IJSRD - International Journal for Scientific Research & Development| Vol.

3, Issue 06, 2015 | ISSN (online): 2321-0613

A Comparative Design of RCC and Prestressed Concrete Flyover along

with RCC Abutments
K. Venkateswara Rao1 G.RamaKrishna2 Dr. M. Kameswara Rao3
1
M.Tech. Student 2Associate Professor 3Professor & HOD
1,2,3
Department of Civil Engineering
1,2,3
Malla Reddy Engineering College Autonomous), Secunderabad
Abstract Flyover construction today has achieved a
worldwide level of importance. Flyovers are the key
elements in any road network. Use of PSC Girder has gained
popularity in bridge engineering because of its better
stability, serviceability, economy, aesthetic appearance and
structural efficiency. In the present study a simply supported
PSC Girder Bridge of 25m span is analyzed for moving
loads as per Indian Road Congress codes- IRC: 6 and IRC:
18 specifications. The analysis and design will be carried
out using Working Stress Methodology. Firstly,
proportioning of the girder and calculation of section
properties will be carried out. Then, the different loadsdead, superimposed and live loads, coming onto the
structure will be estimated. The analysis will be performed
and section forces- bending moments, shear forces and
stresses are arrived at to proceed with the further design. All
the analysis will be carried out for two sections- running
section and end section and internal, external and cross
girders. As a conclusion, the analysis results will be
presented and an optimization of the design is discussed.
Prestressed (Post tensioning) concrete is well suited for the
construction of Flyovers in the medium to large span range.
These structures gained popularity due to their versatility in
construction and economy in cost and maintenance; also
they can be cast in any convenient shapes and forms to meet
architectural requirement as well as can utilize locally
available materials such as stone chips, gravels, sand etc. it
can be cast at site thereby eliminating carriage of heavy
bridge components hence are widely used in construction of
medium to large span structures. Precast PSC (Post
tensioning) girder is by far the most commonly adopted type
in the span range of 20m to 30m. The structure so named
because the main longitudinal girders are designed as I
girders integral with the part deck slab, which is cast
monolithically with the girders. For a particular girder span
and structure width, a large number of parameters control
the design of the structure such as girder spacing, cross
sectional dimensions of girder, grade and type of high
tensile steel, type of tensioning, first stage stressing, no. of
prestressing stages, deck slab thickness, deck slab
reinforcement, concrete strength, materials of construction,
reinforcement in cross girder and intermediate girders etc.
By studying proper design procedures of Precast PSC (Post
tensioning) I girder we will get pre assigned parameters,
design variables or decision variables, design constraints,
design vectors and objective functions. By using these all
parameters we can convert normal design problem of
Precast PSC I (Post tensioning) girder into optimization
problem and this optimization problem can be solved with
the help of various optimization techniques or softwares
which are available so as to achieve desired objective
function, so as to optimize the design.

Key words: Fly Over, PSC Girders, RCC Girders,

Abutments, IRC-Code
I. INTRODUCTION
Carriageway Width
Overall width
Width of Crash Barrier
Safety barrier
Railing
Cross slope
Thickness of wearing
course

10.50m
12.90m
0.450m
0.750m
0.3m
2.5% (Both direction)
65mm (40mm asphaltic wearing
with topping of 25mm mastic
asphalt).
3.00m

C/C of the Girder

Distance between C/L of
0.60m
EJ to C/L of bearing
Table 1: Description of the Structure
S.No

Description

Dimensions

25.00m
1. Bridge length (c/c of expansion gap)
Span lengths (c/c of bearing)
23.80m
2.
Skew Angle
0 Deg
3.
Table 2: Flyover Span Arrangement
II. STRUCTURAL ANALYSIS
A. Method of Analysis for Longitudinal Girders
The analysis of the PSC Girder for longitudinal flexure shall
be carried out using Grillage model on STAAD Pro/
STAAD III on the following basis.
For the design of the longitudinal Girders stresses
and moments shall be determined at an interval of
every L/8.
Members along the longitudinal Direction shall be
along the longitudinal beams and at the ends.
Transverse members of the grillage other than the
Cross-diaphragm shall be modeled as slab
elements.
B. Method of Analysis for Cross Diaphragm
The analysis of the Cross Diaphragm shall be carried out
using Grillage model on STAAD Pro / STAAD III on the
following basis:
The Intermediate cross girders shall be designed as
a continuous beam supported on the longitudinal
girders.
The end cross Diaphragm shall be designed for the
jack up position

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A Comparative Design of RCC and Prestressed Concrete Flyover along with RCC Abutments
(IJSRD/Vol. 3/Issue 06/2015/113)

III. LOADS ON FLYOVERS

A. Dead Load
The deck of the bridge subjected to dead loads comprising
of its self-weights due to wearing coat, parapet, kerb etc.
which are permanently stationary nature. The dead load acts
on the deck in the form of the distributed load. These dead
loads are customarily considered to be done by the
longitudinal grid members only giving rise to the distributed
loads on them. The distributed load on the longitudinal grid
member is idealized into equivalent nodal loads. This is
specially required to be done when the distributed load is
non-uniform. On the other hand, if the self-load is uniform
all along the length of longitudinal grid line then it is not
necessary to find the equivalent nodal load and instead it can
be handled as a uniformly distributed load (udl) itself.
Further, if the dead load is udl but its center is not coincident
with the longitudinal grid line then it is substituted by a
vertical udl.
B. Live Load
The main live loading on highway bridges is of the vehicles
moving on it. Indian Roads Congress (IRC) recommends
different types of standard hypothetical vehicular loading
systems, for which a bridge is to be designed. The vehicular
live loads consist of a set of wheel loads. These are
distributed over small areas of contacts of wheels and form
patch loads. These patch loads are treated as concentrated
loads acting at the centre of contact areas. This is a
conservative assumption and is made to facilitate the
analysis. The effect of this assumption on the result is very
small and does not make any appreciable change in the
design. IRC Class A two lane, Class AA Tracked and
Wheeled, Class 70R Tracked and Wheeled loads are shown
in Figs. Three different wheel arrangements for Class 70R
Wheeled loads are in existence Class 70R Tracked load may
be idealized into 20 point loads of 3.5tonns each, 10 point
loads on each track. The total load of the vehicle in this case
is 70 tons. One Class A or Class B loading can be adopted
for every lane of the carriageway of the bridge. Thus, for a
two lane bridge, we can have two lanes of Class A or Class
B loading. However, for all other vehicles, only one vehicle
loading per two lanes of the carriageway is assumed.
C. Impact Load
Another major loading on the bridge superstructure is due to
the vibrations caused when the vehicle is moving over the
bridge. This is considered through impact loading. IRC
gives impact load as a percentage of live load. As per IRC
code, impact load varies with type of live loading, span
length of bridge and whether it is steel or a concrete bridge.
The impact load, so evaluated, is directly added to the
corresponding live load. The dynamic effect caused due to
vertical oscillation and periodical shifting of the live load
from one wheel to another when the locomotive is moving is
known as impact load. The impact load is determined as a
product of impact factor, I, and the live load. The impact
factors are specified by different authorities for different
types of bridges.

IV. PRESTRESSED CONCRETE

In prestressed concrete, a prestress force is applied to

a concrete member and this induces an axial
compression that counteracts all, or part of, the tensile
stresses set up in the member by applied loading.
In the field of bridge engineering, the introduction of
prestressed concrete has aided the construction of
long-span concrete bridges. These often comprise
precast units, lifted into position and then tensioned
against the units already in place, the process being
continued until the span is complete.
For smaller bridges, the use of simply supported
precast prestressed concrete beams has proved an
economical form of construction

A. Design Procedure

Assume section
Calculate section properties
Estimate Bending moment / Shear force
Select no & size of cables
Apply prestress force
Estimate prestress losses
Determine stresses in concrete
Check with permissible stresses
Check ultimate moment / shear
Design shear reinforcement
Design end block

B. Limiting Stresses
Condition
Compression
Tension

Transfer Condition Service Condition

0.50 fck
0.33 fck
0.05 fck
0.00
Table 3 Limiting Stresses

C. Basic Theory

Fig. 1: Stresses at transfer condition

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492

A Comparative Design of RCC and Prestressed Concrete Flyover along with RCC Abutments
(IJSRD/Vol. 3/Issue 06/2015/113)

REFERENCES

Fig. 2: Stresses at service condition

D. Prestress Losses (As per IRC: 18)

Elastic deformation of concrete (Clause 11.1)

Anchorage slip (Clause 11.5)
Friction losses (Clause 11.6)
Concrete shrinkage (Clause 11.3)
Concrete creep (Clause 11.2)
Steel relaxation (Clause 11.4)
For Columns Prismatic (Rectangular, Square and
Circular)
V. CONCLUSIONS

1) Life span of prestressed concrete structures is very

more as compared to reinforced concrete structures
and Steel structures.
2) Under working loads, the cross section area of
prestressed member is very less as compared to
reinforced concrete member and simultaneously dead
weight can be reduced.
3) Prestressed concrete members are very stiffer than the
reinforced concrete members.
4) It is possible to formulate and to obtain solution for
the minimum cost design for PSC I girder.
5) The minimum cost design of PSC I girder is fully
constrained design which is defined as the design
bounded by at least as many constraints as there are
the design variables in the problems.
6) Actual percentage of the saving obtained for optimum
design for PSC I girder depend upon the grade of
prestressing steel, grade of concrete, first stage
stressing, no. of prestressing stages, deck slab
thickness and depth of girder.
7) The optimum cost for a PSC I girder is achieved in
uncoated stress relieved low relaxation 7-ply 12.7
mm dia strands conforming to IS: 14268, M45 grade
of concrete and Fe500 grade of steel.
8) The cost of PSC girder unit increased rapidly with
respect grade of concrete increases and grade and
type of high tensile steel increases whereas cost of
PSC I girder decreases as the span of flyover reduces,
also the cost of girder decreases with the increase in
the girder depth.
9) Significant savings in cost over the normal design can
be achieved by the optimization. However the actual
percentage of the saving obtained for optimum design
for PSC I girder depend upon the span of girder and
grade of material.
10) The cost of girder is directly proportional to grade of
concrete and high tensile steel.

[1] IRC: 5-1998 - Standard Specifications and Code of

Practice for Road Bridges, Section I General Features
of Design.
[2] IRC: 6-2014 - Standard Specifications and Code of
Practice for Road Bridges, Section-II Loads and
Stresses.
[3] IRC: 18-2000 - Design Criteria for Prestressed Concrete
Road Bridges (Post Tensioned Concrete).
[4] IRC: 21-2000 - Standard Specifications and Code of
Practice for Road Bridges, Section-III Plain and
Reinforced Cement Concrete.
[5] IRC: 22-1986 - Standard Specifications and Code of
Practice for Road Bridges, Section-VI Composite
Construction.
[6] IRC: 78-2014 - Standard Specifications and Code of
Practice for Road Bridges, Section-IV Foundations
and Substructure.
[7] IRC: 83 (Part-II) - Standard Specifications and Code of
Practice for Road Bridges, Section-IX Elastomeric
Bearings.
[8] IS: 456 - Code of practice for plain and reinforced
concrete.
[9] IS: 1342 Code of Practice for Prestressed Concrete.
[10] IS: 875 (Part-3) Code of Practice for design loads for
Buildings and Structures (Wind loads).
[11] IS: 1893 (Part-3) - Criteria for Earthquake Resistant
Design of structures.
[12] IS: 4326 - Code of Practice for Earthquake Resistant
Design and Construction of Buildings.
[13] IS: 13920 - Ductile Detailing of Reinforced Concrete
Structures subjected to Seismic Forces.
[14] IS: 1786 - High Strength Deformed Steel Bars and
Wires for Concrete Reinforcement.
[15] IS: 6006 - Uncoated stress relieved strands.
[16] IS: 14268 - Uncoated stress relieved low relaxation
steel.
[17] Grillage Analogy in Bridge Deck Analysis by C. S.
Surana and R. Agarwal.
[18] Bridge Deck Behavior by E. C. Hambly.

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