Paper No.

506

CONSTRUCTION OF RAFT FOUNDATION IN DEEP SANDY BEDS FOR MAJOR BRIDGES ACROSS PERENNIAL RIVERS+
By MS. ASHWINI U GALMUGLE* & DR. A.G. NAMJOSHI **

CONTENTS Page 1. 2. 3. Introduction Bridge Across River Bawanthadi Bridge Across River Kanhan
SYNOPSIS The choice of shallow foundation is conventionally restricted to minor bridges (less than 60 m length) where the stream bed has non-erodable strata or where the design depth of scour in erodable strata is not much and there is no perennial flow/standing water in the river bed. In the present case, shallow foundations have been adopted for construction of bridges across major rivers viz. Bawanthadi & Kanhan having a linear waterway of 400 m & 180 m respectively. This paper describes in detail two different techniques adopted to tackle the construction of cut off walls for raft foundations where heavy dewatering was required. In the first case of submersible bridge across river Bawanthadi, the site is located very near to the confluence with river Wainganga and heavy dewatering was contemplated. In order to overcome the difficulty, the cut-off walls were cast above low water level and lowered down to the designed founding level below the bed. An innovative method of lowering down a unit of 22 m long pre-cast cut off walls using temporary fabricated steel frame stiffeners is described here. In the second case of high level bridge across river Kanhan, there was standing water of around 3.0 m depth in the river bed extending almost over 80 per cent width of the river. Pre-Trenching method was adopted using Bentonite clay for construction of cast-in-situ cut off walls.

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* **

Written comments on this Paper are invited and will be received upto 31 st December, 2004. Senior Design Engineer, Dr. Namjoshi & Associates, Nagpur. Consulting Engineer,

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It is a conventional practice to rest the foundations of major bridges anchored firmly into sound rock. Streams where foundable strata is not available at a reasonable depth, always pose a problem to select appropriate type of foundations. The bridge engineers generally do not like to deviate from guide lines given in the IRC codes 1,2,3,4 which are general in nature covering various conditions all over the country. The bridge engineer, however, has to exercise his insight to adopt unique solution, to suit a particular site conditions. Such decisions a build up confidence level, if they are supported by sound performance record of precedents. Over the years, Maharashtra state has developed raft foundations as available alternative for deep foundations such as wells and piles in locations where hard foundable strata are deep seated and dry weather flow is such that construction of cut off walls with manual open excavation is feasible. Recognizing the indisputable merits of raft foundation, design and construction, engineers of the department have been constantly innovating to achieve economy and furtherance of constructional ease. Construction of cut off walls upto desired depth is possible by excavating an open trench in case of cohesive soils which can be vertically cut. Dewatering is one of the major difficulties faced in the construction 6 of raft foundations specially in case of sandy soils and structures near irrigated areas because recharging of the ground makes dewatering difficult. Various innovative methods7 have been devised and put into practice in the field to overcome such difficulties. A number of major bridges have also been economically 9 constructed successfully over raft foundations 7 in the past with a sound performance record. The Paper discusses construction of cut off walls for raft foundations for two major bridges viz. submersible bridge across river Bawanthadi and high level bridge across river Kanhan where innovative methods were developed during execution.
2. BRIDGE ACROSS RIVER BAWANTHADI

2.1. Brief History Tumsar Belaghat A State Highway (S.H. No.271) connects Tumsar in Maharashtra with Belaghat in Madhya Pradesh. It had an unbridged crossing across river Bawanthadi near Bapera. The State Highway at

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present is a fair weather road and prior to the construction the bridge temporary crossing was having constructed across this river during dry season every year. The traffic, however, used to remain closed during monsoon period (June to October). Since heavy traffic is not likely to develop over this route in the near future, a submersible bridge with a single lane carriageway was constructed from economic considerations. The formation level of the bridge has been fixed at such a level, that the traffic may get interrupted only during high floods with a frequency and duration remaining within the permissible norms. Therefore, a continuous unit of multiple cell RCC box construction which satisfies all the requirements of a submersible bridge which causes minimum obstruction to flood waters was adopted. This single lane bridge being quite long (i.e. 381 m) cause considerable hindrance to two way traffic. Therefore waiting places of two lane capacity were provided at two locations (Plate 1). This bridge length is made up of 15 independent units of RCC Box Cells each having a length of 21.65 m. Each unit consists of 5 continuous box cells with opening 4.0 x 3.7 each (Plate 1). The gap between two independent (continuous) units is bridged by providing a simply supported solid slab having length of 4.0 m (Plate 2). The simply supported solid slab superstructures rest over the brackets projecting out from the vertical walls at ends of the box cell units. The foundation for each 5 cell unit is provided with reinforced cement concrete (RCC) continuous raft slab of length 22.55 m x 4.60 m (22.55 m x 7.80 m for 2 lane enlarged portion provided at two intermediate locations). The salient features of the bridge are given in Annexure-I. The raft slab is confined by detached plain cement concrete (PCC) cut off walls (300 mm x 2300 mm) on upstream (u/s) and downstream (d/s) sides extending for full length of the bridge from bank to bank. Cross cut-off walls of same size are provided at the beginning and end of each 5 cell continuous unit so as to confine the RCC raft slab foundation for each unit independently. The portion below the simply supported span between two cross cut-off walls is provided with 600 mm thick PCC flooring. The clear width of roadway is 4.25 m for 13 units whereas 7.50 m wide 2 units were provided at waiting places (Plate 3). 550 mm wide

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discontinuous road kerbs are provided on either side of the carriageway along full length of the bridge [Photo 1]. The width of kerb has been kept as 550 mm with removable type post and pipe railing on either side for the safety of pedestrians. The riding spans on either side of the two lane units (provided as waiting/overtaking zones) are enlarged from 4.2 m to 7.5 m wide carriageway to facilitate smooth transition. Thus the total length of the bridge is built as under :

Photo 1. Two lane unit waiting place

Unit A (Single Lane) Unit B (Two Lane) Riding spans (Single Lane) Riding spans ( Flared ) Total Length 2.2. Protection Works

: : : :

13 x 21.65 2 x 21.65 10 x 4.0 4 x 4.0

= = = =

281.45 m 43.30 m 40.00 m 16.00 m = 380.75 m

The raft foundation & cut off walls are further protected by providing 1100 mm thick launching apron of rubbles. The velocity at bed level during peak floods does not exceed 2.50 m/sec, however, weight of each stone not less than 40 kg has been used for apron. The launching apron extends for a width of 6.75 m on u/s side and 9.0 m on d/s side. PCC toe walls are provided along full length of the apron on both sides.

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2.3. Problem Encountered The bed material predominantly consists of pure sand with almost no silt/clay content & could not stand a vertical cut necessary to allow excavation of an open trench. The work was, however, commenced with a conventional method of excavating a wide open trench. A block of 28.0 m x 10.0 m was excavated in the sandy bed. The pit could hardly be excavated to a depth of 1.50 m below the bed level & it was observed that further digging is not possibly due to following impediments : (a) (b) Collapse of sides due to heavy sand blows during excavation & dewatering, inspite of shoring & strutting. The water level remained constant even after employing 200 HP water pumps for dewatering.

Further work was hampered due to occurrence of nonseasonal floods & the excavated pit got filled up to the original bed level. It was therefore considered necessary to explore the possibility of casting the cut off walls at bed level & thereafter lowering it down to the desired level below the bed, instead of conventional method of casting in situ in open trench. 2.4. Construction Technique The above arrangement (Fig. 1) provided confinement to RCC raft foundation (for each unit of 5 celled box) at foundation level by an independent frame of cut off walls of 2.30 m depth (22.65 m length x 4.60 m width) all along the periphery. It was, therefore, proposed to cast the PCC frame of cut off wall for each unit separately & lower it down to the desired position by scooping out the sand below the cut off & inside the frame simultaneously so that it could gradually sink uniformly by its own weight. 2.5. General Features & Design Considerations for Raft Foundation The detached cut off walls are designed to perform the following main functions in service condition : (a) (b) (c) To confine the bed material below the raft foundation. As a diaphragm that prevents the free flow of bed material/ particles underneath raft foundation during floods. To extend the path of exit gradient below the bridge foundation & its protection works.

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Fig. 1.

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In short, under service condition of the bridge proper, the detached cut off walls are not designed to bear any stresses. It can therefore be considered as a non structural bridge component so far as transfer of forces to the foundation stratum under various critical combinations of loads are concerned . In the present case the cut-off walls are constructed in PCC M-15 grade. However as a conventional practice, skin reinforcement @ 5 kg/sqm is provided. The stability of the cut off wall frame was checked for the loading conditions, which it might have experiences during sinking process. The inside dimensions of the rectangular frame under discussion was 22.55 x 4.60 m with a height of 2.30 m and the thickness of wall was 300 mm. The frame of cut off wall was proposed to be lowered down to the desired position by removing the sand inside the box & below the cut off wall. The frame was designed to withsand following forces during sinking process : (a) The differential lateral pressure of saturated sand from outside for a height of 2.30 m inducing bending stresses in the horizontal plane. Occurrence of non uniform settlement along the periphery of the frame resulting in bending stresses in the vertical plane due to self weight of the frame. The height of cut off wall is 2.30 m and its thickness is 300 mm. The long walls are connected by cross cut-off walls at the ends only. It was, therefore, necessary to restrict the span length to maximum 4.0 m, so as to safely bear the lateral thrust. The longitudinal walls, were, therefore stiffened from inside at five intermediate locations by providing removable vertical steel brackets thus dividing it into six short bays of length not exceeding 4.0 m each. The brackets on the opposite walls were braced by removable horizontal steel strut fixed at 0.75 m height from bottom.

(b)

After carrying out detailed analysis of forces occurring during the lowering down operation, additional reinforcement wherever required was provided in the cut off wall frame at appropriate locations. The reinforcement for the cut off walls was designed for the stresses induced under critical conditions of the construction phase. The stress in concrete & steel has been allowed to exceed upto 33 per cent in the construction phase as permissible.

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2.6.

Construction Details

2.6.1. Sinking of single lane main unit: The bed was prepared, levelled & timber logs were placed at one meter interval along the periphery of the unit. A 500 mm wide strip in brick on edge, was constructed all round the periphery so as to rest the base of 300 mm cut off wall. The shuttering was erected for a full height of 2.30 m & reinforcement cage was tied in position. The anchor bolts required for fixing the steel bracket were placed in a 20 mm dia & 300 mm long PVC pipe casings so as to facilitate easy removal. These bolts were placed in exact position & tightened with the centering plates. The concrete cut off wall was, thereafter cast in layers for full height of 2.30 m in one operation so as to ensure adequate self weight and to facilitate ease in sinking. [A top layer of 200 mm was left to be cast initially so as to leave scope for achieving a perfect level after final sinking] (Photo 2). The vertical shuttering plates were removed. Thereafter steel brackets were tightened to the concrete cut-off walls at predetermined locations. After that horizontal steel strut was braced at 0.75 m from bottom to the brackets on opposite walls (Fig. 1). It was ensured to place timber wedges at junction of bracket & steel strut on both sides so as to allow easy removal of brackets after final sinking (Photo 3). The sinking operation started after the concrete of cut off walls attained adequate strength. The following arrangement was made for sinking operation.

Photo 2. Cut-off wall unit cast at bed level

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Photo 3. Stiffening arrangement of RCC cut-off walls Vertical steel bracket with horizontal strut

In all 28 labourers, 4 in each intermediate bays and 6 in end bays were working inside the box. They first scooped out the sand beneath the cut off wall uniformly all along the periphery & removed the temporary timber supports placed beneath it simultaneously. The operation of removal of sand within the box & all along the periphery was carried out gradually & uniformly so as to avoid differential sinking. It was also observed that the sinking of cut-off wall continued to be uniform all along the periphery. When the whole unit of cut off wall was sunk upto the bottom level of apron, the sand outside the cut off wall on u/s & d/s side was removed upto that level so as to reduce intensity of the differential lateral pressure. Thereafter, the sinking process was continued till the cut off wall reached the desired level. For removal of sand within the box, 3 nos. of Winch with Grab (Latur cranes) of 350 kg capacity (65 HP) were used. The removed sand was deposited at a distance of 10 m on d/s side i.e. beyond the toe of apron on d/s side. In all 60 HP electrically operated water pumps were required to work continuously for the sinking operation.

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The cut-off wall unit was seated to the desired level. Sand was refilled in the box upto the top of horizontal steel strut (leaving the portion around the strut) so as to reduce the earth pressure on the cutoff wall from outside. Thereafter the wooden wedges were removed & the strut was relieved of axial thrust. The whole steel frame work i.e. horizontal struts & vertical brackets were removed one by one and side by side and sand filled in the box up to the bottom level of proposed raft (Photo 4).

Photo 4. Cut-off wall unit sunk in final position

The following material & labour were required for casting & sinking of one main unit (single lane) of cut off wall. Casting Operation PCC M15 Cement bags required Working hours required Concrete mixer used Labours (in 2 shifts) 39.50 cum 240 nos 10 1 no 80 nos

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For removal of sand and sinking in all 60 HP water pumps were required to operate continuously. Period Required Preparation of base platform, erection of centering, shuttering & tying of reinforcement cage etc. Casting & curing of cutoff wall Sinking operation 5 days

7 days 5 days

2.6.2. Intermediate unit: The cut off walls required for bridging of the gap between the two adjacent main units (under simply supported span) overlapped both units by 300 mm from outside (Photo 5), (Fig. 2a). The cut-off walls were cast for the required length for full height on u/s & d/s side separately. These two cut off walls were braced with a single horizontal steel strut connected with a vertical steel bracket at both ends for sinking purpose. The cut-off walls were cast leaving a gap of 50 mm on u/s and d/s side so as to avoid friction with the main unit

Photo 5. Overlapping cut-off wall between two units

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while sinking. Both the cut-off walls were sunk to the desired level by adopting the same procedure as that followed for the main unit. It was, however, observed that the self weight of the intermediate unit (being small in length) was insufficient to overcome side friction & hence counterweight had to be provided during final sinking. The following labour & material were required for casting & sinking of the intermediate units of cut off walls. Casting Operation PCC M-15 No of bags required 6 cum 37 bags

For removal of sand and sinking in all 40 HP water pumps were required to operate continuously. Period Required Preparation of base platform, erection of centering, shuttering & tying of reinforcement cage etc. Casting & Curing of cut-off wall Sinking operation 2 days

7 days 3 days

2.6.3. Method for ensuring continuity of cut-off walls: In order to ensure an efficient functioning of the cut off wall to prevent free flow of bed material underneath the raft foundation, its functional continuity had to be maintained. If construction joints are inevitable it should be ensured that no gap is left in-between or is protected with additional lap joint so that sand should not flow through the gap from u/s to d/s during floods. The horizontal surface steel in the longitudinal walls of the main unit was extended for one lap length beyond the outer face of cross cut off wall. After casting of concrete in cut off wall, the projecting reinforcement bars were bent upward & plastered with lean cement mortar flushed with the outer face of the cross cut off wall to ensure obstruction to free sinking. Similarly 8 mm dia bars in U shape were projected for a lap length in the transverse direction (Fig. 2b) in the cut off wall of intermediate unit. The longitudinal extended bars from main unit cut off were straightened (after scraping the lean plaster) and were tied with 8 mm for `U bar projecting from cut off of intermediate unit.

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Thereafter this overlapping piece of cut-off wall was cast in-situ making the lap joint fool-proof & thus maintaining a physical continuity throughout the length of the bridge foundation.

IN TE R ME D IAT E U N IT
3 00
A

3 00

fillet 150 x 1 50 up to 1.3 m fro m bo ttom M A IN U N IT M A IN U N IT

25 00
3 00

3 00

Fig. 2a.

30 0 Su rfa ce r einf ex tend ed fr om m ain u nit 37 5 30 0 45 0 75 Su rfa ce r einf ex tend ed fr om int erm e diate un it

30 0

35 0 C onc re te b loc k of si ze 60 0 x 350 x 23 00 m m t o be c as t in s itu @ all t he four M A IN U N I T 30 0 90 0 60 0 c orne rs o f interm e diat e uni t aft er fin al s ink ing

IN TE R ME D IAT E U N I T

D ETAILS OF A
Fig. 2b. Details showing continuity of cut off wall

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2.7. Two Lane Unit The area covered by this unit is larger by about 70 per cent than the single lane unit. In order to limit the dewatering efforts, the two lane unit (Fig. 3a) of size (22.55 m x 7.90 m) was divided into two independent units of internal size 10.00 m x 7.90 m leaving a gap of 2.50 m (similar to that left between the single lane units). The intermediate cross cut off wall at the continuous end was cast 1.0 m below the raft top level so as to avoid propping action during service condition. The 1.0 m height was built up by constructing a temporary precast CC block masonry upto the raft top level in order to have uniform loading all along the periphery. The longitudinal walls were stiffened from inside at two intermediate locations by providing the removable vertical steel brackets thus dividing the same in three bays of length less than 4.0 m each. The brackets on the opposite walls were braced by removable horizontal steel strut fixed at 0.75 m height from bottom. The cross cut off walls were also stiffened from inside at center with a vertical steel bracket. The steel bracket on the opposite cross cut off walls were braced by longitudinal removable horizontal steel strut which simultaneously stiffened the two struts provided in transverse direction also. The same procedure as adopted for other units for casting & sinking was adopted for these two units also. The intermediate unit was cast & sunk to desired level. The temporary walls of block masonary of 1.0 m height constructed over intermediate cross cut off wall was removed & sand was refilled upto the bottom level of proposed raft. These two parts of the units were finally joined to form a single unit for two lane flared portion (Fig. 3b).

Fig. 3a.

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After final sinking of overlapping cut off the main cut off wall is cast insitu to maintain continuity

(All dimensions in mm unless otherwise specified) Fig. 3b. Arrangement of twin segements of cut off walls below two lane units

The following material & labour were required for casting & sinking of one part of Two lane unit of cut off wall. Casting Operation PCC M15 Cement bags required Working hours required Concrete mixer used Labours (in 2 shifts) 23.16 cum 140 nos 8 1 no 80 nos

For removal of sand and sinking in all 50 HP water pumps were required to operate continuously. Period Required Preparation of base platform, erection of centering, shuttering & tying of reinforcement cage etc Casting & Curing of cut-off wall Sinking operation 5 days

7 days 5 days

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2.8.

Difficulties Encountered

2.8.1. The cut off units were sunk to an average depth of 3.50 m below the LWL and the inside dimension was increased by 150 mm (4600 mm to 4750 mm) so as to provide adequate margin for the likely shift, if any in the lateral direction during sinking. This was done so as to ensure uniform & symmetrical raft about the center line of the bridge of required minimum dimension. No change in dimension of the main units was warranted to accommodate shift in the longitudinal direction, as the same could be accommodated by varying the length of the intermediate unit which was cast after final sinking of main units on either side. 2.8.2. The cut off wall has to satisfy the following main functional requirements (a) (b) The minimum depth below the raft top RL should be 2.30 m The cut off wall top should be in level with the raft top.

The cut off wall was cast in upto 2.10 m height only in the initial stage before sinking. The surface reinforcement required, however, was tied for the full height of 2.30 m. There was no difficulty in sinking it to a little more depth so as to observe minimum depth of 2.30 m of cut off below raft top RL at all the corners & intermediate locations. After meeting with the requirement of minimum depth on final sinking, the remaining cut off height which was left to be cast initially (around 200 mm), was concreted upto the desired level at top of the raft after making up the difference in height, if any, at all the corners. This ensured to achieve a perfect horizontal plane at the top of the raft level. 2.8.3. It is already mentioned in the Brief History that a temporary crossing used to be constructed for restoring the traffic during the open season. This temporary crossing used to be constructed by driving timber piles/stamps in the river bed & laying branches of trees within, so that it could hold the filled up soil in flowing water for preparation of temporary service road. These timber stumps used to get plunged further into the sandy bed during monsoon. The alignment of the bridge overlapped a part of the service road. These timber logs stuck at some places while sinking the units. Such obstacles had to be removed after resorting to excavation from outside & pulling it out with a rope. The sinking operation all over the periphery was required to be slowed down or suspended till such obstacles were removed so that uniform sinking could be possible.

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2.8.4. Initially the cut off wall frame required for two units of 22.55 m each was cast & finally sunk in position one after the other. A gap of 4.0 m was left for simply supported span. Thereafter the intermediate cut off unit was cast. While removing the sand between the intermediate cut off wall for sinking purpose it was observed that the sand filled in the adjacent bays of units on either side also slipped in this unit through sand blows. Due to this phenomena the level of sand in the adjacent bays used to subside. It was therefore necessary to make up the level of sand filled in the adjacent bays also after filling sand in the intermediate unit. It is, therefore, advisable to lay the levelling coarse below RCC raft of main unit only after the sinking & sand refilling of adjacent intermediate units on either side of the main unit are completed. 2.8.5. During construction of cut off walls near the banks it was observed that at some places, rock outcrops were struck under the units (Photo 6). It is a structural necessity that the cut of walls all along the

Photo 6. Rock struck near banks

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periphery need to rest over a strata of uniform SBC in order to avoid differential settlement. This requirement was artificially generated by excavating an open trench of dimension about 1 m. wide and half a meter deep below the desired seating level of the cut off walls in the rock outcrop (Fig. 4). The extra portion of the excavated trench (i.e. 0.50 m below the seating level of cut off) was refilled with sand cushion.

Fig. 4. Sinking of cut off wall in rocky out crops

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If a continuous stretch of hard strata/rock is met with where the cut off wall is designed to rest it is desirable to provide a clear vertical separation joint in the cut off wall at the junction of the two different strata. In order to protect this vertical joint an additional piece of cut off wall (covering cut off wall) with an overlap of 750 mm on either side of the vertical joint should be constructed from outside so as to arrest the free flow of sand through the construction joint. 2.8.6. Similar rock outcrops were met with below the raft portion within the cut off walls, where the rock outcrops were cut to a depth such that a uniform sand cushion of minimum 900 mm could be laid below the proposed raft. 2.8.7. Rock was continuously met with on both the banks. The cut off walls of the end units were therefore constructed by adopting conventional method of excavating an open trench and casting in situ of the PCC cut off walls. 2.8.8. The rubble apron was deleted in the portions where rock was met with in the bed. However the apron and the toe wall was extended horizontally for 2 m length inside the rock so as to overlap the rocky bed and to ensure sufficient grip against local erosion (Fig. 5). 2,8.9. PCC solid abutments supporting open foundation were end riding spans with constructed at both the ends where rock foundation was met. The end units of box cell superstructure were converted into intermediate units of box cell with simply supported riding spans at the ends. The actual construction of the bridge was commenced on 18 th Nov. 2003. The most difficult task was to construct cut off walls. The construction of box cell superstructure units was, however, simultaneously completed leaving a margin of atleast one unit of cutoff frame sunk in position ahead, in the direction it progressed. The bridge work at a cost of Rs.190 Lacs was completed on 15 th June 2003 @ Rs.50000 per m length (Photo 7).
3. BRIDGE ACROSS RIVER KANHAN

3.1. Brief History The bridge across river Kanhan is at 13 km on Parseoni Khaperkheda road (MDR) in Nagpur District. River Kanhan is a perennial

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Fig. 5. Details of rubble apron anchoring in rocky banks

Photo 7. Bapera Bawanthadi bridge work nearing completion

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river with catchment area of about 5221 sq km (2017 sq miles) upto the bridge site. There is a minor irrigation project constructed on u/s side in Madhya Pradesh across this river . Therefore there is a perennial flow at the bridge site due to regeneration of the catchment. The low water spread extends for about 80 per cent of the bed width at bridge site having a maximum depth of about 3 m above the lowest bed level. Ferry crossing was the only available mode to cross at this site for the local population. The bridge provides an all weather connection from thermal power station at Khaparkheda to Nagpur Jabalpur N.H. 7 by a shorter route. Moreover the MSEB was also in a need of a high level crossing for carrying the ash pipe line across river Kanhan. In order to serve both the purposes simultaneously, it was, therefore, decided to construct a high level bridge across this river. A linear water way of 180 m was required from hydraulic considerations. Foundable strata of sound rock was available at a depth of about 35 m below the L.W.L in the main gorge as revealed from the trial bores. The flood depth at HFL was around 11 m above the L.W.L. The total height of substructure including foundation worked out to 46 m. The proposal was therefore framed as per conventional practice of the department. A proposal of 4 spans of 45 m each (Plate 4) with PSC box superstructure & hollow R.C.C. piers resting over well foundations was finalized and tenders were invited accordingly. The bids received were ranging between 5.0 to 6.5 crores with a similar arrangement as contemplated by the department. However one alternative proposal with R.C.C. raft foundation and elaborate protection work was offered at 4.27 crores. This alternative proposal being unconventional one (RCC raft foundation for a major bridge having perennial flow & standing water in the bed) took some time to arrive at a considered decision after carrying out a detailed technical scrutiny & examining construction viability. The contract was finally awarded in November 1997. 3.2. Details of Bridge Proper This proposal contemplated a two lane bridge having 15 simply supported spans of 12 m center to center of solid slab construction (Plate 5). A separate trough slab superstructure adjacent to main carriageway was provided to carry MSEB ash pipe line. Both the superstructures rested over neoprene bearings placed over RCC pedestal on R.C.C. cantilever pier caps. R.C.C. wall type piers with semicircular cut and ease water were provided over R.C.C. raft foundations. The raft slab

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was provided with a haunched beam below each pier support. Abutment on left bank and Piers P-1 to P-11 had R.C.C. raft foundations while remaining 3 piers and abutment on right bank rested over rock with open foundations. The foundable strata on right bank was available at a reasonable depth. 3.3. Protection Work

3.40 m deep and 0.35 m wide PCC detached cut off walls with nominal reinforcement were provided to confine the 900 mm thick sand filling below the R.C.C. raft. The sand cushion was overtopped by 100 mm thick P.C.C. leveling coarse. 700 mm thick rubble apron overtopped by 300 mm thick PCC paving cast in staggered bays of 2 m x 2 m were provided. This protection work extended for a length of 15.70 m on d/s side & 11.75 m on u/s side beyond the cut off walls. The hydraulic features with calculation for protection work are given in Annexure-II. 3.4. Design Features of Haunched Footing The RCC raft slab for foundation is designed as a wide beam on elastic foundation, on the same theory. The coefficient of subgrade reaction is assumed as under: (a) (b) Sandy strata - 5600 T/m3 Sandy clay - 2800 T/m3

The raft slab is provided with a haunched base below the RCC pier for even distribution of concentrated load over a span of 12.0 m (Photo 8). This part of the pier footing being a rigid one is not deformable. The load at bottom of pier is assumed to disperse uniformly through the deep concrete footing at 45 degrees to the base of raft. The value of the load transmitted at the end of haunches of the footing in the form of shear force on both sides has been considered for the design of raft slab of uniform thickness in between ends of two haunched footings. The sum of shear force at both ends of the haunches together is considered as a single concentrated load over the raft slab of uniform thickness.

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Photo 8. Reinf. details of haunched footing below pier

The span between two such consecutive concentrated loads, over the raft slab (in the form of continuous beam of uniform thickness) is considered as distance between two consecutive ends of haunches ignoring the width of footing at the base of pier5. 3.5. Construction Technique for Casting of Cut off Wall Bentonite clay technique is commonly used for construction of diaphragm walls to enclose the area to be built up for building or some other structure. This is predominantly used in coastal areas/reclamation are as where heavy dewatering is involved and open excavation is not possible where or the soil cannot stand a vertical cut. This technique however is not adopted for the bridge works where there exists flowing water in the channel. As already explained, there was flowing/standing water in the river bed and the bottom level of the cut off wall was designed to rest at about

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6.0 m depth below the LWL. The water spread extended for almost about 80 per cent width of the river. This situation naturally warranted heavy dewatering before laying raft foundation and the cut off walls. In order to reduce the dewatering efforts to the barest minimum, it was necessary to go in for such a technique which would allow the operation of open trenching as well as concreting of cut off wall under water. Hence the bentonite clay technique was employed here. The excavator was slightly modified to suit the specific purpose by extending the length of stick by 1.2 m and reducing the width of bucket to 490 mm from that of its standard size, was procured for construction of cut off walls. The width of cut off wall was increased to 500 mm to suit the operatable minimum size of bucket though 350 mm width of cut off wall was adequate from the design considerations. The cut off wall was to be constructed for a total length of 315 m i.e length on both sides and that required at ends. This operation was however tackled by taking a panel of about 30 m at a time. A working earthen platform for a width of about 15 m was constructed in the river bed with its top at about 0.50 m above the low water level so as to cover the area required for construction of bridge foundation as well as the width of path required for operating the machinery and equipment. The following equipments were required for the above work. (i) (ii) Excavator Crane RB 19 (For concreting & lifting of tremie set & compaction) (iii) Guide rail (To guide the bucket) (iv) Miller mixing pump (To mix Bentonite slurry) (v) Two Bentonite slurry tanks each capacity of 8000 litres (For recycling purpose) (vi) 2 sets of tremie pipe with hopper (For concreting) (vii) Tremie spanner (For fixing of tremie pipe) (viii) Concrete mixer. (xi) Generator 45 HP (For lighting & welding purpose) (x) Chain (To measure depth/sounding) (Photo 9)

(Photo 10) (Photo 11) (Photo 12)

The alignment of the cut off wall and its width was precisely marked on the ground. The guide rails were embedded in the platform to form a defined width of the cut off wall trench (Photo 10). The trench was excavated to a depth of about 0.50 m and it was filled with bentonite slurry. The slurry was allowed to penetrate and saturate the adjacent soil

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Photo 9. Trench excavator

Photo 10. The guide rails aligned

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Photo 11. Bentonite slurry tank

Photo 12. Tremie pipe fitted with hopper

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for about 6 hours. This process stabilized the adjacent soil so as to facilitate further excavation. Thereafter excavation was resumed and the soil removed was simultaneously replaced by an equal amount of bentonite slurry. It is essential to maintain the level of bentonite slurry up to the level of guide rail and the rate of refilling should match with the rate of removal of soil. This process is continued till the trench was excavated upto RL at the bottom of cut off wall. A panel of length about 3-4 m was earmarked by placing two stop end pipes of diameter little less than that of the trench (Photo 13) for convenience during concreting. Once the panel was ready a reinforcement cage was lowered into the panel (Photo 14) with the help of a crane. Thereafter the tremie pipes were lowered and a hopper was tightened in position at top (Photo 15). Generally one tremie pipe can conveniently feed a length of about 2 m. If the length of panel is larger, additional tremie pipe is to be lowered down.

Photo 13. Stop end pipes placed to form a panel

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Photo 14. Lowering down of reinforced cage with crane

Photo 15. Well point method with electrically operated pumps

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A tremie plug was provided at the base of hopper and concrete was filled up to the brim of the hopper. The plug was thereafter released with the help of a sling attached to the crane. The concrete just gushes down the tremie pipe as soon as the plug is removed and uniformly spreads over the bottom of the cut off wall. The concrete thus smoothly spreads over the panel bottom gradually replacing the bentonite slurry. A base layer of about 300 mm depth was thus carefully laid. The hopper was fitted with a hook attached to the sling of the crane. When the concrete passes through the tremie pipe it is raised and lowered so as to induce vibration and compaction of the concrete laid. In this process care is taken that the bottom of the tremie pipe always remains submerged in the concrete mass laid in the cut off wall so that there is no chance of bentonite slurry getting entrapped in the concrete mass. Concreting was thus continued till the panel was filled upto the desired height. The final level was checked by lowering a chain. The process of excavation and concreting of the cut off wall was continued in a phased manner till the full length of cut off wall was cast. 3.6. Construction of Raft Slab and Substructure The construction of toe wall on u/s side together with the apron was tackled first. This reduced the dewatering effort required for the construction of the raft and the d/s apron. For construction of the above, the dewatering was done by adopting conventional method of well point. A circular concrete caisson of 5.50 m internal diameter was sunk to a depth of about 5 m below the LWL and a number of electrically operated water pumps were used to keep the water level below the raft bottom till concrete was set (Photo 15). The RCC wall type piers together with cantilever caps were constructed thereafter. 3.7. Construction of Counterfort Abutment Abutment on right bank was resting over open foundation and was designed and constructed as per usual practice. The left side abutment was located well inside the bank which was composed of sandy clay. The width of raft below piers was reduced to 8.5 m. The abutment, however, had to be provided for the full width i.e 11.25 m to retain the approach earth. The total length of raft provided below abutment was 17.35 m in order to restrict the pressure within the safe being capacity (SBC) of the soil. This raft, stiffened by counterforts, was projected in

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the front by about 45 per cent of the total length so as to restrict the difference between maximum and minimum pressure over foundation by not more than 1t/sqm under all conditions. The raft below abutment was separated out from the main raft below piers by providing a cross cut off wall. 3.8. Treatment Near Junction of Open & Raft Foundation The raft foundation below P1 to P11 was terminated at the end of haunch base below P11 by providing a cross cut off wall. Though P-12 was resting over open foundations in order to simulate smooth transition of the hydraulic conditions from raft foundation to open foundation the following measures were taken. (a) The cut off walls on u/s and d/s side were extended in the longitudinal direction further upto mid span between P-12 & P-13 though these were anchored in rock. The vent portion around P-12 was provided with 300 mm thick nominally reinforced PCC M-20 grade paving resting over 250 mm thick PCC M-10 base & 900 mm rubble filling. This paved vent portion was confined by providing cut off walls all around which were anchored into rock. The end piers (P-10 & P-11) over RCC raft foundation were provided with 1500 mm thick rubble filling below the 900 mm thick sand cushion as an additional precaution. The rubble apron and the toe wall was extended horizontally for 2 m length inside the rock so as to overlap the rocky bed and to ensure sufficient grip against local erosion (Fig. 8). Construction of Solid Slab Superstructure

(b)

(c) (d)

(e)

3.9.

The height of pier was about 13 m above the LWL and also due to standing water in the bed, suspended truss type centering was used for supporting the superstructure. The width of the pier cap was slightly increased so as to rest the ends of trusses. The superstructure was cast after placing the neoprene bearing pads over the RCC pedestals. ACKNOWLEDGEMENTS The Authors express their thanks to Shri D.G. Marathe, Chief Engineer and Shri S.K. Mukharjee, Superintending Engineer, Designs for their encouragement and able guidance during the construction of bridge

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across river Kanhan. A word of appreciation is also due to M/s. Khare & Tarkunde Infrastucture Pvt. Ltd., Nagpur for their relentless efforts in successful completion of the bridge. The Authors wish to thank Shri S.K. Veermani, Superintending Engineer, P.W. Circle, Nagpur for his valuable views and suggestions during execution of bridge across river Bawanthadi. Thanks are due to Shri D.H. Fulekar, Executive Engineer, PW Division, Bhandara and Shri B.K. Chilkalwar, Sub-divisional Engineer for their help in efficient execution of the above work. Similarly the authors express their gratitude to M/s. Chaphekar & Co., Nagpur for their enterprising approach in adopting the technique and successfully executing this major bridge under difficult conditions.
REFERENCES 1. 2. 3. 4. 5. 6. IRC:51998 Standard specifications and code of practice for road bridges : Section I General features of design (Seventh Revision) IRC:62000 Standard specifications and code of practice for road bridges : Section II Loads and stresses (Fourth Revision) IRC:782000 Standard specifications and code of practice for road bridges : Section VII Foundation and substructure (Second Revision) IRC: 89 1997 Guidelines for design & construction of river training and control works for road bridges. (First Revision) Beams on elastic foundations Hetenyi (1946) ANN ARBOR. The University of Michigan Press. Namjoshi, A.G., Dewatering Problem in construction of Raft Foundation bridge across Morna River on Borgaon Hatrum Road in Akola district, Journal of the Indian Roads Congress, Vol. 40, Part 3, 1979. Namjoshi, A.G. & Dr. Kulkarni, S.S., Shallow caissons design, construction and sinking technique and review of some field techniques adopted for construction of cut off walls, Journal of the Indian Roads Congress, Vol. 532, Sept. 1992. Namjoshi, A.G., Anticipated Scour depth in non alluvial/clayey beds International Seminar on Bridge Substructure and foundations, Delhi Conference Documentation, Vol. 2, Jan. 1992. Namjoshi, A.G. & Dr. Kulkarni S.S, Economic design of raft foundation bridges. Journal of International Seminar on Bridge Substructure and Foundations, Delhi Conference Documentation, Vol. 1, Jan. 1992.

7.

8.

9.

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Annexure-I Bridge Across River Bawanthadi Salient Features 1) 2) 3) 4) 5) 6) 7) 8) 9) Catchment Area Design Discharge Maximum Mean Velocity Maximum Flood Level E. O. H. F. L Bridge Formation RL Lowest Bed Level Length of Bridge Nature of Bed 2380 sq. km (920 sq. miles) 5999 cumecs 2.77 m/sec 263.800 m 264.800 m 261.325 m 257.630 m 381 m Medium sand upto 6 m depth varying from 6 to 10 m depth below bed level in the main gorge. Silt Factor - 1.80 Submersible M25 RCC raft slab with detached cut off wall. PCC cut off wall 2.30 m deep. 900 mm thick rubble apron over topped by 150 mm thick PCC paving 6.75 m on u/s side & 9.0 m on d/s side. RCC M25 Box Cell 550 mm wide discontinuous kerbs with GI Pipe & Post removable type railing.

10) 11) 12) 13)

Type of Bridge Foundation Cut Off Wall Protection Work

14) 15)

Substructure/Superstructure Kerbs & Railing -

(i)

Calculations for mean scour depth 5999 Unit Discharge q = (380.75 45.32) = 17.885 Cumecs/m

Unit discharge to be increased by 22 per cent as per IRC:781983 Cl.No. 703.1 Hence designed unit discharge is 21.82 Cumecs/m Dsm = 1.34 x [21.822/1.80]1/3 = 8.57 m

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(ii)

Depth of cut off required L.B.L. = 257.630 m Mean Scour RL = 263.8008.57 = 255.230 m Cut off depth required = 257.330 255.230 = 2.10 m Provide minimum depth of cut off = 2.30 m

(iii) Design of floor protection work to RCC raft foundation Max Scour Depth = 1.27 x 8.57 = 10.884 m Max Scour RL = 263.80 10.884 = 252.916 m Top RL of raft : 257.330 m Designed max. scour depth below the raft top (257.330 - 252.916) = 4.414 m U/S apron length = 1.5 x 4.414 = 6.621 m say 6.75 m D/S apron length = 2.0 x 4.414 = 8.828 m say 9.0 m (iv) Size of stone for apron (Designed velocity at HFL - 263.800 is 2.77 m/sec) Velocity at raft top = [(257.33 - .252.916)/(263.80 252.916] x 2 x 2.77 2 = 2.49 m/sec Size of stone for apron d = (2.49/4.893)2 = 0.259m w = 2650 x (4/3) x (22/7) x (0.1294) 3 = 24 kg Minimum weight of stone shall be 40 kg as per IRC:891997 cl. No. 5.3.7.2 (v) Thickness of apron t = 0.06 x Q 1/3 = 0.06 x 5999 = 1.09 m
1/3

Provide 900 mm rubble apron overtopped by 150 mm PCC paving or 1100 mm rubble apron.

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Annexure-II Bridge Across River Kanhan 1) 2) 3) 4) 5) 6) 7) 8) 9) Catchment Area Design Discharge High Flood Level Maximum Mean Velocity E. O. H. F. L Maximum Mean Velocity Bridge Formation RL Low Water Level Silt Factor - 5221 sq. km (2017 sq. miles) - 8872 cumecs - 102.500 m - 4.95 m/sec - 104.050 m - 5.17 m/sec - 105.325 m - 91.400 m - 1.70 - 180 m - Coarse sand - High Level - RCC raft slab M-25 with haunch below piers & with detached cut off wall. - PCC cut off wall 3.40 m deep. - 700 mm thick rubble apron over topped by 300 mm thick PCC paving 11.75 m on u/s side & 15.70 m on d/s side. - RCC M-20 Wall Type Pier with cantilever Pier cap. - RCC M-25 Solid Slab Superstructure over Neoprene bearing pads. - 375 mm wide continuous kerbs with RCC Parapet

10) Length of Bridge 11) Nature of Bed 12) Type of Bridge 13) Foundation 14) Cut Off Wall 15) Protection Work

16) Substructure 17) Superstructure 18) Kerbs & Railing

(i)

Calculations for mean scour depth 8872 Unit Discharge q = (171) = 51.88 Cumecs/m

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Unit discharge to be increased by 19 per cent as per IRC:78-1983 Cl.No. 703.1 Hence designed unit discharge is 61.74 Cumecs/m Dsm = = 1.34 x [61.742/1.70]1/3 17.54 m

(ii)

Depth of cut off required Normal scour level - (102.5017.54) = 84.96 m Local scour level (1.27 Dsm) for Abutment foundation and design of floor protection works for raft foundation. (102.501.27 x 17.54) = 80.22 m Lowest bed level 88.35 m Top R.L. of raft to be kept 300 mm below lowest bed level. R.L. 88.35-0.30 = 88.05 m Cut off wall bottom to be kept 300 mm below normal scour level R.L.84.96-0.30 = 84.66 m proposed bottom R.L. = 84.65 m Max. depth of detached cut off wall 88.05-84.65 = 3.40 m

(iii) Design of floor protection work to RCC raft foundation Designed max. scour depth below the raft top 88.05-80.22 = 7.83 m Length of floor protection from nose of pier on u/s side 7.83 X 1.5 = 11.75 m Proposed length - 11.75 m Length of floor protection on d/s side from the nose of pier. 7.83 X 2.00 = 15.66 m Proposed length 15.70 m

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(iv)

Size of stone for apron (Designed velocity at EOHFL - 104.050 is 5.17 m/sec) Velocity at raft top = [(88.05 - 80.22)/(104.05 - 80.22)] x 2 x 5.172

= 4.19 m/sec Size of stone for apron d = (4.19/4.893)2 = 0.7332 m

w = 2650 x (4/3) x (22/7) x (0.3666) 3 = 547 kg (v) Say 550 kg

Thickness of apron t = 0.06 x Q1/3 = 0.06 x 88721/3 = 1.240 m

As Per IRC:89-19974 Cl. 5.3.5.2. The thickness computed from above formulae shall be subject to an upper limit of 1.0 m. Provide 700 mm rubble apron overtopped by 300 mm PCC paving in bays of 2 m x 2 m in staggered position.