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CHAPTER 1

ABOUT THE COMPANY

1.1 BRIEF HISTORY OF THE ORGANISATION:

Infrastructure Technology & Consultancy Services (ITCS) was started as a

proprietorship concern in the year 1999. ITCS is a multidisciplinary engineering
consultancy firm based at Mysore, in the state of Karnataka, India. ITCS has immense
experience in carrying out studies, design and other services mainly for infrastructure like
Bridges and Highways, Viaducts, Buildings, Metro stations and so on.Sensing synergies
and in order to serve the clients better in a corporate setup, ITCS has been merged into
Chetan Infra Tech Consultants Pvt., Ltd.(CICT) during 2008-2009.

Chetan Infra Tech Consultants Pvt., Ltd., (CITC) is a company registered under
the “Companies Act” with Certificate of Incorporation No. U23201KA2001PTC028984.
The company is also registered under MSME (Micro Services) with the District
Industries Centre, GoK under regn No. 290202104179.

The company is empanelled by MORTH (Ministry of Road Transport and

Highways) under Category II – Design of Bridges and approaches.

Chetan Infra Tech Consultants Pvt. Ltd. has a reputation as Professional Detailed
Engineering Design Services provider to the Infrastructure projects with particular
expertise in the area of complex development projects. CITC has conducted field
investigations and detailed design for various Institutional Buildings, Bridges, Roads,
Highways, Railways and Metro projects.

This company is headed by Mr. Aravind Salecha, [B.Tech (IIT Bombay), MS

(Univ of Oklahoma, USA)], Structural Engineer with over 17 years of experience in
design of river bridges, metro viaducts, flyovers, ROBs, RUBs etc. He has guided the
engineering team in designing more than 600 bridges till date.

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Its registered office is situated at No 435, Togari Street, K R Mohalla, Mysore,

Karnataka, India – 570024 and now the company is located in Srinagar, Bangalore.

The status of company in the records of Registrar is active which means that it is
actively doing all its filing with the Registrar.

Company has currently 2 director and falls under the jurisdiction of Registrar of
Company-Bangalore.

BASIC DETAILS

Incorporation Date
Registration Number
028984
04/05/2001

Company Type Listing Type

Private Unlisted

Industry Category Company Nature

Manufacturing (Metals & Company limited by shares
Chemicals, and products thereof)

Company Sub Category Registering Authority

Indian Non-Government Registrar of Company-Bangalore
Company

CAPITAL DETAILS

Authorized Capital
Paid-up Capital
Rs. 10,00,000 Rs. 9,90,000

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DIRECTORS & KEY PERSONS

DIN/DPIN/PAN Director Name Appointment Date Designation

00893740 DEVICHAND SOHANRAJ 04/05/2001 Managing

SALECHA Director

01810425 DEVICHAND 04/05/2001 Director

ARVINDKUMAR
SALECHA

Table 1.1:-Details of the Company

1.2 MAJOR MILESTONES

 Structural Design of 9 stations for Bangalore Metro for M/s KPPA/RITES Ltd.
 Structural Design of 13 stations for Chennai Metro for M/s EGIS India.
 Re-engineering for “Upgradation of Raebareli Banda section of NH 232 from Km
152+870 to Km 286+185 to 2 lane with paved shoulders in the state of Uttar
Pradesh”.
 Design of Continuous PSC segmental box spans Bridge of 38 spans of 30.515 + 1
span of 45.0 for NEC for PWD Delhi.
 Detailed Project Report for 150m span Suspension bridge (pedestrian) over Dugh
Khad in Himachal Pradesh.
 Designed 24 Minor Bridges for URS Scott Wilson Bangalore for 4 laning of Pune
Satara NH 04 in the state of Maharashtra.
 72m span Steel Truss Bridge over Chenab River at Jobrang.
 50m span Steel Truss Bridge over Spiti River at Kiato on GBKT Road.
 South Western Railway Project.
 Northern Central Railway Project.

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 Design of Flyover at Tumkur.

 Design of Flyover at Iblur Junction for Bangalore Development Authority.
 SV Stations Buildings ( Hindustan Petroleum )
 Design of 40 ROBs/RUBs, 65 Major bridges and 124 Minor bridges across India.

1.3 SERVICES OFFERED:

Chetan Infra Tech Consultants Pvt. Ltd. (CITC) offers of their engineering
expertise and technical excellence to all stages of project design from conception through
construction to completion and maintenance.

Detailed engineering design services:

 Building designs: preliminary and Detailed designs

 Station buildings for Metro rail
 Commercial complexes, residential complexes, factory buildings,
Institutional buildings etc.
 Structure made of RCC PSC/Steel.

 Bridges and CD structures:

 Bridges and Viaducts, Flyovers for IRC, IRS and Metro loadings.
 Bridges: Slab bridges, T-girder bridges, Precast/Presrtessed bridges,
Steel/Truss bridges, Box girder bridges, Suspension/Cable stayed
Segmental Precast Box girder bridges etc.
 Substructures: PCC/RCC/SSM Abutments/returns/wing walls, conter fort
abutment/retaining walls, PCC/RCC piers, piles and wells as per the site
requirements.

 Traffic and Transportation studies:

 Traffic volume, Orientation-Destination, passenger/goods vehicles, speed
etc.
 Analysis of field data to get AADAT, vehicle damage factor etc.

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 Economical and Financial returns for Proposals for Junction

Improvements through grade separators etc.
 Design of multi storeyed parking lots, bus and truck terminals.
 Roads/Highways: field survey and designs.
 Survey of roads and pavement conditions including BBD test etc.
 Geometric design of Highway/Roads using the latest software and the
relevant standards.
 Safety audits of highway projects.

Geotechnical Engineering Services:

 Geotechnical Field Investigation undertaken

 Boring 150mm diameter bore holes in all kinds of soils, 100mm diameter
bore holes in rock using Auger or hydraulic operated auger or rotatory
drilling equipment including SPT, taking undisturbed soil samples,
conducting dynamic CPT and conducting field permeability tests and
others.

 Laboratory Tests on samples collected during field investigation:

 Determination of natural moisture content, natural density, specific
gravity, grainsize analysis, hydrometer analysis, atterberg limits,
shrinkage factors, free swell index of soils, swelling pressure of soils,
permeability, OMC and maximum dry density, shear strength parameters,
condensation properties and CBR for soils etc.
 Determination of specific gravity, water absorption of rock, crushing
strength (UCC) rock core, bulk unit weight and geological classification
of rock cores.

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Fig-1.1 CICT Office Entrance

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Fig1.2- Inner View of Office

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CHAPTER 2

ABOUT THE DEPARTMENT

2.1 SPECIFIC FUNCTIONS

The main task associated before starting the construction of bridge structure is
invariably the process of:-

 Comprehensive planning
 Detailed analysis
 Critical appraisal of alternative designs

The project design team produces drawings, specifications and special provisions
for the project. Planning involves the analysis of scope of work, selection of
construction techniques, listing the equipments required and determining the
categories and the number of labor force to be employed.

2.2 STAGES OF EXECUTION

The various stages of planning and executing of large bridge projects, like any
other major civil engineering projects comprise;

 Preliminary design
 Programming
 Organization
 Tendering
 Fixing contracts
 Infrastructure development
 Control and monitoring including implementation
 Commissioning
 Documentation
 Completion

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2.3 COST ANALYSIS

A comparative analysis of several types of designs using the available material

together with the cost of construction utilizing the locally available labor will lead to an
economical and suitable design for a particular set of conditions.

The significant factors influencing the overall cost of the bridge are compiled in
the following list:

 The total width of bridge deck

 The length of individual spans and overall length of the bridge
 The number of longitudinal and cross girders
 The type and class of live loads supported by the deck
 The depth and type of foundations, excavations etc.,
 The cost of form and false work.
 The cost of materials and labor.
 The type of construction such as precast or cast-in-situ.
 The method of erection of precast segments.
 The time constraint for completion of bridge project.

ECONOMICAL SPANS FOR VARIOUS TYPES OF BRIDGES:

Fig-2.1 Economical Spans for Various Types of Bridges

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2.4 BRIDGE MANAGEMENT SYSTEM

Bridge management system (BMS) is an integral and essential part of the overall
maintenance of the roads and railways. The components of the BMS include

 Preparation of an inventory of all the bridges in the network

 Inspection and testing of the bridge components
 Structural and functional assessment
 Implementation of necessary repair and rehabilitation.
 Monitoring the bridges to ensure performance and safety.

The above activities involve field inspection and testing, analytical studies and
design and computerized data management and system analysis. Bridge management
system should serve as a strategic planning tool for policy level management and as a
decision making tool for technical implementation.

2.5 INSPECTION

The objective of bridge inspection comprises the monitoring and the evaluation of
the performance of each bridge structure throughout its service life so that any deficiency
in performance could be detected and corrected early.

The inspections could be classified as

 Routine inspection
 In-depth inspection
 Special inspection

2.6 CONTRACT FIXING

Generally the bridge works are carried out by contract, excepting in the case of
small projects. On a broader scale the projects can be classified into two categories:

 Contract with departmental design

 Contract with contractor’s design

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The main relative advantages and disadvantages of the two methods are

2.6.1 Contract with departmental design

 Quantities and quality of material requirement are fixed and it forms a better
basis for comparison of bid values.
 There is flexibility in varying quantities and even changing design or detail
to accommodate additional requirements that may arise during construction.
 There is likely to be less dispute in interpretation of contract
 Field of competition for bidders is wider which may result in higher cost.
 Latest innovations and techniques may not be fully availed of.
2.6.2 Contract with contractor’s design
 Each offer will be on different basis and piece may be on lumpsum basis.
Comparison on behavior and end results is difficult.
 Any change in dimensions or change in input will lead to difficulties and
contractual complications.
 There are more chances of dispute on interpretation of codal requirements
and checking of designs.
 Field of competition for bidders is limited; this will give least cost solution.
 Bidders will come using latest technique to achieve economy.

2.7 CODES REFFERED

 IRC 6-2014 Section II loads and stresses
 IRC 18-2000 PSC road bridges ( post-tensioned concrete)
 IRC 78-2014 Substructure
 IRC 82-1982 Bituminous Surface
 IRC 83-2002 Bearings
 IRC 99-1988 Speed breakers
 IRC 112-2011 Concrete road bridges
 IS 4651-1997(part III) (Reaffirmed) loads in dock designing
 IS 4651-1997(part IV) General design considerations.

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2.8 SOFTWARE PROFILE:

2.8.1 STAAD PRO:

Structural analysis can be done by using packages STAAD PRO. “Structural
Analysis and Design Professionals” is a leading software from research Engineers. This
is capable of performing structural analysis, design and detailing all within the same
program.
STAAD PRO features a state-of-the-art user interface, visualization tools,
powerful analysis and design engines with advanced finite element and dynamic analysis
capabilities. From model generation, analysis and design to visualization and result
verification, STAAD PRO is the professional’s choice for steel, concrete, timber,
aluminum and cold-formed steel design of low and high-rise buildings, culverts,
petrochemical plants, tunnels, bridges, piles, harbor, and much more.

STAAD PRO consists of the following:

The STAAD PRO Graphical User Interface: It is used to generate the model,
which can then be analyzed using the STAAD engine. After analysis and design is
completed, the GUI can also be used to view the results graphically.
The STAAD analysis and design engine: It is a general-purpose calculation
engine for structural analysis and integrated Steel, Concrete, Timber and Aluminum
design.
Structural analysis comprises the set of physical laws and mathematics required to
study and predicts the behavior of structures. Structural analysis can be viewed more
abstractly as a method to drive the engineering design process or prove the soundness of
a design without a dependence on directly testing it.
To perform an accurate analysis a structural engineer must determine such
information as structural loads, geometry, support conditions, and materials properties.
The results of such an analysis typically include support reactions, stresses and
displacements.

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This information is then compared to criteria that indicate the conditions of

failure. Advanced structural analysis may examine dynamic response, stability and non-
linear behavior.
The design of the bridges is dependent upon the minimum requirements as
prescribed in the Indian Road Congress codes. The minimum requirements pertaining to
the structural safety of bridges are being covered by way of laying down minimum design
loads which have to be assumed for dead loads, super imposed loads, and other external
loads, the structure would be required to bear. Strict conformity to loading standards
recommended in this code.

Fig 2.2:- Staad Pro Screen

2.8.2 AutoCAD

AutoCAD is a computer aided drafting software application for 2D and 3D design

and drafting, developed and sold by Autodesk. This is vector graphics drawing programs.
Is uses primitive entities such as lines, circles, arcs and text as the foundation for more
complex objects. Its native file format is DWG and to a lesser extent its interchange fole
format, DXF has become the standard for interchange CAD data. All the drafting and
detailing works were done making use of AutoCAD 2014.

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AutoCAD is used across the wide range of industries by architects, project

managers, engineers, graphic designers and other professionals.

Fig 2.3:-AutoCAD screen

2.8.3 Microsoft Excel

Microsoft originally marketed a spreadsheet program called Multiplan in 1982.

Excel became the first spreadsheet to allow the user to define the appearance of
spreadsheets (fonts, character attributes and cell appearance). It also introduced
intelligent cell re-computation, where only cells dependent on the cell being modified. It
has a battery of supplied functions to answer statistical, engineering and financial needs.
In addition, it can display data as line graphs, histograms and charts, and with a very
limited three-dimensional graphical display. It allows sectioning of data to view its
dependencies on various factors for different perspectives

Excel supports charts, graphs, or histograms generated from specified groups of

cells. The generated graphic component can either be embedded within the current sheet,
or added as a separate object.

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Microsoft Excel up until 2007 version used a proprietary binary file format called
Excel Binary File Format (.XLS) as its primary format. Excel 2007 uses Office Open
XML as its primary file format, an XML-based format that followed after a previous
XML-based format called "XML Spreadsheet" ("XMLSS"), first introduced in Excel
2002. Microsoft pushed its advantage with regular new releases, every two years or so.

Fig 2.4:- Microsoft excel screen

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CHAPTER 3

TASK PERFORMED

3.1 SITE VISIT:

From first month of joining we started visiting sites. What are all things will be
done in the site, which we do in the laboratory that will not be done in site but that is due
to meeting of the standards.

RAJUNKUNTE is a village which is situated near Yelanka, Bangalore. Railway

department has undertaken a project of constructing a Road over bridge which is
connecting to international airport near Devanhalli.

Fly over Bridge has length of less than 1 km and it is designed with 8 piers, 2
abutments, two types of pre-stressed concrete girders having 20m and 30m length is used.

3.1.1 During Site Visit:

1) Pile foundation
2) Pile cap
3) Pier and
4) Pier cap

1) Pile Foundation:

Pile foundation is required when the soil bearing capacity is not sufficient for the
structure to withstand. This is due to the soil condition or the order of bottom layers, type
of loads on foundations, conditions at site and operational conditions. Many factors
prevent the selection of surface foundation as a suitable foundation such as the nature of
soil and intensity of loads, we use the piles when the soil have low bearing capacity or in
building in water like bridges and dams. A pile foundation consists of two components:
Pile cap and single or group of piles.

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Piles transfer the loads from structures to the hard strata, rocks or soil with high
bearing capacity. These are long and slender members whose length can be more than
15m. Piles can be made from concrete, wood or steel depending on the requirements.
These piles are then driven, drilled or jacked into the ground and connected to pile caps.
Pile foundation is classified based on material of pile construction, type of soil, and load
transmitting characteristic of piles.

The use of pile foundations as load carrying and load transferring systems has
been for many years. Timber piles were used in early days, driven in to the ground by
hand or holes were dug and filled with sand and stones. The use of steel pile started since
19th century and concrete piles since 20th century. With the change in technology and
industrial revolution, many advance systems have been developed for pile driving from
the invention of steam and diesel pile driving machines.

The use of pile foundations is increasing day by day due to non-availability of

land for construction. Heavy multi-storied building are being constructed, and load from
these structures cannot be directly transferred to ground due to low bearing capacity issue
and stability issues of building during lateral load application. So, demand for use of pile
foundations are increasing day by day. Due to this demand for piles, there have been
many improvements in piles and pile driving technology and systems. Today there are
many advanced techniques of pile installation.

 To transmit the buildings loads to the foundations and the ground soil layers
whether these loads vertical or inclined

 To install loose cohesion less soil through displacement and vibration.

 To control the settlements; which can be accompanied by surface foundations.

 To increase the factor of safety for heavy loads buildings

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Fig 3.1: Pile foundation

Materials: M35 grade concrete and Fe 500 steel.

Details: 6 Number of piles, Diameter of pile is 1m, and Spacing of piles is 3m c/c,
Penetration 100mm per hour

Reinforcement details:

Main bar: 20 bars of 20mm dia, Inner ring: 16mm dia @1.2m c/c

Outer ring: 10mm dia @150mm c/c.

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Fig3.2:- Reinforcement for pile

Fig 3.3:- Installation of Pile reinforcement

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2 Pile Cap

A Pile cap is a thick concrete mat that rests on concrete or timber piles that have
been driven into soft or unstable ground to provide a suitable stable foundation. It usually
forms part of the foundation of a building, typically a multi-story building, structure or
support base for heavy equipment. The cast concrete pile cap distributes the load of the
building, bridges into the piles. A similar structure to a pile cap is a "raft", which is a
concrete foundation floor resting directly onto soft soil which may be liable
to subsidence.

Materials: M35 grade concrete and Fe500 steel, Size of pile cap 4.5x7.5x1.5m.

Reinforcement: Bottom bar: 25mm dia @100mm c/c in X and Y direction.

Top bar: 16mm dia @100mm c/c in X and Y direction.

Inner ring: 10mm dia provided in rectangular ring act as stirrups.

Outer ring: 12mm dia @ 500mm c/c.

Fig 3.4: Reinforcement of pile cap.

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3. Pier
Piers transmit loads from the superstructure to the foundation. A pier is a raised
structure, typically supported by widely spread piles or pillars.
Specific types of piers and details are more cost effective or necessary due to
aspects of the particular bridge grade and location. In general, it is beneficial to keep cap
size, column size and pile type and size the same for all piers/bents on a project and/or
corridor to enable the reuse of forms and to avoid ordering small quantities.
Piers can be categorized into different groupings according to the principal
purpose:-
1. Multi-Column Piers: Multi-column piers are typically used where column
heights are below 30 feet. Column spacing between 15 and 20 feet is generally
cost effective.

Fig 3.5: Multi-Column Pier

2. Hammerhead Piers: Hammerhead piers are typically used where column lengths
on multi-column piers will require larger column sizes due to slenderness.

Fig 3.6: Hammer-head Piers

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3. Wall/Solid Piers:- Wall piers are typically used where multi-column piers may be
used, but stream flow will result in debris build-up between columns or where
efficient design for collision force is required.

Fig 3.7: Wall/Solid Pier

Size of the pier =1.2m*1.2m
Grade of material = concreting is M35 having the ratio of 1:2:3
Main reinforcement = 50 numbers of 25mm dia bars @100mm spacing
Inner ring = 3 nos of ring in x- direction and 3 nos of ring in y- direction of 16mm dia of
bars (act as stirrups).
Outer ring = 10mm dia bars @ 200mm spacing

Fig 3.8: Reinforcement of pier

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4. Pier cap
A component which transfers loads from the superstructure to the piers is pier
cap. The upper part of a bridge pier; usually made of concrete or hard stone; designed to
distribute concentrated loads evenly over the area of the pier.

Fig 3.9: Pier cap

3.2 DESIGN OF SUBSTRUCTURE

3.2.1 GENERAL

BRIDGE:

A bridge is a structure built to span physical obstacles without closing the way
underneath such as a body of water, valley, or road, for the purpose of providing passage
over the obstacle.

These bridges are classified as:

1) Small bridge - Overall length of the bridge between the inner faces of dirt walls is
up to 30m and where individual span is not more than 10m
2) Minor bridge - Total length less than or up to 60m
3) Major bridge - Total length greater than 60m

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Fig 3.10: - Components of Bridge

SUBSTRUCTURE

The substructure of a bridge comprises the piers, abutments and foundations.

These portions usually consist of masonry in some form, including under that general
head stone masonry, brickwork and concrete.

Fig 3.11:- Substructure

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3.2.2 ABOUT SITE:-

The Raebareli and Banda, a section of NH-232 is situated in Uttar Pradesh. The
project consists of rehabilitation and upgrading the highway by proposing the minor
bridge project on lalganj bypass.

The substructure of minor bridge is designed as per the Indian Road Congress
(IRC) codes. In general the terrain is plain. The area is covered with mainly alluvial soil.
The project area falls in the seismic zone III.the proposed minor bridge is Road over
Bridge (ROB).

Fig3.12: - Road at Lalganj Bypass

Level of Site Required For Design

FRL 114.061 m Finished Road Level

Cap Top Level 111.627 m Top of Abutment Cap

HFL 111.061 m High Flood Level

BL 110.877 m Bed Level

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FTL 108.977 m Top of Footing

FL 107.877 m Bottom of Footing

Length of Abutment 14.6 m

A=overall width of the abutment cap

B=width of the stem at top

G= st. thickness of the abutment cap

H=var. thickness of the abutment cap

I=height of the abutment stem

J=height of the dirt wall

K=Water level from top of foundation

L=Heel width

M=width of the stem at bottom

N=toe width

P=footing thickness near stem Fig 3.13: Abutment Profile

DIMENSION DETAILS

a 1450 overall width of the abutment cap

b 750 width of the stem at top

c 235 offset of the abutment cap to the front (span side)

d 465 offset of the abutment cap to the back (soil side)

e 150 taper of the stem at bottom to the back (soil side)

g 600 st. thickness of the abutment cap

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h 300 var. thickness of the abutment cap

i 1750 height of the abutment stem

j 2434 height of the dirtwall

k 2084 Water level from top of foundation

l 4300 Heel width

m 900 width of the stem at bottom

n 2100 toe width

p 1100 footing thickness near stem 500 mm at end

q 700 Thickness of return wall at top

r 700 Thickness of return wall at bottom

s 610 Bearing CG from tip of Abutment Cap

t 4300 Length of Return Wall

3.2.3 LOADS

Where appropriate, foundation and abutments shall be designed to withstand dead

load, erection loads, live loads on the roadway, wind loads on the superstructure, forces
due to stream currents, lateral earth.

Loads to be considered for Bridge design as per IRC loading:-

1) Load from superstructure.

2) Dead load.
3) Live load.
4) Earth pressure.
5) Wind load.etc

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1. Dead load- The dead load carried by a bridge member consist of its own weight
and the portions of the weight of the superstructure and any fixed load supported
by the members.
2. Live load: Live load is those caused by vehicles which pass over the bridge and
are transient in nature. These loads cannot be estimated precisely. There are four
types of standard loadings for which road bridges are designed:
1) IRC Class 70R Loading
2) IRC Class AA Loading
3) IRC Class A Loading
4) IRC Class B Loading
3. Wind load: All bridge structures should be designed for the wind forces. Though
the wind forces are dynamic in nature, the forces can be approximated as
equivalent static loads.
4. Earth pressure: earth pressures computed according to a rational theory should
be considered in the case of structure designed to retain earth fills.

Load Calculation

The below calculated loads are important and other load are calculated refer
Annexure 1.

1) Dead load from super structure = (23.6*4) + ((0.25*2.5*22*12)/2)*1.05

=170.1 T

2) Live load form superstructure = ….clause 204.1 pg 8 IRC 6:2014

Class A 11.4 11.4 6.8 6.8

-0.5 0.7 4.3 3

A b
Total load 36.4 load length 7.5
Rb = 91 / 21 = 4.3 T
Ra = 32.1 T

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class
70R
17.0 17.0 17.0 17.0 12

-0.5 0.87 3.05 1.37 2.13

a b
Total load 80 load length 7.4
Rb = 252 / 21 = 12 T
Ra = 68.0 T

 Class A 1 lane = 32.1 T

 Class A 2 lane = 2*32.1 = 64.2 T
 Class A 3 lane = 90%*3*class A

= (90/100)*3*32.1 = 86.6 T

 Class 70R = 68.0 T

 Class A + class 70R = (90/100)*(68+32.1) = 90.1 T

3) Braking force = (5% of class A load)+(20% of 70R load)

= (0.05*55.4)+(0.2*100) = 22.8 T

4) Dead load of abutment = (area of dirt wall) + (area of abutment cap) + (area of
stem)
= (0.3*2.434)+((0.870+0.330)+(1.75*0.750)

=3.31*2.5*14.65 = 121.22 T

5) Dead load of foundation = (area of rect of foundation)+(area of trap foundation)

= (0.5*7.3*2.5) + (0.6*4.3*2.5)
=15.28*14.65
= 223.76 T

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6) Earth pressure (P) =

Ka=

Where, ϕ – angle of internal friction= 30o

α – angle of taper at back side =4.9o

δ – angle of friction between wall and backfill =ϕ*(2/3) = 20o

i – angle of surcharge =0

Ka=0.489

Height (h) = 3.75m

Earth pressure (P) = 17.28

7) Wind load (Ft) = Pz*A1*G*Cd

Where, pressure (P) as per table 5 = 0.464 (pg 28 IRC 6:2014

As zone = III – basic wind speed = 36m/sec

Design pressure (Pz) = (0.464*36)/33 =0.506

Area = (width * length) of abutment

= (0.75*1.75) =1.31

Drag coefficient (Cd) = 0.8 (table 6 pg 33 IRC 6:2014

Ft = 1.1 KN

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3.2.4 ABUTMENT

General

In engineering, abutment refers to the substructure at the end of a bridge span

whereon the bridge's superstructure rests. Single-span bridges have abutments at each end
which provide vertical and lateral support for the bridge, as well as acting as retaining
walls to resist lateral movement of the earthen fill of the bridge approach.

Basic Functions of Abutment are

1. To transfer loads from a superstructure to its foundation elements.

2. To resist and/or transfer self-weight, lateral loads (such as the earth pressure) and
wind loads.

3. To support one end of an approach slab.

Dimension of abutment and abutment cap

Height of abutment stem = 1750mm

Width of stem at bottom = 900mm

Width of sten at top = 750mm

Width of abutment cap= 1450mm

Width of abutment wall= 14649mm

3.2.4.1 LOAD COMBINATION

Load combination is done because to get the critical case among the all
combination which is is taken for the designing of the structure. As per IRC 6:2014 table
1 combinations of loads are made refer ANNEXUR 2:

CASE 1 Abutment + Earth Pressure only (LWL CASE)

CASE 2 Abutment + Earth Pressure only (HFL CASE)

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CASE 3 Abutment+Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (LWL

CASE)

CASE 4 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (HFL

CASE)

CASE 5 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (LWL

CASE) +WIND

CASE 6 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (HFL

CASE) +Wind

CASE 7 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION

+SEISMIC CASE

CASE 8 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION

+SEISMIC CASE+HFL

CRITICAL CASE: - Abutment + Earth Pressure+DL+LL+BRAKING+BEARING

FRICTION +SEISMIC CASE Long

Load Moment

Pressures for Vertical T Horiz. T Overturn Tm Resisting Tm

LWL
DL of 1.35 490.4 T 576.32 Tm
Abutment
Earth Pressure 1.0 254.37 T 552.86 Tm
Surcharge(LL) 0.2 12.51 T 37.56 Tm
DL of 1.35 229.61 T 269.79 Tm
Superstructure
SIDL 1.35 42.32 T 49.73 Tm
WC 1.75 28.88 T 33.93 Tm
LL Maximum 0.2 3.60 T 4.23 Tm

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bearing force 0.2 2.83 T 7.51 Tm

Seismic Force 1.5 15.39 T 134.26 T 324.73 Tm
Total 810.28 T 403.62 T 922.67 Tm 934.0 Tm
Seismic(trans) 1.5 52.67 T 127.23 Tm
bearing force 0.2 0 0

Total 52.67 T 127.23 Tm

Table 3.1:- Loads and Moments

Total Horizontal Load 407.04 T

Total Vertical load 810.28 T

Total Resisting moment 934.0 Tm

Total Overturning Moment 922.7 Tm

Total Trans. Moment 127.23 Tm

3.2.4.2 DESIGN OF ABUTMENT

The design is made as per IRC 112:2011 (ANNEXURE 3)

fck=35 N/mm^2

fy=500 N/mm^2

Width of wall=14649 mm

Depth of stem wall=900 mm

Load case Case 1 Case 2 Case 3 Case 4 Case 5 Case 6 Case 7 Case 8

Condn LEL HFL LWL HFL Wind Wind Sies L Sies T

SF(KN) 1575 1416 2713 2559 2746 2590 4070 3837
Moments 3409 3231 6747 6582 6932 6748 9227 8962
(KN-m)
Table 3.2 Critical Case Loads and Moments

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Max Design shear force = 4070 KN

Max Design moment = 9227 KN-m

Tensile strength of concrete (fctm) = 2.8 Table-6.5 pg no 38 IRC 112:2011

Partial material factor for Concrete (γm) = 1.5 for basic condition pg no-49

Partial material factor for Steel (γs) = 1.15 for basic condition pg no-30

Modulus of elasticity of steel (Es) = 200GPa clause 6.2.2 pg 29 IRC 112-2011

Modulus of elasticity of concrete (€cm) = 32GPa Table 6.5 IRC 112:2011

=32000 N/mm^2

Modular ratio (αe) = ( Es/€cm) = 6.25

Design yield of shear reinforcement (fywd) = γ pg no 91 IRC 112:2011

= 347.83 KN/mm^2

Ultimate compression strain in concrete = (€cu3) =0.0035 Table 6.5 IRC 112:2011

Ultimate tensile strain in steel = (€s) =

= 0.0042

Coefficient of influence of concrete strength (α) = 0.67 for cube clause 6.4.2.8 pg 49

Factors λ= 0.8 for fck< 60MPa Eq A2-33 pg 242 IRC 112:2011

η=1 for fck<60MPa Eq A2-35 pg 242 IRC 112:2011

fcd= γ =15.63 N/mm^2 Cl 6.4.2.8 pg 49 IRC 112:2011

Fav = (η*fcd*λ) = 12.51 N/mm^2

β = (λ/2) = 0.4

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Diameter of main bar = 32 mm

Diameter of transverse bar = 16 mm

Cover of reinforcement = 50mm

Effective depth (deff) =900-50-(32/2)-16

= 818 mm

Kav = = = 0.075

Limiting neutral axis depth (Xlim) =

€ €

= = 373.08 mm

From A2-4 figure

Force in compression = Force in tension

= (Fav*x*b)

We have, M=Fav*e

By putting and multiplying the equation

We get, M = Fav*X*b*(deff-βx)

βx2 -dx + M/Fav*b = 0

By solving the above quadratic equation we get,

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β
Xu =
β

= 63.5 mm

Xu < Xulim Hence safe

Reinforcement

= = 26775 mm^2

Minimum reinforcement required = 0.2% area of abutment

= 26369 mm^2

As diameter of bar is 32 mm

Therefore,

Number of bars = = 40.38 ≈ 42 nos

Reinforcement provided =

= 33778 mm^

As,

Ast req < Ast provd

Hence safe.

Provide 42 no of 32mm dia @ 175mm

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Check for Ultimate Shear Resistance

(As per clause 10.3 IRC 112:2011)

VRd,c = Design shear resistance of member without shear reinforcement

VEd = Design shear force at C/s due to external applied load

Grade of concrete fck = 35 N/mm^2

Grade of steel fy = 500 N/mm^2

Design value of concrete compression strength fcd = 15.63 N/mm^2

Effective depth deff = 0.818 mm

Breadth bw = 14.65 m

K= <= 2.0

= = 1.494 <= 2.0

Reinforcement provided Ast = 33778 mm^2

ρ1 = <= 0.02

= =0.0028 <= 0.02

The design shear resistance VRd,c >= VEd

>=

>=

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4275.8 KN >= 4015 KN

VEd <=

v= = = 0.516

4070 KN <=

4070 <= 48333 O.K

VRd,c >= VEd

4276 KN > 4070 KN

Hence shear reinforcement is not required.

Abutment Cap

As the abutment cap is fully and continuously supported over abutment stem. Therefore
the C.G of sten and cap are in same.

Hence provide minimum reinforcement of 0.2% of area of abutment cap

Area of abut cap =area of rect +area of trapezoidal

= .870+.330 = 1.2m^2

Ast, min =

= =2400 mm^2

Number of bars = = 7.63 ≈ 8 nos on top

Therefore,

Provide 16 nos of 20mm diameter of bars at top and bottom of the cap.

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3.2.5 FOUNDATION

General

The low artificially built part of a structure which transmits the load of the
structure to the ground is called foundation. Foundation of a structure is always
constructed below the ground level so as to increase the lateral stability of the structure.

All engineering structures are provided with foundations at the base to fulfill the
following objectives and purposes;

1) To distribute the load of the structure over a large bearing area so as to bring
intensity of loading within the safe bearing capacity of the soil lying underneath.
2) To load the bearing surface at a uniform rate so as to prevent unequal settlement.
3) To prevent the lateral movement of the supporting material.
4) To increase the stability of the structure as a whole.

Dimension Details of Foundation

The design is made by referring to the Indian Road Congress IRC 112:2011

1) Length of Abutment =14.65 m

2) Length of foundation =14.65 m
3) Width of foundation =7.30 m
4) Thickness of foundation =1.10 m

3.2.5.1 LOAD COMBINATION

Load combination is done because to get the critical case among the all
combination which is is taken for the designing of the structure.

As per IRC 6:2014 table 1 combinations of loads are made:

CASE 1 Abutment + Earth Pressure only (LWL CASE)

CASE 2 Abutment + Earth Pressure only (HFL CASE)

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CASE 3 Abutment+Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (LWL

CASE)

CASE 4 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (HFL

CASE)

CASE 5 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (LWL

CASE) +WIND

CASE 6 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION (HFL

CASE) +Wind

CASE 7 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION

+SEISMIC CASE

CASE 8 Abutment + Earth Pressure+DL+LL+BRAKING+BEARING FRICTION

+SEISMIC CASE+HFL

The design of foundation is done by considering last five cases for heel and toe
design. In that, the critical case from the load combination is case 7 which is having
maximum design moment of 2173 KN-m and maximum Shear force of 874 KN.

Load case Case 5 Case6 Case7 Case8 Case5 Case6 Case7 Case8

Condn Heel design Toe design

Shear 668 514 874 362 237 162 514 774

force(KN)

Mment 1823 1420 2173 326 405 284 801 1039

(KN-m)

Table 3.3: critical case loads and moments

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3.2.5.2 DESIGN OF FOUNDATION (HEEL DESIGN)

The design is made as per IRC 112:2011. For the design of all cases and design of toe
refer annexure 4.

Width of foundation (B) =7.3m

Depth of foundation = 1100 mm

Grade of concrete (fck) = 35 N/mm^2

Grade of steel (fy) = Fe 500 = 500N/mm^2

Width (B) = 1000 m

Design shear force = 874 KN

Design moment = 2173 KN-m

Tensile strength of concrete (fctm) = 2.8 Table-6.5 pg no 38 IRC 112:2011

Partial material factor for Concrete (γm) = 1.5 for basic condition pg no-49

Partial material factor for Steel (γs) = 1.15 for basic condition pg no-30

Modulus of elasticity of steel (Es) = 200GPa clause 6.2.2 pg 29 IRC 112-2011

=200000 N/mm^2

Modulus of elasticity of concrete (€cm) = 32GPa Table 6.5 IRC 112:2011

=32000 N/mm^2

Modular ratio (αe) = ( Es/€cm) = 6.25

Design yield of shear reinforcement (fywd) = pg no 91 IRC 112:2011

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= 347.83 KN/mm^2

Ultimate compression strain in concrete = (€cu3) =0.0035 Table 6.5 IRC 112:2011

Ultimate tensile strain in steel = (€s) =

= 0.0042

Coefficient of influence of concrete strength (α) = 0.67 for cube clause 6.4.2.8 pg 49

Factors λ= 0.8 for fck< 60MPa Eq A2-33 pg 242 IRC 112:2011

η=1 for fck<60MPa Eq A2-35 pg 242 IRC 112:2011

fcd= =15.63 N/mm^2 Cl 6.4.2.8 pg 49 IRC 112:2011

Fav = (η*fcd*λ) = 12.51 N/mm^2

β = (λ/2) = 0.4

Diameter of main bar = 32 mm

Diameter of transverse bar = 16 mm

Cover of reinforcement = 75mm

Effective depth (deff) =1100-75-(32/2)-16

= 993 mm

Kav = =

= 0.176

Limiting neutral axis depth (Xlim) =

= = 452.90 mm

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From A2-4 figure page no 243 IRC 112-2011

Force in compression = Force in tension

= (Fav*x*b)

We have, M=Fav*e

By putting and multiplying the equation

We get, M = Fav*X*b*(deff-βx)

x2 -dx + M/Fav*b = 0

By solving the above quadratic equation we get,

Xu =

= 189.50 mm

Xu < Xulim

Hence safe

Reinforcement

= = 5450 mm^2

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Minimum reinforcement required = 0.2% area of abutment cap

= 2200 mm^2

As diameter of bar is 32 mm

Therefore,

Number of bars = = 8.13 ≈ 9 nos

Reinforcement provided =

= 7238 mm^2

As, Ast req < Ast provd

Hence safe.

Check For Ultimate Shear Resistance

(As per clause 10.3 IRC 112:2011)

VRd,c = Design shear resistance of member without shear reinforcement

VEd = Design shear force at C/s due to external applied load

Grade of concrete fck = 35 N/mm^2

Grade of steel fy = 500 N/mm^2

Design value of concrete compression strength fcd = 15.63 N/mm^2

Effective depth deff = 0.993 mm

Breadth bw = 1.0 m

K= <= 2.0

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= = 1.449 <= 2.0

Reinforcement provided Ast = 7238 mm^2

ρ1 = <= 0.02

= =0.0073 <= 0.02

The design shear resistance VRd,c >= VEd

>=

>=

471.3 KN >= 317.6 KN

VEd <=

v= = = 0.516

874 KN <=

874 <= 4005 O.K

VRd,c >= VEd

471.3 KN < 874 KN

Hence not safe

Hence shear reinforcement is required.

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Calculation For Shear Reinforcement

VEd =874 KN

αcw = 1 when σcp =0 eqn 10.9 pg no 91

Z= 0.9*deff = 0.9*0.993 = 0.8935 m

V= 0.516

fywd =437.78 N/mm^2

ρmin = =

=0.000849

θ =45o

Vrd, max = =

= 3604.62 ≈ 3605 KN

Asw(required) = =

= 281 mm^2

Asw(min) = ρmin*s*bw/1000

= 0.00085*125*1000/1000 =106.250 mm^2

As, diameter of bar = 10mm

Number of bar = = 3.74 = 4 nos

Asw (provide) = = 314 mm^2

Asw(req) < Asw(provd)

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Provide 4nos bars of 10mm diameter @125mm

Hence safe.

Vrd,s =

= = 977 KN

Take minimum value of Vrd, max and Vrd,s

Vrd =977KN >Ved Hence safe.

Checks

Check for overturning,

FOS = >2

= = 4.93 > 2 ----- safe

Check for sliding,

FOS = > 1.5

= = 1.73 > 1.5 ----- safe

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CHAPTER 4

REFLECTION NOTE

The basic objective of “INTRENSHIP” is to understand the working flowchart of

a design industry and to bridge the gap between the academic knowledge and the
Industrial procedures of the structural design. By site visiting we come to know the
execution part and the techniques used at the site.

They provided the chance to do internship in their company after observing our
communication skill and the knowledge we have about the required software’s.

We come to know, the method of study the drawings and convey the details to
labors. We come to know the technique used for piling. The structure is analysed and the
reactions are used to design in excel sheets. We come to know the preparing of design in
excel sheets.

It was a great experience working at Chetan Infratech Consultants Pvt. Ltd., It is

probably one of the better structural designing company. It has very highly qualified and
efficient staff working with it. I have gained technical skills and experience that I had
never imagined. There were a lot of exposures for the interns working under its roof both
in terms of technical and non-technical activities.

The flexibility of working with CITC is really appreciable. The working

atmosphere was very pleasant. All the supervisors guiding us were very helpful and
patient with us. The main aspect of working in CITC which was designing of the bridge
structures was completely fulfilled to its fullest. We were exposed to many new IRC
codes which we had not studied earlier. The overall experience of working was great and
has helped in all-round development as an individual.

In Bachelor of engineering we know the basic knowledge of using software but,

from the internship program, we get a good exposure about the software and its practical
application.

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In company, we improved our communication skills in time management and

presenting our skills in the way required like drawings or report.

Basically to list out the advantages of this internship program it can be bifurcated into
technical and non-technical out comes.

4.1 Technical out comes

We got to know some of the basic principles of civil engineering involved in design
of bridges. We get exposed to various code provisions and limitations in design and
executing in the site.

We became more familiar to codes like IRC 6, 18, 78 & 112. Studied all the basis
requirements for designing from the codes.

Studied in detail the method of understanding the CAD drawings and further to
analyze the structure and decide the methodology to be carried out for completing the
project. Learned manual designing of bridges and modeling and analysis of some of the
off shore structures. The use of excel sheets used for design purpose and the measures to
be considered from the analysis done using STAAD Pro software.

In some of the meetings discussions regarding the design like type of foundations
or the width and spans of superstructure were decided and further steps to be taken would
be explained to us.

Using STAAD Pro for design of bridges and other off shore structure was new to
us. But it was quite interesting in learning the different kinds of loadings applied like the
earth pressure, water pressure, hauling load, live loads which were the 70R loading or
AA loading etc. The use of different load combinations was new to us. The method of
sorting all the results and selecting the required values for design purpose was learnt. Use
of this software was really time saving and it also gave accurate results and check for
members weather they pass or fail.

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4.2 Non-Technical out comes

 Communication skill.

The communication skills will develop more by communicating with the

client. Initially we dint know anything, after some days it was easy. The client
will discuss about the projects what type structure required, cost of plan and
design.

Communicating with the people working in the office, the doubts arise
that will be asked to individual persons that will increase our communication
skill. Communication will develop due to the peoples like interns working in the
office discussing about the doubts. In site, way of communication to the peoples
like masons, assistant engineers, site engineers and MD to asking about progress
of work will increase the communication. Then by sharing what we knew with
other interns and our guides in this way also we were able to develop our
communication skills in the organization.

 Personality development.

Personality developed by the long way in reducing stress and conflicts in

office. It also developed by keeping a positive attitude in the office. An
individual with a negative attitude finds a problem in every situation.

Personality development helps an individual to inculcate positive qualities

like punctuality, flexible attitude, willingness to learn, friendly nature, eagerness
in the organization and so on. Never hesitate to share information with others.
Always reach office on time. Some people have a tendency to work till late.

Late sittings not only increase your stress levels but also spoil your
personal life. Individuals need to have a style of their own for others to follow
them. Do not blindly copy others and follow their path, instead try to make an
impact of your own.

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 Time management.

The time management is developed by the office like maintaining the

office time from morning to evening. Time management is developed by
completing our given piece of work before the scheduled time.

Prioritize Work: Before the start of the day, make a list of tasks that need
your immediate attention as unimportant tasks can consume much of your
precious time. Some tasks need to be completed on that day only while other
unimportant tasks could be carried forward to next day. Procrastination is one of
the things that badly affect the productivity. It can result is wasting essential time
and energy. Stress often occurs when we accept more work than our ability
which finally results in mental and at times physical exertion.

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REFERENCES:-

1. IRC 6-2014 SECTION II LOADS AND STRESSES.

2. IRC 78-2014 SUBSTRUCTURE DESIGN.
3. IRC 112-2011 CONCRETE ROAD BRIDGES.
4. IS 456-2000 PLAIN AND REINFORCEMENT CONCRETE.
5. Essentials of Bridge Engineering By Johnson Victor.
6. Design of Bridge by Krishna Raju.

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Annexure

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