METHODOLOGY

Bridge construction has been improved tremendously with the advancement in science and technology.
Better and lighter materials are now available that can endure greater loads. The construction is now
much faster due to the introduction of a variety of heavy construction equipment.

PLANNING OF CONSTRUCTION:

1. SITE SELECTION:
The main purpose of the technical field survey is to select the appropriate bridge site. The site
should optimally serve the local people. The selected site must economically justified and have
along life span:

A. GENERAL CONDITION
The bridge site should fulfill a number of general conditions:
- Traditional crossing point
- Minimum free board
- Maximum bridge span
- Space for the bridge foundations

B. RIVER CONDITION
The selected bridge site must have favorable river conditions. Accordingly, a bridge should be
located:
•on a straight reach of the river
•beyond the disturbing influence of larger tributaries
•on well-defined banks

C. SLOPE AND BANK CONDITION

A bridge should be located at a site with safe and stable slope and bank conditions. The surveyor
must Identify any potential instability features or failure modes of the soil or rock slope and
along the bank.

If the slope and bank is soil, potential instability features and failure modes are:
•bank erosion
•toppling instability of the bank
•erosion of the slope
•land slide

If the slope and bank is rock, potential instability features and failure modes are:
•Plain failures in a rock slide along the slope.
•Wedge failure leading to the fall of rock mass.
• Toppling leading to the fall of rock blocks.
•rotational slide is similar to the landslide in a soil slope. Such failure is likely when the material of the
rock is very weak (soft rock) and the rock mass is heavily jointed and broken into small pieces.

2. Testing Of Soil:-
Soil inspection or say geotechnical inspection is very important in understanding the physical properties
of soil and the rocks beneath. This is required to ascertain the the type of foundation required for the
proposed construction. Various tests are done to explore the sub surface and surface characteristics of
soil .Some of these are given below.

a. Water content:-
The natural water content also called the natural moisture content is the ratio of the weight of water to
the weight of the solids in a given mass of soil. This ratio is usually expressed as percentage.

W= Water/Moisture content

W = [(W2-W3)/(W3-W1)]*100

W1= Weight of container with liquid in gm

W2= Weight of container with liquid + wet soil in gm

W3= Weight of container with liquid + dry soil in gm

b. Plastic limit of soil:-

This test is done to determine the plastic limit of soil as per IS: 2720 (Part 5) – 1985.The plastic limit of
fine-grained soil is the water content of the soil below which it ceases to be plastic.

c. Liquid limit of soil:-

This test is done to determine the liquid limit of soil as per IS: 2720 (Part 5) – 1985. The liquid limit of
fine-grained soil is the water content at which soil behaves practically like a liquid, but has small shear
strength. It’s flow closes the groove in just 25 blows in Casagrande’s liquid limit device.

3. Selection of materials:
3.1 Steel:
Steel offer many advantages and these has led on it being widely used for all form of bridge
construction around the world, from beam bridges up to the longest suspension bridge.
The advantages which the steel offer are .
a. High quality of material
b. Speed of construction
c. Variety of good design
d. Durability
 e. Feasibility of modification and repairing.
3.2 Cable:
Multiple steel wire strand cables or forged or cast chain link.
3.3 Grade of concrete:
The grade of concrete for suspension bridge in component
Deck slab M80
Pile M60
4. DESIGN :
4.1 Foundation
4.2 Pier
4.3 Deck
4.4 Tower
4.5 Cable
4.6 Anchorages

4.1 FOUNDATION
. The foundation being the most important element of the bridge, it’s also one of the most
challenging activities at the project due to geological conditions the drilled shaft method of
construction was used for the shafts. The shaft were considerable in size depending on the
bedrock in countered at the site include highly weathered, frequented and Oxidized volcani
material with RQD’s of less than 25% & unconfined compressive strength of 1MPa. Foundation
for the tower compressed of 52-2m diameter piles arranged in H shape to capably support the
legs of the pylon, they are up to 34m in length. The load on different part of the structure vary
considerable & shaft size to accommodate loads from 2-25MN.
4.2 PIER
The piles in the project are vertical and cast-in-setu permanent steel liner’s and is friction
and end bearing types of piles. The piles are driven with RCD rings mounted on the jack up
platforms. Construction of cofferdam followed by the placement of termite seal after the
weathering is required for the direction of a pile. Concrete produced at the batching plant under
controlled condition is transported by agitator drums on concrete barges and is placed at the
required location using concrete pumps the number of M60 piles and it’s depth along with it’s
diameter in a foundation varies from pier to pier.
4.3 DECK
The deck of the suspension bridge consists of a hollow concrete box section with 3 cores
the dimension of the deck varies throughout the length of the bridge. The pre-cast segment vary
in length from 1.5m to 3.1m each section of bridge deck will be post-tensioned & light weight
deck is to reduce the longitudinal stiffness. It is advantages to provide a very flexible deck.
Because this bridge utilizes a lateral suspension, bending with in the deck is reduced and torsion
is the deck is not normally a critical case. The dimensions of the deck are determined by the
transverse moment and the size of the point load at the anchorages.
4.4 TOWER
Towers are arguably the most important component of a cable stayed bridge. The main
span bridges have two towers, each with four legs” each tower is inclined towards the other by
10degree, eventually merging at 98m above deck to become a single tower. Transverse and
longitudinal post-tensioning is provided in the tower head to resist local cable forces. The single
tower is tapered towards the very top. Beneath the superstructure of the bridge the 4 legs merge
to 2 points which are carried into the ground through the pile caps.
As with most cable stayed bridges the tower are very stiff. A frame adds torsional stiffness to the
bridge, this is due to the natural resistance to twisting, created by the closed triangle. The stiff
pylon in conjunction with the slender deck and numerous cables means that the tower will be
subjected to high longitudinal moments due to the live loads on deck and pylon itself.

The salient characteristics of the pylon tower that make it complex and challenging from the
point of view of constructability challenging from the point of view of constructability are as
follows:

a) The section decreases gradually with height.

b) There are horizontal grooves at every 3 m height and vertical grooves for circular portion that
requires attention for de-shuttering.
c) The tower legs are inclined in two directions, which creates complex in alignment and
climbing of solids.
d) Construction joints permitted only at 3m level. Inserts were permitted only in horizontal
grooves provided at 3m height.
4.5 CABLES
The arrangement of the cables is 4 planes of a semi-fan arrangement.’’ The cable stay
system comprise 2,250 km of high strength galvanized steel wires which support the cable
bridge weighing 20,000 tons’’. Each deck section has 2 planes of inclined cables which are
attached to the top of the tower in one plane. This layout of the lateral stiffness required. The
deck and the two planes of inclined stays behave like a rigid closed section in bending ‘’having
this a closed section made by the deck. The deck and tower are to work together to make a
rigid structure which acts against rotation in the deck. The inclination of the cables is such that
clearance is not an issue for the passage of vehicles across the deck due to the span involves
and the height of the tower.

4.6 ANCHORAGES
Many anchorage systems of bridge expansion joints in the medium movement range have
failed with in a relatively short period of time after their installation. The embedded anchor
devices have become loose and have caused the expansion joints to be noisy under traffic
impact and the adjacent concrete deck to deteriorate. Since the repair of loose expansion joints
is costly and creates hazardous driving conditions, the goals exist to minimize the need for
bridge expansion repair and to provide longer service life for bridge expansion system.
5. LOAD CALCULATION
The following analysis of sum of the primary structure consideration for this bridge will
be carried out for ultimate limit state and serviceability limit state. Dead load
serviceability should be taken as the actual load whereas the loads for ultimate limit
state will be subjected to factor for particular material and varying load causes such as
favorable and unfavorable these are to be found in BS5400. Live load must also be
taken into a account the nominal value of traffic loads will be given using the HA an
HB loading convention.

a. DEAD LOAD
Dead load are taken to be just the weight of the precast deck sections, any reinforcing
steel is assumes to be accounted for by the increased density of concrete. Where
dimensional information is not available conservative value has been assumed. The
separated decks for traffic in opposite directions can be considered in isolation as the
structural system for each deck are independent.

b. SUPERIMPOSED LOAD
The superimpose load will be taken as merely the components of the road surface. In
reality there will be load incident from the services for the bridge, such as lighting
 and prestressing. It is likely that these load will be negligible in compression to those
from the road surface.

c. LIVE TRAFFIC LOADING

HA is the combination of the effects of a UDL over a notional lane and a knife-edge
load place at the most critical point with in this lane. The primary issue which needs
to be considered at this point is the number of national lanes for the decks. In this load
calculation we use wind load code BS5400
.
d. COMBINATION LOADING
There are a number of load combinations to consider in finding worst case. For this
example look at load case I which includes all permanent loads and primary live
loads. These loads have been calculated previously and are shown below.
LOADING FOR CASE -1
Load Factor (yf) Value
Dead 1.05 177.9KN/m
Supper imposed 1.75 178.5 KN/m
HA 1.5 13.5 KN/m
HB 1.3 45 Units normally 146.3 KN/ Wheel

e. WIND LOAD
For calculating wind load we adopted code BS5400.

f. NATURAL FREQUENCY
The effect of vibration on the structure of a bridge can be great example of where
natural frequency issue of a bridge has caused problems are the Tacoma Narrows
Bridge crossing the Thames. The example high light how the frequency of live load

g. CABLE SIZING
The spacing of the cables at the deck is approximate every 6m. There is a cable
connection at every other precast section of deck. The load carried by each cable will
include the live loads and the dead loads of the bridge. The worst case will be when
there is full HA loading on two lanes and a third HA loading on the other 4 national
lanes.

FOR DESIGN OF ANY BRIDGE WE REQUIRED FOLLOWING IRC

CODE
1. IRC-6
2. IRC-18
3. IRC-21
4. IRC-29
5. IRC-82
6. IRC-37
7. IRC-35
8. IRC-51
9. IRC-74
10. IRC-75
11. IRC-56
12. IRC-87
13. IS 1343-1980