A PROJECT REPORT ON ANALYSIS AND DESIGN OF MULTI STOREY(G 6) RESIDENTIAL BUIL...
final-file
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Replacement And Design Of Super Structure Of
Chhaterian Bridge
Submitted by
Fahem Afzal 2011-Ct-01
Asim Shehzad 2011-Ct-14
Hamza Aqeel Bin Yousaf 2011-Ct-19
Azeem Gouri 2011-Ct-24
Asad Latif 2011-Ct-33
Ihsan Ali 2011-Ct-36
Muhammad Jahanzaib 2011-Ct-50
Advisor
Engr. Majid Zaman
Department Of Civil Engineering Technology
Government College Of Technology Rasul M.B.Din
Affiliated With
University Of Engineering And Technology Lahore
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ABSTRACT
In the final year project of BSc Civil Engineering Technology, we chose the topic of design
and replacement of Chhaterian Bridge (پل واال )چھتیریاں located at 500 m downstream side of
Rasul hydro power house. The aim of the project was to provide the resident of Dhapai
village and Rasul power house colony the facility which will benefit them not even economy
wise, but also provide them comfort, security and safety. The project was performed under
the guidance of our instructor ASSOCIATE PROFESSOR MAJID ZAMAN KHAN. The
desk study includes the study of map of the existing bridge site and the plan to perform
preliminary survey. In the preliminary survey the ground realities were identified and route
was decided to shift the benchmark. The foundation drawings and hydraulic data was
obtained from Rasul Power house and irrigation department. The existing bridge
measurements were performed with the tape. With the collected data drawings and 3d Model
was made using AutoCAD 2007 application. After shifting of the benchmark, approach road
profile leveling and cross section leveling was performed, also cross-section and long
sections were prepared with the data collected. Approach road soil investigation was
performed and Group Index method was used for the road design. The cost of two approach
roads was also estimated. Three different methods were used for canal design to verify
existing design. Design of slab and girders required the analysis, performed by two methods
influence line diagram method (I.L.D.) and absolute bending moment. The deck slab was
designed as ordinary concrete. Whereas girder was designed by two materials i.e. Pre-stress
concrete and ordinary concrete. Material comparison was also performed of both materials.
After all the observation, procedure and analyzing the data, conclusions and
recommendations are suggested in the end.
Regards
Members Group no 1
December, 2015
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DEDICATION
This work is dedicated to our parents with respect and love, who always help us through all
the difficult times of our lives and chamfered all the comforts of their lives for the bright
future we have, and this is also a tribute to teachers, who have guided us to meet the
challenges of life with patience and courage.
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DECLARATION BY THE CANDIDATE
To,
Supervisor ,
Government College of technology ,
Rasul , (M.B DIN)
Pakistan.
we certify that the contents and form of this report is our own work . we have not
plagiarized it from any source . we know that the plagiarism is a serious form of academic
dishonesty. We have referenced all ideas borrowed from others .
signature of the candidate
2011-CT-01_____________________
2011-CT-14_____________________
2011-CT-19_____________________
2011-CT-24_____________________
2011-CT-33_____________________
2011-CT-36_____________________
2011-CT-50_____________________
ENGR . MAJID ZAMAN KHAN
Project supervisor
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ACKNOWLEDGMENTS
First and foremost, all praises for Almighty ALLAH, the Most Merciful and the Most
Beneficent Who gave us courage and wisdom to accomplish this task successfully. We offer
our humblest respects to our beloved PROPHET MUHAMMAD (peace be upon him), who is
forever a torch of guidance and knowledge for whole humankind.
We wish to articulate my sincere appreciation and modest thanks to my supervisor Prof.
MAJID ZAMAN, and express my deepest gratitude and admiration to him whose
cooperation, intellectual guidance and professional assistance enabled me to accomplish this
task. We are thoroughly thankful to him for many insightful conversations during the
development of the ideas in this thesis, and for constructive comments on the text.
We could not have achieved this work without the invaluable support and help of
LECTURERS ENGR. ARSHAD SHIB, ENGR JAMSHAD SHIB, Civil Engineering
Department, GCT RASUL and ENGR. NAUMAN SAHIB UET Rasul. They gave us
continuous guidance, enormous motivation and wholehearted support from proposal to the
presentation stage of this DESIGN work.
Last but not the least; we extend heart-felt gratitude and very special regard to our most
respected affectionate family who always prayed a lot for our success and betterment.
Members Group no 1
December, 2015
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Contents
Abstract
Dedication
Declaration
Acknowledgement
Table of contents
List of figures
List of tables
Chapter No 01 Introduction
1.1 General
1.2 History Of The Project.
1.3 Existing Features.
1.4 Benefits
1.5 Aims And Objectives
1.6 Project Activities
Chapter No 02 Literature View
2.1 Evaluation Of Existing Foundation
2.1.1 Driving Rods
2.1.2 Low Strain Integrity Testing
2.1.3 Induction Method
2.1.4 Cross Hole Sonic Logging (CSL)
2.2 Survey
2.2.1 Fly Leveling
2.2.2 Profile Leveling
2.3 Analysis And Design Of Beam and slab
2.3.1 Design Consideration Of Moving Loading
2.3.2 Bending Moment
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2.3.3Shear Force:
2.3.4Methods To Calculate The Shear And Bending Moment
2.3.5 Influence Line Diagram Method
2.3.6 Absolute Maximum Bending Moment Method
2.4 Method of Design
2.4.1Pre Stress Beam Design
2.4.2 Ordinary Concrete Design
2.5 Canal Design
2.5.1 Types Of Lining
2.5.2 Rigid Boundary Channel
2.5.3Freeboard
2.5.4Permissible Velocity Method
2.6 Road Design
Chapter 03 Methodology
3.1 Methodology Brief Description
3.2 Collection Of Data
3.3 Shifting Of Bench Mark
3.4 Design Flow Chart Of Slab Design
3.5 Design Flow Chart for Pre stressed Beam
3.6 Notations Used In The Design Of Girder And Slab
3.7canal Design
3.7.1 Permissible Velocity Method
3.7.2 Rigid Boundary Method
3.8 Road Design Procedure
3.8.1 profile leveling
3.8.2 Preparedness Of L-Section And X-Section For Road
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Chapter 04 Design And Estimates.
4.1 Analysis for design of slab
4.2 Load analysis for beam
4.2.1 By ILD method
4.2.2 By absolute bending moment method
4.3 Design of reinforced concrete slab
4.3.1shear check
4.3.2 Bar bending schedule of slab and diagram
4.3.3 Estimate of slab
4.4 Design of beam
4.4.1 Pre stressed concrete beam
4.4.1.1 Capacity check
4.4.1.2 Stresses check
4.4.1.3 Shear design of pre stressed beam
4.4.1.4 Estimate of pre stressed concrete beam
4.4.2 Design of reinforced concrete beam
4.4.2.1 Estimate of reinforced concrete beam
4.4.3 Comparison of pre stressed concrete and reinforced concrete beam
4.5 Canal design
4.5.1 By rigid boundary channel method
4.5.2 Another method by Dr .B.C. PUNMIA & Dr PANDE B.B. LAL
4.5.3 By permissible velocity method
4.5.4Comparison of results of canal design
4.6 design of road
4.6.1 liquid limit determination
4.6.2 data calculations for soil sieve analysis
4.6.3group index calculation
4.6.4 Base thickness determination
Chapter 05 Conclusion And Recommendations
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CHAPTER NO 01
INTRODUCTION
BRIEF DESCRIPTION OF THE PROJECT
General
The project is assign to us related to the replacement and design of
Chhaterian bridge . Currently the bridge has a small width; only the pedestrian with light
traffic like bicycle or motor cycle could cross the canal, which is coming from the tail race of
the Rasul power house. The tail race is unlined canal. In this project we design the pre
stressed girder and reinforced concrete girder and slab . And also design the approach road
for bridge and canal design.
1.1 History Of Bridge
The up gradation of Foot Bridge is proposed at the location
32°41'26.92"N 73°33'27.29" E in to dual lane Deck Bridge. The foot bridge is situated near
the Rasul power house hydropower plant of 22 MW which started electricity production in
1952. It being used by the population of local village and Rasul irrigation colony. Earlier the
bridge was used to carry railway traffic.
1.2 Existing Features Of The Bridge
1. Well foundation with the capacity to upgrade the bridge deck into dual lane.
2. Current deck length 188 ft approximately.
3. The existing deck elevation is 724.95 ft.
4. Discharge under the existing foot bridge is 4000 cusec.
5. Existing bridge is 4 span bridge with 2 abutments and 3 piers.
6. The existing deck is 3.5 ft wide , only use for pedestrian.
7. The existing deck is steel construction.
8. Total top width of the deck is available.
1.3 Benefits
1. The population of DHPAI village and irrigation colony would be able to reach their
dwellings more easily.
2. The vehicles from the MANDI BAHAUDIN to LOKARI village and irrigation shall
enjoy less fuel consumption and their journey will be lessened.
3. Security wise the population would have 2 entrance and exit points after the
construction/up gradation of the bridge. Earlier they have only 1 single way to their
dwellings.
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1.4 Aims And Objectives
The main purpose of the project is to perform construction activities ,
learnt during the study period in the degree .And to show the practical exhibition of the
knowledge.
The aim and objective of the final year project is as follows:
To discover and learn new techniques to improve our ability as an engineer.
To show our skills as professional engineers to suggest solutions for the problem that
the local population face.
To compare different methods of analyzing data to achieve better results.
To suggest safe, cheap, durable and efficient building material and technique for the
construction.
1.5 Project Activities
These project activities we will perform the whole project.
Preliminary survey of the area
Fly leveling for shifting of bench mark.
Data collection
a) Punjab irrigation department.
b) Rasul power house.
c) Google earth application.
d) Public interviews.
e) Field survey.
Design of superstructure
a) Analysis of slab
b) Analysis of beam
c) Design of slab
d) Design of beam(pre stressed and reinforced beam)
e) Comparisons (pre stressed and reinforced beam)
f) 3D modeling of bridge.
Canal lining
a) By rigid boundary canal method
b) Permissible velocity method
Approach roads
a) Profile leveling
b) Preparation of long section and x-section
c) Soil investigation for roads.
d) Quantities and estimation.
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CHAPTER NO 2
LITERATURE VIEW
2.1 EVALUATION OF EXITING FOUNDATION
These are method used for the existing foundation is safe or not.
2.1.1 Driving Rods
The most common testing method performed by all of the consultants was a driven rod test,
which was conducted to assess the likelihood of deep foundation or shallow foundation, the
latter if the drive rod test indicated intermediated geometrical or rock near the surface at the
bridge site. The driven rod tests consisted of driving a 0.5-inch diameter steel rod into the
subsurface near the bridge foundation units. The 0.5-inch rod was driven with a 15 pound
hammer dropped from a height of 2 feet. Blow counts per foot of driving were documented
from the ground surface to the final rod penetration, which was usually at the point where
refusal of the driven rod occurred. This evaluation of the subsurface conditions is crude, but
often supplied important information concerning the depth to weathered rock, dense sand
layers or soft soil layers. Typically, rods could be driven up to 30 feet below grade although
most of the driven rod testing GRL performed resulted in refusal at depths of between 5 and
10 feet.
2.1.2 Low Strain Integrity Testing
Low strain impact integrity testing provides acceleration or velocity and force (optional) data
on slender structural elements (that is, structural columns, driven concrete piles, cast in place
concrete piles, concrete filled steel pipe piles, piles, etc.). The method works best on solid
concrete sections, and has limited application to unfilled steel pipe piles, H piles, or steel
sheet piles. These data assist evaluation of pile integrity and pile physical dimensions (that is,
cross-sectional area, length), continuity, and consistency of the pile material, al-though
evaluation is approximate and not exact. This test method will not give information regarding
the pile bearing capacity.
2.1.3 Induction Method
Induction testing is performed by lowering an induction sensor through a PVC pipe placed in
a borehole. The induction sensor acts in a similar manner to a metal detector, creating a
magnetic field which is disrupted be any metal object. The disruption results in the metal
object creating its own magnetic field which is then detected by the induction sensor. This
results in a received voltage which is recorded by the Length Inductive Test Equipment
(LITE). Readings are recorded every foot as a minimum, but may be recorded every 3 or 6
inches to further refine the measurement. The induction sensor is simply lowered into the
PVC pipe and voltage readings are taken to the full depth of the PVC pipe. The length of the
pile in question is determined by the depth at which LITE no longer indicates a received
voltage.
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2.1.4 Cross Hole Sonic Logging (CSL)
This method is frequently used for drilled shaft evaluation. Requires that water filled tubes
(typically 50 mm diameter) be installed in the test piles over their full length. Test equipment
includes an ultrasonic transmitter and a matched receiver. Test procedure requires insertion of
the transmitter and receiver in these tubes, lowering and raising them simultaneously while
the transmitter continuously sends out and the receiver acquires the ultrasonic signals.
Plotting elapsed times between transmitted and received signal vs. depth yields an assessment
of the concrete quality located between the tubes.[16]
2.2 SURVEY
2.2.1 Fly Leveling
Aim:
To determine the level difference between given station points
Apparatus Required:
Dumpy level, Tripod and leveling staff
Procedure:
The leveling instrument was placed on the tripod and leveled accurately, the station points
A,B and C .The leveling instrument was placed at a convenient distance from the station
point C and B,A back sight was taken on C and fore sight was taken on B. The points A and
B were not inter visible in a single set up. The inter visible point A' was taken at a convenient
distance from A and B. The instruments placed between B and A', A back sight was taken to
B and for sight was taken to A', then instrument shifted to a convenient distance from A' and
A,A back sight to A' and fore sight to A was taken.
2.2.2 Profile Leveling
Definition Of Profile Leveling
The process of determining the elevations of a series of points at measured intervals along a
line such as the centerline of a proposed ditch or road or the centerline of a natural feature
such as a stream bed.
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Accuracy Of Rod Readings
The back sights, foresights, and elevations of benchmarks and turning points should be
recorded to the nearest 0.01 ft. Profile elevations of intermediate points are determined from
"ground readings" and thus the foresight readings and subsequent elevations should be
recorded to the nearest 0.1 ft.
Theory
Add rod readings (BS) to benchmark or known turning point elevations to get the elevation of
the line of sight (HI).
Subtract rod readings (FS) from the line of sight to establish elevations of unknown points.
Take any number of intermediate FS readings at points along the line until it is necessary to
establish a turning point to move the level.
Location Of Intermediate Points
A foresight is taken on a bench mark to establish the height of instrument.
A foresight is taken on the stations as required (such as every 100 ft).
Foresights are also taken at breaks in the ground surface and at critical points.
This is repeated until the limit of accurate sighting is reached, at which point a turning point
is established and the level is moved.
Profile Cross Sections
Cross sections are lines of levels or short profiles made perpendicular to the center line of the
project. (For example, taking a cross section profile of a stream bed while doing a profile
survey of the stream.)
Cross Sections
The cross sections must extend a sufficient distance on each side of the center line to provide
a view of the surrounding terrain. Rod readings should be taken at equal intervals on both
sides of the center line and at significant changes in the terrain.
2.3 ANALYSIS AND DESIGN OF BEAM
2.3.1 Design Consideration Of Moving Loading
Design truck (HL-93)
A standard truck consist of front axle of 145 kn at 4.3 m spacing from the front
axle and trailer axle of 145 kn having a variable spacing of 4.3 to 9.0 from the truck rear axle
(the spacing producing the maximum force effect must be used). The axle load and transverse
load conditions are shown in the Fig. Dynamic load allowance of 33% is to be applied on
those loads. The design truck or tandem shall be placed transversely at 300 mm form the face
of the curb or railing for the design of the bridge overhand and 600 mm from the edge of the
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design lane for the design of all components. For the both negative moment between points of
dead load contra-flexure and reaction at interior pier, 90% of the effect of two design truck
spaced 15 m between the front axle of one truck and trailer axle of the other may be
considered. The distance between the two 145 kN axles of both the truck must be taken equal
to 4.3m. A simultaneous action of 90% of design lane must also be included.
Design Tandem (HL-93)
The tandem consist of pair of 110 KN axles at a longitudinal spacing of 1200 mm with the
transverse spacing of the wheels being 1800mm on centers. Dynamic load allowance of 33 %
is to be applied on those loads. For negative moment and reaction at the interior supports, pair
of tandem is considered at the spacing of 8-12 m.
Design Lane Load (HL-93)
The design load 9.3 KN /m along the length and it has a width of 3000 mm. The load
intensity becomes 3100 N/m2. Dynamic load allowance is not to be applied on lane
loading.[07]
2.3.2 Bending Moment
The Bending Moment at the cross section of the beam may be defined as the algebraic sum of
the moments of the forces, to the right or left of the section.
2.3.3 Shear Force
The Shear Force at the cross section of the beam may be defined as the unbalanced vertical
force to the right or left of the section.
2.3.4 Methods To Calculate The Shear And Bending Moment
Influence Line Diagram Method
Absolute Maximum Bending Moment Method
Fig 01
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Influence Line Diagram Method
An influence line for any given point or section of structure is a curve whose ordinates
represent to scale the variation of a function such as shear force, bending moment, deflection
etc. at a point or section, as the unit load moves across the structure.
Uses of an Influence Line Diagram:
To determine the value of the quantity for a given system of loads on the span of the
structure.
To determine the position of live load for the quantity to have the maximum value and
hence to compute the maximum value of the quantity.
Absolute Maximum Bending Moment Method
From design point of view it is necessary to know the critical
location of the point in the beam and the position of the loading on the beam to find
maximum shear and moment induced by the loads. When a series of wheel loads crosses a
beam, simply supported ends, the maximum bending moment under any given wheel occurs
when its axis and the center of gravity of the load system on span are equidistant from the
center of the span.
2.4 METHODS OF DESIGN
Pre Stress Beam Design
Ordinary Concrete Design
2.4.1 Pre Stress Beam Design
Design of beam means to determination of dimensions of the beam x-section of the beam and
the amount and location of the pre stressed force such that the stresses before and after the
application of service loads remain within the specified limit.
The material behave elastically for such loads and hence straight lines relationship between
the stresses and strain may be considered. There are three different methods to design briefly
described below.
A trial section is selected out from a list of standard sections. The resulting
configuration is checked at all the loading stages
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This method is consist of choosing the x- section dimensions and selecting the pre
stress force and its eccentricity from the section centriod satisfying the code limits.
The sufficient trial section is assumed in the start. The pre stressed force and tendons
profiles are selected to provide negative forces and moments to balance expected
service loads. This is called load balancing method
We choose second method to design the beam. This method consist on variable and constant
eccentricity due to difference in their behavior at various stages in design. We use variable
eccentricity method to design the pre stressed beam.
More eccentricity is provided at the section having larger moments to gradually decrease to
sections having lesser moment. The applied moment and the moment due to pre stressed
force are both at single section for the transfer and service load stages.
2.4.2 Ordinary Concrete Design
The analysis and design of structural member may be regarded as the process of selecting the
proper material and determining the member dimensions such that the design strength equal
or greater than the required strength. The required strength is determined by multiplying the
actual applied loads. These loads develop external forces such as bending moments shear
torsion or axial forces depending on how these loads are applied on structure
In proportioning reinforced concrete structure members, three main items can be investigated;
The safety of the structure,
Deflection of the member under service loads.
Control of cracking conditions under service loads
Assumptions
Strain in concrete is the same as in reinforcing bars
Plane x-sections continue to be plane after bending
At failure the maximum strain at the extreme compression fibers is assumed equal
to 0.003 by the ACI code provision
For design strength, the shape of the compressive concrete stress distribution may
be assumed to be rectangular, parabola, or trapezoidal.
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2.5 CANAL DESIGN
Introduction
The design of channel involve the selection of channel alignment, shape ,size and bottom
slope and deciding whether the channel should be lined to prevent the erosion of channel site
and bottom and to reduce seepage lined channel usually offers less resistance to flow than an
unlined channel.
The channel size required to convey or specify flow rate at a selected slope a smaller for a
lined channel than if no lining were provided there for, in some cases, a lined channel may be
more economical than an unlined channel in spite of the cost of the lining.
2.5.1 Types Of Lining
The types of the canal linings are following:
1. Concrete lining
2. Shot Crete or plaster
3. Brick tiles
4. Asphaltic lining
5. Lining of earth material
6. Stone blocks, concrete blocks or undressed stone lining.
We prefer concrete lining because
Concrete Lining
An essential condition for the success of concrete lining is a firm foundation. Natural earth in
cutting is usually satisfactory. Banks on which lining is to be laid should be thoroughly
compacted. In soils of low permeability it may be necessary to arrange for the drainage of
banks to avoid the development of back pressure on the lining when the banks get saturated
by rains.
The lining are 2" --4 1/2" thick. The banks should always be made at self-supporting slope.
The thickness required is governed by the requirements of imperviousness and the structural
strength to resist cracking or slight movement of the sub-grade.
As the reinforcement interferes with the working of certain types of mechanical equipment
needed for placing of concrete, the use of R.C.C is usually not recommended, until & unless
the strength requirements needs to do so. Also the proper contraction and construction joints
are to be provided.
In side slopes flatter than 1:1, the form-work for placing concrete is not used. Also in order to
prevent the absorption of moisture from lower layers of concrete, by the rub grade, the sub-
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grade has to be saturated up to a depth of 12” for sandy soil and up to 6" in case of other
soils. However it may cause mudding as well as the unevenness of the subgrade.
2.5.2 Rigid Boundary Channel Method
In the design of rigid boundary channel, the channel x-section and size are selected such that
the required flow is carried through the channel for the available head with the suitable
amount of freeboard. The freeboard is provide to allow for unaccounted factors in design
,uncertainty in the selected value of different values ,disturbance on the water surface etc.
The amount of slope dictated by the site topography, whereas the channel shape and
dimensions take into consideration the amount of flow ,the ease and economy of
construction ,and the hydraulic efficiency.
The maximum permissible velocity is not usually a consideration in the design of rigid
boundary channel if the flow does not carry large amounts of sediments. If the sediments load
is larger than the flow velocity should not be too high to prevent erosion of the channels. The
minimum flow velocity should be such. The sediment should not be deposited. Aquatic
growth is inhibited.
The lower limit for the minimum velocity depend upon the
Particles size
Specific gravity of sediments
The minimum velocity is the channel is about 0.6 – 0.9 m / sec
The channel side slope depends upon the type of soil in which the channel is constructed
nearly vertical channel sides may be used in rock and stiff clay, sides slopes one vertical
three horizontals may be needed in sandy soil.
2.5.3 Freeboard
=
= free board
d = Depth of water
Discharge < 1.5 1.5 to 85 >85
Free board .5 .75 .9
Table 01
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Manning's
coefficient for
different materials
2.5.4 Permissible Velocity Method
In the permissible velocity method, the channel size is selection such that the mean flow
velocity for the design discharge under uniform flow conditions is less than the permissible
flow velocity. The permissible velocity is defined as the mean velocity at or below which the
channel bottom and side are not eroded. This velocity dependent primarily upon the type of
soil and size of particles, even though it has been recognized that it should depend upon the
flow depth as well as whether the channel is straight or not. This is because, for the same
value of mean velocity, the flow velocity at the channel bottom is higher for the low depths
than that at large depth. Similarly, a curved alignment induces secondary currents. These
currents produce higher flow velocities near the
channel sides, which may cause erosion.
A trapezoidal channel section is usually used for
erodible channels. To design these channel, first an
appropriate value for the side slope is selected so that
the side are stable under all conditions. Table 9.2,
complied from data given by Fortier and Scobey
(1926), lists recommended slopes for different
material.
Suggested Side Slope Table 03
Material Side Slope (sH:1V)
Rock Nearly Vertical
Stiff Clay 0.5:1 to 1:1
Firm Soil 1:1
Loose Sandy
Soil
2:1
Sandy Loam 3:1
Table 2
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2.6 ROAD DESIGN
We used group index method for determine the thickness of sub base and base
Group Index method of flexible pavement design is an empirical method which is based on
the physical properties of the soil sub-grade. To design the thickness of the pavement you
have to go through the following steps:
Find out the Group Index Value (GI) of the soil.
Use the design charts to find out the thickness of the pavement and layers.
Group Index is a number assigned to the soil based on its physical properties like particle
size, Liquid limit and plastic limit. It varies from a value of 0 to 20, lower the value higher is
the quality of the sub-grade and greater the value, poor is the sub-grade.
To find out the value of GI we, can either use the following equation, or we can use the charts
GI = 0.2a + 0.005 + 0.01b.d
Where,
a= percentage of soil passing 0.074 mm sieve in excess of 35 percent, not exceeding 75.
b= percentage of soil passing 0.074 mm sieve in excess of 15 percent, not exceeding 55.
c= Liquid limit in percent in excess of 40.
d= Plasticity index in excess of 10.
Using design charts to find the thickness:
Once the GI value is found next we can use the design charts given by IRC to find out the
thickness of the pavement and its thickness of various layers. Charts are prepared based on
the GI value and one can find the thickness of the pavement to be designed for different
traffic volume.
Traffic volume is classified in three categories as Light, Medium and Heavy. When nos. of
vehicles per day is less than 50, this is light traffic, greater than 50 and less than 300 is
medium and greater than 300 is classified as heavy traffic.
Limitation of Group Index method:
Limitation of this method is that this is based only on the physical properties of the soil and
does not consider the strength parameters.
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CHAPTER 03
METHODOLOGY
3.1 METHODOLOGY BRIEF DESCRIPTION
1. Desk Study
After the selection of the project, desk study was made, that includes the
literature review, map study in which the preliminary introduction of the site was made and
also possible routes to visit the subject site were decided, and initial plan was made for
preliminary survey.
2. Preliminary Survey
After the desk study the preliminary survey of the area was made understand
the project site conditions, possible routes for the detailed survey were decided. Existing
facilities were observed and noted the related issues for the rehabilitation of the project.
3. Collection Of Data
For the design of the new bridge related data was collected through following
means : (a) Punjab irrigation department (b) Rausl Power House (c) Google earth application
(d) Public interviews (e) Site surveys
a. Punjab Irrigation Department: The foundation design drawings were collected
form the Punjab irrigation department. Mr. Adnan Amjad SDO Head works,
Subdivision LJC Rasul gave us the brief introduction about the condition of the
existing bridges, floods, and reconstruction of the bridges after the peak floods in the
Jhelum river.
b. Rasul Power House: From the Rasul power house the hydraulic data of the subject
canal was collected. Mr. Afzal Sub Engr also gave us the information about history
of the power house, canal route, the discharge of the canal, design of the canal, the
design of the spillway construct over the power house canal and also pointed the
place of the bench mark.
c. Google Earth Application: For the collection of the data the Google earth
application was used to get the introduction of the area and the topographic maps
was also made with the help of Google earth application.
d. Public Interviews: Some public interviews were also made to guesstimate the
need of the bridge.
e. Site Survey: To proceed forward to the design of the project we needed the bench
mark to be shifted to the site of the project. Hence the fly leveling was made from
the wing wall of the spillway to the deck of the existing bridge. The existing bridge
measurements were also performed. Also after the desk study the route of the
approach roads of the bridge was also decided. For that purpose the profile leveling
was also performed at the possible route connecting the main Sargodha road to the
bridge and forms the bridge towards the village.
25. 25 | P a g e
4. Feasibility Report: After collecting the data, feasibility report was made,
mentioning the degree of convenience and the comfort that the local population will enjoy
after the up gradation of the bridge.
5. Evaluation Of Existing Foundation
6. Division Of Work
After all the collection of the data, the work was divided into following groups.
Hydraulic design
Preparation of the drawings
Analysis and Design of Bridge
Soil Investigation & Road Design
Model Preparation
7. Design And Analysis Of Bridge
For the design of bridge beams and slab “AASHTO HL 93” load consideration
was used to calculate maximum bending moment using influence line diagram method
(I.L.D) and absolute moment method. Following ACI Design codes Slab was designed. Pre-
stress girders were designed using ACI codes. After the completion of the design portion bar
bending schedule and estimate was prepared.
8. Canal Designs
After collecting the hydraulic data from the Irrigation department & Rasul
power house. The canal design was performed by two methods:
a. Ridge boundary method
b. Permissible velocity method
The results were compared for both methods.
9. Soil Investigation & Road Design
The soil investigation includes the collection of the soil sample form the site.
For the identification of the soil type sieve analysis was performed and liquid limit and
plastic limit of the soil was also determined for the calculation of Group Index (G.I.). The
base of the road was determined by GI method.
10. Preparation Of The Drawings
After all measurement of the existing bridge, drawings were prepared on
AutoCAD 2007. That includes the drawings of wing walls, key plan, canal cross section,
preparedness of long section and x-section of the road etc. After the preparedness of bridge
canals the bridge 3D-model was prepared in the AutoCAD 2007 application. The cross
sections and longs section of the road were prepared using ‘’PRL’’ command. The areas were
determined using “AA” command for the determination of the quantities of the earthwork.
26. 26 | P a g e
Methodology
Desk Study
Preliminary survey of the area
Collection of Data
Field SurveysPublic InterviewsRasul Power House Google Earth ApplicationPunjab Irrigation department
Feasibility Report
27. 27 | P a g e
Soil investigationAnalysis of bridgePreparation of drawingsHydraulic Design Model Preparation
2-D Drawings
Soil Identification
Group Index Determination
Attreberg Limits
Sieve Analysis
Estimate
Design of road
Long section and cross-sections
Earthwork and Quantities
3-D modeling
Bar bending & Estimate
Stress Analysis
Flexure Capacity of beam
Beams & Slab Design
Absolute Max. MomentI.L.D.
Loading criteria
Analysis method
Results and Comparison
Rigid Boundary & permissible velocity method
Estimate
28. 28 | P a g e
3.2 COLLECTION OF DATA
The following data are collected from the Punjab Irrigation Department and power house.
Hydraulic Data Of U.J.C
Head Race Channel
Maximum Discharge = 4000 cusecs
Minimum Discharge = 100 cusecs
Bed Slope = 0.15/1000
The channel is dived into two portions, lined and unlined with the following
characteristics:
1. Unlined portion (RD 0 to 4500)
Length = 4500 ft.
Bed width = 140 ft.
Depth of flow = 9 ft.
Side slope = 1:1
2. Lined portion
Length = 2019 ft.
Bed width = 140 ft. to 76 ft. (RD 4500 to 5100)
76 ft. (RD 5100 to 62000
76 ft. to 150 ft. (RD 6200 to Fore bay )
Side slope = 3:1
Depth of flow = 9 ft.
Fore bay Regulator
Full supply level = 787.5
Maximum water level = 789.0
Minimum water level = 785.6
Bed level = 772.5
Top of lining = 791.5
Top of banks = 793.2
Top level of fore bay gates = 790.0
Tail Race Channel
Length = 2100 ft.
Bed width = 140 ft.
Depth of flow = 9 ft.
Maximum water level = 707.0
Minimum water level = 704.6
[04]
33. 33 | P a g e
3.3 SHIFTING OF BENCH MARK
Topography map for survey
[1]
Fig 06
34. 34 | P a g e
SURVEY REPORT
1. Date of survey; 16.09.2015.
2. Method: Shifting of the Bench Mark through fly leveling.
3. Instrument used; Automatic Level with tripod, Tape, Staff 2nos.
4. Crew; 7 persons
5. Time consumed; 2.5 hours
6. Route Length; 1.25 km
7. Difference of elevation; 70.46 feet
Following Readings Were Taken During The Survey
B.S. I.S. F.S. Rise Fall R.L. Description
1.118 242.45 m 795.91 ft
1.95 4.485 3.367 239.083 m
0.81 4.5 2.55 236.533 m
0.97 1.81 1 235.533 m
0.58 4.43 3.46 232.073 m
0.58 3.118 2.538 229.535 m
1.05 4.941 4.361 225.174 m
1.04 2.54 1.49 223.684 m
0.51 1.22 0.81 222.874 m
1.46 2.43 1.92 220.954 m 724.95 ft
1.45 0.01 220.964 m 724.95 ft
1.56 1.45 0 220.964 m
2.78 0.66 0.9 221.864 m
0.43 2.35 224.214 m
Table 04
35. 35 | P a g e
3.4 DESIGN FLOW CHART OF SLAB DESIGN
1. Find the minimum thickness of the slab required for the deflection control according
to the steel strength , span of ht slab and the end conditions .round this depth to 10
mm multiples keeping a minimum of 110mm , except for shades and shelves .
2. Calculate the dead load acting on the slab per unit area and estimate the live load
according to the use of the floor.
3. Calculate the factored or ultimate load per unit area. Multiply this load with the unit
width to change it into load per unit length acting on the design strip.
4. Calculate the maximum bending moment at the critical section by direct analysis or
by using the ACI coefficient.
Factored moment =1.2qd +1.6ql
5. Calculate the depth of the slab by using this criteria.
Minimum depth for deflection control (two criteria will be used)
a. Deflection due to design truck alone but including the dynamic load allowance
b. One fourth of the above deflection plus deflection due to design lane load.
The minimum thickness of slab is =
S = short span.
6. Calculate the area of steel required per unit width using the quadratic formula for all
the critical section . using by
=
Ρ = ω (1- )
R =
ω =
7. Calculate the minimum area of steel and adjust the steel in previous step.
As min = .03
8. Check the maximum spacing allowed by the code and adjusts the diameter of the bar
and the spacing, is required.
9. Curtail this bottom steel or bent it up at the same distance as for beam .decide the
diameter and the spacing of top additional steel at all critical section having negative
moment.
36. 36 | P a g e
10. Calculate the steel required in the perpendicular direction, along the longer dimension
of the panel, as the amount of distribution steel , temperature and shrinkage
reinforcement .decide the bar diameter and spacing and check for the maximum
spacing .
Distribution steel = mian reinforcement
=
As = .75 = area of shrinkage steel
11. Check the shear at the distance from the edge of the support in case of that slab which
appear to be excessively loaded.
12. Detail all the main and distribution steel and show the reinforcement on drawings or
at least sketch.
13. Make the bar bending schedule if required.
[11]
37. 37 | P a g e
3.5 DESIGN FLOW CHART FOR PRESTRESSED BEAM
The following procedure was adopted for the design of beam or girder.
1. Calculate the slab weight for the purpose of find the max bending moment act on the
beam due to slab.
2. And also calculate the maximum bending moment due to traffic load and due to live
and dead load.
Mg, , is shows the self-weight, dead and live load.
3. After calculation the maximum bending moments we find out the ACI
PERMISSIBLE CONCRETE STRESSES.
We consider the members is un cracked and adopted this procedure to calculate the
permissible stresses.
4. After permissible stresses we find out the total height of the beam and following
procedure was adopted.
H = 33√Mmax or l/17 (for trial purpose we select any value)
5. We find the section modulus properties of beam by
S1 ≥
S2≥
For symmetrical section we select the maximum value of (S1 and S2) as an "S" section
modulus.
6. find out the width of flange
b =
7. Check the b/h ratio and this ratio is in the range of (0.2-0.6) then ok.
8. Calculate the x-section area of girder Ac.
9. Calculate the initial pre stressing force Pi =
38. 38 | P a g e
10. Calculate the area of pre stressing strand
11. Chose the suitable of strands (mostly selected the dia of strands 12.7mm). And
find out the no of strands.
12. Initial pre stressing force was calculated for each strands = .
13. Calculate the moment of inertia for find the section modulus.
Moment of inertia =
And
14. Check the eccentricity of beam and eccentricity should be less than 485ok.
15. Ordinary steel was calculate to provide the strength of concrete .and proper dia of bar
is choose .
Ordinary steel = .03 bd
16. Proper drawings of beam is prepared and shows the position of strands and ordinary
steel in girder.
17. After the design of beam we are applied different checks to know the selection of
section is right or not.
a) First of all we applied the capacity checks by
If applied factored moment less than then
b) After check the capacity check the stresses check against the ACI PERMISSIBLE
STRESSES.
39. 39 | P a g e
Mid Span at Transfer Stage
Mid Span With Service Load
Compare these stresses against the ACI PERMISSIBLE STRESSES and these stresses value
less than the ACI PERMISSIBLE STRESS VALUE.
18. End of them we calculate the shear design of beam and find the minimum stirrups value
which we are used in the beam.
[09]
40. 40 | P a g e
3.6 NOTATIONS USED IN THE DESIGN OF GIRDER AND SLAB
= permissible concrete compressive stress at transfer stage
= permissible concrete tensile stress at transfer stage
= permissible concrete compressive stress at service load stage
= permissible concrete tensile stress at service load stage
= Initial pre stress force just after transfer without time-transfer losses
= effective pre stress force just after all the short and long-term losses
R = effectiveness ratio =
e = eccentricity of pre stressing force from the centered at a particular section
= bending moment due to self-weight at critical section
= bending moment due to imposed dead load at critical section
= bending moment due to service live load at critical section
h = total depth of the section
C1 = distance of top fiber from the centered
C2 = distance of bottom fibber from the centered
S1 = elastic section modulus with respect to top fiber
S2 = elastic section modulus with respect to bottom fiber.
Pi = initial pre stress force just after transfer without time-dependent losses
= effective pre stress force after all the short and long-term losses
t = thickness of web
b = width of flange.
= area of pre stress steel
= stress in pre stress reinforcement
41. 41 | P a g e
= area of concrete
=uniform stress in concrete section
= no of strands
= nominal shear strength provided by concrete when diagonal cracking
=factored shear force at section due to externally applied load
= moment causing flexure cracking at section due to externally applied loads
=concrete compressive stress due to
=nominal shear strength provided by concrete when diagonal cracking
=compressive stress in concrete due to Pe at the centroid of section
=shear force at section due to un factored dead load.
=factored dead and live load
= area of main steel
= gross area
= area of shrinkage steel
[08]
42. 42 | P a g e
3.7 CANAL DESIGN
Methodology
First the literature review was performed under the supervisor ENGR. MAJID ZAMAN
KHAN Books consulted were Open channel flow by DR HANIF CHAUDHRY and
Irrigation and water power engineering BY DR.B.C. PUNMIA & DR PANDE B.B. LAL.
Some terminologies were studied form the internet. The data regarding the canal design is
taken from the Punjab irrigation department & Rasul power house. The design was performed
using 2 methods rigid boundary method and permissible velocity method. In the permissible
velocity method 2 cases were further calculated. In the end comparison and conclusions have
been made. The whole methodology is given below.
3.7.1 permissible Velocity Method
The steps for the design of a channel using permissible velocity method are as
follows:
1. For the specified material select values of manning n, side slope s and the permissible
velocity. V
2. Determine the required hydraulic radius, R, for Manning formula and the required
flow area, A form the continuity equation, A = Q/V.
3. Compute the wetted perimeter, P = A/R.
4. Determine the channel bottom width, Bo, and flow depth, y, for which the flow area
A is equal to that computed in step 2 and the wetted perimeter P is equal to that
computed is STEP 3.
5. Add a suitable value for the free board.
Literature review
Collection of Data
Canal Design
Rigid Boundary Method Permissible Velocity
method
Comparison and conclusion
43. 43 | P a g e
3.7.2 Rigid Boundary Method
Design steps to design rigid boundary channels
1. Select a value of roughness coefficient n for the flow surface and select bottom slope
Sb based on topography and other considerations listed.
2. Compute section from AR2/3
= in which A= area of flow , R =hydraulic
radius , Q = design discharge , Co = 1 for SI and 1.49 for customary units.
3. Determine the channel dimensions and flow depth for which AR2/3
is equal to the
value of determined in step 2. For example, for a trapezoidal section, select a value for
the side slope s and compute several values of bottom width Bo and flow depth y for
which AR2/3
is nearly equal.
4. Check that minimum velocity is not less than that required to carry the sediments to
prevent silting.
5. Add a suite able amount of free board.
44. 44 | P a g e
3.8 ROAD DESIGN PROCEDURE
The design of road was performed by group index method. Which
includes the soil investigation in which first soil sample was collected form the site? Then
adopting standard procedure the sample was placed in the oven for 24 hour. After 24 hours
the sample was taken out sieve analysis test was performed and ATTERBERG limit were
determined. Then the sample was again put into the oven to determine the Plastic Limit of the
soil. After the test were performed the soil was identified. And road design was performed by
Group Index Method.
1. Soil sampling
The 6 disturbed soil sample was collected from the site, including 2 from
each pit. The top layer was removed to avoid contamination of organic material. And the
soil sample was collected in polythene bags
Collection of Soil Sample
Oven Drying The Sample
Sieve Analysis
Atterberg limits
Group Index Determination
Soil identification
Design of Road
45. 45 | P a g e
.
2. Oven drying the sample: The sample was placed in the oven for 24 hour at 105
degree centigrade.
3. Attreberg Limits: The liquid and plastic limit calculation were performed.
4. Sieve Analysis: The sieve analysis was performed
5. Group Index Determination
After the test to determined L.L., P.L., and sieve analysis the group
index was determined :
Fig 07
46. 46 | P a g e
G.I. = 0.2a + 0.005 ac + 0.01bd
6. Identification Of The Soil: According to UCS classification system the soil type was
determined.
6. Design Of Road:
After the determination of group index the road base thickness was
determined by Group Index method.
[13]
Fig 08
47. 47 | P a g e
3.8.1 Profile Leveling
Aim:
To conduct profile leveling and plot it
Apparatus Required:
Dumpy level, Tape, Pegs, Cross staff, Ranging rods and flags
Procedure:
First of all a measuring tape was stretched through the center of rod points marked at an
interval of 7 ft. one point was marked on either sides of the points on center line. the levelling
instrument was setup from which all points are visible A back sight was taken on the bench
mark after level the instrument the height of instrument was calculated .Then sights were
taken to the of height of instrument was calculated .then sights were taken to the points which
were marked previous (points on center line of rode in 3m interval, one point to right and one
point to left at 7 ft. distance in each 20 ft. chaining )the last point was marked as fore sight,
the distance was mark on distance column as left ,right and center line points and
corresponding sight reading were marked, the reduced level of each points was calculated.
3.8.2 PREPAREDNESS OF L-SECTION AND X-SECTION FOR ROAD
The long sections and cross sections were prepared using AutoCAD ‘’ PRL”” command.
Here is the procedure to prepare the long sections and cross section using PRL command.
1. First of all we calculated the formation and existing ground levels with their reduce
distances in excel sheet in the following manner;
In the Profile column cells following formul is entred which is linked with “R.D.” and “R.L.”
column cells
= CONCATENATE (RD,",", RL)
For example in the first profile cell the values shall be entered in the following manner.
= CONCATENATE (0,",", 724.95)
48. 48 | P a g e
Which will be visible in the profile column cell in the following manner?
0,724.95
As visible in figure 1
2. After the all values are completely put in the excel sheet, start the AutoCAD 2007
application and after basic setting Load the “PRL” program by tools – Load
application.
3. When the application is loaded we just have to copy the profile column from the excel
sheet. And entering “PL” command in the AutoCAD and then pasting it in the
command bar which will draw a poly line according to the level and distances. Which
is our profile?
49. 49 | P a g e
4. After the line with reduce level is drawn in the AutoCAD application. The suitable
Performa could be designed as shown in the figure above. To insert the distance and
level at their suitable places in the Performa enter “PRL” command in the AutoCAD
and then select the line and then click at points where the desired levels and points of
the profile lines are to be written.
53. 53 | P a g e
CHAPTER NO 4
DESIGNS AND ESTIMATES
4.1 ANALYSIS FOR DESIGN OF SLAB
Due to symmetry
Ra
So
Total load /2
Ra = 72.5+72.5/2 = 72.5
Bending Moment at Mid Span
B.M = 72.5 x1.52 – 72.5 x.9 =44.95 KN-m
Dynamic impact 33% according to ACI code
44.95 x .33 = 14.83 KN-m
Total Moment
Dynamic impact +bending moment due to applied load
14.83 + 44.95 = 60 KN- m
Bending Moment Due To Dead Load
Thickness of slab = 1.2(span + 3000)/30 according to ACI code
Thickness of slab = h = 1.2(3040 + 3000)/30 = 250mm
Dead load = = 250/1000 x 2400 x 9.81 /1000 = 5.88 KN/m
54. 54 | P a g e
Dead Load Due To Wearing Surface
= 75 /10000 x2250 x 9.81/1000 = 1.65 KN/m
75 mm thickness according to ACI code
Bending Moment
= 5.88 x3.04^2 /8 = 6.79 KN-m
= 1.65 x 3.04^2 / 8 = 1.90 KN- m
[10]
4.2 LOAD ANALYSIS FOR BEAM
4.2.1 BY ILD METHOD
AVAILABLE DATA
Clear span = 45'
Effective span = 47 '
LOADING CRITERIA
Design truck load (HL-93) AASHTO Standard
Design Tandem Load (HL-93) AASHTO Standard
FOR ORDINARY CONCRETE
FY = 420 MPA
FC` = 28 MPA
FOR POST TENSIONING
FY = 1725 MPA
FC' = 42 MPA
Fig 11
55. 55 | P a g e
DESIGN TRUCK(HL-93)AASHTO
1. Position Of Truck Load For Maximum Shear (1st
Condition )
Find the Value of A1
=
a1 = = 0.649m
Now Find the Value Of A2
=
a2 = = 0.349m
(S.F)1 = (35 x .649) + (145x .349) = 73.32
2. Position Of Truck Load For Maximum Shear (2nd
Condition)
Fig 12
56. 56 | P a g e
Find The Value Of A1.
=
a1 = = 0.800m
Find the Value of A2
=
a2 = = 0.50m
Find the Value of A3
=
a3 = = 0.150m
(S.F)2 = (35 x .800) + (145x .50)+(145x.150) = 12.25 kN
3. Position Of Truck Load For Maximum Shear (3rd Condition)
Find the Value of A1
a1 = 1.0
Find the Value of A2
=
a3 = = 0.670m
Find The Value Of A3.
=
a3 = = 0.350m
(S.F) 3 = (35 x 1) + (145x .670)+(145x.350) = 182.9
57. 57 | P a g e
4. Position Of Truck Load For Maximum B.M (1st
Condition)
Find The Value Of A1
=
a1 = = 2.51m
Find the Value Of A2
=
a2 = = 2.50m
(B.M)1=(2.51x35)+(145x2.50) = 450.35KN-M
5. Position Of Truck Load For Maximum B.M (2nd Condition)
58. 58 | P a g e
Find The Value Of A1
=
a1 = = 1.43m
Find the Value Of A2
a2 = 3.58 m
Find the Value of A3
=
a3 = = 1.08m
(B.M)2=(1.43x35)+(145x3.58)+(145x1.08) = 725.75Kn-m
6. Position Of Truck Load For Maximum B.M (3rd Condition)
Find the Value Of A1
=
a1 = = 2.15m
59. 59 | P a g e
Find the Value Of A2
=
a2 = = 2.51m
(B.M) 3= (145x2.15)+(145x2.51) = 675.7Kn-m
DESIGN TANDEM (HL-93)AASHTO
1. Position Of Tandem Load For Maximum Shear (1st
Condition)
Find the Value of A1
=
a1 = = 0.432m
Find the Value of A2
=
a2 = = 0.349m
60. 60 | P a g e
(S.F) 1 = (110 x .432) + (110x .349) = 86Kn
2. Position Of Tandem Load For Maximum Shear (2nd Condition)
Find The Value Of A1
=
a1 = = 0.916m
(S.F)1 = (110 x .916)+(110x1) =210 KN
3. Position Of Tandem Load For Maximum B.M (1st
Condition )
Find The Value Of A1
=
a1 = = 2.09m
61. 61 | P a g e
Find The Value Of A2
=
a2 = = 1.49m
(B.M)1 = (110 x 2.09)+(110x1.49) =393.8
4. Position Of Tandem Load For Maximum B.M (2nd Condition )
Find The Value Of A1
a1 = 3.58m
Find The Value Of A2
=
a2 = = 2.98m
(B.M)2 = (110 x 3.58)+(110x2.98) =721.6 KN-M
62. 62 | P a g e
4.2.2 LOAD ANALYSIS FOR BEAM
BYABSOLUTE BENDING MOMENT METHOD
Proposition For The Maximum Bending Moment Under Any Given Load
Now we calculate the magnitude under 145Kn central load.
First we calculate the C.G of load system.
Therefore 145Kn l0ad should be at distance of from the left
support of beam .
Ra = 142.35 Kn.
Max Bending moment =182.64x8.41- 145x5 =743.45
Now we calculate the moment magnitude at 145 KN ( ends loads. X = 6.8 m )
So the load should be at distance
63. 63 | P a g e
Ra = 170.31
Rbx14.32 = 145x3.41+145x8.41
=119.68Kn
Moment = 119.68x5.91 =707.34
Q No.2 Absolute Bending Moment Method
First of all we find out the C.G of load system.
We know that
1. Absolute maximum bending moment generally occur under heavier wheel load .
2. Absolute maximum bending moment always occur under a wheel load , when it is
near the centre of the span . so by inspection we find that the absolute maximum
B.M will take place under 145 KN .
Load should be at distance of
14.32x Ra =35x12.71 + 145x 8.41 + 145x 3.41 .
Ra = 150.75 .
64. 64 | P a g e
=325-150.75 = 174.25KN
M max = (150.75 x 5.91 – 35 x 4.3 )= 740.43 KN-m
Shear Force (Positive )
We know that the maximum positive shear force at the centre of the span take place , when
leading load is at the centre of the span .
14.32x Ra = (35 x7.16 + 145x 11.36)
Ra= 132.52
= 150 -132.52 = 47.48
Negative Shear Force
We know that when trailing load is at centre of span So,
Rax14.32 = 145x7.16 + 145x 2.16
Ra = 94.37
Negative shear force (F max = -Ra = -94.37 )
65. 65 | P a g e
Tendon Loading
C.G of load system =
Load should be at distance of (
Rax14.32 = 110x7.46 + 110x 8.66 = 123.88
=96.12
B.M max =961.12 x7.46 = 717.05 -m
66. 66 | P a g e
4.3 DESIGN OF SLAB
Available Data
Span = 3.04 m
Moment due to live load = 60KN- m
Moment due to dead load = 7. 53 KN- m
= 30
= 420
Factored moment = 1.2 +1.6
=(1.2x7.53) +(1.6x60) =105.36 KN-m
Depth of slab
h=1.2(span +3000)/30
=1.2(3040 + 3000)/30 = 241.4 = say 250 mm
Design Of Main Reinforcement
We know that
As =
Ρ = ω (1- )
R =
R =
R = 1.68
Ρ = ω (1- )
Ρ = ω (.0764)
ω = = = .060
Ρ = .060X.0244 =.00463
Area of steel
=
= .00463x1000x250 = 1160
67. 67 | P a g e
of bar which we use (15mm)
Spacing of bars = Xb
Spacing of bar = X 1000 = 150 mm c/c
Minimum steel
As min = .03
As min = .03X = 535
Distribution steel (Use 10# bar)
We know that
Distribution steel = mian reinforcement
=
Distribution steel = .32X 1160 = 372
Spacing of bars = Xb
Spacing of bar = X 1000 = 211 say 200 mm c/c
Shrinkage steel(Use 10# bar )
As = .75
As = .75
4.3.1 Check the Shear
= 1000
= larger of .9 de
= .9(250-20-10-10-25) = 145 mm
or
= .72 h
=.72X 250 = 180 mm
or
68. 68 | P a g e
=D - 250- = 229mm
= .166 X b X d
= .166x x1000X229 = 208.21
Or
Vu = .25fc'
Vu =.25X30X1000X229 = 5152.5
So
= 208.21X.9 = 187.38
4.3.2 Bar Bending Schedule For Slab
Use the clear length to find out the numbers of bars
=14320-effectivecover = 14320-360= 13960mm
= 3040 – effective cover = 3040 – 360=2680 mm
Numbers of bars(main bars ) M1 =
Length of bar = 3040mm
Estimation length =
= 3.40 m
Numbers of bars for M2 =
Length of M2 =
Numbers of bars(distribution steel )D1 =
Estimation Length of distribution steel D1
=
Numbers of bar D2 =
Estimation length of D2(same as a M2) = .986 m
71. 71 | P a g e
4.3.3 Slab Estimate
Ly =14.32m
Lx = 3.04m
H= .300m
Wet volume of slab = 3.04 x14.32 x.300 = 13.06
Dry volume = 13.06 x1.54 = 20.112
Ratio of concrete = 1:1.5:3
Sum of ratio = 5.5
Quantity of cement =
No of bags =
Quantity of sand =
Quantity of crush =
Table 06
72. 72 | P a g e
4.4 DESIGN OF BEAM
Pre stressed concrete beam
Reinforced concrete beam
4.4.1 PRE STRESSED CONCRETE BEAM
SLAB LOAD ON BEAM
= 3.04x.250x14.32 = 10.88
= 10.88x 2400 =26128kg=256
256/14.32 =17.89Kn/m
BENDING MOMENT DUE TO SLAB WEIGHT
=
= 458.65 -m
Bending moment due to traffic = 743.5 -m
Total moment due to live and dead load= 743.5 + 458.6 = 1202.05 KN-m
We consider member is un cracked
= 42
= 29
= -0.6 = -0.6 x29 =-17.4Mpa
= .25 √ =.25√29 =1.35
=-0.6 =.60x42 =-25.2
=0.62 √ = 0.62 √42= 4.01Mpa
For total "h"
H = 33√Mmax
= 33√1202.05 =1140.12mm say 1145mm.
Or
l/17 = 14320/17= 840 say 850mm
73. 73 | P a g e
we use h=1145 mm.(trial)
self weight =
bending moment =Mg =
S1 ≥
S1=
S2≥
S2=
For symmetrical section
S =
t=0.15h = 1145 x.15 = 171.75 say 175 mm.
0.93h-2t = 0.93x1145 – 2x175 = 714.85 mm.
b=
b=
b/h= 350/ 1145 = 0.30 ok limits is 0.2 to 0.6 ok.
74. 74 | P a g e
X-Section Area
Ac =( 350x175x2) + (115x87.5x4x0.5)
+(175x565).
Ac = 241500 = 0.2415
WEIGHT = 0.2415 x 2400 = 579.6Kg
= 579.6x9.81/1000 = 5.68 KN ok.
= 1.35- 9.35 = - 8.025 .
Pi = Ac x
Pi = 241500 x (8.05) = 1938 KN .
ALLOWABLE STEEL STRESS= 0.74
or 0.82 .
0.74x 1725 = 1276.5 .
0.82 x 1550 = 1271 .
Use the lesser value as a Fps.
Fps = 1271 .
Use 12.7 mm strands
Area 92.90 from table .
Initial force in each strands =
Moment of inertia =
Moment of inertia =
Moment of inertia =
565mm
Fig 14
75. 75 | P a g e
Mg =
Required Eccentricity should be less than 485 ok.
Ordinary steel in pre stressed girder
= .03 bd
=.03 x241500 = 520mm2
Ordinary steel is use to increase the strength of concrete.
Use #12 bar
No of bar = (in both upper and lower side)
77. 77 | P a g e
4.4.1.1 Capacity Check
= 42
Pi = 1938KN
= 0.85 x 1938 = 1647.3KN
Ac = 241500
= 1525
= 1550 MPa
=1725 MPa
h=1145mm
e=400
t=175mm
Triangular portion height = 115mm
Solve.
=
a=196mm
a<h so ,
compression block with flange.
78. 78 | P a g e
Applied factored moment = 1.6x743.5 + 1.2x458.6 = 1739.4 KN-m <
4.4.1.2 Stresses Check With Respect To ACI Code.
= 42
= 29
CLASS U MEMBERS .
+ Ml = 458.60 + 743.79 = 1202.4
Section properties,
e= 293 mm
s =
C1=C2 = 572.5mm.
Pi = 1938 KN
Ac = 241500 mm^2
R = 0.85
For class "U" members ACI allowable limits .
= -0.6 = -0.6 x29 =-17.4Mpa
= .25 √ =.25√29 =1.35
=-0.6 Fc' =.60x42 =-25.2 Mpa
=0.62 √ = 0.62 √42= 4.01Mpa
1. MID SPAN AT TRANSFER STAGE .
79. 79 | P a g e
Compare with tension 1.35 ok.
Compare with the compression -17.4MPa ok
2. MID SPAN WITH SERVICE LOAD .
Compare with compression -25.2 MPa ok.
Compare with tension 4.01 ok.
80. 80 | P a g e
4.4.1.3 Shear Design
A1= 0.55,
a2 = = .3781
a3 = = .177
MAX B.M = 35 x .55 + 145 x .3781 + 145 x .177
MAX B.M = 100.63 -m
Shear Force
a1 = = .66
a2 = = .3102
MAX shear force = .66 x 145 + .31 x 145 + 35 x .96 = 174.25 KN
82. 82 | P a g e
= 414.54
< Minimum stirrups used
Av = 2x 50.26 = 100.50
4.4.1.4 Estimate Of (One) Pre Stressed Concrete Girder
Gross area of girder =
Area of steel of steel = 1525
Length of beam = 14.32 m
Net area of concrete = 241500 – 1525 = 239975
= .239975
Total volume of concrete (wet volume) = .239975 x 14.32 = 3.44
Dry volume of concrete = 3.44 x 1.54 = 5.30
Ratio of concrete = 1:1.3:2 (from concrete mix design )
Sum of ratio = 4.3
Quantity of cement =
=
Quantity of sand =
=
Quantity of crush =
Quantity of steel
Area of steel = 1525
=
= .021838
Density of concrete = 7850 kg/
Weight of steel = .021838 x 7850 = 172 kg ( one beam)
83. 83 | P a g e
4.4.2 DESIGN OF BEAM (REINFORCED CONCRETE)
Bending moment due to live load = 743.5 -m
Bending moment due to dead load = 458.5 -m
Minimum deflection control depth = =
According to ACI code
b= 0.5d to 0.75 d
so
b=0.5x975 = 487 say 475 mm
self weight of beam = volume x density
= = 10.90 /m
Bending moment due to self weight of beam =
=
Factored moment
Mu = 1.2Md + 1.6 L.L
= 1.2(458.5+280) +1.6(743.5)
= 886.2 + 1189.6 = 2075.8 -m
Now we calculate "d"
=
=923 mm say 950 mm
we use minimum deflection controllable depth d= 975 mm
H = 975 +75 = 1050 mm
Now we calculate the area of steel
As =
84. 84 | P a g e
As =
As =0.0141 x 475 x 975 = 6542
No of bars =
Spacing =
Find The Lengths Of Bars
Length of one bar = (13.71+0.304)+ (2x0.414x.435)+(18x25)
M1 = 14.824 m
M2 =14.014+18d = 14.014+ 18 x 10 =14.374 m
Area of steel = 6542
Weight of steel M1 bar =
=
Weight of M2 bar =
= (one beam)
85. 85 | P a g e
4.4.2.1 Estimate Of One Reinforced Concrete Beam
Volume of concrete =
Wet volume of concrete = 0.475 x1.050 x 14.32 = 7.312
Dry volume of concrete = 7.312 x 1.54 = 11.260
Ratio of concrete = 1:1.5:3 (for 25 MPa) )
Sum of ratio = 5.5
Quantity of cement =
=
Quantity of sand =
=
Quantity of crush =
86. 86 | P a g e
4.4.3 COMPARISON B/W PRESTRESSED AND REINFORCED
CONCRETE BEAMS (TOTAL NUMBER OF BEAMS 12)
Type SIZE
mm
AREA
mm2
STEEL
Kg
CEMENT
bags
SAND
Cu.m
CRUSH
Cu.m
Ratio
RC beam 475x1050 498750 11000 708 49 98 1:1.5:3
PRE
STRESSED
350x1145 241500 2674 432 20 30 1:1.3:2
Table 06
87. 87 | P a g e
4.5 CANAL DESIGN
4.5.1 Canal Design Of UJC Rigid Boundary Channel Method
The location of the canal at the tail race of Rasul power house on the Upper Jhelum Canal.
The following data is considered for the design of canal.
1. Discharge (Q) = 4000 cusec (112.94 cumec)
2. Slope ( So) = 1:5000
3. Side slope (s) = 3 : 1 ( H : V )
4. Roughness coefficient for concrete (n) = 0.017
SOLUTION
AR2/3
= =
AR2/3
= 137.82
Since the channel section is almost rectangular. Let is select Bo = 2y.
Then A = (Bo+ sd). d = (2d+ 0.33 d) . d
= 2d2
+ 0.33d2
= 2.33d2
P = Bo + . d
P = 2d + . d
P = 2d + . d = 8.32d
= = 0.28d
AR2/3
= 2.33d2
x (0.28d)2/3
137.82= 1.238 d2.66
d2.66
=
d= 5.88
Solving this equation for “d” we get “d= 5.88”
Then
Bo = 2 x 5.88 = 11.76 m
for ease of construction , let us use BO = 33 m .Then the corresponding value for AR2/3
=
137.82 is determined by hit and error is 2.75 m method.
88. 88 | P a g e
Free Board Calculation
= = = 1.48 m
Whereas from the table the value taken as 0.9 meter.
Total depth = 2.75 + 0.9 = 3.65 meters
The flow area of 2.75 meter is93.25m2
There for The velocity is
Q = A.V
V =
V = = 1.217 m/sec
This is greater to the minimum (1.1 m/sec) allowable flow velocity; thus, a bottom width of
33 meter and X-Section depth of 3.65 meter are satisfactory.[05]
4.5.2 An Other Design Method With Same Data
By Dr .B.C. PUNMIA & Dr PANDE B.B. LAL[06]
The location of the canal at the tail race of Rasul power house on the Upper Jhelum Canal.
The following data is considered for the design of canal.
1. Discharge (Q) = 4000 cusec (113.25cumec)
2. Slope ( So) = 1:5000
3. Side slope (s) = 3 : 1 ( H : V )
4. Roughness coefficient for concrete (n) = 0.017
5. VELOCITY = 1.5 m/s
SOLUTION
v =
1.5 =
=
= 1.82
R = 2.46
For side slope
Cot Ɵ = 3
Ɵ = 3 = 0.32
89. 89 | P a g e
Area = = 75.5 m2
P =
P = = 30.70 m
Area = + d2
(Cot Ɵ +Ɵ )
= Bo d + d2
(3 + 0.32)
= Bo d + 3.32 d2
= 75.5 m2
------------------- (a)
P = Bo + 2d ( 3 + 0.32)=30.70 = Bo + 6.64 d
Bo = 30.70- 6.64 d ------------------ (b)
Area = (30.70– 6.64d )d + 3.32 d2
= 75.5
= 30.70d-6.64 d2
+ 3.32 d2
- 75.5
= - 3.32 d2
+ 30.70d – 75.5
= -3.32 d2
+ 30.70d – 75.5
From the Equation we get:-
a = -3.32 , b = 30.70 , c = -75.5
that is
d=5.70 m , d=3.45m
Area = + Sd2
= Area - Sd2
Bo x 3.45 = 75.5 - .334 x 3.452
Bo = 20.73 m
=
= 1.66 m
From the table = 0.9 m
Total depth
d= 3.45 + 0.9
d= 4.35 m
Hence the B the Section of 20.75 m of Bottom width and 4.35 m depth is selected.
Reference: IRRIGATION AND WATER POWER ENGINEERING
BY Dr. B.C. PUNMIA & Dr PANDE B.B. LAL
90. 90 | P a g e
Canal Design Of Concrete Section For UJC
By Dr .B.C. PUNMIA & Dr PANDE B.B. LAL [6]
For side slope of 1.5: 1
The location of the canal at the tail race of Rasul power house on the Upper Jhelum Canal.
The following data is considered for the design of canal.
1. Discharge (Q) = 4000 cusec (113.25 cumec)
2. Slope ( So) = 1:5000
3. Side slope (s) = 1.5: 1 ( H : V )
4. Roughness coefficient for concrete (n) = 0.017
5. VELOCITY = 1.5 m/s
SOLUTION
v =
1.5 =
=
= 1.82
R = 2.46
For side slope
Cot Ɵ = 1.5
Ɵ = 1.5= 0.59 radians
Area = = 75.5 m2
P =
P = = 30.70 m
Area = Bo d + d2
(Cot Ɵ +Ɵ )
= Bo d + d2
(1.59 + 0.59)
= Bo d + 2.09 d2
= 75.5 m2
------------------- (a)
P = Bo + 2d ( 1.50 + 0.59)
30.70 = Bo + 4.18 d
Bo = 30.70- 4.18 d ------------------ (b)
Area = (30.70– 4.18d )d + 2.09 d2
= 75.5
91. 91 | P a g e
= 30.70d-6.64 d2
+ 2.09 d2
- 75.5
= - 2.09 d2
+ 30.70d – 75.5
= -2.09 d2
+ 30.70d – 75.5
From the Equation we get:-
a = -2.09 , b = 30.70 , c = -75.5
That is
d=3.16 m , d=11.44 m
Area = Bo d + Sd2
Bo d= Area - Sd2
Bo x 3.16 = 75.5 - .334 x 3.16 2
Bo = 22.83 m
=
= 1.59 m
From the table
= 0.9 m
Total depth
d= 3.16 + 0.9
d= 4. 06 m
Hence the Bo the Section of 23 m of Bottom width and 4.35 m depth is selected.
4.5.3 Canal Design of UJC Permissible Velocity Method
The location of the canal at the tail race of Rasul power house on the Upper Jhelum
Canal. The following data is considered for the design of canal.
1. Discharge (Q) = 4000 cusec (112.94 cumec)
2. Slope ( So) = 1:5000
3. Side slope (s) = 3 : 1 ( H : V )
4. Roughness coefficient for concrete (n) = 0.03
5. VELOCITY for graded loam = 1.07 m/s
SOLUTION
A = Q /V =113.25/1.07 =105.84m2
92. 92 | P a g e
MANNING’S FORMULAI FOR VELOCITY
1.07= R2/3
S0.5
1.07= R2/3
0.00020.5
R2/3
= = 3.47
P =105.84/3.47 =30.50 m
A= d + Sd2
105.84= Bo d + 0.33d2 ----------------------
A
P= Bo + 2 d
30.50 = Bo + 6.32 d
Bo = 30.50- 6.32 -----------------------B
PUTTING IT TO --------------A
105.84 = - 6.32 d2
+30.42 d + 0.33d2
=- 5.99 d2
+ 30.5d-105.56
A=5.99 , B = -30.42 , C = 105.84
FROM QUARDRATIC EQUATION
d = 5.88 m ,BO = 16.03 m
FREE BOARD CALCULATIONS
=
= 2.16 m
According to table 0.9 m is sufficient
= 5.88 + 0.9 = 6.78 m
SCOUR DEPTH CALCULATION
f= 1.25
Q= 112.94 cumecs
K = 1.27
D= 0.437 x ( )0.334
x 1.27
D= 2.70 m
93. 93 | P a g e
4.5.4 Comparison
Following is the comparison of the calculations for the design of canal. The data used in the
calculation are same that exist at the site.
Sr. Section
type
Longitudinal
slope
Side
Slope
Breadth Depth reference
1. Concrete 1: 5000 3:1 33 2.75 BY DR HANIFCHAUDHRY
2. Concrete 1: 5000 3:1 20.75 4.35 BY DR.B.C. PUNMIA &
DR PANDE B.B. LAL
3. Earthen 1: 5000 3:1 16.3 6.78 BY DR HANIF
CHAUDHRY
4. Existing
Canal
1: 5000 3:1 42.78 2.75
5. Concrete 1: 5000 1.5:1 23 4.35 BY DR.B.C. PUNMIA & DR
PANDE B.B. LAL
If the canal is designed with the Permissible velocity method with side slope 1.5:1 and
dimensions of breadth of 23 and depth of 4.35 is recommended.
Table 07
94. 94 | P a g e
4.6 DESIGN OF ROAD
After the soil sampling the atterberg limits will be find.
4.6.1 Liquid Limit Determination
Pit 1 Pit 2 Pit 3
CAN NO. 1 2 3 4 5 6
Wt. of wet soil + can gm 141 128.6 123.7 97.7 132.35 113.15
Wt. of dry soil + can gm 121 108.5 123.7 85.5 122.35 97
Wt. of can gm 26.5 25 23.5 24 25 24.5
Wt. of dry soil 94.5 82 84.1 61.5 89.3 71.75
Wt. of moisture 20 20.1 16.1 12.27 18.05 16.185
Water content % 21.16 24.51 19.14 19.84 20.15 22.175
No of blows N 14 6 30 14 22 8
Liquid Limit Using One Point Method
Pit 1
Sample 1
= W x (
= 21.16 x = 19.73
Sample 2
= W x (
= 21.16 x = 20.63
Mean MC = = 20.18 %
Table 08
95. 95 | P a g e
Pit 2
Sample 3
= W x (
= 19.14 x ( = 19.57
Sample 4
= W x (
= 19.84 x ( = 18.5
Mean MC = = 19.04 %
Pit 3
Sample 5
= W x (
= 20.15 x ( = 19.84
Sample 6
= W x (
= 22.175 x ( = 19.32
Mean MC = = 19.58 %
99. 99 | P a g e
4.6.3 Group Index Calculation.
G.I. = 0.2a + 0.005 ac + 0.01bd
Calculation
a = soil passing #200 sieve greater than 35% and net exceeding 75%
a = 00.
b = passing no 200 sieve greater than 15% and not exceeding than 55%
b = 00.
c = liquid limit greater than 40 and not exceeding 60
c = 00.
d = P.I. greater than 10 and not exceeding 30
d = P.I = L.L – P.L that is P.I = 19.84
d = (19.84 – 10 ) = 9.84
by putting the values of a, b, c, d in G.I formula
G.I = 0.2a + 0.005 ac + 0.01bd
G.I = 0.2 (0) + 0.005 (0) (0) + 0.01 (0) (9.84)
G.I = 00
Final result: It is an excellent to good soil.
100. 100 | P a g e
Identification Of The Soil: According to UCS classification system the soil is loamy
sand.
101. 101 | P a g e
4.6.4 Base Thickness Determination
After the determination of group index the road base thickness was determined
by Group Index method, assuming medium traffic. The Base thickness was determined as
follows
:
The calculated base thickness is 8.2 inches. Taken thickness is 9 inches.
Fig 17
106. 106 | P a g e
CHAPTER 05
CONCLUSION AND RECOMMENDATIONS
Conclusions
Form the soil investigation the soil is identified as loamy sand and with the Group
Index method it is identified as excellent soil, therefore base layer is not required in the
approach road design.
The estimate cost of approach roads is 13, 92,557.4 rupees.
Canal depth 4.35m and width 23 m is proposed. Three different method of designing
were used.
The design bending moment is 740.43 KN-m under AASHTO HL-93 loading
consideration.
The Comparison of reinforced concrete and pre-stress girder showed that Reinforced
concrete Girder X-section area is 2 times greater in cross section. Hence Reinforced
concrete girder shall cost more, therefore pre-stress girder is recommended. The
material comparison is as follows:
Type SIZE
mm
AREA
mm2
STEEL
kg
CEMENT
bags
SAND
Cu.m
CRUSH
Cu.m
RC beam 475x1050 498750 11000 708 49 98
PRESTRESSSSED 350x1145 241500 2674 432 20 30
250 mm slab thickness was calculated using maximum bending moment. Area of steel
= 1160 mm2
( #15 bar @ 150 mm c/c). = 372 mm2
(# 10 bar @ 200 c/c).
Shear capacity check satisfied.
107. 107 | P a g e
Recommendations
The existing bridge foundation is designed and constructed for railway traffic about
60 years ago, there for its structure assessment is required prior to construct the
bridge.
After the bridge completion a splash wall is recommended at u/s, to hide power house
installations.
The canal lining is recommend at the d/s of the power house UJC as severe scouring
at the sides of the canal route is observed.
108. 108 | P a g e
References
1. Project site Topography map by Google earth.[33]
2. Key Plan of upper canal and power house by civil department Rasul Power house
[29].
3. X-section of canal. Provided by civil engineering department Rasul Power house.[30]
4. Hydraulic data provided by civil engineering department Rasul Power house. [28]
5. Irrigation and water power engineering By Dr.B.C. Punmia & Dr.Pande B.B. Lal [88]
6. Canal Design of concrete section for upper jehlum canal method by Dr.B.C. Punmia
& Dr.Pande B.B. Lal[88]
7. Load considerations. Concrete structures by Z.A.Sadiqi Chapter 21 Page 441 2nd
edition.[17]
8. Notations used in the design of girder and slab chapter 19 Concrete design part 2
edition 2 [ 41]
9. Concrete design by Nilson [39]
10. Load analysis from Concrete design by Nadeem Hussain [54 ]
11. Design Flow Chart for Slab Concrete design Chapter 3 & 21by Z.A.Sadiqi [36].
12. Foundation design Plan provided by Punjab irrigation department[31].
13. UCS system diagram taken form www.wikipedia.com[46]
14. Reinforced concrete by Mark Pental.
15. Structural analysis by Aslam Qasmi.
16. , The North Carolina Department of Transportation (NCDOT)[15]
