CAPSTONE PROJECT REPORT

(January – May 2017)

ANALYSIS AND STRUCTURAL

DESIGN OF RCC T-BEAM BRIDGE

Faculty Mentor :- Submitted By :-

Dr. S.K.Verma Gaurav Dhawan

Associate Professor SID : 13102070
Civil Engineering Department 4th Year (8th Semester)
PEC University of Technology Civil Engineering Department
Chandigarh PEC University of Technology
Chandigarh

Department of Civil Engineering

PEC University of Technology, Chandigarh

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 DECLARATION

I hereby declare that the project work entitled “Analysis and Structural Design of RCC T-Beam
Bridge ” is an authentic record of my own work carried out as requirements for capstone project for the
award of degree of B.E. Civil Engineering, PEC University of Technology, Chandigarh, under the
guidance of Dr. S.K Verma (Faculty Mentor), during January-May 2017.

Date: 8 May 2017 Gaurav Dhawan

13102070

Certified that the above statement made by the student is correct to the best of our knowledge and
belief.

Dr. S.K.Verma
Associate Professor
Civil Engineering Department
PEC University of Technology
Chandigarh

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 ACKNOWLEDGEMENT

I owe the success of this project to many people who guided me without any hesitation throughout the
course of this project. I am grateful to all of them for helping me complete this project.

I am extremely grateful to my mentor ,Dr.S.K.Verma , for giving me the opportunity to carry out the
project under his guidance. My sincere thanks to him for the constant support, tremendous
encouragement and appreciation that further helped me understand the value and impact of the work
done by me. I owe my gratitude to him for having confidence in me to work on this project.

I am thankful and fortunate enough to have successfully complete my second capstone project and am
grateful to everyone who proved to be an asset to this project and helped me achieve my goals.

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 ABSTRACT

Reinforced Cement Concrete T- Beam bridges are nowadays being widely constructed all over the
world. These are usually designed for long and wide span of bridge construction. The T- Beam
configuration essentially consists of slab panels which are supported by longitudinal as well as cross
girders. These method not only proves to be efficient but also economical at the same time.

In this project, I have completed the design of superstructure of an RCC T-beam bridge. The limitation
of this project being that the bridge has only been analysed for static loads. The analysis and design of
the bridge has been carried out in detail using manual techniques. Analysis calculations and structural
drawings form the basis of this report.

This report contains all analysis and design aspects o various components of structural design of a
bridge namely slab panels, longitudinal and cross girders, end bearings.

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 LIST OF CONTENTS

List of Figures .................................................................................................................................... 6

List of Tables .................................................................................................................................... 7

1. Introduction .......................................................................................................................... 8
1.1 General Introduction ................................................................................................. 8
1.2 Components of Superstructure of T Beam Bridge..................................................... 9
2. Design Philosophy .............................................................................................................. 11
3. Important Design Considerations ........................................................................................ 12
3. Loads ................................................................................................................................... 14
4. Load Combinations.............................................................................................................. 19
5. Design ................................................................................................................................. 21
5.1 Design Data ............................................................................................................. 21
5.2 Permissible Stresses .............................................................................................. 21
5.3 Cross Section of Deck ............................................................................................ 22
5.4 Design of Interior Panels.......................................................................................... 24
5.5 Design of Longitudinal Girders .............................................................................. 30
5.6 Design of Cross Girders .......................................................................................... 35
5.7 Design of Cantilever Slab ....................................................................................... 37
5.8 Design of Elastomeric Pad Bearings ....................................................................... 41
6. Conclusion ........................................................................................................................... 43
7. References ........................................................................................................................... 44

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 TABLE OF FIGURES

Figure 1. T Beam Configuration .............................................................................................................................. 8

Figure 2. Two Way Slab ........................................................................................................................................... 9
Figure 3. T Beam .................................................................................................................................................... 10
Figure 4. Longitudinal Girder ................................................................................................................................ 10
Figure 5. Class A Loading ...................................................................................................................................... 14
Figure 6. Class A Loading Plan ............................................................................................................................. 15
Figure 7. Class B Loading ...................................................................................................................................... 15
Figure 8. Class B Loading Plan ............................................................................................................................. 16
Figure 9. Class 70R Loading .................................................................................................................................. 17
Figure 10. Class AA Loading ................................................................................................................................. 18
Figure 11. Class A-4 Lanes .................................................................................................................................... 20
Figure 12. Class A-2 Lanes + Class 70R-1 Lane ................................................................................................... 20
Figure 13. Class 70R-2 Lanes ................................................................................................................................ 20
Figure 14. Deck Configuration............................................................................................................................... 22
Figure 15. Cross Section of Deck ........................................................................................................................... 23
Figure 16. Class 70r on Deck Slab ......................................................................................................................... 24
Figure 17. Class A load on Deck Slab .................................................................................................................... 25
Figure 18. Class A Load Deck Slab........................................................................................................................ 26
Figure 19. Position of Load for Max Shear ............................................................................................................ 27
Figure 20. Reinforcement Detail ............................................................................................................................ 29
Figure 21. Load Position for Max Reaction Factors.............................................................................................. 30
Figure 22. Cantilever Portion of Deck ................................................................................................................... 31
Figure 23. Load Position for Max Bending Moment .............................................................................................. 31
Figure 24. Load Position for Max Shear ................................................................................................................ 32
Figure 25.Final Dead Loads .................................................................................................................................. 33
Figure 26. Load Postion for Max Load Transfer ................................................................................................... 35
Figure 27. Cantilever Portion of Deck ................................................................................................................... 37
Figure 28. Load Psotion for Max Moments Class A Load ..................................................................................... 38
Figure 29. Load Position for Max Load Class 70R Load ...................................................................................... 38

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 TABLE OF TABLES

Table 1. Reduction in Longitudinal Effects ............................................................................................................ 13

Table 2. Contact Area ............................................................................................................................................. 14
Table 3. Minimum Clearance ................................................................................................................................. 15
Table 4. Ground Contact Area ............................................................................................................................... 16
Table 5. Minimum Clearance ................................................................................................................................. 16
Table 6. Load Combinations................................................................................................................................... 19
Table 7. Final Moments in Slab Panel ................................................................................................................... 26
Table 8. Dead Load Calculations ........................................................................................................................... 37

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 1. INTRODUCTION

1.1 General Introduction :-

A T-beam, used in construction, is a load-bearing structure of reinforced concrete, wood or metal, with
a t-shaped cross section. The top of the t-shaped cross section serves as a flange or compression
member in resisting compressive stresses. The web (vertical section) of the beam below the
compression flange serves to resist shear stress and to provide greater separation for the coupled forces
of bending.

The T-beam has a big disadvantage compared to an I-beam because it has no bottom flange with which
to deal with tensile forces. One way to make a T-beam more efficient structurally is to use an inverted
T-beam with a floor slab or bridge deck joining the tops of the beams. Done properly, the slab acts as
the compression flange.

Figure 1. T Beam Configuration

The T-beam, though simple in design, contains multiple design elements of interest. Unlike an I-beam,
a T-beam lacks a bottom flange, which carries savings in terms of materials, but at the loss of resistance
to tensile forces. In parking garages, however, it is obvious that this lack of a bottom flange on a T-
beam actually serves as an advantage in that the stem rests on shelf making the flange the upper deck.

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T- beam designs come in many sizes, lengths and widths depending on what the structure is
and its compression tension needs. However, the simplicity of the T-beam is in question by some who
would rightly test more than one complex structure; for example, a group of researchers tested
pretension inverted T-beams with circular web openings, with mixed but generally favorable results.
Thus, in some cases, the extra time and effort invested in creating a more complex structure proves
worthwhile. A simpler matter to consider is that of which material or materials make up the
construction of T-beams.

1.2 Components of Superstructure of T-Beam Bridge :-

a. Two Way Slab

Two way slabs are the slabs that are supported on four sides and the ratio of longer span (l) to
shorter span (b) is less than 2. In two way slabs, load will be carried in both the directions. So, main
reinforcement is provided in both directions for two way slabs.

Figure 2. Two Way Slab

b. T-Beam

The beam consists of a flange and a rib in the form of a T, generally made of RC concrete or metal
is known as T-beam. The top part of the Slab which acts along the beam to resist the compressive
stress is called flange. The part which lies below the slab and resists the shear stress is called rib.

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 Figure 3. T Beam

c. Longitudinal Girder

A girder is a support beam used in construction. It is the main horizontal support of a structure
which supports smaller beams. Girders often have an I-beam cross section composed of two load-
bearing flanges separated by a stabilizing web, but may also have a box shape, Z shape and other
forms. A girder is commonly used to build bridges.

Figure 4. Longitudinal Girder

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 2. DESIGN PHILOSOPHY

The given design problem is of a reinforced cement concrete T-beam bridge. The T-beam bridge
essentially consists of slab arrangement cast monolithically with longitudinal and cross girders. The
main load resisting phenomenon in these type of structural arrangement is from the longitudinal girders
which monolithically act with the slab to provide strength and economy in design. In this project,
design has been carried out for the superstructure of the bridge. The analysis and design has been done
manually using conventional techniques and structural drawings have been prepared which was the
objective of the project.

The design has been carried out as per guidelines issued in various relevant codes, the details of which
have been provided along with the design. Critical loads have been computed by assuming the
application of static loads only.

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 3. IMPORTANT DESIGN CONSIDERATIONS

3.1 Impact Factors :-

Provision for impact or dynamic action shall be made by an increment of the live load by an impact

allowance expressed as a fraction or a percentage of the applied live load.

a. For Class A or Class B loading

The impact fraction shall be determined from the following equations which are applicable for

spans between 3m and 45m. For spans greater than 45m refer figure 5 in IRC 6:2014.

Impact Factor = 4.5/(6 + L) (for RCC bridges)

Impact Factor -= 9/(13.5 + L) (for steel bridges)

Where L is the length of span in m.

b. For Class AA and Class 70R loading

i. For spans less than 9m

Impact Factor = 25% for spans upto 5m linearly reducing to 10% for spans upto 9m

(for tracked vehicles)

Impact Factor = 25% (for wheeled vehicles)

ii. For spans 9m or more

Impact Factor = 10 % (for tracked vehicles)

Impact Factor = 25% upto 23m and refer figure 5 IRC 6:2014 beyond that

(for wheeled vehicles)

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3.2 Reduction in Longitudinal Effects

Reduction in longitudinal effect on bridges having more than two traffic lanes due to the low

probability that all lanes will be subjected to the characteristics immediately shall be in accordance with

the table shown below

Number of Lanes Reduction in longitudinal effect

2 No reduction

3 10%

4 20%

5 or more 30%

Table 1. Reduction in Longitudinal Effects

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 3. LOADS

a. IRC Class A Loading :-

Figure 5. Class A Loading

Notes:-
1. The nose to tail distance between successive trains shall not be less than 18.5m.
2. For single lane bridges have carriageway width less than 5.3m, one lane of class A shall be
considered to occupy 2.3m. Remaining width of the carriageway shall be loaded with 500 Kg/m2.
3. For multi-lane bridges each class A loading shall be considered to occupy single lane for design
purpose.
4. The ground contact area of the wheels shall be as under

Ground Contact Area

Axle Load (Tonne)
B (mm) W (mm)
11.4 250 500
6.5 200 380
2.7 150 200
Table 2. Contact Area

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 Figure 6. Class A Loading Plan

5. The minimum clearance ,f , between outer edge of the wheel and the roadway face of the curb
and the minimum clearance ,g , between the outer edges of passing or crossing vehicles on multi
lane bridges shall be given as

Clear Carriageway Width g f

5.3m to 6.1m 0.4m-1.2m 150mm for all carriageway
Above 6.1m 1.2m width
Table 3. Minimum Clearance

6. Axle load are in tonne. Linear dimensions are in mm.

b. IRC Class B Loading :-

Figure 7. Class B Loading

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 Notes:-
1. The nose to tail distance between successive trains shall not be less than 18.5m.
2. No other live load shall cover any part of the carriageway when a train of vehicles is crossing the
bridge.
3. The ground contact area of the wheels shall be as under

Ground Contact Area

Axle Load (Tonne)
B (mm) W (mm)
6.8 200 380
4.1 150 300
1.6 125 175
Table 4. Ground Contact Area

Figure 8. Class B Loading Plan

4. For bridges having carriageway width less than 5.06m, only single lane of class B loading shall
be considered.

5. The minimum clearance ,f , between outer edge of the wheel and the roadway face of the curb
and the minimum clearance ,g , between the outer edges of passing or crossing vehicles on multi
lane bridges shall be given as

Clear Carriageway Width g f

5.06m to 5.86m 0.4m-1.2m 150mm for all carriageway
Above 5.86m 1.2m width
Table 5. Minimum Clearance

6. Axle load are in tonne. Linear dimensions are in mm.

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c. IRC Class 70R Loading :-

Figure 9. Class 70R Loading

Notes:-

1. The nose to tail spacing between two successive vehicles shall not be less than 90m for tracked
vehicle and 30m for wheeled vehicle.

2. For multi lane bridges and culverts, each class 70R loading shall be considered to occupy two
lanes and no other vehicle shall be allowed in these two lanes. The passing/crossing vehicle can
only be allowed on lanes other than these two lanes.

3. The maximum load for the wheeled vehicle shall be 20 tonne and for a single axle or 40 tonne for
a bogie of two axles spaced not more than 1.22m centres.

4. Class 7.R loading is applicable only for bridges having carriageway width of 5.3m and above.
The minimum clearance between the road face of the kerb and the outer edge of the wheel or track,
“c”, shall be 1.2m.

5. The minimum clearance between the outer edge of wheel or track of passing or crossing vehicles
for multilane bridge shall be 1.2m. Vehicles passing or crossing can be either same class or
different class, tracked or wheeled.
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 6. Axle load is in kN. Linear dimensions in mm.

d. IRC Class AA Loading :-

Figure 10. Class AA Loading

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 4. LOAD COMBINATIONS

The carriageway live load combination shall be considered for design as per IRC 6:2000 as follows :

Table 6. Load Combinations

In our case,

Carriageway Width = 14m

Therefore, our carriageway width lies between 13.1m and 16.6m.

Hence, Load Combination = One lane of class 70R for every two lanes with one lane of class A for the
remaining lanes, if any, OR one lane of class A for each lane.

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The live load is analyzed on the bridge as depicted below :-

a. Case 1 : Class A-4 Lanes

Figure 11. Class A-4 Lanes

b. Case 2 : Class A-2 Lanes + Class 70R (W)

Figure 12. Class A-2 Lanes + Class 70R-1 Lane

c. Case 3 : Class 70R (W)-2 Lanes

Figure 13. Class 70R-2 Lanes

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 5. DESIGN

5.1 Design Data

Effective Span of Tee Beam Bridge = 30 m

Width of carriage way = 14 m

Thickness of wearing coat = 80 mm

Grade of concrete : M30

Grade of Steel : HYSD Fe-500

Longitudinal Girders = 5 @ 3m c/c

Cross Girders = 7 @ 5m c/c

5.2 Permissible Stresses

σcb = 10 N/mm2

σst = 240 N/mm2

m = 10
1 1
n= σst = 240
1+( ) 1+( )
𝑚∗σcb 10∗10

= 0.29

j = 1-n/3 = 1-0.29/3

= 0.9

Q = 0.5 σcb nj

= 0.5*10*0.29*0.9

= 1.305

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5.3 Cross Section of Deck

Five main girders are provided at 3m centres,

Seven cross girders are provided at 5m centres.

Figure 14. Deck Configuration

Assume thickness of slab to be 80mm/m of clear span

Therefore, Thickness of slab = 80*3 = 240 mm ≈ 250 mm

Wearing coat = 80 mm

Width of main girder = 400 mm

Kerbs 650 mm wide by 300 mm deep are provided.

Breadth of cross girder = 400 mm

Assume depth of main girder to be 240 cm

Therefore, Depth of main girder = 240 cm

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 Figure 15. Cross Section of Deck

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5.4 Design of Interior Panels

a) Bending Moments :-

Dead weight of slab = (0.25*24)

= 6 kN/m2

Dead weight of wearing coat = (0.08*22)

= 1.76 kN/m2

Total dead Load = 7.76 kN/m2

 Case 1 :

Live load is class 70R tracked vehicle. One wheel is placed at the centre of panel as shown.

u = (0.84 + 2*0.08) = 1.00 m

v = (4.57 + 2*0.08) = 4.73 m

(u/B) = 1.00/3 = 0.33

(v/L) = 4.73/5 = 0.95

K = (B/L) = 3/5 = 0.6

Referring to Pigeaud’s curves

m1 = 0.09

m2 = 0.03

Mb (short span) = W ( m1 + 0.15m2)

= 350 (0.09 + 0.15*0.03)

= 33.08 kN-m

Ml (long span) = W ( m2 + 0.15m1)

= 350 (0.03 + 0.15*0.09)

= 15.23 kN-m Figure 16. Class 70r on Deck Slab

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  Case 2 :

Class A train with centre of gravity of the heaviest two loads on the geometric centre of slab.

u = (0.5 + 2*0.08) = 0.66 m

v = (0.25 + 2*0.08) = 0.41 m

For calculation of bending moments another load W3 is added to the existing loads. The loads due to
W3 will be subtracted later.

Intensity of Load = 57/(0.41*0.66) = 210.6 kN/m2

a. Bending Moments due to W1+W2+W3

u = 0.66m

v = 0.805*2 = 1.61m

(u/B) = 0.66/3 = 0.22

(v/L) = 1.61/5 = 0.32

K = (B/L) = 3/5 = 0.6

Referring to Pigeaud’s curves

m1 = 0.18

m2 = 0.08

Mb (short span) = W ( m1 + 0.15m2)

= (210.6*1.61*0.66) (0.18 + 0.15*0.08) Figure 17. Class A load on Deck Slab

= 42.96 kN-m

Ml (long span) = W ( m2 + 0.15m1)

= (210.6*1.61*0.66) (0.08+ 0.15*0.18)

= 23.94 kN-m

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 b. Bending Moments due to W3

u = 0.66m

v = 0.395*2 = 0.79m

(u/B) = 0.66/3 = 0.22

(v/L) = 0.79/5 = 0.16

K = (B/L) = 3/5 = 0.6

Referring to Pigeaud’s curves

m1 = 0.20

m2 = 0.13

Mb (short span) = W ( m1 + 0.15m2)

= (210.6*0.79*0.66) (0.20 + 0.15*0.13)

= 24.1 kN-m

Ml (long span) = W ( m2 + 0.15m1)

= (210.6*0.79*0.66) (0.13 + 0.15*0.20)

= 17.56 kN-m Figure 18. Class A Load Deck Slab

Now, by subtracting the moments

Mb (short span) = 42.96 - 24.1 = 18.86 kN-m

Ml (long span) = 23.94 – 17.56 = 6.38 kN-m

 Maximum Bending Moments :-

Loading Short Span Moment (kN-M) Long Span Moment (kN-m)

Class 70R 33.08 15.23
Class A 18.86 6.38
Table 7. Final Moments in Slab Panel

Design Bending Moments including impact and continuity factors:-

Ml = 1.25*0.8*33.08 = 33.08 kN-m

Mb = 1.25*0.8*15.23 = 15.23 kNm

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b) Shear Force :-

Dispersion in the direction of span = 0.84 + 2(0.08 + 0.25)

= 1.50 m

For maximum shear, load is kept such that the whole dispersion is in the span. The load is kept at
1.50/2 = 0.75 m from edge of the beam as shown in figure.

Figure 19. Position of Load for Max Shear

Effective width of slab = Kx(1-x/L) +bw

Breadth of cross girder = 40 cm

Clear length of Panel = 5.6 m

B/L = 5.6/2.6 = 2.15

K for continuous slab is obtained as 2.6

Therefore, effective width of slab = 2.6*0.75*(1-0.75/2.6) + 3.6 + 2*0.08

= 5.15 m

Load per metre width = 350/5.15 = 68 kN

Shear force = 68(2.6-0.75)/2.6 = 48.38 kN

Shear force with impact = 1.25*48.25 = 60.31 kN

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c) Dead Load Bending Moments and Shear forces :-

Dead Load = 7.76 kN/m2

Total load on panel = 7.76*5*3 = 116.4 kN

(u/B) = 1

(v/L) =1

K= (B/L) = 3/5 =0.6

1/K = 1.67

From Pigeaud’s curves

m1 = 0.05

m2 = 0.015

Mb = 116.4 (0.05 + 0.15*0.015) = 6.08 kN-m

Ml = 116.4 (0.015 + 0.15*0.05) = 2.61 kN-m

Taking continuity into consideration

Mb = 0.8*6.08 = 4.86 kN-m

Ml = 0.8*2.61 = 2.08 kN-m

Dead load shear force = (7.76*2.6)/2 = 10.09 kN

d) Design Moments and Shear :-

Total MB = (33.08 + 4.86) = 37.94 kN-m

Total ML = (15.23 + 2.08) = 17.31 kN-m

Total shear force = (60.31 + 10.09) = 70.4 kN

e) Design of section :-

𝑀𝑢∗10^6 37.94∗10^6
Effective depth = d = √ =√ = 170.5 mm
𝑄∗𝑏 1.305∗1000

Effective depth provided = 225 mm O.K

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Minimum steel = 0.12% of cross section

= 0.12/100*1000*250 = 300 mm2

𝑀 38.92∗10^6
Ast = = = 800.82 mm2
σst ∗𝑗∗𝑑 240∗0.9∗225

Hence, provide 16ϕ @ 150 mm c/c.

Spacing is not to be exceeding 150 mm to control cracking as per IS 21:1987.

Effective depth for long span using 10 mm dia bars = 225-8-5 = 212 mm
𝑀 17.73∗10^6
Ast = = = 387.18 mm2
σst ∗𝑗∗𝑑 240∗0∗9∗212

Hence, provide 10ϕ @ 150 mm c/c.

f) Check for shear stress :-

Nominal shear stress = 𝜏 = V/(b*d) = 70.4*1000/(250*1000) = 0.28 N/mm2

For M30 grade of concrete, 𝜏co = 0.4 N/mm2

𝜏 < 𝜏co , hence OK.

Figure 20. Reinforcement Detail

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5.5 Design of Longitudinal Girders

a. Reaction Factors

Using Courbon’s theory, the I.R.C, class 70R loads are arranged for maximum eccentricity as
shown

Figure 21. Load Position for Max Reaction Factors

Reaction factor for the outer girder is given by

Ra = (2W1/5) (1+(5I*6*4.35)/(9+9+36+36)*I) = 0.98 W1

Rb = (2W1/5) (1+(5I*3*4.35)/(9+9+36+36)*I) = 0.69 W1

Rc = (2W1/5) (1+0) = 0.4 W1

If W = Axle load = 700 kN

W1 = 0.5 W

Ra = 0.49 W

Rb = 0.345 W

Rc = 0.2 W

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 b. Dead Load from slab for Girder

Parapet Railing = 0.7 kN/m

Wearing Coat = 0.08*0.8*22 = 1.408 kN/m

Deck Slab = 0.25*0.8*24 = 4.8 kN/m

Kerb = 0.65*0.55*24 = 8.58 kN/m

Total = 15.488 kN/m

Total dead load of deck = (2*15.488) + (7.76*12.4)

= 127.2 kN/m

It is assumed that the dead load is shared equally by

all the girders.

Dead Load per Girder = (127.2/5) = 25.44 kN/m

c. Live Load bending moments in Girder :-

Span of the Girder = 30m

Impact Factor = 10% Figure 22. Cantilever Portion of Deck

The live load is placed centrally on span as shown.

Figure 23. Load Position for Max Bending Moment

Bending Moment = 350*15 – (700/4.57)*2.285*2.285/2 = 4850.13 kN-m

Bending moments for all girders including impact are as follows :-

BMa = 4850.13*1.1*0.49 = 2614.22 kN-m

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 BMb = 4850.13*1.1*0.345 = 1840.62 kN-m

BMc = 4850.13*1.1*0.2 = 1067.02 kN-m

d. Live Load Shear :-

For estimating the maximum live load shear in girders, the IRC class 70R loads are placed as
shown.

Figure 24. Load Position for Max Shear

Reaction of W2 on Girder B = 350*0.94/3 = 109.66 kN

Reaction of W2 on Girder C = 350*2.06/3 = 240.33 kN

Total Load on Girder C = (350 + 240.33) = 540.33 kN

Maximum Reaction in Girder C = 540.33*27.715/30 = 499.17 kN

Maximum reaction in girder B = 240.33*27.715/30 = 220.02 kN

Maximum live load shears with impact factors :-

Girder C = 499.17*1.1 = 549.08 kN

Girder B = 220.02*1.1 = 242.02 kN

e. Dead Load Bending Moments and shear :-

Depth of the Girder = 2400 mm

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 Depth of Rib = 2150 mm

Width = 400 mm

Weight of Rib = 1*0.4*2.15*24 = 20.64 kN/m

The cross girder is assumed to have the same cross sectional dimensions of the main girder.

Weight of Cross Girder = 20.64 kN/m

Reaction on Main Girder = 20.64*3 = 61.92 kN

Reaction from deck slab on each Girder = 25.44 kN/m

Figure 25.Final Dead Loads

Total dead load on girder = 25.44 + 20.64 = 46.08 kN/m

Maximum bending moment at centre of span = (61.9*3.5*15) + (46.1*15*15) – (61.9*15) – (61.9*10)

– (61.9*5) – (46.1*15*15/2) = 6579 kN-m

Dead Load shear at support = 46.1*30/2 + 61.92 + 61.92/2 = 784.38 kN

f. Design bending moment and shear forces :-

M max = (2614.22 + 6579) kN-m = 9194 kN-m

V max = (549.08 + 784.38) kN = 1333.46 kN

According to IRC 6:2014, there is provision for reduction in longitudinal effects by 20% for 4 lane
bridges.

Hence,

M max = 0.8*9194 = 7356 kN-m

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 V max = 0.8*1334 = 1068 kN

g. Design of sections

The beam is designed as tee beam section assuming lever arm i.e. effective depth d = 2250 mm.

Lever arm = 2400 – 75*2 = 2250 mm

Ast = 7356*1000000/(240*0.9*2250) = 15135 mm2

Provide 20 bars of 32 mm dia HYSD bars in 5 rows.

Maximum size of bars is not to exceed 32 mm diameter as per IRC 21-1987.

Shear reinforcement are designed to resist maximum shear at support

Nominal shear stress = 𝜏 = V/(b*d) = 1068*1000/(400*2300) = 1.16 N/mm2

Allowable shear stress = 0.07 fck = 0.07*30 = 2.1 N/mm2 > 1.16 N/mm2 Hence O.K

Assuming 2 bars of 32 mm diameter to be bent up at support section. Shear resisted by bent up bars
is given as

V = σsv*Asv*Sin α = 240*2*804*(1/√2) = 273 kN

Shear resisted by vertical stirrups= 1068 – 273 = 795 kN

Using 10 mm diameter 4 legged stirrups,

Spacing, Sv = σsv*Asv*d/V = 240*4*79*2250/(795*1000)

= 214 mm

Provide 10 mm-4 legged stirrups @ 200 mm c/c.

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5.6 Design of Cross Girders

Self Weight of Cross Girder = 26.4 kN/m

Dead load from slab = 2*0.5*3*1.5*7.76 = 34.92 kN

Uniformly distributed load = 34.92/3 = 11.64 kN/m

Total Load on cross girder = 26.4 + 11.64 = 38.04 kN/m

Assuming cross girder to be rigid, reaction on each cross girder = 38.04*12/5 = 91.3 kN

For maximum bending moment in the cross girder, loads of IRC class 70R should be placed a s
shown.

A C

Figure 26. Load Postion for Max Load Transfer

Load coming on cross girder = 350 ( (5-1.142)/5 ) = 270 kN

Assuming cross girder as rigid, reaction on each longitudinal girder is = 2*270/5 = 108 kN

Maximum BM in cross girder = 108*1.97 = 212.76 kN-m

Live load bending moment including impact = 1.1* 212.76 = 234 kN-m

Dead load bending moment at 1.97m from support = 91.3*1.97 – 38.04*1.97*1.97/2 = 108.29 kN-m

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Total design bending moment = 234 + 108.29 = 342.29 kN-m

Live load shear including impact = 108 * 1.5 = 162 kN

Dead load shear = 91.3 kN

Total design shear = 91.3 + 162 = 253.3 kN

Assuming effective depth of cross girder as 2250 mm.

Ast = 342.29*1000000/(250*0.9*2250) = 678 mm2

Provide 4 bars of 16 mm diameter

Shear stress = 𝜏v = 253.3*1000/(400*2920) = 0.216 N/mm2

Using 10 mm 2 legged stirrups

Spacing = 250*2*79*2250/(253.3*1000) = 310 mm

Provide 10mm-2 legged stirrups @ 200 mm c/c.

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5.7 Design of Cantilever Slab

Figure 27. Cantilever Portion of Deck

Clear projection of the cantilever slab = 650 + 800 = 1450 mm

RCC posts 150 mm*150mm*1m are provided at every 1.5 m intervals.

Parapet Railing has been provided with a load of 0.7 kN/m of length.

a. Dead Load Moments

Consider one metre length of cantilever slab , the dead load moment at the fixed end of the
cantilever is computed considering the slef weight of slab, kerb, parapet and railings.

Dimensions of Structural Lever Arm

S.No Load (kN) Moment (kN-m)
element (m)
1 Hand Rails (lump sum) 0.7 1.325 0.93
2 Rcc Posts (0.15*0.15*1*24) 0.54 1.325 0.72
3 Kerb (0.65*0.3*24) 4.68 1.125 5.27
4 Wearing coat (0.8*0.08*22) 1.41 0.4 0.56
5 RC Slab (0.25*0.8*24) 4.8 0.725 3.48
Total Dead Load moment (Mg) 10.96
Table 8. Dead Load Calculations

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 b. Live Load moments
I. Class A Load

Figure 28. Load Psotion for Max Moments Class A Load

The heaviest wheel of class A loads is placed with its edge 150 mm from the kerb as shown
in fig.

Effective width of dispersion (be) perpendicular to span is given by

be = 1.2x + bw

where, x = 0.4 m

bw = 0.25 + 0.08*2 = 0.41 m

be = 1.2*0.4 + 0.41 = 0.89 m

Therefore, live load per metre width including impact = 57*1.5/0.89 = 96.06 kN

Design live load moment (Mq) = 96.06*0.4 = 38.5 kN-m

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 II. Class 70R Load

Figure 29. Load Position for Max Load Class 70R Load

The load is placed with its edge 150 mm from the kerb as shown.

Effective width of dispersion (be) perpendicular to span is given by

be = 1.2x + bw

where, x = 0.325 m

bw = 4.57 + 0.08*2 = 4.73 m

be = 1.2*0.325 + 4.57 = 4.96 m

Therefore, live load per metre width including impact = 350*650/840*1.5/4.96 = 81.9 kN

Design live load moment (Mq) = 81.9*0.325 = 26.62 kN-m

c. Design Moments
Design Moment = Md = Mg +Mq = 10.96 + 38.5 = 49.46 kN-m

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 d. Reinforcements
𝑀 49.46∗10^6
Effective depth required = √𝑄∗𝑏 = √1.305∗1000 = 194.68 mm
Effective Depth provided = 250 – 30 = 220 mm
49.46∗10^6
Ast = √240∗0.9∗220 = 1041 mm2

Using 16mm dia bars

Spacing = 201/1041*1000 = 193 mm
Provide 16mm dia bars @150 mm c/c.
Ast provided = 201*1000/150 = 1340 mm2
Provide 10 mm dia bars @ 150 mm c/c as distribution reinforcement.

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5.8 Design of Elastomeric Pad Bearings

Maximum dead load reaction per bearing = 910 kN

Maximum live load reaction per bearing = 700 kN

Longitudinal force due to friction = 700*0.2/2 = 70 kN

Effective span of the girder = 30m

Assuming a rotation of 0.002 radians at bearing and total shear strain of 6*10^-4.

Maximum Vertical load = 910 + 700 = 1610 kN

Minimum Vertical Load = 910 kN

Size of bearing as per IRC 83:Part 2 is 320*630 mm.

Loaded area = 19.5*10^4 mm2

Allowable contact pressure = 0.25fc √2 = 0.25*30*1.41 = 10.58 N/mm2

Effective bearing area required = 1610*10^3/10.58 = 15.3*10^4 mm2 < 19.5*10^4 mm2 O.K

Bearing stress = αm = 1610*1000/19.5*10000 = 8.25 N/mm2

From table given in IRC 83:Part 2,

Thickness of individual elastomer layers, hi = 10 mm

Thickness of outer layer, he = 5 mm

Thickness of steel laminates, hs = 2 mm

Side covering = 6 mm

Adopt 4 laminates with 3 internal layers

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ho = 4*2 + 5*2 + 10*3 = 48 mm

Shape Factor = (630-12)(320-12)/(3*10)(630+320) = 6.67 <12 & >6 O.K

Shear strain due to translation = 0.5*6*10^-4*16*10^3/48 + 70*1000/19.5*10000 = 0.1 +0.35

= 0.45 < 0.7 O.K

Maximum possible angle of rotation = αmi = 0.5*10*10/(308*6.67^2) =0.0036 radians

Permissible rotation = (0.1*8.25)*3*0.0036 = 0.0089 > 0.002 radians O.K

Shear strain = 0.2 + 0.1*8.25 = 1.025 > 0.45 O.K

Total shear stress:-

Shear stress due to compression = 1.5*8.25/6.67 = 1.85 N/mm2

Shear stress due to rotation = 0.5*308*308*0.0036/10*10 = 1.7 N/mm2

Shear stress due to horizontal deformation = 0.45 N/mm2

Total shear stress = 1.85 + 1.7 + 0.45 = 4 N/mm2 < 5 N/mm2 O.K

Therefore adopt the decided bearings.

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 CONCLUSION

This capstone project has helped me immensely to gain knowledge about not only the technical aspects
of reinforced cement concrete bridges but also the practical ones. Nowadays, the RCC T-Beam bridges
are being are widely being constructed all over the globe owing to their ease of construction
/maintenance and economy.

The project gave me an insight of the peculiarities one may face while designing the RCC bridges and
how to identify the best method in order to safely tackle them. The use of software is very important to
design any kind of structure but one may learn a lot more if he tries to design using the manual
techniques.

I hope I am able to successfully apply all the techniques in the future that have been learnt and worked
upon by me during the course of this project.

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 REFERENCES

 Design of Bridges – N Krishna Raju

 Essentials of Bridge Engineering – Johnson Victor
 https://www.google.co.in/search?q=t+beam+bridge&biw=1366&bih=662&source=lnms&tbm=i
sch&sa=X&ved=0ahUKEwj5pr--r-
DTAhUGQY8KHbyVBMwQ_AUIBigB#imgrc=KXpZdF591uT5lM:
 http://www.academia.edu/16514470/ANALYSIS_AND_DESIGN_OF_T-
BEAM_BRIDGE_SUPER_STRUCTURE_USING_LIMIT_STATE_METHOD
 http://www.dailycivil.com/r-c-c-t-beam/
 https://www.scribd.com/doc/35867037/Concrete-T-beam-Bridge-Design
 https://en.wikipedia.org/wiki/T-beam
 https://www.scribd.com/doc/80748397/Analysis-of-Deck-Slab-and-Tee-Beam-of-a-Bridge

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