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The document describes the analysis and design of bridges and box culverts. It provides details of a sample vehicle underpass structure including dimensions, material properties, and loads considered for design. It outlines the process of analyzing loads, designing the substructure including piers and footings, superstructure including girders and diaphragms, and designing a sample box culvert section for flexure and shear. The report was submitted as part of an internship at Larsen & Toubro to fulfill the requirements of a Master's degree in structural engineering.

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Analysis and Design of RCC Bridges and Box Culvert

Research · April 2015

DOI: 10.13140/RG.2.1.2919.8882

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ANALYSIS AND DESIGN OF BRIDGE AND CULVERT
Practical Training Report

Submitted in partial fulfillment for the requirements of the degree

MASTER OF TECHNOLOGY
In
STRUCTURAL ENGINEERING

By
PAUL TOM P.
13ST17F

DEPARTMENT OF CIVIL ENGINEERING

NATIONAL INSTITUTE OF TECNOLOGY KARNATAKA
SURATHKAL, MANGALORE – 575025
July 2014
CERTIFICATE

This is to certify that the Practical Training Report entitled ANALYSIS AND DESIGN

OF BRIDGE AND CULVERT submitted by PAUL TOM P. (Register Number: 13ST17F) as

the record of the work carried out by him, is accepted as the Practical Training Report submission

in partial fulfillment of the requirements for the award of degree of Master of Technology in

Structural Engineering in the Department of Civil Engineering.

Head of Department Faculty Advisor

Dr. Katta Venkataramana Dr. K. Swaminathan
Department of Civil Engineering Professor - Civil Engineering
NIT Karnataka, Surathkal NIT Karnataka, Surathkal
ACKNOWLEDGEMENT

I am extremely thankful to Dr. Katta Venkataraman, Professor & Head,

Department of Civil Engineering, National Institute of Technology, Karnataka for giving
me the opportunity to undergo internship training at Larsen & Toubro, Chennai.

My special thanks to Dr. K. Swaminathan, Professor of the Civil Engineering

Department for all his help and guidance.

I would like to express my deepest sense of respect and indebtedness to my

Internship Supervisor, Mr. Sadasivam V. and Mrs. Nisha K.C., EDRC-Transportation
IC, Larsen & Toubro, Chennai, for their consistent support, guidance, encouragement and
advice during the project.

I owe my wholehearted thanks to Mr. Lingarajan K., who has been my Internship
Mentor for taking time out of his busy schedule for my doubts and clarifications. I also
thank the entire staff of the company for their cooperation and assistance during the course
of my project.

I hope that I can build upon the experience and knowledge that I have gained and
make a valuable contribution towards this industry in the coming future.

i
CONTENTS

ACKNOWLEDGEMENT…………………………………….…………………………. i
CONTENTS……………………………………………………………………………... ii

CHAPTER 1: INTRODUCTION
1.1 BRIDGES……………………………………………………………...………….1
1.2 CULVERT……………………………………………………………….…….….1
1.3 LOADS AND STRESSES………………………………………………………...2
1.4 VEHICLE CLASSIFICATIONS……………………………………………….....2

CHAPTER 2: ANALYSIS AND DESIGN OF SUBSTRUCTURE

2.1 DETAILS OF THE STRUCTURE …………………………………………….…4
2.1.1 Determination of Permissible Stresses…………………………………….…6
2.2 CALCULATION OF LOADS AND MOMENTS………………………………...7
2.2.1 Dead Load Analysis……………………………………………………….....7
2.2.2 Live Load Analysis………………………………………………….….........8
2.2.3 Calculation of Longitudinal Forces ………………………………………....9
2.2.4 Bearings……………..……………………………………………….............9
2.2.4.1 Fixed Bearing………………………………………………….…10
2.2.4.3 Free Bearing……………………………………………………...10
2.2.5 Wind Forces …………………………………………………………….….10
2.2.6 Seismic Forces……………………………………………………………...11
2.2.7 Load Combinations…………………………………………………...……12
2.3 PIER DESIGN………...……………………………………………………….…13
2.3.1 Design of Pier Cap ……………………………………………………..…..14
2.3.2 Design of Footing ………………...……………………………………..…15

CHAPTER 3: ANALYSIS AND DESIGN OF SUPERSTRUCTURE

3.1 SECTION PROPERTIES………………………………………………………...17

3.2 LOAD ANALYSIS…………………………………………………………...….18
3.2.1 Live Load Positions………………………………………………………...18
3.2.2 Load Summary……………………………………………..…………........20
3.2.3 Load Combinations…………………………………………...…………....20

ii
3.3 GIRDER DESIGN……………………………………………………………….20
3.4 SHEAR CONNECTOR DESIGN…………………………………………...…...21
3.5 DIFFERENTIAL SHRINKAGE STRESS……………………………………….21
3.6 DIAPHRAGM DESIGN……………………………………………………...….22

CHAPTER 4: ANALYSIS AND DESIGN OF BOX CULVERT

4.1 DETAILS OF THE STRUCTURE..……………………………………………...25
4.2 MODELLING OF THE STRUCTURE………………………………………......25
4.3 LOAD CALCULATIONS…………………………………………………...…..25
4.3.1 Dead Load……………………………………………………………….....25
4.3.2 Live Load…………………………………………………………………..26
4.3.3 Load Combinations…………………………………………………...……28
4.4 DESIGN OF BOX SECTION……………………………………………………29
4.4.1 Design for Flexure………………………………………………………….29
4.4.2 Design for Shear……………………………………………………………31

REFERENCES …………………………………………………………………..……..32

ANNEXURE 1 : SAMPLE DESIGN OF SUB-STRUCTURE

ANNEXURE 2 : SAMPLE DESIGN OF SUPER-STRUCTURE

iii
1. INTRODUCTION

This internship was carried out at Larsen & Toubro, EDRC, Transportation IC, with the
objective of gaining first-hand knowledge about the technical practices in a structural
design office, office ethics and corporate lifestyle. L & T Transportation Infrastructure
handles major roadway projects which includes National and State Highways all around
India and associated structures like flyovers, Vehicle Underpass (VUP), Pedestrian
Underpass (PUP), Rail Over Bridge (ROB), major & minor bridges and cross-drainage
works like culverts. The structural design wing of this department handles these structures
of all Infrastructure Projects. The design of the VUP Sub-structure & Super-structure and
box culvert included in this internship report are designed based on the Working Stress
Method as per the design codes published by The Indian Roads Congress.

1.1 BRIDGES

A bridge is a structure having a total length above 6m between the inner face of the dirt
walls for carrying traffic or other moving loads over a depression or obstruction such as
channel, road or railway. They are classified as minor or major bridges as per the criteria
given below:
 Minor Bridges – Span greater than 6m upto 60m
 Major Bridges – Span greater than 60m

1.2 CULVERT

A culvert is a cross-drainage structure having a total length of 6m or less between the inner
faces of the dirt wall or extreme vent-way boundaries measured at right angles thereto.

The types of culverts are:

 Box Culvert
 Pipe Culvert
 RCC Solid Slab Culvert

1
1.3 LOADS, FORCES AND STRESSES

The loads and stresses considered in the design are as follows (as per IRC 6-2010):

1. Dead Load
2. Live Load
3. Impact factor due to vehicular live load
4. Vehicle Collision Load
5. Wind Load
6. Longitudinal forces due to braking
7. Earth Pressure (including live load surcharge)
8. Temperature Effect
9. Seismic Forces

1.4 VEHICLE CLASSIFICATIONS

The major classifications of vehicles considered as live load for design are

 CLASS 70R WHEELED

Adopted on all roads on which permanent bridges and culverts are constructed.
Should also be checked for Class A Loading.

2
 CLASS 70R TRACKED

 40 TONNES BOGIE LOAD

 CLASS A
Adopted on all roads on which permanent bridges and culverts are constructed.

3
2. ANALYSIS AND DESIGN OF SUBSTRUCTURE

2.1 DETAILS OF THE STRUCTURE

1.5 FREE FIXED 1.5

1 1

Wearing coat
Slope

3000 RCC DIAPHRAGM

JACK LOCATION
3500 1500

RCC PIER CAP

RCC PIER

Fig 1: Typical section of a pier

This includes all the details required by the designer for carrying out analysis. For the
substructure design of abutment piers the details required are:

 Grade of concrete and steel

 Span of Bridge

4
 Width of carriageway and percentage of camber
 Reduced levels of ground, footing, pier cap, etc.
 Type of bearing
 Nature of traffic (live load)
 Seismic Zone, importance factor, type of soil, etc.
 Basic Wind Speed
 Safe Bearing Capacity of Soil

Fig 3: Elevation and plan of an Abutment Pier

5
Fig 2: Transverse Section of a Pier
2.1.1 DETERMINATION OF PERMISSIBLE STRESSES

As per IRC 21-2000 (Cl. 306.4.3), long columns are subject to a Stress Reduction
Factor given by,

β = 1.5 – lef /(100 x rmin)

lef – Effective length of pier
rmin – Least radius of gyration

This is applicable only if the Slenderness ratio (lef / rmin) is greater than 50, ie. for long
piers.

Stresses are increased when analyzing for wind and seismic consideration by 33% and
50% respectively.

6
For M35 concrete,

Normal 11.70 MPa

Permissible flexural compressive stress in
Wind (33% increase) 15.56 MPa
concrete, σcbc
Seismic(50% increase) 17.55 MPa
Normal 240.00 MPa
Permissible flexural tensile stress in steel, σst Wind(33% increase) 319.20 MPa
Seismic(50% increase) 360.00 MPa
Normal 205.00 MPa
Permissible compressive stress in steel, σst Wind (33% increase) 272.65 MPa
Seismic(50% increase) 307.50 MPa

As per table 1 of IRC 6-2010, for wind load case the permissible stresses are increased by
33% and for seismic case it is increased by 50%.

2.2 CALCULATION OF LOADS AND MOMENTS

The first step in the design of any structure is the analysis of various dead loads, Super-
Imposed Dead Load (SIDL), live loads, seismic loads, wind loads and longitudinal loads.

2.2.1 DEAD LOAD ANALYSIS

Dead load reactions can be directly taken from the STAAD model or can be manually
calculated by considering the dead load due to superstructure (girder, diaphragm and deck
slab). Longitudinal moments are calculated in the same way by multiplying reactions with
the longitudinal eccentricity which is the distance between the centerline of pier and
bearing.

The reaction on each bearing due to girder, diaphragm and deck slab and due to Super-
imposed Dead Load, SIDL (wearing coat and crash barrier) is found out separately.

7
The dead load due to self-weight of pier cap, pier shaft and footing is also separately
calculated by multiplying the unit weight of concrete (25kN/m3) by their respective
volumes

2.2.2 LIVE LOAD ANALYSIS

The live load for each load combination can be calculated manually as well as with the
help of a STAAD model.

For the STAAD model vehicle definitions has to be provided as per IRC 6-2010, for the
load calculations and position of load has to be inputted as per IRC 6-2010.

A point worth noting is that STAAD requires the distance to the centerline of the outermost
wheel away from the origin along the transverse direction, while during manual calculation
of transverse moments the eccentricity of the center of gravity from the centerline of the
carriage-way is used.

As per IRC 6-2010 table 2, for a 3 lane, 12m wide carriage-way, 2 critical load
combinations are possible.

 One Class 70R + One Class A

 Three Class A

One Class 70R; this configuration is checked for criticality as it generates maximum
transverse moment.

The reactions on each bearing is noted down from the STAAD model for design of pier
cap and for the calculation of transverse and longitudinal moments.

As per IRC 6-2010 Cl. 205, for 3 lane traffic, a 10% reduction is to be considered for the
longitudinal effect as the probability of the characteristic loads acting simultaneously is
low.

8
2.2.3 CALCULATION OF LONGITUDINAL FORCES

Longitudinal forces in bridges are generated due to the following factors:

 Braking Effect
 Frictional resistance due to change of temperature or any other cause.

2.2.4 BEARINGS

Free-End Pier Fixed-End Pier

Fig 4: Bearings

Horizontal Reaction Horizontal Reaction

Vertical
Type of Bearing along longitudinal along transverse
Reaction
direction direction

Fixed Pot Bearing

Guided Bearing along

transverse direction
Guided Bearing along
longitudinal direction

Free Bearing

9
2.2.4.1 FIXED BEARING

They are restrained against movement along transverse and longitudinal direction. The
longitudinal forces due to fixed bearing are calculated using the formula:

Fh - μ (Rg + Rq)

Fh/2 + μ (Rg + Rq)

Where, μ is the coefficient of friction at the movable bearing (values obtained from IRC 6-
2010 Cl. 211.5.1).

Rg is the reaction due to dead load

Rq is the reaction due to live load

Fb is the applied horizontal force (due to braking)

2.2.4.2 FREE BEARING

Braking forces which act in the longitudinal direction above bearing level are zero as the
bearing is free in the longitudinal direction in a free-end pier. They are only restrained in
the transverse direction. They don’t resist braking forces. The longitudinal forces due to
friction generated due to movement of bearings are calculated using the formula:

μ (Rg + Rq)

2.2.5 WIND FORCES (Cl 209 IRC 6-2010)

The IRC code mentioned gives equations for the transverse and vertical wind force, the
variables being Drag coefficient, CD (for horizontal force), lift coefficient (CL) , gust factor
(G) , area resisting the force and hourly mean wind pressure (Pz), all of which are given in
the above mentioned clause.

The hourly mean wind pressure is given for varying heights (height exposed above mean
retarding surface) with a basic wind speed of 33ms-1 in table 4 of IRC 6-2010, which has

10
to be multiplied by the ratio of squares of basic wind speed at the location to the base wind
speed corresponding to table 4 (ie. 33ms-1) to obtain the wind pressure corresponding to
the considered location. Intermediate values can be interpolated.

The longitudinal wind load is taken as 25% of the transverse wind load.

The lever arm distance to the center of gravity of the considered portion is also determined
for calculation of moments.
Transverse Wind Force, Ft = Pz x A x G x CD
Vertical Wind Force, Fv = Pz x A x G x CL

2.2.6 SEISMIC FORCES

The Seismic Coefficient Ah is given by the equation,

Ah= (Z/2) x (I/R) x (Sa/g)

Where, Z is the zone factor
I - Importance factor
R - Response Reduction Factor
Sa/g - Seismic Response Acceleration Coefficient for 5% damping.

The values for zone factor, importance factor and Response Reduction Factor are given in
IRC 6-2010 in tables 6, 7 and 8 respectively.

The value for the Seismic Response Acceleration Coefficient depends on the type of soil
and time period of vibration and is given in Cl 219.5.1 in IRC 6-2010 for various types of
soils.

The time period for vibration is given by,

T = 2 x (D/1000F)1/2
Where D – Approximate Dead Load of Superstructure or Live Load
F – Horizontal force in kN required to be applied at the center of mass of the superstructure
for 1mm horizontal deflection at the top of the pier/abutment along the considered direction
of the horizontal force. (Stiffness in kN/mm)
11
The value of stiffness is taken as, F = 3EI/L3
E – Modulus of Elasticity of concrete
I – Moment of Inertia of the section about the axis considered
L – Length of the member

The seismic horizontal force are separately determined for the dead load on superstructure,
SIDL, dirt wall, substructure, pier and live load. Longitudinal Seismic forces are taken as
zero for dead load due to super structure, SIDL and for live load as the pier being designed
has free bearings.

2.2.7 LOAD COMBINATIONS

The following load combinations will be considered in the analysis for determination of
critical values of bending moment and shear force.

1. DL + SIDL (without live load)

2. DL + SIDL + LL-70R + Longitudinal Frictional Forces
3. DL + SIDL + LL-70R+Class A + Longitudinal Frictional Forces
4. DL + SIDL + LL-3 Class A + Longitudinal Frictional Forces
5. DL + SIDL + LL-70R + Longitudinal Frictional Forces + Wind
6. DL + SIDL + LL-70R+Class A + Longitudinal Frictional Forces +Wind
7. DL + SIDL + LL-3 Class A + Longitudinal Frictional Forces + Wind
8. DL + SIDL + Long. Seismic Force (without live load)
9. DL + SIDL + 20% LL- 70R + Long. Frictional Forces + Long. Seismic Force
10. DL + SIDL + 20% LL- 70R+Class A + Long. Frictional Forces + Long. Seismic
Force
11. DL + SIDL + 20% LL- 3 Class A+ Long. Frictional Forces + Long. Seismic Force
12. DL + SIDL + Long. Frictional Forces + Trans. Seismic Force (without live load)
13. DL + SIDL + 20% LL- 70R+Long. Frictional Forces + Trans. Seismic Force
14. DL + SIDL + 20% LL- 70R+Class A + Long. Frictional Forces + Trans. Seismic
Force
15. DL + SIDL + 20% LL- 3 Class A+ Long. Frictional Forces + Trans. Seismic Force

12
Only 20% of Live Load is taken for the load combinations involving Seismic forces under
the assumption that only 20% of the live load acts on the super-structure in the event of an
earthquake. (Cl. 219.5.2, IRC 6-2010)

The vertical force, horizontal force in transverse and longitudinal direction and Moments
in transverse and longitudinal direction are found out for these load combinations at the
bottom of pier and bottom of foundation. All load cases are checked if they are within
permissible limits of stresses in steel and concrete.

Note: Seismic loads are increased by 25% in seismic cases for calculating the forces at the
bottom of the footing and all moment are recalculated for lever arm distance increased by
the depth of the footing.

2.3 PIER DESIGN

The area of concrete required for pier to resist axial load is calculated by dividing the
maximum axial load value amongst all the load combinations by the permissible stress in
concrete for the respective load case. The area of steel provided in any case shall not be
less than 0.3% of the gross sectional area of concrete (Cl. 306.2.2 IRC 21-2000).

The cross-sectional area of longitudinal reinforcement shall not be less than 0.8% nor more
than 8% of the gross cross-sectional area. (Cl. 306.2.1 IRC 21-2000).

As per Cl. 306.3 the diameter of transverse reinforcement of any type shall not be less than
one quarter the diameter of the largest longitudinal bar in that region of the column and in
no case less than 8mm. The pitch of transverse reinforcement shall not exceed 300mm or
the least of the least lateral dimension of the column or 12 times the diameter of the smallest
longitudinal reinforcement in the column.

It may be noted that permissible stress in steel as well concrete is increased by 33% for
wind load case and by 50% for seismic cases.

13
2.3.1 DESIGN OF PIER CAP

Here only the critical reactions on bearings on one side of the pier along the transverse
direction are considered for each load case.

Pier cap is designed at the face of the pier, which have higher values of shear force and
moment and at a distance ‘d’ away from the face of the pier, where d is the effective depth,
where the forces and moments are lower thereby reducing the reinforcement required.

Checks for corbel action are performed where, if a/d >1, the pier cap is designed as a
cantilever beam.

The impact factor is calculated for class 70R and class A vehicle, and the total shear force
and bending moment are adjusted accordingly. The shear force and bending moment due
to self-weight of pier cap, bearing pedestal, dirt wall and centrifugal forces are also
calculated and added to the obtained values.

For the torsion (longitudinal moment) values in the pier cap, the equivalent bending
moment and equivalent shear force are calculated as per IRC 21-2000, Cl. 304.7.2.3.1 and
Cl. 304.7.2.4.2, and the values are added to the values of shear force and bending moment
already calculated.

Design is carried out at pier face and at ‘d’ distance away from face of the pier by
considering the maximum value of shear force and bending moment by working stress
method where,

Effective depth required, dreq = (M/Qb)1/2

where dreq- Effective depth required
M – Bending Moment at the section
Q = (1/2) x j x k x σcbc
j = 1 – (k/3)
k = (280/(3 x σcbc)) / (280/(3 x σcbc) + σst)

σcbc & σst are the permissible flexural strength in steel and concrete respectively.

14
Area of steel required, Ast req = M / ( σst x j x d)

Note : Value of Q & j varies for each load case as permissible stresses in steel and concrete
are increased for wind by 33% and seismic case, it is increased by 50%.

Side face reinforcement of 0.05% of gross area is provided on each face. The sections are
also designed for shear and torsion by providing the appropriate reinforcement as per the
design procedure in IRC 21-2000 Cl 304.7.

2.3.2 DESIGN OF FOOTING

Firstly the additional load on the footing bottom due to self-weight of footing, soil above
footing and due to earth-fill are calculated. The earth-fill and the eccentricity between the
centerline of pier and footing exerts a moment on the footing in the longitudinal direction,
this value is added to the existing moments at the bottom of the footing.

The revised values of vertical load, longitudinal and transverse moments are calculated
after which the stresses at the corners of the footing is calculated using the formula,

P/A ± ML/ZL ± MT/ZT

The net pressure is calculated by reducing the stress due to self-weight of footing and soil
from the total stress and stresses are interpolated to obtain the stress at the center of each
face of the location of the pier.

The critical value of bending moment for section along traffic direction and across traffic
direction is calculated for each load case to determine the reinforcement required at each
face using working stress equations used for pier cap design.

Critical sections are taken at a distance deff along the traffic direction and across the traffic
direction and critical values of shear fore is calculated for the punching shear check.

Punching Shear Stress, τcp = Vp / Aps

Punching Shear, Vp = (P1 + P2 + P3 + P4) / 4 x Effective area in carrying punching shear
Aps – Area resisting punching shear

15
The value of shear stress has to be within permissible limits as per IRC 21-2000 Cl.
307.2.5.5, which states that punching shear stress shall not be less than 0.16 x (fck)1/2.

Fig 5: Dimensional Reinforcement Detail of Sub-structure & Foundation

16
3. ANALYSIS AND DESIGN OF SUPERSTRUCTURE
The superstructure consists of the girder, deck slab and crash barriers. The girders rest
on the bearings through which forces and moments are transferred to the sub-structure.

3.1 SECTION PROPERTIES

The section properties of the girders are initially assumed as per standards or from previous
experience and later checks are done in the design stages to ensure safety. From
calculations the Moment of inertia, area of cross-section and center of gravity of the section
is calculated.

Fig 6: Dimensional Section details of a Girder

The section properties for the composite section, i.e. the section including the deck slab is
also determined from the properties of the individual sections by considering unit width of

17
deck slab for each girder. These section properties are used in creating a STAAD Pro
grillage model for analysis.

3.2 LOAD ANALYSIS

The various load cases considered for the design on the superstructure are:
 Dead Load (Girder + Deck Slab + Diaphragm)
 Super-imposed Dead Load ( Crash Barrier + Wearing Coat)
 Live Load Cases
o Class 70R eccentric
o Class 70R on the inner girder
o Class 70R + 1 Class A
o 3 Class A

The live load cases shown above are for a 3 lane carriage way. The live load combinations
may be changed based on the carriageway width as per IRC 6-2010, table 2.

The shear force and bending moment for each of these load cases are determined at a
distance, ‘d’ away from the support m, at 0.25leff from the support and at the mid-span.

The section is designed for the flexure requirement at mid-span. The longitudinal
reinforcement obtained may be curtailed at a section of 0.25leff from the support based on
the moments at that section.

3.2.1 LIVE LOAD POSITIONS

 CLASS 70R Eccentric

CLASS 70R

4.0 1m

18
 CLASS 70R ON INNER GIRDER

CLASS 70R

5.465m

 CLASS 70R + 1 CLASS A

10m

CLASS 70R CLASS A

4.0 1m

 3 CLASS A

6.15m
CLASS A CLASS A CLASS A

2.65
9.65m

19
3.2.2 LOAD SUMMARY
 The load analysis is summarized for the section at effective depth, ‘d’, away from the
support and at the mid-span for design purposes.
 All the loads and moments are tabulated by taking into considerations the impact factor
for the live load and the longitudinal effect for the various lane configurations.
 Also each live load case is analyzed for maximum shear force and maximum bending
moment condition from the STAAD model and are listed as separated load cases.
 Loads are listed separately for the inner and outer girder.

3.2.3 LOAD COMBINATIONS

All the live load cases are each combined with the Super-imposed Dead Load (SIDL)
as these come under the service condition and the critical value is taken as the
maximum results from inner and outer girder results, which is used for carrying out the
design.

3.3 GIRDER DESIGN

The girder design is carried out at the mid-span for the construction stage where only dead
load is considered followed by the curtailment design at the required distance from the
support. After this design is carried out for the composite section in service stage in a
similar fashion and stresses are now combined and checked whether they are within
permissible limits.

The design of girders are carried as a T flange, by determining the neutral axis depth and
this depth is used to determine the revised stresses in steel and concrete due to axial force
combined with biaxial bending.

For the construction stage only the dead load is considered along with the self-weight of
the deck slab as it is cast at a later stage. The SIDL along with live load case is considered
in the service stage and design is carried out. The stresses in concrete and steel are checked
if they exceed the permissible limits.

20
Shear reinforcement is also determined at these 2 sections as per IRC 21-2000 Cl. 304.7.1.

Fig 7: Dimensional Reinforcement Details of Girders

3.4 SHEAR CONNECTOR DESIGN

The deck slab and girder being cast and placed separately are not monolithic and hence
requires a connection for load transfer. This is facilitated with the help of shear connectors
which are cast in the girders in the casting yard with the shear connectors projecting above
the top of the girder. The deck slab is cast around this thereby helping the superstructure
withstand shear.

The maximum shear force due to live load and SIDL are considered for the design as 1.3DL
+1.5 LL, as these are the only loads on the deck slab. Dead load is not considered.

3.5 DIFFERENTIAL SHRINKAGE STRESS

As the various components of the superstructure are cast at different times, the concrete is
of different age and shrinkage occurs in the various components non-uniformly. This
generates a stress known as Differential Shrinkage Stress.

21
It is calculated as per BS 5400-4 1990 Cl. 7.4.3.5

Mcs = ediff x Ecf x Acf x acent

Where, ediff – Differential Shrinkage Strain
Ecf – Modulus of elasticity of the concrete flange
Acf – Area of the effective concrete flange
acent – Distance of the centroid of the concrete flange from the centroid of the composite
section
Φ – Reduction coefficient to allow for creep, taken as 0.43

3.6 DIAPHRAGM DESIGN

G2 G3
G1 G4

Jacking Point

Fig 8 : BMD of Diaphragm from STAAD Pro

The diaphragm beam is also modelled on STAAD to obtain the maximum sagging and
hogging moments, from which the top and bottom reinforcements are designed.

The loads to be considered on the diaphragm are taken for the critical condition, which is
often during jacking. The superstructure is jacked up from time to time, for replacement of
the bearings which may wear off with use. The structure is closed down for vehicle usage

22
during such maintenance and so live loads can be ignored. The loads considered to be
acting on the diaphragm during jacking are the self-weight of girder, deck slab, crash
barrier, wearing coat and self-weight of diaphragm itself

The diaphragm is also provided with shear reinforcement and side face reinforcement as
per IRC 21-2000 Cl. 304.7.1.

23
4. ANALYSIS AND DESIGN OF BOX CULVERTS
A culvert is a structure that allows water to flow under a road, railroad, or similar
obstruction. Typically embedded so as to be surrounded by soil, a culvert may be made
from a pipe, reinforced concrete or any other material. Box Culverts are cross-drainage
structures built beneath roadways which are box shaped as the name suggests. They are
less than or equal to 6m in span along the longitudinal direction of the road.

Fig 9: Plan and sectional elevation of a Box Culvert

24
4.1 DETAILS OF THE STRUCTURE

The basic design data required for analysis of the structure is as follows:

1. Clear span
2. Clear height
3. Dimension of Box Culvert
4. Depth of fill and wearing coat
5. Width of carriage way
6. Soil Properties

4.2 MODELLING OF THE STRUCTURE

The box culvert in modelled as a 2-D member for a 1m strip, restrained with spring
supports. The center-line dimensions of the box culvert are taken for modelling

The stiffness of the supports in the vertical direction is based on ‘Foundation Analysis and
Design’ by Joseph E. Bowles, who states that the Modulus of sub-grade reaction is given
by,

Fs = 40 x S.F. x qa
Where, S.F. is the safety factor
qa is the Safe Bearing Capacity of the soil.
The stiffness, k = ½ x Fs x (Distance between adjacent supports)

4.3 LOAD CALCULATIONS

4.3.1 DEAD LOAD

The dead loads are calculated by considering 1m of the box section. The dead load for top
slab, bottom slab and side walls are calculated separately as a Uniformly Distributed Load
applied on the respective members. The concrete density is generally taken as 25kN/m3.

The Super Imposed Dead Load (SIDL) includes wearing coat, fill and parapet wall. The
wearing coat thickness is generally increased to accommodate future overlay and is also
considered for 1m width and applied as a UDL on the top slab. The parapet wall is of 0.3m
25
width generally and height is provided as required which is including the height of fill. As
the parapet wall is constructed at the sides of the carriage-way, the parapet load is given
throughout the span of the top slab.

Surcharge Live Load is considered to be equivalent to 1.2m of earth fill as per Cl. 214.1
IRC 6.2010. The unit weight of soil fill is taken as 20kN/m3 and the load is applied
horizontally on the side walls.

Earth pressure is considered for the at rest condition. The pressures at top and bottom slab
level are computed and applied on the side walls.

For the High Flood Level (HFL) condition, the water pressure inside the box culvert is
applied vertical down on the bottom slab and the Submerged Soil Pressure is also
calculated and applied horizontally on the side walls. Water pressure acting horizontally
inside and outside will balance each other and is therefore ignored.

4.3.2 LIVE LOAD

For calculation of load dispersion along the traffic direction, as per Cl 305.16.3, IRC 21-
200-, the effect of contact of wheel or track load in the direction of span length shall be
taken as equal to the dimension of the tyre contact area over the wearing surface of the slab
in the direction of the span plus twice the overall depth of the slab inclusive of the thickness
of the wearing surface.

The calculation of load dispersion in the direction across traffic, as per Cl. 305.16.2 IRC
21-2000,

The effective width, beff = α x (1 – a/lo) + bl

α – a constant having values as per the table in Cl. 305.16.2, IRC 21-2000, depending upon
the b / lo ratio, where b is the width of the slab.
a – the distance of the center of gravity of the concentrated load from the nearer support.
lo – the effective span

26
bl – breadth of the concentration area of the load i.e., the dimension of the tyre or track
contact area over the road surface of the slab in a direction at right angles to the span plus
twice the thickness of the wearing coat or surface finish above the structural slab.

If the effective width is greater than the distance between wheels or tracks of the vehicle,
overlapping of load dispersion occurs and net effective width is considered by taking the
load dispersion due to both wheels without overlapping and for calculation of load
intensity, load due to both tracks or wheels are considered.

The load intensity hence calculated is applied as a UDL per meter width on the top slab of
the STAAD model. The tracked and wheeled vehicles (including bogie load) of each class
are separately analyzed for maximum value of bending moment by placing the vehicle at
the center of span and for maximum shear force by placing the vehicle at the edge of the
span. The critical load case hence obtained is considered for design. The shear force and
bending moment values at critical sections are tabulated after considering reduction due to
longitudinal effect and impact factor. (Impact factor need not be considered for bottom slab
and side wall as they are buried in the soil)

The critical section for bending moment are taken at half the thickness of the slab from the
corner nodes which are the equivalent of the inner face of the box culvert and at the center
of the slab. The critical section for Shear Force is taken at a distance,‘d’, effective depth,
away from the face of the support as shown in the following figure.
4 5 6

7
8

9
10
1 2 3
Fig 10: Critical sections of a Box Culvert
27
1,3 – Critical Section for Bending Moment for bottom slab
4,6 - Critical Section for Bending Moment for top slab
7,10 - Critical Section for Bending Moment for side wall
2 - Critical Section for Shear Force for bottom slab
5 - Critical Section for Shear Force for top slab
8,9 - Critical Section for Shear Force for side wall

The braking force is also calculated as per Cl. 211.2 IRC 6-2010 from the load intensity
value, and half of the value so obtained are applied on each edge of the top slab in the
STAAD model.

The pressure on the base slab due to maximum reaction in the supports from STAAD Pro
model should be less than the Safe Bearing Capacity of the soil.

4.3.3 LOAD COMBINATIONS

The critical load combinations considered for design are as follows:

1. DL+SIDL+EP
2. DL+SIDL+EP+LLS-L
3. DL+SIDL+EP+LLS-R
4. DL+SIDL+EP+LLS-BOTH
5. DL+SIDL+EP+LLS-L+LL
6. DL+SIDL+EP+LLS-R+LL
7. DL+SIDL+EP+LLS-BOTH+LL
8. DL+SIDL+EP+LLS-L+LL+BR-L
9. DL+SIDL+EP+LLS-R+LL+BR-R
10. DL+SIDL+EP+LLS-BOTH+LL+BR-L
11. DL+SIDL+EP+LLS-BOTH+LL+BR-R

DL – Dead Load SIDL – Super Imposed Dead Load

EP – Earth Pressure LLS – Live Load Surcharge
BR – Braking Force LL – Live Load

28
The above load combinations are for Low Flood Level, in case of floods, the High Flood
Level (HFL) is considered where Submerged Earth Pressure and water pressure are
additional forces instead of Dry Earth Pressure.

The combinations for HFL are as follows:

1. DL+SIDL+SEP+WP
2. DL+SIDL+SEP+WP+LLS-L
3. DL+SIDL+SEP+WP+LLS-R
4. DL+SIDL+SEP+WP+LLS-BOTH
5. DL+SIDL+SEP+WP+LLS-L+LL
6. DL+SIDL+SEP+WP+LLS-R+LL
7. DL+SIDL+SEP+WP+LLS-BOTH+LL
8. DL+SIDL+SEP+WP+LLS-L+LL+BR-L
9. DL+SIDL+SEP+WP+LLS-R+LL+BR-R

SEP – Submerged Earth Pressure WP – Water Pressure

The design moments are taken as the maximum value at the critical sections considered.

4.4 DESIGN OF BOX SECTION

The critical case is taken for maximum shear force and maximum bending moment
condition at the critical sections 1, 3, 4, 6, 7 and 10 as shown in the figure above.

The design for flexure is done as per Working Stress Design Methodology.

4.4.1 DESIGN FOR FLEXURE

The effective depth for the top slab, bottom slab and side wall are calculated by deducting
the clear cover and depth of stirrup and diameter of the reinforcement bar.

The effective depth required is calculated as per the following procedure and the depth is
checked if safe or not. If not section dimensions need to be revised.

Effective depth required, dreq = (M/Qb)1/2

29
where dreq- Effective depth required
M – Bending Moment at the section
Q = (1/2) x j x k σcbc
j = 1 – (k/3)
k = (280/(3 σcbc)) / (280/(3 σcbc) + σst)
σcbc & σst are the permissible flexural strength in steel and concrete respectively.

The area of steel required is calculated as per the following formula and adequate steel is
provided and spacing of bars are computed. The steel provided has to be greater than the
minimum steel required that is 0.12% of the gross area of section.

Area of steel required, Ast req = M/(σst jd)

The area of distribution steel is considered by considering the load combination 0.2DL +
0.3LL. The bending moment at critical section are computed and required steel is provided
as per the procedure for main reinforcement.

Fig 11: Typical Detailing of a Box Culvert

30
4.4.2 DESIGN FOR SHEAR

The critical cases for shear force in the maximum bending moment and maximum shear
force conditions are considered at the critical sections 2, 5, 8 & 9.

The design shear stress is computed as follows (Cl. 304.7 IRC 21-2000):

Design Shear Stress, τv = V / (b x d)

b – breadth of the member
d – effective depth of the member
V – Design Shear across the section

The value of design shear stress must be less than the maximum shear stress allowed in the
section as per IRC 21-2000 table 12A. The permissible shear stress, τc is determined based
on the percentage of steel provided as given in table 12B IRC 21-2000, and the shear
reinforcement is computed for the unbalanced shear force.

Vertical Shear Reinforcement, Asw = Vs x S / (σs x d)

Asw – Total Cross-sectional area of stirrup legs
Vs = V - τc x b x d
S – Spacing of the stirrups
σs – Permissible tensile stress in shear reinforcement
d – effective depth

31
REFERENCES

1. IRC 6-2010, Standard Specifications and Code of Practice for Road Bridges
Section II – Loads and Stresses (5th Revision)
2. IRC 21-2000, Standard Specifications and Code of Practice for Road Bridges,
Section III – Cement Concrete (Plain and Reinforced) (3rd Revision)
3. IRC-78-2000, Standard Specifications and Code of Practice for Road Bridges,
Section VII- Foundations and Substructures.
4. Dr. V.K. Raina, Concrete Bridge Practice: Analysis, Design and Economics, page
387-396, Design of a RCC section subject to combined Axial Thrust and Biaxial
Bending.
5. Foundation Analysis and Design, 5th edition, by Joseph E.Bowles, McGraw-Hill,
1996.

32
ANNEXURE 1 : SAMPLE DESIGN OF SUB-STRUCTURE
CONTENTS

1 DETAILS OF SUBSTRUCTURE 1
1.1 PERMISSIBLE STRESSES……………………………………………………….... 2

2 DEAD LOAD 3
2.1 REACTION DUE TO DEAD LOAD……………………………………………...... 3
2.2 REACTION DUE TO SIDL……………………………………………………….... 3

3 LIVE LOAD 4
3.1 CLASS 70R………………………………………………………………………..... 4
3.2 CLASS 70R + 1 CLASS A………………………………………………………...... 5
3.3 3-CLASS A………………………………………………………………………….. 6

4 LONGITUDINAL FORCES 7
4.1 FRICTIONAL FORCE……………………………………………………………… 7

5 WIND FORCE 8
5.1 DEAD LOAD……………………………………………………………………...... 9
5.1.1 Superstructure………………………………………………………………..... 9
5.1.2 Sub-structure…………………………………………………………………... 9
5.2 LIVE LOAD…………………………………………………………………............ 9

6 SEISMIC FORCES 10
6.1 SELF-WEIGHT CALCULATION OF PIER……………………………………….. 10
6.2 SEISMIC COEFFICIENT…………………………………………………………... 11
6.2.1 Longitudinal Direction……………………………………………………........ 11
6.3 DEAD LOAD OF SUPERSTRUCTURE……………………….………………….. 11
6.4 SIDL………………………………………….……………………………………… 11
6.5 DIRT WALL……………………..………………………………………………….. 11
6.6 SUB-STRUCTURE………….……………………………………………………… 12
6.6.1 Pier cap……………..………………………………………………………….. 12
6.6.2 Pier……….……………………………………………………………………. 12
6.7 LIVE LOAD 12
6.7.1 Class 70R…………………………….………………………………………... 12
6.7.2 Class 70R + Class A……….………………………………………………….. 12
6.7.3 3-Class A………...…...………………………………………………………... 12

7 LOAD CASES 13
7.1 FORCES AND MOMENTS FOR FOOTING TOP………………………………… 13
7.2 SEISMIC COMBINATIONS FOR FOOTING TOP……………………………...... 14
7.3 SEISMIC COMBINATIONS FOR FOOTING BOTTOM…………………………. 15
7.4 WIND LOAD FOR FOOTING BOTTOM…………………………………………. 15

8 LOAD COMBINATIONS 16
8.1 PIER BOTTOM…………………………………………………………………....... 16
8.2 FOOTING BOTTOM……………………………………………………………….. 20

9 LOAD SUMMARY 24
9.1 BOTTOM OF PIER…………………………………………………………………. 24
9.2 BOTTOM OF FOOTING………………………………………………………….... 25

10 DESIGN OF FREE-END PIER 26

11 MATERIAL STRESSES 27

12 PIER CAP DESIGN 28

13 FOOTING DESIGN 32
13.1 SECTIONAL PROPERTIES………………………………………………………... 32
13.2 EARTHFILL………………………………………………………………………… 33
13.3 FOOTING CORNER STRESSES…………………………………………………... 34
13.4 NET PRESSURE…………………………………………………………………..... 37
13.5 DESIGN AT CRITICAL SECTIONS……………………………………………..... 38
13.6 FOOTING SHEAR………………………………………………………………….. 43
1. DETAILS OF SUBSTRUCTURE

Grade of Concrete 35.00 MPa

Grade of Steel 500.00 MPa
Density of concrete 25.00 kN/m3
Overall span of RCC Girder 20.00 m
Effective Span 19.00 m
Size of Pier
Transverse Direction 3.00 m
Longitudinal Direction (Thickness) 1.00 m
Equivalent width of pier in transverse direction 2.79 m
Depth of pier cap 1.50 m
Thickness of dirt wall 0.30 m
Spacing between bearings 3.00 m
Eccentricity between C/L OF Pier & Bearings 0.11 m
Height of Crash barrier 1.15 m
Thickness of wearing coat 0.06 m
Thickness of deck slab 0.23 m
Depth of RCC Girder 1.50 m
Thickness of bearing 0.07 m
Minimum height of pedestal 0.20 m
% camber 2.50 %
Average thickness of bearing pedestal 0.31 m
Total width of deck slab 12.00 m
Depth of founding level from GL 2.00 m
Depth of footing 1.00 m
GL to footing top level 1.00 m
FRL at pier location 621.59 m
Existing ground level 613.64 m
Average bearing Top level 619.67 m
Pier cap top level 619.30 m
Footing top level 612.64 m
Founding level 611.64 m
Height of pier from GL to pier cap top 5.65 m
Height from bearing level to footing top 7.03 m
Height of pier (i.e.. Footing top to pier cap top) 6.65 m

2
Cross-sectional Area of Pier (A) 2.79 m
4
Least moment of inertia (I) 0.23 m
Least radius of gyration rmin = √(I/A) 0.29 m

1
Note 3 Table 13 IRC 21-2000 lef=1.75l 11.65
Slenderness Ratio ( lef/rmin) 40.34 <50
Hence, Short pier
Stress Reduction factor (only for long column) (1.5-lef/(100*rmin) 1.00

1.1 PERMISSIBLE STRESSES

(Stress increase as per IRC 21-2000)

Permissible flexural compressive stress in concrete σcbc Normal 11.70 MPa Table 9
Wind 15.56 MPa
Seismic 17.55 MPa
Permissible flexural tensile stress in steel σst Normal 240.00 MPa Table 10
Wind 319.20 MPa
Seismic 360.00 MPa
Permissible compressive stress in steel σst Normal 205.00 MPa Table 10
Wind 272.65 MPa
Seismic 307.50 MPa

2
Safe Bearing Capacity of Soil 440.00 kN/m

2
2. DEAD LOAD

2.1 REACTION DUE TO DEAD LOAD

(Girder+Diaphragm+Deck Slab)
Width of pier cap 1.40 m
Values from STAAD Model
Reaction on Bearings
Bearing Reaction (kN) Trans. ecc. Long. ecc. Trans. Moment Long. Moment
B1 357.00 4.50 0.11 1606.50 39.27
B2 379.00 1.50 0.11 568.50 41.69
B3 379.00 -1.50 0.11 -568.50 41.69
B4 357.00 -4.50 0.11 -1606.50 39.27
1472.00 0.00 161.92

2.2 REACTION DUE TO SIDL

(Wearing coat+crash barrier)
Values from STAAD Model
Reaction on Bearings
Bearing Reaction (kN) Trans. ecc. Long. ecc. Trans. Moment Long. Moment
B1 174.00 4.50 0.11 783.00 19.14
B2 31.00 1.50 0.11 46.50 3.41
B3 31.00 -1.50 0.11 -46.50 3.41
B4 174.00 -4.50 0.11 -783.00 19.14
410.00 0.00 45.10

Total reaction due to dead load = 1882.00 kN

3
3. LIVE LOAD

3.1 CLASS 70R

80 120 120 170 170 170 170

A1 A2
6.58 3.98 1.52 2.13 1.37 3.05 1.37

A1 = 256.27 kN
A2 = 743.73 kN

Total Reaction due to Class 70R = 1000.00 kN

0.45 1.20 2.79 6.00

2.96
Maximum Reaction = 743.73 kN
Transverse Moment = 2197.72 kNm
Longitudinal Moment = 81.81 kNm

4
3.2 CLASS 70R + 1 CLASS A

27 27 114 114 68 68 68 68

A1 A2
1.1 3.2 1.2 4.3 3.0 3.0 3.0 5.50

A1 = 142.84 kN
A2 = 357.16 kN

1.95 2.30
7.50

70R A

0.45 1.20 2.79 6.00

2.96 3.10

Transverse Moment = 1090.53 kNm Maximum Reaction = 357.16 kN

Longitudinal Moment = 39.29 kNm Total Reaction due to Class A = 554.00 kN

10% reduction for longitudnal effect as per IRC 6-2010 Cl. 205 Total Reaction = 1100.89 kN

Reaction = 990.80 kN
Transverse Moment = 981.47 kNm
Longitudinal Moment = 35.36 kNM

5
3.3 3-CLASS A
0.4
6

0.45 0 2.3 1.2 2.3 1.2 2.3

4.25 2.75
0.75
Reaction due to 1 Class A vehicle = 357.16
Maximum Reaction = 1071.48 kN
Transverse Moment = 803.61 kNm
Longitudinal Moment = 117.8628 kNm

10% reduction due to longitudnal effect

Maximum Reaction = 964.332 kN

Transverse Moment = 723.249 kNm
Longitudinal Moment = 106.07652 kNm

6
4. LONGITUDINAL FORCES

4.1 FRICTIONAL FORCE

As per Cl. 211.5.1 OF IRC 6-2010, following values of horizontal force have been considered.
μ - Coefficient of friction at movable bearing = 0.05
Rg - Reaction at free end due to dead load = 1882.00 kN
Rq - Reaction at free end due to live load
Class 70R 743.73 kN
Class 70R + Class A 990.80 kN
3 Class A 964.33 kN

S.No. Description of traffic load Horizontal Force = μ(Rg + Rq) kN

1 DL+SIDL+Class 70R 131.29
2 DL+SIDL+Class 70R + 1 Class A 143.64
3 DL+SIDL+3 Class A 142.32

Free pier will have no braking forces acting on pier

Bearing Deformation only needs to be calculated for elastomeric bearing

7
5. WIND FORCE

The project stretch contains less obstructions for wind hence the terrain is considered
to be plain as per table 4 of IRC 6-2010

Basic wind speed for the project stretch 42.5 m/s

Height of the superstructure 8.85 m
Height from GL to bottom of superstructure 5.92 m

For height of 9m & for basic wind speed of 33m/s,

2
Horizontal wind pressure 463.7 N/m
For basic wind speed of 42.5m/s,
2
Horizontal wind pressure, Pz 769.1076 N/m

Transverse wind force , FT ( Cl. 209.3.3 of IRC 6-2010)

FT = P z x A1 x G x C D

A1 - Solid Area in m2
G - Gust factor
CD - Drag Coefficient
Longitudinal wind force FL for superstructure shall be taken as 25% of the
transverse wind force as per Cl. 209.3.4 of IRC 6-2010.

Vertical wind force , FT ( Cl. 209.3.5 of IRC 6-2010)

FL = P z x A3 x G x C D

A3 -Area in plan in m2
G - Gust factor
CL - Lift Coefficient = 0.75

5.1 DEAD LOAD

5.1.1 Superstructure
Length of superstructure resisting wind, l = 10.00 m
Depth of superstructure resisting wind, d = 2.93 m
2
Area of deck resisting wind, A1 = 29.31 m
Width of cross-section, b = 12.00 m
b/d = 4.09

CD for structures supported by single beam = 1.40

CD for structures supported by 2 or more beams = 2.09
Gust factor (G) for spans upto 150m = 2.00
Transverse force on superstructure due to wind, FT = 94.36 kN
Longitudinal force on superstructure due to wind, FL = 23.59 kN
C.G. of the force from bearing level = 1.44 m

8
Vertical Wind Load, FL
Width of superstructure = 12.00 m
2
Area in plan, A3 = 120.00 m
Vertical Wind Load, FL = 138.44 kN

5.1.2 Sub-structure =
Dimension of pier in longitudinal direction, b = 1.00 m
Dimension of pier in transverse direction, t = 3.00 m
Height of pier exposed to wind, h = 5.65 m
t/b = 3.00
h/b = 5.65
As per note 4 of IRC 6-2010 page 30, h/b = 40.00
From table 5 of IRC 6-2010, CD = 1.20
As per IRC 6-2010, Cl. 209.4 Note 1, CD value should be multiplied with maximum of
(1-1.5r/b) or 0.5 for piers with rounded corners, where r is the radius of rounded pier corner.
0.50
For pier with r = 0.5m, (1-1.5r/b) = 0.25
CD multiplication factor = 0.50
CD is multiplied by 0.5 = 0.60
Gust factor, G = 2.00
2
Solid area of projected elevation, A1 = 5.65 m
Transverse force on substructure due to wind = 5.22 kN
Longitudinal force on substructure due to wind = 1.30 kN

Lever arm (from top of footing to C.G. of exposed area)

for wind force acting on substructure = 3.82 m

5.2 Live Load

(Cl. 209.3.3 IRC 6-2010)
Height of deck from GL = 7.64 m
For basic wind speed of 42.5m/s,
Hourly mean speed of wind at deck level = 35.80 m/s
Height of live load from ground level = 10.65 m
For height of 10.95m & for basic wind speed 33m/s
2
Horizontal wind pressure = 473.00 N/m
For height of 10.95m & for basic wind speed 42.5m/s
2
Horizontal wind pressure = 784.53 N/m
Total length of superstructure exposed to wind force = 10.00 m
Height of exposed area of live load (excluding height of crash barrier)
for calculating wind force = 1.85 m
Area of live load resisting wind = 18.50 m2
CD value as per Cl. 209.3.6 of IRC 6-2010 = 1.20
Gust factor (G) for spans upto 150m = 2.00
Transverse wind force due to live load = 34.83 kN
Longitudinal wind force = 8.71 kN

C.G. of force from bearing level = 3.81 m

9
6. SEISMIC FORCES

6.1 SELF-WEIGHT CALCULATION OF PIER

1.4

0.4
1 1

1.1
2 2
4.4

3.2

2
Area of pier cap above section 1-1 = 4.8 m
2
Area of pier cap between section 1-1 & 2-2 = 8.36 m
2
Total area of pier cap per unit width = 13.16 m
3
Volume of pier cap = 18.424 m
C.G. of pier cap above 1-1 from top = 0.2 m
C.G. of pier cap between 1-1 & 2-2 from top = 0.84386 m
C.G. of pier cap from top = 0.60902 m
Self weight of pier cap = 460.6 kN

Height of straight portion of pier = 5.15 m

2
Area of pier = 2.79 m
3
Volume of pier = 14.3685 m
Self weight of straight portion of pier = 359.213 kN
2
C/s area of dirt wall = 0.77 m
Weight if dirt wall = 231 kN
Longitudinal moment due to dirt wall over piercap = 127.05 kNm

Calculation of Seismic Coefficient

Zone Factor = 0.1
Response Reduction Factor (table 5) = 2.5

10
Importance Factor = 1.2

6.2 SEISMIC COEFFICIENT

6.2.1 Longitudinal Direction

4
M.I. of section about its C.G., I = 0.2325 m
Young's Modulus of Elasticity , E = 30172 Mpa
Height of pier above foundation, L = 6.65 m
Stiffness of pier, F = 3EI/L3 = 71401 kN/m
Dead load from superstructure (DL+SIDL), D = 1882.00 kN
Time Period, T=2(D/1000F)0.5
D= Dead load from super structure in kN
F- Stiffness in kN/mm
Time Period, T=2(D/1000F)0.5 = 0.3247 sec
Sa/g (fig 13 IRC -2-2010) = 2.5
Longitudinal Seismic Coefficient = 0.06

6.2.2 Transverse direction

M.I. of section about its C.G., I = 1.8098 m4
Young's Modulus of Elasticity , E = 30172 Mpa
Height of pier above foundation, L = 6.65 m
3
Stiffness of pier, F = 3EI/L = 555792 kN/m
Dead load from superstructure (DL+SIDL) = 1882.00 kN
20% Live load = 198.16 kN
D = 2080.16 kN
0.5
Time Period, T=2(D/1000F) = 0.12236 sec
Sa/g (fig 13 IRC -2-2010) = 2.5
Transverse Seismic Coefficient = 0.06
Seimic force due to permanent load of superstructure acts the the
C.G. of the superstructure

6.3 DEAD LOAD OF SUPERSTRUCTURE

Total Load = 1472.00 kN
Seismic force in Transverse Direction = 88.32 kN
Seismic force in Longitudinal Direction = 0 kN
CG of superstructure from bearing top = 1.2 m

6.4 SIDL
Total Load = 410.00 kN
Seismic force in Transverse Direction = 24.6 kN
Seismic force in Longitudinal Direction = 0 kN
CG of SIDL from bearing top = 1.95 m
6.5 DIRT WALL
Total Load = 231.00 kN
Seismic force in Transverse Direction = 13.86 kN
Seismic force in Longitudinal Direction = 13.86 kN
CG of dirt wall from top of footing = 7.709 m
Height of Dirt wall = 2.108 m

11
6.6 SUB-STRUCTURE

6.6.1 Pier cap

Total Load = 460.60 kN
Seismic force in Transverse Direction = 27.636 kN
Seismic force in Longitudinal Direction = 27.636 kN
CG of pier cap from top of pier cap = 0.61 m
CG of pier cap from top of footing = 6.05 m

6.6.2 Pier
Height from GL to pier cap bottom = 4.15 m
Total Load = 289.81 kN
Seismic force in Transverse Direction = 17.3887 kN
Seismic force in Longitudinal Direction = 17.3887 kN
CG of pier cap from top of footing = 3.0775 m

6.7 LIVE LOAD

Only 20% Live load is considered for seismic case
6.7.1 Class 70R
Total Load = 743.73 kN
Seismic force in Transverse Direction = 8.92476 kN
Seismic force in Longitudinal Direction = 0 kN

6.7.2 Class 70R + Class A

Total Load = 990.80 kN
Seismic force in Transverse Direction = 11.8896 kN
Seismic force in Longitudinal Direction = 0 kN

6.7.3 3-Class A
Total Load = 964.33 kN
Seismic force in Transverse Direction = 11.572 kN
Seismic force in Longitudinal Direction = 0 kN

Horizontal seismic force acts at 1.2m above FRL

C.G. of live load from bearing top = 2.98 m

12
7. LOAD CASES

7.1 FORCES AND MOMENTS FOR FOOTING TOP

The elevation difference between top of bearing to top of 7.03 m

HL ML MT
S.No. Description of loads P (kN) (kN) HT (kN) eL (m) eT (m) (kNm) (kNm)

Dead Load
Self weight of
1.1 superstructure 1472.00 161.92
Weight of dirt
1.2 wall+approach slab 231.00 -127.05
1.3 Weight of pier cap 460.60
1.4 Weight of pier 359.21

2 SIDL 410.00 45.10

3 Live Load
3.1 Class 70R 743.73 81.81 2197.72
3.2 Class 70R + Class A 990.80 35.36 981.47
3.3 3 Class A 964.33 106.08 723.25

4 Longitudinal Forces

4.1 Frictional Force

4.1.1 DL+SIDL+Class 70R 131.29 7.03 922.68
DL+SIDL+Class 70R +
4.1.2 Class A 143.64 7.03 1009.50
4.1.3 DL+SIDL+3 Class A 142.32 7.03 1000.20

5 Wind Load
5.1 On superstructure

5.1.1 Wind over permanent load -138.44 23.59 94.36 8.47 8.47 199.76 799.04
5.1.2 Wind over live load 8.71 34.83 10.83 10.83 94.34 377.35

Net force on superstructure -138.44 32.30 129.19 294.10 1176.39

5.2 On substructure 1.30 5.22 3.82 3.82 4.98 19.94

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6 Seismic Loads

6.1 Longitudinal Seismic Case

Dead load on
6.1.1 superstructure 0.00 8.23 0.00
6.1.2 SIDL 0.00 8.98 0.00
6.1.3 Dirt Wall 13.86 7.71 106.85
6.1.4 Pier Cap 27.64 6.05 167.09
6.1.5 Pier 17.39 3.08 53.51
6.1.6 Live Load
6.1.6.1 Class 70R 0.00 10.01 0.00
6.1.6.2 Class 70R + Class A 0.00 10.01 0.00
6.1.6.3 3 Class A 0.00 10.01 0.00

6.2 Transverse Seismic Case

Dead load on
6.2.1 superstructure 88.32 8.23 726.70
6.2.2 SIDL 24.60 8.98 220.86
6.2.3 Dirt Wall 13.86 7.71 106.85
6.2.4 Pier Cap 27.64 6.05 167.09
6.2.5 Pier 17.39 3.08 53.51
6.2.6 Live Load
6.2.6.1 Class 70R 8.92 10.01 89.33
6.2.6.2 Class 70R + Class A 11.89 10.01 119.00
6.2.6.3 3 Class A 11.57 10.01 115.82

7.2 SEISMIC COMBINATIONS FOR FOOTING TOP

HL ML MT
S.No. Description of loads P (kN) (kN) HT (kN) (kNm) (kNm)

Longitudinal Seismic
1 Case
1.1 L+0.3T (DL+SIDL) 58.88 51.54 327.45 382.50
L+0.3T (DL+SIDL+ Class
1.2 70R) 58.88 54.22 327.45 409.30
L+0.3T (DL+SIDL+ Class
1.3 70R+ Class A) 58.88 55.11 327.45 418.20
L+0.3T (DL+SIDL+ 3 Class
1.4 A) 58.88 55.01 327.45 417.25

2 Transverse Seismic Case

2.1 T+0.3L (DL+SIDL) 17.67 171.80 98.23 1275.00
T+0.3L (DL+SIDL+ Class
2.2 70R) 17.67 180.73 98.23 1364.33
T+0.3L (DL+SIDL+ Class
2.3 70R+ Class A) 17.67 183.69 98.23 1394.01
T+0.3L (DL+SIDL+ 3 Class
2.4 A) 17.67 183.38 98.23 1390.83

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For Footing bottom , depths are increased by 1m and seismic forces are increased by
7 Seismic Loads

7.1 Longitudinal Seismic Case

Dead load on
7.1.1 superstructure 0.00 9.23 0.00
7.1.2 SIDL 0.00 9.98 0.00
7.1.3 Dirt Wall 17.33 8.71 150.88
7.1.4 Pier Cap 34.55 7.05 243.40
7.1.5 Pier 21.74 4.08 88.63
7.1.6 Live Load
7.1.6.1 Class 70R 0.00 11.01 0.00
7.1.6.2 Class 70R + Class A 0.00 11.01 0.00
7.1.6.3 3 Class A 0.00 11.01 0.00

7.2 Transverse Seismic Case

Dead load on
7.2.1 superstructure 110.40 9.23 1018.77
7.2.2 SIDL 30.75 9.98 306.82
7.2.3 Dirt Wall 17.33 8.71 150.88
7.2.4 Pier Cap 34.55 7.05 243.40
7.2.5 Pier 21.74 4.08 88.63
7.2.6 Live Load
7.2.6.1 Class 70R 11.16 11.01 122.82
7.2.6.2 Class 70R + Class A 14.86 11.01 163.62
7.2.6.3 3 Class A 14.46 11.01 159.24

7.3 SEISMIC COMBINATIONS FOR FOOTING BOTTOM

HL ML MT
S.No. Description of loads P (kN) (kN) HT (kN) (kNm) (kNm)

Longitudinal Seismic
1 Case
1.1 L+0.3T (DL+SIDL) 73.61 64.43 482.91 542.55
L+0.3T (DL+SIDL+ Class
1.2 70R) 73.61 67.77 482.91 579.40
L+0.3T (DL+SIDL+ Class
1.3 70R+ Class A) 73.61 68.89 482.91 591.64
L+0.3T (DL+SIDL+ 3 Class
1.4 A) 73.61 68.77 482.91 590.33

2 Transverse Seismic Case

2.1 T+0.3L (DL+SIDL) 22.08 214.76 144.87 1808.51
T+0.3L (DL+SIDL+ Class
2.2 70R) 22.08 225.91 144.87 1931.33
T+0.3L (DL+SIDL+ Class
2.3 70R+ Class A) 22.08 229.62 144.87 1972.13
T+0.3L (DL+SIDL+ 3 Class
2.4 A) 22.08 229.22 144.87 1967.75

7.4 WIND LOAD FOR FOOTING BOTTOM

5 Wind Load
5.1 On superstructure
5.1.1 Wind over permanent load -138.44 23.59 94.36 9.47 9.47 223.35 893.40
5.1.2 Wind over live load 8.71 34.83 11.83 11.83 103.05 412.18