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Box Gider Example
Box Gider Example
bridge
www.engineeringcivil.com/analysis-and-design-of-prestressed-concrete-box-girder-bridge.html
By
Miss.P.R. Bhivgade
Keywords: Concrete Box Girder Bridge, Prestress Force, Eccentricity, Prestress Losses,
Reinforcement, Flexure strength, shear strength, SAP Model.
I. INTRODUCTION
Prestress concrete is ideally suited for the construction of medium and long span bridges.
Ever since the development of prestressed concrete by Freyssinet in the early 1930s, the
material has found extensive application in the construction of long-span bridges, gradually
replacing steel which needs costly maintenance due to the inherent disadvantage of
corrosion under aggressive environment conditions. One of the most commonly used forms
of superstructure in concrete bridges is precast girders with cast-in-situ slab. This type of
superstructure is generally used for spans between 20 to 40 m. T or I-girder bridges are the
most common example under this category and are very popular because of their simple
geometry, low fabrication cost, easy erection or casting and smaller dead loads. In this
paper study the India Road Loading considered for design of bridges, also factor which are
important to decide the preliminary sizes of concrete box girders. Also considered the
IRC:18-2000 for “Prestressed Concrete Road Bridges” and “Code of Practice for
Prestressed Concrete ” Indian Standard. Analyze the Concrete Box Girder Road Bridges
for various spans, various depth and check the proportioning depth.
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II. FORMULATION
A. Loading on Box Girder Bridge
The various type of loads, forces and stresses to be considered in the analysis and design
of the various components of the bridge are given in IRC 6:2000(Section II. But the
common forces are considered to design the model are as follows:
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Dead Load(DL): The dead load carried by the girder or the member consists of its own
weight and the portions of the weight of the superstructure and any fixed loads supported
by the member. The dead load can be estimated fairly accurately during design and can be
controlled during construction and service.
Superimposed Dead Load (SIDL): The weight of superimposed dead load includes
footpaths, earth-fills, wearing course, stay-in -place forms, ballast, water-proofing, signs,
architectural ornamentation, pipes, conduits, cables and any other immovable
appurtenances installed on the structure.
Live Load(LL): Live loads are those caused by vehicles which pass over the bridge and are
transient in nature. These loads cannot be estimated precisely, and the designer has very
little control over them once the bridge is opened to traffic. However, hypothetical loadings
which are reasonably realistic need to be evolved and specified to serve as design criteria.
There are four types of standard loadings for which road bridges are designed.
i. IRC Class 70R loading
ii. IRC Class AA loading
iii. IRC Class A loading
iv. IRC Class B loading
The model is design by considering IRC Class A loading, which is normally adopted on all
roads on which permanent bridges and culverts are constructed. Total load is 554, the Fig.1
show the complete details of Class A.
Other information regarding Live load combination as per IRC:6 2000 Clause No.207.1
Note No.4
B. Thickness of Web
The thickness of the web shall not be less than d/36 plus twice the clear cover to the
reinforcement plus diameter of the duct hole where‘d’ is the overall depth of the box girder
measured from the top of the deck slab to the bottom of the soffit or 200 mm plus the
diameter of duct holes, whichever is greater.
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C. Thickness of Bottom Flange
The thickness of the bottom flange of box girder shall be not less than 1/20th of the clear
web spacing at the junction with bottom flange or 200 mm whichever is more.
E. Losses in Prestress
While assessing the stresses in concrete and steel during tensioning operations and later in
service, due regard shall be paid to all losses and variations in stress resulting from creep
of concrete, shrinkage of concrete, relaxation of steel, the shortening (elastic deformation)
of concrete at transfer, and friction and slip of anchorage.
In computing the losses in prestress when untensioned reinforcement is present, the effect
of the tensile stresses developed by the untensioned reinforcement due to shrinkage and
creep shall be considered.
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Preliminary data
Clear span = 30m
Width of roadway = 7.5 m
Overhang from face of girder = 1.2m
Deck thickness = 0.2 m
Bottom slab thickness = 0.2 m
Girder thickness = 0.3 m
As per IS:1343-1980
Ec = 5700fck1/2 = 40.30 kN/m2
fp = 1862 Mpa, n = 0.85, E = 2×105 Mpa
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Validation of Resuts
The bending moment, shear force and deflection result obtained by SAP 2000. The
bending moment and shear force are calculated by considering different loading condition
such as dead load, live load and superimposed load. Same as deflection calculated. This
results are the Case:1.
Table.1 Deflection
mm
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Table.5 Calculation of Eccentricity
Eccentricity Prestressing Force The eccentricity which give minimum prestressing force (e)
(mm) (kN) = 731mm
440 21617.96
548 19380.69
650 17655.06
731 16489.15
Span ^S ^C ^E ^A ^F ^R Total n
(m)
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0.2L 2.6 2.4 39 22 90 155.8 0.91
Where,
^S = Shrinkage
^C= Creep
^E = Shortening of concrete
^A = Slip in anchorage
^F = Friction
^R = Relaxation
n= Efficiency
After Losses, effective Prestressing Force
(P) = P (1-Losses) = 14011.51 kN
Compressive Stress at
Transfer = 6.66 < 0.5 fcj = 20 mpa
Service = 8.367 < 0.33 fck = 16.5 mpa
Tensile stress at
Initial Stage = 2.979 < 3mpa
0.1L 11574.43
0.2L 20394.85
0.3L 26598.28
0.4L 30402.45
0.5L 31654.88
Span Ultimate Moment Vu = (1.5DL +2.5 Shear capacity Balance Shear Spacing
(m) LL) (kN.m) Vcw (kN) (kN) (mm)
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Side Face Reinforcement
As per clause 18.6.3.3 of IS:1343-1980
Ast = 0.05 x 1350 x 300/100 = 202.5 mm /2
Provide 6 – 12 mm dia on each face of web
Main Reinforcement
Ast = 3192.6824 mm /2
Providing 16mmØ bars dia 100 mm c/c
Design of Transverse Reinforcement
M = 0.3ML + 0.2(MDL + MSIDL)
M = 324 kN.m
Ast = 724.74 mm /2
Providing 12 mm dia bars @ 160 mm c/c
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IV. COMPARSION OF RESULT FOR VARIOUS SPAN/ DEPTH RATIO
The comparison of prestress force, deflection and stresses values are obtained for various
span/depth ratio ( table no. 10 & 11) for box girder bridge. The values are calculated as per
IS:1343-1980.
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Span/ Prestress Force Eccen Stress at mid span (N/mm 2 )
V. CONCLUSION
This paper gives basic principles for portioning of concrete box girder to help designer to
start with project. Box girder shows better resistance to the torsion of superstructure. The
various trail of L/d ratio are carried out for Box Girder Bridges, deflection and stress criteria
satisfied the well within permissible limits. As the depth increases, the prestressing force
decreases and the no. of cables decrease. Because of prestressing the more strength of
concrete is utilized and also well governs serviceability.
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VI. REFERENCES
1. IRC: 18 – 2000 “ DESIGN CRITERIA FOR PRESTRESSED CONCRETE ROAD
BRIDGES (POST – TENSIONED CONCRETE)” THE INDIAN ROADS CONGRESS.
2. IRC: 6- 2000 “STANDARD SPECIFICATIONS AND CODE OF PRACTICE FOR ROAD
BRIDGES”THE ROAD CONGRESS.
3. IS: 1343 – 1980 “ CODE OF PRACTICE FOR PRESTRESSED CONCRETE” INDIAN
STANDARD.
4. Andre Picard and Bruno Massicotte, Member “SERVICEABILITY DESIGN OF
PRESTRESSED CONCRETE BRIDGES” JOURNAL OF BRIDGE ENGINEERING /
FEBRUARY 1999
5. Ferhat Akgul and Dan M. Frangopol “Lifetime Performance Analysis of Existing
Prestressed Concrete Bridge Superstructures” JOURNAL OF STRUCTURAL
ENGINEERING © ASCE / DECEMBER 2004
6. James H. Loper,1 Eugene L. Marquis,2 Members and Edward J. Rhomberg Fellow.
“PRECAST PRESTRESSED LONG-SPAN BRIDGES” JOURNAL OF STRUCTURAL
ENGINEERING © ASCE
7. John R. Fowler, P.Eng, Bob Stofko, P.Eng. “Precast Options for Bridge Superstructure
Design” Economical and Social Linkages Session of the 2007 Annual Conference of the
Transportation Association of Canada Saskatoon, Saskatchewan.
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8. Krishna Raju “DESIGN OF BRIDGES” OXFORD & IBH PUBLISHING CO. PVT. LTD.
9. Prof. Dr.-Ing. G. Rombach “Concepts for prestressed concrete bridges Segmental box
girder bridges with external prestressing” Technical University, Hamburg-Harburg,
Germany.
10. Tushar V. Ugale, Bhavesh A. Patel and H. V. Mojidra (2006).
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