Professional Documents
Culture Documents
1996
ISSUED UNDER THE AUTHORITY OF
THE GENERAL MANAGER
ROAD DEVELOPMENT AUTHORITY
SRI LANKA
9
FOREWORD
ThisManu~1isintended essentially tointroduce basic bridgedesignconcepts and topresent
guidelines inthe technique or bridge design (or highway bridges.
,
This manual has been studied and approved by the following committee.
01.
Mr. P.B.L Cooray General Manager [Chairman of the
Committee]
02. Dr. G.LA.J . DeSilva
03. Mr.Lionel Rajapakse
04. Mr.IlVV.Fernando
05. Mr.S. VVecrathunge
06. Mrs. H.Y. Fernando
Director (ES) [Committee Member]
Director (MM&C) [Committee Member]
Director (P&PM) [Committee Member]
Director (T) [Committee Member]
Dy. Director (BD) [Secretary of the
Committee]
07. Mr. Asoka\iVeeraratne Dy. Director (CM) [CommitteeMember]
08. Mr. T.L Chandrasiri Dy. Director (P&PM) [Committee
Mcmbcr]
09. Mr. D.IlR. Swarna Senior Engineer (BD) [Committee
Member]
10. Mr. R.A.D.S.1l Ranathunge- Executive Engineer (MM&C) [Committee
Member]
11. Mr. M. Chandrasena Bridge Consultant (MS.
Chandrasena & Partners)
[Committee Member]
12. Mr:J . Zavesky Bridge Desi.gnExpert (MS. Renardet
Consulting Engineers) [Committee
Member]
Thismanual has been drafted by the following members.
01. Mrs. H.Y. Fernando
02. Mr. D.IlR. Swarna
03. Mr. VV.E.S.1l 1i'ernando
04. Mrs. VV.B.S.H.Fernando
05. Mr. P.S. Sadadcharan
06. Mr. C.C.VV.J ayasuriya
1. 0
2. 0
2. 1
2. 2
2.2.1
2.2.2
2.2.3
2. 2. 4
2.2.5
2. 2. 6
2. 2. 7
2. 2. 8
3 . 0
3.1
3.1.1
3.1.2
3.1.3
3.2
3.3
4. 0
5. 0
~.1
5.2
- ' 5. 2. 1
5. 2. 2
5. 2. 3
5.3
5.3.1
5. 4
5. 5
6. 0
6.1
6.1.1
6. 2
6.2.1
6. 2. 2
6.2.3
6. 2. 4
6.2.5
6.2.6
6.3
6.3.1
INDEX
SCOPE AND GENERAL .. 01
DESIGN CO;')E
General
Loads ..
General
Dead Loads ..
Live Loads
Breaking and Traction
Horizontal Forces due to Water CU1Tent, Debris, &Log Impact
Wind Loads ..
Temperature Siress in Concrete Bridge Decks
Creep and Shrinkage
02
02
02
02
03
03
03
03
05
05
08
..
,
INVESTIGA T.~ON
Geological Investigation
Topographical :.~wvey
Hydrological Survey _
Technical Surv-y &Details of the Existing Bridge
Geotechnical Lrvcstigation ..
Waterway and Length of Bridge
09
09
10
10
11
14
ALIGNMENT AND GEOlVIETRICAL CONSIDERATION 16
SELECTION OF BRIDGE TYPES &DESIGN CONSIDERATION
Foundation
Substructure ..
Abutments
Wing Walls
Piers
Super Structure
Design of Super Structure
Bridge Bearing
Other Features of Super Structures
18
19
19
20
21
21
22
23
23
DESIGN OF SUBl\1ERSIBLE BRIDGES
Scope
Introduction
Bridge Location, Proportioning &Orientation
Location
Proportioning Bridge &Approaches
Deck Level &Trafficability
Vertical Alignment
Horizontal Alignment
Deck Crossfall
Analysis
Uplift and Instalility
24
25
25
25
25
25
26
26
26
26
26
; -- -- --- __ 1 ~ _~ __ __ ill
6.3.2
6.4
6.4.1
6.4.2
6.4.3
6.4.4
6.4.5
01
.1
1.2
2. 0
2.1
2.2
2.3
2.4
2.5
2.6
Critical Flood Levels &Velocities
Suitability of Alrernative Structures
Kerbs and Ban iers ..
Super Structure
Bearings and Hold Down Restraints
Substructure ..
Batter Protection
27
27
27
27
28
28
28
GENERAL
Scope
Introduction
30
30
BRIDGE LOCATION, PROPORTIONING & ORIENTATION
Location
Proportioning Bridge and Approaches
Deck Level and Trfficability
Vertical Alignment
Horizontal Alignment
Deck Crossfall
30
31
31
31
32
32
3.0 ANALYSIS
3.1 Uplift. .and Instability
3.2 Critical Flood Level and Velocities
4. 0
4.1
4.2
4.3
'~~.4
- -If-.5
/
32
33
SUITABILITY OF ALTERNATIVE STRUCTURES
Kerbs and BaIT--;--r
Super Structures
Dearing and Hold Down Restraints
Substructure
Batter Protection
34
34
3 5
3 5
36
2
2.0 DESIGN CODE:
2.1 General -
Design of Bridges and ether related structures is carried out in accordance with the B.S.
5400 with certain modifications to suit local conditions as stipulated herein.
Permissible stresses to be adopted are to be in conformity with Part 4 of BS 5400.
However in mass concrete substructure the following criteria could be adopted.
Where overturning effects areconsidered insubstructures, at any level, always Factor of
Safety should be greater than 1.00
Where F.O.S. ~= - Stability Moment
Overturning Moment
When 1.0<F.O.S. <1.5permissible tensile stress = 0.24 Nzmnr'
When F.O.S. >:.5permissible tensile stress = ~6 N/mm
2
NOTE: But it i~.agood practice to have the F.O.S. of 1.3 always to cater for
constructional deficiencies.
Capping beams aredesigned for bending moments and shear forces dueto loads acting on
them. Ballast wall inab..tment capping beam is designed to take up horizontal pressure
created by wheel load hohind the capping beam.
Ref - Reynolds Hand Hook
A 40 nun thick bearing seat isprovided for the bearing pad. Sufficient reinforcement is
provided under the seat toresist the splitting forces .
2.2 Loads-
2.2.1 General -
Bridges in Sri Lanka de not need to be designed for effects due to earthquakes as Sri
Lankais not in azone affected by earthquakes.
Generally the loading is to conform and applied according to BS 5400 part 2. Bridges
should be able to resist tle effects of the loads &actions aslisted below.
(1) Dead Loads
(2) Earth Pressure t
(3) Live loads
(4) Braking &Tractl,m of vehicle
(5) Water current
(6) Floating debris 8: Impact
(7) Wind
(8) Temperature
(9) Shrinkage
3
2.2.2 Dead Loads -
I'llthecase of precast slabs and beams, adverse stresses during handling, transporting and
stacking should be considered.
Inthecase of submersible bridges, theeffect of horizontal forces due to water and impact
of debris and buoyancy should be considered.
DeadLoad includes self weight, kerbs, sidewalks, handrails, uprights, wearing surface and
weight of water mains and lamp posts when applicable.
2.2.3 LiveLoads -
The following loads given in part 2ofBS 5400 areused for design of bridges in the local
highway network.
(a) All bridges should be d~'~.;ignedto resist theeffect ofHA loading specified in the relevant
code.
(b) Bridges should be able ;:0 resist the effect of 30 units of Hls loading for A &B class of
roads.
However the following condition is to be applied to suit local conditions.
(i) Always the Hli vehicle is to straddle two national lane widths.
2.2.4 Braking and traction-
The following factors a.e to beapplied to thefull tractive force decided according to the
code in designing subs.ructures for simply supported bridges to suit local conditions.
For Abutments
5
F = 0.1W.v
Where P = Collision force (t)
\V = Weight of drifting item (t)
(2t log is assumed)
v
= Surface velocity of water (m/s)
Ref: Specification for Highway Bridges Part I - Common Specifications by
J apan Read Association
2.2.6 Wind Loads-
Themean hourly wind s;:-eedis determined for the location of the bridge, fromthe Wind
Loading zone map for ~::riLanka given inFig. 2.1.
This mean hourly wind speed, tobeusedwhen calculating wind pressures using BS5400 -
Part 2, is found from th following table.
;= = : I~' II
ZO N',3
11EAN HOURLY WIND SPEED
1 75 m.p.h. (33.0 mls)
2 65m.p.h, (28.9m/s)
I' 3 I 50 m.. h. ;22.2 mi s, II
2.2.7 Temperature Stress inConcrete Bridge Decks -
There are three causes resulting temperature stresses in concrete bridge decks.
(a) Effect of change (rise or fall) in the 'Mean Temperature of the body of the deck.
11
For the purpose cr'this effect, it is assumed that thetemperature of the entire body
of the deck has one 'mean' value at any instant of time and that this 'body mean
temperature' rises or falls over along period of time, thereby wanting the structure
to 'heave'. If the structure is free to permit this 'heave' ie, is free to expand or
contract (e.g. simply supported beam or a continuous beam), this causes no
thermal stress. However, if the structure is unable to permit such aheave (e.g.
arch, frame. fixed beam) ie, offers constraint to its desire to heave, moments etc.,
arethen caused; which create stresses (thermal stress type 1). These moments can
be evaluated by the usual methods of theory of elasticity.
For all bridges, extremes of shade air temperature for the location of the bridge
shall be obtainec from the maps of isotherms given in figure Nos. 2.2 &2.3.
These values have been obtained from extracts fromDepartment of Metealogy.
(b) Temperature Gradient-
Minimum and Maximum shade air temperatures-
6
Adjustment for height above mean sealevel -
The values of shade air temperature shall be adjusted for heights above 300 m
above sealevel by subtracting 0.5 C per 100 mheight.
Effective bridge temperatures -
The effect.ve bridge temperatures for different types of construction shall be
derived fr.-rn the shade air temperatures by reference to table No. 2.1. The
different types of construction are as shown in figure No. 2.4.
TableNo. 2.1 Ef~.:~ctiveBridge Temperature
-
Shade Air
f.- - - .
Type of Superstructures
Temperature
Gt::UD1 Group 2
08 19 16
09 19 17
"
10 20 18
11 21 18
12 22 19
13 23 20
14 23 20
15 24 21
16 25 22
17 26 22
18 27 23
19 27 24
20 28 25
21 29 25
22
30 26
23 30 27
24 3 1 27
I 25 32 28
I
26 3 3 29
I
I 27 34 29
I
28 34 30
29 35 31
! .
,
30 3 6 3 1
31 37 32
32 3 8 33
33 38 33
34 39 34
3 5 40 35
..
7
(c) The effect of Non linear Distribution of temperature across the Deck-Depth.
If thetop surface of theconcrete deck ishotter than it'ssoffit surface, the ordinate
of the thermal ~~radientat any intermediate depth follow anonlinear variation.
Considering be build up of the total thermal gradient, it's uniform part at the
instant of consideration, is akin to the 'body mean temperature', the effect of
change in which over along period of time, is already taken case of in case (a).
However, the .:ariable part, better called the 'differential thermal gradient' would
heat each fibre r-..0 adifferent degree, the variation being non linear. If the fibers
were free of each other (i.e. unrestrained) then they could accept the
corresponding non linear thermal strains xi (x being the coefficient of
expansion/contraction). But since their deformations must follow alinear law
(plane sections must remain plane), they will not accept these non linearly related
strains, and the difference between the final 'linear' strain gradient and the
'unrestrained' s.rain gradient will represent the uneven 'internal disturbance'. It's
strain effect m.ry be called the'Eigenstrain' and its stress effect may be called the
Eigenstress, beth of which would bezero ifonly the thermal gradient were linear
(which isnot). This Eigenstrcss and the Eigenstrain, as can be seen, is purely an
internal entity, not associated with any support reactions.
Eigenstrcs, or: its own, may be small or significant, depending on
(i) depth of section
(ii) thickness &colour of pavement
(iii) wind speed
(iv) orientation of bridge and incidence of sun rays.
(v) ambient temperature
(vi) material properties
thermal conditional
specific heat
thermal diffusiniry
coefficient of thermal expansion and contraction
coefficient of absorptivity
coefficient of surface - heat transfer
(vii) surface temperature
(viii) shape of thermal gradient
The distribu'on of Eigenstres, not being linear, when added to the thermal
'continuity' stress [seeunder (C)] may show significant stress not only at extreme
fibers but als. at intermediate fibers (e.g. mid height portion of webs) which are
heavily loaded under shear. This can produce longitudinal cracks in webs.
(d) Effect of Intc.mediate - support resuaint on theFreeHogging (or Sagging) Desire
ofthe structure caused by unequal Extreme Fibre Temperatures - 'The continuity
effect'.
In8beam-type deck, thedifference oftempemture between the extreme surfaces
causes hoggiag (or sagging) of the beam.
If the beam.is simply supported, it merely hogs (or sags) as its supports do not
8
prevent rotation, This freedeformation is not a'moment induced' deformation, but
merely a'Strain induced' deformation, and no moment is caused.
However if the beam is continuous, its aforementioned desire to freely hog (or
freely sag) wiil be'constrained' at the intermediate supports (presence of dead load
reactions wilt prevent it from lifting up and presence of supports will prevent it
fromgoing down at their supports. This 'continuity' effect sets up moments that
cause additional stresses called 'continuity stresses'.
Ref: Concrete Bridge Practice by Dr. V.K. Raina
Stress due to emperature should becalculated as per BS5400 cl. 5.4. The shade
air temperature referred to intheclause should betaken from the tables given for
different districts in Sri Lanka.
For minimum effective bridge temperature same pattern isassumed as per table I I
ofBS 5400.
2.2.8 Creep and Shrinkage -
Creep and Shrinkage .mly have to betaken into account when they are considered to be
important Obvious srruations arewhere deflections areimportant and inthe design of the
articulation for abridge.
Loss of prestress due to creep &shrinkage can be calculated using BS 5400 : Part 4.
Shrinkage per unit length is obtained for normal exposure of 70% relative humidity.
Stress dueto shrinkage in reinforced concrete can becalculated using following method.
(a) Shrinkage restrained by the reinforcement;
Stress in reinforcement
(compression;
= f" ,= E
cs
' E.
1+U
e
. (Aj~)
Stress in concrete
(tension)
= fel = A. . f'lC
Ac
Where;
EroS
free shrinkage strain refer fig. 2.5
Es modulus of elasticity of steel
As areaof tension reinforcement
Ac area of concrete
~" e
modulur ratio
9
(b) Shrinkage fully restrained;
Stress in concrete
(tension)
= fel = tcs . E,
Where ~
,.,
.-'
- ' 0
Static secant modulus of elasticity of concrete
NOTE,' The value of C 3 to be obtai ned ei ther from BS 5400 : Part 4 : Appendi x
C or BS 8110, ' Part for 80% relati ve humi di ty, (Fi g. 2, 5)
3.0 INYESTIGA TIONS :
3.1 Geographical Investigation -
"
A detail survey should be carried out at the proposed location to cover topographical
hydrological and technical details.
3.1.1Topographical Survey -
(a) A minimum length of 150monboth ends of thebridge or the selected location of
thebridge should be considered for detailed survey (i.e. Chain Survey. including
all the permanent &temporary features and levelling) unless there is acurve
encountered ine.e close proximity of the bridge beyond this length. If there is a
curve the Engineer has tojustify the situation and survey should be extended.
(b) Chain survey need not beaclose traverse unless it isavery important location but
the levelling should be aclose survey.
(c) The chainage marked should be always in the direction of the road, (i.e. In
Colombo - Kaney Road chainage 00+00 mshould be started inthe Colombo end
of the bridge) The 00+00 mchainage should be tied.
(d) Longitudinal sections along thecentreline of the road and cross sections should be
recorded systematically with the chainages andthe distances fromthe centre line.
(e) At lease 05 cross sections should be taken at intervals of 05 mclose to the bridge
onboth ends of tle bridge and the balance should be at 10 mintervals and 15m
intervals.
(f) On acurve of the mad also the cross sections should betaken at intervals of 05 m.
(g) The levels &chaiaages of every expansion joint of the bridge at theL.HS . centre
and R.H.S. should be taken. Also the invert levels of the waterway should be
taken.
(h) Cross sections should be taken to adistance at least 15mfrom the centre line of
theroad on either side unless there areconsiderable changes inthe levels. Incase
if there isapossibie deviation of the existing road is involved, the cross section
should be taken as necessary.
10
If considerable level differences areencountered cross section should be extended
as necessary.
(i) The site survey should include theriver banks to adistance of30 m. If there is a
change inthedirection of thestream thelength should be extended as necessary.
G) The reduced level of the M.S.L. also should be taken if it is marked inthe close
proximity of the oridge by other organisations such as the Survey Department,
Irrigation Department etc..
T.B.M. must be en apermanent structure in close proximity of the bridge.
(k) The direction of ~,orthshould be marked.
(I) If there areservices crossing theriver or carried by thebridge thenecessary details
such as size of the pipe, the distance from the bridge to the pipe line, type &
number of supports etc. should be taken.
(m) High tension power lines or any other structures closer to thebridge which can be
affected during ccnstruction should be noted down.
Thepossibility of cetouring and accommodating traffic during construction should
be found out. SUI'. ey & levelling should cover the detour area.
Possible alternative locations for the bridge apart fromthe existing bridge) to be
considered and thcr merits/demerits noted.
_.1.2 Hydrological Survey-
(a) The flow directioi. of the waterway over which the bridge is to be constructed
should be clearly marked. The banks of the waterway also should be marked.
(b) Bed level and cross sections of river on up stream and down stream sides should
be taken, to adistance of 30 mapproximately .
(c) The lowest water level, the duration of the same and high flood level and
frequency of floods should be gathered from flood gauges and the natives. The
flood marks on the: existing structure should be noted where ever possible.
(d) Scouring of river be.' &river meandering patterns should be checked &any local
scour patterns documented.
(e) Theapproximate SI;-_ of the floating debris if there are any should be inquired &
noted.
3.l.3 Technical Survey &Detacs of the Existing Bridge ~
fa) Type of bed material, rock out crop/boulders etc. should be noted down.
Ib) Environmental condition. salinc/rnari ncatmosphere windy condition etc. shoul-iI)" ~
taken
11
(c) Any visible settlement of the existing structure should be marked. In doing so
particular attention to be given for alignment of parapetslhandrails, kerbs etc.
(d) Sketches of the ~!ridgefoundations, substructure and superstructure must be given
with all dimensons. Where ever possible existing bridge foundation type should
be indicated th-ough inspection or from datacollected by the neighbours.
Conditions of existing structures nearby to be noted if any.
(e) Bearing points (1.1theexisting capping beamof thebridge should bemarked clearly
with dimension..
(f) Details of existing bridge should be taken inthe formof photographs.
3.2 Geotechnical Investigation -
(a) Subsurface Invr stigation -
Detailed sub sur.ace investigations arecarried out inthe formof bore holes using
rotary core percussion drilling machines. In certain cases where good soil
conditions or bed rock areexpected at shallow depths, soil investigations may be
carried out by digging test pits,
Bore holes shou: ,ibecarried out at suitable intervals inthe formof agrid covering
the entire area. The spacing of the grid is decided on the nature of the structure
and the variation of soil conditions at the site.
The Geotechnical Repoi t prepared by the Geotechnical Consultant at the
completion of t.egeotechnical investigation should include:
Description of i'iegeotechnical investigation undertaken ..
Dctai led assessment of stratigraphy and subsurface condition .
theeffects.
Thebridgedeck may be e.rher of reinforced or prestressed concrete. Factors that affect
the choice of deck are the spans. foundation condition, aesthetics etc..
AlongtheRoad Network ~,II bridge decks should provide for carriageway widths. to suit
thetrafficrequirements as given below. A minimum width of7.4 mfor Class A roads and
aminimumwidth of6.8 171 for Class Broads should be maintained with adequately wide
foot walksoneither side. ';"'heminimum foot walk width adopted is 1.2mwhich varies
to alarger width depending onthe specific location with respect to the pedestrian volume.
i ADT PCU/day 4000v
72000
- 25000 - 18000 - 300 - <300
40000 25000 18000
} 2
2(2x7.0) .12x3,7
2x3.4
3.7
--=
.__ . I
17
For bridges over highway and railway a minimum vertical clearance of 5.25 m should be
provided.
The approach road layout along with the bridge centre line should be designed in
accordance with the ; Iighway Designs Manual which includes design of horizontal and
vertical alignments. !.ongitudinal camber also depends on the aesthetic requirements and
type of construction. Cross camber is so designed (to a slope of 1:60 for concrete bridges)
to lead the water to t:le lower kerb which selves as a surface drain leading water through
the rainwater outlets.
5.0 SELECTION OF 1SRIDGE TY!)ES ... \ND OEHGN CONSIDERATION:
Types of bridges are , lassificd depending on the material used and the type of construction
adopted'. The common types of bridges are :-
1) Concrete Bri.lges
2) Steel Bridge=
3) Stone or bride masonry arch Bridges
4) Concrete arcl. Bridges
5) Timber Bridges
6) Box culverts
Concrete bridges are used in most of the places, because oflong life span and speed of
construction. The materials for construction of concrete bridges are readily available. It
has also been found tl.u the maintenance of concrete bridges is less costly than for other
types of bridges.
On account of the shortage of steel involvement of foreign exchange and non availability
of rolled sections, it is preferable to avoid use of steel bridges as far as possible. However,
where steel trusses in ::ood condition from dismantled bridges are available, these can be
used on certain class ,:f roads. A disadvantage in using steel bridges is the high cost of
maintenance .
For small culverts and ondges of moderate span, where the available headway is adequate.
stone or brick masonry arches can be used with advantage when bricks or stones are locally
available. Services of skilled workmen me required for this type of construction.
Concrete arch bridges are generally used in places to fit into the aesthetic appearance of
thearea. In hilly areas. where the velocity of flowing water is such that it is not possible
toconstruct any intermediate piers, aconcrete arch bridge is advantageous and convenient.
Use of timber bridges i,: limited to areas \. ,hen timber logs are found in plenty. As timber
gets easily deteriorated under normal weather conditions, such bridges are generally built
for temporary construction and for light loadings.
At places where the flood spread is large, since providing a all weather bridge is
uneconomical, a submersible bridge is acceptable. It effects great economy of
construction. However the formation level of the structure should be fixed depending on
the period of inundatic " of the structure.
Inaddition, the type of ~'ridge, to be provided at a site is generally decided on economic
18
analysis, availability o: materials andCIlSC' of construction. Use of precast prerensioned
beam in the bridge decx hac; the advantage of case of construction due to the f~ryffiade
product as well as the low thickness of deck in the case of design of the vertical profile for
low level approaches. However the diDicu:ties that may have to be encountered in the
transportation of prer ast beam with respect to the location of the bridge should be
considered. Before decision is taken to adopt apost tensioned beam deck for the bridge,
the possibility of pro" ding a beam casting yard close to the bridge location should be
looked into. Standard nrccast prctcnsioned beams are available from 4.3 mupto 16.23 m.
A combination of pretcnsioned/post tensioned beam with precast, 16.23 munit is available
for spans of 19 m .
The commonly used bridge types and components arc described here in detail. It is the
decision of the desig.ier to adopt or to deviate from the types indicated herein as
appropriate to the circum stances
5.1 Foundations:
Types of foundations .xnnrnonly used ar
(a) Shallow foundations
Spread footing iounded on rock or 0nsuitable soil strata.
(b) Deep Foundations
(l) Pile Fotndations
(i) Cw;t Insitu or Bored f'tb
(ii) Precast driven Pi!.:;s
(iii) Ti-nber Piles
(2) Caisson Foundations
(i) Cii cular
(ii) Rc 'tangular
9
The choice of the type of foundation depends primarily on following;
(a) Nature of Soil Sl rata
(b) Magnitude of tl. loads to be carried
(c) Site conditions
(d) Economy
(e) Availability of Construction Techmques,
(I) Maximum likely scour depth
(g) Minimum grip length required Inthe case of deep foundations
Foundation types can be- classified as shallow &deep. Spread footing & side by side
cassons can be consider: .d as shallow ff'und.'l:iom and spread footing can be provided
~J cre asuitable soil strar.m can be found ;:11 a shallow depth within about 3-4 m below
groundlbcd level. Where . he founding layer is b(twcen 4.0 - 6.0 Inside by side caissons,
animprovise method of ~::read foundation could be adopted. Where water table is high,
theproblems of cofferdai.. ing and de-watering should be considered when adopting these
types of foundations,
19
Pilefoundations may beadopted when suitable bearing strata are found deeper than 6.0
m fromground level. Bored piles should be adopted when driven piles are liable to
damageexisting structures.
Pre-castpiles or cased c.ist insitu piles arepreferred where peat over layers are found or
when foundations have to be constructed in water.
Timberpiles areused where there is norisk of decay of timber and loads to betransmitted
fromthe structure are not excessive.
In thedesign of driven ;Iiles in particular, two different capacities should be taken into
account.
(a) The capacity of the pile as a structural member
(b) The capacity of the pile to transmit loads to the foundation material.
III the case of piles on good rock the capacity is governed by condition (a). Where
significanthorizontal forces are present, raked piles could be used.
Caissonfoundations am~large diameter bored piles areused when heavy loads have to be
transmittedand when tue foundations have (0be carried very deep.
5.2 Substructure -
Thesubstructuremainly consists of threecomponents, abutments andwingwalls andpiers.
Abutments,wingwalls aridpiers must be so proportioned soas to satisfy both the practical
aswell as theoretical consideration S. Selection of the type of substructure should be
carriedouttosuit thepar: icular siteconditions. Alternative proposals should beconsidered
for economic feasibiliry. The overall dimensions are first determined from practical
considerations and components are designed to resist the various forces acting on them.
Theheight of abutment and/or piers should be selected to give a sufficient clearance
betweenthehighest flood level and the bearing level) unless designed as asubmersible
,.
bridge. This freeboard t.'; , usually taken as 1.0ill, or aminimum of 0.6 mdueto restricted
conditions. Partial or ~jl!flooding is not acceptable on Class A &Broads unless a
considerablesavings on construcrlon may be achieved on bridges oflesser classification
h!' providingreduced wa.erway area and accepting short duration flooding by floods with
shorterthanthefull Design Recurrence Interval. The selection depends onthenumber of
parameters, including availabil ityof alternative routes, short terminconvenience connected
withshortduration floodng weighed against [hecost saving. The width and length of the
substructuresare governed by the loads to be carried (both vertical and horizontal) self
weight(necessary to redi.ce loads on foundation), economy in construction, use of local
material to amaximum ;"Indpossible obstructions of waterway in the case of piers.
5.2.1 Abutments-
Different types of abutments commonly used are;
(a)
(b)
Mass concrete
Reinforced conCi ~te- 1. Reinforced concrete wall
2. Reinforced concrete column (open
abutments)
2 0
Assessment of Loads:
Openabutments aremore economical if there IS no risk of earth fill being washed away
asinthe case of flyover or bridges with protected banks.
(1) Vertical Loads (i) Dead Load reactions -
From Superstructure
(ri) Live Load reactions -
From Superstructure
(di) Self Weight
(iv) Buoyancy
(2) Horizontal Loads (i) Earth Pressure
(ii) Pressure due to Surcharge
(iii) Tractive Force
(iv) Temperature effects
(v) Shrinkage effects.
Earth pressure and pressure due to surcharge aredetermined fromRankine formula. For
tractiveforce and live loads reference should be made to the notes given under loads.
Inaddition, abutment should bechecked for vertical and horizontal forces acting during
construction stage.
Proppedabutment type ~:~TUctures often provide an economical solution for single short
span bridges, provided that complete scouring of the till behind abutments can be
eliminated. Significant part of the horizontal forces is transferred through the deck
betweentheabutments widonly the unbalanced horizontal forces need to be resisted by
thefoundations.
5.2.2 Wingwalls-
Different types of wingv.alls commonly used are;
(a) Wingwalls cantilevered from abutments
(b) Mass concrete wngwalls
(c) Reinforced conc.ete wingwalls.
(d) Sheet pile wingwalls.
Forshortwingwalls of m-sdi urnheights and where there isno risk of scour cantilever type
maybe used.
Wingwalls are to be designed as earth retaining structures subjected to active earth
pressure. The mass concrete stepped section is to be designed as sloped back retaining
wallonthestepped side. However to beconservative thevertical component of the earth
pressuremay be ignored and the full pressure assumed to act horizontally.
Sheetpile wingwalls are designed according to standard design practice.
~\~f ~evrO\dsTi~~Boo"
21
Weep holes are provided inabutments and wingwalls to reduce thebuild up of porewater
pressure inthe earth rill behind. They are usually spaced at 1.5mcentres horizontally and
vertically as appropnate. The lowest row of weep holes is provided at 0.3 mabove the
normal water level.
When abutments anu wingwalls arefounded at different levels onsoils of different bearing
capacities, a slip joint between the abutment and the wingwall from top to bottom is
provided.
5.2.3 Piers -
Different types of ;:iers commonly used are;
(a) Mass concrete stems
(b) Reinforced concrete walls
(c) Reinforced concrete colwnns
Piers should be checked for the following loads.
(1) (i) Dead load reaction
(ii) Self weight
(iii) Live load reaction
(a) Both spans loaded
(b) One span loaded
(iv) Buoyancy
Vertical Leads -
(2) Horizontal "Forces-
Longitudinal Direction (i)
(ii)
(iii)
(iv)
(v)
Tractive force
Force due to water current
Force due to floating debris &impact.
Temperature effects
Shrinkage effects
Transverse Direction (i)
(ii)
(iii)
Force due to water current
Force due to floating debris & impact
Wind
The design criteria adopted for mass concrete piers is given under stresses inthe note.
5.3 Superstructure-
When selecting tne type of bridge superstructures, span, length, location of bridge,
maximum deck tlickness that could be accommodated etc. should be considered.
For short spans, up to about 6 m Rfc slabs or pre-tensioned rectangular units can be
provided andfor spans of 6m- 19mmdecks with pre-tensioned P.S.c. beams placed side
by side with insitu infiller concrete deck and for spans more than 19mpost tensioned
P.S.C. beams with post tensioned or reinforced concrete deck slab can be provided
When deciding en the length of precast beams consideration should be given to the
transportation capability and if post tensioned beams areused the space required for post
22
tensioningbed anditsproximity tothebridgesiteshouldbeconsidered.
Thecommontypes of structural arrangement of bridgedecks are;
(a) Plain SlabDeck, R.C. or precast P.S.C. units
(b) Beam&SlabDecks.
(c) Steel concretecompositedeck
(a) Plain SlabDr.cks:
Mostlyusedfor shortspans. Theyarealsousedfor largerspanswherelimitations
onconstruction depthandeconomy aregoverningfactors of design.
Thedifferent '~pes that havebeen adoptedare;
(1) Plain concrete slab - Precast or Insitu
(2) Composite construction of precast prestressed concrete beams withor
without insitu infiller concrete to formthe deck slab. Type precast
prestressed beams of standard lengths are available for this type of
construction.
(b) Beam& SlabDecks:
Thedeckcomprisesof several longitudinal beamsandtransversediaphragmswith
aconcretedeck slab. Thebeams maybeeither ofT,! or Box Section.
Thedifferent types that arebeingusedare;
(1) . Reinforced concretebeamandslab
(2) Prestressed concretebeamwithendandintermediate diaphragms with
(i) Prestressed concretedeck slab or
(ii) R.einforcedconcretedeck slab
(c) Steel concrete.composite deck
Thedeckcomprisesof several longitudinal steel beamwithconcreteslabontop.
5.3.1Designof Superstructure -
Analysisof superstructure iscarriedout usingthefollowingmethods.
1. 'Elastic Analysis egoLoadDistribution
Theories
2 3
02. Plastic Analysis : eg. Yield line theory
Permissible stresses to be adopted are to be in conformity with Part 4 ofBS 5400. In
prestressedconcrete decks ingeneral, permissible stresses to be inaccordance with Class
II requirements ofBS 5400.
(a) Slab Decks -
Slab decks are designed as one way spanning, either simply supported or
continuous.
(b) Beam and Slab Decks-
Reinforced concrete deck slab is designed in the same way as the slab bridge.
InthePosttensioned slab prestressing steel isdesigned using empirical method proposed
byGuyonin "Prestressed Concrete", However nominal reinforcement of 0.1% is also
providedinthedirection of prestress. In the perpendicular direction steel is provided to
resisttheBending Moments and Shear forces in that direction.
Compositeaction of the slao may betaken into account in the design of the longitudinal
beams.Beamisdesigned hi cater for the portion of lane load depending on the spacing.
Thediaphragms are placed. at supports, mid span and quarter span points.
Transversemoments and lcngitudinal moments due to HB loading is worked out using
deck analysis.
Ref. : Concrete Bridge Design by R.E. Rowe
S A Bridge Bearings -
~
Loadsimposedby thevehicle onthe superstructure aretransmitted to substructure through
thf; bearing.
anglebrackets may be specifie-, ito straddle each P.S.c.girder on composite decked structures.
Shear blocks or dowels connected between end diaphragms and abutments or piers will prevent
asubmerged superstructure from lateral displacement.
If elastomeric bearings areuseeI theholding-down bolts should besuitably de-bonded and anair
spaceleft above the heads oftP.~bolts, toallow thebearings t deform under liveload. Frictional
restraint against creep of elastomeric bearings is di minished during flood submergence due to
reduced bearing reactions fron. superstructure buoyancy: Under the influence of rotation from
hogging effects this creep usually moves the bearings towards the centre of the girder spans.
It4 Substructure
The foundations for piers and ~~'Iutmentsof all bridges crossing fast flowing waterways should
either bekeyed on to rock or cr.'t on piled footings. This avoids the possibility of undermining
of the base material under the f .undation footing pads by the formation of adjacent local scour
holes. Eddies also tend to wasp.out fill behind abutments. Local scour fromturbulence around
piers may be reduced by hydraulically shaping the pile caps and columns.
36
Inparticular, the piers and abetment structures of low-level bridges will be subject to agreater
risk ofundennining of the foundations by scour.
Where the substructure restrains thesuperstructure fromoverturning and uplift effects the piles
may require design for tension and uplift resistance. If driven piles are used they should be
driven well below local scour level to asufticient depth and sufficiently bard set to resist uplift.
Where vertical piles areplaced inclosely spaced groups account must betaken of the soil acting
asasolid block around the incividual piles. Spread footings or bored piles on rock should have
either asufficient socket length into rock or be provided with rock anchors.
Solid rather than framed piers may bechosen to provide an advantage of greater mass to resist
overturning effect. Framed piers also tend tocollect more debris. Solid circular or elliptical pier
columns could be used to avoid the horizontal 'lift' force effects generated on blade type piers
angied to the direction of stream flow.
Spill-through type abutments aregenerally preferred because of the smoother shaping effect of
thefront and side embankment batters inthestream flow. Portions of embankment washed out
can always be replaced after tilefloods recede, whereas damage tothe abutment structure itself
istobe avoided. These spill-through abutments must be adequately drained with weep-holes,
geofabrics and gravel drainage layers, and as well, the embankment batters protected against
scour.
Adequate drainage works areespecially critical for the stability of cantilever, cell (boxed) and
Reinforced Earth-type abutments subject to flood submergence. However theuseof Reinforced
Earth type abutments is not recommended where stream velocity is such that scour could
undermine thebase material or eddies could wash out theinfill. Abutment details should include
a sill drain behind the bearings if staining from water seepage over the front face of the
abutments is of concern.
Abutment approach slabs subject frequent submergence should comprise reinforced concrete
slabs laid on afree draining grovel base. Geofabrics should be used to prevent drainage layers
clogging with silt. The embankments adjacent to the abutment must be properly drained and
batter slopes reduced where possible to avoid instability effect with rapid draw-down offlood
waters. Internal granular lenses may be incorporated to assist in drainage after flood
submergence. Highly expansive clay fill must not be used under approach slabs to avoid flexing
orthe slabs after periods of flood submergence.
4.5 Batter Protection
Overtopping flow oflong duration at frequent interval is likely to cause failure of pavements as
well asscouring of embankments, especially adjacent tothebridge abutments. Streamvelocities
over embankments adjacent to the abutments are increased where the road approach
embankments direct flood waters towards the bridge opening. More substantial, but costly,
embankment batter protection may be required at the abutments than that used along the road
approaches, to protect the bridge structure from flood damage.
Protection works of embankments adjacent to abutments will be similar to those for high level
bridge and may include rock fill, rip-rap enclose din wire cages, concrete revetment mattresses
or rigid reinforced concrete slabs as well as sheet pile toe walls or spur dykes. However
abutment batter protection of low-Ievel bridges not only must be secured against stream bed
scour but must be secured aga.nst scour effect during overtopping,
37
Selection of the form of embankment protection against scour is governed by :
(a) Whether flow across the embankment is free or submerged.
(b) Under free flow conditions, whether plunging or surface flow occurs on the downstream
embankment batter.
(c) The relative cost of protection works against the degree of protection required.
Grassing of batters may beadequate when thevelocity of water flowover theembankment isless
than 1.5metres/sec. Generally this is the case when tailwater levels are not more than around
300mmbelow the downstream edgeof theroad formation when overtopping first occurs. Grass
batters may not be suitable where frequent overtopping occurs for aperiod of more than two or
three hours during floods. Grass batters are not suitable for shaded areas under the bridge
superstructure.
More elaborate protection works against scour are detailed similarly to the requirements for
causeways. It isessential all th~following protection works areeither taken below theanticipated
streambed general scour level or local scour holedepths using cut-off trenches, or are provided
with level aprons extending i-rtothe waterway to accommodate scour erosion. In particular.
batter protection works subject to flood submergence must also be anchored along their upper
edges to resist scour erosion during overtopping. Geotextile filter cloths are required beneath
either flexible or rigid forms of protection to avoid leaching of fine material underlying the
protective layer by piping, jets or eddies.
Rock fill or hand packed rock placed on batters is the oldest type of embankment protection.
uhough costly it provides aflexible treatment which is capable of deforming without loss of
integrity. Rock fill is now preferred as it is cheaper to place and accommodates embankment
displacement more easily than handpacked rock without sacrificing protection capacity against
scour. Rip-rap enclosed inwir..:cages also provides aflexible treatment and permits the use of
stone of small size. Inhighly corrosive conditions such as salt water, PVC coated wire is used
but if the stream carries abed load of boulders, which may damage the wire cages, this type of
protectionmay not be suitable. Siltation within the cages and the growth of aprotective cover
assists in stabilizin& the rip-rap.
Rigid reinforced concrete slabs aresuitable for extreme conditions such as avery low tail water
depth at overtopping, and highly erosive material at thetoeof theembankment. Care isrequired
in their design and construe.. :ion to resist cracking induced by temperature changes and
embankment deformations. N. well, their design must ensure that adequate openjoints or weep
holes are provided to relieve ~ydrostatic pressure and reduce uplift forces.
The selection of the type of protection to be used will depend on cost as well as the degree of
protection required The depth of cut-off'trenches and the length of apron, choice of geo-textiles
and drainage layers, whether more substantial protection is required behind or adjacent to the
abutment must be determined {oreach job.
Finally, design technique is sometimes used inflood plain crossings with long approaches. The
level of thebridge and the entire road approach embankment, is placed above (say) the 20 year
(ARl) serviceability flood level hut achosen section of the approach embankment is placed at
aslightly lower level. When overtopped by rising floodwater, this section of the embankment
is designed to be scoured away, the breach thus acting as a 'fuse-plug' and preventing
submergence of the adjacent bridge structure.
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