Tribhuwan University Institute of Engineering Pulchowk Campus DEPARTMENT OF CIVIL ENGINEERING FINAL REPORT ON DESIGN OF BRIDGE OVER KERUNGA KHOLA, CHITWAN Supervisor Asso. Prof. Nabin Chandra Sharma Department of Civil Engineering Prepared By ANJAN LUITEL (069/BCE/012) BIBEK KUMAR KHATRI (069/BCE/031) BIGYA GYAWALI (069/BCE/034) BIKAL SHAKYA (069/BCE/035) BIKESH LAGE (069/BCE/037) BUDDHIMAN TAMANG (069/BCE/047) October, 2016 Tribhuwan University Institute of Engineering Pulchowk Campus Department of Civil Engineering Lalitpur, Nepal Certificate This is to certify that the final year project entitled “DESIGN OF BRIDGE OVER KERUNGA KHOLA, CHITWAN” was submitted by the students to the DEPARTMENT OF CIVIL ENGINEERING in partial fulfillment of requirement for the degree of Bachelor of Engineering in Civil Engineering. The project was carried out under special supervision and within the time frame prescribed by the syllabus. ……………………………. Asso. Prof. Nabin Chandra Sharma Project Supervisor ……………………………. ……………………………. Mr. Dinesh Gupta Mr. Rajan Suwal Internal Examiner External Examiner ……………………………. Dr. Kamal Bahadur Thapa Head of Department Department of Civil Engineering Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ACKNOWLEDGEMENT We’re grateful to our Department of Civil Engineering, Pulchowk Campus for providing us with this project to further enhance our knowledge in the field of civil engineering and its application. Bridge construction has been a predominant feature of human progress and evolution. It has always been a symbol of peace and development. Hence, in the context of our country which has more than 6000 rivers and rivulets, construction of bridge plays a very important role in development and making it an undoubted reason for choosing this project. We’re indebted to our advisor and supervisor Assoc. Prof. Dr. Nabin Chandra Sharma for his valuable time, instructions and guidance throughout the project. We’re heartily thankful to Mr. Chuman Babu Shrestha, capacity building specialist, LRBSU for arranging us the field visit and providing the design data. We’re so deeply obliged to site engineer of both bridge sites for their supervision during our site visit. i Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ABSTRACT We aim to analysis and design a combination of T-Girder and Truss Bridge by using the different theories of civil engineering. The combination of structural mechanics and foundation engineering forms the base of our design. The knowledge of influence line diagram, shear force diagram and bending moment diagram are the essentials of this project. IRC codes were used as the guidelines in the design of the bridge. The superstructure components for truss (slab, stringer, crossbeam and truss girder) and t-girder (slab, t-girder, cross beam) have been designed under class AA and class A loading as prescribed by IRC. Pigeaud’s method was used in analysis of the slab and HendryJaeger method in the analysis of t-girders. The substructure components include bearing, abutments, piers and foundation. Considering the various forces acting on the substructure, spread foundation is provided and the abutment is gravity type. Hence with the help of our supervisor and the available materials and data, we have made an effort to analyse and design The Bridge. Salient Features Particulars Name of the Project Location Zone District Village/ Town Name of Road Chainage of the Bridge Site Geographical Location Easting Northing Classification of Road Type of the Road Surface Terrain/ Geology Information on the Structure Total Length of the Bridge Span Arrangement Total Width of the Bridge No. of Lanes Width of: Carriageway Footpaths Kerbs Required Information/ Range/ Values Design of Bridge over Kerunga Khola Narayani Chitwan Kalyanpur V.D.C. 531972.828 (Longitude – 84β°19’26”) 3050960.78 (Latitude – 27β°34’34”) Local Road Gravel Plain 60 m 12 + 36 + 12 m 7.2 m Two 6m Not provided 0.6 m ii Design of Bridge Over Kerunga Khola, Chitwan Particulars Type of Superstructure Type of Bearings Type of Abutments Type of Piers Type and Depth of Foundation Design Data Live Load Net Bearing Capacity of Soil Design Discharge Linear Waterway SUMMARY OF QUANTITIES Grade and Quantity of Concrete In Superstructure In Substructure Grade and Quantity of Reinforced Steel In Superstructure In Substructure Grade and Quantity of Structural Steel In Superstructure In Substructure In Foundation Quantities of other materials Brick Masonry Gabion Masonry Formworks Timber Stone Masonry SUMMARY OF COST Superstructure Substructure Foundation Works Approach Road River Training Works Miscellaneous Works Grand Total Cost per m run 2069 – AB Bridge Required Information/ Range/ Values RCC T-Girder + Steel Truss Elastomeric Pad Bearings RCC rectangular abutment RCC Solid Piers Spread Footing for Abutments Well Foundation for Piers IRC Class AA (Wheeled and Tracked) IRC Class A 300 kN/m2 95.54 m3/sec 46.43 m M25 – 154.4 m3 M20 – 548.136 m3 Fe415 – 12.12 MT Fe415 – 64.328 MT E250 – 76.066 MT 411.018 m2 - Rs. 1,30,22,728 /Rs. 1,26,88,792 /Rs. 2,57,11,520 /(Truss) Rs. 3,05,578/(T-Girder) Rs. 84,248 /- iii Design of Bridge Over Kerunga Khola, Chitwan NOTATION ∅ πuv γm Ag Ah Ast Asv bf bw d d’ D E fck fy I Ip Ld pc pt R Sa/g Sv Xu Xul Z Diameter of Bar Shear Stress Partial Safety Factor Gross Area Horizontal Seismic Coefficient Area of Steel in Tension Area of Stirrups Flange width Web width Effective depth Effective Cover Overall Depth Young’s modulus of Elasticity Characteristic Strength of Concrete Characteristic Strength of Steel Importance Factor Polar Moment of Inertia Development Length Percentage of Steel in Compression Percentage of Steel in Tension Response Reduction Factor Average Response Acceleration Coefficient Spacing of Stirrups Actual depth of Neutral Axis Ultimate depth of Neutral Axis Zone Factor iv 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge TABLE OF CONTENTS INTRODUCTION ....................................................................................................................................... 1 1.1 Introduction ............................................................................................................................ 1 1.2 Title of project work................................................................................................................ 1 1.3 Project assignment.................................................................................................................. 1 1.4 Objectives................................................................................................................................ 2 1.5 Client Requirements ............................................................................................................... 2 METHODOLOGY ...................................................................................................................................... 3 2.1. Acquisition of Data .................................................................................................................. 3 2.2. Structural Planning and Preliminary Design ........................................................................... 7 2.3. Idealization and Analysis of bridge structure........................................................................ 13 ACQUISITION OF DATA FOR DESIGN ..................................................................................................... 17 3.1 Topographical Survey............................................................................................................ 17 3.2 Geology and Topography ...................................................................................................... 17 3.3 Hydrology .............................................................................................................................. 18 3.4 Observation visit and Verification of data ............................................................................ 21 SELECTION OF BRIDGE TYPE ................................................................................................................. 24 STRUCTURAL PLANNING AND PRELIMINARY DESIGN .......................................................................... 25 T-Beam Bridge ................................................................................................................................... 25 Truss Bridge....................................................................................................................................... 27 ABUTMENT/PIER HEIGHT CALCULATION: ......................................................................................... 28 STRUCTURAL ANALYSIS AND DESIGN OF BRIDGE COMPONENTS ........................................................ 29 A. Design of RCC T-Girder (12 m span) bridge .............................................................................. 29 I. Analysis and design of Deck slab ....................................................................................... 29 II. Analysis and Design of Main Girder .................................................................................. 44 III. Analysis of Cross Beam ..................................................................................................... 65 IV. Design of Elastomeric bearing .......................................................................................... 68 B. Design of Steel Truss (36 m span) bridge .................................................................................. 75 I. Design of Deck Slab ........................................................................................................... 75 II. Design of stringer beam .................................................................................................... 76 III. Design of cross girders ...................................................................................................... 78 v Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge IV. Design of Steel Trusses ..................................................................................................... 80 V. Design of Truss Joints ........................................................................................................ 90 VI. Consideration of Wind Load on Member Stresses ........................................................... 91 VII. Consideration of Seismic Force ......................................................................................... 94 VIII. Design of Bracings ............................................................................................................. 95 IX. Design of Connections .................................................................................................... 100 X. Design of Elastomeric bearing for truss .......................................................................... 107 C. Design of RCC Abutment ......................................................................................................... 116 I. Planning and Preliminary Design ..................................................................................... 116 II. Analysis and Design of Abutment Cap ............................................................................ 118 III. Analysis and Design of Abutment Stem .......................................................................... 119 IV. Design of Dirt Wall .......................................................................................................... 126 V. Analysis and Design of Spread Footing ........................................................................... 130 D. Design of RCC Solid Pier .......................................................................................................... 134 I. Planning and preliminary design ..................................................................................... 134 II. Load Calculation .............................................................................................................. 135 III. Analysis and Design of Pier Cap ...................................................................................... 139 IV. Analysis and Design of Pier Stem .................................................................................... 140 DRAWINGS .......................................................................................................................................... 150 APPROXIMATE ESTIMATES ................................................................................................................. 151 CONCLUSION AND RECOMMENDATIONS........................................................................................... 155 BIBLIOGRAPHY .................................................................................................................................... 156 ANNEXES ............................................................................................................................................. 157 Detail Design of Connections at Truss Joints .................................................................................. 157 vi Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge INTRODUCTION 1.1 Introduction Bridges has been a predominant feature of human progress and evolution. Bridges are used by people and vehicles for crossing rivers, lakes, ravines, canyons, railroads and highways. Bridges must be strong enough to safely support their weight as well as the weight of the vehicle that pass over it. As Nepal is a mountainous country with a lot of river and rivulets, we need a lot of bridges just to join one part of the country to another. So we need to construct a lot of bridges to ease the extension of road network as well as to carry out other development works in an efficient way. So there is a huge potential of bridge engineering in Nepal. In this project we are assigned to design a bridge over Kerunga Khola joining Devi Mandir Chowk of Madhi V.D.C. to Kerunga Chowk of Kalyanpur V.D.C. of Chitwan district. As it is a local road so a single lane bridge shall suffice. But as per the provisions in Nepal Road Standards (a minimum of 6 m carriageway for bridges longer than 50 m), the bridge will be designed as a two-lane bridge. We are supposed to design the most economic bridge for this section based of the various data provided by LRBSU. This report is also prepared as a part of project work for the fulfilment of the Project-II as per the syllabus of Bachelor of Civil Engineering fourth year second part. In Nepal, mostly RCC T-beam superstructure is preferred as the resources to design and construct are readily available in Nepal. But for understanding of various other superstructures, we chose to use a Steel Truss bridge along with the T-girder over the river. The variation in design procedures for the two types and a need to accommodate these superstructures over the pier has helped to enhance our understanding of the essentials of Bridge Engineering. 1.2 Title of project work The main objective of this project is to design a bridge over Kerunga Khola by using the Limit State approach of design. So this project is entitled as “Design of Bridge over Kerunga Khola, Chitwan”. 1.3 Project assignment Following assignments were completed during the completion of the project: 1.1.1. Study of topographic, geological, hydrological, geotechnical and traffic condition of bridge site from previous reports. 1.1.2. Visit of bridge site and preparation of site observation report including verification of data required. 1.1.3. Finding the different alternate span arrangements of bridge for the site and comparing them. 1.1.4. Carryout design and detailing of selected bridge type. 1.1.5. Design of bearing. 1.1.6. Design of abutment and pier. 1.1.7. Design of foundation. 1 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 1.1.8. Preparation of detail drawing of bridge superstructures with its all components, abutments, pier, bearing and footing required for the construction of selected bridge type. 1.4 Objectives As the title suggests the main objective of this project is to analyse and design the Steel Truss Bridge by Limit State Method. In addition to this following objectives were set while fulfilling the above maintained assignments: a. To be familiar with the bridge and its design. b. To recognize various types of bridges. c. To know about various type of loading and their forms of application. d. To understand various methods used in the design of the structural component of loading of bridge and their limitations. e. To be familiar with the standard specification regarding the design of bridge. Thus the objective of this project is to obtain the basic ideas of bridge building. 1.5 Client Requirements The bridge was designed for LRBSU as per their requirement based on the present need of the site and possible future need. The requirements of the bridge to be designed are as follows: ο· Type of Road Local Road ο· Footway No ο· Wearing surface Asphalt Concrete ο· Bridge type Permanent 2 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge METHODOLOGY 2.1. Acquisition of Data 2.1.1. Preliminary Data For the design of our bridge the preliminary data needed was acquired from the report prepared by consultancy but in actual practice it is done by following methods. Site selection survey Site selection survey is done by a team of bridge engineer, geotechnical engineer, surveyor and hydrologist. After consultation with local residents, technical personnel of Divisional Road Office of the site, proposed bridge alignment is fixed. Topographical survey Tachometric survey is carried for detailed engineering survey of the proposed bridge site. Theodolites, level machines, staffs and measuring tape are usually used for detailed survey. After consultation with the technical personnel and the local villagers and as directed by the river morphology; an axis joining line joining left bank and right bank is fixed. Temporary Benchmark is also fixed. The bridge site detailing area covers a suitable region along the length of river both upstream and downstream. It also covers left and right banks along the existing approach roads. L-section of approach road and river measured and also the benchmarks and bridge points are shown in contour maps. Geotechnical Investigation Geotechnical investigation is one of the major parts of the project work for the design of the proposed bridge at Kerunga Khola in Chitwan district. Geotechnical investigation works includes core drilling, test pitting, visual investigation at site. Detail report and test results with bore logs are included in the actual project report. For our project the site and its contour map, hydrological data and geotechnical data were provided by LRBP (Local Road and Bridge Programme). 2.1.2. Hydrology Methods The maximum discharge which a bridge across a natural stream is to be designed to pass can be estimated by the following methods: a) By using one of the empirical formulae applicable to the region; b) By using the rational method involving the rainfall and other characteristics for the area; c) By the area velocity method, using the hydraulic characteristics of the stream such as cross sectional area, and the slope of the stream; d) From any available records of the flood discharges 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. These methods are briefly discussed here. A. Empirical formulae Empirical formulae for flood discharge from a catchment have been proposed of the form: Q=CAn Where, Q=maximum flood discharge in m3 per second. A= catchment area in Km2. C= constant depending on the nature of the catchment and the location. n= constant. A popular empirical formulae of the above type is Ryve’s formulae given by equation Q=CA2/3 3 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge The value of C is taken as 6.5 for the tracts near the coast, 8.5 for the areas between 25 and 50 km of the coast and 10 for the limited areas near hills. B. Rational formulae A rational formula for the 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 catchment. Many complicated formulae are available in treatises on hydrology. A typical rational formula is: Q=AIoλ Where, Q= maximum flood discharge in m3 per second A= catchment area in Km2. Io= peak intensity of rainfall in mm per hour. λ= a function depending upon characteristics of catchment in producing the peak run-off. λ=0.56Pf/ (to+Io) to= concentration time in hours. to= (0.88 L3/H)0.35 L= distance from the critical point to the bridge site in kilometres. H= difference in elevation between the critical point and the bridge site in meters. P= percentage coefficient of run-off for the catchment characteristics. F= a factor to correct for the variation of intensity of rainfall I o over the area of the catchment. C. Area-velocity method The area-velocity method based on the hydraulic characteristics of the stream is probably the most reliable among the methods of 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 is given by equation: Q= AV Where, Q= discharge in m3 per second. A= wetted area in m2. V= velocity of flow in m/s = (1/n) ο΄R2/3ο΄S1/2 n= coefficient of roughness. S= slope of stream. R= hydraulic mean radius in m. = wetted area in m2/wetted area in meters. The wetted area and wetted perimeter are obtained from the cross-section of the stream at site drawn to scale with the floods levels marks therein. The quantity S in equation denotes the slope of stream. D. Estimation from flood marks If flood marks can be observed on an existing bridge structure near the proposed site, the flood discharge passed by the structure can be estimated reasonably well, by applying appropriate formulae available in treatises on hydraulics. It is possible by inspection to ascertain the flood levels soon after a flood. Sometimes, these flood marks can be identified even years after a flood, but it is desirable to locate these as soon after the flood as possible. Design discharge The design discharge may be taken as the maximum values obtained from the least two method mentioned. If the values obtained by two methods differ by 50%, then the maximum design discharge is limited to 1.5 times the lower estimate. Freak discharge of high intensity due to failure of dam or tank constructed upstream of the bridge site need not to be catered for. From consideration of 4 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge economy, it is not desirable to aim to provide for the passage of the very extraordinary flood that may ever happen at a particular site. It may be adequate to design for a flood occurring once in a 20 years in case of culverts and once in 100 years for bridges and to ensure that the rarer floods be passed without excessive damage to structure. Linear waterway When the watercourse to be crossed in an artificial channel for irrigation or navigation, or when the banks are well defined for artificial streams, the linear waterway should be full width of channel or stream. For large alluvial stream with undefined banks, the required linear waterway should be determined using Lacey’s formula given by equation L = C√Q Where, L= the linear waterway in m. Q= the designed maximum discharge in m3 per second. C= a constant, usually taken as 4.8 for regime channels, but may vary from 4.5 to 6.3 according to 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 afflux and velocity of water under the bridge. With reduced waterway, velocity would increase and greater scour depth would be involved, requiring deeper foundations. Thus, any possible saving from a smaller linear waterway will be offset by extra expenditure on deeper foundations and protective works. Afflux is the heading up of water over the flood level caused by the constriction of waterway bridge site.it can be computed from equation X = (v2/2g) ο΄ ((L2/c2.L12)-1) Where, X= afflux V= velocity of normal flow in stream g= acceleration due to gravity L= width of stream in at H.F.L 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 mouth entry. The afflux should be kept minimum and limited to 300mm. afflux causes increase in velocity in downstream side, leading to greater scour depth and requiring deeper foundations. The road formation level and the top level of the guide bunds are dependent on the maximum water level on upstream side including afflux. Economical span Considering only the variable items for the given linear waterway, the total cost of the superstructure increases with the increase or decrease in span length. The most economical span is that for which the cost of superstructure equals the cost of sub-structure. This condition may be derived as below: Let, A= cost of approaches B= cost of two abutments including foundations L= total linear waterway l= length of one span n= number of spans P= cost of one pier, including foundation C= total cost of bridge. Assuming that the cost of superstructure of one span is proportional to the square of the span length, total cost of superstructure equals n.kl2, where k Is a constant. 5 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge The cost of railing, flooring, etc., is proportional to the total length of bridge and can be taken as k’L. C= A + B + (n-1) P + nkl2 +K’L For minimum cost, dC/dL should be zero, we get P= k.l2 Therefore, for an economic span, the cost of superstructure of one span is equal to the cost of substructure of same span. The economical span (le) can then be computed from the equation Le= √(P/k) P and k are to be evaluated as average over a range of possible span lengths. Location of pier and abutments Pier and abutments should be as to make the use of best the foundation conditions available. As far as possible the most economical span as above should be adopted. If navigational or aesthetic requirements are to be considered, the span may be suitably modified. As a rule, the number of span should be kept low, as pier obstructed water flow. If pier are necessary, odd number of span should be preferred. For small bridges with open foundations and solid masonry piers and abutments, the economical span is approximately 1.5 times the height of pier or abutments, while that for masonry arch bridges it is about 2 times the height of keystone above the foundation, the question has to be examined in detail. The alignment of pier and abutments should be, as far as possible, parallel to the mean direction of flow in the stream. If any temporary variation in the direction and velocity of stream current is anticipated, suitable protective works should be provided to protect the sub-structure against the harmful effects on stability of the bridge structure. Vertical clearance above H.F.L For the high level bridges, a vertical clearance should be allowed between the H.F.L, and the lowest point of the superstructure. This is required to allow for any possible error in the estimation of the H.F.L., and the design discharge. It also allows floating debris to pass under the bridge without damaging the structure. The difference between the vertical clearance and the free-board is sometimes not clearly understood. While vertical clearance is the difference in level between H.F.L. and the lowest point of the superstructure, freeboard is associated with the approaches and guides bunds. The freeboard at any point is the difference between the highest flood level after allowing afflux, if any, and the formation level of the embankment on the approaches or the top level of guide bunds at that point, for high level bridges, the freeboard should not be less than 600 mm. Scour Depth Scour of stream bed occurs during the passage of a flood discharge, when the velocity of stream exceeds the limiting velocity that can be withstand by the particles of the bed material. The scour should be measured with reference to existing structures near the proposed bridge site, if this is possible. Due allowance should be made in the observed value for additional scour that may occur due to the designed discharge being greater than the flood discharge for which the scour was observed, and also due to increased velocity due to obstruction to flow caused by the construction of bridge. Where the above practical method is not possible, the normal depth of scour may be computed by equation for natural streams in alluvial beds. d=0.473(Q/f).33 Where, d= normal depth of scour below H.F.L. for regime conditions in a stable channel in meters. Q=designed discharge in m3 per second f=Lacey’s silt factor for a representative sample of bed material The minimum depth of foundation below H.F.L. is kept at 1.33d for erodible strata 6 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 2.2. Structural Planning and Preliminary Design Considering the fact that we had very little background in the field of bridge design, this project turned out to be more strenuous than we had ever imagined. The fine guidance from our supervisor and the books recommended by him combined with immense hard work from each one of us are the reasons for the successful completion of this project. The books available in the library were also of great help. Although they were few in number, the old reports on steel truss bridges and R.C bridges facilitated us with plenty of necessary materials. Finally, the internet served us with the resources required for the final touch up of this report. a. Types of bridge i. According to Function ο· Aqueduct ο· Viaduct ο· Highway ο· Railway ο· Road-cum-rail or Pipeline Bridge ii. According to the material of construction ο· Timber ο· Masonry ο· Iron ο· Steel ο· Reinforced concrete ο· Prestressed concrete ο· Composite iii. According to the type of superstructure ο· Slab ο· Beam ο· Truss ο· Arch ο· Suspension iv. According to the position of bridge floor relative to superstructure ο· Deck ο· Through ο· Half through ο· Suspended v. According to the inter-span relations ο· Simple ο· Continuous ο· Cantilever vi. According to the method of connection of different parts of superstructure ο· Pin connected ο· Welded ο· Riveted vii. According to the road level relative to the high flood level of the river ο· High-level ο· Submersible viii. According to the method of clearance for navigation ο· High-level ο· Movable-Bascule ο· Movable-swing ix. According to anticipated type of service and duration of use ο· Permanent 7 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ο· Temporary ο· Military b. Selection of Bridge Site It may not be always possible to have a wide choice of sites for a bridge. This is particularly so in case of bridges in urban areas and flyovers. For rivers bridges, in rural areas, usually a wider choice may be available. The characteristics of an ideal site for a bridge across a river are: ο· ο· ο· ο· ο· ο· ο· ο· ο· A straight reach of river. Steady river flow without whirls and across currents. A narrow channel with firm banks. Sustainable high banks above high flood level on each side. Rock or other hard in-erodible strata close to the river bed level. Proximity to a direct alignment of the road to be connected. Absence of sharp curves in the approaches. Absence of expensive river training works. Avoidance of excessive underwater construction. In selection a site a 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. c. Loading IRC loads for the bridge design: According to IRC: 6-2000, road bridges and culverts are classified on the basis of loadings that they are designed to carry. IRC class AA loading: This loading is to be adopted within certain limits, in certain existing or contemplated industrial areas, and along certain specified highways and areas. Bridges designed for class AA loading should be checked for class A loading is considered in each lane. IRC class A loading: This loading is normally considered on all in which dominant bridges and culverts are constructed. One train of class A loading is considered in each lane. IRC class B loading: This loading is normally considered when the structure is temporary and for bridges in specified area. Structures with timber spans are to be regarded as temporary structures. d. Superstructure The basic function of bridge superstructure is to permit the uninterrupted smooth passage of traffic over it and to transmit the loads and forces to the substructure safely through the bearings. Although it is difficult to stipulate the aesthetic requirements, it should, however, be ensured that the type of superstructure adopted is simple, pleasing to the eye, and blends with the environment. The superstructure of any bridge must be designed such that it satisfies geometric and load carrying requirements set forth by its owner. This geometric requirement depends upon the number and widths of traffic lanes and footpaths that have to be carried across. They also depend on overall alignment and various horizontal and vertical clearances required above and below the roadway. The superstructure designed has to meet various structural design requirements such as strength, stiffness and stability. The horizontal and vertical alignment of a bridge is governed by the geometrics of the highway, roadway or channel, it is crossing. For girder type bridges, the girders may either be curved or straight, and may be aligned on chords between supports with the deck slab built on the curve. The following points require close examination when girders are aligned on a chord: ο· ο· ο· ο· Non symmetric deck cross section Deck finish of the warped surface Vertical alignment of the curbs and railings, to preclude visible discontinuities Proper development of super elevation The components of superstructure are as follows: Lighting 8 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge The lighting of the bridge is generally in accordance with the provisions of the authority having jurisdiction on that area. Drainage The transverse drainage of the roadway is usually accomplished by providing suitable crown in the roadway surface, and the longitudinal drainage is accomplished by camber or gradient. Traffic lane Roads designed for traffic flow can be single lane, double lane or more. Road width in meters should be divided by 3.65 and the quotient approximated to the nearest whole number of design traffic lanes. We have designed our bridge with two traffic lane. Road width Road width is the distance between the roadside faces of the kerbs which depends on the number and width of traffic lanes and the width of the bounding hard shoulders. For our project we have designed road width of 7.5 m. Footpaths Footpaths or walkways are generally provided where pedestrian traffic is anticipated, but not on major arteries or in country sides. Its width is 1.5 m generally, but may be as narrow as 0.6 m and as wide as 2.5 m depending on the requirements. For our project we have designed footpath of 1 m wide and 300 mm deep. Road kerb The road kerb is either surmountable type or insurmountable type. In the absence of walkways, a road kerb is combined with parapet. Parapets Parapets can be of many shapes and of variable sturdiness. They are designed to prevent a fast moving vehicle of a given mass from shooting off the roadway in the event of an accidental hit. Their height varies, but it should be at least 700 mm. For our project we have designed parapet of 1000 mm depth and 150 mm width. Handrails The parapets are usually mounted by metal hand rail, about 350 mm high. Their roadside face is double sloped. For our project we have designed handrail of size 50 mmο΄50 mm. Crash barriers Sometimes walkways are protected from the erring vehicular traffic by crash barriers which act as insurmountable kerbs and deflect the hitting vehicles back into the traffic lane. Expansion and roadway joints To provide for expansion and contraction, joints should be provided at the expansion end of spans, at other points, where they may be desirable. Joints are preferably sealed to prevent erosion and filling of debris. Medians On expressways and freeways, the opposing traffic flows are separated by median strips. These reduce the possibility of accidents due to head on collisions. Super-elevation The super-elevation of the surface of a bridge on a horizontal curve is provided in accordance with the applicable standard. This should preferably not exceed 0.06 m per meter, and never exceed 0.08 m per meter. e. Substructure Substructure of a bridge refers to that part of it which supports the structure that carries the roadway or the superstructure. Thus substructure covers pier and abutment bodies together with their foundations, and also the arrangements above the piers and abutments through which the superstructure bears on the structure. The latter are called bearings. i. Foundation 9 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge A foundation is that part of the structure which is in direct contact with the ground and transmits loads to it. A footing is that part of the foundation that transmits the loads directly to the soil. Types of Foundations: A. Deep Foundations Deep foundations generally have depth greater than the width. They are constructed by various special means. They are of following types: ο· Piles Piles are essentially giant sized nails that are driven into the subsoil or are placed in after boring holes in the subsoil. The giant sized nails that are driven into the subsoil or are placed in after boring holes in the subsoil. The giant sized nails are made of concrete, steel or timber and can be square, rectangular, circular or H-shaped in section. A group of piles is capped together at top, usually by a reinforced concrete cap, to support the pier of crapped together at top, usually by a reinforced concrete cap, to support the pier or abutment body above. ο· Caissons or wells Caisson is constructed at open surface level in portions and sunk downwards mechanically by excavating soil from within the dredge hole all the way till its cutting edge reaches the desired founding level. The well is then effectively scaled at bottom and at least partly filled by sand. The surface level and the portions near it are capped. The pier or abutment is then constructed on the cap. B. Shallow Foundations A foundation is shallow if its depth is less than or equal to its width. These are generally placed after open exaction, and are called open foundations. The design of open foundations is based on complete subsoil investigations. But in case of low safe bearing capacity of soil, such foundations have to be disallowed. The selection of the appropriate type of open foundation normally depends upon the magnitude and disposition of structural loads, requirements of structures (settlement characteristics, etc.), type of soil or rock encountered, allowable bearing pressures, etc. Where rocky stratum is encountered at shallow depths, it may be preferable to adopt open foundations because of its advantage in permitting proper seating over rock and speed of construction work. They are of following types: ο· Spread Footing (Isolated footing, combined footing, strip footing) An isolated footing is a type of shallow foundation used to transmit the load of an isolated column to the subsoil. This is the most common type of foundation. The base of the column is enlarged or spread to provide individual support for the load. A spread footing which supports two or more columns is termed as combined footing. The combined footing may be rectangular in shape if both the columns carry equal loads, or may be trapezoidal if they carry unequal loads. If the independent spread footings of two columns are connected by a beam, it is called strap footing. A strap footing may be used where the distance between the columns is so great that a combined trapezoidal footing becomes quite narrow. The strap footing consists of single continuous R.C. slab as foundation of two or three or more columns in a row. It is suitable at locations liable to earthquake activities. It also prevents differential settlement. In order to have better stability a deeper beam is constructed in between the columns. It is also known as continuous footing. ο· Mat or Raft Footing A raft or mast is a footing that covers the entire area beneath a structure and supports all the walls and columns. When the allowable soil pressure is low or the loads are heavy the use of spread footings would cover more than one half of the area and it may prove more economical to use mat or raft foundation. The mat or raft tends to bridge over the erratic deposits and eliminates the differential settlement. It is also used to reduce settlement above highly compressive soils, by making the weight of structure and raft approximately to weight of soil excavated. ii. Bearing 10 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Bearings are provided in bridges at the junction of the girders or slabs and the top of pier and abutments. Bearings transmit the load from the superstructure to substructure in such a way that the bearing stresses developed are within the safe permissible limits. The bearings also provide for small movements of the superstructure. The movements are induced due to various reasons such as: ο· ο· ο· ο· ο· Movement of the girders in the longitudinal direction due to variations in the temperature The deflection of the girder causes rotations at the supports Due to sinking of the supports the vertical movements are developed Movements due to shrinkage and creep of concrete In the case of prestressed girders, prestressing the girders cause movements of girders in the longitudinal direction Types of Bearings a. Fixed Bearings Fixed bearings permit rotations while preventing expansion. They are of the following types: ο· Steel Rocker bearing ο· R.C. Hinge bearing b. Expansion Bearings Expansion bearings accommodate both horizontal movements and rotations, they are of following types: ο· Sliding Plate bearing ο· Sliding cum Rocker bearing ο· Steel Roller cum Rocker bearing ο· R.C Rocker cum Roller bearing ο· Elastomeric bearing Elastomeric Bearing Elastomeric bearings are widely used in present times as they have less initial and maintenance cost. Besides occupying a smaller space, elastomeric bearings are easy to maintain and also to replace when damaged, chloroprene rubber termed as neoprene is the most commonly used type of elastomer in bridge bearings. Neoprene pad bearings are compact, weather resistant and flame resistant. Hence, nowadays elastomeric bearings have more or less completely replaced steel rocker and roller bearings. iii. Pier The bridge supports in between the abutment supports are referred to as piers. The choice of construction of the bridge deck will dictate the choice of the type of pier. If support is required at intervals across the full width of the bridge deck, then some form of supporting wall or portal frame is made for the pier. However when deck has some capacity within itself to span transversely at an intermediate support positions by means of a diaphragm within the depth of the deck, there is wider choice available for pier. Simplicity in the formation of a pier not only has the merit of providing easier and more economical construction, but it is also likely to produce more attractive result. But for some special cases, complex shapes may be adopted. In this case the bearings are placed at the heads or the feet of the piers. Types of Pier Depending on the type, size and dimensions of the superstructure, the following types of piers are in general use: a) Solid type pier The solid type pier is generally built using brick or stone masonry or concrete. This type with cut ease water is widely used for river bridges. b) Trestle type pier The trestle type pier comprises of a number of reinforced concrete columns with a concreting cap at the top. The trestle type of pier finds wide applicability in the case of flyovers and elevated roadways generally used for crossing in city roads. c) Hammer-head type pier 11 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Hammer-head type of pier consists of a massive single pier with cantilever caps on opposite sides resembling the head of a hammer. This type of pier is generally suitable for elevated roadways and when used in river bridges, there is minimum restriction of waterway. d) Cellular type pier For the construction of massive piers carrying multilane traffic, it is economical to use cellular type reinforced concrete piers which results in the savings of concrete. However cellular type piers require costly shuttering and additional labor for placing of reinforcements. For tall piers, slip forming work can be adopted for rapid construction. e) Framed type pier R.C. type piers are aesthetically superior and rigid due to monolithic joints between the vertical, inclined and horizontal members. These type of piers are ideally suited to reduce the span length of main girders on either side of center line of the pier resulting in savings in the cost of superstructure. However this type of construction requires two expansion joints at close intervals with increase of maintenance cost. Forces acting on piers The various forces to be considered in the design of piers are as follows: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. Dead load of superstructure and pier. Live load of vehicles moving on the bridge. Effect of eccentric live loads. Impact effect for different classes of loads. Effect of buoyancy on the submerged part of the pier. Effect of wind loads acting on the moving vehicles and the superstructure. Forces due to water current. Forces due to wave action. Longitudinal forces due to tractive effort of vehicles. Longitudinal forces due to braking of vehicles. Longitudinal forces due to resistance in bearings. Effect of earthquake forces. Forces due to collision for piers in navigable rivers. The stability analysis for the piers is generally made by considering some of the critical forces which will have significant effect on the stresses developed in the piers. Design of pier The salient dimensions of pier like the height, pier width and batter are determined as follows: a) Height The top level of pier is fixed to 1 to 1.5m above the high flood level, depending upon the depth of water on the upstream side. Sufficient gap between the high flood level and top of pier is essential to protect the bearings from flooding. b) Pier Width The top of pier should be sufficient to accommodate the two bearings. It is usually kept at a minimum of 600 mm more than the outer to outer dimension of the bearing plates. c) Pier Batter Generally the sides are provided with a batter of 1 in 20 to 1 in 24. Short piers have vertical sides. The increased bottom width is required to restrict the stresses developed under loads within safe permissible values. d) Cut and Ease Waters The pier ends are shaped for streamlining the passage of water. Normally the cut and ease waters are either shaped circular or triangular. iv. Abutment Abutments are end supports to the superstructure of a bridge. Abutments are generally built using solid stone, brick masonry or concrete. An abutment has three distinct structural components: 12 Design of Bridge Over Kerunga Khola, Chitwan a. b. c. 2069 – AB Bridge Breast wall Wing wall Back wall The design of abutment is done precisely in the same manner as the design of pier. The dimensions are first determined from the practical point of view and its stability is subsequently tested. The important additional force which the abutment has to withstand is the earth pressure of the earth filling behind the abutment. The minimum top width of the abutment should be 3 to 4 feet with the front batter of 1 in 24 and back batter of 1 in 6. Eddies erode the toes of the bank behind the abutment and thus the cost of maintenance of the road is increased. In order to overcome this defect and give the smooth entry and exit to the water, splayed wing walls to the abutment are constructed. Function ο· ο· To finish up the bridge and retain the earth filling To transmit the reaction of the superstructure to the foundation. Design ο· ο· ο· ο· ο· Height: Height is kept equal to that of piers. Abutment batter: The water face is kept vertical or a small batter of 1 in 24 to 1 in 12 is given. The earth face is provided with a batter of 1 in 3 to 1 in 6 or it may be stepped down. Abutment width: The top width should provide enough space for bridge bearings and bottom width is dimensioned as 0.4 to 0.5 times the height of the abutment. Length of abutment: The length of abutment must be at least equal to the width of the bridge. Abutment cap: The bed block over the abutment is similar to the pier cap with a thickness of 450 to 600 mm. Forces acting on abutment ο· ο· ο· ο· ο· ο· Dead load due to superstructure Live load due to superstructure Self weight of the abutment Longitudinal force due to tractive effort and braking Forces due to temperature variation Earth pressure due to backfill Abutment should be designed in such a way that it can resist the forces mentioned above. 2.3. Idealization and Analysis of bridge structure 2.3.1. Influence Line Diagram Usually the structures are analysed for loads which do not change their points of application on the structure. Very often structures have to be analysed 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 analyse the structure for a given position of loads and calculate the stress resultants namely: bending moments, radial and normal shear forces at any section in a member of the structure. The engineer must know the maximum values of stress resultants, both positive and negatives, at any section of the structure. Sometimes the designer would even like to know the maximum deflection at a given point when a 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 a procedures apart from being time consuming is also uncertain. The task is very much simplified by using the concept of influence line. 13 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 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 a given direction, crosses the structure. An influence line is thus a relation between the required function at any given point of the structure and the position of a moving unit load on the 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: ο· ο· 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. 2.3.2. Pigeaud’s Method Pigeaud’s method is used for the analysis of slabs spanning in two directions. Analysis of Slab Decks i) Slabs spanning in one direction For slabs spanning in one direction, the dead load moments can directly be computed assuming the slab to be simply supported between the supports. Bridges deck slabs have to be designed for I.R.C. loads, specified as class AA or A depending on the importance of the bridge. For slabs supported on two sides, the 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, be=Kο΄x(1-x/L)+bw Where, be=Effective width of slab on which load acts L=Effective span x=Distance of centre of gravity from nearer support bw=Breadth of concentration of load K=a constant depending on the ratio (B/L) and is compiled in IRC:21-2000 for simply supported and continuous slabs. ii) Slabs spanning in two directions In the case of bridge decks with tee beams and cross girders, the deck slab is supported on all four sides and is spanning in two directions. The moments in two directions can be computed by using the design curves developed by M. Pigeaud. The method developed by Pigeaud is applicable to rectangular slabs supported freely on all 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=Dimensions of the load spread after allowing for dispersion through the deck slab K=Ratio of short to long span=(B/L) M1=Moment in the span direction M2=Moment in the long span direction m1 and m2=coefficient for moment along short and long direction 14 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 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 45β° through the wearing coat and deck slab according to IRC:21-2000 code specifications. Consequently, the effect of 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 slab plus twice the overall depth of the slab inclusive of the thickness of the wearing surface. It is sometimes assumed to be at 45β° through the wearing coat but at steeper angle through the deck slab. The bending moments are computed as M1=(m1 + µο΄m2) ο΄W M2=(m2 + µο΄m1) ο΄W Fig: Dispersion of wheel load through deck slab Fig: Dispersion of wheel load through wearing coat The values of the moment coefficients m1 and m2, depend upon parameters (u/B), (v/L) and K. Curve to compute moment coefficients of slabs completely loaded uniformly distributed load or dead load of slab for different values of K and 1/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. 15 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Fig: Moment coefficients for slabs completely loaded with uniformly distributed load, coefficient is m1 for K and m2 for 1/K 2.3.3. Hendry-Jaeger Method In this method, the cross beam can be replaced in the analysis by a uniform continuous transverse medium of equivalent stiffness. According to this method, the distribution of loading in an interconnected bridge deck system depends on the following three dimensionless parameters. 12 πΏ ππΈπΌπ‘ α =A= 4 ( )3 ο΄ π β π2 β πΆπ½ πΈπΌ β=F= ( ) c= 2π πΏ πΈπΌπ‘ πΈπΌ1 πΈπΌ2 where L = span of the bridge h = spacing of longitudinal girders n = no. of cross beams EI,CJ = flexural and torsional rigidities respectively of one girder EI1,EI2 = flexural rigidities of the outer and inner longitudinal girders, where these are different EIt = flexural rigidities of one cross beam In case of beam and slab bridge without cross beams, nEIt in above equation is to be replaced by L.EIt, where the latter gives the total flexural rigidity of the slab deck. Normally, for reinforced concrete T-beam bridges, the flexural rigidities of the outer and inner longitudinal girders will be nearly equal. The parameter A is the most important of the above three parameters. It is a function of the ratio of the span to the spacing of longitudinals and the ratio of transverse to longitudinal rigidities. The second parameter F is a measure of the relative torsional rigidity of the longitudinals and is difficult to determine accurately, due to uncertainties surrounding the CJ values for practical girder sections. Graphs giving the values of the distribution coefficients (m) for different conditions of number of longitudinals (2-6) and two extreme values of F i.e. zero and infinity are available. mF = m0+(m∞-m0)√ πΉ√π΄ 3+πΉ√π΄ where mF is the required distribution coefficient and m0 and m∞ are respective coefficients for F=0 and F=∞. Using the graph this method is applied. 16 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ACQUISITION OF DATA FOR DESIGN For the purpose of design we adopted the design data provided by LRBP. The acquisition of data as given in the report prepared by A-One consultancy P .Ltd. is as below: 3.1 Topographical Survey Topographical survey was carried out to prepare topographical map for pertinent information that may be required for design, construction and maintenance. Centre line of proposed bridge site The bridge axis as established during site selection was surveyed. The elevation and co-ordinates of the bore holes along the axis were surveyed. Bench marks The reference bench mark was established to start with the survey works. The suitable and convenient place for starting bench mark was marked as BM1 on the permanent concrete pillar which is situated near by the bridge site on left bank of the river. 3.2 Geology and Topography This report on soil investigation of Kerunga Khola Bridge in Chitwan discussed the sub-surface exploration works carried out at the proposed site and presented the findings of the investigation. The report is based on two boreholes: The investigation work included boring, SPT Test, Laboratory tests and Analysis of various test results to predict the allowable bearing capacity of sub-soil at the proposed bridge site. The details of the investigation work as well as that of findings of the analysis carried out are presented. 17 Design of Bridge Over Kerunga Khola, Chitwan 3.3 2069 – AB Bridge Hydrology Hydro-Meteorological Data There was no gauging station in Kerunga Khola. The stream flow data for this river were not available. Hence the estimation of the flow for this river had to be determined from other approaches. To determine Design discharge, following methods are used. 1. Rational Method A typical rational formula is: Q=A.Í.l Where, Q= Maximum flood discharge in m3 per second A= catchment area km2 Í= peak intensity of rainfall in mm per hour l = a function depending on the characteristics of the characteristics of the catchment in producing the peak run-off = 0.56ππ tc+1 tc= concentration time in hours = (0.87×L3/H)0.385 L= distance from the critical point to the bridge site in kilometers H= difference in elevation between the critical point and the bridge site in meters P= coefficient of run-off for the catchment characteristics f= a factor to correct for the variation of intensity of rainfall Í over the area of catchment Here, A= 56.3 km2 Í= .2496 mm/hr L= 39.8 km H= 1152.89 m tc=(0.87×L3/H)0.385 = (0.87×39.83/1152.89)0.385 =4.42 hr P= 0.20 f= 0.813 l= 0.56×0.20×0.813 4.41+1 =0.0168 Q=A.Í.l =0.0168×53.6×0.2496 =0.8267 m3/sec 18 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 2. Area Velocity Method A. From Available Field data, cross- section of River is shown figure below. Average A=49.485m2 Average velocity = 0.203 m/s Discharge (Q) = 49.485ο΄2ο΄0.203 =20.09m3/sec Since it is such a small value, we go in our field data B. From our site Visit & levelling Data, cross-section of River is shown figure below. Average A=224.58m2 Average velocity = 0.203 m/s Discharge (Q) =224.58ο΄2ο΄0.203 =91.18m3/sec 3. Empirical Formula A. Ryve’s formula Q= CA2/3 Where, Q= maximum flood discharge in m3 per second A= catchment area in square kilometers C= constant depending on the nature of the catchment and location 19 Design of Bridge Over Kerunga Khola, Chitwan For flat tracts, take C= 6.8 Now, Q = CA2/3 = 6.8 × (56.3) 2/3 = 99.89 m3/sec B. Modified Dicken’s Formula QT= CTA0.75 1185 CT= 2.342 log(0.6T)log( π )+4 π+6 P=100× π΄+6 , where a= perpetual snow area in sq. km = 0 T= return period in years = 50 A= Catchment area in sq. km= 53.6 sq. km 0+6 P= 100×53.6+0 = 11.19 1185 CT= 2.342log(0.6×50)log(11.19)+4 = 11.00 QT= CTA0.75 = 11×53.60.75 = 217.90 m3/sec C. Fuller’s Method π΄ Qmax= QT (1+2(2.59)-0.3 ) QT = Qav (1+ 0.8 logT) Qav= Cf A0.8 Cf =1.03 for Nepal Qav= Cf A0.8 = 1.03×53.60.8 = 24.898 m3/sec QT = Qav (1+ 0.8 logT) =24.898(1+0.8log50) =58.74 m3/sec π΄ Qmax= QT (1+2(2.59)-0.3 ) 53.6 = 58.74 (1+2(2.59)-0.3 ) = 106.07 m3/sec 20 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Discharge Calculation table S.No Method Discharge 1 Rational Method 0.8267 m3/sec 2 Area Velocity Method 91.18m3/sec 3 Ryve’s formula 99.89 m3/sec 4 Modified Dicken’s Formula 217.90 m3/sec 5 Fuller’s Method 106.07 m3/sec As discharges from Area-velocity method and Ryve’s method are close to each other, we consider discharges from these two methods only. Hence, Design Discharge = (91.18+99.89)/2 = 95.54m3/sec Calculation of Linear Waterway & Scour Depth: Linear Waterway = 4.75√π Db = 95.54/46.43 = 2.058 = 4.75√95.54 = 46.43m Db2 Scour Depth = 1.34( ππ π )^0.33 = 1.34( 2.0582 1.25 )^0.33 = 2m The river at proposed bridge site is in regime condition and water way width is about 46.43m. 3.4 Observation visit and Verification of data Site visit was arranged at Kerunga Khola Bridge located in Kalyanpur VDC, Chitwan to verify the data provided during the design. Survey Observations We first located the available benchmarks at site and the bridge axis points (Axis Left and Axis Right). We transferred RL from the benchmark and then carried out leveling work along the proposed bridge axis to obtain a tentative cross section. We also identified the high flood marks after consulting with the local people and then transferred RL for the high flood marks. The linear waterway at the bridge axis c/s was also found out by taping. The observed data for both bridge sites are as follows: 21 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge BRIDGE SITE SURVEY LEVELLING DATA LOCATION: KERUNGA KHOLA Hydrological Observations STATIONS CHAINAGE BM1 AR IS FS RISE FALL 0.73 137.45 0+000 0.991 0.261 137.189 0+004 1.304 0.313 136.876 0+005.3 1.735 0.431 136.445 0+009 1.701 0.034 136.479 0+012 1.61 0.091 136.57 0+016 1.652 0.042 136.528 0+019 1.755 0.103 136.425 0+024.82 3.075 1.32 135.105 0+026.52 3.431 0.356 134.749 0+030.52 3.37 TP-1 AL BS REDUCED LEVEL(m) 1.685 0.362 0.061 134.81 3.008 137.818 0+035.08 4.06 0+038.22 3.895 0.165 135.608 0+041.12 3.65 0.245 135.853 0+043.92 3.17 0.48 136.333 0+047.32 2.79 0.38 136.713 0+051.32 2.175 0.615 137.328 0+053.82 2.07 0.105 137.433 0+057.02 1.61 0.46 137.893 0+060.12 1.2 0.41 138.303 0.648 0.552 138.855 1.188 0.492 139.347 TP-2 1.68 HFL(2059) SUM 2.375 4.095 2.198 7.098 ∑BS-∑FS=4.095-2.198=1.897 ∑Rise-∑Fall=7.098-5.201=1.897 135.443 5.201 We determined the approximate flow velocity by float method and also measured the linear waterway 25m u/s and 25m d/s. KERUNGA KHOLA Date: 2072/10/16 Time: 11:40 am Average velocity measurement by Float Method: Length of stretch: 5.0m 22 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Time taken: Obs. 1: 23 secs , Obs 2: 26 secs and Obs 3: 25 secs Average time taken = 24.67 secs Thus, average velocity = 5/24.67 = 0.203 m/s Geotechnical Observations We got to observe geotechnical investigation going on at site. Wash boring method of investigation was adopted to determine soil profile as well as SPT value. The soil type of site was also found out. SITE TYPE OF SOIL KERUNGA SILTY SAND 23 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge SELECTION OF BRIDGE TYPE The choice of an appropriate type of bridge and planning of its basic features usually constitutes a crucial decision to be taken by the bridge engineer. The designer must consider all the preliminary data made available to him from the detailed investigation before arriving at a solution. The entire completed structure should be the most suitable to carry the desired traffic, adequately strong to support the incident loads, economical in first cost and maintenance and aesthetically pleasing. There are no hard-and-fast rules that can be used for the choice of bridge types in all cases. Good design result from the serious search for the best solution for the given situation. Hence we are proposing two alternative bridge types for each site. Kerunga khola site Proposed bridge axis alignment is curved w.r.t the river axis and the H.F.L level is quite higher in this site. For this site, we proposed 1) Prestressed box girder bridge of 60 m span ο· With an intent of providing a single span without any intermediate piers in the river i.e. not disturbing the natural waterway, prestressed box girder bridge is suitable. ο· Box girder has relatively high torsional rigidity as compared to the simple Tgirder. ο· With the use of prestressed material and due to full section being effective, the dead load is reduced and also the quantity of reinforcement necessary for the bridge structure is reduced. 2) Steel truss mid span(36 m) with T-girder side spans(12 m each) ο· Two different materials can be adopted to economize the bridge spans. ο· Steel truss is economical for the span between 25-300 m. ο· Prefabrication of steel truss is possible which helps in easy construction. ο· Simple monolithic construction is possible with T-girder. Alternative 2 will be adopted. Though suitable for the given site, a prestressed box girder bridge is deemed to be more complex in terms of analysis and design. Considering it to be more advanced for our level of study and as the basics are yet to be comprehended, it shall be looked into only when we are through with our adopted alternative. As suggested by our supervisor, a truss superstructure for 36 m span may prove to be uneconomical and a composite bridge superstructure would have been more appropriate. But for learning purposes, we stayed on our decision and are implementing the alternative 2 – as proposed – in our site. 24 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge STRUCTURAL PLANNING AND PRELIMINARY DESIGN For the given span of 60 m, a steel truss of 36 m span will be provided for the central span and two t-girders of 12 m span each will be provided as side spans. The abutment and pier shall be provided for depth beyond maximum scour level and adequate vertical clearance off HFL shall be made available underneath the decks. Preliminary Design T-Beam Bridge 1. 2. 3. 4. Carriageway width = 6 m Width of kerb = 0.6 m on each side Height of kerb = 300 mm = 0.3 m Wearing coat = Take Asphalt Concrete for wearing coat of bridge. Thickness of wearing coat is taken 50 mm at edge and 92.5 mm at crown of carriage way to give about 2% camber. 5. RC post of 225ο΄225ο΄1100 mm no: = 8 posts @ 1.5 m c/c 6. Size of RC slab = 200 mm thickness depth and 150 mm at tip of cantilever slab 7. Main girder: Width of web (bw) = 300 mm > 250 mm (minimum) Depth (D) = effective span/12 = 1 m Number = 3 @ 2 m c/c 8. Fillet size = 150 x 300 mm and angle of inclination = 110β° 9. Spacing of cross beams = 2.5 m 10. No. of cross beams = 5 25 Design of Bridge Over Kerunga Khola, Chitwan 26 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Truss Bridge 1. 2. 3. 4. 5. 6. 7. 8. 9. Height of bridge = L/10 to L/6 = 3.6 to 6 m = Take 6 m Depth of cross beam = B/(15 to 20) = 480 to 360 mm = Take 400 mm (B=7200 mm) Single span of truss member = 4.5 m Depth of stinger (D’) = span/20 = 4.5/20 = 0.225 m No. of stringers = 4 Spacing of stringers = 2 m Depth of slab = 200 mm Angle of inclination of truss member = tan-1(6/4.5) = 53.13β° (preferable 45β° to 55β°) Horizontal clearance = 6 m 27 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ABUTMENT/PIER HEIGHT CALCULATION: We have, River bed level = 134.749 m High flood level = 139.347 m (from field observation) Maximum scour depth level = 130.749 m Minimum foundation level=134.749-1.33*4=129.429 m Calculation: ο· High flood depth = high flood level – river bed level = 139.347 – 134.749m = 4.598 m ο· Maximum scour depth up to foundation level= river bed level – Minimum foundation level = 134.749 –129.429= 5.32 m ο· Clearance above HFL = 0.9m (min.) Take 1.5m considering afflux condition. ο· Total depth of main girder = 1m ο· Height of abutment = 4.598 + 5.32+ 1.5 +1 = 12.418 m ο· Adopted height of abutment = 12.5m 28 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge STRUCTURAL ANALYSIS AND DESIGN OF BRIDGE COMPONENTS A. Design of RCC T-Girder (12 m span) bridge I. Analysis and design of Deck slab 1. Cantilever slab 0.15m 0.70m Wheel of 114 KN axle of Class A load 0.3m 0.17m 0.35m 0.6m 0.85m Fig. Cantilever slab with dead and live load Calculation of dead loads ο§ Weight of railing = (9 × 0.225 × 0.225 × 1.1 × 25 + 12 × 3 × 0.0437) × 1.35/12 = 1.59 KN/m (load acts 0.1625m from tip) ο§ Weight of W.C. = 0.08 × 0.85 × 22 × 1.75= 2.618 KN/m (load acts at 0.425 m from support) ο§ Weight of kerb = 0.6 × 0.3 × 25 × 1.35= 6.075 KN/m (loads acts at 0.25m from tip) ο§ Weight of slab = 0.17 × 1.45 × 25 × 1.35 = 8.32KN/m (rectangular portion) (0.725m from support) = 0.5 × (0.35 - 0.17) × 0.85 × 25 × 1.35 = 2.582 KN/m (triangular part) (0.283m from support) Calculation of live loads Live load per unit width of slab is calculated placing a wheel of 114 KN Axle at 0.15 m from the face of the kerb. Live load per unit width of slab is found by dividing live load by effective width of slab ‘bef’. bef = 1.2a + b1 ≤ π⁄3 Where a = 0.2 + 0.5/2 = 0.45 m and b1 = 0.25 + 2 × 0.08 = 0.45 m Thus, bef = 0.589 m and π⁄3 = 1.45/3 = 0.483 m Adopt, bef = 0.483 m 57×0.483×1.5×1.25 Live load per unit width with impact = = 213.75 KN/m (0.45 m from 0.5×0.483 support) Where Impact factor = 1.25 and partial safety factor = 1.5 Design longitudinal bending moment at the face of main girder Design BM = Max. BM due to dead load + Max. BM due to live load 29 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Mu = (1.59 × (1.45 - 0.1625) + 2.618 × 0.425 + 6.075 × 1.15 + 8.32 × 0.725 + 2.582 × 0.283) + 213.75 × 0.45 = 16.91 + 96.188 = 113.098 KN-m/m Maximum transverse bending moment in direction of traffic Mu = 0.3 BM due to live load + 0.2 BM due to dead load = 0.3 × 96.188 + 0.2 × 19.91 = 32.84 KN-m/m Design of slab Check the depth of slab Depth provided = 350-25-10/2 = 320 mm ππ’ 113.098 × 10^6 Balanced depth = √ ππ = = √ 3.45 × 1000 = 195.85 mm Where, Q = 0.36 fck × 0.48 × (1 -0.416 × 0.48) = 3.45 Depth provided > Balanced depth so, OK. Main Reinforcement Mu,l = 0.36 ο΄ fck ο΄ b ο΄ xu,lο΄ (d - 0.416 ο΄ xu,l) = 0.36 x 25 x 1000 x 0.48 x 320(320 - 0.416 x 0.48 x 320) = 354.04 KN Since Mu,l>Mu , it is designed as SRURS. 0.87∗415∗π΄π π‘ Xu = 0.36∗25∗1000 = 0.0401Ast 113,09×106 & Ast = 0.87×415(320−0.416×0.0401Ast) Solving, Ast = 1034mm2 > min. 0.12% Provide 12mm ∅ bars @100mm c/c Transverse Reinforcement ππ’ π×d2 32.84∗10^6 = 1000×3202 = 0.32 Using SP16, Pt = 0.0915% <0.12% So, provide minimum reinforcement. Astmin = 0.12x1000x350/100 = 420mm2 Provide 10mm ∅ bars @180mmc/c 30 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 2. Restrained Slab Analysis of slab Direction of traffic Effective span in transverse direction of bridge = 2 – 0.3 = 1.7 m Effective span in longitudinal direction of bridge = 3 - 0.25 = 2.75 m Calculation of Bending Moment due to Dead Load Bending moment is calculated by using PIGEAUD’S METHOD Dead load due to W.C. and self-wt. of slab (W) = (0.08 × 22 × 1.75+ 0.2 × 25 × 1.35) × 1.7 × 2.75 + 2 × 0.5 × 0.15 × 0.3 × 2.75 × 1.35 = 52.7 KN BM in shorter span of slab = (m1 + µm2) × W × 0.8 = (0.048+0.15 × 0.016) × 52.7 ×0.8 = 2.125 kN-m BM in longer span of slab = (m2 + µm1) × W × 0.8 = (0.016+0.15 × 0.048) × 52.7 ×0.8 = 0.978 kN-m Shorter Span Where, m1 = 0.048, m2 = 0.016 for K = Longer Span = 0.62 and 1⁄πΎ = 1.613, µ = 0.15 Calculation of Shear Force due to dead load Max. SF due to dead load in shorter span of slab = SF due to self-weight of WC & slab with fillet = ππ’π 3 + Vufillet = (0.2×25×1.35+0.08×22×1.75) × 1.70 3 + 0.25×0.15×0.3×1/2×2.75×25 = 5.957 KN (25% of weight fillet) 31 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Calculation of Bending Moment due to IRC Class A Loading Bending moment is calculated by using PIGEAUD’S METHOD BM due to Wheel I BM in shorter span = (m1 + µm2) × W × 0.8 = 14.702 KN-m BM in longer span = (m2 + µm1) × W × 0.8 = 11.649 KN-m Where, m1 = 0.16, m2 = 0.11 for K =0.6 and m1 = 0.155, m2 = 0.125 for k =0.7 We have, k =1.7/2.75 = 0.62 By interpolation, m1 = 0.159 and m2 = 0.113 π’ Also, π΅ = π+2π π΅ = 0.5+2 × 0.08 1.7 π£ = 0.388 and, πΏ = π+2π πΏ W= 57 × IF × κ©f = 57 × 1.25 × 1.5 = 106.875 KN BM due to Wheel II BM in shorter span = ½ × (BM of patch I – BM of patch II) BM in longer span = ½ × (BM of patch I – BM of patch II) For patch – I, 32 = 0.25+2 × 0.08 2.75 = 0.149 Design of Bridge Over Kerunga Khola, Chitwan π’ π΅ = π+2π π΅ = 0.5+2 × 0.08 1.7 = 0.388 and π£ πΏ = 2069 – AB Bridge π+2π πΏ = 2.65+2 × 0.08 2.75 = 1.022 For k = 0.6, m1 = 0.082, m2 = 0.023 and for k = 0.7, m1 = 0.082, m2 = 0.033 Thus, for k = 0.62, m1 = 0.082 and m2 = 0.025, W = 57 × 1.25 × 1.5 = 106.875 KN BM of patch – I in shorter span = (m1 + µm2) × W × 0.8 × 0.5 × 2.65 / (0.5 × 0.25) = 77.715 KN-m BM of patch – I in longer span = (m2 + µm1) × W × 0.8 × 0.5 × 2.65 / (0.5 × 0.25) = 33.805 KN-m For patch – II, π’ π΅ = π+2π π΅ = 0.5+2 × 0.08 1.7 = 0.388 and π£ πΏ = π+2π πΏ = 2.15+2 × 0.08 2.75 = 0.84 For k = 0.6, m1= 0.095, m2 = 0.03 and for k = 0.7, m1= 0.098, m2= 0.04 Thus, for k = 0.62, m1= 0.0956 and m2= 0.032, W = 57 × 1.25 × 1.5 =106.875 KN 33 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge BM of patch – II in shorter span = (m1 + µm2) × W × 0.8 × 0.5 × 2.15 / (0.5 × 0.25) = 73.824 KN-m BM of patch – II in longer span = (m2 + µm1) × W × 0.8 × 0.5 × 2.15 / (0.5 × 0.25) = 34.074 KN-m Thus, due to wheel load II, BM in shorter span = ½ × (BM of patch I – BM of patch II) = 0.5 x (77.715 – 73.824) = 1.945 KN-m BM in longer span = ½ × (BM of patch I – BM of patch II) = 0.5 x (33.805 – 34.074) = 0.1345 KN-m Calculation of Shear Force due to IRC Class A Loading Shear force is calculated by effective width method. For wheel I, a = 0.25 + 0.2 + 0.08 = 0.53m π΅ πΏ = 0.62 so, α = 1.86 (for continuous slab) b1 = W+2h = 0.25 + 2×0.08 = 0.41 Then, bef 1 = α × a (1- a/l) + b1 = 1.86×0.53(1-0.53/1.70) + 0.41 = 1.09m 57 Load due to wheel I = maximum of (1.09 ππ RA = 219.57 KN 57 1.09 0.25 + 2 2 ) × 1.25 × 1.5 × 2 = 319.03 KN/m RB= 99.46 KN Design shear force due to DL & LL in shorter span = 5.957 + 219.57 × 0.8 = 181.613 KN 34 Design of Bridge Over Kerunga Khola, Chitwan Calculation of Bending Moment due to IRC Class AA Loading (Tracked Load) π’ 1.01 π£ 2.75 = = 0.594 for u = 0.85 + 2×0.08 = 1.01 m π΅ 1.70 = = 1 for v = 3.6 + 2×0.08 = 3.76 m (limited to 2.75 m) πΏ 2.75 For k = 0.62, m1=0.07 and m2=0.019 Effective load including impact = 350×1.25×1.5×2.75/3.76= 479.97 KN So, BM in shorter span = (0.07+0.15×0.019) ×479.97 = 34.97 KNm BM in longer span = (0.019 + 0.15×0.07) ×479.97 = 14.16 KNm (Wheeled Load) 35 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan BM due to wheel I u = 0.3+ 2×0.08 = 0.46 v = 0.15+ 2×0.08 = 0.31 π’ π΅ = 0.46 1.7 π£ 0.31 = 0.27 and πΏ = 2.75 = 0.113 From Pigeaud’s curve for k = 0.6, m1=0.195 and m2=0.16 w = 62.5 × IF × gf = 62.5 × 1.25 × 1.5 = 117.18KN So, BM in shorter span = (m1+µm2) × w × 0.8 = (0.195+0.16×0.15) ×117.18×0.8 = 20.53KNm BM in longer span = (µm1+m2) × w × 0.8 = (0.16+0.15×0.195) ×117.18×0.8 = 17.74KNm BM due to wheel 2 36 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan For patch I, π’ π΅ = 1.5+2×0.08 π£ = 0.976 and πΏ = 1.7 0.15+2×0.08 = 0.112 2.75 For k = 0.62 ≅ 0.6, m1 = 0.09 and m2 = 0.08 So, BM of patch I in shorter span 1 = (m1+μm2) ×w×0.8×0.3×0.15×0.15×1.5 1 = (0.09+0.15×0.08) ×37.5×0.8×0.3×0.15×0.15×1.5 = 15.3 KNm BM of patch I in longer span = (μm1+m2) ×w×0.8× 1 ×0.15×1.5 0.3×0.15 1 = (0.15×0.09+0.08) ×37.5×0.8×0.3×0.15×0.15×1.5 =14.025 KNm For patch II, π’ π΅ = 0.9+2×0.08 1.7 π£ = 0.62 and πΏ = 0.15+2×0.08 2.75 = 0.113 For k = 0.62 ≅ 0.6, m1 = 0.12 and m2 = 0.11 So, BM of patch I in shorter span 1 = (m1+μm2) ×w×0.8×0.3×0.15×0.15×1.5 1 = (0.12+0.15×0.11) ×37.5×0.8×0.3×0.15×0.15×0.9 =12.29 KNm BM of patch I in longer span 1 = (μm1+m2) ×w×0.8×0.3×0.15×0.15×1.5 1 = (0.15×0.12+0.11) ×37.5×0.8×0.3×0.15×0.15×0.9 = 11.52 KNm Thus, π BM of wheel load 2 in shorter span =π× (15.3-12.29) = 1.505 KNm π BM of wheel load 2 in longer span = π× (14.025-11.52) = 1.25 KNm BM due to wheel load 4 37 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge For patch I, π’ = π΅ 0.3+2×0.08 1.7 π£ = 0.27 and πΏ = 2.55+2×0.08 2.75 = 0.98 For k = 0.62 ≅ 0.6, m1 = 0.095 and m2 = 0.025 So, BM of patch I in shorter span 1 = (m1+μm2) ×w×0.8×0.3×0.15×0.15×1.5 = (0.095+0.15×0.025) 1 ×62.5×0.8×0.3×0.15×0.30×2.55 = 83.94 KNm BM of patch I in longer span 1 = (μm1+m2) ×w×0.8×0.3×0.15×0.15×1.5 1 = (0.15×0.095+0.025) ×62.5×0.8×0.3×0.15×0.30×2.55 = 33.36 KNm For patch II, π’ π΅ = 0.3+2×0.08 1.7 π£ = 0.27 and πΏ = 2.25+2×0.08 2.75 = 0.88 For k = 0.62 ~ 0.6, m1 = 0.10 and m2 = 0.03 So, BM of patch I in shorter span 1 = (m1+μm2) ×w×0.8×0.3×0.15×0.3×2.25 = (0.10+0.15×0.03) 1 ×62.5×0.8×0.3×0.15×0.3×2.25 = 78.38 KNm 1 BM of patch I in longer span = (μm1+m2) ×w×0.8×0.3×0.15×0.30×2.25 1 = (0.15×0.10+0.03) ×62.5×0.8×0.3×0.15×0.3×2.25 38 Design of Bridge Over Kerunga Khola, Chitwan =33.75 KNm Thus, π BM of wheel load 4 in shorter span = π× (83.94-78.38) = 2.78 KNm π BM of wheel load 4 in longer span = π× (33.36-33.75) = -0.195 KNm BM due to wheel load 3 39 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge For patch I, π’ π΅ = 1.5+2×0.08 π£ = 0.98 and πΏ = 1.7 2.55+2×0.08 2.75 = 0.99 For k = 0.62 ≅ 0.6, m1 = 0.049 and m2 = 0.012 So, 1 BM of patch I in shorter span= (m1+μm2) ×w×0.8×0.3×0.15×2.55×1.5 1 = (0.049+0.15×0.012) ×37.5×0.8×0.3×0.15×1.5×2.55 =129.54 KNm 1 BM of patch I in longer span= (μm1+m2) ×w×0.8×0.3×0.15×2.55×1.5 1 = (0.15×0.049+0.012) ×37.5×0.8×0.3×0.15×1.5×2.55 =49.34 KNm For patch II, π’ π΅ = 0.9+2×0.08 1.7 π£ = 0.62 and πΏ = 2.55+2×0.08 2.75 = 0.99 For k = 0.62 ~ 0.6, m1 = 0.069 and m2 = 0.019 So, 1 BM of patch II in shorter span= (m1+μm2) ×w×0.8×0.3×0.15×0.9×2.55 1 = (0.069+0.15×0.019) ×37.5×0.8×0.3×0.15×0.9×2.55 =109.93 KNm 1 BM of patch II in longer span= (μm1+m2) ×w×0.8×0.3×0.15×0.9×2.55 1 = (0.15×0.069+0.019) ×37.5×0.8×0.3×0.15×0.9×2.55 =44.91 KNm 40 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge For patch III, π’ π΅ = 1.5+2×0.08 π£ = 0.98 and πΏ = 1.7 2.25+2×0.08 = 0.88 2.75 For k = 0.62 ≅ 0.6, m1 = 0.055 and m2 = 0.018 So, 1 BM of patch III in shorter span= (m1+μm2) ×w×0.8×0.3×0.15×1.5×2.25 1 = (0.055+0.15×0.018) ×37.5×0.8×0.3×0.15×1.5×2.25 =129.83 KNm 1 BM of patch III in longer span= (μm1+m2) ×w×0.8×0.3×0.15×1.5×2.25 1 = (0.15×0.055+0.018) ×37.5×0.8×0.3×0.15×1.5×2.25 =59.06 KNm For patch IV, π’ π΅ = 0.9+2×0.08 1.7 π£ = 0.62 and πΏ = 2.25+2×0.08 2.75 = 0.88 For k = 0.62 ~ 0.6, m1 = 0.076 and m2 = 0.025 So, 1 BM of patch IV in shorter span= (m1+μm2) ×w×0.8×0.3×0.15×0.9×2.25 1 = (0.076+0.15×0.025) ×37.5×0.8×0.3×0.15×0.9×2.25 =107.66 KNm 1 BM of patch IV in longer span= (μm1+m2) ×w×0.8×0.3×0.15×0.9×2.25 1 = (0.15×0.076+0.025) ×37.5×0.8×0.3×0.15×0.9×2.25 =49.14 KNm Thus, π BM of wheel load 3 in shorter span = π× (BM of patch I - BM of patch II – BM of patch III + BM of patch IV ) = ¼ × (129.54 – 109.93- 129.83 + 107.66) = -0.64 KNm π BM of wheel load 3 in longer span = π× (BM of patch I BM of patch II – BM of patch III + BM of patch IV ) = ¼ × (49.34 – 44.91 – 59.06 + 49.14) = -1.37 KNm Calculation of Shear Force due to IRC Class AA Loading (Tracked wheel) beff = 3.76m ( limited to 2.75 m) 41 Design of Bridge Over Kerunga Khola, Chitwan Effective load including impact 2.75 = 350 ×1.25×1.5×3.76 = 479.97 KN RA=280.93KN RB=199.04KN Design SF due to DL and LL in shorter span = 280.93×0.8+5.957 = 230.7 KN/m (Wheeled Load) For wheel I, a= 0.15+0.2+0.08=0.43 π΅ α =1.86 for πΏ ≅ 1 b1= 0.15+2×0.08=0.31m Then, beffI = αxa (1- a/l) + b1 = 1.86×0.43(1- 0.43/1.7)+0.31 = 0.908m 2×62.5 Effective load due to wheel I = (0.908 2 + 0.15 2 ) ×1.25×1.5 = 443.05 KN/m For wheel II, a = 0.67 π΅ α =1.86 for πΏ ≅ 1 b1= 0.15+2×0.08=0.31m Then, beffII = αxa (1- a/l) + b1 = 1.86×0.67(1- 0.67/1.7)+0.31 = 1.065m 2×37.5 Effective load due to wheel I = (1.065 2 + 0.15 2 ) ×1.25×1.5 = 231.5 KN/m RA=422.22KN RB=252.33KN Design SF due to DL and LL in shorter span = 422.22×0.8+5.957 42 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 343.73 KN/m Summary The calculated BMs and SFs may be tabulated as follows: Load Bending Moment Shear Force Shorter Span Longer Span Dead Load 2.125 0.978 5.957 Live Load IRC Class A 16.647 0.1345 219.57 Loading IRC Class 34.97 14.16 280.93 AA(Tracked) IRC Class 24.175 17.425 422.22 AA(Wheeled) Total BM 37.095 15.138 Combined Shear (DL+0.8xLL) 181.613 230.7 343.73 Design of slab Check depth of slab Effective depth of main reinforcement (d1) = 200-25-10/2 = 170mm Effective depth of secondary reinforcement (d2) = 200-25-10-10/2 = 160mm ππ’ 37.095×106 dbal = √π×b = √ 3.45×1000 = 103.7 mm < 170mm and < 160mm I.e. dbal < dprov OK Find reinforcing bars: Since dbal < dprov , section of slab is designed as singly reinforced under-reinforced section ( SRURS) . In the example, section design has been done by using SP16. a) Reinforcing bars in shorter and longer direction of slab In short span, ππ’ π×d2 37.095×106 = 1000×1702 = 1.28 By interpolation (Table 2 of SP16) 0.392−0.376 1.3−1.25 ππ‘−0.376 = 1.28−1.25 Pt = 0.3856 % > Ptmin = 0.12% Astreq= 0.3856/100×100×170 = 655.52 mm2 Provide 10mm ∅ bar @ 110mm c/c. Astprovided = 706.85 mm2 In long span, 43 Design of Bridge Over Kerunga Khola, Chitwan ππ’ π×d2 2069 – AB Bridge 15.136×106 = 1000×1602 = 0.6 Pt = 0.172 % > Ptmin = 0.12% Astreq = 0.172/100×100×170 = 275.2 mm2 Provide 10mm ∅ bar @ 280mm c/c. Astprovided = 314.16 mm2 b) Temperature reinforcement Provide 10 mm ∅ bars @300 mm c/c in both direction at top of slab. Check for shear: ππ’π£ ≤ Kππ’π ππ’ 343.73×1000 ππ’π£ = ππ = 1000×170 = 2.02 N/mm2 Shear strength of concrete section ππ’π = 0.46 N/mm2 for M25 and Pt = 0.433 % Limiting value of Shear Stress ππ’π, πππ₯ = 3.1 N/mm2 [Refer IS 456 table 19, 20] Depth factor (K) = 1 Since ππ’π£>ππ’π, design shear reinforcement. 0.87 ππ¦×π΄π π£×π Sv = (τuv−τuc)bw×d= 0.87×415×9×π×8^2/4×170 (2.02−0.46)×1000×170 = 100 < 0.75d and <300 mm Adopt Sv = 100mm. Provide 8mm ∅ 9-legged vertical stirrups @100 mm c/c. II. Analysis and Design of Main Girder Calculation of dead load on a main girder per running meter of span ο· Weight of wearing coat = 6×0.08×22×1.75/3 = 6.16KN/m ο· Weight of railing = (9×0.225×0.225×1.1×25+12×3×0.0437) ×1.35/12 = 1.59KN/m ο· Weight of kerb = 0.6×0.3×25×1.35 = 6.075 KN/m ο· Weight of slab: a) Middle portion=4.3×0.2×12×25×1.35 =348.30KN 1 1 b) Fillet=(2 × 0.15×0.3×12×4×25+2 × 0.15×0.3×1.1×8×25×2) ×1.35 = 49.815 KN c) Cantilever part =(0.6×0.17×12×2×25+0.85×0.26×12×2×25) ×1.35 = 261.63KN Weight of slab = π‘ππ‘ππ π€πππβπ‘ ππ π πππ ππ.ππ ππππππ×π πππ = 659.745 3×12 = 18.33 KN/m ο· Weight of web of main beam= 0.3×0.8×25×1.35 = 8.1KN/m Total design dead load per main girder = 6.16 + (1.59+6.075) ×2/3 + 18.33 + 8.1 = 37.70 KN/m ο· Self-wt. of Cross girder acts as a point load on main girder. 44 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge a. Self-wt. of web of internal cross girder on a girder = 0.25 × 0.55 × 1.7 × 25 × 1.35 2 × 3 = 5.259 KN 2 b. Self-wt. of web of end cross girder on a girder = 0.25 × 0.3 × 1.7 × 25 × 1.35 × 3 =2.869 KN Dead load on main girder Calculation of maximum BM and SF at critical sections due to DL Reaction at support (RA) = (5.259×3+2.869×2+37.7×12)/2 = 236.96KN BM at Mid span = RA×6 - 2.869×6 - 5.259×3-37.7×6×6/2 = 236.96×6 - 711.59 = 710.17 KNm BM at quarter span = RA×3 - 2.869×3 - 37.7×3×3/2 = 236.96×3 - 178.26 = 532.62 KNm SF at supports = 236.96 kN Calculation of maximum BM and SF at critical sections due to LL (Hendry Jaeger method of Lateral Load Distribution) End Main Girder CG of the section(y) = 0.17 0.2 1 0.18 1 0.15 )+0.85×0.2×(1− )+ ×0.18×0.85×(1−0.17− )+ ×0.15×0.30×(1−0.20− ) 2 2 2 3 2 3 1 1 0.3×1+1.45×0.17+0.85×0.20+ ×0.18×0.85+ ×0.15×0.30 2 2 0.3×1×0.5+1.45×0.17×(1− = 0.741m 1.45×0.173 0.85×0.203 0.30×13 0.85×0.183 0.30×0.153 I= + 12 + 12 + 36 + 36 +1.45×0.17(1-0.17/2-0.741)2+0.20×0.85× 12 (1-0.20/2-0.741)2+0.3×1×(0.741-1/2)2+0.5×0.18×0.85(0.11-0.741)2+0.9×0.15×0.30×(0.750.741)2 45 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 0.05557741 m4 Interior Main Girder CG of the section (y) = 0.2×2×(0.8+ 0.2 0.8 1 0.15 )+0.3×0.8× +2× ×0.15×0.30×(0.8− ) 2 2 2 3 1 0.2×2+0.3×0.8+2× ×0.15×0.30 2 = 0.715 m I= 2×0.23 1 12 + 0.3×0.83 12 0.30×0.153 +2× 36 +0.2×2× (1 - 0.2 2 - 0.715)2 + 0.3×0.8× (0.715 - 0.8 2 ) 2 +2×2×0.15×0.30×(0.8-0.15/3-0.715)2= 0.0517487m4 Cross girder End cross girder CG of the section (y) = 0.25×0.40× 0.40 0.20 1 0.15 +1.625×.20×(0.60− )+ ×0.30×0.15×(0.60−0.20− ) 2 2 2 3 1 0.25×0.40+1.625×0.2+ ×0.30×0.15 2 = 0.425m 0.25×0.43 1.625×0.23 0.3×0.153 IT = 12 + + 36 + 0.25×0.40× (0.425-0.40/2)2 + 1.625×0.20× (0.6-0.2/212 0.425)2+1/2×0.15×0.30× (0.425-0.35)2 = 0.009462 m4 Intermediate cross girder Centroid of the section(y) = 0.55 0.20 1 0.15 +3.0×.02×(0.75− )+2× ×0.30×0.15×(0.75−0.20− ) 2 2 2 3 1 0.25×0.55+3.0×0.2+2× ×0.30×0.15 2 0.25×0.55× = 0.575m 0.25×0.553 3.0×0.23 0.3×0.153 IT = + 12 +2× 36 + 0.25×0.55 × (0.575-0.55/2)2 + 3.0×0.20× (0.75-0.2/212 0.575)2+2×1/2×0.15×0.30× (0.575-0.5)2 = 0.021526 m4 ∑EIT =E (3×0.021526 +2×0.009462) = E×0.083502 m4 EI = E× 0.05557741 m4 (Taking larger of longitudinal flexural rigidity) Then, 12 πΏ 12 12 α = π4 ×(β)3×∑EIT/EI = π4 ×( 2 )3×( E×0.083502)/( E× 0.05557741) = 39.98 β= π2 β 2 ×πΏ ×CJ/∑EIT Take β = ∞ (for T-beam bridges, having 3 longitudinal girders with a number of cross beams) Distribution coefficients: p11= 0.40, p12= 0.32, p13= 0.28 p21= 0.32, p22= 0.34, p23= 0.34 p31= 0.28, p32= 0.34, p33= 0.38 And, 46 Design of Bridge Over Kerunga Khola, Chitwan IF = 1.25 and γF = 1.5 1. Class A load 47 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan H1=1.7W H2=0.5W H3=1.8W Reactions: R1=p11×H1+p12×H2+p13×H3=1.344W R2=p21×H1+p22×H2+p23×H3=1.326W R3=p31×H1+p32×H2+p33×H3=1.33W Reaction Factors: RF1=1.344 RF2=1.326 RF3=1.330 BM at mid span due to LL Max. BM= (13.5(0.8+0.25) + 57(3+2.4) + 34(0.85))RF × IF × γF = 350.875×RF×1.25×1.5 = 657.89×RF KNm For End girder, max. BM = 657.89×RF3 (max (RF1, RF3)) = 657.89×1.344 = 884.20 KNm For Interior girder, max. BM = 657.89 × RF2 = 657.89×1.326 48 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan = 872.36 KNm BM at quarter span due to LL Max. BM = (57(2.25+1.95) + 34(0.875+0.125)) × RF × IF × γF = 273.4×RF×1.25×1.5 = 512.625×RF For End girder, max. BM = 512.625×RF3 (max (RF1, RF3)) = 512.645×1.344 = 688.97 KNm For Interior girder, max. BM= 512.625×RF2 = 512.625×1.326 = 679.74 KNm SF at support due to LL Max. SF = (57(1+0.9) + 34(0.54+0.292+0.042)) × RF × IF × γF = 138.016×RF×1.25×1.5 =258.78×RF For End girder, max. SF= 258.78×RF3 (max (RF1, RF3)) = 258.78×1.344 = 347.80 KNm For Interior girder, max. SF= 258.78×RF2 = 258.78×1.326 = 343.14 KNm SF at quarter span due to LL 49 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan Max. SF = (57(0.75+0.6) + 34(0.292+0.042)) × RF × IF × γF = 88.306×RF×1.25×1.5 =165.57×RF For End girder, max. SF= 165.57×RF3 (max (RF1, RF3)) = 165.57×1.344 = 222.53 KNm For Interior girder, max. SF= 165.57×RF2 = 165.57×1.326 = 219.55 KNm 2. Class AA wheeled load 50 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan H1=65.31 KN H2=124.38KN H3=10.31KN 51 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan Reactions: R1=p11×H1+p12×H2+p13×H3=68.81 KN = 0.344 W (for W= 200KN) R2=p21×H1+p22×H2+p23×H3=66.69 KN = 0.333 W (for W= 200KN) R3=p31×H1+p32×H2+p33×H3=64.49 KN = 0.322 W (for W= 200KN) Reaction Factors: RF1=0.344 RF2=0.333 RF3=0.322 BM at mid span due to LL Max. BM= (200(2.7+2.7)) RF × IF × γF = 200×5.4×RF×1.25×1.5 =2025×RF KNm For End girder, max. BM= 2025×RF1 (max (RF1, RF3)) = 2025×0.344= 696.60 KNm For Interior girder, max. BM= 2025×RF2 = 2025×0.333 = 674.33 KNm BM at quarter span due to LL 52 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan Max. BM = (200(2.25+1.95)) RF × IF × γF = 200×4.2×RF×1.25×1.5 =1575×RF KNm For End girder, max. BM= 1575×RF1 (max (RF1, RF3)) = 1575×0.344= 541.80 KNm For Interior girder, max. BM= 1575×RF2 = 1575×0.333 = 524.48 KNm SF at support due to LL Max. SF = 200(1+0.9) × RF × IF × γF = 200(1+0.9) × RF×1.25×1.5 =712.5×RF For End girder, max. SF= 712.5×RF1 (max (RF1, RF3)) = 712.5×0.344= 245.10 KNm For Interior girder, max. SF= 712.5×RF2 = 712.5×0.333 = 237.26 KNm SF at quarter span due to LL Max. SF = 200(0.75+0.65) × RF × IF × γF = 200×1.4×RF×1.25×1.5 =525×RF For End girder, max. SF= 525×RF1 (max (RF1, RF3)) 53 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan = 525×0.344= 180.60 KNm For Interior girder, max. SF= 525×RF2 = 525×0.333 = 174.83 KNm 3. Class AA track load 54 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan H1=240.625 KN H2=192.5 KN H3=266.875 KN Reactions: R1=p11×H1+p12×H2+p13×H3=232.58 KN = 0.665W (for W= 350 KN) R2=p21×H1+p22×H2+p23×H3=233.19 KN = 0.666W (for W= 350 KN) R3=p31×H1+p32×H2+p33×H3=234.24 KN = 0.669W (for W= 350 KN) Reaction Factors: RF1=0.665 RF2=0.666 RF3=0.669 BM at mid span due to LL 55 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan Max. BM= 97.22(2.1×3.6 + (3-2.1) ×1/2×3.6) RF × IF × γF = 97.22(2.1×3.6 + (3-2.1) ×1/2×3.6)×RF×1.25×1.5 =1673.40×RF KNm For End girder, max. BM= 1673.40×RF3 (max (RF1, RF3)) = 1673.40×0.669= 1119.50 KNm For Interior girder, max. BM= 1673.40×RF2 = 1673.40×0.666 = 1114.48 KNm BM at quarter span due to LL Max. BM = 97.22(2.1×3.6 + (3-2.1) ×1/2×3.6) RF × IF × γF = 97.22(2.1×3.6 + (3-2.1) ×1/2×3.6)×RF×1.25×1.5 =1673.40×RF KNm For End girder, max. BM= 1673.40×RF3 (max (RF1, RF3)) = 1673.40×0.669 = 1119.50 KNm For Interior girder, max. BM= 1673.40×RF2 56 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan = 1673.40×0.666 = 1114.48 KNm SF at support due to LL Max. SF =97.22(1/2 × (1+0.7) ×3.6) × RF × IF × γF = 297.4932×RF×1.25×1.5 =557.80 ×RF For End girder, max. SF = 557.80×RF3 (max (RF1, RF3)) = 557.80×0.669 = 373.17 KNm For Interior girder, max. SF= 557.80×RF2 = 557.80×0.666 = 371.49 KNm SF at quarter span due to LL Max. SF =97.22(1/2 × (0.45+0.75) ×3.6) × RF × IF × γF = 209.9952×RF×1.25×1.5 = 393.74 ×RF For End girder, max. SF= 393.74×RF3 (max (RF1, RF3)) = 393.74×0.669= 263.41 KNm For Interior girder, max. SF= 393.74×RF2 = 393.74×0.666 = 262.23 KNm Summary The calculated BMs and SFs may be tabulated as follows: 57 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan Load 2069 – AB Bridge Bending Moment (kNm) Mid-Span Quarter-Span 710.17 532.62 Exterior Girder Dead Load Live Load IRC Class A Loading IRC Class AA(Tracked) IRC Class AA(Wheeled) Shear Force (kN) Supports Quarter-Span 236.96 119.01 884.20 688.97 347.80 222.53 1119.50 1119.50 373.17 263.41 696.60 541.80 245.10 180.60 Interior Girder Live Load IRC Class A Loading IRC Class AA(Tracked) IRC Class AA(Wheeled) 872.36 679.74 343.14 219.55 1114.48 1114.48 371.49 262.23 674.33 524.48 237.26 174.83 1. Design of End Main Girder Design Section Thickness of flange (Df) Average thickness of left part (t1) = Average thickness of left part (t2) = Df = π‘1+π‘2 2 = 0.223+0.226 2 0.17×0.6+0.26×0.85 1.45 0.2×0.55+0.3×0.275 0.85 = 0.223 m = 0.226 m = 0.224 m Effective width of flange (bef) π bef = 5 + ππ€ = 12 5 + 0.3 = 2.7m > bact = 2.6 m Actual width on right side = 1 m Adopt bef = 2×1 = 2 m CG of section Y= 0.224 0.776 )+0.3×0.776× 2 2 0.224×2×(0.776+ 0.224×2+0.776×0.3 = 0.717 m MOI of section Ixx = 2×0.2243 12 + 0.3×0.7763 12 + 0.224×2×(1 - 0.224 2 - 0.717)2 + 0.3×0.776×(0.717 - MOI of actual section of girder about XX axis Ixxgross = 0.05557741 m4 For End Girder, 58 0.776 2 ) 2 = 0.0519 m4 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Design BM due to LL at mid-span = 1119.50 kNm (Class AA tracked load) Design BM due to LL at quarter-span = 1119.50 kNm (Class AA tracked load) Design SF due to LL at mid-span = 373.17 kN (Class AA tracked load) Design SF due to LL at quarter-span = 263.41 kN (Class AA tracked load) Design BM due to DL at mid-span = 702.24 kNm Design BM due to DL at quarter-span = 526.68 kNm Design SF due to DL at support = 232.11 kN Design SF due to DL at quarter-span = 119.01 kN Therefore, Design BM at mid-span = 1119.50 + 702.24 = 1821.74 kNm Design BM at quarter-span = 1119.50 + 526.68 = 1646.18 kNm Design SF at support = 373.17 + 232.11 = 605.28 kN Design SF at quarter-span = 263.41 + 119.01 = 382.42 kN Design of section for Bending Mid-span section Xu,l = 0.48 d = 0.48×912 = 437.76 mm Where, d = 1000 – 40 – 32 – 32/2 = 912 mm Since Xu,l > Df, Neutral axis lies in web. (Considering 40mm clear cover and 3 layers of 32 mm ∅ tension bars in main girder) Find Mu,l = 0.36×fck×b×Xu,l×(d – 0.416×Xu,l) + 0.446×fck×(bef – bw)×Df×(d – Df/2 ) = 4259.43 kNm Mu = 1821.74 kNm Since Mu < Mu,l, the section is designed as SRURS. Find Xu considering Xu < Df. Mu = 0.36×fck×bef×Xu×(d – 0.416×Xu) Or, 1821.74×106 = 0.36×25×2000×Xu×(912-0.416×Xu) ∴ Xu = 117.24 mm < Df i.e. N. Axis lies in flange. Find area of steel for SRUR flanged section when N.A. lies in flange. ππ’ Ast,req = 0.87×fy×(d−0.416×Xu) = 5845.12 mm2 > Ast,min Where, Ast,min = 0.2% of bd = 0.002 × 300 × 912 = 547.2 mm2 [Refer Cl.305.1, IRC21] Provide 8-32 mm ∅ bar. Ast,prov = 6433.98 mm2 and Pt = 6433.98 912×300 × 100 = 2.35 % < Pt,max = 2.5 % Quarter-span section Mu = 1646.18 kNm Since Mu < Mu,l, the section is designed as SRURS. Find Xu considering Xu < Df. Mu = 0.36×fck×bef×Xu×(d – 0.416×Xu) 59 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Or, 1646.18×106 = 0.36×25×2000×Xu×(912-0.416×Xu) ∴ Xu = 105.34 mm < Df i.e. N. Axis lies in flange. Find area of steel for SRUR flanged section when N.A. lies in flange. ππ’ Ast,req = 0.87×fy×(d−0.416×Xu) = 5251.71 mm2 > Ast,min Where, Ast,min = 0.2% of bd = 0.002 × 300 × 912 = 547.2 mm2 [Refer Cl.305.1, IRC21] Provide 8-32 mm ∅ bar. 6433.98 Ast,prov = 6433.98 mm2 and Pt = 912×300 × 100 = 2.35 % < Pt,max = 2.5 % Design of section for Shear Support section ππ’ ππ’π£ = bwd = 605.28×1000 300×912 = 2.21 N/mm2 Where d = 1000 – 40 – 32 - 32/2 = 912 mm For M25 and Pt = 2.35 %, ππ’π = 0.862 N/mm2 and ππ’π, = 3.1 N/mm2 Since ππ’π£ > ππ’π, design shear reinforcement. Take 10 mm∅ 4-legged vertical stirrups for shear reinforcement. 912 Sv = 0.87×ππ¦×π΄π π£× π⁄Vu, net = 0.87×415×4×π×102/4×(2.21−0.862)×300×912 = 280.48 mm < 0.75d (= 684 mm) and < 300 mm Adopt Sv = 270 mm Provide 10 mm ∅ 4-legged vertical stirrups @ 270 mm c/c from support to quarter span. Quarter-span section ππ’ ππ’π£ = bwd = 382.42×1000 300×912 = 1.40 N/mm2 Where d = 1000 – 40 – 32 - 32/2 = 912 mm For M25 and Pt = 2.35 %, ππ’π = 0.862 N/mm2 and ππ’π, = 3.1 N/mm2 Since ππ’π£ > ππ’π, design shear reinforcement. Take 10 mm∅ 2-legged vertical stirrups for shear reinforcement. 912 Sv = 0.87×ππ¦×π΄π π£× π⁄Vu, net = 0.87×415×2×π×102/4×(1.40−0.862)×300×912 = 351.39 mm < 0.75d (= 684 mm) and > 300 mm Adopt Sv = 300 mm Provide 10 mm ∅ 2-legged vertical stirrups @ 300 mm c/c from quarter to quarter span of the other side. Detailing of reinforcement Since the no. of bars required is same at both mid-span and quarter-span, no curtailment is done. Anchorage of main reinforcing bars at supports Extension of bar beyond the face of support = 23ld π΄π π‘,πππ Now, ld = 0.7×l0×π΄π π‘,ππππ£ for bars with hook end 5251.71 = 0.7×(46×32)×6433.98 where l0 = nφ 60 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 841.06 mm Extension of bar beyond the face of support = 23ld = 23 × 841.06 = 560.71 mm ≈ 561 mm Side Face Reinforcement Take 0.1% of web area. As = 0.001×(1000 – 224)×300 = 232.80 mm2 232.80 No. of 8 mm ∅ bars required on each face = π 4 2× ×8×8 ≈3 Provide 3-8 mm ∅ on each face. Check for Limit State of Serviceability in Deflection (Method of Sufficient Stiffness) π Check π ≤ αβγδλ Where, π π 12×1000 = 912 = 13.16 α = 20 (simply supported) 10 10 β = π πππ = 12 π΄π π‘,πππ 5845.12 fs = 0.58×fy×π΄π π‘,ππππ£ = 0.58×415×6433.98 = 218.67 N/mm2 For Pt = 2.35 %, γ = 0.86 For 2-32 mm ∅ compression bars, π 4 2× ×322 Pc = 300×912 = 0.588 % For Pc = 0.588 %, δ = 1.16 For flange, λ = 0.8 since π€ππ π€πππ‘β ππππππ π€πππ‘β = 300 2000 = 0.15 10 So, αβγδλ = 20×12×0.86×1.16×0.8 = 13.30 π i.e. π ≤ αβγδλ OK. Hence, deflection of the girder is under control. 2. Design of Intermediate Main Girder Design Section Thickness of flange (Df) Average thickness of left part (t1) = 0.35+0.2 ×0.3 2 0.2×0.55+ 0.85 Average thickness of left part (t2) = 0.226 m Df = π‘1+π‘2 2 = 0.226+0.226 2 = 0.226 m Effective width of flange (bef) π bef = 5 + ππ€ = 12 5 + 0.3 = 2.7m > bact = 2 m Actual width on each side = 1 m 61 = 0.226 m Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Adopt bef = 2×1 = 2 m CG of section Y= 0.226 )+0.3×0.774×0.774/2 2 0.226×2×(0.774+ 0.226×2+0.774×0.3 = 0.717 m MOI of section 2×0.226^3 0.3×0.774^3 0.226 Ixx = + + 0.226×2×(1 - 2 - 0.717)2 + 0.3×0.774×(0.717 12 12 m4 MOI of actual section of girder about XX axis Ixxgross = 0.0517487 m4 For End Girder, Design BM due to LL at mid-span = 1114.48 kNm (Class AA tracked load) Design BM due to LL at quarter-span = 1114.48 kNm Design SF due to LL at mid-span = 371.49 kN Design SF due to LL at quarter-span = 262.23 kN Design BM due to DL at mid-span = 725.88 kNm Design BM due to DL at quarter-span = 544.41 kNm Design SF due to DL at support = 238.02 kN Design SF due to DL at quarter-span = 124.92 kN Therefore, Design BM at mid-span = 1114.48 + 725.88 = 1840.36 kNm Design BM at quarter-span = 1114.48 + 544.41 = 1658.89 kNm Design SF at support = 371.49 + 238.02 = 609.51 kN Design SF at quarter-span = 262.23 + 124.92 = 387.15 kN 0.774 2 ) 2 = 0.0519 Design of section for Bending Mid-span section Xu,l = 0.48 d = 0.48×912 = 437.76 mm Where, d = 1000 – 40 – 32 – 32/2 = 912 mm Since Xu,l > Df, Neutral axis lies in web. (Considering 40mm clear cover and 3 layers of 32 mm ∅ tension bars in main girder) Find Mu,l = 0.36×fck×b×Xu,l×(d – 0.416×Xu,l) + 0.446×fck×(bef – bw)×Df×(d – Df/2 ) = 4285.48 kNm Mu = 1840.36 kNm Since Mu < Mu,l, the section is designed as SRURS. Find Xu considering Xu < Df. Mu = 0.36×fck×bef×Xu×(d – 0.416×Xu) Or, 1840.36×106 = 0.36×25×2000×Xu×(912-0.416×Xu) ∴ Xu = 118.51 mm < Df i.e. N. Axis lies in flange. Find area of steel for SRUR flanged section when N.A. lies in flange. 62 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ππ’ Ast,req = 0.87×fy×(d−0.416×Xu) = 5908.48 mm2 > Ast,min Where, Ast,min = 0.2% of bd = 0.002 × 300 × 912 = 547.2 mm2 [Refer Cl.305.1, IRC21] Provide 8-32 mm ∅ bar. 6433.98 Ast,prov = 6433.98 mm2 and Pt = 912×300 × 100 = 2.35 % < Pt,max = 2.5 % Quarter-span section Mu = 1658.89 kNm Since Mu < Mu,l, the section is designed as SRURS. Find Xu considering Xu < Df. Mu = 0.36×fck×bef×Xu×(d – 0.416×Xu) Or, 1658.89×106 = 0.36×25×2000×Xu×(912-0.416×Xu) ∴ Xu = 106.20 mm < Df i.e. N. Axis lies in flange. Find area of steel for SRUR flanged section when N.A. lies in flange. Ast,req = ππ’ 0.87×fy×(d−0.416×Xu) = 5294.44 mm2 > Ast,min Where, Ast,min = 0.2% of bd = 0.002 × 300 × 912 = 547.2 mm2 [Refer Cl.305.1, IRC21] Provide 8-32 mm ∅ bar. 6433.98 Ast,prov = 6433.98 mm2 and Pt = 912×300 × 100 = 2.35 % < Pt,max = 2.5 % Design of section for Shear Support section ππ’ ππ’π£ = bwd = 609.51×1000 300×912 = 2.23 N/mm2 Where d = 1000 – 40 – 32 - 32/2 = 912 mm For M25 and Pt = 2.35 %, ππ’π = 0.862 N/mm2 and ππ’π, = 3.1 N/mm2 Since ππ’π£ > ππ’π, design shear reinforcement. Take 10 mm∅ 4-legged vertical stirrups for shear reinforcement. 912 Sv = 0.87×ππ¦×π΄π π£× π⁄Vu, net = 0.87×415×4×π×102/4×(2.23−0.862)×300×912 = 276.38 mm < 0.75d (= 684 mm) and < 300 mm Adopt Sv = 270 mm Provide 10 mm ∅ 4-legged vertical stirrups @ 270 mm c/c from support to quarter span. Quarter-span section ππ’π£ = ππ’ bwd = 387.15×1000 300×912 = 1.415 N/mm2 Where d = 1000 – 40 – 32 - 32/2 = 912 mm For M25 and Pt = 2.35 %, ππ’π = 0.862 N/mm2 and ππ’π, = 3.1 N/mm2 Since ππ’π£ > ππ’π, design shear reinforcement. Take 10 mm∅ 2-legged vertical stirrups for shear reinforcement. 912 Sv = 0.87×ππ¦×π΄π π£× π⁄Vu, net = 0.87×415×2×π×102/4×(1.415−0.802)×300×912 63 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 309.91 mm < 0.75d (= 684 mm) and > 300 mm Adopt Sv = 300 mm Provide 10 mm ∅ 2-legged vertical stirrups @ 300 mm c/c from quarter to quarter span of the other side. Detailing of reinforcement Since the no. of bars required is same at both mid-span and quarter-span, no curtailment is done. Anchorage of main reinforcing bars at supports Extension of bar beyond the face of support = 23ld π΄π π‘,πππ Now, ld = 0.7×l0×π΄π π‘,ππππ£ for bars with hook end 5294.44 = 0.7×(46×32)× 6433.98 where l0 = nφ = 847.90 mm Extension of bar beyond the face of support = 23ld = 23 × 847.90 = 565.27 ≈ 566 mm Side Face Reinforcement Take 0.1% of web area. As = 0.001×(1000 – 224)×300 = 232.80 mm2 No. of 8 mm ∅ bars required on each face = 232.80 π 4 2× ×8×8 ≈3 Provide 3-8 mm ∅ on each face. Check for Limit State of Serviceability in Deflection (Method of Sufficient Stiffness) π Check π ≤ αβγδλ Where, π π = 12×1000 912 = 13.16 α = 20 (simply supported) 10 10 β = π πππ = 12 π΄π π‘,πππ 5908.48 fs = 0.58×fy×π΄π π‘,ππππ£ = 0.58×415×6433.98 = 221.04 N/mm2 For Pt = 2.35 %, γ = 0.86 For 2-32 mm ∅ compression bars, π 4 2× ×322 Pc = 300×912 = 0.588 % For Pc = 0.588 %, δ = 1.16 π€ππ π€πππ‘β 300 For flange, λ = 0.8 since ππππππ π€πππ‘β = 2000 = 0.15 10 π So, αβγδλ = 20×12×0.86×1.16×0.8 = 13.30 > π OK Hence, deflection of the girder is under control. 64 Design of Bridge Over Kerunga Khola, Chitwan III. 2069 – AB Bridge Analysis of Cross Beam 1. Intermediate Cross Beam Self-weight of wearing coat = 0.08x22x1x2x1.75 = 6.16 kN/m Self-weight of slab = 0.2x25x1x2x1.35 = 13.50 kN/m Total = 6.16 + 13.50 = 19.66 kN/m Self-weight of fillet = ½x0.15x0.3x25x2x1.35 = 1.52 kN/m Self-weight of cross beam = 0.55x0.25x25x1.35 = 4.64 kN/m Total = 1.52+4.64 = 6.16 kN/m 19.66 kN/m 6.16 kN/m Dead Load on Intermediate Cross Beam Longitudinal Position of Class A Load for Maximum BM and SF Calculation of max BM at mid-span due to DL and LL Mu = 6.16x2x½ - 6.16x1x½ + 19.66x½x2x½x1 - ½x19.66x1x1/3 + 106.875/2x1 = 60.22 kNm Calculation of max SF at support due to DL and LL Vu = 6.16x2/2 + ½x19.66x½x2 + 106.875x0.2/2 + 106.875 = 133.553 kN 2. End Cross Beam Self-weight of wearing coat = ½x6.16 = 3.08 kN/m Self-weight of slab = ½x13.50 = 6.75 kN/m Total = 3.08 + 6.75 = 9.83 kN/m Self-weight of fillet = 0.76 kN/m Self-weight of cross beam = 0.4x0.25x25x1.35 = 3.375 kN/m Total = 0.76 + 3.375 = 4.135 kN/m 65 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 9.83 kN/m 4.135 kN/m Dead Load on End Cross Beam Longitudinal Position of Class A Load for Maximum BM and SF Mu = 4.135/2x1 - 4.135x1x½ + 9.83x½x2x½x1 - ½x9.83x1x1/3 + 106.875/2x1 = 56.714 kNm Vu = 4.135x2/2 + ½x9.83x½x2 + 106.875x0.2/2 + 106.875 = 126.613 kN Design of Cross beams 1. Intermediate Cross beam Design section bef = π/5 + bw = 2/5 + 0.25 = 0.65m ≤ bact = 3 m d = 750 – 40 – 16/2 = 702 mm Design section for bending Xu,l = 0.48 d = 336.96 mm Since Xu,l > Df and Df > 0.43Xu,l, when NA lies in web, we have, Mu,l = 0.36xfckxbxXu,lx(d – 0.416xXu,l ) + 0.446fckx(bef – bw)x yf,l x(d – yf,l/2 ) Where yf,l = 0.15Xu,l+0.65Df = 180.54mm Mu,l = 918.523kNm We have, Mu= 60.22 kNm Since Mu < Mu,l, section is designed as SRURS. Mu = 0.36xfckxbefxXu (d – 0.416xXu) Or, 60.22×106 = 0.36x25x650xXu (702 - 0.416xXu) ∴ Xu = 14.79 mm < Df ππ’ 60.22×10^6 Ast= 0.87ππ¦(π−0.416ππ’) = 0.87×415(702−0.416×14.79) =239.70 mm2 < Astmin Where Astmin = 0.2% of bwd = 0.002 ×250 ×702=351.00 mm2 Provide 3-16mm ∅ bars as longitudinal bars. 66 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Astprov=603.19mm2, Pt=0.347% Design for shear Vu ππ’π£ = bw×d = 133.553 × 1000 250 × 702 = 0.76 N/mm2 Where d = 750 – 40– 16/2 = 702 mm ππ’π = 0.41 N/mm2 for M25 and Pt= 0.347 %, ππ’π, πππ₯ = 3.1 N/mm2 for M25 Since ππ’π£>ππ’π, design shear reinforcement. Take 8mm ∅ 2-legged vertical stirrups for shear reinforcement. 0.87ππ¦×π΄π π£×d Sv = (τuv−τuc)×bw×d = 0.87×415×(2×π/4×82 )×702 (0.76−0.41)×250×702 = 414.82mm > 300mm < 0.75d = 526.50mm Adopt Sv = 300mm Provide 8 mm ∅ 2-legged vertical stirrups @ 300 mm c/c. 2. End Cross beam Design section bef = π/10 + bw = 2/10 + 0.25 = 0.45m ≤ bact = 3 m d = 500 – 40 – 16/2 = 452 mm Design section for bending Xu,l = 0.48 d = 216.96 mm Since Xu,l > Df and Df > 0.43Xu,l, when NA lies in web, we have, Mu,l = 0.36 x fck x b x Xu,l x (d – 0.416 x Xu,l) + 0.446 x fck x (bef – bw) x yf,l x (d – yf,l/2 ) Where yf,l = 0.15Xu,l + 0.65Df = 162.54 mm Mu,l = 310.97 kNm We have, Mu= 56.714 kNm Since Mu < Mu,l, section is designed as SRURS. Mu = 0.36 x fck x bef x Xu (d – 0.416Xu) Or, 56.714×106 = 0.36 x 25 x 450 x Xu (452 - 0.416Xu) ∴ Xu = 31.92 mm < Df 56.714×106 ππ’ Ast = 0.87ππ¦(π−0.416ππ’) = 0.87×415(452−0.416×31.92) = 358.04 mm2 > Astmin Where Astmin = 0.2%of bwd = 0.002 ×250 ×452 = 226.00 mm2 Provide 3-16mm ∅ bars as long bars. Astprov=603.19mm2, Pt=0.347% Design for shear Vu ππ’π£ = bw×d = 126.613 × 1000 250 × 452 = 1.12 N/mm2 67 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Where d = 500 – 40– 16/2 = 452 mm ππ’π = 0.41N/mm2 for M25 and Pt = 0.347 %, ππ’π, πππ₯ = 3.1 N/mm2 for M25 Since ππ’π£>ππ’π, design shear reinforcement. Taking 8mm ∅ 2-legged vertical stirrups for shear reinforcement. 0.87ππ¦×π΄π π£×d Sv = (τuv−τuc)×bw×d = 0.87×415×(2×π/4×82 )×452 (1.12−0.41)×250×452 = 204.48 mm < 300mm < 0.75d=526.50mm Adopt Sv = 200mm Provide 8 mm ∅ 2-legged vertical stirrups @ 200 mm c/c. IV. Design of Elastomeric bearing Calculation of Loads on Bearing 1. DL from Superstructure ο· Weight of wearing coat = 6.0 × 0.08 × 22 × 12.25 = 129.36 KN ο· Weight of railing = 2× 9× 0.225 × 0.225 × 1.1 × 25 + 2 × 12 × 3 × 0.0437 = 28.21 KN ο· Weight of kerb = 0.3 × 0.6 × 12.25 × 2 × 25 = 110.25 KN ο· Weight of slab = 488.7 + 0.2 × 7.2 × 0.25 × 25 = 497.7 KN Where a) Middle portion = 4.3 × 0.2 × 12 × 25 =258 KN b) Fillet = 1/2× 0.15 × 0.3 × 12 × 4 × 25 + 1/2×0.15 × 0.3 × 1.1 × 8 × 25 ×2 = 36.9 KN c) Cantilever part = 0.6 × 0.17 × 12 × 2 × 25 + 0.85 × 0.26 × 12 × 2 × 25 = 193.80 KN ο· Weight of web of main girder = 0.3 × 0.8 × 12.25 × 25 × 3 = 220.5 KN ο· Weight of web of cross girder = (0.25 × 0.55 × 1.7 × 3 × 2 + 0.25 × 0.40 × 1.7 × 2 ×2) × 25 = 52.06 KN Total DL from super structure (Wu) = 1038.08 KN DL from superstructure on a bearing (DLsup) = 1038.08/6 = 173.01 KN 2. LL from Superstructure Maximum LL on a bearing (LL) = Maximum reaction of a main girder = 373.17/1.5 = 250.27 kN 3. Load due to braking effort [Refer IRC 21: Cl 211.2] ο· Class A load Braking load = 0.2 × (2 × 114 + 3 × 68) × 2 = 172.8 KN ο· Class AA track load 68 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Braking load = 0.2 × 700 = 140 KN ο· Class AA Braking load = 0.2 × 400 = 80 KN Taking braking effort due to Class A loading, Horizontal Braking load on a bearing (FbrH) = 172.8/6 = 28.8 KN Braking loads acts at 1.2m above wearing coat. Point of application of braking load is 2.28 m (1.2+0.08+0.2+0.8) from bearing. It induces vertical reaction on bearing. 172.8 × 2.28 Vertical reaction on a bearing due to braking load= 12 × 3 = 10.94 KN 4. Wind load [Refer IRC 6: Cl 209.3.5] ο· Wind load in transverse direction of bridge (FWT) = PZ × A × G × CD = 71.90 KN Take, Ht. of bridge = 7 m, Basic wind speed = 47 m/s and Plain Terrain Where, Vz = 27.80 × 47/33 = 39.59 m/s [Refer Cl. 209, IRC 6] PZ = 463.70 × 472/332 = 940.60 N/m2 G = 2 (for span up to 150 m) CD = 1.3 × 1.5 = 1.95 [B/π· = 7.2, π΅/π·≥ 6 and more than single girder] A = (1 + 0.3) × 12.25 + 0.225 × 1.1 × 9 + 0.0483 × (12-9 × 0.225) × 3 = 19.60 m2 Wind load in transverse direction on a bearing (FWT) = 71.90/6 =11.98 KN ο· Wind load in longitudinal direction of bridge (FWL) = 0.25 × FTW = 17.975 KN Wind load in longitudinal direction on a bearing (FWL) = 17.975/6 = 3.00 KN ο ο· Wind load in vert. dir. of bridge (FWV) = PZ × A3 × G × CL = (940.60 × 10-3)× 7.2 × 12.25 × 2 × 0.75 = 124.44 KN Wind load in vertical direction on a bearing (FWV) = 124.44/6 = 20.74 KN 5. Seismic Load π πΌ Seismic load (FSh) = 2 × π × ππ π ×π [Refer Cl. 219, IRC 6] Take, Seismic Zone - V, Soil Strata - Medium, Damping - 5 %, Bridge Class - Normal Where, π πΌ Ah = πΌh = 2 × π × ππ π = 0.225; Z = 0.36, I = 1, R = 2, ππ/π = 2.5 W = 1038.08 KN in longitudinal direction W = 1038.08 + 0.2 × 2 × (2 × 114 + 3 × 68) = 1208.63 KN in transverse direction So, 69 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge FShL = 0.225 × 1035.83= 233.06 KN in longitudinal direction of bridge FShT = 0.225 × 1208.63= 271.94 KN in transverse direction of bridge Then, ο§ Seismic load in transverse direction on a bearing (FShT) = 271.94/6 = 45.32 KN ο§ Seismic load in longitudinal direction on a bearing (FShL) = 233.06/6 = 38.84 KN ο§ Vertical reaction due to seismic load on support of bridge (FSv) Seismic loads acts on c. g. of seismic weight. It creates additional vertical load on bearing. Consider c. g. of seismic weight = 0.9 m from bearing. V. reaction on a bearing when s. load acts in tr. dir. (FSvT) = 172.97/2 = 86.485 KN Vertical reaction on a bearing when seismic Load acts in long dirn (FSVL) = = 8.74 KN 233.06 × 0.9 12 ×½ 6. Load due to temperature variation, creep and shrinkage effect Maximum horizontal force on a bearing (Fcst) = Δ/ππ × G × A = 5.44 KN where, ο¨ Strain due to temp., creep and shrinkage = 5 × 10-4 [Refer IRC 83 Part II Cl. 916.3.4] ο¨ Horizontal deformation of bearing ( Δ ) = 5×10-4×12.25 × 103 × ½=3.0625 mm ο¨ Shear modulus of elastomer (G) = 1 N/mm2 [Refer IRC 83 Part II, Cl. 915.2.1] ο¨ Preliminary height of bearing (h0) = 52 mm ο¨ Preliminary effective sectional area of bearing (A) = b × l = 238 × 388 = 92344 mm 2 Load Combinations [Refer IRC 6 Table 1] Vertical load Combination Along Across of load Traffic Traffic I [N] II(A) [N+T] Dl LL sup Dl LL sup Permissible stress (%) sup 100% FbrV Dl LL Horizontal Load Along Across Traffic Traffic FbrH Dl LL sup FbrV 115% FbrH Fcst III(A) [N+ T+ W] Dl LL sup FbrV FbrH 133% Fcst FWV sup VI [N+T+S] Dl LL sup Dl 0.2LL F WV FWL F WT sup Dl 0.2LL 0.5FbrV 0.5FbrH 150% Fcst FS VL FS VT FS hL FS hT 70 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Calculation of Loads on Bearing According to Combination of Loads Vertical and horizontal loads subjected to bearing in the direction of traffic are only taken for design. Combination I [N] Total Vertical load = DLSup + LL + FbrV = 173.01 + 250.27 + 10.94 = 434.22 KN Total Horizontal load = FbrH = 28.8 KN Combination II (A) [N+T] Total Vertical load = DLSup + LL + FbrV = 173.01 + 250.27 + 10.94 = 434.22 KN Total Horizontal load = FbrH + Fcst = 28.8 + 5.44 = 34.24 KN Combination III (A) [N+T+W] Total Vertical load = DLSup + LL+ FbrV + FWV = 173.01 + 250.27 + 10.94 + 20.74 = 454.96 KN Total Horizontal load = FbrH + Fcst + FWL = 28.8 + 5.44 + 3.0 = 37.24 KN Combination VI [N+T+S] Total Vertical load = DLSup + 0.2 × LL + 0.2 FbrV + FsvL = 173.01 + 0.2 × 250.27 + 0.2 × 10.94 + 8.74= 233.99 KN Total Horizontal load = 0.2 × FbrH + Fcst + FshL = 0.2 × 28.8 + 5.44 + 38.84 = 50.04 KN Design of Elastomeric Pad Bearing for Combination I [N] Effective Span = 12 m, Total Vertical Load = 434.22 kN, Total Horizontal Load = 28.8 kN 1. Geometrical Design Nmax = 434.22 kN Nmin = 173.01 kN Try Standard plan dimension 250x400 mm for elastomeric bearing (IRC 83 – Part II) From table, Loaded Area = 92344 mm2 Thickness of individual elastomer layer hi = 12 mm Thickness of outer layer he = 6 mm Thickness of steel laminate hs = 4 mm Adopt 3 internal layers and 4 steel laminates. Overall Thickness = 3x12+4x4+2x6 = 64 mm Effective Thickness of elastomer h = 3x12+2x6 = 48 mm Adopt side cover c = 6 mm Check for Geometry 1. l0/b0 = 400/250 =1.6 ≤ 2 2. h = 48 < b0/5 = 50 mm And > b0/10 = 25 mm 92344 3. Shape factor S = 2(238+388)×12 = 6.146 (between 6 and 12) 71 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 434.22×1000 Nmax 4. Bearing Stress in concrete (σm) = Loaded Area = 92344 = 4.70 MPa A1/A2 is limited to 2. A1 Allowable BS = 0.25 × πππ × √A2 = 0.25 × 25 × √2 = 8.84 N/mm2 So, Bearing stress in concrete ≤ Allowable Bearing stress OK 2. Structural Design 1. Check for Translation Design strain in bearing (γd) < 0.7 i.e. γd = γbd = Δππ/h + τmd = 0.0625+0.312 = 0.3745 < 0.7 where Shear strain per bearing due to shrinkage, creep and temperature= Δππ/h = 5×10−4 ×12×103 2×48 OK = 0.0625 π» 28.8×103 Shear strain due to longitudinal forces = π΄×πΊ = 92344×1 =0.312 2. Check for Rotation Design rotation in bearing (αd) ≤ βnαbi, max 1 αd = αdDL+ αdLL = 400 × MDL × L × 10-3 × πΈπ 2 × Igr 1 + 400 × MLL × L × 10-3 × πΈπ × Igr = 0.00629 where L =12 m MDL = 725.88/1.35 = 537.69 KN-m MLL = 1119.50/1.5 = 746.33 KN-m Ec = 5000 √fck = 25000 N/mm2 πΌππ= 0.05557741 m4 β = 0.1σm= 0.1× 439.70× 1000/(92344) = 0.476 n=6 αbi,max = 0.5 πππππ₯×hπ/(π×π 2) = 0.5×10×12/(238×6.1462) = 0.00667 βnαbi, max= 0.0190 αd ≤ βnαbi, max 3. Check for Friction Design strain in bearing (γd) ≤ 0.2 + 0.1σm i.e. 0.2 + 0.1σm = 0.2 + 0.1x4.76 = 0.676 > 0.3745 And Normal stress in bearing (σm) > 2 MPa and ≤ 10 MPa 4. Check for Shear Stress Total shear stress ≤ 5 MPa i.e. τc + τh + τα = 2.849 MPa < 5 MPa where Shear stress due to compression = 1.5xσm/S = 1.5x4.76/6.146 = 1.162 MPa Shear stress due to horizontal deformation = 0.3745x1 = 0.3745 MPa Shear stress due to rotation = 0.5x(b/hi)2 x αbi,max = 0.5× (238/12)2 ×0.00667 72 OK OK OK OK Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 1.312 MPa Check of Elastomeric Pad Bearing for Combination VI [N + T + S] Effective Span = 12 m, Total Vertical Load = 233.99/1.50 = 155.99 kN, Total Horizontal Load = 50.04/1.50 = 33.36 kN 1. Geometrical Design Nmax = 155.99 kN Nmin = 173.01/1.50 = 115.34 kN Designed bearing dimension 250x400 mm Loaded Area = 92344 mm2 Thickness of individual elastomer layer hi = 12 mm Thickness of outer layer he = 6 mm Thickness of steel laminate hs = 4 mm Adopt 3 internal layers and 4 steel laminates. Overall Thickness = 3x12+4x4+2x6 = 64 mm Effective Thickness of elastomer h = 3x12+2x6 = 48 mm Adopt side cover c = 6 mm Check for Geometry 1. l0/b0 = 400/250 =1.6 ≤ 2 2. h = 48 < b0/5 = 50 mm And > b0/10 = 25 mm 92344 3. Shape factor S = 2(238+388)×12 = 6.146 (between 6 and 12) 155.99×1000 Nmax 4. Bearing Stress in concrete (σm) = = = 1.69 MPa Loaded Area 92344 A1/A2 is limited to 2. A1 Allowable BS = 0.25 × πππ × √A2 = 0.25 × 25 × √2 = 8.84 N/mm2 So, Bearing stress in concrete ≤ Allowable Bearing stress OK 2. Structural Design 1. Check for Translation Design strain in bearing (γd) < 0.7 i.e. γd = γbd = Δππ/h + τmd = 0.00625+0.361 = 0.36725 < 0.7 where Shear strain per bearing due to shrinkage, creep and temperature= Δππ/h = 5×10−4 ×12×103 2×48 = 0.00625 π» 33.36×103 Shear strain due to longitudinal forces = π΄×πΊ = 92344×1 =0.361 2. Check for Rotation Design rotation in bearing (αd) ≤ βnαbi, max 1 1 αd = αdDL+ αdLL = 400 × MDL × L × 10-3 × πΈπ + 400 × MLL × L × 10-3 × πΈπ × Igr 2 73 × Igr OK Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 0.00629 where L =12 m MDL = 725.88/1.35 = 537.69 KN-m MLL = 1119.50/1.5 = 746.33 KN-m Ec = 5000 √fck = 25000 N/mm2 πΌππ= 0.05557741 m4 β = 0.1σm= 0.1× 155.99× 1000/(92344) = 0.169 n=6 αbi,max = 0.5 πππππ₯×hπ/(π×π 2) = 0.5×10×12/(238×6.1462) = 0.00667 βnαbi, max= 0.00676 αd ≤ βnαbi, max 3. Check for Friction Design strain in bearing (γd) ≤ 0.2 + 0.1σm i.e. 0.2 + 0.1σm = 0.2 + 0.1x1.69 = 0.369 > 0.36725 And Normal stress in bearing (σm) > 2 MPa and ≤ 10 MPa 4. Check for Shear Stress Total shear stress ≤ 5 MPa i.e. τc + τh + τα = 2.091 MPa < 5 MPa where Shear stress due to compression = 1.5xσm/S = 1.5x1.69/6.146 = 0.412 MPa Shear stress due to horizontal deformation = 0.36725x1 = 0.36725 MPa Shear stress due to rotation = 0.5x(b/hi)2 x αbi,max = 0.5× (238/12)2 ×0.00667 = 1.312 MPa Summary: Bearing Design Provide standard 250x400 mm elastomeric pad bearing. Overall Thickness = 64 mm Thickness of individual elastomer layer = 12 mm No of internal elastomer layers = 3 Thickness of each laminate = 4 mm No of laminates = 4 Thickness of outer layer = 5 mm 74 OK OK OK OK Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge B. Design of Steel Truss (36 m span) bridge Effective span = 8@4.5m = 36 m Roadway width = 6 m Kerb = 0.6 m Stringer Spacing = 1.5 m Adopt IRC Class AA Tracked & Class A vehicles M25 grade concrete & Fe415 steel I. Design of Deck Slab Deck slab shall be designed as a one-way slab. Analysis may be simplified by considering a single 1.5m span between stringers for mid-span moment and two spans for positive and negative bending moments as in figures below. Dead Load Self-wt. of Deck slab = 0.2x25 = 4.8kN/m2 Self-wt. of wearing coat =.08x22 = 1.76KN/m2 Total dead load = 4.8x1.35 + 1.76x1.75 = 9.56KN/m2 Live Load Here, only class AA tracked vehicle has been adopted for calculations as it is evidently seen from the figures that larger moments cannot be induced by other vehicles. Load = W x γf x IF = 350 x 1.5 x 1.1 = 577.5 kN From figure, Maximum positive moment = 216.563 kNm And Maximum negative moment = 130.29 kNm Effective width for the tracked vehicle may be calculated as beff = (3.6 +2 x 0.08) = 3.76 m Then, for unit m strip, positive moment = 57.6 kNm/m And negative moment = 34.652 kNm/m Design of slab section Total design moments are 75 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Positive moment = 2.688+57.6 = 60.288 KNm Negative moment = 2.49+34.652 = 37.142 KNm Q = 0.36 x 25 x 0.48(1 - 0.416 x 0.48) = 3.46 Effective depth of slab is given by π d = √ππ 60.288×1000 =√ 3.46 = 132 mm Adopt overall depth = 200mm Effective depth = 200-10/2-25 = 170mm For SRURS (positive moment), π΄π ππ π = ππ.πππ×ππππ πππ∗πππ For SRURS (positive moment), π΄π = 2.086 ππ π Pt = 0.548% Ast = 0.548x200x1000/100 = 1096 mm2 Use 12mm ∅ bars @100mm c/c. = ππ.πππ×ππππ πππ∗πππ = 1.285 Pt = 0.406% Ast = 0.406x200x1000/100 = 812 mm2 Use 12mm ∅ bars @130mm c/c. And use 10mm ∅ bars @300mm c/c (Astmin) as distribution bars on top and bottom along longer direction of slab. II. Design of stringer beam Dead load due to self-wt. of slab and wearing coat = 9.56x1.5 = 14.34kN/m Self-wt. of stringer (assumed) = 1KN/m Total Dead load = 15.34KN/m Max. BM = 15.34x4.52/8 = 38.83KNm Max. SF = 15.34x4.5/2 = 34.52KN For live load, Figure: position for Max. BM Max. BM due to live load = (175x2.25-350x0.5x0.5x1.8)1.5x1.1 = 389.81KNm 76 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Figure: position for Max. SF Max. SF due to live load = (350x2.7/4.5)x1.5x1.1 = 346.5KN Designed BM = 389.81+38.83 = 428.64KNm Designed SF = 346.5+34.52 = 381.02KN [IS 800:2007 steel code, clause 8.2.1.2] Md = βbZpfy/γmo ο Zp = 428.64x106x1.1/250 = 1.87x106 mm3 Use ISHB450 with Zp = 1.955x106 mm3. Section Classification 250 π 250 ∈ = √ ππ¦ = 1, π‘π = 2∗13.7 = 9.12 < 9.4 ∈, π = π‘π€ (450−2∗13.7) 9.8 = 43.12 < 84 ∈ Section is plastic i.e β = 1.0 Check for Moment capacity Md = βbZpfy/γmo < 1.2Zefy/rmo = 1x1955.03x1000x250/(1.1x106) <1.2x1740x250/(1.1x106 ) = 444.32KNm < 474.54KNm OK Check for Shear capacity Vd= = Av∗fy √3∗ππ0 450∗9.8∗250 √3∗1.1 K =578.66KN >381.02KN OK Check for Deflection 5 × ππΏ3 πΏπππ₯ = 384πΈπΌ W=15.34x4.5+350=419.03KN 5×419.03×1000×45003 πΏπππ₯ = 384×2×105 ×39200×104 < 4500/240 77 Design of Bridge Over Kerunga Khola, Chitwan =6.34mm < 18.75 Check for Web Buckling πΎπΏ 450 = 2.5 × = 114.8 π 9.8 For buckling class ‘c’, fy = 250 Fcd = 89.04 MPa Fcdw = (b1+n1) x tw x fcd = (300+225) x 9.8 x 89.04 = 458.11KN > 381.02 OK b1 = 300mm assumed OK Check for Web Crippling Fcdc=(b1+n2) x tw x fyw/rmo Where n2 = 2.5(13.7+15) = 71.75 Fcdc = (300+71.75) x 9.8 x 250/1.1 = 827.99KN > 381.02 III. 2069 – AB Bridge Design of cross girders Span of cross girder=6+2x0.6=7.2m Impact factor=10% Dead load due to slab and wearing coat=9.56x4.5=43.02KN/m Dead load due to stringer beam=0.872x4.5x1.35=5.3KN Add load due to connectors=0.375KN Total load=5.68KN Self-wt. of cross girder = (0.2L+1) KN/m = (0.2x7.2+1) x 1.35 = 3.3KN/m Total UDL = (43.02+3.3) = 46.32 KN/m Figure b Max. BM = (180.95x3.6-5.68x3-5.68x1.5-46.32x3.6x3.6x0.5) = 325.71KNm Max. SF = 180.95KN For live load class AA tracked Figure: position for Max. BM 78 OK Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Max. BM = (350x3.6-350x1.025)x1.5x1.1=1487.06KNm Figure: position for Max. SF Max. SF = (350x5.4/7.2+350x3.35/7.2)x1.5x1.1= 701.83KN Designed BM=325.71+1487.06=1812.77KNm Designed SF=180.95+701.83=882.78KN Md = βbZpfy/γmo Zp = 1812.77x106x1.1/1x250 = 7.98x106mm3 Use IS WPB 600x300x285.47 250 ∈= √ ππ¦ =1, π 305 π = 2∗40 = 3.81 < 9.4 ∈ π‘π€ = π‘π (620−2∗40) 21 = 25.71 < 84 ∈ Section is plastic i.e. β=1.0 Check for Moment capacity Md = βbZpfy/γmo <1.2Zefy/rmo =1x8772.31x1000x250/(1.1x106) <1.2x7659.6x250/(1.1x106 ) =1993.7KNm <2088.98KNm ok Check for Shear capacity Vd = = Av∗fy √3∗ππ0 620∗21∗250 √3∗1.1 K =1708.43KN >882.78 ok Check for Deflection 5 × ππ 3 πΏπππ₯ = 384πΈπΌ 79 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge W = 46.32x7.2+5.68x5+30x2x2x1.1x1.5 = 1516.904KN πΏπππ₯ = 5×1516.904×1000×72003 384×2×105 ×237447×104 < 7200/240 =15.52mm< 30 Check for Web Buckling πΎπΏ 600 = 2.5 × = 71.43 π 21 For buckling class ‘c’, fy = 250 Fcd = 133.76MPa Fcdw = (b1+n1)x tw x fcd = (300+310) x 21 x 133.76 = 1713.47KN > 882.78 OK b1 = 300mm assumed OK Check for Web Crippling Fcdc = (b1+n2)xtwxfyw/rmo Where n2 = 2.5(40+27) = 167.5 Fcdc = (300+167.5)x21x250/1.1 = 2231.25KN > 882.78 IV. OK Design of Steel Trusses Pratt truss of 8 panels of 4.5m each Span of truss = 36m Height of truss = 6m Dead load due to deck slab, wearing coat, stringer beam and cross girder acting at each node = 46.32∗7.2+5.68∗5 2 = 181KN Self-wt. of truss = (0.15L+5.5)=0.15x36+5.5=10.9KN/m Self-wt. at each node point = 4.5x10.9=49.05KN Total dead load = 181+49.05 = 230.05KN Live loads: IRC class AA loading, maximum BM is produced when the class AA vehicle is closer to main girder 80 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Max load transferred at the edge of kerb = (350x4.975/7.2+350x2.925/7.2)x1.5x1.1 = 633.65KN Average UDL = 633.65/3.6 = 176KN/m Forces in truss member 1) ILD for U1L0 Load on Right Side (between L1 and L8) FL0U1xsin 53.13β° + R1 = 0 π 1 ο FL0U1 = − π ππ 53.13° Load at L1; R1 = 7⁄8 So, FL0U1 = -1.094 kN Now, Force due to Dead Load = 230.05(1.094 + 0.938 + 0.78 + 0.625 + 0.469 + 0.313 + 0.156) = 1006.7 kN (Comp) Force due to Live Load = 176x[ ½ (0.985 + 1.094)x0.45 + ½ (0.985 + 1.094)x3.15] = 658.63 kN (Comp) 2) ILD for U1U2 81 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Load on right side FU1U2x6 + R1x9 = 0 9 ο FU1U2 = − 6 R1 Load at L2; R1 = 6⁄8 So, FU1U2 = -1.125 kN Load on left side FU1U2x6 + R2x4.5 = 0 ο FU1U2 = -4.5R2 Load at L2; R2 = 2⁄8 So, FU1U2 = -1.125 kN Load at L1; R2 = 1⁄8 So, FU1U2 = -0.563 kN Now, Force due to Dead Load = 230.05(0.563 + 1.125 + 0.938 + 0.75 + 0.563 + 0.375 + 0.188) = 1035.69 kN (Comp) Force due to Live Load = 176x[ ½ (1.013 + 1.125)x3.6] = 677.32 kN (Comp) 3) ILD for U2U3 Now, Force due to Dead Load = 1293.8 kN (Comp) Force due to Live Load = 846.17 kN (Comp) 4) ILD for U3U4 82 Design of Bridge Over Kerunga Khola, Chitwan Now, Force due to Dead Load = 1380.3 kN (Comp) Force due to Live Load = 902.88 kN (Comp) 5) ILD for L0L1 ∑Fx = 0 ο FL0L1 + FL0U1 cos 53.13β° = 0 ο FL0L1 = R1 cot 53.13β° Load at L1; R1 = 7⁄8 So, FU1U2 = 0.656 kN Now, Force due to Dead Load = 603.65 kN (Tens) Force due to Live Load = 394.73 kN (Tens) 6) ILD for L1L2 Now, Force due to Dead Load 83 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan = 603.65 kN (Tens) Force due to Live Load = 394.73 kN (Tens) 7) ILD for L2L3 Now, Force due to Dead Load = 1035.69 kN (Tens) Force due to Live Load = 677.16 kN (Tens) 8) ILD for L3L4 Now, Force due to Dead Load = 1293.801 kN (Tens) Force due to Live Load = 846.173 kN (Tens) (Diagonal Members) 9) ILD for U1L2 Load on Right Side FU1L2xsin 53.13β° - R1 = 0 84 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge π 1 ο FU1L2 = π ππ 53.13° Load at L2; R1 = 6⁄8 So, FL0U1 = 0.938 kN (Tens) Load on left Side FU1L2xsin 53.13β° + R2 = 0 π 2 ο FU1L2 = − π ππ 53.13° Load at L1; R2 = 1⁄8 So, FL0U1 = - 0.156 kN Now, Force due to Dead Load = 230.05(-0.156 + 0.938 + 0.782 + 0.625 + 0.469 + 0.313 + 0.156) = 503.579 kN (Tens) Force due to Live Load Maximum Compression = 176x[ ½ (0.05 + 0.156)x3.6 = 65.261 kN Maximum Tension = 559.79 kN 10) ILD for U2L3 Now, Force due to Dead Load = 230.05(- 0.157 – 0.313 + 0.781 + 0.625 + 0.469 + 0.312 + 0.156) = 430.884 kN (Tens) Force due to Live Load Maximum Compression = 163.66 kN Maximum Tension = 460.31 kN 85 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 11) ILD for U3L4 Now, Force due to Dead Load = 230.05(- 0.156 – 0.313 – 0.469 + 0.625 + 0.469 + 0.313 + 0.156) = 143.78 kN (Tens) Force due to Live Load Maximum Compression = 262.63 kN Maximum Tension = 361.47 kN (Vertical Members) 12) ILD for U1L1 Force due to Dead Load = 230.05x1 = 230.05 kN (Tens) Force due to Live Load = 176x ½ (0.6 + 1)x3.6 = 506.88 kN (Tens) 13) ILD for U2L2 86 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Consider section (1)-(1) Load on left side (between L0 and L2) Considering right portion FU2L2 = R2 (Tens) Load at L0; R2 = 0; FU2L2 = 0 Load at L2; R2 = 2⁄8 ; FU2L2 = 0.25 (Tens) Load on right side (between L3 and L8) Considering left portion R1 + FL2U2 = 0 ο FL2U2 = - R2 Load at L3; R1 = 5⁄8 ; FL2U2 = - 0.625 (Tens) Load at L8; R1 = 0 ; FL2U1 = 0 Now, Force due to Dead Load = 230.05 (0.125 + 0.25 – 0.625 – 0.5 – 0.375 – 0.25 – 0.125) = 345.075 kN (Comp) Force due to Live Load Maximum Tension = 176x ½ (0.163 + 0.25)x3.6 = 130.84 kN Maximum Compression = 176x ½ (0.533 + 0.615)x3.6 = 366.85 kN 14) ILD for U3L3 Now, Force due to Dead Load 87 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 230.05x0.5 = 115.025 kN (Comp) Force due to Live Load Maximum Tension = 176x ½ (0.288 + 0.375)x3.6 = 210.04 kN Maximum Compression = 176x ½ [(0.533 + 0.615)x0.31 + (0.5 + 0.409)x3.29] = 287.92 kN 15) ILD for U4L4 FU4L4 = 0 Class A Load FIG. Transverse Positioning Of Class A load Response Due To Class A loading Ordinates Of ILD Class A load L0-U1 U1-U2 U2-U3 U3-U4 L0-L1 L1-L2 L2-L3 L3-L4 U1-L2 U2L3 U3-L4 U1-L1 U2-L2 13.5 13.5 57 57 34 Force Nature Forcex2.3 0.048 0.316 1.094 1.05 0.903 0.79 0.69 0.58 0.72 1.125 1.07 0.89 0.77 0.64 0.95 1.07 1.406 1.33 1.06 0.87 0.69 1.125 1.23 1.5 1.4 1.04 0.79 0.54 0 0.19 0.656 0.61 0.54 0.48 0.42 0 0.19 0.656 0.61 0.54 0.48 0.42 0.563 0.72 1.125 1.07 0.89 0.76 0.64 0.96 1.07 1.406 1.33 1.06 0.87 0.7 0 0.16 0.938 0.9 0.74 0.64 0.4 0 0.05 0.156 0 0 0 0 0 0 0.781 0.474 0.59 0.48 0.38 0.16 0.157 0.31 0.04 0 0 0 0 0 0.625 0.58 0.43 0.33 0.23 0.31 0.36 0.469 0.18 0 0 0 0.44 0.28 1 0.77 0 0 0 0.59 0.52 0.5 0.29 0.35 0.35 0.52 0.5 0.43 0 0.28 0 0.12 0 0 228.204 238.545 289.302 287.5325 135.587 135.587 237.9755 289.777 182.066 9.567 130.355 24.2295 106.425 46.038 110.61 c c c c t t t t t c t c t c t 524.8692 548.6535 665.3946 661.32475 311.8501 311.8501 547.34365 666.4871 418.7518 22.0041 299.8165 55.72785 244.7775 105.8874 254.403 0 0.12 0.22 0 116.515 27.3615 c t 267.9845 62.93145 0 0.625 0.59 0.163 0.25 0.163 34 0.48 0 34 0.39 0 88 34 0.3 0 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Ordinates Of ILD Class A load 13.5 13.5 57 57 34 U3-L3 0.26 0 0.28 0 0.375 0.5 0.14 0.46 0 0.35 34 34 34 0 0 0 0.26 0.18 0.097 Force Nature Forcex2.3 36.645 84.878 t c 84.2835 195.2194 The maximum axial loads in each member of the truss are tabulated below: Members DL kN LL kN DL+LL kN L0-U1 1006.7 (C) 658.63 (C) 0 1665.33 (C) U1-U2 1035.69 (C) 677.32 (C) 0 1713.01 (C) U2-U3 1293.8 (C) 846.17 (C) 0 2139.97 (C) U3-U4 1380.3 (C) 902.88 (C) 0 2283.18 (C) L0-L1 603.65 (T) 394.73 (T) 0 998.38 (T) L1-L2 603.65 (T) 394.73 (T) 0 998.38 (T) L2-L3 1035.69 (T) 677.16 (T) 0 1712.85 (T) L3-L4 1293.80 (T) 846.17 (T) 0 2139.97 (T) U1-L2 503.579 (T) 559.79 (T) 65.262 (C) 1063.369 (T) U2-L3 430.884 (T) 460.31 (T) 163.66 (C) 891.194 (T) U3-L4 143.78 (T) 361.47 (T) 262.63 (C) 505.25 (T) U1-L1 230.05 (C) 506.88 (C) 0 736.93 (C) U2-L2 345.075 (C) 366.85 (C) 130.84 (T) 711.925 (C) U3-L3 115.025 (C) 287.92 (C) 210.04 (T) 402.945 (C) U4-L4 0 0 0 0 Properties of Bolt and Gusset Plate BOLT Diameter of bolt = M20 bolts of the product grade C Property class = 10.9 (for steel truss bridge) From table, Ultimate tensile strength of bolt material (fub) =1040 Mpa Yield strength of bolt material (fyb) =940 Mpa. GUSSET PLATE Adopt 20 mm thickness. Ultimate tensile strength of plate (fu) = 410 Mpa. Yield strength of plate (fy) =250 Mpa. 89 Design of Bridge Over Kerunga Khola, Chitwan V. 2069 – AB Bridge Design of Truss Joints In structures like bridges where the load on connections can undergo many cycles of reversal, fatigue of bolts can become critical if the connection is allowed to slip with each reversal. So slip resistant connections is designed. Therefore, slip is not permitted at ultimate load. Slip Resistance The design frictional force produced by a bolt at the interface of the connecting parts is given by, Vdsf = Vnsf/ϒmf where Vnsf = the nominal frictional capacity produced by a bolt = µf x nc x Kh x Fo In which, µf = the coefficient of friction or slip factor, usually 0.55 nc = the number of effective interfaces offering frictional resistance = 1 Kh = 1.0 for standard clearance ϒmf = 1.25 for slip resistance designed at the ultimate load Fo = the minimum bolt tension (proof load) =Anb x fo Anb = the net tensile stress area of the bolt For M20 bolt, Anb = 245 mm^2 fo = the proof stress = 0.7xfub fub = the ultimate tensile strength of the bolt material fo = 0.7xfub = 0.7x1040 = 728 MPa Then, Vnsf = 0.55 x 1 x 1.0 x(245x728) = 98098 N Vdsf = Vnsf/ ϒmf = 98098/1.25 = 78478.4 N The detailed calculations for connections design at each joint has been provided in the Annex. Summary: Truss Joint Connections The connection details have been tabulated below: Members Total Load kN Section Provided Bolt Arrangement L0-U1 1665.33 (C) DC250 3x4 U1-U2 1713.01 (C) DC250 3x4 U2-U3 2139.97 (C) DC300 3x5 U3-U4 2283.18 (C) DC300 3x6 L0-L1 998.38 (T) DC250 3x3 L1-L2 998.38 (T) DC250 3x3 90 Design of Bridge Over Kerunga Khola, Chitwan VI. 2069 – AB Bridge L2-L3 1712.85 (T) DC300 3x4 L3-L4 2139.97 (T) DC300 3x5 U1-L2 1063.37 (T) 4-ISA 70x70x10 2x4 U2-L3 891.19 (T) 4-ISA 65x65x10 2x3 U3-L4 505.25 (T) 4-ISA 55x55x8 2x2 U1-L1 736.93 (C) 4-ISA 100x100x10 2x3 U2-L2 711.93 (C) 4-ISA 100x100x10 2x5 U3-L3 402.95 (C) 4-ISA 80x80x10 2x2 U4-L4 0 4-ISA 80x80x10 2x2 Consideration of Wind Load on Member Stresses No. Depth(mm) Width(mm) Face(m) Area(m2) 4 316 300 0.316 5.688 2 266 300 0.266 2.394 4 316 300 0.316 5.688 4 266 300 0.266 4.788 3. End posts 2 266 300 0.266 3.99 4. Verticals 7 300 212 0.212 8.904 5. Diagonals 2 300 152 0.152 2.28 2 300 142 0.142 2.13 2 300 122 0.122 1.93 7×0.5 m2 @ top - - - - 3.5 9×0.5m2 - - - - 4.5 - - - - 29.844 Members 1. Top chords 2. Bottom chords 6. Gusset plates area @ 0.5m2 for @ bottom 7. Deck structure Case (I) Bridge is unloaded 1 οΆ Wind load acting on top chord = Wind load acting on top chord + 2 wind load on 1 verticals + 2 wind load on diagonals and end posts + wind load on top gusset 1 = Pz × G × CD × (Area of top chord + 2 (areas of end post + verticals + diagonals) + 1 top gusset) + Pz × G ×CD × η (Area of top chord + 2 (areas of end post + verticals + diagonals) + top gusset) 1 = 940.60 × 2(5.668+2.394 + 2(3.99+5.544+2.28+2.13+1.83)+3.5)(1.776+0.876× 1.776) = 121.90 KN 91 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 1 οΆ Wind load acting on bottom chord = Wind load acting on bottom chord + 2 wind load on 1 verticals + 2 wind load on diagonals and end posts + wind load on bottom gusset 1 = Pz × G × CD×( Area of bottom chord + 2 (areas of end post + verticals + diagonals) + 1 bottom gusset + deck structure area) + Pz × G ×CD × η (Area of bottom chord + 2 (areas of end post + verticals + diagonals )+ bottom gusset) = 940.60 x2 (1.776x (5.688+4.788+0.5(3.99+5.544+2.28)+4.5+29.844 )+ 0.876x 1.776(5.688+4.788+0.5(3.99+5.544+2.28)+4.5) = 230.598 KN [Chandra, 1981] (a) Overturning effect due to wind when the bridge is unloaded Taking moment about the level of bearings, 2Rx7.5 = 121.90 x6.158+ 230.598 x 0.158 Or, R = 52.47 KN Thus, 2R = 104.95 KN Due to the overturning effect, a thrust of 104.95 KN acts downward on leeward girder, 92 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Increase in stress in central top chord member U3U4 of leeward girder is given by, 1 104.95 = 2 x 1.5x36x 36 = 78.71 KN (C) Increase in stress in central bottom chord member L3L4 of the leeward girder is given by, 1 = 2 x 1.406x36x 104.95 36 = 73.78 KN (T) (b) (i) Lateral effect of top chord bracing when bridge is unloaded Wind pressure acting on top lateral bracing is shown in figure. The top chord of leeward girder are subjected to tension due to lateral effect of top bracing. Therefore, the force in these members decrease. Decrease in force in central top chord member due to top lateral bracing is, = 121.90∗27 8 x 1 7.5 = 54.855 KN (T) (ii) Lateral effect of bottom chord bracing when the bridge is unloaded Wind load acting on bottom bracing is shown in figure. 93 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge The bottom chord members of leeward girder are subjected to tension. Therefore, the forces in these members increase. Increase in force in central bottom chord member due to bottom lateral bracing is, = 230.598∗36 8 x 1 7.5 = 138.36 KN (Tension) Case (II) Bridge is loaded When the bridge is loaded with the vehicles, then the weight of the vehicle counter act the wind load acting on the truss members. So, this case is not shown here. Thus, Total T on L3L4 = 2139.97 + 73.78 + 138.36 = 2352.1 kN < 3165.45 kN OK And, Total C on U3U4 = 2283.18 + 78.71 – 54.855 = 2307 kN < 2952.6 kN OK VII. Consideration of Seismic Force Sections Weight (kN/m) No. Length (m) Total (kN) Deck - - - 2015.47 Stringer - - - 156.96 Cross girder - - - 184.66 DC 300 1.092 8 4.5 39.31 DC250 0.984 8 4.5 17.71 4 3.75 14.76 Bottom Part ISA 70x70x10 1.004 4 3.75 15.06 ISA 65x65x10 0.94 4 3.75 14.1 ISA 55x55x8 0.7 4 3.75 10.5 ISA 60x60x10 0.876 14 3 36.792 ISA 65x65x8 (bracing) 0.07 16 8.75 9.8 Live Load 1108 Total 3626.7 Top Part DC 300 1.092 8 4.5 39.31 DC250 0.984 4 4.5 17.71 4 3.75 14.76 ISA 70x70x10 1.004 4 3.75 15.06 ISA 65x65x10 0.94 4 3.75 14.1 94 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ISA 55x55x8 0.7 4 3.75 10.5 ISA 60x60x10 0.876 14 3 36.792 ISA 45x45x5 (bracing) 0.034 12 8.75 3.57 Total 151.8 Zone factor (z) = 0.36 (for zone V) D = 3626.7+151.8 = 3778.5 KN F = k = 115.89 KN/m (from conjugate beam analysis) Time period (T) = 2(D/1000F)0.5 = 0.3611 sec From code, Sa/g = 2.5 (for soil type II and T= 0.3611 sec <0.4sec) Importance factor (I) = 1 (for normal bridge) Ah = Z/2xI/Rx Sa/g 0.36 = 2 1 ∗ 4 ∗ 2.5 = 0.1125 For Bottom part, Feq = Ah x Seismic Weight = 0.1125 x 3626.7 = 408 KN For Top part, Feq = Ah x Seismic Weight = 0.1125 x 151.8 = 17.1 KN VIII. Design of Bracings Design of Top Bracing Load due to Wind effect will be considered. 95 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Design Load=54.24KN π Based on yielding, Ag = ππ¦/ππ0 = 54.24∗1000 250/1.1 = 238mm2 Adopt <45x45x5, Ag = 428 mm2 (It may be difficult in bolting for smaller sections.) Check for Rupture Gusset Thickness =12mm, M20 bolts of grade 10.9 fus=410MPa , fub=1040MPa fys=250MPa, fyb=940MPa Slip Resistance=78478.4N No. of Bolts = 54.24∗103 78478.4 =1 Adopt 2 Bolts. π½ = 1.4 − 0.076 ∗ π€ π‘ ππ¦ ∗ ππ’ = 1.4 - 0.076x45/5x250/410x(45+25-5)/50 = 0.858 Tdn = 0.9∗π΄ππ∗ππ’ π½∗π΄ππ∗ππ¦ ππ1 + ππ0 = 0.9∗(45−2.5)∗5∗410 0.858∗(45−2.5)∗5∗250 1.25 + 1.1 Design of Bottom Bracing Load due to Seismic effect will be considered. 96 = 104.2 kN > 54.24 kN OK Design of Bridge Over Kerunga Khola, Chitwan Designed AF=208.16KN π 208.16 Based on yielding, Ag=ππ¦/ππ0 =250/1.1 =916mm2 Adopt <65x65x8,Ag=976mm2 Check For Rupture 208.16∗10^3 No. of Bolt= = 2.65 78478.4 Adopt 3 Bolts β = 1.4-0.076x65/8x250/410x(65+35-8)/100 = 1.05>0.7 Tdn = = 0.9∗π΄ππ∗ππ’ π½∗π΄ππ∗ππ¦ + ππ1 ππ0 0.9∗390∗410 1.05∗610∗250 + 1.25 1.1 = 260.7KN>208.16KN Where Anc=(65-4-22)x10=390 Ago=(65-4)x10 =610 Block Shear Avg=150x10=1500 mm2 Avn=(150-1.5x22)x10=1170mm2 Atg=30x10=300mm2 Atn=(30-0.5-22)x10=75mm2 Tdb= 1500∗250 0.9∗75∗410 √3∗1.1 + 1.25 or 0.9∗1170∗410 √3∗1.25 + 300∗250 1.1 =218.96 or 267.58 =218.96KN>208.16KN ok 97 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Design of Portal Bracing Design of members bc, de Design tension, T = 250.89 kN Ag required = ππ¦ π ⁄πΎπ0 = 250.89×103 250⁄ 1.1 = 1103.92 mm2 Use <65x65x10 with Ag = 1200 mm2 For M20 bolts of property class 10.9, Vnsf = 78478.4 kN ∴ No of Bolts = 250.89×10^3 78478.4 = 3.2 Take 4 bolts. Check for Rupture 65 250 β = 1.4 – 0.076× 10 × 410 × Tdn = 0.9∗π΄ππ∗ππ’ ππ1 + π½∗π΄ππ∗ππ¦ ππ0 = 65+35−10 150 = 1.22 > 0.7 and <1.4 0.9∗10∗(60−22−5)∗410 1.25 + 1.22∗10∗(65−5)∗250 = 264.676 kN > 250.89 kN 1.1 OK Check for Block Failure Avg = 200x10 = 2000 mm2 Avn = (200 – 3.5x22)x10 = 1230 mm2 Avg = 30x10 = 300 mm2 Avg = (30 – 0.5x22)x10 = 190 mm2 Tdb = 2000×250 1.1×√3 + 0.9×190×410 1.25 or 0.9×1230×410 1.25×√3 + 300×410 1.1 = 318.52 or 277.82 kN = 277.82 kN > 250.89 kN OK Design of member bf Design Compression = 247.84 kN 98 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Assume fcd = 60 MPa Ag required = 247.84×103 60 = 4130.67 mm2 Try <150x150x20 with Ag = 5620 mm2 and rv = 29.3 mm Now, πΏ = 7200 = 245.73 ππ£ 29.3 π1+π2 150+150 = 2π‘ = 7.5 2×20 250 ε = ( ππ¦ )0.5 = 1 π2 πΈ ε( 250 )0.5 = ( π 2 ×2×105 0.5 ) 250 λvv = πΏ ππ£ π2 πΈ 0.5 ε( ) 250 = λφ = π1+π2 2π‘ π2 πΈ 0.5 ε( ) 250 = 0.08 245.73 88.86 = 88.86 = 2.76 From Table 12 of IS code, k1 = 0.20, k2 = 0.35, k3 = 20 λe = √π1 + π2 × ππ£π£ 2 + π3 × ππ 2 = 1.73 From Table 7 of IS Code, α = 0.49 for buckling class ‘c’ Then, Φ = 0.5[1 + πΌ(ππ − 0.2) + ππ 2 ] = 2.37 1 χ = [π+(π2 −ππ 2 )0.5 ] = 0.25 πππ fcd = χxπΎπ0 = 56.96 Mpa Strength = fcdxAg = 56.96x5620 = 320.1 kN >247.84 kN No of Bolts = 247.84×10^3 78478.4 OK = 3.2 Take 4 bolts. Check for Rupture β = 1.4 – 0.076× Tdn = 0.9∗π΄ππ∗ππ’ ππ1 150 + 20 250 × 410 × π½∗π΄ππ∗ππ¦ ππ0 = 150+75−20 150 = 0.9 > 0.7 and <1.4 0.9∗20∗(150−22−10)∗410 1.25 + 0.9∗20∗(150−10)∗250 = 1269.4 kN >> 250.89 kN Check for Block Failure Avg = 200x20 = 4000 mm2 Avn = (200 – 3.5x22)x20 = 2460 mm2 Avg = 75x20 = 1500 mm2 99 1.1 OK Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Avg = (75 – 0.5x22)x20 = 1280 mm2 Tdb = 4000×250 1.1×√3 + 0.9×1280×410 1.25 or 0.9×2460×410 1.25×√3 + 1500×410 1.1 = 902.7 or 978.3 kN = 902.7 kN β« 250.89 kN OK Design of Sway Bracing Load on sway braces = 33.97 kN (T/C) Use <45x45x5 with two bolts at each end as sway bracing. IX. Design of Connections Design of connection (cross beam and stringer connection) Different plane connection: Shear force from one stringer (Vu) = 381.02 KN Total shear for connection design = shear from two stringers = 2x381.02 = 762.04 kN Moment from stringer (Mu) = 428.64 KNm Design Moment = 60% of Mu = 0.6x428.64 = 257.184KNm For M20 bolts of grade 10.9, we know the following properties: fyb = 940 N/mm2 fub = 1040 N/mm2 Nominal Frictional strength of bolt (Vnsf) = μfxnexkhxFo Here, μf = the coefficient of friction or slip ne = the number of effective interfaces offering frictional resistance(i.e 2) kh = 1.0 for standard clearance Fo = the minimum bolt tension (proof load = Anbxfo) Anb = the net area of the bolt fo = the proof stress = 0.7xfub = 0.7x1040 = 728 fub = the ultimate tensile strength of the bolt material 100 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge So, Fo = 245 mm2 x 728 N/mm2 = 178360 N Then, Vnsf = 0.52x2x1x178360 = 185.49 KN Design Strength of bolt (Vdsf) = Vnsf/ϒmf = 185.49/1.25 = 148.39 KN Now, 6π No. of bolts required (n) = √π×π×πππ Where, Tdb= Tdf = Tnf/ ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb ≤ fybxAsbxϒππ = 0.9x1040x245 ≤ 940x314x1.25/1.1 = 229.32 KN ≤ 335.41 KN So, Tdf = 229.32/1.25 = 183.456 KN p = pitch distance = 2.5d = 2.5x20 = 50mm No. of vertical rows (m) = 2 6×257.184×106 Therefore, n= √2×50×183.456×103 = 9.17≈ 10 To arrange 10 no. of bolts in a single line is not adjustable and not okay with our problem, so we try again with M27 bolts. Frictional strength of bolt (Vnsf) = μfxnexkhxFo where Fo = Anbxfo = 459 mm2 x 728 N/mm2 = 334152 N So, Vnsf = 0.52x2x1x334152 = 347.52 KN Design strength of bolt (Vdsf) = Vnsf/ϒmf = 347.52/1.25 = 278.01 KN 6π Now, No. of bolts required (n) = √π×π×πππ Tdb= Tdf = Tnf/ ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb ≤ fybxAsbxϒππ = 0.9x1040x459 ≤ 940x573x1.25/1.1 = 429.624 KN ≤ 612.07 KN So, Tdf = 429.624/1.25 = 343.699 KN p = pitch distance = 2.5d = 2.5x27 = 67.5mm Adopt p = 70mm No. of vertical rows (m) = 2 6×257.184×106 Therefore, n= √2×70×343.699×103 = 5.66 ≈ 6 bolts Total no. of bolts in same plane = 2x6 = 12 Check: Shear force in extreme critical bolt, Vb = ππ’ π = 762.04 2∗12 101 = 31075 KN Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ∑yi2 = 2(352+1052+1752) = 85750 mm2 M’ = M/2 = 257.184/2 = 128.59 KNm Yn = 175 mm Tensile force in extreme critical bolt (Tb) = π′ × π¦π ∑yi2 = 128.59∗106 ∗175 85750 = 262.43 KN Combined shear and tension equation: ππ 2 ππ 2 (πππ) + (πππ) ≤ 1 63.50 2 262.43 2 = (148.39) + (343.699) = 0.766 < 1 OK Above value 0.766 which is less than 1 shows that the design connection we designed is okay. Stringer and angle section connection (same plane connection) Adopt 24mm HSFG bolt of grade 12.9 having following properties: fyb = 1100 N/mm2 fub = 1220 N/mm2 Then, Frictional strength of bolt (Vnsf) = μfxnexkhxFo Where Fo =Anbxfo = 353 mm2 x (0.7x1220) N/mm2 = 301462 N Vnsf = 0.52x2x1x301462 = 313.52 KN Design Strength of bolt (Vdsf) = Vnsf/ϒmf = 313.52/1.25 = 250.82 KN 6π No. of bolts required (n) = √π×π×πππ π Tdb= Tdf = Tnf/ ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb ≤ fybxAsbxϒππ = 0.9x1220x353 ≤ 940x452x1.25/1.1 102 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 387.594 KN ≤ 428.82 KN So, Tdb = 387.594/1.25 = 310.07 KN p = pitch distance = 2.5d = 2.5x24 = 60mm No. of vertical rows (m) = 2 6×257.184∗106 Therefore, n= √2×60×250.82×103 = 7.16 ≈ 8 bolts The arrangement of 8 bolts in a single vertical line is not adjustable as required spacing between the bolts is not sufficient. So, trying with M36 HSFG bolts, Frictional strength of bolt (Vnsf) = μfxnexkhxFo Where Fo =Anbxfo = 817 mm2 x (0.7x1220) N/mm2 = 697718 N So, Vnsf = 0.52x2x1x697718 = 725.63 KN Design Strength of bolt (Vdsf) = Vnsf/ϒmf = 725.63/1.25 = 580.5 KN 6π No. of bolts required (n) = √π×π×πππ π Tdb= Tdf = Tnf/ ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb ≤ fybxAsbxϒππ = 0.9x1040x817 ≤ 940x1018x1.25/1.1 = 7640412 KN ≤ 1087.41 KN Tdf = 764.712/1.25 = 611.77 KN p = pitch distance = 2.5d = 2.5x36 = 90mm No. of vertical rows (m) = 2 6×257.184×106 Therefore, n= √2×90×580.5×103 = 3.84 ≈ 4 bolts Hence, 4 bolts in each vertical line can be arranged with required spacing. 103 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Design of connection (cross beam and truss) Different plane connection: Shear force from one cross beam (Vu) = 882.78KN Total shear for connection design = shear from one cross beam = 1x882.78 = 882.78kN Moment from s (Mu) = 1812.77 KNm Design Moment = 60% of Mu = 0.6x1812.77 = 1087.662 KNm For M20 bolts of grade 10.9, we know the following properties: fyb = 940 N/mm2 fub = 1040 N/mm2 Nominal Frictional strength of bolt (Vnsf) = μfxnexkhxFo Here, μf = the coefficient of friction or slip ne = the number of effective interfaces offering frictional resistance(i.e 2) kh = 1.0 for standard clearance Fo = the minimum bolt tension (proof load = Anbxfo) Anb = the net area of the bolt fo = the proof stress = 0.7xfub = 0.7x1040 = 728 fub = the ultimate tensile strength of the bolt material So, Fo = 245 mm2x728 N/mm2 = 178360 N Then, Vnsf = 0.52x1x1x178360 = 92.745 KN Design Strength of bolt (Vdsf) = Vnsf/ϒmf = 92.745/1.25 = 74.196 KN Now, 6π No. of bolts required (n) = √π×π×πππ Where, Tdb= Tdf = Tnf/ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb≤fybxAsbxϒππ = 0.9x1040x245 ≤ 940x314x1.25/1.1 = 229.32 KN ≤ 335.41 KN So, Tdf = 229.32/1.25 = 183.456 KN p = pitch distance = 2.5d = 2.5x20 = 50mm No. of vertical rows (m) = 4 6×1087.662×106 Therefore, n= √4×50×183.456×103 = 13.336≈ 14 To arrange 14 no. of bolts in a single line is not adjustable and not okay with our problem, so we try again with M27 bolts. Frictional strength of bolt (Vnsf) = μfxnexkhxFo Where Fo =Anbxfo= 459 mm2x728 N/mm2 = 334152 N 104 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge So, Vnsf = 0.52x1x1x334152 = 173.76 KN Design strength of bolt (Vdsf) = Vnsf/ϒmf = 173.76/1.25 = 139.008 KN 6π Now, No. of bolts required (n) = √π×π×πππ Tdb= Tdf = Tnf/ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb≤fybxAsbxϒππ = 0.9x1040x459 ≤ 940x573x1.25/1.1 = 429.624 KN ≤ 612.07 KN So, Tdf = 429.624/1.25 = 343.699 KN p = pitch distance = 2.5d = 2.5x27 = 67.5mm Adopt p = 70mm No. of vertical rows (m) = 4 6×1087.662×106 Therefore, n= √4×70×343.699×103 = 8.234 ≈ 9 bolts To arrange 9 no. of bolts in a single line is not adjustable and not okay with our problem, so we try again with M30 bolts. Frictional strength of bolt (Vnsf) = μfxnexkhxFo whereFo =Anbxfo= 0.78x706.85 mm2x728 N/mm2 = 401382.44 N So, Vnsf = 0.52x1x1x401382.44 = 208.72 KN Design strength of bolt (Vdsf) = Vnsf/ϒmf = 208.72/1.25 = 166.976 KN 6π Now, No. of bolts required (n) = √π×π×πππ Tdb= Tdf = Tnf/ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb≤fybxAsbxϒππ = 0.9x1040x0.78x706.85 ≤ 940x706.85x1.25/1.1 = 516.06 KN ≤ 755.044 KN So, Tdf = 755.044/1.25 = 604.035 KN p = pitch distance = 2.5d = 2.5x30 = 75m No. of vertical rows (m) = 4 6×1087.662×106 Therefore, n= √4×75×604.035×103 = 6 bolts Total no. of bolts in same plane = 4x6 = 24 Check: Shear force in extreme critical bolt,Vb = ππ’ π 882.78 = 24 = 36.78 KN ∑yi2 = 4(37.52+112.52+187.52) = 196875 mm2 M’ = M/2 = 1087.662/2 = 543.831 KNm 105 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Yn = 187.5 mm π′ ×π¦π Tensile force in extreme critical bolt (Tb) = ∑yi2 = 543.831∗106 ∗187.5 196875 = 517.93 KN Combined shear and tension equation: ππ 2 ππ 2 (πππ) + (πππ) ≤ 1 36.78 2 517.93 2 = (74.196) + (604.35) = 0.98 < 1 OK Above value 0.98 which is less than 1 shows that the design connection we designed is okay. Cross beam and angle section connection (same plane connection) Adopt 24mm HSFG bolt of grade 12.9 having following properties: fyb = 1100 N/mm2 fub = 1220 N/mm2 Then, Frictional strength of bolt (Vnsf) = μfxnexkhxFo Where Fo =Anbxfo= 353 mm2x(0.7x1220) N/mm2 = 301462 N Vnsf = 0.52x2x1x301462 = 313.52 KN Design Strength of bolt (Vdsf) = Vnsf/ϒmf = 313.52/1.25 = 250.82 KN 6π No. of bolts required (n) = √π×π×πππ π Tdb= Tdf = Tnf/ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb≤fybxAsbxϒππ = 0.9x1220x353 ≤ 940x452x1.25/1.1 = 387.594 KN ≤ 428.82 KN So, Tdb = 387.594/1.25 = 310.07 KN p = pitch distance = 2.5d = 2.5x24 = 60mm No. of vertical rows (m) = 2 106 Design of Bridge Over Kerunga Khola, Chitwan Therefore, n= √ 6×1087.662∗106 2×60×250.82×103 2069 – AB Bridge = 14.72≈ 15 bolts The arrangement of 15 bolts in a single vertical line is not adjustable as required spacing between the bolts is not sufficient. So, trying with M36 HSFG bolts, Frictional strength of bolt (Vnsf) = μfxnexkhxFo Where Fo =Anbxfo= 817 mm2x(0.7x1220) N/mm2 = 697718 N So, Vnsf = 0.52x2x1x697718 = 725.63 KN Design Strength of bolt (Vdsf) = Vnsf/ϒmf = 725.63/1.25 = 580.5 KN 6π No. of bolts required (n) = √π×π×πππ π Tdb= Tdf = Tnf/ϒmf ϒπ1 Tnf = nominal tensile strength of bolt = 0.9xfubxAnb≤fybxAsbxϒππ = 0.9x1040x817 ≤ 940x1018x1.25/1.1 = 7640412 KN ≤ 1087.41 KN Tdf = 764.712/1.25 = 611.77 KN p = pitch distance = 2.5d = 2.5x36 = 90mm No. of vertical rows (m) = 2 6×1087.662×106 Therefore, n= √2×90×580.5×103 = 7.9≈ 8 bolts Hence, 8 bolts in each vertical line are to be arranged but our dimension of cross beam doesn’t fit all the bolts. So we are trying 3 vertical lines. 6×1087.662×106 n= √4×90×580.5×103 = 5.58≈ 6 bolts Hence, 6 bolts in each vertical line can be arranged with required spacing. X. Design of Elastomeric bearing for truss Calculation of Loads on Bearing 107 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 3. DL from Superstructure From calculation table seismic force in bracing Total DL from super structure (Wu) = 2776.2 KN DL from superstructure on a bearing (DLsup) = 2776.2/4 = 694.05 KN 4. LL from Superstructure Transverse positioning of class A vehicle: Distribution factor for one bearing = 0.88W+0.64W+0.52W+0.28W =2.32W Longitudinal positioning of class A vehicle: Total load = 2.32W = 2.32[57(1+0.966)+34(0.85+0.764+0.68+0.6)+13.5x0.042] = 2.32x211.025 = 489.58 KN 5. Load due to braking effort ο· Class A load Braking load = 0.2 × (2 × 114 + 4 × 68 + 2 × 27) × 2 = 221.6 KN ο· Class AA track load Braking load = 0.2 × 700 = 140 KN ο· Class AA Braking load = 0.2 × 400 = 80 KN Taking braking effort due to Class A loading, Horizontal Braking load on a bearing (FbrH) = 221.6/4= 55.4 KN Braking loads acts at 1.2m above wearing coat. Point of application of braking load is 2.1 m (1.2+0.08+0.2+0.62) from bearing. It induces vertical reaction on bearing. 221.6 × 2.1 Vertical reaction on a bearing due to braking load= 36× 2 = 6.46 KN 6. Wind load From the wind calculation of bracing, Wind load acting on the top chord = 121.90 KN Wind load acting on the bottom chord = 230.598 KN Total wind load acting on the truss = 121.90 + 230.598 = 352.498 KN Wind load in transverse direction on a bearing (FWT) = 352.498/4 = 88.1245 KN 108 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ο§ Wind load in longitudinal direction of bridge (FWL) = 0.25 × FTW= 88.1245 KN Wind load in longitudinal direction on a bearing (FWL) = 88.1245/4 = 22.031 KN ο ο§ Wind load in vert. dir. of bridge (FWV) = PZ × A3 × G × CL = 940.6 × 7.8 × 36.3 × 2 × 0.75 = 399.48 KN Wind load in vertical direction on a bearing (FWV) = 399.48/4 = 99.87 KN 7. Seismic Load π πΌ Seismic load (FSh) = 2 × π × ππ π ×π [Refer Cl. 219, IRC 6] Take, Seismic Zone - V, Soil Strata - Medium, Damping - 5 %, Bridge Class - Normal Where, π πΌ Ah = πΌh= 2 × π × ππ π = 0.225; Z = 0.36, I = 1, R = 2, ππ/π= 2.5 W = 2670.5 KN in longitudinal direction W = 2670.5 + 0.2 × 2 × (2 × 114 + 4 × 68 + 2 ×27) = 2892.10 KN in transverse direction So, FShL = 0.225 x 2670.5= 600.86 KN in longitudinal direction of bridge FShT = 0.225 × 2892.10= 650.72 KN in transverse direction of bridge Then, ο§ Seismic load in transverse direction on a bearing (FShT) =600.86/4 =150.22 KN ο§ Seismic load in longitudinal direction on a bearing (FShL) = 650.72/4 =162.68 KN ο§ Vertical reaction due to seismic load on support of bridge (FSv) Seismic loads acts on c. g. of seismic weight. It creates additional vertical load on bearing. Consider c. g. of seismic weight = 0.5 m from bearing. V. reaction on a bearing when s. load acts in tr. dir. (FSvT) = 600.86× 0.5 7.5 × ½ =20.03 KN Vertical reaction on a bearing when seismic Load acts in long dirn(FSVL) = =4.52 KN 650.72× 0.5 36 ×½ 8. Load due to temperature variation, creep and shrinkage effect Maximum horizontal force on a bearing (Fcst) = Δ/ππ× G × A = 26.23 KN where, ο¨ Strain due to temp., creep and shrinkage = 5 × 10-4 [Refer IRC 83 Part II Cl. 916.3.4] ο¨ Horizontal deformation of bearing ( Δ )=5×10-4×36.3 × 103 × ½=9.075 mm ο¨ Shear modulus of elastomer (G) = 1 N/mm2 [Refer IRC 83 Part II, Cl. 915.2.1] ο¨ Preliminary height of bearing (h0) = 52 mm ο¨ Preliminary effective sectional area of bearing (A) = b × l = 308 × 388 = 150304 mm 2 Load Combinations [Refer IRC 6 Table 1] 109 Design of Bridge Over Kerunga Khola, Chitwan Vertical load Combination Along Across of load Traffic Traffic I [N] II(A) [N+T] Dl LL sup Dl LL sup Permissible stress (%) sup 100% FbrV Dl LL Horizontal Load Along Across Traffic Traffic 2069 – AB Bridge FbrH Dl LL sup FbrV 115% FbrH Fcst III(A) [N+ T+ W] Dl LL sup FbrV FbrH 133% Fcst FWV sup VI [N+T+S] Dl LL sup Dl 0.2LL F WV FWL F WT sup Dl 0.2LL 0.5FbrV 0.5FbrH 150% Fcst FS VL FS VT FS hL FS hT Calculation of Loads on Bearing According to Combination of Loads Vertical and horizontal loads subjected to bearing in the direction of traffic are only taken for design. Combination I [N] Total Vertical load = DLSup + LL + FbrV = 694.05 + 489.58 + 6.46 = 1190.09 KN Total Horizontal load = FbrH = 55.4 KN Combination II (A) [N+T] Total Vertical load = DLSup + LL + FbrV = 694.05 + 489.58 + 6.46 = 1190.09 KN Total Horizontal load = FbrH + Fcst = 55.4 + 26.23 = 81.63 KN Combination III (A) [N+T+W] Total Vertical load = DLSup + LL+ FbrV + FWV = 694.05 + 489.58 + 6.46 + 99.87 = 1289.96 KN Total Horizontal load = FbrH + Fcst + FWL = 55.4 + 26.23 + 22.03= 103.66 KN Combination VI [N+T+S] Total Vertical load = DLSup + 0.2 × LL + 0.5 FbrV + FsvL = 694.05 + 0.2 × 489.58 + 0.5 × 6.46 + 4.52= 795.20 KN Total Horizontal load = 0.5 × FbrH + Fcst + FshL = 0.5 × 55.4 + 26.23 + 162.68 = 216.61 KN Design of Elastomeric Pad Bearing for Combination I [N] Effective Span = 36 m, Total Vertical Load = 1190.09 kN, Total Horizontal Load = 55.4 kN 110 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Geometrical Design Nmax = 1190.09 kN Nmin = 55.4 kN Try Standard plan dimension 320x500 mm for elastomeric bearing (IRC 83 – Part II) From table, Loaded Area = 150304 mm2 Thickness of individual elastomer layer hi = 10 mm Thickness of outer layer he = 5 mm Thickness of steel laminate hs = 3 mm Adopt 3 internal layers and 4 steel laminates. Overall Thickness = 3x10+4x3+2x5 = 52 mm Effective Thickness of elastomer h = 3x10+2x5 = 40 mm Adopt side cover c = 6 mm Check for Geometry 1. l0/b0 = 500/320 =1.5625 ≤ 2 2. h = 40 < b0/5 = 64 mm And > b0/10 = 32 mm 150304 3. Shape factor S = 2(308+488)×10 = 9.44 (between 6 and 12) 1163.665×1000 Nmax 4. Bearing Stress in concrete (σm) = Loaded Area = 150304 = 7.74 MPa A1/A2 is limited to 2. A1 Allowable BS = 0.25 × πππ × √A2 = 0.25 × 30 × √2 = 10.61 N/mm2 So, Bearing stress in concrete ≤ Allowable Bearing stress Structural Design 1. Check for Translation Design strain in bearing (γd) < 0.7 i.e. γd = γbd = Δππ/h + τmd = 0.225+0.369 = 0.594 < 0.7 where Shear strain per bearing due to shrinkage, creep and temperature= Δππ/h = 5×10−4 ×36×103 2×40 OK OK = 0.225 π» 55.4×103 Shear strain due to longitudinal forces = π΄×πΊ =150304×1 =0.369 2. Check for Rotation Design rotation in bearing (αd) ≤ βnαbi, max 3. Check for Friction Design strain in bearing (γd) ≤ 0.2 + 0.1σm i.e. 0.2 + 0.1σm = 0.2 + 0.1x7.74 = 0.974 > 0.594 And 111 OK Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Normal stress in bearing (σm) > 2 MPa and ≤ 10 MPa 4. Check for Shear Stress Total shear stress ≤ 5 MPa i.e. τc + τh + τα = 2.687 MPa < 5 MPa where Shear stress due to compression = 1.5xσm/S = 1.5x7.74/9.44 = 1.23 MPa Shear stress due to horizontal deformation = 0.594x1 = 0.594 MPa Shear stress due to rotation = 0.5x(b/hi)2 x αbi,max = 0.5× (308/10)2 ×0.00182 = 0.863 MPa OK OK Check for Combination VI [N + T + S] Effective Span = 36 m, Total Vertical Load = 795.20 kN, Total Horizontal Load = 216.61 kN Geometrical Design Nmax = 795.20/1.5 = 530.133 kN Nmin = 216.61/1.5 = 144.41 kN Try Standard plan dimension 320x500 mm for elastomeric bearing, as for Combination I [N] From table, Loaded Area = 150304 mm2 Thickness of individual elastomer layer hi = 10 mm Thickness of outer layer he = 5 mm Thickness of steel laminate hs = 3 mm Adopt 3 internal layers and 4 steel laminates. Overall Thickness = 3x10+4x3+2x5 = 52 mm Effective Thickness of elastomer h = 3x10+2x5 = 40 mm Adopt side cover c = 6 mm Check for Geometry 1. l0/b0 = 500/320 =1.5625 ≤ 2 2. h = 40 < b0/5 = 64 mm And > b0/10 = 32 mm 150304 3. Shape factor S = 2(308+488)×10 = 9.44 (between 6 and 12) Nmax 530.133×1000 4. Bearing Stress in concrete (σm) = Loaded Area = 150304 = 3.53 MPa A1/A2 is limited to 2. A1 Allowable BS = 0.25 × πππ × √A2 = 0.25 × 30 × √2 = 10.61 N/mm2 So, Bearing stress in concrete ≤ Allowable Bearing stress Structural Design 1. Check for Translation 112 OK Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Shear strain per bearing due to shrinkage, creep and temperature= Δππ/h = 5×10−4 ×36×103 2×40 = 0.225 π» 144.41×103 Shear strain due to longitudinal forces, τmd = π΄×πΊ = 150304×1 =0.961 Design strain in bearing (γd) < 0.7 i.e. γd = γbd = Δππ/h + τmd = 0.225+0.961 = 1.186 < 0.7 NOT OK 2. Check for Rotation Design rotation in bearing (αd) ≤ βnαbi, max 3. Check for Friction Design strain in bearing (γd) ≤ 0.2 + 0.1σm i.e. 0.2 + 0.1σm = 0.2 + 0.1x3.53 = 0.553 > 1.186 And Normal stress in bearing (σm) > 2 MPa and ≤ 10 MPa NOT OK OK 4. Check for Shear Stress Total shear stress ≤ 5 MPa i.e. τc + τh + τα = 2.61 MPa < 5 MPa OK where Shear stress due to compression = 1.5xσm/S = 1.5x3.53/9.44 = 0.561 MPa Shear stress due to horizontal deformation = 1.186x1 = 1.186 MPa Shear stress due to rotation = 0.5x(b/hi)2 x αbi,max = 0.5× (308/10)2 ×0.00182 = 0.863 MPa Hence, the bearing fails. Try 400x800 elastomeric pad bearing to fulfill the failed criteria. Loaded Area = 305744 mm2 Thickness of individual elastomer layer hi = 12 mm Thickness of outer layer he = 6 mm Thickness of steel laminate hs = 4 mm Adopt 3 internal layers and 4 steel laminates. Overall Thickness = 3x12+4x4+2x6 = 64 mm Effective Thickness of elastomer h = 3x12+2x6 = 48 mm Adopt side cover c = 6 mm Check for Geometry 1. l0/b0 = 800/400 =2 ≤ 2 2. h = 48 < b0/5 = 80 mm And > b0/10 = 40 mm 305744 3. Shape factor S = 2(388+788)×12 = 10.83 (between 6 and 12) Nmax 530.133×1000 4. Bearing Stress in concrete (σm) = Loaded Area = 305744 = 1.734 MPa A1/A2 is limited to 2. A1 Allowable BS = 0.25 × πππ × √A2 = 0.25 × 30 × √2 = 10.61 N/mm2 113 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge So, Bearing stress in concrete ≤ Allowable Bearing stress OK Structural Design 5. Check for Translation Shear strain per bearing due to shrinkage, creep and temperature= Δππ/h = 5×10−4 ×36×103 2×48 = 0.188 π» 144.41×103 Shear strain due to longitudinal forces, τmd = π΄×πΊ = 305744×1 =0.472 Design strain in bearing (γd) < 0.7 i.e. γd = γbd = Δππ/h + τmd = 0.188+0.472 = 0.66 < 0.7 OK 6. Check for Rotation Design rotation in bearing (αd) ≤ βnαbi, max 7. Check for Friction Design strain in bearing (γd) ≤ 0.2 + 0.1σm i.e. 0.2 + 0.1σm = 0.2 + 0.1x1.734 = 0.3734 > 0.66 And Normal stress in bearing (σm) > 2 MPa and ≤ 10 MPa 8. Check for Shear Stress Total shear stress ≤ 5 MPa i.e. τc + τh + τα = 1.59 MPa < 5 MPa where Shear stress due to compression = 1.5xσm/S = 1.5x1.734/10.83 = 0.240 MPa Shear stress due to horizontal deformation = 0.66x1 = 0.66 MPa Shear stress due to rotation = 0.5x(b/hi)2 x αbi,max = 0.5× (388/12)2 ×0.00132 = 0.69 MPa 114 OK OK OK Design of Bridge Over Kerunga Khola, Chitwan Summary: Bearing Design Provide standard 400x800 mm elastomeric pad bearing. Overall Thickness = 64 mm Thickness of individual elastomer layer = 12 mm No of internal elastomer layers = 3 Thickness of each laminate = 4 mm No of laminates = 4 Thickness of outer layer = 6 mm 115 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge C. Design of RCC Abutment I. Planning and Preliminary Design A. Selection of Type of Abutment Abutment may be of masonry or reinforced cement concrete. Masonry is technically / economically feasible up to 5m height of abutment. In the particular case, abutment is greater than 5 m height. So reinforced concrete wall type abutment has been selected. B. Material Selection Following materials are to be taken for the construction of the abutment: οΆο M20 grade of concrete for abutment stem and dirt wall οΆο M25 grade of concrete for abutment cap οΆο Fe 415 HYSD bars for all RC work C. Geometry of Abutment οΆο Seating width = 0.515 m Minimum seating width = 305 + 2.5 × span + 10× Ht. of abutment [Ref. Cl. 219.9, IRC 6] = 305 + 2.5 × 12 + 10 × 12.5 = 460 mm Seating width ≥ Bearing width + 150 mm + Projection of cap + Width of Expansion Joint ≥ 0.25 + 0.15 + 0.075 + 0.04 = 0.515 m Width of Expansion joint ≥ 12 × 103 × 0.000011/ ΜC × 50 ΜC × ½ = 3.3 mm ≥ 5 × 10-4 × 12 × 103 × ½ = 3 mm and ≥ 20 mm Adopt 40mm οΆο Height of dirt wall = Depth of girder + height of bearing – thickness of approach slab = 1 + 0.052 – 0.3 = 0.752 m οΆο Thickness of dirt wall = 0.25 m Where, Thickness of dirt wall, tdw ≥ 200 mm and Height of Dirt wall/7= 0.752/7 = 0.107 m οΆο Width of stem of abutment = 1.25 m Width of stem ≈12.5/10=1.25 π Width of stem ≥thickness of dirt wall + seating width – projection = 0.515 + 0.25 -0.075 = 0.69 m οΆο Thickness of footing = 2 m 116 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Thickness of footing ≈ H/8 = 12.5/8 = 1.56 m οΆο Width of footing (B) = 9.5 m B≈ 0.75×H = 0.75×12.5 = 9.37 m B ≥ Area of footing / length πππ‘ππ ππππ‘ππππ πΏππππ ≈ 1.5 × π΄ππππ€ππππ πππππππ πππππππ‘π¦ ππ π πππ×Length of footing = 1.5 × 434.22∗3 300×5.2 = 1.25 m ο οΆο Thickness of abutment cap = 300 mm Minimum thickness of cap = 200mm οΆο Length of abutment = 5.2 m Length of abutment ≥ C/C distance between external girders + Width of bearing + 2 × Clearance = 4 m + 0.4 m + 2 × 0.4 m = 5.2 m οΆο Size of Approach slab = 3.5 m × 6 m × 0.3 m 117 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Cross section of Abutment II. Analysis and Design of Abutment Cap Check thickness of abutment cap for punching shear ππ’π£≤ ππ ππ 434.22 × 1.5 × 1000 434.22× 1.5 × 1000 Where, = (2 × 400+2 × d+2 × 250+2 × d) × d = (2 × 400+2 × 252+2 × 250+2 × 252) × 252 = 1.12 N/mm2 ππ ππ =1.25 N/mm2, ππ =1+π½π=1, ππ =0.25 √πππ = 0.25√25 = 1.25 d= 300 – 40 – 16/2 = 252 mm Take area of steel AS = 1 % of area of cap and distribute these bars equally at top and bottom of cap. [Refer IRC 78 CL. 716.2] οΆο As in longitudinal direction of abutment = 1% of 300 × 1325 = 3975 mm2, As on one side = 3975/2 = 1987.5 mm2 Take 12 mm ∅ bar, n = 17.57, Adopt n =18 ο οΆο As in transverse direction of abutment = 1% of 300 × 5200 = 15600 mm2 As on one side = 15600/2 = 7800 mm2 Take 12 mm ∅ bar n = 68.96, Adopt n = 69 In transverse direction bars are provided in the forms of stirrups. In addition, two layers of mesh reinforcement, each consisting 6 mm ∅ @ 75 mm c/c in both directions one at 20 mm and other at 100 mm from the top of cap are provided directly under the bearing. 118 Design of Bridge Over Kerunga Khola, Chitwan III. 2069 – AB Bridge Analysis and Design of Abutment Stem Load Calculation 1. DL from superstructure [Refer bearing design] Total DL from superstructure = 1038.08 KN Load on an abutment per unit length (DLSS) = 1038.08 5.2×2 = 99.81 KN/m 2. Weight of approach slab [Take half of total weight of approach slab] = 0.3 × 3.5 × 6× 25 × 1/2 = 78.75 KN Load on an abutment per unit length (DL Ap.S) = 78.75/5.2 = 15.14 KN/m 3. LL from superstructure Maximum LL = (LLexterior girder × 2 + LLinterior girder)/1.5 = 373.17 ×2+371.49 1.5 = 745.22 KN Load on an abutment per unit length (LL) = 745.22/5.2 = 143.375 KN/m 4. Load from Braking Effort [Refer bearing design] Horizontal braking load per unit length (FbrH) = 172.8 / (5.2 × 2) = 16.635 KN/m Vertical reaction due to braking load per unit length (FbrV) = 10.94x3/5.2 = 6.314 KN/m 5. Wind Load [Refer bearing design] Transverse Wind load per unit length, FWT = 71.90 / (5.2 × 2) = 6.913 KN/m Longitudinal Wind load per unit length, FWL = 17.975/ (5.2 × 2) = 1.728 KN/m Vertical Wind load per unit length, FWV = 124.44 / (5.2 × 2) = 11.965 KN/m 6. Seismic Load due to the DL and LL from superstructure 119 Design of Bridge Over Kerunga Khola, Chitwan π πΌ Seismic load (FSh) = 2 × π × ππ π 2069 – AB Bridge × W [Refer Cl. 219, IRC 6] FShL = 233.06/ 1.5 = 155.373 KN in longitudinal direction of bridge FShT = 271.94/1.5 = 181.293 KN in transverse direction of bridge Take, Seismic Zone - V, Soil Strata - Medium, Damping - 5 %, Bridge Class - Normal Where, Ah = πΌh = Z 2 I ×R× Sa g = 0.15; Z = 0.36, I = 1, R = 3, ππ π = 2.5 W = 1035.83 KN in longitudinal direction W = 1208.63 KN in transverse direction Seismic load in transverse direction per unit length, FShT = 181.293/ (5.2 × 2) = 17.432 KN/m Seismic load in longitudinal direction per unit length, FShL = 155.373/(5.2 × 2) = 14.94 KN/m Vertical reaction due to seismic load on support of bridge (FSVT) = 172.97/ (5.2 × 2) =16.632 KN/m Vertical reaction on abutment per unit length when seismic load acts in longitudinal direction, (FSVL) = 155.373 × 0.9 / (12 × 5.2) = 2.241 KN /m 7. Load due to temperature variation, creep & shrinkage effect Δ Load on three bearings due to CST = βo × G × A = 3.0625 52 × 1 × 250 × 400 = 17.67 KN Load per unit length FCST = 17.67/5.2 = 3.398 KN/m 8. Self-Weight of abutment Self-weight = (0.752 × 0.25 + 0.3 × 1.325 + 1.25 × 9.148) × 5.2 × 25 = 1562.67 KN Load per unit length, DLAb = 1562.67/5.2 = 300.51 KN/m 9. Seismic load due to the self-weight of abutment Z I FS Abt hT = FS Abt hL = 2 × R × = 0.36 2 Sa g ×W 1 × 3 × 2.5 × 1562.67 = 234.4 KN Load per unit length, FS Abt hL = 234.4/5.2 = 45.08 KN/m 10. Load due to static earth pressure Load due to static earth pressure is found by Coulomb’s theory. PA= 0.5 × gsoil × H2 × KA = 0.5 × 20 × (10.5)2 × 0.226 = 249.17 KN/m (KA = 0.226) 120 Design of Bridge Over Kerunga Khola, Chitwan cos2 ( φ− π) where, KA = cos2 π×cos2(δ + π) × 2069 – AB Bridge 1 1 2 sin (φ+δ)×sin( φ−i ) 2 (1+( ) ) cos(α−i)×cos( α+δ) = 0.226 π=37β°, i = 0β°, πΏ = 2/3 × 37β°≈ 24.67β°, πΌ = 0β°, πΎsoil = 20 KN/m3, H= 12.5 m Horizontal component of load per unit length PEPH(s) = PA cos (24.67°) = 226.42 KN/m Vertical component of load per unit length PEPV(s) = PA sin (24.67°) = 104 KN/m 11. Load due to dynamic earth pressure Load due to active earth pressure has been found by Mononobe Okabe Theory PA= 0.5 × gsoil × H2 × KAdyn = 403.52 KN where , KAdyn = (1 ± aV) × cos2 ( φ− π−ψ ) cosψ × cos2 π×cos2 (δ + π+ψ ) × 1 1 2 sin (φ+δ)×sin( φ−i−ψ) 2 (1+( ) ) cos(α−i)×cos( α+δ+ψ) = 0.366 π=37β°, i = 0β°, πΏ = 2/3 × 37β°≈ 24.67β°, πΌ = 0β° ah = 0.15, aV = 0.15 × 2/3 = 0.10 αh π = tan-1( 1±αv ) = 7.77β° & 9.47β° Horizontal component of load per unit length PEPH(D) = PA cos (24.67°) =366.68 KN/m Vertical component of load per unit length PEPV(D) = PA sin (24.67°) = 168.42 KN/m 12. Surcharge load 1.2 m earth fill from road surface is taken as surcharge load. Psur = KA × πΎsoil × h × W = 0.226 × 20 ×1.2 × 10.5 = 56.95 KN/m Horizontal component of load per unit length PsurH = Psur cos (24.67°) = 51.75 KN/m Vertical component of load per unit length PsurV = Psur sin (24.67°) = 23.77 KN/m 13. Backfill weight on heel slab of footing WBF = (12.5 – 2 – 0.3) × 6.25 × 5.2 ×20 = 6630 KN Load per unit length WBF = 6630/5.2 = 1275 KN/m 14. Weight of footing WFooting = 2× 9.5× 5.2 × 25 = 2470 KN Load per unit length WFooting = 2470/5.2 = 475 KN/m Analysis of Abutment Stem Responses of abutment at bottom and at 4 m from the bottom for basic combination and seismic combination of loads have been calculated. Loads taken are vertical and longitudinal loads. Although seismic and wind load in transverse direction are greater than seismic and 121 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge wind load in longitudinal direction, reduction in earth pressure and other loads in transverse directions make the longitudinal direction’s load critical. [Annex B, Table 3.2, IRC 6-2010] Responses of abutment at its bottom in basic combination of loads Load (KN) Distanc e from bottom (m) ϒf Eccentricity x (m) Pu (KN) Mux (KN-m) y (m) DLss 87.38 1.35 -0.210 117.963 -24.77 DLwc 12.43 1.75 -0.210 21.7525 -4.57 DLAp.s 15.14 1.35 -0.5 17.8875 -5.93 143.375 1.5 -0.210 215.0625 -45.16 LL 12.5-12= 9.5 Muy (KN -m) Hx (KN) Hy (KN) FbrH 16.635 1.15 FbrV 6.314 1.15 FwL 1.728 1.5 9.5 0 24.624 2.592 Fcst 3.398 1.5 9.5 0 48.42 5.097 DLAb 300.51 1.35 0 405.69 0 104 1.5 -0.625 156 -97.5 0 0 1200.12 -0.625 30.156 -16.5858 PEPV(S) -0.210 0.42*1 0.5=4.2 8.4 PEPH(S) 226.42 1.5 PsurV 23.77 1.2 51.75 12.5/2 1.2 2=4.25 PsurH 0 181.74 7.2611 0 Total 19.13 -1.525 339.63 0 265.8906 971.77 62..1 1524.75 428.55 Responses of abutment at its bottom in Seismic Combination of loads Load (KN) ϒf Distance from bottom(m) Eccentricity x (m) y (m) Pu (KN) Mux (KN-m) Muy (KNm) Hx (KN) Hy (KN) DLss 87.38 1.35 -0.210 117.963 -24.77 0 DLwc 12.43 1.75 -0.210 21.75 -4.568 0 DLAp.s 15.14 1.35 -0.5 20.439 -10.22 0 LL 143.375 0.2 -0.210 28.675 -6.022 0 FbrH 16.635 0.2 0 0 31.61 3.327 FbrV 6.314 0.2 -0.210 1.263 -0.265 0 FshL 14.94 1.5 0 0 212.895 22.41 9.5 9.5 122 Design of Bridge Over Kerunga Khola, Chitwan Load (KN) Distance from bottom(m) ϒf vL 2.241 1.5 Fcst 3.398 1 DLAb 300.51 1.35 45.08 1.5 PEPV(D) 168.42 1 PEPH(D) 366.68 1 PsurV 23.77 0.2 PsurH 51.75 0.2 Fs 2069 – AB Bridge Eccentricity x (m) 9.5 Pu (KN) y (m) Muy (KNm) Mux (KN-m) Hx (KN) Hy (KN) -0.210 3.362 -0.706 0 0 0 32.281 3.398 0 405.69 0 0 0 0 287.385 67.62 -0.625 168.42 -105.263 0 0 1848.067 366.68 FS Abt hL 4.25 5.04 0 4.25 -0.625 4.754 -2.971 0 0 0 43.988 10.35 772.316 2301.441 473.785 Total Responses of abutment at 4 m from its bottom in basic combination of loads Load (KN) ϒf Distance from bottom(m) Eccentricity x (m) Pu (KN) y (m) Mux (KN-m) DLss 87.38 1.35 -0.210 117.963 -24.77 DLwc 12.43 1.75 -0.210 21.7525 -4.57 DLAp.s 13.25 1.35 -0.5 17.8875 -5.93 143.375 1.5 -0.210 215.0625 -45.16 LL 12.5-1-24= 1.15 5.5 FbrH 16.615 FbrV 6.314 1.15 FwL 1.728 1.5 Fcst 3.398 1.5 DLAb 175.51 PEPV(S) 39.85 0 0 105.1 -0.210 7.2611 -1.525 5.5 0 0 5.5 0 0 28 1.35 0 349.245 0 1.5 -0.625 56 -37.36 0 0 355.32 -0.625 17.65 -11.03 PEPH(S) 86.77 1.5 PsurV 14.7 1.2 0.42*(10.54)=2.73 123 14.26 Muy (KN-m) Hx (KN) Hy (KN) 19.10725 2.592 5.097 130.15 Design of Bridge Over Kerunga Khola, Chitwan Load (KN) PsurH Distance from bottom(m) ϒf 32.04 1.2 2069 – AB Bridge Eccentricity x (m) Pu (KN) y (m) 3.25 Mux (KN-m) 0 Total 0 802.82 Muy (KN-m) Hx (KN) Hy (KN) 125 38.45 497.335 195.4 Responses of abutment at 4 m from its bottom in Seismic Combination of loads Load (KN) Distance from bottom(m) ϒf Eccentricity x (m) y (m) Pu (KN) Muy (KNm) Mux (KN-m) Hx (KN) Hy (KN) DLss 87.38 1.35 -0.210 117.963 -24.77 0 DLwc 12.43 1.75 -0.210 21.75 -4.568 0 DLAp.s 15.14 1.35 -0.5 20.439 -10.22 0 LL 143.375 0.2 -0.210 28.675 -6.022 0 FbrH 16.635 0.2 0 0 31.61 3.327 FbrV 6.314 0.2 -0.210 1.263 -0.265 0 FshL 14.94 1.5 0 0 212.895 22.41 vL 2.241 1.5 -0.210 3.362 -0.706 0 Fcst 3.398 1 0 0 32.281 3.398 175.512 1.35 0 236.94 0 0 0 0 107.58 39.495 -0.625 64.54 -40.338 0 0 0 548.028 140.52 -0.625 6.408 -4.005 0 0 0 9.568 2.944 501.34 851.09 212.094 Fs DLAb FS AbthL 26.33 PEPV(D) 64.54 PEP H(D) 140.52 5.5 5.5 5.5 (12.5-0.30.752-21.5 4)/2= 2.724 1 (12.5-21 4)*0.6= 3.9 PsurV 32.04 0.2 PsurH 14.72 0.2 (12.5-24)/2 = 3.25 Total Design of Abutment Stem Results of analysis shows that maximum design axial load (Pu = 971.77 KN) is less than 0.1 f ck Ac (0.1 × 20 × 1000 × 1100 × 10-3 = 2200 KN ). 124 0 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge For the case, where Pu ≤ 0.1 fck Ac, compression member is treated as a flexure member. So, abutment stem has been designed as a cantilever slab. Since design bending moment is higher in seismic combination of loads, design of abutment stem has been carried out for seismic combination of loads only. Design of bottom section Check depth of slab d = D – CC – ø/2 = 1250 – 50 – 25/2 = 1187.5 mm ππ’ 2301.441∗106 ππππ = √ ππ = √ 2.766∗1000 = 912.2 mm where Q = 0.36 fck× 0.48 × (1 – 0.416 × 0.48) = 2.766 ∴ dprov > dbal OK Find reinforcing bars Since dprov > dbal, section is designed as Singly Reinforced Under-Reinforced Section (SRURS). So, section design has been carried out by using SP 16. a. Main vertical bars (vertical bars in the side of backfill) Find ππ’ ππ2 2301.441∗106 = 1000∗(1187.5)2 = 1.63, pt = 0.503% π΄sreq. = 0.00503 ×1000×1187.5 = 5973.125mm2 Provide 32 mm ∅ bar @ 130 mm c/c, π΄sprov. = 6434 mm2, ptprov. = 0.54 % By increasing dia., effective depth d decreases. Initially if we use 32mm dia., d=1250-50-32/2 = 1184mm ππ’ ππ2 = 1.64 As per SP 16, (pt)req. = 0.508% < ptprovided(=0.54%) b. Outer vertical reinforcement (vertical bars in the side of river) [Refer detailing criteria of IRC 112-2011 and IS 4] Take 0.12 % of gross sectional area of abutment as outer vertical reinforcement As = 0.12/100 ×1000×1184 = 1421 mm2 Provide 16 mm ∅ bar @ 140 mm c/c, π΄stprov = 1436.15 mm2, ptprov.= 0.13 % c. Horizontal Reinforcement Take, As = 0.1% of stem area of abutment or 25% of main vertical bars = 0.001 × 1250 × 9136 = 11420 mm2 As on each face of abutment = 11420 2 = 5710 mm2 Provide 29 - 16 mm ∅ @300mm c/c on each face of abutment Check bottom section for shear Check πuv≤ K πuc Where, 125 Design of Bridge Over Kerunga Khola, Chitwan πuv = π»y/ππ = 473.785∗103 1000∗1184 2069 – AB Bridge = 0.4 N/mm2 πuc = 0.493 N/mm2 for M20 and pt = 0.54 % πuc.max = 2.8 N/mm2 K =1 [Refer table 19 & 20, IS 456] πππππ πuv< K πuc, shear reinforcement is not required. Design of abutment section at 4 m from its bottom Check depth of slab d = D – CC – ø/2 = 1250 – 50 – 25/2 = 1187.5 mm 851.09∗106 Mu dbal = √Q∗b = √2.766∗1000 = 554 mm Where, Q = 0.36 fck × 0.48 × (1 – 0.416 × 0.48) = 2.76 ∴ dprov > dbal OK Find Reinforcing bars Since dprov > dbal, section is designed as Singly Reinforced Under-Reinforced Section (SRURS). Section design has been carried out by using SP 16. a. Main vertical bars (vertical bars in the side of backfill) ππ’ 851.09∗106 Find ππ2 =1000∗(1187.5)2 = 0.6, pt = 0.172 % > pt min = 0.12% Asreq = 0.172/100×1000×1187.5 = 2043mm2 Provide 25 mm ∅ bar @ 240 mm c/c, Asprov = 2045 mm2, ptprov = 0.172% Curtail two-third of main vertical bars (bars designed for bottom section of abutment) at 5.2 m (4m + d) from the bottom of abutment IV. Design of Dirt Wall Design the dirt wall as a cantilever slab of span 0.764 m. Consider basic combination and seismic combination of loads to determine the responses of dirt wall. Here seismic combination is considered for design. Dirt wall have been designed as a cantilever slab of unit width. Detailing of wall is carried out prescribed by IRC 112 - 2011 Cl. 16.3. Surcharge load = 1.2 × 20 ×KADYN × 0.764 × 1 = 6.71 KN/m Load due to earth pressure = ½ × KADYN × 20 × 0.7642× 1=2.14 KN/m Seismic load due to weight of dirt wall (Ah × W) = 0.15 × 0.764 × 0.25 × 25 × 1 = 0.72 KN/m Mu at bottom = 6.71 × .764/2 + 2.14 × 0.6 × .764 + 0.72 × 0.764/2 = 3.82 KN-m Use M20 grade concrete, ππ’ ππ2 3.82∗106 =1000∗2042 = 0.09, pt = 0.085 % < pt min = 0.12 % Take pt = 0.12% Ast = 0.12/100×1000×250 = 300 mm2 Provide 12 mm ∅ bar @ 200 mm c/c at both sides of dirt wall Provide 10 mm ∅ bar @ 250 mm c/c as horizontal reinforcement Check bottom of slab for shear 126 Design of Bridge Over Kerunga Khola, Chitwan Total shear at bottom of dirt wall = 6.71 + 2.14 + 0.72 = 9.57 KN ππ’ 9.57×103 Nominal Shear Stress ππ’π£ = ππ = 1000×204 = 0.05N/mm2 πππππ ππ’π£< K πuc, no shear reinforcement requires. 127 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Stability Check Stability of abutment is checked for overturning and sliding. In the following table overturning moment and restoring moment about the toe of footing of abutment and shear at the base of footing have been calculated. Stability check for basic combination of loads ϒf Over Turning Load KN/m Restoring Lever Arm m Overturning Restoring Moment Moment kNm kNm Shear Force kN Vertical Load kN DLss 87.38 0.95 2.835 0 235.34 0 83.01 DLwc 12.43 1 2.835 0 35.24 0 12.43 DLAp.s 13.25 0.95 3.125 0 39.34 0 12.59 LL 143.375 0 2.835 0 0 0 0 FbrH 16.615 0 19.10725 0 FbrV 6.314 FwL 1.728 Fcst 3.398 DLAb 258.7 116.22 PEP V(S) PEP H(S) 253.03 12.5-1=11.5 1.15 0 219.73 2.835 0 0 0 0 1.5 11.5 29.8 0 2.592 0 1.5 11.5 58.62 0 5.097 0 0.95 2.625 0 645.13 0 245.77 0 3.25 0 0 0 0 1992.6 0 379.545 0 0 0 0 0 12.5/2=6.25 410.325 0 65.652 0 0.42*12.5 =5.25 1.5 PsurV 25.13 PsurH 54.71 WBF 1275 0.95 6.375 0 7721.72 0 1211.25 475 0.95 4.75 0 2143.44 0 451.25 2711.075 10820.7 471.99 2016.3 Wfooting 0 1.2 3.25 Total Total Overturning moment = 2711.075 KN-m Total Restoring moment= 10820.7 KN-m Total Shear at base of footing= 471.99 KN Total Vertical Load at base of footing = 2016.3 KN Check π»ππππ πΉππππππππ ππππππ 10820.7 KN−m a. Total Overturning moment = = 4 > 2 (Safe in overturning) 2711.075 KN−m b. π»ππππ πΉππππππππ πππππ π∗ππππ 2016.3∗tan 37 = = = 3.22> 1.5 (Safe in sliding) Total Shear at base π» 471.99 Stability check for seismic combination of loads 128 Design of Bridge Over Kerunga Khola, Chitwan ϒf Over turning Load KN/m restoring Lever Arm (m) 2069 – AB Bridge Overturning Moment kNm Restoring Moment kNm Shear Force kN Vertical Load kN DLss 87.38 0.95 2.835 0 235.34 0 83.01 DLwc 12.43 1 2.835 0 35.24 0 12.43 DLAp.s 15.14 0.95 3.125 0 44.95 0 14.38 LL 143.375 0 2.835 0 0 0 0 FbrH 16.635 38.26 0 3.327 0 FbrV 6.314 2.835 0 0 0 0 FshL 14.94 11.5 257.72 0 22.41 0 FsvL 2.241 2.835 0 0 0 0 Fcst 3.398 11.5 37.12 0 3.23 0 DLAb 300.51 2.625 0 749.4 0 285.48 12.5-1= 11.5 0.2 0 1.5 0 0.95 0.95 36.05 FS AbthL 45.08 PEPV(D) 168.42 PEPH(D) 366.68 (9.148/2+2) = 6.574 1.5 0 1 444.53 0 67.62 0 3.25 0 0 0 0 8.3 3043.44 0 366.68 0 PsurV 23.77 3.25 0 0 0 0 PsurH 51.75 6.25 0 0 0 0 WBF 1275 0.95 6.375 0 7721.72 0 1211.25 475 0.95 4.75 0 2143.44 0 451.25 3821.07 10930.09 499.32 2057.8 Wfooting Total Total Overturning moment = 3821.07KN-m Total Restoring moment= 10930.08 KN-m Total Shear at base of footing= 499.32 KN Total Vertical Load at base of footing = 2057.8 KN Check π»ππππ πΉππππππππ ππππππ 10930.08 KN−m a. Total Overturning moment = = 2.86 > 2 (Safe in overturning) 3821.07KN−m b. π»ππππ πΉππππππππ πππππ π∗ππππ 2057.8∗tan 37 = = = 4.12> 1.5 (Safe in sliding) Total Shear at base π» 499.32 Thus, Abutment is safe in stability for basic and seismic combination of loads. 129 Design of Bridge Over Kerunga Khola, Chitwan V. 2069 – AB Bridge Analysis and Design of Spread Footing Responses of footing at its base in basic combination of loads Load (KN) Distance from bottom(m) ϒf Eccentricity x' (m) y' (m) Pu (KN) Muy' (KN- Hx' m) (KN) Mux' (KN-m) DLss 87.38 1.35 1.92 117.963 226.49 DLwc 12.43 1.75 1.92 21.7525 41.76 DLAp.s 15.14 1.35 1.625 17.8875 33.21 143.375 1.5 1.92 215.0625 412.92 LL FbrH 16.635 1.15 FbrV 6.314 1.15 FwL 1.728 1.5 Fcst 3.398 1.5 DLAb 300.51 104 PEPV(S) PEP H(S) 12.5-2= 10.5 Hy' (KN) 0 0 200.87 1.92 7.2611 13.94 10.5 0 0 27.22 2.592 10.5 0 0 53.52 5.097 1.35 2.125 405.69 862.1 1.5 1.5 156 234 0 0 1640.42 1.5 30.156 42.786 0 0 326.025 1.625 1556.82 -2529.83 226.42 1.5 PsurV 23.77 1.2 PsurH 51.75 1.2 WBF 1153.2 1.35 Wfooting 318.75 1.35 0.42*11.5= 4.83 12.5/21=5.25 19.11 339.63 62.1 0 430.3125 Total 2958.9 1585.43 428.529 Responses of footing at its base in seismic combination of loads Load (KN) Distanc e from bottom (m) ϒf Eccentricity x (m) Pu (KN) y (m) Mux (KN-m) DLss 87.38 1 1.92 87.38 167.77 DLwc 12.43 1 1.92 12.43 23.87 DLAp.s 15.14 1 1.625 15.14 24.602 LL 143.375 0.2 1.92 28.675 55.056 FbrH 16.635 0.2 FbrV 6.314 0.2 FshL 14.94 1.5 FsvL 2.241 1.5 10.5 34.934 1.92 1.263 10.5 130 3.362 Hx (KN) Hy (KN) 3.327 2.424 235.31 1.92 Muy (KNm) 6.654 22.41 Design of Bridge Over Kerunga Khola, Chitwan Load (KN) Distanc e from bottom (m) ϒf Fcst 3.398 1 DLAb 300.51 1 FS AbthL 45.08 1.5 PEPV(D) 168.42 1 H(D) 366.68 1 PsurV 23.77 0.2 PsurH 51.75 0.2 PEP WBF Wfooting 2069 – AB Bridge Eccentricity x (m) Pu (KN) y (m) 10.5 Muy (KNm) Mux (KN-m) Hx (KN) 35.68 2.125 300.51 5.574 168.42 7.3 4.754 5.25 1275 1 475 1 0 Total 366.68 7.131 54.337 1.625 67.62 252.63 2676.764 1.5 3.398 638.584 376.913 1.5 Hy (KN) 1275 2071.875 475 0 2371.754 2520.784 10.35 473.785 Upward pressure of soil Basic Combination pu = Pu ± A Mux 2958.9 Ixx 9.5 *y = =416.8 ± 1585.43∗4.75 71.45 KN/m2 or 206 KN/m2 < ultimate bearing capacity of soil (=1.5x300 KN/m2) 1 Ixx = 12 * 9.53 = 71.45 m4 Seismic Combination pu = Pu ± A Mux 2371.754 Ixx 9.5 *y = ± 2520.784∗4.75 71.45 = 417.24 KN/m2 or 82.08 KN/m2 < ultimate bearing capacity of soil (=1.5x300 KN/m2) Critical section for BM Critical section for SF d=2m II II V 206 KN/m M I M 416.8 KN/m 2 465.65 2 KN/m Soil Upward Pressure 131 2 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Analysis of Footing 372.42+416.8 BMmax at IM = BMmax at IIM SMmax at IIv = 2 206+344.7 2 206+344.7 = 2 2 × 2× 2 = 789.22 KNm × 6.25× 6.25 2 = 5377.9 KNm × 4.25 = 1170.24 KN Design of Footing Check depth of footing Mu 5377.9∗10^6 dbal = √Q∗b = √ 2.76∗1000 = 1396 mm Since d > dbal , design as SRURS. Adopt D = 2000mm Find Reinforcing Bar o Find bottom reinforcing bars @ critical section IIM Provide reinforcement in 2 layers, d = 2000-60-20 = 1920 mm ππ’ 5377.9 ∗10^6 = ππ^2 1000∗(2000−60−20)^2 o =1.46 ο pt = 0.444 % (from SP 16) Astreqd = 0.444 % of (1000* 1920) = 8525 mm2 Provide 2 layers of 20 mm dia @ 70 mm c/c, Astprovided = 8976 mm2 Bottom Reinforcing bars @ IM ππ’ 789.22 ∗10^6 = ππ^2 1000∗(2000−60−10)^2 = 0.211, Thus pt = 0.085% Astreqd = 0.085 % of (1000* 1930) =1621.2 mm2 Astmin = 0.12 % of bD = 2400 mm2, adopt Ast = 2400 mm2 Provide a layer of 20 mm dia bars @ 130 mm c/c , As provided = 2416 mm2 o Top distribution Bars Take Astmin = 0.12 % of bD = 2400 mm2, adopt Ast = 2400 mm2 Provide a layer of 20 mm dia bars @ 130 mm c/c, Astprovided = 2416 mm2 Check for One Way Shear Nominal Shear ππ’π£ = Vu = bd 1170.24∗103 1000∗(2000−60−10) = 0.6 MPa ππ’c = 0.48 MPa for M20 and pt = 0.45 % and ππ’c,max = 2.8 MPa Since ππ’v > ππ’c, shear reinforcement is needed. Design of hat reinforcement in slab 0.87 ππ¦×π΄π π£×π Sv = (τuv−τuc)bw×d= 0.87×415×15×π×8^2/4×1930 (1.074−0.46)×1000×1930 = 440 > 0.75d and >300 mm Adopt Sv = 300mm. Provide 8 mm ∅ 15-legged vertical stirrups @300 mm c/c. Check Development Length beyond the face of abutment [IRC 21 cl. 305.6.3] Design development length ld = α1α2l0 Where α1 = 1 for straight ends 132 Design of Bridge Over Kerunga Khola, Chitwan α2 = 2069 – AB Bridge ππππ ππππ’ππππ = 0.99 πππ ππππ£ππππ l0 = 46 Ο = 920 mm Thus, ld = 910.8 mm Shorter length of footing provided beyond the face of abutment = 2000 –75 = 1925 mm Since provided length > ld, additional anchorage for bars are not required. 133 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge D. Design of RCC Solid Pier I. Planning and preliminary design A. Selection of type of pier For the bridge, we have selected solid pier. Hammer head pier, though have been popularly used in bridges in Nepal, is technically unsuitable for the zone of high seismicity due to its higher center of gravity. Hence, that type of pier has been avoided. B. Material Selection Following materials are used in the pier: i. M20 grade of concrete for pier stem ii. M30 grade of concrete for pier cap iii. Fe 415 HYSD bars for all RC work C. Geometry of Pier o Size of Pier cap = Length of Cap (L) L = c/c distance of external main girders + bearing widths + 2 × 0.05 = 7.5 + 0.8 + 2 × 0.4 + 2 × 0.05 = 9.20 m Width of Cap (B) B = 4 × 150 + bear. widths = 4 × 150 + 250 + 400= 1250 mm Thickness of Cap (T) T = 0.5 m thick Check the thickness of cap for punching Shear (Below bearing of truss) ππ’π£≤ππ ππ’π Vu 1190.09 × 1.5 × 1000 Where, ππ’π£ = b0× d = 2 ×(400 + 800+450 + 450 )× 450 = 0.944 N/mm2 ππ’ = Maximum Vertical load from bearings × 1.5 [From bearing design] d = 500 – 40 – 20/2 = 450 mm, effective depth of cap below bearing ππ’π = 0.25√fck = 0.25 ×√30 = 1.369 N/mm2 ππ = 1 πππππ ππ’π£≤ thickness of cap is safe for punching shear. Check the thickness of cap for punching Shear (Below bearing of T-girder) ππ’π£≤ππ ππ’π Vu 434.22 × 1.5 × 1000 Where, ππ’π£ = b0× d = 2 ×(400 + 250+450 + 450 )× 450 = 0.467 N/mm2 ππ’ = Maximum Vertical load from bearings × 1.5 [From bearing design] 134 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge d = 500 – 40 – 20/2 = 450 mm, effective depth of cap below bearing ππ’π = 0.25√fck = 0.25 ×√30 = 1.369 N/mm2 ππ = 1 πππππ ππ’π£≤ thickness of cap is safe for punching shear. o Stem Length of stem (L) = Length of pier cap – 2 x 0.05 m = 9.10 m Width of stem at top = 1150 mm Width of stem at bottom = 1700mm II. Load Calculation 1. DL from superstructure (without WC) From RC-Tee Bridge, Total DL = (1038.08 – 129.36) = 908.72 KN From Truss Bridge, Total DL = (2776.2 – 383.33) = 2392.87 KN DL on pier from both span (DLSS) = (908.72 + 2392.87)/2 = 1650.79 KN 2. Weight of Wearing Coat DL due to WC = (129.36 + 383.33)/2 = 256.34 KN 3. Live load from superstructure (LL) ο· LL due to class AA tracked load = (700/3.6) × 1.25 × Area in the ILD = 700/3.6 × 1.25 × 3.42 = 831.25 KN ο· LL due to class AA wheeled load = (200 + 200 × 0.967 + 200 + 200 × 0.9) × 1.25 = 966.75 KN ο· LL due to class A Loading = 2 × (27 × (0.542 + .633) + 114 × (0.9 + 1) + 68 × (0.88 + 0.797 + 0.714)) × 1.25 = 1027.28 KN Take LL = 1027.28 KN 4) Load from Braking Load From Conjugate Beam Method 135 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Stiffness of each Pier = 119.93 m-1 Stiffness of each Abutment = 74.15 m-1 ο· Total Class A loads possible on 60 m span = 4 x 554 = 2216 KN ο· Total class AA tracked load possible = 700 KN ο· Total class AA tracked load possible = 400 KN Taking Class A loads on overall bridge, Braking load = 0.2 × 2216 = 443.2 KN 119.93 Horizontal braking load acting on pier ( FbrH) = 2 ×119.93+2 ×74.15 × 443.2 = 136.936 KN From SAP2000 analysis, Vertical braking load acting on pier ( FbrV) = 18.62 KN 5. Wind load (Superstructure) [From Bearing Design] From RC-Tee Bridge, FWT = 71.90 KN FWL = 17.975 KN FWV = 124.44 KN From Truss Bridge, FWT = 365.04 KN FWL = 91.26 KN FWV = 396.18 KN For Pier, FWT = ½ × (71.90 + 365.04) = 218.47 KN 136 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge FWL = ½ × (17.975 + 91.26) = 54.612 KN FWV = ½ × (124.44 + 396.18) = 260.31 KN 6. Wind load (Sub Structure - dry season) Pd = 940.60 N/mm2 For t/b = h/b = 9100 1150+1700 2 11500 1150+1700 2 = 6.38 > 4 & = 7.07 CD = 0.9 A = ½ × (1.15 + 1.7) × 11 = 15.67 m2 Wind load in transverse direction of bridge FWT (sub) = Pd × A × G × CD = 940.60 × 15.67 × 2 × 0.9 = 26.53 KN Wind load in longitudinal direction FWL(sub)= 0.25 × FWT (sub) = 6.63 KN 7. Seismic load (Super Structure) π πΌ Seismic load = 2 × π × Sa g ×W Where, Z = 0.36, I = 1, R = 4, ππ/π = 2.5 π 2 πΌ Sa π g × × = 0.1125 WLTruss = 2776.2 KN WLRC-Tee = 1035.83 KN WLOverall = WLTruss + 2 × WLRC-Tee = 2776.2 + 2 × 1035.83 = 4847.86 KN Maximum LL on Overall Bridge = 2216 KN (from calculation of Braking Load) WTOverall = 4847.86 + 0.2 × 2216 = 5291.06 KN Longitudinal Seismic weight concentrating on a pier, 119.93 WLPier = 2 ×119.93+2 ×74.15 × 4847.86 = 1497.69 KN π πΌ Seismic load in longitudinal direction of bridge (FSL) = 2 × π × 137 Sa g × WLPier Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge = 0.1125 × 1497.69 = 168.49 KN π πΌ Seismic load in transverse direction of bridge (FST) = 2 × π × Sa g × WTPier = 0.1125 × (WTTruss + WTRC-Tee)/2 = 0.1125 × (2892.1 + 1208.63)/2 = 230.66 KN V.Reaction due to seismic load in longitudinal direction (FSvL) = FSvL Truss+ FSvL RC-Tee = 4.52 × 2 + 8.74 × 3 = 35.26 KN vT V.Reaction due to seismic load in transverse direction (FS ) = FSvT Truss+ FSvT RC-Tee = 20.03 + 86.485 =107.32 KN 8. Seismic load (Sub Structure) Seismic loads due to self-weight of pier in longitudinal and transverse direction of bridge are equal π πΌ FST(Sub) = FSL(Sub) = 2 × π × ππ π × Wpier = 0.1125 × 3709.81 = 417.35 KN Where, Z = 0.36, I = 1, R = 4, Sa π = 2.5 Wpier =1/2 × (1.15 + 1.7) × 11 × 9.1 × 25+.5 x 1.25 x 9.2 x 25 = 3709.81 KN 9. Load due to temperature variation, creep and shrinkage effect FCST = FCSTTruss bearing × 2 - FCSTRC-Tee bearing × 3 = 26.23 × 2- 5.44 × 3 = 36.14 KN 10. Self-Weight of Pier Wpier =1/2 × (1.15 + 1.7) × 11 × 9.1 × 25+.5 x 1.25 x 9.2 x 25 = 3709.81 KN 11. Load due to Water Current FWCT = 52 × K × (V × cos20β°)2 × A = 52 × 1.5 × (1.5 × 0.203 × √2 × cos20β°)2 × 14.5 = 1.82KN FWCL = 52 × K × (V × sin20β°)2 × A = 52 × 1.5 × (1.5 × 0.203 × √2 × sin20β°)2 × 91 = 1.51 KN 138 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge 12. Load due to hydrodynamic pressure FhydL = C × ah× W = 0.74 × 0.1125 × 6503.88 = 541.45 KN Where, ah= π 2 πΌ ×π × ππ π = 0.1125 C = 0.74 for π»/π = 7.47, [Refer Table 9.10, Swami Saran, Design of Sub Structure] W = π × (9.1/2)2 × 10 × 10 = 6503.88 KN FhydT = C × ah× W = 0.74 × 0.1125 ×165.13 =13.75 KN W = π × (1.45/2)2 × 10 × 10 = 165.13 KN 13. Load due to buoyancy Fbuoy = Submerged vol. of pier × gw = ½ (1.2 + 1.7) × 10 × 9.1 × 10 = 1319.5 KN III. Analysis and Design of Pier Cap Maximum Shear Force (S.F) at face of pier stem (Basic combination) SF at face due to DL from superstructure, LL from superstructure, VL and Self wt. of Cap = (1650.79 × 1.35 + 256.34 × 1.75) + 1027.28 × 1.5 + (18.62 × 1.15 + 260.31 × 1.5) + (9.2× 1.25 × 0.5 × 25 × 1.35) = 4824.02 KN Design Check thickness of pier cap for punching shear under a (truss) bearing ππ’π£≤ ππ ππ 4824.02 × 1000 4824.02× 1000 Where, ππ’π£ = (2 × 400+2 × d+2 × 800+2 × d) × d = (2 × 400+2 × 452+2 × 800+2 × 452) × 452 = 2.536 N/mm2 ππ ππ =1.369 N/mm2, ππ =1+π½π=1 , ππ =0.25 √πππ = 0.25√30 = 1.369 N/mm2 d= 500 – 40 – 16/2 = 452 mm Hence not safe Take thickness of pier cap =800 mm d=752 mm 4824.02 × 1000 4824.02× 1000 ππ’π£= (2 × 400+2 × d+2 × 800+2 × d) × d = (2 × 400+2 × 752+2 × 800+2 × 752) × 752 =1.186 N/mm2 Take area of steel AS = 1 % of area of cap and distribute these bars equally at top and bottom of cap. οΆο As in transverse direction of pier cap = 1% of 800 × 1250 = 10000 mm2, 139 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge As on one side = 10000/2 = 5000 mm2 Take 30 mm ∅ bar, 8 no’s Spacing = 156 mm Adopt 140 mm. ∴ 30 dia @ 140 mm c/c. ο οΆο As in longitudinal direction of pier cap = 1% of 800 × 9100 = 72800 mm2 As on one side = 72800/2 = 36400 mm2 Take 30 mm ∅ bar n = 52 no’s Spacing = 175 mm, Adopt 150 mm ∴ 30 dia @ 150 mm c/c. In transverse direction bars are provided in the forms of stirrups. In addition, two layers of mesh reinforcement, each consisting 6 mm ∅ @ 75 mm c/c in both directions one at 20 mm and other at 100 mm from the top of cap are provided directly under the bearing. IV. Analysis and Design of Pier Stem In the example, responses of pier at bottom for basic combination and seismic combination of loads have been calculated. Loads taken are vertical and longitudinal loads in first case and vertical and transverse loads in second case. 140 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Case I Basic combination of loads CASE I --Basic combination of loads Load (KN) DLss DLw c 1650. 79 256.34 Distance from bottom(m) ϒf 1.3 5 1.7 5 1.1 5 1.1 5 Eccentricity x y (m) (m) Muy (KN-m) Hx (KN ) Pu (KN) Mux (KN-m) Hy (KN) 2228.56 7 0 0 448.595 0 0 0 1858.22 2 157.476 4 21.413 0 0 0 966.632 4 81.918 5008.24 4 0 0 FbrH 136.93 6 FbrV 18.62 FwL 54.612 1.5 Wpie r 3709.8 1 1.3 5 FwcT 1.82 1 6.67 0 0 FwcL 1.51 1 2/3*10=6.6 7 0 10.0717 1.51 Fbuo 1319.5 0.1 5 0 0 y 11.8 11.8 197.925 7508.89 3 Total without LL LL' 690.42 1.5 1.25/20.125.15=0.3 5 Total with LL' LL'' 1027.2 8 1.5 0 Total WITH LL'' 2834.92 6 1035.63 362.470 5 8544.52 3 3197.39 6 1540.92 0 9049.81 3 2834.92 6 12.139 4 1.8 2 12.139 4 1.8 2 240.904 4 12.139 4 1.8 2 240.904 4 12.139 4 1.8 2 240.904 4 i. When loaded on only one span ii. When loaded on both span Total Axial Load (Pu) = 8544.523 KN Total Mux = 3197.396 KN-m Total Muy = 12.1394 KN-m Total Hx = 1.82 KN Total Hy = 240.9044 KN Total Axial Load (Pu) = 9049.813 KN Total Mux = 2834.926 KN-m Total Muy = 12.1394 KN-m Total Hx = 1.82 KN Total Hy = 240.9044 KN 141 0 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Case I Seismic combination of loads CASE I -- Seismic Combination of Loads Load (KN) Distance from bottom(m) ϒf Eccentricity x (m) y (m) Pu (KN) Mux (KN-m) Muy (KN-m) Hx (KN) Hy (KN) DLss 1650.79 1 1650.79 0 0 DLwc 256.34 1 256.34 0 0 FbrH 136.936 0.2 0 323.169 27.3872 FbrV 18.62 0.2 3.724 0 0 FsL 168.49 1 0 1988.182 168.49 35.26 1 35.26 0 0 417.35 1 5.9 0 2462.365 417.35 FhydL 541.45 1 5 0 2707.25 541.45 Wpier 3709.81 1 3709.81 0 0 FWCT 1.82 1 6.67 0 0 L 1.51 1 6.67 0 10.0717 1.51 -197.925 5457.999 0 7491.038 0 1.82 1156.187 138.084 48.3294 5596.083 205.456 5663.455 7539.367 12.1394 7491.038 12.1394 FSVL Fs(sub) FWC Fbuoy LL ' LL'' L 11.8 11.8 -1319.5 0.15 Total without LL 690.42 0.2 Total with LL' 1027.28 0.2 Total WITH LL'' 0.35 12.1394 12.1394 0 0 i. When loaded on only one span ii. When loaded on both span Total Axial Load (Pu) = 5596.083 KN Total Mux = 7539.367 KN-m Total Muy = 12.1394 KN-m Total Hx = 1.82 KN Total Hy = 1156.187 KN Total Axial Load (Pu) = 5663.455 KN Total Mux = 7491.038 KN-m Total Muy = 12.1394 KN-m Total Hx = 1.82 KN Total Hy = 1156.18 KN 142 1.82 1.82 1156.187 0 1.82 1156.187 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Case II Basic combination of loads Load (KN) Distance Eccentricity from x bottom(m) (m) y (m) ϒf Pu (KN) Mux (KN-m) Muy (KN-m) Hx (KN) Hy (KN) DLss 1650.79 1.35 2228.567 0 0 DLwc 256.34 1.75 448.595 0 0 FbrH 136.936 1.15 0 1858.222 157.4764 FbrV 18.62 1.15 21.413 0 0 FwT 218.47 1.5 3709.81 1.35 FwcT 1.82 1 FwcL 1.51 1 Wpier Fbuoy LL' 11.8 11.8 0 5008.244 0 6.67 0 0 6.67 0 8.6372 -1319.5 0.15 Total without LL 690.42 1.5 -197.925 7508.893 0.35 1035.63 0 8544.523 1540.92 9049.813 ' LL'' 0 3866.919 Total with LL 1027.28 1.5 Total WITH LL'' 0 12.1394 0 1866.859 3879.058 1.82 0 1.51 0 329.525 158.9864 284.7983 2151.657 3879.058 0 1866.859 3879.058 i. When loaded on only one span ii. When loaded on both span Total Axial Load (Pu) = 8544.523KN Total Mux = 2151.657 KN-m Total Muy = 3879.058 KN-m Total Hx = 329.525 KN Total Hy = 158.986 KN Total Axial Load (Pu) = 9049.813 KN Total Mux = 1866.859 KN-m Total Muy = 3879.058 KN-m Total Hx = 329.525 KN Total Hy = 158.986 KN 143 327.705 329.525 158.9864 329.525 158.9864 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Case II Seismic combination of loads CASE II -- Seismic Combination of Loads Load (KN) DLss ϒf FbrV FsT 1650.7 9 256.34 136.93 6 18.62 230.66 FSVT Fs(sub) 107.32 417.35 1 1 13.75 3709.8 1 1.82 1.51 1319.5 1 1 DLwc FbrH Distance from bottom( m) Eccentricit y x y (m) (m ) 1 1 0.2 0.2 1 Pu (KN) FWCT FWCL Fbuoy LL' LL'' 690.42 1027.2 8 Muy (KN-m) Hx (KN) Hy (KN) 1650.79 0 0 11.8 256.34 0 0 323.169 0 27.3872 0 0 11.8 3.724 0 5.9 107.32 0 0 2462.36 5 68.75 0 T FhydT Wpier Mux (KN-m) 5 0 3709.81 1 6.67 1 6.67 0.1 5 Total without LL 0.2 Total with LL' 0.2 Total WITH LL'' 0.35 2721.78 8 230.6 6 0 417.35 13.75 0 0 0 197.925 5530.05 9 138.084 5668.14 3 205.456 0 10.0717 0 12.1394 1.82 0 1.51 0 2864.35 6 48.3294 2912.68 5 2733.92 7 232.4 8 2733.92 7 232.4 8 459.997 2 0 459.997 2 0 5735.51 5 2864.35 6 2733.92 7 232.4 8 i. When loaded on only one span ii. When loaded on both span Total Axial Load (Pu) = 5668.143 KN Total Mux = 2912.685 KN-m Total Muy = 2733.927 KN-m Total Hx = 232.48 KN Total Hy = 459. 997 KN Total Axial Load (Pu) = 5735.515 KN Total Mux = 2864.356 KN-m Total Muy = 2733.927 KN-m Total Hx = 232.48 KN Total Hy = 459. 997 KN 144 459.997 2 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Design and Detailing of Pier Stem at bottom Check slenderness ratio of column Effective Length Slenderness Ratio of Column = Radius of gyration = 1.2 × 11.8 ×1000 331 = 42.78 > 30 Design Pier stem Design pier stem as a biaxially loaded long column. a. Longitudinal Reinforcement As critical case is difficult to know, we simply calculate longitudinal reinforcement for all the cases and accept the percent of steel that satisfies every cases. For Case I, Basic condition (i), Pu = 8544.523 KN Mux = 3197.396 KN-m Muy = 12.1394 KN-m Take full width of Pier, D=1.15 m (along y- direction) and unit length B=1 m (along xdirection) Hence, Pu = 8544.523/9.1 = 938.96 KN Mux = 3197.396/9.1 = 351.36 KN-m Muy = 12.139/9.1 KN-m =1.334 KN-m Calculating accidental eccentricities, πΏ π· ey,min = 500 +30 > 5% of D= 57.5 mm = 14.16/500 + 1.15/30 = 0.0667m = 66.7 mm πΏ π΅ ex,min = 500 +30 > 5% of B= 50 mm = 14.16/500 +1/30 = 61.65 mm Moment due to accidental eccentricities, Mux,e = Pu × ey,min = 938.96 × 61.65/1000 = 57.88 KN-m Muy,e = Pu × ex,min =938.96 × 66.67/1000 =62.6 KN-m 145 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge As the column is long, additional Bending Moment acts, given as M’ax = k × Max M’ay = k × May Max = = ππ’ × D 2000 938.96 ×1.15 2000 πππ₯ × ( π· )2 14.16 × ( 1.15 )2 =81.85 KN-m May = = ππ’ × B πππ¦ × ( π΅ )2 2000 938.96 ×1 14.16 2 ×( ) 2000 1 = 94.13 KN-m ππ’π§−ππ’ k= ππ’π§−ππ ≤ 1 Puz = 0.446fckBD + (0.75fy – 0.446 fck)pBD (Take p= 1.8%) = 0.446 × 20 × 1000 × 1150 + (0.75 × 415 – 0.446 × 20) × 1.8/100 × 1000 × 1150 =16516.23 KN Pb = k1 x fck × B × D + k2 × p × B × D d’ = Clear cover +diameter of transverse reinforcement + diameter of longitudinal reinforcement/2 = 40 + 10 + 32/2 = 66 mm d’/D = 66/1150 = 0.06 , Take 0.05 From Table 60, SP16, for d’/D = 0.05 & Rectangular section k1 = 0.219 For d’/D = 0.05, fy = 415 N/mm2 and rectangular section with reinforcement distributed equally on to opposite sides, k2 = 0.096 Pb = k1 x fck × B × D + k2 × p × B × D = 0.219 × 20 × 1000 × 1150 + 0.096 × 1.8 × 1000 × 1150 = 5235.72 KN 146 Design of Bridge Over Kerunga Khola, Chitwan k= ππ’π§−ππ’ ππ’π§−ππ 2069 – AB Bridge ≤1 16516.23−938.96 = 16516.23−5235.72 =1.381 ∴ Take k = 1 M’ax = k × Max = 1 × 81.85 = 81.85 KN-m M’ay = k × May = 1 × 94.13 = 94.13 KN-m Now, Mux’= Mux + M’ax = 351.36+81.85 = 433.21 KN-m Muy’ = Muy,e + M’ay = 1.334 + 94.13 = 95.46 KN-m ππ’ 938.96 ×1000 Now, πππ ×B ×D = 20 ×1000 ×1150 = 0.041 p/fck = 1.8/20 = 0.09 d’/D = 0.06, Take 0.05 & d’/B = 0.066, Take 0.05 fy = 415 N/mm2 From SP-16 chart 31, ππ’π₯,π πππ ×B ×D2 = 0.170 Mux,l = 4496.5 KN-m ππ’π¦,π πππ ×B2 ×D = 0.17 Muy,l = 3910.00 KN-m an = 0.667 + 1.667 × Pu/Puz ≥1 & ≤ 2 = 0.762 Take an=1 Now, for p to satisfy, ππ’π₯′ ππ’π¦′ (ππ’π₯,π)an + (ππ’π¦,π)an ≤ 1 433.21 95.46 0r, (4496.5)1 + ( 3910 )1 ≤ 1 ∴ 0.121 ≤ 1 OK 147 Design of Bridge Over Kerunga Khola, Chitwan Case I I I I II II II II Condition Basic I Bacic II Seismic I Seismic II Basic I Bacic II Seismic I Seismic II 2069 – AB Bridge Pu(KN) Mux(KNm) Muy(KNm Mux,e Muy,e Max May p(%) 938.9586 351.3622 1.334 57.8868 62.62854 81.87719 94.17754 1.8 938.9586 236.4458 426.2701 57.8868 62.62854 81.87719 94.17754 1.8 614.9542 828.5019 1.334 37.91192 41.01744 53.624 61.6799 1.8 622.8729 320.0753 300.4315 38.40011 41.54562 54.31451 62.47415 1.8 994.4849 311.5303 1.334 61.31 66.33215 86.71909 99.74684 1.8 994.4849 205.1493 426.2701 61.31 66.33215 86.71909 99.74684 1.8 622.6874 823.1932 1.334 38.38868 41.53325 54.29834 62.45554 1.8 630.2764 314.7644 300.4315 38.85654 42.03943 54.9601 63.21672 1.8 Case Condition Max' May' Mux' Muy' I I I I II II II II Basic I Basic II Seismic I Seismic II Basic I Basic II Seismic I Seismic II 81.87719 81.87719 53.624 54.31451 86.71909 86.71909 54.29834 54.9601 94.17754 94.17754 61.6799 62.47415 99.74684 99.74684 62.45554 63.21672 433.2394 318.323 882.1259 374.3898 398.2494 291.8684 877.4915 369.7245 95.51154 520.4477 63.0139 362.9057 101.0808 526.0169 63.78954 363.6483 Pu/fckBD Mux,l/fckBD2 Muy,l/fckB2D 0.0408 0.0408 0.0267 0.0271 0.0432 0.0432 0.0271 0.0274 0.17 0.17 0.16 0.16 0.17 0.17 0.16 0.16 148 0.17 0.17 0.16 0.16 0.17 0.17 0.16 0.16 ∝n 1 1 1 1 1 1 1 1 Mux,l 4496.5 4496.5 4232 4232 4496.5 4496.5 4232 4232 Muy,l 3910 3910 3680 3680 3910 3910 3680 3680 (Mux'/Mux,l)∝n + (Muy'/ Muy,l)∝n 0.1208 0.2039 0.2256 0.1871 0.1144 0.1994 0.2247 0.1862 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge For 1m Strip of pier, Ast = 1.8 % × 1150 × 1000 = 20700 mm2 Taking 32 mm ∅ on two faces, n = 20700 32 2 2 = 12.86 2× π ×( ) 1000 Spacing = 12.86 = 77.71 mm ∴ 32 mm ∅ @ 75 mm c/c b. Transverse Reinforcement The transverse reinforcement of pier stem has not been governed by shear force. So, transverse reinforcement is provided by detailing rules. [From IRC 112, Cl. 16.2] Take lateral tie of ∅ = 10 mm (∅≥∅ππππ/4) Spacing of tie (Sv) ≤ Width of pier = 1150 mm ≤ 12 × 32 = 384 mm ≤ 200 mm Provide spacing of tie (Sv) = 200 mm. For potential plastic hinge region i.e. 1200 mm from the bottom of pier, Spacing of tie (Sv) ≤ 5 × 40 = 200 mm ≤ (1200 – 2 × 100)/5 = 200 mm Adopt spacing of tie (Sv) = 200 mm for potential plastic hinge region. 149 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge DRAWINGS General Arrangements Drawing No. 1 General Elevation General Plan Sheet No. 1 Sheet No. 2 T-Girder (12m span) Drawing No. 2 Plan Transverse Section Longitudinal Section Reinforcement Detailing in Transverse Section Reinforcement Detailing along Main Girder Reinforcement Detailing in Cross Girders (X-Section) Reinforcement Detailing along Cross Girders Top Reinforcement in Deck Slab Bottom Reinforcement in Deck Slab Transverse Section Overall Detailing Sheet No. 1 Sheet No. 2 Sheet No. 3 Sheet No. 4 Sheet No. 5 Sheet No. 6 Sheet No. 7 Sheet No. 8 Sheet No. 9 Sheet No. 10 Steel Truss (36m span) Drawing No. 3 Elevation and X-Section Deck Slab Reinforcement Detailing Details at Truss joints I Details at Truss joints II Details at Truss joints III Top and Bottom Bracing Portal and Sway Bracing Steel Sections Used Sheet No. 1 Sheet No. 2 Sheet No. 3 Sheet No. 4 Sheet No. 5 Sheet No. 6 Sheet No. 7 Sheet No. 8 Elastomeric Bearings for T-Girder and Truss Drawing No. 4 Abutment Drawing No. 5 Reinforcement Detailing in X-Sections Reinforcement Detailing in L-Sections Reinforcement Detailing in Spread Footing and Dirt Wall Sheet No. 1 Sheet No. 2 Sheet No. 3 RCC Solid Pier Drawing No. 6 Plan and Elevations Reinforcement Detailing in Pier Cap Reinforcement Detailing along X-Sections Sheet No. 1 Sheet No. 2 Sheet No. 3 150 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge APPROXIMATE ESTIMATES APPROXIMATE ESTIMATE OF QUANTITY IN T-BEAM BRIDGE Measurement Item no Description of work 1 M25 grade concrete for superstructure 1.1 Deck slab (restrained) 1.2 Deck slab (cantilever) 1.3 T-beam main (rectangular) 1.4 No Quantity Length Breadth Height 2 12.25 4.3 0.2 4 12.25 1.45 0.17 6 12.25 0.3 0.8 17.64 Cross girder (interior) 12 1.7 0.25 0.55 2.805 1.5 Cross girder (exterior) 8 1.7 0.25 0.4 1.36 1.6 Railing post 18 0.225 0.225 1.1 1.002375 1.7 Kerb 4 12.25 0.6 0.3 8.82 1.8 Wearing coat 2 12.25 6 0.0875 12.8625 1.9 Fillet (Interior) of main girder 8 12.25 0.3 0.15 2.205 1.10 Fillet (Interior) of cross girder 32 1.7 0.3 0.15 1.224 1.11 Fillet (exterior) T-beam 4 12.25 0.85 0.15 3.12375 1.12 Approach slab 2 3.5 6 0.3 12.6 1.13 Railing post in Approach slab 8 0.225 0.225 1.1 0.4455 girders 21.07 12.0785 Total= 97.237 2 Formwork 2.1 T-Girder bottom 6 12.25 2.2 T-Girder side 12 12.25 2.3 Interior fillet of T-girder 8 12.25 0.335 32.83 2.4 End Cross girder bottom 8 1.7 0.25 3.4 2.5 End Cross girder side 8 1.7 2.6 interior Cross girder bottom 12 1.7 2.7 Interior Cross girder side 12 1.7 2.8 Exterior fillet of T-girder 4 12.25 0.863 42.287 2.9 interior fillet of cross beam 32 1.7 0.34 18.496 2.10 Deck slab (restrained) Bottom 2 12.25 2.2 53.9 151 0.3 22.05 0.8 0.4 0.25 117.6 5.44 5.1 0.55 Unit 11.22 m3 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge APPROXIMATE ESTIMATE OF QUANTITY IN T-BEAM BRIDGE Item no Description of work Measurement No Length Quantity Breadth Height 2.11 Deck slab (cantilever) Bottom 4 12.25 0.6 29.4 2.12 Deck slab (cantilever) sides 8 12.25 0.17 16.66 2.13 Railing post 26 2.14 approach slab bottom 2 3.5 2.15 approach slab side 4 3.5 0.225 1.1 6.435 6 42 0.3 4.2 Total= 3 Steel work in superstructure 4 48.3 mm GI pipe in railing 5 Concrete work in abutment 5.1 1% of concrete work 411.018 MT 171 rm. 14.25 Abutment foundation 2 5.2 8.5 2 176.8 5.2 Abutment portion (stem) 2 5.2 1.1 8.25 94.38 5.3 Abutment cap 2 5.2 1.175 0.3 3.666 5.4 Abutment Dirt wall 2 5.2 0.25 0.752 1.9552 Total= 276.801 Steel work in abutment 1% of concreting (Mt) 7 Pcc in pier 7.1 Well foundation 7.2 Pcc in stem 2 7.3 Pcc in Pier cap 2 21.729 Steel works in pier m3 MT Not Calculated 9.15 9.25 Area of Trap. Sec.= 242.475 0.5x(1.1+1.065)x9.8=13.25 1.2 1.3 Total 8 sq. m 7.633 12 6 Unit 2% of concreting quantity Approximate estimate for T-Beam Bridge: Total Concrete work in Superstructure=97.237m3 Rebar for Superstructure = 7.633MT GI pipe=171 m Cost of concrete work = 97.237x12,000 = Rs. 11,66,844 /Cost for GI pipe = 171x760 = Rs 1,29,960 /Cost of rebar in slab = 7.633x95000 = Rs.7,25,135 /152 28.86 271.335 m3 42.599 MT Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Total cost of bridge Superstructure = Rs. 20,21,939 /Cost per meter length (Superstructure) = Rs. 84,248 /- APPROXIMATE ESTIMATE OF QUANTITY IN TRUSS No . Item no. Description of work L B H Qty. uni t 1 M20 grade concrete for superstructure 1.1 For slab 1 36 6 0. 2 43.2 1.2 For kerb 2 36 0.6 0. 3 12.96 18 0.225 0.225 1. 1 1.00238 1.3 For railing post Total = 57.1624 m3 216 rm 4.487 MT 4.1 Main truss 31.42 MT 4.2 Bottom bracing 4.606 MT 4.3 Top bracing 5.88 MT 4.4 15.7 MT 18.46 MT 2 48.3 mm GI pipe in railing 6 36 1% of concrete work 3 Steel rod for RCC and slab 4 Steel for truss Stringer 4.5 Cross girder Total= Approximate estimate for Truss bridge: Total Concrete work = 57.162m3 Rebar for slab = 4.487MT Cost for GI pipe = 216x760=Rs 1,64,160 /Steel work in steel truss = 76.066 MT Cost of concrete work = 57.162x12,000 = Rs. 6,85,944 /Cost of steel work in truss = 76.066x1,30,000=Rs.98,88,580 /Cost of rebar work in slab = 4.487x95,000=Rs. 4,26,265 /Total cost of bridge superstructure = Rs.1,10,00,789 /Cost per meter length = Rs. 3,05,578/- 153 76.066 MT Design of Bridge Over Kerunga Khola, Chitwan Cost of Substructure: Total concrete work in abutment & pier = 548.136m3 Total rebar work in abutment & pier = 64.328MT Cost of concrete work = 548.136x12,000 = Rs.65,77,632/Cost of rebar work in slab = 64.328x95,000 = Rs. 61,11,160 /Total cost of bridge Substructure = Rs.1,26,88,792 /- 154 2069 – AB Bridge Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge CONCLUSION AND RECOMMENDATIONS With our relentless effort for about a year, we finally have concluded our final year project work entitled ‘Design of Bridge over Kerunga Khola’. This would not have been possible without the valuable guidance from our supervisor to understand some difficult concepts of Bridge Analysis and Design. It was our teamwork that helped us overcome the lengthy design procedures and surpass our own expectations towards the final year project. The field visit helped us collect a real time experience to be a Bridge Engineer while the incorporation of two different superstructure types helped us explore the possibilities in bridge design in terms of safety, economy and aesthetics. The report encompasses all our work and has been prepared with the best of our knowledge and skills. The project work is apparently complete but we have not been able to include analysis results from SAP2000 in this report. As the use of computers helps make structural analysis easier and quicker, use of computer packages along with manual calculations cannot be averted and hence, their use highly recommended. But it should be forethought that the results from such software are only as reliable as the knowledge and acquaintance that the user has of the software thus needing a very meticulous application. This hereby concludes our final year project work. 155 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge BIBLIOGRAPHY 1. Victor, D.J. 2012. Essentials of Bridge Engineering, Oxford and IBH Publishing Company Pvt. Ltd., New Delhi 2. Design Examples Provided by Asso. Prof. N.C. Sharma, IOE, Pulchowk 3. Krishnaraju, N. Design of Bridges, Oxford and IBH Publishing Company Pvt. Ltd., New Delhi 4. Chandra, R. 1981. Design of Steel Structures Vol. II, Standard Book House, New Delhi 5. Jain, A.K. 2002. Reinforced Concrete Limit State Design, Nem Chand and Bros, Roorkee, India (Reprint 2009) Codes/Standards 1. “IRC: 6-2014” 2. “IRC 21-2000 Concrete Bridge” 3. “Nepal bridge standard-2067”, Government of Nepal, Ministry of Physical Planning and works, Department of Roads 4. “Standard specification of roads and bridges”, Government of Nepal, Ministry of Physical Planning and works, Department of Roads 5. “IRC 83-1987(part II)” 6. “IRC 78-2000 Foundations and substructures” 7. “IRC 5-1998 Loads and Stresses” 156 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ANNEXES Detail Design of Connections at Truss Joints We have, for M20 HSFG bolts, Slip Resistance = 78478.4 kN Joint L3 Member L2-L3 Axial force =1712.85 KN No. of bolts= 1712.85x10^3/(2x78478.4) = 11 Provide 12 bolts. Try double channel section of DC300. Check: 1. Design strength due to yielding of gross section: Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 2x45.64+2x30x0.8 =139.28 cm^2 fy= yield strength of the material =250 Mpa ϒm0=partial safety factor for the yielding =1.1 Tdg=139.28x100x250/(1.1x1000) =3165.45 KN >1712.85 KN ok 2. Rupture strength of the channel section Where Tdn = 0.9xAncxfu/ ϒm1+βAgofy/ ϒm0 β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fu x ϒm0)/(fy x ϒm1) in which w = width of outstanding leg =90mm bs = shear lag width = w+wt-t = 90+75-13.6 = 151.4mm Lc = length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =150mm Anc = net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4 - 0.076x(90/13.6)x(250/410)x(151.4/150) =1.09 > 0.7 < 1.44 157 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Tdn = 0.9x{7.8x(300-3x22-13.6)} x410/1.25+1.09x {2x(90-7.8/2)x13.6}250/1.1 = 1087.6KN > 856.42KN (1712.85/2=856.42) OK Member L3-L4 Axial force =2139.97 KN (T) No. of bolts= 2139.97x10^3/(2x78478.4) = 14 Provide 15 bolts Try double channel section of DC300. Check: 1. Design strength due to yielding of gross section: Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 2x45.64+2x30x0.8 =139.28 cm^2 fy= yield strength of the material =250 Mpa ϒm0=partial safety factor for the yielding =1.1 Tdg=139.28x100x250/(1.1x1000) =3165.45 KN >2139.97 KN ok 2. Rupture strength of the channel section Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 Where β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =90mm bs=shear lag width =w+wt-t =90+75-13.6 = 151.4mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =150mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4-0.076x(90/13.6)x(250/410)x(151.4/200) =1.168 >0.7 <1.44 Tdn=0.9x{7.8x(300-3x22-13.6)} x410/1.25+1.168x{2x(90-7.8/2)x13.6}250/1.1 = 1129.158KN >1069.985KN (2139.97/2=1069.985) OK Member U2-L3 158 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Axial force = 891.194 KN(T) No. of bolts= 891.194 x10^3/(2x78478.4) =6 Provide 6 bolts Try with angle section 4-ISA 55x55x8. Check 1. Rupture strength of a single angle connected through one leg and affected by shear lag is given by Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 Where β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =55 bs=shear lag width =w+wt-t =55+30-8 = 77mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =100mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4-0.076x(55/8)x(250/410)x(77/100) =1.155 >0.7 <1.44 Tdn=0.9x{8x(55-22-8/2)} x410/1.25+1.155x{8x(55-4)}250/1.1 = 175.58KN <222.8KN (891.194 /4=222.8) Not safe Try with 4-ISA 60x60x10 1. Rupture strength β=1.4-0.076x(60/10)x(250/410)x(60+35-10)/100 =1.1637 >0.7 <1.44 Tdn=0.9x{10x(60-22-10/2)} x410/1.25+1.1637x{10x(60-5)}250/1.1 = 242.88KN >222.8KN (891.194 /4=222.8) safe 2. Design strength due to yielding of gross section: Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 4x1100+300x8 =6800 mm^2 fy= 250 Mpa ϒm0=partial safety factor for the yielding =1.1 Tdg=6800x250/(1.1x1000) =1545.45 KN >891.194 KN ok 3. Block failure The block shear strength of a bolted connection is the least of 159 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Tdb=Avgxfy/(ϒm0x√3)+0.9xAtnxfu/ϒm1 Or =0.9xAvnxfu/(ϒm1x√3)+ Atgxfy/ϒm0 Where Avg and Avn are the minimum grosss and net areas in shear along the bolt line parallel to line of action of force respectively. Atg, Atn are the minimum grosss and net areas in tension from the bolt hole to the edge of a plate, perpendicular to the line of action of force Avg=50x3x10 =1500 mm^2 Avn=(50x3-2.5x22)x10 =950 mm^2 Atg=25x10 =250 mm^2 Atn=(25-22/2)x10 =140 mm^2 Tdb={1500x250/(1.1x√3)+0.9x140x410/1.25}x4/1000 =952.6KN Or ={0.9x950x410/(1.25x√3)+250x250/1.1}x4/1000 = 875 KN Least Tdb=875 KN<891.194KN Not safe Try with 4-ISA 65x65x10 1. Rupture strength β=1.4-0.076x(65/10)x(250/410)x(65+35-10)/100 =1.129 >0.7 <1.44 Tdn=0.9x{10x(65-22-10/2)} x410/1.25+1.129x{10x(65-5)}250/1.1 = 266.13KN > 222.8KN (891.194 /4=222.8) safe 2. Design strength due to yielding of gross section: Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 4x1200+300x8 =7200 mm^2 Tdg=7200x250/(1.1x1000) =1636.4 KN >891.194 KN ok 3. Block failure The block shear strength of a bolted connection is the least of Tdb=Avgxfy/(ϒm0x√3)+0.9xAtnxfu/ϒm1 Or =0.9xAvnxfu/(ϒm1x√3)+ Atgxfy/ϒm0 Avg=50x3x10 =1500 mm^2 Avn=(50x3-2.5x22)x10 =950 mm^2 Atg=30x10 =300 mm^2 Atn=(30-22/2)x10 =190 mm^2 Tdb={1500x250/(1.1x√3)+0.9x190x410/1.25}x4/1000 =1011.6KN Or ={0.9x950x410/(1.25x√3)+300x250/1.1}x4/1000 = 920.4 KN Least Tdb=920.4 KN>891.194KN Safe Member L3-U3 Axial force = 402.945 KN(C) 160 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge No. of bolts=402.945 x10^3/(2x78478.4) =4 Provide 4 bolts Try with angle section 4-ISA80x80x10 with A = 9600 mm2 and ry = 30.1 mm Check for Compression capacity For πΎπΏ π = 0.8∗600 3.01 = 159.47 and buckling class ‘c’, fcd = 53.3 MPa So, Pd = fcdxAg = 510.72 kN >402.945 kN 1. Rupture strength of angle section OK β=1.4-0.076x(80/10)x(250/410)x(80+45-10)/50 =0.54 >0.7 <1.44 Tdn= 0.9x{10x(80-22-10/2)} x410/1.25+0.7x{10x(80-5)}250/1.1 = 168.39KN >100.73KN (402.945 /4=100.73) safe 2. Block failure The block shear strength of a bolted connection is the least of Tdb=Avgxfy/(ϒm0x√3)+0.9xAtnxfu/ϒm1 Or =0.9xAvnxfu/(ϒm1x√3)+ Atgxfy/ϒm0 Avg=50x2x10 =1000 mm^2 Avn=(50x2-1.5x22)x10 =670 mm^2 Atg=40x10 = 400 mm^2 Atn=(40-22/2)x10 = 290 mm^2 Tdb={1000x250/(1.1x√3)+0.9x290x410/1.25}x4/1000 = 867.3KN Or ={0.9x670x410/(1.25x√3)+400x250/1.1}x4/1000 = 820.4 KN Least Tdb = 820.4 KN > 402.945 KN safe JOINT U2 Member U2-L2 Axial force = 711.925 KN No. of bolts= 711.925 x10^3/(2x78478.4) =5 Provide 6 bolts Try with angle section 4-ISA100x100x10 with A = 112 cm2 and ry = 3.8 cm Check for Compression capacity For πΎπΏ π = 0.8∗600 3.8 = 126.32 and buckling class ‘c’, fcd = 77.76 MPa So, Pd = fcdxAg = 870.9 kN > 711.925 kN OK 1. Rupture strength of single angle section 161 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge β=1.4-0.076x(100/10)x(250/410)x(100+60-10)/100 = 0.71 >0.7 <1.44 Tdn=0.9x{10x(100-22-10/2)} x410/1.25+0.71x{10x(100-5)}250/1.1 = 368.8 KN >178KN (711.925/4 = 178) safe 2. Block failure The block shear strength of a bolted connection is the least of Tdb=Avgxfy/(ϒm0x√3)+0.9xAtnxfu/ϒm1 Or =0.9xAvnxfu/(ϒm1x√3)+ Atgxfy/ϒm0 Avg=50x3x10 =1500 mm^2 Avn=(50x3-2.5x22)x10 =950 mm^2 Atg=40x10 =400 mm^2 Atn=(40-22/2)x10 =290 mm^2 Tdb={1500x250/(1.1x√3)+0.9x290x410/1.25}x4/1000 = 1129.7KN Or ={0.9x950x410/(1.25x√3)+400x250/1.1}x4/1000 = 1011.28 KN Least Tdb= 1011.28 KN > 711.925 KN safe Member U1-U2 Axial force =1713.01 KN (C) No. of bolts= 1713.01x10^3/(2x78478.4) = 11 Provide 12 bolts Try double channel section of DC250 Check: 1. Design strength due to yielding of gross section: A = 112 cm2 and ry = 11.18 cm Check for Compression capacity For πΎπΏ π = 0.8∗600 11.18 = 53.67 and buckling class ‘c’, fcd = 177.49 MPa So, Pd = fcdxAg = 2236.37 kN > 1713.01 kN OK Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 2x39+2x30x0.8 =126cm2 fy= yield strength of the material =250 Mpa ϒm0=partial safety factor for the yielding =1.1 Tdg=126x100x250/(1.1x1000) =2863.64KN >1713.01 KN ok 2. Rupture strength of the channel section Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 162 Design of Bridge Over Kerunga Khola, Chitwan Where 2069 – AB Bridge β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =80mm bs=shear lag width =w+wt-t =80+50-14.1 = 115.9mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =150mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4-0.076x(80/14.1)x(250/410)x(115.9/150) =1.197 >0.7 <1.44 Tdn=0.9x{7.2x(250-3x22-14.1)} x410/1.25+1.197x{2x(80-7.2/2)x14.1}250/1.1 = 947.23KN >856.505KN (1713.01/2=856.505) safe Member U2-U3 Axial force =2139.97 KN (C) No. of bolts= 2139.97x10^3/(2x78478.4) = 14 Provide 15 bolts Try double channel section of DC300 Check: 3. Design strength due to yielding of gross section: A = 140.6 cm2 and ry = 11.64 cm Check for Compression capacity For πΎπΏ π = 0.8∗600 11.64 = 30.93 and buckling class ‘c’, fcd = 210 MPa So, Pd = fcdxAg = 2952.6 kN > 2139.97 kN OK 4. Rupture strength of the channel section Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 Where β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =90mm bs=shear lag width =w+wt-t =90+75-13.6 = 151.4mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =150mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg 163 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge t=thickness of the angle β=1.4-0.076x(90/13.6)x(250/410)x(151.4/200) =1.168 >0.7 <1.44 Tdn=0.9x{7.8x(300-3x22-13.6)} x410/1.25+1.168x{2x(90-7.8/2)x13.6}250/1.1 = 1129.158KN >1069.985KN (2139.97/2=1069.985) OK JOINT U1 Member L0-U1 Axial force =1665.33 KN (C) No. of bolts= 1665.33x10^3/(2x78478.4) = 11 Provide 12 bolts Try double channel section of DC250 Check: 1. Design strength due to yielding of gross section: A = 112 cm2 and ry = 11.18 cm Check for Compression capacity For πΎπΏ π = 0.8∗600 11.18 = 53.67 and buckling class ‘c’, fcd = 177.49 MPa So, Pd = fcdxAg = 2236.37 kN > 1713.01 kN OK 2. Rupture strength of the channel section Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 Where β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =80mm bs=shear lag width =w+wt-t =80+50-14.1 = 115.9mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =150mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4-0.076x(80/14.1)x(250/410)x(115.9/150) =1.197 >0.7 <1.44 Tdn=0.9x{7.2x(250-3x22-14.1)} x410/1.25+1.197x{2x(80-7.2/2)x14.1}250/1.1 = 947.23KN >832.665KN (1665.33/2=832.665) safe 164 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Member U1-L1 Axial force = 736.93 KN (C) No. of bolts= 736.93 x10^3/(2x78478.4) =5 Provide 6 bolts Try with angle section 4-ISA 100x100x10 Strength on yielding = 870.9 kN > 736.93 kN OK Check: 1. Rupture strength of single angle section β=1.4-0.076x(100/10)x(250/410)x(100+60-10)/100 = 0.71 >0.7 <1.44 Tdn=0.9x{10x(100-22-10/2)} x410/1.25+0.71x{10x(100-5)}250/1.1 = 368.8 KN >178KN (711.925/4 = 178) safe 2. Block failure The block shear strength of a bolted connection is the least of Tdb=Avgxfy/(ϒm0x√3)+0.9xAtnxfu/ϒm1 Or =0.9xAvnxfu/(ϒm1x√3)+ Atgxfy/ϒm0 Avg=50x3x10 =1500 mm^2 Avn=(50x3-2.5x22)x10 =950 mm^2 Atg=40x10 =400 mm^2 Atn=(40-22/2)x10 =290 mm^2 Tdb={1500x250/(1.1x√3)+0.9x290x410/1.25}x4/1000 = 1129.7KN Or ={0.9x950x410/(1.25x√3)+400x250/1.1}x4/1000 = 1011.28 KN Least Tdb= 1011.28 KN > 711.925 KN safe JOINT L2 Member L1-L2 Axial force =998.38 KN (T) No. of bolts= 998.38x10^3/(2x78478.4) =7 Provide 9 bolts Try double channel section of DC250 Check: 1. Design strength due to yielding of gross section: Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 2x39+2x30x0.8 =126cm2 fy= yield strength of the material =250 Mpa 165 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ϒm0=partial safety factor for the yielding =1.1 Tdg=126x100x250/(1.1x1000) =2863.64KN >998.38 KN ok 2. Rupture strength of the channel section Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 Where β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =80mm bs=shear lag width =w+wt-t =80+50-14.1 = 115.9mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =150mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4-0.076x(80/14.1)x(250/410)x(115.9/150) =1.197 >0.7 <1.44 Tdn=0.9x{7.2x(250-3x22-14.1)} x410/1.25+1.197x{2x(80-7.2/2)x14.1}250/1.1 = 947.23KN > 499.19KN (998.38/2=499.19KN) safe Member U1-L2 Axial force = 1063.369 KN (T) No. of bolts= 1063.369 x10^3/(2x78478.4) =7 Provide 8 bolts Try with angle section 4-ISA 70x70x10 Check: 1. Rupture strength(for single angle) β=1.4-0.076x(70/10)x(250/410)x(70+40-10)/150 =1.1837 >0.7 <1.44 Tdn=0.9x{10x(70-22-10/2)} x410/1.25+1.1837x{10x(70-5)}250/1.1 = 301.801KN >265.84KN (1063.369KN /4=265.84KN) safe 2. Design strength due to yielding of gross section: Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 4x1300+300x12 =8800 mm^2 fy= 250 Mpa 166 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge ϒm0=partial safety factor for the yielding =1.1 Tdg=8800x250/(1.1x1000) =2000KN >1063.369KN ok 3. Block failure The block shear strength of a bolted connection is the least of Tdb=Avgxfy/(ϒm0x√3)+0.9xAtnxfu/ϒm1 Or =0.9xAvnxfu/(ϒm1x√3)+ Atgxfy/ϒm0 Where Avg and Avn are the minimum gross and net areas in shear along the bolt line parallel to line of action of force respectively. Atg, Atn are the minimum gross and net areas in tension from the bolt hole to the edge of a plate, perpendicular to the line of action of force Avg=50x4x10 =2000 mm^2 Avn=(50x4-3.5x22)x10 =1230 mm^2 Atg=30x10 =3000 mm^2 Atn=(30-22/2)x10 =190 mm^2 So, Tdb={2000x250/(1.1x√3)+0.9x190x410/1.25}x4/1000 =1274.078KN Or ={0.9x1230x410/(1.25x√3)+300x250/1.1}x4/1000 = 1111.262 KN Least Tdb=1111.262 KN > 1063.369 KN safe Joint L0 Member L0-L1 Axial force =998.38 KN (T) ( same as member L1-L2) No. of bolts= 998.38x10^3/(2x78478.4) =7 Provide 9 bolts Provide double channel section of DC250 JOINT U3 Member U3-U4 Axial force =2283.18 KN (C) No. of bolts= 2283.18x10^3/(2x78478.4) = 15 Provide 15 bolts Try double channel section of DC300 Check: 1. Design strength due to yielding of gross section: A = 140.6 cm2 and ry = 11.64 cm Check for Compression capacity For πΎπΏ π = 0.8∗600 11.64 = 30.93 and buckling class ‘c’, fcd = 210 MPa So, Pd = fcdxAg = 2952.6 kN > 2139.97 kN OK 2. Rupture strength of the channel section 167 Design of Bridge Over Kerunga Khola, Chitwan 2069 – AB Bridge Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 Where β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =90mm bs=shear lag width =w+wt-t =90+75-13.6 = 151.4mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =150mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4-0.076x(90/13.6)x(250/410)x(151.4/200) =1.168 >0.7 <1.44 Tdn=0.9x{7.8x(300-3x22-13.6)} x410/1.25+1.168x{2x(90-7.8/2)x13.6}250/1.1 = 1129.158KN >1141.59KN (2283.18/2=1141.59KN) OK Member U3-L4 Axial force = 505.25 KN (T) No. of bolts= 505.25 x10^3/(2x78478.4) =4 Provide 4 bolts Try with angle section 4-ISA 55x55x8 Check: 5. Rupture strength of a single angle connected through one leg and affected by shear lag is given by Tdn=0.9xAncxfu/ ϒm1+βxAgoxfy/ ϒm0 Where β=1.4-0.076x(w/t)x(fy/fu)x(bs/Lc) but 0.7≤ β≤(fux ϒm0)/(fyx ϒm1) in which w= width of outstanding leg =55 bs=shear lag width =w+wt-t =55+30-8 = 77mm Lc=length of end connection, i.e., distance between the outermost bolts or length of the weld along the direction of load =100mm Anc=net sectional area of the connected leg Ago=gross area of the outstanding leg t=thickness of the angle β=1.4-0.076x(55/8)x(250/410)x(77/100) =1.155 >0.7 <1.44 168 Design of Bridge Over Kerunga Khola, Chitwan Tdn= 0.9x {8x(55-22-8/2)} x410/1.25+1.155x{8x(55-4)}250/1.1 = 175.58KN < 126.313KN (505.25 /4=126.313KN) safe 2. Design strength due to yielding of gross section: Tdg=Agxfy/ ϒm0 Ag=gross area of the cross section = 4x818+300x12 (size of plate may be reduced) =6872 mm2 fy= 250 Mpa ϒm0=partial safety factor for the yielding =1.1 Tdg=6872x250/(1.1x1000) =1561.81 KN >505.25 KN ok 3. Block failure The block shear strength of a bolted connection is the least of Tdb=Avgxfy/(ϒm0x√3)+0.9xAtnxfu/ϒm1 Or =0.9xAvnxfu/(ϒm1x√3)+ Atgxfy/ϒm0 Avg=50x2x8 =800 mm^2 Avn=(50x2-1.5x22)x8 =536 mm^2 Atg=25x8 =200 mm^2 Atn=(25-22/2)x8 =112 mm^2 Tdb={800x250/(1.1x√3)+0.9x112x410/1.25}x4/1000 =552.14KN Or ={0.9x536x410/(1.25x√3)+250x200/1.1}x4/1000 = 547.23 KN Least Tdb=547.23 KN> 505.25 KN safe 169 View publication stats 2069 – AB Bridge