Sample Calculations of Checking Existing Abutments for New/Higher loads

SYNOPSIS: There have been significant changes in Substructure code and Bridge Rules for checking of existing bridges through correction slips. The need for checking existing bridges has increased due to introduction of CC+8+2 and CC+6+2 loadings on various routes. To make latest provisions clear, sample calculations has been done for abutment of bridge no 39 (11 X 24.4 m) on Chappra- Aurnihar section of North Eastern Railway. It may be noted that longitudinal forces play very important role for substructure and recent changes in Sub-structure code and Bridge Rules attempt to rationalise these forces. To make these provisions along with earlier important provisions clear, detailed notes in RED have been made in sample calculations below. It may be noted that following calculations are valid for checking of existing abutment. For design of new abutments, different rules apply. For any clarifications ajaygoyal@iricen.gov.in. you may contact Sh. AJAY GOYAL at

BRIDGE DATA Clear Span = Overall Span = Wt of girder = Face to C/L of bearing = Abutment Material = Ht of bed block = Ht of bearing = 24.4 m 26.212 m 42.5 t 0.69 m Brick Masonry 0.61 m 0.12 m

FL Bearing 0.12 m high

0.83

0.69 m
hb=0.61

11.219
Slope 1:1

H1=8.086

h=8.761
h2=0.15

3.144

0.535 45-Phy/2

ELEVATION h = 8.761, h1 = 8.076, h2 = 0.15, h3 = 0.535

PLAN

L L B

At Top 3.05 5.34 2.18

At End of First Tapering 3.41 6.568 3.048

At bottom 3.536 6.91 3.352

BALLAST WALL L = 3.38 W = 0.25 H = 2.15 Formation Level to section considered h (i.e. upto bottom) ht where 45-phy/2 line crosses slope (hp) Lever arm for DL/ LL of superstructure Lever Arm for ballast wall LOAD DATA Loading Axle Load Tractive Effort Loaded Length EUDL(Shear) SOIL DATA Phy () = 26 degree = = = 1WDG2+7.59t/m 20.5 T 40.5 T 26.21 m 229.2T As given by RDSO in EUDL chart for above loading = = = = 11.219 m 3.144 m 0.4 m 0.135 m

Value of Phy in this case is too low. Phy value is very important parameter and longitudinal forces i.e. Active and Passive earth pressure vary significantly by change in value of . Actual field trials should be done to determine value of Phy. Delta = 2/3 phy = LONGITUDENAL FORCES Tractive Effort Braking Force = = 40.5 t 21.583 t For given span as per RDSO chart for above loading. 17.33 degrees (Clause 5.7 of S.S.C.)

WIND FORCE
Wind Pressure Constants as per IS 875 (Part 3) k1 1.07

k2 k3

1 1

Basic Wind Speed as per IS 875 (Part 3) for NE area Vb= 47 m/s Design Wind Speed as per IS 875 (Part 3) Vz= Vb x k1x k2 x k3 = Design Wind Pressure as per IS 875 pz = = = 0.6xVz2 1517.45046 N/m2 151.7 45 Kg/m2 50.29 m/s

As per CS No. 34 to Bridge Rules For checking adequacy of existing bridges for permitting rolling stock involving higher loads, the bridge shall not be considered to be carrying live load when wind pressure exceeds 100 kg/m2. Therefore Wind pressure to be taken= 100Kg/m2 with live load

DEAD LOADS 1. Girder + track Wt of girder = Wt of track @ 0.4 t/m = Total = 2. Bed Block Area Depth Vol Wt @ 2.5 t/m3 3. Ballast Wall Wt 4. Abutment Area of top = Area at end of first batter= Area of Bottom = V1 = V2 = V3 = Total Vol (V) = 97.30003 2.451522 9.36651 109.1181 9.145 sqm 15.206 sqm 17.507 sqm cum cum cum cum = 3.488 t
V1

42.5 t As per Std Drawing 10.4848 t 52.9848 t

9.145 sqm 0.610 m 5.579 cum 13.946

V2 V3

Wt @ 1.92 t/cum= 209.5067 t

E3

LIVE LOADS
Overall L 1. 2. = 26.212 m 229.2274 t
E1

E2

EUDL for shear

E1

Weight of Earth on Abutment E1 E2 Arm for E2 E3 = Arm for E3 = = = = = 88.53022 t 8.786367 t 1.383 m 9.356424 t 0.675 m

3.

Active Earth Pressure Ka = pa = 0.5*W*h*h*Ka = Av Length of Abutment = Total Pa = PaH COS (Alpha + Delta)20.409 PaV SIN 20.409 = 0.369688 46.531t/m 6.104 m 46.53 X 6.104= 284.004 t 266.175 t 99.039 t

Earth Pressure due to surcharge Axle Load of WDG2 Distance UDL Track Ballast Total Total S+V per m = = = = = = 20.5 t 1.9 m 10.78947 t/m 0.67 t/m 2.88 t/m 14.339 t/m 14.339 t/m

h L B B+h L-B h>L-B,

11.219 Form Level to section 5.340 Av of L at top & bottom 3 m As per IRS SS code 14.219 m 2.34 m hence Case II is applicable Clause 5.8.2 of S.S.C.

S +V Ka B

L-b h h

h 2

S +V Ka L

P1 59.47334 P1H 55.73988 P1V 20.73991 P2 4.542604 P2H 4.336313 P2V 1.353379 Pt of action of P1=h/2 = 5.6095 Pt of action of P2=H-[(L-B)/3] = 10.439

t t t t t t m m

Cos(alpha+delta)

5.

Longitudinal Forces Loaded Span 26.212 t Tractive Effort 40.5 t Braking Force 21.583 t Governing LF 40.5 t Dispersion 25% or 16 T whichever is lower as per clause 2.8.3.2 of Bridge Rules. LF after Dispersion 24.5 t Effective LF for Abutment = Half = 12.25 t

As per original Clause No. 5.7.1.5 of S.S.C, only 1/3 of passive pressure was permitted. However, provisions were modified vide C.S.No.23 and now for checking abutments where passive resistance is by soil mass fully consolidated (50 years or more) and well protected, full passive pressure shall be taken into account. C.S.No.23 also gives detailed formula for calculating passive pressure which have been used below for calculating passive pressure as per para 2 of C.S.No.23. This C.S. has a significant effect on horizontal forces on Abutment which reduce substantially.
2.18

8.761 7.19
8.226

5.62 8.076

0.302

5.315

x
h/2= h = 3.14
1.572

3.048
8

3.352

6.

Passive Earth Pr as per Clause 5.7.1.6 of SSC & C.S.No.23 to SSC Kp hp= ht where 45-phy/2 line crosses slope Pp Av length Total Pp PpH= COS 14.25725 (Delta Alpha) PpV= SIN 14.25725 4.025422 3.143826 m 39.786 t/m 6.513 m 259.118 t 251.137 t -63.814 t "-ive" shows upward force

7.

Passive surcharge Width of abutment at 'B' = 2.784 m Length of abutment at A = 5.34 m Length of abutment at D = 6.568 m Length of abutment at B = 6.194122 Avg. Length of abutment above BC= 5.767061 m Total Area of soil mass above BC = 14.929 m2

Weight of soil mass above BC "Ws"= 172.1872 t B (Width of earth fill at BC ) = Passive height 'h' = 5.315 m 3.14 m

Passive pressure due to earth surcharge 'Pps'=(Ws/B)xhxKp = 409.961 Line of action of 'Pps' Alpha delta Pps-Hor= 409.961 Pps-Ver= 409.961 cos sin = = 1.572 14.25725 Kp = = = 4.025

14.257 14.257 1.476

397.334 -100.963

Lever arm for Pps-Ver=

TABLE OF FORCES AND MOMENTS

S N 1 2 3 4 5 6 Description H Load in t V 26.4924 13.946 3.488 209.507 114.6137 88.53022 8.786367 9.356424 55.740 20.740 4.336 1.353 12.25 266.175 99.039 -251.137 -63.814 -397.334 -100.963 474.720 Lever Arm 0.4 0.135 0.4 -1.383 -0.675 5.6095 -1.25936 10.439 -0.26 9.431 3.739667 -1.35984 1.048 1.504 1.572 1.476 Moment tm 10.597 -0.471 45.845 -12.152 -6.316 312.673 -26.119 45.267 -0.352 115.530 995.406 -134.678 -263.177 -96.009 -624.574 -149.056 212.415

Dead Load Bed Block Ballast Wall Abutment Live Load Weight of Earth E1 E2 E3 7 Earth Pressure due to Surcharge P1H P1V P2H P2V 8 Longitudinal Force 9 Active Earth Pressure PaH PaV 10 Passive Earth Pressure PpH PpV 11 Passive Earth Pressure Surcharge Pps-H Pps-V 12 Total

Properties of section at Bottom

MI of rect section= MI of triang/semi cir. section (both sides)= 11.0980 2.6474 6.19392174

1.687

3.536 1.687

Total MI (Myy=) Area= Section Modulus (Zyy)=

13.7453 17.507 8.201

sqm

Stresses for Approach & Span Loaded Case

Force Moment FINAL STRESSES = Max Stress Min Stress
F M A Z

474.720 212.415

t tm

53.02 t/sqm COMPRESSION 1.22 t/sqm COMPRESSION

Stresses for only Approach Loaded Case

Force Moment 360.107 51.040 t tm Live load of 114.6137 shall not act Moment of 45.845 tm due to L.L. & 115.530 due to Tractive effort shall not come

FINAL STRESSES = Max Stress Min Stress

F M A Z

26.79 14.345

t/sqm COMPRESSION t/sqm COMPRESSION

WIND FORCE ANALYSIS

Height of top of Locomotive from rail level Height of top of BOX wagons from rail level Weighted height of load from rail level = = = 4.265 m 3.233 m 3.986251 m m

Height of bottom of Load from rail level = 0.6 (Clause 2.11.3.1, note 1 of bridge Rules)

Effective Height of Locomotive for Wind = 3.986251-0.6= 3.386251 m Wind Pressure as calculated earlier Effective Area of Load for Wind = Wind force on load = 100 Kg/m2 span X 3.386251=88.76042 m2 = 8.876042 t

Lever Arm = M1 = Moment of "Wind force on Load" at bottom of abutment = 124.8338 tm Depth of Girder Distance Between Girders Effective Area of Girder Windward side Effective Area of Girder Leeward side Total Effective Area of Girder = = = = = 1.98 m 2.135 m 51.89976 m2 25.94988m2 Factor= 0.5 77.84964m2

Wind force on Girder = 7.784964 t M2=Moment of "Wind force on Girder" at bottom of abutment = 81.59421 tm Total Effective Area of Bed Block = 1.3298 m2

Wind force on Bed Block = 0.13298 t M3 = Moment of "Wind force on Bed Block" at bottom of abutment =1.205597 tm

TOTAL MOMENT DUE TO WIND IN APPROACH LOADED CASE:Total Moment due to Wind Force =M2/2+M3= 42.0027 tm TOTAL MOMENT DUE TO WIND IN APPROACH & SPAN LOADED CASE:Total Moment due to Wind Force =(M1+M2)/2+M3= 104.4196 tm

Sectional Properties
MI of section= MI of triangular section (both) = Total MI (Mxx) = Section Modulus (Zxx) = Area = 12.3498 20.3582 32.7080 9.4669 17.5075 sqm

Stresses for Approach & Span Loaded Case

Force Moment(Myy=) Moment(Mxx=) FINAL STRESSES Max Stress Min Stress 474.720 t 212.415 t-m 104.420 t-m 64.05 t/sqm COMPRESSION -9.81 t/sqm TENSION

Stresses for only Approach Loaded Case

Force Moment (Myy=) Moment (Mxx=) FINAL STRESSES Max Stress Min Stress 31.23 t/sqm 9.91 t/sqm SUMMARY OF RESULTS Br.N0= 39, span= 11X24.4m, Loading 1WDG2+7.59t/m LOAD COMBINATION 1= DEAD LOAD + LIVE LOAD Approach & Span Loaded Case = 53.02 t/m2 (max) & 1.22 tm2 (min) Approach Loaded Case = 26.79 t/m2 (max) & 14.345 t/m2 (min) Permissible stresses = 55 kg/m2 (Comp) Hence OK LOAD COMBINATION 2 = DEAD LOAD + LIVE LOAD + WIND LOAD Approach & Span Loaded Case = 64.05 t/m2 (max) & (-) 9.81 t/m2 (min) Approach Loaded Case = 31.23 t/m2 (max) & 9.91 t/m2 (min) Permissible stresses = 55 + 33% = 73.15 t/m2 (comp) & 11 + 33% 14.63 t/m2 (tension) COMPRESSION COMPRESSION 360.107 51.040 42.003 t tm tm

In the above example, tractive force has been taken as 40.5 T as maximum possible by WDG2 loco. As per C.S. No.23 to substructure code, max. tractive effort which can come on bridge can be fixed by Chief Bridge Engineer in consultation with Mechanical & Operating Departments for each specific bridge location keeping in view load to be hauled, the gradient in approaches and operating characteristics of locomotives subject to physical condition of bridge being certified as safe and bridge are kept under close observation.

For checking up of existing substructure of masonry, 100% over stressing is permissible. Further over stressing upto 200% is permissible at the discretion of CBE if physical condition of structure is good. Bridge substructure is a costly asset and rebuilding it is much more costlier as it involves traffic restrictions. A thorough assessment of substructure is necessary before deciding to discard it.