Survey, Investigation, Design and Estimation of Over Bridge at Budhheswar Chauraha

PROJECT REPORT
On
SURVEY, INVESTIGATION, DESIGN AND
ESTIMATION OF OVER BRIDGE AT SITAPUR
HARDOI ROAD
IN LUCKNOW
Submitted for Partial fulfilment of Awards of
BACHELOR OF TECHNOLOGY
In
CIVIL ENGINEERING
(2014)
By
Ashish Dixit 1036300015
Divyansh Nigam 1036300026
Saurabh Dwivedi 1036313038
Shasak Chaudhary 1036300049

Under the Guidance
Of
Mr. R. S. Mishra

AMBALIKA IMSTITUTE OF MANAGEMENT &
MANAGEMENT
Affiliated to
UTTAR PRADESH TECHNICAL UNIVERSITY, LUCKNOW

DEPARTEMNT OF CIVIL ENGINEERING Page 2

CIVIL ENGINEERING
AIMT
CERTIFICATE
Certified that the project entitled SURVEY, INVESTIGATION,
DESIGN AND ESTIMATION OF OVER BRIDGE AT SITAPUR
HARDOI ROADIN LUCKNOW submitted by Ashish Dixit
(1036300015), Divyansh Nigam (1036300026), Saurabh
Dwivedi (1036313038) and Shasak Chaudhary (1036300049)
in the partial fulfilment of the requirements for the award of the Degree
of Bachelor of Technology (CIVIL ENGINEERING) of U.P. Technical
University, is a record of students own work carried under our
supervision and guidance. The project report embodies results of original
work and studies carried out by students and the contents do not forms
the basis for the award of any other degree to the candidate or to anybody
else.
Mr. Vikas Yadav ( R.S. Mishra)
Department of Civil Engineering Department of Civil Engineering
AIMT, Lucknow AIMT, Lucknow
(Project guide) (Head of Department)


CIVIL ENGINEERING
AIMT
DECLARATION
We hereby declare that the project entitled SURVEY,
INVESTIGATION, DESIGN AND ESTIMATION OF OVER BRIDGE
AT SITAPUR HARDOI ROADLUCKNOW submitted by us in the
partial fulfilment of the requirements for the award of the degree of
Bachelor of Technology(Civil Engineering )of U.P. Technical University,
is record of our own work carried under the supervision and guidance of
Mr. Vikas Yadav of Civil Engineering, AIMT, Lucknow.
To the best of my knowledge this project has not been submitted to G. B.
Technical University or any other University or Institute for the award of
any degree.

Ashish Dixit Divyansh Nigam Saurabh Dwivedi Shasak Chaudhary
1036300015 1036300026 1036313038 1036300049


CIVIL ENGINEERING
AIMT

ACKNOWLEDGEMENT
At the onset, We would like to thank Mr. Vikas Yadav my project guide
without whose constant support and encouragement this project would
not have taken its present shape. He motivated us at every step of the
project work to enable us work with effort. we thank him for providing
valuable information regarding the project .
We would like also to thank head of department Mr.
R. S. Mishra for taking keen interest in this project and providing his
advice where needed to complete the work successfully.
Ashish Dixit Divyansh Nigam Saurabh Dwivedi Shasak Chaudhary
1036300015 1036300026 1036313038 1036300049


PREFACE

This project is based on the latest revision of IRC codes for bridge designing which
are IRC 5: 2000 Standard Specification and Code of Practice for Road Bridges
Section I, IRC 6 : 2000, Standard Specification and Code of Practice For Road
Bridges Section II, IRC 18: 2000 Design Criteria for Prestressed Road Bridges (Post-
Tensioned Concrete), IRC 21:2000 Standard Specification and Code of Practice for
Road Bridges Section III, IRC 22: 1986 Standard Specification and Code of Practice
for Road Bridges Section VI, IRC 83- PART-3 Standard Specification and Code of
Practice for Road Bridges Section IX, IS 456:2000 Code of Practice for Plain and
Reinforced Concrete, IS 1343:1980 Code of Practice for Prestressed Concrete, IS
6006 Specification for Uncoated Stress Relieved Strand for Prestressed Concrete, IS
6403:1981 Code of Practice for Determination of Bearing Capacity, IS 2132:1986
Code of Practice for Sampling in Disturbed and Undisturbed Sample, IS 2131: 1981
Code of Practice for Standard Penetration Test , IS 1892: 1974 Code of Practice for
Field Work Including Existing Ground Water Table, IS 2911 PART 1 TO 3 Code of
Practice for Design and Construction of Pile foundation,
These code place more emphasis on providing sufficient strength and ductility
besides satisfactory serviceability requirements of cracking and deflection in concrete
structures. These codes are based on principal of working stress method of design.

The full range of analysis and design procedure is represented from simpler elements
to complicated one. Special features of this project include emphasis on the survey ,
investigation, design of over bridge in accordance with IS codes as well as IRC codes
for bridge design ,reinforced concrete detailing which implies an understanding of
behavior of plain concrete ,reinforce concrete and pre-stressed concrete.


ABSTRACT

This project presents the results related to simply supported reinforced concrete
bridge deck of span lengths (30 m ) and constant width of 8.2 m, with and without
footpath under eleven possible Indian Road Congress (IRC) vehicle load cases. So,
no of cases were analyzed.
Dimension of deck slabs are taken from standard drawings of the Ministry of Road
Transport & Highways-1991. Under condition A (including footpath, carriageway-
width 7.2 m), due to edge loading, maximum bending moments are similar to IRC
bending moments for the span up to 30 m for few cases. However, for larger spans,
the IRC bending moments are less than bending moments by 5 to 20% , IRC bending
moments are less than bending moments by 4 to 30%. Under centered loading, the
IRC bending moments are similar to bending moments for span up to 4 m under few
cases and less than bending moments by 4 to 23% beyond 4 m. As per IRC, one lane
of Class-70R or two lanes of Class-A and one lane of class-70R with one lane of
class-A or 3 lanes of class-A are to be considered as design live load for condition .
Result agrees with IRC for condition but design bending moment occursUnder IRC
Class-AA Wheeled load or Tracked load condition.


TABLE OF CONTENTS

Page No.

Certificate i

Declaration ii
Acknowledgement iii
Preface iv
Abstract v
Table of contents vi
Chapter-1: Introduction
1.1: General
1.2. About Site and Associated Problem:
1.3. Inside the project
Chapter-2: Literature Review
Chapter-3 : Proposed Methodology
Chapter-4: Economic and Environmental Feasibility
Chapter-5: Geotechnical Investigation of the Proposed Site
Chapter-6: Design of the Bridge component
Chapter-7: Estimation of Over Bridge
Chapter-8: Result and Discusion
Chapter-9: Conclusion, Future scope and Advantage of the
Reference


CHAPTER 1

INTRODUCTION
GENERAL:
This project is entiled as survey, investigating, design and estimation of the over
bridge at Sitapur Hardoi Road in Lucknow. This is an attempt to understand the
methodology behind survey, investigation, design as well as estimation. Further this
project tends to analyze the problem when construction of costly over-bridge becomes
necessary. An emphasis is made on the other solution beside over-bridge to overcome
the traffic problems such as traffic jam and accidents, for this a detailed survey is
done for traffic data and accidents at the project site. Economic and environmental
feasibility is also checked out for this project. This project consists of 8 chapter in
which overall project is explained.
Main purpose of the project is to understand about investigation of site and design of
the bridge. This is composite construction type bridge in which post tensioned girder
as pre-stressed and slab as well as sub-structure as reinforced concrete member are
used. This design may be used as a reference for future project This project deal with
design of substructure as well as super structure so there exist extreme
opportunities to learn in context to design of such important civil structure of over
bridge as well as deep foundation i.e pile foundation .
Secondary purpose of the project is to solve the daily traffic jam at Sitapur Hardoi
Road by making a grade separated intersection by constructing a over bridge at this
intersection.
ABOUT SITE AND ASSOCIATED PROBLEM:
Site is located at Sitapur Hardoi Road in Lucknow. GPS location of the site is 26 50
27.15 N , 80 51 07.84 E . The ROB is situated on Lucknow Sitapur to Hardoi Ring
Road. At this intersection traffic jam takes place due to large volume of the traffic and
uncontrolled traffic operation. There is two way to overcome this problem first is
widening of the road and provision of the rotary as well as automatic signal system
for a smooth and jam free movement. Second is provision of the over bridge at this


intersection. Second attempt is good because the traffic problem cannot be solve by
first method because there is similar arrangement to overcome the traffic jam at
Hazrat Ganj Chauraha, IT Chauraha, Chinhat Chauraha but during these days daily
traffic jam take place at these places due to lack of awareness and selfishness nature/
tendency of violating the rules in haste in the road users. Some problem arises due to
faulty traffic controlling system and some problem arises due to road user
characteristics such as visibility, emotions, patience etc.
INSIDE THE PROJECT:
There are six chapter in the project in which a detailed report about survey,
investigation, design and estimation is presented. First chapter is introduction in
which an over view of the project work . The second chapter is economic and
environmental feasibility in which justification of over bridge at Sitapur Hardoi Road
is done. The third chapter named as survey in which necessary survey report and
investigation in which traffic data, soil report is presented. The fourth chapter deals
with design of super structure which include deck slab, main girder and cross beams
and Design of substructure which includes pier, pier cap, pile cap and piles and
design of abutment and retaining wall. Including the design of bearing or pedestal.
Fifth chapter is estimation which includes estimation of the super structure and sub
structure. Sixth chapter is conclusion , future scope and advantages of the project.


CHAPTER -2
LITERATURE REVIEW
The beam bridge is by far the most commonly adopted type in the span range of 10 to
30 m. The structure is so named because the main longitudinal girders are designed as
T-beams integral with part of the deck slab, which is cast monolithically with the
girders or I beams composite construction is used. Simply supported T-beam span of
over 25 m are rare as the dead load then becomes too heavy in this situation
prestressed concrete girder is used along with the reinforced concrete slab.
The superstructure may be arranged to conform to one of the following three types:
1. GIRDER AND SLAB TYPE:

In which the deck slab is supported on the cast monolithically with the
longitudinal girders. No cross beams are provided. In this case, the deck slabs
designed as a one way slab spanning between the longitudinal girders. The
system does not possess much torsion rigidity and the longitudinal girders can
spread laterally at the bottom level.

2. GIRDER, SLAB AND DIAPHRAGM TYPE

Wherein the slab is supported on the cast monolithically with the longitudinal
girders. Diaphragms connecting the longitudinal girders are provided at the
support locations and at one or more intermediate locations within the span.
But the diaphragms do not extend upto the deck slab and hence the deck slab
behaves as an one-way slab spanning between the longitudinal girders. This
type of superstructure possesses a greater torisonal rigidity than the girder and
slab type.

3. GIRDER, SLAB AND CROSS BEAM TYPE:

In which the system has at least three cross beams extending up to and cast
monolithically with the deck slab. The panels of the floor slab are supported
along the four edges by the longitudinal and cross beams. Hence the floor slab
is designed as a two way slab if distance between cross girder is less than 2
times of spacing between main girder otherwise as an one way slab This leads
o more efficient use of the reinforcing steel and to a reduced slab thickness
and consequently to reduced dead load on the longitudinal girders. The
provisions of cross beams stiffen the structure to a considerable extent,
resulting in better distribution of concentrated loads among the longitudinal


girders. With two way slab and cross beams, the spacing of longitudinal
girders can be increased, resulting in less number of girders and reduced cost
of formwork.
The arrangement of type c is generally recommended for adoption,
wherever possible because of lesser magnitude of deflection, better
transverse load distribution and higher value of ultimate load capacity as
compared to the other two given arrangements.
MAIN COMPONENTS OF A I- BEAM COMPOSITE TYPE
SUPERSTRUCTURE
The I-beam superstructure consists of the following components:
a) Deck slab
b) Cantilever slab portion
c) Footpaths, if provided, kerbs and handrails or crash barriers.
d) Longitudinal girders, considered in design to be of prestressed I-
section
e) Cross beams or diaphragms, intermediate and end ones.
f) Wearing coat
DECK SLAB
If the deck slab is spanning in one direction, the bending moments for dead load may
be computed as in a continuous slab, continuous over the longitudinal girders. For
concentrated loads, the bending moment per unit width of slab may be computed
using the effective width formula given in clause 305. 13.2 of IRC 21 for each
concentrated load. The slab supported on four sides may be designed as a two way
slab using Pigaeut's theory.Curves useful for design by this method is available. The
curves are intended for slabs simply supported at the four sides. In order to allow for
continuity, the values of maximum positive moments are multiplied by a factor of 0.8.
In design computations, the effective span is taken as the clear span.
CANTILEVER PORTION :
The cantilever portion usually carries the kerb, handrails, footpath or crash barriers, if
provided and a part of the carriageway. The critical section for bending moment is the
vertical section at the junction of the cantilever portion and the end longitudinal
girder. For the computation of bending moment due to live load, the effective width
for cantilever is assessed from the formula given in Clause 305.13.2 of the IRC 21.


The reinforcement should be so detailed that the cranked bars from the deck slab
could be used as half of the main reinforcement for the cantilever. The top bars of
deck slab may be extended to the cantilever to provide the other half. This step in
design would facilitate easier placing of reinforcement. The distributors for the
cantilever portion are computed as corresponding to a moment of 0.2 times dead load
moment plus 0.3 times the live load moment.
KERBS, HAND RAILS, CRASH BARRIERS AND WEARING COAT :
Standard details are used for kerbs and hand rails or crash barriers. The width of the
kerb may vary from 475 mm to 600 mm. As shown in figure 2.
NUMBER AND SPACING OF MAIN GIRDERS :
With closer spacing the number of girders will be increased, but the thickness of deck
slab will be decreased. Usually this may result in smaller cost of materials. But the
cost of formwork will increase due to large number of girder forms, as also the cost of
vertical support and bearings. Relative economy of two arrangements with different
girder spacing depends upon the relation between the unit cost of materials and the
unit cost of formwork. The aim of the design should be to adopt a system which will
call for the minimum total cost.
CROSS BEAMS
Cross beams are provided mainly to stiffen the girders and to reduce torsion in the
exterior girders. These are essential over the supports to prevent lateral spread of the
girders at the bearings. Another function of the cross beams is to equalize the
deflections of the girders carrying heavy loading with those of the girders with less
loading. This is particularly important when the design loading consists of
concentrated wheel loads, such as Class 70 R or Class AA wheeled vehicles, to be
placed in the most unfavourable position. When the spacing of cross beams is less
than about 2 times that of longitudinal girders, the deck slab can be designed as a two
way slab.
Earlier T-beam bridges had been built without any cross beams or diaphragms,
necessitating heavy ribs for the longitudinal beams. In some cases, only two cross
beams at the end have been used. The provision of cross beams facilitates adoption of
thinner ribs with bulb shape at bottom for the main beams. The current Indian practice
is to use one cross beam at each support and to provide one to three intermediate cross
beams. Diaphragms are used instead of cross beams in some cases. Provision of one
cross beam at each end and one at the centre is definitely advantageous in reducing
deflection and increasing ultimate load capacity, though the additional benefit in
providing more than three cross beams is not significant.


WEARING COAT :
Wearing coat can be of asphaltic concrete of average thickness 80 mm or of cement
concrete of 1:1.5:3 mix by volume for an average thickness of 75 mm. In case of
asphalt as wearing coat, thickness may be 56 mm or 65mm including 25mm of mastic
asphalt. Footpaths of about 1.5 m width are to be provided on one or both sides for
bridges located in municipal areas and these may be omitted for bridges on rural
stretches of roads or major highways like National highways and Expressways. It is,
however, desirable to provide footpaths even for a bridge on a rural section, if the
overall length of the bridge is large.
LONGITUDINAL GIRDERS :
The longitudinal girders are provided with straight T-ribs when cross beams are not
used. When multiple cross beams are used, the rib is made thinner and the bottom of
T-rib is widened to an extent sufficient o accommodate the tensile reinforcing bars.
However, straight ribs are convenient for cranking of main bars and would facilitate
easier formwork. Hence straight ribs may only be preferred for spans less than 18 m.
PRESTRESSED CONCRETE
Prestreesd concrete is ideally suited for the for the construction of medium and long
span bridges. Ever since the development of prestressed concrete by freyssinet in the
early 1930, the material has found extensive application in the long span bridges ,
gradually replacing steel which needs coastally maintenance due to inherent
disadvantage of corrosion and atmospheric condition,
Solid slab are used for the span range of 10 to 20 m , while T beam slab decks are
suitable for the span in the range of 20 to 40 m . single are multi cell box girder are
preferred for larger span of the order 30 to 70 m. Prestressed concrete is ideally suited
for long span continuous or simply supported bridges in which precast box girder of
variable depth are used for span exceeding 50 m. It is widely used for the simply
supported, continous, balanced cantilever. Suspension hammer head etc. are used in
the span range of 20 to 500 m.
Simply supported prestressed beam is normally adopted for spans upto 25 m. Span
depth ratio is generally kept as 50 to 75 for simple spans Higher ratios are possible but
riding qualities are affected by creep characteristics of concrete. The girders spacing
may vary justified by comparing the cost of corresponding slab thickness. The usual
range of spacing h is between 2 to 3 m for these bridges. The stem width is kept about
300 mm This stem or web width is increased to between 500 to 625 mm at the
bottom, forming a bulb to accommodate a large number of reinforcement bars and


cables there. The stem width `b' is increased in the the end region to take care of large
shears occurring there.
POST TENSIONING :
The prestress force is applied in this case by jacking steel tendons against an already
cast concrete member. Nearly all in situ prestressing is carried out using this method.
The tendons are threaded through ducts cast into the concrete, or in some cases pass
outside the concrete section. Once the tendons have been tensioned to their full force,
The jacking force is transferred to the concrete through special built-in anchorages
.The prestress force in post-tensioned members is usually provided by many
individual wires or strands grouped into large tendons and fixed to the same
anchorage. The Concentrated force applied through the anchorage sets up a complex
state of stress within the surrounding concrete, and reinforcement is required around
the anchorage
to prevent the concrete from splitting.

In most post-tensioned concrete applications the space between the tendon and
theduct is injected with a cement grout. This not only helps to protect the tendons,
butalso improves the ultimate strength capacity of the member.One advantage of post-
tensioning over pre-tensioning is that the tensioning can becarried out in stages, for all
tendons in a member, or for some of them. This can beuseful where the load is applied
in well-defined stages.

An important different between pre-tensioned and post-tensioned systems is that it is
easy to incorporate curved tendons in the latter. The flexible ducts can be held to a
curved shape while the concrete is poured around them (Fig). The advantages of
having curved tendons will become apparent later. With pre-tensioned members, it
would be extremely difficult to arrange for a pre-tensioned curved tendon, although
itis possible to have a sharp change of direction, as shown in Fig. This involves
providing a holding-down force at the point of deflection, and this is another reason
why such members are nearly


In the field of bridge engineering, the introduction of prestressedconcrete has aided
the construction of long-span concrete bridges. These often comprise precast units,
lifted into position and then tensioned against the units alreadyin place, the process
being continued until the span is complete. For smaller bridges,the use of simply
supported precast prestressed concrete beams has proved aneconomical form of
construction, particularly where there is restricted access beneaththe bridge for
construction. The introduction of ranges of standard beam sections hassimplified the
design and construction of these bridges (Fig.1).
Some further examples of the many applications of prestressed concrete are shown
All design should conferm provision of IS 1343-1980
PILE FOUNDATION
Bored and cast-in-place pile is one of the most convenient ways of foundation
organization. Diameter is 0,5-1.5 m, depth is up to 25 m. To increase the bearing
capacity bored piles can be produced with the widening in the lower part. Mostly they
are used at heavy loading and deep foundations.
The construction of bored and cast-in-place piles involves a steel case to form a void
in the soil which is then filled with concrete. The steel case is left in place to form a
permanent casing and increase the reliability of the piles. There are several ways of
bored and cast-in-place piles construction. The choice depends on geological
conditions of the building site.
THE ADVANTAGES OF THE TECHNOLOGY:
1. High reliability provides the control of drilling process reaching the bearing layer.
2. It lets drill or take out boulders.
3. Filling the bore hole is done through the pipe with the reinforced case thus
excluding the formation of collars.
4. During the drilling process there is a direct control of engineering and geological
conditions, which lets us avoid any errors and find the most suitable solution.
5. The possibility of making widening lets us use fully the bearing ability of piles.
MATERIALS
Methods of the manufacture of cement concrete shall in general, be in accordance
with IS: 2911 (part I/Sec.2) and as per following clauses.
3.2.2 The grade of concrete shall be M30 a min. cement content of 400 kg/m3.
3.2.3 Slump of Concrete
Slump of concrete shall range between 100 to 180 mm depending on the manner


of concreting. The table below gives the general guidance:
STRUCTURAL DESIGN:

The piles shall have necessary structural strength to transmit the loads imposed on it, to
soil. Relevant parts of IS: 2911 (part 1/Sec.2) and specific requirements shall be
considered to apply for assessing the structural capacity of piles.

REINFORCEMENT

The minimum longitudinal reinforcement shall be 0.4% of the cross-sectional area
of the pile.
Clear cover to the main reinforcement shall be 50 mm. This shall be increased to
75 mm. In case of aggressive soils and ground water conditions.
The vertical reinforcement shall project 50 times its diameter above the cut off
level.
The minimum clear distance between the two adjacent main reinforcement bars
Should normally be 100 mm for the full depth of case.
The bars shall be so placing as not to impede the placing of concrete.
The lateral ties in the reinforcing cage shall be preferably spaced not closer then
150 mm centre to centre and shall be tack welded to the main reinforcement
1. The minimum diameter of the lateral ties shall be 6 mm.

THE DATA TO BE RECORDED:

a) The dimensions of the piles, including the reinforcement detail and themark of the pile.
b) The type of boring employed.
c) The type of soil in which pile is constructed.
d) The depth bored.
e) The depth of water table.
f) When drilling mud is used, the specific gravity of the fresh supply and contaminated
mud in the borehole before concreting is taken up, in case of first few piles and
subsequently at suitable interval of piles.
h) The cut off level/working level, and
j) Any other important observations.

PILE CAPS

To determine that the Numbers of Piles and the Working Capcity
of Each Pile is Satisfactory
To determine Main Rebars for Pilecaps

DESIGN CRITERIA

(1) All loads for determination of pile nos to be based on Service Loads
(2) Assume all Piles to be same size and shape
(3) Assume all Piles are laidout in Symmetry about Y-Y and X-X axes


(4) All Forces vis: Vertical, Horizontal, Moments are at Pile Head level
(5) Horizontal Force can be resolved into Horizontal & Moment
(6) All Loads will be taken by Piles V
* Vertical Loads taken by Vertical Component My
* Horizontal Loads taken by Pile Head Shear and/or Raking components Hx
* Moments is taken by Vertical Opposing Reaction

LOADINGS
Assume the following Loads are all Service Loads (without load factors)
Assume the Loads are Applied at Pile Heads Level
Any Horizontal Force will be translated to Moment & Shear at Pile Head Refer
* Total Axial Load
* Total Horizontal Force
* Total Moment

PILE SPACINGS
Assume Piles are spaced uniformly and centroid of pile group is at center(for pile
group not at centroid, calc to be made to determine centroid).Assume Piles are of the
same uniform size


RETAINING WALL:
CANTILEVER RETAINING WALLS

Cantilever retaining walls are fully reinforced concrete structures. They use
considerably less concrete than gravity or semi gravity retaining walls due to their
shape and reinforcement. These walls are shaped like a slightly thicker upside down
T. The bottom, horizontal section is called a base slab, with the front section that is
left exposed called the toe, and the back section that is under the backfill is considered
the heel. The upright vertical section is called a stem.

Cantilever retaining walls use much less concrete, but require much more attention to
construction and design of the landscape. When well constructed, these walls can be
scaled as high as 25 feet and support a substantial amount of backfill. They can be
constructed onsite or manufactured in a factory then transported to the site.


CHAPTER 3
PROJECT METHODOLOGY


NEED OF THE OVER BRIDGE:
When the daily traffic jam become so large that movement of vehicle is not possible
at the intersection in the peak hours then the construction of the over bridge become
necessary if it is not possible to avoid the traffic jam by other means.
TRAFFIC SURVEY:
To justify the need traffic survey is necessary. After the justification of the need ,
traffic survey is carried out to determine the traffic volume and type of vehicle
negotiating the road traffic volume data is used to fix the no of lanes and width of
carriageway.
SOIL INVESTIGATION:
Soil investigation is necessary for the determination of the engineering property of the
soil because the soil data is needed for the design of the pile foundation and the
retaining wall as well as abutement. Soil investigation merely involve the
determination of the bearing capacity of the soil and the CPT as well as SPT value,
type of soil at different depth , angle of friction , cohesion value , shear strength etc.
GEOLOGICAL INVESTIGATION:
Geological investigation is more critical than the soil investigation because if there
exist fold . fault, joint , fissers, in the underground strata then setting up of foundation
will not be feasible at the site. Ground water table is also determined to asses its
effect on the foundation and soil below the foundation
ENGINEERING SURVEY:
After the geotechnical and geological justification of the site engineering survey is
carried out to determine the ground level at different point as well as curved nature of
the existing road. In engineering survey we fix the general layout of the bridge after
levelling and determination of existing road alignment. Tentative Position of the pier
, abutment and retaining wall is fixed by the engineering survey.
FIXING THE GRID POINT:
After the formation of tentative layout of the bridge actual position of the pier ,
abutment, retaining wall is fixed , these point called grid point . now detail
investgaion of soil property is done at these point to find out the design constraints
such as soil parameter, bearing capacity,


DESIGN METHODOLOGY




CHAPTER-4
ECONOMIC AND ENVIRONMENTAL FEASIBILITY OF THE PROJECT
GENERAL:
Whenever we talk about economic justification of the project we have to show that
particular project is best among the entire alternative available to meet that demand.
For economic justification cost of the project as well as other alternatives is
determined either at present date or in future date and alternative having lowest cost is
considered best. Beside cost environmental degradation due to project activity during
construction and after construction is also considered. A best project is that which
posses the less degradation of the environment.

FEASIBILITY OF THIS PROJECT:
SURVEY AND BRIDGE SITE SELECTION
Careful Surveys and Bridge Site Assessments are the basis for proper planning and
designing and form the main source for successful bridge construction. The main
objective of the Survey and Bridge Site Assessment is to identify the proper bridge
site by considering socio-economic as well as technical points of view. Survey and
Bridge Site Assessment is done in the following two stages
Social Feasibility Survey and
Technical Survey

Both surveys are of equal importance. The social feasibility survey establishes
community ownership and responsibility, and the technical survey ensures that bridge
construction is sound and safe


METHODOLOGY TO CHECK FEASIBILITY:

Flow chart .1

SOCIAL FEASIBILITY SURVEY
Flow chart.1
A Social Feasibility Survey is necessary to justify the construction of a requested
bridge. For ranking and prioritizing the vast number of requests, the following socio-
economic indicators are of utmost importance:


Level of local participation
Size of area of influence
Size of traffic flow
Socio-economic benefits produced by the proposed bridge

The first step for conducting a social feasibility survey is to introduce the participants,
the survey team and other groups who will be involved in the process of bridge
construction. This is best done in the form of a mass meeting right at the spot, or
nearby the place, where the bridge is going to be built.
The mass meeting should consist of the following agenda:
Verification of the proposed bridge site with official documentation together
with the community
Explanation of the self-help nature of the project
Evaluation and explanation of the bridge location regarding technical
limitations and requirements
e.g. width of walkway costs and situation of local traffic
Assessment of capacity of the community, funds & technical support from
outside
One of the major indicators reflecting the real need of the bridge is the degree of
participation and the commitment demonstrated by the local community or
beneficiaries in the construction of the requested bridge. These indicators are assessed
and measured from different points of view depending on the need and purpose of the
bridge.
TECHNICAL SURVEY
The technical survey includes:
Bridge site selection and Topographic Survey of the selected bridge site
PREPARATION FOR SURVEY


The following preparatory work must be completed before going to the field for the
survey:
Collect maps with tentative location of the bridge and any available
background information.
Collect the survey equipment.
Survey equipment consists of the following items :
Theodolite, Tripod & Staff
Measuring Tape (50m and 3m)
Red Enamel Paint and Paint Brush
Marker Pen, Scale and A3 Graph Paper
Camera
Hammer
Calculator, Note Book & Pencil
Thread and Plumb Bob.
GENERAL DATA COLLECTION
General data is required for assessment and construction planning of the proposed
bridge.
Collect the following general data and information:
Location of bridge site
Nature of crossing and affordability
Availability of local materials
Temporary crossing
Local participation
For economic feasibility a detailed survey was performed by our project team for the
following data:
Traffic volume and number of different vehicle contributing the traffic.
Average delay or stoppage period of all the vehicles.


Fuel consumed by different type of the vehicles.
Price of the fuel at present date.
Number of the accident taking place at intersection.
Amount and type of emission by different type vehicles.
Damage of the vehicle due to irregular engine operation during jam periods.
After the collecting traffic data chart has been drawn showing the number of the
vehicle in an hour during the period 8:00am to 8:00 pm. Now average number of each
vehicle is determined per hour and this called traffic volume. After determining the
volume of a particular vehicle consumption of fuel is determined by multiplying the
delay period and per unit time fuel consumed. This is determined for each type of
vehicles.
TRAFFIC VOLUME
Traffic volume at the crossing is one of the key indicators in the need assessment of
the bridge. Information should be collected by 2 methods.
Count traffic volume at the traditional crossing point for at least one week.
And then interview the local people to form a broader impression of the traffic
volume throughout the year.


Bar graph.1,2
8 to 9 9 to10 10 to
11
11 to
12
12 to
1
1 to 2 2 to 3 3 to 4 4 to 5 5 to 6 6 to 7 8 to 9 9 to
10
171
143
165
136 140 151 150 135 130 134 140
166 170
166
136
154
133 142
147 148
132 125 129
145
176 181
175
140
143
131
149 135 139
129
127 128
147
172
177
173
135
151
139
138 142 143
121 135 135
139
171
183
156
123
133
136
139
149 146
118 126
137
132
165
171
151
141
157
130
151 137 149
128
133
129
148
162
168
149
121
142
133
142 135
135
129
122
121
142
178
152
Volume of trucks
Sun Mon Tue Wed Thu Fri Sat
8 TO 9 9 TO
10
10
TO11
11 TO
12
12 TO
1
1 T0 2 2 TO 3 3 TO4 4 TO 5 5 TO 6 6 T0 7 7 TO 8 8 T0 9
110 115
97 93 94 92 91 100 105 98 92 84 80
121 120
100
92 90
83 94
102
107
100
97
87
82
98
103
93
91
78 88
99
99
111
99
100
90
79
102
109
90
100
80
91
87
105
117
102
98
92
84
111
116
98 97
85
93
88
110
109
106
103
88
90
98
100
102
90
87
87
83
103
112
99
108
85
92
114
107
100
96
93
80
96
106
115
104 112
86
81
VOLUME OF BUSES
SUN MON TUE WED THU FRI SAT


8 to 9 9 to
10
10 to
11
11 to
12
12 to
01
01 to
02
02 to
03
03 to
04
04 to
05
05 to
06
06 to
07
07 to
08
08 to
09
336
245
203
150 155 175 188 201
246
286 306 345
290
465
220
199
123 130
150
169
195
229
255
300
342
278
554
210
186
145 160
166
186
188
234
259
290
304
265
475
190
194
155
156
155
170
180
245
270
279
307
255
396
198
173
122
135
155
175
189
256
280
302
308
296
504
219
161
112
120
147
157
175
239
265
304
330
300
303
163
141
110
108
126
144
169
265
295
344
345
297
VOLUME OF CAR
SUN MON TUE WED THU FRI SAT
8 to 9 9 to10 10 to
11
11 to
12
12 to
01
01 to
02
02 to
03
03 to
04
04
to05
05 to
06
06 to
07
07 to
08
08 to
09
900 885 843 843 789 755 780 809 844 866 889 873 786
1685 1598
1504 1504 1486 1492 1496 1516 1530 1554 1546 1547
1445
1680
1640
1588 1558
1502 1496 1500 1534 1531 1545 1567 1557
1403
1660
1645
1602 1577
1498
1399 1408
1488 1478
1509 1535 1525
1398
1595
1590
1509 1499
1487
1456 1456
1497 1502
1497
1545 1539
1477
1505
1487
1480
1402
1378
1368 1408
1436 1445
1501
1570 1567
1466
VOLUME OF TWO-WHEELER
SUN MON TUES THU FRI SAT


VOLUME OF VEHICLES PER HOUR

TIME
A.M-
P.M.
TRUCK BUS CAR THREE
WHEELERS
TWO
WHEELERS
REMARKS
8 - 9 1141 754 3033 2101 9025
9 - 10 939 770 1445 2359 8845
10 -11 1045 680 1257 2239 8526
11 - 12 938 659 917 1878 8389
12 - 1 1100 607 964 1564 8140
1 - 2 996 614 1074 1513 7966
2 - 3 1010 638 1189 2329 8048
3 - 4 892 725 1297 2666 8280
4 - 5 898 776 1714 2857 8330
5 -6 913 708 1910 2844 8472
6 - 7 993 710 2125 2497 8652
7 - 8 1190 612 2281 2057 8608
8 9 1202 598 1981 1465 7975
TOTAL

13257 8851 21187 28369 101281

Table.1

PER HOUR VOLUME OF DIFFRENT VEHICLES:

TRUCK BUS CAR THREE
WHEELER
TWO
WHEELER
REMARK
146 98 232 312 1205

Table.2

VEHICLE TYPE/ FUEL CONSSUMED PER HOUR WHEN ONLY ENGINE
IS RUNNING :

VEHICLE TYPE PER MINUTE
FUEL
CONSUPTION
TYPE OF FUEL REMARK
TRUCK 0.04 DIESEL
BUS 0.028 C.N.G.
CAR 0.02 PETROL
THREE
WHEELER
0.01 DIESEL
TWO WHEELER 0.006 PETROL


Table.3

Average delay of vehicle For average delay vehicle, detailed study has been done by
our team and the following result have been obtained ;

VEHICLE DELAY/ (in minute)
TRUCK 3-4 = 3.5
BUS 3-4 = 3.5
CAR 2-3 = 2.5
THREE WHEELER 2-3 = 2.5
TWO WHEELER 1-2 = 1.5
AVERAGE DELAY 2.7 minute (Approximately equal to 3.0
minute)

Let us assume that traffic flow for 22 hours in a day.
Now fuel consumed by different type of vehicles during delay

VEHICLE VOLUM
E
DELAY
IN
MINUT
E
DELA
Y IN
ONE
HOUR
(min)
DELA
Y IN
22
HOUR
(hour)
FUEL
COMSP.
DURIN
G
DELAY
(litr)
TOTA
L
LOSS
TYPE
OF
FUEL
TRUCK 146 3.00 438 160.6 2.4 386 Diesel
BUS 98 3.00 294 108 1.7 184 C.N.G
.
CAR 232 3.00 696 256 1.2 308 Petrol
THREE
WHEELE
R
312 3.00 936 344 0.6 207 C.N.G
.
TWO
WHEELE
R
1205 3.00 3615 1326 0.4 531 Petrol
Table.4,5

NOTE:
Some of vehicles are driven by Diesel and remaining by C.N.G.
Let the percentage of C.N.G. driven busses is 50%
Similarly the 50% three wheeler are driven by diesel. Therefore total diesel consumed
in 22 hours;
= 386+103+91.5
=580.5 Litre

Total petrol consumed;
=308+531
=839 Litre


Total C.N.G. consumed;
=92+103.5
=195.5 Litre

CALCULATE THE LOSSED QTY. OF FUEL & RESPECTIVE LOSS IN
COST (Rs.)

TYPE OF FUEL QTY. LOSS
(Litre)
CURRENT RATE
(per Litre)
LOSS IN Rs.
Deisel 580.5 60.0 34800.00
Petrol 839 80.0 67120.00
C.N.G. 195.5 50.0 9775.00
TOTAL 111695.00 / Day
Table. 6
Assure the 10% growth rate / year and the design life period of the bridge 60
year

Let the design life period is 60 year.

A = P [ 1 + r/100 ]
N
; P = 365*111695.0 = 40768675.00 Rs. / year
Where;
A = Total amount after 60 year
P = Principle amount / year
r = Growth rate / year
N = Nos. of years

A = 40768675 [ 1 + 10/100 ]
60

A = Rs. 10421203820.00 (Approximately 1042 Crore)

ACCIDENTAL LOSSES:

TYPE OF VEHICLE AACCIDENT RATE
PER MONTH
LOSSES/ACCIDENT
Truck Truck 3 Nos. 150000*6=9LAC
Truck Car 5 Nos. 125000*5=6.25LAC
Truck Three Wheeler 4 Nos. 92000*4=3.68LAC
Truck Two Wheeler 8 Nos. 45000*8=3.6LAC
Bus Truck 2Nos. 165000*2=3.3LAC
Bus Car 7 Nos. 86000*7=6.02LAC
Bus Three Wheeler 4 Nos. 55000*4=2.2LAC
Bus Bike 9 Nos. 35000*9=3.15LAC
Truck,Bus,Car,Bike,Tractor
Pedestrian
16 Nos. 10000*16=1.6LAC
TOTAL 62 Nos. TOTAL=38.8LAC/MONTH


Table.7
Per year losses in accidents=38.8*12
=465.6 LAC/YEAR

A = 465.6[1 + 10/100]
60
= Rs. 141583996240 (approximately 1415 Crore)

TOTAL LOSSES IN FUEL AND ACCIDENT:

= 1042+1415
= 2457 Crore

Now the cost of construction of over bridge = 100.00 Crore Approximatly

So it is given 2457/100 = 24.57 Times
Thus constructing a over bridge is 24 to 25 times economical.


CHAPTER-5

GEOTECHNICAL INVESTIGATION:

INTERPRETATION OF THE LAB TEST RESULTS:

GENERAL NATURE OF SOIL STRATA:

The results of lab tests and bore hole log charts of bore holes 1,2,3,4,5,6 indicate that
the filled up soil is found to be present right from top up to 0.50 metre and 0.50 meter
depth below ground level in bore holes 1,3and 4 all the remaining general natural
soil strata and bore hole 2 right up to respective depths below ground level indicates
that the cohesive type soil is found to comprise of either silty clay or clayey silt soil of
medium and low plasticity and compressibility belonging to ,CI, CL, ML ,and CL-
ML group of IS classification and having 70 to 99 percent material finer than 75
micron ,whereas ,the non-cohesive type soil is found to comprise of silty sand SM
type soil or sandy silt ML type soil having 14 to 88 percent fines.
The results of the classification tests indicate that the soil stratum present at the site is
found to comprise of both fine grained soils (clayey soil) and coarse grained soils
(sandy soils).

S.P.T VALUES:

The S.P.T values obtained in the clayey layer region present as per bore log charts
enclosed are found to range from 10 to > 50 indicating Stiff to Hard consistency.
However ,the S.P.T values obtained in the respective sandy layer region present as
per bore log charts enclosed are found to range from 14 to >50 indicating Medium
to Very dense consistency.
The result of S.P.T values indicate that the stratum at the site medium to very well
compacted.

WATER TABLE:

Water table at the site was observed at depth from 2.00 meter to 2.50 meter below
ground level on the day of soil investigation during the second and third week of
November.


RECOMMENDATIONS:

SAFE LOAD CARRYING CAPACITY OF BORED CAST IN SITU PILES AS PER
IS : 2911 (PART 1/ SECTION 2)-1979
Bore hole/ Case
No.
Pile Diameter(mm) Pile Length(meter) Safe Load
Carrying
Capacity
(Tonnes)
1/I-A 1000 18 291.03
1/I-B 1000 20 305.25
3/II-A 1000 18 270.80
3/II-B 1000 20 293.98
Table.8
However , the final design, the type and depth of pile must be worked out in
accordance with relevant part of IS:2911 by the agency who is given the execution
of pile foundation work in consultation with the structural engineer concerned as per
actual requirements considering the design load and investigation data results.
However , the final ultimate bearing capacity of pile must be adopted only after
performing pile load test on test pile constructed at the site as per IS:2911(part-4)-
1985 and actual design load requirements of the proposed.

DETAILS OF SOIL PROPERTY WITH DEPTH OF BORE HOLES
EXPLORED:

BORE HOLES 1 AND 2: 30 METER DEEP

BORE HOLES 3 AND 4: 15 METER DEEP


BORE LOG CHART SHOWING VARIATION OF SOIL PROPERTY WITH
DEPTH AT THE SITE

BORE HOLE 1 -PART 1
DEPTH
BELOW GL
(IN METER)
VISUAL FIELD
OBSERVATION
SAMPLE
TYPE
I.S. S.P.T. VALUE
GROUP HATCHING N1 N2 N3 N2+N3

0.00-0.50 FILLED UP SOIL
UPTO 0.5 M
DEPTH

1.50-1.85

SILTY - CLAY

U.D.
S.P.T.

CI

1.85-2.3
12 18 25 43

3.0-3.35
SILTY - CLAY

U.D.
S.P.T.

CL

3.35-3.38
8 12 14 26
4.50-4.85
CLAYEY-SILT

U.D.
S.P.T.

ML

4.85-5.30
4 8 9 17
6.00-6.35
CLAYEY-SILT

U.D.
S.P.T.

CL-ML

6.35-6.80
8 11 14 25
7.5-7.85
SILTY - CLAY

U.D.
S.P.T.

CI

7.85-8.3
11 13 13 26
9.00-9.35
CLAYEY-SILT

U.D.
S.P.T.

CL-ML

9.35-9.80
9 11 11 22
10.50-10.85
SILTY - CLAY

U.D.
S.P.T.

CI

10.85-11.3
11 15 23 38
12.0-12.35
CLAYEY-SILT

U.D.
S.P.T.

CL-ML

12.35-12.80
12 18 26 44
13.5-13.85
SILTY-SAND

SILTY-SAND

U.D.
S.P.T.

U.D.
S.P.T.

SM

SM

13.85-14.3
18 23 25 48
15.0-15.35
15.35-15.80
23 26 24 50

Table.9


BORE HOLE 1 - PART 2
DEPTH
BELOW GL
(INMETER)
VISUAL FIELD
OBSERVATION
SAMPLE I.S. S.P.T. VALUE

16.50-16.85
SILTY - CLAY

U.D.
S.P.T.

CI

16.85-17.30
5 7 9 16

18.0-18.35
SILTY - CLAY

U.D.
S.P.T.

CI

18.35-18.80
10 22 24 46
19.50-19.85
SILTY - CLAY

U.D.
S.P.T.

CI

19.85-20.30
11 14 24 38
21.0-21.35
SILTY - CLAY

U.D.
S.P.T.

CI

21.35-21.80
12 18 22 40
22.5-22.85
SILTY - CLAY

U.D.
S.P.T.

CI

22.85-23.30
14 17 25 42
24.0-24.35
SILTY-SAND

U.D.
S.P.T.

SM

24.35-24.80
17 21 25 46
25.5-25.85
SILTY - SAND

U.D.
S.P.T.

SM

25.85-26.30
18 22 25 47
27.0-27.35
SILTY-CLAY

U.D.
S.P.T.

CI

27.35-27.80
16 19 21 40
27.80-28..50
SILTY-CLAY

SILTY-CLAY

U.D.
S.P.T.

U.D.
S.P.T.

CI

CI

28.50-28.85
18 23 25 48
28.85-29.30
29.30-30.00
7 14 18 32

Table.10


BORE HOLE -3
DEPTH
BELOW GL
(INMETER)
VISUAL FIELD
OBSERVATION

0.05-0.50
CLAYEY-SILT

D.

ML

1.50-1.85

SILTY - CLAY

U.D.
S.P.T.

CI

1.85-2.3
5 7 7 14

3.0-3.35
SILTY - CLAY

U.D.
S.P.T.

CL

3.35-3.38
11 13 14 27
4.50-4.85
SANDY-SILT

U.D.
S.P.T.

ML

4.85-5.30
8 9 13 22
6.00-6.35
SANDY-SILT

U.D.
S.P.T.

ML

6.35-6.80
6 11 15 26
7.5-7.85
CLAYEY-SILT

U.D.
S.P.T.

ML

7.85-8.3
10 20 24 44
9.00-9.35
SANDY-SILT

U.D.
S.P.T.

ML

9.35-9.80
11 20 24 44
10.50-10.85
SILTY - CLAY

U.D.
S.P.T.

CL

10.85-11.3
12 21 25 46
12.0-12.35
SILTY - CLAY

U.D.
S.P.T.

CI

12.35-12.80
17 32 18 50
13.5-13.85
SILTY-SAND

SILTY-SAND

U.D.
S.P.T.

U.D.
S.P.T.

ML

ML

13.85-14.3
18 23 25 48
15.0-15.35
15.35-15.80
25 40 10 50
Table.11


BORE HOLE 2 PART 1
DEPTH
BELOW G.L.
VISUAL FIELD
OBSERVATION

0.00-0.50 FILLED UP SOIL
UPTO 0.5 M
DEPTH

1.50-1.85

CLAYEY-SILT

U.D.
S.P.T.

CL-ML

1.85-2.3
2 4 6 10

3.0-3.35
SANDY-SILT

U.D.
S.P.T.

ML

3.35-3.38
6 6 8 14
4.50-4.85
SANDY-SILT

U.D.
S.P.T.

ML

4.85-5.30
6 7 10 17
6.00-6.35
CLAYEY-SILT

U.D.
S.P.T.

CL-ML

6.35-6.80
8 8 9 17
7.5-7.85
SILTY - CLAY

U.D.
S.P.T.

CI

7.85-8.3
7 12 20 32
9.00-9.35
SILTY-CLAY

U.D.
S.P.T.

CL

9.35-9.80
14 21 28 49
10.50-10.85
SANDY-SILT

U.D.
S.P.T.

ML

10.85-11.3
14 12 13 25
12.0-12.35
SILTY-CLAY

U.D.
S.P.T.

CI

12.35-12.80
14 13 15 28
13.5-13.85
SILTY-CLAY

SILTY-CLAY

U.D.
S.P.T.

U.D.
S.P.T.

CI

CI

13.85-14.3
7 7 8 15
15.0-15.35
15.35-15.80
6 8 9 17
Table.12


BORE HOLE 2 - PART 2
DEPTH
INMETER
BELOW GL
VISUAL FIELD
OBSERVATIO
N

16.50-16.85
SILTY - CLAY

U.D.
S.P.T.

CI

16.85-17.30
5 8 11 19

18.0-18.35
SILTY - CLAY

U.D.
S.P.T.

CI

18.35-18.80
8 10 13 23
19.50-19.85
SILTY - CLAY

U.D.
S.P.T.

CI

19.85-20.30
11 13 16 29
21.0-21.35
SILTY - CLAY

U.D.
S.P.T.

CI

21.35-21.80
9 11 23 24
22.5-22.85
SILTY - SAND

U.D.
S.P.T.

SM

22.85-23.30
15 19 23 42
24.0-24.35
SILTY-SAND

U.D.
S.P.T.

SM

24.35-24.80
17 21 25 46
25.5-25.85
SILTY - SAND

U.D.
S.P.T.

SM

25.85-26.30
16 21 24 45
27.0-27.35
SILTY-CLAY

U.D.
S.P.T.

CI

27.35-27.80
16 20 23 43
27.80-28..50
SILTY-CLAY

SILTY-CLAY

U.D.
S.P.T.

U.D.
S.P.T.

CI

CI

28.50-28.85
18 23 25 48
28.85-29.30
29.30-30.00
17 26 32 R
Table.13


BORE HOLE 4
DEPTH
INMETER
BELOW GL
VISUAL FIELD
OBSERVATIO
N

0..0-0.50
SILTY - CLAY

U.D.
S.P.T.

CI

1.50-1.85
1.85-2.30 5 8 11 19

3.0-3.35
SILTY - CLAY

U.D.
S.P.T.

CI

3.35-3.80
8 10 13 23
4.50-4.85
SILTY - CLAY

U.D.
S.P.T.

CI

4.85-5.30
11 13 16 29
6.0-6.35
SILTY - CLAY

U.D.
S.P.T.

CI

6.35-6.80
9 11 23 24
7.5-7.85
SILTY - SAND

U.D.
S.P.T.

SM

7.85-8.30
15 19 23 42
9.0-9.35
SILTY-SAND

U.D.
S.P.T.

SM

9.35-9.80
17 21 25 46
10.5-10.85
SILTY - SAND

U.D.
S.P.T.

SM

10.85-11.30
16 21 24 45
12.0-12.35
SILTY-CLAY

U.D.
S.P.T.

CI

12.35-12.80
16 20 23 43
13.50-13.85
SILTY-CLAY

SILTY-CLAY

U.D.
S.P.T.

U.D.
S.P.T.

CI

CI

13.85-14.30
18 23 25 48
15.00-15.30
15.30-15.80
17 26 32 R

Table.14


DETERMINATION OF SAFE LOAD CARRYING CAPACITY OF BORED
CAST IN SITU PILES

Pile diameter = 1.000m
Existing GWT level: =-2.00m
Existing cut- off level = 0.000m
Pile termination level = -18.20 m
ULTIMATE END BEARING CAPACITRY:
FOR GRANULAR SOIL
Qeg = Ap (0.5 * D* W* Nr * Pd *Nq)
Where
Ap = cross sectional area = 0.785 sqm
D = pile diameter = 1.00 m
W = bulk unit weight of soil at pile tip = 2.04 / cum
Nr = bearing capacity factor = 0.57
Pd = effective over burden pressure at pile tip = 33.45 t/ sqm
Nq = bearng capacity factor = 10.00
Ultimate end bearing capacity
Qug = 0.785(0.5 * 1.5 * 2.020* 0.57 + 33.450 * 10.00) = 263.0 for
cohesive soil
And
Qec = Ap * Nc * Cp
Where,
Ap = as defined above = 0.7850 sqm
Nc = bearing capacity factor
Cp = average cohesion at pile tip = 4.50 t/sqm
Ultimate end bearing capacity Qec = 0.785* 4.500* 9 = 31.79 t
TOTAL ULTIMATE END BEARING CAPACITY


Qu = Qeg + Qec 294.83 t
Pd level for this pile = - 18.00 m
Layer no 1
Effective overburden pressure due to this layer = 0.5* 1.3* = 0.65 t/sqm
Layer no 2
Effective overburden pressure due to this layer = 13.00 * 1.840 = 23.920 t/sqm
Layer no 3
Effective overburden pressure due to this layer = 3* 1.940 = 5.820 t/sqm
Layer no 4
Effective overburden pressure due to this layer = 1.5* 2.040 = 3.060
Total Effective overburden pressure up to -18.00 m level from e.g.l. = 33.450 t/ sqm
ULTIMATE SKIN FRICTION CAPACITY
FOR GRANULAR SOIL
Qsg= sum [ k * Pdi * 10* d *Asi ] for all layers
Where, K = earth pressure coefficient
Pdi = effective overburden pressure for ith layer
d= angle of wall friction for ith layer
Asi= surface area of pile stem for ith layer
NEGATIVE SKIN FRICTION Qsc (-ve) sum[ s * Asi ] for all layer
S = shear strength
Asi : as defined above but with Ln
Layer no 1
K = 1.50
Pdi = 0.33 t/sqm
tan(d) = 0.00
Asi = 1.57 Sqm


Qsg = k * Pdi * 10(d) * Asi = 1.50 * 0.33* 0.00 * 1.57 = 0.00
Reduction factor (a ) = 0.70
Average cohesion (c) = 0.00
t/sqm
Qsc = a * Asi = 0.70 * 0.00 *1.57 = 0
Total net skin friction of this LAYER[Qsg Qsg(v-e) + [Qsc Qsc(-ve)]
[0.00 -.0.00 ] +[0.00 0.000] = 0.00
Layer no 2
K = 1.50
Pdi = 12.61
t/sqm
10(d) = 0.18
Asi = 14.82
sqm
Qsg = K* Pdi *10(d)* Asi = 1.50 * 12.61 * 0.18* 14.82 = 136.07 T
Reduction fact (a) =0.30
Average cohesion (c) 3.13 t/sqm.
Qsc= a *c*Asi =0.30*13*40.82 =38.33 t
Total net skin friction of this layer = [Qsg Qsg(-ve)] + [Qsc Qsc(-ve)]
= [136.07 -0.00] +[38.33-0.00] = 174.40
t/sqm
Lyer no 3
K =1.50
Pdi = 27.48
t/sqm
10(d) = 0.58
Asi = 9.43
sqm


Qsg = K* Pdi * tan (d) * Asi =1.50 * 27.48 * 0.58* 9.4=224.04 t
Reduction factor (a)= 0.30
Average cohesion factor c= 0.00 t/sqm
Qsc= a* c* Asi= 0.30 * 0.00* 9.42= 0.00t
Total net skin friction of thiss layer = [Qsg Qsg(-ve)] + [Qsc Qsc(-ve)]
= [224.04-0.00]+[0.00 0.00]= 224.04 t/sqm
Layer no 4
K = 1.50
Pdi (t/sqm) =31.92
Tan(d) = 0.11
Asi = 4.71 sqm
Qsg = K* Pdi * tan(d) * Asi =.50 * 31.92* 0.11* 4.7= 23.69
Reduction factor (0.50) == average cohesion c= 4.50 t/sqm
Qsc= a* c* Asi = 0.50 * 4.71* 10.60
=24.963
Total net skin friction of this layer= [Qsg Qsg(-ve)] + [Qsc Qsc(-ve)]
[23.69-0.00]+[10.60-0.00] = 34.29 t/sqm
Total skin friction capacity
Qus= Qsg +Qsc= 432.73t.


CHAPTER - 6

DESIGN OF BRIDGE COMPONENTS

Design means structural design of the following
1) Design of super structure : it include design of the following member s
a) Design of the deck slab
b) Design of the main girder
2) Design of the sub structure : it include the design of following members
a) Design of pier
b) Design of pier cap
c) Design of piles
d) Design of pile caps
3) Design of retaining wall
GENERAL METHODOLOGY OF THE DESIGN


1. a) DESIGN OF DECK SALB

Slab is designed as one way slab spanning between main beams. The slab is
discretisized into beam elements for finding the sectional forces at various sections in
the desired direction.
METHODOLOGY OF DECK SLAB DESIGN:

DESIGN STEPS:

Fig.2

LIVE LOAD CALCULATION

Load arrangement for transverse analysis girder spacing -
2.2m


Fig.3
Unit = S I UNITS
Total width = 8.2

Cantilever length =
0.8 m

C/C of main beams (lo) =
2.2 m

C/C of Cross girders(b) =
10 m

Effective width k* a*(1-a/lo)+b1

k depends on b/lo ratio

a = distance of the load from the nearest support

b/lo =
4.55

k ( Refer cl. 305.16.2 IRC 1-2000) =
2.6


LOADING - CLASS A WHEELED:
(For max: support moment)

For L1 And L2
a = 0.9 m L3 ; beff = 1.76 m 0.4

impact factor= 1.25

L/contact area = 112.97 KN/m2

(including impact) 60.49 KN/m2

LOADING - CLASS 70R WHEELED:
(For max: support moment)
For both loads

a = 0.965 ; beff = 1.82 m

Load/contact area = 58.92 KN/m2 (including impact)

LOADING - CLASS A WHEELED:

Impact factor

(Refer clause 211.2 IRC 6-2000)

Impact factor = 1+4.5/(6+L) = 1.55 = 1.5

Tyre contact dimensions 0.5 x 0.25

b1 = Dispersion upto the top of the slab (0.25+2*0.075) = 0.4 m

Dispersion upto the bottom of the deck slab

= wheel dim. along span + 2*(0.75+0.2) = 1.13 m

Maximum load at mid span

Maximum wheel load = 57 KN

including impact = 85.5 KN

Effective width for L1
a = 1.1 m

beff1 = 1.83 m


L1/contact area = (incl. Impact) =41.35 (KN/m2)

Effective width for L2

a = 0.7 m; beff = 1.64 m

L2/contact area = (incl. Impact) =46.11 (KN/m2)

LOADING - CLASS 70R WHEELED:

Maximum load at mid span

(Refer clause 211.3 IRC 6-2000)

Impact factor = 1.25

tyre contact dimensions .36 x .263

Dispersion perpendicular to span= 0.263+2*.075 = 0.413 m

Dispersion along span = 0.36+2*(0.075+0.24) = 0.99 m

Maximum wheel load = 85 KN

Load with impact = 106.25 KN

For L1

a = 1.1 m ;beff1 = 1.84 m

L1/ contact area = 58.23 KN/m2
(Including impact)

For L2

a = 0.83 m; beff2 = 1.76 m

L2/ contact area = 61.09 KN/m2 (incl. impact)

DESIGN OF SECTION:

Material properties and design constants

Concrete M40 , m = 7 , k = 0.393 , Depth = 250


Steel- Fe415 , fck= 13.0 MPa , j = 0.869 , Cover = 50

fst = 200 MPa , Q = (0.5*fck*j*k)=2.21

The design is carried out for maximum bending moments at the following locations

(a) Cantilever support (hogging)= 31.97 say 32 KN-m

(b) Intermediate support (hogging) =76.57 say 77 KN-m

(c) Mid span moment (sagging) =71 KN-m

The design moments have been taken from staad Output ,Refer to the staad details
attached

Design:

(a)Cantilever support (hogging)

At support-

Maximum moment = 31.97 KN-m

Depth required = (M/Q*b) =120.0 mm

Provided depth 200 mm ; ok

Provided depth enough.

Steel requirement

Ast(min.) =(bd*0.85)/fy= 850 mm2

provide 12mm bars at 110 mm c/c

Bar area = 114 mm2

Steel provided 1000 mm2

Design:

(b)Intermediate support (hogging)

Maximum moment = 76.57 KN-m (Load combination 13)

Depth required = 190 mm


Provided depth = 300 mm ; ok

Provided depth enough

Steel requirement

Ast (min..) =(bd*0.85)/fy= 1300 mm2

provide 20 mm bars at 120 mm c/c

Bar area = 314.2 mm2

Steel provided 1500 mm2

Design:

(c)Mid span moment (sagging) (Load combination 13)

Maximum moment = 71 KN-m

Depth required = 235 mm

Provided depth = 300 mm

Steel requirement

Ast (min.)=(bd*0.85/fy)= 1300 mm2

Provide 16 mm bars at 120 mm c/c

Bar area = 201 mm2

Steel provided 1500 mm2 ; ok


1.b)DESIGN OF MAIN GIRDER:

THEORY RELATED TO MAIN GIRDER:

Definition:

Main girder are the longitudinal beam (post tensioned beam) which carry the load of
super structure above it.
Step 1:
Geometrical Specification of the main girder along with deck slab
Girder type = post tensioned girder
width of deck slab =8.2 m
thickness of the deck slab = .250m
Effective span = 30.00m
Width of the road = 7.2m
Topwidth of the crash barrier = .25m
Thickness of wearing coat= .065m= 65mm

Fig.4 fig.5

Step 2:
1.
Specification of material used for design
Grade of concrete for main girder= M50
Loss ratio =0.85
Grade of steel used in reinforcement = Fe -415 HYSD
Type of wire used for post tensioning work = 7 ply,15.2 mm
Conforming the specification as per IS 6006- 1983


2.
Permissible stress:
For M 50 grade concrete, (IRC 18-2000)
Modulas of elasticity of concrete = 5000(fck) = 5000* 50^0.5 = 3565 MPa.
fck= 50 MPa
fci = 40 MPa
fct = 0.45 fck = 0.45* 40 = 18 MPa
fcw= 0.33 fck =.33 *50 = 16.5
ftt= ftw = 0 (class one type member)

STEP:3

Dead load calculation-

Dead load of the wearing coat = 0.065* 1*1*22 =1.43 KN/m2
Dead load of the deck slab =0.25*1*1*25 = 6.25 KN/m2
Dead load of the crash barrier = 0.5*(0.50+0.25)*1.1*1*25= 10.3125 N/m
Dead load of main girder = 0.73*25= 18.25 KN/m2
Dead weight of cross beam =

Live load calculation: (clause 207 0f IRC 6:2000)

Live load is IRC class AA loading of wheeled vehicle or IRC 70 R loading of tracked
vehicle. All selected type of live loads are applied on the bridge and load which
produces maximum bending moment and shear force are considered for the design .
Generally wheel load create the severest condition for shear force and bending
moment.
The new class 70 R loading given is nothing but a revision of the Class 70 loading of
the original classification i.e. the Class AA loading, with incorporation of certain
changes mainly in case of wheeled vehicles which in the latest loading consists of a
100 tonnes trailer combination. With the introduction of this revised load
classification, the road authorities in the country have prescribed this new class 70 R
loading also for road bridges on all important routes such as National Highways. For
multilane bridges and culverts, one train of Class 70R tracked or wheeled vehicles
whichever creates severer conditions should be considered for every two traffic lane
widths .No other live load should be considered on any part of the said 2-lane width
carriage way of the bridge when the above mentioned train vehicle is crossing the
bridge.


STAAD PRO INPUT / OUTPUT FOR MAIN GIRDER

Fig.6,7


fig.8,9


Fig.10

Check for minimum section modulus
f
ck
=50 Mpa =0.85
f
ct
=18 MPa M
g
= 4021 KN-m
f
ci
=40 MPa M
q
=2902 KN-m
f
tt
= f
tw
= 0 M
d
= (M
g
+ M
q
) =6923 KN-m
f
cw
=16 MPa f
br
= (f
ct
- f
tw
) =(.85*18 -0) =15.3
N/mm
2

f
tr
= (f
cw
-nf
n
) =16.5 MPa

f
inf
= (f
tw
/) + (M
d
/ Z
b
)
= 0 +(6923*10
6
)/(0.85*2.78*10
8
)
= 29.240 N/mm
2

Z
b
= [M
q
+ (1-n)M
g
]/f
br
= [(2902*10
6
)+ (1-0.85)4201*10
6
] /15.3

=2.29*10
8
mm
3
< 2.78*10
8
mm
3


Fig12


PERMISSIBLE TENDON ZONE

At the support section

e <= (Z
b
*f
ct
/P) -(Z
b
/A)
<=(2.78*10
8
*18/(6613*10
3
) (2.78*10
8
) /(0.73*10
6
)
<= 376.53mm
At mid span

e>= (Z
b
*f
wt
/nP) -(Z
b
/A)
>= 0 (2.78*10
8
) /(0.73*10
6
)
>= -381 mm
The five cables are arranged to follow a parabolic profile, with the
resultant force having an eccentricity of 180 mm towards the soffit at the
support section the position of cables at the support is shown in fig;

CHECK FOR STRESSES:

For the centre of span section,we have
P = 6613KN Z
t
=3.9025*10
8
mm
3

e =850 mm =0.85
A =0.73*10
6
mm
2
M
g
= 4021 KN-m
Z
b
=2.78*10
8
mm3 M
q
=2902KN-m

(P/A) = (6613000/0.73*10
6
) =9.057N/mm
2

(Pe/Z
t
) = (6613000*850)/ 3.9025*10
8
=14.40 N/mm
2

(Pe/Z
b
) =(6613000*850)/(2.78*10
8
) =20.18 N/mm
2

(M
g
/Z
t
) =(4021*10
6
)/(3.9025*10
8
) =10.30 N/mm
2

(M
g
/Z
b
) = (4021*10
6
)/(2.78*10
8
) =14.46 N/mm
2

(M
q
/Z
t
) = ( 2902*10
6
)/(3.9025*10
8
) =7.43 N/mm
2

(M
q
/Z
b
) =(2902*10
6
)/(2.78*10
8
) =10.43 N/mm
2


At the transfer stage

ft =[(P/A)-(Pe/Z
t
)+(M
g
/Z
t
)]
= (9.057- 14.40+ 10.30)
= 4.956N/mm
2

f b =[ P/A)+(Pe/Z
b
)-(M
g
/Z
b
)]
= (9.057+20.18-14.46)
= 14.77 N/mm
2

At the working load stage

f t =[ (P/A)- (Pe/Z
t
)+(M
g
/Z
t
) +(M
q
/Z
t
)]
= (.85(9.057-14.40) +10.30+7.43)
= 13.19 N/mm
2

f b =[n(P/A)+n(Pe/Z
b
)-(M
g
/Z
b
) -(M
q
/Z
b
)]
= [0.85(9.057)+0.85(20.18)-14.46-10.43]
= -0.03 N/mm
2

All the stresses at the top and bottom fibres at transfer and service
loads are Well within the safe permissible limits.

CHECK FOR ULTIMATE FLEXURAL STRENGTH;

According to IRC:18-2000,
M
u
= (1.5M
g
+M
q
)
= (1.25*4021+2.5*2902)
= 12282KN-m

a) Failure by yielding of steel:

M
u
= 0.9dA
p
f
p

= 0.9*1600*4900*1862
= 13138KN-m
b) Failure by crushing of concrete:

M
u
=0.176*b
w
d
2
f
ck
+2/3*0.8(b-b
w
)(d-D
f
/2)D
t
*f
ck


= (0.176*200*1600
2
*50)+(2/3*0.8*1000(1600-
250/2))(250*50)
= 14343KN-m
According toIS:1343-1980, the ultimate flexural strength of the
centre of span section is computed as follows;
A
p
= (A
pw
+A
pf
)
A
pf
= 0.45f
ck
(b-b
w
)(D
f/
/f
p
)

= 0.45*50(1200-200)(250/1862)= 3021mm
2

So,
A
pw
= (4900-3021)=1879mm
2

Ratio =(A
pw
f
p
/b
w
df
ck
)
=(1879*1862/200*1600*50) =0.218
From table 7.1,for the post tensioned beams with effective bond,
we have
(f
pu
/0.87f
p
)=0.93
f
pu
=(0.93*0.87*1862) = 1507
and,

(x
u
/d)= 0.43
X
u
= (0.43*1600)=688mm
So,
M
u
= (f
pu
A
pw
(d-0.42x
u
)+0.45(b-b
w
)(d-D
f
/2)D
f
)
= [(1506*1879(1600-0.42*688)+0.45*50*1000*250(1600-0.5*250)) ]
= 13028 KN-m
Required ultimate moment =12282 KN-m <13028 KN-m
Hence safe, ok

CHECK FOR ULTIMATE SHEAR STRENGTH:

Ultimate shear force, =V
u
= (1.25V
g
+2.5V
q
)
= (1.5*527+2.5*829*0.5)
= 1827 KN
According to IS:18-2000,the ultimate shear resistance of the support
section uncracked in flexure is given by,

V
cw
= 0.67b
w
h

(f
t
2
+0.8f
cp
f
t
) +nPsin
Where,
b
w
=width of the web =200mm


h =over all depth of the girder =1800mm
f
t
= maximum principal tensile stress at the centroidal axis

f
t
=0.24f
ck

= 0.24(50)
= 1.7 N/mm
2
f
cp
=compressive stress at the centroidal axis due to prestress
= (nP/A)
= (0.85*6613*10
3
/0.73*10
6
)
= 7.70N/mm
2

Eccentricity of the cables at the centre of span = 850 mm
Eccentricity of cables at the support =180 mm
Net eccentricity, e =(850-180)=670mm

Slope of cable,
=(4e/L)
= (4*670/30*1000)
= 0.089
So.

V
cw
=(0.67*200*1800(1.7
2
+0.8*7.70*1.7))+(0.85*6613*10
3
*0.089)

= 1352 KN
Shear resistance required = 1827KN
Shear capacity of the section =1352 KN
Balance shear,V =477KN
Using 10 mm diameter two legged stirrups of fe-415 HYSD bars, the
spacing S
v
is obtained as;
S
v
=(0.87f
y
A
sv
d
t
/V)
= (0.87*415*2*79*1750/600000)
= 207 mm

Provide 10mm diameter stirrups at 160 mm centres near the support,
which are gradually increased to 300mm towards the centre of span.

SUPPLEMENTARY REINFORCEMENTS:

Longitudinal reinforcement not less than 0.15 percent of the gross cross
sectional area are to be provided to safeguard against shrinkage
cracking;
A
st
= [0.15*0.73*10
6
/100]


= 1095 mm
2

20 mm diameter bars are provided and distributed in the compression
flange as
shown in fig

Fig.13


2. DESIGN OF SUB STRUCTURE

DESIGN DATA FOR PIER FORMATION:

Geometrical specification:
Existing ground level = 125.002 m
Formation level at the top of deck slab = 133.362
Height of super structure = 2.46500 m
Pile cap top below existing road = 00.5000 m
R.L at Pile cap top = 124.502 m
R.L at Pile cap bottom = 123.002 m
Depth of piles = 19.0000 m
Foundation level for Piles. = 104.002 m
Transverse width of pier = 1.300 m
Pier Cap Width in Long Dir = 3.0000 m
Pier Cap Length in Trans Direction = 7.8 m
Straight Depth of Pier Cap = 1.3 m
Total Height of Pier = 5.895 m
Type of Bearing = POT PTFE BEARING
Size of Pedestals = 600*600*350 mm*mm*mm
Distance between Pedestals = 2.200 m
Longitudinal width of pile cap = 4.300 m
Transverse width of pile cap = 7.300 m
Straight Depth of pile cap = 1.500 m
Varying Depth of pile cap = 0 .00 m
P.C.C Projections = 0.150 m
Diameter of Pile = 1.000 m
Distance between Piles in longitudinal direction = 3.000 m
Distance between Piles in transverse direction = 3.000 m
Edge projection in longitudinal direction =0.150 m
Edge projection in transverse direction =0.150 m

MATERIAL SPECIFICATION:

Grade of Concrete = M40
Permissible flexural stress = 13.3 Mpa
Grade of Steel = Fe - 415
Permissible tensile stress = 200 Mpa
Density of Concrete = 24 KN/m3
Density of Concrete for PSC Girder =25 KN/m3


LOAD CALCULATION:

DEAD LOAD CALCULATION FROM SUPER- STRUCTURE
1. Dead load of deck slab = 0.25 * 8.2 * 40 *25 =
2050 KN
2. Dead load of main girder = 0.73 * 40 *25 * 4 =
2920 KN
3. Dead load of the crash barrier = (0.5 + 0.25) * 1.1* 0.5 *40 * 2 * 25 =
0825 KN
4. Dead load of end cross beam = 0.8* 1.4 *1 .8 *25 * 6 =
302.5 KN
5. Dead load of intermediate cross beam = 0.76 *1.8 * 25* 3 =
0103 KN

TOTAL
=6205KN
DEAD LOAD CLACULATION FROM SUB- STRUCTURE
1) FROM SUBSTRUCTURE:
Volume unit weight
load
Dead load of one pedestal = 0.6 *0.6 *0.35*8 *25 =
25.2KN
Dead load of pier cap = 7.8 * 3 *1.3 *25 =
761 KN
Dead load of the pier = 5.895 * 1.2 * 7.8 *25 =
1380 KN
Dead load of pile cap = 10..3 * 4.3* 1.5 * 25 =
1661 KN

Total
=3344.2KN
LIVE LOAD CALCULATION:
IRC 70R CLASS ; ONE LANE LOADIND


STAAD. INPUT FOR LOADS

STADD. OUTPUT OF REACTIONS
IRC CLASS A LOADING
STAAD.
INPUT FOR LOADS

STADD. OUTPUT OF REACTIONS


CALCULATION OF LONGITUDINAL MOMENT AT PIER BASE, PILE CAP
BASE

Fig.36
A)
Calculation of Longitudinal Moments Pier Base & Pile cap Base
1) Due to Braking: Braking. (Clause 214.2 (a) & (b) of I.R.C: 6 - 2000.)
Since the movement of bearing under the girders on one side is restricted to move in
the longitudinal direction half the effect of braking is considered in the design.

1 ) 20 % of First Train Load. + 10% of succeeding Train Loads for Single or a Two
Lane Bridge.

2) 20 % of First Train Load. + 10% of succeeding Train Loads for Single or a Two
Lane Bridge.
+ 5 % of Loads on the lanes exceeding Two.

Total Load of 1 Vehicle = 554 KN one span
Braking Force= 110.8 KN

1 Lanes of Class 70 R Wheeled Vehicles
Total Load of 70R Vehicle = 1000 KN one span
Braking Force= 200 KN
Max Braking Force = 200 KN
Longitudinal moment = (5.895 + 0.5+ 2.465 +1.2) = 2012
KN-m
Vertical reaction due to braking = 200 (1.2+2.465)/(30) = 24.433
KN
Longitudinal moment due to vertical load of braking
Longitudinal Eccentricity = 0.75


Moment due to longitudinal eccentricity ` = 18.3375
KN -m

2) horizontal force due to shrinkage of bearing :

Fh +m (Rg +Rq) = 200 + 0.05( 6205+871)= 553.8 KN
Total Force = 553.8 KN
Moment at Pile Cap top = 553.8 * (0.5+5.895) = 3541.551 KN- m
Moment at Pile Cap bottom = 553.8 * (0.5+1.5+5.895) = 4372.251 KN-m

DUE TO DEAD LOAD:

Longitudinal moment = 6205*0.75 = 4653.75
Transverse moment = 6205 * 2.35 *0.5 = 7290.875
Due to Live Load
Transverse moment about the centre of the pier is calculated by finding the
eccentricity

Class 70R 1 lane
Moment in longitudinal Direction = (871 +87 ) * 0.75 = 1306.5
KN-m .
Moment in Transverse Direction = ( 871 +871 ) *2.35 =4093.7
KN-m
Class A two lane-both carriage ways
Moment in Transverse Direction = ( 387 *4 ) *0.75 = 290.25
KN-m
Critical Moment in Transverse Direction =( 387 *2 ) *2.35 = 1818.9
KN-m
Axial Load

Pile Cap Top = 6205 + 871+ 871 +25.2+761 +1380 = 10113.2
KN
Pile Cap Bottom = 6205 + 871+ 871 +25.2+761 +1380 + 1178 = 11291.2
KN

Summary of Axial Loads & Moments:
Description Pile cap top Pile cap bottom
Axial load 10114 KN 11292 KN
Longitudinal moment 4021 KN-m 5052 KN m
Transverse moment 5225KN- m 5225 KN- m


SEISMIC LOAOD CALCULATION:
Both Spans on Under Seismic in Longitudinal Direction:
As per Modified Clause 222 of IRC :6-2000

Feq=Ah(Dead load +Appropriate Live Load)
F eq = Seismic force to be resisted
Ah= Horizontal Seismic coefficient
= (Z/2)*(Sa/g) (I/R)
R = response modification factor = 3.0
Zone No = III
Zone Factor = 0.16
Sa/g = Average acceleration coefficient = 2.50
I=Importance Factor, I = 1.5
F = Horizontal force in KN required to be applied at the centre mass of the super
structure for one mm horizontal deflection at the top of the pier /abutment along the
considered direction of horizontal force.
T = 2* (D/(1000*F))
D = dead load of the super structure and appropriate live load = 6205 +871 = 7076
KN
F = (3 * E*I* /L
3
)
I = moment of inertia about y-y axis
= 6.895* 1.2
3
/ 12 = 0.9208 m^4
E= modulus of elasticity of concrete = 5000(fck) = 31622.7766 N/ mm
2
= displacement of magnitude

0.001 mm
L = height of member above ground level = 6.395 m
F = 333.7239 KN
T = 0.303 S
(Sa/g) = 2.5
Ah = 0.1
Hence, seismic load, in longitudinal l direction = 0.1 * 7076 = 707.6 KN
Feqx = 3* 707.6 = 2122.8 KN

Seismic force in transverse direction

The seismic force due to live load shall be considered when acting in the direction
perpendicular to traffic. The horizontal seismic force in the direction perpendicular to
traffic shall be computed by taking 20% of live load (excluding impact factor)
Dead load and appropriate live load = (6205 + 0.2 *871) = 6679.2 KN
Iyy = 0.92 m4
F = 33.7239 KN
T = 0.303
Soil type = II


Sa/ g = 2.50
Ah = 0.1
Feqx= 2123 KN
Design seismic force in longitudinal direction Hs =
707.6 KN
Vertical component of force Vs = (2/3)* 707.6 =
472 KN
Force in longitudinal direction = feqx + 0.3 feqx + Vs= 708 + 0.3* 708 + 472 =
1392KN
Centre of gravity of seismic load = 5.895 + 0.5 = 6.395 m above G.L.
Moment in longitudinal direction at top of pile cap = 6.395 * 708 = 4527.66 KN-m =
4528 KN m

Moment in longitudinal direction at bottom of pile cap = (6.395 + 1.5) * 708
=5590 KN-m

Seismic vertical load:
At top of pile cap = 0.3 feqx+ 0.3 feqz+ Vs = 0.3* 708 + 0.3* 708+ 472 =
897 KN
At pile cap bottom = (at pile cap top) * 1.25 =
1121 KN

WIND LOAD CALCULATION:
Service condition with Wind in Transverse direction
(Vide cl: 212.1 of I .R.C:6-2000)

Wind load on crash barrier-

Height of the exposed surface above ground level = 5.895 + 2.465+ 1.1 = 9.46 m

Exposed depth of C/Barrier & Superstructure = 1.1m
Intensity of Wind pressure cores to height = 91
Kg/m2
Average Exposed Length = 30.00 m
Effective area of crash barrier = 30.00 * 1.1 = 33 m2
Force =Pz *A *Cd *G:
Where,
Pz = intensity of wind
Cd = coefficient of drag
G = number of span considered
A = effective exposed area
Force = 91*33 *1.5 * 2 = 9009 kg = 88.37
KN


But minimum intensity = 450 kg /
m
Hence total force applied on the crash barrier = 450* 30 = 13500 kg =
132.45KN

Transverse moment =132.45 * 9.46 = 1248.72
KN-m

Wind load on Deck Slab and girder

Average ht of deck slab and girder from GL = 5.895 + 2.465 = 8.36 m
Intensity of Wind pressure to height =
91Kg/m2
Effective area of deck slab + girder = (2.456) * 30 = 73.95
m2
Force =Pz* A*Cd* G kN
G =2
Cd =1.5
Force = 91 * 73.95 * 1.5 * 2 * 9.81 = 198.04
KN

Transverse moment = 8.36 * 198.04 =1656 KN-m
Wind load on Live Load
Effective length = 30.00 m
Depth = 2.0 m
Height of the exposed surface above ground level = 10.36 m
Area = 30 *2 = 60 m2
Force = 91* 60* 1.5* 2 * 9.81 = 160.68
KN

Transverse moment =
1665KN-m

Wind laod on pier
Effective height = 5.895 m
Effective area of pier expose due to the wind= 6.395* 1.2 = 7.674 m2
Wind intensity= 63 kg / m2
Force = Pz * A* Cd* G= 63* 8* 1.5 * 2 *9.81 = 14.83
KN

Transverse moment = 5.895* 0.5 * 14.83 = 44 KN-
m

Total load = 506KN
Total moment = 4614
KN-m


EFFECT OF COLLISION:
Longitudinal moment
Collision load in longitudinal direction = 500.00 KN acting at 1.5m above
carriageway level of service road
Moment at top of pile cap = 500x(1.5+0.5) = 1000.00
KN-m
Moment at bottom of pile cap = 500* (1.5+ 0.5 + 1.5 ) = 1750
KN-m
Transverse moment
Collision load in longitudinal direction = 250.00 kN acting at 1.5m above
carriageway level of service road
Moment at top of pile cap = 250* 2 = 500
KN-m
Moment at bottom of pile cap = 250* 3.5 = 875
KN-m
SUMMRY OF ALL LOADS AND MOMENT

Total axial load on pile cap =

Dead load
Item Load KN
Dead load of crash barrier 825
Dead load of deck slab 2050
Dead load of main girder 2920
Dead load of end cross beam 302.5
Dead load of intermediate cross beam 103
Dead laod of pedestal 25.2
Dead load of pier cap 761
Dead load of pier 1380
Total dead load 8366.7

Live load

Live load due to IRC 70 R loading 871
Live load due to braking 24.33
Live load due to seismic consideration 897
Total 1792.33
Grand total Dead load + live load 10160
TABLE.19


Total axial load on pile cap bottom:

Total load on pile cap + self weight of pile cap = 10160 + 1661 = 11821 KN

Total longitudinal moment at top of pile cap

Item causing moment

Magnitude (KN-m)
At top of pile
cap
At bottom of
pile cap
Due to dead load of super structure 4653.75 4653.75
Due to dead load of pier cap + padestal 570.5 570.5
Due to irc 70 r loading 1306.5 1306.5
Due to shrinkage of bearing 3541.551 4372.251
Due to seismic loading 4528 5590
Due to wind loading 1153 1153
Due to collision of vehicles 1000 1750
Total 16752 19395

TABLE.20

Total transverse moment

Item causing moment Magnitude of moment KN-m
At top of piles At bottom of piles
Due to dead load of super structure 7290.875 7290.875
Due to dead load of pier cap + pedestal 1788.35 1788.35
Due to IRC 70 r loading 4093.7 4093.7
Due to shrinkage of bearing - -
Due to seismic loading 4528 5590
Due to wind loading 4614 4614


Due to collision of vehicles 500 875
Total 22814 24251

TABLE.21

2.a)STRUCTURAL DESIGN OF THE PIER:

CHECK FOR ADEQUECY OF THE SECTION
Total axial load P = 10116 KN
Total longitudinal moment at pier base including 5% error M
l
= 16752
KN-m
Total transverse moment at the base of pier including 5% error M
t
= 22814
Section modulus in the longitudinal direction Z
l
= bd^2/6 =
1200*7300^2/6=1.0658E10mm
3

Section modulus in the transverse direction Zt= bd^2/6 = 7300 * 1200^3/6 = 1.752E9
mm
3

Cross Sectional area A = 7300* 1200 = 8.76 E6

Now , stress f = P/A +M
l
/ Z
l
+ M
t
/ Zt = 12.85 MPa < 13 Mpa (permissilble strength
of concrete)

Hence the section is adequate and the stress is within permissible limits.

CALCULATION OF PIER REINFORCEMENT:

Longitudinal Reinforcements:
(as per cl:-306.2 & 306.3 of I.R.C :-21 : 2000 )

a) Not less than 0.3 % & not more than 8 % the gross C/S Area of the Column.
b) 0.8 % of the minimum area of concrete required to resist the direct stresses.

Transverse Reinforcements:
a) Diameter of Transverse Reinforcement shall not be less than 1/4ththe Dia of Main
Reinforcement & minimum being 8mm.
b) Minimum of 8mm Diameter.
Pitch of Transverse Reinforcement shall be the least of the following.
a) The least Lateral Dimension of the Column.


b) 12 Times the Diameter of the smallest Longitudinal Reinforcement.
c) Maximum allowable spacing of 300 mm

LONGITUDINAL REINFORCEMENTS:

C/S Area of Pier Section. = 8.76 E6 mm2

a) 0.3 % C/S Area. = 26280 mm2
b) Direct Stress consideration, Area = P/ fst = 101166 E3/ 200 = 50580 mm2
c) 0.8 % of Min C/S Area. = 0.008 * 7300 * 1200 = 70080 mm2
Assumed % of Longitudinal Reinforcement = 1.8 %
Longitudinal Reinforcement Provided.
= 1.8 * 7300* 1200 * / 100= 157680 mm2
Using 32 mm f bars, Ast of one bar = 804.2 mm2
No of bars reqd: = 157680 / 804.2 = 196 Nos.
Arrange the bar as shown in figure
TRANSVERSE REINFORCEMENTS:

a) Diameter of Transverse Reinforcement
= 1 x 32 = 8 mm

b) Minimum Diameter = 10 mm
PITCH OF TRANSVERSE REINFORCEMENT
a) The least Lateral Dimension of the Column. = 1200 mm
b) 12 x 32 = 384 mm
c) Maximum Allowable Spacing = 300 mm
provide 10 mm bars @ 250 mm C/C.


Fig.37
2. b)DESIGN OF PIER CAP:
Grade of concrete = M-40
i.e. fcbc = 13 MPa
Grade of steel = Fe- 415
fst = 200 MPa
Total load acting on design band = 6205/2 + 871 + 25 + 761/2 = 4380 KN
Eccentricity = 0.75 m
Moment = 3284. 25 KN-m
Design moment= 4927 KN m
Design moment per band Mu = 631 KN m
K = 1/(1+fst/ (m *fcbc) ) = 0.393
J= 1- k/3 = 0.868
d= 1150 mm
Q= 0.5 * fcbc* j* k = 2.217
Minimum depth required = (Mu/ Qb) = 534 mm < 1300 mm OK
Calculation of reinforcement
Ast = Mu / (fst * j* d) = 3161mm2

Spacing = (0.7853 * 32*32* 1000)/3161 = 255 mm c/c

Provide 32 mm hysd bar @ 250 mm c/c

SHEAR REINFORCEMENT OF PIER CAP


Fig.38
Vu= 6205/8 + 871/ 2 + 25/8 + 761/ 4 = 1404.5

v = Vu/ (b*d) = 1404.5/ 1200 = 1.18 MPa
c = 0.25 MPa

us= 1.18- 0.25= 0.93 MPa

As near the support
As = av* b(v- 2*d* c/ av)/ 0.87 fy (clause B5.5.2 of is 456: 2000)

As = 1000* 1000(1.18-2* 1200* 0.25/ 1200)/ (0.87* 415) = 1606 mm2

Spacing = 250 mm

Asv = 314 mm2
Provide 6 bar per 1000 mm

Use 4 legged vertical stirrups for shear reinforcement Spacing 560 mm

Provide 4 legged vertical stirrups @ 300 mm c/c

Detail are shown in figure


Fig.39

2.c)DESIGN OF PILE

CHECK FOR LOAD CARRYING CAPACITRY:

Length of piles =19m
Soil bearing capacity =125 KN/m2
Moment due to tilt of pile As per clause 709.1.6 IRC78:2000
For vertical piles
Permissible shift of piles =75mm
Permissible tilt of pile (1:150)=19E3/150=126.67mm

Moment due to tilt of pile = Axial load/pile x ( 127 )= 187.215 KNm
a) Piles :
For piles subjected to direct load as well as moments, the distribution of loads on
individual pile is determined as per the equation stated below.
Load /pile = W/n + M x y/ y2 + M y x/x2
Mxy = 8493KN-m
Myx = 11079KN-m
Refer figure for value of x and y
X= 1.5; x2 = 22.50
Y= 1.5; y2=18
W = Total axial load 18821 KN
n = No of piles = 8
From eqn
Load per pile= 247 tonn < 290 tonn OK
Now pile no 5 & 6 bare not critical
Now x2 = 13.625
y2 =13.5
Load on piles = 6881/ 6 + 8493/13.5+ 11079/ 13.625 = 2589.08 KN < 2900 KN OK


CALCULATION FOR PILE REINFORCEMENT

Longitudinal reinforcement
.
( as per cl:-306.2 & 306.3 of I.R.C :-21 : 2000 )

a) Not less than 0.3 % & not more than 8 % the gross C/S Area of the Column.
b) 0.8 % of the minimum area of concrete required to resist the direct stresses.
Transverse Reinforcements:

a) Diameter of Transverse Reinforcement shall not be less than 1/4th the Dia
of Main Reinforcement & minimum being 8mm.
b) Minimum of 8mm Diameter.
Pitch of Transverse Reinforcement shall be the least of the following.
a) The least Lateral Dimension of the Column.
b)12 Times the Diameter of the smallest Longitudinal Reinforcement.
c) Maximum allowable spacing of 300 mm

LONGITUDINAL REINFORCEMENTS:
a) C/S Area of Pile Section = 0.7853 * 1*1= 0.7853 m2

b) 0.4 % C/S Area. = 0.0031412 m2

c) But l/ d ratio is 19/1 = 19 <30
Therefore minimum reinforcement is 1.25 %
Now
Ml = 1061KN-m
Mt = 1384.875 KN-m
Pu= 11821/ 8 = 1477.625 KN-m

Pu/ fck *d2 = 0.049

Mu / fck *d3 = 0.046
Hence
p/ fck = 0.08
i.e. p= 2.4 %> 1.25 OK
now provide 2.4 % steel


Ast = 18850 mm2
Assuming 32 mm bar no of bars = 23

Clear cover = 40 mm
Effective cover 56 mm
Effective diameter= 888
Perimeter
2789.73 mm
c/c distance along periphery = 102.29
Provide 32 mm hysd @ 120 mm c/c

Fig.40

TRANSEVERSE REINFORCEMENT

Transverse Reinforcements:-
a) Diameter of Transverse Reinforcement= 1/4 x 32 = 8 mm
b) Minimum Diameter = 10 mm

use 10 mm dia bars
Pitch of Transverse Reinforcement

a) The least Lateral Dimension of the Column. = 1000 mm
b) 12 x 32 = 384 mm
c) Maximum Allowable Spacing = 300 mm

hence provide 10 mm hysd bar @ 300 mm c/c


2.d)PILE CAP DESIGN:

Design of steel in longitudinal direction

Check for Pile Cap depth
Refer to figure

Upward reaction = 2590 KN

Moment due to this eccentric loading Mu = 2590 * 0.9 = 2331 KN-m

Fcbc =10 MPa
Fst = 200 MPa

K = 0.33
J= 0.88
Q= 0.5 *fcbc * j *k = 1.4652
D = (Mu/ (Q*b)) = 1261 mm < 1500 mm Ok
Effective depth required,d req= 1261 mm

Effective depth provided,d pro =1500 mm
Hence Safe

Now total vertical load
= 11821 + 8493/ 22.5 + 11079/ 18 = 12813 Kn

Ssince there is 8 piles , hence 4 band will be formed during load transfer
Therefore load on each band =
12813/ 4 = 3203.49= 3205 Kn
Hence R = 3204 sin 45 = 2265.20 KN
Horizontal thrust H = 320 4 cos 45 = 2265.20 KN

Hence by designing the truss analogy at required = 2265.20 E3/ 200= 11326 mm2
Width of each band = 1500 mm

Provide 80 % steel in each band (above pile)(Refer Cl 307.2.5 IRC 21:2000)
Steel area = 80% 0f 11327 = 9061 mm2

Now no of bars = 9061/ 804 = 12


Spacing = 1500/ 12 = 125 mm

Now remaining reinforcement is provided as given below
Ast Remaining = 2265.2 mm2

Using 22 mm bar no of bar = 8 bar

Spacing = 200 mm c/c

Fig.41

REINFORCEMENT AT THE TOP OF PILE CAP
Ast = 0.1 %
Provide 0.1 * 1.5* 1 000 * / 100 = 1500 mm2
Provide 20 mm bar @ 200 mm c/c
Or 16 mm bar @ 125 mm c/c

DESIGN OF REINFORCEMENT IN TRANSVERSE DIRN
This has be designed as cantilever bending due to pile load.
Moment Mu = 4411.5 KN-m
Ast required = Mu/ (fst * j *d) = 10291.26 mm2
Minimum reinforcement required = 0.85 * b *d /fy


= 0.85 * 4300 * 1460/ 415 = 12858 mm2
Provide 25 mm bar @ 160 mm c/c
Or 28 mm bar @ 200 mm c/c

Fig.42
SHEAR REINFORCEMENT:

Generally pile cap designed by the truss analogy does not require check for shear
But as per IS456: 2000
As = 0.4 b Sv/ 0.87 fy
Assume 2 legged vertical stirrups of 10 mm dia
Asv = 157 mm2
Sv = 141.72 mm
3 .) DESIGN OF RETAINING WALL

Retaining walls shall be designed to withstand lateral earth and water pressures, the
effects of surcharge loads, the self-weight of the wall and in special cases, earthquake
loads in accordance with the general principles specified in this section.

Retaining walls shall be designed for a service life based on consideration of the
potential long-term effects of material deterioration on each of the material
components comprising the wall. Permanent retaining walls should be designed for a
minimum service life of 50 years.
Temporary retaining walls should be designed for a minimum service life of 5 years.

The quality of in-service performance is an important consideration in the design of
permanent retaining walls. Permanent walls shall be designed to retain an
aesthetically pleasing appearance, and be essentially maintenance free throughout


their design service life. The Service Load Design Method shall be used for the design
of retaining walls except where noted otherwise

GENERAL REQUIREMENTS

As a minimum, the subsurface exploration and design programs shall define the
following, where applicable:

1.Soil strata: -Depth, thickness, and variability -Identification and classification
Relevant engineering properties (i.e., natural moisture content, Atterberg limits, shear
strength, compressibility, stiffness, permeability, expansion or collapse potential,
and frost susceptibility)
2.Relevant soil chemistry: including pH, resistivity, cloride, sulfate, and sulfide
content
3.Rock strata: -Depth to rock -Identification and classification -Quality (i.e.,
soundness, hardness, jointing and presence of joint filling, resistance to weathering, if
exposed, and solutioning)
4.Compressive strength : (i.e., uniaxial compression, point load index)

5.Exploration logs: shall include soil and rock strata descriptions, penetration
resistance for soils (i.e., SPT or qc), and sample recovery and RQD for rock strata.
The drilling equipment and method, use of drilling mud, type

FORCE TO BE CONSIDERED

Here are a number of forces that act on the retaining wall. Some are relatively
constant while others intensity may vary due to factors such as weather.

THESE FORCES ARE:

1) Weight of the wall This force acts on the gravity centroid of the section.

2) Pressure of the retained soil

3) The pressures on the foundation They are usually considered as being linearly
distributed in the form of a trapezoidal diagram.

4) The pressure of the soil against the front of the wall The soil on the front of the
wall exerts a passive force (resistance) against the active force of the retained soil.


This force is usually omitted due to the uncertainty of its magnitude.

5) The loads on the retained soil

6) Forces due to water If there's a body of water on the back of the wall, there'll be
hydrostatic pressure acting on it. This can be prevented by installing adequate
drainage.

7) Subpressures When the drainage under the wall is not adequate or is damaged, it
can lead to storage of water in that zone. If the foundation is impervious the water will
flow until it will emerge on the frontal part of the soil. If the foundation is pervious,
the water will generate pressure against the wall.

8) Vibration They are produced by traffic, power plants, and others. Frequently,
vibrations effects on retaining walls are neglected because of their little contribution.
In some cases, engineers simply use the magnitude instead of the normal component
of the pressures of the retained soil on the wall. In other words, making the angle of
the resultant ()with the horizontal zero. This is done to overdesign the wall in order
to avoid problems due to vibrations.

9) Impact of Forces on the retained soil The effects are damped by the soil, therefore
they are neglected.

10) Stresses due to frozen water If the drainage is not adequate, when the water
freezes it will produce expansions of the retained soil.

11) Expansions due to changes of humidity on the retained soil On clay soils the
expansions produce an increase of the pressures exerted by the retained soil on the
wall. When the soil dries up, it contracts and the pressures decrease accordingly. If
this process keeps repeating, it can be harmful for the wall. This effect is more intense
on the surface, and then it decreases with depth.


DESIGN OF ABUTMENT

ABUTMENT LOADING

In general, bridge abutment loading shall be in accordance with The following
simplifications and assumptions may be applied to the abutment design.force diagram
of typical loads as they are applied to an abutment spread footing.

DEAD LOAD:
Approach slab dead load reaction of wall applied at the pavement seat.


Active earth pressure and unit weight of backfill and toe fill will be provided
in a geotechnical report.
The toe fill shall be included in the analysis for overturning if it adds to
overturning.
The passive earth pressure exerted by the fill in front of the abutment is
usually neglected in the design. The Geotechnical Branch should be contacted to
determine if passive resistance might be considered for analysis of sliding stability.
Passive resistance in front of footing is not dependable due to potential for erosion,
scour, or future excavation in front of footing.

LIVE LOAD - LL

Live load impact does not apply to the abutment. Bridge approach slab live load
reaction applied at the pavement seat may be assumed.
Abutment footing live loads may be reduced (by approximately one axle) if one
design truck is placed at the bridge abutment with a bridge approach slab. Adding the
pavement seat reaction to the bearing reaction duplicates the axle load from two
different design truck configurations.
If bridge approach slabs are not to be constructed in the project (e.g. bride approach
slab details are not included in the bridge sheets of the Plans) .

The most common design concept for a road bridge traditionally consists of some
type of superstructure resting on an abutment at each end as shown in above Figure
There may also be one or more intermediate piers but they are incidental to the focus
of this report. Because of natural, seasonal variations in air temperature, the bridge
superstructure will change in temperature and tend to change dimension in its
longitudinal direction .
However, the supporting abutments are relatively insensitive to air temperature so
remain
spatially fixed year 'round. To accommodate the seasonal relative movement between
Superstructure and abutments and prevent temperature-induced stresses from
developing within the superstructure, the traditional solution has been to provide


expansion joints and bearings at each end of the superstructure . These joints and
bearings typically must
accommodate movements of the order of several tens of millimetres (one inch).
Although the design works well in concept, experience indicates that the
expansion joint/bearing detail can be a significant post-construction maintenance item
and thus expense during the in-service life of a bridge. Therefore, the concept was
developed to physically and structurally connect the superstructure and abutments to
create what is referred to as an integral-abutment bridge . In doing so, the troublesome
and costly expansion joint/bearing detail is eliminated. This have been used for roads
since at least the early 1930s in the U.S.A. However, they have seen more extensive
use worldwide in recent years because of their economy of construction in a wide
range of conditions. Over the years and in different countries abutment have also been
called integral bridges, integral bridge abutments, jointless bridges, rigid-frame
bridges and U-frame bridges. There is also a design variant called the semi-integral-
abutment bridge.

The design is carried out by GEO5-V13 SOFTWARE and analysis is shown.


CHAPTER-7
ESTIMATION OF OVER BRIDGE

1) Estimation of Excavation

No. of Piles=4
Depth of 2 bore holes =15 m
Depth of 2 bore holes =30 m
Diameter of bore holes=1 m
Area 1= 2*0.785*1
2
=1.571 m
2
Area 2= 2*0.785*1
2
=1.571 m
2

Volume of bore holes 1=Area 1*depth
=1.571 m
2
*15 m
=23.565m
3

Volume of bore holes 2=Area 2*depth
=1.571 m
2
*30 m
=47.13m
3

Total Volume = 23.565+47.13=70.695m
3

Rate of RCC per m
3
=Rs. 13600
Estimate Value of Excavation=Rs. 9614520

2) Estimation of Deck slab

Area of Deck slab =length*breadth
=30*7.1 m
2

=213 m
2
Depth of Deck slab =0.6 m
Volume =Area*depth
=30*7.1*0.6 m
3

=127.8 m
3
Rate of RCC per m
3
=Rs. 13600
Estimate Value of Deck slab=Volume*Rate of RCC per m
3

=Rs. 17380800

3) Estimation of Main Girder

Area= (1.2*0.2+1.5*0.2+0.4*0.5) m
2
=0.74 m
2

Volume=Area*20 m
3
=14.8 m
3
Rate of RCC per m
3
=Rs. 13600
Estimate Value of Main Girder=Volume*Rate of RCC per m
3


=Rs. 14.8*13600
=Rs. 2012800

4) Estimation of Sub-structure

a. Pier:-
Area = 7.3*1.2 m
2
=8.76 m
2
Volume of pier per unit width =7.3*1.2*1 m
3

=8.76 m
3
Rate of RCC per m
3
=Rs. 13600
Estimated Value of pier per unit width =Rs. 13600*8.76
= Rs. 1191360
b. Pier Cap:-
Area = 3*1.2 m
2
=3.6 m
2
Volume of pier per unit width =3*1.2*1 m
3

=3.6 m
3
Rate of RCC per m
3
=Rs. 13600
Estimated Value of pier cap per unit width =Rs. 13600*3.6
=Rs. 489600
c. Design of pile:-
Volume=Area*height
=0.785*1
2
*19 m
3

=14.92 m
3

No. of pile=6
Total Volume=0.785*1
2
*19*6 m
3

=89.52 m
3
Rate of RCC per m
3
=Rs. 13600
Estimated Value of pile=Rs. 13600*89.52
=Rs. 12174720
d. Pile Cap:-
Volume=length*breadth*depth
=1.5*10*1.2 m
3

=18 m
3
Pile cap in transverse direction

Volume=length*breadth*depth
=4.3*1.5*0.24 m
3

=1.548 m
3
Rate of RCC per m
3
=Rs. 13600
Estimated Value of pile cap= (Volume 1+ Volume 2)* Rate of RCC per
m
3


= (18+1.548)* Rs. 13600
=Rs. 2658528

5) Estimation of Retaining wall
Area=0.5*28*7 m
2

=98 m
2
Volume=0.5*28*7*0.25 m
3
=24.5 m
3
Rate of RCC per m
3
=Rs. 13600
Estimated Value of retaining wall= Volume * Rate of RCC per m
3

=24.5*13600
=Rs. 3332000
Total Estimated Value of Overbridge=
= Estimate Value of Excavation + Estimate Value of Deck slab + Estimate
Value of Main Girder + Estimated Value of pier per unit width + Estimated
Value of pier cap per unit width + Estimated Value of pile + Estimated Value
of pile cap + Estimated Value of retaining wall

=Rs. 9614520+ Rs. 17380800 + Rs. 2012800 + Rs. 1191360 + Rs. 489600 +
Rs. 12174720+ Rs. 2658528 + Rs. 3332000
=Rs. 48854328.


CHAPTER-8

RESULT AND DISCUSSION

FEASIBILITY CHECK RESULT:

TRAFFIC SURVEY RESULT:

TRUCK BUS CAR THREE
WHEELER
TWO
WHEELER
TOTAL
146 98 232 312 1205 1993

Detailed traffic survey carried out by our team for the traffic volume study. The flow
of vehicles is mixed type. The average traffic volume is 1993 that is approximately
2000 vehicle per hour and peak hours traffic is near about 2 times of this value . The
present road status is not able to accommodate the traffic thus the solution of traffic
jam in the form of over bridge is necessary.

GEOLOGICAL FEASIBILITY:
The site is geological feasible because there is no fold , fault below the soil strata up
to the 30 m depth. The site lie in the earthquake zone third and there is no convergent
and divergent boundary near the site . The water table is below 20 m and there is no
reservoir near the dam thus possibility of liquefaction is very low.

SEISMIC FEASIBILITY:
The site is located in the zone III as per IS 1893:PART 1. The previous record shows
that the occurrence of the earthquake is very few in the Lucknow hence construction
of simply supported of concrete is feasible.

GEOTECHNICAL FEASIBILITY:

Bore hole/ Case
No.
Pile Diameter(mm) Pile Length(meter) Safe Load
Carrying
Capacity
(Tonnes)
1/I-A 1000 18 291.03
1/I-B 1000 20 305.25
3/II-A 1000 18 270.80
3/II-B 1000 20 293.98


BORE HOLE NO . BEARING CAPACITY REMARK
02
04
125.0 KN
104.6 KN/m2
MEDIUM
LOW

Detailed exploration is carried out at four bore hole , the result were positive in regard
to the project feasibility. The load carrying capacity of piles is medium hence 1000
mm dia piles are used for the pile foundation. Soil bearing capacity is medium. And
the ground is suitable for the load bearing.

ECONOMICAL FEASIBILITY:

= 1042+1415
= 2457 Crore

Now the cost of construction of over bridge = 100.00 Crore Approximately


Bridge is economically feasible because the cost benefit ratio is as high as 10. Thus
the construction of over-bridge at budhheswar chauraha will be economical than other
solution .

ENVIRONMENTAL FEASIBILITY:

After the construction of the over-bridge at inerter section the traffic jam will reduce
thus the stoppage of the vehicle at the intersection will not take place and hence
amount of engine exhaust will reduce and environmental pollution too.


CHAPTER-9

CONCLUSIONS,FUTURE SCOPE AND ADVANTAGES OF
THE PROJECT

CONCLUSION

BRIDGE IS ECONOMICALLY FEASIBLE:
Traffic volume and number of different vehicle contributing the traffic. Average
delay or stoppage period of all the vehicles. Fuel consumed by different type of the
vehicles. Price of the fuel at present date. Number of the accident taking place at
intersection. Amount and type of emission by different type vehicles. Damage of the
vehicle due to irregular engine operation during jam periods.
After the collecting traffic data chart has been drawn showing the number of the
vehicle in an hour during the period 8:00am to 8:00 pm. Now average number of each
vehicle is determined per hour and this called traffic volume. After determining the
volume of a particular vehicle consumption of fuel is determined by multiplying the
delay period and per unit time fuel consumed. This is determined for each type of
vehicles. Therefore total diesel consumed in 22 hours;
= 386+103+91.5=580.5 Litre
Total petrol consumed;
=308+531=839 Litre
Total C.N.G. consumed;
=92+103.5=195.5 Litre

= 2457 Crore

Now the cost of construction of over bridge = 100.00 Crore Approximately


ENVIRONMENTAL POLLUTION WILL REDUCE BY CONSTRUCTION OF
THE BRIDGE


When a traffic jam take place at a intersection due to uncontrolled traffic operation
originating from congestion, selfishness nature of road users then due to stoppage of
vehicles a large amount of the harmful gases like CO
2
, CO, SO
2 ,
NOx, is exhausted
from the vehicles . These gasses create environmental pollution which are harmful for
the all living beings .from the emission of methane gas from the vehicles ozone layer
depletion takes place due to which the temperature of the environment increases
rapidly .so, all these problems are minimized by providing the over bridge at this
intersection
ACCIDENTS RATE WILL DECREASE AT CROSSING
Accident rate is decreasing by providing the over bridge at the intersection because
the lane are separated by the median from which the vehicles are running in a
particular direction due to which there is no chance of accident. Due to smooth traffic
flow traffic operation will be under control.
LOSS OF PROPERTY IN ACCIDENT WILL BE MINIMIZED
Loss of property in accident will be minimized by providing the bridge because the
traffic flow is easy and one sided from which there is no chance of face to face
collision of vehicles. The losses of petrol ,diesel ,CNG are to be less from which the
economy is safe and loss of property will also reduced.


FUTURE SCOPE OF THE PROJECT

All IRC codes are silent in the design of the abutment and, thus this project
will be helpful tool for the design of this.
There is a standardization of cross girder, main girder, pier, pier cap, for 30 m
span and 8.2 m transverse width, these may be use full tool for the design and
construction of similar type bridge at another place.
Soil report may be used as a reference for other civil project near the site of
project.
Traffic volume accident data can be used for traffic control system in future.
Design steps are followed in the future which are taken from the all IS and
IRC codes used for the design of bridge.
From the feasibility report compare the economic and environmental problems
.
This project is also help in the distribution of traffic in the particular area.


ADVANTAGES OF THE PROJECT:

POLLUTION CONTROL:
When a traffic jam take place at a intersection due to uncontrolled traffic operation
originating from congestion, selfishness nature of road users then due to stoppage of
vehicles a large amount of the harmful gases like CO
2
, CO, SO
2 ,
NOx, is exhausted
from the vehicles . These gasses create environmental pollution which are harmful for
the all living beings .from the emission of methane gas from the vehicles ozone layer
depletion takes place due to which the temperature of the environment increases
rapidly .so, all these problems are minimized by providing the over bridge at this
intersection.
OVERCOMING ON TRAFFIC CONGESTION:
Overcoming of traffic congestion is one of the critical problem which create traffic
jams from that so many vehicles are going to be late and traffic police also involving
lot of time in releasing the jam. so, due to this problems project is advantageous.
REDUCTION IN ACCIDENT RATE:
Accident rate is decreasing by providing the over bridge at the intersection because
the lane are separated by the median from which the vehicles are running in a
particular direction due to which there is no chance of accident.
TIME SAVING DUE TO SMOOTH TRAFFIC FLOW :
if the over bridge is provided at the intersection the flow of the vehicles are easily
passes and the jam chances is to be reduced ,from which the time save.
Reduction in losses in the delay at the time of the traffic jam.


REFERENCES AND SOFTWARE USED

1. IRC 5: 2000 Standard Specification and Code of Practice for
Road Bridges Section I,
2. IRC 6 : 2000, Standard Specification and Code of Practice
For Road Bridges Section II,
3. IRC 18: 2000 Design Criteria for Prestressed Road Bridges
(Post- Tensioned Concrete),
4. IRC 21:2000 Standard Specification and Code of Practice
for Road Bridges Section III,
5. IRC 22: 1986 Standard Specification and Code of Practice
for Road Bridges Section VI,
6. IRC 83- PART-3 Standard Specification and Code of Practice
for Road Bridges Section IX,
7. IS 456:2000 Code of Practice for Plain and Reinforced
Concrete,
8. IS1343:1980 Code of Practice for Prestressed Concrete,
9. IS 6006 Specification for Uncoated Stress Relieved Strand
for Prestressed Concrete,
10. IS 6403:1981 Code of Practice for Determination of Bearing
Capacity,
11. IS 2132:1986 Code of Practice for Sampling in Disturbed
and Undisturbed Sample,
12. IS 2131: 1981 Code of Practice for Standard Penetration
Test ,
13. IS 1892: 1974 Code of Practice for Field Work Including
Existing Ground Water Table,


14. IS 2911 PART 1 TO 3 Code of Practice for Design and
Construction of Pile foundation,
15. Text Book Ashok K Jain reinforced concrete limit state
design
16. K. R ARORA Fundamental of soil mechanics part I
17. D.J VICTOR Bridge Engg.
SOFTWARE USED

1. STAAD. Pro V8i
2. AUTOCAD: 2013 -2014
3. QUIK-R WALL
4. GEO 5 -V13

Survey, Investigation, Design and Estimation of Over Bridge at Budhheswar Chauraha

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