CHAPTER 1

INTRODUCTION

1.1 GENERAL

This Report on Detailed Engineering Survey, Hydrological

Analysis and Detailed design of Bridge over Dhobikhola along chabahil Road in
Kathmandu District, Bagmati Zone, and Central Development Region has been
prepared by the bridge Project Team.

The proposed bridge will give market access not only to the people of Chabahil.
There is an urgent need of the construction of bridge lying about this road for all
weather accessibility to Chabahil area and for the continuation as well as growth of
economic activities within the area. The report describe about findings of the
topographical, geological and hydrological studies as well as proposed parameters,
which the Project Team intends to adopt for detailed design of the Dhobi Khola Bridge.

1.2 OBJECTIVE AND SCOPE OF WORKS

The main objective of this project is to gain the knowledge of the

structural design of T-Beam bridge. The other objective is to prepare a cost
effective design of a durable bridges appropriate to the conditions prevailing at the
site. The work involves topographical survey of area around the bridge site and its
hydrological studies of the site, and detailed engineering design of the bridge, and
approach roads.

1.3 DESK STUDY

The desk study of bridge site has been prepared with the study
of available regional, district, geological and topographical maps and other relevant
information regarding the bridge site in internet and the available manual and report
in HIST engineering college New Baneshwor, Katmandu and a team of Project and
equipment has been mobilized to the proposed site for field investigation.
1.4 INTRODUCTION OF BRIDGE

A structure constructed over an obstacle to provide the passage is known as

bridge. If the passage is for the movement of traffic, it is known as Road Bridge. If the
passage is for the movement of train, it is known as Railway Bridge. If the level of
bridge is much more than general road it is known as over bridge. If the level of bridge
is below the ground level and covered then, it is called sub-way.

According to NBS 2067, the cross drainage structure whose span is more than
6m is termed as bridge and cross drainage structure having span less than 6m is known
as culvert.

1.5 CHARACTERISTICS OF IDEAL BRIDGE:

 The line of bridge should not have serious deviation from the line of
approach road.
 It should be in level
 The width of bridge should be sufficient to cater future traffic
 Bridge should carry standard loading with reasonable factor of safety
 Bridge should not produce undue obstruction of stream, hence provide
adequate waterway width
 Foundation should be kept on firm (strong) ground and they should be
kept at sufficient depth to avoid damage by floods.
 Bridge should fit into surrounding landscape
 Bridge should provide passage for services like water pipe, telephone etc
 Bridge surface should be similar to road surface
 Bridge should be economical in terms of construction and maintenance

1.6 TYPES OF BRIDGES

According to Span (NBS2067)
 Minor Bridge: When length≤50m (with span ≤25m )
 Major Bridge: When span>25m or length>50m
 Special Bridge: Bridges that required special design consideration,
whose construction features (e.g. concrete girder bridges with >50m
 span, steel trusses >100m span, arch bridges, suspension bridges, cable
stayed bridges and other non-standard bridges)

According to structure

 RCC T-bridge or RCC simply supported bridge

 Cantilever bridge (Single or double)
 Arch bridge
 Suspended or suspension bridge
 Steel bridge
 Movable Bridge
 Stayed cable bridge

According to materials

 Timber bridge
 RCC bridge
 Masonry bridge
 Steel bridge
 Float bridge, Pontoon bridge or Boat bridge

1.7 BRIDGE TYPE SELECTION

The choice of an appropriate type of bridge is an important and responsible

step, which needs to be considered various aspects by the designer. The total cost (
Construction & Maintenance ) is usually the governing factor in the selection of the
proper type of bridge. The possible types of bridge to be adopted for the proposed
sites may be as fallows.

a) Pre-stressed concrete bridges.

b) Reinforced concrete bridges.

c) Timber bridges.

d) Truss bridges.
 e) Plate girder bridges.

a) Prestressed Concrete Bridge

Prestressed concrete is an ideally suited material for the construction of

medium and long span bridges. It has been gradually replacing steel, which needs
costly maintenance due to the inherent disadvantage of corrosion under aggressive
atmospheric conditions.

Pre-stressed concrete solid slab are used for the span range of 10 to 20 m,
while T-beam slab decks are suitable for span in the range of 20 to 40 m . Single or
multi-cell box girders are preferred for large spans of the order of 30 to 70 m .
Prestressed concrete has been widely used throughout the world for simply
supported, continuous, balanced cantilever and various other types of bridges.

According to some studies it has been observed that the economy associated
with the majority prestressed structural elements would be non-existent if the
elements were not pre-cast. In the present context of Nepal in connection to the use
of prestressed concrete, this aspect needs serious consideration.

However, prestressed concrete structure, particularly in the bridge

construction in the country, are essential to be incorporated, in the beginning, the
approach of their enhancement should be in an integrated manner. Obviously, there
will not be much interest from the side of construction of small or a single prestressed
concrete bridge in the hilly area of the country. In order to enhance such technology,
at least some series of small or medium span bridge located relatively in approachable
terrain of the country should be planned, designed and constructed as prestressed
structures. Such activities are desirable to be coupled with other activities such as
discussion and seminar to mobilize the consultants as well as contractor to this
direction. Such integrated approach can be materialized in practice only from the side
of client, particularly from the Department of Roads. Whatever is concerned about
the availability of construction materials whether in the form of imported material like
high strength steel or the production of high strength concrete in local conditions,
there seems no any problem. High strength steel can be easily imported from
neighboring countries, whereas high strength concrete can be produced within the
country easily.

b) Timber Bridge

Timber constructions are generally the structure of temporary nature.

Timber bridges are the construction with average life-span of about 25 years due to
their susceptibility to rotting and insect attack. Similarly, timber is not an easily
available material for construction especially for bridges, where special type of section
and large quantities are required. Moreover, use of timber in huge construction
activities like bridge construction will create environmental problem consuming huge
amount of forest in timber production. This is not possible and affordable for Nepal.
Since timber is the least durable and least resistance among structural construction
materials, the use of timber for permanent long span bridges is practically obsolete.
So timber structures for the proposed bridge are out rightly rejected.

c) Truss Bridge

Steel bridges have become the alternatives of concrete bridges in most of the
bridge construction practices in Nepal, particularly when the span of the bridge is
larger. In the design of steel bridges there are general practices of using mild steel
section. In recent years advances have been made in term of using high strength steel
rolled sections. But many of the suppliers and fabricators prefer mild steel, as it is
easily available. So the steel bridge is not feasible.

d) Plate Girder Bridges

Plate girder bridges are constructed with the combination of plates and angles
welded or bolted. There are not good manufactures in Nepal for specified welding.
Bolted girders are feasible but there is difficulty in the transportation of angles and
plates of specified length due to road geometric conditions.

e)Reinforced Concrete Bridges

 Reinforced Concrete Bridge have become very common and popular in Nepal.
It is because the materials are locally available and the construction work can carried
out without much trouble. Another determining aspect of making the concrete bridge
more popular in the country is the possibility of using small and medium span bridges,
which are governed by terrain and the size of most of the rivers. The river channel
characteristics as mentioned above needs to be provided two spans RCC T-Beam span
of 16 m simply supported system of single span is the most economical and suitable
for Dhobi khola River bridge.

1.8 BRIDGE COMPONENTS

1.8.1 SUPER STRUCTURE

The super structure of the bridge consists of RCC slab with railing details
provided by the Department of Roads. This system covers RCC T-beams with RCC slab
and railing details.

1.8.2 MAIN GIRDER SYSTEMS

RCC T-beams of span 16.0 m have been provided. The depth of the RCC
beam with slab is about 1.6 m and the web width is 0.3m. The girders are placed at a
distance of 3.50 m center to center. The deck slab is overhung by two cantilevers of
length 1.50m on either side of the main beams. T-beams are laterally supported by
five cross beams along the length. The depth of the cross beam below slab is 1.3 m
having the width of 0.3m.

1.8.3 RCC DECK SLAB

A RCC slab with a total depth of 160 mm has been provided over main and
cross girders. The carriageway width of the slab is 7.5 m. Total width of deck slab with
two kerbs and footpath on either side is 10.5 m. Deck slab has been designed as one-
way slab for cantilever and one-way for inner slab. A finishing coat of average 75mm
thickness of plain concrete has been provided with a cross slope of 2.5% from center
towards kerb to drain out the rain water.
 1.8.4 KERB

The deck slab is provided with kerb at both ends of the cantilever portion. The
depth of kerb is 300mm. the kerb width at the bottom is 600mm

1.8.5 HANDRAILS AND VERTICAL POSTS

The vertical posts are of RCC type 1.0m high over the kerb top level. The size
of the vertical post is 150mm*150mm. The handrails are of galvanized iron pipes of
50mm diameter. The rails have been placed at the vertical spacing of 206.25mm
center to center. The top handrail is provided 50mm from the top of the handrail.

1.8.6 SUBSTRUCTURE

1.8.7 ABUTMENTS

Abutments consist of abutment cap and back wall. The abutment is of RCC
type. The length of the both left and right abutments is 10.5m. This dimension has
been fixed with the distance between main girders, size of bearings and expansion
joint to be provided. Other requirements such as provision of stoppers have also been
considered while fixing the length of the abutment. The abutment is rectangular in
plan.RCC back wall has been provided monolithic with the RCC abutment to retain the
earth fill at the back. The masonry wing walls on the both sides of left abutment and
monolithic with abutments. In addition, the abutments and wing walls are provided
with weep holes to allow for the drainage. To prevent the clogging of weep holes,
appropriate filter material will be provided at the back of the abutment and the wing
walls. The filter material will be packed with the thickness of 1000 mm with smaller
size against the soil filling and bigger size against the wall as the area is composed of
boulder mix soil.

1.8.8 ABUTMENT CAP

The abutments cap is the block resting over the top of the abutment. It
provides the immediate bearing surface for the support of the super-structure at the
abutment and disperses the strip loads from the bearings. The abutment caps are of
RCC types. The overall thickness of cap is 0.50m. Abutment cap is over-hanged on front
face. The size of over-hanged of the abutment cap is 0.15m. The adequate
reinforcement have been provided in the abutment caps.

1.8.9 BEARINGS

The bearings have been provided to limit the bearing stresses induced in the
cap within permissible values. In comparison to various other bearings, elastomeric
bearings are proved to be excellent choice for short span simply supported bridges.
Elastomeric bearings are both low in cost for installations and future maintenance. In
addition, removal and replacement is very during maintenance. Elastomeric bearings
have been provided below RCC beam. The appropriate dimension of elastomeric are
shown respective drawings.

1.8.10 EXPANSION JOINT

The coefficient of expansion is taken as 11.7*10^-6 per oC. the Wabo WA250
compression seal type expansion joint with details as shown in drawing, will be
provided. This type of joints allows a horizontal movement up to 40mm.

1.8.11 FOUNDATION

In the proposed bridge no deep foundation has been envisaged. All the
foundations are open. The height of the both abutments foundation bed from the top
of the abutment cap is 10.5 m. The soil strata, maximum scouring level and bearing
capacity govern the depth of foundation. The open foundation rests on lean concrete
of 10cm thick on gravel. The length and breadth of the open foundation of both
abutments are 10.5 m and 6m.The depth of the footing of both abutments is 4.1m.

1.8.12 MATERIALS

Almost all the members of the bridge superstructure are designed with
concrete grade M25. All the reinforcements are of grade Fe 415. General information
of concrete used in different elements of the bridge is as follows

Table 5.2 Concrete Grade Used for Different Types of Bridge Elements

Component’s Name Concrete Grade

A. Foundation

Open Foundation M20

Abutment M25

B. Substructure

Abutment M25

Back Wall M25

Wing wall Masonry

C. Superstructure

Approach Slab M25

Main and Cross Girders M25

Deck Slab M25

Kerb and Vertical Posts M25

RCC Stoppers M25

 1.8.13 MAIN GIRDERS

Since two girders system has been adopted for main girders the distribution of
live load has been determined by Courbon’s method assuming the supports of the
deck slab as unyielding. The center-to-center spacing of the main girder has been fixed
as 3.5 m.

Maximum bending moment and shear force for RCC beams due to the dead
and live loads have been determined at various sections of the RCC beams and for
various elements of the truss with the help of influence line diagram. The detailed
calculations are presented in the design calculation.

1.8.14 CROSS GIRDERS

Dead load, bending moment in the cross girder has been calculated as
considering trapezoids distribution of weight of the slab and the wearing coat. Cross
girders have been considered as partially fixed beams over two supports.

Live load bending moment in the cross girder has been computed considering
different dispositions of standard loadings over the crossbeam. Similar computation
procedure has been used to determine the shear forces. Calculations of cross girders
are given in structure design calculation.

1.8.15 DECK SLAB

The interior panel of the deck slab has been designed as single slab. The
moment due to live load has been computed using Pigeaud’s Curves.

On both sides of the outer portion of the main beam the slab functions as
cantilever structure. So, this portion of slab has been designed accordingly. Special
consideration has been made while designing the cantilever slab at the end portions
as well as at other portions along the length of the bridge. In addition, distribution
reinforcement have been provide assuming the summation of 0.3 times the maximum
live load bending moment and 0.2 times the dead load bending moment in accordance
with IRC 21-2014 Clause 305.18.1.This is applicable to the cantilever portion of the
slab also.
 1.8.16 ABUTMENTS

Abutments have been designed as RCC column. In the design of abutments the
following load cases were considered and the worst case was adopted.

1.9 BRIDGE SITE

It provides the direct access for the area influenced to the dhobi khola corridor
. There is an urgent need of the construction of bridges lying about this road for all
weather accessibility to isolated villages and for the continuation as well as growth
of economic activities within the area.

The present study has been carried out to find out the present condition of
the bridge site, which shall serve as the base for taking important decisions regarding
execution of this project. During the field visit inquiry was made at bridge site to
collect the following information

 Availability, quality and location of the nearest quarries for boulders, sand
and concrete aggregates.

 Nearest place of availability of cement steel and timber

 Availability of unskilled and skilled labor for different trades required

for construction.

 Hydraulic data pertaining to the river, including the highest flood

level, ordinary flood level, low water level, size and nature of catchment
and intensity of rainfall in the catchment.

1.10 LOCATION OF THE BRIDGE SITE

The proposed bridge site lies along Dhobikhola along chabahil Road in
Kathmandu District, Bagmati Zone, and Central Development Region.

Geographic location :

Latitude : 270 43’ 18.74”

Departure: 850 20’ 40.21”

 Zone : 45R Northing: 3067473 m

Easting : 336797 m

CHAPTER 2
METHODOLOGY

2.1 GENERAL

For efficient and proper completion of the job, the whole work has been
subdivided in the following three phases: Desk Study, Field work and Data
interpretation, Design & Drawing and report preparation work. Separate teams has
done all works successfully and the total Reporting work.

2.2 DESK STUDY

This study was mainly focused on collection of existing documents, concerning

the bridge site and the area, relevant maps, the existing hydrological, climatologically
and geological data and other information pertinent for the selection of the bridge
site.

The documents so collected were studied, course of action to be followed

decided and plans were formulated to carry out the works involved.

2.3 FIELD WORKS

In this phase the plans of action formulated during the desk study were carried
out. Various teams comprising of experts in their field were dispatched so that the
information gathered were relevant, accurate and sufficient. The following specific
jobs were carried out
  Fixing the bridge axis.

 Topographical survey of the bridge site - 500 m upstream and 200 m

downstream of the bridge site. This included interviewing of the local people
regarding the nature of river, quarry sites etc.

 Hydrological study.

 Preliminary Soil Investigation

 Preliminary assessment of environmental impact

 Socio-economic as well as engineering study of the area.

2.4 REPORTING WORKS

The design work involved the design of a bridge based on the design
parameters collected during the field work and the relevant standard documents.
Design of bridge is done as per NRS-2045 and the relevant IRC standards. The
detailed design calculation is presented in this report.
 Google view of the proposed bridge site

CHAPTER 3
HYDROLOGICAL STUDY

3.1 GENERAL

The hydrological study of the bridges at Dhobi Khola links the road to dhobi
khola corridor at left and right bank. The hydrological study has been carried out to
find out the hydrological design parameters required for the design of bridge.
Maximum design discharge for 100 yrs return period, Linear water way, Normal and
maximum scour depths, and vertical clearance and afflux are main hydrological
parameter required for design and are determined on basis of in depth study.

3.2 CATCHMENTS CHARACTERISTICS

The Dhobi Khola is a perennial river. The catchment area of the Khola at
proposed bridge site is found to be 21.122 Km2 according to basin area delineation
in topographic map. Elevation of the river varies from 2682 m msl to 1292 m msl
along the length of the river and length is about 10.9 km. The catchment area is
covered with more than 75% of core city, Forest, agriculture land and other lands. The
average slope of the river from its origin to the proposed bridge site is about 0. 12752
3.3 RAIN FALL DATA AROUND THE CATCHMENT

DHM data of 24 hours Maximum rainfall are generated and shown station
name:

Station : Budhanilkantha

Station no. : 1071

Table: 24 Hour Maximum Rainfall:

RAINFALL
YEAR
(mm)
1997 76
1998 82
1999 69
2000 76
2001 50.4
2002 159
2003 147.4
2004 71.4
2005 92.2
2006 47.8
2007 90.2
2008 106
2009 78
2010 66.2
2011 50.4
2012 81.4
2013 60
2014 100.2
 Fig : Catchment Area

3.4 HYDROLOGICAL DATA ANALYSIS

There are various method to analysis of hydrological data. Some of them are
as follows:
3.5 DESIGN DISCHARGE

Since the bridge medium type and the catchment are quite big
the discharge for return period of 100 years is recommended for design discharge. The
maximum discharge using above method for return period of 100 years are
summarized below in table 2.
Table 2: Summary of flood Discharge.
Method Discharge m3/s for 100 year

WECS/DHM method 142.096

Rational method 530.10

Medium Hydro Study Project Approach 90.074

Richardson Method 100.565

Modified Dickens Method 106.72

Fuller Method 30.733

The table above shows that the discharge calculated by Rational method is
maximum and discharge calculated by Fuller method is minimum. So the discharge
calculated by this method is near to the authentic. Considering the catchment
characteristics and hilly regions in Nepal and the flood generally seen exceeding the
design flood in existing bridge, the discharge calculated from Modified Dickens
method is adopted for design discharge. So the design discharge is adopted 106.72
m3/s.

3.6 ADOPTED LENGTH OF BRIDGE

Actual linear waterway at site according to HFL 1292.996 m at bridge

axis is 16 m. The waterway calculated by the above two formula is sand bed and
alluvial soil bed respectively and bank are protected by the wall. Therefore the water
way considered will be as per the width at the HFL level at site i.e. 16 m.
3.7 HIGH FLOOD LEVEL CALCULATION

For the design flood of 106.798 cumecs, the high flood level is RL
1292.996 m.

3.8 SELECTION OF BRIDGE TYPE AND LENGTH

Considering each of construction, maintenance, availability of

construction materials, manpower availability at the site and total project cost, RCC T-
beam Bridge of 16 m single span is preferred and recommended.
 CHAPTER 4
DETAILED ENGINEERING STUDY

4.1 TOPOGRAPHICAL SURVEY

Detailed engineering survey was carried out to prepare the topographical

map of the bridge site area. The area covered by the survey was 100 m upstream and
100 m downstream from the proposed bridge axis. Similarly, 20 m to 50 m bandwidth
on right bank and 20 m to 50 m bandwidth on left bank were also surveyed.
Benchmarks were fixed on permanent embedded stone block in both banks both
station were fixed in permanent embedded stone blocks along bridge axis on both
banks to make permanent reference points. The three reference points for each
station were also fixed.

The site plan was prepared in 1:1000 scale and presented. The following
features are shown in the site plan.

o Existing configuration of the river and approach roads.

o Bench marks
o Bridge axis
o existing civil engineering structure
o Contour at an intervals of 0.25 m.

4.2 TOPOGRAPHICAL SURVEY

Three comparable sites were chosen for the study and comparison. The
chosen alternatives bridge sites were mainly based on the following consideration.

 Span length
 Straightness of the river
 River channel type, bed and bank material characteristics
 Availability of construction material
 Alignment of road/approach to the bridge from both sides of the river
 Condition of the riverbanks etc.
4.3 AVAILABILITY OF CONSTRUCTION MATERIALS AND MANPOWER

Local construction materials like: gravel, stone and wood are easily available
near the site. The material like steel, cement, gravel, stone and wood should be
transported from nearest market. Unskilled labors and skilled labors have to supply
from the various companies.

4.4 ENVIRONMENTAL AND HAZARD ASSESSMENT

After the construction of the bridge waterway will be constricted. It may

cause scouring of the riverbed and banks due to increase in velocity. Due to this, the
bank protection is needed which will change the drainage pattern of the area. A good
water management at approach roads on both sides is necessary in order to control
soil erosion.

Special consideration should be taken for the proper management of the

conservation of the valuable topsoil. It needs to replant after being removed before
other construction activities start.

The construction techniques applied shall be comprehensive with respect to

environment, like planned tipping of surplus materials in proper place, restoring the
stability of the disturbed slopes, excavation of the construction and earthen materials
from the appropriate quarry site.

The construction site should necessarily be cleared before construction and

post construction period. Each and every hazardous material and byproducts, as well
as, those transported to site for use has to be safely utilized during construction and
transported back to safe destination from the site.
FINAL REPORT
DETAILED ENGINEERING SURVEY, SOIL INVESTIGATION, HYDROLOGICAL STUDY AND DETAILED DESIGN OF BRIDGE (S); DHOBI KHOLA BRIDGE

CHAPTER 5
DESIGN OF BRIDGES

5.1 SELECTION OF BRIDGE TYPE

Selection of suitable type of bridge is very difficult subject. It depends upon

the specific site conditions in our case proposed site have following characteristics:

 Non-Perennial flow of water.

 Length requirement long.
 Probability of coming large sediments during flood is low.
 Traffic volume is low.
 Flatter river slope and low depth of water due to flat terrain

Based on the above considerations RCC T-Beam bridge has been selected for
the present case.

5.2 CLEARANCE UNDER BRIDGE

Adequate vertical clearance is required to provide to the bridge from the

design HFL with afflux to the lowest point of the bridge.

According to IRC-5-1998 the required clearance are as follows:

Discharge in m3/sec Minimum Vertical Clearance in mm

3 to 30 600
Above 30 to 300 900
Above 300 to 3,000 1,200
Above 3,000 1,500

According to Nepal Bridge Standards-2067 the required clearance are as

follows:

Discharge in m3/sec Minimum Vertical Clearance in mm

Less than 200 1000

Above 201 to 500 1200
Above 501 to 2,000 1500

21
FINAL REPORT
DETAILED ENGINEERING SURVEY, SOIL INVESTIGATION, HYDROLOGICAL STUDY AND DETAILED DESIGN OF BRIDGE (S); DHOBI KHOLA BRIDGE

Above 2,001 to 5000 2000

The Dhobi khola River basin is in hill region and it flows at high longitudinal
slope and the design discharge is less than 200 m 3/sec so adopt 1000 mm freeboard
clearance under the bridge will be sufficient.

5.3 DESIGN OF BRIDGE

5.3.1 LOADING STANDARD

For the design of bridge IRC Class A loading is taken. In order to compute
maximum stresses in any member of a bridge the following loads have been
considered:

 Dead load - This is the self-weight of the structure and any permanent
loads fixed therein.
 Live load - The proposed bridge has been designed for IRC Class A
loading .
 Impact effect - For RCC bridges IRC Class A loading the impact
fraction has been determined as described in IRC Code.
 d) Wind load - Super structure has been designed for wind load.
Velocity and intensity of wind pressure are taken from IRC Code.
 e) Longitudinal forces - The longitudinal forces such as frictional
resistance of expansion bearing, braking or tractive force has been
considered in design. These forces have been calculated as specified in
IRC Code.

5.4 DESIGN

5.4.1 BRIDGE SPAN AND DECK LEVELS

The bridge is planned to maintain the length with 1 x 16.00 m spans.

5.4.2 SUPERSTRUCTURE

The standard design and drawing for 16 m span RCC Cast In Sturbridge has
been used which is provided by DoR, Bridge Branch.

22
FINAL REPORT
DETAILED ENGINEERING SURVEY, SOIL INVESTIGATION, HYDROLOGICAL STUDY AND DETAILED DESIGN OF BRIDGE (S); DHOBI KHOLA BRIDGE

5.4.3 SUBSTRUCTURE

 Abutment Main Stem

The abutment will be supplement by RCC back wall and RCC wing walls
monolithic with the RCC abutment to support the approach slab and to contain the
earth fill at the back. In addition, the abutment and wing walls will be provided with
weep holes to allow for the drainage. To prevent clogging of weep holes, appropriate
filter material will be provided at the back of the abutments and the wing walls. The
filter material will be well packed to a thickness of 500 mm with smaller size against
the soil filling and bigger size against the wall.

 Design of Abutment

As the abutment supports one end of the bridge span and at the same time
supports the embankment upon which the approach roadway to the bridge rests.

 Abutment Cap

Abutment cap is block resting over the top of the abutment stem. It provides
the immediate bearing surface to support the superstructure and disperses the
concentrated loads from the bearing to the abutment stem more evenly. The
abutment caps will be of RCC type.

 Bearings

In order to provide adequate rotation and lateral movement, bearing will be

provided at the support of the beam with abutment. Elastomeric bearing will be
provided in RCC beams. The size of the elastomeric bearing depends upon the
requirement for rotational and transitional movements. Based on the past
experience the appropriate elastomeric bearing will be size 400 x 200 x 33 mm. This is
the size index No 4 as per IRC: 83 (Part II)- 1987. Bearing pads with proper
reinforcement will be provided for each of the elastomeric as well as metallic.

23
FINAL REPORT
DETAILED ENGINEERING SURVEY, SOIL INVESTIGATION, HYDROLOGICAL STUDY AND DETAILED DESIGN OF BRIDGE (S); DHOBI KHOLA BRIDGE

CONCLUSION AND RECOMMENDATION

The bridge serves the inhabitants within the influence area of the river around
villages and the people of many Metropolitan City of Kathmandu District throughout
the whole year without any obstruction for transportation and link to Dhobi Khola
Corridor Left to Right Bank after upgrading of road into gravel standard. After
construction of bridge, agricultural market of this area will be promoted. There is an
urgent need of the construction of bridges lying about this road for all weather
accessibility to isolated villages and for the continuation as well as growth of economic
activities within the area.

24
FINAL REPORT
DETAILED ENGINEERING SURVEY, SOIL INVESTIGATION, HYDROLOGICAL STUDY AND DETAILED DESIGN OF BRIDGE (S); DHOBI KHOLA BRIDGE

REFFERENCES
1. Nepal Road Standards (First Revision, 2045, Department of roads,
Kathmandu, 2045
2. IRC: Special Publication 13, Guidelines for the design of small bridges and
culverts, New Delhi, 1986.
3. IRC:21-2014, Standard Specification and Code of Practice for Road Bridges,
Section III-Cement concrete (Plain and Reinforced), First Revision
4. IRC:6-2014, Standard Specification and Code of Practice for Road Bridges,
Section II-Load and stress (Third Revision)
5. IRC:78-2014, Standard Specification and Code of Practice for Road Bridges,
Section VII-Foundation and Substructures (First Revision)
6. IRC:5-2014, Standard Specification and Code of Practice for Road Bridges,
Section I-General Features of Design (Sixth Revision)
7. IS Code 456-2000
8. Swami Saran, Analysis and Design of Substructure.
9. DHM Climatological Records of Nepal, Department of Hydrology and
Metrology.
10. A.C. Sarkar, A Seismic Design of Bridge.
11. D. Johnson Victor, Essential of Bridge Engineering
12. SP Bindra. Principle and Practice of Bridge Engineering
13. Methodologies for Estimating Hydrologic Characteristics of Un-gauged
catchments, column I, Main Report, 1990
14. DHM 1998 Hydrological records of Nepal
15. IS 1893:1984, Criteria for earthquake resistant design of structures.
16. IS 800:1962, Criteria of Practice for use of structural steel in General Building
Construction.
17. S Punnuswami, Bridge Engineering
18. Wayne Teng, Foundation Design
19. K.R. Arora, Soil Mechanics and Foundation Engineering
20. Alam Sigh, Moder Geotechnical Engineering
21. R.V. Farraday/F.G. Charlton, Hydraulic factors in Bridge Design
22. K.N. Mutreja, Applied Hydrology

25