................................................ 103
ii. End Cross Girder ................................................................................. 104
5.3.2. Analysis Of Live Load For Both Intermediate And End Cross Girder ... 106
5.3.3. Design of cross Girder: ......................................................................... 110
5.4. Analysis and design of bearing .................................................................... 114
5.4.1. Calculation of Loads on Bearing .......................................................... 114
5.4.2. Calculation of Loads on Bearing According to Combination of Loads .. 117
5.5. Design of RC Abutment .............................................................................. 122
5.5.1. Planning and Preliminary Design: ........................................................ 122
5.5.2. Analysis and Design of Abutment Cap: ................................................ 125
5.5.3. Analysis and Design of Abutment Stem:– ............................................ 126
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5.5.4. Design of Dirt-wall: ............................................................................. 139
5.5.5. Check for stability of abutment: ........................................................... 142
5.6. Design and Analysis of Spread Footing: ...................................................... 144
6. Approximate Estimate of Quantity in T beam bridge ......................................... 150
8. REFERENCES .............................................................................................. 153
9. Annex ............................................................................................................ 154
Bridge Site: Baskotkhola along Karkineta Road, Syangja: ..................................... 154
Images of the bridge site: ....................................................................................... 154
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Design of T Beam Bridge over Baskot Khola
1. INTRODUCTION
1.1. Background
A bridge is a structure erected as a linkage in physical impediments such as body of water
so as to permit smooth and safe passage over the said obstacles.
It is divided into an upper portion (the superstructure), which consists of the floor system,
the slab, kerb, parapet, and a lower portion (the substructure) that comprises the foundation,
abutment and piers. The former provides horizontal spans (deck and girders) and conveys
the traffic load while the latter functions as a support of the super structure of the bridge.
In this project we were assigned to design a bridge over Baskot Khola which provides a link
between AandhiKhola village left of the river with AandhiKhola Village right to the river
in Syangja district. This bridge is along Karkineta Road in Syangja district. . As it is a local
road, so a single lane bridge shall suffice. But as per the provisions in Nepal Road Standards
(a minimum of 6 m carriageway for bridges longer than 50 m), the bridge will be designed
as a two-lane bridge. We were supposed to design the most economic bridge for this section
based on the data provided by LRBSU. This report is also prepared as a part of project work
for the fulfilment of the Project-I as per the syllabus of Bachelor of Civil Engineering 4 th
Year Ist and IInd part.
1.2. Title of Project

The main objective of this project is to design a bridge over Andheri Khola. So, this project is
entitled as “Design of RCC Bridge over Baskot Khola, Syangja”.
1.3. Project assignment

Following assignments were completed during the completion of the project:
 Study of topographic, geological, hydrological, geotechnical and traffic condition of bridge
site from initial survey reports provided by LRBSU.
 Visit of bridge site and preparation of site observation report including verification of data
required.
 Study of different alternatives of span arrangements for the bridge and comparing them.
 Selection of an appropriate bridge type.
 Carrying out of design and detailing of selected bridge type.
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 Preparation of detail drawing of bridge superstructures with its all components, abutments,
pier, bearing and footing required for the construction of selected bridge type.
1.4. Objectives of Works

The main objectives of the project is to design technically feasible and economically
justifiable bridge over Baskot khola.
1.4.1. General Objectives of Project Work

 To equip the students with skill required to synthesize comprehensively the knowledge
gained during the course works of Bachelor of Civil Engineering.
 To practice application of civil engineering discipline in real life.
 To build the motives, feeling and advert necessity of teamwork in a project.
 To tackle problems during the design of structures and to find their solution.
1.4.2. Specific Objectives of Project Assignments

 To familiarize students with more practical knowledge and its urgency to model real world
problem, this would be the most practically viable.
 To learn about fixing the longitudinal bridge axis and its alignment prior to its
topographical location, road alignment, and road approach to proposed bridge axis.
 To learn to investigate and predict the necessary topographical, hydrological and geo-
technical data required for planning and design of bridge.
 To verify the acquired data (Secondary data provided by second/ organization).
 To plan simple short span bridge which would be designed effectively, economically and
which be more practically viable and be within the design scope of undergoing action of
study courses.
 To understand and visualize the nature of road, topography, river channel, flood basins,
vehicular and people mobility along the proposed site.
 To incorporate relevant methods of analysis and convenient design methodology of bridge
structure.
 Detail design and drawings of RCC T Beam Bridge.
1.5. Site Description

The salient features of the site are:
Province no :4
Province : Gandaki
District : Syangja
Village : Aandhikhola Municipality
Access road : Naudanda to Karkineta Road
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Geographic location: Latitude: 28008’10”, Longitude: 83049’25”
Fig1. Site Location
Fig. 2: District map of Syangja

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Importance of Bridge Site:
It serves the ares of Aandhikhola 2,3,4,5,6 and some part of Parbat district. People from Zone of Influence
will be directly accessed to services and facilities as it connects Aandhikhola Village municipality and
Karkineta to Siddhartha Highway.
Fig. 3: AandhiKhola Rural Municipality
Fig. 4: Tentative Zone of Influence and Proposed Bridge Location
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1.6. Client Requirements

The bridge was designed for LRBSU as per their requirement based on the present need of the site and possible
future need. The requirements of the bridge to be designed are as follows:
 Type of Road : Local Road
 Footway : Yes
 Wearing Course : Asphalt Concrete
 Bridge type : Permanent (RCC)
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2. METHODOLOGY
2.1. Acquisition of Data
2.1.1. Preliminary Data

For the design of our bridge the preliminary data needed was acquired from the report prepared by consultancy
but in actual practice it is done by following methods.
2.1.1.1. Site Selection Survey
Site selection survey is done by a team of bridge engineer, geotechnical engineer, surveyor and hydrologist.
After consultation with local residents, technical personnel of Divisional Road Office of the site, proposed
bridge alignment is fixed.
2.1.1.2. Topographical Survey
Tachometric survey is carried for detailed engineering survey of the proposed bridge site. Theodolites, level
machines, staffs and measuring tape are usually used for detailed survey. After consultation with the technical
personnel and the local villagers and as directed by the river morphology; an axis joining line joining left
bank and right bank is fixed. Temporary Benchmark is also fixed. The bridge site detailing area covers a
suitable region along the length of river both upstream and downstream. It also covers left and right banks
along the existing approach roads. L -section of approach road and river measured, and the benchmarks and
bridge points are shown in contour maps.
2.1.2. Geotechnical Investigation

Geotechnical investigation is one of the major parts of the project work for the design of the proposed
bridge at Arun Khola in Nawalparasi district. Geotechnical investigation works includes core drilling, test
pitting, visual investigation at site. Detail report and test results with bore logs are included in the actual
project report. For our project the site and its contour map, hydrological data and geotechnical data were
provided by LRBSU.
2.1.3. Hydrology
The maximum discharge which a bridge across a natural stream is to be designed to pass can be estimated
by the following methods:
 By using one of the empirical formula applicable to the region
 By using the rational method involving the rainfall and other characteristics.
 By the area velocity method, using the hydraulic characteristics of the stream such as cross- sectional area,
and the slope of the stream
 From any available records of the flood discharges observed at the or at any other site at the vicinity.
It is desirable to estimate the flood discharge by all or at least two of the above methods. These methods are
briefly discussed here.
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2.1.3.1. Empirical Formula

Empirical formulae for flood discharge from a catchment have been proposed of the
form:
Q=CAn
Where,
Q=maximum flood discharge in m3 per second.
A= catchment area in Km2.
C= constant depending on the nature of the catchment and the location.
n= constant.
A popular empirical formula of the above type is Ryve’s formula given by equation
Q=CA2/3
The value of C is taken as 6.5 for the tracts near the coast, 8.5 for the areas between 25 and 50 km of the coast
and 10 for the limited areas near hills.
2.1.3.2. Area-velocity method
The area-velocity method based on the hydraulic characteristics of the stream is probably the most reliable
among the methods of determining the flood discharge. The velocity obtaining in the stream under the flood
conditions is calculated by Manning’s or similar formula: Manning’s formula is used here. The discharge is
given by equation:
Q= AV
Where,
Q= discharge in m3/sec.
A= wetted area in m2.
V= velocity of flow in m/s
V=(1/n)*R2/3S0.5
n=coefficient of roughness.
S= slope of stream.
R= hydraulic mean radius in m.
R = wetted area in m2/wetted area in meters.
The wetted line is divided into a convenient number of parts and the partial length along the perimeter
computed as hypotenuse of the right triangle with the horizontal and vertical lengths of the element as the two
sides. The sum of such parts give the wetted perimeter P. Similarly the wetted area (A) is calculated as the
sum of the partial areas of the elements obtained as the product of the horizontal interval and the mean depth
to bed below the flood level considered at the two ends of the element. The hydraulic mean radius can then
be computed as A/P.
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2.1.3.3. Estimation from flood marks

If flood marks can be observed on an existing bridge structure near the proposed site, the flood discharge
passed by the structure can be estimated reasonably well, by applying appropriate formulae available in
treatises on hydraulics. It is possible by inspection to ascertain the flood levels soon after a flood. Sometimes,
these flood marks can be identified even years after a flood, but it is desirable to locate these as soon after the
flood as possible.
2.1.3.4. Design discharge
The design discharge may be taken as the maximum values obtained from at least two methods mentioned. If
the values obtained by two methods differ by 50%, then the maximum design discharge is limited to 1.5 times
the lower estimate. Freak discharge of high intensity due to failure of dam or tank constructed upstream of
the bridge site need not to be catered for. From consideration of economy, it is not desirable to aim to provide
for the passage of the very extraordinary flood that may ever happen at a particular site. It may be adequate
to design for a flood occurring once in 20 years in case of culverts and once in 100 years for bridges and to
ensure that the rarer floods be passed without excessive damage to structure.
2.1.3.5. Economical span
Considering only the variable items for the given linear waterway, the total cost of the superstructure increases
with the increase or decrease in span length. The most economical span is that for which the cost of
superstructure equals the cost of substructure. This condition may be derived as below:
Let, A= cost of approaches
B= cost of two abutments including foundations
L= total linear waterway
l= length of one span
n= number of spans
P= cost of one pier, including foundation
C= total cost of bridge.
Assuming that the cost of superstructure of one span is proportional to the square of the span length, total cost
of superstructure equals nkIs, where k is a constant. The cost of railing, flooring, etc., is proportional to the
total length of bridge and can be taken as kL.
C= A + B + (n-1) P + nkl2 +K’L
For minimum cost, dC/dL should be zero,
We get: P= k.l2
Therefore, for an economic span, the cost of superstructure of one span is equal to the cost of substructure of
same span. The economical span (le) can then be computed from:
Le= √(P/k)
P and k are to be evaluated as average over a range of possible span lengths.
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3. DATA ACQUISITION AND CALCULATIONS
For the purpose of design, we adopted the required data provided by LRBSU.
3.1. Topographical Survey

Topographical survey was carried out to prepare topographical map for pertinent information that may be
required for design, construction and maintenance.
Centre line of proposed bridge site
The bridge axis as established during site selection was surveyed. The elevation and coordinates of the bore
holes along the axis were surveyed.
Bench marks
The reference bench mark was established to start with the survey works. The suitable and convenient place
for starting bench mark was marked as BM1 which is situated near by the bridge site on left bank of the river.
3.2. Geology and Topography

This report on soil investigation of Baskot Khola, Syangja discussed the sub-surface exploration works
carried out at the proposed site and presented the findings of the investigation. The details of the
investigation work as well as that of findings of the analysis carried out are presented.
Topographical and geographical Characteristics:
1. Lithology: Mostly Sedimentary rocks

2. Ground water table: Close to surface
3. Vegetation: moist deciduous forest (1.22%), evergreen/semi evergreen forest(82.55%), dry
deciduous forest(3.66%), open land(6.8%)
4. Storage: Seti Dovan and other smaller lakes and ponds (around 6.8%)
Soil Type: Rocky, sand and silt in large proportion
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Fig. 6: Contour map of Bridge site at 20 m interval
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3.3. Hydrology
Hydrological Data of catchment:
1. Basin Area: 1.8 km2

2. Basin Characteristics:
i. Nature of Surface: Stony with little weeds, no rifts, clean straight banks
ii. Stability of bank: Both banks stable
iii. Drainage Density: (L/A)= 2.48/1.8=1.38m-1
3. Channel Slope: Vey steep (1:1.5 or more) at the origin to 1:500 at the proposed bridge site
4. Elevation of most remote point: - 1627.327m
5. Elevation of outlet:-935.736m
6. Length of longest path:-2.48 km
7. Time of concentration: Calculated from Kirpich Formula
3.3.1. Determination of Rainfall Intensity:
Calculation of rainfall intensity table:

Year Ext. P(mm) Month Day rank probability return time P(mm)
2007 257.1 7 20 1 0.03125 32 292.307408
1995 240.3 6 30 2 0.0625 16 255.325926
1998 238 8 30 3 0.09375 10.66666667 233.693146
1984 234.2 7 29 4 0.125 8 218.344445
2012 220.6 6 29 5 0.15625 6.4 206.439067
2009 202.5 10 7 6 0.1875 5.333333333 196.711665
1999 200.5 8 25 7 0.21875 4.571428571 188.487263
2003 181.8 7 9 8 0.25 4 181.362963
2002 176.8 7 20 9 0.28125 3.555555556 175.078885
2000 173.8 7 5 10 0.3125 3.2 169.457585
1997 170.2 7 21 11 0.34375 2.909090909 164.372501
1988 168.5 7 6 12 0.375 2.666666667 159.730183
1996 166 6 17 13 0.40625 2.461538462 155.459665
2010 163.5 7 24 14 0.4375 2.285714286 151.505782
2008 163 9 20 15 0.46875 2.133333333 147.824805
1992 160.5 6 23 16 0.5 2 144.381482
2001 148.5 8 23 17 0.53125 1.882352941 141.146976
2013 141 7 22 18 0.5625 1.777777778 138.097403
2004 140.8 9 9 19 0.59375 1.684210526 135.212755
1990 135.5 7 9 20 0.625 1.6 132.476104
2011 128.3 9 24 21 0.65625 1.523809524 129.873002
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1991 127.5 7 3 22 0.6875 1.454545455 127.39102

2006 127.5 9 9 23 0.71875 1.391304348 125.019385
1994 123 9 10 24 0.75 1.333333333 122.748702
1985 120.4 9 3 25 0.78125 1.28 120.570726
1987 106.8 8 1 26 0.8125 1.230769231 118.478183
1989 105.5 8 9 27 0.84375 1.185185185 116.464623
1986 100.3 8 16 28 0.875 1.142857143 114.5243
2005 99.4 8 13 29 0.90625 1.103448276 112.652073
1993 97.2 9 24 30 0.9375 1.066666667 110.843324
1983 76 8 2 31 0.96875 1.032258065 109.093888
100 353.099645
350
300 y = 53.353ln(x) + 107.4
250
200
Series1
150 Log. (Series1)
100
50
0
1 10 100
Fig : Rainfall vs return period plot with best fit curve

From graph,
Using mononobe equation, Io=14.727mm/hr
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3.3.2. Calculation of Runoff Coefficient:
From Autocad:
Total Area = 0.0573 units
Let, units = 100%
A1 = .0005 units = 0.87%
A2 = .0013 units = 2.27%
A3 = .0014 units = 2.44%
A4 = .0007 units = 1.22%
A5 = .0025 units = 4.36%S
A6 = .0015 units = 2.62%
A7 = .0021 units = 3.66%
Remaining Area = Area of Forest = .0573-.01 = .0473 units = 82.55%

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82.55∗0.1+(0.87+2.27+2.44+1.22)∗0.6+(4.36+2.62)∗0.55+3.66∗.9
Runoff-coefficient=
100
=0.1974
3.3.3. Discharge Calculation:

For Section 2:
1. Rational Method:
Catchment Properties
Area:-1.8 km2
Elevation of most remote point: - 1627.327m
Elevation of outlet:-935.736m
Length of longest path:-2.48 km
Average run-off coefficient:- 0.4331
H= R.L. of critical point-R.L. of bridge site
=1627.327-935.736
=691.591m
tc= (0.8L3/H)0.385
= (0.8*2.483/691.519)0.385
=
0.212 hr
0.56𝑃𝑓
Thus, l= 𝑡𝑐+1
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0.56∗0.1974∗0.756
= 0.212+1
=0.0685
From extreme rainfall data provided by LRBP,
I0= 14.712mm/hr
Finally, Design rainfall by rational method (Q)=AI ol
=1.8*14.712*0.0685
=1.814m3/s
2. Area velocity method:
Wetted Area (A) =18m2
Wetted perimeter (P) =13.6m
So, R=A/P
=18/13.6
=1.323m
Using L-profile of the stream,
s=1/400
n = rugosity coefficient =0.055
Thus the discharge is obtained by using Area velocity method as:
Q= (1/n) AR2/3s1/2
= (1/0.055)*18*1.3232/3*(1/400)0.5
=19.72m3/s
Calculations by Empirical Methods:
i) WECS formula(1940):
Given for ungauged sections of Nepal
From Google earth
A3000=1.8km2
Q100=14.63(A3000+1)0.7342
=14.63(1.8+1)0.7342
=31.156m3/s
ii) Sharma and Adhikari Method:

Given by dividing Nepal into 5 homogenous sections
For 100 years of return period,
Q100 =20.7(A3000)0.72
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=20.7(1.8)0.72
=31.6 m3/s
iii) Ryves Formula (1884):
C= 10.1 is used for limited areas near hills which suits our purpose
Area (A)= 1.8 sq.km
Q=CM2/3
=10.1*1.82/3
=15.931m3/sec
iv) Dicken's Formula(1865):
Here,A=1.8 sq.km.
Taking value of CD=11.37 from Northern regions to India:
The discharge is calculated from Dicken's Formula (1865) as:
Q=11.37*1.83/4=17.699 m3/sec
v) Modified Dicken's Formula:
Q=CA3/4
Where C=2.342log(0.6T)log(1185/P)+4
100(𝐴𝑠+6)
P= 𝐴
As=Snow covered area

A= catchment area
T=return period in years
100(0+6)
P= =333.33
1.8
C=2.342 log(0.6*100)log(1185/333.33)+4
=6.243
Q=6.243*1.80.75
=9.78m3/sec
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All the values of discharges with respect to various formulas are tabulated below :
Table : Discharges obtained from different methods
S.N. Methods Discharge
value(m3/s)
1. Rational Method 1.814
2. Area Velocity Method 19.72
3. WECS Formula 31.156
4. Sharma and Adhikari 31.6
5. Ryves Formula 15.931
6. Dicken’s Formula 17.699
7. Modified Dicken’s formula 9.78
There seems to have large variation in the discharge calculated from various methods. This may be due to
applicability of corresponding empirical formula in particular region .so we cannot fully depends on them for
design discharge calculation. Inglis method, Nawab Jang Bahadur method, Maeyes method can be eliminated
.As per our supervisor area velocity method cannot be neglected for discharge calculation.
Hence we take the design discharge as 20m3/s.
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3.3.4. Calculation of Linear Waterway, Scour Depth and High Flood Level (HFL)
a) Calculation of linear waterway:
When the water course to be crossed is an artificial channel for irrigation or navigation, or when the banks
are well defined for natural streams, the linear waterway should be full width of the channel or the stream.
For large alluvial stream with undefined banks, the required effective linear waterway may be determined
using Lacey’s formula:
P = C√Q
where, P= the effective linear waterway in meters
Q= the designed maximum discharge in m3/s
C= a constant usually taken as 4.8 for regime channel, but may vary from 4.5 to 6.3
according to the local conditions
The effective linear waterway is the total width of the waterway of the bridge minus the mean submerged
width of the piers and their foundation down to the mean scour level. It is not desirable to reduce the linear
waterway below that for regime condition. If a reduction is affected, special attention should be given to the
afflux and velocity of water under the bridge. With reduced waterway, velocity would increase and greater
scour depths would be involved, requiring deeper foundations. Thus any possible saving from a smaller linear
waterway will be offset by the extra expenditure on deeper foundations and protective works. In view of the
deficiencies of the assumptions made in the computations for design discharge and for the effective waterway
by Lacey’s formula, it is often prudent to adopt the full natural width for the linear waterway, taking care not
to succumb to the trap of overconfidence in apparently precise methods of calculation.
Taking C=4.75, the linear waterway is given by:
P = 4.75√20
= 21.243 m
b) Calculation of scour depth:
Scour may be defined as the removal of material from the bed and banks of streams during the passage of
flood discharge, when the velocity of the stream exceeds the limiting velocity that can be withstood by the
particles of the bed material. If the bridge and its approaches do not constrict the natural flow, the scour will
be small. On the contrary, when the designer attempts to reduce the waterway, severe scour usually results
during the extraordinary flood conditions.
The scour is aggravated at the nose of the piers and bends. The maximum depth of scour should be measured
with reference to existing structures near the proposed bridge site, if this is possible. Such soundings are best
done during or immediately after the flood. Due allowance should be made in the observed values for
additional scour that may occur due to design discharge being greater than the flood discharge for which the
scour was observed, and also due to increased velocity due to obstruction of flow caused by the construction
of bridge.When the above practical method is not possible, the mean depth of scour may be computed by the
given equation for natural streams in alluvial beds:
2
Db 
2
dsm = 1.35 
 Ksf 
where, dsm = mean depth of scour below HFL in meters
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Db= discharge in m3/s per meter width, obtained as the toal design discharge
divided by the effective linear waterway
Ksf = silt factor for a representative sample of the bed material, as in the table below taken as 1.76 times the
square root of the particle size in mm (weighted mean diameter of the particle determined as indicated in
Appendix 2 of IRC:(5-1998).
Silt factor:
S.N Type of bed material Size of particles, mm Silt factor
1 Very fine silt 0.08 0.50
2 Fine silt 1.12 0.60
3 Moderately fine silt 0.16 0.70
4 Medium silt 0.23 0.85
5 Standard silt 0.32 1.00
6 Medium sand 0.50 1.25
7 Coarse sand 0.73 1.50
8 Heavy sand 1.29 2.00
In order to provide an adequate margin of safety, the design discharge for the above calculation is increased
by 30%, 25 to 20%, 20 to 10% and 10% for catchment areas of below 500 sq. km, between 500 and 5000 sq.
km, between 5000 to 25000 sq. km and over 25000 sq. km, respectively. When the effective linear waterway
L is less than the regime width W, the value of d sm computed from the above mentioned formula is to be
increased by multiplying the same by the factor (W/L) 0.67.
The maximum depth of scour D below the HFL is to be taken as below:
dsmax = 2.0dsm for pier
= 1.27dsmwith approach retained or lowest bed level whichever is deeper for abutment
= 2.0dsm for scour all round for abutment
dsmax = 2.0dsm in the right angled bend
= 1.75 dsm at the severe bend
= 1.5 dsm at moderate bend
= 1.27dsm in a straight reach
The minimum depth of foundations below HFL is kept at 1.33 D for erodible strata. If the river is of a flashy
nature and the bed does not submit readily to the scouring effects of the floods, the maximum depth of scour
should be assessed by observations and not by the above calculations.
When a bridge is located close to the mouth of a river joining the sea, the possibility exists for the situation
of the high tide opposing the flood discharge, resulting in heading up of the water level in the river. At the
end of the high tide, the flood discharge may be relatively sudden, which may cause scour in excess of the
values computed by the above equation to calculate the average scour depth. Considerable engineering
judgements is required in assessing the required depth of foundation in such cases.
Page | 20
𝐷𝑒𝑠𝑖𝑔𝑛 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 1.3∗20

So, we have Db = 𝐸𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 𝑙𝑖𝑛𝑒𝑎𝑟 𝑤𝑎𝑡𝑒𝑟𝑤𝑎𝑦 = =1.733m3/sec/m
15
(30% increased to provide margin of safety)

1.5+2
For medium and coarse sand of particle size 0.5mm, K sf = =1.75
2
Hence the mean scour depth can be computed as

Scour depth R' = 1.35×(1.7332/1.75)0.33
= 1.613 m
Maximum depth of scour below H.F.L:
dsmax = 1.27dsm = 1.27*1.613 = 2.049m(for straight reach)
c) Calculation of afflux:
Afflux is the heading up of water over the flood level caused by constriction of waterway at a bridge site. It
is measured by the difference in levels of the water surfaces upstream and downstream of the bridge. Afflux
can be computed from the equation as follows:
𝑣2 𝐿2
x = 2𝑔 (𝑐 2𝐿2 − 1)
1
where, x=afflux
v=velocity of normal flow in the stream
g=acceleration due to gravity
L= width of stream at HFL
L1= linear waterway under the bridge
c = coefficient of discharge through the bridge, taken as 0.7 for sharp entry and 0.9 for bell mouthed
entry
The afflux should be kept minimum and limited to 1 to 1.5 m. afflux causes increase in velocity on the
downstream side, leading to greater scour and requiring deeper foundations. The road formation level and the
top level of guide bunds are dependent on the maximum water level on the upstream side including afflux.
The increased velocity under the bridge should be kept below the allowable safe velocity for the bed material.
Typical values for the safe velocities are given below:
S.N. Nature of soil Safe velocities
1 Loose clay or fine sand Up to 0.5 m/s
2 Coarse sand 0.5 to 1.0 m/s
3 Fine gravel, sandy or stiff clay 1.0 to 1.5 m/s
4 Coarse gravel, rocky soil 1.5 to 2.5 m/s
5 Boulders, rock 2.5 to 5.0 m/s
Page | 21
The normal flow velocity is determined by using Manning’s equation taking Manning’s roughness coefficient
as 0.06 and bed slope as 1/336 similar to previous calculation. But the wetted area and wetted perimeter are
calculated from Autocad drawing of actual bridge axis cross section at BaskotKhola provided by LRBSU.
v = (1/n)×R2/3S1/2
n=rugosity coefficient =0.06
S=slope of the stream =1/336
R=Hydraulic mean depth in meters
𝑊𝑒𝑡𝑡𝑒𝑑 𝐴𝑟𝑒𝑎
= 𝑊𝑒𝑡𝑡𝑒𝑑 𝑃𝑒𝑟𝑖𝑚𝑒𝑡𝑒𝑟
Here, Wetted Area =18 m2 and Wetted Perimeter =13.6 m
Thus, R=18 /13.6 = 1.323
Hence, v = (1/n)×R2/3S1/2
= (1/0.06)×(1.323)2/3×(1/336)1/2
= 1.096m/sec(safe value is within 1 to 1.5 m/sec)
Also, from Autocad drawing, L=21m
L1=15m and
c=0.9 for bell mouthed entry
𝑣2 𝐿2
Finally, x =2𝑔 (𝑐 2𝐿2 − 1)
1
1.0962 212
= 2×9.81 (0.92 ×152 − 1)
= 0.087 m=87mm<300mm(O.K.)
Page | 22
3.3.5. Height of abutment and pier

Piers and abutments should be located as to make the
best use of the foundation conditions available. As a
rule, the number of spans should be kept low, as piers
obstruct water flow. If piers are necessary, an odd
number of spans are to be preferred. Placing a pier at
the deepest portion of an active channel may be
avoided by suitably adjusting the number and length
of the span. The minimum depth of foundation below
HFL is kept at 1.33D for erodible strata. The
freeboard above the HFL should be taken as 1 to 1.5
m.
Maximum depth of scour (ds;max) = 2.049 m
Minimum depth of foundation below HFL = 1.33ds:max = 2.725 m
Free board = 1.5 m
So, Height of abutment =1.2 + 1.5 + 2.725 = 5.425m ; adopt 6 m including depth of girder
The calculation for Section 1 and Section 3 are done similar to calculation of
section 2 as shown above
Feasibility comparison of 3 different sections:
S.N. Criteria Section 1 Section 2 Section 3
1 Perimeter 15.83m 13.6m 13m
2 X sectional area 24.82m^2 18m^2 18m^2
3 Hydraulic depth 2.28m 1.33m 1.38m
4 Scour depth 2.08m 2.049m 1.82m
5 Approach road length 31.5m 50m 62.5
nearly
6 Bank Stability nearly stable stable stable
7 Landslide vulnerability 2% 1% 5%
Foundation depth(below
8 HFL) 2.5m 2.725m 3.3m
9 Height of Abutment 7.3m 6m 5.2m
Considering various criteria (economic, techincal feasibility, etc),

Section 2 was found most feasible
Page | 23
4. STRUCTURAL PLANNING: PRELIMINARY DESIGN
Planning and Preliminary Design
4.1.1. Type of Bridge Deck Selection
Bridge economy is the controlling factor for selection of bridge deck type. For bridge of span ranging from
8 to 25 m, RC T-Girder bridge is economically and technically feasible. In our case span of bridge is 15m
so RC T –Girder bridge is adopted.
4.1.2. Geometry of Bridge Deck
The geometry and size of slab, longitudinal girder, cross girder, carriageway footpath/safety kerb, wearing
course, railing are assigned based on codal provision and handbooks.
 Width of carriageway
 The width of carriageway shall not be less than 4.25 m for a single lane bridge.
 The width shall be 7.5 m for two lane bridge.
Based on daily traffic data and carriageway width of existing road two lane bridge is selected.
Width of carriageway=7.5 m
 Width and height of safety kerb
 Width of kerb should be more than 0.75 m
 Height of kerb should be more than 0.225 m
Width of safety kerb = 0.95 m including the width of railing post of .15 m width
Height of safety kerb = 0.25 m from finished road surface

 Type of wearing coat
 Camber value should be 2-2.5% depending upon intensity of precipitation
 Asphalt concrete wearing coat as specified in yellow book is taken.
To provide the camber of 2%, thickness of wearing coat is taken 50 mm at edge and 125 at crown.
𝑐𝑒𝑛𝑡𝑟𝑎𝑙 𝑟𝑖𝑠𝑒
Camber value =ℎ𝑎𝑙𝑓 𝑐𝑎𝑟𝑟𝑖𝑎𝑔𝑒𝑤𝑎𝑦 𝑤𝑖𝑑𝑡ℎ ∗ 100%
.075
=3.75 ∗ 100% =2%
Page | 24
 Railing post
 Minimum height of 1.1 m less one half the horizontal width of the top rail above safety kerb surface.
𝑠𝑝𝑎𝑛
Spacing of post=𝑛𝑜 𝑜𝑓 𝑝𝑜𝑠𝑡
15−.15
= 4
=3.713 m
1100*150*150 mm with 3 heavy steel pipes of 48.3 mm dia. @4.37 Kg per running meter.
Railing posts are placed at 3.713 m c/c.
 Drainage spout
Standard drainage spout of 100mm dia. is adopted @3 m c/c spacing.
 Size of RC slab
 Minimum thickness of slab =200 mm for restrained slab
 Minimum thickness =150 mm at tip for cantilever slab
Restrained slab of depth 250 mm and cantilever slab with depth 250 mm at girder face linearly varying to 150
mm at the tip is provided.
 Longitudinal girder
 Overall Depth =span/10 – span/15 by deflection criteria
 Width of web =minimum 250mm
 Spacing of girder=2-3 m
 Number of main girder shall not be less than three, except for single lane bridge
𝑠𝑝𝑎𝑛
Depth of main girder = 12.5
15
=12.5
=1.2 m
Width of girder = 300 mm
Number of girder = 3
C/C spacing of girder = 3m

 Cross girder
 Depth ≥ 3/4 of depth of main girder
 Width ≥ 250 mm
 C/C spacing = 3 - 5
Page | 25
 Number of cross girder ≥ 5 to provide lateral stiffness

Number of cross girder =5
C/C spacing of cross girder =14.7/4
=3.675 m
Depth of cross girder = ¾*1200
=900 mm
Width of cross girder = 300 mm

 Fillet size
150*300 mm angle of inclination of 1350
 Material selection
M30 Grade of concrete for all RC work
Fe 415 HYSD bar of all RC work
Asphalt concrete for wearing course
Page | 26
5. STRUCTURAL ANALYSIS AND DESIGN OF COMPONENTS
5.1. Design of Slabs
5.1.1. Design of cantilever slab
Fig. Positioning of Cantilever Live Load (Class A)
Clear projection of cantilever slab=1550 mm
RCC post are 150*150*1100 mm

50+125
Average thickness of wearing course = 2
=87.5 mm
Page | 27
 Dead Load, SF and BM Calculation

Considering one meter width of cantilever slab, dead load moment at the fixed end of cantilever slab is
computed considering self-weight of slab, kerb, wearing course, railing, RC post and fillet.
Partial factor of safety for verification of structural strength for load are used as per IRC 6:2014.
Dead load calculation for cantilever slab
SN Description Dimension Load Lever Moment

(KN) arm (KN-m)
(m)
1 Hand rails 15*3*0.0437*1.35/15 0.18 1.475 0.27
2 RCC Post 0.15*0.15*1.1*25*1.35*5/15 0.29 1.475 0.43
3 Wearing 0.0875*22*0.6*1.75 2.02 0.3 0.61

course
4 Kerb 0.95*0.3*25*1.35 9.62 1.075 10.34
5 Slab 0.25*0.3*25*1.35 2.53 0.15 0.38

rectangular
6 Slab 0.5*(0.15+0.25)*1.25*25*1.35 8.44 0.68 5.74

trapezoidal
7 Fillet 0.15*0.3*25*1.35 1.52 0.15 0.23
Total Shear force =24.6 KN Bending moment =18 KN-m
Page | 28
 Live load, SF and BM Calculation

The minimum clearance distance of Class AA and 70R loading is 1.2 m. As the available clear distance of
the cantilever portion is only 600 mm, class AA and 70 R loading cannot be considered. However, Class A
loading can be accommodated.
The heaviest wheel of 114 KN axle of IRC Class A load is placed with clearance 0.15 m from the face of
kerb. Live load per unit width is found by dividing live load by effective width of slab b eff.
Effective width of dispersion perpendicular to span is given by
beff=1.2a+b1<l/3
Distance of cg of wheel from face of cantilever(x) =450/2
= 225 mm
Breadth of concentrated area of the load (b1) = 250+2*87.5 mm
= 425 mm
1.550
beff = 1.2*0.225+0.425 < l/3 = 3
=0.695 m < 0.517 m
Adopt effective width =0.517 m.

4.5
Impact factor fraction for class A load =6+1.550
=0.596 m
Only 50% is taken as impact fraction.

57∗0.45∗1.5∗1.5
Live load per unit width including impact = 0.517∗0.5
=224 KN
Design live load moment =224*0.225
=50.4KN-m
Design longitudinal BM at face of girder =M UD+MUL

Page | 29
=18+50.4
=68.4KN-m
Design transverse BM in direction of traffic =0.2 BM due to dead load +0.3 BM due to live load.
=0.2*18+0.3*50.4
=18.72 KN-m
Design of reinforcements
Check for depth of slab
Provide an overall depth of 400 mm and using 10 mm diameter bars and clear cover of 40mm
Effective depth dprov =400-40-10/2
=355 mm
𝑀𝑢 68.4∗10^6
𝑑bal=√𝑄∗𝑏 = √4.15∗1000
=128.4 mm
Moment coefficient (Q) =0.36*fck*0.48*(1-0.416*0.48)
=4.15
𝑑𝑝𝑟𝑜𝑣 > 𝑑𝑏𝑎𝑙
Since, dbal < dprov , section of slab is designed as Singly Reinforced Under-Reinforced Section (SRURS).
Page | 30
Primary Reinforcement
𝑀𝑢 = 68.4∗10^6
=0.55
𝑏𝑑^2 1000∗355^2
For fck= 30N/mm2 and fy= 415 N/mm2
Referring to design table-4 of SP-16,

100𝐴𝑠𝑡
Percentage reinforcement pt= =0.156%>ptmin=0.12%
𝑏𝑑
0.156∗1000∗355
Hence, Ast= =555 mm2
100
1000∗𝜋∗102 /4
Spacing of bar = 555
=142 mm
Adopt 10 mm ∅ bar @ 130 mm c/c as main reinforcement
𝟏𝟎𝟎𝟎∗𝝅∗𝟏𝟎𝟐 /𝟒
prov = 605 mm2
Ast = 𝟏𝟑𝟎
Transverse reinforcement
Effective depth d=355-10/2-10/2=345
𝑀𝑢 = 18.48∗10^6
=0.16
𝑏𝑑^2 1000∗345^2

100𝐴𝑠𝑡
Percentage reinforcement pt= = 0.084 % < ptmin=0.12%
𝑏𝑑
0.12∗1000∗355
Hence, Ast= =426 mm2
100
1000∗𝜋∗102 /4
Page | 31
=185 mm
Adopt 10 mm ∅ bar @ 170 mm c/c as distribution reinforcement
𝟏𝟎𝟎𝟎∗𝝅∗𝟏𝟎𝟐 /𝟒
prov = 462mm2
Ast = 𝟏𝟕𝟎
Temperature reinforcement
As per clause 305.17.4 0f IRC 21 for cantilever slab, minimum reinforcement of 4 nos of 16 mm dia HYSD
bars shall be provided parallel to the free edge at 150 mm spacing at the tip divided equally between the
top and bottom surface.
Pt min=0.12%
0.12∗1000∗275
Areq= =330 mm2
100
1000∗𝜋∗102 /4
=238 mm
Adopt 10 mm ∅ bar @ 230 mm c/c as temperature reinforcement in both direction.
𝟏𝟎𝟎𝟎∗𝝅∗𝟏𝟎𝟐 /𝟒
prov = 342mm2
Ast = 𝟐𝟑𝟎
Check for shear

Cantilever slab designed by effective width method need not to be checked for shear.
Page | 32
5.1.2. Design of Interior Slab
From preliminary sizing longitudinal beam are provided at c/c spacing 3.0 m and with rib width 300 mm.
5 cross girders are provided with c/c spacing of 3.675 m and rib width 300 mm.
The slab is supported on four sides by longitudinal and cross girders. The effective span will be taken as the
clear span of the slabs since these are the continuous slabs.
Effective depth of slab = 250 - 25 - 8 = 217 mm
Effective span in transverse direction = 3.0 - 0.3 = 2.7 m
Span in longitudinal direction = 3.675 - 0.3 = 3.375 m
Effective size of panel = 2.7 m x 3.375 m
5.1.2.1. Bending Moment Calculation
For bridge deck supported on T-beams and cross girders, deck slab is two way slab supported on four edges.
The moments in two orthogonal direction are computed by using design curve developed by M. Piegeaud,
which is applicable for slab supported on four sides subjected to symmetrically placed load at its center.
For eccentric loading Pigeaud’s design curve can’t be used. For such, we use an approximate method to
calculate moments. Load is assumed to occupy area placed symmetrically on the panel with intensity as equal
of actual loading. We deduct the moment for loaded area beyond actual loaded area.
 Moment due to dead load
Dead weight of slab = 0.25x25 *1.35
=8.44 KN/m2
Dead weight of wearing coat = 0.0875 x 22*1.75
=3.37 KN/m2
Total dead load = 11.81KN/m2
Total dead load on panel W = 11.81*2.7*3.375
=107.62 KN
Since the dead load spreads uniformly on entire slab, we have

𝑈 𝑉
𝐵
=1, 𝐿
=1
Page | 33
K = short span /long span =B/L = 2.7/3.375 = 0.8
1/K = 1/0.8 = 1.25
Referring to Pigeaud’s curve, we get by interpolation
m1 = 4.4 *10-2 m2 = 2.7 *10-2
Moment in short span MB =w (m1 + µm2)
= 107.62*(4.4 x 10-2 + 0.15 x 2.7 x 10-2)
= 5.17 KNm
Moment in long span ML = w (m2 + µm1)
= 107.62(2.7 x 10-2 + 0.15 x 4.4 x 10-2)
=3.62 KNm
5.1.2.2. Moment due to live load
For maximum bending moment to be occurred, the load dispersion is taken to be occurring through wearing
coat only. The load is disperses at 450 through the wearing coat as per Annex-B of IRC 112:2011.
𝑠ℎ𝑜𝑟𝑡 𝑠𝑝𝑎𝑛 𝐵 2.7
K = 𝑙𝑜𝑛𝑔 𝑠𝑝𝑎𝑛 =𝐿 = 3.375 = 0.8
 IRC CLASS AA TRACKED VEHICLE

Since the effective width of panel is 2.7 m for finding maximum bending moment in the panel due to Class
AA track load one of the track of 350 KN is placed centrally on the panel.
Impact allowance = 25 %
Continuity factor = 0.8
u = 0.85 + (2 x 0.0875) = 1.025 m
v = 3.6 + (2 x 0.0875) = 3.775 m is limited to 3.375 adopt v = 3.375 m
U/B = 1.025/2.7 = 0.38
V/L = 3.375/3.375 = 1
Page | 34
Fig. positioning for Class AA Track load

for maximum moment on deck slab
Referring to Pigeaud’s curve,
m1 = 8.2 x 10-2 m2 = 4.4 x 10-2

350∗3.375∗1.5∗1.25∗0.8
W= = 469.37 𝑚
3.775
Moment in short span MB = w (m1 + µm2)
= 469.37*(8.2+4.4*0.15)*10-2
=41.59 KN-m
Moment in long span ML = w (m2 + µm1)
= 469.37*(4.4+8.2*0.15)*10-2
= 26.43 KN-m
 Live Load BM due to IRC Class AA Wheeled Vehicle

Since the effective width is 2.7 m, all four wheels of the axle can be accommodated on the panel for finding
maximum bending moment in the panel due to Class AA wheeled vehicle. In the first possibility four loads
of 37.5 KN and four loads 62.5 KN are placed symmetrical to both the axis as shown in figure In second
Page | 35
possibility all four loads of first axle is place symmetrically with all four wheels of second axle following it
as shown in figure . A third possibility should also be tried in which four wheel loads of the first axle are so
placed that the middle 62.5KN wheel load is placed centrally, with the four wheel loads of second axle
following it as shown in figure .
Impact factor fraction = 25%
Case 1: All four loads of 37.5 KN and four loads 62.5 KN are placed symmetrical to both the axis as
shown in figure.
W1=37.5KN
W2=62.5KN
Fig. Position of class AA load for

maximum BM as case 1
U1=0.3+2*0.0875=0.475
V1=0.15+2*0.0875=0.325
 For Load W1 of Both Axles

X = 0.863 m Y= 0.438 m
Page | 36
1) U=2(u1+X) = 2(0.475+0.863) = 2.676 m

V=2(v1+Y) = 2(0.325+0.438) = 1.526 m
𝑈 2.676 𝑉 1.526
= =1 =3.375= 0.453
𝐵 2.7 𝐿
Referring to Pigeaud’s curve for k=0.8

m1=7.4*10-2 m2=4.6*10-2
2.676∗1.526
W=37.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.5=1487.943 KN
BM in shorter span MB = W*(m1+μm2)*10-2
=1487.943*(7.4+0.15*4.6) *10-2
=120.328 KN-m
BM in longer span ML = W*(m2 +μm1)* 10-2
=1487.943*(4.6+0.15*7.4) *10-2
=84.97 KN-m
2) U=2x = 2*0.863 = 1.726 m

V=2y = 2*0.438 = 0.876 m
𝑈 1.726 𝑉 0.876
= 2.27 =0.64 =3.375= 0.26
𝐵 𝐿

m1=11.1*10-2 m2=8.8*10-2
1.726∗0.876
W=37.5* ∗ 1.5 ∗ 1.25 ∗ 0.8=550.923 KN
0.475∗0.325
BM in shorter span MB = W*(m1+μm2)* 10-2
=550.923*(11.1+0.15*8.8) *10-2
= 68.43KN-m
=550.923*(11.1+0.15*8.8) *10-2
=57.66 KN-m
3) U=2(u1+X) = 2(0.475+0.863) = 2.676 m

V=2Y = 2*0.438 = 0.876 m
Page | 37
𝑈 2.676 𝑉 0.876
= =1 =3.375= 0.26
𝐵 2.7 𝐿

m1=7.6*10-2 m2=6.2*10-2
2.676∗0.876
W=37.6*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=854.154 KN
=854.154*(7.6+0.15*6.2) *10-2
=72.86 KN-m
=854.154*(6.2+0.15*7.6)*10-2
=62.7 KN-m
4) U=2X = 2*0.863 = 1.726 m

V=2(v1+Y) = 2(0.325+0.438) = 1.526 m
𝑈 1.726 𝑉 1.526
= =0.64 =3.375= 0.453
𝐵 2.7 𝐿

m1=10*10-2 m2=5.9*10-2
1.726∗1.526
W=37.6*0.475∗0.325 =959.712 KN
=959.712*(10+0.15*5.9) *10-2
=104.47 KN-m
=959.712*(10+0.15*5.9)*10-2
=71.02 KN-m
Final
BM in shorter span MB =120.328+68.43-72.86-104.47=11.43 KN-m
BM in longer span ML =84.97+57.66-62.7-71.02=8.91 KN-m
 For wheel W2 of both axles
Page | 38
X = 0.263 m Y= 0.438 m
5) U=2(u1+X) = 2(0.475+0.263) = 1.476 m

V=2(v1+Y) = 2(0.325+0.438) = 1.526 m
𝑈 1.476 𝑉 1.526
= =0.547 =3.375= 0.453
𝐵 2.7 𝐿

m1=11.2*10-2 m2=6.4*10-2
1.476∗1.526
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.5=1367.84 KN

=1367.84*(11.2+0.15*6.4) *10-2
=166.33 KN-m

=1367.84*(6.4+0.15*11.2) *10-2
=110.53 KN-m
6) U=2x = 2*0.263 = 0.526 m

V=2y = 2*0.438 = 0.876 m
𝑈 0.526 𝑉 0.876
= 2.27 =0.195 =3.375= 0.26
𝐵 𝐿

m1=18.9*10-2 m2=11.1*10-2
0.526∗0.876
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=279.824 KN
=279.824*(18.9+0.15*11.1) *10-2
= 57.55KN-m
=279.824*(11.1+0.15*18.9) *10-2
=39.0 KN-m
7) U=2(u1+X) = 2(0.475+0.263) = 1.476 m
Page | 39
V=2Y = 2*0.438 = 0.876 m

𝑈 1.476 𝑉 0.876
= =0.547 =3.375= 0.26
𝐵 2.7 𝐿

m1=12.0*10-2 m2=8.9*10-2
1.476∗0.876
W=62.5* ∗ 1.5 ∗ 1.25 ∗ 0.8=785.209 KN
0.475∗0.325

=785.209*(12.0+0.15*8.9) *10-2
=104.71 KN-m
=785.209*(8.9+0.15*12.0)*10-2
=84.02 KN-m
8) U=2X = 2*0.263 = 0.526 m

V=2(v1+Y) = 2(0.325+0.438) = 1.526 m
𝑈 0.526 𝑉 1.526
= =0.195 = = 0.453
𝐵 2.7 𝐿 3.375

m1=15.9*10-2 m2=7.0*10-2
0.526∗1.526
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=487.456 KN
=487.456*(15.9+0.15*7.0) *10-2
=82.63 KN-m
=487.456*(7.0+0.15*15.9.0)*10-2
=45.75 KN-m
Final
BM in shorter span MB =166.33+57.55-104.71-82.63=36.54KN-m
BM in longer span ML =110.53+39.0-84.02-45.75=19.76 KN-m
Final moment for case 1 loading
Page | 40
BM in shorter span MB =11.43+36.54=47.97 KN-m

BM in longer span ML =8.91+19.76=28.67 KN-m
Case 2: All four loads of first axle is place symmetrically with all four wheels of second axle following
it as shown in figure.
W1=37.5KN
W2=62.5KN
Fig. Position of Class AA load for

max.BM as case 2
a) For Load W1 of Axle 1

X = 0.863 m
i. U=2(u1+X) = 2(0.475+0.863) = 2.676 m

V = 0.325 m
𝑈 2.676 𝑉 0.325
= =0.992 =3.375= 0.097
𝐵 2.7 𝐿

m1=7.9*10-2 m2=8.9*10-2
2.676∗0.325
W=37.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=316.895 KN
Page | 41

=316.895*(7.9+0.15*8.9) *10-2
=29.27 KN-m
=316.895*(8.9+0.15*7.9)*10-2
=31.96 KN-m
ii. U=2X = 2*0.863 = 1.726 m

V = 0.325 = 0.325 m
𝑈 1.726 𝑉 0.325
= =0.64 =3.375= 0.097
𝐵 2.7 𝐿

m1=11.3*10-2 m2=11.7*10-2
1.726∗0.325
W=37.5* ∗ 1.5 ∗ 1.25 ∗ 0.8=204.395 KN
0.475∗0.325

=204.395*(11.3+0.15*11.7) *10-2
=26.68 KN-m
=204.395*(11.7+0.15*11.3)*10-2
=27.38 KN-m
Final
BM in shorter span MB =29.27-26.68=2.59 KN-m
BM in longer span ML = 31.96-27.38 =4.58 KN-m
b) For Load W2 of Axle 1
X = 0.263 m
i. U=2(u1+X) = 2(0.475+0.263) = 1.476 m

V = 0.325 m
𝑈 1.476 𝑉 0.325
𝐵
= 2.7
=0.546 𝐿
=3.375= 0.097
Page | 42
m1=13.5*10-2 m2=13.0*10-2
1.476∗0.325
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=291.32 KN
=291.32*(13.5+0.15*13.0) *10-2
=45.0 KN-m
=291.32*(13.0+0.15*13.5)*10-2
=43.77 KN-m
ii. U=2X = 2*0.263 = 0.526 m

V = 0.325 = 0.325 m
𝑈 0.526 𝑉 0.325
= =0.194 =3.375= 0.097
𝐵 2.7 𝐿

m1=20.8*10-2 m2=15.4*10-2
0.526∗0.325
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=103.82 KN
=103.82*(20.8+0.15*15.4) *10-2
=24.0 KN-m
=103.82*(15.4+0.15*20.8)*10-2
=19.23 KN-m
Final
BM in shorter span MB =45.0-24.0=21.0 KN-m
BM in longer span ML = 43.77-19.23 =24.54 KN-m
c) For Load W1 of Axle 2
X = 0.863 m Y= 1.038 m
1) U=2(u1+X) = 2(0.475+0.863) = 2.676 m
Page | 43
V=2(v1+Y) = 2(0.325+1.038) = 2.726 m

𝑈 2.676 𝑉 2.726
= =0.992 =3.375= 0.808
𝐵 2.7 𝐿

m1=5.8*10-2 m2=2.75*10-2
2.676∗2.726
W=37.5* ∗ 1.5 ∗ 1.25 ∗ 0.5=2658.016 KN
0.475∗0.325

=2658.016*(5.8+0.15*2.75) *10-2
=165.13 KN-m
=2658.016*(2.75+0.15*5.8) *10-2
=96.23 KN-m
2) U=2x = 2*0.863 = 1.726 m

V=2y = 2*1.038 = 2.076 m
𝑈 1.726 𝑉 2.076
= =0.64 =3.375= 0.616
𝐵 2.7 𝐿

m1=11.5*10-2 m2=5.5*10-2
1.726∗2.076
W=37.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=1305.611 KN
=1305.611*(11.5+0.15*5.5) *10-2
= 160.92KN-m
=1305.611*(5.5+0.15*11.5) *10-2
=94.34 KN-m
3) U=2(u1+X) = 2(0.475+0.863) = 2.676 m

V=2Y = 2*1.038 = 2.076 m
𝑈 2.676 𝑉 2.076
= =0.992 =3.375= 0.616
𝐵 2.7 𝐿
m1=6.8*10-2 m2=3.8*10-2
Page | 44
2.676∗2.076
W=37.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=2024.227 KN
=2024.227*(6.8+0.15*3.8) *10-2
=149.19 KN-m
=2024.227*(3.8+0.15*6.8)*10-2
=97.57 KN-m
4) U=2X = 2*0.863 = 1.726 m
V=2(v1+Y) = 2(0.325+1.038) = 2.726 m
𝑈 1.726 𝑉 2.726
𝐵
= 2.7
=0.64 𝐿
=3.375= 0.808
m1=8.1*10-2 m2=3.4*10-2
1.726∗2.726
W=37.5*0.6475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=1714.401 KN
=1714.401*(8.1+0.15*3.4) *10-2
=147.61 KN-m
=1714.401*(3.4+0.15*8.1.0)*10-2
=79.12 KN-m
Final
BM in shorter span MB =0.5*(165.13+160.92-149.19-147.61) = 14.62 KN-m
BM in longer span ML =0.5*(96.23+94.34-97.57-79.12) = 6.94 KN-m
d) For Load W2 of Axle 2

X = 0.263 m Y= 1.038 m
1. U=2(u1+X) = 2(0.475+0.263) = 1.476 m

V=2(v1+Y) = 2(0.325+1.038) = 2.726 m
𝑈 1.476 𝑉 2.726
= =0.547 =3.375= 0.808
𝐵 2.7 𝐿
Page | 45
m1=8.5*10-2 m2=3.9*10-2
1.476∗2.726
W=62.5*0.6475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=2443.468 KN
=2443.468*(8.5+0.15*3.9) *10-2
=221.99 KN-m
=2443.468*(3.9+0.15*8.5) *10-2
=126.45 KN-m
2. U=2x = 2*0.263 = 0.526 m

V=2y = 2*1.038 = 2.076 m
𝑈 0.526 𝑉 2.076
= =0.195 =3.375= 0.616
𝐵 2.7 𝐿

m1=13.0*10-2 m2=5.6*10-2
0.526∗2.076
W=62.5*0.19575∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=663.144 KN
=663.144*(13.0+0.15*5.6) *10-2
= 91.78KN-m
=663.144*(5.6+0.15*13.0) *10-2
=50.07 KN-m
3. U=2(u1+X) = 2(0.19575+0.263) = 1.476 m

V=2Y = 2*1.038 = 2.076 m
𝑈 1.476 𝑉 2.076
= =0.547 =3.375= 0.616
𝐵 2.7 𝐿

m1=9.2*10-2 m2=5.1*10-2
1.476∗2.076
W=62.5* ∗ 1.5 ∗ 1.25 ∗ 0.8=1860.836 KN
0.475∗0.325

=1860.836*(9.2+0.15*5.1) *10-2
Page | 46
=185.44 KN-m
=1860.836*(5.1+0.15*9.2)*10-2
=120.59 KN-m
4. U=2X = 2*0.263 = 0.526 m
V=2(v1+Y) = 2(0.325+1.038) = 2.726 m
𝑈 0.526 𝑉 2.726
= =0.195 =3.375= 0.808
𝐵 2.7 𝐿

m1=11.9*10-2 m2=4.4*10-2
0.526∗2.726
W=62.5*0.19575∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=870.775 KN
=870.775*(11.9+0.15*4.4) *10-2
=109.37 KN-m
=870.775*(4.4+0.15*11.9.0)*10-2
=53.86 KN-m
Final
BM in shorter span MB =0.5(221.99+91.78-185.44-109.37)=9.48 KN-m
BM in longer span ML =0.5*(126.45+50.07-120.59-53.86)=1.035 KN-m
Final moment for case 2 loading

BM in shorter span MB =2.59+21.0+14.62+9.48=47.69 KN-m
BM in longer span ML =4.58+24.54+6.94+1.035=37.095KN-m
Page | 47
Case3: four wheel loads of the first axle are so placed that the middle 62.5KN wheel load is placed centrally,
with the four wheel loads of second axle following it as shown in figure
W1=37.5KN W4=37.5KN
W2=62.5KN W5=62.5KN
W3=62.5KN W6=62.5KN
Fig. Position of class AA load for max.

BM in deck slab as case 3
A. For Load W1 of Axle 1

X=0.363
i. U=2(u1+X) = 2(0.475+0.363) = 1.676 m
V = 0.325 m
𝑈 1.676 𝑉 0.325
= =0.621 =3.375= 0.097
𝐵 2.7 𝐿

m1=11.8*10-2 m2=12.0*10-2
Page | 48
1.676∗0.325
W=37.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=198.474 KN
=198.474*(11.8+0.15*12.0) *10-2
=27.0 KN-m
=198.474*(12.0+0.15*11.8)*10-2
=27.33 KN-m
ii. U=2X = 2*0.363 = 0.726 m

V = 0.325 = 0.325 m
𝑈 0.726 𝑉 0.325
= =0.269 =3.375= 0.097
𝐵 2.7 𝐿

m1=19.0*10-2 m2=15.0*10-2
0.726∗0.325
W=37.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=85.974 KN
=85.974*(19.0+0.15*15.0) *10-2
=18.27 KN-m
=85.974*(15.0+0.15*19.0)* 10-2
=15.35 KN-m
Final
BM in shorter span MB =0.5*(27.0-18.27)=4.37 KN-m
BM in longer span ML = 0.5*(27.33-15.35) =5.99 KN-m
B. For Load W2 of Axle 1

U = 0.475 m
V = 0.325 = 0.325 m
𝑈 0.475 𝑉 0.325
= =0.176 =3.375= 0.097
𝐵 2.7 𝐿

m1=24.0*10-2 m2=17.5*10-2
0.475∗0.325
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=93.75 KN
Page | 49

=93.75*(24.0+0.15*17.5) *10-2
=24.97 KN-m
=93.75*(17.5+0.15*24.0)* 10-2
=19.79 KN-m
Final
BM in shorter span MB =24.97 KN-m
BM in longer span ML = 19.79 KN-m
C. For Load W3 of Axle 1
X=0.763
i. U=2(u1+X) = 2(0.475+0.763) = 2.476 m

V = 0.325 m
𝑈 2.476 𝑉 0.325
= =0.91 =3.375= 0.097
𝐵 2.7 𝐿

m1=8.7*10-2 m2=9.1*10-2
2.476∗0.325
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=488.685 KN
=488.685*(8.7+0.15*9.1) *10-2
=49.19 KN-m
=488.685*(9.1+0.15*8.7)*10-2
=50.85 KN-m
ii. U=2X = 2*0.763 = 1.526 m

V = 0.325 = 0.325 m
𝑈 1.526 𝑉 0.325
= =0.566 =3.375= 0.097
𝐵 2.7 𝐿
Page | 50
m1=13.0*10-2 m2=12.6*10-2
1.526∗0.325
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=301.185 KN
=301.185*(13.0+0.15*12.6) *10-2
=44.85 KN-m
=301.185*(12.6+0.15*13.0)* 10-2
=43.83 KN-m
Final
BM in shorter span MB =0.5*(49.19-44.85)=2.17 KN-m
D. For Load W4 of Axle 2
X = 0.363 m Y= 1.038 m
1) U=2(u1+X) = 2(0.475+0.363) = 1.676 m

V=2(v1+Y) = 2(0.325+1.038) = 2.726 m
𝑈 1.676 𝑉 2.726
= =0.621 =3.375= 0.808
𝐵 2.7 𝐿

m1=8.1*10-2 m2=3.7*10-2
1.676∗2.726
W=37.5*0.19575∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=1664.737 KN
=1664.737*(8.1+0.15*3.7) *10-2
=144.09 KN-m
=1664.737*(3.7+0.15*8.1) *10-2
=81.83 KN-m
2) U=2x = 2*0.363 = 0.726 m
V=2y = 2*1.038 = 2.076 m
𝑈 0.726 𝑉 2.076
= =0.269 =3.375= 0.616
𝐵 2.7 𝐿
Page | 51

m1=13.7*10-2 m2=5.8*10-2
0.726∗2.076
W=37.5*0.26975∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=549.174 KN
=549.174*(13.7+0.15*5.8) *10-2
= 80.02KN-m
=549.174*(5.8+0.15*13.7) *10-2
=43.14 KN-m
3) U=2(u1+X) = 2(0.26975+0.363) = 1.676 m

V=2Y = 2*1.038 = 2.076 m
𝑈 1.676 𝑉 2.076
= =0.621 = = 0.616
𝐵 2.7 𝐿 3.375

m1=9.0*10-2 m2=4.7*10-2
1.676∗2.076
W=37.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=1267.789 KN
=1267.789*(9.0+0.15*4.7) *10-2
=123.04 KN-m
=1267.789*(4.7+0.15*9.0)*10-2
=76.71 KN-m
4) U=2X = 2*0.363 = 0.726 m
V=2(v1+Y) = 2(0.325+1.038) = 2.726 m
𝑈 0.726 𝑉 2.726
= =0.269 =3.375= 0.808
𝐵 2.7 𝐿

m1=11.0*10-2 m2=4.2*10-2
0.726∗2.726
W=37.5* ∗ 1.5 ∗ 1.25 ∗ 0.8=721.121 KN
0.26975∗0.325

=721.121*(11.0+0.15*4.2) *10-2
=83.66 KN-m
Page | 52

=721.121*(4.2+0.15*11.0.0)*10-2
=40.75 KN-m
Final
BM in shorter span MB =0.25(144.09+80.02-123.04-83.66) =4.353 KN-m
BM in longer span ML =0.25*(81.83+43.14-76.71-40.75) =1.878 KN-m
E. For Load W5 of Axle 2
Y=1.038
i. U= u1= 0.475 m
V =2(v1+Y) = 2.726 m
𝑈 0.475 𝑉 2.726
= =0.176 =3.375= 0808
𝐵 2.7 𝐿

m1=12.1*10-2 m2=4.3*10-2
2.476∗0.325
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=786.347 KN
=786.347*(12.1+0.15*4.3) *10-2
=100.11 KN-m
=786.347*(4.3+0.15*12.1)*10-2
=47.3 KN-m
ii. U=0.475 m
V = 2Y=2.076 m
𝑈 0.475 𝑉 02.076
= =0.176 = 3.375 = 0.616
𝐵 2.7 𝐿

m1=14.2*10-2 m2=5.3*10-2
1.526∗0.325
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=598.847 KN
Page | 53

=598.847*(14.2+0.15*5.3) *10-2
=89.8 KN-m
=598.847*(5.3+0.15*14.2)* 10-2
=44.5 KN-m
Final
BM in shorter span MB =0.5*(100.11-89.8) =5.155 KN-m
F. For Load W6 of Axle 2
X = 0.763 m Y= 1.038 m
I. U=2(u1+X) = 2(0.475+0.763) = 2.476 m

V=2(v1+Y) = 2(0.325+1.038) = 2.726 m
𝑈 2.476 𝑉 2.726
= =0.918 =3.375= 0.808
𝐵 2.7 𝐿

m1=6.1*10-2 m2=3.1*10-2
2.476∗2.726
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=4098.933 KN
=4098.933*(6.1+0.15*3.1) *10-2
=269.1 KN-m
=4098.933*(3.1+0.15*6.1) *10-2
=164.58 KN-m
II. U=2x = 2*0.763 = 1.526 m

V=2y = 2*1.038 = 2.076 m
𝑈 1.526 𝑉 2.076
= =0.566 =3.375= 0.616
𝐵 2.7 𝐿
Page | 54
m1=10.1*10-2 m2=5.1*10-2
1.526∗2.076
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=1923.873 KN
=1923.873*(10.1+0.15*5.1) *10-2
= 209.03KN-m
=1923.873*(5.1+0.15*10.1) *10-2
=127.27 KN-m
III. U=2(u1+X) = 2(0.56675+0.763) = 2.476 m

V=2Y = 2*1.038 = 2.076 m
𝑈 2.476 𝑉 2.076
= =0.918 =3.375= 0.616
𝐵 2.7 𝐿

m1=6.9*10-2 m2=3.8*10-2
2.476∗2.076
W=62.5*0.475∗0.325 ∗ 1.5 ∗ 1.25 ∗ 0.8=3121.565 KN
=3121.565*(6.9+0.15*3.8) *10-2
=233.19 KN-m
=3121.565*(3.8+0.15*6.9)*10-2
=150.93 KN-m
IV. U=2X = 2*0.763 = 1.526 m

V=2(v1+Y) = 2(0.325+1.038) = 2.726 m
𝑈 1.526 𝑉 2.726
= =0.566 =3.375= 0.808
𝐵 2.7 𝐿

m1=8.9*10-2 m2=3.7*10-2
1.526∗2.726
W=62.5* ∗ 1.5 ∗ 1.25 ∗ 0.8=2526.241 KN
0.475∗0.325

=2526.241*(8.9+0.15*3.7) *10-2
Page | 55
=238.86 KN-m
=2526.241*(3.7+0.15*8.9.0)*10-2
=127.2 KN-m
Final
BM in shorter span MB =0.25(269.1+209.03-233.19-238.86) =1.52 KN-m
BM in longer span ML =0.25*(164.58+127.27-150.93-127.2) =3.43 KN-m
Final moment due to case 3 loading

BM in shorter span MB =4.37+24.97+2.17+4.353+5.155+1.52=42.53 8KN-m
BM in longer span ML =5.99+19.79+3.51+1.878+1.4+3.43=36.0 KN-m
 Live Load BM due to IRC Class A Loading

Figure shows the placement of loading for maximum B.M. in which wheel of axle 1 is placed centrally with
wheel of axle 2 following it, being each 57 KN
W1=57KN
Fig. Position of class A load for max. BM
Page | 56
U1=0.5+2*0.0875=0.675 m
V1=0.25+2*0.0875=0.425 m
4.5
Impact factor fraction =6+2.7 = 0.515
We adopt impact factor of 1.5
 For Load W1 of Axle I
U = 0.675 m
V = 0.475 = 0.475 m
𝑈 0.675 𝑉 0.475
= =0.25 =3.375= 0.126
𝐵 2.7 𝐿

m1=19.1*10-2 m2=15.0*10-2
0.675∗0.475
W=57*0.675∗0.475 ∗ 1.5 ∗ 1.5 ∗ 0.8=85.5 KN
=102.6*(19.1+0.15*15.0) *10-2
=21.905 KN-m
=102.6*(15.0+0.15*19.1)* 10-2
=18.329 KN-m
Final
BM in shorter span MB =21.905 KN-m
BM in longer span ML = 18.329 KN-m
 For Load W1 of Axle 2
Y=0.988
iii. U= u1= 0.675 m

V =2(v1+Y) = 2.826 m
Page | 57
𝑈 0.675 𝑉 2.826
= =0.25 =3.375= 0.838
𝐵 2.7 𝐿

m1=11.0*10-2 m2=4.1*10-2
2.476∗0.325
W=57*0.675∗0.325 ∗ 1.5 ∗ 1.5 ∗ 0.8=682.23 KN
=682.23*(11.0+0.15*4.1) *10-2
=79.25 KN-m
=682.23*(4.1+0.15*11.0)*10-2
=39.23 KN-m
iv. U=0.675 m
V = 2Y=1.976 m
𝑈 0.675 𝑉 01.976
= =0.25 = 3.375 = 0.586
𝐵 2.7 𝐿

m1=13.4*10-2 m2=5.7*10-2
1.526∗0.325
W=57*0.675∗0.325 ∗ 1.5 ∗ 1.5 ∗ 0.8=477.03 KN
=477.03*(13.4+0.15*5.7) *10-2
=68.01 KN-m
=477.03*(5.7+0.15*13.4)* 10-2
=36.78 KN-m
Final
BM in shorter span MB =0.5*(79.25-68.01) =5.62 KN-m
BM in longer span ML = 0.5*(39.23-36.78) =1.23KN-m
Final BM due to class A loading

BM in shorter span MB =21.905+5.62=27.53 KN-m
BM in longer span ML=18.329+1.23=19.56 KN-m
Page | 58
5.1.2.3. Shear force calculation

 Shear force due to dead load
Maximum SF due to dead load in shorter span =Wu*l/3+Vu fillet
=11.81*2.7/3+0.5*0.3*0.15*0.25*25*3.375*1.35
=11.27 KN
Here 25% of weight of fillet is taken.
 Shear force due to live load
SF is calculated by using effective width method as Pigeaud’s method is not applicable. Shear Force will be
maximum when dispersed edge of the load touches the face of the support.
𝐵 3.375
= = 1.25
𝐿 2.7
∝=2.38 for continuous slab
 Class A loading
Page | 59
Impact factor fraction =50%
FOR WHEEL I
500+2(87.5+250)
a= = 0.5875 𝑚
2
b1=W+2h=.25+2*0.0875=4.25 m
𝑎
Beff = ∝*a*(1-𝑙𝑜)+b1
0.5875
=2.38*0.5875*(1- ) + 0.425
2.7
=1.519 m
Since the beff of individual wheel overlaps, modified effective width
Beffmod=0.3+0.25/2+1.2+beff/2=2.385 m
Here width of cross girder is considered for calculating effective width.

2∗57∗1.5∗1.5
Load due to wheel I = = 107.55 𝑘𝑁
2.385
FOR WHEEL II
a=2.7 − 1.8 − 0.5875 = 0.3125 𝑚
b1=W+2h=.25+2*0.0875=4.25 m
𝑎
Page | 60
0.3125
=2.38*0.3125*(1- ) + 0.425
2.7
=1.083 m
Since there is no over lapping, effective width of both wheel and their load intensity is same.
57∗1.5∗1.5
Load due to wheel I = = 118.43𝑘𝑁
1.083
107.55∗0.5875+118.43∗0.3125
Ra= = 97.9 𝑘𝑁
2.7
107.55∗0.5875+118.43∗2.388
Rb= = 128.2 𝑘𝑁
2.7
 SF due to class AA wheel load

Shear Force is calculated by effective width method for effective size of panel 2.7 m X 3.375 m. For maximum
Shear Force, the loading is to be arranged by trial and error, keeping in mind the following two points.
i) Wheel 1 is 1.2 m from kerb.

ii) The outer line of third wheel from left should be as near to the face of right hand support as possible.
So there can be two possibilities for placing the loads for Shear Force computation. In first possibility, left
most wheel is placed such that it spreads up to bottom reaches the face of the rib. In second possibility, third
wheel from left is placed as near to the face of right hand support as possible as.
Impact factor fraction=25%
Case 1: Left most wheel is placed such that its spread up to bottom reaches the face of the rib.
Page | 61
FOR WHEEL I
300+2(87.5+250)
a= = 0.488 𝑚
2
b1=W+2h=.15+2*0.0875=0.325 m
𝑎
0.488
=2.38*0.488*(1- ) + 0.325
2.7
=1.277 m
Beffmod=0.3+0.15/2+1.2+beff/2=2.214 m

2∗37.5∗1.5∗1.25
2.214
FOR WHEEL 2
𝑎 = 0.488 + 0.6 = 1.088 𝑚
b1=W+2h=.15+2*0.0875=0.325 m
Page | 62
𝑎
1.088
=2.38*1.088*(1- ) + 0.325
2.7
=1.871 m
Beffmod=0.3+0.15/2+1.2+beff/2=2.511 m

2∗62.5∗1.5∗1.25
Load due to wheel 2 = = 93.34 𝑘𝑁
2.511
FOR WHEEL 3
𝑎 = 162 + 300 + 150 = 0.612 𝑚
b1=W+2h=0.15+2*0.0875=0.325 m
𝑎
0.612
=2.38*0.612*(1- ) + 0.325
2.7
=1.451 m
Beffmod=0.3+0.15/2+1.2+beff/2=2.3 m

2∗62.5∗1.5∗1.25
2.3
63.51∗2.212+93.34∗1.612+101.9∗0.612
Ra= = 130.9 𝑘𝑁
2.7
63.51∗0.488+93.34∗1.088+101.9∗2.088
Rb= = 127.9 𝑘𝑁
2.7
Page | 63
Case 2: Third wheel from left is placed as near to the face of right hand support as possible.
FOR WHEEL I
300+2(87.5+250)
a= = 0.488 𝑚
2
b1=W+2h=.15+2*0.0875=0.325 m
𝑎
0.488
=2.38*0.488*(1- ) + 0.325
2.7
=1.277 m
Beffmod=0.3+0.15/2+1.2+beff/2=2.214 m
Page | 64

2∗62.5∗1.5∗1.25
2.214
FOR WHEEL 2
𝑎 = 2.7 − .488 − 1.0 = 1.212 𝑚
b1=W+2h=.15+2*0.0875=0.325 m
𝑎
1.212
=2.38*1.212*(1- ) + 0.325
2.7
=1.915 m
Beffmod=0.3+0.15/2+1.2+beff/2=2.532 m

2∗62.5∗1.5∗1.25
2.532
FOR WHEEL 3
𝑎 = 1.212 − 0.60 = 0.612 𝑚
b1=W+2h=0.15+2*0.0875=0.325 m
𝑎
0.612
=2.38*0.612*(1- ) + 0.325
2.7
=1.451 m
Beffmod=0.3+0.15/2+1.2+beff/2=2.3 m
Page | 65

2∗37.5∗1.5∗1.25
2.3
61.2∗2.088+92.6∗1.488+105.9∗0.488
Ra= = 117.5 𝑘𝑁
2.7
61.2∗0.612+92.6∗1.212+105.9∗2.212
Rb= = 142.2 𝑘𝑁
2.7
Page | 66
 Class AA track load

One track of 350 KN is placed near the support such that dispersion just touches the edge.
Impact factor fraction=25%
0.85 + 2(0.25 + 0.0875)

𝑎= = 0.763 𝑚
2
b1=W+2h=3.6+2*0.0875=3.775 m
𝑎
0.612
=2.38*0.763*(1- ) + 3.775
2.7
=5.078 m (limited to 3.375 m)
Page | 67
As the width is limited to 3.375 m we take size of panel 3.375 m as an effective width.
Intensity of load is modified as the slab do not accommodate whole track load on it.
350∗3.375
Modified intensity of load = = 328.1 𝑘𝑁
3.6
328.1∗1.25∗1.5
Load = = 182.3 𝑘𝑁
3.375
182.3∗1.937
Ra= = 130.8 𝑘𝑁
2.7
182.3∗0.763
Rb= = 51.52 𝑘𝑁
2.7
The calculated bending moments and shear force for restrained slab at different loading conditioned are
summarized as follows.
SN Loading condition Design Bending Design Shear

Moment(KN-m) Force(KN)
Transverse Longitudinal
direction direction
1 Dead load 5.17 3.62 11.27
2 Class A load 27.53 19.56 128.2
3 Class AA track load 41.59 26.43 130.8
4 Class AA wheel Case 1 47.97 28.67 Case 1 130.9

Load
Case 2 47.69 37.01
Case 2 142.2
Case 3 42.54 36.0
Design bending moment =47.97+5.17=53.14 KN-m

transverse direction
Design bending moment in =37.01+3.62=40.63 KN-m

longitudinal direction
Design shear force =142.2*0.8+11.27=125.1 KN
Page | 68
 Design of reinforcements
Check for depth of slab
Provide an overall depth of 400 mm and using 16 mm diameter bars and clear cover of 40 mm
Effective depth dprov=250-40-10/2
=205 mm
𝑀𝑢 53.14∗10^6
𝑑bal=√𝑄∗𝑏 = √ 4.15∗1000
=113.16 mm
Moment coefficient (Q) =0.36*fck*0.48*(1-0.416*0.48)
=4.15
𝑑𝑝𝑟𝑜𝑣 > 𝑑𝑏𝑎𝑙
Since, dbal < dprov , section of slab is designed as Singly Reinforced Under-Reinforced Section (SRURS).
Primary Reinforcement
𝑀𝑢 = 53.14∗10^6
=1.27
𝑏𝑑^2 1000∗205^2

100𝐴𝑠𝑡
Percentage reinforcement pt= =0.37%>ptmin=0.12%
𝑏𝑑
0.37∗1000∗205
Hence, Ast= =758.5 mm2
100
1000∗𝜋∗102 /4
Spacing of bar = 758.5
=103.55 mm
Adopt 10 mm ∅ bar @ 100 mm c/c as main reinforcement
Page | 69
𝟏𝟎𝟎𝟎∗𝝅∗𝟏𝟎𝟐 /𝟒
prov = 786 mm2
Ast = 𝟏𝟎𝟎
Transverse reinforcement
Effective depth d=205-10/2-10/2=195 mm

𝑀𝑢 = 40.63∗10^6
=1.07
𝑏𝑑^2 1000∗195^2

100𝐴𝑠𝑡
Percentage reinforcement pt= = 0.31 % > ptmin=0.12%
𝑏𝑑
0.31∗1000∗195
Hence, Ast= =604.5 mm2
100
1000∗𝜋∗102 /4
Spacing of bar = 604.5
=129.92mm
Adopt 10 mm ∅ bar @ 120 mm c/c as distribution reinforcement
𝟏𝟎𝟎𝟎∗𝝅∗𝟏𝟎𝟐 /𝟒
prov = 655 mm2
Ast = 𝟏𝟕𝟎
Temperature reinforcement
Since there is no negative moments minimum reinforcement is provided in tension part of slab.
From IRC 21 pt min=0.12%

0.12
Ast required = 100 ∗ 1000 ∗ 205 = 246 𝑚𝑚^2
Provide 10mm ∅ bar.
1000∗𝜋∗102 /4
Spacing of bar = = 320 𝑚𝑚
246
Adopt 10 mm ∅ bar @ 300 mm c/c as temperature reinforcement
Page | 70
𝟏𝟎𝟎𝟎∗𝝅∗𝟏𝟎𝟐 /𝟒
prov = 262 mm2
Ast = 𝟑𝟎𝟎
Check for shear
depth (d)=250+150-40-10/2=355 mm
𝑉𝑢 125.1∗1000
Τv =𝑏𝑑 = = 0.35𝑁/𝑚𝑚^2
1000∗355
Depth factor (K)=1
Design shear strength of concrete section (τc)= 1*0.44=0.44 N/mm2
For M30and pt=0.37%
Limiting value of shear stress for M30 (τc,max)= 3.5N/mm2
Since τv< τc no shear reinforcement is required.
Page | 71
5.2. Design of Longitudinal girder:

AVAILABLE DATA:
 Clear span = 14.1m

 Bearing width = 450mm
 Effective span of T-beam bridge: 14.1+0.45 =14.55m
 Total length of bridge: 14.55+0.45= 15m
 Width of carriage way 7.5m (IRC 5: 1998 & IRC 6: 2014)
 Footpath width: 800mm (both side, pedestrians are allowed)
 Railing : 1100 mm  150 mm  150 mm @ 3713mm c/c with 3-cast iron pipes of 50mmф
 Camber: 125 mm at center linearly varying to 50mm at kerb. (2%)
 Wearing coat: 87.5mm avg. Asphalt concrete
 Footpath height above pavement: 250mm
 Total footpath height above deck slab: 300 mm
 Depth of Longitudinal girders: 1200 mm
 Width of longitudinal girder: 300mm
 Width of cross girder: 300mm
 Depth of cross girder: 900 mm
 Deck slab thickness: 250 mm
 Cantilever slab: 250 mm at girder face; linearly varying to 150 mm @toe
 c/c spacing of longitudinal girders: 3000 mm
 c/c spacing of cross girders: 3675 mm
 Width of cantilever span from face of girder: 1550mm
 Grade of concrete: M30
 Grade of steel: Fe415
 Use 40mm clear cover for both slab and girder
Page | 72
5.2.1. Design Of Longitudinal Girder:

Effective span=14.55 m
Rib width=300mm
Slab thickness=250 mm
Main girder spacing=3 m c/c
Depth of rib = 950 mm (excluding slab)
Total depth D =950+250=1200mm
5.2.1.1. Design Dead Load For Main Girder

Calculation of dead loads on main girder per running meter of span:
(I) For end girder:
Railing: (0.15*1.15*1.1*5*25+15*3*0.0534)*1.35/15=0.495KN/m
Kerb:(25*1.35*0.3*0.8)=8.1 KN/m
Wearing coat:1.75*87.5/1000*22*2.25=7.58KN/m
Wt. of end portions of slab cantilever:1.35*25*0.5*(0.15+0.25)*1.25=8.437
KN/m
Wt. of end portions of slab middle:0.25*1.35*25*1.95=16.453
KN/m
Live load due to pedestrian=4× 2=8 kN/m
Total load=49.065KN/m
(II) For inner girder:

Wearing coat:1.75*87.5/1000*22*3=10.106KN/m
Wt. of middle portion of slab: 0.25*1.35*25*3=25.3125
KN/m
Total load=35.418KN/m
Main girder rib:

Rectangular rib = 25 ×0.3× 0.950 × 1.35= 9.619 kN/m
Fillet = [(25*1/2*0.15*0.3) *1.35] = 1.519 KN/m
Bulging part at bottom = [25*0.0225*1.35] *2 = 1.519 KN/m
(area of bulging part from ACAD = 0.0225𝑚2 )
Design dead load of a main girder = (9.619+1.519+1.519)=12.675 kN/m
∴Design uniform dead load on each of the end girders =49.065 +12.675 = 61.74 KN/m
∴Design uniform dead load on the inner girder =35.418+12.675 = 48.1 KN/m
Cross girder web:

Dead weight of cross girder acts as a point load in main girder:
Page | 73
Design dead weight of one intermediate cross girder =25*0.24*(2.7*2)*1.35=43.74KN

(area from ACAD = 0.24𝑚2 )
∴Design point load on main girder due to intermediate cross girder = 43.74/3 = 14.58 KN
Design dead weight of one end cross girder =25*0.1275*(2.7*2) *1.35=23.237KN

(area from ACAD = 0.1275𝑚2 )
∴Design point load on main girder due to intermediate cross girder = 23.237/3 = 7.746 KN
The presentation is as follows:
i) End Main Girder:

14.58KN 14.58KN 14.58KN
7.746KN 7.746KN
3675 61.74 KN/m 3675
3825 3675 3675 3825
15000
R=492.66KN R=492.66KN
Fig:
dead load on end main girder
Reaction on each of the end girders=492.66KN
Maximum dead load bending moment at center of span is,

(Mmax)dead load = 492.66*7.5-7.746*7.35-14.58*3.675-61.74*7.52 /2 = 1848KNm
Dead load bending moment at 3.825mfrom extreme end is,

(M3.825)dead load = 492.66*3.825-7.746*3.675-61.74*3.8252 /2 = 1404.31KNm
Maximum dead load shear at support is,

(Vdead)support=492.66 KN
Dead load shear at 3.825m from extreme end at just left position is,
(Vdead)3.8525=492.66-7.746-61.74*3.825 = 248.758 KN
(Vdead)7.5=492.66-7.746-14.58-61.74*7.5 = 7.284 KN
Page | 74
ii) Intermediate Main Girder:
14.58KN 14.58KN 14.58KN

7.746KN 7.746KN
3675 48.1 KN/m 3675
3825 3675 3675 3825
15000
R=390.366 KN R=390.366 KN
Fig: dead
load on end main girder
Reaction on middle girder=390.366KN
Maximum dead load bending moment at center of span is,
(Mmax)dead load = 390.366*7.5-7.746*7.35-14.58*3.675-48.1*7.52 /2 = 1464.42KNm
Dead load bending moment at 3.825mfrom extreme end is,

(M3.825)dead load = 390.366*3.825-7.746*3.675-48.1*3.8252 /2 = 1112.816KNm
Maximum dead load shear at support is,

(Vdead)support=390.366KN
(Vdead)3.8525=390.366-7.746-48.1*3.825 = 198.64 KN
(Vdead)7.5=390.366-7.746-14.58-48.1*7.5 = 21.87 KN
5.2.2. Calculation Of Bending Moment Using Hendry-Jaegar Method:

12 𝐿 3 𝑛𝐸𝐼𝑇
α=(𝜋4 )(ℎ) ( )
𝐸𝐼
𝜋2 h CJ
β =( ) ( )( )
2𝑛 𝐿 𝐸𝐼𝑇
𝐸𝐼1
c = 𝐸𝐼 =1
2
L= span of bridge deck = 15 m
Page | 75
h = spacing of longitudinal girders = 3 m

n = number of cross girders = 5
EI = flexural rigidity of longitudinal girder
CJ = torsional rigidity of longitudinal girder
E𝐼1 & E𝐼2 = flexural rigidities of the outer & inner longitudinal girders
E𝐼𝑇 = flexural rigidity of one cross beam
Longitudinal girder:
y
3000
250
950
300
x
o
𝐴1 𝑦 + 𝐴2 𝑦2
y̅ =
𝐴1+ 𝐴2
0.25×3×1.075+0.3×0.95×0.475
=
3×0.25+0.3×0.95
=0.908 m
3×0.253 0.3×0.953
ILG= + (3 × 0.25) × (1.075 − 0.908)2 + + (0.3 × 0.95) × (0.475 − 0.908)2
12 12
= 0.0996 𝑚4
Cross girder:
250
3675
650
300
x
o
Page | 76
𝐴1 𝑦 + 𝐴2 𝑦2
y̅ =
𝐴1+ 𝐴2
3.675×0.25×0.775+0.3×0.65×0.325
= 1.33×0.25+0.3×0.65
=0.696m
3.675×0.253 0.3×0.653
ICG= + (3.675 × 0.25) × (0.25 − 0.204)2 + + (0.3 × 0.65) × (0.325 − 0.696)2
12 12
= 0.04 𝑚4
Now,
12 𝐿 3 𝑛𝐸𝐼𝑇
α=(𝜋4 )(ℎ) ( )
𝐸𝐼
12 15 3 5×𝐸×0.04
α = 𝜋4 × ( 3 ) × 𝐸×0.0996 = 30.921
and,
𝜋2 h CJ
β =(2𝑛) (𝐿 )(𝐸𝐼 )
𝑇
For calculating the value of CJ i.e, the torsional rigidity of girder

From diagram of Main Girder:
(b/a)=3000/250=12 R=0.333
(b/a)=950/300=3.167 R=0.266
I0=0.33*2503*3000+0.266*3003*950=2.24*1010mm4=0.0224m4
𝜋2 3 0.4∗E∗0.0224
β =(2∗5) (15)( )=0.044 = 0
𝐸∗0.04
for the values of α and β, distribution coefficient matrix is:
0.83 0.33 -0.16

Pij= 0.33 0.38 0.29
-0.16 0.29 0.87
Page | 77
Class A wheeled load

4.5 4.5
Impact factor = 6+𝑙 = 6+15= 0.21
TRANSVERSE POSITIONING OF LIVE LOAD FOR MAXIMUM BENDING MOMENT
W W W W
400 1800 1700 1800
A B C
1700 3000 3000 1700
1.473W 1.987W 0.539W
Fig: equivalent load on semi continuum plate

Determination of reaction factors
[R]=[Pij][Hi]
𝑅𝐴 = 1.792𝑊
𝑅𝐵 = 1.397𝑊
𝑅𝐶 = 0.809𝑊
Page | 78
Intermediate Girder
Maximum BM at mid span:
144.53KN
144.53KN
34.22KN
34.22KN
86.2KN
86.2KN
1100 3200 1200 4300 3000
1 1.55 3.15 3.75 1.6 0.1

fig:
Positioning of live load after including reaction factor of 1.397 and impact factor 1.21 and partial safety factor 1.5
Maximum bending moment at center is found to be 1231.06KNm
Maximum BM at 1/4th span:

144.53KN
144.53KN
34.22KN
86.2KN
86.2KN
3200 1200 4300 3000
0.41 2.81 2.51 1.44 0.69
fig: Positioning of live load after including reaction factor of 1.397 and impact factor 1.21 and partial safety factor 1.5
Maximum bending moment at 1/4th span is found to be 966.54KNm
Page | 79
Maximum shear at support:

144.53KN
144.53KN
86.2KN
86.2KN
86.2KN
86.2KN
1200 4300 3000 3000 3000
1 0.92 0.63 0.43 0.23 0.033 fig:

Maximum shear at support 391.54 KN
Maximum shear at 1/4th span:

144.53KN
144.53KN
34.22KN
86.2KN
86.2KN
3200 1200 4300 3000
0.75
0.67 0.38 0.18 fig:
Maximum shear at 1/4th span is 253.50 KN
End Longitudinal Girder
Changing the reaction factor to 1.792 gives the design responses

Page | 80
Class AA wheel load
Impact factor = 25%

W 1.67W 1.67W W
1500 600 1000 600
A B C
1700 3000 3000 1700
1.713W 3.959W 0.333W

[R]=[Pij][Hi]
𝑅𝐴 = 2.675𝑊
𝑅𝐵 = 2.166𝑊
𝑅𝐶 = 1.164𝑊
Page | 81
Intermediate Girder
253.83KN
253.83KN
1200
3.75 3.15

253.83KN
253.83KN
1200
2.81 2.51
Page | 82

253.83KN
253.83KN
1200
1 0.92 fig:

253.83KN
253.83KN
1200
0.75
0.67 fig:
Maximum shear at 1/4th span is 360.44KN
End Longitudinal Girder
Changing the reaction factor to 2.675 gives the design responses
Page | 83
Class AA Track load
Impact factor = 10%

W W
1625 2050
H1=0.656W H2=1.419W H3=0.076W

[R]=[Pij][Hi]
𝑅𝐴 = 1.025𝑊
𝑅𝐵 = 0.734𝑊
𝑅𝐶 = 0.240𝑊
Page | 84
Intermediate Girder

423.88KN
2.85 3.75 2.85 fig:

Positioning of live load after including reaction factor of .734 and impact factor 1.1 and partial safety factor 1.5
Maximum bending moment at center is found to be 1398.8 KNm
423.88KN
2.14 2.81 2.14 fig:

End Girder
Changing the reaction factor to 1.025;
Page | 85

3000
W1=350KN
girder B
3600
2050
W2=350KN
950
girder A
15000
fig: Positioning of live load for max shear
Reaction of W2 on GirderB= (350*0.95)/3=110.83KN
Reaction of W2 on GirderA= (350*2.05)/3=239.17KN
Total load on Girder B=350+110.83=460.83KN
Maximum Reaction in Girder B=460.83*(15-1.8)/15=405.53KN
Maximum Reaction on Girder A=239.17*(15-1.8)/15=210.47KN
Maximum Live load shears with impact factor 1.1, partial safety factor 1.5 and reaction factor 0.644 in:
Inner Girder=405.53*0.734*1.1*1.5=491.137KN
Outer Girder=210.47*1.025*1.1*1.5=355.957KN
Page | 86

3000
W1=350KN
girder B
3600
2050
W2=350KN
950
girder A
15000
Reaction of W2 on GirderB= (350*0.95)/3=110.83KN
Reaction of W2 on GirderA= (350*2.05)/3=239.17KN
Total load on Girder B=350+110.83=460.83KN
Maximum Reaction in Girder B=460.83*11.25/15=345.62KN
Maximum Reaction on Girder A=239.17*11.25/15=179.38KN
Maximum Live load shears with impact factor 1.1, partial safety factor 1.5 and reaction factor 0.68 in:
Inner Girder=345.62*1.1*0.734*1.5=418.58KN
Outer Girder=179.39*1.1*1.025*1.5=303.393KN
Page | 87
Calculation of maximum design Bending Moment
(I) Maximum B.M. at mid-span for intermediate girder=1464.42+1751.43=3215.85 KNm

(II) Maximum B.M. at mid-span for end girder=1848+2163.01=4011.01 KNm
(I) Maximum B.M. at quarter span for intermediate girder=1112.816+1350.38=2463.196 KNm
(II) Maximum B.M. at quarter span for end girder=1404.31+1667.71=3072.02 KNm
Calculation of maximum design Shear force
(I) Shear force at support for Intermediate girder=491.137+390.366=881.503KN

(II) Shear force at support for end girder=492.66+601.88=1094.54KN
(I) Shear force at quarter span for intermediate girder=418.58+198.64=617.22KN
(II) Shear force at quarter span for end girder=248.758+445.14=693.898KN
Page | 88
5.2.3. Design for Bending Moment:
D=1200mm
d=1200-40-32/2=1144mm
𝑏𝑓 =Lo/5+𝑏𝑤 =3000/5+300=900mm
I. BM Design At Mid-Section Of Intermediate Longitudinal Girder:
Design bending moment𝑀𝑢 = 3215.85KNm
Assuming Xu lies in flange;
𝑀𝑢 =0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (𝑑 − 0.42𝑥𝑢 )
Or, 3215.85*106 =0.36*30*900*𝑥𝑢 (1144-0.42𝑥𝑢 )
Solving,
𝑥𝑢 = 328.92𝑚𝑚 > 𝐷𝑓
Hence, our assumption is false and NA lies in web.
𝑥𝑢,𝑙𝑖𝑚 = 0.48𝑑 = 0.48 ∗ 1144 = 549.12𝑚𝑚
𝐷𝑓 /𝑑 = 0.22 > 0.2,
𝑦𝑓
𝑀𝑢,𝑙𝑖𝑚 = 0.36𝑓𝑐𝑘 𝑏𝑤 𝑥𝑢,𝑙𝑖𝑚 (𝑑 − 0.42𝑥𝑢.𝑙𝑖𝑚 ) + 0.446𝑓𝑐𝑘 ∗ (𝑏𝑓 − 𝑏𝑤 )𝑦𝑓 (𝑑 − )
2
Where, 𝑦𝑓 = 0.15𝑥𝑢,𝑙𝑖𝑚 + 0.65𝐷𝑓 =0.15*549.12+0.65*250=244.87mm
Or, 𝑀𝑢,𝑙𝑖𝑚 = 0.36 ∗ 30 ∗ 300 ∗ 549.12(1144 − 0.42 ∗ 549.12) + 0.446 ∗ 30 ∗ (900 − 300) ∗ 244.87 ∗ (1144 −
244.87
)
2
Or,𝑀𝑢,𝑙𝑖𝑚 = 2013.63𝐾𝑁𝑚 <, 𝑀𝑢 = 3215.85𝐾𝑁𝑚
Hence we have to design doubly reinforced section.
To calculate area of steel required to resist Mu,lim(Ast1):
Page | 89
𝑀𝑢,𝑙𝑖𝑚 = 0.87𝑓𝑦 𝐴𝑠𝑡1 (𝑑 − 0.42𝑥𝑢,𝑙𝑖𝑚 )
Or, 2013.63*106 =0.87*415*𝐴𝑠𝑡1 (1144 − 0.42 ∗ 549.12)
𝐴𝑠𝑡1 = 6106.13𝑚𝑚2
Additional moment resisted by beam (𝑀𝑢2 ) = 𝑀𝑢 − 𝑀𝑢,𝑙𝑖𝑚
=3215.85-2013.63
=1202.22KNm
𝑀𝑢2
𝐴𝑠𝑡2 =
0.87𝑓𝑦 (𝑑 − 𝑑 ′ )
1202.22 ∗ 106
=
0.87 ∗ 415(1144 − 50)
= 3043.68𝑚𝑚2
𝐴𝑠𝑡 = 𝐴𝑠𝑡1 + 𝐴𝑠𝑡2 =9149.81𝑚𝑚2
Provide 12ф32 rebar as tensile reinforcement.
Now, to calculate 𝐴𝑠𝑐 ;
Strain at the level of center of compression steel;
𝑥𝑢,𝑙𝑖𝑚 − 𝑑 ′
ɛ𝑠𝑐 = 0.0035 ( ) = 0.00318
𝑥𝑢,𝑙𝑖𝑚
𝑓𝑠𝑐 =355.47MPa
𝑓𝑐𝑐 = 0.446𝑓𝑐𝑘 = 0.446 ∗ 30 = 13.38𝑀𝑃𝑎
Then;
𝑀𝑢2 1202.22∗106
𝐴𝑠𝑐 =( 𝑓 = ( 355.47−13.38)(1144−50) = 3212.37𝑚𝑚2
𝑠𝑐 −𝑓𝑐𝑐 )(𝑑−𝑑′ )
Provide 4ф32rebar as compression reinforcement.
Page | 90
II. BM Design At 1/4th Span Of Intermediate Longitudinal Girder:
Design bending moment 𝑀𝑢 =2463.196KNm
𝑀𝑢 =0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (𝑑 − 0.42𝑥𝑢 )
Or, 3201.051*106 =0.36*30*900*𝑥𝑢 (1144-0.42𝑥𝑢 )
Solving,
𝑥𝑢 = 243.24𝑚𝑚 < 𝐷𝑓
Hence, our assumption is true and NA lies in flange. Design SRURS section.
Then,
𝑀𝑢 = 0.87𝑓𝑦 𝐴𝑠𝑡 (𝑑 − 0.42)𝑋𝑢
Or, 3201.051*106 =0.87*415*𝐴𝑠𝑡 (1144-0.42∗ 243.24)
𝐴𝑠𝑡 = 8509.9𝑚𝑚2
Provide12ф32 rebars as tensile reinforcement.
And,
Provide 4ф32rebars as compression reinforcement as holder bars.
Page | 91
III. BM Design At Mid-Section Of End Longitudinal Girder:
Design bending moment 𝑀𝑢 = 4011.01KNm
𝑀𝑢 =0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (𝑑 − 0.42𝑥𝑢 )
Or, 4011.01*106 =0.36*30*900*𝑥𝑢 (1144-0.42𝑥𝑢 )
Solving,
𝑥𝑢 = 427.95𝑚𝑚 > 𝐷𝑓
𝑥𝑢,𝑙𝑖𝑚 = 0.48𝑑 = 0.48 ∗ 1144 = 549.12𝑚𝑚
𝐷𝑓 /𝑑 = 0.22 > 0.2,
𝑦𝑓
2
Or, 𝑀𝑢,𝑙𝑖𝑚 = 0.36 ∗ 30 ∗ 300 ∗ 549.12(1144 − 0.42 ∗ 549.12) + 0.446 ∗ 30 ∗ (900 − 300) ∗ 244.87 ∗ (1144 −
244.87
)
2
Or, 2013.63*106 =0.87*415*𝐴𝑠𝑡1 (1144 − 0.42 ∗ 549.12)
𝐴𝑠𝑡1 = 6106.13𝑚𝑚2
=4011.01-2013.63
Page | 92
=1997.38KNm
𝑀𝑢2
𝐴𝑠𝑡2 =
0.87𝑓𝑦 (𝑑 − 𝑑 ′ )
1997.38 ∗ 106
=
0.87 ∗ 415(1144 − 50)
= 5056.80𝑚𝑚2
𝐴𝑠𝑡 = 𝐴𝑠𝑡1 + 𝐴𝑠𝑡2 =11162.93𝑚𝑚2
Provide 14ф32 rebars as tensile reinforcement.
ɛ𝑠𝑐 = 0.0035 ( ) = 0.00318
𝑓𝑠𝑐 = 355.47MPa
𝑓𝑐𝑐 = 0.446𝑓𝑐𝑘 = 0.446 ∗ 30 = 13.38𝑀𝑃𝑎
Then;
𝑀𝑢2 1997.38∗106
𝐴𝑠𝑐 =( 𝑓 )(𝑑−𝑑′ )
= ( 355.47−13.38)(1144−50) = 5337.07𝑚𝑚2
𝑠𝑐 −𝑓𝑐𝑐
Provide 4ф32 and 4ф28 rebars as compression reinforcement.
Page | 93
IV. BM Design At 1/4th Span Of Endlongitudinal Girder:
Design bending moment 𝑀𝑢 = 3072.02KNm
𝑀𝑢 =0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (𝑑 − 0.42𝑥𝑢 )
Or, 3072.02*106 =0.36*30*900*𝑥𝑢 (1144-0.42𝑥𝑢 )
Solving,
𝑥𝑢 = 312.00𝑚𝑚 > 𝐷𝑓
𝑥𝑢,𝑙𝑖𝑚 = 0.48𝑑 = 0.48 ∗ 1144 = 549.12𝑚𝑚
𝐷𝑓 /𝑑 = 0.22 > 0.2,
𝑦𝑓
2
Or, 𝑀𝑢,𝑙𝑖𝑚 = 0.36 ∗ 30 ∗ 300 ∗ 549.12(1144 − 0.42 ∗ 549.12) + 0.446 ∗ 30 ∗ (900 − 300) ∗ 244.87 ∗ (1144 −
244.87
)
2
Or, 2013.63*106 =0.87*415*𝐴𝑠𝑡1 (1144 − 0.42 ∗ 549.12)
𝐴𝑠𝑡1 = 6106.13𝑚𝑚2
=3072.02-2013.63
Page | 94
=1058.39KNm
𝑀𝑢2
𝐴𝑠𝑡2 =
0.87𝑓𝑦 (𝑑 − 𝑑 ′ )
1058.39 ∗ 106
=
0.87 ∗ 415(1144 − 50)
= 2679.54𝑚𝑚2
𝐴𝑠𝑡 = 𝐴𝑠𝑡1 + 𝐴𝑠𝑡2 =8785.675𝑚𝑚2
Provide11ф32 rebars as tensile reinforcement.
ɛ𝑠𝑐 = 0.0035 ( ) = 0.00318
𝑓𝑠𝑐 = 355.47MPa
𝑓𝑐𝑐 = 0.446𝑓𝑐𝑘 = 0.446 ∗ 30 = 13.38𝑀𝑃𝑎
Then;
𝑀𝑢2 1058.39∗106
𝐴𝑠𝑐 =( 𝑓 )(𝑑−𝑑′ )
= ( 355.47−13.38)(1144−50) = 2828.06𝑚𝑚2
𝑠𝑐 −𝑓𝑐𝑐
Provide 4ф32rebars as compression reinforcement.
Page | 95
5.2.3.1. Detailing Of Reinforcements:
Since d>450mm, Provide side reinforcement equal to 1% of exposed web area.
𝐴𝑠𝑡,𝑠𝑖𝑑𝑒 = 0.01 ∗ 950 ∗ 300
=2850𝑚𝑚2
# Provide 16ф16 bars, 8 in each side face of longitudinal girder.
 Curtailment of bars
Bending moment at quarter span is less. Hence curtailment of bars can be done for economic design.
𝑙𝑑 =∝1 ∝2 𝑙0 =∝1 ∝2 𝑛∅
∝1 = 1
1 𝐴𝑠𝑡,𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑
= ≈ 1.05
∝2 𝐴𝑠𝑡,𝑟𝑒𝑞
𝑙0 = 𝑛Ф
𝑛 = 40 (IRC21, table 12)
Ф=32mm
the length of extension of bar beyond the
theoretical cutoff point ;
=∝1 ∝2 𝑛∅
=1/1.1*40*32
=1219.05mm
2ф=64mm
Page | 96
 Anchorage length
2
Extension of bar beyond the face of support = ∗
3
𝑙𝑑 = 568.89 mm
𝐴𝑠𝑡,𝑟𝑒𝑞
Where, 𝑙𝑑 = 0.7 ∗ 𝑙0 ∗ 𝐴 for bars with hook
𝑠𝑡,𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑
end
= 835.33mm
5.2.3.2. Check For Deflection
I. Intermediate Main Girder
The deflection check is done by direct stiffness method.
i.e. check if l/d<αβγδλ
l/d=15000/1144=13.11
α=20
β=10/15=0.7
γ=0.8 (fs=235.41, Pt=3.52%)
δ=1.4(Pc=1.87%)
λ=0.8
αβγδλ=20*0.7*0.8*1.35*0.8=13.17
since l/d<αβγδλ, deflection of intermediate longitudinal girder is under control.
II. End Main Girder
The deflection check is done by direct stiffness method.
i.e. check if l/d<αβγδλ
l/d=15000/1144=13.11
α=20
Page | 97
β=10/15=0.7
γ=0.8 (fs=233.11, Pt=4.69%)
δ=1.5(Pc=3.05%)
λ=0.8
αβγδλ=20*0.7*0.8*1.5*0.8=13.44
since l/d<αβγδλ, deflection of end longitudinal girder is under control.
Page | 98
5.2.4. Design For Shear Force:
D=1200mm
d=1200-40-32/2=1144mm
𝑏𝑓 =Lo/5+𝑏𝑤 =3000/5+300=900mm
I. SF Design At Support Of Intermediate Longitudinal Girder:

𝑉𝑢
Nominal shear stress τ𝑣 = 𝑏
𝑤 ∗𝑑
881.503 ∗ 1000
=
300 ∗ 1144
=2.57𝑁𝑚𝑚−2
𝑃𝑡 = 3.52%
From table 19 of IS456:2000, for Pt=3.52% and M30 concrete,
Shear strength of concrete τ𝑐 = 0.96𝑁𝑚𝑚−2
Maximum Shear stress τ𝑐,𝑚𝑎𝑥 = 3.5 𝑁𝑚𝑚−2
Since, τ𝑐 < τ𝑣 < τ𝑐,𝑚𝑎𝑥 , shear reinforcement is required.
Shear to be resisted by shear reinforcements Vus = Vu- τ𝑐 ∗ 𝑏𝑑
=881.503 ∗ 1000 − 300 ∗ 1144 ∗ 0.96
=552.03KN
Provide 12mmф 2LVS

0.87∗𝑓𝑦∗𝐴𝑠𝑣 ∗𝑑
Spacing of stirrups, 𝑆𝑣 = 𝑉𝑢𝑠
0.87 ∗ 415 ∗ 226.194 ∗ 1144

=
552.03 ∗ 1000
=169.24mm>100mm
<300mm
<858mm
Page | 99
Hence, provide 12mmф-2LVS @ 150mm c/c.
II. SF Design At Quarter Span Of Intermediate Longitudinal Girder:

𝑉𝑢
𝑤 ∗𝑑
617.22 ∗ 1000
=
300 ∗ 1144
=1.8𝑁𝑚𝑚−2
𝑃𝑡 = 2.81%
From table 19 of IS456:2000, for Pt=2.81% and M30 concrete,
=617.22 ∗ 1000 − 300 ∗ 1144 ∗ 0.945
=292.896KN
Provide 8mmф 2LVS

0.87 ∗ 415 ∗ 100.53 ∗ 1144

=
292.896 ∗ 1000
=141.767mm>100mm
<300mm
<858mm
Page | 100
III. SF Design At Support Of End Longitudinal Girder:

𝑉𝑢
𝑤 ∗𝑑
1094.54 ∗ 1000
=
300 ∗ 1144
=3.189𝑁𝑚𝑚−2
𝑃𝑡 = 4.69%
From table 19 of IS456:2000, for Pt=4.69 and M30 concrete,
=1094.54 ∗ 1000 − 300 ∗ 1144 ∗ 0.96
=765.068KN
Provide 12mmф 2LVS

0.87 ∗ 415 ∗ 226.194 ∗ 1144

=
765.068 ∗ 1000
=122.17mm>100mm
<300mm
<858mm
IV: SF design at quarter span of end longitudinal Girder:

𝑉𝑢
𝑤 ∗𝑑
693.898 ∗ 1000
=
300 ∗ 1144
Page | 101
=2.022𝑁𝑚𝑚−2
𝑃𝑡 = 3.52%
=693.898 ∗ 1000 − 300 ∗ 1144 ∗ 0.96
=364.426KN
Provide 10mmф 2LVS

0.87 ∗ 415 ∗ 157.08 ∗ 1144

=
364.426 ∗ 1000
=178.035mm>100mm
<300mm
<858mm
Page | 102
5.3. Design of cross girder:
5.3.1. Analysis Of Dead Load
i. Intermediate Cross Girder
Self-weight of cross girder

- Weight of web =25*(0.3*0.65) *1.35=6.581 KN/m
- Weight of hunch = 2*25*(1/2*0.15*0.3) *1.35 =1.519 KN/m
Total design self-weight = 8.1 KN/m
Slab load will be distributed as shown below
3000 3000
longitudinal Girder
3675
1500
3675
Cross Girder
Fig-26 (Dead load distribution from slab on Cross Girder)
Dead load from slab

- weight of slab = 25*0.25*1.35 = 8.438 KN/𝑚2
- weight of WC = 22*0.0875*1.75 = 3.369 KN/𝑚2
Total design load from slab = 11.807 KN/𝑚2
Dead load from slab = 2*(1/2*3*1.5) ×11.807= 53.132 KN

53.132
So design UDL load = = 17.711 𝑘𝑁/𝑚
3
Total design dead weight = 8.1+17.711 = 25.811 KN/m
Page | 103
Assuming rigid cross girder,

25.811×6
Reaction on longitudinal girder is = = 51.622 𝐾𝑁
3
25.811 KN/m
C.G. C.G. C.G.
3000 3000
51.622 KN 51.622 KN 51.622 KN
fig: load and reactions on CG due to dead load
ii. End Cross Girder
Self-weight of cross girder

- Weight of web =25*(0.3*0.35) *1.35=3.544 KN/m
- Weight of hunch = 25*(1/2*0.15*0.3) *1.35 =0.759 KN/m
Total design self-weight = 4.303 KN/m
Since dead load is contributed by only one contributory I.E. half as that of intermediate cross girder.
Dead load from slab

- weight of slab = 25*0.25*1.35/2 = 4.219 KN/𝑚2
- weight of WC = 22*0.0875*1.75/2 = 1.685KN/𝑚2
Total design load from slab = 5.904 KN/𝑚2
Dead load from slab = (1/2*3*1.5) ×5.904= 13.284 KN

13.284
So design UDL load = = 4.428 𝑘𝑁/𝑚
3
Total design dead weight = 5.904+4.428 = 10.332 KN/m
Assuming rigid cross girder,
Page | 104
10.332×6
Reaction on longitudinal girder is = 3
= 20.664 𝐾𝑁
10.332 KN/m
C.G. C.G. C.G.
3000 3000
20.664KN 20.664KN 20.664KN
fig: load and reactions on CG due to dead load
Page | 105
5.3.2. Analysis Of Live Load For Both Intermediate And End Cross Girder
For maximum Bending moment, the Live loads should be kept at equal distance from intermediate longitudinal
girder of both sides of cross girder.
5.3.2.1. Class AA Track Vehicle
3000 3000
longitudinal Girder
850
3675
Tracks
1800
3675
1975 2050 1975
Cross Girder
fig:Position of class AA track vehicle for max BM
264.286KN 264.286KN
1975 2050 1975

C.G. C.G. C.G.
3000 3000
176.19KN 176.19KN 176.19KN
fig: load and reactions on CG due to class AA tracked live load
Now for calculating load, following diagram may be helpful.
Load on cross girder from one wheel

350 (3.675−1.8/2)
=2 × × = 264.286 KN
2 3.675
Page | 106
Reaction on each longitudinal girder

264.286×2
= = 176.190 𝐾𝑁
3
Max. Bending moment on cross girder under live load =176.19×1.975=347.975 KN-m
Impact factor = 25 % for span upto 5m for class AA tracked vehicle. `
In checking impact and partial safety factor,
𝑀𝑢, 𝑙𝑖𝑣𝑒 =1.25*1.5*347.975 = 652.453 KN-m
Page | 107
5.3.2.2. Class AA Wheel Vehicle
3000 3000
3675
600 1000 600
1500
1200
CLASS AA WHEELS
fig:Position of class AA WHEEL vehicle for max BM
75KN 62.5KN 62.5KN 75KN
600 1000 600

C.G. C.G. C.G.
3000 3000
91.67KN 91.67KN 91.67KN
fig: load and reactions on CG due to class AA wheel live load
Reaction on each longitudinal girder without considering impact factor and partial safety factor;
75∗2+625∗2
= = 91.67 𝐾𝑁
3
Max. Bending moment on cross girder under live load considering partial safety factor 1.5 and impact factor
1.25;
𝑀𝑢, 𝑙𝑖𝑣𝑒 =[91.67*3-75*1.1-62.5*0.5]*1.5*1.25=302.36 KN-m
𝑀𝑢, 𝑙𝑖𝑣𝑒 =302.36 KN-m
Page | 108
5.3.2.3. Class A Wheel Vehicle
3000 3000
3675
1500
1200
Two class A wheels 3rd & 4th axle
1800 1700 1800
fig:Position of two class A wheel vehicle for max BM
57KN 57KN 57KN 57KN
1800 1700 1800
C.G. C.G. C.G.
3000 3000
76KN 76KN 76KN
fig: load and reactions on CG due to two class A wheel live load
Reaction on each longitudinal girder without considering impact factor and partial safety factor;
57∗4
= = 76 𝐾𝑁
3
Max. Bending moment on cross girder under live load considering partial safety factor 1.5 and impact factor
1.25;
𝑀𝑢, 𝑙𝑖𝑣𝑒 =[76*3-57*2.65-57*0.85]*1.5*1.25=53.44 KN-m
𝑀𝑢, 𝑙𝑖𝑣𝑒 =53.44 KN-m
Page | 109
5.3.3. Design of cross Girder:
I. Intermediate Cross Girder:
Dead load moment under wheel load,
(1.975) 2
Mu,dead=51.622 × 1.975 − 25.811 × = 51.614 KNm
2
∴Total design moment Mu=652.453+51.614 = 704.067 KNm
∴Total design shear force Vu=176.196*1.5*1.25+51.622=381.99KN
a. Design For Bending Moment
𝐵𝑓 = Lo/5+Bw = 3/5+0.3=900mm
D=900mm
d=900-40-32/2 =844mm ((assuming max dia of bars used=32mm)
Assuming Xu=𝐷𝑓
Ultimate moment of resistance 𝑀𝑢𝑟 =0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (𝑑 − 0.42𝑥𝑢 )
=0.36*30*900*250(900-0.42*250)
=1931.85KNm
Since, 𝑀𝑢𝑟 > 𝑀𝑢 , Xu<𝐷𝑓 . i.e. NA lies within the flange.
To calculate area of steel ;
𝑓𝑦 ∗ 𝐴𝑠𝑡
𝑀𝑢 = 0.87 ∗ 𝑓𝑦 ∗ 𝐴𝑠𝑡 (𝑑 − )
𝑏𝑓 ∗ 𝑓𝑐𝑘
415∗𝐴𝑠𝑡
Or, 707.067 ∗ 106 = 0.87 ∗ 415 ∗ 𝐴𝑠𝑡 (844 − )
900∗30
Solving;
𝐴𝑠𝑡 = 2416𝑚𝑚2
# Provide 4ф28 bars.
Page | 110
𝐴𝑠𝑡,𝑝𝑟𝑜𝑣𝑜𝑑𝑒𝑑 = 2463𝑚𝑚2
Also, since d>450mm, Provide side reinforcement equal to 1% of exposed web area.
𝐴𝑠𝑡,𝑠𝑖𝑑𝑒 = 0.01 ∗ 650 ∗ 300
=1950𝑚𝑚2
# Provide 10ф16 bars, 5 in each side face of cross girder.
b. Design For Shear

𝑉𝑢
𝑤 ∗𝑑
381.99 ∗ 1000
=
300 ∗ 844
=1.51𝑁𝑚𝑚−2
𝑃𝑡 = 1.17
Shear strength of concrete τ𝑐 = 0.69 𝑁𝑚𝑚−2
=381.99-0.69*300*844/1000
=207.28KN
Provide 8mmф 2LVS

0.87 ∗ 415 ∗ 100.53 ∗ 844

=
207.28 ∗ 1000
=147.8mm
Page | 111
II. End Cross Girder:
Dead load moment under wheel load,
(1.975) 2
Mu,dead=20.664 × 1.975 − 10.332 × = 20.661 KNm
2
∴Total design moment Mu=652.453+20.661 = 673.114 KNm
∴Total design shear force Vu=176.196*1.5*1.25+20.664=351.032KN
a. Design For Bending Moment
𝐵𝑓 = Lo/5+Bw = 3/5+0.3=900mm
D=600mm
d=600-40-32/2 =544mm ((assuming max dia of bars used=32mm)
Assuming Xu=𝐷𝑓
Ultimate moment of resistance 𝑀𝑢𝑟 =0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (𝑑 − 0.42𝑥𝑢 )
=0.36*30*900*250(544-0.42*250)
=1066.77KNm
Since, 𝑀𝑢𝑟 > 𝑀𝑢 , Xu<𝐷𝑓 . i.e. NA lies within the flange.
To calculate area of steel ;
𝑓𝑦 ∗ 𝐴𝑠𝑡
𝑀𝑢 = 0.87 ∗ 𝑓𝑦 ∗ 𝐴𝑠𝑡 (𝑑 − )
𝑏𝑓 ∗ 𝑓𝑐𝑘
415∗𝐴𝑠𝑡
Or, 673.144∗ 106 = 0.87 ∗ 415 ∗ 𝐴𝑠𝑡 (544 − )
900∗30
Solving;
𝐴𝑠𝑡 = 3844.9𝑚𝑚2
# Provide 3ф32 and 3ф25 bars.
𝐴𝑠𝑡,𝑝𝑟𝑜𝑣𝑜𝑑𝑒𝑑 = 3885.365𝑚𝑚2
Page | 112
Also, since d>450mm, Provide side reinforcement equal to 1% of exposed web area.
𝐴𝑠𝑡,𝑠𝑖𝑑𝑒 = 0.01 ∗ 350 ∗ 300
=1050𝑚𝑚2
# Provide 6ф16 bars, 3 in each side face of cross girder.
b. Design For Shear

𝑉𝑢
𝑤 ∗𝑑
351.032 ∗ 1000
=
300 ∗ 544
=2.15𝑁𝑚𝑚−2
𝑃𝑡 = 2.36
Shear strength of concrete τ𝑐 = 0.89 𝑁𝑚𝑚−2
=351.032-0.89*300*544/1000
=205.784KN
Provide 10mmф 2LVS

0.87 ∗ 415 ∗ 157.08 ∗ 544

=
205.784 ∗ 1000
=144.755mm
NOTE: Provide necessary detailing bars as required.

Page | 113
5.4. Analysis and design of bearing
5.4.1. Calculation of Loads on Bearing
i. DL from Superstructure
Weight of superstructure= (61.74*2+48.1)*15+43.74*5=2792.4KN
Total DL reaction from super structure (Wu) =2792.4/1.35=2068.44KN
DL from superstructure on a bearing (DLsup) = 2068.44KN /6=344.74KN
ii. LL from Superstructure

Maximum LL on a bearing (LL) = Maximum reaction of a main girder = 601.88/1.5=401.25KN
iii. Load due to braking effort of Class A load

Braking effort=0.2*(114+114+68+68+68+68)*2=200KN
Horizontal Braking load on a bearing (FbrH) = 200 KN/6=33.33KN
Braking loads acts at 1.2m above wearing coat. Point of application of braking load is 2.4875 m
(1.2+0.0875+1.2) from bearing. It induces vertical reaction on bearing.
200∗2.4875
Vertical reaction on a bearing due to Braking load (FbrV) = =11.06KN
15∗3
iv. Wind load

Wind load in transverse direction of bridge (FWT) = PZ × A × G × CD = 30.1 KN
Take, Ht. of bridge = <10 m, Basic wind speed = 47 m/s and Terrain with obstruction
Where, Va = 27.8 × 47/33 = 39.6m/s [Referring Cl. 209, IRC 6]
PZ = 463.7*472/332= 940.6N/m2
G = 2 up to 150 m span
𝑐
CD = 1.3 × 2*(1+20∗𝑑 ) =1.3*2.25=2.925[ /𝐷= 9.6/1.2=8 , take 𝐵/𝐷≥ 6 ]
where, c=3 and d=1.2
A = 22.5𝑚^2 (from ACAD)
Wind load in transverse direction on a bearing (F WT) = 940.6*22.5*2*2.925=123.806KN
Wind load in longitudinal direction of bridge (FWL) = 0.25 × FWT
Wind load in longitudinal direction on a bearing (FWL) = 30.951KN
Wind load in vert. dir. of bridge (FW,totalV) = PZ × A3 × G × CL

Page | 114
= 940.6*(9.4*15) *2*0.75/1000=199KN
Wind load in vertical direction on a bearing (F WV) = 199KN /6= 33.16KN
v. Seismic Load
Seismic load (FSh) = 𝑍/2×𝐼/𝑅×𝑆𝑎/𝑔×[Refer Cl. 219, IRC 6]

Dead load of superstructure (WL)=2792.4KN/1.35=2068.44KN
Transverse load on superstructure (WT) =2068.44+0.2*1000=2268.44KN
FShLtotal= 465.399 KN in longitudinal direction of bridge

FShTtotal= 505.9KN in transverse direction of bridge
Take, Seismic Zone - V, Soil Strata - Medium, Damping - 5 %, Bridge Class - Normal
Where,
Ah = 𝛼h= 𝑍/2×𝐼/𝑅×𝑆𝑎/𝑔=0.225;Z = 0.36, I = 1, R = 2, 𝑆𝑎/𝑔= 2.5
W = 2068.44KN in longitudinal direction
W = 2068.44+0.2*1000=2248.44KN in transverse direction
Seismic load in transverse direction on a bearing (FShT) = 505.9/6=84.32KN
Seismic load in longitudinal direction on a bearing (FShL) = 465.399/6=77.57KN
Vertical reaction due to seismic load on support of bridge (FSv)
Seismic loads acts on c. g. of seismic weight. It creates additional vertical load on bearing. Consider c. g. of
seismic weight = 0.9 m from bearing.
505.9∗0.9∗0.5
Vert. reaction on a bearing when s. load acts in tr. dir. (FSvT) = = 69.81𝐾𝑁
3
465.399∗0.9∗0.5
Vert. reaction on a bearing when seismic load acts in long. dir. (FSvL) = = 13.96𝐾𝑁
15
vi. Load due to temperature variation, creep and shrinkage effect
Maximum horizontal force on a bearing (Fcst) = Δ/𝒉𝟎× G × A/3 = 4.218KN

Where, Strain due to temp., creep and shrinkage = 5 × 10-4 [Refer IRC 83 Part II Cl. 916.3.4]
Horizontal deformation of bearing ( Δ ) = 5 × 10 -4 × 15 × 103 × ½ = 3.75 mm
Shear modulus of elastomer (G) = 1 N/mm2 [Refer IRC 83 Part II, Cl. 915.2.1]
Preliminary height of bearing (h0) = 40 mm
Preliminary effective sectional area of bearing (A) = b × l = 300*450=135000mm2
Page | 115
Load Combinations as per IRC6 table1
Vertical Load Horizontal

Load Permissible
Combination
of Load Along Across Along Across Stress (%)
Traffic Traffic Traffic Traffic
DLsup DLsup
I
LL LL 100%
[N]
DLsup DLsup
II(A) LL LL
115%
[N+T]
Fcst
DLsup DLsup
LL LL
III(A)
133%
[N+T+W]
Fcst
FwV FwV FwL FwT
DLsup DLsup
0.2 LL 0.2 LL
VI
0.5 0.5 150%
[N+T+S]
Fcst
FSVL FSVT FShL FShT
Page | 116
5.4.2. Calculation of Loads on Bearing According to Combination of Loads

Vertical and horizontal loads subjected to bearing in the direction of traffic are only taken for design.
Combination I [N]
Total Vertical load = DLSup + LL + FbrV = 344.74+ 401.25+ 11.06= 757.05KN
Total Horizontal load = FbrH = 33.33 KN
Combination II (A) [N+T]
Total Vertical load = DL + LL + FbrV = 344.74+ 401.25+ 11.06=757.05KN
Total Horizontal load = FbrH + Fcst = 33.33+6.328= 39.66KN
Combination III (A) [N+T+W]
Total Vertical load = DL + LL+ FbrV + FWV = 344.74+ 401.25+ 11.06+33.16=790.21KN
Total Horizontal load = FbrH + Fcst + FWL = 33.33+6.328+30.951=70.609KN
Combination VI [N+T+S]
Total Vertical load = D L+ 0.2 × LL + 0.5 × FbrV + FsvL
= 344.74+0.2*401.25+0.5*11.06+13.96=444.48KN
Total Horizontal load = 0.5 × FbrH + Fcst + FshL= 0.5 ×33.33 + 6.328+ 77.57= 100.56KN
5.4.2.1. Design of Elastomeric Pad Bearing for Combination I [N]
1. Geometrical design
In geometrical design, approximate length, breadth and thickness of elastomeric pad and number, thickness
and cover of steel laminates are found. Geometrical design is carried out using the guidelines of IRC.
[Refer standard plan dimensions of IRC 83, Part II, Cl. 916.2, Appendix I]
Nmin = DL = 344.74KN; Nmax = Tot. Vertical load on bearing = 757.05KN; H = 33.33 KN
Take,
b0 = 300 mm, b = 290mm
l0 = 450 mm, l = 440 mm
hi = 10 mm
he = hi/2 = 5 mm
hs = 3 mm
n=3
c = 6 mm
h0 = (n +1)hs +nhi + 2he = 52 mm
h= nhi+ 2he = 40 mm
Page | 117
Check geometry of bearing

i. l0 / b0=450/300=1.5 ≤ 2 OK
ii. h = 40 < (b0/5=300/5 = 60) OK
> b0/10 = 30 OK
𝑙∗𝑏 438∗288
iii. s = 2(𝑙+𝑏)ℎ =2∗10∗(438+288) = 8.69 >6 and < 12 OK
𝑖
iv. Bearing stress in concrete ≤ Allowable Bearing stress OK

𝑁𝑚𝑎𝑥=1.33*936.48=1245.52KN
𝑁𝑚𝑎𝑥 757.05∗1000
BS in concrete (σm) = = = 7.98N/mm2
𝑙×𝑏 438∗288
Allowable BS = 0.25 × fck × √𝐴1 /𝐴2 = 0.25 × 30 ∗ √2= 10.607 N/mm2

OK
2. Structural design
Bearing is further checked for translation, rotation, friction and shear
a. Check for translation
Design strain in bearing (γd) < 0.7

γd = γbd = Δ𝑏𝑑/h + τmd = 0.07+ 0.22= 0.29 < 0.7
Where,
Δ𝑏𝑑/h = 5 × 10-4× 14.55×103/ (2*52) = 0.07
𝐻 33.33∗103
τmd = 𝐴∗𝐺 = =0.22
15∗104
b. Check for rotation

Design rotation in bearing (αd) ≤ βnα bimax
400∗𝑀𝐷𝐿 ∗𝐿 400∗𝑀𝐿𝐿 ∗𝐿
𝛼𝑑 = 𝛼𝑑𝐷𝐿+ 𝛼𝑑𝐿𝐿 = 𝐸𝐶 ∗ 10−3 + ∗ 10−3 = 0.00585 < 0.00678
∗𝐼 𝐸𝐶 ∗𝐼𝑔𝑟
2 𝑔𝑟
βnαbimax = 0.00678
Where,
MDL =1848/1.35=1368.89KN-m
MLL =2163.01/1.5=1442.01KN-m
Ec = 5000 √𝑓𝑐𝑘 = 27386.128 N/mm2
𝐼𝑔𝑟= 0.0996 m4
β = 0.1σm= 0.1× 9.87= 0.987
n=3
0.5∗10∗10
αbimax =288∗8.692 = 0.00229
Page | 118
c. Check for friction

Design strain in bearing (γd) ≤ 0.2 + 0.1σm
Normal stress in bearing (σm ) > 2 N/mm2 and ≤ 10 N/mm2
Where,
γd = 0.29
0.2 + 0.1σm = 0.2 + 0.1 × 7.98 = 0.998 N/mm2
Design strain in bearing (γd) ≤ 0.2 + 0.1σm OK
σm= 7.98N/mm2
d. Check for shear stress

Total shear stress ≤ 5 N/mm2
τc + τr + τα = 3.07 N/mm2 < 5 N/mm2
Where,
𝜎
Shear stress due to axial compression (τc) = 1.5 × 𝑠𝑚 = 1.5 ×7.98/8.69= 1.38N/mm2
Shear stress due to horizontal deformation (τr) = γd = 0.29 N/mm2
𝑏 2
Shear st. due to rotation (τα) =0.5*(ℎ ) ∗ αbimax =1.14 N/mm2
𝑖
5.4.2.2. Check of Elastomeric Pad Bearing for Combination VI [N+T+S]

Loads are not varied significantly in first three combinations of loads. But in seismic combination i.e. in N
+ T + S case, horizontal load is about two times greater than other combinations. So designed bearing has
been checked for seismic combination (along the traffic) of loads only.
Nmin = 344.74 KN Nmax = 444.48KN H = 100.56KN
1. Check bearing stress in concrete

Bearing Stress in concrete ≤ Allowable bearing stress in concrete
Where,
473.73∗103
Bearing stress in concrete (σm) = =3.75N/mm2
288∗438
Allowable bearing stress in concrete = 0.25 ×fck × √𝐴1 /𝐴2 = 10.6 N/mm2 OK
Page | 119
2. Check bearing for translation

Total strain in bearing (γd) < 0.7
Where,
γd = γbd = Δ𝑏𝑑/h + τmd
Δ𝑏𝑑/h = 5 × 10-4× 14.55×103/ (2*52) = 0.07
𝐻 100.56∗103
τmd = 𝐴∗𝐺 = =0.696
238∗438∗1
γd = 0.07 + 0.696 = 0.766> 0.7 (O.K)
Size of bearing provided for loads of combination I (N) is not sufficient for loads of combination VI
(N+T+S). Check for translation shows that provided size of bearing could not accommodate the horizontal
force of combination VI. In the situation it is suggested to provide elastomeric pad bearing with pin on one
side of support to resist horizontal load
3. Diameter of Pin
Shear stress in pin due to horizontal loads ≤ Allowable shear stress in pin (𝜏≤𝜏𝑎)
Take pin of Fe250 grade
𝐻𝑜𝑟𝑖𝑧𝑜𝑛𝑡𝑎𝑙 𝑙𝑜𝑎𝑑𝑠 100.56∗103
= = 0.4𝑓𝑦
𝐶𝑟𝑜𝑠𝑠 𝑆𝑒𝑐𝑡𝑖𝑜𝑛𝑎𝑙 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑝𝑖𝑛 𝜋∗𝑟 2
Hence, r=13.89mm
Provide 28mm dia. stainless steel pin. Pin should be extended up to the depth of cap of support.
Design summary:
Provide bearing of 300mm×450mm size
b0 = 300 mm, b = 290mm
l0 = 450 mm, l = 440 mm
hi = 10 mm
he = hi/2 = 5 mm
hs = 3 mm
n=3
c = 6 mm
h0 = (n +1)hs +nhi + 2he = 52 mm
h= nhi+ 2he = 40 m
Page | 120
Design Summary
Type of bearing elastomeric pad bearing
Size of bearing 500*320*40
Diameter of pin 40mm
Material of pin Fe 250
Page | 121
5.5. Design of RC Abutment
5.5.1. Planning and Preliminary Design:
a) Selection of Type of Abutment:–

Guidelines for technical and economical feasibility
 For height of abutment<5 m, masonry abutment
 For height of abutment >5m, reinforced cement concrete abutmen
In our case, height of abutment is greater than 5m so reinforced concrete wall type abutment has been
selected.
b) Material Selection:–
M25 grade of concrete for abutment stem
M30 grade of concrete for abutment cap
Fe 415 HYSD bars for all RC work.
c) Geometry of abutment:–
i) Seating width:
Minimum seating width = 305+2.5×span+10×Ht.of abutment
= 305+2.5×15+10×7
= 412.5 mm
Width of expansion joint ≥ 15×1000×0.000012×50×0.5 = 3.72 mm
≥ 5×10–4×15×1000×0.5 = 3.75mm
≥ 20mm
Thus, adopt expansion joint width = 40mm
Also,
Seating width ≥ Bearing width+150+expansion joint + projection of
cap
≥ 0.3+0.15+0.04+0.1
≥ 0.59m
Thus, seating width > 590mm
ii) Height of dirt wall
= Ht. of girder+ Ht. of bearing – Thickness of approach slab
= 1.2+0.052–0.4
= 0.852 m
iii) Thickness of dirt wall = 0.25m
Ht. of dirt wall
Thickness of dirt wall ≥ 200mm and = 0.122 m
7
Adopt thickness of dirt wall =250 mm
Page | 122
iv) Width of stem of abutment

Width of stem = H/10 = 0.7m
So adopt width of stem =0.75 m
v) Thickness of footing
H
Thickness of footing  = 0.875
8
Adopt thickness of footing 1 m
vi) Length of abutment

 0.4-0.6 m clear distance from bearing edge
Take 0.5 m clearance
Length of abutment ≥ c/c distance between girders+width of
bearing + 2×Clearance
≥ 6+0.45+2×0.5
≥ 7.45 m
Thus, length of abutment 6.85 m
vii) Width of footing (B)

B  0.75H = 5.25 m
Adopt width of footing 6 m
viii) Thickness of abutment cap = 250mm ≥ 200mm
ix) Size of approach slab = 4m × 7.5m × 0.4m
Page | 123
4000 expansion joint of 40mm width
approach slab
girder
750 100
4000 1250
6000
FIG. Cross Section of Abutment
450 7450
FIG. plan of abutment
Page | 124
5.5.2. Analysis and Design of Abutment Cap:
Load on abutment cap from the superstructure= 974 kN. (refer to design of abutment).
Check thickness of abutment cap for punching shear
𝜏𝑢𝑣≤ 𝜏𝑐,max.
𝑊h𝑒𝑟𝑒,
𝜏𝑢𝑣= 974*1000 /(2 *450 + 2 × d + 2× 300 + 2 × d) × d = 1.56 N/mm2
𝜏𝑐, max =2.4 N/m^2.

𝑑=250𝑚𝑚.
It’s safe in for maximum value of shear.
For steel works:

Take area of steel AS = 1 % of area of cap and distribute these bars equally at top and bottom of cap.
[Refer IRC 78 CL. 716.2]
As in longitudinal direction of abutment
Steel work required= 1% of 250*850 = 2125 mm^2, Area required on one side = 2125/2= 1062.5
mm^2.
Take 12 mm ∅ bar, n = 9.39, Adopt n =10 (in top and bottom)
As in transverse direction of abutment
Amount of steel work= 1% of 250 × 7450 = 18625 mm^2
As on one side = 18625/2 = 9312.55 mm2

Take 12 mm ∅ bar n = 82.34 Adopt n = 83 (top and bottom)
In transverse direction bars are provided in the forms of stirrups.
20 nosØ12
12mmØ bars nos. 83
Detailing: Abutment Cap
Page | 125
5.5.3. Analysis and Design of Abutment Stem:–

5.5.3.1. Load calculation:
a) Dead Load from superstructure
 Wt. of railing + Wt. of kerb + Wt. of slab + Wt. of main beam + Wt. of cross
beam
SN Description Load (KN)
handrails +rcc railing 15*3*0.0437+5*25*0.15*0.15*1.1 5.1

post
Kerb 2*25*15*0.95*0.3 213.8
Slab(middle portion + 2*25*15*0.5*(0.15+0.25)*1.25+25*15*6.9*0.25 834.4

cantilever slab )
Main girder 3*25*15*(0.3*0.95+0.0675) 396.6
Cross girder 5.4*25*(2*0.35*0.3+3*0.65*0.3) 107.4
Live load due to 2*4*15 120

pedestrian
Fillet 6*25*0.5*(0.15*0.3)*15 50.7
Total 1728
1728
Dead load per unit length of abutment =2∗7.45 = 116𝑘𝑛/𝑚
 Wt. of wearing coat

weight of wearing coat =22*(0.0875*7.5*15)=216.6 KN
216.6
Load on an abutment per unit length (DLwc) = 2∗7.45=14.54 KN
 Wt. of approach slab

weight of approach slab=0.4*4*25*7.5*0.5=150 KN
here only 50%of weight of wearing coat is taken
150
Load on an abutment per unit length (Dlap,s) = 7.45 = 20.14 𝑘𝑛
Page | 126
b) Live Load from superstructure:

Maximum LL = (Live Load of exterior girder×2+Live Load of interior
girder)
430.91+2∗408.6
= = 832.1𝑘𝑛
1.5
832.1
Load on an abutment per unit length (LL) = = 111.7 𝐾𝑁/𝑀
7.45
c) Load from Braking effort:

braking load =2*0.2*(114*2+68*4)=200 KN
200
Horizontal braking load per unit length (FbrH) = 2∗7.45 = 13.43𝐾𝑁/𝑚
200∗2.4875
Vertical reaction due to braking load per unit length (F brV= = 4.45𝐾𝑁
15∗7.45
Point of application =1.2+0.0875+1.2=2.4875 m from the bearing level
d) Wind load:
47
Basic wind speed =33 ∗ 17.8 = 25.35𝑚/𝑠𝑒𝑐
47^2
Basic pressure =33^2 ∗ 190.5 = 386.42𝑁/𝑚^2
Increase pressure by 20% (clause 209.2 note 4 irc 6)
Load in transverse direction = 1.2*386.42*2*24.78*2.25=51.71 KN
Load in longitudinal direction=0.25*51.71=12.93
51.71
Transverse wind load per unit length (FwT) = = 3.47kn/m
2∗7.45
12.93
Longitudinal wind load per unit length (FwL) = 2∗7.45 = 0.87 KN/m
Vertical load = pz*A3*G*Cl=(1.2*386.42)*(9.4*15)*2*0.75=98.1KN
98.1
Vertical wind laod per unit length (FwV) =2∗7.45 = 6.58 KN/m
Z I Sa
e) Seismic load (Fsh) = × × ×W
2 R g
Take seismic zone–V, soil strata–medium, Damping = 5%,
Bridge Class = Normal
Z I Sa
Where, Ah = h = × ×
2 R g
Sa
Z = 0.36, I = 1, R = 3, = 2.5
g
Ah = 0.15
W = 1944.6KN in longitudinal direction
W = 1944.6+200=2144.6 KN in transverse direction
FshL = 1944.6*0.15=291.7 KN
FsHt=2144.6*0.15=321.7KN
Seismic load in transverse direction per unit length;
321.7
FshT = 2∗7.45 = 21.6KN
Seismic load in longitudinal direction per unit length;
Page | 127
273.6
FshL =2∗7.45 = 19.58KN
Vertical reaction due to seismic load on support of bridge in transverse
direction
321.7∗0.9
FsvT = = 6.48KN/M
6∗7.45
Vertical reaction due to seimic load on support of bridge in
273.6∗0.9
longitudinal direction = 15∗7.45 = 2.2 KN/m
f) Load due to temperature variation, creep and shrinkage effect:

Maximum horizontal force on three bearing (Fcst) = 3*Δ/𝒉𝟎× G × A = 37.97KN
Where,
Strain due to temperature creep and shrinkage = 5 × 10-4 [Refer IRC 83 Part II Cl.
916.3.4]
Horizontal deformation of bearing (Δ ) = 5 × 10 -4 × 15 × 103 × ½ = 3.75 mm
Shear modulus of elastomer (G) = 1 N/mm2 [Refer IRC 83 Part II, Cl. 915.2.1]
height of bearing (h0) = 40 mm
effective sectional area of bearing (A) = b × l = 300*450=135000mm2
37.9
Load per unit length (Fcst) = 7.45 = 5.1 KN/m
g) Self weight of abutment:

Self weight = (0.852*0.25+0.85*0.25+4.498*0.75)*7.45*25=707.6 KN
707.6
Load per unit length (DLab) = = 95 KN
7.45
h) Seismic load due to self-weight of abutment:

Z I Sa
Fs,abthT = Fs,abthL = × × ×W
2 R g
0.36 1
= × ×2.5×707.6
2 3
= 106.2 KN
106.2
Load per unit length (Fs,abthT) = = 14.3 KN/m
7.45
i) Load due to static earth pressure:
Load due to active earth pressure has been found by Coulomb’s Theory.
PA = 0.5 × 𝛾soil × H2 × KA = 107.6 KN/m
Where
KA
𝜑 = 350, i = 0 = 18 KN/m3, H= 7 m
Page | 128
Horizontal component of load per unit length PEPH(s) = PA cos (24°) = 98.3
KN/m
Vertical component of load per unit length PEPV(s) = PA sin (24°) =
43.77 KN/m
Fig: Static Earth Pressure
j) Load due to dynamic earth pressure:

Load due to active earth pressure has been found by
Mononobe Okabe Theory. PA= 0.5 × 𝛾soil × H 2 × KAdyn =
176.4 KN/m
Where,
𝜑 = 350, i = 0
𝑍 𝐼 𝑆𝑎
∝H=2 ∗ 𝑅 ∗ =0.15
𝑔
∝v=2/3*0.15=0.1
soil = 18 KN/m3, H= 7 m
Horizontal component of load per unit length P EPH(d) = PA cos(24°) = 161.15 KN/m
Vertical component of load per unit length PEPV(d ) = PA sin(24°) = 71.75
KN/m
Page | 129
k) Surcharge load:
1.2 m earth fill from road surface is taken as surcharge load.
Psur = KA × 𝛾s × h × W = 0.244 × 18 ×1.2 × 7 = 36.89 KN/m
Horizontal component of load per unit length PsurH = Psur cos (24°) = 33.7
KN/m
Vertical component of load per unit length PsurV = Psur sin (24°) = 15
KN/m
l) Backfill weight on heel slab of footing:

WBF = (7-0.4-1)*7.45*4*18=3003.9KN
3003.9
Load per unit length (WBF) = = 403.2 KN/m
7.45
m) Weight of footing:
Wfooting = 6*1*7.45*25=1117.5 KN
1117.5
Load per unit length, Wfooting = = 150 KN/m
7.45
Page | 130
case1: at bottom of abutment. (basic combination)
resoponses of abutment at its bottom in basic combitation of load

LOAD distance from bottom eccentricity Pu Mux Muy Hx Hy
load description partial factor ϒf
(KN) (m) X(m) Y(m) (KN) (KN-m) (KN- (KN (KN)
DL from super structure 116 1.35 0.065 156.6 10.18 0
DL from super W.C 14.54 1.75 0.065 25.45 1.66 0
DL from approach slab 20.14 1.35 -2.125 27.19 -57.78 0
live load 111.7 1.5 0.065 167.6 10.9 0
FH braking 13.43 1.15 4.8 0 0 74.14 15.45
FV braking 4.45 1.15 0.065 5.118 0.34 0
FW in longitudinal 0.87 1.5 4.8 0 0 6.27 1.31
FW vertical 6.58 1.5 0.065 9.87 0.65 0
F cst 5.1 1.5 4.8 0 0 36.72 7.65
DL abutment 95 1.35 0 128.3 0 o
earth pressure static
vertical 43.77 1.5 -0.375 65.66 -24.63 0
horizontal 98.3 1.5 1.33 0 0 196.11 147.45
surcharge
horizontal 33.7 1.2 2.5 0 0 101.1 40.44
surcharge
vertical 15 1.2 -0.375 18 -6.75 0
TOTAL 603.7 348.91 212.3
Page | 131
By seismic combinations of load :
resoponses of abutment at its bottom in seismic combitation of load

LOAD partial distance eccentricity Pu Mux Muy Hx Hy
load description
(KN) factor ϒf from X(m) Y(m) (KN) (KN-m) (KN-m) (KN) (KN)
DL from super structure 116 1 0.065 116 7.54 0
DL from super W.C 14.54 1 0.065 14.54 0.95 0
DL from approach slab 20.14 1 -2.125 20.14 -42.8 0
live load 111.7 0.2 0 0.065 22.34 1.46 0
FH braking 13.43 0.2 4.8 0 0 12.9 2.69
FV braking 4.55 0.2 0.065 0.91 0.06 0
horizontal seismic load in longitudinal
19.58 1 4.8 0 0 93.99 19.58
vertical seismic load in longitudinal
2.2 1 -0.375 2.2 -0.83 0
F cst 1.97 1 4.8 0 0 9.46 1.97
DL abutment 95 1 0 95 0 0
seismic load for abutmnent 14.3 1 2.8 0 0 40.04 14.3
earth pressure dynamic
vertical 43.77 1 -0.375 43.77 -16.42 0
horizontal 98.3 1 2.5 0 0 245.75 98.3
surcharge
horizontal 33.7 0.2 2.5 0 0 16.85 6.74
surcharge
vertical 15 0.2 -0.375 3 -1.13 0
TOTAL 317.9 367.82 143.58
Page | 132
Case :2 At 2 m above the base of abutment:
For basic combination of loads:
resoponses of abutment at its bottom in basic combitation of load at 2 m above abutment

S.N load description LOAD(KN) partial factordistance
ϒf fromeccentricity
bottom(m) Pu(KN) Mux(KN-m)Muy(KN-m)Hx(KN) Hy(KN)
X(m) Y(m)
1 DL from super structure 116 1.35 0.065 156.6 10.18 0
2 DL from super W.C 14.54 1.75 0.065 25.45 1.66 0
3 DL from approach slab 20.14 1.35 -2.125 27.19 -57.78 0
4 live load 111.7 1.5 0.065 167.55 10.9 0
5 FH braking 13.43 1.15 2.8 0 0 43.25 15.45
6 FV braking 4.45 1.15 0.065 5.12 0.34 0
7 FW in longitudinal 0.87 1.5 2.8 0 0 3.66 1.31
8 FW vertical 6.58 1.5 0.065 9.87 0.65 0
9 F cst 5.1 1.5 2.8 0 0 21.42 7.65
10 DL abutment 57.48 1.35 0 77.6 0 0
11 earth pressure staticvertical 14.29 1.5 -0.375 21.44 -8.04 0
12 earth pressure statichorizontal 32.1 1.5 1.33 0 0 64.04 48.15
13 surcharge horizontal 18.94 1.2 2 0 0 45.46 22.73
14 surcharge vertical 8.43 1.2 -0.375 10.12 -3.8 0
TOTAL 500.94 131.94 95.29
Page | 133
For seismic combinations of loads:
resoponses of abutment at its bottom in seismic combitation of load at 2 m distance above abutment.
LOAD partial distance eccentricity Pu Mux Muy Hx Hy

S.N load description
(KN) factor ϒf from X(m) Y(m) (KN) (KN-m) (KN-m) (KN) (KN)
1 DL from super structure 116 1 0.065 116 7.54 0
2 DL from super W.C 14.54 1 0.065 14.54 0.95 0
3 DL from approach slab 20.14 1 -2.125 20.14 -42.8 0
4 live load 111.7 0.2 0 0.065 22.34 1.46 0
5 FH braking 13.43 0.2 2.8 0 0 7.53 2.69
6 FV braking 4.55 0.2 0.065 0.91 0.06 0
horizontal seismic load in
longitudinal
7 19.58 1 2.8 0 0 54.83 19.58
vertical seismic load in
longitudinal
8 2.2 1 -0.375 2.2 -0.83 0
9 F cst 1.97 1 2.8 0 0 5.52 1.97
10 DL abutment 57.475 1 0 57.475 0 0
11 seismic load for abutmnent 8.62 1 2 0 0 17.24 8.62
12 vertical 23.42 1 -0.375 23.42 -8.79 0
13 horizontal 52.68 1 2 0 0 105.36 52.68
surcharge
14 horizontal 18.94 0.2 2 0 0 7.58 3.79
surcharge
15 vertical 8.43 0.2 -0.375 1.69 -0.64 0
TOTAL 258.715 155.01 89.33
Page | 134
5.5.3.2. Design of abutment stem:
Pu maximum= 603.7KN is obtained from basic combination of loads and Mu maximum

=367.82 KNm is obtained from seismic combinations of loads.
We know,
For stem design:
Fck =25 N/m^2.

1000mm
750mm
Fig.: Stem Of Abutment In Plan For 1 M Unit Length (Treating It As A Slab)
Provide 40mm clear-cover and provide 25mm dia bars.
d= 750.-40-(25/2) =697.5mm.
For obtaining balancing depth:

𝑀
Balancing depth d= √𝑄∗𝑏
Here,
M= 367.82 KNm.
b = 1000mm
𝑋𝑢
Q =0.36*fck*(xu/d)*(1-0.42 * 𝑑 ) =0.36*25*0.48*(1-0.42*0.48) =3.45
367.82∗10^6
d= √ =326.99 mm.
3.45∗1000
since d provided is more than d balancing so it can be designed as SRURS.
Page | 135
A. Amount of steel work required (main vertical bars)

𝑓𝑠𝑡∗𝐴𝑠𝑡
0.87*fst* Ast* (d- 𝑓𝑐𝑘∗𝑏 ) =M
415∗𝐴𝑠𝑡
Or, 0.87*415* Ast* (697.5-25∗1000 ) = 367.82*106
On solving we get:
Ast =1517mm2
Pt = 1517/(750*1000) =0.2% >0.12% (0.K.)

1517
Nos. of bars in along 1000mm length = 0.25∗𝜋∗25^2 =3.1
Take nos =4
Spacing required = 1000/4 =250mm. c-c.
B. Outer verticals reinforcements:
Take 0.12% of gross area [Refer detailing criteria of IRC 112-2011 and IS 4]
i.e. Ast= 0.12%*1000*750 =900mm2.
Provide 16mm dia bars at 200mm c-c spacing.
C. Horizontal reinforcement:
Ast = 0.1% of steam area or 25% of main vertical bars.
= 0.001*750*4.498*1000 or 0.25*1516.1
=3739mm^2 or 379.0225 mm^2.
Provide: 12mm dia bars then the spacing would be (4498*0.25*π*12 2)/3739 =147mm.
take spacing as 150mm c-c.
Page | 136
D. Check bottom section for shear:
Maximum horizontal force = 212.3 KN.
𝜏𝑢𝑣≤ K 𝜏𝑢𝑐………………………………………….(1)
212.3
𝜏𝑢𝑣 =1000∗697.5=0.3 N/mm2.
K*𝜏𝑢𝑐 =1*0.38=0.38N/mm2. (from IRC 456 table 19)
Since condition (1) is satisfied so its safe in shear and no additional reinforcements is
required for shear.
5.5.3.3. Design of abutment stem at 2 m from it’s bottom:
Pu maximum= 500.94KN is obtained from basic combination of loads and Mu

maximum =155.01 KN-m is obtained from seismic combinations of loads.
We know,
For stem design:
Fck =25 N/m^2.

1000mm
750mm
Figure: stem of abutment in plan for 1 m unit length (treating it as a slab)
d= 750.-40-(25/2) =697.5mm.
For to obtain balancing depth:

𝑀
Here
Page | 137
M= 155.01 KNm.
b = 1000mm
𝑋𝑢
Q =0.36*fck*(xu/d)*(1-0.42 * 𝑑 ) =0.36*25*0.48*(1-0.42*0.48) =3.45
155.01∗10^6
d= √ =211.74 mm.
3.45∗1000
since, d provided > d balancing so it can be designed as SRURS.
A) Amount of steel work required (main vertical bars) in the side of backfill
415∗𝐴𝑠𝑡
Or, 0.87*415* Ast* (697.5-25∗1000 ) = 155.01*106
On solving we get:
Ast =647.48mm2
Pt = 647.48/(750*1000) =0.1% <0.12% (not 0.K.)
So, minimum reinforcement condition is used =0.12% *697.5*1000 =837mm2.

837
Nos. of bars in along 1000mm length = 0.25∗𝜋∗25^2 =1.71 (spacing would be greater)
Provide 25 mm ∅ bar @ 300 mm c/c, 𝐴𝑠𝑝𝑟𝑜𝑣 = 1636.25 mm2, Ptprov = 0.22 %
B) Outer verticals reinforcements:
Take 0.12% of gross area [Refer detailing criteria of IRC 112-2011 and IS 4]
i.e. Ast= 0.12%*1000*750 =900mm2.
Provide 16mm dia bars at 200mm c-c spacing.
Page | 138
C) Horizontal reinforcement:
Ast = 0.1% of steam area or 25% of main vertical bars.
= 0.001*750*(4.498-2)*1000 or 0.25*1636.25
=1873.5mm^2 or,409.1mm^2.
Provide: 12mm dia bars then the spacing would be (2498*0.25*π*122)/3739

=150.07mm. take spacing as 150mm c-c.
5.5.4. Design of Dirt-wall:
Loads on dirt wall are :
a) surcharge loads.
b) earth static and dynamic.
c) seismic due to weight of dirt-wall.
Since the point of action of surcharge, earth (static/dynamics) lies below the dirt-wall
i.e. on the stem of abutment so only the horizontal components of such force is
important for dirtwall.
Dirt wall have been designed as a cantilever slab of unit width. Detailing of wall is
carried out by IRC 112 - 2011 Cl. 16.3.
Earth pressure co-efficient on dynamic condition is more (k=0.4) so analysis for

dynamic condition is applied here.
Page | 139
i. Calculations of loads:
Surcharge= 1.2*18*0.4*1.102*1 =9.52 KN/m.
Earth load static =0.5*0.4*18*1.1022 =4.37 KN/m.
Seismic due to self-weight of dirt-wall= 0.15*1.102*25*0.25=1.033KN/m.
Moment at bottom of dirt-wall due to this loads is
= 9.52*0.5*1.102 +4.37*0.5*1.064+1.033*0.5*1.102
= 7.814 KN-m.
Taking clear cover of 40mm and 12mm dia bars are provided
So, d=250-40-6 =204mm
Now for reinforcements:

415∗𝐴𝑠𝑡
Or, 0.87*415* Ast* (204-25∗1000 ) = 7.814*106
On solving we get:
Ast =106.86mm2 (provided)
Ast min =0.12% *250*1000=300 (so Ast provided is not sufficient.)

300
Nos. of bars in along 1000mm length = 0.25∗𝜋∗12^2 = 2.65 provide 3nos.
Spacing would be =1000/3 =333.33 provide 300mm.
Provide 12 mm ∅ bar @ 300 mm c/c.
Similarly for horizontal reinforcement take 10mm bars and provide c-c spacing of
200mm…
300
Nos. of bars in along 852mm length = 0.25∗𝜋∗10^2 = 3.82 provide 4nos.
Spacing would be =852/3 =214 provide 200mm.
Page | 140
ii. Check bottom section for shear:
Maximum horizontal force = 9.52+4.37+1.03=14.92 KN.
𝜏𝑢𝑣≤ K 𝜏𝑢𝑐………………………………………….(1)
14.92
𝜏𝑢𝑣 =1000∗204 =0.073 N/mm2.
K*𝜏𝑢𝑐 =1.9*0.29=0.511N/mm2. ( values of K and 𝜏𝑢𝑐 From IRC 456 table 19 and
40.2.1.1)
Since condition (1) is satisfied so its safe in shear and no additional reinforcements is
required for shear.
Page | 141
5.5.5. Check for stability of abutment:
For basic combinations of load:
stabiltiy check of abutment on bsic combination of loads

LOAD lever arm over turning resisting
load description partial factor ϒf shear force vertical force
(KN) (m) moment moments
over turninig restoring
DL from super structure 116 0 0.95 1.56 0 171.92 0 110.2
DL from super W.C 14.54 1 1.56 0 22.69 0 14.54
DL from approach slab 20.14 0 0.95 3.75 0 71.75 0 19.14
live load 111.7 0 1.56 0 0 0 0
FH braking 13.43 1.15 0 5.8 89.58 0 15.4445 0
FV braking 4.45 0 0 1.56 0 0 0 0
FW in longitudinal 0.87 1.5 0 5.8 7.57 0 1.305 0
FW vertical 6.58 0 0 1.56 0 0 0 0
F cst 5.1 1.5 0 5.8 44.37 0 7.65 0
DL abutment 95 0 0.95 1.625 0 146.66 0 90.25
vertical 43.77 0 0 2 0 0 0 0
horizontal 98.3 1.5 0 2.33 343.56 0 147.45 0
weight of footing 150 0 0.95 3 0 427.5 0 142.5
backfill 403.2 0 0.95 4 0 1532.16 0 383.04
surcharge
horizontal 33.7 1.2 0 3.5 141.54 0 40.44 0
surcharge
vertical 15 0 0 2 0 0 0 0
TOTAL 626.62 2372.68 212.2895 759.67
𝑡𝑜𝑡𝑎𝑙 𝑚𝑜𝑚𝑒𝑛𝑡 𝑟𝑒𝑠𝑖𝑠𝑡𝑖𝑛𝑖𝑔 2372.68

a) check for over turning = = = 3.78 > 1.5 (𝑠𝑎𝑓𝑒)
𝑡𝑜𝑡.𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑣𝑒𝑟−𝑡𝑢𝑟𝑛𝑖𝑛𝑔 626.6
𝑠𝑢𝑚 𝑜𝑓 𝑣𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑓𝑜𝑟𝑐𝑒𝑠∗𝑡𝑎𝑛𝜃 759.67∗0.7

b) check for sliding = = = 2.5 > 1.25 (𝑠𝑎𝑓𝑒)
𝑠𝑢𝑚 𝑜𝑓 ℎ𝑜𝑟𝑖𝑧𝑜𝑛𝑡𝑎𝑙 𝑓𝑜𝑟𝑐𝑒𝑠 212.29
(take tanθ = 350)
Page | 142
For seismic combinations of loads:
stability check of abutment on siesmic combinations

LOAD lever arm over turning resisting
load description partial factor ϒf shear force vertical force
(KN) (m) moment moments
over turninig restoring
DL from super structure 116 0 1 1.56 0 180.96 0 116
DL from super W.C 14.54 1 1.56 0 22.69 0 14.54
DL from approach slab 20.14 0 1 3.75 0 75.53 0 20.14
live load 111.7 0 1.56 0 0 0 0
FH braking 13.43 0.2 0 5.8 15.58 0 2.686 0
FV braking 4.45 0 0 1.56 0 0 0 0
seismic hori..longi 19.58 1 0 5.8 113.57 0 19.58 0
seismic vertical longi.. 2.2 0 0 1.56 0 0 0 0
F cst 5.1 0.5 0 5.8 14.79 0 2.55 0
DL abutment 95 0 1 1.625 0 154.38 0 95
seismic force on abut 14.3 1 0 3.5 50.05 0 14.3 0
earth pressure dyanamic

vertical 71.75 0 0 2 0 0 0 0
horizontal 161.15 1 0 3.5 564.03 0 161.15 0
weight of footing 150 0 1 3 0 450 0 150
backfill 403.2 0 1 4 0 1612.8 0 403.2
surcharge
horizontal 33.7 0 0 3.5 0 0 0 0
surcharge
vertical 15 0 0 2 0 0 0 0
TOTAL 758.02 2496.36 200.266 798.88
𝑡𝑜𝑡𝑎𝑙 𝑚𝑜𝑚𝑒𝑛𝑡 𝑟𝑒𝑠𝑖𝑠𝑡𝑖𝑛𝑖𝑔 2496.36

a) check for over turning = 𝑡𝑜𝑡.𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑣𝑒𝑟−𝑡𝑢𝑟𝑛𝑖𝑛𝑔 = = 3.3 > 2 (𝑠𝑎𝑓𝑒)
758.02
𝑠𝑢𝑚 𝑜𝑓 𝑣𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑓𝑜𝑟𝑐𝑒𝑠∗𝑡𝑎𝑛𝜃 798.88∗0.7

b) check for sliding = = = 2.79 > 1.5 (𝑠𝑎𝑓𝑒)
𝑠𝑢𝑚 𝑜𝑓 ℎ𝑜𝑟𝑖𝑧𝑜𝑛𝑡𝑎𝑙 𝑓𝑜𝑟𝑐𝑒𝑠 200.266
(take tanθ = 350)
Page | 143
5.6. Design and Analysis of Spread Footing:
resoponses of abutment at its bottom in basic combitation of load for footing

LOAD partial distance from eccentricity Pu Mux Muy Hx Hy
load description
(KN) factor ϒf bottom X(m) Y(m) (KN) (KN-m) (KN-m) (KN) (KN)
DL from super structure 116 1.35 1.44 156.6 225.51 0
DL from super W.C 14.54 1.75 1.44 25.445 36.65 0
DL from approach slab 20.14 1.35 -0.75 27.189 -20.4 0
live load 111.7 1.5 1.44 167.55 241.28 0
FH braking 13.43 1.15 5.8 0 15.4445 89.58 15.45
FV braking 4.45 1.15 1.44 5.1175 7.37 0
FW in longitudinal 0.87 1.5 5.8 0 1.305 7.57 1.31
FW vertical 6.58 1.5 1.44 9.87 14.22 0
F cst 5.1 1.5 5.8 0 7.65 44.37 7.65
DL abutment 95 1.35 1.375 128.25 176.35 0

vertical 43.77 1.5 1 65.655 65.66 0

horizontal 98.3 1.5 2.33 0 147.45 343.56 147.45
surcharge
horizontal 33.7 1.2 3.5 0 40.44 141.54 40.44
surcharge
vertical 15 1.2 1 18 18 0
backfill load 403.2 1.35 -1 544.32 -544.32 0
footing weight 150 1.35 0 202.5 0 0
TOTAL 1562.786 846.94 212.3
Page | 144
For seismic conditions:
resoponses of abutment at its bottom in seismic combitation of load for footing

LOAD distance from eccentricity Pu Mux Muy Hx Hy
load description partial factor ϒf
(KN) bottom X(m) Y(m) (KN) (KN-m) (KN-m) (KN) (KN)
DL from super structure 116 1 1.44 116 167.04 0
DL from super W.C 14.54 1 1.44 14.54 20.94 0
DL from approach slab 20.14 1 -0.75 20.14 -15.11 0
live load 111.7 0.2 0 1.44 22.34 32.17 0
FH braking 13.43 0.2 5.5 0 0 14.78 2.69
FV braking 4.55 0.2 1.44 0.91 1.32 0
horizontal seismic load in
longitudinal
19.58 1 5.8 0 0 113.57 19.58
vertical seismic load in longitudinal

2.2 1 1.44 2.2 3.17 0
F cst 1.97 1 5.8 0 0 11.43 1.97
DL abutment 95 1 1.375 95 130.63 0
seismic load for abutmnent 14.3 1 3.5 0 0 50.05 14.3
vertical 43.77 1 1 43.77 43.77 0
horizontal 98.3 1 3.5 0 0 344.05 98.3
surcharge
horizontal 33.7 0.2 3.5 0 0 23.59 6.74
surcharge
vertical 15 0.2 1 3 3 0
backfill weight 403.2 1 -1 403.2 -403.2 0
footing 150 1 0 0 0 0 0
TOTAL 721.1 541.2 143.58
𝑃𝑢 𝑀∗𝑌
Toe/ heel intensity due basic combinations = ±
𝐴 𝐼𝑥𝑥
1562.786 846.94∗12∗3
= ±
6 6^3
=402 KN/m2 toe ,120 KN/m2 heel
Page | 145
𝑃𝑢 𝑀∗𝑌
Toe/ heel loads intensity due seismic combinations = ±
𝐴 𝐼𝑥𝑥
721.1 541.2∗12∗3
= ±
6 6^3
=211 KN/m2 toe, 330KN/m2 heel
Since basic combination has higher value of intensity so it’s designed for basic
combinations :
Taking 25 mm dia bars for footing and the effective depth would be for 40 mm clear
cover.
d = 1000-40-12.5 =937.5 mm.
d=0.9375m
2
343.5
308
120 402
6 3
4 8
8
After calculating load intensity on the both side of face of stem of abutment (for
moment calculation) and at a distance of effective depth for footing d (one way shear )
from the the face of stem of abutment . Reinforcement requirement is calculated.
308+120
M at section 1 = ( )*4*0.5*4. = 1712 KN-m.
2
343.25+402
M at section 2 =( )*1.25*0.5*1.25=291.11 kN-m.
2
(moment of critical area is taken about stem).
Page | 146
d= 1000.-40-(25/2) =937.5mm.
For to obtain balancing depth:

𝑀
Here,
M= 1712 KNm.
b = 1000mm
𝑋𝑢
Q =0.36*fck*(xu/d)*(1-0.42 * 𝑑 ) =0.36*25*0.48*(1-0.42*0.48) =3.45
1712∗10^6
d= √ 3.45∗1000 =705 mm.
since, d provided > d balancing so it can be designed as SRURS.
A) Amount of steel work required (main bars)

415∗𝐴𝑠𝑡
Or, 0.87*415* Ast* (937.5-25∗1000 ) = 1712*106
On solving we get:
Ast =5616.37mm2
Pt = 5616.37/(937.5*1000) =0.5% >0.12% ( 0.K.)

5616.37
Nos. of bars in along 1000mm length = 0.25∗𝜋∗25^2 =11.44 (take 12)
Spacing required = 1000/12 = 83.33 take 100mm (for practical view point)
Provide 25 mm ∅ bar @ 100 mm c/c, 𝐴𝑠𝑝𝑟𝑜𝑣 = 4908.73 mm2.
Page | 147
For section 2:
B) Amount of steel work required(main bars)

415∗𝐴𝑠𝑡
Or, 0.87*415* Ast* (937.5-25∗1000 ) = 291.11*106
On solving we get:
Ast = 874mm2
Pt = 874/(937.5*1000) =0.093% <0.12% ( not 0.K.)
So, take 0.12% of steel work = 1125mm2

1125
Spacing required = 1000/3 = 333.33 take 330mm
Provide 25 mm ∅ bar @ 33 mm c/c, 𝐴𝑠𝑝𝑟𝑜𝑣 = 1487.5 mm2.
Top and distributions bars:
Take 0.12% of steel work =0.12%*1000*1000= 1200mm2

1200
Spacing required = 1000/6 = 166.6 take 160mm
Check for one way shear:
For section 1 (right side of stem at distance d)

402+387,3125
Nominal Shear force = ( )*(1.25-0.9375)= 123.33 KN.
2
123.33
Nominal shear stress = 𝜏𝑢𝑣 =1000∗937.5 = 0.132𝑁/𝑚𝑚^2.
for section2 (left side of stem of abutment at distance d)

120+263.93
Nominal Shear force = ( )*(4-0.9375)= 588 KN.
2
Page | 148
588
Nominal shear stress = 𝜏𝑢𝑣 =1000∗937.5 = 0.627𝑁/𝑚𝑚^2.
K =1 from IRC 456 cl.40.2.1,, = 0.49 for pt=0.5% and M25 (table 19,Irc 456)
Also * 𝜏𝑢𝑐,max = 3.1 N/mm2
So, its safe in shear.
Check for development:
Anchorage length = Ld =α1* α2 *L0.
Where,
α1 =1 (for bars with straight ends).

𝐴𝑠𝑡 𝑟𝑒𝑞𝑢𝑖𝑡𝑒𝑑 1125
α2= 𝐴𝑠𝑡 𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 = 1487.49 = 0.76. (𝑓𝑜𝑟 𝑚𝑎𝑖𝑛 𝑏𝑎𝑟𝑠 𝑎𝑡 𝑠𝑒𝑐𝑡𝑖𝑜𝑛 2)
L0=46 ϕ =46*25 =1150mm.
Now,
Ld =α1* α2 *L0.=1*0.76*1150 =869.75mm.
Shorter length of footing =1.25m =1250mm which is greater than Ld.

(satisfied).
Page | 149
6. Approximate Estimate of Quantity in T beam bridge
Item Description of Works No. Length Bd. Ht. Qtt. Unit
M30 grade concrete

1 for superstructure
1.1 deck slab (restrained ) 1 15 6.9 0.25 25.88 cum
1.2 deck slab(cantilever ) 2 15 0.25 7.5 cum
1.3 main girder (excluding haundges) 3 15 0.3 0.95 12.83 cum
1.4 main girder haundges 3 15 0.0675 3.04 cum
1.5 cross girder interior 6 2.7 0.3 0.35 1.71 cum
1.6 cross girder exterior 4 2.7 0.3 0.65 2.11 cum
1.7 kerb 2 15 0.95 0.3 8.55 cum
1.8 railing post 10 0.15 0.15 1.1 0.25 cum
1.9 fillet 6 15 0.3 0.15 4.05 cum
1.1 approach slab 2 4 7.5 0.4 24 cum
Total 89.92 cum
Asphalt concrete
2 for wearing coat 1 15 7.5 0.0875 9.85 cum
3 48.3 mm GI pipe in railing 6 15 90 rm
4 Concrete work in abutment
4.1 Foundation slab (M25) 2 7.45 6 1 89.4 cum
Page | 150
4.2 Stem portion of abutment M25) 2 7.45 0.75 4.498 50.27 cum
4.3 Dirt wall (M25) 2 7.45 0.25 0.852 3.18 cum
Total 142.85 cum
4.4 Abutment cap (M30) 2 7.45 0.85 0.25 3.17 cum
5 Formwork
5.1 Deck slab (restrained ) 2 15 2.7 81 sq.m
5.2 Deck slab(cantilever ) 2 15 1.55 46.5 sq.m
5.3 Main girder (bottom) 3 15 0.3 13.5 sq.m
5.4 Main girder (sides) 6 15 0.95 85.5 sq.m
5.5 Cross girder interior(sides) 6 2 0.65 7.8 sq.m
5.6 Cross girder interior(bottom) 6 2 0.3 3.6 sq.m
5.7 Kerb bottom 2 15 0.95 28.5 sq.m
5.8 Kerb sides 4 15 0.3 18 sq.m
5.9 Railing post 10 0.15 1.1 1.65 sq.m
5.1 Fillet 8 15 0.3 36 sq.m
5.1 Approach slab bottom 2 4 7.5 60 sq.m
5.11 Approach slab side 4 4 0.4 6.4 sq.m
5.12 Coss girder exterior(bottom) 4 2 0.3 2.4 sq.m
5.13 Coss girder exterior(sides) 4 2 0.35 2.8 sq.m
Total 393.65 sq.m
Page | 151
6 Steel work in superstructure 1% 0f concrete work 7.06 MT
7 Steel work in abutment 1%of concrete work 11.47
Details of Approximate Estimate of T- beam Bridge

S.N. Description of work Qtt Unit
1 Total concrete work in superstructure = 89.92 cum
2 Steel work for super structure= 7.06 MT
3 Asphalt concrete work= 9.85 cum
4 GI pipe= 90 rm
Cost of concrete work = Rs. 1,258,880.00
Cost of steel work= Rs. 706,000.00
Cost of GI PIPE= Rs. 90,000.00
TOTAL cost of super structure= Rs. 2,054,880.00
Cost per meter length of super structure=Rs. 136,992.00
S.N. Description of work Qtt Unit
1 Total concrete work in substructure= 146.02 cum
2 Steel work for substructure= 11.47 MT
Cost of concrete work= Rs. 1,898,260.00
Cost of rebar= Rs. 1,147,000.00
Total cost of sub structure = Rs. 3,045,260.00
Cost per meter length of sub structure= Rs. 203,017.33
Page | 152
8. REFERENCES
[1] Johnson, Victor. D, Essentials of Bridge Engineering, Oxford & IBH Publications,
New Delhi, 1980
[2] T.R. Jagadeesh & M.A. Jayaram “Design of Bridge Structure” PHI Learning Pvt.
Ltd, New Delhi, 2010 [4] Pillai and Menon, Reinforced Concrete Design
[3] IRC 5 -2000: Standard specification and code of practice for road bridges, Section
I, General features of Design, 20000
[4] IRC 6 – 2000: Standard specification and code of practice for road bridges, Section
II, Loads and Stresses, 2000
[5] IRC 21 – 2000: Standard specification and code of practice for road bridges, Section
III, Cement Concrete (Plain and Reinforced), 2000
[6] IRC 112– 2011: Code of practice for concrete road bridges
[7] IS 456 – 2000: Indian standard Plain and Reinforced concrete – Code of Practice
[8] SP 16 - 1980: Design aids for Reinforced Concrete to IS: 45 – 1978
[9] SP 34 - 1987: Hand book on concrete reinforcement and detailing
[10] IRC 83– 1987: Standard specification and code of practice for road bridges,
Section IX, Bearings, Part –II: Elastomeric Bearings, 1987
[11] IRC 78– 1983: Standard specification and code of practice for road bridges,
Section VII, Foundations and Substructures, 1988
[12] Design Examples by Nabin Chandra Sharma
Page | 153
9. Annex
Bridge Site: Baskotkhola along Karkineta Road, Syangja:
Images of the bridge site:
Fig. 1: Upstream side of the river
Fig. 2: Downstream side of river
Page | 154
Fig. 3: Right Bank of the River
Fig. 4: Left Bank of the river
Page | 155

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Design of RCC T-beam bridge over Baskot Khola, Syangja

1.2. Title of Project ................................................................................................ 1

1.3. Project assignment .......................................................................................... 1

1.4. Objectives of Works........................................................................................ 2

1.4.1. General Objectives of Project Work ......................................................... 2

1.4.2. Specific Objectives of Project Assignments .............................................. 2

1.5. Site Description .............................................................................................. 2

1.6. Client Requirements........................................................................................ 5

2.1. Acquisition of Data ......................................................................................... 6

2.1.1. Preliminary Data ...................................................................................... 6

2.1.2. Geotechnical Investigation ....................................................................... 6

2.1.3. Hydrology ................................................................................................ 6

2.1.3.1. Empirical Formula ................................................................................. 7

3. DATA ACQUISITION AND CALCULATIONS .................................................. 9

3.1. Topographical Survey ..................................................................................... 9

3.2. Geology and Topography ................................................................................ 9

3.3.1. Determination of Rainfall Intensity: ....................................................... 12

3.3.2. Calculation of Runoff Coefficient:.......................................................... 14

3.3.3. Discharge Calculation: ........................................................................... 15

3.3.5. Height of abutment and pier ................................................................... 23

4. STRUCTURAL PLANNING: PRELIMINARY DESIGN ................................... 24

Planning and Preliminary Design ............................................................................. 24

4.1.1. Type of Bridge Deck Selection ............................................................... 24

4.1.2. Geometry of Bridge Deck....................................................................... 24

5. STRUCTURAL ANALYSIS AND DESIGN OF COMPONENTS ...................... 27

5.1. Design of Slabs ............................................................................................. 27

5.1.1. Design of cantilever slab ........................................................................ 27

5.1.2. Design of Interior Slab ........................................................................... 33

5.2. Design of Longitudinal girder: ...................................................................... 72

5.2.1. Design Of Longitudinal Girder: .............................................................. 73

5.2.2. Calculation Of Bending Moment Using Hendry-Jaegar Method: ............ 75

5.2.3. Design for Bending Moment: ................................................................. 89

5.2.4. Design For Shear Force: ......................................................................... 99

5.3. Design of cross girder: ................................................................................ 103

5.3.1. Analysis Of Dead Load ........................................................................ 103

i. Intermediate Cross Girder ........................................................................ 103

ii. End Cross Girder ................................................................................. 104

5.3.3. Design of cross Girder: ......................................................................... 110

5.4. Analysis and design of bearing .................................................................... 114

5.4.1. Calculation of Loads on Bearing .......................................................... 114

5.4.2. Calculation of Loads on Bearing According to Combination of Loads .. 117

5.5. Design of RC Abutment .............................................................................. 122

5.5.1. Planning and Preliminary Design: ........................................................ 122

5.5.2. Analysis and Design of Abutment Cap: ................................................ 125

5.5.3. Analysis and Design of Abutment Stem:– ............................................ 126

5.5.4. Design of Dirt-wall: ............................................................................. 139

5.5.5. Check for stability of abutment: ........................................................... 142

5.6. Design and Analysis of Spread Footing: ...................................................... 144

6. Approximate Estimate of Quantity in T beam bridge ......................................... 150

8. REFERENCES .............................................................................................. 153

9. Annex ............................................................................................................ 154

Bridge Site: Baskotkhola along Karkineta Road, Syangja: ..................................... 154

Images of the bridge site: ....................................................................................... 154

1.2. Title of Project

1.3. Project assignment

1.4. Objectives of Works

1.4.1. General Objectives of Project Work

1.4.2. Specific Objectives of Project Assignments

1.5. Site Description

Geographic location: Latitude: 28008’10”, Longitude: 83049’25”

Fig1. Site Location

Fig. 2: District map of Syangja

RCC post are 1501501100 mm

1 Hand rails 1530.0437*1.35/15 0.18 1.475 0.27

2 RCC Post 0.150.151.1251.35*5/15 0.29 1.475 0.43

3 Wearing 0.0875220.6*1.75 2.02 0.3 0.61

4 Kerb 0.950.325*1.35 9.62 1.075 10.34

5 Slab 0.250.325*1.35 2.53 0.15 0.38

6 Slab 0.5(0.15+0.25)1.25251.35 8.44 0.68 5.74