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 LUCKNOWSubmitted for Partial fulfilment of Awards of

BACHELOR OF TECHNOLOGY

In

CIVIL ENGINEERING

(2014)

By

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

Under the Guidance

Of

Mr. R. S. Mishra

AMBALIKA IMSTITUTE OF MANAGEMENT &

MANAGEMENT

Affiliated to

UTTAR PRADESH TECHNICAL UNIVERSITY, LUCKNOW

CIVIL ENGINEERING

AIMT

CERTIFICATECertified 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 EngineeringAIMT, Lucknow AIMT, Lucknow (Project guide) (Head of Department)

DEPARTEMNT OF CIVIL ENGINEERING

CIVIL ENGINEERING

AIMT

DECLARATIONWe 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 Chaudhary1036300015 1036300026 1036313038 1036300049


CIVIL ENGINEERING

AIMT

ACKNOWLEDGEMENTAt 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 Chaudhary1036300015 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 iDeclaration 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 slabb) Cantilever slab portionc) Footpaths, if provided, kerbs and handrails or crash barriers.d) Longitudinal girders, considered in design to be of prestressed I-sectione) 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 anchorageto 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 accordancewith 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 ConcreteSlump 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 reinforcement1. 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, andj) Any other important observations.

PILE CAPS

To determine that the Numbers of Piles and the Working Capcityof Each Pile is SatisfactoryTo 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

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

PILE SPACINGSAssume 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 SURVEYFlow 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.


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

175140 143

131 149 135 139 129 127 128 147172 177

173135 151

139 138 142 143 121 135 135 139171 183

156

123133

136 139 149 146118 126 137 132

165 171151

141157

130 151 137 149128 133 129 148

162 168149

121142

133142 135 135

129 122 121142

178 152

Volume of trucksSun 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 10393 91 78 88 99 99 111 99 100 90 79

102 10990 100 80 91 87 105 117

102 98 92 84

111 11698 97

85 93 88110

109106 103

88 90

98 100

102 9087 87 83

103112

99 10885 92

114 107

100 9693 80 96

106115

104 112

86 81

VOLUME OF BUSESSUN MON TUE WED THU FRI SAT

Bar graph.1,2


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

465220 199 123 130 150 169 195 229 255 300 342 278

554

210 186145 160 166 186 188 234 259 290 304

265

475

190 194155 156 155 170 180

245 270 279 307255

396

198 173122 135 155 175 189

256280 302

308296

504

219161

112 120 147 157 175239

265304

330300

303

163141

110 108 126 144 169

265295

344345

297

VOLUME OF CARSUN 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 15391477

1505 1487 1480 1402 1378 1368 1408 1436 1445 1501 1570 15671466

VOLUME OF TWO-WHEELERSUN MON TUES THU FRI SAT


VOLUME OF VEHICLES PER HOUR

TIMEA.M-P.M.

TRUCK BUS CAR THREE WHEELERS

TWO WHEELERS

REMARKS

8 - 9 1141 754 3033 2101 90259 - 10 939 770 1445 2359 884510 -11 1045 680 1257 2239 852611 - 12 938 659 917 1878 838912 - 1 1100 607 964 1564 81401 - 2 996 614 1074 1513 79662 - 3 1010 638 1189 2329 80483 - 4 892 725 1297 2666 82804 - 5 898 776 1714 2857 83305 -6 913 708 1910 2844 84726 - 7 993 710 2125 2497 86527 - 8 1190 612 2281 2057 86088 – 9 1202 598 1981 1465 7975TOTAL 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 DIESELBUS 0.028 C.N.G.CAR 0.02 PETROLTHREE 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 = 3.5BUS 3-4 = 3.5CAR 2-3 = 2.5THREE WHEELER 2-3 = 2.5TWO WHEELER 1-2 = 1.5AVERAGE 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 VOLUME

DELAY IN MINUTE

DELAY IN ONE HOUR (min)

DELAY IN 22 HOUR (hour)

FUEL COMSP. DURING DELAY (litr)

TOTAL LOSS

TYPE OF FUEL

TRUCK 146 3.00 438 160.6 2.4 386 DieselBUS 98 3.00 294 108 1.7 184 C.N.G

.CAR 232 3.00 696 256 1.2 308 PetrolTHREE WHEELER

312 3.00 936 344 0.6 207 C.N.G.

TWO WHEELER

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 34800.00Petrol 839 80.0 67120.00C.N.G. 195.5 50.0 9775.00TOTAL 111695.00 / Day

Table. 6Assure 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. / yearWhere;A = Total amount after 60 yearP = Principle amount / yearr = Growth rate / yearN = 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=9LACTruck – Car 5 Nos. 125000*5=6.25LACTruck – Three Wheeler 4 Nos. 92000*4=3.68LACTruck – Two Wheeler 8 Nos. 45000*8=3.6LACBus – Truck 2Nos. 165000*2=3.3LACBus – Car 7 Nos. 86000*7=6.02LACBus – Three Wheeler 4 Nos. 55000*4=2.2LACBus – Bike 9 Nos. 35000*9=3.15LACTruck,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 TimesThus 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)-1979Bore hole/ Case No.

Pile Diameter(mm) Pile Length(meter) Safe Load Carrying Capacity (Tonnes)

1/I-A 1000 18 291.031/I-B 1000 20 305.253/II-A 1000 18 270.803/II-B 1000 20 293.98

Table.8However , 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 1DEPTH BELOW GL(IN METER)

VISUAL FIELD OBSERVATION

SAMPLETYPE

I.S. S.P.T. VALUEGROUP 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.

CI1.85-2.312 18 25 43

3.0-3.35SILTY - CLAY U.D.

S.P.T. CL3.35-3.38

8 12 14 264.50-4.85

CLAYEY-SILT U.D. S.P.T.

ML4.85-5.304 8 9 17

6.00-6.35CLAYEY-SILT U.D.

S.P.T. CL-ML6.35-6.80

8 11 14 257.5-7.85


CI7.85-8.311 13 13 26


S.P.T. CL-ML9.35-9.80

9 11 11 2210.50-10.85


CI10.85-11.311 15 23 38


S.P.T. CL-ML12.35-12.80

12 18 26 4413.5-13.85

SILTY-SAND

SILTY-SAND

U.D. S.P.T.

U.D. S.P.T.

SM

SM

13.85-14.318 23 25 48

15.0-15.3515.35-15.80

23 26 24 50

Table.9


BORE HOLE 1 - PART 2DEPTH BELOW GL(INMETER)


SAMPLE I.S. S.P.T. VALUEGROUP HATCHING N1 N2 N3 N2+N3

16.50-16.85 SILTY - CLAY U.D.

S.P.T. CI16.85-17.30

5 7 9 16

18.0-18.35 SILTY - CLAY U.D.

S.P.T. CI18.35-18.80

10 22 24 4619.50-19.85


CI19.85-20.3011 14 24 38

21.0-21.35 SILTY - CLAY U.D.

S.P.T. CI21.35-21.80

12 18 22 4022.5-22.85


CI22.85-23.3014 17 25 42

24.0-24.35SILTY-SAND U.D.

S.P.T. SM24.35-24.80

17 21 25 4625.5-25.85

SILTY - SAND U.D. S.P.T.

SM25.85-26.3018 22 25 47

27.0-27.35 SILTY-CLAY U.D.

S.P.T. CI27.35-27.80

16 19 21 4027.80-28..50

SILTY-CLAY

SILTY-CLAY

U.D. S.P.T.

U.D. S.P.T.

CI

CI

28.50-28.8518 23 25 48

28.85-29.3029.30-30.00

7 14 18 32

Table.10


BORE HOLE -3DEPTH BELOW GL(INMETER)



0.05-0.50CLAYEY-SILT D. ML

1.50-1.85


CI1.85-2.35 7 7 14


S.P.T. CL3.35-3.38

11 13 14 274.50-4.85

SANDY-SILT U.D. S.P.T.

ML4.85-5.308 9 13 22

6.00-6.35SANDY-SILT U.D.

S.P.T. ML6.35-6.80

6 11 15 267.5-7.85


ML7.85-8.310 20 24 44


S.P.T. ML9.35-9.80

11 20 24 4410.50-10.85


CL10.85-11.312 21 25 46


S.P.T. CI12.35-12.80

17 32 18 5013.5-13.85

SILTY-SAND

SILTY-SAND

U.D. S.P.T.

U.D. S.P.T.

ML

ML

13.85-14.318 23 25 48

15.0-15.3515.35-15.80

25 40 10 50Table.11


BORE HOLE 2 – PART 1DEPTH BELOW G.L.



0.00-0.50 FILLED UP SOIL UPTO 0.5 M DEPTH

1.50-1.85


CL-ML1.85-2.32 4 6 10


S.P.T. ML3.35-3.38

6 6 8 144.50-4.85


ML4.85-5.306 7 10 17


S.P.T. CL-ML6.35-6.80

8 8 9 177.5-7.85


CI7.85-8.37 12 20 32

9.00-9.35SILTY-CLAY U.D.

S.P.T. CL9.35-9.80

14 21 28 4910.50-10.85


ML10.85-11.314 12 13 25

12.0-12.35SILTY-CLAY U.D.

S.P.T. CI12.35-12.80

14 13 15 2813.5-13.85

SILTY-CLAY

SILTY-CLAY

U.D. S.P.T.

U.D. S.P.T.

CI

CI

13.85-14.37 7 8 15

15.0-15.3515.35-15.80

6 8 9 17Table.12


BORE HOLE 2 - PART 2DEPTH INMETER BELOW GL



16.50-16.85 SILTY - CLAY U.D.

S.P.T. CI16.85-17.30

5 8 11 19

18.0-18.35 SILTY - CLAY U.D.

S.P.T. CI18.35-18.80

8 10 13 2319.50-19.85


CI19.85-20.3011 13 16 29

21.0-21.35 SILTY - CLAY U.D.

S.P.T. CI21.35-21.80

9 11 23 2422.5-22.85


SM22.85-23.3015 19 23 42


S.P.T. SM24.35-24.80

17 21 25 4625.5-25.85


SM25.85-26.3016 21 24 45


S.P.T. CI27.35-27.80

16 20 23 4327.80-28..50

SILTY-CLAY

SILTY-CLAY

U.D. S.P.T.

U.D. S.P.T.

CI

CI

28.50-28.8518 23 25 48

28.85-29.3029.30-30.00

17 26 32 RTable.13


BORE HOLE 4DEPTH INMETER BELOW GL



0..0-0.50 SILTY - CLAY U.D.

S.P.T. CI1.50-1.85

1.85-2.30 5 8 11 19

3.0-3.35 SILTY - CLAY U.D.

S.P.T. CI3.35-3.80

8 10 13 234.50-4.85


CI4.85-5.3011 13 16 29

6.0-6.35 SILTY - CLAY U.D.

S.P.T. CI6.35-6.80

9 11 23 247.5-7.85


SM7.85-8.3015 19 23 42


S.P.T. SM9.35-9.80

17 21 25 4610.5-10.85


SM10.85-11.3016 21 24 45


S.P.T. CI12.35-12.80

16 20 23 4313.50-13.85

SILTY-CLAY

SILTY-CLAY

U.D. S.P.T.

U.D. S.P.T.

CI

CI

13.85-14.3018 23 25 48

15.00-15.3015.30-15.80

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.3Unit = S I UNITSTotal 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 L2a = 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 L1a = 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 slabGirder type = post tensioned girderwidth of deck slab =8.2 mthickness of the deck slab = .250mEffective span = 30.00mWidth of the road = 7.2mTopwidth of the crash barrier = .25mThickness of wearing coat= .065m= 65mm

Fig.4 fig.5

Step 2:1.Specification of material used for designGrade of concrete for main girder= M50Loss ratio =0.85Grade of steel used in reinforcement = Fe -415 HYSD Type of wire used for post tensioning work = 7 ply,15.2 mmConforming 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 MPafci = 40 MPafct = 0.45 fck = 0.45* 40 = 18 MPafcw= 0.33 fck =.33 *50 = 16.5ftt= 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/m2Dead load of the deck slab =0.25*1*1*25 = 6.25 KN/m2Dead load of the crash barrier = 0.5*(0.50+0.25)*1.1*1*25= 10.3125 N/mDead load of main girder = 0.73*25= 18.25 KN/m2Dead 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

fck =50 Mpa ᶯ =0.85fct =18 MPa Mg = 4021 KN-mfci =40 MPa Mq =2902 KN-mftt = ftw = 0 Md = (Mg + Mq) =6923 KN-m

fcw =16 MPa fbr = (ᶯfct - ftw ) =(.85*18 -0) =15.3 N/mm2

ftr = (fcw -nfn) =16.5 MPa

finf = (ftw/ᶯ) + (Md/ ᶯZb) = 0 +(6923*106)/(0.85*2.78*108) = 29.240 N/mm2

Zb = [Mq + (1-n)Mg]/fbr

= [(2902*106)+ (1-0.85)4201*106] /15.3

=2.29*108 mm3 < 2.78*108 mm3


Fig12


PERMISSIBLE TENDON ZONE

At the support section

e <= (Zb*fct/P) -(Zb/A)<=(2.78*108*18/(6613*103) –(2.78*108) /(0.73*106)<= 376.53mmAt mid span

e>= (Zb*fwt/nP) -(Zb/A) >= 0 – (2.78*108) /(0.73*106) >= -381 mmThe 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 Zt =3.9025*108mm3

e =850 mm ᶯ =0.85A =0.73*106mm2 Mg = 4021 KN-mZb =2.78*108mm3 Mq =2902KN-m

(P/A) = (6613000/0.73*106 ) =9.057N/mm2

(Pe/Zt) = (6613000*850)/ 3.9025*108 =14.40 N/mm2

(Pe/Zb) =(6613000*850)/(2.78*108) =20.18 N/mm2

(Mg/Zt) =(4021*106)/(3.9025*108) =10.30 N/mm2

(Mg/Zb) = (4021*106)/(2.78*108) =14.46 N/mm2

(Mq/Zt) = ( 2902*106)/(3.9025*108) =7.43 N/mm2

(Mq/Zb) =(2902*106)/(2.78*108) =10.43 N/mm2


At the transfer stage

ft =[(P/A)-(Pe/Zt)+(Mg/Zt)] = (9.057- 14.40+ 10.30) = 4.956N/mm2

f b =[ P/A)+(Pe/Zb)-(Mg/Zb)] = (9.057+20.18-14.46) = 14.77 N/mm2

At the working load stage

f t =[ᶯ (P/A)- ᶯ (Pe/Zt)+(Mg/Zt) +(Mq/Zt)] = (.85(9.057-14.40) +10.30+7.43) = 13.19 N/mm2

f b =[n(P/A)+n(Pe/Zb)-(Mg/Zb) -(Mq/Zb)] = [0.85(9.057)+0.85(20.18)-14.46-10.43] = -0.03 N/mm2

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,Mu = (1.5Mg+Mq) = (1.25*4021+2.5*2902) = 12282KN-m

a) Failure by yielding of steel:

Mu = 0.9dApfp

= 0.9*1600*4900*1862 = 13138KN-m

b) Failure by crushing of concrete:

Mu =0.176*bwd2fck+2/3*0.8(b-bw)(d-Df/2)Dt*fck


= (0.176*200*16002*50)+(2/3*0.8*1000(1600-250/2))(250*50) = 14343KN-mAccording toIS:1343-1980, the ultimate flexural strength of the centre of span section is computed as follows;Ap = (Apw+Apf)Apf= 0.45fck(b-bw)(Df//fp)

= 0.45*50(1200-200)(250/1862)= 3021mm2

So,Apw= (4900-3021)=1879mm2

Ratio =(Apwfp/bwdfck) =(1879*1862/200*1600*50) =0.218From table 7.1,for the post tensioned beams with effective bond, we have(fpu/0.87fp)=0.93fpu=(0.93*0.87*1862) = 1507and,

(xu/d)= 0.43Xu = (0.43*1600)=688mm

So,Mu= (fpuApw(d-0.42xu)+0.45(b-bw)(d-Df/2)Df) = [(1506*1879(1600-0.42*688)+0.45*50*1000*250(1600-0.5*250)) ] = 13028 KN-mRequired ultimate moment =12282 KN-m <13028 KN-m Hence safe, ok

CHECK FOR ULTIMATE SHEAR STRENGTH:

Ultimate shear force, =Vu = (1.25Vg+2.5Vq) = (1.5*527+2.5*829*0.5) = 1827 KNAccording to IS:18-2000,the ultimate shear resistance of the support section uncracked in flexure is given by,

Vcw = 0.67bw h √(ft2+0.8fcpft ) +nPsinⱷ

Where,bw =width of the web =200mm


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

ft =0.24√fck

= 0.24√(50) = 1.7 N/mm2

fcp =compressive stress at the centroidal axis due to prestress = (nP/A) = (0.85*6613*103/0.73*106) = 7.70N/mm2

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

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

Vcw =(0.67*200*1800√(1.72+0.8*7.70*1.7))+(0.85*6613*103*0.089) = 1352 KNShear resistance required = 1827KNShear capacity of the section =1352 KNBalance shear,V =477KNUsing 10 mm diameter two legged stirrups of fe-415 HYSD bars, the spacing Sv is obtained as; Sv =(0.87fyAsvdt/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;Ast = [0.15*0.73*106/100]


= 1095 mm2

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 mFormation level at the top of deck slab = 133.362Height of super structure = 2.46500 mPile cap top below existing road = 00.5000 mR.L at Pile cap top = 124.502 mR.L at Pile cap bottom = 123.002 m Depth of piles = 19.0000 mFoundation level for Piles. = 104.002 mTransverse width of pier = 1.300 mPier Cap Width in Long Dir = 3.0000 mPier Cap Length in Trans Direction = 7.8 mStraight Depth of Pier Cap = 1.3 mTotal Height of Pier = 5.895 mType of Bearing = POT PTFE BEARINGSize of Pedestals = 600*600*350 mm*mm*mmDistance between Pedestals = 2.200 mLongitudinal width of pile cap = 4.300 mTransverse width of pile cap = 7.300 mStraight Depth of pile cap = 1.500 mVarying Depth of pile cap = 0 .00 mP.C.C Projections = 0.150 mDiameter of Pile = 1.000 mDistance between Piles in longitudinal direction = 3.000 mDistance between Piles in transverse direction = 3.000 mEdge projection in longitudinal direction =0.150 mEdge projection in transverse direction =0.150 m

MATERIAL SPECIFICATION:

Grade of Concrete = M40Permissible flexural stress = 13.3 MpaGrade of Steel = Fe - 415Permissible tensile stress = 200 MpaDensity of Concrete = 24 KN/m3Density of Concrete for PSC Girder =25 KN/m3


LOAD CALCULATION:

DEAD LOAD CALCULATION FROM SUPER- STRUCTURE1. Dead load of deck slab = 0.25 * 8.2 * 40 *25 =

2050 KN2. Dead load of main girder = 0.73 * 40 *25 * 4 =

2920 KN3. Dead load of the crash barrier = (0.5 + 0.25) * 1.1* 0.5 *40 * 2 * 25 =

0825 KN4. Dead load of end cross beam = 0.8* 1.4 *1 .8 *25 * 6 =

302.5 KN5. 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.36A) 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 spanBraking Force= 110.8 KN

1 Lanes of Class 70 R Wheeled VehiclesTotal Load of 70R Vehicle = 1000 KN one spanBraking Force= 200 KNMax Braking Force = 200 KNLongitudinal moment = (5.895 + 0.5+ 2.465 +1.2) = 2012 KN-mVertical reaction due to braking = 200 (1.2+2.465)/(30) = 24.433 KNLongitudinal moment due to vertical load of brakingLongitudinal 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 KNTotal Force = 553.8 KNMoment 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 = 4653.75Transverse moment = 6205 * 2.35 *0.5 = 7290.875Due to Live LoadTransverse moment about the centre of the pier is calculated by finding the eccentricity

Class 70R 1 laneMoment in longitudinal Direction = (871 +87 ) * 0.75 = 1306.5 KN-m .Moment in Transverse Direction = ( 871 +871 ) *2.35 =4093.7 KN-mClass A two lane-both carriage waysMoment in Transverse Direction = ( 387 *4 ) *0.75 = 290.25 KN-mCritical Moment in Transverse Direction =( 387 *2 ) *2.35 = 1818.9 KN-mAxial 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 resistedAh= Horizontal Seismic coefficient= (Z/2)*(Sa/g) (I/R)R = response modification factor = 3.0Zone No = IIIZone Factor = 0.16Sa/g = Average acceleration coefficient = 2.50 I=Importance Factor, I = 1.5F = 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 KNF = (3 * E*I* ∆ /L3 )I = moment of inertia about y-y axis= 6.895* 1.23 / 12 = 0.9208 m^4E= modulus of elasticity of concrete = 5000√(fck) = 31622.7766 N/ mm2 ∆ = displacement of magnitude 0.001 mmL = 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 KNFeqx = 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 KNIyy = 0.92 m4 F = 33.7239 KNT = 0.303Soil type = II


Sa/ g = 2.50Ah = 0.1Feqx= 2123 KN Design seismic force in longitudinal direction Hs = 707.6 KNVertical component of force Vs = (2/3)* 707.6 = 472 KNForce in longitudinal direction = feqx + 0.3 feqx + Vs= 708 + 0.3* 708 + 472 = 1392KNCentre 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 KNAt 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 mEffective area of crash barrier = 30.00 * 1.1 = 33 m2Force =Pz *A *Cd *G:Where, Pz = intensity of wind Cd = coefficient of dragG = number of span consideredA = effective exposed areaForce = 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/m2Effective area of deck slab + girder = (2.456) * 30 = 73.95 m2Force =Pz* A*Cd* G kNG =2Cd =1.5Force = 91 * 73.95 * 1.5 * 2 * 9.81 = 198.04 KN

Transverse moment = 8.36 * 198.04 =1656 KN-mWind load on Live LoadEffective length = 30.00 m Depth = 2.0 mHeight of the exposed surface above ground level = 10.36 mArea = 30 *2 = 60 m2Force = 91* 60* 1.5* 2 * 9.81 = 160.68 KN

Transverse moment = 1665KN-m

Wind laod on pierEffective height = 5.895 m Effective area of pier expose due to the wind= 6.395* 1.2 = 7.674 m2Wind intensity= 63 kg / m2Force = 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 = 506KNTotal moment = 4614

KN-m


EFFECT OF COLLISION:Longitudinal momentCollision load in longitudinal direction = 500.00 KN acting at 1.5m above carriageway level of service roadMoment at top of pile cap = 500x(1.5+0.5) = 1000.00 KN-mMoment at bottom of pile cap = 500* (1.5+ 0.5 + 1.5 ) = 1750 KN-mTransverse moment Collision load in longitudinal direction = 250.00 kN acting at 1.5m above carriageway level of service roadMoment at top of pile cap = 250* 2 = 500 KN-mMoment at bottom of pile cap = 250* 3.5 = 875 KN-mSUMMRY 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 KNTotal longitudinal moment at pier base including 5% error Ml = 16752 KN-mTotal transverse moment at the base of pier including 5% error Mt = 22814Section modulus in the longitudinal direction Zl = bd^2/6 = 1200*7300^2/6=1.0658E10mm3

Section modulus in the transverse direction Zt= bd^2/6 = 7300 * 1200^3/6 = 1.752E9 mm3

Cross Sectional area A = 7300* 1200 = 8.76 E6

Now , stress f = P/A +Ml / Zl + Mt / 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.38Vu= 6205/8 + 871/ 2 + 25/8 + 761/ 4 = 1404.5

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

Ʈus= 1.18- 0.25= 0.93 MPa

As near the support As = av* b(Ʈv- 2*d* Ʈc/ 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 KNma) 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/ Σy2 + M y x/Σx2Mxy = 8493KN-mMyx = 11079KN-mRefer figure for value of x and y X= 1.5; Σx2 = 22.50Y= 1.5; Σ y2=18W = Total axial load 18821 KNn = No of piles = 8From eqn Load per pile= 247 tonn < 290 tonn OKNow pile no 5 & 6 bare not criticalNow Σx2 = 13.625Σy2 =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 <30Therefore minimum reinforcement is 1.25 %Now Ml = 1061KN-mMt = 1384.875 KN-mPu= 11821/ 8 = 1477.625 KN-m

Pu/ fck *d2 = 0.049

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


Ast = 18850 mm2Assuming 32 mm bar no of bars = 23

Clear cover = 40 mmEffective cover 56 mmEffective diameter= 888 Perimeter2789.73 mmc/c distance along periphery = 102.29Provide 32 mm hysd @ 120 mm c/c

Fig.40

TRANSEVERSE REINFORCEMENT

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

use 10 mm dia bars Pitch of Transverse Reinforcement

a) The least Lateral Dimension of the Column. = 1000 mmb) 12 x 32 = 384 mmc) 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 depthRefer to figure

Upward reaction = 2590 KN

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

Fcbc =10 MPaFst = 200 MPa

K = 0.33J= 0.88Q= 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 transferTherefore 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 mm2Width 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.42SHEAR REINFORCEMENT:

Generally pile cap designed by the truss analogy does not require check for shearBut as per IS456: 2000As = 0.4 b Sv/ 0.87 fy Assume 2 legged vertical stirrups of 10 mm dia Asv = 157 mm2Sv = 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 (θ)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=4Depth of 2 bore holes =15 mDepth of 2 bore holes =30 mDiameter of bore holes=1 mArea 1= 2*0.785*12 =1.571 m2

Area 2= 2*0.785*12 =1.571 m2 Volume of bore holes 1=Area 1*depth =1.571 m2 *15 m =23.565m3 Volume of bore holes 2=Area 2*depth =1.571 m2 *30 m =47.13m3

Total Volume = 23.565+47.13=70.695m3

Rate of RCC per m3 =Rs. 13600Estimate Value of Excavation=Rs. 9614520

2) Estimation of Deck slab

Area of Deck slab =length*breadth =30*7.1 m2

=213 m2

Depth of Deck slab =0.6 mVolume =Area*depth =30*7.1*0.6 m3

=127.8 m3

Rate of RCC per m3 =Rs. 13600Estimate Value of Deck slab=Volume*Rate of RCC per m3

=Rs. 17380800

3) Estimation of Main Girder

Area= (1.2*0.2+1.5*0.2+0.4*0.5) m2 =0.74 m2

Volume=Area*20 m3

=14.8 m3

Rate of RCC per m3 =Rs. 13600Estimate Value of Main Girder=Volume*Rate of RCC per m3


=Rs. 14.8*13600 =Rs. 2012800

4) Estimation of Sub-structure

a. Pier:- Area = 7.3*1.2 m2 =8.76 m2

Volume of pier per unit width =7.3*1.2*1 m3

=8.76 m3

Rate of RCC per m3 =Rs. 13600 Estimated Value of pier per unit width =Rs. 13600*8.76 = Rs. 1191360b. Pier Cap:-

Area = 3*1.2 m2 =3.6 m2

Volume of pier per unit width =3*1.2*1 m3

=3.6 m3

Rate of RCC per m3 =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*12*19 m3

=14.92 m3

No. of pile=6Total Volume=0.785*12*19*6 m3

=89.52 m3

Rate of RCC per m3 =Rs. 13600 Estimated Value of pile=Rs. 13600*89.52

=Rs. 12174720d. Pile Cap:-

Volume=length*breadth*depth =1.5*10*1.2 m3

=18 m3

Pile cap in transverse direction

Volume=length*breadth*depth =4.3*1.5*0.24 m3

=1.548 m3

Rate of RCC per m3 =Rs. 13600 Estimated Value of pile cap= (Volume 1+ Volume 2)* Rate of RCC per m3


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

5) Estimation of Retaining wall Area=0.5*28*7 m2

=98 m2

Volume=0.5*28*7*0.25 m3

=24.5 m3

Rate of RCC per m3 =Rs. 13600 Estimated Value of retaining wall= Volume * Rate of RCC per m3

=24.5*13600 =Rs. 3332000Total 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 18 291.031/I-B 1000 20 305.253/II-A 1000 18 270.803/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:TOTAL LOSSES IN FUEL AND ACCIDENT:

= 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

TOTAL LOSSES IN FUEL AND ACCIDENT: = 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 CO2 , CO, SO2 , 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 CO2 , CO, SO2 , 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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