C h a p te r 12

Substructure

12.1 D efinition
The portion of the bridge structure beiow the level of the bearing and above the foundation
is generally referred to as substructure. Thus for a river bridge with well foundation, the
substructure will consist of the piers, the abutments and wing walls, the pier caps and the
abutment caps.
4

12.2 Pier and A b u tm e n t Caps

The pier cap or abutment cap (also known as bed block or bridge seat) is the block
resting over the top of the pier or the abutment. It provides the immediate bearing surface for
the support of the superstructure at the pier or abutment location, and disperses the strip
loads from the bearings to the substructure more evenly. The pier cap should cover the
entire area of the top of the pier and should project 75 mm beyond the pier dimensions. This
offset prevents rain water from dripping down the sides and ends of the pier and also improves
the appearance of the pier. The top of the pier cap except at bearings should have suitable
slope towards the outside.
The cap should be of M 20 concrete with a minimum thickness of 225 mm up to a span
of 25 m and 300 mm for longer spans1. The thickness is reduced at the end over the cutwaters.
The cap is provided with nominal reinforcement of not less than 1 per cent steel distributed
equally at top and bottom and provided in two directions both at top and bottom. The
reinforcement along the shorter side is in the form of hoops, extending for the full width of the
pier cap. The reinforcem ent along the length of the pier should extend from end to end of the
pier cap. In addition, provision should be made for local strengthening of the cap with two
layers of mesh reinforcem ent one at 20 mm from top and the other at 100 mm from top of
pedestal or pier cap each consisting of 6 mm bars at 75 mm centres in both, directions
placed directly under the bearings. Typical details of a pier cap over a solid masonry pier are
shown in Fia. 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 mor ar.
 278
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F ig u r e 12.1 Typical Details of Pier Cap

 j e.t stones of 100 to 150 mm size
order to save cost. Such stones h»h ♦ ! ° a vo,ume of *
However, in recent practice cnnn e P^ced bv 20% of the ma<5c ^
being adopted. For reinforced con6*9 ° f 9rade M 20 with ° 0t C'° Ser than 300 mm r ^ 6
grade used m ay co rre sp o n d to M 25 to eSPeciallV £ 2 ^ * " '* * rein,» ^e m e m ,s
concrete and masonry are given |n ^ 35. Typical values o,ter“ !s s T ,e T S' ,he ^

JT ^ ^ isslb le Stresses (
q M ~~~ ---------------- ^ ^ ^ b s t r u c t u r e .

S'N0- Ma,erial Compressive -----------------

T axirnum
Stress Tensile Stress
Mpa ln Bending

1. Mass concrete 1:3:6 mix 2.7

0.28
by volume
M
P
a

2. Plain concrete M 20 5.0 0.50

3. Coursed rubble granite in 1.5 0.30
cement mortar
4. Sound brick in cement mortar 1.0 0.20
5. Sound brick in lime mortar 0.6 0.12

Note: 1 MPa = 1000 kN/m2

12.4 Piers
r ie is
Piers are structures located at the ends of bridge spans at intermediate points between
the abutments. The fu n ctio n of the piers is two-fold: to transfer the vertical loads to the
foundation, and to resist all horizontal forces and transverse forces acting on the bridge.
Being one of the most visible com ponents of a bridge, the piers contribute to the aesthetic
r *i i .. . ___
appearance of the stru ctu re .
The general shape and features of a pier depend to a large extent on the type, size and
dimensions of the superstructure and also on the environment in which the pier is located.
Piers can be solid, cellular, trestie or hammerhead types (Fig.12.2). Solid and cellular piers
for river bridges should be provided with semicircular cutwaters to facilitate streamlined flow
and to reduce scour. Other designs such as reinforced concrete framed type as shown in
Fig. 12.3 have also been used. Solid piers can be of mass concrete or of masonry for heights
up to about 6 m and spans up to about 20 m. It is permissible to use stone masonry for the
exposed portions and to fill the interior with lean concrete. This would save expenses ; on
shuttering and would also enhance a p p e a r a n c e . The stone layers should be properly b
with the interior with bond stones. urban elevated highway applications^
Single column piers are increasing y used in ^ ^ setting s.ng'e column Piers

also for river crossings with a s ew t the motorists using t e roa t

provide an open and free-flowing per eption to , ^ jn ^ obstmctlon t0 passage
piers when used for a skew bridge a - <nrcer) concrete and
flood below the bridge. . ng|e column types use rein |n
Cellular, trestle, hammerhead and s.^g ^ ^ m Jhe c e lla r y p e ^ ^ ^ ^
are suitable for heights above m jres difficult shuttering an y he lateral
the quantity of c o n c re te , but usua y should not be ess tiona| area of the wall
reinforcements. The thickness of than 0.3 percent of tne sect.
reinforcement of the walls shou
 STRAIGHT PORTION

\
hV*
(c ) TRESTLE R CPjER (d ) HAMMERHEAD TYPE

Figure 12.2 Typical Shapes of Piers.

and 40
of the pier, and the quantity should be distributed as 60 percent on the outer face
percentin un
on the
ine inner
miitsi face.
iautj. , * QQp ai at
The trestle type consists of columns (usually circular or octogonal) with a ^ ^ 0f
the top. In some recent designs, concrete hinges have been introduced betwee ^
the column and the bent cap in order to avoid moment being transferred from eCbetween i iiopn
columns. For tall trestles, as in flyovers and elevated roads, connecting d i a p h r a g m s u^ cture
the columns may also be provided. The hammerhead type provides slender su s ^
and is normally suitable for the elevated roadways. When used for a river bridge, e.g..
Setu across Sone river at Dehri2, this design leads to minimum restriction of the w . ^ s yiv; are
The construction procedure should be arranged such that the construction jo ^ gr1t
minimized, by adopting continuous concreting or by use of slip form technique to
possible. Simple geometry of the pier leads to reduced construction costs. on which the
The top width of the pier depends on the size of the bearing plates
 superstructure rests. It is usually kept a* . —
281

d,m6'The^ength of ‘^ u d i ^ s o f J U e s ^ ° Ut't0'° Ut

and five loads does no! exceed 4.2 MPa dlnlens'oned that the bearing stress due, ,h!
When the length of a pier is narrow '
that the deck cantilevers beyond the p i e ^ c e f ?h" ,han ,he Wldlh 01 bridge deck carried
are used in a multi-span urban interchange ,ea,ur®,P'erif called a" '"board p,er Such piers
wherein the adoption of inboard piers offers con Jh 9 1 ly0ver and 9 TO“ "d level slip roadl
,and that would have been required w h i n T u ^ " 0. L%7£n
pierS for urban interchanges facilitate improved sight Nn? ad° Pted- ln addit'on- inboard
enhance the overall appearance. Other innovative Hp J ® hlcles passin9 the Piers and
requirements include H-shaped piers flaring at thP ton 9? piers to suit urba" site
of the pier for stability of the deck and limited , 1 ? pr0vide wider base at the top
ground level. se of sPace at the base of the pier at the
The bottom width of pier is usuaiiw ia
stresses within the permissible values It is n ^ r m a ^ ^ V ^ W'dth S° 3S ,0 restrict the net
on all sides for the portion of the pier between thP h ltt ? t0 Pr° V'de a batter of 1 in 25
well or pile cap or foundation footing asThe c is e ma T 6 * * * b'° Ck and ,he toP of the
In the case of river bridges thp nnrtion ^ e,’
that is. the portion of the masonry surface whirh lipc h 'T ° ° ated 'between wind and water’,
low water, is particularly vulnerable to deterinrsf h'!!66'1 the extreme hi9h and extreme
surface is subject to damage d u e ^ o h e . Special a,,emion' This

— ~

6IRDEfK ^-JOINT

I
I I I |
« ! ! ________!

(a) <b>

Figure 12.3 Typical Framed Piers.

282
in F i q 1 2 3 h a V e b e e n USed ln
P of P'ers as ST r e d u c e d effective span length, ,w
* framed type oT \ is due to rea eConomy in the cost 0|
. x rpd concrete „ ntaqe >n the'r * the P,er 'ea thPir wide adoption. Firstly
a rs .^ e rna,n T t h e centre line d° suggest caU^ 0" ' s and especially floating trees
recent ye ejther side o aUthor wou .mUlation of de Secondly, such designs

ca" ^discomfort besideSH^ 0f the decking on ei be aCjequate^ reinforced

- T g g f e s ^ s s ^ r s s u - — 1» ” h—
" s e d ™ n c r ; r e 7 o r “ bridg;;Tn hilly areas, e.g., Gambhirkhad bndge*. In such cases,
the horizontal member between the top and base of the pier is avoided to enhance aesthetics.
The loads and forces to be considered in the design of piers are as below.
Dead load of superstructure and the pier itself
(1
Live load of traffic passing over the bridge. The effect of eccentric loading due to the
(2
live load occurring on one span only should be considered.
(3 Impact effect for the top 3 m of the pier only
(4 Buoyancy of submerged part of substructure. If the pier is anchored to rock by dowels,
it is permissible to neglect the effect of buoyancy.
(5 Effect of wind on moving loads and on the superstructure
(6 Force due to water current
(7 Force due to water action, if applicable
(8 Longitudinal force due to tractive effort of vehicles
(9 Longitudinal force due to braking of vehicles
L U I i y l I L 4 \~ k I I I G I I !W I U U U IU U I C U M I I VJ \J I V U I IIU IU O
i •■ i• i r i . • •« •
(10 Longitudinal force due to resistance in bearings. In order to reduce the net longitudinal
force in bearing, it is usual to make bearings of two spans located on a pier to be of the
same type, i.e., expansion bearings or fixed bearings. Still a variation of about 10 per
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 two
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 (except for wave
forces and collision effects) have been discussed in Chapters 3 and 4. The most severe
combination of the above forces should be considered. The net stresses for the most severe
tlfp rp<?Mltantnf aiu!1 .J^e Perm'ss'b'e limits. Masonry piers would be so proportioned that
plane and on the bas? T f° rceshfalls within th* middle third of the section on any horizontal
plane and on the base. Further, the unit sliding force should be within allowable limits.

12.5 Forces Due to Wave Action and Collision

thereby e x p e r i e L ^ g t d d ^ pier is subjected to the action of waves,

is the Pamban bridge connectina thp R forces due to wave action. A typical examp
the Rameswaram island with the Indian m ainland. Also, if
 drag force an an inertial force which taken together may be considerably large.
h o riz o n ta l
In the case of m ajor bridges in wide navigable waters, it is necessary to provide for the
ossibility of boats, barges and vessels colliding with the piers during storms and foggy
eather. For example, M andovi and Zuari bridges on National Highway No. 17 in Goa have
to allow very heavy barge traffic in the rivers to transport iron ore for export. Collision of the
barges with the piers should be prevented to the extent possible, to avoid damage to both the
bridge and the barge. The best protection from the point of view of safety to the barge is a
fender of wooden piles around the pier. However, such wooden piles have not been effective
in the case of Mandovi first bridge. Hence, more complicated concrete fenders were adopted
for the Zuari bridge. The determ ination of the magnitude and direction of the collision force to
be provided for in the design is difficult, requiring considerable engineering judgment, and
can best be done after conducting model tests and theoretical assessment of probability of
occurrence of collision. W hen barge impact is to be provided for, only solid type piers are to

be adopted.

1 2 .6 -Example o f D e sig n o f P»er

(i) Data
Superstructure : Simply supported T-beam of 21.3 m span
Foundation : Weil foundation
Dimensions : As in Fig. 12.4
from P3f!h sDan = 2250 kN

s ivi C— W y --------
A whichever produces severer effect
if will be considered in design here.

#T Stresses due to dead load and self weight

2 X 2250 = 4500 kN
D.L. from superstructure = 2 x 2250 -

Self weight of pier ^

= 3653 kN
Total direct load^ 8153 kN
8153_
Stress at base of pier = ~q2^ c 2J

Oh) Effect of buoyancy r

 PLAN
SECTION
BOTTOM

Figure 12.4 Dimensions of Pier for Example \J *

I
h
1

Width of pier at H.F.L= 1.8&m

Submerged volume of pier 8.2 x x 8 -l= 152.4 m3

V 2 o I.
Reduction in weight of pier due to buoyancy = 1524 kN
1524
Stress at base due to buoyancy 68.8 kN/m2
8.2 x 2.7

(iv) Stresses due to eccentricity of live load

Reaction due to live load from one span is 900 kN and acts at 0.45 m from the centre
line of pier. v ,.
Moment due to ecentricity = 900-x 0.45 = 405 kN-m. Modulus of section of pier at base
about transverse axis (axis at right angle to the direction of traffic)
_ 8.2 x 2.72
Z 9.96 m3
6
Stress at base due to eccentric live load
900 405
8.2 x 2.7 9.96 + 81.3 o r -0 .1 kN/m2
 285
( V) Stresses due to longitudinal forces
y Due to tractive effort or braking forces:
Longitudinal force for Class AA load = 0 2 * 7 m
2

Effect due to Class A loading will be less ~ ~

Moment at base = 140 x 9 = 1260 kN-m

Stress at base due to tractive effort = = ± 1260

9.96
= ±126.5 kN/m2
{M b
1, is possible that the frictional coefficients of the two bearings on the pier may happen
lo be different due to unequal efficiency of the bearings.-For the severest effect, we shall
assume the live load to be on left span and the frictional coefficients of bearings to be 0.25
and 0.225 on the left and right sides, respectively.
Total resistance by left side bearings = 0.25 (2250 + 900) = 787 kN
Total resistance by right side bearings = 0.225 2250)= 506 kN
Unbalanced force at bearing = 281 kN ’ / j^ ]
Moment at base = 281 ><9 = 2529 kN-m

Stress at base = r ------- = ± 253.9 kN/m2

9.96

(vi) Stresses due to wind load

j(a)} Area elevatior
dimensions of superstructure) = 7.1-7 ^ z ^
Assuming the average height
n o o u i i in ly ii iu u v u i u y v . o
- <exposed
■ surface above the bed level to be 10 m.
^ ___ i k i / _ ? i ____ q o
-a

the intensity of wind load is taken as 0.91 kN/m2 from Table 3.2.
Total
i v i a i wind force
vvi i i u / =
-
iui v71.7
« w ■ 0.91 - 65.2 kN 'JJnk ,
'.3 = 61.2 kN
(b) Wind force against moving load, considering Class ra
(c) Total wind force as in (a) and (b) above - -i
23.i f 4.5 = 104 kN i fev>
■
2.4-kN/m
0
... hp odonted. This force will be assumed
“ Since the force in (e) is the maximum ' h moment at the base of the pier,
to act at the bearing level for the purpose of calculating
Moment at base = 172 • 9 = 1 kN’ 'ThnLlt the longitudinal axis
Modulus of section of the pier at base about the g

2.7 - 8.22 =3Q2 m3

Zl =._ 6

c* I j f e 1548 _ _ c -1 2 kN/m2
Stress at base = ~ ~2Q2 ~~
 *
/(■ v ^ O-'u

i) Stresses due to water current • I

Intensity of pressure according to Eq. («*. )

= 0.5 KM} = 0.5 * 0J9.X 3-62 * 4,5 kN/m2 n

rent - f 4. 3 = 87 kN
Force due to water current - ^ 2
. • L,i o/q v a 1 nr 5 4 m above the base.
This force acts at a height of 2/3 x a. i or o.*mm
Moment at base = 87 x 5.4 = 470 kN-m
• ■ r ,

4709 ^
Stress at base = ± 3 Q ^ = ±!i f ^ kN/m2
If the current direction varies by* 20 degrees,
'■» ■
—

a r \ -- - OAO _ /I H
.4.3 cos 20” -- 4.0 kN/m
2
pressure paraUeito pjer -.-T.^-------- 2
pressure perpendicular to pier = 4.3 sin 20° = 1.5 kN/m
Stress at base due to component parallel to pier
4.0N
± 15.6 x = ± 14.5 kN/m2
4.3
Force perpendicular to pier = 1.5 x 8.2 x 8.1 = 99.6 kN
Moment at base = 99.6 x 5.4 = 538 kN-m
Stress at base due to component perpendicular to pier
538 .
± —— = ± 54.0 kN/m2
9.96
Maximum stresses due to water current = ± 69.6 kN/m2

(viii) 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. f 1 f,A > :} c

12.7 Abutments

a p p r a l c h of superstructure of
scour of the stream. b" d9e' ,he abutment a l ^ , menl which serves as an
poncrete. ' 9e utments can be made of maQ° Pr°t9cts the embankmentfrom
An abutment generally P*ain concrete °r reinforced

retains tte W n g ^fte embank' live* T " * S,ructural elements: (i)

tho Kr0f St Wal1 ln retaininq thp 'n its rear>
‘ 00 the winr, ° f the suPerstructure, and
spat Wa" (also kn°wn as dirt 9h not tak'ng anv InJn f ’ Wh'Ch act as ^tensions of
’ preventing the flow of mate Which is a small rpt - ° m suPerstructure; and (iii)
rial from the fi„ onT o L T T 9 Wa" just behind the bridge
10 the bridge seat.
 287
Table 12.2 Summary of Stresses
on Pier.
Loads Stresses, kN/m2

When dry During floods

1. Dead load and self weight
•• + 368.0
2. Buoyancy + 368.0
••
3. Eccentric live load r ~ * —

- 6 8 .8
•• + 81.3 + 81.3
or 0.1 or 0.1
4. Longitudinal forces
(a) Tractive effort
•• ± 126.5 ± 126.5
(b) Bearing resistance ••f ± 253.9 ±253.9
5. Wind load
± 51.2 ± 51.2
6. Water current 9
•

« ± 69.6 V

M axim um •9 +880.9 +881.7

Net
M inim um •• - 63.5 -2 0 1 .9

In abutment design, the forces to be considered are :

(1) Dead load due to superstructure
(2) Live load on the superstructure
(3) Self weight ot
belt of the abutment
(4) Longitudinal forces due to tractive effort and braking and due to temperature variation
and concrete shrinkage
(5) Thrust on the abutment due to retained earth and effect of live loads on the fill at the
rear of the abutment. The latter effect is considered in design as an eguivalent surcharge.
The Bridge Code (Clause 714.4) requires all abutments to be designed for a live load
surcharge of 1.2 m height of earth fill.
Of the above forces, the earth pressure is the most difficult to compute correctly. The
magnitude of earth pressure varies with the character of the material used for back fill and
ths moisture content. The earth pressure may be computed as indicated in Section 3.16. It is
'mPortant in abutment construction to place the fill material carefully and to arrange for its
pr°Per drainage. A good drainage system may be secured by placing rock fill immediately
hehind the abutment.
The braking force is usually larger than the tractive effort and is taken as 0 2 of t e
y * of the design vehicle. The other longitudinal forces due to tempera u'™™jatjonand
b rfCrete lin k a g e at the bearing level may be conservatively assumed aslO A oI fte dead
°ad I'om superstructure4. However, the more elaborate procedure»to comp.ute the
C0^ n e n , as per IRC Code is indicated in ,he
ahiit„. design of an abutment is performed by s u b s t r u c t u r e and foundations,
am * section depending on the type of superstructure, substructure an ^ ^ ^
Sa,%aaakin9 Stab''ity a9a'nS' ^ ' T S ’n s T F u I^ M h e eccentricity of the resultant
01a“ C t T e T u l9em Thould newithin one sixth ot the base width so that .here ,s no
288

tension at the base. The maximum stress should be less than the safe bearing capacity
the soil.The factor of safety against sliding should be more than 1.5. The required calculations
are indicated in detail in the example.
For masonry abutments, it is usual to provide a batter of about 1 in 25 to 1 in 12 for th
front face of the breast wall. The rear batter is adjusted to get the width required to restrict
the net pressures within the prescribed limits. When reinforced concrete abutments are
adopted, it would be permissible to have vertical faces both in front and at the rear faces of
the breast wall. The toe and the heel portions of the base slab are so proportioned that the
eccentricity of the resultant is limited to one-sixth of the base width.
Wing walls will normally have sections similar to those shown in Fig. 6.3. A wing wall
can be cast monolithically with the abutment breast wall to form a single monolithic structure
It is often desirable to provide a construction joint between the abutment and wing walls
when these are of stone masonry or mass concrete, especially if the levels of foundation are
different. Wings can be splayed or made perpendicular to the breast wall depending on the
site conditions.
Typical forms of reinforced concrete abutm ents are shown in Fig. 12.5. The wing walls
have been cantilevered without extending the base of breast wall for support, as would have
been necessary for masonry abutments. The length of the cantilever returns where adopted
may be restricted to 4.0 m. The slope of the bottom edge of the wing should be such as to

(a) ( b) (c )

<d) ( e) (f)

( g) <h) ( i)

Figure 12.5 Typical Reinforced Concrete Abutments

 289
have HI edge below the level of the revetment of the embankment a •* .
wall is used in (a) whereas the wall ai (b) is of the counterfort typT Destgn^Ho
toreduce the overturning moment due to earth pressure. For
i J <9) W|H enhance af ?tiCS' The bu™d abutments shownin <h) a n d T a re
more adap able for overpasses with side spans and sloping cuts, than for river bridges where
the embankments may be vulnerable to attack by floods.
A bridge abutment fajJ 'n several ways as below, and the final design should be
checked to avoid these failures. The breast wall may fail by tensile cracks, crushing or shear
maw ti t tnrwarn Hiip tn DvpQeoi\/n ___ . , ^
1" . I r , , LI I pi COOUI C. I I 1C

wall may slide forward due to earth pressure if the vertical forces are inadequate. Though the
wall may be structurally strong, failures may occur along a curved surface by rupture of the
soil due to inadequate shear resistance.

12.8 Example of Design of Abutment

(a) Data
Preliminary dimensions : Assumed as in Fig. 12.6
Superstructure : T-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
Unit weight of back fill, w = 18 kN/m3
Angle of internal friction of soil on wall, z= 17.5°
Approach slab : R.C. slab 300 mm thick, adequately reinforced
Load from superstructure per running foot of abutment wall:
ead load = 119 kN/m
m__uve load = 85 kN/m
(The above two values are to be obtained from the calculations for superstructure, and
ofJL.5
^2 0 x 500 x
1 kN/mm2
thickness
■^.iBb^ana c o mm ... ~ section.The reinforcement details
'Ifis required to'check the adequacy of the assu
areflot computed here.

I of abutment elements as shown in Fig. 12.7, the weight of

the section as com posed of 4 e . .. re computed as in Table 12.3.
each element and moment about the point O on the front toe comp

to 7^ wheeled vehicle U
acts atJ £ m above the roacI level ( C a j S ^
on one abutment wall Q0 / 8 5 = 1 •(.8 kN/m
per m of wall
 APPRO ACH SLA B
/*

I - BEAM i ,*
DECK
D IRT
W ALL
f
/

BREAST
WALL

HEEI

Figure 12.6 Preliminary Dimensions of Abutment.

Force due to temperature variation and shrinkage

Assuming moderate climate, variation in te m p e ra tu re is taken as + 17°C as per
Clause 218.5 of Bridge Code.
* i

Coefficient of thermal expansion = 11.7 x 1cr6 /°C

t
Strain due to temperature variation = 1 7 * 11.7 x 10-6 = 1.989 x 10 '4
From Clause 220.3, strain due to concrete shrinkage = 2.0 * 10~4
Total strain due to temperature and shrinkage = (1.989 + 2.0) 10~4 = 3.989 x 10
Horizontal deformation of deck due to temperature and shrinkage affecting
one abutment = 3.989 x 1 cr4 x 1 7260 / 2 = 3.44 mm

Strain in bearing Deformation

9
3.44
0.069
Elastomer thickness 65 - (5 x 3)
Assuming G = 1^N/mm
 291
Horizontal force due to strain in innnit,,^; , ,.
(computed as per Clause 707.2 3) irection at bearing level

_ 1.10 x_st_rain_x G X ja re a o fp ia te s in bearing) x (No. nf h . ^ , ,

1000 x width
1.10 x 0.Q69 x 1.0,>4, (308 x 488) x 3
tL
1000 x 8.5
= 4.0 kN/m
(6i, verticaTT^ctton due to braking

*• u * 200(1.2 +
Vertical reaction at one abutment = —- ■ «• ■
1.6)
—A = 4.1 kN/m
M M

16.10x8.5
k:M l_ ft

(d) Earth pressure

Active earth pressure P = 0.5 wh2 K
where Ka is obtained from Equation (3 5)
Here 6 = 9 0 ° ,^ = 35°, z = 17.5°, S= 0 0 •%

Substituting values in Equation (3.5), we get K_M= 0.496 &

Height of backfill below approach slab = 5.6 m ...
. rs o \ ( LI . h '
Active earth pressure = 0.5 x 18 x 5.62 x 0.496 = 140.0 kN/m ,
Height above base of centre of pressure = 0^42 x 5.6 = 2.35 m 7
Passive pressure in front of toe slab is neglected. n r
1J

(e) Live load surcharge and approach slab

■J
Equivalent height of earth for live load surcharge as
Horizontal
*«—W•I force
I I WW^due
4 Wto L.L.
IW k. surcharge
•»—• wv<*WIt• ^ —= 1.2
--' --' x 18
♦
x o.'
Horizontal force due to approach slab = 0:3 x 24 x 0 .496 'x 5.6 = 20.0 kN/m /
The above two forces act at 2.8 m above the base. vt
Vertical load due to L.L. surcharge and approach slab
= (1;2x 18 + 0.3 x124) 2.6 = 74.9 kN/m I
tk a
() Weight of earth on heel slab
Vertical load = 18 (5.6 - 0.75) 2.6 = 227 kN/m

(9) 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
and r 12,3‘ Two cases of loadin9 condition are examined: (0 Span loaded cond
vj) Span unloaded condition.
Case (ij Span loaded condition
See Row 15 of Table 12.3
Overturning moment about toe = 623.1 kN-m
Restoring moment about toe = 1740.9 _ _ 2.0 Safe.
factor of Safety against overturning = 1740.9i / 623. _
Locat1—n of Resultant from O
IQ " ■ 7
 L. L. SURCHARGE

ROACH SLAB

Figure 12.7 Loads and Forces on the Abutment.

x0 = (Mv - Mh) / V =( 1740.9 - 623.1) / 691.4 = 1.62 m

Eccentricity of resultant
©max ■ B/6 = 0.80 m.
= (B/2) - x0 - 0.78 m < 0.80
Case (ii) Span unloaded condition
See Row 11 of Table 12.3
Overturning moment about toe = 572.4 kN-m
Restoring moment about toe = 1607.2 kN-m
Xo=°r.7°2 mfety a9ainSt overturnin9 = 1607.2/572.4 = 2.8 > 2.0 Safe
e = 0.68 m < 0 . 8 0 m.

(h) Chock for stresses at base

For Span loaded condition
Total downward forces = 6 9 1 . 4 kN

Extreme stresses at base = ^0 + 6 * 0.78 \/

4.8 x 1.0 4.8
284.5 or 3.6 kN/m2
 293
Table 12.3 Forces and Moments About Base for Abutment.

SI. Force, kN
Moment about O, kN-m
No. Details

1. D.L. from superstructure 119.0 1.50 178.5

2. Horizontal force due to
temperature and shrinkage 4.0 4.85 19.4
3. Active earth pressure 140.0 2.35 329.0
4. Horizontal force due to L.L.
surcharge and approach slab * '%
V 80.0 r \ r \

2.80 224.0
5. Vertical load due to L.L.
surcharge and approach slab 74.9 3.50 . 262.2 --------- f' U i \
6. Self weight - part 1
4.8 x 0.75 x 24 86.4 2.40 207.4 ---------

7. Self weight - part 2

3.25 x 1.0 x 24 78.0 1.70 132.6 ---------

8. Self weight - part 3

0.3 x 1.05 x 24 7.6 1.68 12.8 ---------

9. Self weight - part 4

0.3 x 1.3 x 24 9.4 2.05 19.2 ---------

10 . Weight of earth on heel slab 227.0 3.50 794.5

11 . I Items 1 to 10
(Span unloaded condition) 602.3 1607.2 572.4
12 . JL.L. from superstructure
Class 70 R wheeled vehicle 85.0 1.50 127.5
13 . 4.1 f5 0 6.2
..Vertical force due to braking /
s

11.8 4.30 , 50.7

14 . Hojizontal force due to braking
15 . I Items 11 to 14
691.4 235.8 1740.9 623.1
(Span loaded condition)
\ r.*•.i
Maximum pressure = 284.5 kN/m2< 350 kN/m2 permissible <

Minimum pressure = 3.6 kN/m2 >0 (No tension)

Hence safe.

(0 Check for sliding

See Row 15 of Table 12.3
Sliding force = 235.8 kN
Force resisting sliding = 0.6 x 691.4 = 41(4.8 k 1 .76 > 1.5. Safe.
Factor of Safety against sliding = 414.8 / ^ •

(j) Summary .
The assumed section of the abutment is a eq

12.9 Backfill Behind A b u tm e n t Hrainaae behind the abutment should

. The design and construction of the b a c k f i n d d W W ^ ^ m mm
® carefully attended to. A layer of filter rnater J* wilh sma||er size towards
should be provided over the entire surfaced number of weep holes should be
'he soil and the larger size towards the wall. Adeguate num
294

provided to prevent any accum ulation of w ater and building up of hydrostatic pressure beh'
the walls. The weep holes may be of 100 mm d ia m e te r with 1 in 20 slope placed at abo^
1.0 m spacing in both directions above the low w ater level. ° ut
The backfill should be of clean broken stone, gravel, sand or any other pervious mater'
of adequate length to form a wedge of cohesionless backfill. The fill should be compacted
layers. Cohesive backfill should be compacted in layers by rollers to maximum dry density ^
optimum m oisture content. The sequence of filling behind the abutment should be controlled
to conform to the assum ptions made in the design. For example, if the earth pressure in front
of the abutm ent (norm ally ignored) has been assumed in design, the front filling 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 filling behind the abutment should be deferred till the placement of the
superstructure.

12.10 References
1. ‘IRC: 78-1983 Standard specifications and code of practice for road bridges: Section VII -
Foundations and substructure’, Indian Roads Congress, New Delhi, 1994. 72 pp.
2. ‘Jawahar Setu’, Pamphlet by Gammon India Ltd., Bombay, 1985, 18 pp.
3. Long span bridges and long span roof structures’, Gammon India Limited, Mumbai.
4. Xanthakos, P.P., ‘Bridge substructure and foundation design’, Prentice Hall PTR, New Jerspv
1995,844 pp.
5. Dunham, D.W., ‘Foundations of structures’, McGraw-Hill Book Co., New York, International Student
Edition, 1962, 722 pp.
6. Andersen, P., ‘Substructure analysis and design’, Ronald Press, New York, 1956.