Project Report Phase 1

“STUDY, DESIGN AND ANALYSIS OF GRADE SEPARATOR AT CH.
88+638
OF NAGDA-DHAR-GUJRI ROAD SECTION OF SH-31 TO TWO LANE
FROM KM. 68+800 TO KM.138+300”
2017-2018
MAJOR PROJECT REPORT
(PHASE – 1)
Major Project Report Phase – I report Submitted to
Rajiv Gandhi Proudyogiki Vishwavidyalaya, Bhopal (M.P.) towards the
partial fulfillment of
The degree of Bachelor of engineering (Civil)
Guided By: Submitted By:

Dr. R.k khare Adhirath Patel
Professor CE &AMD BE ( IV YEAR )
S.G.S.I.T.S. Indore (0801CE141007 )
Civil Engineering &Applied Mechanics Department

Shri Govindram Seksariya Institute of Technology & Science, Indore (M.P.)
[ An Autonomous Institute affiliated to RGPV, Bhopal ]
Declaration
I Adhirath Patel from CE&AMD declare that the dissertation “STUDY,

DESIGN AND ANALYSIS OF GRADE SEPARATOR AT CH. 88+638 OF
NAGDA-DHAR-GUJRI ROAD SECTION OF SH-31 TO TWO LANE
FROM KM. 68+800 TO KM.138+300” is my own work conducted under the
supervision of Dr. R.k khare Sir ; Professor of Civil Engineering and Applied
Mechanics Department, S.G.S.I.T.S. Indore (M.P.).
I further declare that to the best of my knowledge the dissertation work does
not contain any part of any work which has been submitted for the award of
any degree or any other work either in this university or in any other
University/websites without proper citation.
Signature of the candidate : _________________
Name of the candidate : _________________
Enrollment No. : _________________
Date : _______________

Shri Govindram Seksariya Institute of Technology & Science, Indore
Rajiv Gandhi Proudyogiki Vishwavidyalaya (RGPV)
Bhopal ( M.P. )
RECOMMENDATIONS
We are pleased to recommend that the project work of B.E. final year students
Major Project Phase-1 entitled “STUDY, DESIGN AND ANALYSIS OF GRADE
SEPARATOR AT CH. 88+638 OF NAGDA-DHAR-GUJRI ROAD SECTION OF SH-31
TO TWO LANE FROM KM. 68+800 TO KM.138+300” Submitted to Rajiv Gandhi
Proudyogiki Vishwavidyalaya, Bhopal during the year 2017 completed under the
supervision for acceptance as partial fulfillment for the requirement for the award of degree
of Bachelor of Engineering (Civil).
Dr. D.J. Killedar Dr. R.K Khare

Prof. & Head Prof. & Project Guide
Department of Civil Engineering Department of Civil Engineering
and Applied Mechanics and Applied Mechanics

Shri Govindram Seksariya Institute of Technology & Science, Indore

Rajiv Gandhi Proudyogiki Vishwavidyalaya (RGPV)
Bhopal ( M.P. )
CERTIFICATE
This is to certify that the dissertation entitled “STUDY, DESIGN AND

ANALYSIS OF GRADE SEPARATOR AT CH. 88+638 OF NAGDA-DHAR-
GUJRI ROAD SECTION OF SH-31 TO TWO LANE FROM KM. 68+800
TO KM.138+300” submitted by Adhirath Patel is accepted in
partial fulfillment of the degree of Bachelor of Engineering (Civil) of Rajiv
Gandhi Proudyogiki Vishwavidyalaya, Bhopal during the Session 2017-2018.
Internal Examiner External Examiner

Date: Date:

ACKNOWLEDGEMENT
We found us beholden to put on record the generous help rendered by all concerned with
the successful completion of this work.
It is our proud privilege to express our gratitude and vulnerable regards to our esteemed
guide Dr. R.K. Khare Sir, Professor CE-AMD, SGSITS, Indore for extending their
valuable time, guidance, expertise, criticism and encouragement for the completion of the
project. They have taken personal efforts and inspired us to carry out the project
successfully so as to obtain fruitfulness which would be beneficial to all the concerned and
hence to the society. Without their guidance and suggestions, an urge to bring out the best
would not have been possible.
We are also thankful to Dr. D.J. Killedar Sir, Professor and Head CE-AMD, SGSITS,
Indore for his valuable cooperation and timely support in completing this project work.
We are extremely thankful to Prof. R.K. Saxena Sir, Director, SGSITS, Indore, for
providing the necessary facilities and financial assistance.
We are very thankful to Prof. M.K. Laghate Sir, Professor CE-AMD, SGSITS, Indore for
their kind cooperation.
Thank You
Projectees:
Adhirath patel Anshul mishra
Bhawna dogne Sakshi Kirar
Mohd. Fuzail khan Radheshyam gurjar
Tushar maravi Antarsingh singhar
Mausam meshram

ABSTRACT
This report is an important initiative intended to present Study, Design and Analysis of
Grade Separator.
This project will serve as an important transportation connection and overhead at an

important location of the city. Its significance cannot be over-stated as it will meet the
immediate and future needs of the growing and progressive area communities for many
decades to come.
The intent of this report is to summarize the preliminary analysis and design results
associated with GRADE SEPARATOR AT CH. 88+638 OF NAGDA-DHAR-GUJRI
ROAD SECTION OF SH-31 TO TWO LANE from km 68+800 to km 138+300. This
project was authorized by Madhya Pradesh Road Development Corporation and undertaken
by Path India Ltd, Mhow, Madhya Pradesh. An attempt is made to study the process of
design of grade separator in accordance with IRC standard code of practice, specifying the
various loading possibilities and incorporating various design parameters.
Alternative slab designs including solid slab and I beam girder for the bridge have been
represented. It is suggested that the final design should further depend upon information
related to the project including detailed geotechnical investigation, hydrological analysis,
and assessment of traffic, constructability, maintenance, schedule and cost factors.
The findings, design and recommendations have been appropriately presented for assistance
subjected to verification and modification for final design.
Table Of Content
DECLARATION i.
RECOMMENDATION ii.
CERTIFICATE iii.
ACKNOWLEDGMENT iv.
ABSTRACT v.
1. INTRODUCTION 1-2
1.1. GRADE SEPARATOR
1.1.1. Types of grade separator.
1.1.2. Advantages.
1.1.3. Disadvantages.
2. BASICS OF BRIDGE 3-9
2.1. Definition and Introduction.
2.2. Components.
2.3. Classification.
2.4. Site selection criteria.
2.5. IRC specifications for load acting on bridges
3. GEOTECHNICAL INVESTIGATIONS FOR A STRUCTURE 10-13
3.1. Objective.
3.2. Field reconnaissance survey.
3.3. Desk top study.
3.4. Sampling and testing.
3.5. Laboratory test.
3.6. Test Results.
4. Design and Analysis. 14-24
4.1. Deck Slab Design
4.2. Girder Design

5. Estimate and Costing. 25--31
5.1. Excavation and foundation
5.2. Pier and abutments
5.3. Slab
5.4. girder
INTRODUCTION
Due to traffic congestion, development of Nagda-Dhar-Gujri Road section of SH-31 to two lane from km 68 + 800
to km 138 + 300, a grade separator at Ch. 88+638 has been provided.
1.1 Grade separator is a form of interaction in which one or more conflicting movements or intersecting
ground transport facility such as road, rail, pedestrian way or cycle path are segregated in space. Flyover,
railway over bridges, under bridges, subways and underpasses both for vehicular pedestrian traffics are all
grade separators and will be reckoned as such.
1.1.1. Types of grade separator
Fully separated
These junctions connect two freeways:
 Stack interchange (two-level, three-level, or four-level stack, depending on how many levels cross at
the central point)
 Cloverleaf interchange
Partially separated
These junctions connect two roads, but only one is fully grade-separated, i.e. traffic on one road does not
have to stop at yield lines or signals on one road, but may have to do so when switching to the other:
 Diamond interchange
 Partial cloverleaf interchange
 Single-point urban interchange
 Roundabout interchange
 Compact grade-separation, whereby the two roads are linked by a compact "connector road", with
major-minor priority junctions at each of its ends; usually a variant of the cloverleaf type interchange, but
only involving two quadrants rather than four.
Other variants
These junctions connect three or more roads:
 Various incarnations of Spaghetti Junction

These junctions terminate one road into another:
 Trumpet interchange
 Directional-T interchange
1.1.2. Advantages
 Roads with grade separation generally allow traffic to move freely, with fewer interruptions, and
at higher overall speeds; this is why speed limits are typically higher for grade-separated roads. In
addition, less trouble between traffic movements reduces the risk of accidents.
1.1.3. Disadvantages
 Grade-separated road junctions are typically space-intensive, complicated, and costly, due to the
need for large physical structures such as tunnels, ramps, and bridges. Their height can be
obtrusive, and this, combined with the large traffic volumes that grade-separated roads attract, tend
to make them unpopular to nearby landowners and residents. For these reasons, proposals for new
grade-separated roads can receive significant public opposition.
 Rail-over-rail grade separations take up less space than road grade separations: because shoulders
are not needed, there are generally fewer branches and side road connections to accommodate
(because a partial grade separation will accomplish more improvement than for a road), and
because at-grade railway connections often take up significant space on their own. However, they
require significant engineering effort, and are very expensive and time-consuming to construct.
 Grade-separated pedestrian and cycling routes often require modest space since they do not
typically intersect with the facility (such as a highway) that they cross.
 Grade-separation can create accessibility problems for people with disabilities due to the vertical
gradient required to pass or to reach rail platforms.
BASICS OF BRIDGE:
2.1. Definition And Introduction
A bridge is a structure built to span physical obstacles without closing the way underneath such as
a body of water, valley, or road, for the purpose of providing passage over the obstacle. There
Designs of bridges vary depending on the function of the bridge, the nature of the terrain where the
bridge is constructed and anchored, the material used to make it, and the funds available to build it
2.2. Components of a bridge:
The bridge comprises of the following parts:
1. Superstructure or decking
This includes slab, girder, truss, etc. This bears the load passing over it and transmits the forces caused by
the same to the substructure.
2. Bearings
The bearings transmit the load received from the decking on to the substructure and are provided for
distribution of the load evenly over the substructure material which may not have sufficient bearing
strength to bear the superstructure load directly.
3. Substructure
This comprises piers and abutments, wing walls or returns and their foundation.
4. Piers and abutments
These are vertical structures supporting deck/bearing provided for transmitting the load down to the
bed/earth through foundation.
5. Wing walls and Returns
These are provided as extension of the abutments to retain the earth of approach bank which otherwise
has natural angle of repose.
6. Foundation
This is provided to transmit the load from the piers or abutments and wings or returns to and evenly
distribute the load on to the strata. This is to be provided sufficiently deep so that it is not affected by the
scour caused by the flow in the river and does not get undermined. While the above mentioned are
structurally operational parts, for safety hand rails or parapets, guard rails or curbs are provided over the
decking in order to prevent vehicle or user from falling into the stream or for the separation of the traffic
streams.
2.3. Classification
Bridges may be classified on various basis as follows:
1. Type of bridge based on Super Structure
Arch Bridge
Arch bridge is curve shaped bridge, in which horizontal thrust is developed and is restrained by the
abutments at each end of the bridge. There are many types of arch bridges . In some cases, the arch may be
under the deck slab also.
Girder Bridge
In case of Girder Bridge, the deck slab is supported by means of girders. The girder may be of rolled steel
girder or plate girder or box girder. Load coming from the deck are taken by girder and transferred them to
the piers and abutments.
Truss Bridge
Truss is member consisting connected elements to form triangular units. In case of truss bridge the super
structure is provided with trusses. Generally, trusses are made of steel. There are several types of trusses are
available.
Suspension Bridge
In case of Suspension bridge, deck slab is suspended with the help of cables and suspenders. These will
give good appearance. For long span bridges, this type of suspension is suitable.
2. Types of Bridges based on Materials
Timber Bridge
Bridges constructed using timber are called timber bridges. These are generally constructed for short spans
or as temporary bridges. They are not useful for heavy loads.
Masonry Bridge
Masonry Bridge constructed by using bricks or stones. These are generally constructed for short spans and
in low depth canals.
Steel Bridge
Steel bridges are constructed using steel bars or trusses or steel cables. These are more durable and bear
heavy loads.
R.C.C Bridge
R.C.C bridges are constructed using reinforced cement concrete. These are more stable and durable. They
can bear heavy loads and are widely using nowadays.
Prestressed Concrete Bridge

If concrete material is placed under compression before applying the loads, then it is called as prestressed
concrete. To construct pre stressed concrete bridge, pre-stressed concrete blocks are arranged as deck slab
with the help of girders. These blocks are suitable for shorter span to longer span bridges.
3. Types of Bridges based on Span
Culvert Bridge
When the bridge span length is below 6meters then it is called as Culvert Bridge.
Major Bridge
For major bridge, the span is generally about 30 to 120 meters.
Long Span Bridge

When the span of bridge is more than 120 meters then it is termed as long span bridge.
4. Types of Bridges based on Level of Crossing
Over Bridge
To pass over another route (railway or highway), a bridge is constructed to allow traffic. This is called
over bridge or fly over bridge.
Under Bridge
If over bridge is not possible, an underground type bridge is constructed to pass another route. This is called
under bridge.
5. Types of Bridges based on Function
Foot Bridge
Foot Bridge is generally constructed for humans to cross the roads or rail route or any canal by foot.
Vehicles are not allowed in this bridge.
Highway Bridge
High way or road Way Bridge is used for road transportation. These are constructed over rivers or another
routes to allow road way traffic. Girder type bridges are used as highway bridges over rivers or canals.
Railway Bridge
Rail bridges are constructed for rail transportation. Truss type bridges are preferred for railways but
however RCC bridges are also used.
Aqueduct Bridge
Aqueduct bridges are nothing but water carrying bridges which are constructed to transport water from
source to system.
Road cum Railway Bridge
This type of bridge is useful for both road way and railway transport. It may be of one floor or two floors. If
one floor is there then, rail and road way are arranged side by side. Otherwise roadway on top deck and
railway in bottom deck is preferred.
6. Types of Bridges based on Inter Span Relation
Simple Bridge
Simple bridge is like simply supported beam type which consist two supports at its ends. For shorter spans,
simple bridges are suitable.
Continuous Bridge
If the bridge span is very long, then we have to build more supports in between end supports. This type of
bridge is termed as continuous bridge.
Cantilever Bridge
Cantilever type of bridge have only supported at one end and another end is free to space. Generally, two
cantilever portions are joined to make way to the vehicles or humans.
7. Types of Bridges based on Utility
Temporary Bridge
During construction of dams or bridges or during floods, temporary bridges are constructed at low cost for
temporary usage. These bridges are maintained at low cost. After construction of original structure
temporary bridges are dismantled. Generally timber is used to construct temporary bridges.
Permanent Bridge
These bridges are constructed for long term use and maintained at high level. Steel or R.C.C bridges are
come under this category.
8. Types of Bridges based on Position of Floor
Deck Bridge
In case of Deck Bridge, super structure or floor of bridge is positioned in between the high flood level and
formation level.
Through Bridge
In case of through bridge, Super structure of bridge is completely above the formation level.
Semi-Through Bridge
If the super structure of bridge is partly above and partly below the formation level, then it is called as
semi-through bridge.
9. Types of Bridges based on High Flood Level (HFL)
Low Level Bridge

The super structure of bridge is generally below high flood level. So, whenever floods occurred these are
submersed in water. So, these are also called as submersible bridges. These are generally constructed for
unimportant routes with low cost.
High Level Bridge

High level bridge is non submersible against floods. It is well above the high flood level and constructed in
important routes.
2.4. Selection of type of bridge
In the selection of t proper type of concrete bridge for any particular case , cost is usually the determining
factor. Occasionally, however, the problem is complicated by special requirements, such as appearance,
restricted headroom, difficult foundations, limited time of construction, or difficulties in formwork caused
either by the required height of supports or by the fact that it is necessary to maintain traffic under the
bridge during construction.
For bridges having one span, the following types of structures may be used:
 simply supported deck or through girders
 right angled rigid frames
 right angle frames with concealed cantilevers, with or without counterweights.
 two short concealed spans, one at each side of the opening, each provided with a cantilever
extending into opening and supporting a short span.
The simply supported structure with deck or through girder is statically determinate and is simplest to
design, but its cost is the highest. When unyielding foundation is attainable, the right angle rigid frame
and right angle frames with or without counterweights provide the most economical solution. Girders with
cantilevers with simply supported girders with concealed cantilevers, with or without counterweights and
two short concealed spans, one at each side of the opening, each provided with a cantilever extending into
opening and supporting a short span should be considered for long spans where small depth of girders is
decided.
For a bridge with several span, the following arrangements should be considered:
 a number of simply supported girder spans
 a combination of girders provided with cantilevers and short spans supported by these cantilevers
 continuous girders supported by independent piers.
 multi span rigid frames in which the girders forming the superstructure are rigidly connected with
elastic vertical supports.
The number of simply supported girder spans and a combination of girders provided with cantilevers and
short spans supported by these cantilevers are statically determinate arrangements. Continuous girder
supported by independent piers and multi span rigid frames in which the girders forming the
superstructure are rigidly connected with elastic vertical supports are statically determinate.
The cost of the structure is highest for simply supported girder spans and lowest for rigid frames in which
the girders forming the superstructure are rigidly connected with elastic vertical supports.
The number of simply supported girder spans and a combination of girders provided with cantilevers and
short spans supported by these cantilevers should be used only where reasonably unyielding foundation is
not easily obtainable.
Of these two types, the design of number of simply supported girder spans is simpler but costlier than a
combination of girders provided with cantilevers and short spans supported by these cantilevers.
Where heavy piers are required, as in river crossings, or where the structure is to be supported on already
existing piers, continuous girders supported by independent piers is recommended.
A rigid connection between heavy piers and more flexible superstructure should never be attempted. The
rigid frames with multi span rigid frames in which the girders forming the superstructure are rigidly
connected with elastic vertical supports is preferable with where vertical supports of the bridge are elastic.
2.5. IRC SPECIFICATIONS FOR LOADS ACTING ON BRIDGES

IRC has provided the standard specification and code of practice to establish a common procedure for the
design and construction of road bridges in India. The code serves as a guide to both the design engineer and
the construction engineer.
Road bridges and culverts are divided into classes according to the loadings they are designed to carry-
I)IRC Class AA Loading
This loading is adopted within certain Municipal limits, in certain existence or contemplated industrial
areas, in other specified areas, and along certain Highways. Designed for class AA loading should be
checked for class A loading also, as under certain conditions, heavier stresses may be obtained under class
A.
ii)IRC Class A Loading
This loading is to be normally adopted on all roads on which permanent bridges and culverts are
constructed.
iii)IRC Class B Loading
This loading is normally adopted for temporary structures and for bridges in a specified area. Structures
with Timber spans are to be regarded as temporary structures .
iv)IRC Class 70R Loading. This loading is applicable only for bridges having carriage way width of 5.3m
and above.
The loads, forces and stresses to be considered in designing Road bridges and culverts include:
Dead load, live load, snow load, impact due to vehicles, impact due to floating bodies or vessels, vehicle
collision load, buoyancy, wind load, water current, longitude forces, centrifugal forces, Earth pressure,
temperature effects, deformation effects, secondary effects, erection effects, seismic force, wave pressure
and grade effect.
GEOTECHNICAL INVESTIGATIONS FOR A STRUCTURE
3.1. OBJECTIVE: -
 Geo Engineering Services, Dahod have carried out the Geotechnical Investigation, which
covers field sampling and tests, necessary tests and finally analysing the subsoil
characteristics and behaviour of the proposed site.
 The objective of the geotechnical investigation was to explore the sub soil profile up to
predetermined depth and work out the design capacity of the soil beneath at a required
foundation depth for the proposed type of foundation.
A complete geotechnical investigation work was undertaken to obtain the required subsurface information
to study and define the nature and behaviour of soil, under the application of loads of proposed structures.
Such information was obtained through following steps:
 By making boreholes and collecting disturbed and undisturbed soil samples.
 Performing required in situ tests (SPT Test).
 Conducting laboratory tests to classify it and to determine the engineering of soil.
An analysis was made to derive the allowable bearing capacity, taking into considerations the anticipated
settlements and the present soil conditions with future possibilities. Based on such analysis of the soil
properties, the conclusions are made regarding the precautions and protective measures to be taken, if
found necessary.
This report has been prepared after a careful study of the field testing and laboratory test results. The type
and depth of foundation are suggested.
3.2. Field Reconnaissance Survey

For most bridge investigations access and environmental constraints have major influences on cost. It is
therefore necessary for a field reconnaissance survey to be conducted as the first stage of a geotechnical
investigation. Information on the following should result:
 Legal and physical aspects of access to site and bridge alignment
– both riverbed and adjoining properties.

 Availability of any services or supplies of water, electricity, earthworks plant.
 Buried or overhead services.
 Photographs of surface conditions.
 Traffic control requirements
 The possible effects of alternative investigation techniques on the environment
(for example, ground disturbance, vegetation removal, water discharge, noise etc).
 On-ground survey details.
 Tide, river level or other natural constraints.
 Notes on any exposed geology, for example the presence of boulders, bedrock exposure, swamps
etc.
 The physical relationship of the proposed construction to the immediate natural surroundings and
any existing developments.
3.3. Desk Top Study

Every site investigation should commence with a desk study directed towards collecting, collating and
reviewing the following:
 Design drawings from any previous structure at the site.
 Previous site investigation reports, borehole logs, penetrometer results and construction experience
e.g. piling records.
 Geological and Topographical maps, survey data and records
 Hydrological data.
 Aerial photographs
 Regional seismicity data
 Survey records, local knowledge and resources.
The collection and collation of the above information, where possible, could be undertaken during the
field reconnaissance survey stage. However, further work to fully explore the extent of information
available may be required.
During the desk study stage, an overview of complexity and risks associated with each geotechnical
design should be clearly identified.
3.4. Sampling and Testing

This stage of the Geotechnical Investigation is involved with the exploration of subsurface conditions and
retrieval of test data for generating geotechnical parameters and geotechnical profiles.
Central to the investigation and subsequent design stage an understanding of the ultimate limit state
design to be adopted for design is an essential. This should be done by a suitably qualified and
experienced geotechnical engineer and conveyed to the personnel conducting the investigation prior to the
commencement of site works.
Samples.
 Disturbed soil samples
 Undisturbed soil samples
 Standard Penetration Test in accordance with IS: 2131-1981
3.5. Laboratory Testing

In conducting laboratory testing, procedures to be applied shall be in accordance with Indian Standards. It
is advisable to store all soil and rock samples for projects; at least until construction of the sub structure is
completed. They are useful to prospective tenderers in assessment of site conditions. They are also
valuable in the event of engineering problems or contractual disputes during construction and useful in
establishing relationships between site investigation data and in situ conditions.
Laboratory tests:
 Field Dry Density & Field Moisture Content
 Atterberg’s Limit
 Particle Size Distribution
 Specific Gravity
 Direct Shear Test
3.6. GEOTECHNICAL INVESTIGATION RESULTS :

1.0. SITE CONDITION
1.1. LOCATION: The site is located at Dhar, Nagda Road Madhya Pradesh.
1.2. GROUND WATER TABLE: Ground water was not during the exploration work.
1.3.SUB SOIL PROFILE: The field data and laboratory classification reveals entire stratum comprises of
silty sand, followed silty soil of low plasticity up to the depth of determination. Detailed stratification is
described in the bore log.
2.0 NATUE OF INVESTIGATION:

2.1 BORE HOLES
BH NO. LOCATION DEPTH OF BOREHOLE,
m
BH-01 Ch : 88648 RHS 12.0
BH-02 Ch : 88623 LHS 12.0
BH-03 Ch : 88554 RHS 10.0
BH-04 Ch : 88504 LHS 8.0
BH-05 Ch : 88454 RHS 10.0
BH-06 Ch : 88818 LHS 10.0
BH-07 Ch : 88749 RHS 12.0
BH-08 Ch : 88724 LHS 10.0
2.2 SAMPLING: During the advancement of the boring disturbed and undisturbed samples are collected at
every 1.5m interval or at the change of strata whichever occurs earlier. Along with the samplings, field
standard penetration tests is conducted to correlate thee strata denseness & stiffness.
3.0 LABORATORY TESTS:

Following laboratory tests were carried out to determine the physical and engineering properties of
undisturbed and disturbed soil samples.
A) Field dry density and field moisture E) Shear parameters

content
B) Atterberg's Limits F) Density
C) Particle size distribution G) Water absorption
D) Specific gravity
3.1 DESIGN: Calculation for the Safe Bearing Capacity (SBC) and Safe Bearing Pressure (SBP) are
carried out considering shear parameters and consolidation characteristics of the sub strata values of SBC
& SBP are mentioned below.
4.0 SUMMARY OF ANALYSIS: Based on the field and laboratory test data allowable bearing capacity is
derived for open Footing. The bearing capacity is derived based on the minimum achieved value from
shear failure and settlement analysis.
TABLE OF SAFE BEARING CAPACITY
Type Size in m Depth in m Safe Bearing
Capacity, T/m2
R.C.C. Raft 5.0 m wide 2.5 m Below 19.96
Footing 7.5 m wide EGL 23.22
10.0 m wide 26.62
5.0 RECOMMENDATIONS:
5.1 The net safe bearing capacity of soil at a depth of 2.5m shall be considered as 19.5T/m2.
5.2 The Sub Soil can be used for backfilling but with proper compaction.
5.3 The excavation of foundation of foundation pit shall be carried out with a side slope of about 15°with
vertical.
GENERAL NOTE
1. Factor of Safety considered is 2.5.
2. Ground water was not during the exploration work.
3. The foundation shall in no mean rest on Filled up Soil or Black Cotton Soil.
4. If in the course of excavation, if sub soil strata differ from the bore log strata the same shall be reported
for necessary steps.
5. For Intermediate footing size the value of SBC shall be interpolated. No Extrapolation is allowed.
DESIGN OF VARIOUS COMPONENTS OF GRADE
SEPARATOR
5.5. Deck slab design:
 Load calculations:
BASIC DATA AVAILABLE
1 Total width of superstructure 12.00m
2 Width of carriageway 11.10m
3 Width of crash barrier 0.500m
4 Thickness of deck slab at centre 0.210m
5 Thickness of deck slab at ends (cantilever) 0.210m
6 Thickness of wearing coat 0.065m
7 No. of longitudinal girder 4
8 C/C spacing of longitudinal girders 3.00m
9 Web width of girder at span 0.300m
10 Top flange of girder at span 0.850m
11 Grade of concrete of superstructure M40
12 Dry weight of concrete 25KN/m^3
13 Dry weight of wearing coat 22KN/m^3
A B C D
1.5m 3.0m 3.0m 3.0m 1.5m

LINE DIAGRAM FOR CROSS SECTION OF SLAB SHOWING FOUR LONGITUDINAL GIRDERS
A,B,C AND D
CLASS 70 R loading criteria as per IRC6:2014
CLASS A loading criteria as per IRC6:2014

 As per clause 211.2 & 211.3
IRC 6-2014
Impact factor for design of slab

(i) For class A Loading;
IF = 0.5
(ii) For class 70R loading;
IF = 0.25
Design B.M. of Cantilever portion: -
(i) Due to Live Load-

Check for Class 70R loading : -
Clearance = 1.2m from C.B also Width
of one tyre of road = 0.84m but
available roadway = 0.575m
So the cantilever portion will not get
affected from 70R loading.
Load position for maximum moment incantilever portion
For Class A loading: -

Distance of CG of load from cantilever edge = 0.6 – 0.425, x = 0.176m.
Effective width (transverse) A/c to IRC-112; beff = 1.2x+bw

 1.2*0.175+ [0.25+2(0.065)] = 0.59m
 Load/m width of slab = 57/0.59
= 96.61KN/m
 Dispersion width along span. (longitudinal) = 0.5 + 2(0.21+0.065)
= 1.05m
 Dispersion width in cantilever portion = (1.05/2) + 0.175
= 0.70m
 Load in cantilever portion (i) for 1.05m = 96.61KN/m
(ii) for 0.7m = 96.61*0.7/1.05 = 64.40KN/m

 Now UDL/m of load = 64.40/0.7= 92KN/m
 Maximum B.M. (at A) = 92*(0.7) ²/2 = 22.54KN-m (hogging)
 If ‘x’ is taken from centre of girder = x = 0.6m
 Effective width (transverse) A/c to IRC-112 = beff = 1.2X+bw = 1.2(0.6) + 0.3= 1.10m
 Load/m width of slab = 57/1.10 = 51.81KN/m
 Dispersion width along span (longitudinal) = 0.5 + 2(0.21+0.065)
= 1.05m
 Now UDL/m of load = 51.81/1.05= 49.34KN/m
 UDL/m including impact = 1.50*49.34= 74.03KN/m
 Now Maximum B.M. (at A) = 74.03*(1.05) ²/2= 46.67KN-m (hogging)
(ii) Due to Dead Load-
(a) Self-weight = 0.21*1.5*25* = 7.875KN/m width of slab
Load/m run = 7.875/1.5 = 5.25KN/m

DL B.M. = 5.25*1.5²/2 = 5.9KNm
(b) Wearing Coat = 0.065*1.5*22 = 2.145KN/m width of slab
Load/m = 2.145/1.5= 1.43KN/m

DL BM due to wearing coat = 1.43*1.5²/2= 1.6KN-m
(c) Due to Crash Barrier-
Self-weight = 0.5*0.7*25*1 = 9KN/m width of slab

Load/m run = 9/0.50 = 18KN/m
DL B.M. = 18*0.5*1.25 = 11.30KN-m
Total B.M. = 65.40KN-m

Bending Moment including combination: -
(a) Basic Combination –
B.M. = (5.9*1.35) + (1.75*1.6) + (11.3*1.35) + (1.5*46.67) = 95.9KN-m

(b) Rare combination –
B.M. = 5.9 + 1.6 + 11.3 + 46.6 = 65.40KN-m

(c) Quasi. Combination –
B.M. = (5.9*1) + (11.3*1) + (1.6*1) + 0 = 19 KN-m

So, the max. B.M. at point ‘A’ = 95.9KN-m
 Design B.M. for interior portion of Slab: -
1) Due to Live load –
Class A 3 lane combination

57KN 57KN 57KN 57KN 57KN
A 1.8 B C D
0.45 0.8 0.95 0.35 1.45
Load position for maximum hogging moment at mid support

 Influence line diagram for moment at section at mid support and mid span portion.
BM summary for deck slab design
Max A(KNm) B(KNm) Mid between A and B(KNm)

BM at
nodes
Self Mz 5.9 3.5 1.2

weight
SIDL Mz 11.3 2.4 4.4

CB
SIDL Mz 1.6 1 0.3

wearing
LL Mz 46.6 36.8 21.5
Factor of safety for Basic Combination Rare Combination Quasi combination

Self weight 1.35 1 1
SIDL CB 1.35 1 1
SIDL WC 1.7f 1 1
LL 1.5 1 0
Max Basic Combination Rare Combination Quasi Combination
BM at
node
A B Btw A A B Btw A A B Btw A

and B and B and B
Self 8 4.8 1.6 5.9 3.5 1.2 5.9 3.5 1.2

weight
SIDL 15.2 3.20 6.0 11.3 2.4 4.4 11.3 2.4 4.4
CB
SIDL 2.8 1.7 0.6 1.6 1 0.3 1.6 1 0.3

WC
LL 70 55.2 32.2 46.6 36.58 21.5 0 0 0
Sum 95.9 64.9 40.3 65.4 43.7 27.4 19 6.9 5.9
ULIMATE LIMIT STATE CHECK FOR DECK SLAB

DATA AVAILABLE:-
Grade Of Concrete (fck) 40N/mm2
As per Clause 6.4.2.8 IRC:112-2011:
fcd 17.87N/mm2
Ec 33000MPa
fy 500N/mm2
fyd 435N/mm2
Es 200000MPa
Cu 0.8095*fcd*b*xu
Tu fyd*Ast
Rlim 0.8095fcd(xulim/d)*(1-0.416-
xulim/d))
Basic combination Accidental combination Seismic Combination

xulim/d 0.62 0.62 0.62
Rlim 6.63 6.63 6.63
Calculation Of Reinforcement Column1
Width,b 1000mm
Depth,D 210mm
Clear Cover,c 50mm
MOMENT ON THE SECTION

Deck Slab Max Hoggging Moment Max Hogging Max Sagging
at end support moment moment at
at mid support mid span
Actual Moment(KN) 95.9 64.9 40.3
b 1000 1000 1000
D 210 210 210
c 50 50 50
d 152 152 154
fcd 17.87 17.87 17.87
fyd 435 435 435
xulimt/d 0.62 0.62 0.62
Rlimt 6.63 6.63 6.63
Mulim(KNm) 153 153 157
OK OK OK
Ast Required 1685 1685 1685
Dai of bar (main tension)mm 16 16 16
Spacing(mm) 180 180 150
dia of bar (main tension)mm 12 12
Spacing (mm) 180 180 150
Ast provided (sq mm) 1745 1745 1745
Dia of bar (main compression) (mm) 10 10 12
Spacing (mm) 180 180 180
Area of main compression (mm2) 436 436 628
fctm 2.8 2.8 2.8
fyk 435 435 435
Cl. 160501(2) IRC:112-2011
Asmin=0.26fctmbtd/fyk>=0.0013btd 255 255 255
Asmax.=.025 Ac(main tension) 5250 5250 5250

cl.16.5.1 IRC: 112-2011
Asmax=0.04Ac(tension+compression) 8400 8400 8400
x(mm) 52 52 52
x/d 0.345 0.345 0.345
z(mm) 130 130 130
MR(KNm) 99 99 47
Distribution reinforcement required 337 216

Dia of bar (main tension) (mm) 12 12
Spacing (mm) 200 200
Ast provided (sq mm) 565 565
OK OK
\SERVICEABILITY LIMIT STATE
Grade of Concrete fck 40 N/mm2
As per Clause 12.2.1, IRC:112-2011:
fcd 19.2 N/mm2 for rare
comb.
fcd 19.2 N/mm2 for rare
comb.
fcd 14.4 N/mm2 for Quasi-
perma comb.
As per Clause 12.2.1, IRC:112-2011:
Grade of Steel fy 500 N/mm2
fyd 400 N/mm2 for rare
comb.
fyd 400 N/mm2 for rare
comb.
fyd 400 N/mm2 for Quasi-
perma comb.
Refer Fig. 6.2 of IRC:112-2011
For steel reinforcement, simplified
bilinear diagram is used
Minimum strain in steel reinforcement 0.87fy/Es
2.0E+05 Mpa Ec 32000MPa
Es
1/2*fcd*b*xu
Cu
0.5*fcd*b*xu
C.G of compression block from top
Tu fyd*Ast
Rsis = Musis/bd² 0.5fcd*(xu/d)*(1-
0.33*xu/d)
Rare combination Frequent Quasi-perma

comb. comb.
Xu,sis/d 0.64 0.64 0.64
Rsis = Musis/bd² 4.83 4.83 3.62
Calculation of Reinforcement
Width of section b 1000
Depth of Section 'd' 210
Clear cover 40
CALCULATION OF CRACK WIDTH

n1 6 7
n2 6 7
φeq=(n1φ1^2+n2φ2^2)/(n1φ1+n2φ2) 14 12
cl.12.3.4(3) of IRC:112-2011
c 40 40
k1 0.8 0.8
k2 0.5 0.5
for skew slab refer eq. 12.10 0f IRC:112-2011
ρp.eff=As/Ac.eff 0.017 0.007
sr.max={3.4c+(0.425k1k2φ)/ρp.eff} 282 420
cl.12.3.4(3) of IRC:112-2011
kf 0.5 0.5
fct.eff 3 3
Es 200000 200000
Ecm 32000 32000
αe=Es/Ecm 6.25 6.25
(εsm-εcm)=(σsc- 0.0003 0.0002
ktfct.eff(1+αeρp.eff)/ρp.eff)/Es>=0.6σsc/Es
cl.12.3.4(2) of IRC:112-2011
wk=sr.max(εsm-εcm) 0.08 0.07
cl.12.3.4(1) of IRC:112-2011
OK OK
CALCULATION OF DEFLECTION
SPAN CANTILEVER
span(mm) 3000 1500
permissible limit 3.8 5
cl.12.4.1(2) 0f IRC:112-2011
short term elastic deflection from STAAD 0.99 2.87
OK OK
5.6. DESIGN OF LONGITUDINAL GIRDER
 DEAD LOAD ANALYSIS
Total dead load from superstructure = DL of deck slab + DL of cantilever portion + DL of CB + DL

of wearing coat
TDL = (25*0.210*9) + (2*25*1.5*0.210) + (22*0.065*11) + (2*0.5*24*0.75)
TDL = 96.73KN-m
It is assumed that dead load is shared equally by all the girders.
DL/girder = 96.73/4 = 24.18 KN-m
Self weight of Girder = (25*1.5*0.750) = 28.125 KN-m
TDL = 24.18 + 28.125 = 52.305 KN-m
Maximum Hogging Moment (DL) = 5884.30 KN-m
Maximum Sagging Moment (DL) = 2942.14 KN-m
Shear force at critical section at 1.43m from Support face
SF (DL) = 1907.96 KN
 LIVE LOAD ANALYSIS
Live load analysis due to Class-A Loading:-

Maximum Hogging Moment (LL) = 1692.59 KN-m
Maximum Sagging Moment (LL) = 1779.04 KN-m
SF (LL) = 477.13 KN
MAXIMUM BM & SF DUE TO LL & DL
Total Maximum Hogging Moment (DL+LL) = 5884.30 + 1692.5 = 7576.89 KN-m
Total Maximum Sagging Moment (DL+LL) = 2942.14 + 17 = 4721.17 KN-m
Total Shear force at critical section at 1.43m from Support face
SF (DL+LL) = 2385.09 KN
As Per IS 456: 2000

Deck Slab Max Hoggging Max
Moment Sagging
at end support moment at
mid span
Actual Moment(KNm) 7576.89 4721.17
b(mm) 750 750
D(mm) 1500 1500
c(mm) 50 50
d(mm) 1430 1430
fck(MPa) 40 40
fy(MPa) 500 500
xumax/d 0.456 0.456
Mulim(KNm) 7580.67 4935.68
OK OK
Ast Required(sq mm) 14707.8 8401.73
Dai of bar (main tension)mm 32 32
Spacing(mm) 60 60
Ast provided (sq mm) 15280.7 8846.72
Shear on the section

Actual shear Ved (KN) 23585.9
Actual shear stress (N/mm2)Tv 2.22
Max shear capacity, Tcmax 4
O.K.
Design Shear stress, Tc 0.61
Unbalanced Shear force Vus 1730.33
Asv provided(sq mm) 402.13
Spacing(mm) 150
PRE-STRESSING TECHNIQUE
PRE-STRESSING
 Pre stressing of a member means introduction of permanent stresses in a member, before the
application of design loads, of a calculated magnitude and desired distribution such that these
stresses neutralize or balance the stresses due to external loading up to a desired level. It is a method
in which stress distribution in a member can counteract the effect of external loading to a desire
degree.
 Economically viable and easily constructed, these two are the most important criterions in the
construction of modern structures and this is achieved by the use of high strength materials and the
adaptation of advance designing methods. This results in reduction of cross-sectional dimensions
and consequent weight savings. Such developments are particularly important in the field of
reinforced concrete where the dead load represents a substantial part of total load. Significant
savings can be achieved by using high-strength concrete and steel in conjunction with prevailing
design methods in India which permits an accurate appraisal of member strength however , there
are limitations on this development mainly due to interrelated problems of cracking and deflections.
 Reinforced concrete is weak in tension but strong in compression. In order to maximize utilization
of its material properties, an internally or externally compressive force P is induced on the structural
element through the use of stressed high-strength pre-stressing wires or tendons prior to loading. As
a result, the concrete section is generally stressed only in compression under Service and sometimes
overloads conditions. Such a system of construction is termed as prestressed concrete.
 The pre-stressing force that satisfies the particular conditions of geometry and loading of a given
element is determined from the principles of mechanics and stress--strain relationship. Sometimes
simplification is necessary, as when a pre-stressed beam is assumed to be homogeneous and elastic.
ADVANTAGES OF PRE-STRESSING
 Pre-stressing applies a pre-compression to the member which eliminates unwanted tensile
 stresses.
 Cracking due to service load can be reduced.
 Deflections can be controlled and kept within range.
 Deflection and crack control achieved through pre-stressing permit the engineer to make use of
economical high strength steels in the form of strands, wires or bars in conjunction with concrete of
much higher strengths.
 Stress resulting in pre-stressing effects in overall improvement in performance of structural
concrete.
 Spans can be extended far beyond the limiting range for ordinary reinforced concrete leading to not
only much longer spans than previously thought but also permitting innovative new structural forms
to be employed.
 Pre-stressing of concrete reduces the self-weight of the structure and due to which longer span
EFFECTS OF PRE-STRESSING
 Concrete is weak in tension and with the help of pre-stressing this weakness can be overcome.
 As a mean for introducing equivalent load on the concrete member so that the effect of the applied
loads are counteracted to the desired degree.
 Pre-stressing can also control crack propagation.
 A special variation of reinforced concrete in which pre-strained high strength steel is used usually
in conjunction with high strength concrete.
METHODS OF PRE-STRESSING
There are two methods of pre-stressing:
 Pre-tensioning
 Post-tensioning
PRE-TENSIONING
 Pre-tensioning is used in factories for the manufacturing of pre-cast structural units and usually not
used for large span girders. The term pre-tensioned means that the tendons are tensioned to their
full load before the concrete is placed. They are held under tension by anchors beyond the ends of
the prestressed concrete member. After the concrete has been placed and allowed to cure to
sufficient strength, the load in the tendons is transferred from the external anchors into the newly
poured member, thus pre-stressing it. In the United States the standard tendons for pre-tensioned
work are seven-wire uncoated stress-relieved pre-stressed concrete strands.
POST-TENSIONING
 Post-tensioning is used on large scale for the production of large span bridge girders in the factories
as well as in the field. The term post-tensioned means that the tendons are tensioned after the
concrete has been placed and allowed to cure. Frequently the tendon is placed inside a flexible
metal hose, the entire assembly is placed in the form, and concrete is poured around After the
concrete has cured, the tendon is tensioned and held under load by anchor fittings at its ends. Bond
between the tendon and the concrete member is achieved by pumping the metal hose full grout.
BASIC OPERATION OF POST-TENSIONING
 Post-tensioning is defined as "A method of pre-stressing reinforced concrete in
which the reinforcement is tensioned after the concrete has hardened."

Basically, the complete operation has six steps-
 The tendon is assembled in a flexible metal hose, and anchor fittings are attached to the ends of the
tendon.
 The tendon assembly is placed in the form and tied in place in the same manner as the reinforcing
bars.
 Concrete is poured and allowed to cure to the strength specified for tensioning.
 Hydraulic jacks elongate tendons, and the anchor fitting is adjusted to hold the load in the tendons.
 The space around the tendon is pumped full of cement grout under pressure.
 Anchor fittings are covered with a protective coating.
 In some cases a hole is cored in the concrete and the tendon is threaded through the hole just before
it is to be tensioned. Holes can be covered by casting in a rubber tube of the desired shape and then
withdrawing it after the concrete has set. Holes can also be covered by casting in a flexible metal
hose. The hose becomes a permanent part of the structure. Since the hose is not stiff enough to
maintain its position while the concrete is placed, one or more steel bars are placed inside the hose
and are withdrawn after the concrete has set. In large hollow structures such as hollow-box bridges,
the tendons are threaded through the hollow spaces and tensioned against anchor plates cast in the
end block of the structure. Galvanized strands are used in these structures, and grouting is not
required.
LOADING STAGES OF PRE-STRESSED (POST TENSIONING) CONCRETE

MEMBER
 The jacking pre-stress force Pj is applied; then, at transfer, the force is transmitted from the pre-
stressing strands to the concrete.
 The full self-weight WD acts on the member together with the initial pre-stressing force, provided
that the member is simply supported, that is, there is no intermediate support.
 The full superimposed dead load WSD including topping for composite section is applied to the
member.
 Most of the short-term losses in the pre-stressing force occur initially, leading to a reduced pre-
stressing force Pj to Pi.
 The member is subjected to full service load, with long-term losses due to creep, shrinkage, and
steel strand relaxation taking place leading to a net pre-stressing force Pe. Overloading of the
member occurs under c
PRE-STRESSING STEEL
 For prestressing, high strength steel is used because the ordinary steels, such as grade 300 steel, are
ineffective in providing effective prestressing. The prestressing steel may be in the form of smaller
diameter wires, relatively larger diameter alloy steel bars or in the form of strands.
 Strand
The term strand is used for a group of wires helically wounded. Usually a 7-wire strand is used for the
prestressing purposes as shown in Fig. 3.1
Fig. 3.1 7-wire Strand
 Tendon
The term tendon is used for one group of reinforcement consisting of a single wire, a strand or a group of
strands used together.
DIFFERENCE BETWEEN BEHAVIOR OF PRESTRESSED AN D REINFORCED

CONCRETES
 The external bending moment in a beam is resisted by a couple formed by internal tensile force in
steel and compressive force in concrete.
 In ordinary reinforced concrete beam, the increase in the lever arm by the increase of loading is
lesser and the resistive moment basically increases by increase in steel tensile force and compression
in concrete.
 The situation is reversed in case of prestressed concrete beam where the forces in the steel and
concrete remain nearly constant and the resisting moment increases by the increase in the lever arm.
After the development of tensile stresses in concrete due to increase of load on prestressed beam,
its behavior is almost similar to ordinary reinforced concrete.
TENDON PROFILE
 Positive moment requires prestressing force below the section centroid; negative moment requires
it above the centroid and required eccentricity of prestressing increases with the increase of applied
bending moment.
 Curved tendon profiles approximately following the shape of bending moment diagram are better
and easy to be placed in case of post tensioning. However, in case of pretensioning especially for
large prestressing loads having a number of members to be cast together, straight tendons are easy
to be placed. The tendon profile may be Straight, Parabolic, Draped or Harped as shown in Fig.
3.2.
(a) Straight Tendon (b) Parabolic Tendon
(c) Draped Tendon (d) Harped Tendon

Fig. 3.2 Various Tendon Profiles
FLEXURAL STRESSES AT DIFFERENT STAGES OF LOADING
 STAGE 1-A: ONLY Pi IS ACTING
 At this stage the initial pre-stress force acting at an eccentricity ‘e’ produces a uniform compression
due to Pi and the moment Pi x e produces tension at the top and compression at the bottom as shown
in Fig. 3.3. The net result may be smaller tension at the top and larger compression at the bottom.
Fc ft
Pi Pi
f
fc fc c
Fig. 3.3 Flexural Stresses at Stage 1-A

f1 = Stress at top = -P1/Ac + P1*ec*1/I
f2 = Stress at Bottom =-P1/Ac - P1*ec*1/I
 STAGE 1-B: Pi AND SELF WEIGHT
 The self weight causes tension at bottom and compression at the top and the net result may be
smaller compression at the top and larger compression at the bottom as shown in Fig. 3.4.
Wo Fc ft fc
Pi Pi
fc fc ft
fc
Fig. 3.4 Flexural Stresses at Stage 1-B

fc
f1 = Stress at top = P/Ac+ P *e*c/I + Mg*c/I
f2 = Stress at Bottom = P/Ac+ P *e*c/I – Mg*c/I
STAGE 2: Pe AND SELF WEIGHT

 At this stage, the initial pre stress force changes into effective pre stress force. The shapes of stress
diagrams are same as that of stage 1-B as shown in Fig. 3.5, but the ordinates are changed due to
replacement of Pi by Pe.
Wo Fc ft fc
Pe Pe
fc fc ft
fc
Fig. 3. Flexural Stresses at Stage -B

fc
f1 = Stress at top = Pe/Ac+ Pe *e*c/I + Mg*c/I
f2 = Stress at Bottom = Pe/Ac+ Pe *e*c/I – Mg*c/I
STAGE 3: Pe, SELFWEIGHT AND SERVICE LOAD
The service load moments further modify the stress diagrams as shown in Fig. 3.6.
WD+l fc ft fc
Pe Pe
e fc fc ft
Fc fc
Ft ft
f1 = Stress at top = Pe/Ac+ Pe *e*c/I + Mg*c/I- M(d+l)*c/I
f2 = Stress at Bottom = Pe/Ac+ Pe *e*c/I – Mg*c/I+ M(d+l)*c/I
LOSS OF PRESTRESS
 Jacking Force (Pj)
It is the largest force that will act on the steel tendon to pull it to required stress level. The jacking operation
may be thought of a performance test of the tendon.
 Initial Prestress Force (Pi)
It is the force in the steel tendon after transfer and is equal to jacking force reduced due to instantaneous
shortening of the concrete.
 Effective Prestress Force (Pe)
It is the amount of prestress after instantaneous and time dependent losses.

 Effectiveness Ratio (R)
 It is the ratio of effective prestress to the initial prestress. Usually a conservative value of R = 0.85
may be used in place of detailed actual calculations.
 It is a well-established fact that the initial pre-stressing force applied to the concrete elements
experiences a progressive process of reduction over a span of approximately 5 years.
 Consequently, it is important to determine the level of pre-stressing force at each loading stage,
from the stage of transfer of pre-stressing force to the concrete, to the various stages of prestressing
available at service load, up to the ultimate. Essentially the reduction in the prestressing force can
be grouped into two categories:
i) Instantaneous Losses
ii) Time Dependent Losses
INSTANTANEOUS LOSSES
These losses take place immediately after the application of jacking force. These losses
include the following:
i. Losses due to friction
ii. Losses due to anchorage set
iii. Losses due to elastic shortening
LOSSES DUE TO FRICTION

 For post tensioned members, the tendons are usually anchored at one end and stretched with the
jacks at the other end. As the steel slides through the duct, frictional resistance is developed, with
the result that the tension at the anchored end is than the tension at the jack.
 Losses due to friction are usually separated into two parts for convenience namelycurvature friction
and wobble friction.
 The first is due to intentional curvature in the tendon profile as specified and the second due to un-
intentional variation of tendon form its intended profile.
 It is apparent that even a straight tendon duct will have some un-intentional misalignment so the
wobble friction should always be considered in post-tensioned works. Usually the curvature friction
is also considered.
 The frictional losses in post tension construction can be determined using

equation (3.1).
 Δffr = fp ( Kl + μα ) (3.1)
where,
 fp = stress at jacking end
 l = span of girder
 K = wobble coefficient
 μ = curvature coefficient
 α = total angular change of tendon profile in radians from jacking end to any point x.
LOSSES DUE TO ANCHORAGE SLIP
 In post tension construction, when the jacking force is released, the steel tension is transferred to
the concrete by special anchorages. Invariably, there is a small amount of slip at the anchorages
upon transfer, as the wedges seat themselves into the tendons, or as the anchorage hardware
deforms. The usual value of anchorage set may be 10 mm with a minimum value of 1.3 mm. These
losses can be determined using the equation (3.2).
 Δfanc = (Δl /l) *Ep
Where,
 Δl = amount of slip
 l = tendon length
 Ep = modulus of elasticity of strands

LOSSES DUE TO ELASTIC SHORTENING
 When the prestress force is transferred to a member, there will be elastic shortening of concrete as
it is compressed. For the post-tensioned members, if all the steel is tensioned at once, there will be
no loss due to elastic shortening.
 However, for the practical purposes where multiple tendons are used , with tendons tensioned in
sequence, there will be losses. These losses can be satisfactorily determined by employing equation
(3.3).
 Δfel = 50 % of elastic shortening in pre-tensioned beams
= 0.5 x np fcs
Where,
 np = Ep/Ec
 fcs = compressive stress at the level of steel centroid when eccentric prestress
force plus self weight are acting in pretensioned beam.

= -Pi/Ac – Pi e2/I + Mg e/I.
TIME DEPENDENT LOSSES
 These are the losses due to creep and shrinkage of concrete and relaxation of prestressing
steel.
 These losses occur after the concrete has gained its specified cylindrical compressive stress
(fc′).
LOSSES DUE TO CREEP OF CONCRETE
 These losses occur due to the application of a sustained compression load on the concrete
causing it to first deform elastically and then continue to strain over an extended period of
time.
 These losses can be calculated through equation (3.4).
 Δfcp = Cu np fcs (3.4)
Where,
 np =Ep/Es
 fcs = compressive stress at the level of steel centroid when eccentric prestress plus
self weight are acting.
 =-Pi/Ac – Pi e2/I + Mg e/I.
 Cu = ultimate creep coefficient (ranges from 1.6 to 3.2 corresponding to fc′).

LOSSES DUE TO SHRINKAGE OF CONCRETE
 Drying shrinkage of concrete permits a reduction of strain in the prestressing steel equal to
the shrinkage strain of the concrete.
 The resulting steel stress loss is an important component of the total prestress loss for all
types of prestressed concrete members. The ultimate concrete strains resulting from drying
shrinkage may fall in the range from about 500 x 10-6 to 1000 x 10-6.
 The value ultimate shrinkage strain for moist cured concrete can be taken equal to 800 x 10-
6 in the absence of specific data, and for steam-cured a value of 730 x 10-6 can be used.
 These losses can be estimated by eqution (3.5).
 Δfsh = Ep εsh (3.5)
 εsh = amount of shrinkage strain occurring during the period under consideration
LOSSES DUE TO RELAXATION OF STEEL
 The amount of relaxation depends on the intensity of prestressing steel stress as well as time.
 These relaxation losses can be calculated as
Log tn {(fp/fpy)-0.55}
DESIGN OF GIRDER
 Design of prestress concrete girder means the determination of dimensions of the cross section and
location of the prestress force such that the stresses before and after the application of service loads
remain within the ACI specified stress limits.
 The materials behave elastically for such loads and hence straight line relationship between stresses
and strains may be considered.
 There are three different methods of design as under:
Selection of Trial Section

A trial section is selected out from standard shapes given by AASHTO. Prestress force and eccentricity
from the centroid of force is determined for the expected critical conditions of loading. The resulting
configuration is then checked at all the loading stages.
Stress Control Method

Choosing the cross sectional dimensions and selecting the pre stressing force and its eccentricity from
section centroid by satisfying the code limits.
Load Balancing Method

A sufficient trial section is assumed in the start. The pre stress force and tendon profiles re-selected to
provide negative forces and moments to balance the expected service loads.
DESIGN CALCULATIONS:
• DEAD LOAD ANALYSIS
Total dead load from superstructure = DL of deck slab + DL of cantilever portion + DL of CB + DL of

wearing coat
TDL = (25*0.210*9) + (2*25*1.5*0.210) + (22*0.065*11) + (2*0.5*24*0.75)
TDL = 96.73KN-m
It is assumed that dead load is shared equally by all the girders.
DL/girder = 96.73/4 = 24.18 KN-m
Self weight of Girder = (25*1.5*0.750) = 28.125 KN-m
TDL = 24.18 + 28.125 = 52.305 KN-m
Maximum Hogging Moment (DL) = 5884.30 KN-m
Maximum Sagging Moment (DL) = 2942.14 KN-m
SF (DL) = 1907.96 KN
• LIVE LOAD ANALYSIS
Live load analysis due to Class-A Loading:-

Maximum Hogging Moment (LL) = 1692.59 KN-m
Maximum Sagging Moment (LL) = 1779.04 KN-m
SF (LL) = 477.13 KN
MAXIMUM BM & SF DUE TO LL & DL
Total Maximum Hogging Moment (DL+LL) = 5884.30 + 1692.5 = 7576.89 KN-m
Total Maximum Sagging Moment (DL+LL) = 2942.14 + 17 = 4721.17 KN-m
Total Shear force at critical section at 1.43m from Support face
SF (DL+LL) = 2385.09 KN
DESIGN OF GIRDER
As the design forces for Exterior Girder are more critical therefore, the design will be carried out for
exterior girder and same will be provided as interior girder.
DESIGN FOR FLEXURE
DESIGN DATA
Span of girder = L = 30 m
MD = 5885 KN-m
ML = 1780 KN-m
fc′ = 40 MPa
fci′ = 40 MPa
fpu = 1860 MPa
fpy = 1676 MPa
R = 0.85 (Assuming 15 % time dependent losses)
Approximate Depth of Girder
h ≈ 0.075 x L
= 0.075 x 30000
h = 2300 mm
Approximate Self Weight of Girder
wg = 0.006 h2 to 0.007 h2 (N/m)
= 0.007 X 2600^2/ 1000.
= 37.03 kN/m
Mg = 47.32 x 35^2/ 8.
= 4165.875 kN-m
As per is 1343 1980 3 types of prestressed members ;
type -1: in this no tensile stress is allowed in concrete at transfer or under service loads
type -2: in this tensile stress is within cracking stress of concrete at transfer or under service loads
type -3: in this tensile stress is such that crack width is within allowable limit
fci = - 0.6 fci’ = - 0.6 x 40 = - 124 MPa

fti = ¼ √ fci’ = ¼ √40 = 1.58 MPa
fcs = -0.6 fc’ = -0.6 x 40 = -24 MPa
fts =(5/8) x √ fc’ = (5/8) x √ 40 = 3.95 MPa
SELECTION OF SECTION
The pre-stressed concrete girder section is selected based on the on the following:
 The modulii of elasticity (at top & bottom) of the section are greater than or equal
to S1 & S2 (calculated below).

 The section should satisfy the stress limits at various stages of loading.
Based on the above mentioned conditions, a section of pre-stressed concrete

girder is selected as shown in Fig. 5.12.
S1 = {(1-R) * Mg + Md + Ml}/ {R*fti-fs}
= { (1-0.85)* 7245.8 + 4432+2892}/ (0.85 * 1.32+21) x 106
= 327108 x 103 mm3
S2 = {(1-R) * Mg + Md + Ml}/ {fts- R*fci}
= { (1-0.85)* 7245.8 + 4432+2892}/ (0.85 * 16.8 + 3.7) x 106
= 340446 x 103 mm3
Effective Width of Slab Portion

Some portion of deck slab acts together with the girder to resist the applied
loading, calculate as follow:
be = { Ec of girder/ Ec of slab } x b
= √35/√38 x 1000
= 1000 mm
1000 mm
200 mm
150 mm
2400 mm
1450 mm
200 mm
300 mm
1000 mm
Fig. 5.12 Selected Girder Section.
Sectional Properties
At Transfer Stage
To determine sectional properties, we will ignore the sloping portions to get the
section as shown in Fig. 5.13.
1000 mm
200 mm
1800 mm 400mm
300 mm
1000 mm
Fig. 5.13 Girder Section with Ignored Sloping Portions
Area of Section
Area of the section is calculated by considering the actual girder section.
A = 1000 x 200 + 1000 x 300 + 1450 x 400 + 2 x 1400 x 150 + 2 xv1400x 200
= 1325000 mm = 1.325 m2
Actual Self Weight of Girder
wg = 1.325
= 33.125 kN/m
Mg = 24.8 * 35^2/8
= 3727 kN-m < Mg,assumed (4165) (OK)
The other sectional properties are calculated by considering the simplied section
as shown in Fig. 5.13.
Location of Centroid
y ={ 1000*250*125 + 2000*250*125 + 8000*350*2425 } / { 1000*250 + 2000*250+ 8000*2425}
c1 = y = 1194.26 mm
c2 = 2300 – 1194.26 = 1105.73 mm
Moment of Inertia
I = [ (1000*250^2/12) + 1000*250*1176.36^2] + [ (250*2000^2/12) + 2000*250*46.36^2] +
[ (800*350^2/12) + 800*350*1128.64^2 ]
= 71600000 x 104 mm4
S1 = 8172 * 10^11 / 1296.36 =672653 x 10^3 mm3
S2 =8172 * 10^11 / 1303.64 = 668896 x 10^3 mm3
SELECTION OF TENDONS
Uniform Concrete Centroidal Stress
It is the uniform stress in the concrete section if initial prestress force is applied at the centroid of the
section.
It is determined as:
fcci = fti – (c1/h)* (fti – fci )
= 1.58 – (1296.36/2800) * 1.32 + 16.8 = -11.7 MPa
Initial Prestress Force
It is the prestress force at transfer stage after the instantaneous losses.
Pi = Ac x fcci
= 105550*7.74/1000
= 15502.5 kN
Stress in the Prestressing Steel at Failure
fps is lesser of
i. 0.74 x fpu = 0.74 x 1860 = 1376.4 MPa
ii. 0.82 x fpy = 0.82 x 1676 = 1375 MPa
Therefore,
fps = 1375 MPa
Area of Prestressing Steel

Aps = p1/fps x 1000
= 11274.54 mm2
Let we use 7-wire strand of Grade 1860 MPa having:
 Diameter of strand = 15.24 mm
 Area strand = Ast = 140 mm2
No. of Strands
N = Aps/Ast
= 5921.45/140
= 81
Therefore,
Provide 4 Tendons of 21 Strands Each
Approximate Eccentricity of Tendons

em = (fti – fcci) x (S1/Pi)+(Mg/Pi)
= (1.58 + 11.7) x 672653/8142 + 3798/8142
= 754 mm
Let the maximum eccentricity of tendons at mid section is:
e = 500 mm
CHECK FOR THE STRESSES AT THE TOP &BOTTOM FIBERS

At Transfer Stage
f1 = Stress at top =-P1/Ac + P1*ec*1/I
= 1.228 < 1.58 MPa (OK)
f2 = Stress at bottom = -P1/Ac - P1*ec*1/I
= -23.6 < -24 MPa (OK)
At Service Load Stage

At this stage, some portion of slab acts together with the girder to resist
the applied service loads as shown in Fig. 5.14.
.
1000
210
200 1000
1800 400
300
1000
Fig. 5.14 Girder Section with Some Portion of Slab.
Area of Section
Area of the section is calculated by considering the actual girder section along
with effective slab portion.
Ac = 1325000 + (1000 x 210) = 1535000 mm2
= 1.535 m2
Actual Self Weight
= 1.535 x 25
= 38.375
wg = 38.375 kN/m
Mg = 30.58*35^2/8
= 4318 kN-m
Location of Centroid
c1 = 1213.46 mm
c2 = 1296.5 mm
Moment of Inertia
I= 101960000 x 10^4 mm4
Check for the Stresses
Pe = R x Pi = 0.85 x 8142 = 6920.7 kN
f1 = Stress at top = Pe/Ac+ Pe *e*c/I + Mg*c/I- M(d+l)*c/I
= -15 < -24 MPa (OK)
f2 = Stress at bottom = Pe/Ac+ Pe *e*c/I – Mg*c/I+ M(d+l)*c/I
= 1.72 MPa < 3.95 MPa (OK)
TENDON PROFILE
The path of the prestressing tendon along the length of the prestressed member is called
tendon profile and it is decided based on the shape of bending moment diagram.
To find out the ordinates of the parabolic tendons following equation of the parabola
is used.
y = a(x - h) 2 + k
where (h, k) represents the vertex of the parabola and a controls the shape and vertical
direction. The values of the ordinates of the parabolic tendon profile, both in y and z
direction are calculated at various values of x taking the midspan of the girder as origin as
shown in Fig. 5.15. The calculations are shown in table below.
CL of PC girder
1194 Centroid line
347 1
347 2 Cables
500 3
200
x origin
15000mm 12000m 9000mm 6000mm 3000mm
Fig. 5.15 Tendon Profiles

Calculations for Tendon Profiles
Cable 1,2 Cable 3 Cable 4
x y z x y z x y z
(mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
0 559 100 0 559 -100 0 559 0
3000 566 96 3500 578 -96 3500 589 0
6000 589 84 7000 633 -84 7000 678 0
9000 626 64 10500 726 -64 10500 827 0
12000 677 36 14000 857 -36 14000 1036 0
15000 744 0 17500 1024 0 17500 1304 0
CALCULATIONS FOR ANGLES OF TENDON PROFILES
Angle of cable 1and 2 w.r.t

x-axis
y = a(x - h ) 2 + k (5.1)
Here,
h=0
k = 500-200 = 300 mm
To calculate a, put x = 17500 & y = 0 in equation (5.1)
a = 300 / 150002 = 6.04 x 10-7
Now differentiating equation (5.1) w.r.t. x
dy/dx = slope = 2ax
Putting the values of a & x, we get
tan θ3 = slope = 2 x 6.04 x 10-7 x 17500
Therefore,
θ3 = 4º
Angle of cable 3 w.r.t x-axis

k = 847 – 200 = 647 mm

a = 647 / 150002 = 15.18 x 10-7

dy/dx = slope = 2ax
tan θ2 = slope = 2 x 15.18 x 10-7 x 17500
Therefore,
Θ2 = 3.91º
Angle of cable 4 w.r.t x-axis

k = 1194 – 200 = 994 mm

a = 994 / 150002 = 24.33 x 10-7

dy/dx= slope = 2ax
tan θ1 = slope = 2 x 24.33 x 10-7 x 17500
Therefore,
Θ1 = 5.44º
DESIGN FOR SHEAR
DESIGN DATA
Fc = 40 MPa
fy = 500 MPa
Pi = 15502.5 kN
Pe = 0.85 x Pi = 13177.125 kN
bv = web thickness = 400 mm
h = depth of section = 2300 mm
Factored Shear Force

Vu = η(1.50 VDW + 1.50 VLL)
= 0.95 (1.5 x 1907.96 + 1.5 x 477.13)
= 2266 kN
Effective Depth
It is the distance from extreme compression fibers to the centroid of prestressed
reinforcement.
de = 2300 – 200 = 2100mm
Effective Shear Depth

It is the distance measured perpendicular to the neutral axis, between the resultant
of the tensile and compressive forces due to flexure. It is determined as:
dv is greater of
0.90 de = 0.90 x 2100 = 1890 mm
0.72 h = 0.72 x 2300 = 1656
Therefore,
dv = 1890 mm
SHEAR DESIGN FOR VARIOUS GIRDER PORTIONS

Shear design is mainly carried out for two potion of the girder . For the design of first portion maximum
shear force is takenand for the second portion 50 % of the maximum shear force is considered.
Design of Shear Reinforcement for First Portion
Nominal Shear Resistance of Concrete Section
Vn = Vc’ + Vs
Vc′= Vc + Vp
Here,
Vc = nominal shear resistance of concrete (kN)
Vp = component of prestressing force in the direction of shear force (kN)
Vc =1/6√fc’ bv dv
=1/6√35 x 400 x 1890 / 1000
= 797 kN
Vp = Pe sin θ
As there are 4 tendons therefore,
Pe for one tendon = 13177.125 / 4 = 3295 kN
Vp = 3295 x (sin θ1 + sin θ2 + 2sin θ3 )

= 3295 (sin 5.44º + sin 3.91º + 2sin 4º )
= 996.75 kN
Therefore,
Vc′ = 797 + 996.7 = 1793.75 kN
ф Vc′ = 0.75 x 1793.75 = 1345.312 kN
фVc’/2= 673 kN
As,
Vu (2266 kN) > ф Vc′
Therefore, we have to provide maximum shear reinforcement
Vs =(Vu- фVc’)/ ф
Vs =1227.6 KN
(Vs)max = 1/3√fc′ bv x dv=1/3√ 4 x400 x 1890 = 1593.78 kN
And,
(Vs)max =2/3√fc ′ bv x dv = 3188 kN
As,
fc1/3√fc ′ bv x dv < Vs <2/3√fc ′ bv x dv
Therefore,
Selection & Spacing of Stirrups

Using # 12 SI Double Leg Stirrups
Av = 2 x 150 = 300 mm2
Smax is lesser of
i) 3Avfy/bv = 1512 mm
ii)dv/4 = 468 mm
iii) 300 mm
iv)Avfydv/vs*1000 =170 mm
Smax = 180 mm
Provide # 12 @ 170 mm c/c Stirrups
Design of Shear Reinforcement for Second Portion
Vu at L/4 = 0.5 x Vu
= 0.5 x 2266
= 1133 kN
Nominal Shear Resistance of Concrete Section
Vn = Vc’ + Vs
Vc ′= Vc + Vp
Here,
Vc = nominal shear resistance of concrete (kN)
Vp = component of prestressing force in the direction of shear force (kN)
Vc =1/6√fc’ bv dv
=1/6√35 x 400 x 1890 / 1000 =797 kN
Vp = 0.5 x Pe sin θ
Vp = 0.5 x .3025 x 3295 = 498.36 kN
Therefore,
Vc′ = 797 + 498.36b= 1295 kN
ф Vc′ = 0.75 x 1295b= 972 kN
фVc’/2= 486 kN
As,
Vu (1133 kN) > ф Vc′
Therefore, we have to provide maximum shear reinforcement
Vs =(Vu– фVc’/ф
Vs = 214.6 kN
(Vs)max =1/3√fc’ bv x dv
=1/3√35 x 400 x 1890 = 1593.787 kN
And,
(Vs)max =2/3√fc’ ′ bv x dv = 3187.5 kN
As,
Vs <1/3√fc’ ′ bv x dv
Therefore,
Selection & Spacing of Stirrups

Using # 10 SI Double Leg Stirrups
Av = 2 x 100 = 200 mm2
Smax is lesser of
I)3 Avfy/bv = 1008 mm
ii)dv/2 = 936 mm
iii) 600 mm
iv)Avfydv/Vs*1000 =390 mm
Smax = 180 mm
Provide # 10@ 350 mm c/c Stirrups
CALCULATION OF PRESTRESS LOSSES
INSTANTANEOUS LOSSES
These losses take place immediately after the application of jacking force.
These losses include the following:
i. Losses due to friction
ii. Losses due to anchorage set
iii. Losses due to elastic shortening
LOSSES DUE TO FRICTION
The fictional losses in post tension construction can be determined as follow:
Δffr = fp ( Kl + μα )
Here,
fp = stress at jacking end = 0.76 fpu = 0.76 x 1860 = 1413.60 MPa
{ AASHTO permissible steel stress for post tensioning at jacking}
l = span of girder = 30000 mm
K = wobble coefficient = 1.6 x 10-6
{ ACI friction coefficient for grouted tendon in metal sheathing for 7 wire strand }
μ = curvature coefficient = 0.15
α = total angular change of tendon profile in radians from jacking end to
any point x.
= 8y/x(radians)
=8*745/35000
= 0.133 radians
Therefore,
Δffr = 1413.60 x (1.6 x 10-6 x 30000 + 0.15 x 0.133)

= 96.05 MPa (frictional losses at far end)
= 48.02 MPa (frictional losses at mid section)
LOSSES DUE TO ANCHORAGE SLIP

These losses can be determined using the following formula:
Δfanc = Δl/l Ep
Here,
Δl = amount of slip = 6mm
l = tendon length ≈ 30000 mm
EP = modulus of elasticity of strands = 197,000 MPa
Therefore,
Δfanc = 39.4 MPa
LOSSES DUE TO ELASTIC SHORTENING
For the post-tensioned beams, if all the steel is tensioned at once there
will be no loss due to elastic shortening. However, for the practical
purposes where multiple tendons are used , with tendons tensioned
in sequence, there will be losses. These losses can be satisfactorily
determined as follow:
Δfel = 50 % of elastic shortening in pre-tensioned beams
= 0.5 x np fcs
Here,
np = Ep/Ec =197000/4700√fc ′ = 6.62
fcs = compressive stress at the level of steel centroid when eccentric prestress force plus self weight are
acting in pretensioned beam.
= -Pi/Ac – Pi*e^2/I + Mg*e/I
Pi = 0.9 x Pj = 0.9 x jacking stress x area of tendons
= 0.9 x 1413.6 x (4 x 21 x140) / 1000
= 14916.15 kN
Therefore,
fcs = 8.60 MPa
Therefore,
Δfel = 0.5 x np fcs= 0.5 x 6.62 x 8.60 = 28.46 MPa
Total instantaneous losses = 48.02+39.4+28.46= 115.886MPa

%age instantaneous prestress losses = 125.5/1413.6x 100 = 8.19 %
Now, the remaining stress in the tendons at midspan after instantaneous losses is:
fpi = 1413.60 – 115.886 = 1297.714 MPa
Therefore,
Pi = fpi x area of tendons
= 1297.714 x (4 x 21 x 140) / 1000
= 15261 kN < Pi used in design (15502. kN)
TIME DEPENDENT LOSSES
These are the losses due to creep and shrinkage of concrete and
relaxation of steel.
LOSSES DUE TO CREEP OF CONCRETE

These losses can be determined as:
Δfcp = Cu np fcs
Here,
np = Ep/EC
=197000/4700 √fc ′ = 7.08
fcs = compressive stress at the level of steel centroid when eccentric prestress plus self weight are acting.
=-Pe/Ac – Pe*e^2/I + Mg*e/I
Pe = 0.9 x Pi = 0.9 x 7574 = 6816.60 kN
Therefore,
fcs = 5.47 MPa
Cu = ultimate creep coefficient = 2.65 corresponding to fc´ = 35 MPa
Therefore,
Δfcp = Cu np fcs= 2.65 x 7.08 x 5.47= 102.63 MPa
LOSSES DUE TO SHRINKAGE OF CONCRETE

These losses can be estimated as follow:
Δfsh = Ep εsh
εsh = amount of shrinkage strain occurring during the period under consideration
Assumtions to Determine εsh
 Period under consideration or time at the end of interval = tn = 5 years
 Ultimate shrinkage strain for concrete = 800 x 10-6
 44 % of the shrinkage strain takes place before 28 days
εsh = 800 x 10-6 x 0.56 = 448 x 10-6

Therefore,
Δfsh = Ep εsh= 197000 x 448 x 10-6 = 88.26 MPa
LOSSES DUE TO RELAXATION OF STEEL
These losses can be calculated by using the following formula:
Δfrel = fpi (logtn/10) (fpi/fpy – 0.55)
Here,
tn = 5 years = 5 x 365 x 24
= 43800 hours
fpi = 1288.10 MPa
fy = 1676 MPa
Therefore,
Δfrel = 130.63 MPa
Now,
Total time dependent losses = 102.63 + 88.26 + 130.63= 321.52 MPa
%age of time dependent losses = 321.52/1288.1x 100= 24.96 % > assumed in design (15 %)
{Note: The actual time dependent stresses are coming more than the losses
assumed in the design therefore, the design should be revised but
due to shortage of time it is not revised.}
fpe = fpi – time dependent losses
= 1288.10 – 321.52
= 966.58 MPa
Pe = fpe x area of tendons
= 966.58 x 3 x 14 x 140 / 1000
= 5683.50 kN < Pe used in design (6920.7 kN)
Total prestress losses (%) = instantaneous losses + time dependent losses
= 8.90 + 24.96 = 33.86 %
DESIGN OF ABUTMENT
ABUTMENT CAP
DESIGN DATA:
 Span arrangement c/c of exp joint = 30m
 Structural System = Simply supported
 Construction type = PSC
 Effective span = 28.1m
 Expansion gap in abutment cap = 40mm
 No. of lane for design =3
 Bearing type = POT PTFE
 Skew Angle = 0 deg.
SALIENT REDUCED LEVELS(RL’S):

 Deck level = 571.049m
 Soffit level = 568.674m
 Abutment Cap top level = 568.257m
 Abutment Cap bottom level = 566.757m
 Ground level = 561.962m
 Pile cap bottom level = 559.662m
DETAILS OF SUPERSTRUCTURE:
 Depth of superstructure = 2.31m
 Thickness Of wearing coat = 0.065m
 Camber in one direction = 2.5%
 Expansion joint type = Strip seal
 Impact factor = 1.132
DIAGRAM =
Load Calculation:
DEAD LOAD
1) Dead load of superstructure on Cap through girders-
 DL of Slab = (.21x30x12x25)/(4X2) = 236.3KN
 DL of Girder = 371.1KN
 Reaction due to end diaphragm –
 On Outer girder = 19.9KN
 On Inner Girder = 39.8KN
 SIDL1 - Wearing course –
 On Outer girder = 71KN
 On Inner Girder = 61KN
 SIDL2 – Crash barrier.
 On Outer girder = 199KN
 On Inner Girder = -61KN
 DL of Bearing. =30.8KN
2) Dead Load Of Abutment Cap = {10.5X1.5X2.54 – 2X0.5X.75X4.2}X25 = 800.1KN

DL Summary:
30 m span reaction(KN)
Bearing No. DL SIDL(WC) SIDL(CB)
1 672 69 195
2 711 59 -60
3 711 59 -60
4 672 69 195
Total 2765 257 270
LIVE LOAD:
1) Live load maximum moment case –
 Position of live load –
 Governing load= 70R

 On Inner Girder = 50.7 KN
2) Live Load for Maximum Reaction Case –
 Position Of live load –
 Governing load= 70R

 On Inner Girder = 62.5 KN
BM SUMMARY:
Distance from face of support (in circle square)-
PIER CAP OUTER FACE OUTER BEARING INNER BEARING
4.511 3.948 0.823
4.511 3.948 0.823
LOAD TYPE G1 G2 V ML Mt
t tm tm
DL 68.5 72.4 140.9 330 0
SIDL1 7.1 6.1 13.1 32.8 0
SIDL2 19.9 -6.1 13.8 73.5 0
Total 95.5 72.4
LL(Max moment case)

Class A 43.8 4.6 48.4 176.5 0
Class 2A 46.4 37.4 83.8 214
70R 48.5 50.7 99.2 233.3 0
Class 3A 41.3 34.5 75.8 191.3 0
Class A+ 70R 28.2 62.5 100.7 202.1 0
FPLL 0 0 0 0 0
LL(Max Reaction case) 48.5 62.5 100.7 233.3 0
DEAD WEIGHT OF L(M) B(M) H(M) Q(M3) V ML MT

CAP
Rect part 4.511 2.54 0.75 8.593 21.5 48.4 0
tri part 4.511 2.54 0.375 4.296 10.7 16.1 0

dirt wall 4.511 0.3 2.79 3.778 9.4 14.2 10.6
DL+SIDL(approach 4.511 0.89t/m 1.28 2.56 5.8 2.9
span)
LL(approach span)40t bogie 4.511 8.36t/m 1.28 24.13 54.4 27
Effective loads and moments at section:
LOAD P(t) ML(tm) MT(tm)

TYPE
DL Due to superstructure 140.9 330 0
ABUT CAP Due to cap 68.4 139 40.5
SIDL1 Due to w c 13.1 32.8 0
AISL2 Due to CB 13.8 73.5 0
LL1 max reaction case 48.9 110.6 0
LL2 max moment case 100.7 233.3 0
W1 wind vertically down 6.7 32.2 0
LOAD COMBINATIONS:
BASIC COMBINATION
LOAD PSF V(t) ML(t M(t m) Equiv ML(resultant)
TYPE m)
DL 1.35 190.3 445.5 0 0 445.5
ABUT 1.35 92.3 187.6 54.6 50.1 237.8
CAP
SIDL1 1.75 23 57.5 0 0 57.5
SIDL2 1.35 18.6 99.2 0 0 99.2
LL1 1.5 73.4 166 0 0 166
LL2 1.5 151.1 349.9 0 0 349.9
W1 0.9 6.1 28.9 0 0 28.9
SEISMIC
COMBINATION
TYPE m)
DL 1 140.9 330 0 0 330
ABUT 1 68.4 139 40.5 37.1 176.1
CAP
SIDL1 1 13.1 13.1 0 0 32.8
SIDL2 1 13.8 13.8 0 0 73.5
LL1 0.2 9.8 22.1 0 0 22.1
LL2 0.2 20.1 46.7 0 0 46.7
RARE COMBINATION
TYPE m)
DL 1 140.9 330 0 0 330
ABUT 1 68.4 139 40.5 37.1 176.1
CAP
SIDL1 1 13.1 13.1 0 0 32.8
SIDL2 1 13.8 13.8 0 0 73.5
LL1 1 48.9 110.6 0 0 110.6
LL2 1 100.7 233.3 0 0 233.3
W1 0.6 4 19.3 0 0 19.3
FREQUENT
COMBINATION
TYPE m)
DL 1 140.9 330 0 0 330
ABUT 1 68.4 139 40.5 37.1 176.1
CAP
SIDL1 1 13.1 13.1 0 0 32.8
SIDL2 1 13.8 13.8 0 0 73.5
LL1 0.75 36.7 83 0 0 83
LL2 0.75 75.5 175 0 0 175
W1 0.5 3.4 16.1 0 0 16.1
QUASI-PERMA
COMBINATION
LOAD PSF V(t) ML(t M(t m) Equiv ML
TYPE m) (resultant)
DL 1 140.9 330 0 0 330
ABUT 1 68.4 139 40.5 37.1 176.1
CAP
SIDL1 1 13.1 13.1 0 0 32.8
SIDL2 1 13.8 73.5 0 0 73.5
LL1 0 0 0 0 0 0
LL2 0 0 0 0 0 0
W1 0 0 0 0 0 0
VERIFICATION OF STRUCTURAL STRENGTH FOR ABUTMENT CAP(ULS):
Material properties and strengths:
1) CONCRETE: (from IRC 112-2011)
 Cube strength (28 days) fck = 35N/mm2
 Basic combination fcd = 15.63N/mm2
 Accidental combination fcd = 19.54N/mm2
 Seismic combination fcd = 15.63N/mm
Ec = 32000MPa
2) Steel:
 Grade of steel fck = 500N/mm2
 Basic combination fy = 435N/mm2
 Accidental combination fy = 500N/mm2
 Seismic combination fy = 435N/mm2
Es = 2.0E +05MPa
 Minimaum strain =0.87fy/Es
 Cu= fcd*b*(3/7xulim+2/3*4/7xulim) = 0.8095*fcd*b*xu.
 Tu=fyd*Ast
 Rlim= Mulim/bd2
Basic Accidental Seismic

Xulim/d 0.62 0.58 0.62
Rulim/bd2 5.8 6.99 5.8
Calculation of Reinforcement:
 b= 2540mm
 D=1500mm
 Cc=50mm
Basic Seismic
Combination Combination
Actual Moment(KNm) 12048 7104
b 2540 2540
D 1500 1500
c 50 50
d 1422 1422
fcd 15.63 15.63
fyd 435 435
xulimt/d 0.62 0.62
Rlimt 5.8 5.8
Mulim(KNm) 29806 29806
OK OK
Ast Required 21279 12066
Spacing(mm) 160 160
Dia of bar (main compression) (mm) 20 20
Area of main compression (mm2) 4987 4987
fctm 2.8 2.8
fyk 435 435
Cl. 160501(2) IRC:112-2011
Asmin=0.26fctmbtd/fyk>=0.0013btd 6048 6048
OK OK
Asmax.=.025 Ac(main tension) 95250 95250
cl.16.5.1 IRC: 112-2011 OK OK
Asmax=0.04Ac(tension+compression) 152400 152400
x(mm) 345 345
x/d 0.243 0.243
z(mm) 1278 1278
MR(KNm) 14192 14192
Shear on the section

Actual shear Ved (KN) 4740.2 2648.3
cl. 10.3.2(2) Eq. 10.2 of IRC :112-2010
K=1+Sqrt(200/d)<=2.0 1.375 1.375
cl. 10.3.2(2) Eq. 10.3 of IRC :112-2010
vmin = 0.031K3/2fck1/2 0.296 0.296
cl. 10.3.1 of IRC:112-2011
ρ1= Ast/(bwd)<= 0.02 0.007 0.007
O.K. O.K.
.12K (80 ρ1 fck)0.33 0.442 0.4
Axial compressive force Ned (KN) 0 0
σcp= NEd/ Ac <=0.2fcd 0 0
cl. 10.3.2(2) Eq. 10.1 of IRC :112-2010
VRd.c = [0.12K(80ρ1*fck)^0.33 + 0.15σcp]bwd <= 1068 1068
(vmin+0.15σcp)bwd
Provide Provide shear r/
shear r/f
cl. 10.3.2 of IRC:112-2011
v=0.61(1-fck/310) 0.532 0.532

cl. 10.3.2 of IRC:112-2011
0.5bwdvfcd 15027 15027
OK OK
Actual shear stress 0.001 0.001

0.135fck(1-fck/30) 4.192 4.192
OK OK
0.09.fck(1-fck/30) 2.888 2.888
ϴ= .5*sin-1 (Applied shear 21.8 21.8
stress/.135/fck/(1-fck/310))
No. of links of shear r/f 8 8
Dia of bar for shear r/f 12 12
S(mm) 100 100
Asw2 905 905
Asw 905 905
cl.16.5.2
Stmax=.75d<600mm 600 600
St, mm 125 125
OK OK
Z(mm) 1278 1278
fywd 435 435
cl. 10.3.3.2
Vrds=Aswzfywd/S (KN) 5029 5029
OK OK
SHEAR ON SECTION
Actual shear Ved 2665 2472
b 2540 2540
D 1301 1130
c 50 50
d 1191 1020
fcd 15.63 15.63
Fyd 434 434
cl.10.3.3.2
Vrds=Aswzfywd/S 4217 3611
OK OK
VERIFICATION OF SERVICIBILITY LIMIT STATE(SLS):
Material properties and strengths:
3) CONCRETE: (from IRC 112-2011)
 Cube strength (28 days) fck = 35N/mm2
 Rare combination fcd = 16.8N/mm2
 Frequent combination fcd = 16.8N/mm2
 Quasi-perma combination fcd = 12.6N/mm2
Ec = 32000MPa
4) Steel:
 Grade of steel fck = 500N/mm2
 Rare combination fy = 300N/mm2
 Frequent combination fy = 300N/mm2
 Quasi-perma combination fy = 300N/mm2
Es = 2.0E +05MPa
 Minimaum strain =0.87fy/Es

 Cu= fcd*b*(3/7xulim+2/3*4/7xulim) = 0.8095*fcd*b*xu.
 Tu=fyd*Ast
 Rlim= Mulim/bd2
RARE FREQUENT QUASI PERMA

Xulim/d 0.7 0.7 0.7
Rulim/bd2 4.52 4.52 3.39
Rare Quasi
Combination Combination
Actual Moment(KNm) 8547 6008.3
b 2540 2540
D 1500 1500
c 50 50
d 1422 1422
fcd 16.8 12.6
fyd 300 300
xulimt/d 0.7 0.7
Rlimt 4.52 3.39
Mulim(KNm) 23224 17418
OK OK
Ast Required 21551 15073
Spacing(mm) 160 160
Dia of bar (main compression) (mm) 20 20
Area of main compression (mm2) 4987 4987
fctm 2.8 2.8
x(mm) 359 359
x/d 0.252 0.252
OK OK
z(mm) 1304 1264
MR(KNm) 9986 9683
OK OK
257 186
M/As*z
OK OK
M/(0.8095z*b*xu) 14.38 7.82
OK OK
CALCULATION OF CRACK WIDTH Moment at face of
support
n1 6
n2 6
φeq=(n1φ1^2+n2φ2^2)/(n1φ1+n2φ2) 32
cl.12.3.4(3) of IRC:112-2011
c 50
k1 0.8
k2 0.5
for skew slab refer eq. 12.10 0f IRC:112-2011
ρp.eff=As/Ac.eff 0.061
sr.max={3.4c+(0.425k1k2φ)/ρp.eff} 259
cl.12.3.4(3) of IRC:112-2011
kf 0.5
fct.eff 2.9
Es 200000
Ecm 32000
αe=Es/Ecm 6.25
(εsm-εcm)=(σsc-ktfct.eff(1+αeρp.eff)/ρp.eff)/Es>=0.6σsc/Es 0.0008
cl.12.3.4(2) of IRC:112-2011
wk=sr.max(εsm-εcm) 0.2
cl.12.3.4(1) of IRC:112-2011
OK
CALCULATION OF DEFLECTION AT
TIP OF CAP
Span 4511
Span/300 15
cl.12.4.1
b 2540
D1 750
D2 15003948
I1 8.9E+10
I2 7.1E+11
I 4E+11
E 32000
Distance from face of support to outer 3948
Bearing
Load due to outer bearing 1318600
Deflection due to outer bearing
Pa^2(3x-a)/6EI 2.55
Dist to inner bearing 823
Load due to inner bearing 1192785
Deflection due to inner bearing
Pa^2(3x-a)/6EI 0.1
Deflection due to self weight of cap
DL cap uniform intensity 47.63
Wl^4/8EI 0.19
Total deflection in mm 2.9
OK
ABUTMENT
DIAGRAM-
SALIENT RL’s:
 Bearing top level = 569.674m
 Abutment cap top Level = 569.257m
 Abutment bottom Level = 561.462m
 Depth of pile cap = 1.8m
 GL = 561.962m
 LBL = 561.962m
 Expansion Gap = 0.05m
 Dia of the abut = 2.1m
 Length of pile cap = 5.1m
 Width of pile cap = 5.1m
 Thickness of wearing coat = 0.065m
 Height of deck+girder = 2.31m
 Thickness of bearing = 0.1m
 Height of pedestal = 0.2m
 Total Height from w/c to cap top =2.792m
 Span EJ to EJ = 30m
Load Calculation
Taking Moments about founding level
LHS L(long) L(trans) ML Mt
t m m t-m t-m
Dead load 281.9 0 0 0 0
SIDL w/c 26.24 0 0 0 0
SIDL2 27.52 0 0 0 0
LL(max moment)
ClassA 41.52 0 4.2 0 174.4
Class2A 83.05 0 2.45 0 203.47
70R 85.15 0 2.905 0 247.37
Class3A 112.11 0 0.7 0 78.48
70R+classA 114.01 0 0.91 0 103.75
HORIZONTAL FORCE DUE TO

BRAKING AT
u=0.05 Fh/2+u(Rg+Rq) or Fh- #foundation #abutment
u(Rg+Rq) level bottom
Fh Rg Rq H Lev ML Lev ML
t t t t m t-m m t-m
Class 2A 13.85 281.9 83.05 25.17 10.01 252.05 8.21 206.71
Class 70R 20 281.9 85.15 28.35 10.01 283.87 8.21 232.83
Class 3A 14.96 281.9 112.11 27.18 10.01 272.12 8.21 223.3
70R+Class 20.49 281.9 114.01 30.04 10.01 300.78 8.21 246.7
A
WIND LOAD –
 On superstructure.
 On Moving load.
 On Substrucute.
WIND FORCE ON SUPER STRUCTURE (IRC 6:2010):

 Basic wind speed = 47m/s Plain terrain
 Design wind speed = 39.59m/s
 Design wind Pressure Pz = 940.61 N/m2
 Ft = PzA1GCd = 460 Kg/m2 G=2.00 Cd= 2.4
 FL = 115.06Kg/m2
 Fv =144 Kg/m2 G=2.00 CL=
0.75
 Upward and downward vertical wind load Fv
 Fv = 15x12.5x143.82= 26.97
WIND FORCE ON LIVE LOAD (IRC 6:2010):
 Ft = PzA1GCd = 230 Kg/m2 G=2.00 Cd= 1.2
 FL = 57.53Kg/m2
 Fv =144 K G=2.00 CL= 0.75
WIND FORCE ON SUB STRUCTURE (IRC 6:2010):

 Ft = PzA1GCd = 96 Kg/m2 G=2.00 Cd= 0.5
 FL = 23.97Kg/m2
 Fv =144 Kg/m2 G=2.00 CL= 0.75
SUMMARY
TRANSVERSE DIRECTION RL MOMENT ABOUT FL. ABUTMENT
BOTTOM
H Lev Mt Lev Mt
t m t-m m t-m
WIND ON SUP STR @ 570.86 16.4 11.2 183.63 9.4 154.11
WIND ON MOVING LOAD@ 573.85 10.36 13.89 143.8 12.09 125.16
WIND ON ABUTMENT 568.51 0.37 8.84 3.23 7.04 2.57
CAP@
TOTAL 28.28 330.66 281.85
LONGITUDINAL RL MOMENT ABOUT FL. ABUTMENT

DIRECTION BOTTOM
H Lev Mt Lev Mt
t m t-m m t-m
WIND ON SUP STR @ 570.86 3.42 11.2 38.26 9.4 32.11
WIND ON ABUTMENT 568.51 0.49 8.84 4.37 7.04 3.48
CAP@
TOTAL 6.07 72.59 61.66
DEAD WEIGHT OF L(M) B(M) H(M) Q(M3) wt LA MT

CAP
Rect part 10.05 2.54 0.75 20 50.01 0 0
tri part 26.67 5.84 0.75 12.19 30.48 0 0
dirt wall 11.5 0.3 2.792 9.63 24.08 -1.12 -26.97
DL+SIDL(approach 12.5 0.89T/M 1.28 7.4 -1.12 -8
span)
LL(approach span)40t bogie 12.5 2.4T/M 1.28 19.2 -1.12 -21.5
 Dead weight of abutment= 197.56t.
SEISMIC LOAD -
 T= 2*(D/1000*F)^0.5
 T = Time period
 D = Appropriate Dead load & Live Load
 F = Horizontal force to be applied at superstructure mass to produce 1mm deflection at top
of pier.
Longitunal Direction Transverse Direction
d FL^3/3EI
Height of pier (upto cap) 8.21 m
F 110 KN 153 KN
D 4901 KN
Length of the Pier 2.1 m
Width of the Pier 2.1 m
Area of Pier Ap 3.464 m2 3.464 m2
Inertia Ip 1 m4 0.955 m4
E of concrete 3.00E+07 KN/m2
CG of superstructure H2 9.672 m 8.21 m
Pier Cap top level H1 8.21 m
Pier top level 569.26 m
At top of pier d 1 mm 1 mm
T 0.42 sec 0.36 sec
Ah (Z/2)*(Sa/g)*(I/R)
Seismic Zone III
Z 0.16
I 1.2
R(medium soil) 3
Sa/g 2.5 2.5
Ah 0.08 0.08
V( t ) H V Acting Ecc(for ML Moment Due to

comp comp @ H) due to V at F lvl
H
ML MT
DL 563 56.4 37.6 569.7 10 564.5 0 0
SIDL1 52.5 5.2 3.5 569.7 10 52.5 0 0
SIDL2 55 5.5 3.7 569.7 10 55.1 0 0
Cap dirt wall 130.9 13.1 8.7 569.8 10.2 133.2
Abut 54.5 5.5 3.6 564.6 4.9 27
Return wall 0 0 0 566.8 7.1 0
Soil above f 0 0 0 566.8 7.1 0
LL1 22.8 2.3 1.5 569.7 10 22.8 0 1.4
LL2 4.8 0.5 0.3 569.7 10 4.8 0 1.4
LL3 17 1.7 1.1 569.7 10 17.1 0 3.3
Longitudinal seismic Transverse

seismic
V( t ) ML ( t-m ) V( t ) ML ( t-m MT ( t-m
) )
DL 49.95 724.65 DL 49.95 0 724.65
SIDL1 3.5 52.54 SIDL1 3.5 0 52.54
SIDL2 3.67 55.11 SIDL2 3.67 0 55.11
LL1 1.52 22.83 LL1 1.52 0 22.83
LL2 0.32 4.83 LL2 0.32 0 4.83
LL3 1.14 17.05 LL3 1.14 0 17.05
Combination of orthogonal Seismic force

Long V( t ) ML ( t-m ) MT ( t-m )
DL 1.3 49.95 942.04 0
SIDL1 1.3 3.5 68.3 0
SIDL2 1.3 3.67 71.65 0
LL1 1.3 1.52 30.09 1.38
LL2 1.3 0.32 6.68 1.35
LL3 1.3 1.14 23.16 3.3
Trans
DL 1.3 49.95 0 942.04
SIDL1 1.3 3.5 0 68.3
SIDL2 1.3 3.67 0 71.65
LL1 1.3 1.52 0 30.09
LL2 1.3 0.32 0 6.68
LL3 1.3 1.14 0 23.16
COMBINATIONS V( t ) ML ( t-m ) MT ( t-m )

Long
DL+SIDL1+SIDL2+LL1 58.64 1112.08 1.38
DL+SIDL1+SIDL2+LL2 57.44 1088.67 1.35
DL+SIDL1+SIDL2+LL3 58.25 1105.14 3.3
Trans
DL+SIDL1+SIDL2+LL1 58.64 0 1113.05
DL+SIDL1+SIDL2+LL2 57.44 0 1089.62
DL+SIDL1+SIDL2+LL3 58.25 0 1107.45
COMBINATION FOR DESIGN OF ABUTMENT (ULS)
 FORCES AT MOMENTS ARE CALCULATED AT PILE CAP TOP LEVEL
Sno. LOAD TYPE P(t) ML (t- MT(t- HL (t) HT (t)

m) m)
1 DL superstructure + self wt 467 -56 0 0 0
2 SIDL1 26 0
3 SIDL2 28 0
4 LL MAX RXN 114 0 104 0 0
5 LL MAX LONG MOM 24 0 101 0 0
6 LL MAX TRANS MOM 85 0 247 0 0
7 LL1 BRAKING 3 -247 0 30.04 0
8 LL2 BRAKING 0 0 0 0 0
9 LL2 BRAKING 3 -233 0 28.35 0
10 W1 VERTICALLY DOWN 27 30 157 3.91 17.93
WITHOUT LL
11 W1 VERTICALLY UP -27 30 157 3.91 17.93
WITHOUT L
WITH LL
13 W1 VERTICALLY UP WITH -27 62 282 6.07 28.28
LL
14 S1 SEISMIV 59 906 1 85.7 0
15 S2 59 0 907 0 85.7
16 S3 -59 906 1 85.7 0
17 S4 -59 0 907 0 85.7
LOAD BASIC LOAD SEISMIC

TYP COMBINATION TYP COMBINATION
PSF P(t) ML(t-m) MT(t- PSF P(t) ML(t-m) MT(t-
m) m)
DL 1.35 631 -76 0 DL 1.35 631 -76 0
SIDL1 1.75 46 0 0 SIDL1 1.75 46 0 0
SIDL2 1.35 37 0 0 SIDL2 1.35 37 0 0
LL1 1.5 171 0 156 LL1 0.75 86 0 78
LL2 1.5 36 0 152 LL2 0.75 15 0 76
LL3 1.5 128 0 371 LL3 0.75 64 0 186
LL1B 1.5 4 -370 0 LL1B 0.75 2 -185 0
LL2B 1.5 0 0 0 LL2B 0.75 0 0 0
LL3B 1.5 4 -349 0 LL3B 0.75 2 -175 0
W1 0.9 24 27 141 W1 0 0 0 0
W2 0.9 -24 27 141 W2 0 0 0 0
W3 0.9 24 55 254 W3 0 0 0 0
W4 0.9 -24 55 254 W4 0 0 0 0
S1 0 0 0 0 S1 1.5 88 1359 2
S2 0 0 0 0 S2 1.5 88 0 1361
S3 0 0 0 0 S3 1.5 -88 1359 2
S4 0 0 0 0 S4 1.5 -88 0 1361
1) BASIC COMBINATION
LOAD CASE FACTORED FORCES/MOMENTS
V ML MT
t t-m t-m
NORMAL
CASE 1 DL+SIDL1+SIDL2 714 -76 0
CASE 2 DL+SIDL1+SIDL2+LL1 889 -446 156
DOWNWARD WIND DIRECTION
CASE 5 DL+SIDL1+SIDL2+WIND 738 -50 141
CASE 6 DL+SIDL1+SIDL2+LL1+WIND 913 -391 409
UPWARD WIND DIRECTION
CASE 9 DL+SIDL1+SIDL2+WIND 690 -50 141
2) SEISMIC COMBINATION
V ML MT
t t-m t-m
DOWNWARD SEISMIC IN LONGI
DIRECTION
CASE 1 DL+SIDL1+SIDL2 + Seismic 802 1283 2
CASE 2 DL+SIDL1+SIDL2+LL1+ Seismic 889 1098 80
DOWNWARD SEISMIC IN TRANS
DIRECTION
CASE 5 DL+SIDL1+SIDL2+ seismic 802 -76 1361
CASE 6 DL+SIDL1+SIDL2+LL1+ seismic 889 -261 1439
UPWARD SEISMIC IN LONG DIRECTION
CASE 9 DL+SIDL1+SIDL2+ Seismic 626 1283 2
UPWARD SEISMIC IN TRANS DIRECTION
CASE 13 DL+SIDL1+SIDL2+ Seismic 626 -76 1361
CASE 14 DL+SIDL1+SIDL2+LL1+ Seismic 713 -261 1439
COMBINATION FOR DESIGN OF ABUTMENT (SLS)
Sno. LOAD TYPE P(t) ML (t- MT(t- HL(t) HT (t)

m) m)
2 SIDL1 26 0
3 SIDL2 28 0
4 LL MAX RXN 114 0 104 0 0
7 LL1 BRAKING 3 -247 0 30.04 0
8 LL2 BRAKING 0 0 0 0 0
9 LL2 BRAKING 3 -233 0 28.35 0
WITHOUT LL
11 W1 VERTICALLY UP -27 30 157 3.91 17.93
WITHOUT LL
WITH LL
LL
LOAD RARE LOAD QUASI-PERM

PSF P(t) ML(t-m) MT(t- PSF P(t) ML(t-m) MT(t-m)
m)
DL 1 467 -56 0 DL 0 0 0 0
SIDL1 1 26 0 0 SIDL1 0 0 0 0
SIDL2 1 28 0 0 SIDL2 0 0 0 0
LL1 1 114 0 104 LL1 0 0 0 0
LL2 1 24 0 101 LL2 0 0 0 0
LL3 1 85 0 247 LL3 0 0 0 0
LL1B 1 3 -247 0 LL1B 0 0 0 0
LL2B 1 0 0 0 LL2B 0 0 0 0
LL3B 1 3 -233 0 LL3B 0 0 0 0
W1 0.6 16 18 94 W1 0 0 0 0
W2 0.6 -16 18 94 W2 0 0 0 0
W3 0.6 16 37 169 W3 0 0 0 0
W4 0.6 -16 37 169 W4 0 0 0 0
Design Calculations:
 L/D = 6295/2100 = 2.99 < 12,
Therefore, according to IRC 112- 2011,
 Abutment is designed as a pedestal column subjected to Biaxial bending using Design aids SP-16.
Governing load cases from different load case combinations are-

Axial load M LL M TT
CASES Pu( KN ) KNm KNm
NORMAL DRY Max LL 889 -446 156
CASE Max TT 870 -370 625
SEISMIC Max LL 820 1283 78
CASE Max TT 868 -251 1546
1) NORMAL CASE CHECK –
 Maximum Longitudinal axis moment case-

 Pu = 8890 KN
 M LL = -4460 KNm
 M TT = 1560 KNm
Assume % of reinforcement p = 0.4% Ag.
Clear cover cc = 50mm.
Effective cover d` = 75mm.
Total depth D = 2100m.
p/fck = 0.4/35 = 0.01.
d`/D = 75/2100 = 0.035.
Refer Chart 59 for d`/D = 0.05 fy= 500 N/mm2 ,of SP 16
Pu/(fckD^2) = 0.05
From Chart 59 we get,
M LL`/(fckD^3) = 0.02
Therefore, M LL` = 6482.7KNm.
Similarly, M TT` = 6482.7KNm.
Now Check for safety of section for Biaxial Bending –
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x=
From SP 16, Pu/Puz x
<= 0.2 1
From Chart 63 for p= 0.4% .
>= 0.8 2
We get, Puz/Ag = 17 KN/mm2
Therefore, Puz = 58881.3 KN.
Now, Pu/Puz = 0.15 i.e. < 0.2
Hence, x =1
Now,
(4460/6482.7) + (1560/6482.7) = 0.92 < 1
 HENCE SECTION IS SAFE.
 Maximum Transverse axis moment case-

 Pu = 8700 KN
 M LL = -3700 KNm
 M TT = 6250 KNm
p/fck = 0.4/35 = 0.01.
d`/D = 75/2100 = 0.035.
Refer Chart 59 for d`/D = 0.05 fy = 500 N/mm2, of SP 16
Pu/(fckD^2) = 0.056
M LL`/(fckD^3) = 0.025
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x= Pu/Puz x
<= 0.2 1
From SP 16, >= 0.8 2
From Chart 63 for p= 0.4%.
Now, Pu/Puz = 0.15 i.e. < 0.2
Hence, x =1
Now,
(3700/6482.7) + (6250/6482.7) = 1.22>1
 HENCE SECTION IS NOT SAFE.
i.e. assumed percentage of r/f is NOT ADEQUATE.

Therefore, slightly increase p to 0.5% Ag.
p/fck = 0.5/35 = 0.014
d`/D = 75/2100 = 0.035
Refer Chart 59 for d`/D = 0.05 fy= 500 N/mm2, of SP 16
Pu/(fckD^2) = 0.056
M LL`/(fckD^3) = 0.032
Therefore, M LL` = 10372.3KNm
Similarly, M TT` = 10372.3KNm
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x= Pu/Puz x
<= 0.2 1
From SP 16, >= 0.8 2
Therefore, Puz = 58881.3 KN
Now, Pu/Puz = 0.15 i.e. < 0.2
Hence, x =1
Now,
(3700/10372.3) + (6250/10372.3) = 0.95<1
2) SEISMIC CASE CHECK –

 Pu = 8200 KN
 M LL = 12830 KNm
 M TT = 780 KNm
p/fck = 0.5/35 = 0.014.
d`/D = 75/2100 = 0.035.
Refer Chart 59 for d`/D = 0.05 fy = 500 N/mm2 ,of SP 16
Pu/(fckD^2) = 0.05
M LL`/(fckD^3) = 0.05
Therefore, M LL` = 16206KNm.
Similarly, M TT` = 16206KNm.
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x=
<= 0.2 1
>= 0.8 2
Now, Pu/Puz = 0.13 i.e. < 0.2
Hence, x =1
Now,
(12830/16206) + (780/16206) =0.83 < 1.

 Pu = 8680 KN
 M LL = -2510 KNm
 M TT = 15460 KNm
p/fck = 0.5/35 = 0.014.
d`/D = 75/2100 = 0.035.
Pu/(fckD^2) = 0.05
M LL`/(fckD^3) = 0.05
Therefore, M LL` = 16206KNm.
Similarly, M TT` = 16206KNm.
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x=
<= 0.2 1
>= 0.8 2
We get , Puz/Ag = 17 KN/mm2
Now, Pu/Puz = 0.1 i.e. < 0.2
Hence, x =1
Now,
(2510/16206) + (15460/16206) =1
Therefore, provide .5% Ag as longitudinal reinforcement in abutment.
DESIGN SUMMARY
PIER SIZE
Diameter (D) mm 2100
Area of abutment mm2 3.46E+06
SECTION R/f
Longitudinal reinforcement
p % 0.5 of Ag
Ast required mm2 17318
PROVIDE 36 X 25mm dia bars .
Diameter of bar mm 25
Total number 36
Ast provided mm2 17671
Transverse reinforcement
As per Clause 16.2.3 of IRC 112:2011
Minimum diameter of Tie bar =max {0.25D / 8mm}
0.25D mm 6.25
Adopt 10mm diameter Helical reinforcement.
Pitch of lateral tie mm 150mm at centre
75 mm at ends
As min ( long ) % 0.15

OK
As max ( long ) mm2 0.04Ag = 138544
OK
PIER
DIAGRAM-
SALIENT RL’s:
 Bearing top level = 569.530m
 Abutment cap top Level = 569.113m
 Abutment bottom Level = 561.462m
 Depth of pile cap = 1.8m
 GL = 561.962m
 LBL = 561.962m
 Expansion Gap = 0.05m
 Dia of the abut = 2.1m
 Length of pile cap = 5.1m
 Width of pile cap = 5.1m
 Thickness of wearing coat = 0.065m
 Height of deck+girder = 2.31m
 Thickness of bearing = 0.1m
 Height of pedestal = 0.2m
 Total Height from w/c to cap top =2.792m
 Span EJ to EJ = 30m
LOAD CALCULATION:
 Taking Moments about founding level:
LHS RHS L(long) L(trans) ML Mt

t t m m t-m t-m
Dead load 281.9 281.9 0.81 0 0 0
SIDL w/c 26.24 26.24 0.81 0 0 0
SIDL2 27.52 27.52 0.81 0 0 0
LL(max reaction)
ClassA 24.11 23.08 0.81 4.2 0.84 198.19
Class2A 48.22 46.16 0.81 2.45 1.67 231.23
70R 46.93 44.86 0.81 2.905 1.67 266.64
Class3A 65.1 62.31 0.81 0.7 2.26 89.19
70R+classA 63.93 61.41 0.81 0.91 2.26 113.82
LL(max moment)
ClassA 41.52 0 0.81 4.2 33.63 174.4
Class2A 83.05 0 0.81 2.45 67.27 203.47
70R 85.15 0 0.81 2.905 68.97 247.37
Class3A 112.11 0 0.81 0.7 90.81 78.48
70R+classA 114.01 0 0.81 0.91 92.35 103.75
HORIZONTAL FORCE DUE TO

BRAKING AT
u=0.05 Fh/2+u(Rg+Rq) or Fh- #foundation #abutment
u(Rg+Rq) level bottom
Fh Rg Rq H Lev ML Lev ML
t t t t m t-m m t-m
Class 2A 13.85 281.9 83.05 25.17 9.87 248.41 8.07 203.10
Class 70R 20 281.9 85.15 28.35 9.87 279.79 8.07 228.76
Class 3A 14.96 281.9 112.11 27.18 9.87 268.21 8.07 219.29
70R+Class 20.49 281.9 114.01 30.04 9.87 296.46 8.07 242.39
A
WIND LOAD –
 On superstructure.
 On Moving load.
 On Substructure.
WIND FORCE ON SUPER STRUCTURE (IRC 6:2010):

 Ft = PzA1GCd = 460 Kg/m2 G=2.00 Cd= 2.4
 FL = 115.06Kg/m2
 Fv =144 Kg/m2 G=2.00 CL= 0.75
 Upward and downward vertical wind load Fv
 Fv = 15x12.5x143.82= 26.97
WIND FORCE ON LIVE LOAD (IRC 6:2010):

 Ft = PzA1GCd = 230 Kg/m2 G=2.00 Cd= 1.2
 FL = 57.53Kg/m2
 Fv =144 Kg/m2 G=2.00 CL= 0.75
WIND FORCE ON SUB STRUCTURE (IRC 6:2010):

 Ft = PzA1GCd = 96 Kg/m2 G=2.00 Cd= 0.5
 FL = 23.97Kg/m2
 Fv =144 Kg/m2 G=2.00 CL= 0.75
SUMMARY
TRANSVERSE DIRECTION RL MOMENT ABOUT FL. ABUTMENT
BOTTOM
H Lev Mt Lev Mt
t m t-m m t-m
WIND ON SUP STR @ 570.72 16.40 11.06 181.27 9.26 151.76
WIND ON ABUTMENT 568.36 0.37 8.70 4.00 6.90 3.18
CAP@
TOTAL 28.35 327.59 278.61

LONGITUDINAL RL MOMENT ABOUT FL. ABUTMENT
DIRECTION BOTTOM
H Lev Mt Lev Mt
t m t-m m t-m
WIND ON SUP STR @ 570.72 3.28 11.06 36.25 9.26 30.35
WIND ON ABUTMENT 568.36 0.30 8.70 2.64 6.90 2.10
CAP@
TOTAL 5.65 67.36 57.18
DEAD WEIGHT OF L(M) B(M) H(M) Q(M3) wt LA MT

CAP
Rect part 10.05 2.54 0.75 20 50.01 0 0
tri part 26.67 5.84 0.75 12.19 30.48 0 0
dirt wall 11.5 0.3 2.792 9.63 24.08 -1.12 -26.97
DL+SIDL(approach 12.5 0.89T/M 1.28 7.4 -1.12 -8
span)
LL(approach span)40t bogie 12.5 2.4T/M 1.28 19.2 -1.12 -21.5
 Dead weight of abutment= 197.56t.
SEISMIC LOAD -
 T= 2*(D/1000*F) ^0.5
 T = Time period
 D = Appropriate Dead load & Live Load
 F = Horizontal force to be applied at superstructure mass to produce 1mm deflection at top
of pier.
Longitudinal Direction Transverse Direction
d FL^3/3EI
Height of pier (upto cap) 8.07 m
F 116 KN 161 KN
D 7185 KN
Length of the Pier 2.10 m
Width of the Pier 2.10 m
Area of Pier Ap 3.464 m2 3.464 m2
Inertia Ip 1.0 m4 0.955 m4
E of concrete 3.00E+07 KN/m2
CG of superstructure H2 9.528 m 8.07 m
Pier Cap top level H1 8.07 m
Pier top level 569.11 m
At top of pier d 1.00 mm 1.00 mm
T 0.50 sec 0.42 sec
Ah (Z/2)*(Sa/g)*(I/R)
Seismic Zone III
Z 0.16
I 1.2
R(medium soil) 3
Sa/g 2.00 2.38
Ah 0.064 0.076
V( t ) H V Acting Ecc(for ML Moment Due to

comp comp @ H) due to V at F lvl
H
ML MT
DL 1127.6 107.1 71.4 569.5 9.9 1057.1 0 0
SIDL1 105.0 10.0 6.6 569.5 9.9 98.4 0 0
SIDL2 110.1 10.5 7.0 569.5 9.9 103.2 0 0
Cap 101.4 9.6 6.4 569.5 8.8 84.7
Pier 53.3 5.1 3.4 568.5 4.9 24.7
Soil above f 0 0 0 566.7 7.0 0

LL1 25.5 2.4 1.6 569.5 9.9 23.9 0.1 1.1
LL2 22.8 2.2 1.4 569.5 9.9 21.4 5.8 1.3
LL3 18.4 1.7 1.2 569.5 9.9 17.2 0.1 3.4
Longitudinal seismic Transverse

seismic
V( t ) ML ( t-m ) V( t ) ML ( t-m MT ( t-m
) )
DL 81.21 1166.46 DL 81.21 0 1166.46
SIDL1 6.65 98.39 SIDL1 6.65 0 98.39
SIDL2 6.97 103.21 SIDL2 6.97 0 103.21
LL1 1.61 24.03 LL1 1.61 0.14 24.03
LL2 1.44 27.23 LL2 1.44 5.85 27.23
LL3 1.16 17.32 LL3 1.16 0.11 17.32
Combination of orthogonal Seismic force

Long V( t ) ML ( t-m ) MT ( t-m )
DL 1.3 81.24 1516.4 0
SIDL1 1.3 6.65 127.91 0
SIDL2 1.3 6.97 134.17 0
LL1 1.3 1.61 31.54 1.13
LL2 1.3 1.44 34.03 1.31
LL3 1.3 1.16 23.49 3.38
Trans
DL 1.3 81.24 0 1516.4
SIDL1 1.3 6.65 0 127.91
SIDL2 1.3 6.97 0 134.17
LL1 1.3 1.61 0.14 31.54
LL2 1.3 1.44 5.85 34.03
LL3 1.3 1.16 0.11 23.49
COMBINATIONS V( t ) ML ( t-m ) MT ( t-m )

Long
DL+SIDL1+SIDL2+LL1 96.44 1810.02 1.13
DL+SIDL1+SIDL2+LL2 96.27 1812.51 1.31
DL+SIDL1+SIDL2+LL3 95.99 1801.97 3.38
Trans
DL+SIDL1+SIDL2+LL1 96.44 0.14 1810.71
DL+SIDL1+SIDL2+LL2 96.27 5.85 1809.34
DL+SIDL1+SIDL2+LL3 95.99 0.11 1804.26
COMBINATION FOR DESIGN OF PIER (ULS)

Sno. LOAD TYPE P(t) ML (t- MT(t- HL (t) HT (t)
m) m)
1 DL superstructure + self wt 718 0 0 0 0
2 SIDL1 52 0 0 0 0
3 SIDL2 55 0 0 0 0
4 LL MAX RXN 127 2 89 0 0
5 LL MAX LONG MOM 114 92 104 0 0
7 LL1 BRAKING 2 -219 0 27.18 0
8 LL2 BRAKING 3 -242 0 30.04 0
9 LL3 BRAKING 3 -229 0 28.35 0
WITHOUT LL
11 W1 VERTICALLY UP -26 27 155 3.58 17.99
WITHOUT LL
WITH LL
LL
14 S1 SEISMIC 96 1475 1 142.2 0
15 S2 96 0 1472 0 142.2
16 S3 -96 1475 1 142.2 0
17 S4 -96 0 1472 0 142.2
LOAD BASIC LOAD SEISMIC
PSF P(t) ML(t-m) MT(t- PSF P(t) ML(t- MT(t-
m) m) m)
DL 1.35 970 0 0 DL 1.35 970 0 0
SIDL1 1.75 92 0 0 SIDL1 1.75 92 0 0
SIDL2 1.35 74 0 0 SIDL2 1.35 74 0 0
LL1 1.5 191 3 134 LL1 0.75 96 2 67
LL2 1.5 171 139 156 LL2 0.75 86 69 78
LL3 1.5 138 3 400 LL3 0.75 69 1 200
LL1B 1.5 3 -329 0 LL1B 0.75 1 -164 0
LL2B 1.5 4 -364 0 LL2B 0.75 2 -182 0
LL3B 1.5 4 -343 0 LL3B 0.75 2 -172 0
W1 0.9 23 24 139 W1 0 0 0 0
W2 0.9 -23 24 139 W2 0 0 0 0
W3 0.9 23 51 251 W3 0 0 0 0
W4 0.9 -23 51 251 W4 0 0 0 0
S1 0 0 0 0 S1 1.5 144 2212 2
S2 0 0 0 0 S2 1.5 145 0 2208
S3 0 0 0 0 S3 1.5 -144 2212 2
S4 0 0 0 0 S4 1.5 -145 0 2208
1) BASIC COMBINATION
V ML MT
t t-m t-m
NORMAL
CASE 1 DL+SIDL1+SIDL2 1136 0 0
DOWNWARD WIND DIRECTION
CASE 5 DL+SIDL1+SIDL2+WIND 1159 24 139
UPWARD WIND DIRECTION
CASE 9 DL+SIDL1+SIDL2+WIND 1113 24 139
2) SEISMIC COMBINATION
V ML MT
t t-m t-m
DOWNWARD SEISMIC IN LONGI
DIRECTION
CASE 1 DL+SIDL1+SIDL2 + Seismic 1280 2212 2
DOWNWARD SEISMIC IN TRANS
DIRECTION
CASE 5 DL+SIDL1+SIDL2+ seismic 1281 0 2208
UPWARD SEISMIC IN LONG DIRECTION
UPWARD SEISMIC IN TRANS DIRECTION
COMBINATION FOR DESIGN OF ABUTMENT (SLS)
Sno. LOAD TYPE P(t) ML (t- MT(t- HL(t) HT (t)

m) m)
2 SIDL1 26 0
3 SIDL2 28 0
4 LL MAX RXN 114 0 104 0 0
7 LL1 BRAKING 3 -247 0 30.04 0
8 LL2 BRAKING 0 0 0 0 0
9 LL2 BRAKING 3 -233 0 28.35 0
WITHOUT LL
11 W1 VERTICALLY UP -27 30 157 3.91 17.93
WITHOUT LL
WITH LL
LL
LOAD RARE LOAD QUASI-PERM
PSF P(t) ML(t-m) MT(t- PSF P(t) ML(t-m) MT(t-m)
m)
DL 1 467 -56 0 DL 0 0 0 0
SIDL1 1 26 0 0 SIDL1 0 0 0 0
SIDL2 1 28 0 0 SIDL2 0 0 0 0
LL1 1 114 0 104 LL1 0 0 0 0
LL2 1 24 0 101 LL2 0 0 0 0
LL3 1 85 0 247 LL3 0 0 0 0
LL1B 1 3 -247 0 LL1B 0 0 0 0
LL2B 1 0 0 0 LL2B 0 0 0 0
LL3B 1 3 -233 0 LL3B 0 0 0 0
W1 0.6 16 18 94 W1 0 0 0 0
W2 0.6 -16 18 94 W2 0 0 0 0
W3 0.6 16 37 169 W3 0 0 0 0
W4 0.6 -16 37 169 W4 0 0 0 0
Design Calculations:
 L/D = 6295/2100 = 2.99 < 12,
Therefore, according to IRC 112- 2011,
 Abutment is designed as a pedestal column subjected to Biaxial bending using Design aids SP-16.
Governing load cases from different load case combinations are-

NORMAL DRY Max LL 13300 -3260 1340
CASE Max TT 13010 -2890 6510
SEISMIC Max LL 12800 22120 20
CASE Max TT 13680 -1120 22860
1. NORMAL CASE CHECK –

 Pu = 13300 KN
 M LL = -3260 KNm
 M TT = 1340 KNm
p/fck = 0.4/35 = 0.01.
d`/D = 75/2100 = 0.035.
Refer Chart 59 for d`/D = 0.05 fy= 500 N/mm2 ,of SP 16
Pu/(fckD^2) = 0.086.
M LL`/(fckD^3) = 0.03
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x=
<= 0.2 1
>= 0.8 2
Now, Pu/Puz = 0.2 i.e. = 0.2
Hence, x =1
Now,
(3260/9724.05) + (1340/9724.05) = 0.47 < 1

 Pu = 13010 KN
 M LL = -2890 KNm
 M TT = 6510 KNm
p/fck = 0.4/35 = 0.01.
d`/D = 75/2100 = 0.035.
Refer Chart 59 for d`/D = 0.05 fy = 500 N/mm2, of SP 16
Pu/(fckD^2) = 0.084
M LL`/(fckD^3) = 0.03
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x= Pu/Puz x
<= 0.2 1
From SP 16, >= 0.8 2
Now, Pu/Puz = 0.2 i.e. = 0.2
Hence, x =1
Now,
(2892/9724.05) + (6510/9724.05) = 0.96<1
2. SEISMIC CASE CHECK –

 Pu = 12800 KN
 M LL = 22120 KNm
 M TT = 20 KNm
p/fck = 0.5/35 = 0.02.
d`/D = 75/2100 = 0.035.
Refer Chart 59 for d`/D = 0.05 fy = 500 N/mm2 ,of SP 16
Pu/(fckD^2) = 0.083
M LL`/(fckD^3) = 0.03
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x=
<= 0.2 1
>= 0.8 2
Now, Pu/Puz = 0.1 i.e. < 0.2
Hence, x =1
Now,
(3030/6482.7) + (1040/6482.7) = 0.62 < 1

 Pu = 13680 KN
 M LL = -1120 KNm
 M TT = 272860 KNm
p/fck = 0.4/35 = 0.01.
d`/D = 75/2100 = 0.035.
Pu/(fckD^2) = 0.04
M LL`/(fckD^3) = 0.02
(M LL/M LL`) ^x + (M TT/M TT`) ^x <= 1.
For x=
<= 0.2 1
>= 0.8 2
We get , Puz/Ag = 17 KN/mm2
Now, Pu/Puz = 0.1 i.e. < 0.2
Hence, x =1
Now,
(2660/6482.7) + (2730/6482.7) = 0.83 < 1
Therefore provide .5% Ag as longitudinal reinforcement in Pier.

ESTIMATE AND COSTING
MEASUREMENT SHEET OF FOUNDATION OF GIRDER BRIDGE
Sno. Items No. L(m) B(m) H(m) Q(m3) Total

1 Earthwork 3 5.1 5.1 22.5 1755.675 1755.675m3
2 Pile Shaft 12
(1) Cement Concrete 1.1304 1 20 22.608 271.296 m3
(M-35)
(2)Steel Reinforcement
a)Straight bars- 25mm Ø 32 20 2464
(01)
@ 3.85 kg/m
b)Spiral Bars
i) 10mm Ø @75mm c/c 1 263.7 162.7029
(02)
density- 0.617 kg/m
ii) 10mm @150mm 1 307.7 189.8509
c/c(2a)
density- 0.617 kg/m
c)Ring Bars 10 3.142 49.6436
16mm Ø @2000mm c/c
@ 1.58kg/m
34394kg
3 Pile Cap 3
a)Cement Concrete (M- 5.1 5.1 1.8 46.818
35)
140.454m3
b) Bottom Steel
Reinforcement
i) 20mm Ø @110mm c/c 47 5.1 589.662
(04) @ 2.46 kg/m
ii) 20mm Ø @ 110mm c/c 47 5.1 589.662
(05) @ 2.46 kg/m
c) Top Steel
Reinforcement
i) 12mm Ø @110mm c/c 47 5.1 213.333
(07) @.89 kg/m
i) 12mm Ø @110mm c/c 47 5.1 213.333
(06) @0.89 kg/m
d) Side Steel
Reinforcement
i) 10mm Ø @200mm c/c 18 5.1 56.6406
(8a) @ 0.617 kg/m
ii 10mm Ø @200mm c/c 18 5.1 56.6406
(08) @ 0.617 kg/m
5158 kg
ABSTRACT SHEET :-
S. No. Items Quantity Per Rate (Rs) Amount

(cu.m) (Rs)
1 Earthwork 1756 cu.m 48 84288
2 Pile Shaft
i) Cement Concrete (M-35) 271.3 cu.m 5511 1495134.3
ii) Steel Reinforcement 34394 kg 38.5 1324169
3 Pile Cap
SUM- 3876469.8
MEASUREMENT SHEET OF ABUTMENT AND PIER OF GIRDER BRIDGE
S. Item Length Total

No. NO. (m) Breadth Height Quantity
(m) (m) (m3)
1 Abutment 2
a) Cement Concrete (M-35) 3.46 1 5.3 18.338
36.676m3
b) Steel Reinforcement
i) Straight Bars 20mm ø @ 44 8.9 967.252
2.47 Kg/m (01)
ii) Ring Bars 10mm ø @ 40 6.6 162.888
75mm c/c @ 0.617 Kg/m
(02)
iii) Ring Bars 10mm ø @ 14 6.6 57.0108
150mm c/c @ 0.617 Kg/m
(2a)
2374.5Kg
2 Abutment Cap 2
a) Cement Concrete (M-35)
i) Rectangular Shape 10.5 2.54 0.75 20.0025
ii) Trapezoidal Shape 10.5 2.54 0.75 12.2
64.5m3
i) 32mm ø @ 160mm c/c 18 11.5 1308.24
@ 6.32 Kg/m (05)
ii) 20mm ø @ 160mm c/c 20 11.64 628.56
@ 2.7 Kg/m (04)
iii) 16mm ø @ 150mm c/c 21 12.1 401.478
@ 1.58 Kg/m (07)
iv) 8L-10mm ø Stirrups 70 3.2 138.208
@150 c/c @ 0.617 Kg/m
(08)
v) 8L-12mm ø Stirrups 96 3.2 273.408
@110 c/c @ 0.89 Kg/m
(8a)
5500 Kg
3 Pier 1
a) Cement Concrete (M-35) 3.46 1 5.3 18.338
18.338m3
i) Straight Bars 20mm ø @ 44 8.9 967.252
2.47 Kg/m (01)
ii) Ring Bars 10mm ø @ 40 6.6 162.888
75mm c/c @ 0.617 Kg/m
(02)
iii) Ring Bars 10mm ø @ 14 6.6 57.0108
150mm c/c @ 0.617 Kg/m
(2a)
2374.5Kg
4 Pier Cap 1
a) Cement Concrete (M-35)
i) Rectangular Shape 10.5 3.2 0.75 25.2
ii) Trapezoidal Shape 10.5 3.2 0.75 15.36
40.56 m3
i) 32mm ø @ 160mm c/c 18 11.5 1308.24
@ 6.32 Kg/m (05)
ii) 20mm ø @ 160mm c/c 20 11.64 628.56
@ 2.7 Kg/m (04)
iii) 16mm ø @ 100mm c/c 30 12.1 573.54
@ 1.58 Kg/m (07)
iv) 8L-10mm ø Stirrups 70 3.2 138.208
@150 c/c @ 0.617 Kg/m
(08)
v) 8L-12mm ø Stirrups 96 3.2 273.408
@110 c/c @ 0.89 Kg/m
(8a)
2922 Kg
ABSTRACT OF SHEET:-
S. No. Item Quantity Per Rate Amount (Rs)
(Rs)
1 Abutment
i) Cement Concrete (M-35) 37 cu.m 5511 203907
ii) Steel Reinforcement 2374.5 kg 38.5 91418.25
2 Abutment Cap
3 Pier
ii) Steel Reinforcement 2374.5 kg 38.5 91418.25
4 Pier Cap
SUM- 1391378.56
MEASUREMENT SHEET OF DECK SLAB OF GIRDER BRIDGE

S.No. Item No. Length Breadth Height Qunatity Total
(m) (m) (m) (m³)
1 Cement Concrete 1 60 12 0.21 151.2
(1:1:2)
M40 without 151.20m³
reinforcement
2 Steel
Reinforecement
(a) Reinforcement at
Bottom including
bending in RCC
work
(i) 12mm Ø 400 11.2 3987.2 3987.20kg
@150mm c/c (02)
@ 0.89kg/m Main
bars
(ii) 10mm Ø 55 60.1 2049.41 2049.41kg
@150mm c/c (05)
@ 0.62Kg/m bars
(iii) 12mm Ø 33 60.2 1768.074 1768.07kg
@150mm c/c (06)
@ 0.89kg/m bars
(iv) 12mm Ø 12 61.2 653.616 6530616kg
@200mm c/c (07)
@ 0.89kg/m bars
(v) 12mm Ø 334 4 1189.04 1189.04kg
@180mm c/c (03)
@ 0.89kg/m bars
(vi) 16mm Ø (08) 12 60.1 1139.496 1139.49kg
@ 1.58kg/m
(vii) 16mm Ø 5 12.2 96.38 96.38kg
@180 mm c/c (1a)
@ 1.58kg/m
(viii) 20mm Ø 10 12.2 305 305kg
@180mm c/c (1b)
@ 2.5kg/m
(ix) 4 Legged 55 2.8 95.48 95.48kg
10mmØ @200mm
c/c
@ 0.62 kg/m (09)
Total 11283.696 11284Kg
(b) Reinforcement at
Top including
bending in RCC
work
(i) 16mm Ø 335 12.2 6457.46 6457.5kg
@180mm c/c (01)
@ 1.58kg/m Main
bars
(ii) 16mm Ø @180 10 12.2 192.76 192.76kg
mm c/c (1a)
@ 1.58kg/m
(iii) 20mm Ø 10 12.2 305 305kg
@180mm c/c (1b)
@ 2.5kg/m
(v) 12mm Ø 334 4 1189.04 1189.04kg
@180mm c/c (03)
@ 0.89kg/m bars
(v) 10mm Ø 334 4 828.32 829Kg
@200mm c/c (04)
@ 0.62kg/m bars
(v) 16mm Ø 55 3.36 291.984 292kg
@200mm c/c (4a)
@ 1.58kg/m bars
(vi) 4 Legged 55 2.8 95.48 95.48kg
10mmØ @200mm
c/c
@ 0.62 kg/m (09)
Total 9360.044 9361Kg
Total 20643.74 20645Kg
3 Wearing coat 60 11 0.065 42.9 42.9 m3

above deck slab
ABSTRACT OF SHEET:-
S.No. Item Qunatity Per Rate (Rs) Amount

(Rs)
1 Cement Concrete (1:1:2) 151.2 cu.m 7151 1081231.2
M40 without reinforcement
2 Steel Bars including bending in 20645 Kg 38.5 794832.5

RCC
Work
3 Wearing coat above deck slab 42.9 cu.m 7682 329557.8
SUM- 2205621.5
MEASUREMENT SHEET FOR GIRDER OF GIRDER BRIDGE

S.N Item No. Length Breadth Height Qunatity Total
o. (m) (m) (m) (m³)
1 Cement Concrete (1:1:2) 4 60 0.75 1.5 270
M40 without 270 m3
reinforcement
2 Steel Reinforecement
a) Reinforcement at
Bottom including bending
in RCC work
(i) 32mm Ø @60mm c/c 11 60 4171.2

@6.32 kg/m
b) Reinforcement at top
including bending in RCC
work
(iii) 32mm Ø @60mm c/c 19 60 7204.8

@6.32 kg/m
c) 2-Legged Stirrups 400 4.14 2616.48

16mm Ø @150 c/c
@1.58 kg/m
55970
kg
ABSTRACT OF SHEET
S.No. Item Quantity Per Rate (Rs) Amount

(Rs)
1 Cement Concrete (1:1:2) M-40 270 cu.m 7151 1930770
2 Steel Reinforecement 55970 kg 38.5 2154845
SUM- 4085615
ECONOMIC SPAN LENGTH:
 When the cost of pier equals cost of main girders and cross -girders of one span, then total cost of
the bridge comes out to be minimum.
 Total Cost of Bridge = Cost of Sub structure+ Cost of Super structure.
 C=Ca+nCp+LCf+LCt.
Ca= cost of abutment

Cp= cost of pier per m length
Cf= cost of flooring per m length
Ct= cost of girders
n= no. of piers.
 For minimum total cost:- Cp=lct.

REFERENCES
Indian Standards:-
1. “IRC:6-2014” Standard specification and code of practice for Road Bridges.
2. “IRC:21-2000” Section-III Standard Standard specification and code of practice for
Road Bridges.
3. “IRC:112-2011” Code of practice for concrete Road Bridges.
4. “IS:456-2000” Plain & Reinforced cement concrete-Code of practice
(Fourth revision)
Books:-
5. “V.N. Vazirani & M.M.Ratwani” Concrete structure.
6. “Dr. B.C. Punmia & Er. A.K. Jain” Reinforced Concrete Structures.
7. “B.N. Datta” Estimating and Costing.
 Detailed Design And Detailing Report of GRADE SEPARATOR AT CH. 88+638 OF NAGDA-
DHAR-GUJRI ROAD SECTION OF SH-31 TO TWO LANE FROM KM. 68+800 TO
KM.138+300.

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“STUDY, DESIGN AND ANALYSIS OF GRADE SEPARATOR AT CH.

Guided By: Submitted By:

Civil Engineering &Applied Mechanics Department

I Adhirath Patel from CE&AMD declare that the dissertation “STUDY,

Signature of the candidate : _________________

Name of the candidate : _________________

Enrollment No. : _________________

Civil Engineering &Applied Mechanics Department

Dr. D.J. Killedar Dr. R.K Khare

Civil Engineering &Applied Mechanics Department

Shri Govindram Seksariya Institute of Technology & Science, Indore

This is to certify that the dissertation entitled “STUDY, DESIGN AND

Internal Examiner External Examiner

Civil Engineering &Applied Mechanics Department

Civil Engineering &Applied Mechanics Department

This project will serve as an important transportation connection and overhead at an

1.1. GRADE SEPARATOR

1.1.1. Types of grade separator.

2. BASICS OF BRIDGE 3-9

2.1. Definition and Introduction.

2.4. Site selection criteria.

2.5. IRC specifications for load acting on bridges

3. GEOTECHNICAL INVESTIGATIONS FOR A STRUCTURE 10-13

3.2. Field reconnaissance survey.

3.3. Desk top study.

3.4. Sampling and testing.

3.5. Laboratory test.

3.6. Test Results.

4. Design and Analysis. 14-24

4.1. Deck Slab Design

4.2. Girder Design

5.1. Excavation and foundation

5.2. Pier and abutments

1.1.1. Types of grade separator

 Various incarnations of Spaghetti Junction

2. Types of Bridges based on Materials

Prestressed Concrete Bridge

3. Types of Bridges based on Span

Long Span Bridge

4. Types of Bridges based on Level of Crossing

5. Types of Bridges based on Function

6. Types of Bridges based on Inter Span Relation

7. Types of Bridges based on Utility

8. Types of Bridges based on Position of Floor

9. Types of Bridges based on High Flood Level (HFL)

Low Level Bridge

High Level Bridge

 right angled rigid frames

 right angle frames with concealed cantilevers, with or without counterweights.

 continuous girders supported by independent piers.

2.5. IRC SPECIFICATIONS FOR LOADS ACTING ON BRIDGES

3.2. Field Reconnaissance Survey

– both riverbed and adjoining properties.

 Buried or overhead services.

 Photographs of surface conditions.

 Traffic control requirements

 The possible effects of alternative investigation techniques on the environment

 Tide, river level or other natural constraints.

3.3. Desk Top Study

 Geological and Topographical maps, survey data and records

 Regional seismicity data

 Survey records, local knowledge and resources.

3.4. Sampling and Testing

(a) Self-weight = 0.211.525* = 7.875KN/m width of slab

(b) Wearing Coat = 0.0651.522 = 2.145KN/m width of slab

Self-weight = 0.50.725*1 = 9KN/m width of slab

B.M. = (5.91.35) + (1.751.6) + (11.31.35) + (1.546.67) = 95.9KN-m

B.M. = (5.91) + (11.31) + (1.6*1) + 0 = 19 KN-m