Documente Academic
Documente Profesional
Documente Cultură
Preliminary Work
• Collect the Index Map showing the location of
the bridge, topography of the area and the
important towns and villages in the area
• Prepare the topographical features of the area
for a sufficient distance on either side of the
bridge and indicate the possible bridge sites.
• This distance varies from 100m to 1500m on
either side of the bridge based on the
importance on the catchment are where the
bridge is located.
Preliminary Survey
• The fixed bridge sites are visited to collect further data required to fix the final site for
the bridge construction.
• The following requirements are to be satisfied before fixing the site for the bridge
construction.
• The channel is well defined and narrow
• The river course should be stable and high banks
• The bridge site shall be far away from the tributaries to reduce influence of them
• If river is meanders, locate the bridge site at the nodal points of the river course, which
are not effected by the meandering.
• Avoid skew crossing and select square crossing
• The proposed bridge should have proper alignment with shortest approach road.
• Avoid curves in the approaches
• The site should be strong geologically
• Materials and labour should be available
Square Crossing of Bridges
• Construction of the Dhola
Sadiya bridge began in
2011- Constructed over
Lohit River-Total length of
the bridge 9.15km.
• Adopted Skew Alignment
with curved approach
and square crossing
Straight Alignment and Square
Crossing
Bridge with Skew Angle
Detailed Survey
• Conduct the following Detailed Survey after satisfying requirements of the ideal
bridge site conditions.
• Conduct the survey both upstream and downstream of the proposed site and show
the information about the
• (a) Name of the river and the road
• (b)Outline of the banks
• (c)direction of flow of water
• (d) Alignment of the approaches and skew angle of the bridge
• (e) name of the nearest town
• (f) Bench mark and its RL
• (g) Cross section of the river
• (h) LWL (low water level)
• (i) HFL (highest flood level- and year of occurrence)
• (j) Surface velocity at bridge site
• (k) River bed profile for the determination of slope
Determination of Design Discharge
• The discharge across a natural stream can be estimated by
Empirical Formulae
Rational Method
Area-Velocity method
Available Records
Empirical Formulae
H
Y
D
R
O
G
R
A
P
H
Area
Veloci
ty
Metho
d
Design Discharge
Maximum Value Obtained from any two methods
If the value exceeds the next high value by more than 50%, the
maximum discharge is limited to 1.5 times the lower Estimate.
The design discharge may be calculated for a return period of 50
years
LINEAR WATER WAY
Substructure
Superstructure
Economical Span
• For a given linear waterway the total cost of the superstructure increases and
the total cost of the substructure decreases with increase in the span length
• The most economical span length is that for which the cost of superstructure
equals the cost of the substructure.
• Total cost of the bridge= Cost of approaches+ Cost of two abutments
including foundation + (n-1)times cost of pier including foundation+ Cost of
superstructure (n x k x square of the span of the superstructure) + cost of the
railings ( k x span length of the bridge)
• For the cost should be minimum the differentiation of the above function
must be equal to zero
Location of Piers and Abutments
• Keep the number of spans should be low, as piers obstruct water flow
for which odd number of spans is to be preferred.
• Avoid the pier at the deepest location of the channel by suitably
adjusting the span length
• The alignment of the piers and abutments should be parallel to the
direction of the stream
Scour Depth
Maximum depth of Scour for
Foundation Design
Other Data
• Nature of stream i.e. fixed or
erodible river bed for fixing the
waterway, scour, afflux etc.
• Waterway is perennial, seasonal
or Tidal
• Nature of bed material i.e. silt,
sand, gravel etc.- This information
is required to find the Silt factor.
Catchment Area and Run-Off Data
• Catchment – Shape, Nature , Area- Length and width in km, slope
(both in Longitudinal and cross)
• Maximum Intensity of Rainfall with frequency
• Annual Rain fall in cm
• Nearby features like any reservoirs
• Changes in the catchment due to afforestation, deforestation
Geological Data
• Seismic disturbances and its magnitude
• Soil condition in the river bed, banks and approaches
• Trial pit details showing various strata positions
• SBC of the soil
DHOLA-SADIYA
BRIDGE
• Considering the
geological vulnerabilities
of the North East, being a
high-seismic region, the
bridge was built using
state-of-the-art
equipment, including
imported hydraulic rigs,
and provided seismic
buffers in all its 182 piers.
Micro
zonation
Maps
Geotechnical Investigations
• The necessity of conducting soil investigation at each site of the
bridge pier as follows.
To know the Nature of the soil deposit upto sufficient depth
To know the thickness and composition of each soil layer
To know the if any rocky strata is available
To know the engineering properties of the soil and rock strata
Geotechnical Investigation
• The particle size of the
soil strata of the bed will
indicate the Lacey’s silt
factor. This will give the
depth of foundation
Geotechnical Investigation
• The nature of the soil i.e. clay, stiff clay, sand etc. will indicate the
difficulty of driving of the piles or sinking of the wells
• The characteristics of the soil like cohesion, angle of internal friction,
unit weight etc. will give the capacity of the pile and the resistance of
the soil to the well foundation
• Coefficient of Compression of the soil will predict the settlement
characteristics of the foundation
Depth of Soil Explorations
Layout of Borings
• The bore-holes are locate
along the centre line of
the proposed bridge at
each pier and abutment at
each end.
• Also locate the bore-holes
on either side of the
centre line of the bridge.
• Locate the bore holes on
either side of the
embankment i.e.
approaches of bridges at a
distance of the twice the
depth of foundation
Bore-log & Sub-soil profile
• On the basis of the soil boring details, a
separate bore log is prepared showing
nature of soil, depth and level of each
layer starting from bed or ground level
Sub-Soil Profile
GODAVARI BRIDGE
Choice of Bridge Type
• If navigational
clearances required use
arches, cantilever
bridges, cable stayed,
suspension bridge HOWRAH BRIDGE
MAHATMAGANDHI
SETU-BIHAR
BANDRA-WORLI BRIDGE
Choice of Bridge Type
• Railway line with low volume
of traffic use low level
structure to avoid long and
high approaches for
navigational purpose.
PAMBAN BRIDGE
Choice of Bridge Type
• High level structure with
uninterrupted traffic on
National Highways and need
to reduce the number of piers
use cantilever bridge or cable
stayed bridge or series of
simply supported steel
trusses
NEW ZUARI BRIDGE-GOA
Choice of Bridge Type
• Climatic conditions will
avoid some type
bridges. For example
use precast prestressed
concrete bridges for the
corrosive environment
instead using cable
stayed bridge.
ZUARI BRIDGE-GOA
Choice of Bridge Type
• Deck bridges are preferred for
the better view of the
surroundings
Liquefaction Effect-
Japan
Choice of Bridge Type
• Submersible bridge are preferred
if the funds are in short
Choice of Bridge Type
• Type of Traffic- For highways any type is preferred
• For Railways- it is preferred to use Steel Truss and Prestressed
concrete bridges.
Choice of Bridge Type
• The type bridge depends on the company specialization
• HCC-Mumbai-Specialist in Cable Stayed Bridge Construction
• GAMMON India Ltd-Prestressed Segmental Construction Methods
• NCC-Prestressed Segmental Construction Methods
• L&T-Cable Stayed Bridges
• AFCONS Infrastructure- Steel Bridges
• STUP Consultants Private Ltd.- All types of bridges
Bridge Engineering Associations
• The International Association for Bridge and Structural Engineering (IABSE) is a scientific /
technical Association comprising members in 100 countries and counting 51 National Groups
worldwide. Founded in 1929 it has its seat in Zurich, Switzerland. The President of IABSE
(2016-2019) is Fernando Branco, Portugal.
IABSE deals with all aspects of structural engineering: the science and art of planning, design,
construction, operation, monitoring and inspection, maintenance, rehabilitation and
preservation, demolition and dismantling of structures, taking into consideration technical,
economic, environmental, aesthetic and social aspects. The term 'Structures' includes bridges,
buildings and all types of civil engineering structures, composed of any structural material.
IABSE-INDIA GROUP
• Under the Control of National Highway Authority of India
• Operating Separate journal on “The Bridge & Structural Engineer”.
This is open Journal.
• Indian Institution of Bridge engineers is now 25 years old. Before IIBE,
the bridge engineers had no exclusive forum to exchange ideas and
knowledge of bridge engineering. We have Institution of engineers
which is conglomerate of all engineering. civil engineering division is
quite important but it caters all branches and rarely technical
programme for bridge engineers are held.
• Training institute set up to address the training needs of Highway and Bridge Engineers in
the country. It was set up as an Institute in the year 1983 with the primary objective to
fulfil the need for training of highway engineers at the entry level and during the service.
IAHE conducts regular training programmes for the Engineers & highway sector
professionals of Central Government organizations, State Government organizations,
Public sector units, private sector, stake holders of multi-lateral agencies like World Bank,
Asian Development Bank, etc.
• On specific demand, customized training programmes for Engineers & highway sector
professionals or Indian organizations as well as Foreign organizations are also conducted.
M/s Tandon Conultants
• Tandon Consultants Pvt Ltd (TCPL) was established in 1986 to
undertake specialist consultancy services in the field of structural
engineering. TCPL is a premier consultancy organisation in India which
specialises in the design of large and complex structures and consists
of carefully trained professionals geared to produce high quality work
of international standards.
Delhi office
Tandon Consultants Pvt Ltd
17, Link Road, Jangpura Extension, New Delhi
110014, India
Tele: 91-11-24317684 ; 24319288 ; 24310509 Fax :
91-11-24316057
E-mail: tandon@tcpl.com, tcpl_123@yahoo.com
•The team has an extensive experience in all sectors of infrastructure development
covering Roads, Bridges, Rail, Metro, Environment, Urban Transport, Geotechnical
Investigation, Environment Quality Control Testing, Inspection Services etc. Over the last 3
decades, CEG has built itself a unique reputation of being a value adding partner to its
clients
Bearings:
Expansion Joints
Foundations:
Bridge Aesthetics
IRC-
6
• Tracked Vehicle
IRC-6- Class AA Wheeled Vehicle
IRC-6
• Driving Vehicle
IRC-6- Class A Vehicle
IRC-6
• Driving Unit
IRC-6-Class B
IRC-6- Live Load Combinations
IRC-6- Live Load Combination
IRC-6-Clearance- For Class AA
Loading
IRC-6-Clearance-For Class A & B
Loading
IRC-6- Ground Contact Area-
For Class A Loading
IRC-6-Ground Contact Area-
For Class B loading
IRC-6- Dispersion of Loads
IRC-6-IMPACT ALLOWANCE ON BRIDGES
• Impact allowance as a percentage of the applied live loads shall be
allowed for the dynamic action of the live loads as mentioned below:
For Class A or Class B Loading:
• Impact percentage shall be as shown in Fig. 5.3. Impact fraction shall be
calculated from the following formulae for spans 3 m to 45 m:
25%
10%
9m 5m 0m
• ii) For wheeled vehicles — 25 per cent.
IRC-6-IMPACT ALLOWANCE
• B. For spans of 9 m or more:
• (a) Reinforced concrete bridges:
• (i) Tracked vehicles: 10 per cent up-to a span of 40 m and in
accordance with the curve in Fig. 5.3 for spans in excess of 40 m.
• (ii) Wheeled vehicles: 25 per cent for spans up-to 12 m and in
accordance with the curve in Fig. 5.3 for spans in excess of 12 m.
IRC-6-IMPACT ALLOWANCE
• (b) Steel bridges:
• (i) Tracked vehicles: 10 per cent for all spans.
• (ii) Wheeled vehicles: 25 per cent for spans up-to 23.m and in
accordance with the curve indicated in Fig. 5.3 for spans in excess of
23 m.
• No impact allowance shall be allowed to the footway loading. For
bridge structure having a filling not less than 600 mm including the
road crust, the impact percentage shall be one- half of those specified
as above in Class A or Class B Loading and Class AA loading and Class
70R loading.
IRC-6-IMPACT ALLOWANCE
• The span length, L, to be considered in the calculation of impact percentages as
specified in Class A or Class B Loading and Class AA loading and Class 70R loading
shall be as under:
• (a) For simply supported or continuous spans or for arches, L = the effective span on
which the load is placed.
• (b) For bridges having cantilever arms without suspended spans, L = the effective
overhang of the cantilever reduced by 25 per cent for loads on the cantilever arm and
L = the effective span between supports for loads on the main span.
• (c) For bridges having cantilever arms with suspended spans, L = the effective overhang
of the cantilever arm plus half the length of the suspended span for loads on the
cantilever arm and L = the effective length of the suspended span for loads on the
suspended span and ‘L = the effective span between supports for loads on the main
span.
IRC-6-WATER CURRENT
• All other bridges supported on piers, pier bents and arches directly or
through bearings are to be designed for horizontal and vertical forces
IRC-6: Seismic Forces
IRC-6- Seismic Investigations
• Special Investigation is necessary if the bridge is located within 10km
of the active faults.
• Special investigations are development of site specific spectra, bridge
component motions, soil structure interactions, selection suitable
methods of structural analysis due to geometric and material
nonlinearity, provision of specific seismic resistant provisions
• Avoiding masonry and plain concrete arch bridges with span more
than 10m in zones IV and V and in active fault region
IRC-6-Seismic Zones
IRC-6-COMPONENTS OF SEISMIC
MOTION
• Due to earthquake, ground motion can be resolved in three mutually
perpendicular directions. The two horizontal components intensity is
taken as equal and the third vertical component is taken as two third
of horizontal component.
IRC6-Seismic Force Calculation
IRC-6-Live Load Reduction
IRC-6-Spectral Acceleration
IRC-6- Spectral Acceleration
Coefficient
IRC-6-Changes in Spectral Acceleration
Coefficient Due to % of Damping
IRC-6-Impact Factor-I
IRC-6-Response Reduction Factor-R
IRC-6-Design Forces
IRC-6- Minimum Dimensions for
Support
IRC-6-WIND LOADS
• Category1-Open space
• Category2-Open space with
small obstructions
• Category3-Space with closely
spaced obstructions
• Category4-Space with
obstructions closely spaced and
height more than the structure
Topographic Factor-k3
• The effect of topography is to accelerate wind near the summits of
hills or crests of cliffs or ridges and decelerate the wind in valleys or
near the foot of cliffs or ridges.
• If the upwind slope is more than 3° the topographic factor is
significant. This factor varies from 1 to 1.36.
Importance Factor for Cyclonic
Region-k4
• The complete east cost of India and Gujarat on the west coast are
vulnerable to the severe cyclones. Basic wind speed given in the map
may exceed sometimes. The importance factor for the above cyclonic
region as follows.
Relationship Between Wind Pressure
and Wind Velocity
• The wind pressure at any height above mean ground level shall be
obtained by the following relationship between wind pressure and
wind speed.
For example
• The design wind speed and wind pressure at different heights above ground
level for the basic wind speed of 33m/s and the return period of 100years are
given below
Design wind force on Superstructure
• The Transverse wind force acting perpendicular to the bridge through
the centroid of the appropriate area shall be estimated from: