DESIGN CALCULATIONS FOR RCC MULTISPAN

BRIDGE OVER DRAIN AT KALA SHAH KAKU

(September, 2016)
 DATA PROVIDED
1. TYPICAL CROSSECTION OF THE BRIDGE (UNITS IN INCHES)

2. CHANNEL / DRAIN DIMENSIONS

(i) Top Width = 241

(ii) Bottom Width = 203
(iii) Side Slope = 1:1

3. HYDROLOGY DATA

(i) Highest Flood Level / Depth of Flow = 18.89 from bed

(ii) Free Board = 2
(iii) Total Height upto Girder Bottom = 20.89
(iv) Highest Flood Velocity = 3ft/sec
(v) Scour depth was not provided and it was assumed to be 10 below bed
level

4. BRIDGE LOCATION

The bridge is to be constructed in area of Kala Shah Kaku (Punjab, Pakistan).

5. GEOTECHNICAL INVESTIGATION REPORT

Geotechnical investigation report of the subject bridge was provided but pile
capacity curves for various diameters of piles for different lengths were
missing. Also, the soil stiffness data was not available. Therefore, the design
of substructure was carried out on well-assumed soil properties.

DESIGN CRITERIA
1. Type of Bridge: RCC Multispan Bridge Supported on Pile Foundation
2. Abutment Type: Spill Through / Open Abutment With Protected
Slopes (by using grouted riprap)
3. Bridge Span = 40
4. Bridge Total Width = 30
5. Number of Traffic / Design Lanes = 2 (12 each)
6. New Jersey Barriers on both sides of the bridge
7. 2 wide footpath on one side of the bridge
8. Codes Referred: West Pakistan Code of Highway Bridges (1967),
AASHTO LRFD Bridge Design Specifications, AASHTO Standard
Bridge Design Specifications
9. Software Used: CSI Bridge (Version: 18.1.1, 2016), MS Excel,
AutoCAD, ACECOM Gear, BeamCAD, SP Column

MATERIAL PROPERTIES
1. 4000 psi for deck slab, transom, shear keys, piles.
2. 3000 psi for barrier and approach slab.
3. All reinforcing steel must have a minimum tensile yeild strength of 60,000
psi.

LOADS
1. VEHICULAR LIVE LOAD

West Pakistan Code of Practice (1967) was referred for the design vehicular
loading. Class AA and Class A vehicles were placed over the bridge according
to directions of the referred code and various positions of the vehicles were
analyzed to get maximum possible forces. Ordinary Moving Load Analysis was
performed for superstructure design and Multistep Moving Load Analysis was
performed to get bearing reactions.
Following diagrams illustrate the various positions of the vehicles over the
bridge as per WPCHB (1967) guidelines (all units are in inches).

(i) TANK ON LEFT

(ii) TANK ON RIGHT

(iii) TANK AT MID

(iv) TRUCKS ON LEFT

 (v) TRUCKS ON RIGHT

(vi) TRUCKS AT MID

2. DEAD LOADS
Dead loads of various components of the bridge were applied as follows:-

(i) Railing Barrier Load = 0.3205klf

(ii) Wearing Course Load = 0.0355kips/sq. ft (considering 3 of wearing
course)
(iii) Footpath Load = 0.1253kips/sq. ft (considering 10 thick footpath)
3. PEDESTRIAN LIVE LOAD
Pedestrian live load of 0.075 kips/sq. ft intensity was applied on footpath area
as per AASHTO LRFD.

4. FORCE DUE TO STREAM FLOW

Force effect due to stream current was calculated by using formula provided
in WPCHB (1967) considering HFL velocity of 3ft/sec, as provided.

P = k X v X v = 0.66 X 3 X 3 = 5.94 psf

F = PD = 5.94 X 2.5 = 14.85 lb/ft

5. EARTHQUAKE LOAD

Earthquake forces were calculated according to AASHTO Uniform Load

Method considering acceleration coefficient as A=0.19 for Seismic Zone 2A.
 Forces in both orthogonal directions were combined as per code guidelines.
Earthquake load calculations for abutment have been presented below.

6. BRAKING LONGITUDENAL AND VERTICAL FORCES

Forces due to braking of vehicles were calculated for each position of Class A
and Class AA vehicles as per procedure given in WPCHB (1967) by
considering 30% of tank load and 15% of truck load. Summary of these forces
is available in a later section.

7. WIND LOADS

Wind loads were calculated by using wind load pressure values for different
components of bridge as per WPCHB (1967) guidelines. Wind load
calculations for abutment have been presented below.
SUPERSTR
 UCTURE DESIGN
A three dimensional composite model of the bridge superstructure was modeled in
CSI Bridge considering all applicable loads and load positions. Maximum force
effects in girders were noted under AASHTO LRFD Strength-1 limit state. Design of
deck slab was carried out using classical method described in WPCHB (1967).

1. DESIGN OF RCC GIRDER

b = 22
h = 44
Mu = 1985 kN-m
Vu = 633 kN

Composite action of slab was ignored for a conservative approach. Design forces
were input in ACECOM Gear and accordingly, required reinforcement was calculated.

Design Criteria

DesignCode=ACI-318-95,
DesignMethod=USD
ConcreteStressBlock=ACI-
WhitneyRectangular

Design Procedure

TheprogramperformsthecalculationsinaccordancewiththeACI-318-95BuildingCodefor

StructuralConcrete

ProcedureforComputingStress-Resultants

1.Thestressresultantsarecomputedbyusingthefirstprinciplesapproach.
2.Straininconcreteandsteelisdetermineddependinguponthedirectionanddepthofneutr
alaxis.
3.Concreteforceiscomputedbyintegratingthestressfield(rectangularorparabolicstress
curve)
overthecross-sectionusingtheGreen'sTheorem.
4.Steelstressiscomputedbysummationofforceineachbar,correspondingtostres
satthat location.
5.Thecomputedstressresultantsarereducedbyappropriatecapaityreductionfactorsfort
he
UltimateStrengthDesign(orWorksingStrengthDesign)method.
RCBeamSection

Beam B-1 : Sect0001 : Load1

Material

RebarFy=414.0N/mm^2
RebarFys=276.0N/mm^2
Concretefc'=27.5N/mm^2
ClearCover =70mm

BeamCross-sectionCalculations

FlexuralDesign:

DesignMoment,Mu=1,985.0kN-m
BalancedMomentcapacity,Mb =4,238.8kN-m
Concretesectioncapacity,Mrc =3,757.1kN-m
Minimumtensionsteel,Astmin=1,808mm^2
Requiredtensionsteel,Ast=5,676mm^2
Requiredcompressionsteel,Asc=0mm^2
SkinReinforcement=56mm^2

DesignforShear+Torsion:

Designshearforce,Vu=633.0kN Designtorsionalmoment,Tu=0.0kN-m
Effectivewebwidth,bw=550mm

Concreteshearcapacity,Vc=427.8kN (Eq11-3)
Areaofconcretesection,Acp=605,000mm^2
Perimeterofconcretesection,Pcp=3,300mm
AllowableTorsionforconcrete,Tc=40.2kN-m
Vs=238.7kN
(ShearStirrupsRequired)
ComputedsteelforShear,Av/S=0.844
Maximumstirrupspacingforshearonly=518mm
Requiredstirrupsforshearonly=2Ld8@119mm
Torsion=0,Notorsiondesignrequired

FinalResults
TopBars
=<NotRequired>BottomBa
rs= 7-d32
SkinBars =<NoChoice>
StirrupBarsforShear =2Ld8@119mm
StirrupBarsforTorsion
=<NoBars>LongitudinalBarsforTorsion
=<NoBars>
StirrupBarsforShear+Torsion =2Ld8@119mm

NOTE: The above mentioned results are software output and

reinforcement will be modified during detailing for practical reasons.
2. DESIGN OF DECK SLAB(bar diameters and spacing are in millimeters)
 DESIGN OF SUBSTRUCTURE
Following applicable limit states as per AASHTO LRFD guidelines were used for the
design of substructure:-
(i) Strength-1
(ii) Strength-2
(iii) Strength-3
(iv) Strength-4
(v) Strength-5
(vi) Service-1
(vii) Extreme Event-1

Cracked section properties were modeled for transom and columns to account for
reduced stiffness due to cracking of sections under various load combinations
during the life of the structure. P-Delta analysis was carried out to consider second
order effects in the structure. Non-linear load cases were defined for exact
estimation of induced moments and shears due to secondary effects resulting in
combination of lateral and gravity loads.

For pier design, 10ft of soil was ignored to consider any possible scour and inherent
properties of bed material.

For abutment design, top 10ft of soil was ignored due to uncertainty of stability of
abutment slopes.

1. REACTIONS FROM SUPERSTRUCTURE

Following is the summary of reactions at pier and abutment location from

superstructure for the design of substructure:-
 2. PILE LENGTH CALCULATIONS

Below is the calculation of required pile length for pier and abutment under service
load. It is to be noted that in absence of pile capacity curves and soil stiffness
properties, the design of piles has been carried out based upon assumed soils
properties. Pile length and length must be revised based upon actual strata of the
site where the bridge is to be constructed.
3. DESIGN OF TRANSOMS

(i) PIER TRANSOM

b = 64
h = 40
Mu = 496 kN-m
Vu = 235 kN

Minimum reinforcement governed the design.

(ii) ABUTMENT TRANSOM

 b = 48
h = 40

Mu = 154 kN-m
Vu = 197kN
Minimum reinforcement governed the design.

4. DESIGN OF PILES
(i) PIER PILES
Number of Piles = 4 (1 under each girder)
Length of Pile Below Bed Level = 98.5
Diameter of Pile = 2.5 (30)
Percentage of Steel Required (as read from model) = 2.31%
Spirals = Minimum as required by code

(ii) ABUTMENT PILES

Number of Piles = 4 (1 under each girder)
Length of Pile Below NSL = 82.5
Diameter of Pile = 2.5 (30)
Percentage of Steel Required (as read from model) = 1.51%
Spirals = Minimum as required by code

Note: The required steel as per design will be modified during detailing of members
for practical reasons. Moreover, the calculated length of piles is based upon
assumed soil properties and will be re-calculated upon submission of actual
Geotechnical Investigation Report.

SUMMARY OF DESIGN
1. DECK SLAB
Slab Thickness = 9
Reinforcement:
#6 @ 8 (T / B) in shorter direction
#5 @ 8 (B) in longer direction
#4 @ 8 (T) in longer direction
#5 @ 12 (T), extra in overhang portion

2. RCC GIRDER
Number of Girders = 4 Girders, spaced at 95 inches
Girder Depth Including Slab = 44
Girder Width = 22
Bottom Bars = 5 + 5 = 10-#10 Bars
Top Bars = 5-#6
Stirrups = #4 @ 4 in end portion for 15 on both sides, #4 @ 6 in remaining
middle portion
Skin Reinforcement = #4 @ 5 on both faces

3. PIER TRANSOM
 Transom Depth = 40
Transom Width = 64
Bottom Bars = 11-#8
Top Bars = 11-#8
Stirrups = 4-Legged, #4 @ 7
Skin Reinforcement = #4 @ 5 on both faces

4. ABUTMENT TRANSOM
Transom Depth = 40
Transom Width = 48
Bottom Bars = 8-#8
Top Bars = 8-#8
Stirrups = 4-Legged, #4 @ 7
Skin Reinforcement = #4 @ 5 on both faces

5. PIER PILES

Number of Piles = 4 (1 under each girder)

Diameter of Pile = 30 (2.5)
Length of Pile Below Bed Level = 98.5
Longitudinal Reinforcement From Transom Bottom Upto 6 From Bed Level =
8-#8 + 8-#6
Longitudinal Reinforcement From 6 From Bed Level Upto 34 Below Bed Level
= 16-#10
Longitudinal Reinforcement in the Remaining Portion of Pile = 16-#6
Spirals = #4 @ 3 From Transom Bottom Upto 34 Below Bed Level, #3 @ 6
in the remaining portion of pile

6. ABUTMENT PILES

Number of Piles = 4 (1 under each girder)

Diameter of Pile = 30 (2.5)
Length of Pile Below NSL= 85.5
Longitudinal Reinforcement From Transom Bottom, Upto 34 Below NSL = 18-
#8
Longitudinal Reinforcement in the Remaining Portion of Pile = 18-#6
Spirals = #4 @ 3 From Transom Bottom Upto 34 Below NSL, #3 @ 6 in the
remaining portion of pile