A

DESSERTATION
ON
STUDY OF EFFECTIVENESS OF HENDRY-
JAEGAR METHOD IN ANAYSIS OF
T-BEAM BRIDGE

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 CONTENTS
 INTRODUCTION
 OVERVIEW
 REVIEW OF LITERATURE
 ANALYSIS OF T BEAM
 RESULTS
 CONCLUSION
 REFERENCES

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 INTRODUCTION
• Definition of bridges : A bridge is a structure providing
passage over an obstacle without closing the way beneath.

• Importance of bridges : Plays a vital role in establishment of

cities along river side, economical development, transport of
goods and services, also adds to the aesthetics of the cities.

• Components of bridges:
Super structure
Sub structure
Foundation

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 T-beam bridge
The T-beam superstructure consists of the fallowing components :

I. Deck slab

II. Cantilever portion

III. Longitudinal girder (with T section)

IV. Cross-beam or diaphragms

V. Wearing course

VI. Footpath, if provided, Kerb and Handrail

Cross section and Plan of T Beam is given is:

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5
 OVERVIEW
PROBLEM
Design a RCC T- beam girder bridge to suit the following data:-

 Clear width of the roadway = 7.5 m

 Span ( c/c of the bearing ) = 16 m
 Thickness of wearing coat = 75 mm
 Five Cross beams at 3.75 m interval
 Three T-beams at 2.5m intervals
 Live load = IRC Class AA tracked vehicle Loadings
 Concrete mix M25 and Fe 415 grade HYSD bars
 Clear cover = 40 mm
Using Handry-Jaegar method and STAAD Pro. Softwere calculate
the design moments on main girders and cross girders and compare
its results.
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 REVIEW OF LITERATURE
 Guidelines : Indian Road Congress, Indian standards, Limit state Method
of Design
 Width of Carriage way :
Depends on the volume of traffic, expected emergency vehicle width
Minimum width is 4.25 m, for two lane 7.50m and for n-lanes n x 3.50 m
Footpath width : 0.60m as minimum
Divider provision is mandatory for 4-lane bridge
 Considering economy, R.C.C T-beam bridges are economical for spans
up to 25m. Also lesser the number of piers, more economic the
structure is and less obstruction to water way
 Cross girders are provided for better transverse load distribution to all
the longitudinal girders present

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Contd.
 Loads Considered in Design:
 Dead load and Super Imposed Dead weight
 Live load fromVehicles (IRC 6 : 2014)
 Wind load
 Live load includes:
 IRC class AA vehicle
 IRC class A loading
 IRC class B loading
 IRC class 70R (ignored due to similarity with IRC class AA)
 Wind load was considered from IS 875 (part-iii) and IRC 6 : 2014
 Seismic load is ignored as the bridge length is lesser than 60 m and the
seismic zone is moderate

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 ANALYSIS AND DESIGN

 Our design is divided in to the following parts

 Design of Deck slab
 Design of Longitudinal Girder
 Design of Cross Girder
 Methods used for Deck slab analysis: Pigeaud’s method
 Method used for Longitudinal Girder analysis:
 Hendry-Jaegar Method
 The span is 16 meters
 Designed for two way traffic having width 3.75 meters each

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Contd.
 Pigeaud’s Method
i. This method is used to analyze the deck slab of the T-beam bridge
deck as recommended by IRC:112
ii. Elastic analysis is preferred over plastic analysis as suggested by
different codes including IRC:112
iii. Provides elastic analysis for symmetrical loading

M1  (m1   m2 )W
Where, M 2  (m2   m1 )W
M1 = Short span moment
M2 = Long span moment
μ = Poisson’s ratio = 0.20 (as per IRC:112)
m1 , m2 = moment coefficient from Pigeaud’s curve
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  Hendry-Jaeger method
 The cross beam can be replaced by a uniform continuous transverse
medium of equivalent stiffness. According to this method, the load
distribution in an interconnected bridge deck system depends upon
three dimensionless parameters A,F,C.
 The first parameter A represent a function of the ratio of span to the
spacing of longitudinal girders and the ratio of the transverse to
longitudinal flexural rigidity.
 The second parameter F is measure to the ratio of torsional to flexural
rigidity of longitudinal and cross girders respectively. The torsional
rigidity of the transverse system is neglected in this analysis.
 Hendry-Jaeger have presented graphs given the value of the distribution
coefficient (m) for different numbers of longitudinal girders ( Two to
Six ) and for two extreme value of F=0, F=∞ and the coefficient of
intermediate values of F may be obtained by interpolation from the
equation.
 mF= mo+ (m∞ - mo ).

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 Finite Element Modeling in Staad Pro.

 Finite elements, referred to as finite elements, connected

together at a number of nodes. The finite element method
involves subdividing the actual structure into a suitable number
of sub-regions that are called finite elements.
 For the modeling of the bridge structure STAAD PRO-2006 is
used.
 The programming in STAAD.Pro consists of mainly three parts.
a) Modeling
b) Anaysis
c) Post processing

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 Fig.

3-D view of T- Beam Bridge

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 Whole Structure with nodes
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 Loading of Class AA Tracked vehicle

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 B.M. about x axis (MX) due to dead load

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 B.M. about y axis (MY) due to live load

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 Deck Slab Analysis
 In deck slab analysis PIEGAUD’s curve was used as specified by
IRC 112 : 2011 which gives elastic analysis concept .
 The slab is 215mm thick supporting 75 mm thick wearing coat
through out
 Each slab panel has a dimension of 2.5m x 3.756 m
 Analysis was carried out for both IRC class AA

Elevation of Deck Slab

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 Three dimensional Deck slab structure
composed of Finite Plate Elements

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 Longitudinal Girder

 Effective span = 16 m
 Slab thickness = 215 mm
 Width of rib = 300 mm
 Spacing of main beam = 2500 mm
 Thickness of slab = 215 mm
 Overall depth of the beam = 1600 mm

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 Size of one Panel with one Track of the
Tracked vehicle

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 Preliminary Dimensions of Longitudinal T beam bridge in-
meter
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 Cross Beam

 Effective span = 8.5 m

 Slab thickness = 215 m
 Width of the rib = 250 mm
 Spacing of Cross beam = 4 m

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 Preliminary Dimension for Cross beam (c/s)

Plan of the T beam Deck slab

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 RESULTS
Hendry-Jaegar Method – IRC Class AA Tracked vehicle
MX = 35.03 kN-m
Deck Slab D.L. B.M. in shorter side MX = 4.977 kN-m
MY = 28.51 kN-m
D.L. B.M. in longer side MY = 1.844 kN-m
(Pigeaud’s theory )
L.L. B.M. in shorter side MX = 31.18 kN-m
L.L. B.M. in longer side MY = 26.67 kN-m
B.M. = 3278.13
OUTER GIRDER D.L B.M. = 1064 kN-m
kN-m
L.L. B.M. = 2214.13 kN-m
B.M.= 2020.72
INNER GIRDER D.L. B.M. = 1064 kN-m kN-m
L.L. B.M. = 956.72 kN-m
B.M. = 320.22
CROSS GIRDER D.L. B.M. = 26.85 kN-m
kN-m
L.L. B.M. = 293.37 kN-m 25
 STAAD PRO. Results – IRC Class AA Tracked vehicle
MX = 34.58 kN-
D.L. B.M. in shorter side MX = 9.81 kN-m
Deck Slab m
D.L. B.M. in longer side MY = 0.62 kN-m
MY = 15.02 kN-

L.L. B.M. in shorter side MX = 24.77 kN-m m

L.L. B.M. in longer side MY = 14.4 kN-m

B.M. = 2411.26
OUTER GIRDER D.L B.M. = 694 kN-m
kN-m
L.L. B.M. = 1717.26 kN-m
B.M. = 1605.53
INNER GIRDER D.L B.M. = 694 kN-m
kN-m
L.L. B.M. = 911.53 kN-m
B.M. =291.71 kN-
CROSS GIRDER D.L B.M. = 19.40 kN-m
m
L.L. B.M. = 272.31 kN-m
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CONCLUSION.
T breadge has been carried out manually as per IRC guidelines and the following
conclution has been noted:
 This Thesis has been done the Analysis of T-Beam deck slab Bridge for IRC
Loadings
 Economical Span of T-beam Bridge deck is : 12m to 25m
 Live Load due to Class AA Wheeled Vehicle produces the severest effect.
 According to Hendry Jaegar method and Staad Pro, it has given highest
importance to outer girder, then inner girder and cross girder.
 Bending Moment in the Inner girder is lesser than the Outer girder hence
lesser reinforcement in inner girder when compared to outer girder.
 Thickness of deck slab : 200 to 300 mm
 Depth of Cross Girder : 0.70 to 1.0 times of Main Longitudinal Girder
 No. of Cross Girders : 3(min) to 5 (desirable)
 Optimum Girder spacing : 2.00m to 2.50m
 Optimum grade of Concrete and Steel : M25-M40/Fe415
 Method of Design : Hendry Jaegar Method.
 REFERENCES
•S. Ponnuswamy, “Bridge Engineering” TMH Publication, New Delhi.
•N. Krishna Raju, “Design of bridges” Fourth Edition, Oxford and IBH publishing company Pvt.ltd., New
Delhi.
•IS 456:2000 “Indian Standard Plain and Reinforced Concrete Code of Practice”.
•IRC 21-2000 “Standard specification and code of practice for Road bridge (Plain and Reinforced) New
Delhi.
•D J Victor, “Essential of bridge Engineering” Oxford and IBH publishing company Pvt.ltd., New Delhi.
•R Shreedhar and ShivanandTangai, “Comparative analysis of T beam bridge longitudinal girder design
using IRC 112:2011 and IRC 21:2000” International journal of Engineering Science and Research
technology.
•IRC: 6-2000, standard specifications and code of practice for Road Bridges, section –II, loads and stresses
•S. C. Rangwala, “Bridge Engineering” Charotar Publishing House, fifth edition 1993.

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 THANK YOU

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