Escolar Documentos
Profissional Documentos
Cultura Documentos
VOLUME 5
PART II
ELEVATED VIADUCT
DESIGN BASIS REPORT
CONTENTS
1. INTRODUCTION ................................................................................................... 1
1.1 Brief Presentation of Project ........................................................................... 1
1.2 Aim of this Design Basis Document ................................................................ 1
2. STRUCTURAL ISSUES ........................................................................................ 1
2.1 Units ............................................................................................................... 1
2.2 Materials Parameters ..................................................................................... 1
2.2.1 Concrete.................................................................................................. 1
2.2.1.1 Youngs Modulus ................................................................................. 1
2.2.1.2 Compressive Strength ......................................................................... 1
2.2.1.3 Density................................................................................................. 2
2.2.1.4 Poissons Ratio .................................................................................... 2
2.2.1.5 Thermal Expansion Coefficient ............................................................ 2
2.2.2 Prestressing Steel for Tendons ............................................................... 2
2.2.2.1 Youngs Modulus ................................................................................. 2
2.2.2.2 Prestressing Units ................................................................................ 2
2.2.2.3 Breaking Strength & 0.2% Proof Strength, Jacking Force .................... 2
2.2.2.4 Density: 78.5 kN/m3 ............................................................................ 3
2.2.2.5 Other Parameters ................................................................................ 3
2.2.3 Structural Steel (for Composite Bridges & other structures if any) ........... 3
2.2.3.1 Introduction .......................................................................................... 3
2.2.3.2 Structural Steel for Miscellaneous Use................................................. 3
2.2.3.2.1 General .......................................................................................... 3
2.2.3.2.2 Youngs Modulus ............................................................................ 3
2.2.3.2.3 Tensile Strength / Yield Strength .................................................... 3
2.2.3.2.4 Density : 78.5 kN/m3....................................................................... 4
2.2.3.2.5 Poissons Ratio: 0.30...................................................................... 4
2.2.3.2.6 Thermal Expansion Coefficient: = 1.2x10-5 /C............................. 4
2.2.3.3 Structural Steel for Composite Bridges ................................................ 4
2.2.3.3.1 General .......................................................................................... 4
2.2.3.3.2 Youngs Modulus: E= 205,000 MPa ............................................... 4
2.2.3.3.3 Tensile Strength / Yield Strength .................................................... 4
2.2.3.3.4 Density : 78.5 kN/m3....................................................................... 4
2.2.3.3.5 Poissons Ratio: 0.30...................................................................... 4
DMRCs Design Basis Report For Viaduct (April 2009)
1. INTRODUCTION
2. STRUCTURAL ISSUES
2.1 Units
The main units used for design will be: [t], [m], [mm], [kN], [KN/m2], [MPa], [C],
[rad]
2.2.1 Concrete
b) Modular Ratio: Modular ratio for all concrete grades shall be taken as 10.
- for pier (shaft & pier cap) fck = 45 MPa / 50 MPa/ 60 MPa
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DMRCs Design Basis Report For Viaduct (April 2009)
2.2.1.3 Density
25 kN/m3 prestressed concrete
24 kN/m3 for reinforced concrete
23 kN/m3 for plain concrete
= 1.17x10-5 /C
All Prestressing steel units will be of 0.6 strands type (Nominal dia =15.2mm,
Area=140 mm2).
Incidentally, as per IRS CBC: 1997 cl. 16.8.1, the maximum seating force in
strand is limited to 70% of the characteristic strength of steel for post-tensioned
tendons and to 75% of the characteristic strength of steel for pre-tensioned
tendons. However the jacking force in tendon will be permitted up to 80% of
characteristic strength of strand.
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DMRCs Design Basis Report For Viaduct (April 2009)
2.2.3 Structural Steel (for Composite Bridges & other structures if any)
2.2.3.1 Introduction
Structural steel will be used for special composite bridges and for
miscellaneous use such as railing, supporting utilities, coverings etc.
2.2.3.2.1 General
Two types of structural steel are proposed as per the following standards:
a) IS: 4923 Hollow steel sections for structural use with Yst 310
b) IS: 2062 Steel for General Structural Purposes (Grade B-Designation
410B)
The hollow steel sections would be square (SHS) or rectangular (RHS). Other
traditional rolled sections like plates, angles, channels, joists would also be
used where necessary.
The base connections and connection with concrete shall be effected by
internally threaded bolt sleeves (hot dipped galvanized @ 300 gm/ sqm)
manufactured from
IS: 2062 Grade B mild steel. The sleeve shall receive hexagon-head bolt M20
Class 8.8 as per IS: 1364 (Part 1) with galvanized spring washer.
Structural steel conforming to Grade Fe540HT as per IS: 8500 will be adopted
in case high strength steel is required.
E= 200,000 MPa
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DMRCs Design Basis Report For Viaduct (April 2009)
2.2.3.3.1 General
The connections between steel members will be either bolted or/and welded.
Welded connections are preferable. The design will be performed for one solution
only, to be chosen and discussed according to the availability of contractors
expertise.
ASTM A572 Grade 50 with a minimum guaranteed notched bar impact strength
(Charpy energy) required at -20c: 47 J
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DMRCs Design Basis Report For Viaduct (April 2009)
2.2.4.1 Diameters [in mm]: 6, 8, 10, 12, 16, 20, 25, 28, 32, & 36.
2.4 Clearances
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DMRCs Design Basis Report For Viaduct (April 2009)
A 2100 mm
The purpose of this section is to summarize the methodology and the assumptions that will
be used for the seismic analysis.
T = 2.0D/(1000 F)
D = Appropriate dead load and live load in KN as defined is Mass section
F = Horizontal force in kN required to be applied at the center of mass of
the superstructure for one mm horizontal deflection at the top of the pier
along the considered direction of horizontal force.
1. Masses
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DMRCs Design Basis Report For Viaduct (April 2009)
2. Stiffness
Sa/g being computed by the relevant IRC:6 seismic acceleration can then
be calculated by:
As a result:
Ah = 0.048 *(Sa/g)
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DMRCs Design Basis Report For Viaduct (April 2009)
For reference, at the peak of the spectrum for 0.0 < T < 0.55 then:
Ah max = 0.048 * 2.5 = 0.12
Therefore 0.12g is the maximum acceleration that can be considered in
the design.
The vertical seism will be taken as half of the horizontal seismic coefficient
(Ah).
Av = Ah/2
a) Sx Sy
b) Sz Sy
Vertical deflection limit for PSC girders supporting tracks, under Live Load + dynamic
impact:
L/2400 (L =span length)
Vertical deflection limit for composite steel girder concrete deck supporting tracks,
under Live Load + dynamic impact: L/1800 (L =span length)
a b c b a
Where,
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DMRCs Design Basis Report For Viaduct (April 2009)
a = 2150 (Overhang)
Since both the tracks are supported by a single girder, hence tractive force of one track
and braking force of another track will be taken in the same direction to produce worst
condition of loading.
As per IRS Bridge Rules, correction slip no.22 dated 17 / 1 / 1994, in transverse/
longitudinal seismic condition, only 50% of gross tractive effort / braking force will be
considered.
Footpath live load shall be adopted as 490 kg/m2. As footpath live load is to be
considered with carriageway live load without impact, this load will not be critical for any
design except the parapet.
Impact factor for longitudinal analysis shall be 1.2 while for transverse analysis the
same shall be 1.67.
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DMRCs Design Basis Report For Viaduct (April 2009)
super structure & track bed are excluded from the present consultancy
assignment.
1200 min.
(top fiber)
For PSC box section, following temperature gradient will be considered for
design:
LWR Forces
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DMRCs Design Basis Report For Viaduct (April 2009)
adopted. This load will be considered with live loads but without seismic loads.
The methodology for computation of loads due to LWR shall be as per UIC-774.
Elementary load
Dead loads DL Self Weight maxi D max
Self Weight mini D min
Overhead Line Equipment OLE
Shrinkage & Creep SC
Prestress PR
Super Imposed Loads SIDL
Live load LL Train Weight TW
1, Dynamic Impact I
2, Force due to curvature or Transverse CF
3, 4 eccentricity
Longitudinal Force ( tractive, Braking) LF
Live Load on Foot Path LFP
Overall temperature effect OT
Differential Temperature DT
LL1: used for Deck Torsion, Bearing Compression, Uplift, Shaft check, Foundation check
LL3 : used for Deck check, Bearing Compression check, Shaft check, Foundation check;
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DMRCs Design Basis Report For Viaduct (April 2009)
LL4: used for shaft check, Foundation check, Shear Key check
(*)
Super Imposed SIDL 1.35 1.35 1.35 1.35
Loads
Earth quake (**) EQ 1.60 1.25
(*) 1.15/0.87 : according to IRS CBC art. 11.3.3., when the Prestressing PR increases
the section capacity vs. shear then PR is multiplied by 0.87. When the Prestressing PR
decreases the section capacity vs. shear then PR is multiplied by 1.15.
(**) It should be noted that temperature load case is never combined with seismic
loading.
50% LL effects (LL + LFP) have to be considered along with G II & GIII.
Structure has to be checked with appropriate Prestressing value, i.e. at construction and
at infinity stage (i.e. Year 120)
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DMRCs Design Basis Report For Viaduct (April 2009)
During Service
2.17.1 Criteria
Crack width in reinforced concrete members will be checked for SLS combination G I.
Crack width will be as per 15.9.8.2 of IRS CBC. Crack width shall not exceed the
admissible value based on the exposure conditions defined in section 2.2.1.2.
For crack control in columns, cl.15.6.7 will be modified to the extent that actual axial
load will be considered to act simultaneously.
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DMRCs Design Basis Report For Viaduct (April 2009)
es
h
acr = distance from the crack considered and the surface of the nearest
longitudinal bar;
em = strain at the level where cracking is being considered;
em = e1 [(3.8bt (a dc)/(cs *As*(h-dc))]*[1-Mq/Mg]
2.18.1 General
Fatigue phenomenon needs to be analyzed only for those structural elements that are
subjected to repetition of significant stress variation (under traffic load). Thus generally
the fatigue needs to be regarded only for deck structural part.
2.18.2 PC Structures
Fatigue check for prestressed concrete (PC) structures does not need to be performed
as long as the whole section (from top to bottom fiber) remains under compression
under SLS GI (OK by definition)
2.18.3 RC Structures
Fatigue check for reinforced concrete (RC) structures does not need to be performed
unless a RC main structure member (i.e. the deck) supports the traffic.
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DMRCs Design Basis Report For Viaduct (April 2009)
Requirements of the IRS-CBC, 13.4 shall be followed for reinforcement bar welding.
Lap welding & welding in part of deck slab subjected to concentrated loads shall not be
allowed.
2.19 Durability
Following specifications are intended to meet the durability requirements:
For piles and pile caps, the following load combinations shall be considered which is
part of the IRS CBC 1997, Table 12: Combinations I, II and IV.
The various specific assumptions made for the pile and pile cap design are as follows:
a) 1.50m diameter bored cast-in-situ vertical piles have been contemplated for the
foundation of piers.
b) The vertical capacity of the pile shall be based on static formula given in IS: 2911
(Part-1/Section-2). For pile carrying capacity, the SLS check only will be considered
and no reference will be made to ULS combinations. The lateral load capacity of pile
shall be evaluated by using empirical formulae given in IS:2911 ( Part-1/ section-2)
by limiting the lateral deflection of 5mm at its tip considering it as fixed headed pile
under normal conditions. The capacity so evaluated will be used purely for the
purpose of arriving at the upper bound of lateral load capacity. This deflection
limitation will not be applicable in load combinations with seismic conditions for
which the resulting stresses and capacity of the section would be the governing
criterion. The permissible increase in pile capacity for seismic load combinations
would be taken as 33.33% as per DMRC stipulations.
c) The following limiting values shall not be exceeded for computation of safe load:
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DMRCs Design Basis Report For Viaduct (April 2009)
(i) Results of sub-surface investigation will be used for adopting the `value
of angle of internal friction and cohesion of soil, c.
(ii) Angle of wall friction shall be taken as equal to deg.
(iii) Co-efficient of earth pressure K shall be taken as 1.0 generally for the
type of soil likely to be encountered.
(iv) Maximum overburden pressure at bottom of pile for calculation of shaft
resistance and end bearing resistance shall be limited to 15 times the
diameter of the pile. The maximum depth shall be considered from the
existing ground level.
(v) The entire overburden shall be assumed fully submerged for the purpose
of calculation of safe load.
(vi) Factor of safety to arrive at working load = 2.5.
(vii) Bulk density corresponding to 100% saturation shall be calculated and
used for working out submerged density of soil.
d) Initial load tests (not on working pile) shall be conducted first for determination of
safe vertical and lateral loads. The safe load shall be taken as least of (a) load
arrived at from the initial load test and (b) the calculated safe load based on static
formula. Initial test shall be conducted for a load of 2.5 times the safe vertical load
based on static formula.
e) Soil stiffness for lateral loads shall be taken from IS: 2911 (Part I/Section 2 Appendix
C). Unconfined compressive strength shall be calculated from results from
Geotechnical Investigation Report. Cohesion as calculated using unconsolidated
undrained test with required modification of angle of internal friction will be used for
working out unconfined compression strength.
g) The working load on pile for vertical and horizontal loads shall be checked by
conducting routine tests during construction.
h) Spacing between the piles shall generally be not be less than 3 times the diameter
of pile in soil and 2.5 times the diameter when founded on rock.
i) Computation of bending moments along the pile length due to forces applied at the
pile cap level shall be based on a space frame model with actual stiffness of piles
restrained by springs simulating the soil stiffness. In case upper strata of soil will
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DMRCs Design Basis Report For Viaduct (April 2009)
have liquefaction potential, modifications in the soil springs will be introduced in the
idealization.
j) Pile cap shall be designed based on truss analogy for pile group having piles upto 5
in numbers. For other pile groups, bending theory using the space frame model
indicated above shall be employed for pile cap design. No support from soil below
pile cap shall be considered.
k) The top of pile cap shall be kept about 500mm below the existing ground level and
weight of the earth cover will be applied on top of pile cap when unfavorable. The
earth cover on pile cap for any favorable effect (stability, soil horizontal capacity.) will
be neglected
m) The structural design of the pile and pile cap shall be checked in SLS and ULS
conditions. IRS CBC 1997 cl 15.6 shall be used for the piles. However, for crack
control in piles, cl 15.6.7 will be modified to the extent that actual axial load will be
considered to act simultaneously. For the pile cap reference will be made to cl. 15.4
and cl 15.8.3.
n) For pile carrying capacity, check shall be performed without any factorization of
loads.
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DMRCs Design Basis Report For Viaduct (April 2009)
2.22 Uplift
If found necessary, a hold-down device connecting the deck and the pier head would be
placed in order to prevent the deck from overturning. The hold-down device may be
integrated in the pot bearing system or be a separate system constituted of bars
embedded in pier-cap and the viaduct with appropriate details permitting
translation/rotation. Other systems can also be foreseen.
Due to the lack of appropriate guidelines in Indian codes, the design criteria for hold-
down device (upward force limit requiring hold-down device, design formulas,..) will be
taken from the latest international practice ( AASHTO, MOTC codes ).
2.25.2 Deck
The top of soffit slab will be profiled so as collect the run-off water at two points by
providing a cross slope of 2.5%. Two nos of drainage pipes at each end of box girder
will be provided to collect the run-off and the same will be accommodated in the end
diaphragm in the form of Y-shape. Disposal of run-off water is affected by a runner pipe
inside the diaphragm provided at both end of girder and connected to down takes
embedded in the pier.
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Design Basis Report For Viaduct
3. STRUCTURAL SYSTEMS
The work of whole stretch can be broadly classified into two parts namely, Viaduct &
Ramp.
3.1.1 Superstructure
The superstructure of a large part of the viaduct comprises of simply supported spans.
However at major crossing / over or along existing bridge, special / steel girder
concrete deck composite unit will be provided.
Normally the super structure will be accommodating the two tracks situated at 4.1m c/c.
If the contractor opt the superstructure as box girder then the clear height inside
the box girder to be minimum 1.0 m to facilitate inspection.
3.1.2 Substructure
The viaduct superstructure is supported on single cast-in-place RC pier.
The shape of the pier follows the flow of forces. For the standard spans, the pier
gradually widens at the top to support the bearing under the box webs.
Cantilever piers will be designed for specific eccentricities & sizes will be confirmed
thereon.
To prevent the direct collision of vehicle to pier, a Jersey shaped crash barrier of 1.0m
height above existing road level shall be provided all around the pier with a gap of
25mm between the crash barrier and outer face of pier. The shape of upper part of pier
has been so dimensioned that a required clearance of 5.5m is always available on
roadside beyond vertical plane drawn on outer face of crash barrier. In such a situation,
the minimum height of rail above the existing road is 9.5m.
The longitudinal center-to-center spacing of bearings over a pier would be about 1.7m.
The space between the elastomeric bearings will be utilized for placing the lifting jack
required for the replacement of elastomeric bearing. An outward slope of 1:200 will be
provided at pier top for the drainage due to spilling of rainwater, if any.
3.1.3 Foundations
The entire stretch comprises of soil will be supported on suitable dia bored cast-in-situ
vertical piles (viaduct). For typical piers, a pile group of 4 is foreseen.
In Rocky strata, if any, either open foundations or pile foundations (with toe socketted in
rock) will be adopted depending on depth of rock from ground level. The same will be
finalised on a case-by-case basis.
Initial pile load tests at several locations will be conducted. The intended methodology
and equipment for pile installation will be employed while carrying out the initial pile load
tests.
3.1.4 Parapets
Parapets shall be designed for footpath load & OHE mast loads as per the codal
provisions of IS 456: 2000.
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Design Basis Report For Viaduct
The following codes will be used in various stages of works (non-exhaustive list):
IRC: 83-1987: Standard Specifications & Code Of Practice For Road Bridges, Part-II
Elastomeric Bearings
IRC: 83-1987: Standard Specifications & Code Of Practice For Road Bridges, Part-III
Pot, Pot-Cum-PTFE, Pin And Metallic Guide Bearings
4.3 IS Codes
IS: 269-1976 Specs for Ordinary and Low Heat Portland cement
IS: 383-1970 Specs for coarse and fine aggregate from natural sources for concrete
IS: 432-1982 Specs for Mild Steel & medium tensile steel bars (Part 1)
IS: 455-1976 Specifications for Portland Slag Cement
IS: 456-2000 Code of Practice for Plain and Reinforced Concrete - based essentially
on CP-110
IS: 800-1984 Code of Practice for General construction in steel
IS: 875-1987 Code of Practice for Design Loads Parts 1,2,3,4 & 5 (other than
Earthquake) for Building and structures
IS: 1080-1985 Design and Construction of shallow foundations in soils (Other than
Raft, Ring & Shell)
IS: 1343-1980 Code of Practice for Prestressed Concrete based essentially on CP-
110
IS: 1364-1992 Hexagon Head Bolts, screws & nuts of product grades A & B Part 1.
(Part 1) Hexagon Head Bolts (size range M1.6 to M64)
IS: 1489 (Part 1) Specifications for Portland Pozzolana Cement (Flyash based)
IS: 1786-1985 Specs. for High Strength Deformed steel bars and wires for concrete
reinforcement
IS: 1893-1984 Criteria for Earthquake Resistant Design of structures
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Design Basis Report For Viaduct
4.3.1 BS Codes
BS: 4447-1983 Specifications for the Performance of Prestressing Anchorages for
Post-Tensioned Construction
BS: 4486 Specifications for High Tensile Steel bars used for Prestressing
BS: 5400 Code Of Practice For Design Of Concrete BridgesPart-4-1990
BS: 5400 Code Of Practice For Fatigue Part-10-1990
BS: 8006 Code Of Practice For Strengthened Reinforced soils and other fills-1995
BS: 8007-1987 Design of Concrete Structures for Retaining Aqueous Liquids
4.4 Others
FIP Recommendations for the Acceptance of Post-Tensioning Systems
MOST Specifications for Road and Bridge Works 1994
4.5 Miscellaneous
Any other codes & special publications as required and as mentioned in this report.
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