DESIGN AND ANALYSIS OF

COMPOSITE STEEL GIRDER FOR

ROAD BRIDGE
Dissertation submitted to
Shri Ramdeobaba College of Engineering and Management, Nagpur
in partial fulfilment of requirement for the award of
degree of

Master of Technology
In
STRUCTURAL ENGINEERING
By
AMIT R. MALVI

Guide
Dr. Sharda Siddh

Department of Civil Engineering

Shri Ramdeobaba College of Engineering and Management,
Nagpur 440013
(An Autonomous Institute affiliated to Rashtrasant Tukadoji Maharaj Nagpur
University Nagpur)
June 2019

1
 SHRI RAMDEOBABA COLLEGE OF ENGINEERING & MANAGEMENT,
NAGPUR
(An Autonomous Institute affiliated to Rashtrasant Tukdoji Maharaj Nagpur University Nagpur)

Department of Civil Engineering

CERTIFICATE

This is to certify that the Thesis on “DESIGN AND ANALYSIS OF COMPOSITE

STEEL GIRDER FOR ROAD BRIDGE” is a bonafide work of AMIT R. MALVI
submitted to the Rashtrasant Tukadoji Maharaj Nagpur University, Nagpur in partial
fulfilment of the award of a Degree of Master of Technology, in Structural Engineering.
It has been carried out at the Department of Civil Engineering, Shri Ramdeobaba College
of Engineering and Management, Nagpur during the academic year 2018-19.

Date:

Place:

Prof. Sharda Siddh Dr. P. D. Pachpor

Project Guide M. Tech. Coordinator

Dr .P .D. Pachpor Dr . R. S. Pande

H.O.D Principal
Department of Civil Engineering

2
 DECLARATION

I, hereby declare that the thesis titled “DESIGN AND ANALYSIS OF

COMPOSITE STEEL GIRDER FOR ROAD BRIDGE” submitted
herein, has been carried out in the Department of Civil Engineering of Shri
Ramdeobaba College of Engineering & Management, Nagpur. The work is
original and has not been submitted earlier as a whole or part for the award
of any degree / diploma at this or any other institution / university.

Date:

Place:

Amit R. Malvi

3
 Approval Sheet

This thesis/dissertation/report entitled “DESIGN AND ANALYSIS OF

COMPOSITE STEEL GIRDER FOR ROAD BRIDGE” by AMIT R. MALVI is

approved for the degree of Master of Technology.

Name & signature of Supervisor(s) Name & signature of External Examiner(s)

_________________ _________________
_________________ _________________

Name & signature RRC Members Name & signature of HOD

_________________ _________________
_________________ _________________

Date:

Place:

4
 ACKNOWLEDGEMENT

It’s my privilege to you that I the Engineering graduate have carried out this
project work signifying the accumulation of knowledge through different source during
the course of the project and without the support of our department it would have been
remain an unsustainable task.

I would like to express my deep sense of gratitude towards my respectable guide

Dr. Sharda P. Siddh, Assistant Professor, Department of Civil Engineering, Shri
Ramdeobaba College of Engineering and Management, Nagpur without her untiring
support it would have been an elusive dream. She has always been a source of energy to
me and I am thankful for her valuable guidance, and motivation throughout my project
work. She gave me space and freedom to materialize my ideas.

I would like to thank Dr. P. D. Pachpor Head of Department of Civil

Engineering, who provided me with all facilities for carrying my work and giving me
valuable guidance at various stages.

I am thankful to Dr. R. S. Pande (Principle) RCOEM Nagpur for providing and

permitting to use library, laboratory, equipment’s etc for completion of this work. I take
this opportunity to express thanks to all teaching and non-teaching staff members of civil
engineering dept. for their valuable guidance

I am also thankful to all my friends from RCOEM College who have directly as
well as indirectly helped me in the completion of my project and for providing the
valuable guidance which has helped me in every possible way in carrying out the project.
I would also like to thank my family for their constant co-operative support.

5
 ABSTRACT

A bridge structure is a means by which a road, railway and many other services is
carried over an obstacles such as a valley, river and other road or railway line, either with
few number of supports at various locations or with no intermediate support. While
finalization of any types of bridge ; Economy , Strength , Safety are the basic key features
that cannot be neglected before construction of any bridge.

The scope of this project includes modelling of deck bridge in STAAD .Pro v8i
software and testing for various live load conditions such as for Class A loading , 70R
tracked and 70R wheeled vehicle. Structural steels have high strength, ductility and
strength to the weight ratio. Thus it has become the choice for long span bridges as steel
is more efficient and economic. As compared to the various types of bridges plate girder
bridges, truss bridges and box girder bridges are more commonly used. As the cost of
steel is rising we have to reduce the amount of steel used without affecting the strength
of section.

In this thesis a plate girder bridge is designed as per the Limit state method using
the IS 800:2007, IRC: 24-2000, IRC : 6-2017 and analysed in STAAD .Pro v8i software.
However the Indian standards are basically derived from the British Standards only, but
the basic concept behind that is same. Only the values of various parameters varies
according to the design and fabrication/ erection practices which exist in India. Design
calculations are carried out for simply supported single span. Seismic and wind effect is
not taken into account at the design stage.. Based on the design results, conclusions are
arrived at to know the behaviour of plate girder bridges when it is designed by using
Indian code

6
 STRUCTURE OF THESIS
• Introduction: This chapter deals with the detailed introduction on bridges and
its components as well as plate girder and its various components.

• Literature Review: This chapter deals with the various literature survey which
are carried out to perform and execute the thesis work from various types of books
and IS codes and journals. An overview of the journals studied is briefly
discussed.

• Methodology: This chapter deals with the work which is carried out in project
phase. It contains detail information regarding deck bridge model for various live
load conditions which is performed on STAAD V8i software giving their bending
moment and shear force pattern.

• Results and Discussion: This chapter includes all the design and analysis for the
road bridge for various load conditions. Conclusions were formed on the basis of
the analysis results obtained.

• Conclusion and Future scope: This chapter assembles up all the data formed in
previous chapter and various conclusions are then drawn from those data which
is available and also the future scope which can be carried out for the further
research in this area.

7
 CONTENTS Page No.
Title Page i
Certificate of Approval ii
Declaration iii
Approval Sheet iv
Acknowledgement v
Abstract vi
Structure of thesis vii
Table of Contents viii
List of Figures x
List of Tables xi
List of Abbreviations xii

1. Introduction
1.1 Introduction 1
1.2 Objective of thesis 7
2. Literature review
2.1 Literature review 8
2.2 Summary of literature review 14
3. Methodology
3.1 Methodology 16
4. Results and Discussions
4.1 Basic data of Bridge 21
4.2 Longitudinal Girders Section 22
4.3 Cross Girders Section 26
4.4 Load Calculations 27
4.5 Impact factor for Live Load 30
4.6 Combination of loads for Limit State Design 31
4.7 Design of Longitudinal Girders 34
4.8 Design of Stiffeners 38
4.9 Design of Cross Girder 41
4.10 Design of Shear Connector 48
4.11 Design of Splice Plates 51
4.12 Design of Deck Slab 56
5. Conclusions and Future scope
5.1 Conclusion 63
5.2 Future scope 63

8
6. References 64
7. Publication 66
8. Appendices 67

9
 LIST OF FIGURES

Sr. No Title Pg. No

Figure 3.1 Cross section of superstructure 16
Figure 3.2 Bridge deck 16
Figure 3.3 Longitudinal Girders for deck 16
Figure 3.4 Cross Girders for deck 16
Figure 3.5 Max bending moment of G3 for dead load condition 17
Figure 3.6 Dead load B.M.D For single girder 17
Figure 3.7 Max Shear Force for G3 17
Figure 3.8 Dead load S.F.D For single girder 17
Figure 3.9 Class A loading 18
Figure 3.10 Class A moving load 18
Figure 3.11 Bending Moment dia. For G1 18
Figure 3.12 Shear Force dia. For G1 18
Figure 3.13 70R Tracked Vehicle 19
Figure 3.14 70 R Tracked Vehicle moving load 19
Figure 3.15 Bending Moment dia. For G1 19
Figure 3.16 Shear Force dia. For G1 19
Figure 3.17 70 R Wheeled Vehicle 20
Figure 3.18 70 R Wheeled Vehicle moving load 20
Figure 3.19 Bending Moment dia. For G1 20
Figure 3.20 Shear Force dia. For G1 20
Figure 4.1 Detailed cross section of superstructure 22
Figure 4.2.1 Cross section For girder only 25
Figure 4.2.2 Cross section for permanent load m = 15.00 25
Figure 4.2.3 Cross section for live load m = 7.50 25
Figure 4.3.1 Cross section of Cross Girder 27
Figure 4.8.1 End Bearing Stiffener 38
Figure 4.11.1 Design of Splice Plate 54
Figure 4.12.1 C /S of Cantilever deck slab 58
Figure 4.12.1 Intermediate deck slab section 59
Figure 4.12.1 Cross section of slab 62

10
 LIST OF TABLES

Sr. No Title Pg. No

Table 4.2.1 Section properties of longitudinal – girder alone, no 23
composite action.
Table 4.2.2 Section properties of longitudinal girder under composite 24
action for DL & SID (For ‘m’ for Permanent Loads = 15.00)

Table 4.2.3 Section Properties of Longitudinal girder under composite 24

action for LL (For ‘m’ for Live Loads = 7.50 )

Table 4.3.1 Section properties of cross girder 26

Table 4.4.1 Summery for B.M. & S.F. (Dead Load, SIDL, SSDL, 29
Footpath Live Load)
Table 4.4.2 Summery for B.M. & S.F. (For 70R Tracked & Wheeled , 29
Two Class A)
Table 4.5.1 Summery for B.M. & S.F. (For 70R Tracked & Wheeled , 30
Two Class A) with impact factor.
Table 4.6.1 Summery for basic Load Combination 32

Table 4.6.2 Summery for basic Load Combination DL 32

Table 4.6.3 Summery of basic Load Combination Live Load 33

11
 LIST OF ABBREVIATIONS

Sr. No Abbreviation Full Form

1. τb Shear buckling stress

2. λw Web slenderness ratio

3. τcr,e Elastic critical shear stress

4. Kv Shear buckling co-efficient

5. tw Web thickness
6. Zp Plastic section modulus
7. φ Inclination of the tension field stress in web
8. ϒf Partial safety factor for load
9. ϒm Partial safety factor for material
10. ϒmo Partial safety factor against yield stress and buckling
11. tf Flange thickness
12. µ Poisson’s ratio
13. τv Actual shear stress at service load
14. Md Design flexural strength
15. Vnsb Shear capacity of bolt
16. Af Area of flange
17. ϒmw Partial safety factor for strength of weld
18. I Moment of inertia
19. Iy Moment of inertia about the minor axis of cross
section
20. Iz Moment of inertia about the major axis of cross
section
21. Kb Effective stiffness of the beam and column
22. Ast Area of steel
23. bf Width of the flange
24. bw Width of outstanding leg
25. dh Diameter of bolt
26. do Nominal diameter of bolt
27. E Modulus of elasticity for steel

12
28. fd,w Design stress of fillet weld
29. VL Longitudinal shear per unit length
30. Qu Ultimate static strength
31. fub Characteristic ultimate tensile stress of the bolt
32. fu Characteristic ultimate tensile stress
33. ft Actual tensile stress at service load
34. Mw Ultimate bending moment
35. Vpb Bearing capacity of bolt
36. Vd Design shear strength
37. Vdb Block shear strength
38. Vnb Nominal shear strength of bolt
39. Ɛ Yield stress ratio
40. λcr Elastic buckling load factor
41. G1 Girder number 1
42. G2 Girder number 2
43. G3 Girder number 3
44. G4 Girder number 4
45. G5 Girder number 5
46. AASHTO American Association of State Highway and
Transportation Officials
47. LFRD Load and Resistance Factor Design

13
 CHAPTER 1
INTRODUCTION

14
 CHAPTER 1
INTRODUCTION

1.1 INTRODUCTION

A girder bridge is a bridge which uses girders as the means of supporting its deck.
The two most commonly used types of modern steel girder bridge are box and plate. The
term "girder" is often used interchangeably with "beam" in reference to design of bridge.
A girder can be made up of concrete or steel. Many shorter bridges, especially in the
rural areas where they may be exposed to water overtopping and corrosion, utilize
concrete box girder . The term "girder" is basically used to refer to a steel beam. In a
beam or girder bridge, the beams themselves acts as the primary support for the deck,
and are responsible for transferring the load down from superstructure to the foundation
level. Shape, weight and Material type that all can affect how much weight a beam can
hold. Due to the properties of inertia, the height of a girder is the most significant factor
that affect its load bearing capacity. Wider spacing ,Longer spans or more traffic, will
directly results into a deeper beam. In arch-style bridges and truss , the girders are still
the main support to the deck however the load is transferred with the help of the arch or
truss to the foundation. These designs indirectly allows the bridges to span larger
distances without increasing the depth of beam to beyond what is practical. However,
with the inclusion of a arch or truss the bridge is no longer a true girder bridge.

All the bridges basically consist of mainly two parts that is, the substructure, and
the superstructure. The superstructure is everything from the bearing pads, up - it is what
supports the loads and it is the visible part of the bridge. The substructure is the
foundation, piers which transfers the loads safely from the superstructure to the ground.
Both should work together to create a very strong bond and long-lasting bridge.

The superstructure consists of several different parts:

The deck is the walkway or roadway surface. In roadway applications it is

generally a poured reinforced concrete slab, but it can also be made up of wooden plank
or steel grid. The bridge deck includes any road lanes, sidewalks i.e parapets , footpath
, or crash barrier which may be made up of concrete or steel material , and other
miscellaneous items like lighting and drainage system . The structure supporting the deck
consists of the concrete or steel system . This includes girders itself or cross-braces or

15
diaphragms , splice plates and if it is applicable then the arch or truss system. Basically
the girders is the primary load carrying support, while the function of bracing system is
to allow the girders to act together as a complete unit, and therefore prevents the beams
from toppling criteria. The basic function of the bearing pads is to allow the
superstructure to move somewhat independently of the substructure. Depending upon the
temperature all the materials naturally either expands or contract - if a bridge is
completely rigid, then this would cause unnecessary development of cracks and stresses
in the structure and even could lead to the damage or failure of the structure. While fixing
the superstructure at one of the end and allowing the other end of the span to move
freely in the longitudinal direction, thermal stresses are alleviated and hence the lifespan
of the bridge increased naturally.

The substructure is also made up of various parts as well:

An abutment is the foundation which transfers the load from the bridge structure i.e of
the walkway or roadway on the solid ground. While a pier is an intermediate support to
the deck bridge . The cap is an important part which supports the bearing pads which
depends on the type of supporting structure, there may or may not be a cap depending on
the function. Stub abutments and wall piers they does not require a cap, while a
hammerhead , multi-column, or the pile-bent pier may have a cap. The stub or stem is
basically the main body of the foundation because it safely transfers the load from the
superstructure with the help of the cap, down to the footer. The footer is the part of the
structure that transfers the loads safely into the ground. Basically there are two types of
systems: a spread footer, which is nothing but a simple concrete slab resting on the
bedrock; or a piling cap, which completely utilizes steel piles to reach the sound bedrock
that may be present in the deep underground. Another system utilizes steel-reinforced
concrete "pillars" or caissons below the stem.

I. Introduction :- A cantilever bridge generally consists of three spans, of which the outer
span, known as anchor span, are anchored down to the shore, and these cantilever over
the channel. A suspended span is rested at the ends of the two cantilevers, and act as a
simply supported beam or truss. The cantilevers carry their loads by tension in the upper
chords and compression in the lower chords. These loads are transferred to the ground
through anchorages. In a cable stayed bridge, the vertical loads on the deck are carried
by the nearly straight inclined cables which are in tension. The main function of the

16
towers is to transfer the cable forces to the foundation through vertical compression. The
tensile forces in the stay cables induce horizontal compression in the deck.

COMPONENTS OF A BRIDGE :- The main basic parts of a bridge structure are

mentioned below: a) Decking part consisting of girders ,deck slab, trusses etc.; b)
Bearing for the decking system; c) Abutments as well as piers; d) Foundations for
supporting the piers and the abutments; e) River training works, such as revetment for
slopes for embankments, and aprons at the river bed level; f) Approaches to the bridges
to connect the bridges proper to the roads on either side; and g) Crash barriers, parapets
guards stones and Handrails.

CLASSIFICATION:- Bridge may be classified according to their uses or work which are
as follows: a) According to function as aqueduct (canal over a river), viaduct (road or
railway over a valley), highways, railway and road-cum-rail, pedestrian or for the pipe
Lines Bridge. b) According to the material required for the construction of
superstructure such as composite bridge ,reinforced concrete, masonry, timber, iron,
steel, prestressed concrete etc . c) According to the type or the form of superstructure
such as truss ,arch , slab , beam, or the suspension bridge. d) According to inter-span
relations such as continuous bridge , cantilever or simple bridge. e) According to
position of the bridge floor with respect to the superstructure, as deck, half-through,
through or suspended bridge. f) According to the method of connections of various parts
of the superstructure, generally in a case particularly for the steel construction, as pin ,
riveted connection or welded bridge. g) According to the road level with respect to the
highest flood level of the river below, mostly for a highway bridge or the submersible
bridge. h) On the basis of clearance for navigation as movable-bascule, movable-swing,
high-level, or transporter bridge. i) On the basis of span length as culvert ( length less
than 8m), Miner Bridges (length 8 to 30m), major bridges (above 30m) or the long span
bridges (above 120m). j) On the basis of degree of redundancy either as determinate or
in determinate bridges. k) According to the duration and anticipated type of service as,
temporary ,permanent, military (pontoon, Bailey) bridge.

PLATE GIRDER BRIDGE:- Plate girders became popular when they were used in
construction of rail road bridges in the late 1800's. . A plate girder is basically an ‘I’
section beam, and it is a deep flexural member. The plate girder are often used in
structures having the span generally varying from 15 to 30 m. By 1950's Plate girders
17
were first assembled by bolting the flanges and web together with the help of angles.
There could be multiple flange plates on top of each other when needed. When welding
became popular then there was no more need for the angles anymore. Curtailment of the
flange area is achieved in welded process by using narrower or thinner flange plates in
regions of reduced bending moments, butt-welded to each other at the ends. The outer
plates were made more successively narrower than the inner ones, to which they are
connected with the help fillet welds along the longitudinal edges. Welded plate girders
were replaced by the riveted and bolted plate girders in developed world due to their
good quality, economy and aesthetics. Normally plate girders are provided with
intermediate stiffeners in order to reduce the thickness of web plate and also to resist the
buckling strength of the web. Plate girder provides more flexibility by changing the
various dimensions of the component of plate girder, economy can also be achieved.

COMPONENTS OF PLATE GIRDER :-

A. AVAILABLE SIZES OF PLATES :- Readily available thicknesses and lengths of

steel plates need to be used so as to minimize the costs. Standard tables have been
published by the various steel mills of standard sizes of plates and it should be used for
the guidance purpose. These tables are available from the online or steel specialist. In
general, an individual plate should not exceed 12′-6″ feet in width, including the camber
requirements, or a length nearly about 60 feet. If any one or both of these dimensions
are exceeded then butt splice is must require and it should be shown or must be specified
on the plans. Some of the plates are available in lengths over 90 feet, so for that web
splice locations should be considered optional. Plate thicknesses less than size of 5/16
inches should not be used for bridge applications. When the metric units is used then all
the steel thickness , dimensions must be converted.

Just for the example, specify 20 mm, not 20.4 mm size plate. Preferred plate of
thicknesses, are as follows: • 5/16″ to ⅞″ in 1/16″ increments • ⅞″ up to 1 ¼″ in ⅛″
increments • 1¼″ up to 4″ in ¼″ increments

B. GIRDER SEGMENT SIZES :-Locate the bolted field splices so that the individual
girder segments can be shipped, handled, and erected without imposing requirements on
the contractors. Also the crane limitations should be considered in the congested areas
nearby traffic or buildings. Transportation route options between the bridge site and the

18
girder fabricator that can affect the weight and size of the girder sections allowed. The
region should be helped to determine the best possible ways, and the restrictions that they
impose, during the preliminary planning or from the early design phase. The segment
lengths should be limited up to 150 feet however depending upon the cross section area.
Horizontal curvature of the plate girder segments may increase the shipping and handling
concerns. Weight is the most important factor for the I-girders. However, 35 tons is a
basic practical limit for some of the fabricators.

C. FLANGES :- Basic criteria of Flange thickness is limited up to 4″ maximum in the

typical bridge plate, but the maximum thickness is 10cm which is desirable. This
requirements helps to ensure that the plate material has the limited inclusions and micro-
porosity which can create many problems during welding and cutting. Minimum plate
thickness should be kept which is used for a given project. Generally, the bottom flanges
are kept wider as compared to the top flanges. Flange width changes that should be made
at the bolted field splices. The thickness transitions are properly done at the welded
splices.

D. WEBS :- As possible the web thickness is maintained constant throughout the

structure. However if different web thickness is needed as per requirements, then the
transition should be at a welded splice. Basically horizontal web splices are not needed
unless and until the web exceeds the 12′-6″ in height. All the Vertical web splices used
for the girders should be shown properly on the plans with an elevation view with the
additional splices that is made optional to the fabricator. All the welded web splices
which is provided on the exterior faces of the exterior girders and in the tension zones
elsewhere shall be ground smooth as possible. However the Web splices present on the
interior girders does not need to be ground in compression zones.

E. BEARING STIFFENERS :-The bearing stiffeners is basically provided at the points

of supports and at the points of concentrated loads. As far as possible the bearing
stiffeners need to be provided in symmetrical about the web. The main function of
bearing stiffeners is that it is fitted tightly in between the top and bottom flange. However
the bearing stiffeners is solidly packed throughout. According to the code of practice for
the design of steel bridges which is published by the Railway Board, for that the
outstanding lags of each pair of the stiffeners are so proportioned so as to transmit 75
percent of the reaction that, the bearing stress, on the part of their area in contact with the
19
flange and clear of the root of the flange which should not exceed = 0.75 fy N/mm2, the
allowable bearing stress.

F. INTERMIDIATE STIFFENERS :-The main function of the intermediate stiffeners is

to avoid the diagonal buckling of the web. Depending on the ratio of clear depth to the
thickness of web, (d1/tw), vertical or vertical stiffeners (transverse stiffeners) and
horizontal stiffeners (longitudinal stiffeners) is provided throughout the length of the
plate girder as per the requirements.

G. VERTICAL STIFFENERS :- When the thickness of the web plate is lesser than the
limits which are specified in the codes for the minimum thickness of the web plate ,then
at that time the vertical stiffeners is provided completely throughout the length of the
girder. The intermediate vertical stiffeners are connected round the flange angles and
they are placed in pairs i.e one on each side of the web, or single (alternatively, on the
opposite side of the web). Basically the vertical stiffeners size is found for the required
amount of moment of inertia. However as per the code of practice which is provided for
the design of the steel bridges which is basically published by the Railway Board. It is
found that the moment of inertia of a pair of vertical stiffeners is about the centre line of
the web, and the moment of inertia of a single angle vertical stiffeners is found about the
face of the web. Angle sections is used to provide the moment of inertia for a single angle
vertical stiffeners and a portion of the web, which acts accordingly with the stiffeners.
However the spacing of vertical stiffeners basically depends on the thickness of web
plate, average shear stress in the web and the clear depth of web plate. Basically the
vertical stiffeners are provided not greater than 1.5 d spacing and not less than 0.33d,
whereas d is the distance between the flange angles which is also called as clear depth of
the web. In case of the railway bridges, the maximum spacing should not exceed
1800mm for the stiffeners.

H. HORIZONTAL STIFFENERS :- When the thickness of web is lesser than the limits
which is specified in the codes for the minimum thickness of the web plate, then the
horizontal stiffeners in addition to the vertical stiffeners are provided on the web at a
distance from the compression end of the unsupported web which is generally equal to
the 2/5th of the distance of the compression flange when it is considered from the neutral
axis. The horizontal stiffener is provided at a depth from the top compression flange
which is equal to the 2/5th of distance compression flange from the neutral axis plus the
20
vertical leg length of flange angle. The moment of inertia, I, of the horizontal stiffeners
should not be less than 4c1tw3, whereas c1 is the actual distance between the vertical
stiffeners. The second horizontal stiffener is provided on one side or on both the sides of
web, when the thickness of web is less than the limits which are specified in addition to
the horizontal stiffeners and vertical stiffeners and , at the neutral axis of the girder.
However the moment of inertia of the horizontal stiffener should not be less than dtw3.

1.2 OBJECTIVE OF THE THESIS

This study mainly aims at design and analysis of composite steel girder for road bridge.

This Project includes :-

1. Design of Steel Girder , Deck slab , Shear Connector , Splice plates , Stiffeners.
2. Analysis of Deck Span in STAAD pro v8i for various load conditions such as
(Dead load , Class A loading , 70 R Tracked Vehicle , 70 R Wheeled Vehicle).

21
 CHAPTER 2
LITERATURE
REVIEW

22
 CHAPTER 2
LITERATURE REVIEW

2.1 LITERATURE REVIEW

The following information is provided on the basis of the various technical literature
available on this topic. An overview of the journals studied is briefly discussed below.
Plate girders bridges are designed by trial and error approach due to the complexity of
the design rules. The design of a composite girder is very tedious and time-consuming
job for the designer.

(1)Minh-Tung Tran, Vuong Nguyen Van Do, Tuan-Anh Nguyen [2018] , The paper
presented an experimental program based on the application of bolts as a shear
connectors for the steel-composite beams. Four steel- concrete composite beams were
made as well as a reference steel beam and it is tested. The basic aim of the testing
program was to examine which type of the steel bolts can be used effectively for steel-
composite beams. The four types of the bolts includes: Type 1 the bolt having nut at the
end; Type 2 the bolt bending at 90 degree hook; Type 3 the bolt without nut at the end
and Type 4 the bolt having nut at the end but connected to the steel beam by hand welding
in other to be connected with the steel beam by bolt connection as in the first three types.
The test results showed that beside the traditional shear connectors like bolts, channel
type, angle type, shear studs can be used effectively as a shear connectors in the steel-
composite beams and the application of bolts. In Types 1 and 2 in the composite beams
gave the good performance for the tested beam. The paper presented an experimental
program in which total five beams including four steel-concrete composite beams as well
as reference steel beam were made and tested for the results. Four types of the bolts were
tested into the SCC specimens from D1 to D4. The behaviours of the tested beam were
compared with the SCC beams had significantly good performances than the references
steel beam. The results of the experimental program also indicated that the bolts can be
used successfully used as a shear connectors for the SCC beam. The forms of the bolts
as applied in specimens D1 and D2 gave great performances of the beams so they can
be considered for the implement in practice. The bolts without the nut at the end as
represented in Specimen D3 should not be used as the shear connector because using
such kind of bolt can cause large slip between the steel top flange of the beam and the

23
concrete slab .Using hand welding method for joining the bolts to the steel flange as
applied in Specimen D4 should also be avoided because it may lead to the deterioration
in the shear strength of the bolts.

(2) Mr. Shivraj D. Kopare , Prof. K. S. Upase [2015] , The paper presents the design
of a plate girder bridge as per the Limit state method using the codes such as IS 800:2007,
IRC: 24-2000 and it is analysed by SAP-2000 software. It is concluded that the Steel is
being used on railway and highway bridges successfully all over the world because of its
better strength , inherent quality, resistance against fracture toughness, weld ability and
a very good resistance against weathering / corrosion. The overall weight of the structure
is reduced tremendously reducing the cost of foundation and substructure and overall
reduced the life cycle costs. It is introduction on highway and Indian railways will be a
very good decision for the up gradation of the present technology of design, fabrication
and maintenance of the steel bridges. In comparison with the developed countries, the
steel being used in plate girder bridges is of inferior quality. The SAP analysis results
showed that the designed plate girder bridge is stable in shear force, bending moment,
and in deflection. This dissertation work gives the basic principles for portioning of plate
girder to help designer. It is the most economical bridge in terms of cost and construction
. Relation for Area of Flange to Bending Moment V/s Span bears a constant ratio.
Thickness of Web varies linearly with Span for the constant Web depth. Keeping the
depth of web constant, Bending and Shear Stress increases with the increase in Span
length. With depth of web to thickness of Web ratio remains the same, flange area varies
as per the variation of span. Using the vertical stiffeners, the weight of the Girder is
controlled with the span variation. The thickness of Web plate varies linearly for depth
to thickness ratio of Web.

(3) Amer f. Izzet , Aymen r. Mohammed [2018] , In this study an Experimental

programme was carried out to investigate the flexural behaviour of horizontally curved
composite I-girder decks which is subjected to Iraqi Standard bridge live loads. This
paper includes fabricating and testing five scaled down, curved bridge models ,simply
supported, 3 m in central span length. Each model includes four steel girders, with 175
mm girder spacing for the first two models, which had the curvature (L/R) ratio of 0.2
and 0.3 respectively while the other three models had 200 mm girder spacing, with the
curvature ratio of 0.1, 0.2 and 0.3, respectively. The applied loads were equivalent to the
superimposed dead load and self-weight to achieve that of the full scale designed bridge

24
plus one of the Iraqi bridge live load cases (Lane, Military loading: composed of tracked
vehicles class 100 and wheeled vehicles class 100) sequentially. The experimental results
showed that the Iraqi Wheeled load case controlled the behaviour of most of the bridge
models; all the girder deflections were below as per the permissible AASHTO LRFD
2012 limit. The longitudinal mid-span bottom flange girder strain was less than the girder
yield strain and the maximum longitudinal mid-span concrete strain at the top surface
was (469 micro-strains) which was lower than the ultimate concrete strain of (3000
micro-strains). The longitudinal girder strains and deflection increased with the
increasing in curvature, while the girder spacing exerts a very less effect. According to
the experimental programme which has been carried out to study the flexural behaviour
of horizontally in plan curved composite bridges (concrete deck on steel I-girder) under
Iraqi live loads and the following conclusions can be driven :-(1) Mid-span longitudinal
girder strain: All the girder strains generated fell below the girder yield strain, implying
that the design of the curved I girder bridge according AASHTO LRFD limit for Iraqi
live loads were within the elastic zone. The experimental results show that the
longitudinal girder strains increased as the bridge curvature increased, because of the
increase in the torque generated in the bridge section; the spacing between girders,
however, was found to exert very minimal effect on longitudinal girder strain. (2) Mid-
span longitudinal concrete strain: The maximum compressive concrete strain generated
under all the Iraqi live loads tested was 469 micro strains for the bridge models tested,
which is below the maximum compressive concrete strain (3000 micro-strains). The
experimental results reveal that the top surface compressive concrete strain increases
with the increase in the bridge curvature under live loads, especially just above the
exterior girder; girder spacing, however, was observed to exert very little influence on
the longitudinal compressive concrete strain at the top surface of the deck slab above the
steel girder.

(4) Pawan Patidar, Sunil Harne [2017], In this study, mainly 16 different bridge span
lengths of 15m, 20m, 25m and 30m were considered and studied. In this study the
thickness of web was kept constant while other parameters varies. Following were the
conclusions that has been made from this study:- 1. Depth of the web varies linearly with
the span for the constant web thickness. 2. With the depth of web to the thickness of web
ratio remains the same. 3. At the constant thickness of web, the area of flange varies as
per the variation of span. 4. Using the transverse stiffeners, the weight of girder is

25
controlled with span variation. It is concluded and verified from research and analysis
that design for bridge girder plate can be consider following facts: If span is kept constant
and web thickness varies in increasing order then stress, bending moment and shear force
increases while deflection decreases. If the web thickness is kept constant and span varies
accordingly in increasing order then the shear force, bending moment, stress and
deflection increases.

(5) Ichiro sugimoto ,Yoshinori yoshida , Akira tanikaga [2013] , In this study, a
method is proposed for the structural improvement of existing railway steel bridge
through installing concrete slab on the existing steel girders. This method improved the
load bearing capacity of the bridge, extends its serviceable life, and reduces the noise
emissions. The Feasibility studies for ease of application of composite girder were made
and the proposed method was verified to ensure that it could be completed within the
allocated time schedules. Furthermore they found through the loading tests that the
proposed method to produce the composite girder also strengthened and increased the
stiffness of the girders as well. This method improves the load bearing capacity of the
bridge ,extends its serviceable life , and simultaneously reduces noise emission. The
conclusion of this paper are:- (1) the test girder stiffness increased by 40%. (2) The strain
at the lower flange of the test girders decreased by over 50%. (3) The yielding load
increased by 20%. It was also revealed that the test girder has greater load bearing
capacity and satisfactory performance of deformation than the old girder.

(6) Huiling Zhao, and Yong Yuan [2010] ,This paper presents the experimental studies
of the flexural behaviour of steel-concrete composite beams. Herein, steel-concrete
composite beams were constructed with a welded steel I section beam and concrete slab
with different material strength. Four simply supported composite beams subjected to
two-point concentrated loads were tested and compared to investigate the effect of high
strength engineering materials on the overall flexural response, including failure modes,
load deflection behaviour, strain response and interface slip. The experimental results
showed that the moment capacity of the composite beams has been improved effectively
when high-strength steel and concrete are used. Comparisons of the ultimate flexural
strength of beams tested are then made with the calculated results according to the
methods specified in guideline Eurocode 4. The ultimate flexural strength based on
current codes may be slightly unconservative for predicating the moment capacity of
composite beams with high-strength steel or concrete. This paper has briefly presented

26
the experimental studies on composite beams constructed with different strength steel
beam and different strength concrete slab. The effects of high-strength steel and concrete
on the mechanical behaviour of composite beams have been explored. The following
conclusions can be drawn from the research. The failure of composite beams with high-
strength steel or/and concrete is brittle, compared to beams with normal-strength steel
and concrete. However, the former has quite improved moment capacity. The high-
strength concrete slab has stronger resistance to the longitudinal split than normal-
strength concrete slab. Furthermore, no apparent slip occurred in the high-strength
composite beams. The flexural strength is based on the current codes which may be not
conservative slightly for predicating the moment capacity of the composite beams with
high-strength steel or concrete. Further investigations and experiment simulation need to
be conducted to propose the more accruable calculation methods for the high strength
composite beams.

(7) He Yu Liang, Xiang Yi Qiang, Liu Li Si ,Yang Ying [2018] , This paper presents
the experimental and analytical results of a new composite girder that consists of a steel
girder and hybrid fibre–reinforced concrete (HFRC) slab. First, six push-out tests were
performed, and the test results were used to verify the interface behaviours of two
composite girders. Then, the composite behaviour between the steel girder and HFRC
slab was investigated under sagging moment. It was found that the composite girder with
HFRC slab exhibited a much greater ductility and a slightly smaller ultimate moment
capacity, and the probability of cracking was also significantly reduced compared with
the normal concrete (NC) slab. Finally, equations introducing the reinforcement indexes
to determine the capacity, degree of shear connector, and effective moment of inertia of
the steel–HFRC composite girders with partial interaction were proposed. It was found
that the analytical results of the equations had a fairly good agreement with experimental
results.

(8) Vikash Khatri, Pramod Kumar Singh, P. R. Maiti [2012] , This paper introduces
a new concept of Prestressed Steel-Concrete Composite (PSCC) bridge, in which
external post-tensioning is used in the SCC bridge. In the PSCC bridge, high tensile wires
are tensioned by means of jacks bearing on the end block of the concrete deck slab and
anchored. As a result, longitudinal stress level of the concrete deck slab is raised, which
not only eliminates shrinkage and creep strains but also improves its fatigue performance.

27
In the present study effects of the total area of steel girder, prestressing force required in
the cables, and stress in the deck slab are presented for various span lengths and girder
spacings. The total steel girder area required in 4girder system is nearly 20% lower than
that of 5-girder system. Stresses in the deck slab due to prestressing were raised between
2 N/mm2 to 10 N/mm2 for 4-girder system. In the 50% of live load hogging deck case,
the range of stresses in deck slab is lower than that of the no hogging case. Maximum
stress in the deck slab for 4-girder system with the 50% of live load hogging case is also
reduces to 9.96 N/mm2 from 12.27 N/mm2 in comparison to the no hogging case. It is
concluded that prestressing raises stress level of the deck slab concrete resulting in its
better fatigue performance, and also improves strength and stiffness of the bridge
considerably. This study has presented the comparison of the total area of steel girder
and prestressing force required in the cables, and stresses in the deck slab using various
span lengths and girder spacings. The following main conclusions are drawn from the
study. (1) 4-girder system is found to be beneficial and economical in bridge design as
compared to 5-girder system for all the span length bridges. (2) In comparison to no
hogging case, in the 50% of LL hogging case, the range of flexural stresses due to live
load is half, which decrease the strain range in the concrete, and hence results in reduced
fatigue in the deck slab. (3) Shrinkage strain can well be taken care of by anchoring the
tendons into end block of the deck slab. Further, by doing so stress level of concrete deck
is raised, resulting in its better performance under fatigue loading. (4) In all cases, the 4-
girder bridge case resulted in approximately 20% lower girder area (or weight) than the
5- girder bridge case. (5) In all cases, the prestressing force required in the 4girder system
bridge is little lower than that of 5- girder bridge system. (6) The maximum stress (10.89
N/mm2) in the deck slab is lower in the 4-girder system in comparison to the 5girder
system (12.12 N/mm2).

(9) Jaroslav Odrobinak , Josef vican , Jan Bujnak [2013] , The paper presents
conclusion of the experimental verification of highway composite steel concrete bridge
behaviour. After experimenting the standard proof-load test, the more detailed
verification of stress and deformation state of two girder continuous bridge structure was
accomplished. The location of strain and deflection measurement and testing procedure
are described. The comparison of the experimentally obtained values with the values
calculated using suitable computational model is also presented in this paper. The aim of
the research paper whose partial results are introduced in this paper was to verify the

28
actual flexural behaviour of composite steel concrete bridge of two girder concept. The
strain measurement proved that the possibility of approximately the composite bridge by
mean of combined plate member model providing sufficiently accurate prediction of the
composite steel bridge superstructure behaviour. The stresses in the girders above
intermediate supports are strongly influenced by effects like concrete cracking, tension
stiffening and reinforcement yielding. Allowing for these effects seems to be quite
complicated without utilization of non-linear analysis.

(10) Suhaib Yahya Kasim Al-Darzi , Airong Chen [2006] , The research presents the
current state of art in steel-concrete composite structures. The basic focus is on the steel
beam–concrete deck connections as well as the effects of their interaction. First, design
and analysis methods of composite bridge structures, connections between their
components, the life cycle and reliability of bridges, new types of concrete-steel bridge
system forms, and the development of various types of materials that has been in used of
composite bridges were reviewed with some potential applications. The conceptual ideas
are basically based on new forms of connectors as well as the application of hollow core
slab decks in composite bridge structures were also presented. An experimental and
theoretical investigation is proposed to be conducted on hollow core slab deck in
conjunction with the new shapes of connectors which are suggested above, both with
simple and the fixed support condition. Experiments are supposed to include casting a
bridge prototype in the laboratory and then testing to failure, followed by the theoretical
works including all the establishing a model of the tested prototype using the suitable
finite-element software (such as ANSYS), verifying by various experiments and
extending it to be used to study the various effect of connection behaviour, slab
geometries, transverse reinforcement, effective slab width, and the reliability of the
suggested section with their effect on the construction process.

2.2 SUMMARY OF LITERATURE REVIEW

 The results of the experimental program also indicated that bolts can be used
successfully as the shear connectors for the SCC beam specially the bolt with
the nut at the end.
 It is seen that the thickness of Web plate varies linearly for depth to thickness
ratio of Web.

29
 It is seen that using plate girder the weight of the structure is reduced
tremendously reducing the cost of substructure and foundations and over all
reduced life cycle costs.

30
 CHAPTER 3
METHODOLOGY

31
 CHAPTER 3

METHODOLOGY

3.1 METHODOLOGY

This work consist of designing of deck bridge which is an live project of chandur road
bridge. This road bridge includes footpath, parapet, crash barrier, carriageway as shown
in the figure 3.1 and taking the same dimensions, a deck bridge is modelled in STAAD
software as shown is figure 3.2 . The deck is rested on total five longitudinal girders each
of dimension 24.2 m in length as shown in figure 3.3 and total six cross girders each of
length 12 m as showing in figure 3.4. The deck bridge is checked for dead load model,
live load combinations such as Class A loading, 70R Tracked vehicle, 70R Wheeled
vehicle. For all the cases dimensions of the model will be same. Deck bridge is modelled
in STAAD V8i software. Maximum bending moment and shear force for all the girders
are computed in table format. Following cases are discussed below:

Fig 3.1 : Cross section of superstructure Fig 3.2 : Bridge Deck

Fig 3.3 : Longitudinal Girders Fig 3.4 : Cross Girders

32
A ) FOR DEAD LOAD:-

For the dead load model , load calculations are done manually and then the intensity of
loads are assigned on specific members for those the loads are calculated. Maximum
bending moment and its bending moment diagram for girder 3 are shown in figure 3.5
and 3.6 , while figure 3.7 & 3.8 shows the maximum shear force and shear force diagram
for girder 3. Similarly for all the girders maximum bending moment and shear force for
dead load, superimposed dead load, SSDL, footpath live load are calculated and
computed in table format as shown in table 4.4.1.

Fig 3.5 : Max bending moment for G3 Fig 3.6 : Dead load B.M.D

Fig 3.7 : Max Shear Force for G3 Fig 3.8 : Dead load S.F.D

33
B) FOR 2 CLASS A LOADING :-

According to IRC 6:2017 if the carriageway width is between 5.3m to 9.6m then one lane
of class 70R or two lanes for class A has to be designed. Following figure 3.9 & 3.10
shows the Two Class A loading and the moving load. while figure 3.11 & 3.12 shows
the maximum bending moment diagram and shear force and shear force diagram for
girder 1. Similarly for all the girders maximum bending moment and shear force are
calculated and computed in table format as shown in table 4.4.2.

Fig 3.9: Class A loading Fig 3.10 : Class A moving load

Fig 3.11 : Bending Moment dia. For G1 Fig 3.12: Shear Force dia. For G1

C) FOR 70R TRACKED VEHICLE :

Following Figures 3.13 & 3.14 shows 70R Tracked Vehicle model and moving load ,
while figure 3.15 & 3.16 shows maximum bending moment diagram and shear force
diagram for girder 1. Similarly for all the girders maximum bending moment and shear
force are calculated and computed in table formats as shown in table 4.4.2.

34
 Fig 3.13 : 70R Tracked Vehicle Fig 3.14 : 70 R Tracked Vehicle moving load

Fig 3.15 : Bending Moment dia. For G1 Fig 3.16: Shear Force dia. For G1

D) FOR 70R WHEELED VEHICLE :

Following Figures 3.17 & 3.18 shows 70R Wheeled Vehicle model and moving load ,
while figure 3.19 & 3.20 shows maximum bending moment diagram and shear force
diagram for girder 1. Summery for bending moment and shear force which is obtained
from STAAD software for all the live load conditions such as class A loading , 70R
tracked and 70R wheeled vehicle for all the girders are computed in table format as
shown in table 4.4.2.

35
Fig 3.17: 70 R Wheeled Vehicle Fig 3.18 :70 R Wheeled Vehicle moving load

Fig 3.19 : Bending Moment dia. For G1 Fig 3.20 : Shear Force dia. For G1

Since the deck bridge is modelled in STAAD PRO V8i software , for all the girders the
bending moment and shear force are obtained and are computed in table format which
is discussed in the next chapter.

36
 CHAPTER 4
RESULTS AND
DISCUSSION

37
 CHAPTER 4
RESULTS AND DISCUSSION

Since this project is an live project of chandur road bridge the basic data was already
available. Taking the available data, deck bridge is modelled, analysed and designed
using STAAD pro V8i software.

4.1. BASIC DATA

1) Effective span = 23.5 m

2) Type of super structure = 5 No. Composite girder
3) C/C of Girders = 2.5 m
4) Outer to outer of structure = 12 m
5) Projection of slab beyond C/L of outer girder = 1m
6) Clear carriage way = 7.5 m
7) Thickness of wearing coat = 0.065 m
8) Overall depth of Super structure = 1.814 m
9) Depth of main plate girder = 1.564 m
10) Number of bearing per span = 5 Nos. at each end
11) Girder projection beyond C/L of bearing = 0.35 m
12) Overall length of girder = 24.2 m
13) Depth of deck slab = 0.25 m
14) No. cross girders = 6 Nos.
15) Concrete grade in deck = 40
16) E steel = 200000 N/mm²
17) E conc. = 5000 x 400.5 = 31622.777 N/mm²
18) Mod. Ratio for perm. Loads = Es/(EC* k) = 12.65 ≥ 15 .’.m=15.0
Where k ( creep factor ) = 0.50
m' should be greater than or equal to 15 for permanent load (IRC 22:2008, Cl no
614.3, page no 25)
19) Mod. Ratio for transient Loads = Es/Ec = 6.325 ≥ 7.5. .;.m=7.5
20) Density of dry concrete = 2.40 t/m³
21) Density of wet concrete = 2.65 t/m³

38
 22) Density of wearing coat = 2.20 t/m³
23) Depth of deck slab = 0.25 t/m³
24) Effective cover to steel, Ce = 40.00 mm

LOADING DETAILS As per IRC: 6 -2010

LL on carriageway One class 70R or two Class A whichever
is most critical .

Fig 4.1 Detailed Cross Section Of Superstructure

4.2 LONGITUDINAL GIRDER MID SPAN SECTIONS :-

All Dimensions are in mm.

1) Deck slab width = 2500 mm
2) Deck slab Depth = 250 mm
3) Haunch = 100mm
4) Steel girder depth = 1564 mm
5) Top Flange plate = 400 x 28 mm
6) Bottom Flange plate = 720 x 36 mm
7) Web plate = 18 x 1500 mm
8) M for DL+SI DL = 15.00
9) M for Live Load = 7.50

39
 TABLE 4.2.1 : Section properties of longitudinal – girder alone, no composite
action :-
Sr. Descript Section No. of Area CG AxY CG of l-self Ix-x= Iyy
N ion of dimensions sectio Wx Dist. mem to Iself+
o. section in mm n H from sec. 𝐴𝑌 2
A base CG
Y dist.
W H Nos. 𝑚𝑚2 mm 𝑚𝑚3 mm 𝑚𝑚4 𝑚𝑚4 𝑚𝑚4
1 Top 40 28 1 1120 1550 1.74E+ 941 731733 9.92E+09 1.49E+08
Flange 0 0 07
Plate
2 Bottom 72 36 1 2592 18 4.67E+ 591.0 2.80E+0 9.06E+09 1.12E+09
Flange 0 0 05 6
Plate

3 Web 18 1500 1 2700 786 2.12E+ 177.0 5.06E+0 5.91E+09 7.29E+05

Plate 07 9
1564 ΣA= 6412 3.90E+ Σlx-x= 2.49E+10 1.27E+09
0 07

Overall C/S CG CG Ixx Iyy Zxx Top Zxx Bot. 𝑟𝑚𝑖𝑛

Depth Area from from
Top Bottom
mm 𝑚𝑚2 mm mm 𝑚𝑚4 𝑚𝑚4 𝑚𝑚3 𝑚𝑚3 mm
Summery 1564 64120 955 609 2.49E+1 1.27E+0 2.61E+0 4.09E+0 140.73
Of Section. 0 9 7 7
Property

According to IRC : 22-2015 Clause 604.3 , for calculating stresses and deflection , the
value of modular ratio , m shall be taken as ,

m = Es / Ecm ≥ 7.5 For short term effect or loading

m = Es / Kc x Ecm ≥ 15.0 For Permanent or long term loads ( Kc = Creep factor = 0.5 )

where,

Es =Modulus of elasticity for steel = 2.0 x 105 N/mm2

Ecm =Modulus of elasticity of cast in situ concrete .

40
TABLE 4.2.2 : Section properties of longitudinal girder under composite action
for DL & SIDL (For ‘m’ for Permanent Loads = 15.00 ) .

S Descripti Section No. Area CG AxY CG l-self lx-x= Iyy

r. on of dimensions of WxH Dist. of Iself+
N section IN MM secti A from mem 𝐴𝑌 2
o. on base to
Y sec.
CG
dist.
W H Nos. 𝑚𝑚2 mm 𝑚𝑚3 mm 𝑚𝑚4 𝑚𝑚4 𝑚𝑚4
1 Deck slab 2500 16.67 1 41666. 1579. 6.58E+ 567 9.65E+0 1.34E+10 2.17E+1
for Perm. 7 0 07 5 0
Load
2 Haunch 600 6.67 1 4000.0 1567. 6.27E+ 555 1.48E+0 1.23E+09 1.20E+0
3 06 4 8
3 Top 400 28 1 11200 1550 1.74E+ 538 7.32E+0 3.24E+09 1.49E+0
flange 07 5 8
Plate
4 Bottom 720 36 1 25920 18 4.67E+ 994 2.80E+0 2561525 1.12E+0
Flange 05 6 2095 9
Plate
5 Web 18 1500 1 2700 786 2.12E+ 226 5.06E+0 6.44E+09 7.29E+0
Plate 07 9 5
1587. ΣA= 64120 1.11E+ Σlx-x= 4.99E+10 2.31E+1
3 08 0

Overall C/S Area CG CG lxx Iyy Zxx Top Zxx Bot. 𝑟𝑚𝑖𝑛
Depth from from
Top Bottom
mm 𝑚𝑚2 mm mm 𝑚𝑚4 𝑚𝑚4 𝑚𝑚3 𝑚𝑚3 mm
Summary 1587.33 109786.67 575 1012 4.99E+10 2.31E+10 8.68E+07 4.93E+07 4.58.62
of
Section.
Property
Excluding Deck Slab 559 4.99E+10

TABLE 4.2.3 : Section Properties of Longitudinal girder under composite action

for LL (For ‘m’ for Live Loads = 7.50 ) .

S Descripti Section No. Area CG AxY CG of l-self lx-x= Iyy

r. on of dimensions of WxH Dist. mem Iself+
N section IN MM secti A from to sec. 𝐴𝑌 2
o. on base CG
Y dist.
W H Nos. 𝑚𝑚2 mm 𝑚𝑚3 mm 𝑚𝑚4 𝑚𝑚4 𝑚𝑚4
1 Deck slab 250 33.3 1 83333 1594. 1.33E+08 544.00 7.72E+ 2.47E+ 4.34E+
for Perm. 0 3 0 06 10 10
Load
2 Haunch 600 13.3 1 8000 1570. 1.26E+07 520.67 1.19E+ 2.17E+ 2.40E+
3 7 +06 05 09 08
3 Top 400 28 1 11200 1550 1.74E+07 500 7.32E+ 2.88E+ 1.49E+
flange 05 09 08
Plate
4 Bottom 720 36 1 25920 18 4.67E+05 1032.0 2.80E+ 2.76E+ 1.12E+
Flange 0 06 10 09
Plate
5 Web 18 1500 1 2700 786 1.63E+08 264.00 5.06E+ 6.44E+ 7.29E+
Plate 09 09 05
1610 ΣA= 155453. 3.04E+07 Σlx-x= 6.40E+ 4.49E+
.7 3 10 10

41
 Overall C/S Area CG CG lxx Iyy Zxx Top Zxx Bot. 𝑟𝑚𝑖𝑛
Depth from from
Top Bottom
mm 𝑚𝑚2 mm mm 𝑚𝑚4 𝑚𝑚4 𝑚𝑚3 𝑚𝑚3 mm
Summery 1610.667 155453.33 5607 1050.0 6.404E+10 4.49E+10 1.14E+08 60988251.95 537.51

400 2500 mm
mm 16.7 mm Deck Slab
28 Haunches
6.67 mm
mm 28
Top
mm
Flang
e
955
Plate mm 514 mm 575
1564m
mm
N. A. of Steel Section m 1587 mm
N. A. of Composite Section
Web 1500 mm

Bottom Flange 609

Plate mm 1012 mm
18
mm 18
36 mm
mm 36
mm
720 mm
720 mm
4
Ixx = 2.49E+10 mm
Ixx = 4.99E+10 mm4
Iyy = 1.27E+09 mm4
Iyy = 2.31E+10 mm4
Ytop = 955 mm Ytop = 575 mm
Ybot = 609 mm Ybot = 1012 mm
Ztop = 2.61E+07 mm3 Z Slab Top = 8.68E+07 mm3
Zbot = 4.09E+07 mm3 Z Girder Top = 9.71E+07 mm3
Zbot = 4.93E+07 mm3

Figure 4.2.1: C/S For girder only Figure 4.2.2 : For permanent load m =15.0
2500 mm
33.33 mm Deck Slab
13.33 mm Haunches
28
mm

499 mm 561
mm
1610.67 mm
N. A. of Composite Section

1050 mm

18
mm
36
mm
720 mm

Ixx = 6.40E+10 mm4

Iyy = 4.49E+10 mm4
Ytop = 561 mm
Ybot = 1050 mm
Z Top = 1.14E+08 mm3
Z Girder Top = 1.28E+08 mm3
Zbot = 6.10E+07 mm3

Figure 4.2.3 C/S For live load m = 7.50

42
4.3 CROSS GIRDER SECTIONS :-

All Dimensions are in mm

1) Deck slab width = 2500 mm
2) Deck slab Depth = 250 mm
3) Steel girder depth = 1282 mm
4) Top Flange plate = 300 x 16 mm
5) Bottom Flange plate = 300 x 16mm
6) Web plate = 12 x 1250 mm

TABLE 4.3.1 : Section properties of cross girder

Sr Descripti Section No. Area CG AxY CG I-self lx-x = Iyy
. on of dimensions of A dist. of Iself +
N section IN mm Sect From mem AY²
o. ion base to
y sec.
CG
dist.
W H Nos mm² mm mm3 mm mm4 mm4 mm4
.
1 Top 300 16 1 4800 1274 6.12E+ 633.0 102400 1.92E+0 3.60E+07
flange 06 0 9
2 plate 300 16 1 4800 8 1.02E+ 3.60E+07
Bottom 3.84E+ 633.0 05 1.92E+0
3 Flange 12 125 1 1500 641 04 0 9 1.80E+05
Plate 0 0 1.95E+
Web 9.62E+ 0.00 09 1.95E+0
Plate 06 9

128 2460 1.58E+ 5.80E+9 7.22E+07

2 0 07

Overall C/S CG CG Ixx Iyy Zxx Top Zxx Bot Rmin

Depth Area from from
Top Bottom
mm mm² mm mm mm4 mm4 mm3 mm3 mm
Summery 1282 24600 641.00 641 5.80E+10 7.22E+07 9.05E+06 9.05E+06 54.17
of
Section.
Property

43
 300 mm

16MM
Top
Flange
Plate
641
mm
N.A. of Steel Section

Web plate 1282mm

1250mm

Bottom Flange 641

Plate mm
12

16

300 mm

Ixx = 5.80E+09 mm4

Iyy = 7.22E+07 mm4
Ytop = 641 mm
Ybot = 641 mm
Ztop = 9.05E+06 mm3
Zbot = 9.05E+06 mm3

Figure 4.3.1 Cross section of Cross Girder

4.4 LOAD CALCULATIONS :-

(A) Dead Load :-

Dead loads include self weight of the structure. Unit weights considered for the design
are listed below
Unit weight of reinforced concrete = 2.50 𝑡/𝑚3
Unit weight of structural steel = 7.85 𝑡/𝑚3
(i) Structural steel girder and diaphragms
Girder self weight is increased by 25% to account for stiffeners, connections etc.

(ii) cross girder load :

Area of Top flange = 0.300 x 0.016 = 4.8 x 10-3 m2
Area of bottom flange = 0.300 x 0.016 = 4.8 x 10-3 m2
Area of web = 0.012 x 1.250 = 0.015 m2

Total area = 0.0246 m2

44
 Intensity of load = 0.0246 x 77.01 = 1.89 KN/m
Girder self weight is increased by 25% = 2.236 KN/m

(iii) longitudinal girder load :

Area of Top flange = 0.400 x 0.028 = 0.0112 m2
Area of bottom flange = 0.720 x 0.036 = 0.02592 m2
Area of web = 0.018 x 1.500 = 0.027 m2

Total area = 0.06412 m2

Intensity of load = 0.06412 x 77.01 = 4.93 KN/m

Girder self weight is increased by 25% = 6.1625 KN/m

(iv) Deck slab :

Thickness of slab = 0.250m
Intensity of load of each girder = 0.250 x 25 = 6.25 𝑘𝑁/𝑚2

Haunch above girder

Average area of haunch = 0.650 x 0.100 = 0.065 𝑚2
Intensity of load = 0.065 x 24.525 = 1.594 KN/m

(B) Super imposed dead loads :-

(i) Crash barrier load

Area of cross section = 0.400 𝑚2
Intensity of load = 0.400 x 25 = 10 KN/m

(ii) Wearing coat load

For the design wearing coat load is taken as = 0.065 x 22 = 1.43 KN/m2
Paver blocks load on foot path = 0.15 x 25 =3.75 KN/m2

45
Table 4.4.1 :- Summery for B.M. & S.F. (Dead Load, SIDL, SSDL, Footpath Live
Load)

Maximum Bending Moment and Shear Force

Dead Load, SIDL, SSDL, Footpath Live Load
S.N. Dead Load (Slab, SIDL (Crash SSDL (Wearing Footpath Live
Long Girder, Cross Barrier) Coat Paver Load
Girder Blocks)
B.M. S.F. B.M. S.F. B.M. S.F. B.M. S.F.
KNm KN KNm KN KNm KN KNm KN
G1 1511.61 256.87 487.70 106.42 309.11 57.03 196.65 43.72
G2 1520.74 255.09 426.66 65.31 297.87 47.57 166.42 23.01
G3 1524.07 257.45 401.32 52.83 294.01 47.34 155.45 19.60
G4 1520.59 256.94 426.68 64.08 297.88 47.33 166.42 22.71
G5 1511.26 255.89 487.72 104.44 309.11 56.31 196.65 42.88

Table 4.4.2 :- :- Summery for B.M. & S.F. (For 70R Tracked & Wheeled , Two
Class A)

Maximum Bending Moment and Shear Force

LIVE LOAD
S.N. 70R TRACK 70R WHEELED 2 CLASS A
B.M. S.F. B.M. S.F. B.M. S.F.
KNm KN KNm KN KNm KN
G1 834.65 116.66 1053.07 181.47 875.71 178.90
G2 1007.32 237.33 1112.86 263.65 925.62 169.51
G3 942.24 255.59 1001.84 266.75 876.88 175.79
G4 605.15 95.56 703.38 108.51 710.94 120.55
G5 324.69 41.62 400.46 67.83 509.41 104.23

46
As per the IRC 6 – 2010 impact factor for live load are calculated for all live load
conditions such as for class A loading , 70R tracked and 70R wheeled vehicle and are
computed in table format as shown in figure 4.5.1

4.5 IMPACT FACTOR FOR LIVE LOAD

(As per clause no. 211.3.b 24 IRC : 6- 2010)

A) Class 70R Loading :-
I) Impact factor for steel girder with tracked loading
Tracked vehicle : 10% for all spans
Impact factor = 10%
II) Impact factor for steel girder with wheeled loading
Impact factor for 24m span = 17.500 %

B) Class A Loading :-
Impact Factor for steel Bridges

9 9
= = = 24. 32
13.5 + 𝐿 13.5 + 23.5

Table 4.5.1 :- Summery for B.M. & S.F. (For 70R Tracked & Wheeled , Two
Class A) with Impact Factor

Bending Moment at mid-span and shear force at Support

M.I. OF COMPOSITE SECTION
LIVE LOAD
Impact 10% 17.5% 24.3%
Factors
S.N. 70R TRACK 70R WHEELED TWO CLASS A
B.M. S.F. B.M. S.F. B.M. S.F.
KNm KN KNm KN KNm KN
G1 918.1106 128.326 1237.35 213.23 1088.73 222.42
G2 1108.0498 261.0597 1307.61 309.79 1150.77 210.74
G3 1036.4618 281.1457 1177.16 313.43 1090.18 218.55
G4 665.6661 105.1138 826.47 127.50 883.87 149.87
G5 357.1634 45.7798 470.54 79.70 633.32 129.58

47
4.6 COMBINATION OF LOADS FOR LIMIT STATE DESIGN :-

Following load factors as per IRC:6-2014 is considered in the design.

(a) Partial safely factor for verification of strength (ULS) (Table 3.2 of IRC:6-2014)
Only basic load combination is applicable for the design of superstructure.

Load Basic Load Combination

Dead load 1.35
SIDL excepting wearing coat 1.35
Wearing coat 1.75
Live load 1.5
Footpath live load 1.5

(b) Partial Safety factor for verification of serviceability limit state (SL S) (Table 3.3 of
IRC: 6-2014)

Load Rare Frequent Quasi- Permanent

combination combination Combination
Dead load 1.00 1.00 1.00
SIDL excepting wearing 1.00 1.00 1.00
coat
Wearing coat 1.20 1.20 1.20
Live load 1.00 1.00 0.00
Footpath live load 1.00 1.00 0.00

Rare combination – For checking stress limits

Frequent combination – For Fatigue check using fatigue load
Quasi permanent combination – For checking crack width in RCC members.

48
 Table 4.6.1 :- Summery for basic Load Combination

1.35*Dead Load +1.35*SIDL+1.75*SSDL+1.5*Footpath Live Load+1.5*Live

Load
Basic Load Rare Frequent Quasi-
Combination Combination Combination Permanent
Combination
S.N. B.M. S.F. B.M. S.F. B.M. S.F. B.M. S.F.
KNm KN KNm KN KNm KN KNm KN
G1 5391.02 989.45 3804.25 697.86 3804.25 697.86 2370.25 431.73
G2 5361.31 1014.97 3778.88 710.27 3778.88 710.27 2304.85 377.48
G3 5112.70 1001.26 3610.81 700.11 3610.81 700.11 2278.20 367.08
G4 4725.53 775.08 3355.01 550.40 3355.01 550.40 2304.72 377.82
G5 4484.52 843.67 3199.88 600.36 3199.88 600.36 2369.91 427.90

Table 4.6.2 :- Summery for basic Load Combination DL

LF*Dead Load + ILF*SIDL + LF *SSDL

Basic Load Rare Frequent Quasi-

Combination Combination Combination Permanent
Combination
S.N. B.M. S.F. B.M. S.F. B.M. S.F. B.M. S.F.
KNm KN KNm KN KNm KN KNm KN

G1 3240.02 590.25 2370.25 431.73 2370.25 431.73 2370.25 431.73

G2 3150.27 515.78 2304.85 377.48 2304.85 377.48 2304.85 377.48

G3 3113.79 501.71 2278.20 367.08 2278.20 367.08 2278.20 367.08

G4 3150.09 516.20 2304.72 377.82 2304.72 377.82 2304.72 377.82

G5 3239.57 584.98 2369.91 427.90 2369.91 427.90 2369.91 427.90

49
 Table 4.6.3 :- Summery of basic Load Combination Live Load

LF*Footpath Live Load + LF*Live Load

Basic Load Rare Frequent Quasi-
Combination Combination Combination Permanent
Combination
S.N. B.M. S.F. B.M. S.F. B.M. S.F. B.M. S.F.
KNm KN KNm KN KNm KN KNm KN
G1 2151.00 399.20 1434.0 266.13 1434.00 266.13 0.00 0.00
G2 2211.04 499.20 1474.3 332.80 1474.03 332.80 0.00 0.00
G3 1998.91 499.54 1332.1 333.03 1332.61 333.03 0.00 0.00
G4 1575.44 258.87 1050.9 172.58 1050.29 172.58 0.00 0.00
G5 1244.95 258.69 829.97 172.46 829.97 172.46 0.00 0.00

Design Values for DL :-

Maximum Bending Moment = 3240.2 KN m

Maximum Shear Force = 590.25 KN

Design Values for LL :-

Maximum Bending Moment = 2211.0 KN m

Maximum Shear Force = 499.5 KN

Design Values for serviceability limit :-

Maximum Bending Moment = 3804.5 KN m

Maximum Shear Force = 710.27 KN

Design Values for Basic Load Combination :-

Maximum Bending Moment = 5391.0 KN m

Maximum Shear Force = 1015.0 KN

50
4.7 DESIGN OF LONGITUDINAL GIRDERS :-
All references are from IRC : 24-2010
Design Values for Basic Load combination

Maximum Bending Moment = 5391.0KNm

Maximum shear Force = 10.15.0KN

GENERAL DESIGN CONSIDERATIONS

a. Spacing of main girder CI. 504.3 (page no. 36)
Actual spacing of main girders = 2500mm
Min. perm. 1/20th of eff. Span = 1175 mm OK
b. Depth of main girder CI. 504.4 (page no. 36)
Depth of the girders = 1564mm
Min. perm. 1/25th of eff. Span = 940mm OK
c. Deflection of girders CI. 504.5 (page no. 37)
Perm. Deflection under DL +SIDL +LL = L/600 =39.17mm
Perm. Deflection under LL +Impact = L/800 = 29.38mm

DESIGN OF MAIN GIRDER IRC 24:2010, Clause 509.6

a. Proportioning the web

Min. web thickness

Cl. 509.6.1.1(b) (page no. 98)
Vert. clear panel dimension d = 1500mm
Thickness of web provided 𝑡𝑤 = 18mm
𝜀𝑤 = (250/𝑓𝑦 )0.5 = 1

When only transverse stiffeners are provided, (d/𝑡𝑤 ) ≤ 200𝜀𝑧

(d/𝑡𝑤 ) = 1500/18 = 83 ≤ 200𝜀𝑧 = 200 OK

Serviceability criterion for limiting the deflection

The optimum or economical depth of the web

𝑀𝑢 ×𝑘
𝑑𝑒𝑐𝑜𝑛 = 1.106 × k = 83
𝑓𝑦
5391.02×1000000×83.33333333
= 1.106 × 250

51
 = 1344.6mm

Provided depth of web is 1500.0mm which is nearer to economical depth required.

𝑀𝑢
𝑑𝑤,𝑒𝑐𝑜𝑛 = 1.3 × 𝑓 2
𝑦 ×𝑘

5391.02×1000000
= 1.3 × 250×83×83.33333333

= 19.0mm
Provided width web is 18.0mm which is nearer to economical width required.

b. MAX. flange projection Cl. 509.6.3 (page no. 99) Check at mid span

Compression flange Width = 400mm

Web thickness = 18mm
Actual projection of flange = 191mm
Max. perm. Projection of Comp. Flange = 12t = 336 mm OK
Where, t = Flange thickness = 28mm
Tension flange width = 720 mm
Actual projection of flange = 351 mm
Max. perm. Projection of Tension flange = 20 t = 720mm OK
Where, t = Flange thickness = 36 mm

c. Classification of flange Table 2; IRC 24:2010; page no. 33

The outstand ration
d/𝑡𝑓 = 191/28
= 6.8214mm < 8.4𝜖 = 8.4

Therefore, flanges are class 1 plastic (𝛽𝑏 = 1.0)

1. MOMENT CAPACITY OF THE SECTION

IRC 24:2010, pg. no. 79, cl 509.2

Zp = 400 x 28 x (955-28) + 720 x 36 x (609-36)

= 25234440.62 𝑚𝑚3
Moment capacity
𝑓𝑦
𝑀𝑑 = 𝛽𝑏 𝑍𝑝 (𝑌 ) = 1.0 × 25234441 × (250/1.1) × 10−6
𝑚0

=5735 KN m > 5391KN m HENCE SAFE

52
 2. SHEAR CAPACITY OF THE SECTION
IRC 24:2010, pg. no. 92, cl 509.4.2

Actual web slenderness ratio,

1500
(d/𝑡𝑤 ) = = 83 ≤ 200𝜀𝑤 = 200 OK
18

For unstiffened web with transverse stiffeners at the supports only , Kv = 5.35
Therefore, Elastic critical shear

𝑘 𝜋2 𝐸
Stress 𝜏𝑐𝑟.𝑒 = 12(1−𝑣𝑣2 )(𝑑/𝑡 2
𝑤)

5.35×𝜋 2 ×200000
= 12(1−0.32)×83.332

= 139.3 Mpa

𝑓𝑦.𝑤 250
Web Slenderness ration 𝜆𝑤 = 30.5 ×𝜏 = 3×139.3
𝑐𝑟.𝑒
= 1.02

Therefore, Shear buckling stress,

𝜏𝑏 = [1 − 0.8(𝜆𝑤 − 0.8)](𝑓𝑦𝑤 /30.5 )
= [1-0.8(1.02-0.8)] (250/30.5)

= 119.16 Mpa

Shear capacity 𝑉𝑑.𝑤 = 𝑑𝑡𝑤 𝜏𝑏 = 1500 × 18 × 119/1000

= 3217 KN > 1015 KN HENCE SAFE

3. CHECK FOR DEFLECTION

IRC 24:2010, pg. no. 37, cl 504.5

Span = 23.5 m

Permissible deflection of girder under Dead load, live load and impact
= Span/600= 23500/600= 39mm

Permissible deflection of girder under live load and impact

= Span/800= 23500/800 = 29mm

Deflection of girder under Live load and impact only= 17.023m < 29 mm SAFE

Deflection of girder under DL, LL and impact = 31.621 mm < 39 mm SAFE

53
WELDING DESIGN (MAIN GIRDER)

Flange to web Connection (Top Flange)

Each flange is connected to the web with two weld lengths one on each side of the web
along the span. (Structural steel design, by ML Gambhir, pg. no. 13.37)
𝐼𝑧 = 2.49𝐸 + 10𝑚𝑚4
𝑉𝑢 = 1014.9744 KN
10 mm Weld
𝐴𝑓 = 400 × 28 = 11200𝑚𝑚2
𝑌̅ = 955 mm
̅
Vu A F Y 1014.97×11200×955×1000
qw = =
2×Iz 2×2.49E+10

= 218.15 Mpa
Design Stress of fillet (field) weld, (IRC 24:2010, cl512.4.8; pg. no. 138)
fu 250
fd,w = 30.5 ×γmw
= 30.5 ×1.5 = 96.225045 Mpa

Ymw = 1.5 (IRC 22:2010, Table 1; pg. no. 30)

q 218.15
Size of the weld required, S= 0.7×fw = 0.70×96.225045
d,w

= 3.2 mm

Flange to web Connection (Bottom Flange)

Each flange is connected to the web with two weld on each side of the web along the
span. (Structural steel design, by ML Gambhir, pg. no 13.37)
𝐼𝑧 = 2.49𝐸 + 10𝑚𝑚4
𝑉𝑢 = 1014.9744 KN
𝐴𝑓 = 720 × 36 = 25920𝑚𝑚2
𝑌̅ = 609 mm
̅
Vu AF Y 1014.97×25920×609×1000
qw = =
2×Iz 2×2.49E+10

= 321.94 Mpa
Design Stress of fillet (field) weld, (IRC 24:2010, cl512.4.8; pg. no. 138)
fu 250
fd,w = 0.5
= 30.5 ×1.5 = 96.225045 Mpa
3 ×γ mw

Ymw = 1.5 (IRC 24:2010, Table 1; pg. no. 30)

q 321.94
Size of the weld required, S = 0.7×fw = 0.70×96.225045
d,w

= 4.8 mm

54
Therefore, provide weld of size = 10 mm
For all other welded connections ,Since the size of weld for most critical sections is
working out to 4.8 mm , Weld size 8 mm shall be adopted for all other welded
connections without any further check.

4.8 DESIGN OF STIFFENERS

END BEARING STIFFENERS

All ref. are from IRC : 24-2010 Cl. 509.73 (Page no. 106)

Stiffener
200 Shaded area is effective in transferring the force Web

18

Portion of web<20 times ‘tw’ from Cl : 509.7.1.2 of IRC 24:2010

8 mm
200
Weld
360
20 x tw = 360
Total reaction = 101.497 t.
Figure 4.8.1 End Bearing Stiffener
f
Bearing capacity of the web, fd,w = [(b1 + n2 )t w ](𝛾d,w )
𝑚0

Consider stiff bearing length, b1 = 200 mm

n2 = 18 x 2.5 = 45 mm
250
[(200+45)×18]×( )
1.1
Fd,w = 1000

= 1002.27 KN < 1014.974 KN

Thus the web is not adequate to support the reactions; Hence, end bearing stiffeners is
necessary.
Consider end bearing stiffeners composed two 20 mm thick flat sections, one on each
side of the web
br −tw 400−18
Maximum outstand available = bs = = = 191
2 2

Permissible outstand = 20 𝑡𝑞 𝜀 = 20 × 20 × 1 = 400mm

IRC : 24-2010 cl 509.7.1.2 (pg. no. 102)

Fully effective outstand = 14 𝑡𝑞 𝜀 = 14 × 20 × 1 = 280mm

Consider 200 ×20 mm thick flat section.

55
i) Bearing Capacity Check :- (Cl. 509.7.5.2, pg. no. 107, IRC: 24-2010)

The stiffeners have been coped or cut back 15 mm to clear the web to flange weld.
Net area in bearing of the stiffeners,
𝐴𝑞,𝑛 = 2 × (200 − 15) × 20
= 7400 𝑚𝑚2
fy,q
Aq,n ( ) 7400×250
γm0
Bearing capacity of the stiffeners, Fd, ps = = 1.1×0.8×1000
0.8

= 2102 KN > 1015 KN OK

The bearing strength of the stiffener provided is more than the load transferred.
Hence the size of the stiffeners provided is Safe.

ii) Buckling Resistance Check :-

The stiffener area at the centre line of the girder acting as a tree strut is shown if fig
above.
Properties of the stiffeners
Effective area of the stiffeners, A = 2 × 200 × 20 + 2× 20× 18 × 20
= 22400 𝑚𝑚2
(2×200+18)3
Moment of inertia, 𝐼𝑧 = 200 × = 1.22E+08 𝑚𝑚4
12
Radius of gyration, 𝑟𝑧 = √𝐼𝑧 /A √1.2𝐸 + 08/22400 = 73.72 mm

Consider that the flange is restrained against lateral movement and against rotation in
the plane of stiffeners.
Therefore, Slenderness ration, 𝜆 = KL/𝑟𝑧 = 0.7 × 1500/73.7 = 14.2
From table A, 3 in Appendix A, of Design of steel structure, by ML Gambhir, For 𝜆 =
14.2 and fy = 250 Mpa the design compressive stress corresponding to buckling curve
c, Fd,c = 223.5 Mpa .

22400×223
Buckling resistance, 𝐹𝑑,𝑐,𝑠, = 𝐴𝑒 𝐹𝑑,𝑐 = = 5006 KN > 1015 KN OK
1000

iii) Torsional resistance of end bearing stiffeners:-

The end bearing stiffeners must provide enough torsional resistance to plate girders at
ends during handing operations. Moment of Inertia of the end bearing stiffeners,
𝐼𝑠,𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 ≥ 0.34 𝛼𝑠 ℎ3 𝑇𝑒𝑓
2𝑡𝑓 𝑏𝑟3 𝑑 𝑡𝑤3
Iy = +
12 12

2×28×4003 1500×183
Iy = +
12 12

56
 = 299395667 𝑚𝑚4
A = 2𝑏𝑓 𝑡𝑓 + 𝑑𝑡𝑤 = 2 × 400 × 28 + 1500 × 18 = 49400𝑚𝑚2

Radius of gyration 𝑟𝑦 = √𝐼𝑦 /𝐴 = √3.0𝐸 + 08/49400 = 77.85 𝑚𝑚

Slenderness ration, 𝜆 = 𝐿𝐿𝑇 /𝑟𝑦 = 23500 /77.9 = 301.9 > 100

Therefore, 𝛼𝑠 = 30/𝜆2
= 30/(301.9)2 = 3.29E-04
𝐼𝑠,𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 = 0.34× 0.000329 × 15643 × 28 = 11990886 𝑚𝑚4
20×200+1800
𝐼𝑠,𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 = =1.22E+08𝒎𝒎𝟒 > 𝑰𝒔,𝒓𝒆𝒒𝒖𝒊𝒓𝒆𝒅 OK
12

The torsional resistance of the end bearing stiffener is adequate, Hence the stiffeners
are safe.

Connection of stiffeners to web :-

There will be two weld lengths along the depth of the web on each side of stiffeners
plates.
Maximum outstand available = bs= (bf- tw)/2 = (400 – 18)/2 = 191 mm
Tension capacity of each of the plates,
0.9×191×20×410×10−3
𝑇𝑑 = 0.9 𝐴𝑛 𝐹𝑢 /𝛾𝑚 1= = 1128 KN
1.25

Design shear per unit length for each weld connecting flat and web :
1127664
𝑞1 = [2×(1500−2×15)] = 284 N/mm

Design stress of fillet (field) weld, (IRC 24:2010, cl 512.4.8; pg. no. 138)
fu 250
fd,w = = 30.5 ×1.5 = 96.225045 Mpa
30.5 ×γmw

Υ𝑚𝑤 = 1.5 (IRC 24:2010, Table 1; pg. no. 30)

q 383.56
Size of the weld required, S = 0.7×f1 = 0.70×96.225045
d,w

= 5.7 mm
Therefore, provide weld of size = 8 mm (IRC 24-2010, Cl 509.7.2, pg. no. 103)

57
INTEMEDIATE STIFFENERS

Depth of web d1 =1500 mm

Min. thickness of web required
for unstiffened web d1/90 =16.67 mm
Actual thickness of web = 18.00 mm
For vertically stiffened web, min
thickness of web required, t = D1/180 = 8.33 mm
Actual thickness of web = 18 mm > 16.7 OK
No need of horizontal stiffeners.

Hor. clear panel dimension h1 = 1600 mm

Flange to flange clear dist./200 d1/200 = 7.5 mm
Greater clear panel dim./270 h1/270 = 5.926 mm
Thickness of web provided t = 18.00 mm

As thickness of web provided > min. thickness required as per IRC 24 for unstiffened
web, hence no need to provide intermediate stiffeners.

4.9 Design of Cross Girder

All references are from IRC : 24-2010

Summary due to permanent load :-

1.35* Dead Load + 1.35* SIDL + 1.75* SSDL + 1.5 Footpath Live Load

Sr. No. BM KN m SF KN

Sagging 5.828 78.029

Hogging 277.876 78.024

58
Summary due to Live load :-
1.5*Live Load

Sr. No. BM KN SF KN IF FACTORED FACTORED

m BM SF
2 Class A
Sagging 174.598 85.765 1.5 261.897 128.6475
Hogging 25.767 67.298 1.5 38.65 100.947
70 R Tracked
Sagging 260.035 92.70 1.5 390.0525 139.05
Hogging 27.264 81.999 1.5 40.896 122.9985
70 R Wheel
Sagging 295.131 97.322 1.5 442.6965 145.983
Hogging 20.267 102.490 1.5 30.4005 153.735

1.35*Dead Load + 1.35* SIDL +1.75* SSDL +1.5 *Footpath Live Load + Footpath LL
Sr. No. BM KN m SF KN
Sagging 448.5245 224.012
Hogging 318.772 231.759

Length of the cross girder = 2.452 m

Depth of the cross girder = 1.282 m
Maximum Bending moment (Sagging) (From STAAD) = 448.52 KN m
Maximum Bending moment (Hogging) (From STAAD) = 318.77 KN m
Maximum shear force for Composite Section (From STAAD) = 231.76 KN

Design Values for Basic Load combination

Factored Bending Moment = 448.5 KN m

Factored Shear Force = 231.8 KN

59
DESIGN OF GIRDER
IRC 24:2010, Clause 509.6
a. Proportioning the web
Min. web thickness Cl.509.6.1.1(b) (page no.98)
Vert. clear panel dimension d = 1250 mm
Thickness of web provided 𝑡𝑤 = 12 mm
𝜀𝑤 = (250/ 𝑓𝑦 )0.5 = 1
When only transverse stiffeners are provided, (d/𝑡𝑤 ) ≤ 200𝜀𝑧
(d/𝑡𝑤 ) = 1250/ 12= 104 ≤ 200𝜀𝑧 = 200 OK
Serviceability criterion for limiting the deflection
Structural steel design, by ML Gambhir, pg. no. 13.3
The optimum or economical depth of the web
1/3
𝑀𝑢 ×𝑘
𝑑𝑒𝑐𝑜𝑛 = 1.106× [ ] ; k = 104
𝑓𝑦
448.52×1000000×104.1666667 1/3
= 1.106× [ ]
250
= 632.3 mm
Provided depth of web is 1250 mm which is nearer to economical depth required.
The economical width of the web
1/3
𝑀𝑢
𝑡𝑤,𝑒𝑐𝑜𝑛 = 1.3× [𝑓 ] k=0
𝑦 ×𝑘 2
448.52×1000000 1/3
= 1.3× [250×104×104.1666667]
= 7.1 mm
Provided width of web is 12.0 mm which is nearer to economical width required.

b. Max. flange projection Cl. 509.6.3 (page no. 99) Check at mid span

Compression flange width = 300 mm

Web thickness = 12 mm
Actual projection of flange = 144 mm
Max. perm. Projection of comp. Flange = 12t = 192 mm OK
Where, t = Flange thickness = 16 mm
Tension flange width = 300 mm
Actual projection of flange = 144 mm
Max. perm. Projection of comp. Flange = 20 t = 320 mm OK
Where, t = Flange thickness = 16 mm

c. Classification of flange Table 2; IRC 24:2010; pg. no. 33

The outstand ration b/𝑡𝑓 for flange of the plate girder,

60
 b/𝑡𝑓 = 144/ 16
= 9.00mm < 8.4𝜀 = 8.4 (Therefore, flange are class 1 plastic (𝛽𝑏 = 1.0)
300

16

641

1282
1250
12

16

300

1. MOMENT CAPACITY OF THE SECTION

IRC 24:2010, pg. no. 79, cl 509.2

Zp = 300 x 16 x (641 – 16) +300 x 16 x (641 – 16)
= 6000000 𝑚𝑚3
Moment capacity
𝑀𝑑 = 𝛽𝑏 𝑍𝑝 (𝑓𝑦 /𝛾𝑚0 ) = 1.0 x 6000000 x (250/1.1) x 10−6

𝑀𝑑 = 1363.63 KN m > 448.5KNm OK

2. SHEAR CAPACITY OF THE SECTION

IRC 24 : 2010, pg. no. 92, cl 509.4.2

Actual web slenderness ration,
(d/𝑡𝑤 ) = 1250 / 12 = 104 ≤ 200𝜀𝑤 = 200 OK
For unstiffened web with transverse stiffeners at the supports only, Kv = 5.35
Therefore, Elastic critical shear stress
𝑘 𝜋2𝐸
𝜏𝑐𝑟,𝑒 = 12(1−𝑣𝑣2 )(𝑑/𝑡 2
𝑤)
5.35×𝜋2 ×20000
= 12(1−0.32 ) × (104.1666667)2
= 89.1Mpa
𝑓𝑦,𝑤 250
Web Slenderness ration, 𝜆𝑤 = √30.5 ×𝜏 =√
𝑐𝑟,𝑒 √3×89.1
= 1.27
Therefore, Shear buckling stress,
𝜏𝑏 = [1 – 0.8 (𝜆𝑤 − 0.8)]( 𝑓𝑦,𝑤 /30.5 )
= [ 1 - 0.8 (1.27 – 0.8)] (250 / 30.5 )
= 89.77 MPa

61
Shear capacity, 𝑉𝑑,𝑤 = 𝑑𝑡𝑤 𝜏𝑏 = 1250 x 12 x 90 / 1000
= 1347 KN > 232 KN OK

WELDING DESIGN (MAIN GIRDER)

Flange to web Connection
Each flange is connected to the web with two weld on each side of the web along the
span. (Structural steel design, by ML Gambhir, pg no.
13.37)
𝐼𝑧 = 5.80𝐸 + 09𝑚𝑚4
𝑉𝑢 = 231.76 KN
8 mm Weld
𝐴𝑓 = 300 × 16 = 4800 𝑚𝑚2
𝑌̅ = 641 mm
̅
Vu A F Y 231.76×4800×641×1000
qw = =
2×Iz 2×5.80E+09
= 61.47 Mpa
Design Stress of fillet (field) weld, (IRC 24:2010, cl 512.4.8; pg. no. 138)
fu 250
fd,w = = 30.5 ×1.5 = 96.22504 Mpa
30.5 ×γmw

γmw = 1.5 (IRC 24:2010, Table 1; pg. no. 30)

q 61.47
Size of the weld required, S = 0.7×fw = 0.70×96.22504
d,w

= 0.9 mm
Therefore, provide weld of size = 8 mm
All other welded connections
Since the size of weld for most critical sections is working out to 1.0 mm
Weld size 8 mm shall be adopted for all other welded connections without any further
check.

DESIGN OF STIFFENERS All references are from IRC : 24-2010

20

Stiffener
80 Shaded area is effective in transferring the force
Web

12
Portion of web < 20 times ‘tw’ from Cl : 509.7.1.2 of IRC 24 :2010
8 mm
80
Weld
20 x tw = 240 240

Total reaction = 101.497 t

62
INTEMEDIATE STIFFENERS (IRC 24-2010,Cl 509.7.2, Page No. 103)

Depth of web d1 =1250 mm

Min. thickness of web required for
unstiffened web d1/90 =13.89 mm
Actual thickness of web = 12.00 mm
For vertically stiffened web ,min
thickness of web required, t = d1/180 = 6.9 mm < 12mm
Actual thickness of web = 12 mm > 13.9 mm
Hor. clear panel dimension h1 = 1250 mm
Flange to flange clear dist./200 d1/200 = 6.25 mm

As thickness of web provided > min. thickness required as per IRC 24 for unstiffened
web, hence provide intermediate stiffeners.

Provide intermediate stiffeners

Try 20 mm thick plate stiffener of width = 80 mm
Max. permitted spacing between stiffeners for thickness,
t = 1.5* d1
= 1.5 x 1250 = 1875 mm
Min. permitted spacing between stiffeners for thickness,
t = 0.33* d1
= 0.33 x 1250 = 412.5 mm
Provide stiffeners at C/C spacing = 1260 mm HENCE OK

1.5×12503 ×123
Min. MI of vert. stiffeners = 1.5* (𝑑13 ∗ 𝑡 3 )/𝑠 2 = 12602

= 3089904.79 OK

(IRC 24-2010, Cl 509.7.2.4,no.104)

The stiffeners shall be connected to the web so as to resist a shear force

= 12.6* 𝑡 3 /h = Kg/mm

Here, t = Thickness of web Cl 508.11.2.5, pg no. 55, IRC 24 : 2010

h = projection for stiffener from web in mm

Reqd. total shear strength = 12.6 x 202 / 80 = 63 Kg/mm

Weld shall be on both faces of stiffener,

63
Therefore required strength of weld = 63 /2 = 31.5 Kg/mm = 315 N/mm
Allow. Shear stress in weld = 96.23 𝑁/𝑚𝑚2
Strength of weld of size 8mm = (0.707 x s x 𝜎𝑠 )
= 0.707 x 8.000 x 96.225
= 544.25 N/mm > 315 N/mm OK

Providing pair of plate = 80.0 x 20 mm as vertical stiffener at both side of web

Total length = 80.0 x 2.0 + 12 = 172mm
20×1723
𝑀𝑙𝑝𝑟𝑜𝑣𝑖𝑑𝑒𝑑 = 12

= 8480747 𝑚𝑚4 > 8477866.667 𝑚𝑚4 OK

Providing a pair of Flats of size 80.0 x 20 mm@ 1260 mm c/c as Intermediate
Stiffeners.

Welding Design (Connection of Cross girder to Longitudinal Girder)

(Cl. 512.4.5, IRC 24-2010, pg no. 134)
Design Values for Basic Load combination
Factored Bending Moment 𝑀𝑢 = 448.5245 KN m
Factored Shear Force 𝑉𝑢 = 231.759 KN

Effective length of the weld

𝐿𝑤 = 2 × 1250 + 2 × 300 =3100mm

a) Design assuming rotation @ I-I axis

12503
Ix = 2 × 300 × 6412 + 2 × +2 x 144 x 6252
12

= 684549433.3 𝑚𝑚4
The direct load per unit length of the weld is
𝑞𝑢,𝑑 = 𝑉𝑢 /𝐿𝑤 = 231.759/3100 = 0.7476 KN/mm
The normal load per unit length due to bending is
𝑓𝑢,𝑑 = 𝑀𝑢 × (𝐷/2)/𝐼𝑥 = 448525 × 641 / 684549433.3
= 0.4200 KN/mm

The equivalent shear load

𝑓𝑢,𝑒 = (𝑓𝑢,𝑏 2 + 𝑞𝑢,𝑑 2 )0.5 = (0.4200 + 0.074762 )0.5 = 0.42659 KN/mm
Design stress of (IRC 24 :2010, Cl 512.4.8; pg no. 138)

64
 𝑓𝑢 250
𝑓𝑑,𝑤 = 0.5
= = 96.22504 Mpa
3 ×𝛾𝑚𝑤 30.5 ×15

𝛾𝑚𝑤 = 1.5 (IRC 24 : 2010, Table 1; pg no. 30)

The strength of the weld per unit length

𝑞𝑑 = 𝑡𝑒 × 𝑓𝑑,𝑤 = 0.7×S ×96.225 × 10−3 = 0.06736 × S KN/mm
for 𝑓𝑢,𝑒 ≤ 𝑞𝑑 or 0.42659 ≤ 0.06736 × S
∴ S ≥ 6.3 mm

b) Design assuming rotation @ II-II axis

i) The flange weld resist the entire moment

the normal load per unit length due to bending.
𝑓𝑢,𝑡 = 𝑀𝑢 /(𝐿𝑤,𝑓 × 𝐷) = 448525/ ((300+144 × 2) ×1282)
= 0.5950 KN/mm
𝐿𝑤,𝑓 = Length of weld provided to the flange
for 𝑓𝑢,𝑡 ≤ 𝑞𝑑 or 0.59501 ≤ 0.06736 × S
∴ S ≥ 8.8 mm

ii) The web weld resist the shear

𝑓𝑢,𝑠 = 𝑉𝑢 /(𝐿𝑤,𝑤 ) = 231.759/((2 × 1250)) = 0.0926 KN/mm

𝐿𝑤,𝑒 = Length of weld provided to the web

for 𝐿𝑤,𝑒 ≤ 𝑞𝑑 or 0.58727 ≤ 0.0926 × S

∴ S ≥ 6.3 mm

Hence Provide 9 mm fillet welds as per arrangement shown above.

4.10 DESIN OF SHEAR CONNECTORS (IRC : 22-2008, CI. 606)

Use Stud as Shear Connector
h = 200mm ≥ 100mm OK (IRC:22 , cl 606.6, pg45 )
d = 25mm
diameter of head of stud = 40 mm >1.5 d= 37.5 mm OK
fck = 40 N/mm2 Grade concrete is slab
h/d = 8.5 ≥ 4 OK (cl 606.6, pg 45, IRC:22)

65
A) Ultimate limit state (strength criteria)
(IRC : 22-2008, CL 606.4.1, Page No. 41)

Longitudinal Shear per unit length = VL = Σ((V ∗ Aec ∗ Y)/I)dl,ll N/mm

a) Dead load Condition (Including SIDL)

Vertical shear forces due to dead load = V = 590.25KN

The transformed compressive area of concrete above the neutral axis of the composite
section with appropriate modular ratio depending on the nature of the load (dead load or
live load) = Aec
Aec = 2500 x 250.0/15.00
= 41666.7 mm2
M.I. of whole composite section using appropriate modular ration = Icomp = 4.99E +
10mm2
C.G. Distance of transformed concrete area from NA = Y= 575.28 - 16.666/2 = 567.0
mm
VDL = V. A. Y/I = 590249 × 567.0/4.99E + 10= 279 N/mm

b) Live load condition (Including Impact)

Vertical shear forces due to dead load = V = 499.54KN

The transformed compressive area of concrete above the neutral axis of the composite
section with appropriate
Aec = 2500 x 250.0/7.50
= 83333.3 mm2
M.I. of whole composite section using appropriate modular ration = Icomp = 6.40E +
10mm4
C.G. Distance of transformed concrete area from NA= Y= 560.67 – 33.333/2 = 544.0
mm

66
 VLL = V. A. Y/I = 499544 × 83333 × 544.0/6.42E + 10= 353 N/mm
VL = 279.28 + 352.79 = 632.070 N/mm
Spacing of shear connector is given as SL1 = ΣQu /VL
Qu is the ultimate static strength of one connector. (Table 7, pg no. 42, IRC 22:2008)
For M40 Qu = 146KN

Try 4 Rows of Stud Connectors.

Therefore ΣQu = 4 × 146 × 1000 = 584000N
Spacing of shear connector is given as SL1 = ΣQu /VL = 584000.0/632.1 =
923.9484mm

B) For full shear connection (IRC 22-2008 CI. 606.4 (page no. 41)

Maximum horizontal force in the slab (H) minimum of H1 & H2

( IRC: 22-2008 CI- 606.4.1.1)
H1 = Asl Fy 10−3
H2 = 0.36fck Aec 10−3
Where;
H1 , H2 = Longitudinal force due to Bending (kN)
Asl = Area of Tensile steel (𝑚𝑚2 ) in longitudinal direction
H1 = Asl Fy 10−3 = (720.00 x 36.00 + (608.99 - 36.00) x 18) x 250 x 10−3
= 9058.46 KN
Aec = Effective Area of concrete
H2 = 0.36fck Aec 10−3 = (0.36 × 40.00 × (2500 × 250.00 + 100 × 600) ×
10−3 )
= 9864 KN

Maximum horizontal force in the slab (H) = 9058.46 KN

Total number of shear connector required between the points of maxi. Moment &
inflection point (n) = H/𝜆 𝑄𝑢
= 9058.46351 / 0.85 x 146.00
= 73 nos.
𝟏𝟒𝟔×𝟒×𝟐𝟒𝟐𝟎𝟎
Required spacing of shear connectors SL2 = 𝟗𝟎𝟓𝟖

67
 = 1560 mm
Summery for stud Connectors :-

Diameter of Stud = 25 mm dia. of 200 mm long

No. of Studs provided in the cross-sections = 4 Nos
Spacing of stud connectors = min (SL1 , SL2 )
But the spacing of stud connectors shall not be exceed :
(IRC 22-1986, CI: 6.12.4.2, Page no. 29)
1. Three times the thickness of deck slab = 750 mm
2. Four time the height of stud connector = 800 mm
3. 600 mm = 600 mm

Provide Stud Shear Connectors of 25 mm shank dia. & 40 mm head dia. With
200mm height @140mm spacing at support and @ 210 mm spacing at mid span.

4.11 SPLICE DESIGN

Properties 20mm diameter HSFG bolts of grade 8.8 used for the connection
𝑑ℎ = 22.0𝑚𝑚 (Design of Steel Structures b Gambhir; pg no. 10.83)

Net tensile stress area of bolt, 𝐴𝑛𝑏 = 245𝑚𝑚2 IS 4000:1992 Table 2 pg no. 3
𝑓𝑢𝑏 = 800 Mpa
𝑓𝑦 = 640 Mpa

Proof Load; 𝑓0 = 𝐴𝑛𝑏 × 0.7 × 𝑓𝑢𝑏 = 245 × 0.7 × 800/1000 = 137.2 KN

For Fe410 grade steel 𝑓𝑢 = 410 Mpa and 𝑓𝑦 = 250Mpa

𝑌𝑚𝑜 = 1.1

a) Top Flange Splices (IS 800:2007, pg no. 75, cl 10.3)

103
Flange force, 𝑓𝑡 = 𝑀𝑢 /(𝐷 − 𝑡1 ) = 5391.0× 1564−28 = 3509.776 𝐾𝑁

𝑌𝑚𝑓 (Resistance at ultimate load) = 1.25

For bearing type connection

68
 Shear Capacity of bolt
𝑉𝑛𝑠𝑏 = ((𝐴𝑛𝑏 × 𝑛𝑛 + 𝐴𝑠𝑏 × 𝑛𝑠 ) × 𝑓𝑢𝑏 )/(30.5 × 𝑌𝑚𝑏 )
Net tensile stress area of bolt , 𝐴𝑛𝑏 = 245 𝑚𝑚2
Nominal plain shank area of bolt, 𝐴𝑛𝑏 = 314.16 𝑚𝑚2
Number of shear planes with threads intersecting the shear plane , 𝑛𝑛 =1
Number of shear planes without threads intersecting the shear plane, 𝑛𝑠 =1

𝑉𝑛𝑠𝑏 = (((245 × 1 + 314.16 × 1) × 800)/(3∧0.5 × 𝑌𝑚𝑏 )

= 206.6 KN
Bearing Capacity of bolt
𝑉𝑝𝑏 = 2.5𝑘𝑏 𝑑 𝑡 𝑓𝑢 /𝑌𝑚𝑏
= 2.5× 0.606 × 20.0 × 28.0 × 410/1.25 × 1000 = 278.303 KN
𝑘𝑏 is smaller of :
i) e/(3𝑑0 ) = 0.606
ii) (p/(3𝑑0 ))-0.25 = 0.659
𝑓𝑢𝑏
iii) = 1.95
𝑓𝑢

iv) 1.0 = 1 ∴ 𝑘𝑏 = 0.606

Therefore bolt value = 206.61 KN

Numbers of bolts required = 3509.8 / 206.61 = 17 Nos. on each side of joint.
Use 6 rows of 6 bolts at a pitch of 60 mm on each side of joint.
Net or effective area of flange = (400 -6x 22)x28+(400- 6x22)x28+(360-6x 22) x28
Flange capacity = (250/1.10) × 21392/1000
= 4861.8182 KN > 3509.776 KN SAFE

Consider 400 mm wide flange splice plate

Therefore the thickness of the splice plate
Provide flange splice plate of 762 x 400 x 28 mm size , as top splice plate of
Top flange in one piece and 762 x 180 x 28 mm size , as bottom splice plate of
top flange to be in two parts i.e on either side of the web.

69
b) Bottom flange Splices (IS 800:2007, pg no. 75, cl 10.3)

𝑀
Flange force, 𝐹𝑓 = 𝐷−𝑡𝑢 = 5391.0 × 103 /(1564 − 36) = 3528.152 KN
𝑡

𝑌𝑚𝑓 (Slip resistance at service load) = 1.25

For bearing type connection

Shear Capacity of bolt :-

𝑉𝑛𝑠𝑏 = ((𝐴𝑛𝑏 × 𝑛𝑛 + 𝐴𝑠𝑏 × 𝑛𝑠 ) × 𝑓𝑢𝑏 )/(30.5 × 𝑌𝑚𝑏 )

Net tensile stress area of bolt , 𝐴𝑛𝑏 = 245 𝑚𝑚2
Nominal plain shank area of bolt, 𝐴𝑛𝑏 = 314.16 𝑚𝑚2
𝑉𝑛𝑠𝑏 = (((245 × 1 + 314.16 × 1) × 800)/(3∧0.5 × 𝑌𝑚𝑏 )
= 206.6 KN

Bearing Capacity of bolt :-

𝑉𝑝𝑏 = 2.5𝑘𝑏 𝑑 𝑡 𝑓𝑢 /𝑌𝑚𝑏

= 2.5× 0.606 × 20.0 × 36.0 × 410/1.25 × 1000= 357.818 KN
𝑘𝑏 is smaller of :
i) e/(3𝑑0 ) = 0.606s
ii) (p/(3𝑑0 ))-0.25 = 0.811
𝑓𝑢𝑏
iii) = 1.95
𝑓𝑢

iv) 1.0 = 1 ∴ 𝑘𝑏 = 0.606

Therefore bolt value = 206.61 KN
Numbers of bolts required = 3528.2 / 206.61 = 17 Nos. on each side of joint.

Use 8 rows of 10 bolts at a pitch of 70 mm

Net or effective area of flange = (720 – 8.0× 22) × 36
= 19584𝑚𝑚2

Flange capacity = (250/1.10) × 19584/1000

= 4450.9091 KN > 3528.152 KN SAFE

70
 640

45
Flange 3@100=300
Flange
720 Plate
Splice
Plate
45

Figure 4.11.1 Design of Splice Plate

Consider 720mm wide flange splice plate

Provide flange splice plate of 640 x 720 x 25 mm size, as bottom splice plate of
bottom flange in one piece & 640 x 360 x 25 mm size, as bottom splice plate of
bottom flange in two parts i.e. on either side of the web.

c) Web Splices
Max. B.M. in the section at mid span = 5319.02KNm
Max. Shear force in the section = 1014.97 KN
Consider 2, 16 mm thick web splice plate, one on each side of the web.
Therefore bearing on web will govern.

i) From shear Consideration

𝑉𝑝𝑏 = 2.5𝑘𝑏 𝑑 𝑡 𝑓𝑢 /𝑌𝑚𝑏

= 2.5 x 0.6 x 20 x 18 x 410/1.25x 1000 = 178.909 KN
Therefore bolt value = 178.91 KN
Number of bolts required = 𝑉𝑢 /𝑉𝑏 = 1015.0/178.91 = 5 Nos.

ii) From Bending Moment Consideration

Bending Moments takes by the web, 𝑀𝑤1 = 𝑀𝑢 × (𝐼𝑤 /𝐼𝑔𝑟𝑖𝑑𝑒𝑟 )

𝑀𝑤1 = 5391.02 x (5908460515.18811/24882664809.1162)
= 1280.12 KN m
The torsional moment induced by the connector eccentricity is given by.

71
 𝑀𝑤2 = 𝑒 × 𝑉𝑢
Gauge distance, g = 60 mm
Edge distance = 40 mm
Number of rows on one side of the splice, n = 5
∴Eccenticity , e = 160 mm
𝑀𝑤2 = 160 x 1014.97/1000 = 162.40 KN m

Total Bending moment takes by the web,

𝑀𝑤 = 𝑀𝑤1 + 𝑀𝑤2 = 1280 + 162.40 = 1442.520 KNm
No. of bolt line = 𝑁1 = SQRT(6 X 𝑀𝑤 /(𝑛 × 𝑝 × 𝐹𝑑,𝑝 ))
𝑀𝑤 = Ultimate bending moment = 1.44E +09 Nmm
Where, s = Pitch in vertical direction = 70 mm
d = Nominal dia. Of bolt = 20 mm
𝑁1 = Number of bolts in one row
𝐹𝑑,𝑏 = Strength of the bolt = 178.91 KN

The number of bolts 𝑁1 in each of the vertical rows,

𝑁1 = 𝑠𝑝𝑟𝑡(6 x 1442.52 x 1000000/(5 x 70 x 178910))= 12
Try 20 nos. of bolt in each row

Check for shear capacity of web after deduction for holes

Shear buckling stress, 𝜏𝑏 = 119.15 Mpa
Shear capacity, 𝑉𝑑,𝑤 = (𝑑𝑤 𝑡𝑤 − 𝑁1 𝑑ℎ 𝑡𝑤 ) × 𝜏𝑏
= (1500 × 18 − 20 × 22 × 18) × 119.15
= 2273 KN > 1015 KN OK

Provide 5 vertical rows on each side of joint, with 20 number of bolts is each row
Consider 2 web splice plate of 640 x 16 x 1410 mm size, one on each flange.

72
4.12 DESIGN OF DECK SLAB

Clear span of deck slab panel between main girder & cross girder.
𝑙𝑥 = 2.50 − 0.4 = 2.10 m
0.125 0.125
𝑙𝑦 = 5.00 − − = 4.88 m
2 2
𝑙𝑥 4.88
= 2.10
𝑙𝑦

= 2.32 > 2
Hence the deck slab shall be designed as one way slab spanning over main girders.

The bending moments at the midspan & the support section due to dead load & live
load shall be calculated considering slab over beams using STAAD program.

Effective span = 2.50 -0.4 =2.10 m. for continuous slab over five supports with
cantilever 1.00 m. on either side.

1 1 2 2 3 3 4 4 5 5 6 6 7 7 8 8 9 9 10 10 11

1.00 1.00
2.50 2.50 2.50 2.50

Following load cases are considered in design

a) Dead load
1) Self weight of deck slab
2) Wearing coat
3) RCC Anti crash barrier

b) Live load
1) Bogie Load

73
 Vehicle Data : Cantilever Panel Intermediate Panel
Class A Class 70R Bogie Load
Maximum Wheel Load = 57.0 85.0 100.0 KN
Total Length of vehicle = 18.8 18.8 m
Max Tyre pressure = 527.30 527.30 KN/𝑚2
Area of Tyre = 0.1612 0.1896 m2
Width of wheel W = 0.5000 0.8100 0.8100 m
Width along traffic B = 0.2500 0.1990 0.2340 m
Clearance from kerb edge = 0.1500 1.2000 1.2000 m
Distance between two wheels = 1.8000 1.9300 1.9300 m
Axle Spacing along traffic = 1.2000 1.3700 1.2200 m
direction
Impact Factor = 1.5000 1.2500 1.2500 m

STAAD RESULT

1.35*DL + 1.35* SIDL + 1.75* SSDL + 1.75 * Footpath Load + 1.5 * Footpath LL

Live Load

74
4.12.1 CANTILEVER DECK SLAB:-
0.750 X
0.2
Only class A vehicle can be placed on 5
Cantilever Panel

Class A 0.25

0.25
0.50 0.2
Tyre (Ground Contact Area) 5
1.000

BM from STAAD for Cantilever Slab X

Load Combination
Figure 4.12.1 C /S Cantilever deck slab
1.35*DL+1.35*SIDL+1.75*SSDL+ 1.75*Footpath Load+1.5*Footpath Live Load
Sagging BM = 0 KN m/m
Hogging BM = 15.314 KN m/m

For Live Load

Sagging BM = 1.5 x 0 = 0 KN m/m
Hogging BM = 1.5 x 0 = 0 KN m/m

Load Combination
1.35*DL+1.35*SIDL+1.75*SSDL+ 1.75 *Footpath Load+1.5*Footpath Live Load +
1.5* Live Load
Sagging BM = 0 KN m/m
Hogging BM = 15.314 KN m/m

Total design moments = 1.53 tm/m

𝑀𝑜𝑚𝑒𝑛𝑡
Effective depth (required) = √0.133×𝑓
𝑐𝑘 ×1000

1.53×10000000
∴ Effective depth (required) = √0.133×40×1000

∴ Effective depth (required) = 53.65 mm

∴ Effective depth (required) = 250 – 20 – 10 = 226 mm < 53.65mm

Hence Safe

75
CALCULATION OF AREA OF STEEL :

Cantilever slab:-
0.5×𝑓𝑐𝑘 4.6×𝑀𝑜𝑚𝑒𝑛𝑡
∴ Area of steel required at support = × [1 − √1 − ]×𝑏×𝑑
𝑓𝑦 𝑓𝑐𝑘 ×𝑏×𝑑2

0.5×40 4.6×1.53×1000000
∴ Area of steel required at support = × [1 − √1 − 40×220×220×1000] ×
500

1000 × 220
∴ Area of steel required at support = 161.6 𝑚𝑚2

Provide 20 mm dia. Bar @ 190 mm c/c

∴ Area of steel required = 1652.63158 𝑚𝑚2 Hence OK

Calculation of transverse reinforcement :

Secondary transverse reinforcement in one way slab should be at least 20% of main
R/F
(As per IRC 112-2011 CLAUSE 16.6.1)
Transverse reinforcement = 20% x 1652.63
= 33.53 𝑚𝑚2

Provide 8Φ @ 150 mm c/c = 335 𝑚𝑚2 /m > 330.53 𝑚𝑚2 /m Hence Ok

4.12.2 INTERMEDIATE SECTION:

Figure 4.12.2 Intermediate deck slab section

BM from STAAD for Simply Supported Slab

Load Combination
1.35*DL+1.35*SIDL+1.75*SSDL+ 1.75*Footpath Load+1.5*Footpath Live Load
Sagging BM = 5.139 KN m/m
Hogging BM = 6.443 KN m/m

76
For Live Load
Sagging BM = 1.5 x 79.371 = 119.057 KN m/m
Hogging BM = 1.5 x 90.521 = 135.782 KN m/m

Load Combination
1.35*DL+1.35*SIDL+1.75*SSDL+ 1.75 *Footpath Load+1.5*Footpath Live Load +
1.5* Live Load
Sagging BM = 124.196 KN m/m
Hogging BM = 142.225 KN m/m

CHECK FOR DEPTH FOR SAGGING B.M. :-

Total design moments = 12.42 tm/m
𝑀𝑜𝑚𝑒𝑛𝑡
Effective depth (required) = √0.133×𝑓
𝑐𝑘 ×1000

12.42×10000000
∴ Effective depth (required) = √ 0.133×40×1000

∴ Effective depth (required) = 152.79 mm

∴ Effective depth provided = 250 – 20 – 10 = 226 mm < 152.79 mm

Hence Safe

CALCULATION OF AREA OF STEEL :

Simple Supported slab
0.5×𝑓𝑐𝑘 4.6×𝑀𝑜𝑚𝑒𝑛𝑡
∴ Area of steel required at support = × [1 − √1 − ]×𝑏×𝑑
𝑓𝑦 𝑓𝑐𝑘 ×𝑏×𝑑2

0.5×40 4.6×12.42×1000000
∴ Area of steel required at support = × [1 − √1 − ]×
500 40×220×220×1000

1000 × 220
∴ Area of steel required at support = 1411.6 𝑚𝑚2

Provide 20 mm dia. Bar @ 190 mm c/c Bottom Steel

∴ Area of steel provided = 1652.63158 𝑚𝑚2 Hence OK

Calculate of transverse reinforcement :

Secondary transverse reinforcement in one way slab should be at least 20% of main
R/F (As per IRC 112-2011 CLAUSE 16.6.1)

77
 Transverse reinforcement = 20% x 1652.63
= 330.52 𝑚𝑚2
Provide 8Φ @ 150 mm c/c = 335 𝑚𝑚2 /m > 330.53 𝑚𝑚2 /m Hence OK

∴ The slab is designed by effective dispersion method. Hence no need to check for shear.

CHECK FOR DEPTH FOR HOGGI B.M.

Total design moments = 14.22 tm/m
𝑀𝑜𝑚𝑒𝑛𝑡
Effective depth (required) = √0.133×𝑓
𝑐𝑘 ×1000

14.22×10000000
∴ Effective depth (required) = √ 0.133×40×1000

∴ Effective depth (required) = 163.51 mm

∴ Effective depth provided = 250 – 20 – 10 = 226 mm < 163.51 mm

Hence Safe

CALCULATION OF AREA OF STEEL :

Simple Supported slab
0.5×𝑓𝑐𝑘 4.6×𝑀𝑜𝑚𝑒𝑛𝑡
∴ Area of steel required at support = × [1 − √1 − ]×𝑏×𝑑
𝑓𝑦 𝑓𝑐𝑘 ×𝑏×𝑑2

0.5×40 4.6×14.22×1000000
∴ Area of steel required at support = × [1 − √1 − ]
500 40×220×220×1000

× 1000 × 220
∴ Area of steel required at support = 1639.6 𝑚𝑚2

Provide 20 mm dia. Bar @ 190 mm c/c Top Steel

∴ Area of steel provided = 1652.63158 𝑚𝑚2 HENCE OK

Calculate of transverse reinforcement :

Secondary transverse reinforcement in one way slab should be at least 20% of main R/F
(As per IRC 112-2011 CLAUSE 16.6.1)
Transverse reinforcement = 20% x 1652.63
= 330.53 𝑚𝑚2
Provide 8Φ @ 150 mm c/c = 335 𝑚𝑚2 /m > 330.53 𝑚𝑚2 /m HENCE OK
∴ The slab is designed by effective dispersion method. Hence no need to check for shear.

78
 Figure 4.12.3 Cross section of slab

DISCUSSION

Since the basic objective of the project is to modelled deck bridge for various load
conditions such as for dead load , live load conditions including class A loading , 70R
tracked vehicle and 70R wheeled vehicle on STAAD PRO V8i software as well as
design of various parts of deck bridge such as design of longitudinal girder and cross
girder , design of stiffeners , splice plate, shear connector, deck slab is performed.
Girders are designed and checked with the results which are obtained from STAAD,
resulting in the safe bending moment and shear force.

79
 CHAPTER 5
CONCLUSION

80
 CHAPTER 5

CONCLUSION

5.1 CONCLUSION

It is concluded that the Steel is being used on highway and railway bridges successfully
all over the world because of its high strength, resistance against fracture toughness, weld
ability and a good resistance against weathering / corrosion action.

1.The STAAD analysis results indicate that the designed plate girder bridge is stable in
bending moment, shear force, and deflection for various live load conditions such as for
Class A loading , Class 70R tracked and wheeled vehicle .

2.70 R wheeled vehicle gives maximum value of Bending moment and Shear force as
compared to 2 Class A loading and 70 R Tracked vehicle.

5.2 SCOPE FOR FUTURE WORK

The study presented in this thesis should be extended beyond 25m span. Since we have
considered composite bridge but Frame bridges , Steel truss bridge and Continuous
bridges must be considered for designing in future.

A comparison can be made between the continuous span and simply supported bridge
keeping constant parameters.

This study includes concrete deck slab but Composite deck slab can also be considered
for designing in future.

81
 CHAPTER 6
REFERENCES

82
 CHAPTER 6

REFERENCES

[1] Minh-Tung Tran , Vuong Nguyen Van Do , Tuan-Anh Nguyen, Behaviour of steel-
concrete composite beams using bolts as shear connectors, IOP Conf. Series: Earth and
Environmental Science 143 (2018) 012027, DOI :10.1088/1755-1315/143/1/012027 .

[2] Mr. Shivraj D. Kopare , Prof. K. S. Upase, Analysis of Plate Girder Bridge for Class-
AA Loadings (Tracked Vehicles), IJETST- Vol.02 Issue 06 Pages 2645-2655 June ISSN
2348-9480.

[3] Amer f. Izzet , Aymen r. Mohammed ,Experimental study on curved composite I-

girder bridge subjected to live loading for road bridge, Journal of Engineering Science
and Technology Vol. 13, No. 1 (2018) 226 – 241.

[4] Pawan Patidar, Sunil Harne , Parametric Study of Plate Girder Bridge, IOSR Journal
of Mechanical and Civil Engineering (IOSR-JMCE), Volume 14, Issue 6 Ver. I (Nov. -
Dec. 2017.

[5] Ichiro sugimoto ,Yoshinori yoshida , Akira tanikaga ,Development of composite steel
girder and concrete slab method for renovation of existing steel railway bridges,Vol.54,
No. 1, Feb 2013.

[6] Huiling Zhao, and Yong Yuan , Experimental studies on composite beams with high-
strength steel and concrete, DOI: 10.12989/scs.2010.10.5.373.

[7] He Yu Liang, Xiang Yi Qiang, Liu Li Si ,Yang Ying Mechanical Behaviour of

Steel–HFRC Composite Girders, Journal of Bridge Engineering, Vol. 23, Issue 10
October 2018.
[8] Vikash Khatri1, Pramod Kumar Singh2 and P.R.Maiti3 , Comparative study of
prestressed steel – concrete composite bridge of different span length and girder spacing
, Vol.2, Issue.5, Sep-Oct. 2012 pp-3917-3922.

[9] Jaroslav Odrobinak , Josef vican , Jan bujnak , Verification of composite steel-
concrete bridge behaviour , doi: 10.1016/j.proeng.2013.09.069.

83
[10] Suhaib Yahya Kasim Al-Darzi , Airong Chen ,Conceptual design and analysis of
steel-concrete composite bridges.

[11] IRC 6-2017,“Standard specifications and Code of Practice for Road Bridges,
Section II, Loads and Load combinations”, Indian Road Congress, New Delhi.

[12] IRC 22-2008,“Standard Specifications And Code Of Practice For Road Bridges,
Section VI, Composite Construction”, Indian Road Congress, New Delhi.

[13] IRC 24:2010,“Standard specifications and code of practice for Road Bridges,
Section V, Steel Road Bridges”, Indian Road Congress, New Delhi.

[14] IS 800:2007, “General Construction in Steel - Code of Practice” Bureau of Indian

Standards, New Delhi.

[15] IS 456:2000, “Plain and Reinforced Concrete- code of practice, BIS, New Delhi.

[16] IRC 5:1998,“Standard Specifications And Code Of Practice For Road Bridges”
Section I.

[17] IRC 112-2011, “Code Of Practice For Concrete Road Bridges”, Indian Road
Congress, New Delhi.

84
PUBLICATION

85
PUBLICATION : International Conference on Recent Advancements in
Engineering and Technology ( ICRAET ) 2019

86
APPENDICES

87
PLAGARISM REPORT

88
89