, Chapter 12 Substructure 12.1 Definition 122. Pler and Abutment ca, The pier cap or to resting over the top of tne cap {also known as bed block or block fre support ofthe superssers Mar prone PG Sas he lok stip loads from the bearings tothe sate ee OF auton wee eating surface enti area of the top ofthe pier and srt project 7S ave yond Cab Should cover the nd the pier dimensions, This offset prevents rain water from drippin ing di improves the appearance of the pier. The top often, suitable slope towards the outside. er The cap should be of M20 concrete with a mi of 25 m and 300 mm for tonger spana’ tne THENTUM thickness of 225 mm up toa span cutwaters: The cap is provided with nominal reinforcement distributed equally at top and bottom and provided in tre a ofthe pier cap. The reinforcement along the length of the pa of the pier cap. In addition, provision should be made for focal stent jae cece ‘wo layers of mesh reinforcement one at 20 mm from top and the ater at Doren, fom bp af pedestal or pier cap each consisting of 6 mm bars at 75 mm centres in botn dieeie Blaced directly under the bearings. Typical details ofa pier cap over a solid masonry pie oe shown in Fig. 12.1. 12.3 Materials for Piers and Abutments Piers and abutments may be constructed with masonry, mass concrete or reinforced concrete. Masonry piers or abutments may use stone masonry (granite) in cement mortar, or Composite construction with stone masonry facing and mass concrete heating. Concrete construction will be economical in situations where good stones suitable for masonry and skiled stone masons are not available locally. Stone masonry used for the pier construction should be of coursed rubble masonry, 3! sort, in cement mortar 4:4. In the past mass concrete was adopted in some cases, “sing 1:3:6 mix by volume with 38 mm size aggregate. It was then permissible to add“deo 19} jo syeeq eOIdKL 4°Z4 esnB jy ostoory I |‘plums’, ie., stones of 4 conerete in order to say Sey '50 mm - c mm centres. However nook Suc stone es about 20% of the oI Dracticg, git 19 B® placed by hr ress ; . Conet INd Not closer than 300 es ee Teinforced mt°,°! Grade M20 with © infor cen nominal surtace Sreses for mass concrete and marsh Mas nye SFY singe Colarn ; na YP eal aus o peste = si 121 Parma 7 _AB Stteanes for substructure S.No. Matera Material Waxman Vaiman Compressive Tensile Stress. o—_ Siece ‘nBending 1 My came 128 mm _" a 7 0: 2 Plain concrete i420 ice 2 . 0 anton ° a gzimentvnay 1s aro ound brickncomnimerar 5__Sound brick in ime mortar a a Note: 1 MPa = 1900hn@ = te 124 Piers Piers are structures located at Being one of the most visible com, appearance of the structure. The general shape and features ofa ier depend toa large extent onthe type, size and dimensions of the superstructure and also onthe envronmentin which the per iciocatea Piers can be solid cellular, trestle or hammerhead types (Fg.12.2) Sold and celular piers for river bridges should be provided wth semicircular cutwaters to facta streamlined flow and to reduce scour. Other designs such as reinforced concrete framed type as shown in Fig.12.3 have also been used. Sold piers can be of mass concrete or of masonry for heights up to about 6 m and spans up to about 20 m. itis permissible to use stone masonry for the ‘exposed portions and to fill the interior with lean concrete. This would fe expenses on shuttering and would also enhance appearance. The stone layers shouldbe propery bonded th the interior with bond stones. ; sanscciod aa Single column piers are increasingly used in urban elevated highway ap on Senor In an urban setting, single column piers also for river crossings with @ skew alignment. on he road below. Such Pes ope eo are ter results in least obstruction to passage of idge 2c piers when used for a skew bri bridge. injorced concrete and . types use reinforced concrete bag ride hammerhead and single column “colllar type permits saving in Cellar, treste, crate ‘above 6 mand spans vg ard acid are suitable for heights requires dificult shutter ‘han 900 mm. The the quantity of concrete, but Usted Ts als shoul ot be se placing reinforcements. The t! tbe more than 0.3 per cent lateral reinforcement of the walls should ind transverse forces acting on the bridge. 'ponents of a bridge, the piers contribute to the aestheticIf Tf SOTESERGOER ——— auaneruenn Wee Figure 12.2 Typical Stapes of Pers, {he wal ofthe pier, and the quantity should be distributed as 60 per cent on the outer face nd 40 per cent on the inner face. The trestle type consists of columns (usually circular or octogonal) with a bent cap at the top. In some recent designs, concrete hinges have been introduced between the top of the column and the bent ap in order to avoid moment being transferred from deck to the Columns. For tall trestles, asin fyovers and Clevated roads, connecting diaphragms betwen, The top width of the pier depends on the size of the bearing plates on which the Supersructre rest. It is usualy kept ata minimum of 600 mm mote thes fo cultooutme bot The bottom width of pier is usually larger than the top wi stresses within the permissible values. it is normally sufficient ‘a provide a ater of tn 25 on all sides for the portion of the pier between the bottom of the bed block and the top of the well or pile cap or foundation footing, as the case may be. In the case of river bridges, the portion of the pier located ‘between wind nd water’, that is, the portion of the masonry surface which lies between the extreme high and extreme low water, is particularly vulnerable to deterioration and hence needs special attention. This surface is subject to damage due to the impact of floating debris, the erosive action of the current, waves, and in the case of sea water or chemical environment to chemical attack. Reinforced concrete framed type of piers as shown in Fig. 12.3 have been used in recent years. The main advantage in their use is due to reduced effective span lengths for (GIRDER GIRDER, __—'0! Figure 12.3 Typical Framed Piers.304 centre line of the pier leading to economy suthor would suggest caution in their wide ade the coy SEP ould be conducive 19 accumulation of debris and especialy fag e o used flood: hills and forests. S ors subjected to sudden floods near acon if ini subj ‘close intervals of about 1 to 2 mon each ae bl il for two expansion joints at cal pansion j tenance problems. If this type is 10 be adopted, tn. “9 riding discomfort besides maint 5 rg vossest tat the ends ofthe decking on either side ofthe pier centre ine be cane, Sond the bearing so that one expansion joint would be eriequate, Hi vorcad concrete framed piers of 'V' shape supporting a short length ofr concrete decking have been used successfully in conjunction with suspenced gp. prestressed concrete for bridges in hilly areas, €-9- Gambhirkhad bridge? n such 2! Fees seal member between the top and base of the pier is avoided to enhance aes The load and forces to be considered in the design of piers are as below: thts, (1) Dead load of superstructure and the pir itself () Live load of trafic passing over the bridge. The effect of eccentric loading de live load occurring on one span only should be considered. he (3) Impact effect for the top 3 m of the pier only (2) Buoyancy of submerged part of substructure. Ifthe pier is anchored to rock by done, itis permissible to neglect the effect of buoyancy. (6) Effect of wind on moving loads and on the superstructure (6) Force due to water current (7) Force due to water action, if applicable (6) Longitudinal force due to tractive effort of vehicles (9) Longitudinal force due to braking of vehicles (10) Longitudinal force due to resistance in bearings. In order to reduce the net longiuies force in bearing, itis usual to make bearings of two spans located on a pier to be ofthe same type, i., expansion bearings or fixed bearings. Still a variation of about 10 p= cent in the frictional coefficients of sliding bearing may be assumed. Also, the resistance in two adjacent bearings would differ when live load occupies only one of the he adjacent spans. (11) Seismic effects (12) Force due to collision by barges for piers in navigable waters. Rules for the computation of the individual effects of the above forces and collision effects) have been discussed in Chapters 3 and combination ofthe above forces should be considered, The net stresses forthe mos! se cases should be within the permissibe mts. Masonry piers would be so proportion the resultant ofall possible forces falls within the middle third of the section on any no plane and on the base. Further, the unit sliding force should be within allowable t= girders on either side of the superstructure. However, the at forces (except for wa ‘4. The most see® 12.5 Forces due to Wave Action and Collision wore. There may be situations where the bridge pier is subjected to the action a thereby experiencing additional hydrodynamic forces due to wave action. A typical om isthe Pamban bridge connecting the Rarmeswaram island withthe Indian mainar the bridge spans across a tidal river or an estuary, wave forces become significant The wave motion is essentially an unsteady fuid flow. The fluid particles 3 rons" not only to a velocity inthe horizontal and vertical directions, but also 10 201°"Since the piers are ns. i eet iterest tothe designen Te), "EY Hed at ane signer. The fig pe bottom, eg fre ad anneal free yi pe Feta emt py Oo a a areSS8 coicing with 88 topran = se Forexambe, Mando ard 2uar trios on py PES cing oy 10 ery nea bar taf inthe vers ty ion tiga Ni, aan tet shouldbe prevented othe i ‘sand the barge. The best protection erin case of Mandov ist bridge, Hence, more complicate en es have not been eoctve (hs dite. The cterntn ofthe meen eee of the wppoded ny oe ficult requiring considera naire spre, spun dove al conding moet and hoes ascent tpi rece of Olision. ge impacts tobe provided for Hy ore nly al ype pers art ‘25 Example of Design of Pier Data " Superstructure : Simply supported T-beam of 21.3 m span Foundation —_: Well foundation Dimensions: As in Fig. 12.4 Dead load from each span = 2250 kN Reaction due to lve load on one span = 900 kN Maximum mean velocity of current = 3.6 misec Material for pier: Cement concrete M20 grade Live load: IRC Class AA or Class AA whichever produces severer effect Only the straight portion of the pier will be considered in design here. tis required to check the adequacy of the dimensions. 1 Stesses due to dead load and self weight DL. ftom superstructure = 2 x 2260 = 4500 kN 27 Set weight of pier = 82x (pow = 9653 kN Total iret oad = 8153 KN 7 Stess at base of pier = OSS = 368 kNim? “82x27 Efect of buoyancy With of pier at H.RL = 4.89.m Submerged volume of pir = 82 2747306 enna il es iy 1800 g 5 ; * | ‘SECTION FLANAT Borrow Figure 12.4 Dimensions of Pier for Example, Reduction in weight of pier due to buoyancy = 1524 kN ieee = — 68.8 kNim? Stress at base de to buoyancy = es = (iv) Stresses due to eccentricity of live load FReaction due to lve load from one span is 900 KN and acts at 0.45 m trom the cente line of pier. Moment due to ecentricty = 900 x 0.45 = 405 kN.m HMedulus of Section of pier at base about transverse axis (axis at Fight angle tothe direction of traffic) qe E2996 m3 Stress at base due to eccentric lve load 900, 405 82x27 * 996 =+ 813 0r-0.1 kNim? (V) Stresses due to longitudinal forces (@) Due to tractive etort or braking forces: Longitudinal force for Class AA load = 0.2 x 700 = 140 KNEffect due to Class A loading will bo les ‘at base = 140 x 9 = 1260 kN.m Stress at base due to tractive offort = #4 = 2 96 = 126.5 kN/m? Mra ou to resistance in bearings to movement da to womperatre: wb different cise nate fictional cooticients ofthe two bearings on the pler mey happen assume the live load to pean etticiency of the bearings. For the severest effect, we shell ee ane On left span and the frictional coefficients of bearings to be 0.25 Total oe tne left and right sides, respectively an Tesieuree rs nai Dearings = 0.25 (2250 + 900) = 787 kN ight side = 5 Unbalanced force at Bosses PoarGS * 0.225 x 2250 = 506 KN Moment at base = 281 x 9'= 2509 kN.m 1260 2529 Stress at base = + 2529_ 996 7 1253.9 kNim? (vi) Stresses due to wind load (2) Area of structure seen in elevation due computed from dimensions of cuperowuciee) cans cone and Maas (tobe Assuming the average height of exposed surface above the bed level to be 10m, the intensity of wind load is taken as 0.91 N/m? from Table 3.2. Total wind force = 71.7 x 0.91 = 65.2 kN (b) Wind force against moving load, considering Class A train = 20.4 x 3 = 61.2 kN (c) Total wind force as in (a) and (b) above= 126.4 kN (d) Minimum limiting force on deck at 4.5 kNim = 23.1 x 4.5 = 104 KN (e) Minimum ii ing force at 2.4 kN/m? on exposed surface = 71.7 x 2.4 = 172 kN Since the force in (e) is the maximum, this will be adopted. This force will be assumed to act at the bearing level for the purpose of calculating the moment at the base of the pier. Moment at base = 172 x 9 = 1548 kN.m : Modulus of section of the pier at base about the longitudinal axis 2 Zz 208s 30.2 m? 1548 2 tress St = 451.2 kNim’ Stress at base =+ 355 =+51.2 (i) Stresses due to water current Intensity of pressure according to Eq. (3.4) = 0.5 KV2 = 0.5x 0.66x 3.62 = 4.3 kNIm? Force due to water current = (4) 9x43 = 87 KNThis force acts at a height of 2/3%8.1 or 5.4 m above the base. Moment at base = 87% 5.4 = 470 kN.m Stress at base Ifthe current rection varies by 20 degrees, Pressure parallel to pier = 4.3 cos 20°= 4.0 KNim? pressure perpendicular to pier = 4.3 sin 20° = 1.5 KN Stress at base due to component parallel to pier =1 156x024 145 kN? 43 Force perpendicular to pier = 1.5x 8.2% 8.1 = 99.6 KN Moment at base = 99.6% 5.4 = 538 KN. Stress at base due to component perpendicular to pier + es so nwm? Tape, = 560i ‘Maximum stresses due to water current = + 69.6 kN/m? (vi) Summary of stresses The net stresses should be considered for the cases when the river is dry and under floods. The summary of stresses is given in Table 12.2 It is seen from Table 12.2 that the extreme compressive and tensile stresses are well within the permissible limits (Table 12.1). The calculations shown are typical and simplified In any practical case, minor modifications and additional consideration of seismic effects may be necessary. Table 122 Summary of Stresses on Pier. Stresses, kNim? St No. Loads When dry During foods 1. Dead load and self weight +3680 +368.0 2 Buoyancy = 688 3. Eccentric ve load +813 +013 oro ort 4. Longitudinal forces (a) Tractive effort £1265 21265 (©) Bearing resistance 4253.9 2539 5. Windload £512 4512 8. 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The wing walls Sear acocaary eons eee ee ee + breast wall for Support, a8 WoUld have ise ‘masonry abutments, The length of the cantilever returne where adopted Feet ineztcled fo 4.0. The spe of tie bation “lage of the wing should be such as tp this edge below the level of the revetment of the embankment. A gravity type breast wall is used in (a), whereas the wall at (b) is of the counterfort type. ‘Designs (c) to (f) attempt to reduce the overturning moment due to earth pressure. For overpasses over expressways, the scheme at (g) will enhance aesthetics. The buried abutments ‘shown in (h) and (i) are more adaptable for overpasses with side spans and sloping cuts, than for river bridges where the embankments may be vulnerable to attack by Toads, ‘A bridge abutment may fail in several ways as below, ‘and the final design should be checked to avoid these failures. The breast wall may fail by tensile cracks, crushing o* shea ‘The wall may ti forward due to excessive overturning moment due fo @ @ (9) (n) Figure 12.5 Typical Reinforced Concrele Abuimerss:ant wall may slide forward due to earth pressure ifthe vertical forces are inad fequate. Though the wall may be structurally strong, failures may occur along a curved surface the soll due to inadequate shear resistance. ° ied 12.8 Example of Design of Abutment (a) Data Preliminary dimensions : Assumed as in Fig. 12.6 ‘Superstructure ‘beam two- lane bridge of effective span 16.1 m ‘Overall length = 17.26 m ‘Type of abutment : Reinforced concrete Loading + As for National Highway Back fill Gravel with angle of repose Unit weight of back fill, “1 _APPRONCH SLABS In q x0 + 5 tax over wat 50 375 5600 BREAST wall = —p~ TOE HEEL 7000 1200 igure 12.6 Preliminary Dimensions312 of soil on wall, 2= 17.5° Apres sabe TAG sab 200 mm fic adequately eek Lead om superstructure per running foot of abutment wall Dead load = 119 kN/m Live load = 85 kN/m (The above two — = hp cera from the calculations ‘supe a ct over a width of 8.5 m), are pean! ‘Neoprene pads of overall size $20 x 500 x 65 mm, embedding 5 pate, ss learance in plan. G = 1 kNimme, mm thickness and 6 mm cle oie eduited to check the adequacy ofthe assumed section. The reinforcement «are not computed here. (©) Self weight of abutment {eating he section as composed of 4 elements as shown In Fig. 127, the weight ach element and moment about the point O on the fronttoe are computed asin Tabet 2 (4) Longitudinal forces (0) Force due to braking Force due to 70R wheeled vehicle = 0,2 x 1000 = 200 kN Zs free acts at 1.2m above the road level (Clause 214.3), 10 KN Horizontal force per m of wall = 100/8.5 = 11.8 kNim (i) Force due to temperature variation and shrinkage Cesuming moderate cimato, variation y ‘emperature is taken as = 17°¢ ag per Clause 218.5 of Bridge Code, Geeticent of thermal expansion = 14 7x108/2¢ Stain due to temperature variation < 17% 11.7 x 198 From Clause 2203, strain due to Concrete shrinkage = 2, [al strain due to temperature sec Shrinkage = (1.989 4 Assuming G = 1 Nimm? Horizontal force due to strain i , Per Clause 70729) ‘strain in longitudinal direction at bearing level (computed as = 4.0 kNim (ii) Vertical reaction due to braking Vertical reaction at one abutment(o) Earth pressure of Active earth pressure P = 0.5 wae were Ka is Obtained from Equeme 8 Here 0 ='90", 6 = 35+, 20 08 ion (3.5) Substituting values in Equation (ss © Height of backfill below approach eu we get k = Active earth pressure = 0.5 x 18 ne D = 5.6m Height above base of centre of prone’: Passive pressure infront of tog sist ise x5. id. (@) Live load surcharge and epproach Equivalent height of earth for ive oe Horizontal force due to Lt. surcharg (f) Weight of earth on heel slab Vertical load = 18 (5.6 ~0.75) 2.6 = 227 kNim (g) Check for stability - overturning The forces and their positions are as shown in Fig, 12.7. The forces and moments about the point O at toe on the base are tabulated as in Table 12.3. Two cases of loading condition are examined: () Span loaded condition; and (ii) Span unloaded condition. Case (i) Span loaded condition See Row 15 of Table 12.3 Overturning moment about toe = 623.1 kN.m Restoring moment about toe = 1740.9 kN.m _ Factor of Safety against overturning = 1740.9 / 622.1 = 2.8 > 2.0 Sate. Location of Resultant from O. Xo = (My - My) /V = ( 1740.9 - 623.1) / 691.4 = 162m Eccentri of resultant max = B/6 = 0.80 m. © = (B/2) - x9 =0.78m < 0.80m. Case (i) Span unloaded condition See Row 11 of Table 12.3 Overturning moment about toe = SrA ei Restoring moment about toe = 1607.2 kN.m Factor of ‘safety against overturning = 1607.2/572.4 = 2.8 > 2.0 Safe.314 LL. SURCHARGE "lar 12:7 Loads and Forces on the An (©) Check for stresses at base For Span loaded condition "otal downward forces = 691.4 ky 6914 /, . 6x078 t = 8x078 Extreme stresses at base aah (wos xt ) Check for. 1.4 = 414.8 by "st sliding = 414 8 /236'9\- 1.76 > 1.5. Sate, Summary THe Assumed Seton of heap fe =315 ‘tie 123Forces and Momant Aout Base Abuinan, st No. Details Force, kN Moment about 0,10 a m 7 —a 1. DIL fom superstucture a My My 2 ‘Marzo os aueto = — a5 perature and 7 3. Active earth pressure 2? = 40 45, - tad 4. Horizontalforee dus to LL, 7 M00 235 - ‘surcharge and approach slab bi 5. Vertcalload duetoLL ~ 0 280 — mo surcharge and approach 6 Selweight—patt "8 748 ~ 380 a22 = 48% 0.75% 24 e84 2% ‘Balweohtesets — 20 are - 3.25% 10% 24 8 Selfweight part “ >| i | is 7 03% 1.05 24 9. Self weight part 4 _ —— = 7 03% 13x26 94 10. Weightof earth ot hee stab z2r0 = omg = 11. Eliane 1010 (Span unloaded condition) 02a - 1072 sr 12. LL tomsuperstructure Class 70R wheeled vehi 850 — 19 a8 13. Vertical force due to braking 44 — 180 62 = 14, Horizontal force due to braking = sa = 1%. _Eltems 111014 (Span loaded condition) e428 17409 gaat 129 Backfill Behind Abutment The design and construction of the backfill and drainage behind the abutment should be carefully attended to. A layer of fier material well packed to a thickness of 600 mm ‘should be provided over the entire surface behind the abutment, with smaller size towards the soil and the larger size towards the wall. Adequate number of weep holes should be provided to prevent any accumulation of water and building up of hydrostatic pressure behind the walls. The weep holes may be of 100 mm diameter with 1 in 20 slope placed at about 1.0 m spacing in both directions above the low water level. The backfill should be of clean broken stone, gravel, sand or any other pervious material of adequate iength to form a wedge of cohesionless backfil. The fil should be compacted in layers. Cohesive backfil should be compacted in layers by rollers to maximum dry density at ‘optimum moisture content. The sequence of filing behind the abutment should be controlled to conform to the assumptions made in the design. For example, if the earth pressure in front of the abutment (normally ignored) has been assumed in design, the front ling should be done along with the filling behind the abutment layer by layer. Similarly, if the design ‘assumes that the dead load of the superstructure exists when the earth pressure due to embankment is applied, the filing behind the abutment should be deferred til the placement of the superstructure.