CHAPTER 1

INTRODUCTION

1.1 GENERAL
The increase in population and living standard of people has increased the
number of the vehicles roaming on the road tremendously. With an overview to
reduce traffic collusions and non-availability of land for further expansion within
the city, an alternate mode of transportation has become inevitable.
In order to achieve an uninterrupted and collusion reduced traffic flow in
one of the busiest roads in the city, a proposal of a “HIGH LEVEL BRIDGE” has
been put forth. This feasible proposal is then preceded by project implementation.
The adequacy of the new system is then checked with the other quantified data.
The conventional bridges are constructed all over the country which has many
defects after the construction. In order to overcome all the problems and to have
qualitative structure, a modified bridge has been introduced called “INTEGRAL
BRIDGE ".

1.2 SCOPE OF THE PROJECT

To promote another type of bridge to overcome the problems like
maintenance cost, damages and leakages due to the expansion joints, and to
provide resistance against the vibrations due to earthquake in other conventional
bridges. This type of bridge will reduce the economic cost of the project.

1
1.3 OBJECTIVES
• To design the conventional bridge as per the code
• To design the integral bridge
• Comparison of both the bridges
• 3D model of both bridges using REVIT software

1.4. IMPORTANCE OF PROJECT

• To reduce peak traffic
• To reduce traffic collusions
• To reduce the economic cost
• To reduce the maintenance cost
• To provide resistance against earthquake vibrations
• To avoid leakages due to expansion joints

1.5. METHODOLOGY ADOPTED

Figure 1.1 Methodology of project

2
 CHAPTER 2
LITRETURE COLLECTION

1. BEHAVIOUR AND ANALYSIS OF AN INTEGRAL ABUTMENT

BRIDGE
By CONNER D. HUFFAKER
Integral abutment bridges eliminate the use of movable joints and the
expensive maintenance or replacement cost that go with them. The use of
one row of piles reduces the stiffness of the abutment and allows the
abutment to translate parallel to the longitudinal axis of the bridge. This
permits the elimination of expansion joints and movable bearings.

2. EFFECT OF CYCLIC THERMAL LOADING ON THE

PERFORMANCE OF STEEL H-PILES IN INTEGRAL BRIDGES
By MURAT DICLELI
The cyclic displacement capacity of steel H-Pile in integral brides decreases
Considerably as the foundation soil becomes stiffer. Granular fill is used
behind integral abutments. In addition, it is lightly compacted using a vibratory
plate compactor. When bedrock, stiff soil and/or boulders exist in the top layer of
the soil (approximately the top 12 to 15 ft.), it is required that oversized holes be
drilled to a depth of approximately 15 ft.; the piles are then installed in the
oversized holes. Subsequently, the holes are filled with sand. This procedure is
intended to allow the piles to translate with minimal resistance.

3
 CHAPTER 3
INTEGRAL BRIDGE
An INTEGRAL BRIDGE is defined as the JOINTLESS BRIDGE which
is constructed by eliminating as many expansion joints as possible. The ideal joint
less bridge is one which does not have any expansion joints in substructure,
superstructure or deck slab.
Integral abutments are used to eliminate the expansion joints at the end of
bridge. They are generally founded on one row of piles made of steel or concrete.
The use of one row of piles reduces the stiffness of the abutment and allows the
abutment to translate parallel to the longitudinal axis of the bridge. This permits
the elimination of expansion joints and movable bearings.
When expansion joints are completely eliminated from a bridge, thermal
stresses must be relieved. The integral abutment bridge concept is based on the
assumption that due to the flexibility of the piles, thermal stresses are transferred to
the substructure by way of a rigid connection, i.e. the uniform temperature change
causes the abutment to translate without rotation. The concrete abutment contains
sufficient bulk to be considered as a rigid mass.
A positive connection to the girders is generally provided by encasing
girder ends in the reinforced concrete backwall. This provides for full transfer of
forces due to thermal movements and live load rotational displacement
experienced by the abutment piles.

4
3.1 Bridge length limits
The bridge length is based on assuming that the total increase of the
bridge length under uniform temperature change from the extreme low to the
extreme high temperature is 4 inches i.e., the movement at the top of the pile at
each end is 2 inches or, when the bridge is constructed at the median temperature,1
inch displacement in either direction.

3.2 Soil conditions

The above length limits assume that the soil conditions at the bridge
location and behind the abutment are such that the abutment may translate with
relatively low soil resistance. So granular fill is used behind integral abutments. In
addition, it is lightly compacted using a vibratory plate compactor. When bedrock,
stiff soil and/or boulders exist in the top layer of the soil (approximately the top 12
to 15 ft.), it is required that oversized holes be drilled to a depth of approximately
15 ft.; the piles are then installed in the oversized holes. Subsequently, the holes
are filled with sand. This procedure is intended to allow the piles to translate with
minimal resistance.

3.3 Girder types, maximum depth and placement

Integral abutments have been used for bridges with steel I-beams,
concrete I-beams, concrete bulb tees and concrete spread box beams. Deeper
abutments are subjected to larger earth pressure forces and, therefore, lessFlexible.
Girder depth limits have been imposed by some jurisdictions based on past
successful practices and are meant to ensure a reasonable level of abutment
flexibility. Soil conditions and the length of the bridge should be considered when
determining maximum depth limits.

5
3.4 Type and orientation of piles
Integral abutments have been constructed using steel H-piles,
concrete-filled steel pipe piles and reinforced and prestressed concrete piles. For
H-piles, there is no commonly used orientation of the piles. In the past, H-piles
have been placed both with their strong axis parallel to the girder’s longitudinal
axis and in the perpendicular direction. Both orientations provide satisfactory
results.

3.5 Wing walls

U-wing walls (wing walls parallel to the longitudinal axis of the
bridge) are used in conjunction with integral abutments. A chamfer (1 ft.) is used
between the abutment and the wing walls to minimize concrete shrinkage cracking.

3.6Approach slab
Providing a reinforced concrete approach slab tied to the bridge deck
moves the expansion joint away from the end of the bridge. The approach slab
rests on the abutment at one end and on a sleeper slab at the other. It differs from
typical roadway pavement since the soil under the approach slab is more likely to
settle unevenly resulting in the approach slab bridging a longer length than
expected for roadway pavement.

3.7 Expansion joints

No expansion joints are provided at the interface between the
approach slab and the roadway pavement when the bridge total length is relatively
small and the roadway uses flexible pavement. For other cases,an expansion joint
is typically used.

6
 CHAPTER 4
DESIGN OF A CONVENTIONAL BRIDGE
4.1 DESIGN OF DECK SLAB
STEP: 1 DATA
Effective span = 12m
Width of carriageway = 7m
Thickness of wearing coat = 75mm
Live load = IRC class A loading

STEP: 2 DISPERSION OF WHEEL LOAD

L = 6m
.·.l = 2.15m
Thickness of wearing coat = 0.075m

STEP: 3 GROUND CONTACT DIMENSION

B = 250mm
[according to IRC 6:1966 for 11.4t loading]
W = 500mm

V = B+2t =250+(2x75) = 400mm

U = W+2t =500+(2x75) = 650mm
= 0.067 ≈ 0.07
= 0.302 ≈ 0.30
For the values of V/L &u/L ;
m1 = 0.173 & m2 = 0.110

7
STEP: 4 CALCULATION OF MOMENT
i) Bending moment along short span = (m1+0.15m2)w
= [0.173+ (0.15x0.11)]57
= 10.802 kNm
ii) Bending moment along long span = (m2+0.15m1)w
= [0.11+ (0.15x0.173)]57
= 7.749 kNm
.·. Bending moment along short span is considered.
iii) Impact factor for short span = 0.552
Impact moment = (0.552x10.802)
= 5.9624 kNm
iv) Dead load moment:-
Assume thickness of slab = 200mm
a) Self weight of slab = 0.2x24
= 4.8kN/m3
b) Self weigh of wearing coat = 0.08x23
= 1.84 kN/m3
c) Total dead load = 4.8+1.84
= 6.64 kN/m3
d) Dead load moment = 3.84 kNm
v)Total Bending Moment = 10.802+5.09624+3.84
= 20.604kNm

STEP: 5 DESIGN
Compressive stress in concrete for M25, σcbc =8.5N/mm2
(As per IS 456:2000; table 21 & 22)
= 8.5x103kN/m2
8
 Tensile stress in steel for Fe 415 , σst = 230N/mm2
= 230x103kN/m2
M = 10.98
K = 0.29
j = 1- (k/3) =1-(0.29/3) =0.9
Q = σcbckj =8.5x0.29x0.9 =1.109
Using 12mmø bars and 25mm cover,
Effective depth = 200-25-12/9
=169mm
Area of steel Ast =Mu/ σst. j d
=471.086mm2
Spacing =(ast/Ast) x1000
=240mm c/c
.·. Provide 12mmø bars @240mm c/c
Distribution steel:
Moment M = 0.3MLL+0.2MDL
= [0.3X (10.802+50964)] + (0.2X3084)
= 5.79kNm
Providing 8mmø bars and 25mm cover;
Effective depth = 1200-25-12- (8/2)
= 159mm
Area of steel Ast = Mu/ σst. j d
=175.92mm2
Spacing =(ast/Ast) x1000
=280mm c/c
.·. Provide 8mmø bars @280mm c/c

9
STEP: 6 CHECK FOR SHEAR
i) Permissible shear stress τc =570kN/m2 (from IS 456, pt=0.455)
ii) Dead load shear = wl/2 =7.138kN ≈7.14kN
iii) Live load shear =(wl/2)x1.5 =42.75kN
iv) Total shear (Vu) =49.89kN
v) Effective width from shear (b) = 27.6√[d+(B+2t)(1-(2.21/√d))]
= 639.94 ≈640 mm
vi)Nominal shear stress (τvw) =Vu/bd =461.26kN/m
Nominal stress is less than permissible stress. Hence safe.

10
4.2 DESIGN OF GIRDER

STEP: 1 DATA
For 7m carriageway, clearance = 1m
Distance between centre line of wheel = 1+0.5
` = 1.5m
Load transferred = W+W
= 1.698W+0.163W
= 1.861W
Axle load = 2W
.·.load factor = 0.93 times load
Wa = 0.93x27 =25.11kN
Wb = 0.93x27 =25.11kN
Wc = 0.93x114 =106.02kN
Wd = 0.93x114 =106.02kN
We = 0.93x68 =63.24kN
Wf = 0.93x68 =63.24kN
Wg = 0.93x68 =63.24kN
Wh = 0.93x68 =63.24kN
For 12m span, = 4.62m
Maximum bending moment is under Wd & resultant load is at 4.62m.
Distance between resultant load & load Wd =4.62-4.3 =0.32m
∑w =(63.24+106.02+106.02+25.11+25.11)kN
=325.5kN
∑M @ V1 = 0
12V2 = 325.5x6.16
V2 = 167.09kN
11
 V1= 325.5-167.09
= 158.41kN
STEP: 2 CALCULATION OF MOMENT
Maximum bending moment calculation
Maximum bending moment @D = (V2x5.84)-(W2x4.3)
= 975.81-271.932
= 703.873 kNm
Impact factor calculation
Impact factor = 4.5/(6+L)
= 4.5/(6+12)
=0.25
Impact moment =0.25x703.873
=173.968kNm
Dead load calculation
a)Self weight of slab = 0.2x24x2.15 =10.32kN/m
b)Self weight of wearing coat = 0.075x23x2.15 =3.709kN/m
c)Self weight of rib = 0.35x24x1 =8.4kN/m
d)Total dead load = 22.429 kN/m
e)Dead load moment = 403.722kNm
iv)Total bending moment Mu = 703.873+173.968+403.722
=1281.563kNm
STEP: 3 DESIGN
For 100mm thick cover;
D = 1200-100 -1100mm
Ast = 5628.296mm2
Using 28mmø bars,
Number of bars =9.14 ≈10 bars
12
 Lower layer =5bars
Upper layer =5bars
Distance between 2 bar layer =28mm
Effective depth =1200-28-28- =113.8mm
Width of flange
Width of flange should be the least of:
2.15m (or) l/6+br+6ds
= (12/6)+0.35+(6x0.2)
= 3.55m
.·.Width of flange =2.15m
STP: 4 CHECK FOR NEUTRAL AXIS AND SHEAR
Position of neutral axis
2150x200x(n-10) = 28x562.298x(1138-n)
2.729(n-10) = 1138-n
3.729n = 1138+27.29
n = 312.49 ≈313 mm
c’= (n-df)/n)xc =0.36c
y =(c+2 c’b) /(c+ c’x3)=84.31mm
Actual lever arm,
a =d-ȳ =1138-84.31 =1053.69mm
Actual stress in steel =Mu/Ast x a =216.1 N/mm2
Corresponding maximum stress in concrete = (n/d-n)(actual stress in steel /28)
= 2.9N/mm2
Calculation of shear
Smax =256.773kN
Impact shear = 25% (live load) =0.25x256.773 =64.19kN
Dead load shear =(22.429x12)/2= 134.57kN
13
Total shear S =455.533 kN
Nominal shear stress =S/bd =1143.69 kN/m2
% steel =0.01413x100 =1.413%
τc for 1.413% =0.453 n/mm2
Shear resistance of concrete = τcbd =0.453x350x1138 =180.43kN
Shear resisted by stirrups =455.533-180.43 =275.103kN
Spacing for 4-10mmø stirrups;
P =298.9 ≈295 mm

Fig 4.2.1 Detailing of Deck slab with Girder

14
4.3 DESIGN OF PILE
STEP: 1LOAD CALCULATION
Live load = 57kN
Self-weight of slab = 6.64kN/m2 =6.64x12x2.15 =171.312 kN
Self-weight of wearing coat = 3.709kN/m =3.709x12 =44.508kN
Total load = 272.82
.·. Total load considered = 500kN
3 piles to carry a load of 1500 kN spaced at 2.15m c/c
ii) Safe direct stress in concrete = 5N/mm2
iii) Safe bending stress in concrete = 7N/mm2
iv) Safe direct compressive stress in steel =190N/mm2
v) Safe tensile stress in steel = 230N/mm2
Modular Ratio
Modular ratio m =13
Load on each pile = 500kN
Size of pile = 350x350 mm
Ratio = = 34.29 >12
.·. The pile is designed as long column
Reduction Coefficient
Reduction coefficient Cr = 1.25-l/48D
= 1.25-34.29/48
= 0.536

STEP: 2 DESIGN
Safe direct compressive stress in concrete = 0.536x5 =2.68 N/mm2
Safe bending compressive stress in steel = 0.536x190 =101.84 N/mm2
Safe load on pile = safe load on concrete + safe load on steel
15
500kN = 328.3x103-2.68Ast+101.84Ast
Ast = 1731.55mm2
Main reinforcement:
= 1.5% Ag (·.· length of pile > 3*least dimension)
= 1837.5mm2 (required)
Provide 8 bars of 25mmø.
STEP: 3 PITCH OF LATERAL TIES:
Pitch for lateral ties
Providing 8mmø bars;
Let pitch of lateral tie = p mm
Volume of pile per pitch length = 350x350xp
Clear cover to main bar dimension = 40mm
Centre to Centre of tie distance = 40-4 =36mm
.·. Volume of one tie = = 55895.22mm3
55895.22 = 350x350xpx
P = 228.14 ≈220mm
Maximum permissible spacing = 175mm≈170mm
.·.provide 8mmø bars @ 170mm c/c
Lateral ties at the ends
For 3xleast width length,spacing =0.6vg
πx278X82 =0.6X350X350XP/100
p =76.04≈70mm
.·.provide 8mmø bars @ 70mm c/c
Provide 12mmø spreaders @ 1.5 m interval to prevent inward buckling & 8mmø
helical reinforcement.
Distances of Holes provided
i) From upper end for hoisting=0.293l=0.293x12=3.516m
16
ii) From each end for stalking=0.207lx12=0.207x12=2.484m
STEP: 4 CHECK FOR HANDLING STRESSES
Weight of pile/m =0.35x0.35x25=3.0625 kN/m
Bending moment = =19.17 kNm

Fig 4.3.1 Detailing of pile

17
 CHAPTER 5
DESIGN OF INEGRAL BRIDGE
5.1 DESIGN OF DECK SLAB
STEP: 1 DATA
Clear span = 10m
Width of bearing = 400mm
Clear width of roadway = 7.5m
Thickness of wearing coat = 80mm
Live load IRC class AA tracked vehicle
Compressive strength at transfer, fci = 35 N/mm2
Loss ratio = 0.8
STEP: 2 PERMISSIBLE STRESSES as per IRC 18
fct = 15 N/mm2 < 0.45fci = ( 0.45 X 35)
= 15.75 N/mm2
fcw = 12 N/mm2 < 0.33fck = ( 0.33 X 40)
= 13.2 N/mm2
STEP: 3 DEPTH OF SLAB AND EFFECTIVE SPAN
Thickness = 50 X 10 = 500 mm
Width of bearing = 400 mm
Effective span = 10.4 m
STEP: 4 BENDING MOMENTS
Dead load
Dead weigth of slab = 0.5 X 24 = 12 KN/mm2
Dead weigth of WC = 0.08 X 22 = 1.76 KN/mm2
Total dead load = 14 KN/mm2
Dead load BM = ( 14 X 10.42 ) / 8 = 190KN/m

18
Live load
Impact factor = 10 % for a span of 10.4m
Effective length of laod = 3.6 + 2(0.5 + 0.08) = 4.76 m
Effective width os slab be = kx [ 1 - x/L ] + bw
x = 5.2m , L = 10.4m , b = 9.5m
B/L = 9.5/10.4 = 0.913 , k = 2.37
bw = 0.85 + (2 X 0.08)
= 1.01m
be = 2.37 X 5.2 [ 1- (5.2/10.4)] + 1.01 = 7.172m
Net effective width of dispersion = 8.261m
Total load of 2 tracks = 770kN
Avg. intensity of load = 770 / (4.76 X 8.261)
= 19.58 kN
Mq = [(19.58 X 4.76)0.5 X 5.2] - [(19.58 X 4.76)0.5 X 0.25 X 4.76]
= 187 kNm
STEP : 5 SHEAR DUE TO CLASS AA TRACKED VEHICLE
x = 2.38m, L = 10.4m, B = 9.5m, bw = 1.01m
be = 5.364m
Intensity of load = 770 / (4.76 X 7.357) = 22 kN
Shear force, VA = (22 X 4.76 X 8.02)/10.4 = 80.75 kN
Dead load shear = 0.5 X 14 X 10.4 = 72.8 kN
Total shear = 80.75 + 72.8 = 153.55 kN

19
STEP : 6 CHECK FOR STRESSES AT SERVICE LOADS
P = 1687.5 kN , e = 195mm
A = 1000 X 500 = 5 X 105 mm2
Zt = Zb= Z = 41.66 X 106 mm3
Mg = 190 kNm Mq = 187 kNm
P/A = 3.375 N/m2
Pe/Z = 7.89 N/m2
Mg/Z = 4.56 N/m2
Mq/Z = 4.48 N/m2
Stresses at transfer
At top of slab = (3.375 - 7.89 + 4.56) = 0.045 N/mm2
At bottom of slab = (3.375 + 7.89 - 4.56) = 6.705 N/mm2
Stresses at working loads
At top of slab = [0.8(3.375 - 7.89) + 4.56 + 4.48]
= 5.428 N/mm2
At bottom of slab = [0.8(3.375 + 7.89) - 4.56 - 4.48]
= -0.028 N/mm2
The actual stresses developed are within the permissible limits

20
STEP: 7 CHECK FOR ULTIMATE STRENGTH
Let b = 1000mm
Ap = [(12 x 38.5 x 1000) / 328] = 1408 mm2
d = 445mm, fp = 1500 N/mm2
Failure by yielding of steel
Mu = 0.9 dApfp
= 846 kNm
Failure by crushing of concrete
Mu = 0.176bd2fck
= 1394 kNm

Required ultimate moment = 1.5 Mg + 2.5 Mq

= 752.5 kNm
Hence,
Ultimate moment capacity of section > required ultimate moment

21
 Fig 5.1.1 Cross Section of Deck Slab

Fig 5.1.2 Longitudinal Sectional of Deck Slab

22
5.2 DESIGN OF H-PILES
Pile compressive resistance (S6.15 and S6.9.2)
The factored resistance of components in compression. Pr. is taken as:
Pr =φPn
Where:
Pn = nominal compressive resistance specified
Φ = resistance factor for axial compressive
= 0.5 FOR H-Piles assuming severe driving conditions
Check the width /thickness. Assume H Piles.
Slenderness of plates must satisfy:
b /t <k √E/Fy
Where:
K = Plate buckling co efficient as specified
= 0.56 for flanges and projecting legs or plates
B = width of plate equals one half of flange width as specify
=12.045/2 =6.02 in.
T = flange thickness (in)
b/t = 6.02/0.435 =13.8
k√E/Fy = 0.56√29,000/36
= 15.9>13.8
Therefore, use S6.9.4.1 to calculate the compressive resistance.

23
(Notice that the b/t ratio for the webs of HP sections is always within the
limits of table S6.9.4.2-1 For webs and, therefore, need not be checked.
Design of substructure
For piles fully embedded in soil, the section is considered, Pr , is taken
as:
Pn = 36(15.5)
= 558 k
Therefore, the factored resistance of components in compressive, Pr, is
taken as:
Pr = φPn
= 0.5(558)
= 270 k
Determine the number of piles required
Maximum total girder reactions for stage 1 (detailed calculations of
girder reactions shown earlier):
Pst (Total) = 2(147.4)+4(158)
= 926.8 k
Maximum total girder reaction for final stage not including the dynamic
load allowance
P FNL(Total) = 2(147.4)+4(158)
=1756.8 k
Maximum factored DL+LL on the abutment, Strength I limit state
controls:
24
P str.I =P FNL(Total)+1.25(DC)+1.5.(DW)+1.75(LLmax)(Nlances)
=1756.8+1.25(86.0)+187.4+50.4+23.65+155.5)+1.5(17.2)+1.75(8.0)(4)
=1756.8+710.5
=2467 k
Where:
“PFNL(Total)” is the total factored DL+LL reaction of the bridge girder
on the abutment.
Number of piles required to resist the applied dead and live loads is:
Npiles = Pstr. /pr
= 2467/279
= 8.84 Piles, Say 9 Piles
Pile Spacing
Total length of the pile cap = 58.93 ft.
Assuming pile spacing is 6’-11” (6.917ft) which provides more
than the recommended edge distance of 1’-6” for the piles.
Pile end distance = (58.93-8(6.917)/2
= 1.80ft.(1’9 ½”)

25
Fig 5.2.1. Detailing of H-Pile

26
5.3 Design of wing wall
Required information:
Angle of internal friction of fill, φ = 30 days
Coefficient of active earth pressure, kp = (1-sinφ/1+sinφ)
= 0.333
Coefficient of passive earth pressure, kp = (1+sinφ/1-sinφ)
=3
Ka/kp =0.333/3
=0.111
Design of substructure
Moment at the critical section for moment under passive pressure Mp=
0.2(14)(0.5)(14/2)+0.2(14(8.31/2)/(14/2)+(1/3)(3.24(8.31)(14/2))(14/4)
=284 k-ft
Min. required factored flexural resistance, Mr 284 k-ft
Mr= φMn
Where:
Mn = nominal resistance (k-ft) = Mp
Φ =0.9 for flexure at the strength limit state
[Link] = 284/0.9 =319k-ft
Load case 2
Moment on the critical section for moment under active active
pressure
27
 Ma = 0.111(287)
= 31.5 k-ft
Moment from collision load on the parapet:
Min. collision moment on the critical section:
M = 124(14-8/2)
=1240 k-ft
Total moment for load case2, Mtotal= 1240+31.5
= 1271.5 k-ft
The minimum required factored flexural resistance. Mr = 1272.5 k-ft
From the two case of loading:
Mn required = 1271.5 k-ft
Develop a section that provides the minimum nominal flexure resistance
Required information:
Assuming reinforcement of #8@6
Number of bars within the [Link] of the wing wall =22 bars
Section thickness = parapet thickness at base
= 20.25
Concrete cover =3
The nominal flexural resistance Mnis taken as:
Mn = Asfy(ds-a/2)

28
Where:
ds = section thickness –cover-1/2bar dia
= 20.25-3-1/2(1.0)
= 16.75in
As = 22(0.79)
= 17.38in2
a = Asfy/0.85fc b
= 3.30 in
Mn = Asfy(ds-a/2)
= 17.38(60)(16.75-3.30/2)/12
= 1312 k-ft > 1271.5 k-ft required OK

29
Fig 5.3.1 Detailing of Wing Wall
30
5.4 Design of approach slab
Approach slab loading for a 1ft wide strip:
W self = 0.15(1.5)
= 0.225 k/ft
W Fws = 0.025 k/ft
Factored distributed dead loading:
Wstr = 1.25(0.225)+1.50(0.250)
= 0.32 k/ft
Live load distribution width (S4.6.2.3)
The equivalent strip width of longitudinal strip per lane for both shear
and moment is calculated according to the provision of (S4.6.2.3)

For single lane loaded

E = 10 +5√L1 W1 (S4.6.2.3-1)
For multiple lanes loaded
E = 84.0+1.44√L1 W2 ≤12.0W/Nl(S4.6.2.3-2)
Where:
E =equivalent width (in)
L1 =modified span length taken equal span or 60.0 ft.
W1=Modified edge –to-edge width of bridge taken to be
equal to the lesser of the actual width or 60.0ft. for multilane lading, or
[Link]. for single –lane loading (ft)
31
W = physical edge-to-edge width of bridge (ft)
Nl = number of design lanes as specified in S3.[Link]
Esingle = 10+5√25(30)
= 146.9 in
Design of substructure
Emult = 84.0+1.44√25(55.34)
= 137.6 in
12.0(55.34)/4 = 166.02 in

Therefore the equivalent strip width is :

E = 137.6 in
Live load maximum moment:
Lane load: max moment = 0.64(25)2/8
Truck load:max moment = 207.4 k-ft (from L.L load analysis
output for 25 ft simple span)
Total LL+IM = 50+1.33(207.4)
=28.4 k-ft
Total LL+IM moment per unit width of slab =325.8/(137.6/12)
=28.4 k-ft
Maximum factored positive moment per unit widthof slab due to dead
load plus live load:

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 Mu = wl2/8+1.75(LL+IM moment)
= 0.32(25)2/8+1.75 (28.4)
= 74.5 k-ft
The factored flexural resistance Mr,is taken as:
Mr = φMn
Mn = Asfy(d-a/2)
= 1.0(12/9)
= 1.33 in 2 per one foot of slab
Fy = 60 ksi
d = slab depth- cover (cast against soil)-1/2 bar diameter
= 1.5(12)-3-1/2(1.128)
= 14.4 in
a = Asfy/0.85 fc b
= 1.33(60)/(0.85(3)(12)
= 2.61 in
Mn= 1.33(60)(14.4-2.61/2)/12
= 87.1 k-ft
Therefore,
Mr = 0.9(87.1)
= 78.4 k-ft > Mu = 74.7 k-ft
Bottom distribution reinforcement (S9.7.3.2)
33
For main reinforcement parallel to traffic, the minimum distribution
reinforcement is taken as a percentage of the main reinforcement:
100/√S ≤ 50℅
Where:
S = The effective span length .Assuming “s” is equal to the
approach slab length,
100/√25 =20℅
Main reinforcement:#9@9 in = 1.0(12/9)
=1.33 in 2/ft
Required distribution reinforcement = 0.2(1.33)
= 0.27 in 2/ft
Uses #6@12 in = 0.44 in 2/ft> required reinforcement OK

Fig 5.4.1 Detailing of Approach slab

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 CHAPTER 6
6.1 COMPARISON OF BRIDGE

CONVENTIONAL BRIDGE INTEGRAL BRIDGE

Separate deck slab Continuous slab

Expansion joints between the two No expansion joints throughout the

slabs length of slab
Normal pile foundation H-Pile foundation

Embankment without Embankment with

Reinforcement reinforcement

Fig 6.1.1 Comparison of Bridges

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Fig 6.1.2 3D View of Conventional Bridge

Fig 6.1.3 3D View of Integral Bridge

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 CONCLUSION

The following conclusions are made based on the study and comparison of
integral bridges over the conventional bridges,
Integral bridges

 Eliminates the expansion joints in the deck slab

 Reduces the leakage problems in the bridges
 Reduces the maintenance cost after the construction has been over
 Prevents the corrosion of bars
 Decreases the service time and increases the life time of bridge

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 REFERENCES

Books
• [Link](2010), “DESIGN OF REINFORCED CONCRETE
STRUCTURES”, Dhanpat Rai Publishing Company, Delhi
Journals
• Prema Somanathan Praveen and Venkatachalam Thamizh Arasan (2013),
“INFLUENCE OF TRAFFIC MIX ON PCU VALUE OF VEHICLES
UNDER HETEROGENEOUS TRAFFIC CONDITIONS” 318-322.
• EFFECT OF CYCLIC THERMAL LOADING ON THE
PERFORMANCE OF STEEL H-PILES IN INTEGRAL BRIDGES

Website
• “Salem map”:
[Link]
.1470693,1212m/data=!3m1!1e3!4m2!3m1!1s0x3babf1ccf52cba0b:0xee998
9007068ca47
• “Traffic volume count”:
[Link]

38