ACKNOWLEDGEMENT

We express our sincere gratitude to the Department of Civil Engineering, IOE,

Pashchimanchal Campus, for providing us with the opportunity to enhance our
knowledge and skills in the field of civil engineering, specifically in the analysis and
design of bridges.
We would like to extend our heartfelt thanks to our supervisor, Dr. Shreedhar
Khakurel, for his invaluable guidance, unwavering support, and for sharing his
knowledge and expertise throughout the project. We would also like to express our
gratitude to Er. Achyut Paudel for his guidance and encouragement throughout this
project.
We are deeply grateful to the Local Road Bridge Support Unit (LRBSU) for their
support in the development of our project on "Analysis and Design of Sahela Khola
Motorable Bridge." Their assistance in providing us with essential resources and
information helped us accomplish our project objective.
We would also like to thank Er. Kaushal Chandra GC, who directly assisted us
during the project's progress and Er. Pratyush Jha for providing us with training on
“Design of Motorable RC Bridge”.
We acknowledge the support and guidance provided by all those who have directly
and indirectly helped us in accomplishing this project and preparing this report.
Thank you all for your support and encouragement.

Members:

Nischal Kafle PAS075BCE074

Prabesh Raj Adhikari PAS075BCE080

Pradeep Paudel PAS075BCE082

Pradip Bohara PAS075BCE083

Prashant Baral PAS075BCE086

Raj Kumar Shrestha PAS075BCE094

I
ABSTRACT

This project report encompasses the comprehensive analysis and limit state design of
an RC T-Beam Bridge, focusing on its major components, namely the Superstructure,
Bearing, Substructure and foundation. The design of each bridge component adheres
to the relevant Nepal Bridge Standards (NBS), Department of Road (DOR), Indian
Standards (IS) and Indian Roads Congress (IRC) codes of practice. The superstructure
components have been designed using the limit-state design philosophy, accounting
dead load and live loads considering Class70R and Class A loading conditions. The
slab has been analysed using Pigeaud’s method, while the main girders have been
analysed using Courbon’s method. The elastomeric bearing selection and design have
been performed utilizing the traditional working stress design procedure, followed by
verification against the newer limit state IRC code. The substructure comprises two
identical abutments positioned at each end with an open foundation. The design of the
substructure involves considerations for basic load combinations as well as seismic
load combinations. Additionally, the stability analysis of the abutments has been
conducted for the selected load cases. The results of the analysis and design process
are presented through comprehensive working drawings, bar bending schedules, and
quantity estimates. This project report demonstrates a systematic approach to the
analysis and design of an RC T-Beam Bridge, integrating various engineering
disciplines and standards.

II
TABLE OF CONTENTS

ACKNOWLEDGEMENT I
ABSTRACT II
LIST OF FIGURES V
LIST OF TABLES VII
NOTATIONS VIII
ACRONYMS IX
1 INTRODUCTION 1
1.1 Background 1
1.2 Salient Features 3
1.3 Title of the Project Work 5
1.4 Problem statement 5
1.5 Objective 5
1.6 Limitations 5
2 LITERATURE REVIEW 6
2.1 Nepal Road Standard 2070 6
2.2 Nepal Bridge Standard-2067 6
2.3 IRC:112-2011 7
2.4 IRC:6-2017 7
2.5 IRC 5(Section) -1998 8
2.6 IRC 78-2000 8
2.7 IRC 83-2018(part II) 9
2.8 IRC: 21-2000 9
3 METHODOLOGY 10
3.1 Acquisition of data 10
3.2 Idealization and Analysis of bridge structure 19
3.3 Calculation of Hydro-Meteorological Data 23
3.4 Selection of Bridge Type 28
3.5 Structural Planning and Preliminary Design 30
4 STRUCTURAL ANALYSIS AND DESIGN OF DECK SLAB 33
4.1 Impact Factor Calculations 33
4.2 Analysis of Deck Slab 34
4.3 Design of Restrained slab 41
4.4 Cantilever portion of Slab 44
5 STRUCTURAL ANALYSIS AND DESIGN OF MAIN GIRDER 48
5.1 Moment Due to Dead load 49
5.2 Shear force due to Dead load 50
5.3 Reaction of girder 1 from class A loading 51
5.4 Reaction of girder 1 from class 70R tracked loading 57
5.5 Reaction of girder 1 from class 70R bogie loading 61
5.6 Total Design load due to Dead load and live load 64
5.7 Design of longitudinal Reinforcement 65
5.8 Design of section for shear 77
5.9 Detailing of reinforcement 81
6 STRUCTURAL ANALYSIS AND DESIGN OF CROSS GIRDER 83
III
 6.1 Intermediate cross girder 83
6.2 End Cross Girder 88
7 DESIGN OF ELASTOMERIC PAD BEARING 92
8 ANALYSIS AND DESIGN OF SUBSTRUCTURE 102
8.1 Abutment 102
8.2 Design of Dirt Wall 120
8.3 Footing 124
REFERENCES 131
APPENDIX 133

IV
LIST OF FIGURES
Figure 1 Map of Pokhara Metropolitan ..................................................................................... 2
Figure 2 Bridge Location ......................................................................................................... 11
Figure 3 Snip of the provided geotechnical report ................................................................... 12
Figure 4 Catchment Area Presented from Google map ........................................................... 18
Figure 5 Dispersion of wheel load through deck slab .............................................................. 21
Figure 6 Dispersion of wheel load through wearing coat ........................................................ 21
Figure 7 Moment coefficients for slabs completely loaded with UDL. ................................... 22
Figure 8 Arrangement of class A Wheel loading ..................................................................... 34
Figure 9 Arrangement of Imaginary load (Class A) on slab .................................................... 34
Figure 10 Arrangement of imaginary load (Class A) on slab .................................................. 34
Figure 11 Position of Class 70R Tracked wheel load for maximum moment ......................... 36
Figure 12 Position of Class 70R Bogie Axle wheel load for maximum moment .................... 36
Figure 13 Position of class A wheel load for maximum shear ................................................ 38
Figure 14 Position of Class 70R tracked load for maximum shear .......................................... 39
Figure 15 Position of Class 70R Bogie Wheel for maximum Shear ........................................ 40
Figure 16 Idealized Girder ....................................................................................................... 48
Figure 17 Dead load due to cross girder and main girder ........................................................ 49
Figure 18 Arrangement of IRC Class A wheel loads............................................................... 51
Figure 19 ILD for moment at mid span due to class A loading ............................................... 52
Figure 20 ILD for moment at 8.25m due to class A loading ................................................... 53
Figure 21 ILD for moment at 5.5m due class A loading ......................................................... 53
Figure 22 ILD for moment at 2.75m due to class A loading ................................................... 54
Figure 23 ILD for shear force at support by class A loading ................................................... 55
Figure 24 ILD for shear force at 2.75m by class A loading..................................................... 56
Figure 25 ILD for shear force at 5.5m by class A loading....................................................... 56
Figure 26 ILD for shear force at 8.25m by class A loading..................................................... 57
Figure 27 Transverse position of IRC class 70R tracked vehicle ............................................ 57
Figure 28 ILD for moment at mid span due to Class 70R tracked loading ............................ 58
Figure 29 ILD for moment at 8.25m due to Class 70R tracked loading .................................. 58
Figure 30 ILD for moment at 5.5m due to Class 70R tracked loading .................................... 58
Figure 31 ILD for moment at 2.75m due to Class 70R tracked loading .................................. 59
Figure 32 ILD for shear force at support due to Class 70R tracked loading ........................... 59
Figure 33 ILD for shear force at 2.75m due to Class 70R tracked loading ............................. 60
Figure 34 ILD for shear force at 5.5m due to Class 70R tracked loading ............................... 60
Figure 35 ILD for shear force at 8.25m due to Class 70R tracked loading ............................. 60
Figure 36 Arrangement of IRC Class 70R Bogie Vehicle ....................................................... 61
Figure 37 ILD for moment at mid span due to Class 70R Bogie loading ................................ 61
Figure 38 ILD for moment at 8.25m due to Class 70R Bogie loading .................................... 62
Figure 39 ILD for moment at 5.5m due to Class 70R Bogie loading ...................................... 62
Figure 40 ILD for moment at 2.75m due to Class 70R Bogie loading .................................... 62
Figure 41 ILD for Shear Force at support due to Class 70R Bogie loading ............................ 63
Figure 42 ILD for Shear Force at 2.75m due to Class 70R Bogie loading .............................. 63
Figure 43 ILD for Shear Force at 5.5m due to Class 70R Bogie loading ................................ 63
Figure 44 ILD for Shear Force at 8.25m due to Class 70R Bogie loading .............................. 64
Figure 45 Actual Section ......................................................................................................... 65

V
Figure 46 Effective section of end longitudinal girder ............................................................ 65
Figure 47 Reinforcement at mid span ...................................................................................... 67
Figure 48 Simplified Section of T-beam.................................................................................. 68
Figure 49 Reinforcement at 3L/8 ............................................................................................. 74
Figure 50 Reinforcement at 2L/B ............................................................................................ 75
Figure 51 Reinforcement at L/8 ............................................................................................... 76
Figure 52 Shear Reinforcement at Support .............................................................................. 77
Figure 53 Shear Reinforcement at L/8 from support .............................................................. 78
Figure 54 Shear Reinforcement at 2L/8 from support ............................................................. 79
Figure 55 Shear Reinforcement at 3L/8 ................................................................................... 80
Figure 56 Bar in Bonding Zone I-favorable............................................................................. 81
Figure 57 Length of extension bar at support from face .......................................................... 81
Figure 58 Self load of slab on intermediate cross girder ......................................................... 83
Figure 59 Dead load on intermediate cross girder ................................................................... 83
Figure 60 Loads on Cross Section ........................................................................................... 84
Figure 61 Position of live loads for maximum BM in cross girder ......................................... 84
Figure 62 Section of intermediate cross section ...................................................................... 87
Figure 63 Self load of slab on end cross girder........................................................................ 88
Figure 64 Section of end Cross-Girder .................................................................................... 91
Figure 65 Dimensions of Bearing .......................................................................................... 100
Figure 66 Section of Bearing through Centre ........................................................................ 101
Figure 67 Plan of Bearing ...................................................................................................... 101
Figure 68 Diagram for active earth pressure ............................... Error! Bookmark not defined.
Figure 69 Point of application of dynamic Active Pressure .................................................. 110
Figure 70 Soil Upward Pressure ............................................................................................ 126

VI
LIST OF TABLES
Table 1 Silent features ............................................................................................................... 3
Table 2 Return period and its standard variate ........................................................................ 24
Table 3 Value of K & b............................................................................................................ 25
Table 4 Runoff Coefficient ...................................................................................................... 26
Table 5 Discharge from different methods .............................................................................. 27
Table 6 Summary of response of restrained slab ..................................................................... 41
Table 7 Summary for dead load for cantilever slab portion..................................................... 44
Table 8 Calculated maximum SF and BM for intermediate cross girder ................................ 85
Table 9 Calculated maximum SF and BM for end cross girder ............................................... 89

VII
NOTATIONS

Ø Diameter of Bar
τuv Shear Stress
γm Partial Safety Factor
Ag Gross Area
Ah Horizontal Seismic Coefficient
Ast Area of Steel in Tension
Asv Area of Stirrups
bf Flange Width
bw Web Width
d Effective Depth
d’ Effective Cover
D Overall Depth
E Young’s modulus of Elasticity
fck Characteristic Strength of Concrete
fy Characteristic Strength of Steel
I Importance Factor
Ip Polar Moment of Inertia
Ld Development Length
pc Percentage of Steel in Compression
pt Percentage of Steel in Tension
R Response Reduction Factor
Sv Spacing of Stirrups
Xu Actual depth of Neutral Axis
Xul Ultimate depth of Neutral Axis
WY, Wq Water table Correction Factor
Df Depth of Foundation
Nc SPT Value Corrected for Overburden Pressure
qnp Safe Settlement Pressure
Rd Depth Factor

VIII
ACRONYMS

AASHTO American Association of State Highway and Transportation Officials

AMSL Above Mean Sea Level
BBS Bar Bending Schedule
BM Bending Moment
BMD Bending Moment Diagram
CG Centre of Gravity
DHM Department of Hydrology and Meteorology
DL Dead Load
DoLI Department of Local Infrastructure
GI Galvanized Iron
HFL High Flood Level
HFL High Flood Level
HYSD High Yield Steel Deformation
ILD Influence Line Diagram
IRC Indian Road Congress
IS Indian Standard
Km Kilometer
Ld Development Length
LRBP Local Road Bridge Programme
MOR Moment of Resistance
NBS Nepal Bridge Standard
No Number
NRS Nepal Road Standard
NS Nepal Standard
RCC Reinforced Concrete Structure
RL Reduced Level
SF Shear Force
SFD Shear Force Diagram
TMT Thermo Mechanically Treated
UDL Uniformly Distributed Load
WC Wearing Course
WECS Water and Energy Commission Secretariat

IX
1 INTRODUCTION

1.1 Background

Bridges have been widely used in civil engineering due to their strength,
durability, and versatility. These bridges are constructed using reinforced
concrete, which combines the compressive strength of concrete with the tensile
strength of steel reinforcement to withstand various loads and environmental
conditions.
The development of RC bridges can be traced back to the late 19th century when
advancements in concrete technology, particularly the introduction of reinforced
concrete, revolutionized bridge construction. Before RC bridges, bridges were
predominantly made of materials such as timber, masonry or iron.
The advantages offered by RC bridges include their ability to span longer
distances, resist heavy loads, and withstand harsh weather conditions.
Additionally, RC bridges can be designed to accommodate different types of
traffic, including pedestrians, vehicles, and even railways.
The design and construction of RC bridges require a multidisciplinary approach,
considering factors such as structural engineering, geotechnical engineering,
hydraulic engineering, and traffic engineering. Engineers must analyze the site
conditions, including soil properties and water flow patterns, to ensure the
stability and durability of the bridge.
The design process for RCC bridges involves considering various loadings,
including dead loads (weight of the bridge itself), live loads (traffic loads), wind
loads, and seismic loads. The design is typically based on relevant codes and
standards such as NBC, IRC.
During the design phase, engineers select appropriate structural elements, such as
beams, slabs, abutment and foundations. Reinforcement detailing is crucial to
ensure the structural integrity and safety of the bridge. Computer-aided design
tools and software are often employed to analyze and optimize the bridge's
performance.
In conclusion, RC bridges have played a significant role in the development of
transportation infrastructure worldwide. Their robustness, adaptability, and
aesthetic appeal make them a preferred choice for various bridge applications.
Ongoing research and advancements continue to enhance the design, construction,
and maintenance of RC bridges, contributing to safer and more sustainable
transportation networks.
Development of the road network in Nepal is obstructed by its topography,
geological condition, scarcity of financial resources and lack of sufficient
experienced technical manpower. With a new road network project launching,
construction of bridges is likely to increase.
Pokhara is one of the major city and tourism destinations of our country. Seti
River and its tributaries pass through the Pokhara city. Proper road network

1
planning is a must for the sustainable development of the city. A Bridge at the
proposed site establishes a link between two villages of Armala Pokhara
Metropolitan-16. It will serve as an efficient road network for local people.
Source: - Department of Survey

Figure 1 Map of Pokhara Metropolitan

A Bridge is a structure built to span physical obstacles without closing the way
underneath a body of water valley or a road. For the purpose of providing passage
over the obstacle, bridge has been a predominant and an inseparable aspect of
human progress and evolution. Bridges allow people and communities to connect
together allowing better understanding of different people beliefs and cultures.

2
1.2 Salient Features

Table 1 Silent features

Particulars Required information

Title of the Project Analysis and Design of Sahela Khola
Motorable Bridge

Location

Province Gandaki Province

District Kaski
Village/ Town Armala, Pokhara Municipality

Geographical Information

Latitude 28o17’38.2’’ N
Longitude 84o0’3.62’’ E
Classification of Road Local Road

Type of the Road Surface Bituminous

Terrain/ Geology Hilly

Information on Structure
Total Length of the Bridge 22.8 m

Span Arrangement 22 m

Total Width of the Bridge 8.4 m

No. of Lanes Two

Carriageway 6 .0 m

Footpath 1.2 m

Kerb 0.325 m

Type of Superstructure RC T-Beam

Type of bearing Elastomeric Pad

Type of Abutment RCC Rectangular

3
 Type of Foundation Open foundation

Design Data
Live Load IRC Class A and IRC Class70R

Allowable Bearing Capacity of Soil 354.41kN/m2

Design Discharge 58.248 m3/s
Linear Waterway 36.252 m

Concrete in Superstructure M25

Reinforcement in Superstructure and TMT500D

Sub-Structure
Summary of Quantities
Steel Required

Super Structure TMT500D- (######)MT

Sub Structure TMT500D- (######)MT

Concrete Required

Super Structure M25- (######)Cu.m

Sub Structure M25- (######)Cu..m

4
1.3 Title of the Project Work

The key output of this project is the analysis and design of bridge and its detailed
drawing. All of the bridge components have been analysed designed and verified
using the limit state design method as well as the detailed drawing across Sahela
Khola; Pokhara-16 is included in this report. Therefore, this project is entitled as
“Analysis and Design of Sahela khola Motorable Bridge.”
1.4 Problem statement

The statement of the problem is:-

 Lack of bridge across Sahela Khola threatened the road safety of locals.
 The transportation of goods and peoples get affected due to lack for proper
road alignments.
 Road access gets closed during flooding.
 Tourism get affected due lack of the proper road access.

By constructing an RC Motorable bridge, the proposed area will overcome the

mobility obstacles caused by the river barrier, establish better connections
between communities, promote socio-economic development, and enhance the
overall quality of life for the local population. So, there is a need of bridge at
Sahela khola.

1.5 Objective

The objectives of the project are as follows:-

 To analyse the critical loading condition on the bridge.
 To design a RC Bridge appropriate to the site condition.
 To perform Estimating and Costing of the project.

1.6 Limitations

 The geotechnical data for the foundation will be taken from LRBSU
(secondary source).
 The planning and design of river training, slope protection and other site
related work are out of the scope of this project.

5
2 LITERATURE REVIEW

Bridges in Nepal are designed based on criteria enumerated by Indian Road

Congress (IRC) Code Provision. The bridge’s structural design consist of
understanding structural member behaviour subjected to forces and load and
designing them with economy and elegance to give safe, serviceable and durable
bridge structure. The structural design of bridge of any country relies on specific
codes of practice that provide essential data and standard in analyzing and
designing the bridges for safe, economic and required strength criteria. Till date
Nepal don’t have its own code of practices for bridge design.
2.1 Nepal Road Standard 2070

 Cross drainage structures having length of more than 6 metres are called
Bridges.
 The full width for the approach roadways should be provided across all the
new bridges.
 Bridges should be constructed as per Nepal Bridge Standards 2067.

2.2 Nepal Bridge Standard-2067

Definition of Bridge:- A Structure that spans a body of water, a valley or a road

and affords passage for pedestrians ,or vehicles of all kinds ,or any combination
thereof.
2.2.1 General:
a) Design Life:- All permanent Bridges should be designed for a design life
of minimum 50 years. Traffic projections shall be made for a period of 30
years.
b) Design Discharge:- All permanent bridges shall be designed for a
discharge of 100 years return period. For the calculations of design
discharge, empirical formulas specially developed from other catchments
shall not be used.
2.2.2 Bridge Loading:

Road bridge loading:- All permanent road bridges in Nepal shall be designed
as per IRC loadings or AASHTO loadings. All design shall be carried out in
accordance to IRC standards for bridges unless otherwise specified in NBS-
2067.
2.2.3 Geometric Standards:

No permanent bridge shall be designed with a carriage way width of less than
6 m except on minor (district and village) roads having length less than 25 m.

6
2.2.4 Footpaths:

The width of Footpath should be decided according to projection of pedestrian

traffic however a minimum clear width of 1 foot paths to be provided when
necessary.
2.2.5 Free Board:

In case of bridge over water bodies, the free board from the design HFL with
afflux to the lower point of bridge superstructure shall not be less than 1.0m.
2.2.6 Railing:

Railing shall be provided along the edges of structure for protection of traffic
and pedestrians. The height of the railing should be a minimum of 1.0m from
the top of the footpath or curb surface.
2.3 Standard Specifications And Code of Practice for Road Bridge (IRC:112-
2011)

Adequacy of performance is defined in terms of serviceability, safety, durability

and economy. The basic groups of limit states are considered:
A. Ultimate Limit States(ULS):- These limit states cover:
a) Limit State of equilibrium
b) Limit state of strength

B. Serviceability Limit State(SLS)

These limit state deal with the condition of structure subjected to influence of
serviceability design loads. These conditions include:
a) Limit state of internal stress
b) Limit state of track control
c) Limit state of deformation
d) Limit state of vibration
e) Limit state of fatigue

2.4 Standard Specifications And Code of Practice for Road Bridge (IRC:6-
2017)

The bridge is analysed for dead and live load or vehicular load. Dead load comes
from the structural components of bridge and live load shall consist of standard
wheeled or tracked or trains of vehicle. Following are the classification of live
load:-

7
IRC CLASS 70R LOADING: This loading is to be normally adopted on all
roads on which permanent bridges and culverts are constructed. Bridges designed
for Class 70R. Loading should be checked for Class A Loading also as under
certain conditions, heavier stresses may occur under Class A Loading.
IRC CLASS AA LOADING: This loading is to be adopted within certain
municipal limits, in certain existing or contemplated industrial areas, in other
specified areas, and along certain specified highways. Bridges designed for Class
AA Loading should be checked for Class A Loading also, as under certain
conditions, heavier stresses may occur under Class A Loading.
IRC CLASS A LOADING: This loading is to be normally adopted on all roads
on which permanent bridges and culverts are constructed.
IRC CLASS B LOADING: This loading is to be normally adopted for timber
bridges.
IRC CLASS SPECIAL VEHICLE (SV) LOADING: This loading is to be
adopted for design of new bridges in select corridors as may be decided by
concerned authorities where passage of trailer vehicles carrying stator units,
turbines, heavy equipment and machinery may occur occasionally. This loading
represents a spectrum of special vehicles in the country and should be considered
for inclusion in the design wherever applicable.

2.5 Standard Specification and Code of Practice for Road Bridges (General
Feature of Design) (IRC 5(Section) -1998)
This code is meant to serve as a guide for engineers, engaged in the design and /or
construction of road bridges. The provisions here in shall be used with discretion
and care shall be taken to ensure that the stability and soundness of the structures
designed and/or constructed as per these provisions are satisfactory. The design
and construction of road bridges require an extensive and through knowledge of
the science and technique involved and should be entrusted only to specially
qualified engineers with the adequate practical experience in bridge engineering
and capable of ensuring careful execution of work.
This code deals with the general features of design of roads bridges and the
recommendation of this code shall apply to all types of bridges constructed for use
by road traffic or other moving roads.
2.6 Standard Specification and Code of Practice for Road Bridges
(Foundation & sub-structures) (IRC 78-2000)

This code deals with the design and construction of foundation and sub structure
for bridges. The provision of this code are meant to serve for a guide to both
design and construction engineers, but mere compliance with the provisions
stipulated here in will not relieve them in any way of responsibility for the
stability and soundness of the structure design and erected.

8
2.7 Standard Specification and Code of Practice for Road Bridges (Bearings)
(IRC 83-2018(part II))

This part of the specification applies to elastomeric bearings with or without

complementary bearing device to extend their field of use such as flat sliding
element covered by relevant part, as used in bridge structure or any other
structures with comparable support condition.
This part of code applies to laminated bearings, laminated sliding bearings,
plain pad and strip bearings and does not cover elastomeric bearings made with
other elastomeric materials than those specified in clause 4.0. This part of code
applies to elastomeric bearings with dimension in plan up to 1200mm for strip
bearing. The elastomeric bearing covered in this code can be used in conjunction
with other bearing elements, as appropriate, as per other relevant part of IRC: 83.
2.8 Standard Specifications and Code of Practice for Road and Bridges
(Section III) Cement Concrete (Plain and Reinforce) (IRC: 21-2000)

This code deals with structural use of plain cement concrete and reinforce cement
concrete in road bridges. The objective of using this standard specifications and
code of practice for road bridges is to establish a common procedure for the
design and construction of road bridges.

9
3 METHODOLOGY

3.1 Acquisition of data

For the design of our bridge, the preliminary data needed was acquired after
carrying out different surveys.
3.1.1 Site selection survey

a) A straight reach of river.

b) Steady river flow without whirls and across currents.
c) A narrow channel with firm banks.
d) Sustainable high banks above high flood level on each side.
e) Rock or other hard in-erodible strata close to the river bed level.
f) Proximity to a direct alignment of the road to be connected.
g) Absence of sharp curves in the approaches.
h) Absence of expensive river training works.
i) Avoidance of excessive underwater construction
j) There should be no excessive scouring & silting at the bridge site.
k) The bridge axis & river flow direction should be at a right angle.
l) The bridge should be absolutely on level. If it has to be in gradient, it
should comply with that of the roadway at both ends of the bridge.
m) There should be sufficient clearance for high flood level (HFL).
n) There should be the availability of construction materials.

In selection of site, care should be taken to investigate a number of probable

alternative sites and then decide on the site which is likely to serve the needs of
the bridges at the least cost.

3.1.2 Location of Project

Province: Gandaki Province

District: Kaski

Co-ordinate: Latitude 28 o17’38.2’’ N Longitude 84o0’3.62’’ E

10
3.1.3 Topographical survey

Topographical survey was carried out for detailed engineering survey of the
proposed bridge site. Total station, reflector and measuring tape were usually used
for detailed survey.
After consultation with the technical personnel, local villagers and as directed by
the river morphology; an axis joining line, joining left bank and right bank was
fixed.
The bridge site detailing area covers a suitable region along the length of river
both upstream (300m) and downstream (100m) from bridge axis. It also covers
left and right banks along the existing approach roads. Cross section of river and
also the benchmarks and bridge axis points are shown in contour maps.
Source: - Google Map

Figure 2 Bridge Location

3.1.4 Geotechnical Investigation

Geotechnical investigation is one of the major parts of the project work for the
design of the proposed bridge at Sahela Khola in Pokhara. Geotechnical
investigation works includes core drilling, test pitting, visual investigation at site.
For our project this was not quite possible. For our project geotechnical data was
provided by Local Road Bridge Support Unit (LRBSU). The detail sub-surface
exploration works had been carried out at the proposed bridge site by DRS
Developers & Designers Pvt. Ltd., New Baneshwor, Kathmandu to determine
bearing capacity and subsurface exploration for design of Sahela Khola Motorable
Bridge, Armala (Sabik Pokhara-28) Kaski. Prime Civil Lab Pvt. Ltd.,
Chandragiri-14, Naikap, Kathmandu Nepal has taken responsibility for the soil
investigation, collection of soil samples, analysis and preparation of reports for
this project. The recommendation of the provided has been attached below:
11
 Figure 3 Snip of the provided geotechnical report

3.1.5 Hydrological Study:

All the parameters like design discharge, velocity, maximum flood level, scour
depth, linear waterway, afflux are obtained from hydrological study. The
maximum discharge of the river was calculated using the following methods:-

12
A) Calculation of Discharge
i. Rational method:

A rational formula for flood discharge should take into account the intensity,
distribution and duration of rainfall, as well as the area, shape, slope,
permeability and initial wetness of the catchment (drainage basin). The area of
the catchment is a major contributing factor for the runoff. The shape of the
catchment affects the peak discharge, long and narrow basins yielding less
than pear shaped basins. Steep slopes result in shorter time of concentration
than flatter slopes.
Many complicated formulae are available in treaties on hydrology. A typical
rational formula is:
Q = A.Io.λ
Where,Q =maximum flood discharge in m3/s
A =catchment area in square kilometres
Io =peak intensity of rainfall in mm per hour
λ = a function depending on the characteristics of the catchment in
producing the peak runoff
𝟎.𝟓𝟔 𝑷∗𝒇
= 𝒕𝒄+𝟏

tc = time of concentration in hours = (0.87*L3/H)0.385

L = distance from the critical point to the bridge site in kilometres
H =difference in elevation between the critical point and bridge site in
kilometres
P =coefficient of run-off for the catchment characteristics.
f =a factor to correct for the variation of intensity of rainfall Io over the
area of the catchment.
ii. Area velocity method:

The area velocity method based on the hydraulic characteristics of the stream
is probably the most reliable among the methods for determining the flood
discharge. The velocity obtaining in the stream under the flood conditions is
calculated by Manning’s or similar formula: Manning’s formula is used here.
The discharge Q is given by equation:
Q = A×V
Where, Q = Discharge in m3/s
A = Wetted area in m2
V = Velocity of flow in m/s = (1/n)×R2/3 xS1/2
n = manning's coefficient calculated from table

13
 S = slope of the stream
Wetted Area
R = Hydraulic mean depth in meters = Wetted Perimeter

iii. WECS formula:

In Nepalese context, Water and Energy Commission Secretariat (WECS) has

developed empirical relationships for analyzing flood of different frequencies.
The discharge formula for 100 year of return period is given by:
Q = 14.63(A3000+1)0.7342
Where, Q = Maximum discharge in m3/s
A3000 = Basin area below 3000 m elevation in square kilometres
iv. Ryves formula (1884):

According to Ryves, maximum discharge is given by:

Q = CR×A2/3
Where, Q = maximum discharge in m3/s
A = Catchment area in sq. km.
CR = Ryves coefficient
This formula was originally developed for Tamil Nadu region, is in use in
Tamil Nadu and parts of Karnataka and Andhra Pradesh. The values of CR
recommended by Ryves for use are
CR = 6.8 for areas within 80 km from the east coast
= 8.5 for areas which are 80-160 km from the east coast
= 10.2 for limited areas near hills
v. Dickens Formula (1865):

Dickens formula for discharge calculation is given by:

Q = CD×A3/4
Where, Q = maximum flood discharge (m3/s)
A = Catchment Area (km2)
CD=Dickens constant with the value of 6 to 30
Following are some guidelines in selecting the value of CD:
CD= 6 for North-Indian plains
= 11-14 for North Indian Hilly Regions
= 14-28 for Central India

14
 = 22-28 for Coastal Andhra and Orissa
For actual use, the local experience will aid in the proper selection of CD.
Dickens formula is used in the central and northern parts of the country.
vi. Fuller’s Formula (1914):

Fuller’s formula is derived for catchments in USA are a typical empirical

method which is given by:
Q = Cf×A0.8 (1+0.8log10T)
Where, Q=maximum discharge in m3/s
Cf = a constant which varies from 0.18 to 1.88
T = Return period in yrs.
A = Catchment Area in sq. km.
For Nepal, the value of Cf is taken as 1.03.
vii. Modified Dicken’s Formula:

Using Dicken’s method, the flood discharge can be calculated by using the
formula:
Q = CT×A0.75
Where, Q= maximum flood discharge in m3/s
CT = Modified Dicken’s constant proposed by the Irrigation Research
Institute, Roorke, India, based on frequency studies on Himalayan
rivers which is computed as
CT = 2.342log (0.67T) log (1185/P) +4
P=100× (a+6)/ (A+a)
a= perpetual snowfall area in sq. km.
T=Return period in years

15
 B) Calculation of Linear Waterway, Scour Depth and High Flood Level
(HFL)
i. Calculation of linear waterway:

When the water course to be crossed in an artificial channel for irrigation or

navigation, or when the banks are well defined for natural streams, the linear
waterway should be full width of the channel or the stream.
For large alluvial stream with undefined banks, the required effective linear
waterway may be determined using Lacey’s formula:
L = C√Q
Where, L = the effective linear waterway in meters
Q = the designed maximum discharge in m3/s
C = a constant usually taken as 4.8 for regime channel, but may vary
from 4.5 to 6.3 according to the local conditions
It is not desirable to reduce the linear waterway below that for regime
condition. If a reduction is affected, special attention should be given to the
afflux and velocity of water under the bridge. With reduced waterway,
velocity would increase and greater scour depths would be involved, requiring
deeper foundations. Thus any possible saving from a smaller linear waterway
will be offset by the extra expenditure on deeper foundations and protective
works.
ii. Calculation of scour depth:

Scour may be defined as the removal of material from the bed and banks of
streams during the passage of flood discharge, when the velocity of the stream
exceeds the limiting velocity that can be withstood by the particles of the bed
material. If the bridge and its approaches do not constrict the natural flow, the
scour will be small. On the contrary, when the designer attempts to reduce the
waterway, severe scour usually results during the extraordinary flood
conditions.
The scour is aggravated at the nose of the piers and bends. The maximum
depth of scour should be measured with reference to existing structures near
the proposed bridge site, if this is possible. Such soundings are best done
during or immediately after the flood. Due allowance should be made in the
observed values for additional scour that may occur due to design discharge
being greater than the flood discharge for which the scour was observed, and
also due to increased velocity due to obstruction of flow caused by the
construction of bridge. When the above practical method is not possible, the
mean depth of scour may be computed by the given equation for natural
streams in alluvial beds:
𝑞 2 1/3
dsm = 1.34( )
𝑓

16
 Where, dsm = mean depth of scour below HFL in meters
𝑄
q = Design discharge in m3/s per meter width = 𝐿𝑖𝑛𝑒𝑎𝑟 𝑊𝑎𝑡𝑒𝑟𝑤𝑎𝑦

f = silt factor for a representative sample of the bed material, as in the

table below taken as 1.76 times the square root of the particle size in
mm (weighted mean diameter of the particle determined as indicated in
Appendix 2 of IRC:5-1998.
In order to provide an adequate margin of safety, the design discharge for the
above calculation is increased by 30%, 25 to 20%, 20 to 10% and 10% for
catchment areas of below 500 sq. km, between 500 and 5000 sq. km, between
5000 to 25000 sq. km and over 25000 sq. km, respectively.
The maximum depth of scour D below the HFL is to be taken as below:
dsmax = 2.0dsm for pier
=1.27dsm with approach retained or lowest bed level whichever is deeper
for Abutment
= 2.0dsm for scour all round for abutment
dsmax = 2.0dsm in the right-angled bend
= 1.75 dsm at the severe bend
= 1.5 dsm at moderate bend
= 1.27dsm in a straight reach
The minimum depth of foundations below HFL is kept at 1.33 dsmax for
erodible strata. If the river is of a flashy nature and the bed does not submit
readily to the scouring effects of the floods, the maximum depth of scour
should be assessed by observations and not by the above calculations.
When a bridge is located close to the mouth of a river joining the sea, the
possibility exists for the situation of the high tide opposing the flood
discharge, resulting in heading up of the water level in the river. At the end of
the high tide, the flood discharge may be relatively sudden, which may cause
scour in excess of the values computed by the above equation to calculate the
average scour depth. Considerable engineering judgements are required in
assessing the required depth of foundation in such cases.
iii. Calculation of afflux:

Afflux is the heading up of water over the flood level caused by constriction of
waterway at a bridge site. It is measured by the difference in levels of the
water surfaces upstream and downstream of the bridge. Afflux can be
computed from the equation as follows:
𝑣2 𝐿2
x = 2𝑔 (𝑐 2 𝐿2 − 1)
1

Where, x=afflux

17
 v=velocity of normal flow in the stream
g=acceleration due to gravity
L= width of stream at HFL
L1= linear waterway under the bridge
c = coefficient of discharge through the bridge, taken as 0.7 for sharp
entry and 0.9 for bell mouthed entry
The afflux should be kept minimum and limited to 1 to 1.5 m. afflux causes
increase in velocity on the downstream side, leading to greater scour and
requiring deeper foundations. The road formation level and the top level of
guide bunds are dependent on the maximum water level on the upstream side
including afflux.
The increased velocity under the bridge should be kept below the allowable
safe velocity for the bed material.
iv. Calculation of High Flood Level (HFL):

The HFL of river was determined by comparing following methods aand

adopting higher value:-
 By seeing the flow pattern of river during monsoon.
 By consulting with aged local people.
 By using HEC-RAS software

Finally, with all the collected and computed data, the design of the bridge was
done as per the IS Bridge codes.

Figure 4 Catchment Area Presented from Google map

18
3.2 Idealization and Analysis of bridge structure
Influence line Diagram:
Usually the structures are analyzed for loads which do not change their points of
application on the structure. Very often structures have to be analyzed for a
number of parallel moving loads which keep on changing their positions on the
structure. In such cases the internal stresses in the structure at any given point,
which depend on the positions of the loads, keep on varying as the loads take up
different positions on the structure.
A typical instance is a bridge loaded with a number of moving vehicles, which are
then said to constitute a train of wheel loads. In order to design such structures, it
is not enough to analyze the structure for a given positions of loads and calculate
the stress resultants namely: bending moments, radial and normal shear forces at
any section in the member of the structure. The engineer must know the maximum
values of stress resultants, both positive and negative, at any section of the
structure. Sometimes the designer would even like to know the maximum
deflection at any given point when the structure is subjected to moving loads. The
maximum value of the stress resultants or the deflection at a given section could
be found by taking a number of trial positions of the loads. Such procedures apart
from being time consuming are also uncertain. The task is very much simplified
by using the concept of an influenced line.
An influence line is a graph or curve showing the variation of any function such as
reaction, bending moment, shearing force, deflection etc. at a given point of a
structure, as a unit load parallel to the given direction, crosses the given structure.
The direction of the moving unit load depends on the nature of loading to be
expected in the structure.

Use of Influence Line Diagrams:

Using the principle of superposition, the following two types of problems can be
solved with the help of influence lines:
First, if the influence line for a function is known, its value for a given position of
a number of parallel moving loads can be found.
The second application is of far more practical importance, influence lines can be
used to locate very easily that particular position of a number of parallel moving
loads on a structure, which will give the maximum positive or maximum negative
value of a function at a given point on the structure.

Effective Width Method:

For slabs spanning in one direction, the dead load moments can be directly
computed assuming the slab to be simply supported between the supports. Bridge
deck slabs have to be designed for IRC loads specified as class AA or class A
depending on the importance of the bridge. For slabs supported on two sides , the
19
maximum bending moment caused by a wheel load may be assumed to be resisted
by an effective width of slab measured parallel to the supporting edges.
For a single concentrated load, the effective width of dispersion may be calculated
by the equation:
𝑥
𝑏𝑒 = kx(1- 𝐿 )+𝑏𝑤

Where, be =Effective width of slab on which the load acts.

L =Effective span in case of simply supported slabs and equal to clear
span in the case of continuous slabs
X =Distance of centre of gravity of concentrated supports from nearer
support
bw =Breadth of concentrated area of load
K =a constant depending on the ratio (B/L) where B is the width of the
slab and is compiled in IRC: 21-2000 for simply supported and
continuous slabs.
For cantilever slab, the effective width of dispersion may be calculated by the
equation:
be= 1.2x +𝑏𝑤
Where, be =effective width
x =distance of center of gravity of concentrated supports from the face of
the cantilever support
bw =breadth of concentration area of load

Pigeaud’s Method:
In the case of bridge decks with T-beams and cross beams, the deck slab is
supported on all four sides and is planned in two directions. The moment in the
two directions can be computed by using the design curves developed by M.
pigeaud.
The method developed by pigeaud is applicable to the rectangular slabs supported
freely on the four sides and subjected to a symmetrically placed concentrated load
as shown in the figure below.
The notations used are as follows:
L =Long span length
B =Short span length
u,v =Dimension of the load spread after allowing for dispersion through the
deck slab along the directions of the B and L respectively
K =Ratio of short to long span= (B/L)
M1 =Moment along the shorter span direction
20
 M2 =Moment along the longer span direction
m1 And m2=coefficient of moment along the short and long direction
𝜇=poison’s ratio for concrete generally assumed as 0.15
W=Load from the wheel under consideration
The dispersion of the load may be assumed to be at 45° through the wearing coat
and deck slab according to IRC: 21-2000 code specifications. Consequently, the
effect of the contact of wheel or track load in the direction of span shall be taken
as equal to the dimension of the tyre contact area over the wearing surface of the
slab in the direction of the slab plus twice the overall depth of the slab inclusive of
the thickness of the wearing surface. It is sometimes assumed to be at 45 through
the wearing coat but at a steeper angle through the deck slab.
The bending moments are computed as:
M1 = (m1+𝜇m2) W
M2 = (m1+𝜇m2) W

Figure 5 Dispersion of wheel load through deck slab

Figure 6 Dispersion of wheel load through wearing coat

The values of the moment coefficients m2 and m2, depend upon parameters (u/B),
(v/B) and K.

21
Curve to compute moment coefficients of slabs completely loaded uniformly
1
distributed load or dead load of slab for different values of k and 𝐾 is also given
below. The pigeaud’s curves used for the estimation of the moment coefficients
𝑚1 and 𝑚2 for value of k=0.9 used in our design also follows.

Source:- Design of Bridge(N. Krishna Raju)

Figure 7 Moment coefficients for slabs completely loaded with UDL.

Courbon’s Method:
Courbon’s Method is used to find the lateral distribution of the load acting on the
bridge. It helps to determine the portion of the total load shared by each
longitudinal girder. According to Courbon’s Method, the reaction Ri of the cross
beam on any girder i of a typical bridge consisting of multiple parallel beams is
computed assuming a linear variation of deflection in the transverse direction. The
deflection will be maximum on the exterior girder on the side of eccentric load
and minimum on the other exterior girder.
The reaction Ri is given by
𝑃∗𝑙 𝑃∗𝑙𝑖 𝑒∗𝑑𝑖 𝛴𝑙𝑖
Ri = 𝛴𝑙 𝑖 + [ . 𝛴𝑙 𝑑 2 ]
𝑖 𝛴𝑙𝑖 𝑖 𝑖

Where, p= Total live load

li =Moment of inertia of longitudinal girder i
e = eccentricity of the live load (or c.g of loads in case of multiple loads)
di =distance of girder i from the axis of the bridge
Courbon’s method is applicable only when the following conditions are satisfied:
 The ratio of span to width is greater than 2 and less than 4.
 The longitudinal beams are interconnected by symmetrically spaced cross
girders of adequate stiffness and number of cross girders ≥ 5.
 The cross girders extend to a depth of at least 0.75 of the depth of the
longitudinal girder.

22
 3.3 Calculation of Hydro-Meteorological Data

There was no gauging station in Sahela khola. The stream flow data for this river
were not available. The hydrological Study of Sahela Khola has been carried out
with objective to design a bridge. Under the investigation and studies hydrological
parameters such as maximum flood discharge of the river, highest flood level and
velocity, scour depth, linear water way and afflux are calculated. Hence the
estimation of the flow for this river had to be determined from other approaches.
The maximum discharge which a bridge across a natural stream is to be designed
to pass can be estimated by the following methods:
1) By using one of the empirical formulae applicable in the region.
2) By using the rational method involving the rainfall and other
characteristics for the area.
3) By the area velocity method, using the hydraulic characteristics of the
stream such as cross-sectional area and slope of the stream.
From any available records of the flood discharge observed at the or at any other
site at the vicinity. It is desirable to estimate the flood discharge by all or at least
two of the above methods.

A. Empirical Formula

Catchment Area of bridge site = 3.522 km2

i. Ryves Formula

Q = CA2/3 Here, C = 6.74 for area up to 24 km from the coast

= 8.45 for area 24 to 161 km2 from the coast
=10.1 for hilly area
So, Q = 10.1*3.5222/3 = 23.38 m3/s
ii. Modified Dicken’s Method

QT = CTA0.75
Where, CT = Dicken’s Coefficient = 6 to 8 in case of Nepal- near hills
Q50 = 7*3.5220.75 = 17.997 m3/s
Q100 = 7.508*3.5220.75 = 19.303m3/s
iii. Fuller’s Method

Qmax = QT{1+2(A/2.59)}-0.3
Here, QT = Qav(1+0.8logT)
Cf = 1.03 for Nepal
Qav = 1.03*3.5220.8 = 2.820 m3/s
23
 For T=50 years
∴ Q50 = 2.820(1+0.8log50) = 6.653 m3/s
So, Qmax = 6.653{1.2(3.5522.89)-0.3 = 18.787 m3/s
Similarly, for T=100 years
Qav = 2.820 m3/s
∴Q100 = 7.332 m3/s
∴ Qmax = 20.704 m3/s
iv. WECS/DHM/Hydest Method

For return periods of 2 years and 100 years

Q2 = 1.8767(A below 3000m +1)0.8783
= 1.8767(3.522+1)0.8783
∴Q2 = 7.0627 m3/s
And, Q100 = 14.630(Abelow 3000m +1)0.7342 = 14.630(3.522+1)0.7342 = 44.298 m3/s
Table 2 Return period and its standard variate

Return Period in years Standard Variate (S)

2 0

5 0.842

10 1.282

20 1.645

50 2.054

100 2.326

200 2.576

QT = e(lnQ2+Sσ)
σ = ln(Q100Q2)2.326 = 0.789
From the table;
For T = 50 years, S=2.054
Q50 = e{ln(7.0627)+2.054*0.789} = 35.71 m3/s
For T = 100 years, S = 2.326
Q100 = e{ln(7.0627)+2.326*0.789} = 44.258 m3/s
v. Dicken’s Formula (1865)
24
 Qp = CDA3/4
Where, Qp = maxm flood discharge in m3/s
CD = Dicken’s constant
For hilly region CD = 11 to 14 (Take Cd=14)
Qp =12*(3.522)3/4
Qp =30.851 m3/s
vi. MHSP Method (1997)

The flood peak is computed by using the relation below;

Q=KAb
Q= Peak flood in m3/s
A= Basin area in km2
K & b are constants that depend on return period T
Table 3 Value of K & b

T 5 20 50 100 1000

K 7.4008 13.0848 17.6058 21.5181 39.9035

b 0.7862 0.7535 0.738 0.7281 0.6969

Q50=17.6058*(3.522)0.738 = 44.585 m3/s

Q100=21.5181*(3.522)0.7281 = 53.817 m3/s
vii. Hortons Method

Peak discharge (Qtr) = 71.2*T0.25/A0.5

A= 3.522 km2
T= 100 yrs
Q100 = (71.2*(100)0.25)/3.5220.5=119.973 m3/s
Similarly, for T=50 yrs, Q50=100.885 m3/s
B. Rational Method

Q= (CIA)/3.6 (For area<12 km2)

Q=Maximum flood discharge in m3/s, for required return period ‘T’
C=Runoff coefficient & can be selected based on the type of basin

25
 Table 4 Runoff Coefficient
Type of basin % consideration C taken

Rocky & Permeable 5 0.9

Slightly Permeable, bare 8 0.6
Cultivated or covered with vegetation 25 0.4
Cultivated absorbent soil 5 0.3
Sandy soil 7 0.2
Heavy forest 50 0.15

𝐂𝟏 𝐀𝟏 +𝐂𝟐 𝐀𝟐 +𝐂𝟑 𝐀𝟑 +𝐂𝟒 𝐀𝟒

C= 𝐀𝟏 +𝐀𝟐 +𝐀𝟑 +𝐀𝟒

In the absence of data on Rainfall Intensity, the mean intensity of rainfall (cm/hr)
can be estimated by using Sheron equation & coefficient given by Ram Babu
et.al.
I= (KTa)/(tc+b)n ;T=Return period in years
For Nepal: K=5.92; a =0.162; b =0.5; n =1.013
The above values are assumed as for Northern India i.e. Nepal.
tc = time of concentration (in hour) & it can be estimated by Kripich equation
as;
tc =0.01947L0.77S-0.385
tc =time of concentration in minutes
L=Maxm length of travel water in ‘m’ =3.2385km=32385m
S=slope of catchment= (2257-1052.41)/3238.5 =0.372
tc =0.01947*(3238.5)0.77*(0.372)-0.385=14.377 minutes
Here; tc=14.377 min<15 min
So, tc is assumed to be 15 minutes as recommended by ASCE.

For T=100 yrs

i=(KTa)/(tc+b)n = (5.92*1000.162)/(0.25+0.5)1.103 =16.706 cm/hour
I(tc,p)=167.06 mm/hour
So, Q=CIA/3.6 = (0.297*167.06*3.522)/3.6

26
 Q100=48.54 m3/s
For, t=50 yrs
i= (5.92*500.162)/(0.25+0.5)1.013
i=14.932 cm/hour =149.32 mm/hour
Q50= (0.297*149.32*3.522)/3.6
Q50= 43.387 m3/s
Table 5 Discharge from different methods
Discharge Formula Maximum Discharge (m3/s )
Return period 50yrs 100yrs
Ryve’s Method 23.38 23.38
Fuller’s Method 18.7869 20.701
WECS Method/DHM Method 35.710 44.258
Modified Dickens Method 17.966 19.305
Dickens Formula 30.851 30.851
Modified Hydest 40.628 51.246
MHSP Method 44.585 53.817
Horton’s Method 100.885 119.973
Rational Method 43.387 48.540

*Discharge adopted: Q =48.540m3/s

Design discharge is assumed 20% extra of calculated.
Discharged of river, Qdesign = 1.2*48.540 = 58.248 m3/s

C. Calculation of linear waterway and scour depth

Linear waterway and scour depth have been computed as follows. Check for
afflux has been carried out and sufficient free board has been provided.
a. Linear waterway
Linear waterway (W) =4.75√Q = 4.75*√58.248 =36.252 m
As the river bed consists of boulders and gravel, Lacey’s formula has given
highly conservative result. Thus, Kellerhals’s linear waterway has been
adopted.
The linear waterway from Kellerhals's formula for Gravel Bed River is given
by;

27
 W = 3.26√Q = 3.26√58.248 = 24.88m
Discharge per unit width (q) =Q/Linear waterway
=58.248/24.88
=2.341m3/s/m
b. Scour depth
Scour depth = 1.34*(q2/f)1/3
Where, f =1.76dmm
=3.187 (dmm =3.28 mm, from LRBSU)
So, Scour depth =1.34*(2.3412/3.187)1/3
=2.304 m from HFL of river
Maximum depth of scour dmax =1.27*2.304
=2.926 m from HFL of river
At the proposed section of the bridge;
HFL = 1067.745 m (by HEC-RAS software)
Lowest Bed Level =1066.906 m

c. Check for Afflux:

Afflux: Heading up of water over the Flood level caused by construction of
bridge due to construction of waterway.
Afflux(x) = (v2/2g)*((W2/ (L2 C2))-1)
x = Afflux in ‘m’
v = velocity of normal flow in river in m/s
L = linear waterway provided
C = coefficient of discharge through the structure
= 0.7 for sharp entry
= 0.9 for bell mouth entry
W = linear waterway computed
𝟎.𝟗𝟖𝟒𝟐 𝟐𝟒.𝟖𝟖𝟐
x = (𝟐×𝟗.𝟖𝟏)*(𝟎.𝟕𝟐 ×𝟐𝟐𝟐 -1)

⸫x= 0.0794 m < 1 m (ok) (Nepal Bridge Standard 2067)

3.4 Selection of Bridge Type

Selection of the appropriate bridge type is tough job and requires careful
consideration of various technical, economical, environmental and aesthetical
factors. Technical and economical aspect play vital role in selection process.

28
3.4.1 Technical Factor
Following are the technical requirements:
 Span coverage of the bridge superstructure.
 Horizontal and vertical clearance of bridge.
 Subsoil condition of bridge site.
 Durability of bridge structure.
 Time of construction of bridge.
 Method of construction of bridge.
3.4.2 Economical Factors
It includes all the factors which are directly related to the availability of fund and
financial resources and expenses in the construction process.
 Cost of labor.
 Cost of material.
 Construction details.
 Transportation and erection cost.
 Span length and pier height.
 Weight of the elements if precast construction is used.
 No. Of span.
 Structural system and its cross section.
 Time available for construction.
 Design of load.
 Maintenance cost.
3.4.3 Environmental Factors
It includes factors related to the impact of the bridge on the surrounding
environment during and after construction. Important environmental factors are:
 Effect on aquatic life.
 Effect on human life.
 Effect on plant life.
3.4.4 Aesthetic Factor

 Appearance and color

 Proportion
 Contrast
 Scale
 Environmental integration.
 Functionality

29
3.5 Structural Planning and Preliminary Design
For the given span of 22 m RC T-beam Bridge with a single span will be
provided. The abutment shall be provided for the depth beyond maximum scour
level and adequate vertical clearance of HFL shall be made available underneath
the decks.

Preliminary Sizing of Superstructure

This includes assigning sizes to slab, main beam, cross beams, carriage way,
footpath/kerb, wearing course, railing and remaining number and spacing of
beams.

Partial Safety Factor

 Concrete = 1.35
 Asphalt = 1.75
 Live load for normal loading = 1.5

Selection type of bridge deck

RC T-beam Bridge is selected for span less than 25m.

Geometry of bridge deck

 Width of carriageway = 6m
 Height of footpath = 275mm

Types of drainage spout

Taking standard type of drainage spout @ 1.425m c/c distance.

Type of railing
Provide heavy steel pipe of Ø 75 mm with RC post as railing. [Refer MS tube
confirming to IS: 1239(part-1) 2004]
RC post of 150mm*150mm*1000mm
No of post = 17 on each side

Size of main girder

 Width of web (bw) =400 mm(support) > 250mm
 Depth (D) =1600mm
 Spacing of girders(S) =2800mm
30
  No. of girder =3
(Refer IRC 21-Clause 305 for double lane road)

Size of cross Girder

 Width of web= 300mm
 Depth = 1000mm (End cross girder)
= 1200mm (Intermediate cross- Girder)
 Number of cross beams= 6
 Spacing of Girder= 4400mm

Preliminary sizing of bearing

In Geometric design, approximate Length, breadth and thickness of elastomeric
pad and number, thickness and cover of steel laminates are found. Geometrical
design is carried out under the guidelines of IRC.
(Refer standard plan dimensions of IRC 83 Part II, 1987)

Preliminary sizing of substructure

i. Seating width

Minimum seating width abutment = 305 +2.5*span +10*Ht. Of abutment

= 305 +2.5*22 + 10*7.629
= 436.29mm
Also, seating width ≥ Bearing width + 2*150 mm + projection of cap +
Width of expansion joint
= 500+300+75+50
= 925 mm
Width of expansion joint =50mm
Adopt seating width as 1150mm

ii. Height of dirt wall

Height of dirt wall = Depth of girder + height of the bearing + thickness
bearing pedestal + thickness of wearing course
= 1600+65+50+80
= 1895mm
=1.895m

31
 iii. Thickness of dirt wall

Thickness of dirt wall ≥ 200mm also ≥ (height of dirt wall)/7

=1895/7
=270.714 mm
So, adopt thickness of dirt wall as 300mm.

iv. Width of stem of abutment

Width of stem = H/10 =6.629/10 =622.9 mm

Width of stem ≥ Width of Bearing pedestal +2*150 - 75+ (H- dirtwall Height
– Abutment cap – depth of footing)/ slope
= 800+ 300 -75 +(7629 – 1895 - 500 – 1000)/14.1
≥ 1327.428mm
Adopt width of stem of abutment as 1375mm

v. Thickness of footing

Thickness of footing = H/8 = 7.629/8 = 0.95m

Adopt thickness of footing as 1m

vi. Width of footing(B)

Width of footing =0.75H =0.75*7.629 = 5.722 so; adopting 6m

vii. Thickness of abutment cap

Minimum thickness of cap = 200mm

Adopt thickness of abutment cap as 500mm

viii. Length of abutment

Length of abutment ≥ c/c distance between girder + width of bearing + 2*150

= 5600+250+300
≥6150mm
So; adopt length of abutment = width of deck = 8.4m

32
4 STRUCTURAL ANALYSIS AND DESIGN OF DECK SLAB
In our case there are two types of slab on the basis of support condition i.e
restrained slab & cantilever slab .slab in between main & cross girder are
restrained slab and outside the main girder is cantilever slab.
From table 2 of IRC: 6-2000 for carriage way width 5.3m & above but less than
9.6, the no. of lanes are 2 and load combination is one lane of class 70R & two
lanes of class A.
4.1 Impact Factor Calculations
Impact factors for different types of live loads are:
a) IRC class A loading:
𝐴
I = (𝐵+𝐿)

For RC-Bridge
A = 4.5
B=6
And L= span in meters = 22 m
4.5
∴ I = (6+22) = 0.1607 = 16.071%

Additional 16.071 % is increased in Force & BM

b) IRC class A or 70 R loading:
For span less than 9 m
For tracked vehicle -25% of span up to 5m linearly reduced to 10 % for span
of 9m
For wheeled vehicle -25%
For spans of 9m and more
For tracked vehicle – for RC bridge, 10% up to a span of 4m and in
accordance with figure (impact factor % VS span (m), IRC: 6-2000 for span
exceeding 40 m.
So, impact factor for 70 R tracked vehicle of span 22 m is
I = 10 %
Impact factor for 70 R Bogie Axle vehicles of span 22 m is
I = 16 % from fig (IRC %) VS span (m), IRC: 6-2000

33
4.2 Analysis of Deck Slab
Three longitudinal girders @ 2800 c/c spacing
Thickness of slab =225mm
Width of L.G =400mm
Width of C.G =300mm
Let us assume the depth of main girder=1600mm

4.2.1 Design of Restrained slab for class A loading

Calculation of B.M for a single panel:
The arrangement of wheel load is as shown in fig 8.
w1=w2=57kN, L=4.4m, B=2.8m
B.M due to w1
u= [0.5+ (2*0.008)] = 0.66
v= [0.25+ (2*0.008)] = 0.41
𝑢 0.66
= 2.8 = 0.2357
𝐵
𝑣 0.41
= = 0.09318
𝐿 4.4
𝐵 2.8
k=𝐿= = 0.636
4.4
Using Pigeaud’s curve for k=0.6,
The moment coefficients are read out as Figure 8 Arrangement of class
m1=0.205 & m2=0.17 A Wheel loading
Short span moment MS=w (m1+0.15m2) =57[0.205+ (0.15*0.17)]
=13.1385kN-m
Long span moment ML=w (m2+0.15m1) =57[0.17+ (0.15*0.205)]
=11.44275kN-m

B.M due to load w2 (unsymmetrical load)

An imaginary load equal to w2 is placed symmetrical as shown in fig 9.

Figure 9 Arrangement of Figure 10 Arrangement of

Imaginary load (Class A) on slab imaginary load (Class A) on slab

34
 57
w2= 57kN: Intensity of load = (0.41+0.66) = 210.6kN/sq m
𝑢 0.66
= = 0.2357
𝐵 2.8
𝑣 2.81
= = 0.6386
𝐿 4.4
𝐵 2.8
k = 𝐿 = 4.4 = 0.636

Using Pigeaud’s curve:

For k=0.6 read out the value of moment coefficient m1= 0.134 & m2 = 0.041. The
B.M in the short and long span are computed as
MB=w (m1+0.15m2)
= [210.6*2.81*0.66][0.134+(0.15*0.041)]
= 54.739
ML=w (m2+0.15m1)
= [210.6*2.81*0.66][0.041+(0.15*0.134)]
= 23.87

Subtracting the moment due to load as shown in fig 10

𝑢 0.66
= = 0.2357
𝐵 2.8
𝑣 1.99
= = 0.4523
𝐿 4.4
𝐵 2.8
k = 𝐿 = 4.4 = 0.636

Using Pigeaud’s curve:

For k=0.6 read out the value of moment coefficient m1=0.16 & m2=0.054. The
B.M in the short and long span are computed as
MB =w (m1+0.15 m2) = [210.6*1.99*0.66][0.16+(0.15*0.054)]=46.4968
ML =w (m2+0.15m1) = [210.6*1.99*0.66][0.054+(0.15*0.16)]=21.5749
Moments due to w2 are computed as:
MB = 0.5(54.739-46.4968) = 4.1211kN-m
ML = 0.5(23.87-21.5749) = 1.14755kN-m

Applying continuity & impact factors, the total live load moment are given by:
MB = (1.1607*0.8)[13.1385+4.1211] = 16.0266kN-m
ML = (1.1607*0.8)[11.44275+1.14755] = 11.69085kN-m

4.2.2 Design of Deck slab for IRC class 70R

i. Class 70R tracked vehicle loading
One wheel is placed at the centre of the panel as shown in figure 11.
U= (0.84+2*0.08) = 1 m
V = (4.57+2*0.08) = 4.73 m
But limited to 4.4 m which is the spacing of the cross girder

35
𝑈 1
= 2.8 = 0.357
𝑉
𝑉 4.4
= 4.4 = 1
𝐿
𝐵 2.8
k = 𝐿 = 4.4 = 0.636

Using Pigeaud’s curve for k=0.6, the moment

coefficient are read out as
m1=0.081 & m2=0.022
Total load per track including impact =
(1100*350) = 385

4.4
W = effective load on span = 385* 4.73 Figure 11 Position of Class 70R
Tracked wheel load for
maximum moment

Short span moment MB=w (m1+0.15 m2) = 358.139[0.081+ (0.15*0.022)]

= 30.191kN-m
Long span moment ML=w (m2+0.15m1) =358.139 [0.022+ (0.15*0.081)]
=12.231kN-m
As the slab is continuous, the total BMs are obtained by applying continuity
factor.
MB = 0.8*30.191 = 24.1528 kN-m
ML = 0.8*12.231 = 9.7848 kN-m

ii. Class 70R Bogie Axle type vehicle loading

The arrangement of wheel load is as shown in
figure 12.
w1=w2=100kN, L=4.4m and B= 2.8m
B.M. due to w1
U= (0.81+2*0.08) = 0.97 m
V = (0.263+2*0.08) = 0.423 m
𝑈 0.97
= 2.8 = 0.3464
𝑉
𝑉 0.423
= = 0.0961
𝐿 4.4
𝐵 2.8
k = 𝐿 = 4.4 = 0.636

Using Pigeaud’s curve for k=0.6, the moment Figure 12 Position of Class
coefficient are read out as 70R Bogie Axle wheel load for
maximum moment
m1=0.174 & m2=0.157
Short span moment MB=w (m1+0.15 m2) = 100[0.174+ (0.15*0.157)]
= 19.755kN-m
Long span moment ML=w (m2+0.15m1) =100 [0.157+ (0.15*0.174)]
= 18.31kN-m (maximum)
36
B.M. due to load w2 (unsymmetrical load)
When an imaginary load = w2 is placed symmetrically it lies outside the panel and
its effective load on the panel is decreases so it is not considered. Hence, total
bending moment is obtained by applying continuity factor and impact factor.
MB = 0.8*1.16*19.755 = 18.3326 kN-m
ML = 0.8*1.16*18.31 = 16.992 kN-m (maximum)

4.2.3 Dead load calculation:

Dead load of slab = 0.225*24= 6kN/m2
Dead wt. of wearing coat = 0.08*22=1.76kN/ m2
Total dead load of slab= 7.76kN/ m2
W= Total dead load on panel = 7.76*(2.8*4.4) kN = 95.6032 kN

Referring to Pigeaud’s curve for Uniformly Distributed Load:

u = B = 2.8m
v = L = 4.4m
𝑢
(𝐵 =1)
𝑣
=1
𝐿
𝐵 2.8
k = 𝐿 = 4.4 =0.636
1
= 1.5714
𝐾
Then:
m1=0.047 & m2=0.018
Moments due to dead load are computed as:
MB=95.6032[0.047+ (0.15*0.018)] =4.75148kN-m
ML=95.6032[0.018+ (0.15*0.047)] =2.3949kN-m
Taking continuity into effect:
MB = (0.8*4.75148) = 3.801184
ML = (0.8*2.3949) = 1.91592

Total maximum Design bending moment: IRC -b Table B.2

(MBu) design= (1.5*24.1528+1.35*3.801184) =41.3607 kN-m
(MLu) design= (1.5*16.992+1.35*1.9159) = 28.0744 kN-m

4.2.4 Calculation of Shear Force:

a) Due to Dead load(along shorter span):
𝑊𝑑 ∗𝑙𝑐𝑙𝑒𝑎𝑟 7.76∗(2.8−0.4)
Reaction = = = 9.312kN
2 2
b) Due to live load of class A:
For a maximum S.F, the wheel load should be placed such that the whole
dispersion is in the span.
𝐷𝑖𝑠𝑝𝑒𝑟𝑠𝑖𝑜𝑛 𝑙𝑒𝑛𝑔𝑡ℎ 0.5+[2∗(0.225+0.08)]
X= = = 0.555m
2 2
37
The wheel load is kept at 0.555(x) m from edge of beam as shown below fig.

Figure 13 Position of class A wheel load for maximum shear

Effective Width of the slab perpendicular to the span is expressed as

𝑥
beff = kx (1- )+bw (IRC -21:2000)
𝐿
0.3 0.3
𝐵 4.4− − 4.1
2 2
k= = 0.6 0.6 = = 1.8636
𝐿 2.8− − 2.2
2 2
𝐵
= 1.8636 the value of k =?
𝐿
Then from IRC -21:2000
For continuous slab,
𝐵
When = 1.8, the value of k = 2.60
𝐿
𝐵
When = 1.9, the value of k = 2.60
𝐿
𝐵
So, = 1.8636, the value of k = 2.60 (Interpolation)
𝐿
bw =0.25+ (2*0.08) =0.41
0.555
∴ beff =2.60*0.555(1- )+0.41
2.2

∴ beff =1.48897
𝑊 57∗2
Live load per unit width = 𝑏 = = 76.56 kN/m
𝑒𝑓𝑓 1.48897

∑MB= 0
VA*2.2-76.56(2.2-0.555) = 0
∴ VA = 57.246 kN
Considering the effect of Impact
V = 57.246*1.1607 = 66.445kN
∴Design shear force (VSF) = 1.35VDD+1.5VDL

38
 Due to dead load and live load in shorter span = 1.35*9.312+1.5*66.444 =
112.239kN
c) Due to live load of class 70R Tracked vehicle:
For a maximum S.F, the wheel load should be placed such that the whole
dispersion is in the span.
𝐷𝑖𝑠𝑝𝑒𝑟𝑠𝑖𝑜𝑛 𝑙𝑒𝑛𝑔𝑡ℎ 0.84+[2∗(0.225+0.08)]
X= = = 0.725m
2 2

Figure 14 Position of Class 70R tracked load for maximum shear

Effective Width of the slab perpendicular to the span is expressed as

𝑥
beff =kx (1- 𝐿 )+ bw (IRC -21:2000)
0.3 0.3
𝐵 4.4− − 4.1
2 2
k= = 0.6 0.6 = = 1.8636
𝐿 2.8− − 2.2
2 2
𝐵
= 1.8636 the value of k =2.60
𝐿
(from ‘K’ of live load of class A)
bw = 0.84+(2*0.08) = 1
0.725
∴ beff = 2.60*0.725(1- )+1
2.2
∴ beff = 2.264 ≯L (2.2m)
𝑊 350
Live load per unit width = 𝑏 = = 159.09kN/m
𝑒𝑓𝑓 2.2

∑MB= 0
VA*2.2-159.09(2.2-0.725) = 0
∴ VA = 106.6626kN
Considering the effect of Impact
VA = 106.6626*1.1 = 117.329kN
∴Design shear force (VSF) = 1.35 VDD +1.5 VDL
Due to dead load and live load in shorter span = 1.35*9.312+1.5*117.329 =
188.5647KN (∴VDL =VA)

39
d) Due to live load of class 70R Bogie vehicle:
For a maximum S.F, the wheel load should be placed such that the whole
dispersion is in the span.
𝐷𝑖𝑠𝑝𝑒𝑟𝑠𝑖𝑜𝑛 𝑙𝑒𝑛𝑔𝑡ℎ 0.81+[2∗(0.225+0.08)]
X= = = 0.71m
2 2

Figure 15 Position of Class 70R Bogie Wheel for maximum Shear

Effective Width of the slab perpendicular to the span is expressed as

𝑥
beff =kx (1- )+ bw (IRC -21:2000)
𝐿
0.3 0.3
𝐵 4.4− − 4.1
2 2
k= = 0.6 0.6 = = 1.8636
𝐿 2.8− − 2.2
2 2
𝐵
= 1.8636 the value of k =2.60
𝐿
(From ‘K’ of live load of class A)
bw = 00.263+(2*0.08) = 0.423
0.71
∴ beff =2.60*0.71(1- )+0.423
2.2
∴ beff =1.6732 m
So; adopting beff = 1.6732 m
100∗2
Live load per meter width = 1.6732 = 119.53kN

∑MB= 0
VA *2.2-119.53(2.2-0.71) = 0
∴ VA = 80.954 kN
Considering the effect of Impact
VA = 1.16*80.95 = 93.90 kN
∴Design shear force (VSF) =1.35 VDD +1.5 VDL
Due to dead load and live load in shorter span = 1.35*9.312+1.5*93.90
=153.431 KN

40
e) summary of response of restrained slab under different IRC loading condition
Table 6 Summary of response of restrained slab

Bending moment (kN-m)

Response due to Along Along longer Design shear
shorter span span (MA) force (kN)
(MB)
Dead load 5.1316 2.5864 12.5712
Class A 24.0399 17.536 99.6675
Class Tracked 36.229 14.6772 129.276
70R
Bogie wheel 27.4989 25.488 140.860
Total Design 41.3606 28.0744 153.4312

∴Design maximum B.M along shorter span = 41.3606 kN -m

∴Design maximum B.M along longer span = 28.0744 kN -m
∴Design maximum shear force = 153.4312 kN

4.3 Design of Restrained slab

The calculations are done for 1m width as the moments and forces are calculated
per unit width
Check the depth of slab:
 12mm bars are used for shorter span and 10mm for longer
 40mm clear cover is provided to the bar at bottom of slab

Depth provided:
12
db = 225-40- = 179 mm (for greater moment)
2
12 10
dl = 179- − = 168 mm (for smaller moment direction)
2 2

𝑢 𝑀
Balancing depth = √𝑄∗𝑏

𝑥𝑢,𝑚𝑎𝑥 0.42∗𝑥𝑢,𝑚𝑎𝑥
Where, Q = 0.36 fck ( )(1- )
𝑑 𝑑
(from Annex G, IS 456-2000)
𝑥𝑢,𝑚𝑎𝑥
For Fe500, = 0.46
𝑑
Q = 0.36*25*0.46*(1-0.42*0.46)
41
∴Q = 3.34

41.3606∗106
Then, Balancing depth, dmin = √
3.34∗1000

Dmin =111.28mm < d provided. (ok)

Hence, singly Reinforced under Reinforced section has to be designed.

Reinforcement Calculation:
In shorter direction:
(Mu)B= 41.3606 kN-m
𝑀𝑢 41.3606∗106
Ast = 0.416 × 0.87𝑓𝑦 𝐴𝑠𝑡 = 0.416 × 0.87∗500∗𝐴𝑠𝑡
0.87𝑓𝑦 [𝑑− ] 0.87∗500[194− ]
0.36𝑓𝑐𝑘 × 𝑏 0.36∗25 × 1000

Solving, we get;
Ast =567.339 m𝑚2 /m (on bottom in shorter direction)
0.12
Ast, min = 0.12% of bD = *1000*225 = 270 m𝑚2 /m < Ast
100
Hence; Ast, required = 567.339 m𝑚2 /m
Provide 12mm 𝜙 bars.
567.339
𝑛= 122
= 5.0164
𝜋∗
4
1000
Spacing between bars = = 199.347mm
5.0164
Provide 130 mm spacing ( 𝑆𝑣 ≯ 150 mm)[IRC : 21-1987 to control cracking ]
122 1000
Ast, Provided = 𝜋 ∗ ∗ = 869.97 m𝑚2 /m
4 130
⸫ Provide 12mm 𝜙 bars @ 130 mm c/c as main reinforcement in shorter direction
at bottom.

In longer direction
(Mu)B = 28.0744 kN-m
𝑀𝑢 28.0744∗106
Ast = 0.416 × 0.87𝑓𝑦 𝐴𝑠𝑡 = 0.416 × 0.87∗500∗𝐴𝑠𝑡
0.87𝑓𝑦 [𝑑− ] 0.87∗500[183− ]
0.36𝑓𝑐𝑘 × 𝑏 0.36∗25 × 1000

Solving, we get;
Ast = 403.662 m𝑚2 /m > Ast, min
So; Ast, required = 403.66 m𝑚2 /m

42
Provide 10 mm 𝜙 bars.
403.66
n= 102
= 5.0396
𝜋∗
4
1000
Spacing between bars = mm = 194.568
5.1396
Provide 150 mm spacing
102 1000
Ast, Provided= 𝜋 ∗ ∗ = 523.598 𝑚𝑚2 /m
4 150
⸫ Provide 10 mm 𝜙 bars @ 150 mm c/c as main reinforcement in longer direction
at bottom.

Temperature Reinforcement Calculation:

Ast, min = 270 m𝑚2 /m
Provide 12 mm 𝜙 bars along a shorter span.
270
n= 122
= 2.3873
𝜋∗
4
1000
Space between bars = = 418.879 mm (≯ 250 mm)
𝑛
⸫Provide 12mm 𝜙 bars @ 250 mm c/c along shorter span.

Provide 10 mm 𝜙 bars along longer span.

270
n= 102
= 3.438
𝜋∗
4

Spacing between bars = 290.888 mm

⸫Provide 10 mm 𝜙 bars along shorter span @ 250mm c/c.
102 1000
Ast, provided = 𝜋 ∗ ∗ = 314.159 m𝑚2 /m
4 250

Check for Shear:

Maximum shear force (Vu) in the Restrained slab is at support in shorter direction;
Vu= 153.4312 kN. But due to continuous slab continuity effect is considered =
(0.8*140.860) +12.5712 = 125.2592 kN
Effective depth at support (d) = 325-40-5= 280mm
Then we know, Nominal shear stress
𝑉𝑢 125.259∗103
τuv= = = 0.447 N/m𝑚2
𝑏.𝑑 280

43
Shear strength of concrete section.
𝐴𝑠𝑡 1130.97
% of tensile steel = × 100% = = 0.6318
𝑏.𝑑 1000∗179
For M25 & pt = 0.6318, from table 19 of IS 456:2000, we get,
τuc = 0.532 N/m𝑚2
From table 20; maximum shear stress, τuc max = 3.1 N/m𝑚2
For M25
Here, τuv < τuc & τuc max
For slab of overall depth 300 or more; k = 1
Thus τuv ≤ k * τuc max
Or, 0.447 ≤ 0.532 (ok)

4.4 Cantilever portion of Slab

Effective width method is used for the design of cantilever slabs.
Clear projection of cantilever slab = 1400-200 = 1200 mm = 1.2m
R.C.C. post 150 mm * 150 mm * 1 m is provided at every 1.425 m intervals.
Dead load moment:
Considering one meter width of cantilever slab, the dead load moment at the fixed
end of cantilever is computed considering the self weight of slab, kerb, parapet &
railings.
Table 7 Summary for dead load for cantilever slab portion

S. Dimension of structural element Load Lever arm Moment

N. (kN) from tip (kN-m)
(m)

1 Hand Rails 2 1.075 2.2

2 R.C.C posts ( 0.15*0.15*1*24) 0.54 1.075 0.594

3 RCC slab + Kerb 15.882 0.5653 8.9786

[(1.2*0.475)+(0.5*0.175*1.049)]*24 9

4 Wearing coat - - -

Total dead load moment (Mg) 11.7726

44
 (475∗1200∗600)+(0.5∗1049∗175∗349.67)
(Kerb + R.C.C. slab) lever arm = 1
(475∗1200)+( ∗1049∗175)
2

= 565.28 mm
∴ x= 0.56528

Live load moment:

No live load acted upon the cantilever portion due to the moving vehicle but the
pedestrian load acted upon it.
For effective spans of over 7.5 m but not exceeding 30 m , the intensity of load
shall be determined according to the equation [ IRC 006: clause 206.3]
40𝐿 − 300
P = 𝑃′ - ( )
9

Here; 𝑃′ = 500 kg/𝑚2 (on the basics of crowd)

L = 22 m
40∗ 22 − 300
∴ P = 500 - ( )
9

∴ P = 435.55 kg/𝑚2
Then; for one meter width of cantilever slab,
435.55∗10∗1.2
Load = 1000

Live load = 5.2267 kN

Live load bending moment (Ma) = 5.2267*1.2 = 3.136 kN-m /width
Design moment along traverse Direction = Md = Mg + Mq =
11.7726*1.35+3.136*1.5 = 20.59701 kN-m /width
Design moment along longitudinal Direction = 0.2*Dead B.M +0.3* live B.M =
0.2*1.35*11.7726+0.3*1.5*3.136= 4.589 kN-m

Design of Slab:
The calculations are done for 1 m width as the moments and forces are calculated
per unit width.
Check the depth of Slab:
12 mm bars are provided
40 mm clear cover is provided to the slab at bottom. (IRC06,2017 clause 304.3)
12
Depth provided = 325 - 40 - = 279 mm
2

𝑢 𝑀
Balanced depth = √𝑄∗𝑏

45
Then: Q = 0.36*25*0.46*(1-0.42*0.46)
∴ Q = 3.34
20.59701∗106
Then: Balancing depth d min = √ = 78.5287 mm
3.34∗1000

∴ dmin = 78.5287 mm < d provided (Hence ok)

Primary Reinforcement Calculation:

In traverse direction of cantilever portion:
Mu= 20.59701 kN-m
From Annex G, IS 456:2000
0.87𝑓𝑦 𝐴𝑠𝑡
xu =
0.36𝑓𝑐𝑘 × 𝑏
𝑀𝑢
Ast =
0.87𝑓𝑦 (𝑑−0.416𝑥𝑢 )

Thus: putting the values, we get;

20.5907∗106
Ast = 0.416∗0.87∗500∗𝐴𝑠𝑡 = 171.839 mm2 in traverse direction on
0.87∗500(279− )
0.36∗25∗1000
bottom
As per IRC 21, clause 305.19
Minimum Reinforcement for slab, Ast, min ≮ 0.12 % of bD
0.12
≮ * 1000*325
100

≮ 390 m𝑚2 /m
Hence; Ast, provided = Ast, min = 390 m𝑚2 /m
Using 12 mm 𝜙 bars, we get;
390
n= 122
= 3.448
𝜋∗
4

1000
Spacing of bar = = 289.99
𝑛

Hence; providing spacing of 150 mm of 12 mm 𝜙 bars

122 1000
Ast, provided = 𝜋 ∗ ∗ = 753.98 m𝑚2 /m
4 150

Hence Provide12 mm 𝜙 bars @ 150 mm c/c as main reinforcement in traverse

direction at bottom.

46
In longitudinal direction of cantilever portion:
Mu= 4.589 kN-m
From Annex G, IS 456:2000
0.87𝑓𝑦 𝐴𝑠𝑡
xu = 0.36𝑓
𝑐𝑘 ×𝑏
𝑀𝑢
Ast = 0.87𝑓𝑦 (𝑑−0.416𝑥𝑢 )

Thus: putting the values, we get;

4.589∗106
Ast = 0.416∗0.87∗500∗𝐴𝑠𝑡 = 37.915 m𝑚2 in longitudinal direction on
0.87∗500(279− )
0.36∗25∗1000
bottom
Hence; we have to adopt minimum reinforcement area as Ast, min = 390 m𝑚2 /m
Using 10 mm 𝜙 bars, we get;
390
n= 102
= 4.9656
𝜋∗
4

1000
Spacing of bar = = 201.384
𝑛

Hence; providing spacing of 150 mm of 10 mm 𝜙 bars

102 1000
Ast, provided = 𝜋 ∗ ∗ = 523.598 m𝑚2 /m
4 150

Hence, provide 10 mm 𝜙 bars @ 150 mm c/c as main reinforcement in

longitudinal direction at bottom of cantilever slab.

Temperature Reinforcement Calculation:

As per IRC 21, CL 305.17.4
For cantilever slab, minimum reinforcement of 4 nos of 16 mm 𝜙 HYSD bars
shall be provided parallel to the free edge at 150 mm spacing at the tip divided
equally between the top and bottom surfaces.
162 1
Area of bars in one side = 4* 𝜋 ∗ ∗ = 402.125 m𝑚2 /m
4 2

Provide 10 mm 𝜙 bars @ 150 mm c/c.

47
5 STRUCTURAL ANALYSIS AND DESIGN OF MAIN GIRDER
One end of the girder rests on one abutment through free bearing and other end of
the girder rested on another abutment through pinned bearing. Hence, all girder
may be idealized as imply supported girder as shown in figure below.

Figure 16 Idealized Girder

Calculation of Dead loads on main girder per running meter of span

Wt of wearing coat = 6*0.08*22*1.75 = 18.48 kN-m
Wt of Hand railing = 2*3*0.661*1.35 = 0.535 kN/m (Refer design of cantilever)
1
Wt of RCC post = 2*0.54* *1.35 = 1.023 kN/m (Refer design of cantilever)
1.425
Wt of cantilever slab + kerb = 2*15.8829 *1.35 = 42.8838 kN/m
Wt of Restrained slab = 6*0.225*25*1.35 = 45.5625 kN/m
1
Wt of fillet of main beam = *0.1*0.3*4*25*1.35 = 2.025 kN/m
2
1 1.35∗25
Wt of fillet of cross beam = *0.1*0.3*10* = 0.23011kN-m
2 22
Wt of web of main beam = 0.4*1.375*25*3*1.35 = 55.6875 kN-m
Total design Dead load (Wu) = 166.4269 kN-m
It is assumed that the dead load of deck is shared equal by the entire three girders
166.4269
∴ Design Dead load per girder = = 55.475 kN-m
3
 Self weight of the cross girder acts as a point load on the main girder.
 Self weight of web of intermediate cross girder acts as a point load on the
main girder = 0.3*0.975*4.8*25*1.35 = 47.385 kN
47.385
∴ Wt of intermediate Cross Girder per main girder = = 15.795kN
3

 Self weight of web of end cross girder on girder = 0.3*0.775*4.8*25*1.35 =

37.665 kN-m.
37.665
∴ Wt of end Cross Girder per main girder = = 12.555kN
3

48
Calculation of maximum B.M & SF at critical section Due to DL:
Total load =55.475*22 + 15.795 *4 + 12.555*2 = 1308.74 kN
𝑇𝑜𝑡𝑎𝑙 𝑙𝑜𝑎𝑑 1308.74
∴ RA = RB = = = 654.37 kN
2 2

5.1 Moment Due to Dead load

Maximum B.M occurs at mid-span but we have to know the B.M at various
sections to determine the Reinforcement provided at that section.

Figure 17 Dead load due to cross girder and main girder

A. At Mid span:
11
Mu= RA* 11-12.555*11-15.795*6.6-15.795*2.2-55.475*11* (⸫RA = RB =
2
654.37)
∴ Mu= 3564.7315 kN-m

𝟑𝑳
B. At = 8.25 m
𝟖
8.25
Mu= 654.37*8.25-12.555*8.25-15.795*3.85-55.475*8.25* kN-m
2
∴ Mu = 3346.279 kN-m

𝟐𝑳
C. At = 5.5 m
𝟖
5.5
Mu = 654.37*5.5-12.555*5.5-15.795*1.1-55.475*5.5* kN
2
∴ Mu= 2673.548 kN-m

𝑳
D. At 𝟖 = 2.75 m

49
 2.75
Mu = 654.37*2.75-12.555*2.75-55.475*2.75* kN-m
2
∴ Mu = 1555.226 kN-m

E. At L = 0
∴ Mu= 0 kN-m

5.2 Shear force due to Dead load

A. SF at support (Just Right of A)

Vu = RA-12.555
= 654.37-12.555
= 641.815 kN

𝑳
B. SF at = 2.75 m
𝟖

Vu = 654.37 -12.555-55.475*2.75
= 489.258 kN

𝟐𝑳
C. SF at = 5.5 m
𝟖

Vu = 654.37 -12.555 - 15.795 -55.475*5.5

= 320.907 kN

𝟑𝑳
D. SF at = 8.25 m
𝟖

Vu = 654.37 -12.555 - 15.795-15.975 -55.475*8.25

= 152.376 kN

E. SF at mid span (11m)

Vu = 654.37 -12.555 - 15.795-55.475*11
= 15.795≈ 0 kN

50
5.3 Reaction of girder 1 from class A loading

Figure 18 Arrangement of IRC Class A wheel loads

Courbon’ method gives satisfactory results for following condition:
𝐿 22
Here; = 8.4 = 2.69 > 2 and < 4
𝐵

No. of Cross beams 6 > 5 &

3𝐷
Depth of cross beams ≥ 4

Hence; Courbon’s’ method can be used to determine the maximum reaction on

girder A (Rx). The relation for maximum reaction is:
The cross section of the Tee beam & slab deck with two trains of IRC class A
loading positioned to achieve maximum eccentricity of the centroid of the loading
system is shown in above figure (NS)
In this case ∑W = 4W=P, n=3, e= 0
Here;
6 1.2
Eccentricity (e) = -0.15 -2.3 - m = -0.05m ≅ 0
2 2
Then;
𝑃𝐼 𝑒∗𝑑𝑖 ∗3𝐼 𝑃 𝑒∗𝑑𝑖 ∗3 𝑃
Reaction factor (Rf) = R1= [1 + 2 2 ] = [1 + 2 ] = [1 + 0]
3𝐼 𝐼(𝑑1 + 𝑑2 ) 3 2(𝑑1 ) 3

= 0.33P = 1.33 w
Hence; the live loads acting on the surface are equally resisted by the three main
girders.
27
First and Second wheel load = = 13.5kN
2
Load with R.F, IF& FOS; = 13.5*1.33*1.1607*1.5 = 31.26kN
114
Third & Fourth wheel load = = 57kN
2
Load with R.F, IF& FOS; = 57*1.33*1.1607*1.5 = 131.989 kN

51
 68
Fifth, sixth, seventh & eighths’ wheel load = = 34 kN
2
Load with R.F, IF& FOS; = 34*1.33*1.1607*1.5 = 78.73 kN

Moment due to Class A load (ILD Method)

A. At Mid span

Figure 19 ILD for moment at mid span due to class A loading

𝑧(𝑙−𝑧 ) 11∗11
Maximum ordinate 𝑦𝑐 = = = 5.5
𝑙 22
Maximum moment a ‘c’ occurs when a particular load rolls over it, changing
lighter portions to heavier & vice versa. When different loads rolls over C the
average loading on AC & CB are found as given in table:

Load rolling on Average load on Average load on Remarks

C AC (𝑊1 𝑎𝑣𝑔) CB (𝑊2 𝑎𝑣𝑔)

First 131.989 17.6826 26.313 𝑊1 𝑎𝑣𝑔 < 𝑊2 𝑎𝑣𝑔

Second 131.989 29.68 21.47 𝑊1 𝑎𝑣𝑔 >𝑊2 𝑎𝑣𝑔

∴When the second 131.989 kN load is just on the section, moment is maximum at
C.
5.5 6.6 9.8
So; maximum moment at C = [(31.26* 11 + 31.26 * + 131.989 * 11 +
11
0.7 3.7 6.7
131.989+78.73( 11 + + )] *5.5
11 11

Maximum moment at midspan = 1998.7601 kN-m

52
 𝟑𝑳
B. At = 8.25 m
𝟖

Figure 20 ILD for moment at 8.25m due to class A loading

Load rolling on AC Average load on Average load on Remarks

AC (WAC) BC (WBC)

First 131.989 23.5768 26.776 WAC< WBC

Second 131.989 39.5755 22.903 WAC>WBC

𝑧(𝑙−𝑧 ) 8.25∗13.75
Maximum ordinate 𝑦𝑐 = = = 5.5625
𝑙 22
When the second 131.989 kN load is just on the section, the moment is maximum
at C. Referring to the fig.
2.75 3.85 7.05
So; maximum moment at C = [(31.26* 8.25 + 31.26 * + 131.989 * 8.25 +
8.25
9.45+6.45+3.45+0.45
131.989+78.73( )]*5.15625
13.75
Maximum moment at C = 1975.65225 kN-m

𝟐𝑳
C. At = 5.5 m
𝟖

Figure 21 ILD for moment at 5.5m due class A loading

53
 Load rolling on Average load on Average load on Remarks
C AC (WAC) BC (WBC)

First 31.26 11.367 30.313 WAC< WBC

Second 131.989 35.365 27.085 WAC>WBC

𝑧(𝑙−𝑧 ) 5.5∗16.5
Maximum ordinate 𝑦𝑐 = = = 4.125
𝑙 22
When the first 131.989 kN load is just on the section, the moment is maximum at
C. Referring to the fig.
1.2 2.3 15.3
So; maximum moment at C = [(31.26* + 31.26 * + 131.989 *
5.5 5 16.5
11+8+5+2
+78.73( )]*4.125
16.5
Maximum moment at C = 1648.5074 kN-m

𝑳
D. At 𝟖 = 2.75 m

Figure 22 ILD for moment at 2.75m due to class A loading

Load rolling on C Average load on AC Average load on BC Remarks

(WAC) (WBC)

First 31.26 11.367 31.6965 WAC< WBC

Second 31.26 22.7345 30.0726 WAC< WBC

First 131.989 47.996 23.216 WAC>WBC

𝑧(𝑙−𝑧 ) 2.75∗19.25
Maximum ordinate 𝑦𝑐 = = = 2.40625
𝑙 22

54
 When the first 131.989 kN load is just on the section, the moment is maximum at
C. Referring to the fig.
18.05
So; maximum moment at C = [(131.989+ 131.989 *
19.25
13.75+10.75+7.75+4.75
+78.73( )]*2.40625
19.25
Maximum moment at C = 979.525 kN-m

Shear Force due to Class A load:

A) At support

Figure 23 ILD for shear force at support by class A loading

Load moving from right to left

Load SF Remarks
rolling just
on

First 31.26 20.9 17.7 376.3619 kN

31.26 + 31.26* 22 + 131.968* 22 +
16.5 12.2 9.2
131.989* 22 + 78.73* 22 + 78.73* 22 +
6.2 3.2
78.73* 22 + 78.73* 22

First 20.8 16.5 428.5531 kN

131.989+131.989* + 78.73* +
22 22
131.989 13.5 10.5 7.5 (maximum)
78.73* 22 + 78.73* 22 + 78.73* 22

Load moves from Left to Right

Last 78.73 8.7 7.5 19 358.353

131.989* 22 + 131.989* 22 + 78.73*22 + 78.73
16 13 4.3 3.2 kN
+ 78.73*22 + 78.73*22 + 31.26* 22 + 31.26* 22

55
 𝑳
B) SF At 𝟖 = 2.75 m

Figure 24 ILD for shear force at 2.75m by class A loading

Positive maximum shear at C,
18.05 13.75+10.75+7.75+4.75
Vc = [131.989 + 131.989* + 78.73( )] * 0.875
19.25 19.25
= 356.19089 kN

𝟐𝑳
C) SF At = 5.5 m
𝟖

Figure 25 ILD for shear force at 5.5m by class A loading

Positive maximum shear at C,
1.2 2.3 15.3
Vc = [-31.26* *0.25-31.26* *0.25] + [131.989 + 131.989* +
5.5 5.5 16.5
11+8+5+2
78.73( )]*0.75 = 278.8554 kN
19.25

56
 𝟑𝑳
D) SF At = 8.25 m
𝟖

Figure 26 ILD for shear force at 8.25m by class A loading

Positive maximum shear at C,
3.95 5.05 12.55
Vc= [-31.26* *0.375 - 31.26* *0.375] + [131.989 + 131.989* +
8.25 8.25 13.75
8.25+5.25+2.25
78.73( )] * 0.625 = 201.362 kN
13.75

5.4 Reaction of girder 1 from class 70R tracked loading

Figure 27 Transverse position of IRC class 70R tracked vehicle

Using Courbon’s theory, the IRC class 70R tracked vehicle loads are arranged for
maximum eccentricity as shown in above figure. Reaction factor for outer girder
A is given by
2w1 0.35∗2.8∗3𝐼 2w1
RA = +[1+ ]= +[1+0.1875] = 0.79 w1
3 𝐼(2.82 + 2.82 ) 3

Here; w = axle load = 700 kN

w1 = 0.5 W
∴ RA = 0.79*0.5 W
A wheel load with R.F, IF & FOS = 350*0.79*1.1*1.5 = 456.225 kN

57
Bending Moment due to class 70R tracked loading:
A) B.M at mid span

Figure 28 ILD for moment at mid span due to Class 70R tracked loading
1 1 5.5
Area under UDL in ILD = ( * 11*5.5- * 8.715* *8.715) *1 = 22.524 m2
2 2 11
Moment = Area *UDL = 22.524*99.83 = 2248.609 kN -m

3𝐿
B) B.M at = 8.25 m
8

Figure 29 ILD for moment at 8.25m due to Class 70R tracked loading
Then; position of load for maximum moment
𝑥 8.25
=
4.57 22

∴ x = 1.71375
1 1
Area under UDL in ILD = (8.25*5.156-6.536*4.08) + (13.75*5.156-
2 2
10.89*4.08) = 21.1403 m2
Moment = Area *UDL = 21.1403*99.83 = 2110.434 kN -m

2𝐿
C) B.M at = 5.5 m
8

Figure 30 ILD for moment at 5.5m due to Class 70R tracked loading
Then; position of load for maximum moment

58
 𝑥 5.5
=
4.57 22
∴ x = 1.1425m
1 1
Area under UDL in ILD = 2 (5.5*4.125-4.357*3.268) + 2 (16.5*4.125-
13.0725*3.268) = 16.89 m2
Moment = Area *UDL = 16.89*99.83 = 1686.566 kN -m

𝐿
D) B.M at 8 = 2.75 m

Figure 31 ILD for moment at 2.75m due to Class 70R tracked loading
Then; position of load for maximum moment
𝑥 2.75
=
4.57 22
∴ x = 0.57125
1 1
Area under UDL in ILD = (2.75*2.406-2.178*1.9) + (19.25*2.406-
2 2
15.25*1.9) = 9.9094 m2
Moment = Area *UDL = 9.9094*99.83 = 989.2554 kN –m

Shear force due to class 70R tracked loading:

A) At support

Figure 32 ILD for shear force at support due to Class 70R tracked loading
1
Ordinate under tail end of load is = *17.43 = 0.79
22
1+0.79
Positive maximum S.F = 99.83 * ( )*4.57= 408.309 kN
2

59
 𝑳
B) At 𝟖 = 2.75 m

Figure 33 ILD for shear force at 2.75m due to Class 70R tracked loading
0.875
Ordinate under tail end of load is = *(22-2.75-4.57) = 0.667
22−2.75
0.875+0.667
Positive maximum S.F = 99.83 * ( )*4.57= 351.748 kN
2

𝟐𝑳
C) At = 5.5 m
𝟖

Figure 34 ILD for shear force at 5.5m due to Class 70R tracked loading
0.75
Ordinate under tail end of load is = *(22-5.5-4.57) = 0.542
22−5.5
0.75+0.542
Positive maximum S.F = 99.83 * ( )*4.57= 294.72 kN
2

𝟑𝑳
D) At = 8.25 m
𝟖

Figure 35 ILD for shear force at 8.25m due to Class 70R tracked loading
0.625
Ordinate under tail end of load is = *(22-8.25-4.57) = 0.417
22−8.25
0.625+0.417
Positive maximum S.F = 99.83 * ( )*4.57= 237.693 kN
2

60
5.5 Reaction of girder 1 from class 70R bogie loading

Figure 36 Arrangement of IRC Class 70R Bogie Vehicle

Using Courbon’s method to find maximum moment in girder A
2w1 0.43∗2.8∗3𝐼
RA = +[1+ ]= 0.82 w1
3 𝐼(2.82 + 2.82 )

Wheel load with RF, IF& FOS = 100*0.82*1.16*1.5 = 142.72 kN

Bending moment
A) At mid span

Figure 37 ILD for moment at mid span due to Class 70R Bogie loading
𝑧(𝑙−𝑧 ) 11∗11
Maximum ordinate 𝑦𝑐 = = = 5.5
𝑙 22
5.5
And ordinate at tail = *9.78 = 4.89
11
Maximum moment at c= 142.72(5.5+4.89) =1482.8608 kN-m

61
 𝟑𝑳
B) At = 8.25 m
𝟖

Figure 38 ILD for moment at 8.25m due to Class 70R Bogie loading
𝑧(𝑙−𝑧 ) 8.25∗13.75
Maximum ordinate 𝑦𝑐 = = = 5.15625
𝑙 22
5.15625
And ordinate at tail = *12.53 = 4.69875
13.75

Maximum moment at c = 142.72(5.156+4.699) =1406.469 kN-m

𝟐𝑳
C) At = 5.5 m
𝟖

Figure 39 ILD for moment at 5.5m due to Class 70R Bogie loading
𝑧(𝑙−𝑧 ) 5.5∗16.5
Maximum ordinate 𝑦𝑐 = = = 4.125
𝑙 22
4.125
And ordinate at tail = *15.28 = 3.82
16.5
Maximum moment at c= 142.72(4.125+3.82) =1133.9104kN-m

𝑳
D) At 𝟖 = 2.75 m

Figure 40 ILD for moment at 2.75m due to Class 70R Bogie loading

62
 𝑧(𝑙−𝑧 ) 2.75∗19.25
Maximum ordinate 𝑦𝑐 = = = 2.406
𝑙 22
2.406
And ordinate at tail = *18.03 = 2.254
19.25
Maximum moment at c= 142.72(2.406+2.254) =665.006 kN-m

Shear Force
A) At support

Figure 41 ILD for Shear Force at support due to Class 70R Bogie loading
1
Ordinate at tail = *20.78 = 0.945
22
Positive maximum S.F = 142.72 * (1+0.945) = 277.526 kN

𝑳
B) At = 2.75 m
𝟖

Figure 42 ILD for Shear Force at 2.75m due to Class 70R Bogie loading
0.875
Ordinate at tail = *18.03 = 0.819
19.25
Positive maximum S.F = 142.72 * (0.875+0.819) = 241.846 kN

𝟐𝑳
C) At = 5.5 m
𝟖

Figure 43 ILD for Shear Force at 5.5m due to Class 70R Bogie loading

63
 0.75
Ordinate at tail = *15.28 = 0.695
16.5
Positive maximum S.F = 142.72 * (0.75+0.695) = 206.166 kN

𝟑𝑳
D) At = 8.25 m
𝟖

Figure 44 ILD for Shear Force at 8.25m due to Class 70R Bogie loading
0.625
Ordinate at tail = *12.53 = 0.569
13.75
Positive maximum S.F = 142.72 * (0.625+0.569) = 170.486 kN

5.6 Total Design load due to Dead load and live load
Bending moment

S.N Position Dead load Class A Class Class 70R Total

At Live load 70R Bogie (kNm)
tracked load
load

1 Midspan 3564.7315 1998.7601 2248.609 1482.86 5813.340

4𝐿
(8)

2 3𝐿 3346.279 1975.65225 2110.434 1406.469 5456.713

8

3 2𝐿 2673.548 1648.5074 1686.566 1133.91 4360.114

8

4 𝐿 1555.226 979.525 989.2554 665.006 2544.481

8

5 support 0 0 0 0 0

64
Shear force

S.N Position Dead load Class A Class Class Total (kN)

At Live load 70R 70R
tracked Bogie
load load

1 Midspan 0 0 0 0 0
4𝐿
(8)

2 3𝐿 152.376 201.362 237.692 170.486 390.068

8

3 2𝐿 320.907 278.8554 294.72 206.166 615.627

8

4 𝐿 489.258 356.1909 351.748 241.846 841.006

8

5 support 641.815 428.5531 408.319 277.526 1105.134

5.7 Design of longitudinal Reinforcement

Design of main girder
Thickness of slab of design section:
225 mm = 0.225 m
Effective width of flange of girder
(𝑏𝑒𝑓 )
(Refer IRC 21 clause 305.15.2)
1
bef = bw+ 5*l0 (T-beams)
Figure 45 Actual Section
bw= thickness of the web for beams (T-
beam & slab)
lo= distance between points of zero
moments
Then;
1
Bef= 0.325+ *22 = 4.72 ≥ bactual
5
∴ bactual = 2.8 m = 1.4 m on each side of
Figure 46 Effective section of end
girder longitudinal girder
0.4
Actual width on left side of outer girder = 1.2+ = 1.4 m
2
S0; adopting bef= 2*1.4 = 2.8 m

65
Calculation of Equivalent Flange Depth (𝐃𝐟 )
Average thickness of left part of the slab
0.9∗0.225+0.3∗0.275
𝑡1 = = 0.2375m
0.9+0.3

Average thickness of left part of the slab

0.15∗0.15+1.05∗0.238
𝑡2 = = 0.227m
0.15+1.05

0.2375+0.227
Equivalent Flange Depth (Df ) = = 0.23225m = 232.35mm
2

Design of section for Bending:

32
Effective Depth (d) = 1600-40-32-32- = 1480 mm
2

A) Midspan;
Calculation of the Depth of Neutral axis:
Mu= 0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (d-0.416xu)
Or, 5688.043*106 = 0.36*25*2800*xu*(1480-0.416xu)
On solving, we get;
∴ xu= 155.284 mm < 232.25 mm
(Hence; N.A lies in the flange)

Calculation of Reinforcement: Annex: G clause 38.1 of IS 456:2000

𝑓𝑦 𝐴𝑠𝑡
Mu= 0.87 𝑓𝑦 𝐴𝑠𝑡 d ( 1 - )
𝑏𝑑𝑓𝑐𝑘
𝐴𝑠𝑡 ∗500
Or, 5813.340*106 = 0.87*500*𝐴𝑠𝑡 *1480(1 - )
2800∗1480∗25
∴Ast= 9461.8037 m𝑚2
Provide 32 mm 𝜙 bars.
9461.8037
No. of bars = 322
= 11.765 ≃ 14
𝜋∗
4

Take 14 no of 32 mm 𝜙 bars.
322
Ast, provided = 𝜋 ∗ ∗ 14 = 11259.468 m𝑚2
4

Provide 3 layers of 32 mm 𝜙 bars.

Provide 3 no. of 20 mm 𝜙 bars in compression.

66
∴Provide 3 layers of 14 no of 32 mm 𝜙 bars in tension zone & 3 no. of 20 mm
𝜙 bars in the compression zone.

Figure 47 Reinforcement at mid span

Check for deflection:-

𝐿
= 𝛼 𝛽 𝛾 𝛿 𝜆 (IS 456: 2000, clause 23.2.1)
𝑑
𝐿 22000
Here, 𝑑 = =14.8649
1480
Then; 𝛼= 20 for simply supported
10
𝛽 = 22 = 0.4545 (for span > 10m)
𝐴𝑠𝑡 ,𝑟𝑒𝑞 9461.8437
𝑓𝑠 = 𝑓𝑦 *0.58* = 500*0.58* = 243.699
𝐴𝑠𝑡 ,𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 11259.468
𝐴𝑠𝑡 ,𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 11259.468
% of tension reinforcement = = = 0.0190 = 1.9%
𝑏𝑑 400∗1480
∴ 𝛾 = 0.85
202
𝐴𝑠𝑡 ,𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 𝜋∗
4
% of compression reinforcement = =
𝑏𝑑 400∗1480
=0.1592%
∴ 𝛿 = 1.04
𝑏𝑤 400
= = 0.1429
𝑏𝑓 2800

∴ 𝜆 = 0.80

Then;
𝛼 𝛽 𝛾 𝛿 𝜆 = 20*0.4545*0.85*1.04*0.80 = 6.004
𝐿
Hence; 𝑑 > 𝛼 𝛽 𝛾 𝛿 𝜆 (failed)

Thus, it has failed deflection, so now we use theoretical deflection criteria.

67
Calculation of theoretical deflection criteria:-
At mid span:
Factored B.M due to DL = 3564.7315 kN-m
Factored B.M due to LL = 2248.609 kN-m
Assuming overall safety factor of DL = 1.35 & LL = 1.5
3564.7315
Service DL = = 2640.54 kN-m
1.35
2248.609
Service LL = = 1499.07 kN-m
1.5
∴ Total service live load = 4139.61 kN-m
322
Ast, provided = 14*𝜋 ∗ = 11259.468 m𝑚2
4
Total deflection of a simply supported beam is given by
Δ = Δe + Δs +Δc
I. Elastic deflection :-
5𝑤𝑙 4 5𝑀𝑙 2 𝑤𝑙 2
Δe= = (∴Mmax= )
384𝐸𝐼 48𝐸𝐼 8

E = Ec = modulus of elasticity of concrete = 4500 √𝑓𝑐𝑘 = 4500 √25

=22500N/mm2

cr = 0.7 √𝑓𝑐𝑘 = 0.7 √25 = 3.5 N/mm2

Figure 48 Simplified Section of T-beam

𝜎𝑐𝑟 ∗ 𝐼𝑔𝑟
Mcr =
𝑦𝑡
Σ𝑦𝑖 ∗ 𝐴𝑖 {(1487.5∗63000)+(687.5∗550000)}
yc= yt= = = 1114.6186 mm
Σ𝐴𝑖 (630000+550000)

And, MOI of T section 𝐼𝑡𝑜𝑡𝑎𝑙 = ∑( Ii+Ai*di2)

2800∗2253 400∗13753
=( +630000*372.88142 ) + ( +550000*427.11862 )
12 12

MOI = 2.7724*1011 m𝑚4

68
 𝜎𝑐𝑟 ∗ 𝐼𝑔𝑟 3.5∗2.7724∗1011
Then; Mcr = = = 87.06*107 kN-m
𝑦𝑡 1114.6186

Modulus of elasticity of steel (𝐸𝑠 ) = 2*105 Nm𝑚2

𝐸𝑠 2∗105
∴ Modular ratio (m) = = = 8.88
𝐸𝑐 22500

Effective depth (d) = 1480 mm

Depth of neutral axis using elastic theory from cracked section
225 𝑥
(2800-400)*225*(x- ) + 400*x* = m*𝐴𝑠𝑡 *(1480-x)
2 2
∴ x= 275.5358 mm
Then; moment of inertia of cracked section is given by:
400∗275.53583 (2800−400)∗2253
𝐼𝑐𝑟 = + + (2800-400)*225*(275.5358-
3 12
112.5)2+8.88*9650.9726*(1480-275.5358)2
∴ 𝐼𝑐𝑟 = 1.43749*1011 m𝑚4
Then;
𝐼𝑐𝑟
I= 𝐼𝑒𝑓𝑓 = 𝑀𝑐𝑟 𝑍 𝑥 𝑏
1.2− ∗ (1− ) 𝑤
𝑀 𝑑 𝑑 𝑏𝑓

Where,
𝑥 275.5358
z = lever arm = d- (elastic theory) = 1480- = 1388.1547 mm
3 3
So;
1.43749∗1011
I= 87.06∗107 1388.1547 275.5358 400
= 1.2217*1011 m𝑚4
1.2− ∗ (1− )
4065.3087∗106 1480 1480 2800

Here;
𝐼𝑒𝑓𝑓 < 𝐼𝑐𝑟 , so adopting 𝐼𝑒𝑓𝑓 =𝐼𝑐𝑟 = 1.437*1011 m𝑚4
i. Deflection due to Dead load:
From above calculation:
Igross = 2.77*1011 mm4
Icrack section = 1.43749*1011 mm4
Icalculated eff = 1.2217*1011 mm4
So; adopt Ics > Ical, eff
So; Ieff = Ics = 1.43749*1011 mm4
a) Due to UDL portion
5𝑤𝑙 4 5𝑀𝐿2
(δDL)UDL = =
384𝐸𝑐 𝐼𝑒𝑓𝑓 48𝐸𝐼
𝑤𝑙 2 55.475∗222
M= = = 3356.2375 kN-m
8 8

69
 3356.2375
Working moment = = 2486.101 kN-m
1.35
5∗2486.101∗220002 ∗106
(δDL)UDL = =38.75 mm
48∗22500∗1.43749∗1011

b) Due to Point Load (dead load of cross-beam)

𝑝𝑙3 36𝑎 𝑎
(δDL)point = 48𝐸𝐼 [ − 288 ∗ ( 𝑙 )3 + 1]
𝑙
15.795
Working point Load (p) = =11.7w
1.35
Here, the formula is derived for this specific case and not a general
formula where, a = spacing of cross girder
11.7∗103 ∗220003 36∗4400 4.4
(δDL)point = [ − 288 ∗ ( )3 + 1]
48∗22500∗1.43749∗1011 22000 22
(δDL)point = 4.7329 mm
Total dead load deflection δDL = 38.75+4.7329
⸫ δDL= 43.48 mm

ii. Deflection due to Live load:

𝑤𝑎𝑙 4
(δLL)UDL = ; where a=4570 mm
60𝐸𝐼
99.83
Working UDL w = =66.553 kN/m
1.5
66.553∗4570∗220003
(δLL)UDL = =16.69mm
60∗22500∗1.437∗1011
⸫ For dead load deflection of 43.48 mm in main girder, pre-camber is
provided during construction of girder [IRC 112.2011, clause 12.4.1]
And, Total deflection is 26.4869 mm which is within the permissible
deflection.
𝐿 22000
i.e. = = 27.5mm (>26.4869mm) [IRC 112.2011, clause
800 800
12.4.1(z)]
II. Shrinkage deflection :-
Δs= 𝐾3 * 𝑙 2 *𝜓𝑠
𝐾3 = 0.125 for simply supported members
𝐸
𝜓𝑠 =shrinkage curvature = 𝐾4 * 𝐷𝑠

L= 22000mm
Es= ultimate shrinkage strain of concrete
=0.003 as per clause 6.2.4.1 of IS 456:2000
D = total depth of section = 1600mm
100∗𝐴𝑡 100∗11259.468
P t= = = 1.9019
𝑏𝑑 400∗1480

70
 202
100∗𝐴𝑐 100∗3∗𝜋 ∗
4
P c= = = 0.1592
𝑏𝑑 400∗1480
Then;
𝑃𝑡 -𝑃𝑐 =1.742≥ 1
𝑃𝑡 −𝑃𝑐 1.742
So; adopting 𝐾4 =0.65* = 0.65* = 0.821≤1
√𝑃𝑡 √19019
𝐸𝑠 0.0003
Now; 𝜓𝑠 =shrinkage curvature = 𝐾4 * = 0.821* = 1.539*10−7
𝐷 1600
So;𝛥𝑠 = 𝐾3 * 𝑙 2 *𝜓𝑠 = 0.125*1.539*10−7 *220002 =9.31085mm

III. Creep deflection (annex C-6) :-

𝛥𝑐 =𝛥𝑐𝑖 -𝛥𝑐𝑠
Let us assume that the age of the concrete at loading is 28 days.
∴creep coefficient (𝜃) = 1.6
𝐸𝑐 22500
𝐸𝑐𝑒 = = = 8653.846 N/mm2
1+ 𝜃 1+ 1.6
𝐸𝑠 2∗105
Modular ratio (m) = = = 23.11
𝐸𝑐𝑒 8653.846

Let us recalculate𝐼𝑒𝑓𝑓 ;
225 𝑥
(2800-400)*225*(x- ) + 400*x* =23.11*11259.468*(1480-x)
2 2
∴ x= 495.749>225 mm
400∗ 495.73 (2800−400)∗2253
Icr = + + (2800-400) * 225 * (495.749-
3 12
112.5) + 23.11 * 1159.468 * (1480-495.7)2
2

∴ Icr= 3.499*1011 m𝑚4

𝐼𝑐𝑟
& I= Ieff = 𝑀𝑐𝑟 𝑍 𝑥 𝑏
1.2− ∗ (1− ) 𝑤
𝑀 𝑑 𝑑 𝑏𝑓

M = moment due to permanent load = service load = 2732.802 kN-m

Hence, putting
3.499∗1011
Ieff = 87.06∗107 1327.5383 495.749 400
= 2.92 * 1011 m𝑚4
1.2− ∗ (1− )
4139.61∗106 1480 1480 2800

𝑥 495.7
Here, z= lever arm = d- (elastic theory) = 1480- = 1314.76 mm
3 3

71
 5𝑀, 𝑙 2 5 2640.54∗106 ∗220002
Δci= = * (where, 𝑀, is due to
48𝐸𝑐𝑒 𝐼𝑒𝑓𝑓 48 8653.846∗3.499∗1011
permanent loads)
=43.966 mm
Δcs = (δDL) =43.48mm
Δc=Δci-Δcs=43.966-43.48= 0.486 mm
Total deflection of a simply supported beam is given by
Δ = Δe + Δs +Δc = 16.69+9.31095+0.486 = 26.4869 mm
𝐿 22000
Total permissible deflection = = = 27.5 mm [IRC 112:2011,
800 800
clause 12.4.1]
𝐿
Actual deflection <800

Hence, 3 layers of 14 numbers of 32mm 𝜙 bars in tension zone & 3

layers of 20 mm 𝜙 bars in the compression zone.

Check for crack width: -

Modulus of elasticity of steel (𝐸𝑠 ) = 2*105 𝑁/m𝑚2
Modulus of elasticity of concrete (𝐸𝑐 ) = 4500 √25 = 22500 𝑁/m𝑚2
𝐸𝑠 𝐸𝑠 2∗105
=m= = = 17.78
𝐸𝑐𝑒 0.5∗𝐸𝑐 0.5∗22500

Effective depth (d) =1600-40-32-32-16=1480 mm

𝐼𝑔𝑟 = 2.7724*1011 mm4
Calculation of depth of neutral axis of cracked section
225 𝑥
(2800-400)*225*(x- )+400*x*2 =m.𝐴𝑠𝑡 *(1480-x)
2

∴ x= 431.9428 mm
Then,
400∗ 431.94283 (2800−400)∗2253
𝐼𝑐𝑟 = + +(2800 − 400) ∗
3 12
225*( 431.9428 − 112.5) +17.78*11259.468*(1480 − 495.749)2
2

∴ 𝐼𝑐𝑟 = 2.3843*1011 m𝑚4

M = 4139.61 kN-m
𝑀(𝑑−𝑥)
Strain in concrete at the level of steel (𝜖𝑑 ) =
𝐸𝑐𝑒 ∗𝐼𝑐𝑟
4139.61∗106 ∗(1480−431.9428)
= = 0.001617
0.5∗22500∗2.3843∗1011

72
 Strain in concrete at the outer most tension face
𝜖𝑑 1600−431.9428
=
0.00146 1480−431.9428
𝜖𝑑 = 0.001627 =𝜖1
(a) Width of crack directly under a bar on tension face of concrete
𝑎𝑐𝑟 = Cmin = 40 mm
a'= 1600 mm
d = 1480 mm
X = 431.9428 mm
b= 600 mm
𝑏𝑓 ∗(a′ −𝑥)∗(𝐷−𝑥)
Average strain 𝜖𝑚 = 𝜖1 - (IS 456 Annex F)
3 𝐸𝑠 ∗𝐴𝑡 (𝑑−𝑥)
600(1600−431.9428)∗(1600−431.9428)
=0.0016-
3∗2∗105 ∗11259.468∗(1480−431.9428)

𝜖𝑚 =0.001511
Crack width (w) = 3𝑎𝑐𝑟 *𝜖𝑚 = 3*40*0.001511= 0.18132 mm
(b) Width of crack at a point on the tension face mid way between two
bars

𝑎𝑐𝑟 = √562 + 58.52 -16 = 64.983 mm

Distance from the point considered to
the surface of the nearest longitudinal
bar.
Then, 𝜖𝑚 = .001511 as before
3∗64.983∗0.001511
∴ Crack width (w) = 63.196−40
1+2∗[ ]
1600−431.9428

∴ w= 0.2825 mm
(c) Width of crack at bottom corner:-
𝑎𝑐𝑟 =√562 + 562 -16 = 63.196 mm
3∗63.196∗0.001511
∴ Crack width (w) = 63.196−40
1+2∗[ ]
1600−431.9428

∴ w= 431.9428mm
According to IS 456 clause 35.3.2
Allowable crack width = 0.3 mm for normal environment, Hence
Design is safe in crack.

73
 𝟑𝑳
B) At = 8.25
𝟖

Consider 3 layers of 32 mm 𝜙
32
d= 1600-40-32-32- = 1480 mm
2
Assuming 𝑥𝑢 =𝐷𝑓
𝑀𝑢 = 0.36𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 (d-0.416𝑥𝑢 )
Or, 5456.713*106 = 0.36*25*2800*𝑥𝑢 *(1480-0.416𝑥𝑢 )
On solving, we get;
∴ 𝑥𝑢 = 152.877 mm < 225 mm
(Hence; N.A lies in the flange)
Hence 0.46*d = 0.46*1480= 680.8 mm > 𝑥𝑢
Hence the section is under reinforced section.
Calculation of reinforcement
0.36 𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 0.36∗25∗2800∗152.877
𝐴𝑠𝑡 = = = 8856.3227 mm2
0.87 𝑓𝑦 0.87∗500

Provide 32 mm 𝜙 bars.
8856.33
No. of bars = 322
= 11.011 ≃ 14
𝜋∗
4

Take 14 no of 32 mm 𝜙 bars in 3 layers.

Minimum reinforcement:- [IRC 21, clause 305.19]
Ast, min = 0.2% of bd = 0.2%*400*1480= 1184 mm2
Ast, provided =11259.468 m𝑚2 > Ast, min (ok)
Maximum reinforcement, Ast, max= 2.5% of bd = 2.5%*400*1480
=14800 mm2> Ast, provided (ok)
14∗𝜋∗322
% of reinforcement provided = =1.9019 %
4∗400∗1480

Figure 49 Reinforcement at 3L/8

74
 𝟐𝑳
C) At = 5.5
𝟖

Consider 2 layers of 32 mm 𝜙
d= 1512 mm
Assuming xu= Df
Mu= 0.36fck bf xu (d-0.416xu)
Or, 4415.4694*106 = 0.36*25*2800* xu *(1512-0.416 xu)
On solving, we get;
∴ xu = 119.835 mm < 225 mm
(Hence; N.A lies in the flange)
Hence 0.46*d = 0.46*1480= 695.52 mm > xu
Hence the section is under reinforced section.
Calculation of reinforcement
0.36 𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 0.36∗25∗2800∗119.835
Ast = = = 6942.165 mm2
0.87 𝑓𝑦 0.87∗500

Provide 32 mm 𝜙 bars.
6942.165
No. of bars = 322
= 8.6319
𝜋∗
4

Provide 10 no. of 32 mm 𝜙 bars in 2 layers.

Minimum reinforcement
𝑏𝑑 1512
Ast, min = 0.85* = 0.85*400* = 1028.16 mm2
𝑓𝑦 500

Ast, provided =8042.477 mm2 > Ast, min (ok)

Maximum reinforcement, Ast, max = 0.04 bD = 0.04*400*1600
=25,600 mm2 > Ast, provided (ok)
% of reinforcement provided = 1.329 %

Figure 50 Reinforcement at 2L/B

75
 𝑳
D) At 𝟖= 2.75 m

Consider 2 layers of 32 mm 𝜙
d= 1512 mm
Assuming xu =𝐷𝑓
Mu= 0.36fck bf xu (d-0.416𝑥𝑢 )
Or, 2589.242*106 = 0.36*25*2800* xu *(1512-0.416*xu)
On solving, we get;
∴ xu= 69.275 mm < 225 mm
(Hence; N.A lies in the flange)
Hence 0.46*d = 0.46*1480= 695.52 mm > xu
Hence the section is under reinforced section.
Calculation of reinforcement
0.36 𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 0.36∗25∗2800∗69.275
𝐴𝑠𝑡 = = = 4013.1724 mm2
0.87 𝑓𝑦 0.87∗500

Provide 32 mm 𝜙 bars.
4013.1724
No. of bars = 322
= 4.9899
𝜋∗
4

Take 7 no of 32 mm 𝜙 bars in 2 layers.

Minimum reinforcement
𝑏𝑑 1512
Ast, min = 0.85*𝑓 = 0.85*400* = 1028.16 mm2
𝑦 500

Ast, provided =5629.734 mm2 > Ast, min (ok)

Maximum reinforcement, Ast, max = 0.04 bD = 0.04*400*1600
=25,600 mm2> Ast, provided (ok)
% of reinforcement provided = 0.9308 %

Figure 51 Reinforcement at L/8

76
5.8 Design of section for shear
1. At support
𝑉𝑢 1105.5689∗103
Nominal shear stress (𝜏𝑢𝑣 ) = = = 1.8179 N/ mm2 (IS
𝑏𝑤 .𝑑 400∗1512
456:2000 clause 40.1)
Now, τuc, max = 3.1 N/ mm2 for grade M25 (Table 20)
Pt% = 0.9308 %
From Table 20 of IS 456:2000
(0.64−0.57)
τuc =0.57+ (1−0.75)
*(0.9308-0.75) = 0.620624 N/ mm2

τuc < τuv < τuc, max , hence shear reinforcement is needed.
Taking 2 legged vertical stirrups of 10 mm 𝜙.
Shear strength of shear reinforcement (τuc) = τuv - τuc =1.8279-0.6206= 1.2073
N/mm2
Vus=1.2073*400*1512 = 730175.04 N
Spacing of shear reinforcement (Sv) is given by
102
0.87 𝑓𝑦 𝐴𝑠𝑣 ∗𝑑 0.87∗415∗2∗𝜋∗ ∗1512
4
Sv= = = 117.4389 mm
𝑉𝑢𝑠 730175.04

Spacing ≃ 110 mm
Check for minimum reinforcement:
0.4∗𝑏𝑤 ∗𝑆𝑣 0.4∗400∗110
Asv, min ≥ = = 48.7467 < Asv (ok)
0.87 𝑓𝑦 0.87∗415

102
Asv =2*𝜋 ∗ = 157.0796 mm2
4

Provide 10 mm 𝜙 2 legged vertical stirrups @ 110 mm c/c.

Figure 52 Shear Reinforcement at Support

77
 𝑳
2. At 𝟖
𝑉𝑢 862.4339∗103
Nominal shear stress (τuv) = = = 1.42598 N/mm2 (IS
𝑏𝑤 .𝑑 400∗1512
456:2000 clause 40.1)
Now, τuc, max = 3.1 N/mm2 for grade M25 (Table 20)
𝑃𝑡 % = 0.9308 %
From Table 20 of IS 456:2000
(0.64−0.57)
τuc =0.57 + (1−0.75)
*(0.9308-0.75) = 0.620624 N/ mm2

τuc < τuv < τuc, max, hence shear reinforcement is needed.
Taking 2 legged vertical stirrups of 10 mm 𝜙.
Shear strength of shear reinforcement (τus) =τuv - τuc =1.42598-0.6206
= 0.8054 N/ mm2
Vus=0.8058*400*1512 = 487095.02 N
Spacing of shear reinforcement (Sv) is given by
0.87 𝑓𝑦 𝐴𝑠𝑣 ∗𝑑 0.87∗415∗157.0796∗1512
Sv= = = 176.0456254 mm
𝑉𝑢𝑠 487095.02

Spacing ≃ 160 mm
Check for minimum reinforcement:
0.4∗𝑏𝑤 ∗𝑆𝑣 0.4∗400∗160
Asv, min ≥ = = 90.9043 mm2 < Asv (ok)
0.87 𝑓𝑦 0.87∗415
102
Asv =2*𝜋 ∗ = 157.0796 mm2
4

⸫Provide 10 mm 𝜙 2 legged vertical stirrups @ 160 mm c/c.

Figure 53 Shear Reinforcement at L/8 from support

78
 𝟐𝑳
3. At 𝟖

𝑉𝑢 611.0854∗103
Nominal shear stress (τuv) = = = 1.01039 N/mm2 (IS
𝑏𝑤 .𝑑 400∗1512
456:2000 clause 40.1)
Now, τuc, max = 3.1 N/ mm2 for grade M25 (Table 20)
𝑃𝑡 % = 1.329 %
From Table 20 of IS 456:2000
(0.74−0.7)
τuc =0.7+ *(1.329-1.25) = 0.71264 N/ mm2
(1.5−1.25)

τuc < τuv < τuc, max , hence shear reinforcement is needed.
Taking 2 legged vertical stirrups of 10 mm 𝜙.
Shear strength of shear reinforcement (τus) = τuv -τuc =1.011039-
0.71264=0.29775 N/ mm2
Vus =0.29775*400*1512 = 180079.2 N
Spacing of shear reinforcement (Sv) is given by
0.87 𝑓𝑦 𝐴𝑠𝑣 ∗𝑑 0.87∗415∗157.0796∗1512
Sv= = = 476.1846 mm
𝑉𝑢𝑠 180079.2

The code requires that 300𝑚𝑚 ≮ Sv

0.75d = 0.75*1512=1134 mm ≮ Sv
So, Sv= 300mm
⸫Provide 10 mm 𝜙 2 legged vertical stirrups @ 300 mm c/c.

Figure 54 Shear Reinforcement at 2L/8 from support

79
 𝟑𝑳
4. At 𝟖

𝑉𝑢 375.3747∗103
Nominal shear stress (τuv) = = = 0.634079 N/ mm2 (IS
𝑏𝑤 .𝑑 400∗1480
456:2000 clause 40.1)
Now, τuc, max = 3.1 N/ mm2 for grade M25 (Table 20)
𝑃𝑡 % = 0.1.63 %
From Table 20 of IS 456:2000
(0.78−0.74)
τuc =0.74+ *(1.63-1.50) = 0.7608 N/ mm2
(1.75−1.50)

τuc > τuv & τuv < τuc, max , hence number of shear reinforcement is needed.
0.87 𝑓𝑦 𝐴𝑠𝑣 ,𝑚𝑖𝑛 0.87∗415∗157.0796
Sv = = = 354.4599 mm
0.4∗𝑏𝑤 0.4∗400

The code requires that 300𝑚𝑚 ≮ Sv

0.75d = 0.75*1480=1110 mm ≮ Sv
So, Sv = 300mm.
⸫Provide 10 mm 𝜙 2 legged vertical stirrups @ 300 mm c/c.

Figure 55 Shear Reinforcement at 3L/8

80
5.9 Detailing of reinforcement
(a) Curtailment of main reinforcement bar:
Length of extension of bar beyond theoretical cut off point
Ld = α1α2𝐿𝑜 = α1α2n 𝜙
α1=0.7 for bars with end hooks [IRC 21 clause 304.6.2.2]

Figure 56 Bar in Bonding Zone I-favorable

𝐴𝑠𝑡,𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 4013.1724
α2= = = 0.7128 at support
𝐴𝑠𝑡,𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 5629.734

n = 56 from table 12 of IRC 21

𝜙= 32 mm
Then, Ld= 0.7*0.7128*56*32 = 894.136 mm
2
Extension of bar beyond the face of support =3*894.136 = 596.09088 mm

Also;
For bars with end hooks (Ld, min) = 6 𝜙 or 150 mm whichever is greater
=192mm
⸫Provide length of extension bars as 650 mm from the face of the support.

Figure 57 Length of extension

bar at support from face

81
 𝑳
At 𝟖 =2.75m
4013.1724
Ld = α1α2n 𝜙= 1* 5629.734 *56*32 = 1277.432 mm

Minimum length of extension required (Ld,min )= 612 or 300 = 384mm or 300mm

whichever is greater.
∴Ld,min = 384 mm
∴Provide length of extension bars as 1300 mm from theoretical cut off point.

𝟐𝑳
At =5.5m
𝟖

6942.165
Ld = α1α2n 𝜙 = 1*8042.477*56*32 = 1546.8318 mm

∴Provide length of extension bars as 1550 mm from cut off point.

𝟑𝑳
At =8.25m
𝟖

8995.7627
Ld = α1α2n 𝜙 = 1* 9650.973 *56*32 = 1670.34 mm

∴Provide length of extension bars as 1680 mm from cut off point.

Side face reinforcement:- [IS 456:2000 Clause 26.5.1.3]
0.1
Ast, min = 0.1% of web area = 100*1480*400 = 592 mm2

Provide 10 mm 𝜙
102
Ast= 𝜋 ∗ = 78.5398 mm2
4
592
No. of bars = = 7.53 =10
78.5398
Provide 5-10 mm 𝜙 on each face of the web at equal spacing.
1600−225−400
Spacing between each bars = = 243.75 mm
5−1

∴Taking Sv = 245 mm & Smax ≯ 300 mm or bw = 400mm

82
6 STRUCTURAL ANALYSIS AND DESIGN OF CROSS GIRDER

6.1 Intermediate cross girder

Analysis of Intermediate Cross Girder due to dead & live load:
a) Calculation of Dead loads
i) Load due to self weight of slab and wearing coat, which acts on
contributing area of triangular shape
1
Self weight of wearing course = 2*2*2.8*1.4*0.08*22*1.75=12.076 kN
1
Self weight of slab= 2*2*2.8*1.4*0.225*25*1.35=29.767 kN/m

Total = 41.8411 kN
41.84
Uniformly distributed load = = 14.9429 kN/m
2.8

C.G = Cross Girder

Figure 58 Self load of slab on intermediate cross girder

ii) Load due to self weight of fillet and cross beam which acts as uniformly
distributed load
1
Self weight of fillet = 2*2* 0.1*0.3*1.35*25 = 1.0125 kN/m

Self weight of cross beam = 0.3*0.975*25*1.35= 9.8719 kN/m

Total = 1.0125+9.8719 = 10.8844 kN/m

Figure 59 Dead load on intermediate cross girder

83
 Total load on cross girder = 14.9429 + 10.8844= 25.8273 kN/m
Assuming the cross girder to be rigid,
25.8273∗2.8∗2
Reaction on each cross girder = = 48.21096 kN
3

Figure 60 Loads on Cross Section

b) Calculation of live load for class A

For maximum B.M in the cross girder, the loads of IRC class A should be
placed as shown in fig.
Load coming on cross girder = 57kN
Assuming the cross girder as rigid, reaction on each longitudinal girder is
4∗57
= 76kN
3

∴Design reaction on each girder (after FOS and I.F) = 1.5*76*1.1607

= 132.3198 kN

c) Maximum B.M in cross girder:-

Figure 61 Position of live loads for maximum BM in cross girder

Maximum B.M occurs at midpoint between main girders

∴B.M maximum = 132.3198*1.4-(57*1.5*1.1607*0.9) = 95.9319 kN-m
Total Designed B.M = 95.9319+42.18459= 138.116445 kN-m
Live load shear including impact & FOS = 76*1.5*1.1607 = 132.3198 kN
Dead load shear = 48.21096 kN
Total Designed shear =132.3198+48.21096 = 180.53076

84
d) Calculation of live load For Class 70R
For maximum B.M in C.G, the load of IRC 70R tracked should be placed
as shown in figure.
4.4−0.9
Load coming on cross girder = [350( )] = 278.409 kN
4.4

Assuming Cross Girder as rigid,

2∗278.409
Reaction on each longitudinal girder = [ ] = 185.506 kN
3

Reaction including FOS & impact = 185.606*1.5*1.1 = 306.2499 kN

Live load maximum B.M in cross girder under the load = 306.2499*1.77
= 542.06kN-m
1.772
Dead load B.M at 1.77m from support = 48.21096*1.77-(25.8273* )
2
= 44.876kN-m
Total Design B.M = B. MLL+B. MDL = 542.06 + 44.876 = 586.936 kN-m
Live load shear including FOS & IF = 306.2499 kN
Dead load shear = 48.21096 kN
Therefore, total design shear = 306.2499+48.21096 = 354.4608 kN

e) Calculation of live load For Class 70R Wheel Bogie

B.M and S.F due to bogie are less than 70R tracked so in our design we
have to consider only maximum B.M & S.F. So, it isn’t considered here.

Table 8 Calculated maximum SF and BM for intermediate cross girder

Maximum SF(kN) Maximum B.M(kN-m)

Due to
Dead load 48.21096 44.876
132.3198 95.9319
Class A
70R tracked 306.2499 542.06
354.4608 586.936
Total

85
Design of intermediate Cross Girder:
Effective width of flange of girder (bef) [Refer IRC 214 305.15.2]
1
bef = bw + * 𝑙0 (T-beams)
5
1
∴bef =0.3+ * 2.8 = 0.86 < bactual (i.e. 4.4m)
5
20
Effective depth (d) = 1200-40- = 1150 mm
2
a) Calculation of depth of N.A
Assuming xu=Df
Mu = 0.36 fck bf xu (d-0.416xu)
Or, 586.936*106 = 0.36*25*0.86*1000*xu*(1150-0.416xu)
On solving, we get;
∴ xu = 67.593 mm <Df (225 mm)
(Hence; N.A lies in the flange)
Also, we know for fe 500;
Hence, xu, max = 0.46*d = 0.46*1150= 529 mm > xu
Hence the section is under reinforced section.
b) Calculation of reinforcement
As per IS 456 clause 26.5.1.1; minimum reinforcement
0.2
Ast, min = 0.2% of bd = 1150*300* = 690 mm2
100
Now,
0.36 𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 0.36∗25∗0.86∗1000∗67.593
Ast= = = 1202.689 mm2 > 690mm2
0.87 𝑓𝑦 0.87∗500

Hence Provide Ast.

Provide 20 mm 𝜙 bars.
1202.689
No. of bars = 202
= 3.828 ≃4
𝜋∗
4

202
Ast, provided = 𝜋 ∗ *4= 1256.637 mm2
4
𝐴𝑠𝑡 1256.637∗100
% of reinforcement provided = = = 0.364 %
𝑏𝑤 ∗𝑑 300∗1150

86
c) Design of shear reinforcement:
𝑉𝑢 354.4608∗103
Nominal shear stress (τu) = = = 1.027 N/mm2 (IS
𝑏𝑤.𝑑 300∗1150
456:2000 clause 40.1)
Now, τc, max = 3.1 N/mm2 for grade M25 (Table 20)
𝑃𝑡 % = 0.364 %
From Table 20 of IS 456:2000
(0.49−0.36)
τuc =0.36+ *(0.364-0.36) = 0.362 N/mm2
(0.50−0.25)

τuc < τv & τv < τuc, max, hence shear reinforcement is needed.
Taking 2 legged vertical stirrups of 10 mm 𝜙.
Spacing of shear reinforcement (Sv) is given by
102
0.87 𝑓𝑦 𝐴𝑠𝑣 ∗𝑑 0.87∗415∗2∗𝜋∗ ∗1150
4
Sv= = = 284.2787 mm
𝑉𝑢,𝑛𝑒𝑡 (1.027−0.362)∗300∗1150

Sv, adopted = 250mm

Minimum shear reinforcement
0.4∗𝑏𝑤 ∗𝑆𝑣 0.4∗300∗250
Asv, min ≥ = = 83.09 mm2
0.87 𝑓𝑦 0.87∗415

102
Here, Asv, provided =2*𝜋 ∗ = 157.0796 mm2 > Asv, min (ok)
4

Provide 10 mm 𝜙 2 legged vertical stirrups @ 250 mm c/c.

Figure 62 Section of intermediate cross section

87
6.2 End Cross Girder
A) Analysis of End Cross Girder due to dead & live load:
a) Calculation of Dead loads
a. Load due to self weight of slab & wearing coat, which acts on contributing
area of triangular shape.
14.9429
Total = = 7.47145 kN/m (calculation of dead load from
2
intermediate cross girder)
b.Load due to self weight of fillet & cross beam which acts as uniformly
distributed load
1.0125
Self weight of fillet = = 0.50625 kN/m
2
Self weight of cross beam = 0.3*(0.775)*25*135=7.8469 kN/m
Total = 0.50625+7.8469 = 8.353 kN/m

∴ 𝑇𝑜𝑡𝑎𝑙 𝑙𝑜𝑎𝑑 𝑜𝑛 𝑐𝑟𝑜𝑠𝑠 𝑔𝑖𝑟𝑑𝑒𝑟 = 7.47145+8.353= 15.8246 kN/m

15.8246∗2.8∗2
Reaction on each cross girder = = 29.539 kN
3
Load coming on end cross girder = 57 kN
Assuming the end cross girder as rigid, reaction on each longitudinal main
4∗57
girder = [ ] =76 kN
3

∴Design reaction on each girder after IF & FOS =76*1.5*1.1607

=132.3198 kN

Figure 63 Self load of slab on end cross girder

88
b) Maximum B.M in end cross girder:-
B.M maximum due to live load = 95.9319 kN-m
Dead load BM at midpoint between main girder is BMmax= 29.539*1.4-
1.42
15.8246* =25.8468 kN-m
2

∴ Total Design BMmax = BMLL+BMDL= 95.9319 + 25.8468

=121.7787kN-m
LL shear including Impact & fos =76*1.5*1.1607 =132.3198 kN
DL shear = 29.539 kN
Total design shear = 132.3198+29.539 =161.8588 kN

Table 9 Calculated maximum SF and BM for end cross girder

Maximum SF(kN) Maximum BM(kN-m)

Due to
Dead load 29.539 25.8468
132.3198 95.9319
Class A
70R tracked 306.2499 542.06
335.7889 567.9068
Total

89
B) Design of End cross Girder:
1 1 2.8
Effect width of flange (bef) = bw+ *𝑙0 = 0.3+5* 2 < 𝑏𝑎𝑐𝑡𝑢𝑎𝑙 (2.2m)
𝜌
20
Effective depth (d) = 1000-40- 2 = 950 mm

a) Calculation of depth of neutral axis:

Assuming xu =Df
Mu= 0.36fckbfxu (d-0.416xu)
Or, 567.9068*106 = 0.36*25*0.58*1000*xu*(950-0.416xu)
On solving, we get;
∴ xu = 120.92 mm < Df( 225 mm )
(Hence; N.A lies in the flange)
Also, we know for fe 500;
Hence, xu, max = 0.46*d = 0.46*950= 437 mm > xu
Hence the section is under reinforced section.

b) Calculation of reinforcement
As per IS 456 clause 26.5.1.1; minimum reinforcement
0.2
Ast, min= 0.2%bd = 950*300* = 570 mm2
500
Now,
0.36 𝑓𝑐𝑘 𝑏𝑓 𝑥𝑢 0.36∗25∗0.58∗1000∗120.92
Ast = = = 1451.04 mm2 > 570mm2
0.87 𝑓𝑦 0.87∗500

Hence, provide Ast, min

Provide 20 mm 𝜙 bars.
1451.04
No. of bars = 202
= 4.618 ≃ 5
𝜋∗
4

202
Ast, provided = 𝜋 ∗ *5= 1570.796 mm2
4
𝐴𝑠𝑡 1570.796∗100
% of reinforcement provided = = = 0.551 %
𝑏𝑤 ∗𝑑 300∗950

90
c) Design of shear reinforcement:
𝑉𝑢 335.789∗103
Nominal shear stress (τu) = = = 1.178 N/mm2 (IS
𝑏𝑤.𝑑 300∗950
456:2000 clause 40.1)
Now, τc, max = 3.1 N/m𝑚2 for grade M25 (Table 20)
𝑃𝑡 % = 0.1821 %
From Table 20 of IS 456:2000
(0.57−0.49)
τuc =0.49 + *(0.551-0.50) = 0.506 N/ mm2
(0.75−0.50)

τuc < τv & τv < τuc, max, hence shear reinforcement is needed.
Taking 2 legged vertical stirrups of 10 mm 𝜙.
Spacing of shear reinforcement (Sv) is given by
102
0.87 𝑓𝑦 𝐴𝑠𝑣 ∗𝑑 0.87∗415∗2∗𝜋∗ ∗950
4
Sv = = = 281.317 mm
𝑉𝑢 ,𝑛𝑒𝑡 (1.178−0.506)∗300∗950

Sv, provided = 250mm

Minimum shear reinforcement
0.4∗𝑏𝑤 ∗𝑆𝑣 0.4∗300∗250
Asv, min ≥ = = 83.09 mm2
0.87 𝑓𝑦 0.87∗415

102
Here, Asv, provided =2*𝜋 ∗ = 157.0796 mm2> Asv, min (ok)
4

⸫Provide 10 mm 𝜙 2 legged vertical stirrups @ 250 mm c/c.

Figure 64 Section of end Cross-Girder

91
7 DESIGN OF ELASTOMERIC PAD BEARING
The design of elastomeric pad bearing is based on IRC: 83-2018 (part II).
i. Dead Load from Superstructure:-
Wt. of Wearing coat = 6×0.08×22×22.8 = 240.768kN
Wt. of Railing with post = (0.15×0.15*1*25*2*17) * (2*3*22.8*0.066)
=190125+9.04248
=28.168kN
Wt. of kerb = 0.325*1.2*22.8*25*2 = 444.6kN
Wt. of Cantilever slab = (0.15*1.2*22.8*2)*25 + (0.5*1.049*0.175*2*25*8)
= 309.837kN
Wt. of main slab = 0.225*6*22.8*25 = 769.5kN
Wt. of fillet in inner side of main beam = 4*½*0.1*0.3*22.8*2 =34.2kN
Wt. of fillet in cross beam = ½*0.1*0.3*4.8*10*25 = 18kN
Wt. of web of main beam = 0.4*1.375*22.8*3*25 = 940.5kN
Wt. of web of intermediate beam = 0.3*0.975*4.8*4*25=140.4kN
Wt. of web of end cross girder = 0.3*(0.975-0.2)-4.8*2*25 = 55.8kN
Hence, total dead load from superstructure = 2981.78KN
2981.7729
Dead load from superstructure on bearing = = 496.962 kN
6

ii. Live Load From Superstructure:-

Maximum live load impact on a = maximum reaction of main girder bearing
428.5531
= = 285.702kN
1.5
iii. Load due to braking effort of class A load [IRC:6-2017 clause 211.2.4a]:-
20
Braking load = * 2*(2*114+4*68+2*27) = 221.6 KN
100
The load due to breaking effort has been distributed to three fix (pin) elastomeric
bearing.
221.6
Horizontal Braking load on bearing (FbrH) = =73.87 KN
3
Braking load acts at 1.2 m above wearing coat point of application of Braking
load is (1.2+0.08+0.225+1.375) = 2.88 m from bearing. It induces vertical
reaction on bearing.
221.6∗2.88
Vertical reaction on a bearing due to Braking load (FbrH) = 22∗3
= 9.6698 KN

92
iv. Wind load:-[IRC 6, clause 209.3]
Wind load in traverse direction of bridge (Ft) = P2* A1*G* Cd
P2 = hourly mean wind pressure of bridge in N/m2
A1 = gust factor
Cd = drag coefficient depending on the geometric shape of bridge deck
From table 12
Height of Bridge ≤ 10m
Basic wind speed = 47 m/s [IRC 6, Figure 10]
Here,
Vz = hourly mean speed of wind of wind in m/s at height H
So;
47
Vz = 17.80*33 = 25.37𝑚/𝑠 [IRC 6, Clause 209.2]
47
Pz = 190.50*33 =386.43 N/m2

G = 2 for highway bridge up to a span of 150m.

𝑏 8.4
For 𝑑 = 1.6 = 5.25

CD =1.5*CD for single beam or box

=1.5*1.32 [2 ≤ b/d ≤ 6, 1.5 ≤ CD ≤ 1.3, interpolated]
=1.98
Area (A) = (1.6*22.8) + (0.15*1*17) + (22.8*0.065*3)
∴ A=43.376𝑚2
∴FwT = Pz* A1*G* Cd = 386.43*43.476*2*1.98 = 66529.706 N
∴FwT = 66.529706 kN
Wind load on transverse direction on a bearing (FwT) =66.529706/3
=22.176 kN
∴The longitudinal force on a bridge superstructure shall be taken as 25% of
transverse wind load
[IRC 6, clause 209.3.4]
(FWL) = 0.25FWT = 5.544 kN
Wind load in vertical direction of bridge (FWV) = Pz*A3*G*CL
Here,
Pz = Hourly mean wind speed in N/m2 at ‘H’ = 386.43 N/m2

93
A3 = Area of plan in m2 = 8.4*22.8 = 191.52 𝑚2
G = 2 For Highway Bridge up to span of 150 m
CL= Lift coefficient = 0.7
Then,
FWV= 386.43*191.52*2*0.75
= 111013.6104
= 111.0136 KN
111.𝑂136
Wind load in transverse direction on a bearing (FWV) = 6

= 18.50227 KN

v. Seismic load: [IRC 6, clause 218.5.1]

1 𝐼 𝑆𝑎
Seismic load: FSH= *z*( )*( )*w
2 𝑅 𝐺
Here, w = Dead load + Appropriate live load
And,
1 𝐼 𝑆𝑎
Ah = *z*( )*( )
2 𝑅 𝐺
R = Response reduction factor
R = 3 for bridge
R = 1 for abutment
Taking, Seismic zone: V
Soil strata: Hard Rock
Damping: 5% (RCC structure)
Bridge class: Normal
From borehole logbook, the corrected SPT value of BH1 ranges from (35 to 42) &
BH2 ranges from (35 to 40) therefore the soil has been classified as Type- I. Rock
of hard soil.
So,
Zone Factor: 0.36 for zone No: V
Seismic importance factor (I) = 1 [Clause 218.5.1.1]
𝑆𝑎
= Average response acceleration coefficient for 5% damping damping of load
𝐺
resisting elements depending up on the fundamental period of vibration T.
From class 218.5, fig 19:
𝑆𝑎
=2.5 (0.1 ≤ T ≤ 0.55, assuming)
𝐺
94
Response Reduction Factor (R) = 2 (IRC: 6-2017 Table 20)
Thus;
Ah = (0.36/2)*1/2*2.5 = 0.45/2 = 0.225
Dead load ‘W’ = 2981.7729KN in Longitudinal direction.
W = 2981.7729 + 221.6KN = 3203.3728KN in Transverse direction.
Horizontal seismic load in transverse direction (FsHT)
=0.225*3203.3729[clause 219.5.2]
=720.758 kN
Horizontal seismic load in longitudinal direction (FsHL)
=0.225*2981.7729
=670.89kN
∴Horizontal seismic load in transverse direction on a fixed (pined) bearing (FsHT)
720.758
=
3
=240.25kN
∴Horizontal seismic load in longitudinal direction on a fixed (pined) bearing
670.89
(FsHL) = =223.63KN
3

Vertical reaction due to seismic load on support of bridge (FsV)

Seismic load acts on CG of seismic weight. It creates additional vertical load on
bearing.
Consider CG of safe weight=1.2498 m from bearing
a) Vertical reaction on a bearing when seismic load acts in transverse direction
(FsVT)
From analysis it is seen that there is no reaction at intermediate support .
Vertical load on end girder are = 160.857 kN
C.G of seismic wt. =
(0.475∗1.2)∗1.76+(0.5∗1.049∗0.175)∗1.391+(0.4∗1.6)∗0.8+(0.2∗1.6)∗0.8+(2.4∗0.225)∗1.487
(0.475∗1.2)+(0.5∗1.049∗0.175)+(0.4∗1.6)+(0.2∗1.6)+(2.4∗0.225)
= 1.2498 m

b) Vertical reaction on a bearing when seismic force is along longitudinal

direction
670.89∗1.2498
FSVL = = 12.704
22∗3

vi. Load due to temperature variation, creep & shrinkage effect

∆ 𝐴
Maximum H2 force ma bearing (Fcst) = ℎ𝑜*G*2

Strain due to temperature, creep & shrinkage = 5*10-4 (Refer IRC 83 part II)

95
 1
Horizontal deformation of bearing (Δ) =5*10-4 * 22.8*103* = 5.7 mm
2
Shear modulus of elastomer (G) = 1 N/mm2
Preliminary effective sectional area of bearing (A) = b * l = (400-2*6)*(800-2*6)
=388*788
= 305744 mm2
∆ 𝐴 5.7 305744
Maximum horizontal force on a bearing (Fcst) = *G* = *1*
ℎ𝑜 2 48 2
= 18153.55 N
= 18.153 kN
Summary of loads:
Table 10 Summary of loads for elastomeric pad bearing

Load on Bearing Symbol Value (kN)

Dead load from DLsup 496.962
superstructure
Maximum live load with LL 428.5531
impact
Maximum live load LLw/oi 285.702
without impact
Vertical braking load FbrV 9.6698
Horizontal braking load FbrH 73.87
Wind load in vertical FwV 18.5027
direction
Wind load in longitudinal FwL 5.544
direction
Wind load in traverse FwT 22.176
direction
Vertical reaction when FsVL 38.112
seismic load acts
longitudinal direction
Vertical reaction when FsVT 160.857
seismic load acts traverse
direction
Horizontal seismic load in FsHL 100.857
longitudinal direction
Horizontal seismic load in FsHT 240.25
traverse direction
Maximum Horizontal force Fcst 18.153
due to temperature
variation, shrinkage &
creep

96
Load combination: [IRC:6-2017, Table 1]
The most critical four combinations have been selected from table and loads on an
expansion bearing & load on a fixed (pin) bearing has been calculated.
Combination Load value
I(N) Total vertical load DL+LL+FVbr 935.1849
Total Horizontal load on FLbr 73.87
pinned bearing
Total Horizontal load on 0 0
bearing without pin
II(A)(N+T) Total Vertical Load DLsup+LL+FVbr -935.1849
Total Horizontal load in FbrH 73.87
pin bearing
Total Horizontal load in Fcst 18.153
bearing without pin
III(N+T+W) Total Vertical Load DL+LL+FVbr+ FwV 953.687
Total Horizontal load in FbrH+ FwL 79.414
longitudinal direction on
bearing with pin.
Total Horizontal load in Fcst 18.153
Longitudinal direction on
bearing with pin.
Total Horizontal load in FwT 22.176
Transverse direction on
bearing with pin.
Total Horizontal load in 0 0
Transverse direction on
bearing without pin.
IV(N+T+S) Vertical load on bearing DL+0.2LL+0.2FVLbr+ 622.718
in Longitudinal direction FsVL
Vertical load on bearing DL+0.2LL+0.2FVLbr+ 745.46
in Transverse direction FsVT
Horizontal load on 0.2FHbr+ FhLs 175.631
bearing in Longitudinal
direction with pin
Total Horizontal load on Fcst 18.153
bearing in Longitudinal
direction without pin
Horizontal load on FHTS 240.25
bearing in Transverse
direction with pin
Total Horizontal load on 0 0
bearing in Transverse
direction without pin

97
Design of Elastomeric pad bearing for combination of load I (N)
In geometrical design Appropriate Length breadth and thickness of elastomeric
pad and number thickness and cover of steel laminates are found. Geometrical
design is carried out using the guidelines of IRC (Refer standard plan dimension
for elastic bearing of IRC: 83 partII 1987)
Nmin = DL= 622.718 kN
Nmax = Total vertical load on Bearing = 935.1849 kN
Referring to table, selecting plan dimension of bearing pad of size bo= 250 mm by
Lo= 500mm
Then: [IRC: 83 Clause 916.2]
bo =250mm
c = 6 mm
b = 250-2*6=238 mm
Lo =500mm
L = 500-2*6 = 488 mm
hi =10 mm
hs =3 mm
he =5 mm
Adopting 3 laminates with two internal layers
Total thickness of elastomeric pad
ho = (2 he+3 hs +2 hi) =[(2*5)+(3*3)+(2*10)] =39 mm
A) Check for Geometry of Bearing:

Lo 500
 = 250 = 2 ≤ 2 ok
𝑏𝑜
bo 250
 ho= 39 mm < = = 50 (ok)
5 5
bo 250
 ho= 39 mm >10 = 10 = 25 (ok)
b 238
 Shape factor (S) = l* =488* =7.7429 (>6&<12) ok
2hi(lo+bo) 2∗10(500+250)
 Bearing stress in concrete ≤ Allowable Bearing stress (ok)
𝑁𝑚𝑎𝑥 935.1849
B.S in concrete ( m) = = = 8.0519 N/mm2
𝑙∗𝑏 488∗238
𝐴
Allowable B.S = 0.25*fck * √𝐴1 = 0.25*25*√2 = 8.838 N/mm2
2

𝐴1
Ratio of is limited to 2.
𝐴2

98
B) Structural design
Bearing is further checked for translation, rotation, friction & shear
a) Check for translation (clause 916.3.4)
Design strain in bearing (γd) < 0.7
∆𝑏𝑑
γd = γbd = + τmd
ℎ
1
Shear strain due to creep, shrinkage and temperature per bearing = *5*10-4
2
= 2.5*10-4
2.5∗10−4 ∗22∗103 36.93∗103
γd = + = 0.4589 < 0.7 (ok)
39 238∗488

b) Check for rotation

Design rotation in bearing (αd) ≤ βn αbimax
Maximum permissible angle of rotation of a single interval layer of elastomer
corresponding to m value of 10 N/mm2 is given by
0.5∗𝜎𝑚 max ℎ𝑖 0.5∗10∗10
αbimax = = = 0.0035
𝑏.𝑠 2 238∗7.74292
β = 0.1 m

935.1849 ∗103
m = bearing stress = = 8.0519 N/mm2
238∗488
𝛽= 0.1*8.0519 = 0.8052 N/mm2
n= no. of interval elastomeric layer =2
βn αbimax = 0.8052*2*0.0035 = 0.00564
And; αd = αdDL + αdLL
400∗𝑀𝐷𝐿 ∗𝐿
αdDL = *10-3
𝐸𝑐 .𝐼𝑔𝑟
400∗𝑀𝐿𝐿 ∗𝐿
αdLL = *10-3
𝐸𝑐 .𝐼𝑔𝑟
DL 3564.7315
𝑀𝐷𝐿 = maximum B.M at mid-span in main girder due to =
1.35 1.35
= 2640.54kN-m
𝐸𝑐 = 5000 √𝑓𝑐𝑘 =5000 √25 N/mm2
Igr=2.7724*1011 mm4
L= 22.8m
αd = αdDL + αdLL = 0.00347 +0.00197= 0.00544
αd (i.e 0.00544) ≤ βn αbimax (i.e 0.00564) (ok)

99
c) Check for friction: under critical loading conditions
Shear strain (𝛾𝑑) ≤ 0.2+0.1𝜎𝑚
≤ 0.2+0.1*8.0519
0.4589≤1.00519 hence safe
d) Check for shear stress:
Total shear stress ≤ 5 N/mm2
τc +τv +τd ≤ 5 N/mm2
𝜎𝑚 8.0519
Shear stress due to compression (τc) = 1.5*( ) = 1.5* = 1.559 N/mm2
𝑠 7.7429

Shear stress due to horizontal deformation (τv) = 𝛾d = 0.4589 N/mm2

𝑏 238 2
Shear stress due to rotation (τd) = 0.5*( )2 αbimax = 0.5*( ) *0.0035
ℎ𝑖 10

= 0.9917 N/mm2
∴Total shear stress = 1.559+0.4589+0.99127= 3.00917 N/mm2 < 5 N/mm2
Hence adopt an elastomeric pad bearing of overall dimension 250 mm*500mm
with a total thickness of 39 mm having two interval elastomeric layers of 10 mm
thickness & three steel laminates of thickness 3 mm each having bottom & top
cover of 6mm.

Figure 65 Dimensions of Elastomeric Bearing without Pin

C) Bearing with pin (fixed bearing)

Same size of bearing as that of bearing without pin has been selected for design of
bearing with pin.
Thickness of laminates (hs) and elastomeric (hi) are identical. The bearing has
been designed for maximum vertical load (load combination III) & pin has been
designed for maximum H2 load (load combination IV)
Nmin = 496.962 kN (Dead load only)
Nmax = 953.687 kN (for combination III)
Hmax = 175.631 kN

100
 Figure 66 Section of Pin Bearing through Centre

Figure 67 Plan of Pin Bearing

D) Design of pin:
Mid steel pin, fy, 250 N/mm2 with lead seal has been selected for design of pin.
Total Horizontal force to be resisted by pin = 175.631 kN
Shear stress in pin due to Horizontal load ≤ allowable shear stress in pin
Allowable shear stress in pin = 0.4 fy
𝐻
So; ≤ 0.4 fy
𝑎𝑟𝑒𝑎 𝑜𝑓 𝑝𝑖𝑛 𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑
175.631∗103
Area of pin required ≥ = 1756.31 mm2
0.4∗250

π∗𝐷2
≥ 1756.31
4
∴D ≥ 47.2885 mm
so;
Adopt D= 50 mm

101
8 ANALYSIS AND DESIGN OF SUBSTRUCTURE
Geotechnical data
The data are provided by LRBSU.
a) From shear failure criteria, the allowable bearing capacity for open
foundation =510.67kN/m2
b) From settlement criteria the allowable bearing capacity for open foundation
=354.41 kN/𝑚2 for 40 mm settlement
Adopted allowable bearing capacity is minimum that of shear failure and that of
settlement criterion.
Hence, adopted allowable bearing capacity = 354 kN/𝑚2
1) Friction angle (∅) = 31.0 ° < 34 ° (liquid soil )
2) Cohesion soil = 0.0 kN/m2
3) Bulk density or unit wt of soil (𝛾soil ) = 17 kN/m3
4) Bearing size = 250mm*500mm*39mm
5) Depth from existing ground = 4.5
6) Foundation size = 6 m*8.4m

8.1 Abutment
8.1.1 Selection of types of abutment:
The abutment may be plain or reinforced concrete or of masonry [IRC 78-200,
clause 710.4.6]. Masonry is technically and economically feasible up to 5m
height of abutment
In this particular case, abutment is greater than 5m height. So, reinforced
concrete wall type abutment has been selected.

8.1.2 Material selection:

 M25 grade of concrete for abutment stem
 M25 grade of concrete for abutment cap
 Fe 500 HYSD bars for all RC work

8.1.3 Geometry of abutment:

a) Seating width: [IRC : 6-2017, fig ]
Minimum dimension for support (N) = 305+2.5 L +10H mm
L= span in ‘m’
H= Average column Height in ‘m’
= 305+2.5*22+10*7.399
= 433.99mm

102
 Also; seating width ≥ bearing width +150+projection of cap +width of
expansion of joint
= 500+150*2+75+50
= 925 mm
Also; width of pedestal below bearing [Clause: 710.10.1]
Width of pedestal ≥ width of bearing *2*150
= 500+ (2*150)
=800 mm
Adopt seating width as 1150 mm
b) Height of dirt wall = depth of girder + height of bearing + height of
bearing pedestal
=1600+39+150
= 1789 mm

c) Thickness of dirt wall

Thickness of dirt wall ≥300 mm [IRC: 78-2000 clause 710.6.4]
ℎ𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑑𝑖𝑟𝑡 𝑤𝑎𝑙𝑙
≥
7
1789
=
7
= 255.57
Adopt thickness of dirt wall as 300 mm.
In case of open foundation, wing and return wall should be provided with
separate foundation with a joint at their junction with abutment [clause
710.6.8]
d) Width of stem abutment
𝐻 7.399
Width of stem ≈ = = 0.7399
10 10
Width of stem ≥ seating width – projection +300
= 1150-75+300
= 1375 mm
Adopt width of stem of abutment as 1375 mm.
e) Thickness of footing :
Thickness of footing ≥ 300 mm [707.2.1]
𝐻 7.399
Thickness of footing = = = 0.924875 mm
8 8
Adopt, thickness of footing as 1m

103
f) Width footing (B)
B≈6m
g) Length of abutment
Length of abutment ≥ c/c distance between outer girder + width of bearing
+ 2*clearance
0.5
≥ 5.6+2* + 2*0.4
2
≥ 6.9 m
= 8.4m (adopted)
h) Thickness of abutment cap
Minimum thickness of cap ≥ 200 mm [clause 710.8.2]
So; adopt thickness of cap = 500 mm
i) size of approach slab = 3.5m*8.4m*0.3m

8.1.4 Analysis and design of abutment cap

Check thickness of abutment cap for punching shear
To be safe in punching shear τuv ≤ τuc
935.1849∗103 ∗1.5
Here, τuv =
(2∗400+2∗d+2∗300+2∗d)∗d

Also;
16
d =500-40- 2 = 452 mm

Then τuv = 0.967 N/mm2

And;
Ks= 1+𝛽 c=1
τc = 0.25 √𝑓𝑐𝑘 = 1.25 N/mm2
Since; τuv < Ks τuc (okay)
Hence; safe in punching shear
Now;
𝐴
Allowable bearing pressure (𝜎cc) = 𝜎co*√𝐴1 = 6*2 =12 N/mm2 [ IS
2
456:2000,Table 21]
935.1849∗103 ∗1.5
Bearing pressure acting = = 11.22 N/mm2 < 𝜎cc (ok)
250∗500
For reinforcement (IRC78, clause 710.8.7)
Take area of steel Ast = 1% of area of cap and distribute trade bars equally at
top & bottom of in two directions. The reinforcement in the direction of the

104
length of the abutment shall extend from end to end of the cap while
reinforcement at right angle shall extend for the full width of cap & be in the
form of stirrups. In addition, two layer of mesh reinforcement one at 20 mm
from top &other at 100 mm from the top of the cap. Each consisting of 8 mm
bars at 100mm centres in both directions shall be provided directly under the
bearings.
In longitudinal direction of abutment
Ast = 1% of 500*1375
= 6875 mm2
6875
Number of bars = 162
=34.19 ≈ 36
𝜋∗
4

Provide 18 number of 16mm bars on both top and bottom of abutment in

longitudinal direction.
In transverse direction of abutment
Ast = 1% of 500*8400 = 42000 mm2
42000
Number of bars= 162
= 208.89 ≈ 210
𝜋∗
4

Adopt n=105 of 16 mm bars on both top and bottom of abutment in transverse

direction.
8.1.5 Analysis and design of abutment stem
Load calculation:
a) DL from superstructure (from bearing design)
= weight of railing+ weight of kerb + weight of slab+ weight of main
girder+ weight of cross girder + weight of wearing coat + weight of fillet
= 2981.77298 kN
Load on an abutment per unit length = 2981.77/2*8.4 = 177.486kN/m
b) Weight of approach slab
(Taking half of total weight of approach slab)
=0.3*3.5*8.4*25*1/2
Load on an abutment per unit length = 110.25/8.4
= 13.125kn/m
c) LL from superstructure:
Axle load with impact factor and FOS
1st, 2ndAxle load= 27*1.1607*1.5 = 47.008kn
3rd, 4th Axle load=114*1.1607*1.5 =198.48kn
5th, 6th, 8th axle load = 68*1.1607*1.5=118.3914 kN
105
 When 1st 114 kN axle load rolling just at support maximum S.F occurs.
20.8 16.5 13.5 10.5 7.5
LL = 198.48(1+ ) +118.39( + + + )= 644.439 kN
22 22 22 22 22
644.439
Load on an abutment per unit length (LL) = = 76.719 kN /m
8.4
d) Load from braking effort (from bearing part)
221.6
Hz braking load per unit length (FbrH) = = 26.38kN
8.4
9.6698∗3
Vertical reaction per due to braking load per unit length (FbrV) =
8.4
= 3.45kN/m
e) Wind load (from bearing design)
66.529
Transverse wind load per unit length (FwT) = =7.92 kN/m
8.4
5.544
Longitudinal wind load per unit length (FwL) = =0.66 kN/m
8.4
111.0136
Vertical wind load per unit length (FwV) = =13.216 kN/m
8.4
f) Seismic load due to the DL&LL from superstructure. (IRC-6, clause
219)
𝑍 𝐼 𝑆𝑎
Seismic load (FsH) = * * *w
2 𝑅 𝑔

Assume 5% damping for R.C.C structure

Seismic zone: V
Soil class: Type -I
Bridge class: normal
Zone factor (z) =0.36 for zone No: V
Seismic importance factor (I) =1 (clause 218.5.1.1)
𝑆𝑎
= 2.5(0.1≤ 𝑇 ≤0.55, assuming)
𝑔

Response reduction factor (R) =1 (IRC: 6-2017 Table 20)

So;
0.36 1
Ah = * *2.5=0.45
2 1
Dead load = 2981.77 kN in longitudinal direction
W= 2981.77+221.6 kN
=3203.37 kN in transverse direction
𝑊∗𝐴𝑛
Seismic load in transverse direction per unit length (FshT) =
2∗84
106
 2981.77∗0.45
=
2∗8.4
=79.87 kN/m
Vertical reaction due to seismic load on support of bridge (FshV)
Seismic load acts on c.g of seismic wt. It creates additional vertical load on
support can sides c.g of seismic wt=1.245m from bearing
Vertical reaction on abutment per unit length when seismic load acts in
160.858∗2
transverse direction (FsvT) = =38.299kN
8.4
Vertical reaction on abutment per unit length when seismic load acts in
670.89∗1.245
longitudinal direction (FsvT) = =4.519kN
8.4∗22
g) Load due to temperature variation ,creep &shrinkage effect
Load on bearing due to temperature variation, creep &shrinkage effect
∆∗𝐺∗𝐴 11.4∗1∗488∗238
= = = 4.041 kN/m
ℎ𝑜 ∗8.4 39∗8.4

h) Self weight of abutment :

Self weight = [0.3*2.395 + 0.3*0.3 + 0.5*0.3*0.3 + 0.5*0.3*0.1 +
1
1.150*0.5 + 1.075*4.03 + *0.3*4.03 + 1*6]*8.4*25 =2599.8525 kN
2
2599.8525
Load per unit length = =309.506 kN/m
8.4
i) Seismic load due to self weight of abutment
𝑍 𝐼 𝑆𝑎 0.36 1
Seismic load due to self weight of abutment = * * *w = * *2.5 ∗
2 𝑅 𝑔 2 1
2599.852(∴ 𝑅 = 1)
=1169.93 kN
1169.93
Load per unit length = =139.2778 kN/m
8.4
j) Load due to static earth pressure [IRC6,clause 214)
Load due to active earth pressure has been found by coulombs’ theory
PA=0.5𝛾soil H2KA
Where;
γsoil =unit weight of soil = 17 kN/m3
H =height of abutment =7.629 m
KA =coefficient of active earth pressure
(cos(∅−𝛼))2 1
Ka = *[ 1 ]2
(cos 𝛼)2 cos(𝛿+𝛼) sin(∅ +𝛿)sin( ∅−𝛽)
1+( )2
cos(𝛼−𝛽) cos( 𝛿+𝛼)

107
 Figure 68 Diagram for active earth pressure

Where;
𝛼=angle which earth face of wall makes with vertical
𝛽=slope of earth fill
∅= angle of internal friction of soil=31°
2
𝛿=angle of friction between earth & earth fill should be equal to 3 of ∅
subjected to maximum of maximum of 22.5
Then; in our code:
𝛼=0°
𝛽=0
∅=31°
2 2
& 𝛿 = 3 * ∅=3*31°=20.67°<22.5°
(cos(31))2 1
Ka = *[ 1 ]2
cos 02 cos(20.67+0) sin(31+20.67) sin(31−0)
1+( )2
cos(0−0) cos(20.67+0)

1
=0.785* =0.2859
2.746
So;
PA =0.5𝛾soil H2Ka =0.5*17*(7.629)2*0.2859 =141.42 kN/m
Horizontal component = 141.42*cos(20.67) =132.317 kN/m
Vertical component = 141.42*sin(20.67) =49.919 kN/m
k) Load due to dynamic earth pressure (IRC6,clause 214)
Load due to active earth pressure has been found by Monokobe Okable
theory.
PA =0.5𝛾soil H2Ca
Where;

108
𝛾soil =unit weight of soil kN/m3
H =height of abutment in m
Ca =coefficient of dynamic active earth pressure
(1±𝐴𝑣 ) (cos(∅−𝜆−𝛼))2 1
Ca= *[ 1 ]2
cos(𝜆) (cos 𝛼)2 cos(𝛿+𝛼+𝜆) sin(∅ +𝛿)sin( ∅−𝛽−𝜆)
1+( )2
cos(𝛼−𝛽) cos( 𝛿++𝜆)

Where;
Av =vertical seismic coefficient
𝐴
𝜆 =tan−1 1±𝐴
ℎ
𝑣

𝛼 =angle which earth face of wall makes with vertical

𝛽 =slope of earth fill
∅ = angle of internal friction of soil
𝛿 =angle of friction between earth & earth fill
𝑍
Ah =Hz seismic coefficient, shall be taken as( ), for zone factor Z, refer to
2
table 16 of IRC 006-2017.
Then; in our code:
𝑍 0.36
Ah = = =0.18
2 2
𝑍 𝐼 𝑆𝑎 2
Av = * * = * Ah =0.12
2 𝑅 𝑔 3
0.18
𝜆+ =tan−1 1+0.12 =9.13
0.18
𝜆− =tan−1 1−0.12 =11.56

𝛼 =0°
𝛽 =0
∅ =31°
2 2
& 𝛿 = * ∅ = *31° =20.67° < 22.5°
3 3
Taking +ve value of Av
(1+0.12)(cos(31−9.13))2 1
𝐶𝑎 + = *[ 1 ]2
cos(9.13) cos 02 cos(20.67+9.13) sin(31+20.67) sin(31−9.13)
1+( )2
cos(0−0) cos(20.67+9.13)

=0.45 (max)
Taking -ve value of Av

109
 (1−0.12)(cos(31−11.56))2 1
𝐶𝑎 − = *[ 1 ]2
cos(11.56) cos 02 cos(20.67+11.56) sin(31+20.67) sin(31−11.56)
1+( )2
cos(0−0) cos(20.67+11.56)

=0.39
For design purpose, the greater value of 𝐶𝑎 shall be taken, out of its two
values corresponding to ± Av [IRC 006-2017, Clause 214.1.2.1]
So;
PA =0.5𝛾soil H2Ca =0.5*17*(7.629)2*0.45 =222.62 kN/m
Horizontal component = 222.62 *cos(20.67) =208.29 kN/m
Vertical component = 222.62 *sin(20.67)=78.58 kN/m

Figure 69 Point of application of dynamic Active Pressure

l) Surcharge live load [clause 214.1.1.3]

A live load surcharge shall be applied on abutment and retaining wall. The
increase in Hz pressure due to live load surcharge shall be estimated as.
∆ = K *𝛾*heq
Where; K= coefficient of lateral earth pressure
𝛾 = density of soil
heq = equivalent Ht. of soil for vehicular loading which shall be 1.2m
The live load surcharge need not be considered for any earth retaining
structure beyond 3m from edge of formation width.
∆ = 0.2859*17*1.2 =5.832 kN/m2
Psurchage = 5.832*7.629 =44.495 kN/m
Hz component = 44.495*cos 20.67 =41.63 kN/m
Vertical component = 44.49*sin 20.67 =15.706 kN/m

110
m) Backfill weight on heel slab of footing :
WBF = (7.629-1-0.3)*8.4*3.025*17 =2733.938 kN
2733.938
Load per unit length = = 325 kN/m
8.4

n) Weight of footing:
Wfooting = 1*6*8.4*25=1260 kN
1260
Load per unit length (Wfooting) = = 150 kN/m
8.4

111
Analysis of Abutment Stem:- [IS:6-2017]
For checking structural strength [Table B2]
Response of abutment at its bottom in basic combination of loads:
Load (kN/m) γf Dis. from Eccentricity Pu(kN) Mux(kNm) Muy Hx Hy
bottom(m) x(m) y(m) (kNm)

Dead load (super structure) 163.155 1.35 0.339 220.26 +74.668

Surfacing 14.331 1.75 +0.339 25.079 +8.5017
Dead load of abutment 309.506 1.35 0 417.73 0
Deadd load of app. slab 13.125 1.35 -0.711 17.718 -12.597
Backfill wt. vertical 49.919 1.5 -0.261 74.88 -19.54
Backfill wt. horizontal 132.317 1.5 2.784 - - +552.568 198.48
LLss 76.719 1.5 +0.339 115.08 +39.01
Bracing horizontal 26.38 1.15 4.719 - - -143.16 30.337
Bracing vertical 3.45 1.5 +0.339 3.9675 +1.345
Wind load longitudinal 0.66 1.5 4.719 - - -4.6718 0.99
Live load surcharge effect vertical 15.706 1.2 -0.261 18.8972 -4.919

Live load surcharge effect horizontal 41.63 1.2 3.315 - - +165.6 49.956

Thermal 4.041 1.5 4.719 - 6.0615 -28.6017 6.0615

Total 893.6617 628.6032 285.82

112
Response of abutment at its bottom in seismic combination of loads:
Load (kN/m) p.s.f (γf) Distance Eccentricity Pu(kN) Mux(kNm) Muy Hx Hy
from (kNm)
bottom(m) x(m) y(m)

DLSS 163.155 1.35 +0.339 220.259 +74.67

DLwc 14.331 1.75 +0.339 25.079 +8.502
DLabt 309.506 1.35 0 417.8331 0
DLApp 13.125 1.35 -0.711 17.719 -12.598
PEP(VD) 78.58 1.0 -0.261 78.58 -20.509
PEP(HD) 208.29 1.0 3.204 - - +667.36 208.29

LLss 76.719 0.2 +0.339 15.344 +5.2016

DLAbt(ses) 139.2778 1.5 0 208.92 0
Fbr (V) 3.45 0.2 4.719 +0.339 0.69 0.2339
Fbr(H) 26.38 0.2 - - +24.897 5.276
Fs(VL) 4.519 1.5 +0.339 6.7785 2.298
Fsu(V) 15.706 0.2 -0.261 3.1412 -0.819
Fsu(H) 41.63 0.2 3.315 - - +27.6 8.326
Fcs(t) 4.041 1.0 4.719 - - -19.069 4.041
Total 994.344 1323.128 345.738

113
Response of abutment at 2m its bottom in basic combination of loads:
Load (kN/m) p.s.f Distance Eccentricity Pu(kN) Mux(kNm) Muy Hx Hy
(γf) from (kNm)
bottom(m) x(m) y(m)

DLSS 163.155 1.35 +0.339 220.26 +74.668

DLwc 14.331 1.75 +0.339 25.079 +8.5017

DLabt 309.506 1.35 0 417.83 0

DLApp 13.125 1.35 -0.711 17.718 -12.597

PEP(VS) 49.919 1.5 -0.261 74.88 -19.54

PEP(HS) 132.317 1.5 1.944 - - +385.845 198.48
LLss 76.719 1.5 +0.339 115.08 +39.012
Fbr(H) 26.38 1.15 2.719 - - 82.486 30.337
Fbr (V) 3.45 1.15 +0.339 3.9675 +1.3449
Fw(L) 0.66 1.5 2.719 - - -2.69181 0.99
Fsu(V) 15.706 1.2 -0.261 18.8972 -4.919
Fsur(H) 41.63 1.2 2.315 - - +115.623 49.956
Fcs(t) 4.041 1.5 2.719 - - -16.48 6.0615
Total 893.6617 650.78 285.82

Response of abutment at 2m from its bottom in seismic combination of loads:

114
Load (kN/m) p.s.f (γf) Distance Eccentricity Pu(kN) Mux(kNm) Muy Hx Hy
from (kNm)
x(m) y(m)
bottom(m)
DLSS 163.155 1.35 +0.339 220.259 +74.67
DLwc 14.331 1.75 +0.339 25.079 +8.502
DLabt 309.506 1.35 0 417.8331 0
DLApp 13.125 1.35 -0.711 17.719 -12.598
PEP(VD) 78.58 1.0 -0.261 78.58 -20.509
PEP(HD) 208.29 1.0 2.3145 - - +482.087 208.29
LLss 76.719 0.2 +0.339 15.344 +5.2016
DLAbt(ses) 139.2778 1.5 0 208.92 0
Fbr (V) 3.45 0.2 +0.339 0.69 0.2339
Fbr(H) 26.38 0.2 2.719 - - +14.346 5.276
Fs(VL) 4.519 1.5 +0.339 6.7785 2.298
Fs(HL) 79.87 1.5 2.719 - - 325.749 119.805
Fsu(V) 15.706 0.2 -0.261 3.1412 -0.819
Fsu(H) 41.63 0.2 2.315 - - +19.275 8.326
Fcs(t) 4.041 1.0 2.719 - - -10.987 4.041
Total 994.344 887.45 345.738

115
Design of abutment stem
Result of the analysis shows that maximum axial load (Pu=994.344kN) is less than
0.1*fck*Ac (0.1*25*1000*1000*10-3 = 25000 kN)
For this case, where Pu ≤ 0.1*fck*Ac; so, compression member is treated as
flexural member. So, abutment is designed as cantilever slab.
Since, design bending moment is higher in seismic loading combination; design of
the abutment is carried out for seismic combinations of loads.
Design of abutment section at bottom:-
The calculations are done for 1m width as moment and forces are calculated per
unit width.
Check for depth of slab:-
 25 mm bars are used
 50 mm clear cover are provided to the slab
Depth provided, dprovided = 1000-50-25/2 =937.5mm
𝑀𝑢
Balanced depth, dbal= √
𝑄.𝑏
xu,max xu,max
Where; Q =0.36fck* *{1-0.42( )} [From Annex-G, IS 456:2000]
𝑑 𝑑
xu,max
For fe 500, = 0.46
𝑑
Q =0.36*25*0.46*(1-0.42*0.46) =3.340152

Then,
1323.128∗106
Balanced depth, dbal = √ =629.401 mm
3.34∗1000
⸫dbal = 629.401mm < dprovided
So; singly reinforced under-reinforced section has been designed.
Finding reinforcing bars
 Main vertical bars (vertical bars in the side of the backfill)
0.87𝑓𝑦 𝐴𝑠𝑡 0.87∗500∗𝐴𝑠𝑡
xu = = = 0.0483Ast
0.36𝑓𝑐𝑘 𝑏 0.36∗25∗1000
𝑀𝑢 1323.128∗106
Ast = =
0.87𝑓𝑦 (𝑑−0.416𝑥𝑢 ) 0.87∗500(937.5−0.416∗0.0483∗𝐴𝑠𝑡 )
⸫Ast = 3508.235 mm /m 2

Calculation of spacing:-
252
Area of one 25mm Ø bar = * = 490.874 mm2
4
490.875
Then, maximum spacing of bar = 1000* = 139.9205mm
3508.235
Hence, provide 25mm Ø bar @ 130mm c/c spacing.

Here;
116
 490.875
Ast, provided = 1000* = 3775.96153 mm2.
130
3775.96153
Percentage of reinforcement pt% = =0.4027%
1000∗937.5

 Outer vertical reinforcement (vertical reinforcement in the side of the

river)
(Refering the detailing criteria of IRC 112-2011, 16.3)
Take 0.12% of gross sectional area of abutment as outer vertical reinforcement
As = .0012* 1000*1000
⸫As = 1200mm2/m

Provide 16mm Ø bar > 12mm [Clause 16.3.1(1)]

162 1000
Maximum spacing of the bars = ( * )* = 167.55mm
4 1200
Provide 160mm spacing < 200mm [Clause 16.3.1(4)]
162 1000
Ast,provided =( * )* = 1256.637 mm2/m
4 160
1256.637
Percentage of reinforcement, pt% = = 0.134%
1000∗937.5

 Horizontal Reinforcement [Clause16.3.2]

Taking,
Ast ≥ 25% of area of total vertical reinforcement
OR
0.001Ac; whichever is greater
= 0.25*3775.953 OR 0.001*1000*4030
= 943.989mm2 OR 4030 mm2

Provide 12 mm Ø bar > 8mm [Clause 16.3.2(3)]

122
As == * = 113.0973
4
4030
Number of bars = = 35.633 ≈ 36 on total
113.0973
≈18 on each side of abutment
4030
Spacing = =223.889mm
18
Adopt spacing =200 < 300mm
Hence, provide 12mm Ø bar @200mm c/c spacing on each side of stem.

Check bottom section for shear:-

τv ≤ k* τc
for d = 937.5 mm > 300, k = 1
𝑉𝑢 345.738∗103
Normal shear stress (τv) = = = 0.3688 N/mm2
𝑏𝑑 937.5∗1000
τc,max =3.1 N/mm2 (Table 20; IS 456:2000) for M25

117
Also, τc corresponding to M25 concrete and pt% = 0.4027% is 0.439 N/mm2.
Since, τv ≤ k* τc; shear reinforcement is not required.
Design of abutment section at 2 m from bottom:-
The calculations are done for 1m width as moment and forces are calculated per
unit width.
Check for depth of slab:-
 25 mm bars are used
 50 mm clear cover are provided to the slab

Depth provided, dprovided = 1000+145-50-25/2 =1082.5mm

𝑀𝑢
Balanced depth, dbal= √
𝑄.𝑏
xu,max xu,max
Where; Q =0.36fck* *{1-0.42( )} [From Annex-G, IS 456:2000]
𝑑 𝑑
xu,max
For fe 500, = 0.46
𝑑
Q =0.36*25*0.46*(1-0.42*0.46) =3.340152

Then,
887.45∗106
Balanced depth, dbal = √ =515.46 mm
3.34∗1000
⸫dbal = 515.46mm < dprovided
So; singly reinforced under-reinforced section has been designed.
Finding reinforcing bars
 Main vertical bars (vertical bars in the side of the backfill)
0.87𝑓𝑦 𝐴𝑠𝑡 0.87∗500∗𝐴𝑠𝑡
xu = = = 0.0483Ast
0.36𝑓𝑐𝑘 𝑏 0.36∗25∗1000
𝑀𝑢 887.45∗106
Ast = =
0.87𝑓𝑦 (𝑑−0.416𝑥𝑢 ) 0.87∗500(1082.5−0.416∗0.0483∗𝐴𝑠𝑡 )
⸫Ast = 1955.62 mm /m 2

Calculation of spacing:-
252
Area of one 25mm Ø bar = * = 490.874 mm2
4
490.875
Then, maximum spacing of bar = 1000* = 251.0067mm (must be ≤
1955.62
200 mm)
Hence, provide 25mm Ø bar @ 200mm c/c spacing.

Here;
490.875
Ast, provided = 1000* = 2454.369 mm2/m.
200
2454.369
Percentage of reinforcement pt% = =0.227%
1000∗1082.5

118
 Outer vertical reinforcement (vertical reinforcement in the side of the
river)
(Refering the detailing criteria of IRC 112-2011, 16.3)
Take 0.12% of gross sectional area of abutment as outer vertical reinforcement
As = 0.0012* 1000*1082.5
⸫As = 1299mm2/m

Provide 16mm Ø bar > 12mm [Clause 16.3.1(1)]

162 1000
Maximum spacing of the bars = ( * )* = 154.782mm
4 1299
Provide 150mm spacing < 200mm [Clause 16.3.1(4)]
162 1000
Ast, provided = ( * )* = 1340.42 mm2/m
4 150
1340.42
Percentage of reinforcement, pt% = = 0.128%
1000∗1082.5

 Horizontal Reinforcement [Clause16.3.2]

Taking,
Ast ≥ 25% of area of total vertical reinforcement
OR
0.001Ac; whichever is greater
= 0.25*2454.369 OR 0.001*1000*4030
= 613.59225mm2 OR 4030 mm2

Provide 12 mm Ø bar > 8mm [Clause 16.3.2(3)]

122
As == * = 113.0973
4
4030
Number of bars = = 35.633 ≈ 36 on total
113.0973
≈18 on each side of abutment
4030
Spacing = =223.889mm
18
Adopt spacing =200 < 300mm
Hence, provide 12mm Ø bar @200mm c/c spacing on each side of stem.

119
8.2 Design of Dirt Wall
 Design of the dirt wall as a cantilever slab of span 2.395m.
 Consider basic combination and seismic combination of loads to determine the
response of dirt wall. Here, seismic combination is considered for design.
 Dirt wall have been designed as cantilever slab of unit width.
 Detailing is carried out prescribed by IRC 112-2011 Clause 16.3

Surcharge load = 1.2*17*0.2859*2.395 = 13.969 kN/m

Load due to earth pressure = 0.5*γsoil*H2*Ca
= 0.5*17*2.3952*0.45
=21.94 kN/m
Seismic load due to wt. of dirt wall (An*w) =0.18*2.395*0.3*25*1
=3.234 kN/m
2.395 2.395
Mu at bottom = 13.969* + 21.94*0.6*2.395 + 3.234*
2 2
= 52.128 kNm
Check for the depth of slab
 12 mm are used
 40 mm clear cover are provided to the slab
 M25 grade of concrete

Depth provided, dprovided = 300-40-12/2 =254mm

𝑀𝑢
Balanced depth, dbal= √
𝑄.𝑏
xu,max xu,max
Where; Q =0.36fck* *{1-0.42( )} [From Annex-G, IS 456:2000]
𝑑 𝑑
xu,max
For fe 500, = 0.46
𝑑
Q =0.36*25*0.46*(1-0.42*0.46) =3.340152

Then,
52.128∗106
Balanced depth, dbal = √ =124.9287 mm
3.34∗1000
⸫dbal = 124.9287mm < dprovided
So; singly reinforced under-reinforced section has been designed.
Finding reinforcing bars
0.87𝑓𝑦 𝐴𝑠𝑡 0.87∗500∗𝐴𝑠𝑡
xu = = = 0.0483Ast
0.36𝑓𝑐𝑘 𝑏 0.36∗25∗1000
𝑀𝑢 52.128∗106
Ast = =
0.87𝑓𝑦 (𝑑−0.416𝑥𝑢 ) 0.87∗500(254−0.416∗0.0483∗𝐴𝑠𝑡 )
⸫Ast = 490.848 mm /m 2

Calculation of spacing:-
122
Area of one 12mm Ø bar = * = 113.0973 mm2
4
120
 113.0973
Then, maximum spacing of bar = 1000* = 230.412mm (must be ≤ 200
490.848
mm)
Hence, provide 25mm Ø bar @ 200mm c/c spacing.

Here;
113.0973
Ast, provided = 1000* = 565.4865 mm2/m.
200
565.4865
Percentage of reinforcement pt% = =0.223%
1000∗254
Check bottom section for shear:-
Total shear at bottom of dirt wall = (3.969 + 21.94 + 3.234) = 39.143 kN
τv ≤ k* τc
for D> 300, k = 1
𝑉𝑢 39.143∗103
Normal shear stress (τv) = = = 0.154 N/mm2
𝑏𝑑 1000∗254
τc,max =3.1 N/mm2 (Table 20; IS 456:2000) for M25
Also, τc corresponding to M25 concrete and pt% = 0.223% is 0.3411 N/mm2.
Since, τv ≤ k* τc ; shear reinforcement is not required.
Horizontal Reinforcement [Clause16.3.2]
 Spacing< 300mm
 Minimum Ø of bar is 8mm.
So,

121
Stability check
Stability check has been done in order to ensure equilibrium of the abutment under the
Total overturning moment (OM)
application of different load and their combinations. The equilibrium against horizontal
=900.34kNm
force is checked by sliding movement criteria and that of rotational forces is checked
by overturning. Total Restoring moment (RM)
=2896.824kNm
Stability check for basic combination of loads
Load (kN/m) p.s.f (γf) Lever Overturn Restoring Shear Vertical Total shear at base of footing (H)
Over resto arm ing moment force load =528.6215kN
turni ring (m) moment (kNm) (kN) (kN)
(kNm) Total vertical load at base of footing (V)
ng
DLSS 163.155 0.9 2.375 348.75 146.839 =879.036kN
DLwc 14.331 1 2.375 34.036 14.331 Check:-
DLaps 13.125 0.9 3.425 40.458 11.81 𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑠𝑡𝑜𝑟𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 2896.824
LLss 76.719 0 2.375 0 0  =
𝑇𝑜𝑡𝑎𝑙 𝑜𝑣𝑒𝑟𝑡𝑢𝑟𝑛𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 900.34
Fbr(HL) 26.38 1.15 7.829 237.508 30.337 = 3.217 > 2
Fbr (VL) 3.45 0 2.375 0 0
Fw (L) 0.66 1.5 7.829 7.75071 0.99 Hence, it is safe against overturning.
Fcs (t) 4.041 1.5 7.829 47.456 6.0615
𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑠𝑡𝑜𝑟𝑖𝑛𝑔 𝑠ℎ𝑒𝑎𝑟 𝑣∗𝑡𝑎𝑛𝜃
DLAb 309.506 0.9 2.714 755.99 278.556  =
𝑇𝑜𝑡𝑎𝑙 𝑠ℎ𝑒𝑎𝑟 𝑎𝑡 𝑏𝑎𝑠𝑒 𝐻
PEP(VS) 49.919 0 2.975 0 0 879.036∗𝑡𝑎𝑛31°
= 285.8245
PEP (HS) 132.317 1.5 2.784 442.044 198.48
= 1.8479 > 1.5
Psur (V) 15.706 0 2.975 0 0
Psur (H) 41.63 1.2 3.3145 165.579 49.956 Hence, it is safe against sliding.
WBF 325 0.9 4.4875 1312.59 292.5
Wfooting 150 0.9 3 405 135
Total 900.34 2896.824 285.83 879.036

122
Stability check for seismic combination of loads
Load (kN/m) p.s.f (γf) Lever Overturn Restorin Shear Vertical Total overturning moment (OM)
Over resto arm ing g force load =349.634kNm
turni ring (m) moment moment (kN) (kN)
ng (kNm) (kNm) Total Restoring moment (RM)
DLSS 163.155 0.9 2.375 348.75 146.839 =1058.688kNm
DLwc 14.331 1 2.375 34.036 14.331 Total shear at base of footing (H)
DLaps 13.125 0.9 3.425 40.458 11.81 =354.87kN
LLss 76.719 0 2.375 0 0 Total vertical load at base of footing (V)
Fbr(HL) 26.38 0.2 7.829 1.0552 5.276 =879.04kN
Fbr (VL) 3.45 0 2.375 0 0
Check:-
Fs (HL) 79.87 - 7.829 - -
𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑠𝑡𝑜𝑟𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 1058.688
Fs (VL) 4.519 0 2.375 0 0  =
𝑇𝑜𝑡𝑎𝑙 𝑜𝑣𝑒𝑟𝑡𝑢𝑟𝑛𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 349.634
Fcs (t) 4.041 0.5 7.829 1.01 2.0205
= 3.027 > 2
DLAb 309.506 0.9 2.714 250.704 278.556
FsAb(HL) 139.279 1 2.714 139.279 139.27 Hence, it is safe against overturning.
9
PEP (VD) 78.58 0 2.975 0 0 𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑠𝑡𝑜𝑟𝑖𝑛𝑔 𝑠ℎ𝑒𝑎𝑟 𝑣∗𝑡𝑎𝑛𝜃
 =
𝑇𝑜𝑡𝑎𝑙 𝑠ℎ𝑒𝑎𝑟 𝑎𝑡 𝑏𝑎𝑠𝑒 𝐻
PEP (HD) 208.29 1 2.69 208.29 208.29 879.04∗𝑡𝑎𝑛31°
Psur (V) 15.706 - 2.975 - = 354.87
= 1.5 ≥ 1.5
Psur (H) 41.63 - 3.314 -
5
WBF 325 0.9 4.487 263.25 292.5 Hence, it is safe against sliding.
5
Wfooting 150 0.9 3 121.5 135
Total 349.634 1058.688 354.87 879.04

123
8.3 Footing
A) Analysis of foundation for different load combinations:-
Response of footing at its bottom for basic combination of loads:
Load (kN/m) p.s.f (γf) Distance Eccentricity Pu(kN) Mux (kNm) Hy
from bottom y(m)
(m)

DLSS 163.155 1.35 0.625 220.259 137.66

DLwc 14.331 1.75 0.625 25.079 15.67
DLaps 13.125 1.35 -0.45 17.719 -7.97
LL 76.719 1.5 0.625 115.08 71.925
Fbr(H) 26.38 1.15 7.829 237.508 30.337
Fbr (V) 3.45 1.15 0.625 3.97 2.48
Fw(L) 0.66 1.5 7.829 7.75 0.99
Fcs(t) 4.041 1.5 7.829 47.46 6.0615
DLAb 309.506 1.35 0.286 417.833 119.5
PEP(Vs) 49.19 1.5 0.025 73.785 1.845
PEP(Hs) 132.317 1.5 2.69 533.9 198.48
Psur(V) 15.706 1.2 0.025 18.847 0.471
Psur(H) 41.63 1.2 3.3145 165.58 49.956
WBF 325 1.35 -1.49 438.75 -653.74
Wfooting 150 1.35 0 202.5 0
Total 1533.823 680.039 285.825

124
Response of footing at its bottom for seismic combination of loads:
Load (kN/m) p.s.f (γf) Distance Eccentricity Pu(kN) Mux (kNm) Hy
from bottom y(m)
(m)

DLSS 163.155 1 0.625 163.155 101.97

DLwc 14.331 1 0.625 14.331 8.96
DLaps 13.125 1 -0.45 13.125 -5.9
LLss 76.719 0.2 0.625 15.3438 9.589
Fbr(H) 26.38 0.2 7.829 41.305 5.276
Fbr (V) 3.45 0.2 0.625 0.69 0.431
FS(HL) 79.87 1 7.829 625.3 79.87
FS(VL) 4.519 1 0.625 4.519 2.824
Fcs(t) 4.041 1 7.829 31.636 4.041
DLAb 309.506 1 0.286 309.506 88.519
FsAb(HL) 139.279 1 2.714 378.00 139.279
PEP(VD) 78.58 1 0.025 78.58 1.9645
PEP(HD) 208.29 1 2.69 560.3001 208.29
Fsur(V) 15.706 0.2 0.025 3.1412 0.0785
Fsur(H) 41.63 0.2 3.3145 27.59 8.326
WBF 325 1 -1.49 325 -484.25
Wfooting 150 1 0 150 0
Total 1077.391 1388.3171 445.082

125
Upward Pressure of Soil:
i) Basic combination
𝑃 𝑀𝑢𝑥 ∗𝑦
Pu = 𝐴 ± 𝐼𝑥𝑥
1533.823 680.039∗3
Pu = ± 63
6∗1 1∗
12

= 255.64 ± 113.339
= 368.98 kN/𝑚3 or 142.301 kN/𝑚3
ii) Seismic condition
𝑃 𝑀 ∗𝑦
Pu = 𝐴 ± 𝑢𝑥
𝐼 𝑥𝑥

1077.391 1388.17∗3
Pu = ± 63
6∗1 1∗
12

= 410.95 kN/𝑚3 or -51. 821 kN/𝑚3

[Upper limit should be less than bearing capacity of soil i.e. 1.5*354 = 531
kN/𝑚3 ]
Since BM & SF became maximum in basic condition of loads, footing has been
designed only for basic combination of load.

Figure 70 Soil Upward Pressure

126
Maximum bending moment and shear force:
Finding maximum BM at face of abutment & one way shear at the section lying at
‘d’ distance from the face of abutment.
25
Effective depth (d) = 1000 – 75 - = 912.5mm
2
5312.5
Pressure of soil at section 1-1 (P1-1) = * 225.66 + 142.301
6000
= 342.104 kN/m2
4400
Pressure of soil at section 2-2 (P2-2) = * 225.66 + 142.301
6000
= 307.785 kN/m2
3025
Pressure of soil at section 3-3 (P3-3) = * 225.66 + 142.301
6000
=256.071kN/m2
2112.5
Pressure of soil at section 4-4 (P4-4) = * 225.66 + 142.301
6000
=221.752kN/m2
368+307.785 1.6
Maximum BM at section II-II = * 1.6 *
2 2
3
= 432.5024 kN/𝑚
142.301+256.071 3.025
Maximum BM at section III-III = * 3.025 *
2 2
3
= 911.338 kN/𝑚
368+342.104
Maximum SF at section 1-1 = *(1.6-0.9125)*1
2
= 244.094 kN/𝑚3
221.752+142.301
Maximum SF at section 2-2 = *2.1125*1
2
= 384.53 kN/𝑚3

B) Design of Footing (IRC 21-2000 clause 307.2.4)

The calculations are done for 1m width as the moment and force are calculated per
unit width.
Check depth of footing
 25mm bars are used
 75mm clear cover is provided to the slab at bottom
25
Depth provided (d) = 10000-75- = 912.5mm
2

127
 𝑀𝑢 911.338∗106
𝐷𝑏𝑎𝑙 =√ =√ = 522.356mm (ok)
𝑄.𝑏 3.34∗1000

𝐷𝑏𝑎𝑙 < dprovided. So, singly under reinforced section has been designed.
1) Primary Reinforcement Calculation ( clause 307.2.4 )

i) At critical Section III-III

Firm Annex G; IS 456: 2000
0.87𝑓𝑦 𝐴𝑠𝑡 0.87∗500∗𝐴𝑠𝑡
𝑥𝑢 = = = 0.048𝐴𝑠𝑡
𝑜.36𝑓𝑐𝑘 .𝑏 0.36∗25∗1000

Also,
𝑀𝑢
𝐴𝑠𝑡 =
𝑜.87𝑓𝑦 (𝑑−0.416𝑥𝑢 )

911.338∗106
𝐴𝑠𝑡 =
𝑜.87∗500(912.5−0.416∗0.048∗𝐴𝑠𝑡 )

𝐴𝑠𝑡 = 2424.56 𝑚𝑚2

Calculation of Spacing
2424.56
No. of bars (n) = 252
= 4.939
𝜋∗
4
1000
Maximum spacing of bar = = 202.46mm
4.939
But spacing of reinforcement in slab not to exceed 150mm according to
IRC: 21-1987 to control cracking.
So, spacing adopted is 150mm
1000
No. of bar = = 6.67 = 7
150
1000 252
Ast, provided = *𝜋 ∗ = 3272.49𝑚𝑚2
150 4
3272.49
% of reinforcement 𝑃𝑡 = = 0.358 > 0.1
1𝑂𝑂∗912.5

Hence, provide 7-25mm ⌀ bars @ 150mm c/c.

ii) At Critical Section II-II
𝑥𝑢 = 0.048𝐴𝑠𝑡
𝑀𝑢
𝐴𝑠𝑡 =
𝑜.87𝑓𝑦 (𝑑−0.416𝑥𝑢 )

432.5024∗106
𝐴𝑠𝑡 =
𝑜.87∗500∗(912.5−0.416∗0.048𝐴𝑠𝑡 )

128
 𝐴𝑠𝑡 = 1116.896𝑚𝑚2

Calculating Spacing
1116.896
No. of bars (n) = 252
= 2.275
𝜋∗
4
1000
Maximum spacing of bars = = 439.49
2.275
Hence, provide spacing 150mm c/c.
Ast, provided = 3272.49𝑚𝑚2
% of reinforcement = 0.358% > 0.12%

2) Distribution of bars at bottom and at top

As per clause 26.5.2.1, minimum reinforcement = 0.12% of gross area
0.12
= *b.D
100
0.12
= *1000*1000
100
= 1200𝑚𝑚2
So, provide 16mm bar.
1000
Maximum spacing = = 1200 = 167.55mm
252
𝜋∗
4
So, adopt 160mm c/c.
1000
No. of bars = = 6.25
160
Provides 16mm ⌀ bars 160mm c/c at distribution bars at bottom.
Provides 16mm ⌀ bars 160mm c/c at top of footing in both direction.

Check for shear at section I-I

Maximum shear force (𝑉𝑢 ) = 244.098 kN
Effective depth (d) = 912.5mm
𝑉𝑢 244.098∗103
Nominal shear stress (𝜏𝑢𝑣 ) = = = 0.268 N/mm2
𝑏𝑑 1000∗912.5
From table 20,
𝜏𝑢𝑐 𝑚𝑎𝑥 = 3.1 N/mm2 for M25
From table 19,
For M25, & 𝑃𝑡 = 0.358%
𝜏𝑢𝑐 = 0.416 N/mm2
for D>300mm, k=1
Since, 𝜏𝑢𝑣 < k. 𝜏𝑢𝑐 ; shear reinforcement is not required.

129
Check for shear at section IV-IV
Maximum shear force (𝑉𝑢 ) = 384.53kN
Effective depth (d) = 912.5mm
𝑉𝑢 384.53∗103
Nominal shear stress (𝜏𝑢𝑣 ) = = = 0.421 N/𝑚𝑚2
𝑏𝑑 1000∗912.5
𝜏𝑢𝑐 𝑚𝑎𝑥 = 3.1 N/𝑚𝑚2 for 𝑀25
For M25, & 𝑃𝑡 = 0.358%
𝜏𝑢𝑐 = 0.416 N/𝑚𝑚2
Since, 𝜏𝑢𝑣 < k 𝜏𝑢𝑐 ; shear reinforcement is not required.

Check for development length of bar beyond the face of the abutment
𝐿𝑑 = α1*α2*𝐿0 [IRC 21-2000, clause 304.6.2]
α1 = 1 for bars with straight ends
𝐵𝑎𝑟𝑠𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 2424.56 1
α2 = = = 0.7409 >
𝐵𝑎𝑟𝑠𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 3272.49 3

n = 56 for Fe500 & M25 [IRC 21, Table 12]

So,
𝐿𝑑 = α1*α2*n* ⌀
= 1*0.7409*56*25
= 1037.26mm
Shorter length of footing beyond face of abutment = 1600mm-75mm
= 1525 > 𝐿𝑑 (ok)
Also,
Minimum length of extension required;
𝐿𝑑 𝑚𝑖𝑛 = 12⌀ or 300mm whichever is greater
= 12*25 or 300
= 300mm or 300mm
Hence, shorter length of footing beyond the face of abutment = 1600-75 =
1525mm. Since, provide length > 𝐿𝑑 , additional anchorage bars are not
required.

130
 REFERENCES

 A. Pandey, A. Koirala, A. Karmachrya, A. Amatya, B. Ban, S. Khatiwada.

(2018). Final Report on Analysis and Design of Rudhi Khola Bridge,
Pulchowk Campus.
 B.C. Punmia, A. J. (2007). Limit State Design of Reinforced Concrete (First
ed.). New Delhi: Laxmi Publication (P) Ltd.
 Duggal, S.K. (2008). Design of Steel Structure (Third ed.). New Delhi: Tata
McGraw-Hill Publishing Company Ltd.
 Raju, N. K. Design of Bridge (Fourth ed.). New Delhi: Oxford & IBH
Publishing Co Pvt. Ltd.
 S Unikrishna Pillai, D. M. (2014). Reinforced Concrete Design (Third ed.).
New Delhi: Tata McGraw-Hill Publishing Company Ltd.
 Sairam, D. K. (2015). Design of Steel Structures (Revised 2 ed.). New Delhi:
Pearson Education India.
 Subramanian, N. (2010). Steel Structures: Design and Practice (First ed.).
New Delhi: Oxford University Press.
 Suwal, D. R. (2019). Design of Bridges (First ed.). Kathmandu: Mark Line
Publication.
 Victor, D. J. (2017). Essentials of Bridge Engineering (Sixth ed.). New Delhi:
CBS Publishers and Distributors Pvt. Ltd.

CODES AND STANDARDS

 ‘IRC: 5-2015 Standard specification and code of practices for road bridges,
section-I General Features of Design’, Indian Road Congress, 2015.
 ‘IRC: 6-2017 Standard specification and code of practices for road bridges,
section-II Loads and Stresses’, Indian Road Congress, 2017.
 ‘IRC: 21-2000 Standard specification and code of practices for road bridges,
section-III –Cement concrete (plain and reinforced)’, Indian Road Congress,
2000.
 ‘IRC: 24-2010 Standard Specification and code of practices for road bridges,
section-V- Steel Road Bridges (Limit State Method)
 ‘IRC: 78-2014 Standard specification and code of practices for road bridges,
section-VII –Foundation and substructure’, Indian Road Congress, 2000.
 ‘IRC: 83(Part II)-1987 Standard specification and code of practices for
road bridges, section IX –Bearings- part II: Elastomeric bearings’, Indian
Road Congress, 1996
 ‘IRC: 83-2018 Standard specification and code of practices for road bridges,
section-IX –Bearings- part II: Elastomeric bearings’, Indian Road Congress,
2018.
 ‘IRC: 112-2020 Code of practices for concrete road bridges’, Indian
Road Congress, 2020.
 ‘IRC: SP: 114- 2018 Guidelines for seismic design of road bridges’, Indian
Road Congress, 2018
131
 ‘IS. 456 : 2000 Indian Standard plain and reinforced concrete - code of
practice’, Bureau of Indian Standards, 2000
 ‘SP16:1980 Design aids for reinforced concrete to IS : 456 1978’, Bureau of
Indian Standards, 1980
 ‘IS. 2502: 1963 Indian Standard Code of practice for bending and fixing of
bars for concrete reinforcement’, Bureau of Indian Standards, 1964
 ‘SP 34:1987 Hand book on concrete reinforcement and detailing’, Bureau of
Indian Standards, 1999
 ‘IRC:sp-65-2005 Guidelines for Design & Construction of Segmental
Bridges’, Indian Roads Congress, New Delhi, 2005
 ‘Nepal Bridge Standards-2067’, GON, Ministry of Physical Planning and
works, Department of Roads
 ‘Nepal Road Standards-2070’, GON, Ministry of Physical Infrastructure &
Transportation, Department of Roads, 2013

132
 APPENDIX
Water level = 1066.970m
SN STATION CHAINAGE NORTHING EASTING RL REMARKS
1 BM1 3133415.001 205873.328 1070.341 BM1
2 3133424.666 205866.223 1070.242 BM2
3 3133402.655 205831.32 1068.046 BM3
4 BA 0+000 3133403.772 205876.071 1069.428 BA
5 3133405.591 205872.578 1068.502 BA
6 3133407.334 205869.12 1067.755 BA
7 3133408.478 205866.896 1067.41 BA
8 3133409.934 205864.103 1067.022 BA
9 3133410.713 205862.216 1066.844 BA
10 3133411.737 205860.239 1066.633 BA
11 3133412.661 205858.145 1066.558 BA
12 3133413.786 205856.184 1066.594 BA
13 3133414.61 205854.245 1066.766 BA
14 3133415.247 205853.74 1066.962 BA
15 3133415.122 205852.124 1067.745 BA
16 3133416.332 205851.043 1068.025 BA
17 3133416.69 205849.77 1068.042 BA
18 3133417.575 205848.224 1070.444 BA
19 U/S 0+025 3133420.622 205884.321 1069.272 US#25
20 3133422.447 205883.773 1068.908 US#25
21 3133423.148 205883.245 1068.39 US#25
22 3133426.084 205882.776 1067.944 US#25
23 3133426.851 205882.153 1068.281 US#25
24 3133428.354 205881.31 1069.034 US#25
25 3133433.152 205877.783 1071.169 US#25
26 U/S 0+050 3133441.968 205900.22 1072.229 US#50
27 3133443.28 205898.577 1071.763 US#50
28 3133446.649 205894.759 1070.363 US#50
29 3133445.651 205896.043 1070.533 US#50
30 3133446.288 205895.388 1070.398 US#50
31 3133444.162 205896.97 1070.994 US#50
32 3133447.947 205893.453 1072.571 US#50
33 CP1 3133452.683 205896.074 1074.183 US#50#CP
34 CP2 3133383.54 205841.881 1064.957 DS#CP2
35 D/S 0+025 3133390.883 205856.159 1064.007 DS#25
36 3133391.274 205854.395 1063.641 DS#25
37 3133391.478 205853.273 1063.517 DS#25
38 3133391.429 205853.548 1063.865 DS#25
39 3133392.118 205851.1 1063.927 DS#25
40 3133392.559 205848.162 1064.599 DS#25
41 3133392.876 205845.326 1065.215 DS#25
42 3133392.991 205844.206 1066.083 DS#25

133
43 3133393.563 205842.108 1066.577 DS#25
44 D/S 0+050 3133362.156 205849.202 1063.268 DS#50
45 3133362.3 205849.035 1062.182 DS#50
46 3133369.792 205834.115 1064.392 DS#50
47 3133370.797 205831.785 1065.13 DS#50
48 3133365.375 205843.446 1062.055 DS#50
49 3133365.945 205843.256 1062.411 DS#50
50 3133367.364 205839.445 1061.759 DS#50
51 3133366.094 205842.177 1062.399 DS#50
52 3133368.712 205836.38 1062.675 DS#50
53 3133367.459 205840.43 1062.335 DS#50
54 CP3 3133351.813 205820.875 1062.913 DS#CP3
55 D/S 0+075 3133341.125 205832.474 1060.802 DS#075
56 3133341.466 205832.451 1059.851 DS#075
57 3133343.101 205830.859 1059.442 DS#075
58 3133344.088 205829.671 1059.659 DS#075
59 3133345.241 205827.226 1059.841 DS#075
60 3133346.507 205825.455 1059.937 DS#075
61 3133347.013 205824.278 1060.158 DS#075
62 3133347.804 205822.837 1059.873 DS#075
63 3133348.193 205821.806 1060.258 DS#075
64 3133348.793 205820.379 1062.731 DS#075
65 D/S 0+100 3133329.3 205811.396 1057.397 DS#100
66 3133329.793 205811.25 1057.635 DS#100
67 3133331.621 205810.783 1057.793 DS#100
68 3133333.449 205810.493 1058.044 DS#100
69 3133335.183 205810.094 1058.804 DS#100
70 3133337.293 205808.52 1060.048 DS#100
71 3133326.341 205812.592 1058.421 DS#100
72 3133324.801 205813.23 1058.134 DS#100
73 3133323.403 205814.135 1058.468 DS#100
74 3133323.27 205814.228 1059.464 DS#100
75 U/S 0+075 3133449.135 205919.968 1075.572 US#075
76 3133450.711 205919.904 1074.659 US#075
77 3133451.971 205920.241 1073.021 US#075
78 3133453.433 205920.183 1072.946 US#075
79 3133454.502 205920.65 1073.137 US#075
80 3133455.959 205920.241 1073.102 US#075
81 3133457.056 205920.347 1073.545 US#075
82 3133457.78 205920.376 1074.683 US#075
83 3133459.502 205920.481 1076.152 US#075
84 3133448.82 205943.221 1073.648 US#075
85 U/S 0+100 3133451.956 205943.415 1074.69 US#100
86 3133452.891 205943.279 1075.398 US#100
87 3133454.351 205943.532 1075.667 US#100
88 3133456.657 205943.671 1078.183 US#100

134
89 CP4 3133463.407 205967.428 1080.53 US#CP4
90 3133445.163 205943.113 1077.569 US#100
91 3133447.079 205943.385 1075.084 US#100
92 3133447.276 205943.301 1074.011 US#100
93 U/S 0+125 3133452.84 205973.945 1080.949 US#125
94 3133453.639 205973.499 1079.533 US#125
95 3133454.212 205973.159 1079.113 US#125
96 3133455.659 205971.396 1079.203 US#125
97 3133457.492 205969.992 1078.698 US#125
98 3133458.393 205968.865 1078.727 US#125
99 3133459.453 205967.662 1079.73 US#125
100 3133461.426 205966.193 1080.054 US#125
101 3133463.733 205964.619 1080.974 US#125
102 U/S 0+150 3133475.478 205983.442 1081.907 US#150
103 3133475.88 205982.717 1081.396 US#150
104 3133476.658 205981.992 1080.477 US#150
105 3133476.958 205980.955 1079.978 US#150
106 3133478.375 205979.054 1080.094 US#150
107 3133479.318 205977.83 1080.673 US#150
108 3133480.723 205976.113 1081.661 US#150
109 3133481.153 205974.983 1083.029 US#150
110 U/S 0+175 3133501.066 205991.144 1084.649 US#175
111 3133499.951 205992.373 1084.361 US#175
112 3133499.239 205992.723 1082.396 US#175
113 3133497.968 205993.956 1081.791 US#175
114 3133497.139 205994.619 1081.756 US#175
115 3133494.75 205996.714 1082.314 US#175
116 CP5 3133534.366 206023.584 1087.078 US#CP5
117 3133493.808 205996.643 1083.646 US#175
118 U/S 0+200 3133513.516 206014.791 1084.169 US#200
119 3133514.309 206014.14 1083.984 US#200
120 3133514.733 206013.698 1083.829 US#200
121 3133514.98 206013.363 1083.884 US#200
122 3133515.875 206012.208 1084.028 US#200
123 3133516.46 206011.118 1084.362 US#200
124 3133517.322 206010.352 1084.403 US#200
125 U/S 0+225 3133532.62 206034.354 1088.19 US#225
126 3133532.94 206033.448 1087.347 US#225
127 3133533.988 206032.094 1087.084 US#225
128 3133535.203 206030.987 1087.099 US#225
129 3133536.201 206029.993 1087.325 US#225
130 3133537.467 206028.922 1087.38 US#225
131 3133538.218 206028.001 1087.771 US#225
132 CP6 3133556.003 206052.869 1090.547 US#CP6
133 U/S 0+250 3133555.795 206040.739 1091.781 US#250
134 3133555.857 206040.79 1089.965 US#250

135
135 3133553.441 206043.854 1089.52 US#250
136 3133551.499 206045.117 1089.259 US#250
137 3133549.661 206047.786 1089.84 US#250
138 3133548.741 206048.937 1089.757 US#250
139 3133546.747 206050.039 1090.26 US#250
140 U/S 0+275 3133576.37 206055.354 1094.411 US#275
141 3133575.562 206056.21 1093.206 US#275
142 3133575.263 206056.65 1092.155 US#275
143 3133573.875 206058.593 1091.652 US#275
144 3133572.595 206060.321 1092.077 US#275
145 3133571.992 206061.897 1092.419 US#275
146 3133571.711 206062.141 1093.421 US#275
147 CP7 3133592.217 206070.422 1094.676 US#CP7
148 U/S 0+300 3133594.99 206073.347 1095.285 US#300
149 3133595.741 206073.201 1097.722 US#300
150 3133593.207 206074.298 1094.741 US#300
151 3133592.194 206074.772 1094.691 US#300
152 3133590.806 206075.289 1094.329 US#300
153 3133589.558 206075.528 1094.244 US#300
154 3133587.415 206076.034 1094.673 US#300
155 3133586.217 206077.324 1095.827 US#300

136