1 INTRODUCTION

PROJECT 1
1.1 BRIDGE
A bridge is a structure providing passage over an obstacle without closing the way beneath. The
required passage may be for road, a railway, pedestrians, a canal or a pipeline. The obstacle to be
crossed may be river, a road, railway or a valley.
So there is bridge proposed over lahru nallah. Lahru bridge falls on a new connectivity to village
lahru through road named as Nanikhad to Lahru having length 1.300 km. This proposed bridge
plays a very important role in this connectivity because there is no alternative available for the
people of that area to approach the state highway.

A Bridge is an important structure in the transportation system , as its capacity governs the
capacity of the system , its failure or defective performance will results in serious disruption of
traffic flow and also cost per km of bridge structure is many times that for the road or rail track
on either side of the bridge. Therefore it is very important to devote special attention in design to
ensure adequate strength and durability, consistent with safety and cost.

FIGURE 1.1 RCC T- BEAM BRIDGE

1.2 COMPONENTS OF BRIDGE

The main parts of bridge structure are:
(a)
(b)
(c)
(d)
(e)
(f)
(g)

Decking, consist of deck slab, girders, trusses, etc;

Bearings for the decking;
Abutments and Piers;
Foundations for abutments and piers;
River training works like aprons at river bed;
Approaches to the bridge;
Handrails, parapets and guard stones.

FIGURE 1.2 COMPONENTS OF BRIDGE

1.3 ABUTMENT
An abutment is the substructure which supports the superstructure of bridge and at the same
time, laterally supports the embankment which serves as an approach to the bridge. Bridge
abutment can be made of masonry, plain concrete or reinforced concrete.
So here we have design the plain cement concrete abutment:
An abutment generally consists of the following three distinct structural elements:
(a) Breast wall
(b) Wing wall
(c) Dirt wall

FIGURE 1.3 FRONT VIEW OF ABUTMENT

LOCATION OF PROJECT 1
Proposed bridge is located in link road Nainakhad to Lahru km 0/00 to 1/300 at RD 0/185, falls
in sub division BANIKHET Division DALHOUSIE , HPPWD DALHOUSIE, District
CHAMBA (H. P.)

1.2 Selection of bridge site:

The characteristics of an ideal site for a bridge across a river are:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)

A straight reach of river.

Steady river flow.
A narrow channel with firm banks.
Suitable high banks above high flood level on each side.
Economical approaches.
Proximity to a direct alignment of road to be connected.
Absence of sharp curves in the approaches.
Absence of expensive river training works.
Avoidance of excessive underwater consruction.

Location of bridge in relation to the alignmemt of the approaches and good bridge site:
As the span of proposed bridge is less than 60m, so alignment of approaches governs the
location of bridge.

1.3 PRILIMNERY DATA TO BE COLLECTED

Name of stream = LAHRU NALLAH

Road =Nainikhad to Lahru km 0/00 to 1/300
Identification mark allotted= 0/1 at RD 0/185
Nearest GTS bench mark =SH Km stone
Soil profile along the probable bridge site

1.4 PRILIMNERY DRAWINGS PREPARED

Topographical survey plan

Cross section at different location along length of the nallah

1.6 HYDRAULIC DATA COLLECTED

Total catchment area
DIVISION
AT bridge site
1.
2.
3.
4.
5.
6.
7.
8.

=1.20 sq.km as given by IPH dept. of BANIKHET SUB

HFL = 917.50 m
OWL=914.30m
LWL= 913.80m
Linear water way at HFL (L) =11.60m
Nallah bed slope =1 in 5.396
Allowable safe bearing capacity =50 Tonne /sq.m
Seismic zone: V
Silt factor ( Ksf) =9.37 [ 1.76 times the square root of partical size
in mm]

1.7 CALCULATION OF SCOUR DEPTH ON THE BASIS OF HYDRAULIC DATA

COLLECTED
Discharge calculation
By AREA VELOCITY METHOD Q=AV
Where
Q is discharge m3/s
A is Wetted area in m2
V is velocity in m/s
V= (1/n).R0.67S0.5
n= coeff. Of roughness

S = Slope of stream
R = hydraulic mean depth in m.=wetted area in m2/wetted perimeter in meters

FIG. 1.22

Table showing roughness coefficient (n

X-SECTION at bridge site

Wetted area =25.45 m2
Wetted perimeter= 18.65m
R=25.45/18.65=1.365m
V=(1/0.035)X1.3650.670.1850.5=15.123m/s

Hence Q =24.17 X 15.72 =384.88 cumec

X-SECTION at u/s 50m from bridge site

Wetted area =24.50m2
Wetted perimeter= 17.60m
R=24.50/17.60=1.395m
V=15.32m/s

Hence Q =15.32 X 24.50 =375.34 cumec

X-SECTION at 100 m u/s from Bridge site

Wetted area =24.36 m2
Wetted perimeter= 18.40m
R=1.325m
& V=14.816 m/s
Hence Q =14.816 X 24.36 =360.92cumec

X-SECTION at 150 m u/s from Bridge site

Wetted area =24.17 m2
Wetted perimeter= 17.60m
R=1.375m
& V=15.172 m/s
Hence Q =366.71cumec

X-SECTION at 50 m d/s from Bridge site

Wetted area =22.41 m2
Wetted perimeter= 13.60 m
R=1.648 m
& V=17.138 m/s
Hence Q = 384.06cumec

X-SECTION at 100 m d/s from Bridge site

Wetted area = 22.04 m2

Wetted perimeter= 15.00 m
R=1.469 m
&V=15.872 m/s
Hence Q = 349.82cumec

X-SECTION at 150 m d/s from Bridge site

Wetted area = 23.61 m2
Wetted perimeter= 15.80 m
R=1.494 m
&V=16.057 m/s
Hence Q = 379.11cumec

DISCHARGE SUMMERY
Discharge at Bridge Site

384.88 cumec

Discharge at 50 m Upstream

375.34cumec

Discharge at 100 m Upstream

360.92cumec

Discharge at 150 m Upstream

366.71cumec

Discharge at 50 m Downstream

384.06cumec

Discharge at 100 m Downstream

349.82cumec

Discharge at 150 m Downstream

379.11cumec

Maximum Discharge

384.88 cumec

Design Discharge (D)

=
1.30 X 384.88 = 500.34 cumec[ For catchment area
below 500 Sq.Km. Design Discharge must be increased by
30% as per IRC:78-2000]

Scour depth (dsm)

1.34 (Db2/ Ksf)1/3

Where Db = Design Discharge (D) / Linear waterway (L)

= (500.34/11.60) = 43.13 m3/ sec per m width.
dsm=

1.34 (43.132/ 9.37)1/3 = 7.80 m.

Maximum Scour Depth

= 1.27 X 7.80 = 9.91 m. [ for straight reach factor = 1.27

dsm as per IRC:78-2000]

Founding Level

= 917.50 9.91 = 907.59 m

Depth below the Bed level

= 913.50 907.59 = 5.91 m i.e 6.00 m.

Deck level

= 921.00 m

Design of bridge abutment :

Design of abutment for proposed 13.75 m effective span RCC T-BEAM BRIDGE with 4.25 m
carriageway.
Forces to be considered in design abutment are:
(j) Dead load due to superstructure
(ii) Live load on superstructure
(iii) Self weight of abutment
(iv) Backfill
(v) Longitudinal forces due to tractive effort and braking action of vehicles
(vi) Longitudinal forces due to temperature variation and concrete shrinkage
(vii) Earth pressure on the abutment due to retained earth

(viii) Effect of live load surcharge

(ix) Seismic forces
DEAD LOAD OF SUPERSTRUCTURE:
The proposed bridge is RCC T-BEAM BRIDGE which having the following components:
(a)
(b)
(c)
(d)
(e)
(f)

Deck slab
Cantilever portion
Footpath, if provided, kerbs and handrails
Longitudinal girders
Cross beams
Wearing course

Total dead load from superstructure on each abutment = 50tonnes or 500Kn

Lever arm @ toe = 4.0 m
Moment (Mv) = 50*4 = 200 Tm

Figure 2 showing the standard cross section of 13.75 T- Beam Bridge having 4.25 m carriageway
LIVE LOAD ON SUPERSTRUCTURE:
According to IRC : 6-2000 CLAUSE 207.4, when the carriageway width is less than 5.3 m
then the loading to be operate on bridge is one lane of Class A

FIGURE 3 Showing IRC class A and B loadings

IRC loading is the most severe for a single lane bridge. These loads can not be estimated
precisely, and the designer has a very little control over them once the bridge is opened to traffic.
However loading should be operate in such a way which produces maximum severe effect.
So as calculated below the maximum reaction due to class A train live loading is 31.48 tonnes or
314.8 kN
Lever arm @ toe = 4.0 m
Moment (Mv) = 31.48*4 = 125.92 Tm

FIGURE4 Showing the placement of loads of CIASS A TRAIN for maximum Reaction.
SELF WEIGTH OF ABUTMENT AND BACKFILL :
The design of abutment is performed by assuming the preliminary dimensions of abutment
section depending on the type of structure, substructure and foundations and checking for
stability against overturning, base pressure and sliding.
TABLE NO. 2 Calculation of quantity of self weight and backfill, lever arm, moment about toe
is given below:

Longitudinal forces due to tractive effort and braking action of vehicles: as per IRC 78:
2000
Longitudinal forces are caused in the road bridges due to any one or more of the following :

(a) Tractive effort caused through acceleration of the driving wheels.

(b) Braking effect due to application of brakes to the wheels.
(c) Longitudinal force due to friction at bearing level
(a)& (b) Braking effect is invariably greater than the tractive efforts. It is computed as below:
(1) Single lane or two lane bridge:
20% of the first train load plus 10% of the loads in succeeding trains. If the entire train
first train is not on the full span, the braking force is taken as 20% of the load actually on
the span.
(2) Multi lane bridge:
As in (1) above for the first two lanes plus 5% of the loads on the loads on the lanes in
excess of two
The force due to braking effect shall be assumed to act along a line parallel to the roadways and
1.2 m above it.
So here Horizontal braking force = 20%@ of 43.20 tonnes = 8.64 tonnes
This force will act at 3 m above the bearing level ( i. e. 1.20 + 1.35 = 2.55 say 3 m )

(c)Longitudinal force due to friction at bearing level: As per IRC 78 : 2000 CLAUSE 706.2
At fixed bearing : Fh/2 + (Rg + Rq) or Fh - (Rg + Rq) whichever is more
At free end : (Rg + Rq)
Where : Fh = braking force
Rg = dead load rexn
Rq = live load rexn at free end
= coeff. of friction ( For ex. sliding bearing of steel on cast iron or steel = 0.50
)

Here we are using fixed bearing at one end and free bearing at other end : therefore
maximum frictional force comes out to be at fixed end
Frictional force at bearing level = 8.64/2 + 0.50 (50 + 11.72) or 8.64 0.50 (50 + 11.72)
= 35.18 tonnes or -22.22 tonnes (so value taken is 35.18
tonnes)
This force acts at 11.96 m above the base, therefore moment about base:
Moment(Mh) = 35.18*11.96 = 420.75 Tm

Longitudinal forces due to temperature variation and concrete shrinkage :

Longitudinal forces due to temperature variation and concrete shrinkage at the bearing level may
be assumed as 10% of the dead load from superstructure
Therefore

Ft&s = (10*50) 100 = 5 tonne having lever arm w.r.t. base equal to 11.96m
Moment (Mt&s) = 5*11.96 = 59.80 Tm

Earth pressure on the abutment due to retained earth:

Earth pressure computed according to a rational theory should be considered in case of structure
designed to retain earthfills. Coulombs theory is acceptable, subject to the modification that the
center of pressure exerted by the backfill, when considered dry, is located at an elevation of 0.42
of height of the abutment above the base, instead of 0.33 of that height.

FIGURE 6 SHOWING THE ACTIVE EARTH PRESSURE CALCULATION

EFFECT OF LIVE LOAD SURCHARGE:
Equivalent height of earth for live load surcharge as per clause 714.4 is 1.20m
Horizontal force = Kah1H = 0.27*18*1.2*13.41 = 70.966 kN/m = 70.966*5.15 = 365.48Kn
This force act at 13.41/2 = 6.705 m above the base.
Moment (Mh) = 365.48*6.705 = 2450.54 kNm or 245.05Tm
Vertical force = kab1h1 = 0.27*18*3.378*1.2 = 19.70kN/m = 19.70*5.15 = 101.455Kn.
This force act at 6.311m away from the toe.
Moment(Mv) = 101.455*6.311 = 640.30kNm or 64.03Tm

FIGURE 6 : SHOWING THE ACTION OF LIVE LOAD SURCHARGE

SEISMIC FORCES:
If the bridge is located in the region subject to earthquake , allowance should be made in the
design for the seismic force and earthquake resistant feature should be incorporated in the
structural details of design. The seismic force is considered afuction of the dead weight of the
structure, ground motion during earthquake, period of vibration of the bridge and the type of soil.

For the purpose of determining the earthquake force, the Indian codes like IRC : 6-2000 and IS :
1893-2002 etc divide the country into four zones designated as zones II to V . The classification
Zones I used in the earlier versions of the codes has now been dropped, meaning that no area in
the country is considered free from earthquake.
Here bridge so proposed falls in the zone V so allowance should be made in the design for
the seismic force, both components of seismic force horizontal and vertical acting
simultaneously.
The horizontal seismic force (Feq) to be resisted may be computed from equation
Feq = Ah ( G + La )
Where G = dead load above the section considered
La = appropriate live load under seismic condition
Ah = horizontal seismic coeff.
= (Z/2)(Sa/g)/(R/I)
Z = zone factor taken as 0.36, 0.24, 0.16 and 0.10 for zones V, IV, III AND II respectively
I = importance factor, taken as 1.5 for important bridge, and as1.0 for other bridge
T = Fundamental period of bridge member, in seconds, for horizontal vibrations
R = Response reduction factor, taken as 2.5
Sa/g= average response acceleration coefficient for 5% damping depending on T
In the absence of calculation of T for small bridge, the value of Sa/g is taken as 2.5
FOR small bridge : the value of Ah generally taken as 0.15
THE VERTICAL SEISMIC FORCE IS TAKEN HALF THE HORIZONTAL SEISMIC FORCE
Therefore Moment due to horizontal seismic force about the base = 6507.228 kNm or 650.72
Tm
Moment due to vertical seismic force about the toe = 2601.61 kNm or260.16 Tm
NOTE : see table 2 for details of horizontal and vertical seismic forces and their respective
moment

NECESSARY CHECKS FOR STABILITY OF BRIDGE:

Following three checks are generally applied for checking the stability of bridge, which are given
below:
(a) Check for Overturning
(b) Check for sliding
(c) Check for stresses at base
TWO CASES OF LOADING CONDITION ARE EXAMINED:
(1) Span loaded condition
(2) Span unloaded condition
FACTOR OF SAFETY : According to IRC78-2000 clause 706.3.4 factor of safety against
Overturning and Sliding are given below in table.
TABLE NO 3 : Factorof safety against overturning and sliding

S.No.

Description

Without Seismic Consideration

Seismic Consideration

Against Overturning

1.50

Against Sliding

1.50

1.25

WITHOUT SEISMIC CONSIDERATION: For span loaded condition:(a) Check for overturning:
Mv = 200 +125.92+3149.20+965.82+64.03 = 4504.97Tm
Mh = 420.75 +59.80+1271.70+245.07 = 1997.30 Tm
FOS = Mv/Mh = 2.26 > 2.00 HENCE OK
WHERE Mv is total moment due to vertical force about toe
Mh is total moment due to horizontal force about base
Location of resultant from toe :
X0= (Mv M h)/Total Vertical force(V)
= (4504.97 - 1997.30)/ ( 811.66+50+31.48+10.14) = 2.78m
Eccentricity of resultant :emax = B/6 = 8.00/6 = 1.33
e = B/2 X0 = 8.00/2 2.78 = 1.22 < 1.33 HENCE OK

FIGURE 7 : SHOWING LOCATION OF RESULTANT W.R.T. TOE

(b) Check for sliding :
Total Horizontal force(Fh) = 225.88 + 35.18+5.00+36.55 = 302.61T
Total vertical force(Fv) = 50.00+31.48+811.66+10.14 = 903.28T
FOS = Fv/ Fh = 0.60 * 903.28 / 302.61 = 1.80 > 1.50 HENCE OK
WHERE is coefficient of friction between the base of the abutment
and the soil ( = tan)
is equal 30 degree

(c) Check for stresses at base :

The pressure distribution is assumed to be linear. Pmax or Pmin = V/A
*(16e/B) Mt / Z
WHERE V = Total vertical force
A = Area at base of abutment
e = eccentricity of resultant
B = 8.00 m
Mt = moment in transverse direction
Z = Section modulus
Pmax = 903.28/(5.15*8.00) *[1+6*1.22/8.00] + [31.48*0.825/
(5.15*8.00 )6] = 42.45 < 50 T/m2
2

HENCE OK
Pmin = 903.28/(5.15*8.00) *[1-6*1.22/8.00] -[31.48*0.825/(5.15*8.002)6]
= 1.39 T/m2 > 0
NO TENSION
WITHOUT SEISMIC CONSIDERATION: For span unloaded condition:-

(a) Check for overturning:

Mv = 200 +3149.20+965.82 = 4315.02Tm
Mh = 59.80+1271.70 = 1331.50 Tm
FOS = Mv/Mh = 3.24 > 2.00 HENCE OK
WHERE Mv is total moment due to vertical force about toe
Mh is total moment due to horizontal force about base
Location of resultant from toe :
X0= (Mv M h)/Total Vertical force(V)
= (4315.02 1331.50)/ ( 811.66+50) = 3.46m
Eccentricity of resultant :emax = B/6 = 8.00/6 = 1.33
e = B/2 X0 = 8.00/2 3.46 = 0.54 < 1.33 HENCE OK

(b) Check for sliding :

Total Horizontal force(Fh) = 225.88 + 5.00 = 230.88T
Total vertical force(Fv) = 50.00+811.66 = 861.66T
FOS = Fv/ Fh = 0.60 * 861.66 / 230.88 = 2.24 > 1.50 HENCE OK
WHERE is coefficient of friction between the base of the abutment
and the soil ( = tan)
is equal 30 degree
(d) Check for stresses at base :
The pressure distribution is assumed to be linear. Pmax or Pmin = V/A
*(16e/B) Mt / Z
WHERE V = Total vertical force
A = Area at base of abutment
e = eccentricity of resultant
B = 8.00 m
Mt = moment in transverse direction = ZERO ( because there is
no loading on superstructure)
Z = Section modulus
Pmax = 861.66/(5.15*8.00) *[1+6*0.54/8.00] = 29.40 < 50 T/m2
HENCE OK
Pmin = 861.66/(5.15*8.00) *[1-6*0.54/8.00] = 12.55 T/m2 > 0
NO TENSION