Bridge Design - Superstructure

TRAINING PROGRAMME ON PREPARATION OF DETAILED PROJECT
REPORT FOR HIGHWAY PROJECTS FOR THE PERSONNEL OF

CONSULTANTS
GENERAL GUIDELINES FOR

BRIDGE DESIGN
SUPERSTRUCTURE
BY
ADITYA SHARMA
SESSION & TOPIC OF PRESENTATION
ADITYA SHARMA
Mr. Sharma is having wide range of experience spanning over 32 years in

planning, detailed engineering design, proof checking, project management
and procurement for various bridges / highway & infrastructure projects. He
is well versed with National & International codes of Bridge Design &
Conversant with the IRC, BS, ASSHTO LRFD, EURO and MOST standards &
Add specifications.
Photogra He worked in Ramboll as Director for 15 years and also has more than 16
ph years of hands-on experience with RITES associating both for domestic &
international projects. He has worked in Nepal, Botswana, England & Ireland
in a capacity of Bridge Engineer while working with RITES and Ramboll.
He is Member of Technical Committees of Indian Road Congress (B-2 , B-4 &

B-6) and published papers for Fib, IRC, IIBE etc. He is Member of many
professional societies like Indian Road Congress (IRC), International
Association of Bridge and Structural Engineers (IABSE) & Indian Concrete
Institute (ICI) .
2
CONTENT
1. BRIDGE CROSS SECTION
2. TYPE OF SUPERSTRUCTURES
3. INTRODUCTION TO BEARINGS
4. INTRODUCTION TO EXPANSION JOINTS
5. LOADS & LOAD COMBINATIONS
6. DIFFERENT METHOD OF ANALYSIS
7. DESIGN OF SUPERSTRUCTURE
BRIDGE SUPERSTRUCTURE
BRIDGE CROSS
SECTION
A) IRC:SP:73-2018 B) IRC:SP:84-2019 C) IRC:SP:87-2019 D) IRC:SP:99-2013

(Manual of
(2 – Lane Manual) (4 - Lane Manual) (6 - Lane Manual) Expressway)
A) IRC:SP:73-2018 (2-LANE MANUAL)
A) IRC:SP:73-2018 (2-LANE MANUAL)
A) IRC:SP:73-2018 (2-LANE MANUAL)…CONTD.
B) IRC:SP:84-2019 (4-LANE MANUAL)
B) IRC:SP:84-2019 (4-LANE MANUAL)
B) IRC:SP:84-2019 (4-LANE MANUAL)…CONTD.
C) IRC:SP:87-2019 (6- LANE MANUAL)
C) IRC:SP:87-2019 (6- LANE MANUAL)
C) IRC:SP:87-2019 (6- LANE MANUAL)…CONTD.
D) IRC:SP:99-2023 (MANUAL OF EXPRESSWAY)
D) IRC:SP:99-2023 (MANUAL OF EXPRESSWAY)
SUMMARY OF DECK CROSS SECTION
S. No. Typical Cross Section Deck Width Fig. No.
A) As per IRC:SP:73-2018 (2-Lane manual)
1 Bridge for 2-Lane Highway with paved shoulder and protected footpath (Open country - Plain/rolling terrain) 17m 7.6
2 4-Lane bridge (2x2 Lane) with footpath (Built up area - Plain/rolling terrain) 11m + 11m 7.8
3 4-Lane bridge (ROB) (Open country - All terrain) 13m + 13m 7.9
4 Grade separated structure (Open country - All terrain) 12m 7.10
5 4-Lane Grade separated structure (Built up - All terrain) 10m + 10m 7.11
6 4-Lane Grade separated structure (Open country - All terrain) 11m+ 11m 7.12
B) As per IRC:SP:84-2019 (4-Lane manual)
1 Both side new 2-Lane bridge bridge with footpath 13.5m + 13.5m 7.2A
2 Both side new 2-Lane bridge without footpath and new bridges on service road with footpath 11m + 11.6m + 11.6m + 11m 7.2B
3 Both side new 3-Lane bridge bridge with footpath 17m + 17m 7.3
4 New 2-Lane bridge with footpath on one side + Existing 2-Lane bridge with footpath 13.5m + Existing 2-Lane bridge 7.4A
5 New 2-Lane bridge with footpath on one side + Existing 2-Lane bridge without footpath 13.5m + Existing 2-Lane bridge 7.4B
6 New 2-Lane bridge with footpath on Left side + Existing 2-Lane bridge with footpath + New 3-Lane bridge with footpath on right side 13.5m + Existing 2-Lane bridge + 17m 7.5
7 New 2-Lane bridge with footpath on Left side + Existing 2-Lane bridge without footpath + New 3-Lane bridge with footpath on right side 13.5m + Existing 2-Lane bridge + 17m 7.6
8 New 3-Lane bridge with footpath on Left side + Existing 2-Lane bridge without footpath + Existing 2-Lane bridge with footpath on right side 17m + Existing 2-Lane bridge + 13.5m 7.7
9 Grade separated structure 15.1m + 15.1m 7.8
C) As per IRC:SP:87-2019 (6-Lane manual)
1 Both side new 3-Lane bridge 17m + 17m 7.2

2 Both side new 3-Lane bridges without footpath and new bridges on service road with footpath 11m + 15.1m + 15.1m + 11m 7.3
3 New 2-Lane bridge with footpath on Left side + Existing 2-Lane bridge with footpath + New 3-Lane bridge with footpath 13.5m + Existing 2-Lane bridge + 17m 7.4
4 New 2-Lane bridge with footpath on Left side + Existing 2-Lane bridge with footpath + New 3-Lane bridge with footpath 13.5m + Existing 2-Lane bridge + 17m 7.5
5 New 3-Lane bridge with footpath on Left side + Existing 2-Lane bridge without footpath + Existing 3-Lane bridge with footpath 17m + Existing 2-Lane bridge + Existing 3-Lane bridge 7.6
6 Existing 2-Lane bridge without footpath on both side + New 2-Lane bridge with footpath on outer side 13.5m + Existing 2-Lane bridge + Existing 2-Lane bridge + 13.5m 7.7
7 Grade separated structure 15.1m + 15.1m 7.8
D) As per IRC:SP:99-2013 (Expressway manual)
1 4-Lane bridge (2x2 Lane) and grade separated structure 13.75m + 13.75m 6.5a
2 6-Lane bridge (2x3 Lane) and grade separated structure 17.5m + 17.5m 6.5b
3 8-Lane bridge (2x4 Lane) and grade separated structure 21.25m + 21.25m 6.5c
CONTENT
8. WORKED OUT EXAMPLE

2. TYPE OF SUPERSTRUCTURE
A. REINFORCED CONCRETE (RCC) SUPERSTRUCTURE
B. PRESTRESSED CONCRETE (PSC) SUPERSTRUCTURE
C. STEEL SUPERSTRUCTURE
D. STEEL CONCRETE COMPOSITE (SCC) SUPERSTRUCTURE
E. SPECIAL TYPES OF SUPERSTRUCTURE
24
2. TYPE OF SUPERSTRUCTURE…
CONTD.
PRELIMINARY PROPORTIONING:
REINFORCED CONCRETE (RCC) SUPERSTRUCTURE PRESTRESSED CONCRETE (PSC) SUPERSTRUCTURE
S. No. Type SPAN RANGE Span/Depth ratio SPAN RANGE span/Depth ratio
1 Solid Slab 3m to 10m 10 to 12 20m to 27m 12 to 13
2 Voided Slab 15m to 22m 12 to 14 20m to 30m 13 to 14
3 T-Beam & Slab 10m to 26m 10 to 12 25m to 45m 15 to 16
4 Box Girder 20m to 33m 13 to 14 30m to 60m 16 to 18
5 Cantilever - - 75m to 150m 16 to 18
25
CONTD.
RCC/PSC SOLID SLAB RCC/PSC T-Beam & Slab
RCC/PSC VOIDED SLAB PSC BOX GIRDER
26
INTERNALLY POST TENSION BRIDGES
• Cables are
internally
placed in side
concrete
section and
stressed
27
EXTERNALLY POST TENSION BRIDGES
28
PRETENSION GIRDER SUPERSTRUCTURE
CONTD.
STEEL & STEEL CONCRETE COMPOSITE (SCC) SUPERSTRUCTURE
I. STEEL TRUSS : 30M TO 80M
II. GIRDER & SLAB : 25M TO 50M (L/D ≈ 15 TO 16)
III. BOX GIRDER : 35M TO 60M (L/D ≈ 16 TO 18)
30
CONTD.
E. SPECIAL TYPES OF SUPERSTRUCTURE
I. CABLE STAYED : 150M – 800M
II. SUSPENSION : 500M – 2000M
III. EXTRADOSED : 75M - 200M
31
CONTD.
ARRANGEMENT OF SUPERSTRUCTURE
• SIMPLY SUPPORTED
• CONTINUOUS
• THROUGH DECK CONTINUITY
• THROUGH DIAPHRAGM CONTINUITY
• SEMI INTEGRAL
• FULLY INTEGRAL
32
CONTD.
• SIMPLY SUPPORTED
33
CONTD.
• CONTINUOUS (THROUGH DECK CONTINUITY)
34
CONTD.
• CONTINUOUS (THROUGH DIAPHRAGM CONTINUITY)
35
CONTD.
• SEMI INTEGRAL
36
CONTD.
• FULLY INTEGRAL
37
CONVENTIONAL SUPERSTRUCTURE
INTEGRAL BRIDGES
38
INTEGRAL BRIDGES
39
CANTILEVER CONSTRUCTION
40
41
STEEL COMPOSITE
42
43
SEGMENTAL BRIDGE- WIDE BOX GIRDER
44
7. SEGMENTAL SUPERSTRUCTURE – BULIT IN TWO STAGES
• Box section cast.
• Partial cables Stressed
• Add cast in situ slab with outside strut on

both sides box
• Stress remaining cables
45
PRECAST SEGMENTAL BRIDGE SUPERSTRUCTURE
PRECAST SEGMENTAL - SPINE & WINGS
Sensitivity: LNT Construction Internal Use

CABLE STAY – CANTILEVER CONSTRUCTION
50
DEFINITION OF SEGMENTAL BRIDGE
A Segmental Bridge is a bridge built in short sections (called segments), that is one
piece at a time. And then segments are erected to make the bridge. The bridge is
either cast-in-place or precast. This method involves following steps.
Casting of Precast segments in
casting yard.
 Transporting the precast segments

at the site.
 Erection of the precast segment

using launcher or crane.
 Prestressing and grouting

51
ADVANTAGES OF SEGMENTAL BRIDGES
 Very economical for long spans.
 Minimum impact to traffic and the environment during construction.
 It can be used in a variety of difficult site conditions.
 Prefabricated segments provides more quality control and thereby low

maintenance costs.
 The structure can be fully loaded immediately after being prestressed.
 The pre-stressed cables can be inspected and replaced at all times.
 Low weight due to thin bridge sections.
52
DISADVANTAGES OF SEGMENTAL BRIDGES
 High construction loading or high technology is used.
 Need high safety precautions during launching operations.
 More prestressing due to stringent codal requirements for segmental

construction.
 Extra cost for fabrication yard and transportation of segments.
 Design needs to be verified for heavy loads from Launching equipment.
53
CASTING OF SEGMENTS
 Short line method – Each segment is cast next to the previous segment in a special
adjustable casting machine. This method ensures that the interface between the
two segments matches exactly when erected.
 Long line Method – Formwork matching the shape of the soffit is erected at
ground. A travelling form for the webs and the deck is moved along the soffit form
for the casting of each segment.
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ERECTION OF SEGMENTS
55
ERECTION OF SEGMENTS
56
HANDLING OF PRECAST SEGMENTS
57
ERECTION SCHEMES FOR SEGMENTAL DECK
 Span-by-Span
 Balanced Cantilever
 Progressive Placement
58
SPAN BY SPAN ERECTION
 In this scheme all the segments are supported by an erection truss before the segments are
post-tensioned together.
 The erection truss may be located either above or below the segments.
 Once the segments are post-tensioned together and the span is resting on its bearings, the
erection truss is moved to the next span.
 When space permits, the segments may be assembled at ground level, post-tensioned
together, and the entire span lifted into place.
 The method is appropriate for span lengths up to about 50m. Beyond 50 to 60 m, the method
is less cost effective.
59
60
UNDERSLUNG GANTRY EXAMPLES
61
DESIGN ASPECTS- TEMPORARAY
• Design basis: has to be produced as report for each project and type of BDE used (first version by
MC/construction engineering consultant, final version with input from BDE supplier).
• Environmental conditions (defined in design basis report)
• Wind loading: definition of gust wind speeds or permissible operation wind speeds for various BDE
conditions: in stationary condition with and without segments suspended/supported, in stationary condition
during segment installation, during launching, during typhoon/hurricane (if applicable)
• Seismic loading (if applicable): requirement for horizontal fixity of the BDE and fixity of the BDE against
overturning for an equivalent horizontal force from the for the construction period relevant.
• Segment characteristics (per segment type): weight, dimensions, center of gravity, thickening of pier
segment’s wing slabs (for under-slung LG). Delivery of the segment: from below, from behind, both.
• Alignment: gradient, curvature in plan and cross fall variations
• Design of Permanent Structure for Different Gantry Load positions

62
DESIGN REQUIREMENTS – PERMANENT
• Design of segmental bridges shall be carried out as per IRC:112 except for the additional provisions for the segmental bridges.
• ULS (flexure and shear design) and SLS designs shall be carried out as per Sections 8, 10 and 12 of
IRC:112. Compression.
• Maximum Compressive stress in concrete under rare combination of loads shall be limited to 0.48 fck.
• The maximum compressive stresses under Rare Combination of loads, shall be limited as per clause 12.2.1
of IRC:112 for all types of Segmental Bridges. The stresses at the least compressive face under Rare
Combination of Loads shall be limited to minimum residual compression of 0.5 MPa in case of epoxy
jointed precast segments.
• The crack width limitations given in clause 12.3 of IRC:112 apply to all types of segmental bridges except
at joints of precast segmental structure where minimum compressive stress limitations of 0.5 Mpa.
• For structures with internal bonded tendons the shear and torsion capacity calculated as per Section 10 of
IRC:112 shall be multiplied by a factor of 0.90
63
DESIGN REQUIREMENTS
• For structure with external unbonded tendons, the shear resistance shall be
calculated as per clause 10.3.3.4 (2) of IRC:112 and multiplied by a factor 0.85
• The ultimate flexural capacity calculated as per Section 8 of IRC:112 shall be

multiplied by a factor of 0.95 for internal bonded tendons and 0.90 for external
unbonded tendons
• Most segmental bridge spans are constructed in stages. The design check shall be
made appropriately at all such stages of construction including the relevant
temporary construction loads.
• Segments shall not be moved from the casting yard until stipulated strength
requirements have been attained . Under any circumstances the concrete shall
have attained a minimum compressive strength of 20 MPa at the time of removal of
forms.
64
DESIGN REQUIREMENTS
• Precast segments shall be provided with shear keys at match cast joints. Shear
keys in the webs shall be smaller in size and more in number whereas those in top
flange and bottom flange may have larger sizes with lesser number
• In case of epoxy jointed superstructure, mating surfaces of both adjoining

segments shall be effectively prepared by wire brushing, water jetting and /or any
other approved means to ensure that the bond breaking material is completely
removed. Epoxy of about 1mm thickness on each of the mating surfaces shall be
applied (usually by hand application) within 70% of its pot life.
• Subsequently, the segment shall be brought closer to hug each other and an axial
temporary compression of at least 0.3 MPa shall be applied by approved means for
a minimum of 24 hrs.
• temporary axial force does not exceed 60 minutes. No epoxy from a batch for
which the time since combining the components has exceeded 20 minutes 65
DESIGN REQUIREMENTS
• In the case of epoxy jointed segments, either metallic or HDPE duct may be used
for internal prestressing and only HDPE duct for external prestressing.
• The ducts shall be corrugated for internal prestressing and plain for external
prestressing. Material specifications of corrugated metallic and corrugated HDPE
ducts used for internal prestressing
• In case of external prestressing, wall thickness of the HDPE ducts shall be at least
1/21 of the outside diameter of the duct and internal
• Adequate precaution shall be taken to ensure that epoxy material does not leak
into joints of the ducts
• External prestressing, specialized external anchorages (replaceable type), suitably

protected against corrosion. In the replaceable system of prestressing, the bearing
plate is outside the concrete, which is provided with grease filled cap for protection
against corrosion
DESIGN REQUIREMENTS
• In the case of external prestressing, the minimum web thickness shall be 200 mm
• The structure shall be designed for snapping of any cable, one at a time, which will
cater for the condition of replacement of cables
• Deviator Blocks -In the case of external prestressing it is a usual practice to

provide concrete protrusions inside the box girder in order to pass the prestressing
ducts so as to maintain the intended alignment
• These deviator blocks also help control the vibrations of the cables. The deviator
blocks shall be located at a spacing not exceeding 12 m.
• Deck Waterproofing -Approved flexible membrane waterproofing shall be provided

over the deck slab, preferably Polyurethane based.
EXTRADOSED BRIDGES
• An extradosed bridge can be considered as a hybrid type
of concept in the area of transition between girder bridge
and cable stayed bridge.
• In a girder bridge loads are carried by shear and flexure

of the girder and internal or external post-tensioned
cables which produce permanent and constant stresses
that act opposite to those produced by self- weight and
moving loads.
• With a stiff deck and shallow cables, an extradosed

girder behaves like a prestressed concrete box girder
although it has similarity in look with cables stayed
bridges.
• The shallowness of the extradosed cables directly carry

only a small portion of the moving load.
68
EXTRADOSED BRIDGES
• Extradosed bridges are generally constructed using

segment technology, where some of the segments are
supported by shallow stay cables which are anchored
to the short pylon.
• Extradosed bridges are suitable for span ranges

between 100m to 250m.
• The height of pylon will generally lie between L/8 and

L/12 and depth of superstructure will lie generally
between L/30 and L/50, where L is the main span
length.
• The shallow pylon construction leads to shallower

cable inclination. 69
SPAN ARRANGEMENT, PROPORTIONS VARIOUS TYPE OF
BRIDGES
• Most extradosed bridges have two pylons longitudinally
and have generally have symmetrical configuration.
• For a typical 3 span module, the end spans are

optimally about 50 to 70% the length of the main span.
• If the end spans are longer, the sagging bending

moments in the end span will be too high. If they are
shorter, there could be uplift at the location of end
support
70
EXTRADOSED BRIDGES
71
EXTRADOSED BRIDGES -TYPICAL DECK CROSS SECTION
72
EXTRADOSED BRIDGES –MODULE CONFIGURATION &
LOCATION OF EXPANSION JOINT
73
EXTRADOSED BRIDGE -NEEDLE BEAM OPTION FOR EXPANSION
JOINTS IN MULTI-SPAN EXTRADOSED BRIDGE
Needle beam is provided to prevent
relative vertical deflection of one
side of the discontinuity relative to
the other – as traffic travels across –
the ends of the cantilevers are
connected together by means of
large rectangular “needle beams”,
which are threaded into slightly
larger rectangular recesses in the end
of each cantilever. Each needle beam
(one at each side of each
superstructure at each discontinuity)
is supported by eight bearings – four
at each side of the discontinuity,
bearings to be designed to resist 74
CABLE STAY BRIDGES
• The cable stayed bridges are adopted for a span range above 200m and upto
1100m bridge (Maximum span length is for Russky bridge, Russia 1104m).
• In a cable stayed bridge the height of pylon lies in the range of L/4 to L/5 and the
superstructure depth lies in the range of L/50 to L/250. Due to larger height of
pylon, the cables will be having a steeper inclination which will lead to high
vertical component and low horizontal component of cable force.
• The deck is practically suspended between the cables and has minimum bending
effect. This leads to relatively lesser superstructure depth when compared with
extradosed bridges.
• The cables will be subjected to a larger live load stress range in addition to large
vertical component of cable force at the cable anchorages. These two effects lead
to adoption of special type of anchorages with high fatigue resistance for cable 75
stayed bridges
COMPARISON OF MAIN FEATURES BETWEEN 3 BRIDGE FORMS
(CANTILEVER GIRDER, EXTRADOSED AND CABLE STAYED)
Cantilever Girder Extradosed Cable – Stayed
S. No. Parameter
Bridge Bridge Bridge
1) Span Ranges 70m -130m 100m – 250m 200m – 1100m
2) Span depth ratios
- At Pier 16-20 30-35 50-250
- At Span 30-50 30-50
3) Side Span to Main Cast on form 0.45 to 0.69 Steel

Span Ratio superstructure
work 0.8 Average 0.6 0.33
As Cantilever Concrete
0.65 superstructure
0.42
4) Pylon height to span - 1/8 to 1/12 1/4 to 1/5
76
CONTENT

INTRODUCTION TO BEARINGS
Bridge bearing carries the loads or movement in both vertical

and horizontal directions from the bridge superstructure and
transfers those loads to the bridge piers and abutments.
The loads can be live load and dead load in vertical directions,
or wind load, earthquake load, etc., in horizontal directions.
Bridge Bearings are used to transfer forces from

superstructure allowing the translational and rotational
movements.
78
3. INTRODUCTION TO BEARINGS…
CONTD.
Load Transfer Mechanism
Function of a bearing is to transfer the vertical and lateral loads from

Superstructure to the foundation through substructure, fulfilling the design
requirements and allowing the displacements and rotations as required by
the structural analysis with very low resistance during the whole life time.
The bearings are generally of following types:
79
INTRODUCTION TO BEARINGS…CONTD.
a) METALLIC ROCKER AND ROLLER-CUM ROCKER TYPE RIGID BEARINGS, WHERE

THE LOAD TRANSMISSION IS THROUGH LINEAR KNIFE EDGES.
b) POT CUM PTFE BEARINGS / SPHERICAL BEARINGS OF RIGID TYPE WITH

FIXED OR FREE SLIDING ARRANGEMENT WHERE LOAD TRANSFER FROM
SUPERSTRUCTURE IS OVER A SPECIFIED AREA IN PLAN.
c) FLEXIBLE ELASTOMERIC BEARINGS WHERE THE BEARING ALLOWS RELATIVE

MOVEMENTS BETWEEN SUPERSTRUCTURE AND SUBSTRUCTURE BY ITS
FLEXIBILITY AND BY PREVENTING THE TRANSMISSION OF UNDESIRABLE
FORCES, BENDING MOMENTS AND VIBRATIONS
80
WHILE THE RIGID BEARINGS SPECIFIED IN A) AND B) ABOVE CAN BE USED
UNDER ANY CIRCUMSTANCES, FOR (C) DIFFERENT PROVISIONS OF RELEVANT
IRC CODES SHOULD BE FOLLOWED.
Type of Bearing
(IRC 83)
Pot, Pin, Metallic, Guide

Roller & Rocker Elastomeric Spherical & Cylindrical
and Plane Sliding
(Part I) (Part II) (Part IV)
(Part III)
81
ELASTOMERIC BEARING
82
POT BEARING
83
SPHERICAL BEARINGS
84
CONTENT

4. INTRODUCTION TO EXPANSION
JOINTS
EXPANSION JOINT TAKES CARE OF THE MOVEMENT OF BRIDGE DECKS DUE TO
TEMPERATURE, CREEP & SHRINKAGE
THERE ARE 5 TYPES OF EXPANSION JOINTS :
• ASPHALTIC TYPE JOINT
• BURRIED TYPE JOINT
• ELASTOMERIC SLAB SEAL JOINT
• ELASTOMERIC STRIP SEAL JOINT
• MODULAR TYPE
86
JOINTS
THE PRIME FUNCTIONAL REQUIREMENT OF A JOINT IS TO CATER FOR
MOVEMENTS WITH VERY LOW RESISTANCE OR WITH NO RESISTANCE AT ALL.
EXPANSION JOINT SHOULD BE CAPABLE OF ACCOMMODATING ALL MOVEMENTS

OF THE DECK VIZ. TRANSLATION AND ROTATION.
IT MUST NOT CAUSE UNACCEPTABLE STRESSES EITHER IN THE JOINT ITSELF OR

IN THE STRUCTURE BY THE WAY OF RESTRAINT.
LOW NOISE LEVEL ESPECIALLY IN AN URBAN ENVIRONMENT.
THE REPLACEMENT OF AN EXPANSION JOINT IS ALWAYS COMBINED WITH A

TRAFFIC INTERRUPTION – AT LEAST ON THE AFFECTED LANE.
87
JOINTS
EXPANSION JOINTS SHOULD PERFORM THE FOLLOWING BASIC FUNCTIONS:
a) SHOULD PERMIT THE EXPANSION/CONTRACTION OF THE SPAN/SPANS TO

WHICH IT IS FIXED WITHOUT CAUSING ANY DISTRESS OR VIBRATION TO
THE STRUCTURE.
b) CAUSE NO INCONVENIENCE/HAZARD TO THE ROAD USER AND OFFER GOOD

RIDING COMFORT.
c) SHOULD BE CAPABLE OF WITHSTANDING THE TRAFFIC LOADS INCLUDING

DYNAMIC EFFECTS.
88
JOINTS
d) WATERTIGHT AND CAPABLE OF EXPELLING DEBRIS WITHOUT CLOGGING/
IMPARTING HIGHER FORCE ON THE STRUCTURE THAN WHAT IT IS DESIGNED
FOR. FOR THIS, IT IS DESIRABLE TO HAVE EXPANSION JOINT EXTENDING
FOR FULL WIDTH INCLUDING THE KERB AS WELL AS IN FOOTPATH PORTION.
e) ENSURE ACCESSIBILITY FOR INSPECTIONS AND EASY MAINTENANCE WITH

ALL PARTS.
f) ANY OTHER FUNCTION ASSIGNED TO THE EXPANSION JOINT AS PER THE

SPECIFIC REQUIREMENTS OF THE STRUCTURAL SYSTEMS.
89
JOINTS
BASIS FOR SELECTION OF TYPE JOINTS:
• JOINTS FOR SMALL OPENINGS (UPTO 25MM)
• JOINTS FOR MEDIUM OPENINGS (MOVEMENT OVER 25 MM AND UPTO 80 MM)
• JOINTS FOR LARGE OPENINGS (MOVEMENT OVER 80 MM)
90
JOINTS
• JOINTS FOR SMALL OPENINGS (UPTO 25MM)
Joints for Small Openings

(upto 25mm)
Buried joint Filler joint (movement upto Asphaltic plug joint

(movement upto 10 mm) 10 mm) (movement up to 25 mm)
91
JOINTS
• JOINTS FOR MEDIUM OPENINGS (MOVEMENT OVER 25 MM AND UPTO 80 MM)
Joints for Medium Openings

(Movement over 25 mm and
upto 80 mm)
Compression seal joint Single strip/box seal joint Reinforced elastomeric joints
(movement upto 40 mm) (movement up to 80 mm) (movement upto 80 mm)
92
JOINTS
• JOINTS FOR LARGE OPENINGS (MOVEMENT OVER 80 MM)
Joints for Large Openings

(Movement over 80 mm)
Reinforced coupled
Modular strip/box seal joint Finger joints
elastomeric joint
93
CONTENT

LOADS & LOAD COMBINATIONS ARE DESCRIBED IN IRC:6-2017
Refer to IRC:SP:114-2018
95
SEISMIC DESIGN OF BRIDGES
5. LOADS & LOAD COMBINATIONS…
CONTD.
LIVE LOAD ARE PLACED TO GET SEVERE EFFECT OF LOADING ON
SUPERSTRUCTURE. IRC-6 STIPULATES THE COMBINATIONS OF LIVE LOADS FOR
VARIOUS WIDTHS OF CARRIAGEWAYS.
97
CONTD.
LIVE LOAD CONFIGURATION:
• IRC CLASS A (WHEELED)
• IRC CLASS 70 R (WHEELED/TRACKED)
• COMBINATIONS OF CLASS 70 R & CLASS A
• SV LOADING
• FATIGUE LOAD
98
CONTD.
• IRC CLASS A (WHEELED)
99
CONTD.
• IRC CLASS 70 R (WHEELED/TRACKED)
100
CONTD.
101
CONTD.
102
CONTD.
103
CONTD.
104
•CONTD.
COMBINATIONS OF CLASS 70 R & CLASS A -5 LANES CLASS A
105
•CONTD.
COMBINATIONS OF CLASS 70 R & CLASS A -5 LANES CLASS A
106
CONTD.
107
CONTD.
108
CONTD.
• SV LOADING
109
CONTD.
• SV LOADING
110
CONTD.
• SV LOADING
111
CONTD.
• SV LOADING
112
CONTD.
• SV LOADING
113
CONTD.
• FATIGUE LOAD
The Fatigue Load Train shall be used for the fatigue life assessment of steel, concrete and
composite bridges. The transverse wheel spacing and tyre arrangement of this truck
Verification for fatigue needs to be carried out with limits on stress range in reinforcing & prestressing steel for the
combinations of static loads and cyclic loads. Stress range is the algebraic difference between the maximum
and the minimum value of stresses resulting from the passage of vehicles on the bridge.
114
CONTD.
• MULTIPLE PRESENCE –REDUCTION IN LONGITUDINAL EFFECTS
115
CONTD.
• IMPACT FACTOR
PROVISION OF DYNAMIC ACTION IS MADE BY AN INCREMENT OF LIVE LOAD BY

AN IMPACT ALLOWANCE.
 IMPACT FACTOR FOR REINFORCED CONCRETE BRIDGES
• IMPACT FACTOR FOR STEEL BRIDGES
WORKED OUT BASED ON THE CURVE AS PER IRC-6
116
CONTD.
• IMPACT FACTOR
117
CONTD.
• CONGESTION FACTOR
118
•CONTD.
ANNEX B (CLAUSE 202.3): COMBINATION OF LOADS FOR LIMIT STATE DESIGN
119
CONTD.
• ANNEX B (CLAUSE 202.3): COMBINATION OF LOADS FOR
LIMIT STATE DESIGN
120
CONTD.
• ANNEX B (CLAUSE 202.3): COMBINATION OF LOADS FOR LIMIT STATE DESIGN
• PARTIAL SAFETY FACTOR FOR VERIFICATION OF EQUILIBRIUM
• PARTIAL SAFETY FACTOR FOR VERIFICATION OF STRUCTURAL STRENGTH
• PARTIAL SAFETY FACTOR FOR VERIFICATION OF SERVICEABILITY LIMIT STATE
• PARTIAL SAFETY FACTOR FOR CHECKING THE BASE PRESSURE AND DESIGN OF
FOUNDATION
121
CONTD.
• PARTIAL SAFETY FACTOR FOR VERIFICATION OF EQUILIBRIUM
122
CONTD.
• PARTIAL SAFETY FACTOR FOR VERIFICATION OF STRUCTURAL STRENGTH
123
CONTD.
• PARTIAL SAFETY FACTOR FOR VERIFICATION OF SERVICEABILITY
LIMIT STATE
124
CONTD.
• PARTIAL SAFETY FACTOR FOR CHECKING THE BASE PRESSURE AND DESIGN OF
FOUNDATION
125
CONTENT

THE DIFFERENT METHOD OF ANALYSIS ARE DEPENDENT ON THE DEGREE OF
SOPHISTICATION REQUIRED FOR A PARTICULAR ENGINEERING PROBLEM:
A) RATIONAL METHODS OF ANALYSIS
B) GRILLAGE ANALYSIS
C) ADVANCED METHODS OF ANALYSIS

6. DIFFERENT METHOD OF ANALYSIS…CONTD.
A) RATIONAL METHODS OF ANALYSIS
FOLLOWING LOAD DISTRIBUTION THEORIES ARE BROADLY

ADOPTED IN DISTRIBUTING LIVE LOAD ON GIRDER BRIDGE:
• COURBON METHOD
• MORICE & LITTLE’S THEORY
• HENDRY – JAEGER’S METHOD

6. DIFFERENT METHOD OF ANALYSIS …CONTD.
GRILLAGE ANALYSIS IS COMPUTER-AIDED METHOD FOR ANALYZING BRIDGE

DECKS.
IT CONVERTS A BRIDGE DECK STRUCTURE INTO A NETWORK OF RIGIDLY

CONNECTED BEAMS AT DISCRETE NODES, IDEALIZING THE BRIDGE BY AN
EQUIVALENT GRILLAGE. THE LONGITUDINAL STIFFNESSES ARE CONCENTRATED
IN LONGITUDINAL BEAMS WHILE THE TRANSVERSE STIFFNESSES ARE
CONCENTRATED IN TRANSVERSE BEAMS.
THE BEAM STIFFNESSES SHOULD BE SUCH THAT WHEN PROTOTYPE SLAB &
EQUIVALENT GRILLAGE ARE SUBJECTED TO IDENTICAL LOADS, THE TWO
STRUCTURES SHOULD DEFLECT IDENTICALLY AND THE MOMENTS, SHEAR FORCES
& TORSIONS IN ANY GRILLAGE BEAM SHOULD BE EQUAL TO THE RESULTANTS OF
THE STRESSES ON THE CROSS SECTION.
THE METHOD OF ANALYSIS IS BASED ON STIFFNESS MATRIX APPROACH.
IN GRILLAGE LAYOUT, THE RATIO OF SPACING OF TRANSVERSE GRID LINES TO

THOSE OF LONGITUDINAL GRID LINES MAY BE CHOSEN BETWEEN 1 & 2. THIS
RATIO SHOULD ORDINARILY REFLECT THE SPAN-WIDTH RATIO OF THE BRIDGE.
STEPS OF GRILLAGE ANALYSIS METHOD
1. IDEALIZATION OF PHYSICAL DECK INTO EQUIVALENT GRILLAGE.
2. EVALUATION OF EQUIVALENT SECTION PROPERTIES OF MEMBERS OF

GRILLAGE.
3. APPLICATION AND TRANSFER OF LOADS TO VARIOUS NODES OF

GRILLAGE.
4. DETERMINATION OF FORCES AND DESIGN ENVELOPES
5. INTERPRETATION OF RESULTS.
TYPICAL EXAMPLE OF GRILLAGE ANALYSIS:
• SOLID SLAB
• BEAM AND DECK
• SKEW BRIDGES
• VOIDED SLABS
TYPICAL SOFTWARES USED IN GRILLAGE ANALYSIS:
• STAAD PRO
• MIDAS CIVIL
• SOFISTIK
TYPICAL GRILLAGE ANALYSIS:
C) ADVANCED METHOD OF ANALYSIS
THE ADVANCED METHOD OF ANALYSIS ARE FURTHER CATEGORIZED BASED ON

THE FOLLOWING:
• GLOBAL ANALYSIS,
• TRANSVERSE ANALYSIS &
• ANALYSIS OF LOCAL ELEMENT (3D SOLID MODEL) LIKE DEVIATOR, BLISTER

& DIAPHRAGM, ETC.
ADVANCED SOFTWARE LIKE SOFISTIK COULD BE USED TO MAKE PARAMETRIC

MODELS AND USED AS AN EFFICIENT & SOPHISTICATED DESIGN TOOL TO
ACHIEVE ECONOMY AND PRECISION.
FINITE ELEMENT SOFTWARE PACKAGE FOR CIVIL AND STRUCTURAL

ENGINEERING. SUCH AS SOFISTIK
SOFISTIK IS A FINITE ELEMENT SOFTWARE DESIGNED FOR THE

CONSTRUCTION INDUSTRY, WHICH ALLOWS FOR FULL CONTROL OF THE
ANALYSIS VIA MODULAR TEXT INPUTS.
THIS SOFTWARE ALLOWS FOR THE PARAMETRIC DESIGN OF THE MODULES,

CONTROLLING THE ANALYSIS FOR EACH MODULE BY VARYING SOME BASIC
INPUT PARAMETERS. THE GEOMETRY OF THE BRIDGE SHALL BE DEFINED BY
HORIZONTAL AND VERTICAL ALIGNMENTS ACCORDING TO THE DESIGN
DRAWINGS. A PICTURE OF THE BRIDGE MODEL IS SHOWN IN THE FOLLOWING
FIGURE:
• TRANSVERSE ANALYSIS
THE TRANSVERSE ANALYSIS OF THE BOX SECTION MAY BE CARRIED OUT

WITH A FULL SPAN GLOBAL SHELL MODEL. THE STRUCTURE IS MODELLED BY
CONNECTING THE NODES AT THE PERIMETER OF STRUCTURAL ELEMENT TO
CREATE A SHELL ELEMENT:
• TRANSVERSE ANALYSIS
& DIAPHRAGM, ETC.
THE LOCAL ANALYSIS OF THE DEVIATOR, BLISTER & DIAPHRAGM SHALL BE

CARRIED OUT WITH A 3D SOLID MODEL OF THE RESPECTIVE COMPONENT TO
ANALYSE AND OPTIMIZE THE COMPONENT DESIGN.
& DIAPHRAGM, ETC.
LOCAL ANALYSIS AND DESIGN
• 3D Shell models of viaducts and CSB spans

• Transverse design of box-girder
distortional
effects
142
CONTENT

SUPERSTRUCTURE
LIMIT STATE DESIGN:
LIMIT STATE
DESIGN
IRC:24-2010
STEEL ROAD BRIDGES
IRC:112-2020
CONCRETE ROAD BRIDGES
IRC:22-2015
STEEL CONCRETE COMPOSITE
ROAD BRIDGES
IRC:SP:105
EXPLANATORY HANDBOOK ON
IRC:112-2011
IRC:SP:120
EXPLANATORY HANDBOOK
ON IRC:22-2015
SUPERSTRUCTURE
LIMIT STATE DESIGN: DESIGN OF CONCRETE
SUPERSTRUCTURE
ULTIMATE LIMIT STATE SERVICEABILITY LIMIT STATE
SHEAR CAPACITY MOMENT CAPACITY

CHECK CHECK
DEFLECTION LIMIT STRESS LIMITATION
CONCRETE REINFORCEMENT
FATIGUE LIMIT STATE
CONTROL OF CRACKING
IN CONCRETE
SUPERSTRUCTURE
DESIGN OF STEEL CONCRETE
LIMIT STATE DESIGN: COMPOSITE SUPERSTRUCTURE
SERVICEABILITY LIMIT
ULTIMATE LIMIT STATE
STATE
SHEAR CAPACITY MOMENT CAPACITY

CHECK CHECK
STRESS
DEFLECTION LIMIT
LIMITATION
STRUCTURAL
CONCRETE
STEEL
FATIGUE LIMIT
STATE
REINFORCEMENT
CONTROL OF
CRACKING IN
CONCRETE
SHEAR
CONNECTOR
THANKS
147
FOUNDATION SOLUTIONS –
CAISSON INSTALLATION
Cadiz Bay Bridge
148
CONTD.
149
150
Sensitivity: LNT Construction Internal Use
151

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TRAINING PROGRAMME ON PREPARATION OF DETAILED PROJECT

REPORT FOR HIGHWAY PROJECTS FOR THE PERSONNEL OF

GENERAL GUIDELINES FOR

Mr. Sharma is having wide range of experience spanning over 32 years in

He is Member of Technical Committees of Indian Road Congress (B-2 , B-4 &

1. BRIDGE CROSS SECTION

4. INTRODUCTION TO EXPANSION JOINTS

5. LOADS & LOAD COMBINATIONS

6. DIFFERENT METHOD OF ANALYSIS

A) IRC:SP:73-2018 B) IRC:SP:84-2019 C) IRC:SP:87-2019 D) IRC:SP:99-2013

A) As per IRC:SP:73-2018 (2-Lane manual)

B) As per IRC:SP:84-2019 (4-Lane manual)

C) As per IRC:SP:87-2019 (6-Lane manual)

1 Both side new 3-Lane bridge 17m + 17m 7.2

D) As per IRC:SP:99-2013 (Expressway manual)

1. BRIDGE CROSS SECTION

4. INTRODUCTION TO EXPANSION JOINTS

5. LOADS & LOAD COMBINATIONS

6. DIFFERENT METHOD OF ANALYSIS

8. WORKED OUT EXAMPLE

A. REINFORCED CONCRETE (RCC) SUPERSTRUCTURE

B. PRESTRESSED CONCRETE (PSC) SUPERSTRUCTURE

D. STEEL CONCRETE COMPOSITE (SCC) SUPERSTRUCTURE

E. SPECIAL TYPES OF SUPERSTRUCTURE

REINFORCED CONCRETE (RCC) SUPERSTRUCTURE PRESTRESSED CONCRETE (PSC) SUPERSTRUCTURE

1 Solid Slab 3m to 10m 10 to 12 20m to 27m 12 to 13

2 Voided Slab 15m to 22m 12 to 14 20m to 30m 13 to 14

3 T-Beam & Slab 10m to 26m 10 to 12 25m to 45m 15 to 16

4 Box Girder 20m to 33m 13 to 14 30m to 60m 16 to 18

5 Cantilever - - 75m to 150m 16 to 18

RCC/PSC SOLID SLAB RCC/PSC T-Beam & Slab

RCC/PSC VOIDED SLAB PSC BOX GIRDER

I. STEEL TRUSS : 30M TO 80M

II. GIRDER & SLAB : 25M TO 50M (L/D ≈ 15 TO 16)

III. BOX GIRDER : 35M TO 60M (L/D ≈ 16 TO 18)

I. CABLE STAYED : 150M – 800M

II. SUSPENSION : 500M – 2000M

III. EXTRADOSED : 75M - 200M

• THROUGH DECK CONTINUITY

• THROUGH DIAPHRAGM CONTINUITY

• Box section cast.

• Partial cables Stressed

• Add cast in situ slab with outside strut on

Sensitivity: LNT Construction Internal Use

 Transporting the precast segments

 Erection of the precast segment

 Prestressing and grouting

 Minimum impact to traffic and the environment during construction.

 It can be used in a variety of difficult site conditions.

 Prefabricated segments provides more quality control and thereby low

 The pre-stressed cables can be inspected and replaced at all times.

 Low weight due to thin bridge sections.

 High construction loading or high technology is used.

 Need high safety precautions during launching operations.

 More prestressing due to stringent codal requirements for segmental

 Design needs to be verified for heavy loads from Launching equipment.

• Environmental conditions (defined in design basis report)

• Alignment: gradient, curvature in plan and cross fall variations

• Design of Permanent Structure for Different Gantry Load positions