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T-BEAM Bridge PDF
T-BEAM Bridge PDF
BRIDGE
i
List of Figures
Figure 1.1: Cutaway view of a typical concrete beam bridge.
Figure 2.4: Class AA Track located for Maximum Moment on Deck Slab
Figure 2.5: Both Class AA Track located for Maximum Moment on Deck Slab
Figure 2.10: Class AA Tracked loading arrangement for calculation of Shear Force
Figure 2.11: Class AA Wheeled loading arrangement as Case 1 for Shear Force
Figure 2.12: Disposition of Class AA wheeled vehicle as Case 2 for Shear Force
ii
Figure 4.1: Class AA Tracked loading arrangement for the calculation of reaction
factors for L-girders
Figure 4.5: Class A loading arrangement for reaction factors for L-girder
Figure 4.7: Class AA tracked loading for calculation of shear force at supports
iii
FIgure 5.11: Reinforcement Details of Cross Girder
iv
1 Introduction
1.1 General
Steel Bridges steel bridge may use a wide variety of structural steel components
and systems: girders, frames, trusses, arches, and suspension cables.
Concrete Bridges: There are two primary types of concrete bridges: reinforced
and pre-stressed.
Timber Bridges: Wooden bridges are used when the span is relatively short.
Metal Alloy Bridges: Metal alloys such as aluminum alloy and stainless steel are
also used in bridge construction.
Composite Bridges: Bridges using both steel and concrete as structural materials.
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Railway Bridges: Bridges on railroads.
Aqueduct Bridges: Bridges supporting pipes with channeled water flow. Bridges
can alternatively be classified into movable (for ships to pass the river) or fixed
and permanent or temporary categories.
Plate Girder Bridges: The main girders consist of a plate assemblage of upper and
lower flanges and a web. H or I-cross-sections effectively resist bending and
shear.
Box Girder Bridges: The single (or multiple) main girder consists of a box beam
fabricated from steel plates or formed from concrete, which resists not only
bending and shear but also torsion effectively.
Composite Girder Bridges: The concrete deck slab works in conjunction with the
steel girders to support loads as a united beam. The steel girder takes mainly
tension, while the concrete slab takes the compression component of the bending
moment.
Grillage Girder Bridges: The main girders are connected transversely by floor
beams to form a grid pattern which shares the loads with the main girders.
2
Arch Bridges: The arch is a structure that resists load mainly in axial compression.
In ancient times stone was the most common material used to construct
magnificent arch bridges.
Suspension Bridges: The girders are suspended by hangers tied to the main cables
which hang from the towers. The load is transmitted mainly by tension in cable
Permanent Bridges
Temporary Bridges
Beam and slab bridges are probably the most common form of concrete bridge in
the UK today, thanks to the success of standard precast prestressed concrete
beams developed originally by the Prestressed Concrete Development Group
(Cement & Concrete Association) supplemented later by alternative designs by
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others, culminating in the Y-beam introduced by the Prestressed Concrete
Association in the late 1980s.
They have the virtue of simplicity, economy, wide availability of the standard
sections, and speed of erection.
The precast beams are placed on the supporting piers or abutments, usually on
rubber bearings which are maintenance free. An in-situ reinforced concrete deck
slab is then cast on permanent shuttering which spans between the beams.
The precast beams can be joined together at the supports to form continuous
beams which are structurally more efficient. However, this is not normally done
because the costs involved are not justified by the increased efficiency.
Simply supported concrete beams and slab bridges are now giving way to integral
bridges which offer the advantages of less cost and lower maintenance due to the
elimination of expansion joints and bearings.
1.4 Background
Nearly 590,000 roadway bridges span waterways, dry land depressions, other
roads, and railroads throughout the United States. The most dramatic bridges use
complex systems like arches, cables, or triangle-filled trusses to carry the roadway
between majestic columns or towers. However, the work-horse of the highway
bridge system is the relatively simple and inexpensive concrete beam bridge.
1.5 History
Most famous for their arch bridges of stone and concrete, the Romans also built
beam bridges. In fact, the earliest known Roman bridge, constructed across the
Tiber River in 620 B.C. , was called the Pons Sublicius because it was made of
wooden beams (sublicae). Roman bridge building techniques included the use of
cofferdams while constructing columns. They did this by driving a circular
arrangement of wooden poles into the ground around the intended column
location. After lining the wooden ring with clay to make it watertight, they
pumped the water out of the enclosure. This allowed them to pour the concrete
for the column base.
Bridge building began the transition from art to science in 1717 when French
engineer Hubert Gautier wrote a treatise on bridge building. In 1847, an American
named Squire Whipple wrote A Work on Bridge Building, which contained the first
analytical methods for calculating the stresses and strains in a bridge. "Consulting
bridge engineering" was established as a specialty within civil engineering in the
1880s.
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Further advances in beam bridge construction would come primarily from
improvements in building materials.
Most highway beam bridges are built of concrete and steel. The Romans used
concrete made of lime and pozzalana (a red, volcanic powder) in their bridges.
This material set quickly, even under water, and it was strong and waterproof.
During the Middle Ages in Europe, lime mortar was used instead, but it was water
soluble. Today's popular Portland cement, a particular mixture of limestone and
clay, was invented in 1824 by an English bricklayer named Joseph Aspdin, but it
was not widely used as a foundation material until the early 1900s.
Concrete has good strength to withstand compression (pressing force), but is not
as strong under tension (pulling force). There were several attempts in Europe
and the United States during the nineteenth century to strengthen concrete by
embedding tension-resisting iron in it. A superior version was developed in France
during the 1880s by Francois Hennebique, who used reinforcing bars made of
steel. The first significant use of reinforced concrete in a bridge in the United
States was in the Alvord Lake Bridge in San Francisco's Golden Gate Park;
completed in 1889 and still in use today, it was built with reinforcing bars of
twisted steel devised by designer Ernest L. Ransome.
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untensioned steel to which tension is applied after the concrete has hardened
(postensioning).
1.7 Design
Each bridge must be designed individually before it is built. The designer must
take into account a number of factors, including the local topography, water
currents, river ice formation possibilities, wind patterns, earthquake potential, soil
conditions, projected traffic volumes, esthetics, and cost limitations.
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Since the late 1960s, the value of redundancy in design has been widely accepted.
This means that a bridge is designed so the failure of any one member will not
cause an immediate collapse of the entire structure. This is accomplished by
making other members strong enough to compensate for a damaged member.
Because each bridge is uniquely designed for a specific site and function, the
construction process also varies from one bridge to another. The process
described below represents the major steps in constructing a fairly typical
reinforced concrete bridge spanning a shallow river, with intermediate concrete
column supports located in the river.
Example sizes for many of the bridge components are included in the following
description as an aid to visualization. Some have been taken from suppliers'
brochures or industry standard specifications. Others are details of a freeway
bridge that was built across the Rio Grande in Albuquerque, New Mexico, in 1993.
The 1,245-ft long, 10-lane wide bridge is supported by 88 columns. It contains
11,456 cubic yards of concrete in the structure and an additional 8,000 cubic
yards in the pavement. It also contains 6.2 million pounds of reinforcing steel.
1.8.1 Substructure
8
shaft fills with concrete, the slurry is forced out of the top of the shaft,
where it is collected and cleaned so it can be reused. The aboveground
portion of each column can either be formed and cast in place, or be
precast and lifted into place and attached to the foundation.
2 Bridge abutments are prepared on the riverbank where the bridge end
will rest. A concrete backwall is formed and poured between the top of the
bank and the riverbed; this is a retaining wall for the soil beyond the end of
the bridge. A ledge (seat) for the bridge end to rest on is formed in the top
of the backwall. Wing walls may also be needed, extending outward from
the back-wall along the riverbank to retain fill dirt for the bridge
approaches.
1.8.2 Superstructure
1.8.3 Deck
9
8 Concrete pavement is poured. A thickness of 8-12 in (20.32-30.5 cm) of
concrete pavement is appropriate for a highway. If stay-in-place forms
were used as the superstructure platform, concrete is poured into them. If
forms were not used, the concrete can be applied with a slipform paving
machine that spreads, consolidates, and smooths the concrete in one
continuous operation. In either case, a skid-resistant texture is placed on
the fresh concrete slab by manually or mechanically scoring the surface
with a brush or rough material like burlap. Lateral joints are provided
approximately every 15 ft (5 m) to discourage cracking of the pavement;
these are either added to the forms before pouring concrete or cut after a
slipformed slab has hardened. A flexible sealant is used to seal the joint.
Effective span = 14 m
Material for construction = M-35 grade concrete and Fe-415 steel conforming to
IS 1786.
Loading = IRC class A-A and IRC class A ,which given worst effect
10
Total width of road = 10.3 m.
Design the bridge superstructure and sketch the layout of plan, elevation and
reinforcement details of various components.
11
2 Deck Slab
For cantilever slab, thickness at junction = 350 mm and 100 mm at the end.
Providing vehicle crash barriers (for without footpath) on one side of carriage way
and vehicle crash barrier and pedestrian railing on the other side of the
carriageway.
Let us provide longitudinal beam c/c spaced 3.2 m and with rib width 300 mm.
4 cross girders provided with c/c spaced 4.67 m and rib width 250 mm.
12
Figure 2.1: Plan of Bridge Deck
13
Figure 2.2: Section X-X of Bridge Deck Plan
14
Figure 2.3: Section Y-Y of Bridge Deck Plan
15
2.4 Moment due to Dead Load
1
K = 1.48
m1 = 4.8 x 10-2
m2 = 1.9 x 10-2
Moment along short span = (0.048 + 0.15 x 0.019) x 94.54 = 4.81 KN-m
Moment along long span = (0.019 + 0.15 x 0.048) x 94.54 = 2.38 KN-m
16
Figure 2.4: Class AA Track located for Maximum Moment on Deck Slab
Impact factor = 25%
u= = 0.988m
v= = 3.72m
K = 0.674
u 0.988 v 3.72
B = 3.1 = 0.319 L = 4.6 = 0.809
m1 = 10.5 x 10-2
m2 = 4.1 x 10-2
17
Total load per track including impact = 1.25 x 350 = 437.5 KN
Moment along short span = (10.5 + 0.15 x 4.1) x 10-2 x 437.5 = 48.63 KN-m
Moment along long span = (4.1 + 0.15 x 10.5) x 10-2 x 437.5 = 24.83 KN-m
Figure 2.5: Both Class AA Track located for Maximum Moment on Deck Slab
18
i) u = 2( u1 +X) = 3.038 m v = 3.72m
u 3.038 v 3.72
B = 3.1 L = 4.6 = 0.809
m1 = 5.5 x 10-2
m2 = 2.5 x 10-2
u 1.062 v 3.72
B = 3.1 = 0.343 L = 4.6 = 0.809
m1 = 10.5 x 10-2
m2 = 4.0 x 10-2
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 2.6.
u1 = = 0.469 m
v1 = = 0.345 m
u 2.67 v 1.546
B = 3.1 = 0.861 L = 4.6 = 0.336
m1 = 8.5x 10-2
20
Figure 2.6: Disposition of Class AA Wheeled Vehicle as Case 1 for Maximum
Moment
u 1.73 v 0.856
B = 3.1 = 0.558 L = 4.6 = 0.186
m1 = 12.0 x 10-2
m2 = 10.0 x 10-2
u v
B = 0.861 L = 0.186
m1 = 8.5 x 10-2
m2 = 7.5 x 10-2
1.73 v
= 3.1 = 0.558 L = 0.336
m1 = 11.5 x 10-2
m2 = 7.5 x 10-2
.0075x4x37.5
(Mw1)B = .469x.345 = 6.95 KN-m
.0072x4x37.5
(Mw1)L= .469x.345 = 6.67 KN-m
u v
B = 0.474 L = 0.336
m1 = 12.5 x 10-2
m2 = 8.0 x 10-2
u v
B = 0.172 L = 0.186
m1=20.0 x 10-2
u v
B = 0.474 L = 0.186
m1=13.5 10-2
m2=11.5 10-2
23
M1=(13.5 + 0.15 11.5) 10-2 0.428 0.735 = 0.0478
u v
B = 0.172 L = 0.336
m1=19.0 x 10-2
m2=9.5 x 10-2
.013 x 4 x 62.5
(Mw2)B= .469 x 0.345 = 20.09 KN-m
.0065 x 4 x 62.5
(Mw2)L = .469 x 0.345 = 10.04 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 2.7.
24
Figure 2.7: Disposition of Class AA Wheeled Vehicle as Case 2 for Maximum
Moment
u v
B = 0.861 L = 0.075
m1=10.2 x 10-2
m2=9.8 x 10-2
25
M1=(10.2 + 0.15 x 9.8) x 10-2 x 1.335 = 0.156
u v
B = 0.559 L = 0.075
m1=12.5 x 10-2
m2=13.5 x 10-2
.03 x 2 x 37.5
(MB)W1 = .469 = 4.797 KN-m
.018 x 2 x 37.5
(ML)W1 = .469 =2.88 KN-m
u v
B = 0.474 L = 0.075
m1=14.0 x 10-2
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m2=13.0 x 10-2
u v
B = 0.172 L = 0.075
m1=23.0 x 10-2
m2=20.0 x 10-2
.048 x 2 x 62.5
(MB)W2 = .469 = 12.79 KN-m
.042 x 2 x 62.5
(ML)W2= .469 = 12.52 KN-m
u v
B = 0.861 L = 0.597
27
From Pigeaud's curve, we get by interpolation
m1=7.5 x 10-2
m2=4.2 x 10-2
u v
B = 0.559 L = 0.447
m1=11.2 x 10-2
m2=6.5 x 10-2
u v
B = 0.861 L = 0.447
m1 = 8.2 x 10-2
m2 = 5.5 x 10-2
28
u v
B = 0.559 L = 0.597
m1 = 10.2 x 10-2
m2 = 5.2 x 10-2
.002 x 2 x 37.5
(MB)W3 = .469 x .345 = 0.927 KN-m
.0006 x 2 x 37.5
(ML)W3 = .469 x .345 = 0.278 KN-m
m1 = 11.0 x 10-2
m2 = 5.2 x 10-2
29
M2 = (5.2 + 0.15 x 11.0) x 10-2 x 0.735 x 1.373 = 0.069
m1 = 16.0 x 10-2
m2 = 7.5 x 10-2
u v
B = 0.474 L = 0.447
m1 = 12.2 x 10-2
m2 = 6.8 x 10-2
m1 = 14.5 x 10-2
m2 = 5.8 x 10-2
.0102 x 2 x 62.5
(MB)W4 = .469 x .345 = 7.87 KN-m
.002 x 2 x 62.5
(ML)W4 = .469 x .345 = 1.55 KN-m
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 2.8.
u1 = = 0.469 m
v1 = = 0.345 m
u v
B = 0.538 L = 0.075
m1 = 12.8 x 10-2
m2 = 13.8 x 10-2
31
M1 = (12.8 + 0.15 x 13.8) x 10-2 x 0.835 = 0.124 KN-m
u v
B = 0.236 L = 0.075
m1 = 19 x 10-2
32
m2 = 17.5 x 10-2
.044 x 37.5
(MB) w1 = .469 = 3.518 KN-m
.0556 x 37.5
(ML) w2 = .469 =4.53 KN-m
m1 = 24.0 x 10-2
m2 = 22.0 x 10-2
(MB)W2 = (24.0 + 0.15 x22.0) x 10-2 x 62.5 x 1.25 x 0.8 = 17.06 KN-m
(ML)W2 = (22.0 + 0.15 x 24.0) x 10-2 x 62.5 x 1.25 x 0.8 = 16.00 KN-m
u v
B = 0.794 L = 0.075
m1 = 9.8 x 10-2
33
m2 = 10.8 x 10-2
u v
B = 0.492 L = 0.075
m1 = 13.5 x 10-2
m2 = 14.0 x 10-2
.021 x 62.5
(MB)W3 = .469 = 2.79 KN-m
.029 x 62.5
(ML)W3 = .469 = 3.864 KN-m
B = 1.183 1
u v
L = 0.345
m1 = 8.0 x 10-2
34
m2 = 9.0 x 10-2
u v
B = 0.88 L = 0.075
m1 = 9.0 x 10-2
m2 = 9.8 x 10-2
Since right most wheels of 37.5 KN are extending over the panel so load
contributed by these wheels will be
0.028 x 33.5
(MB)W4 = 0.469 = 3.33 KN-m
0.035 x 33.5
(ML)W4 = 0.469 = 4.16 KN-m
35
u v
B = 0.54 L = 0.6
m1 = 10.1 x 10-2
m2 = 5.2 x 10-2
u v
B = 0.236 L = 0.45
m1 = 15.0 x 10-2
m2 = 7.4 x 10-2
u v
B = 0.54 L = 0.45
m1 = 11.0 x 10-2
m2 = 6.5 x 10-2
36
iv) u = 2X = 0.73 m v = 2(v1 + Y) = 2.746 m
u v
B = 0.236 L = 0.596
m1 = 13.2 x 10-2
m2 = 5.8 x 10-2
.007 x 37.5
(MB)W1 = .469 x .345 = 1.62 KN-m
.002 x 37.5
(ML)W1 = .469 x .345 = 0.93 KN-m
u v
B = 0.151 L = 0.596
m1 = 14 x 10-2
m2 = 5.8 x 10-2
u v
B = 0.151 L = 0.45
m1 = 16 x 10-2
m2 = 7.5 x 10-2
.186 x 62.5
(MB)W2 = 0.345 = 4.34 KN-m
.008 x 62.5
(ML)W2 = 0.345 = 1.45 KN-m
u v
B = 0.79 L = 0.596
m1 = 8.0 x 10-2
m2 = 4.4 x 10-2
38
M1 = (8.0 + 0.15 x 4.4) x 10-2 x 1.373 x 1.235 = 0.147
u v
B = 0.49 L = 0.45
m1 = 11.5 x 10-2
m2 = 6.5 x 10-2
u v
B = 0.79 L = 0.45
m1 = 8.8 x 10-2
m2 = 5.0 x 10-2
u v
B = 0.49 L = 0.596
m1 = 11.0 x 10-2
39
m2 = 5.2 x 10-2
.001 x 62.5
(MB)W3 = 0.469 x 0.345 = 0.380 KN-m
.01 x 62.5
(ML)W3 = 0.469 x 0.345 = 3.86 KN-m
B = 1.18 1
u v
L = 0.596
m1 = 6.6 x 10-2
m2 = 3.8 x 10-2
u v
B = 0.88 L = 0.45
m2 = 5.0 x 10-2
B = 1.18 1
u v
L = 0.45
m1 = 7.3 x 10-2
m2 = 4.5 x 10-2
u v
B = 0.88 L = 0.596
m1 = 7.4 x 10-2
m2 = 4.0 x 10-2
41
.004 x 33.5
(MB)W4 = 0.469 x 0.345 = 1.38 KN-m
.002 x 33.5
(ML)W4 = 0.469 x 0.345 = 0.69 KN-m
MB = (3.518 + 17.06 + 2.79 + 3.3 + 1.62 + 4.34 +0.386 + 1.38) x 1.25 x0.08
= 34.39 KN-m
ML = (4.53 + 16.6 + 3.864 + 4.16 + 0.93 + 1.45 + 3.86 + 0.69) x 1.25 x0.08
= 35.48 KN-m
u= = 0.65 m
v= = 0.43 m
u v
B = 0.21 L = 0.09
m1 = 20.5 x 10-2
m2 = 16 x 10-2
42
Figure 2.9: Disposition of Class A Train of Load for Maximum Moment
u v
B = 0.21 L = 0.09
m1 = 13.9 x 10-2
m2 = 5.8 x 10-2
43
M2= (5.8 + 0.15 x 13.9) x 10-2 x 1.415 = 0.112
u v
B = 0.21 L = 0.43
m1 = 15.5 x 10-2
m2 = 7.6 x 10-2
(0.209-0.164) x 57.0
(Mw1)B = 0.43 = 5.97 KN-m
2.5.4 Summary
Max Live Load B.M. on slab
44
2.6 Design of Inner Panel
d = = 187.32 mm
d = 225 - 25 - 8 = 192 mm
38.9 x 106
Area of steel (along short span) = 230 x 0.9 x 192 = 1126 mm2
35.48 x 106
Area of steel (along long span) = 230 x 0.9 x 192 = 1026 mm2
= 1.412 m
45
x
Dispersion along width (be) = K.x (1- L ) + bw
B 4.42
L = 2.9 = 1.524
K = 2.84
For Maximum shear, load is kept in such a manner that dispersion lies in span or
dispersion length should end at edge.
1.412
Load should be kept at 2 = 0.706 m
0.706
be = 2.84 x 0.706 ( 1- 2.9 ) + 3.6 + 2 x 0.056 = 5.3 m
350
Load per meter width = 5.3 = 66.04 KN
Figure 2.10: Class AA Tracked loading arrangement for calculation of Shear Force
46
66.04 x ( 2.9 - 0.706)
So shear force at edge = 2.9 = 49.962 KN
So there can be two possibilities for placing the loads for Shear Force
computation. In first possibility, left most wheel is placed such that its spread up
to bottom reaches the face of the rib as shown in figure 2.11. In second
possibility, third wheel from left is placed as near to the face of right hand support
as possible as shown in figure 2.12.
Case 1: Left most wheel is placed such that its spread up to bottom reaches the
face of the rib as shown in figure 2.11.
0.431
= 2.84 x 0.431 ( 1 - 2.9 ) + 0.15 + 2 x 0.056 = 1.304 m
1.304+ 1.2
Average effective width = 2 = 1.25 m
47
37.5
So, Load per meter width = 1.25 = 29.95 KN
Figure 2.11: Class AA Wheeled loading arrangement as Case 1 for Shear Force
1.031
= 2.84 x 0.1.031 ( 1 - 2.9 ) + 0.15 + 2 x 0.056 = 2. 149 m
2.149 + 1.2
Average effective width = 2 = 1.674 m
62.5
So, Load per meter width = 1.674 = 37.32 KN
0.869
= 2.84 x 0.869 (1 - 2.9 ) + 0.15 + 2 x 0.056 = 1.99 m
1.99 + 1.2
Average effective width = 2 = 1.595 m
48
62.5
So, Load per meter width = 1.595 = 39.189 KN
0.269
= 2.84 x 0.269 ( 1 - 2.9 ) + 0.15 + 2 x 0.056 = 0.955 m
37.5 x 0.550
So, Load per meter width = 0.862 x 0.955 = 25.056 KN
= 63.61 KN
Shear force at other edge = 29.95 + 37.32 + 39.189 + 25.056 - 63.61 = 67.905 KN
Case 2: Third wheel from left is placed as near to the face of right hand support as
possible as shown in figure 2.12.
1.019
= 2.84 x 1.019 ( 1 - 2.9 ) + 0.15 + 2 x 0.056 = 2.139 m
2.139 +1.2
Average effective width = 2 = 1.668 m
37.5
So, Load per meter width = 1.66 =22.46 KN
1.281
= 2.84 x 1.281 ( 1 - 2.9 ) + 0.15 + 2 x 0.056 = 2.293 m
2.293 + 1.2
Average effective width = 2 = 1.7465 m
62.5
So, Load per meter width = 1.7465 =35.78 KN
1.539 + 1.2
Average effective width = 2 =1.3969 m
62.5
So, Load per meter width = 1.25 = 49.92 KN
50
Shear Force due to all loading at edge
0.531
= 2.84 x 0.531 ( 1 - 2.9 ) + 0.25 + 2 x 0.056 = 1.5939 m
51
1.539 + 1.2
Average effective width = 2 = 1.3969 m
57
So, Load per meter width = 1.3969 = 40.80 KN
0.569
= 2.84 x0.569 ( 1 - 2.9 ) + 0.25 + 2 x 0.056 = 1.66 m
1.66 + 1.2
Average effective width = 2 = 1.43 m
57
So, Load per meter width = 1.43 = 39.84 KN
6.63 x 2.9
So dead load shear force = 2 = 9.6135 KN
2.7.5 Summary
Live Load Shear Force = 87.975 KN (Class AA Wheeled )
52
2.7.6 Check For Shear
w = 0.50 MPa
100 x 1408
K2 = ( 0.5 + 0.25 p ) > p = 1000 x 192 = 0.73)
c = K1.K2.w
53
3 Cantilever Slab
The total maximum moment due to the dead load per meter width of cantilever
slab is computed as following table 3.1.
Table 3.1: Computation of Dead Load Bending Moment due to Cantilever Slab
54
3.2 Moment due to Live Load
be = 1.2 x +bw
4.5
Impact factor = 6+ L
eff
4.5
I.F. = 6+ 14.192 = 2.2
57x1.22
Live Load per meter width including impact = 1.442 = 48.23 KN
Design Moment (Dead Load B.M. + Live Load B.M.) = 19.06 +43.41= 62.47 KN-m
d= = 203.94 mm
55
Effective depth provided = 350 - 40 - 8 = 302 mm
62.47x106
Ast = 230 x 0.9 x 302 = 1149.19 mm2
100x201.1
Spacing of 16 mm bars = 1149.19 = 174.99 mm
Provide 16mm Dia bars @ 150 c/c, Area of steel provided = 1340.67 mm2
16.84x106
Ast = 230 x 0.9 x 302 = 309.79 mm2
100x50.3
Spacing of 8 mm Dia bar = 309.79 = 162.37mm
Provide 8 mm Dia bars @ 150 c/c, Area of steel provided = 335.33 mm2
66.15x103
Shear stress (v) = 1000 x 302 = 0.22 MPa
c = K1. K2.ca
ca = 0.23+
0.31- 0.23
0.25 x 0.19 = 0.291 MPa
d = 0.302 m
56
K2 = 0.5 + 0.25p= 0.5+ .25x .44 = .61>1
c.>v safe
57
58
59
4 Design of Longitudinal Girders
4.1 Analysis Longitudinal Girder by Courbon's Method
The reaction factors will be maximum if eccentricity of the C.G. of loads with
respect to the axis of the bridge is maximum.
e = 2.05 m
60
Figure 4.1: Class AA Tracked loading arrangement for the calculation of reaction
factors for L-girders
P n e X 2W 3 x 2.05 x 3.2
RA = n ( 1 + X2 ) = 3 ( 1 + 2 x (3.2)2 ) = 1.308 W
2P 2P 2W
RB = 3 ( 1 + 0 ) = 3 = 3 = 0.666 W
61
Impact factor for class AA loading = 10%
2.6 + 3.5
M = 350 ( 2 ) = 1067 KN-m
e = 2.250 m
X2 = 2 (3.2)2
4W
RB = 3 = 1.33 W
62
RA x 14 = 62.5 (6.25 + 7.25)
RA = 60.27 KN
4W 3I
Ra = 3 ( 1 + 2(I x 3.22) x 3.2 x 1.650) = 2.36 W
4W
Rb = 3 ( 1+ 0 ) = 1.33 W
Rc = 4w ( 2.36 + 1.33 ) W
RA + RB = 340.54 KN
In the longitudinal direction the first six loads of class A train can be
accommodated on the span. The centre of gravity of this load system will be
found to be located at a distance of 6.42 m from the first wheel.
63
Figure 4.5: Class A loading arrangement for calculation of reaction factors for
L-girder
The loads are arranged on the span such that the max. Moment will occur under
the fourth load from the left. The loads shown in figure are corresponding Class A
train load multiplied by 1.33 (reaction factor at intermediate beam ) and further
multiplied by impact factor of 1.225. For example:- the first load of 22 KN, if the
product of first train load of 13.5 KN and the factor 1.33 and 1.225.
64
RB x 14 = ( 22 x 1.040 ) + ( 22x 2.140 ) + ( 92.87 x 5.34 ) + ( 92.37 x 6.54) + ( 55.4 x
10.84 ) + (55.4 x 13.84) = 181.47 KN
Max .BM = RB x 7.46 55.4 ( 7.3 + 4.3 ) = ( 181.47 x 7.46 ) 55.4 ( 7.3 + 4.3 )
712 x 2.36
Hence maximum B.M. due to L.L. = 1.33 = 1263.4 KN -m
3.075P 1.025P
P1 = 3.2 + 3.2 = 1.28 P
0.125P 2.175P
P2 = 3.2 + 3.2 = 0719 P
The reaction at the end of each longitudinal girder due to transfer of these loads
at 1.8 m from left support
2.867
RA = 4.667 (1.28P) =0.786 P
65
1.8
RD = 4.667 (1.28/P) =0.494 P
2.867
RB = 4.667 (0.719P) = 0.442 P
1.8
RE = 4.667 (0.719P) = 0.227 P
The load RD, RE a d RF are tra sferred at the ross girder should be distributed
a ordi g to Cour o s theor
X = / . P . P . = .
Figure 4.7: Class AA tracked loading for calculation of shear force at supports
66
These reactions RD and RE act as point loads on the outer and inner longitudinal
girder and their quarter points of total span. Hence reaction at A and B due to
these will be
RA = 3/ 4 RD = 0.301 P
RE = 3/ 4RE = 0.180 P
Taking into account of impact maximum shear force at support of outer girder =
1.1 x 1.167 x 350 = 449.3 KN
Maximum shear force at support of inner girder = 1.1x 0.622 x 350 = 239.47KN
Total load of deck = 2 x 17.92 + 0.056 x 22 x 6.7 + 0.225 x 24 x 6.7 = 80.27 Kn/m
67
Width = 0.3 m
Cross girder is assumed to have same rib depth and rib width = 0.25 m
RA = 309.42 KN
68
4.3 Design Of Section
2556.6 x 106
Ast = 200 x 0.9 x1360 = 10443.87 mm2
c = 0.62 MPa
69
Sv = 168.81 mm
c = 0.56 +
0.58 -0.56
0.25 x 0.12 = 0.57 MPa
Vs = V - cbd= 548.89 -
0.57 x 300 x 1360
1000 = 316.33 KN
200 x 78.5x1360
Sv = 316.33 x 103 = 270.29 mm
70
71
72
5 Design Of Cross Girders
Dead wt. of slab and wearing coat = (0.056 x 22) + (0.225 x 24) = 6.632 KN/m2
Each X-girder will get the triangular load from each side of the slab as shown in
figure 5.1.
73
Hence, Dead load on each X-girder from the slab
74
Figure 5.3: Position of class AA tracked loading in longitudinal direction
R= = 565009.64 N
= 565009.64/3 = 88336.55 N
75
M = 1.25 x 409631.99 = 512039.98 N-m
=45971.44 N-m
= 558011.42 N-m
= 235420.68 N
= 278535.35 N
76
Figure 5.7: Plan of position of class AA wheeled loading in longitudinal direction
R=(200x1000x4.067)/4.667=174.287 kN
= (174.287x1000)/3 = 58095.67 N
=42.744 kN-m
77
Total B.M. = 196.0625 + 42.744 = 238.8065 KN-m
= 198687.81/3 N
=172.196 kN-m
= 43.788 KN-m
78
Figure 5.10: Reaction on longitudinal girder due to class A loading
=80799.71 N
=123.914 kN
Area provided=2454.37mm2
c=0.34 N/mm2
79
Net shear = V - cbd =278535.35-(.34 x 250 x 1540)
=147635.35 N
S=(180x2x4/4x82x1540)/147635.35 = 188.75 mm
80
81
6 Design of Bearings
20
20 % of first train load = 100 (54 + 228) = 56.4 KN
10
10 % of the loads in succeeding trains. = 136 x 100 = 13.6 KN
= 227.616
227.616
Friction Per bearing = 6 = 37.936 KN
82
Wind force = 0.91 144.2 = 131.222 KN
131.222
Wind load per bearing = 6 = 21.87 KN
A1 / A2 >2
760 X 1000 3 2
Effective area of bearing pressure = 12.37 = 61.438 10 mm
83
Overall thickness of bearing = 40 mm
Side cover = 6 mm
Shear strain due to creep, shrinkage and temperature is assumed as 5 10-4 and
this is distributed to 2 bearings.
72 x103
Shear strain due to longitudinal force = 11.6x104 = 0.58
(D) Rotation
0.56 mhi
bi max = bS2
(a-2c)(b-2c)
S =2 x(a+b-4c)h
i
11.6 x104
S = 2 x ( 238 +488) x 10 = 7.99 > 6
0.5 x 10 x 10
bi max = 239 x 7.992 = 0.0033 radian
238
Shear stress due to rotation = 0.5 ( b/ hi )2 bi = 0.5 ( 10 )2 X 0.0025 = 0.71 MPa
Total shear stress = 1.23 + 0.694 + 0.71 = 2.634 MPa < 5 MPa
Overall thickness = 40 mm
Number of laminates = 3
20
20 % of first train load = 100 (54 + 228) = 56.4 KN
10
10 % of the loads in succeeding trains. = 136 x 100 = 13.6 KN
Total = 70 KN
= 164.83 KN
164.83
Friction Per bearing = 6 = 27.47 KN
131.222
Wind load per bearing = 6 = 21.87 KN
86
Effective span = 14.192 m
A1 / A2 >2
550 x 1000
Effective area of bearing pressure = 12.37 = 44.462 103 mm2
Side cover = 6 mm
87
Shear strain due to creep, shrinkage and temperature is assumed as 5 10-4 and
this is distributed to 2 bearings.
5 x10-414.192 x103
= 2x30 = 0.12
61 x103
Shear strain due to longitudinal force = 15 x104= 0.407
(D) Rotation
0.56 mhi
bi max = bS2
(a-2c)(b-2c)
S =2 x(a+b-4c)h
i
488 x 308
Therefore, S =2 x 10 x (796) = 12> 9.44 > 6
0.5 x 10x 10
bi max = 308 x 9.442 = 0.0031 radian
= 2.27 x10-3 > 2.5 x10-3 actual shear strain = 0.527 as calculated
88
6.2.2 Shear Stress
Shear stress due to compression = 1.5 m / S = 1.5 x 3.67/ 9.44 = 0.58 MPa
308
Shear stress due to rotation = 0.5 ( b/ hi )2 bi = 0.5 ( 10 )2 X 0.0025 = 1.18 MPa
Total shear stress = 0.58 + 0.527 + 1.18 = 2.287 MPa < 5 MPa
Overall thickness = 39 mm
Number of laminates = 3
89
7 Conclusion
Main Steel Provide 16mm Dia bars @150 c/c (Ast = 1340.67 mm2)
Distribution Steel Provide 8 mm Dia bars @150 c/c (Ast = 335.33 mm2)
90
Main reinforcement of 12 bars of 32 mm Dia in 3 rows(Ast = 12873.14 mm2)
7.5 Bearings
Overall thickness = 40 mm
Number of laminates = 3
91
Overall thickness = 39 mm
Number of laminates = 3
92
References
1. IRC : 5 - 1998, "Standard Specifications and Code of Practice for Road Bridges,
Section I General Features of Design", The Indian Road Congress.
2. IRC : 6 - 2000, "Standard Specifications and Code of Practice for Road Bridges,
Section II - Loads and Stresses", The Indian Road Congress.
93
Appendix-A : IRC Loadings
IRC Class AA Loading
General:
1. The nose to tail spacing between two successive vehicles shall not less than
90m.
2. For multi- lane bridges and culverts, one train of class AA tracked or
wheeled vehicles whichever creates severer conditions shall be considered
for every two traffic lane width.
3. No other live load shall be considered on any part of the two-lane width
carriageway of the bridge when the above mentioned train of vehicle is
crossing the bridge.
4. The maximum loads for the wheeled vehicles shall be 20 tonnes for a single
axle or 40 tonnes for a bogie of two axles spaced not more than 1.2m
centers.
5. The maximum clearance between the road face of the kerb and the outer
edge of the wheel or tack , C , shall be as under :
94
Figure A.1: IRC Class A Tracked and Wheeled Vehicle
95
IRC Class A Loading
General:
1. The nose to tail distance between successive trains shall not be less than
18.4 m.
2. No other live load shall cover any part of the carriage way when a train of
vehicles (or trains of vehicles in multi- Lane Bridge) is crossing the bridge.
3. The ground contact area of the wheel shall be as under :
4. The minimum clearance f , between outer edge of the wheel and the
roadway face of the kerb , and the minimum clearance g , between the
outer edges of passing or crossing vehicles on multi-lane bridges shall be as
given below (figure A.2)
96
Figure A.2: IRC Class A and B Loading Vehicles
97
Appendix-B: Impact Factors
Provision for impact or dynamic action shall be made by an increment of
live load by an impact allowance expressed as a fraction or a percentage of
applied live load.
The impact factor shall be determined from the following equations which are
applicable for spans 3 m and 45 m.
Class AA Loading
The value of the impact percentage shall be taken as follows:
Wheeled vehicles: 25% for spans up to 12 m and in accordance with the curve for
spans in excess of 23 m.
98
Figure B.1: Impact Percentage for Highway Bridges(IRC 6: 2000)
99
Appendix-C: K in Effective Width
Table C.1: Value of Constant 'K' (IRC 21: 2000)
100
Appendix-D: Pigeaud's Curve
Figure D.1: Moment Coefficient for Slabs Completely Loaded with Uniformly
Distributed Load, Coefficients are m1 for K and m2 for 1/K
101
Figure D.2: Moment Coefficient m1 and m2 for K=0.7
102