Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge

with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
Allahabad in Uttar Pradesh
Basis Report

The purpose of this report is to present the design basis to be followed for the detailed
design for different construction stages of proposed Extradosed Bridge (main bridge)
across Ganga River starting from Ch. 144+400 on Phaphamau Side and ending at CH.
148+100, Allahabad side.
1.0 Design Standards
1.1 Concept of Extradosed Bridge
Extradosed bridges are similar in appearance to cable-stayed bridges but their
structural behavior is quite different and more akin to that of pre-stressed
concrete box girder bridges. Extradosed bridges are externally pre-stressed by
the installation of stay cables outside the deck. The stay cables pass over
saddles at the head of the towers and are anchored in the deck at low angles of
inclination thus inducing significant compression in the deck. Optimum span to
depth ratio for extradosed bridge ranges between 30 to 35 of the main span
near pier and near mid span 50 to 55. The bridge decks with extradosed cables
are constructed as balanced cantilever type construction using precast/cast in
situ span segments and cast-in-situ concrete pier table and stitches.
1.2 Bridge Configurations
1.2.1 Main Bridge
Span arrangement (Extradosed) = 130m +3 x 200m+ 130m

Span arrangement (Continuous PSC Box Girder) = 3 x 50 m; 4 x 50m

Carriageway = 2 X10.50m Commented [VR1]: 2x14.0m

Median = 3.1m/1.2m for extradosed unit and 3/4 span Commented [VR2]: 3 or 4 span
continuous unit respectively.
Total deck width =33.00m/30.2m for extradosed unit and 3/4 span Commented [VR3]: 3 or 4
continuous unit respectively.

1.2.2 Viaduct Bridge

Span arrangement (Continuous PSC Box Girder) = 3 x 50 m

Span arrangement (Continuous RCC Voided Slab) = 3 x 25 m

Carriageway = 2 X 10.50m
Median = 1.20m
Total width = 30.20m

1.2.3 Substructure – Main Bridge and Viaduct

ABUTMENT = SPILL THROUGH TYPE
Pier = RCC WALL TYPE

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
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1.2.4 Foundations
Extradosed Bridge = 2.5m/2.0m diameter pile
Viaduct Bridge = 2.0/1.5m diameter pile
RCC Pile Cap shall be provided in all cases. 10mm thick steel casing up to
M.S.L. shall be provided to all piles in main span portion.

1.2.5 Bearings
POT/PTFE Bearings/Spherical Bearings shall be provided.

1.2.6 Shock Transmission Unit

Double acting piston within a cylinder filled with Silicone putty. STU will help in
resisting the longitudinal seismic force.

1.2.7 Navigational Clearance Commented [VR4]: This para may be shifted to other location.

As per MORTH letter no.- RW-NH-36092/29/2015-S&R (B) para3.4, the clear

vertical clearance for the bridge shall be taken as 10.0m for all spans in line
with Ministry’s circular no. RW/NH-334050/1/2015-S&R (B) dated 30.11.2016.

1.2.8 Wearing Coat

65mm thick wearing coat comprising of 15mm thick under layer of mastic
asphalt overlaid with 50mm thick asphaltic concrete is provided.
1.2.9 Shear Key

1.3 Bridge Design Criteria

Structures are designed according to requirements of IRC Code of Practice for
modeling, load combinations and stress limits.

1.3.1 Design Standards:

Structure shall be designed in accordance with following Standards and Code
of Practice
IRC:5 Formatted: Indent: Left: 0"
 IRC:6-2014, Standard Specifications and Code of Practices of Road Bridges, Formatted: Font: (Default) Arial, 10 pt
Section-II, Loads and Stresses
 IRC:112-2011, Code of practice For Concrete Road Bridges
 IRC:78-2014, Standard Specifications and Code of Practices of Road Bridges,
Section-VII, Foundation & Substructures
 IRC:83 (Part-III) - 2002, Standard Specifications and Code of Practices of
Road Bridges, Section-IX, POT,POT-CUM-PTFE, PIN and Metallic Guide
Bearings
 IRC:SP:65-2005, Guidelines for Design and Construction of Segmental Bridges
 IRC:SP:69-2005, Guidelines and Specifications for Expansion Joints
 IRC:SP:66-2005, Guidelines for Design of Continuous Bridge Formatted: Font: Bold

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
Allahabad in Uttar Pradesh
 IS:2911
 MORTH Specifications for Road and Bridge Work
 Reference shall also be made to the IS Codes and other Standard Engineering
Practices as and when required. All calculations and drawings shall be made in
metric (SI) system.

1.3.2 Design Methods & Analysis:

Structures shall be designed according to requirements of IRC Code of Practice
for modeling, load combinations and stress limits. Longitudinal Analysis for
dead load, superimposed dead load and live load will be carried out using
STAAD-Pro software for structural analysis. For prestessing time
effectsdependent effects on superstructure during construction and service
stages, MIDAS-CIVIL and ADAPT software is arebe used. Design of
superstructure will be carried out by using limit state design approach for ULS
and SLS case as IRC: 112-2011.
Transverse Analysis: For the design of superstructure deck slab, soffit, webs,
diaphragms and other miscellaneous items transverse analysis using STAAD
Pro software and other excel sheets are used.

For Pylon, substructure and foundation design, Staad Pro and manual
calculation using Excel sheet are usedwill be carried out.

1.3.3 Construction Scheme:

1.2.3.1 Pile Load Test

Confirmatory pile load test should be carried out before execution of work to
ascertain load carrying capacity of pile.

1.2.3.1 FOUNDATION
Bored cast-in-situ piling is done. Depending upon the soil condition, grouting of
pile is done if required. And RCC Pile Cap to be constructed over pile.

1.2.3.2 ABUTMENTS/PIERS
Construction of reinforced concrete piers with limited height of pier less than
10-12m will be carried out using traditional formwork with concreting in different
stages. For larger height piers, climbing formwork or slip forms with jack
controlled vertical sliding movement will be used.
1.2.3.3 PYLONS
Construction of reinforced concrete PYLON will be achieved by climbing
formwork or slip forms with jack controlled vertical sliding movement.

1.2.3.4 BRIDGE SUPERSTRUCTURE

Considering the site constraints and requirement of high degree of precision,
precast box segments have been chosen for main bridge superstructure as well
as for viaduct portion. In this way, erection cycle of each precast segment is of
4 days and the entire structure can be completed in minimum time schedule
with different activities occurring simultaneously.
Construction yards for manufacturing the precast box segments will be
prepared to cast and assemble the segments and subsequently transporting
the same to actual bridge site.

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
Allahabad in Uttar Pradesh
The bridge superstructure with extradosed cables passing through saddle at
pylons in a semi-fan fashion and anchored at deck will be constructed by
balanced cantilever technique, starting from intermediate pier locations and
proceeding outwards, using precast span segments and cast-in-situ concrete
pier table and stitches.
During erection, precast segments will be lifted from ground or barge to its true
positions by a pair of lifting frames well connected from already erected
segments. Segment (n) is connected to previous segment (n-1) on each side of

pier by cantilever internal tendons and or extradosed tendons as shown in the

figure below.
FOR ILLUSTRATION ONLY

1.3.4 Painting of Structures

All the exposed surfaces of the superstructures & substructures of the bridge
will be painted with some light colour anticorrosive paint to enhance the
appearance and to provide an additional layer of protection in severe
condition of exposure.

1.3.5 Miscellaneous
Access to different parts of structures shall be provided for inspection and
maintenance. All bearings at expansion joint pier locations shall be replaceable
and jacking points and jacking loads shall be shown on the drawings.

2 MATERIAL SPECIFICATIONS

2.1 Grade of Concrete

The specified compressive strength (fck) of concrete at 28 days (based on tests of cube
of size 150x150x150 mm made and tested in accordance with provision of IS:516).
Minimum concrete strength requirements for various components of structure are:
Main Bridge (Extradosed portion) Formatted: Font: Bold, Underline
Formatted: Font: Bold, Underline

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
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• M70 – For Extradosed Span – Pile, Pile cap, substructure and superstructure

M50- Pile foundation Formatted: Tab stops: 2.07", Left

Viaduct Formatted: Font: Bold, Underline

. M70-Super Structure – 3 x 50m; 4 x 50m – M70

. M40-Super Structure – 3 x 25 – M40

•M50-Sub Structure and Foundation (Other than Extradosed) - M50.

•M15 for plain concrete

M?- for crash barrier and kerbs

2.2 Steel reinforcement
TMT deformed bars of Grade Designation Fe-500D conforming to IS: 1786 is proposed
to be used.
Yield strength of un-tensioned steel reinforcement is considered equal to 500 MPa and
Young modulus of elasticity equal to 200000 MPa. Modular ratio between concrete and
steel will be taken equal to 10.
The following diameters of reinforcement can be used [in mm]: 8, 10, 12, 16, 20, 25,
28, 32, 36 & 40 with a maximum length for a single rebar of 12 m.
2.3 Minimum Clear Concrete Cover
The following minimum concrete cover shall be provided:

Location Cover

mm

1 Cast-in-situ Concrete exposed to weather 50

2 Concrete of all substructure elements in contact with earth 75

3 Concrete of all substructure elements exposed to weather 50

4 Superstructure cast-in-place concrete exposed to weather 50

5 Concrete of Pile foundation in contact with earth 75

6 Precast superstructure elements

 Outside faces
50
 Inside faces
50

Note

 Where bundled or paired bars are used then the equivalent diameter shall be
considered in determining cover requirements.
 Cover to pre-stressing ducts for post-tensioning shall neither be less than that
specified for main reinforcement nor one-half duct diameter

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
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2.4 Pre-stressing Steel

2.4.1 Specification
Pre-stressing steel shall conform to IS:14268 , class 2 Low Relaxation uncoated stress
relieved strands with the following characteristics:
• Nominal Diameter of a strand: dp = 15.2 mm;

• Nominal Area of a strand: Ap = 140 mm2;

• Strength Characteristic Stress: fpu = 1860 MPa;

• Maximum jacking Stress: 0.729 fpu = 1356 MPa; (for Cables other than extradosed
Stay cables)
• Maximum jacking Stress: 0.55 fpu = 1023 MPa; (for extradosed Stay cables)

• Modulus of elasticity: Ep = 195000 MPa;

• Friction Coefficient for internal PT: μ = 0.17 rad-1 ;

• Friction Coefficient for external PT: μ = 0.17 rad-1 ;

• Wobble Coefficient: k = 0.002 m-1 (for internal PT only);

• Wedge Draw-In or Slip for post-tensioning = 6 mm.

Immediately after anchoring, the tendon force at any point along its length must not
exceed 70% of its characteristic strength and 74% elsewhere

3 DESIGN LOADS

3.1 Dead Load (DL)

The self-weight of various components is calculated assuming a density of 25 kN/m3
both for reinforced and prestressed concrete. Density of 78.5 kN/m3 is to be considered
for steel.

3.2 Superimposed dead loads (SIDL)

The following permanent elements loads have to be considered in the category of
SIDL:

 For design purposes 65mm thick of asphalt wearing course shall be considered. Its
weight is considered as 2.0 kN/m2
 Concrete crash barrier with a weight of 8.0kN/m will be considered for both
unsupported longitudinal edges of the deck
 The weight of known utilities carried by the bridge shall be taken into consideration.
As future utilities are unknown then an allowance of 1 kN/m per carriageway shall
be considered for this purpose
3.3 LIVE LOADS

3.3.1 Traffic Live Load (LL)

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
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Live loads are to be considered in accordance with provision of IRC: 6-2014. Bridge
has two carriageways of 10.5m14.00m? width. Each carriageway will be loaded 4
lanes with wheeled Class A & Class 70R loadings with the following live load
combinations:

One lane of Class IRC 70R for every 2-lanes with one lane of Class-A for the
remaining lanes or one lane of Class-A for each lane whichever is severe. The
above loads will be increased by appropriate impact factors as per provision of
Cl: 208 of IRC: 6-2014.

The Class A trains are spaced every 20m whereas Class 70R are spaced every 30m
between axles for wheeled vehicles, and every 30 m from tail to nose for tracked
vehicles. A reduction factor of 10% is applied when 3 lanes are loaded and 20% when
4 lanes are loaded.

Class 70R Train

Class A Train

3.3.2 For Local Live Load Analysis (LL)

Load cases of single axle of 20t and a bogie of 40 t (two axles spaced at 1220 mm) are
to be considered for the local analysis of the deck. Transverse spacing of the wheels of
the axle or the bogie, and wheel impact shall be as per the following sketch:
860
2790

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
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2790

Transverse spacing of the wheels.

3.3.3 Accidental load on crash barriers

Loads coming from crash barriers of P-1 category as per IRC:6-2014, will be
considered for the transverse analysis of the superstructure. The transverse bending
moment transmitted by the base of the barrier is equal to 15 kN/m

3.3.4 Design loads for crash barriers

Cast in situ crash barriers of 1115 mm of minimum height, shall be designed to
withstand the following loads corresponding to an impact of vehicles:

• 15 kNm/m at the base of the wall for bending in vertical plane;

• 7.5 kNm/m for bending in horizontal plane;

• 44 kN/m for transverse shear at vertical joints.

Length of segment ??

3.3.5 Effect of Vehicle Impact for longitudinal and transverse analysis (IM)
Vertical impact for Class A loading shall be as per figure given below:

Vehicle Impact for Class A Loading

Class 70 R – wheeled vehicles, impact shall be taken equal to 25 % for spans less
than12m, and in accordance with above figure for spans in excess of 12 m.
For Class 70 R – tracked vehicles, impact shall be taken equal to 25 % for spans upto
5 m, linearly reducing to 10 % for spans of 9 m. 10 % for spans up to 40 m and in
accordance with above figure for spans in excess of 40 m.

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
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As per Cl. 4.(ii) of IRC:SP:66-2005, impact factor for the continuous bridge of unequal
spans, the least effective span will be considered for determining the Impact Factor.

3.3.6 Special Vehicle (SV)

This Loading is to be adopted for design of new bridge. This shall to ply to center of
carriageway with a maximum eccentricity of 300mm for single carriageway of dual
carriageway bridges. During passage of SV loading, no other vehicle shall be
considered i.e. No Wind, seismic, braking force and dynamic impact on LL to be
considered.
(Prime mover with 20 Axle Trailer – GVW 385 Tonnes)

3.3.7 Congestion Factor

Areas where frequent congestion of heavy vehicles may occur, additional check for
congestion of vehicular live load on the carriageway may be considered. Following
factors may be used for various span ranges:

3.3.8 Longitudinal force of Live Load (BR):

For the first two loaded lanes we consider 20 % of the vertical load of the first train load
without reduction plus 10% for the succeeding trains. From the third loaded lane and
succeeding lanes, only 5 % of the vertical load of each lane shall be considered for all
additional lanes.

Total braking force will be computed based on the number of design lanes in the same
direction. Braking forces will not be increased for impact allowance and assumed to act
horizontally at a height of 1.2m above the roadway surface and distributed equally on all
bearings. Cl. No ???

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3.3.9 Centrifugal forces (CF)

Centrifugal forces shall be considered as per CL 212 of IRC – 6 -2014.

3.3.10 Fatigue Live Loads (FLL)

Fatigue stresses in the stays are small and high stay stresses can be used as
compared to cable stayed bridge. Fatigue load shall be based on IRC class A vehicular
loading occupying a single lane placed to produce the maximum variation of tension in
stays as already specified.
Fatigue limits state to be verified according to PTI Guide Specification 4th edition.

3.3.11 Creep and shrinkage effects (CR & SH)

Following engineering calculations of time dependent effects on concrete shall be
considered as given below
 · For shrinkage calculations purposes, the average humidity ratio shall be taken at
70%;
 · Creep calculations are done at 100 years horizon

3.3.11.1 General
 Time dependent effects of creep and shrinkage for precast and in-situ portion of the
bridge shall be computed using program ADAPT-ABI with the ACI-209 model.
 A range of ± 20% shall be considered on the creep factor for both pre-cast and in-
situ design.

3.3.11.2 Precast Segmental Portion

 Final creep factor shall be taken in range 1.4 to 2.0, with an average value of 1.7.
 shrinkage strain remaining after segment erection shall be taken as 0.0002
Creep and Shrinkage coefficients shall be calculated as per CEB/FIP model code Formatted: Indent: Left: 0.75"
2010/ACI-2009

3.3.11.3 In-situ Portion

 Final creep factor shall be taken in range 1.6 to 2.4 with average value of 2.0.
 Shrinkage strain shall be taken as 0.0004
 Creep and Shrinkage coefficients shall be calculated as per CEB/FIP model code
2010/ACI-2009

3.3.12 Settlement (SE)

Differential settlement shall be neglected in this bridge as foundation is resting in dense
sand strata. However, if required, differential settlement shall be considered as a long
term effect developing gradually and its effect shall be considered as being modified by
concrete creep, however the maximum reduction due to creep shall be limited to 40%?. Commented [VR5]: ?????

3.3.13 Wind loads

Wind load on structure shall be considered as per clause 209 of IRC: 6-2014.

3.3.14 Water Current Forces and Buoyancy Effect

Water current forces considered shall be as per Clause 210 of IRC: 6-2014. Severe of
the following two conditions is adopted for the design.

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 Water current pressure acting at right angle to structure.
 Water current pressure acting at an angle of (+/-) 20 deg to structure.

100% buoyancy shall be considered while checking stability of foundations resting on

soil. Pore pressure uplift limited to 15% shall be considered while checking stresses of
the substructure elements.

3.3.15 THERMAL EFFECTS Cl.215 of IRC:6-2014

3.3.15.1 General
The temperature effects that cause forces in an extradosed bridge are; temperature
gradient in the girder and a uniform temperature range applied to the entire structure.

Uniform temperature (TU)

Minimum and maximum air shade temperatures in the region of bridge are respectively
equal to +0°C & 50.0 °C. Therefore the mean of maximum and minimum air shade
temperature is equal to 25.0 °C.
As the bridge location has a difference between maximum and minimum shade
temperature greater than 20 °C; the bridge temperature to be assumed when the
structure is effectively restrained as per the table shown in IRC-6 § 215, is equal to
mean of maximum and minimum air shade temperature + 10° whichever is critical,
which corresponds in this case to 25.0 °C or 35.0 °C.
Then, lowering of temperature will be in the range of 35.0 - 0 = 35.0°C and temperature
increase equal to 50.0 – 25.0 = 25.0 °C. Uniform temperature variation is considered as
a long term loading. The elastic modulus for uniform temperature effects will be taken
as 0.5 times the instantaneous elastic modulus .

3.3.15.2 Temperature Gradient (TG)

Positive and reverse temperature differences have to be considered as a short term
effect for the superstructures of main bridge only. The non-linear thermic diagram
defined in IRC 6-2014 §215.3 is to be used:

6.6

Design Temperature Gradient

With:

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For positive temperature differences

(left diagram in above figure):

h1 = 0.3h < 0.15 m;

h2 = 0.3h > 0.10 m & <0.25 m;

h3 = 0.3h < 0.15 m.

For reverse temperature differences

(right diagram in above figure):

h1 = h4 = 0.2h < 0.25 m;

h2 = h3 = 0.25h < 0.20 m.

3.3.16 Earthquake Loading (EQ) Cl.219 of IRC:6-2014

As per Fig. 11 of IRC:6-2014 (Seismic Zone Map of India), bridge is located in seismic
zone III. The horizontal seismic coefficient in longitudinal direction is given by the
following equation:

With:

Z = 0.16 for seismic zone III;

I = 1.5 for important bridges;

R = 4.0 response modification factor for concrete prestressed bridge with ductile
detailing;

Sa/g : average response acceleration coefficient for 5% damping depending upon

period of vibration of the structure T, and which is based on the following equations
for rocky or hard soil sites:

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Design response spectra

In accordance with provision of Cl. 219.4 of IRC:6-2014, the following seismic

combinations have to be considered for the bridge:
· EQ = EQx + 0.3 EQy + 0.3 EQz
· EQ = EQy + 0.3 EQx+ 0.3 EQz
· EQ = 0.3EQx + 0.3 EQy+ EQz
Vertical seismic forces shall be considered as 2/3rd of horizontal component, as the
bridge is located in zone III of Seismic Map of India.

The seismic force (modal mass) due to live load shall not be considered when acting in
the direction of traffic, but shall be considered in the direction perpendicular to traffic.
Parts of the structure embedded in soil shall not be considered to produce any seismic
forces. Only 20% of Live Load on the deck will be considered in transverse seismic
case.

Seismic effect on the structure will be determined by multi modal-dynamic analysis of

the structure. Dynamic analysis is performed under three stages. The first being modal
analysis, which includes determinations of natural frequencies, mode shapes and
hence the participation factors and the spatial distribution of the masses for each
mode. The second stage is the calculation of the spatial distribution of the effective
earth quake forces based on the concept of Response Spectrum. And in the third step,
the evaluation of earthquake forces in different components of the bridge.

3.3.17 Vessel Collision Force (Ship/Barge Impact on the Bridge) Cl.220 of IRC:6-
2014

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Vessel collision force is the one of the design force for the bridges have waterway
traffic crossing rivers. The ship impact forces and their points of application to the
piers shall be assessed on the basis of design vessel and their speeds.

3.3.18 Bearing Replacement Commented [VR6]: This para may be shifted to other location

The bridge deck, substructure and bearings shall be designed and detailed to permit
future bearing replacement of each and every bearing and jacking points shall be
clearly shown on the drawings.

No reduction in traffic loading shall be considered during bearing replacement.

A maximum jacking movement of 10mm shall be assumed for bearing
replacement.
3.3.19 Earth Pressure Cl. 214 of IRC:6-2014
 Abutments, wing walls and retaining walls shall be designed for active
pressures Ka.
 Where live load is present behind retaining structures a live load surcharge
equivalent to a minimum of 1.2 metre of soil shall be considered.
 An appropriate drainage system shall be provided behind all retaining
structures.

3.3.20 Pylon Buckling

Depending on the flexibility of the pylon shafts, it might be necessary to perform a
special buckling analysis on the pylon. The accidental pylon eccentricities will be
introduced. The following imperfections of the geometry of the pylon will be
considered:
 Whole inclination with 1/200 slope;
 Curvature radius of the pylon mean line R=200 h, with h pylon height.
The stays anchorage points in the deck and in the pylon will be placed with a 2 cm
defect. Live loads and wind load cases will be introduced in the model.

Cable Replacement : Replacement of one cable during service stage will be verified. Formatted: Underline

Cable snap condition :One cable snap condition during construction/service stage will
be verified.

3.3.21 Construction loads (CL)

Construction loads and construction load combinations shall be considered as per
provision of AASHRO LRFD Section 5.14.2.3.2

Construction agency will be responsible for ensuring that his the proposed handling,
erection methods and sequences of construction do not overstress the permanent
works.

3.3.21.1 Normal Vertical Loads Commented [VR7]: Construction Live Load

A construction live load (CLL) of 50 kg/m² shall be considered during cantilever

erection.
Weight of the lifting frame (CE) is assumed to be equal to 65 tons.

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3.3.21.2 Load Combination Formatted: List Paragraph, Outline numbered + Level: 4 +
Numbering Style: 1, 2, 3, … + Start at: 1 + Alignment: Left +
Aligned at: 0" + Tab after: 0.5" + Indent at: 0.5"
Durability Requirements Formatted: Font: (Default) Arial, Bold
Formatted: List Paragraph
A summary of durability measures that will be incorporated into the design and
construction of the extradosed bridge with precast PSC segmental box section is
given below:
 Design life to be 100 years
 Concrete protection required for all concrete surfaces and minimum clear
concrete cover given in para 2.3 of this report are for severe condition of
exposure.
 Epoxy coated reinforcement is NOT to be used because of the serious risk of
damage and deterioration in the coating with a subsequently increased rate of
corrosion at key locations
 No tensile stresses will be permitted at any segment joint under any load
combination and in addition joints at in-situ stitch locations will be designed to
be in residual compression of 0.5 MPa.
 All segment match-cast joints will be epoxy sealed.
 Polyethylene or HDPE sheathing to be used for internal pre-stressing tendons.
 All precast segments and in-situ stitches will be formed using high strength
concrete with low water/cement ratio and high cement content.
 multiple tendon paths (ie. top and bottom tendons) will be used at all in-situ
stitch locations
 Anti-carbonation coating will be applied to outer surfaces of the deck, piers and
abutments.
 The top surface of the deck will be waterproofed with a spray applied acrylic
membrane.
 The design will incorporate a combination of internal and external pre-stressing
tendons.
 All external tendons will be detailed with a double sheathing system to permit
tendon replacement.
 Provision will be made in the detailing of the decks for the installation of future
external pre-stressing tendons.

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4 CONSTRUCTION METHODOLOGY FOR EXTRADOSED BRIDGE

4.1 Segment Details

 Pre-cast single cell box segments with inclined webs will be match cast using
preferably short-line method.
 Constant Overall depth of all segments will be 3.50 meters. Typical segment
lengths will be from 3.0m to 3.5m.
 Segment faces will have shallow depth multiple shear keys on the webs and on
both the top and bottom flanges.
 During cantilever erection epoxy will be uniformly applied to both faces of the
segments being erected, just prior to application of the temporary pre-stress.
.

4.2 Typical segment pre-stressing details

Following types of pre-stressing will be used:

 Transverse stressing of the top slabs of the larger boxes through the use of
internal bonded tendons, located in flat elongated sheathing. This stressing will
be undertaken in the pre-casting yard shortly after casting.
 Internal tendons located in the top slab and used for balanced cantilevering.
These tendons will be restricted in size to 12/15.2mm and typically two tendons
per web will be used for each segment. The tendons will be anchored on the
face of the segments.
 Internal tendons located in the top and bottom slabs and will be used to provide
first stage continuity across the mid span in situ-concrete stitches between
cantilever tips. These tendons will be in size of 12/15.2mm or 19/15.2mm and
will generally be anchored at internal top and bottom blisters within the box
sections.
 Extradosed tendons of size 22/15.2mm will be used to provide the external
prestressing by the installation of stay cables outside of the deck. The stay
cables pass over a saddle at the head of the tower and are anchored in the

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
Allahabad in Uttar Pradesh
deck at low angles of inclination. The low inclinations result in significant
horizontal compression in the deck. The extradosed tendons will have double
sheathing system at anchorages and saddles to permit tendon replacement.
Spare anchorages will be provided for future additional prestress as required
for future prestressing.

4.3 Segment Casting Operation

Short line casting method will be adopted. The essence of this method is that each
segment is cast directly against the segment that it will be erected next to (match-cast
face) on one face and against a fixed form (bulkhead) on the other face.

The basic procedure is:

 The match-cast segment is positioned to act as one face of the mould, the
other face being the bulkhead. The curvature of the span is controlled through
the orientation of the match-cast segment relative to the bulkhead.
 The mould is cleaned and the exterior forms are closed up. The prefabricated
reinforcement cage is lifted into position in the mould. The inner void form is
placed and sealed against the outer forms and the match-cast face.
 The deck side forms are placed, cast-in features are secured and after a final
survey check the wet-cast segment is cast.
 After the wet-cast segment has gained sufficient strength the forms are stripped
and the transverse tendons are stressed to about 20% design pre-stress level.
 The match-cast segment is then carefully separated from the wet-cast segment
and removed to storage.
 The wet-cast segment is moved to the match-cast position and the sequence is
repeated.

4.4 Handling and Storage of segments in the pre-casting yard

 The rate of erection is more rapid than the rate of production of segments so it
is essential that an adequate segment storage area is available in the pre-
casting yard.
 Provided the sub-soil is adequate segments can be double stacked however
this should only occur after full transverse stressing.
 The segments within the storage area are handled by a straddle carrier and if
double stacking is adopted then the straddle carrier must have sufficient
clearance to carry a segment over an area of double stacked segments.
 Delivery of segments to erection face is assumed to be by low-loader along
completed length of viaduct.

4.5 Segment Erection and Construction of Superstructure

In pre-cast segmental construction there is a very close inter-relationship between
design and construction and an assumed but realistic erection process will be
documented on the design drawings. It is proposed that the extradosed main portion of
the bridge will be erected by balanced cantilever using a pair of lifting frames with winch
and crane facilities and well connected to already erect segments.

Design Basis Report

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
Allahabad in Uttar Pradesh

Erection procedure and construction detail of superstructure is given in Appendix-I

Epoxy Jointing of Segments: Mating surfaces of both adjoining segment shall

effectively be prepared by wire brushing or by other effective means. Epoxy of about
1mm on each of the mating surfaces shall be applied with 70% of its pot life.
Subsequently, segments shall be brought to hug each other with minimum temporary
axial compression of at least 0.3 MPa applied by means of temporary prestressing.

5. MISCELLANEOUS

5.1 Anchorage of Extradosed Cables

In the extradosed bridge, live load stress range is comparatively very less to that in
cable stayed bridge. Hence, very expensive anchorage devices with high fatigue
strength, which are usually used for the cable stayed bridges, are not required. Commented [VR8]: Do we need to mention?

The part of anchorage is required sufficient resistance against partial bending moment
and shear force at once, providing prestresssing from stay cable to girder smoothly.
The 3-D FEM analysis will be carried out to estimate the stress of critical parts of
segments adjoining the anchorages. According to the FEM analysis, anchor parts of
stay cables will be reinforced.
Dywidag-Systems International markets an Extradosed Anchorage, Type XD (-E for
epoxy coated strands), that is purposefully designed to combine the anchor head of an
external tendon with the protection details found on their DYNA-Grip and DYNA-Bond
Stay Cables (Dywidag-2006 Commented [VR9]: Do we need this para

5.2 Stay Cable Protection

Corrosion protection system of stay cable consists of a minimum of two nested barriers.
The external barrier provides direct protection from corrosive elements, while the
interior barrier provides a backup system if the external barrier is breached. Grouting
with cementitious grout is no longer considered to be a good method for filling the void
between the external sheaths and prestressing strand in stay cables. Strands of stay
cables must be hot-dip galvanized and encased in a sheath filled with grease or wax.
The sheath can be high density polyethylene (HDPE). The external sheath serves as a
barrier to rain and UV rays, while the cable protection occurs at the strand level. This
also facilitates replacement of individual strands.

5.3 Installation of Extradosed Cables

The extradosed cables consist 22 unit strands tied up with 15.2mm mono-strand Commented [VR10]: ????109 strands
covered with polyethylene. The installation of cable will be carried out as follows.
1. Uncoil a cable from drum on the deck
2. Pull a cable through a saddle by leading wire with winch
3. Assemble anchors at the deck on both sides from the freshly erected segments

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Consultancy Services for preparation of Detailed Project Report for the construction of new 6 Lane Bridge
with approaches parallel to existing 2-lae Bridge over Ganga River at Phaphamau,
Allahabad in Uttar Pradesh
4. Put tension with jacks at once to avoid unbalanced load

INSTALLATION OF STAY CAABLES

Crane
Saddle

Anchorage Anchorage

5.4 Saddles for Extradosed Cables

Saddles will be used at the head of the towers. Hence, stay replacement is relatively
easy as no anchorages are provided at the tower and the reinforcement detailing at
the tower head is less congested and easier to construct than for towers with
anchorages. Saddle provides simple alternative to anchorages, but will be designed to
resist the differential movement from opposing sides of tower.

5.5 Expansion Joints

Expansion joints will be provided at the end support locations. It is proposed to
provide Mmodular strip or finger joints to cater large movements at the expansion
joints. These joints will be designed according to Cl. 5.3 of IRC:SP:69-2005 and
procured from the MORTH’s approved manufacturers.

5.6 Bearings
POT cum PTFE bearings will be designed according to the provision of IRC: 83 (Part-III)
– 2002

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