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0 To design the super structure of one span for a T-beam bridge to be built on a rural
section of a State Highway. The bridge consists of five spans of 14.5 m. Assume
moderate exposure, and cement concrete wearing coat.
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Solution:
1. PRELIMINARY DESIGN
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Fig 7.4 Class AA Track Located for Maximum Moment on Deck Slab
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Fig 7.5 Disposition of class AA wheeled vehicle for Maximum Moment
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a) B.M. due to wheel 1
Consider the load marked in fig 7.5
Tyre contact dimensions are 300150 mm
u = (0.3 + 2 0.075) + 0.215 = 0.503
v = (0.15 + 2 0.075) + 0.215 =0.370m
u /B= 0. 503/2.2 = 0.227; v/L = 0.3703/3.375 = 0.110; K=0.652
Using Pigeauds curves,
m1 = 19.05 10-2
m2 =14.55 10-2
total load allowing for 25% impact = 62.51.25 = 78.1 kN
Moment along short span = (19.05+0.1514.55) 10-2 78.1 = 16.59 kN-m
Moment along long span = (14.05+0.1519.05) 10-2 78.1 = 13.60 kN-m
b) B.M. due to wheel 2
Here the wheel load is placed unsymmetrically with respect to the YY axis of the panel.But
Pigeaud's curves have been derived for loads symmetrical about the centre. Hence we use an
approximate device to overcome the difficulty. We imagine the load to occupy an area placed
symmetrically on the panel and embracing the actual area of loading, with intensity of loading
equal to that corresponding to the actual load (Fig 7.6). We determine the moments in the two
desired directions for this imaginary loading. Then we deduct the moment for a symmetrical
loaded area beyond the actual loaded area. Half of the resulting value is taken as the moment due
to the actual loading.
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Fig 7.6 Details of Disposition of Wheel 2
Here the load is eccentric with respect to XX axis. By similar procedure as for case (b) but the
load area extended with respect to XX axis, we get
In this case the loading is eccentric with respect to both XX and YY axis. A strict
Simulation of the symmetric loading conditions would lead to complicated and laborious
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Calculations. Hence as a reasonable approximation only the accentricity with respect to xx axis
is considered and the calculations are made as for case (d)
=28.93 kN-m
Class AA tracked vehicle causes heavier moment than wheeled vehicle along the short
span direction, Class AA wheeled vehicle gives the severer effect. The loads causing maximum
effects are adopted for design moments.
The above computations assumed a simply supported condition along the four edges, In
fact, the deck slab is continuous. To allow for continuity, the computed moments are multiplied
by a factor 0.8.
=27.64 kN-m
=22.07 kN-m
(v) Reinforcement
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Effective depth required = 27.6410001000
----------------------- = 159mm
1.101000
Adopt 12mm dia. Bars at 110 mm centres, giving an area of 1028 mm2
The total maximum moment due to dead load per meter width of cantilever slab is computed
as in the following table, using details from fig
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Figure 7.7 Cantilever slab with class A wheel
Due to the specified minimum clearance. Class AA loading will not operate on the
cantilever slab. Class A loading is to be considered and the load will be as shown in fig
be = 1.2 x + bw
Here x = 0.70
bw = 0.25+2x0.075=0.40m
Hence be = 1.24 m
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Maximum moment due to live load = 68.95x 0.7=48.26 kN.m
(iii) Reinforcement
Total moment due to dead and live load = 13.07 + 48.26 = 61.33 KN.m
61.3310001000
Effective depth required = = 236 mm
1.101000
Effective depth provided = 350-40-8=302 mm
61.3310001000
Area of main reinforcement required = = 1128 mm2
2000.90302
Adopt 16 mm dia. bars at 220 mm centres plus 12 mm dia. Bars at 220 mm centres giving a total
area of 1428 mm2
B.M. for distributors = 0.2x13.07+0.3x48.26=17.09 KN-m
17.0910001000
Area of distributors = = 329 mm2
2000.90289
Provide 10 mm dia. Bars at 220 mm centres giving an area of 357 mm2
7.3.4 INTERMEDIATE LONGITUDINAL GIRDER
(i) Data
Effective span = 14.5 m
Slab thickness = 215 mm
Width of rib = 300 mm
Spacing of main beams = 2500 mm
Overall depth of beam = 1575 mm
(ii) B.M. due dead load
Dead load per m run is estimated as below:
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Figure 7.8 Transverse Disposition of Two Trans of Class A Loading For Determination of
Reactions on Longitudinal Beams
32.4114.514.5
Maximum B.M. = = 852 kN-m
8
(iii) B.M. due to live load
Maximum live load B.M. would occur under Class A two lane loading.
4.5
Impact factor fraction = = 0.22
6+14.5
The loading is arranged in the transverse direction as shown in Fig. 7.8, allowing the minimum
clearance near the left kerb. All the four wheel loads are of equal magnitude.
Live load B.M. can be determined by using any of the following methods:
a) Courbons method
b) Hendry-Jaegar method
c) Morice-Little method
The use of the first two methods is detailed here. In any practical design, it is adequate to use any
of the above three methods.
(iv) Live load B.M. Courbons method
The conditions for the applicability of Courbons method are satisfied. Equation (B.1) is used
to determine the reaction factors.
Here, P = 4 W; n = 3; e = 0.7 m
It is assumed that the values of l for all the three girders are equal.
Reaction factor for girder A
4 3
= [1 + 2.5 0.7] = 1.89
3 2(2.52 )
Similarly
4
= (1 + 0) = 1.33
3
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Fig 7.9 Arrangement of wheel loads in the Longitudinal direction for Maximum
Moment
In the longitudinal direction, the first six loads of a Class A train can be accommodated
on the span. The centre of gravity of this load system will be found to be located at a distance of
6.42m from the first wheel. The loads are arranged on the span as shown in figure 7.9 such that
the maximum moment will occur under the fourth load from left. The loads shown in the figure
are corresponding class A train loads multiplied by 1.33, the reaction factor at the intermediate
beam obtained as above and further multiplied by the impact factor of 1.22. for example, the first
load of 21.9kN is the product of the first train load of 13.5Kn and the factor 1.33 and 1.22
For the conditions shown in 7.9 the maximum bending moment occurring under the
fourth load from left is found to be 750.4kN/m
(v) Live Load B.M. Hendry-Jaegar method
To evaluate the parameter A by Equation (B.2), the moment of inertia of transversal and
longitudinal girders I should be computed. The sections of intermediate longitudinal girder and
intermediate cross beam can be taken from fig 7.2 and 7.3 assuming the top flange width to be
the spacing of respective beam.
Values of moments of inertia about the neutral axis (taken as axis through centre of
gravity of gross section) will be obtained as below:
M.I of Longitudinal girder l=0.4347m4
M.I of cross Beam lt=0.1229m4
From Equation (B.2),
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12 14.5 3 5 0.1229
Parameters A = ( ) 0.4347
4 2.5
= 34
For the purpose of the design, coefficients for F = x will be adopted. Using figure B.3 and
B.4 the distribution coefficients for A=34 will be obtained as in table 7.1
Treating the deck slab as continuous in the transverse direction , the support moments
at the locations of the three longitudinal girders due to the loading shown in Fig .7.8. are
computed using the method of moment distribution. The moments at A, B, and C will be
found to be- 0.85W1 0.19W and 0,respectively.Reactoins RA, RB, and RC are determined
from the support moments.
RA = 1.884 W
RB = 1.352 W
RC = 0.764 W
These reactions are treated as loads on the interconnected girder system and multiplying
these by the respective distribution coefficients and adding the results under each girder , the
the final reaction at each girder is obtained as shown in Table 7.2
Maximum bending moment on the intermediate beam is obtained by proportion from
the value computed by Courbons method.
Maximum B.M. = 750.4/1.33 1.334 = 753 KN-m
Table 7.2 Determination of Reaction Factors
___________________________________________________________________________
Reaction
Load Girder A Girder B Girder C
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(vi) Design maximum B.M.
Live load B.M obtained from Hendry-jaegar method will be adopted. Design B.M=Moment due to
D.L. + Moment due to L.L.=852+753=1605 kN-m
(vii)Design of section
Effective flange width for the T-beam section will be determined as per clause 305.15.2
of IRC Bridge code
Effective flange width = thickness of the web + 0.2 0.7 effective span
= 0.3 + 0.14 14.5 = 2.33 m
Allowing a distance of 120 mm from the bottom of T-beam to the centre of gravity of
rods , and assuming the centre of compression to be 120 mm below the top, and allowing a stress of 180
MPa as permissible stress at the centre of gravity of the steel area, area of steel required
AS = 1605 106
180 ( 1575 120 120)
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The beam is divided into 6 equal parts and the values of B.M. and shear are calculated at each
section using influence lines. The values are tabulated in Table 7.3
Table 7.3 Moments and shears at different sections
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Web reinforcement should be provided to cater for shear, in accordance with the rules for shear
reinforcement. In this case, 10mm dia 4-legged stirrups are provided and the required spacings
are shown in table 7.3.
longitudinal girder.
For the purpose of design, the maximum moment due to L.L. is increased by 10%.
(i) Data
The weight of slab and wearing coat will be apportioned between the cross beams and the
longitudinal girders in accordance with the trapezoidal distribution of the loads on the panel, as
shown in Fig.7.11
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Weight of the deck slab and wearing course per m2
=0.21524+0.07522=6.8kN/m2
=20.52.2(2.2/2)6.8 = 16.5kN
Self-weight of cross beam and weight of wearing coat over the cross beam
=20.251.2524+2.20.250.07522 = 17.4kN
The cross beam is continuous over two spans. The exterior girders restrain the cross beam
at the ends, and at the middle girder, the beam approaches a fixed condition. The exact degree of
restraint at the girder locations is difficult to determine, and is somewhere intermediate between
the free and fixed condition. Moment coefficients are listed in standard exts7 for free and fixed
ends and for uniform and concentrated loads, for multiple spans.
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= (1/3) x 0.125 + (2/3) x 0.083 =0.097
Positive B.M. =0.051x3.39x2.2x1=3.8 KN-m
Negative B.M. =0.097x3.39x2.2x1=7.2 KN-m
(iii) Bending moment due to live load
Class AA tracked vehicle produces severer effect that the other loadings Fig 7.12 shows
the disposition of one track on a cross beam.
1.675 2.662 0.25
Load on cross beam =2(350 3.625 )+350 263 KN
3.6 3.6
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Area of steel required =(112.8106)/(2000.901202)= 521mm2
Add 0.3% of area of the beam to give additional stiffness to the beam
Additional area of steel =(0.3/100)2501219 = 901 mm2
Total area of the steel required = 521+901 = 1422mm2
Provide 6 bars of 22giving an area of 2281mm2
Design negative B.M.=7.2+106=113.2kN-m
Area of steel required = (113.2106)/(2000.901202) = 523mm2
Provide 3 bars of 22 giving an area of 1140mm2
(v)Provision for shear
Arrange Class AA tracked vehicle as shown in Fig.7.13.
Total load on cross beam due to track as found in (iii) = 263kN
Shear near girder C =263(2.0/2.2)+((2630.375)/0.85)(0.375/(22.2))=249kN
Shear including impact of 25% =311kN
Shear due to dead load =17kN
(computation not shown here)
Total shear = 328kN
Shear stress = (3281000)/(2500.901202) = 1.2 Mpa
Fig 7.13 Disposition of Class AA Tracked Vehicle for Maximum Shear on Cross Beam
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4-legged stirrups of 10 mm diameter rods at spacing of 150mm will be adequate. Two bars of
22mm are provided as cranked bars as additional provision to cater to diagonal tension.
0.5
Area of steel required at bottom = 250 1275 = 1594 2
100
0.25
Area of steel required at top = 250 1275 = 7972
100
The design of the end cross beam can be done on the same lines as for the intermediate
cross beam. The depth of the end cross beam is adopted the same as for the longitudinal girder
for 1000mm at the supports and as for intermediate cross beam for the remaining portion.
The bottom reinforcement at mid span of the cross beam between two longitudinal
girders may be taken as half of that for the intermediate cross beam, i.e. three bars of 22mm, in
addition to the two cranked bars of 22mm diameter. The top reinforcement may be taken as three
bars of 22mm diameter, plus two cranked bars of 22 mm diameter.
The locations of four jacks for lifting provision are indicated on the end cross beams. At
each of these locations, two layers of 6mm mesh reinforcement of suitable size are provided.One
layer at 20mm and the other at 100mm from the concrete surfaces. Similar mesh reinforcement
of suitable size in two layers are provided at the supports above the bearings
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