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It Controls The Capacity of Road. It Has Highest Cost Per KM Run. If Bridge Fails, System Fails

Bridges are structures built to allow passage over physical obstructions like bodies of water or valleys. Bridges are classified based on their materials, usage, structural form, and span length. They are key elements of transportation systems and their design considers factors like traffic capacity, cost, and the impacts of failure. Bridge design methodologies include allowable stress design, ultimate strength design, and load and resistance factor design.

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25 views

It Controls The Capacity of Road. It Has Highest Cost Per KM Run. If Bridge Fails, System Fails

Bridges are structures built to allow passage over physical obstructions like bodies of water or valleys. Bridges are classified based on their materials, usage, structural form, and span length. They are key elements of transportation systems and their design considers factors like traffic capacity, cost, and the impacts of failure. Bridge design methodologies include allowable stress design, ultimate strength design, and load and resistance factor design.

Uploaded by

19riken
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Introduction

 Structure built to span physical obstructions without closing the way underneath such as
body of water, valley, road etc. for the purpose of providing passage over it.

 It can be at multiple levels

 Bridge is a key element in transport system as:


 It controls the capacity of road.
 It has highest cost per km run.
 If bridge fails, system fails.

 Bridge controls the volume and weight of traffic on road.


 Balance between future volumes and cost of bridge has to be found.
Indian postal stamp on
1. Howrah bridge, Kolkata (1943)
2. Mahatma Gandhi setu, Patna (1982)
3. Pamban Bridge, Rameshwaram (1914)
4. Vidyasagar setu, Kolkata (1992)
Components of bridges
• Superstructure
• Bearing
• Sub structure
• Foundation

Bridge deck: Load bearing floor of bridge which carries/spreads the loads to
the main beams. It is either of RCC, PCS, Welded steel etc.
Classification of bridge
• On the basis of materials
• Concrete
• Steel
• Wood
• Hybrid
• Stone/brick

Around 1,20,000 bridges are there in Indian railways. Out of them around
20,000 are stone/brick arch bridges.
Classification of bridge
• On the basis of Usage
• Pedestrain
• Highway
• Railway
• On the basis of Structural form
• Slab
• Girder
• Trusses
• Arch
• Suspension
• Cable stayed
Classification of bridge
• On the basis of span
• Small span (upto 15 m) : Culvert bridges, slab bridges, T-beam bridges, wooden beam
bridges, precast concrete box, Precast concrete I girders, Rolled steel beam bridges

• Medium span (upto 50m): Precast concrete box, Precast concrete I girders, composite
rolled steel beam bridges, composite steel plate girder, Cast in situ RCC box girder, Cast in
situ box girder post-tensioned, Composite steel box girder

• Large span (50-150 m): composite steel plate girder, cast in situ post tensioned box, Post
tensioned concrete segmental bridges, Concrete/steel arch bridge.

• Long span (over 150m): Cable stayed, Suspension bridge.

Minor bridge up to 60m


General design features of a road bridge (IRC:5-2015)
• Width of carriage way
• 4.25m for single lane bridge
• 7.5m for two lane bridge , increase 3.5m for every additional lane of traffic.

• Road bridges shall be provided either for one lane, two lanes or multiple
of 2 lanes. 3 lane bridge for 2 directional traffic is not constructed.

• For all minor bridges of total length upto 60m, width between outermost
faces of bridge shall be equal to full road way width of the approach road
subject to a minimum of 10m or hills/district roads and 12m for other
cases.
General design features of a road bridge (IRC:5-2015)
• For two lane major bridges
• In non-urban situation, the width of carriageway shall be 7.5m and a minimum of
1.5m wide footpath shall be provided on either side
• In urban situation, the width of the bridge shall be equal to full roadway width of
approach road.
• For multi lane bridges, width between outermost face shall be same as
that of full roadway width of approaches. Wherever footpath is provided,
width shall be at least 1.5m.
• For bridges on expressways, hard shoulders must be provided in addition
to the above.
• Standard crash barrier dimensions are in IRC: 5-2015 (Cl: 109.6).
Live Loads (IRC-6)
Vehicle type Wheel system Total load (ton) Nose to tail spacing
(m)
Class A Wheeled 55.4 18.5
Class B Wheeled 33.2 18.5
70 R Tracked 70 90
70 R Wheeled 100 30

For loading shape and pattern check clause 204 of IRC 6


For 70 R
• For multi lane bridges and culverts, each 70R loading shall be
considered to occupy two lanes and no other vehicle shall be allowed
on these vehicles.
• Passing vehicle can only be allowed on lanes other than these two
lanes. Load combinations are shown in table 6, IRC 6.
• Maximum load for wheeled vehicle shall be 20t for a single axle or 40t
for a bogie of 2 axles (Fig 1 Page 10)
• Class 70R is for bridges with width equal to or more than 5.3m.
Minimum clearance between kerb and wheel’s outer face is 1.2m.
For Class A Vehicle
• For CW width of less than 5.3m one lane of Class A is considered to
occupy 2.3m. Remaining width is to be loaded with 500 kg/m2.
• For multi lane bridges, each lane is considered to occupy single lane
for design purpose.
• Ground contact area is shown in Table 2.
• Impact should be added along with the above loading.
Major design principle
• Allowable stress design (ASD):
• The structure design is such that, computed elastic stress is less than a limiting value
such as yield stress of material.
• Elastic stress is computed for the specified design load
• Ultimate strength design (USD):
• Design loads are increased by a factor
• Computed strength (based in ultimate behavior) of member is reduced by a factor.
• Member forces are calculated using elastic analysis.
• Load and resistance factor (LRFD):
• The capacity of the structural member must be larger than the total effect of all loads
acting on the member.
• For demand, factor >1
• For resistance, factor <1
Working stress method
• Basic reasons for stresses are :
• Axial
• Flexure
• Shear
• Torsion
Or combination of the above four.
e.g.
Beams: bending + shear
Slabs: bending
Column: axial + bending

Bridge super structure is majorly governed by flexure and shear.


• IRC 21: 2000 uses working stress method for RCC bridge.
• IRC 112:2011 uses limit state method for RCC bridge.

• Assumptions for WSM :


• Plane sections before bending remains plain after bending.
• All tensile stresses are taken by reinforcement, concrete’s tensile strength is
neglected.
• Stress – strain relation in steel concrete under working stress loads is a straight
line.
• Modular ratio = 280/3σcbc

3σcbc = fck
cbc=> Compressive stress due to bending in concrete.
Permissible stresses in steel and concrete are mentioned in table 9 and table 10: IRC
21-2000
• Assumptions for limit state design (IS 456:2000, page 69):
• Plain sections normal to axis, remain plain after the bending.
• Max. strain in concrete in the outer most section is 0.0035.
• Tensile strength of concrete is ignored.
• Stress block may be assumed to be rectangle, trapezoid, parabola or any other
shape which results in prediction of strength in substantial agreement with the
results of the test.
• The stresses in the reinforcement are derived from representative stress-strain
curve for the type of steel used. For design purpose, partial safety factor = 1.15.
• Maximum strain in tension reinforcement in the section at failure shall not be less
than
Fy/1.15Es + 0.002
Limit State Method
• Ultimate Limit State (ULS) : Covers static equilibrium and failure of
structure under ultimate design load.
• It can be divided into two categories:
• LIMIT STATE OF EQUILIBRIUM When subjected to various design combinations of
ultimate loads, the bridge or any of its components considered as rigid body shall
not become unstable.

• LIMIT STATE OF STRENGTH The bridge or any component shall not loose its capacity
to sustain various ultimate load combinations by excessive deformation. It should
not fail by transferring into mechanism or rupture or crushing or buckling.
• Serviceability limit state (SLS) : Deals with condition of the structure subjected to
influence of serviceability design loads.
• It can be divided into five categories:
• LIMIT STATE OF INTERNAL STRESS Internal stresses developed in the materials of the
structure shall not exceed the specified magnitude when subjected to combination of
serviceability design actions.
• LIMIT STATE OF CRACK CONTROL The cracking of RCC, partially/fully pre-stressed structure
under serviceability load combination is kept within acceptable limits of crack width so that
there is no adverse effect on durability or aesthetics. This can be dealt with controlling the
spacing of reinforcement.
• LIMIT STATE OF DEFORMATION Deformation under combination of design actions should
not affect proper functioning, appearance and riding quality. This needs to be controlled to
achieve proper geometry of finished struct ure.
• LIMIT STATE OF VIBRATION For foot bridges, under carry footway loading specialist literature
has to be referred. For special bridges, dynamic effects of wind load has to be studied. For
other bridges, vibration is assumed to be checked of limit state of deflection is met.
• LIMIT STATE OF FATIGUE Bridge or any component shall not loose capacity due to fatigue in
materials.

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