Chapter 12

L Substructures

The substructures of a bridge are designed to support the superstructure of the bridge. This
chapter deas with two major components of the substructure: Abutmentsand Piers.

12.1 ABUTMENTS

An abutment is a structure located at theend of a bridge. The basic functions of an abutment are:
Supporting the bridge deck at the ends
Retaining the approach road embankment
Connecting the approach road to the bridge deck
There are different types of abutments. The selection of a particular form of abutment depends
on the geometry of the site and size of the bridge. The simplest form of an abutment is a wall
of considerable thickness provided with bridge seating arrangements at the top. A major
difference between a conventional retaining wall and an abutment is that, an abutment is always
associated with additional walls called wing walls. The major types of abutments currently in
use are explained below.

Gravty abutment
A gravity abutment resists horizontal earth pressure from the rear, with its own dead weight.
To be stable. this leads to massive-sized abutments. These abutments may be of mass concrete
or stone masonry. A gravity abutment is composed of a back wall and splayed wing walls
which rest on foundation. The cross-section of this type of abutment is shown in Fig. 12..

221
 Structures
222 Design of Rridge

Dirt wall

Bridge seat

Bed block

Breast Wall

Bed

abutment.
Fig. 12.1 Gravity

U-abutment the backwall, the

are placed at right angles to

When the wing walls of a gravity abutment

The name 'U-abutment' is due to the shape of this
abutmentis known as the U-abutment. cast monolithically with the abutment back wall
abutment in plan. The wing walls are typically in Fig. 12.2.
cantilevered both and horizontaliy. This is shown
vertically
and

Approach road

Return

Fig. 12.2 U-abutment

 Substrucures 223

Stub abuimert
Stub abuments are relatively short abutments, which are placed on top of the embankment or
abutment can be
stoe. Sufficient rinky terrain must prevail at the site, so that the stub
in Fig. 12.3.
supported on piles which extend through the embankment. This is portrayed

Water level

Pitching

-Piles

Fig. 12.3 Stub abutment.

Counterfort abutment
A counterfort abutment is very much similar to a counterfort retaining wall. In counterfort
abutments, a thin wall called counterfort connects the breast wall to the footing. These
counterforts are spaced at regular intervals so that the breast wall is designed as a supported slab
rather than as a cantilever. Counterfort abutments are used when high abutments are required.
This type of abutment is shown in Fig. 12.4.

Stem Countertort
Fig. 12.4 Counterfort abutment
 Design of Bridge Structures
224

12.1.1 Stability Analysis of Abutments

The dimensions of tlhe abutment such as top width. bottom width and front and hack batters are

These dimensions depend on type of the abutment. height requirement, depth of

fixcd first.
based on
foundation, ctc. Table 12.1 shows the minimum top widths to he fixed for abutments
their heights. The bottom width should be such as to create sutfiçient séif-weight-to enable
not be less than (4 times the height. The
stability. In any case, the bottom width should
abutment so designcd must bc checked for stability An abutment must be safe against:

Overturning
Sliding
with respect to centre of the base
Eccentricity of the resultant
Maximum base pressure

Table 12.1 Minimum top width'of piers and abutments

(For slab and girder bridges)(IRC 40)

3 m 6 m 12 m 24 40m 50 m and
Span in
above
meters

Top width of. piers carrying

simply supported spans (m) 0.50 I.00 1.2 1.6 2.0 2.2

Top width of abutments and

of piers carrying continuous
0.75 1.00 1.30 1.70 1.90
spans (m) 0.40

the factor of safety which is

The stability against overturning is verified by calculating
given by
F.Sovertum =
(2 Moments to resist overturning)/(2 Overturning moments)

A generally accepted factor of safety against overturning is 1.5 or 2.0

The factor of safety against sliding is given by

F.Sslide (E Resisting forces)/(2 Sliding forces)

The factor of safety against sliding should not be ess than 2.0.
(The resultant of all the forces acting on the abutment must be such through aas to pass
point locatéd within the central portion of the base of the abutment (middle-third location).) The
than bló, where b is
eccentricity of the resultant corresponding to this position should be less
would develop at
the base width of the abutnent)lf the eccentricity is more than b/6, tension
contact
the bottom, which may consequentially lead to certain portion of the bottom loosing
with the founding media. Finally, the maximum base pressure should not exceed the permissible
stresses (bearing capacíty) of the supporting media, (The equation for maximum and minimum

base pressures is given by

(12.1)
 Substructures 225

where
W total vertical load on the abutment in kN
b base width of the abutment in m
e =
eccentricity of the resultant in m

12.2 PIERS
A per 1s an intermediate supporting structure of a bridge. Piers are generally constructed using
concrete although steel is also used. Piers are conventionally reinforced and help in
Sustaining dead load and live load
Facilitating a long bridge to be converted into segments or bays
Adding something to the appearance of the bridge as a whole

Presented below are some of the mâin types of piers constructed for bridges.

Solid piers
A solid pier can be made of concrete or stonie masonry with cement mortar. It can also have
aesthetic value of the
facing of masonry with concrete hearting, as this enhances the
stone
bridge. Dimensioning of these types of piers are governed by experience and rules of thumb.
The top width of the pier may be selected by using the following rules:

For spans between 5 to|10 m .. span/6

For spans between 10 to 20 m . span/7
For spans more than 20 m *******°* span/8 to span/10

Table 12.1 shows the minimum top widths to be fixed for piers as stipulated by IRC 40. The
piers are provided with cut and ease water for smooth passage of water. The detailed patterns
of cut and ease water which can be provided for a bridge are highlighted in IRC 6. The length
of the pier depends on the width of the superstructure to be carried. For stability. piers are
provided with a batter of I in 12 to I in 24.

Other types
Other types of piers include: Cellular, Trestle, Hammerhead, and Framed. Each of these piers
is of very high aesthetic value. Such piers are normally constructed for flyovers or bridges
within urban areas. Figure 12.5 depicts these piers

12.2.1 Loads on Piers

The following loads are considered while analysing the stability of a pier.
Dead load from superstructure and self-weight
Live load from traffic
Impact effect
Buoyancy effect
226 Design of Bridge Structures

(a) Solid pier (b) Trestle pier (c) Hammerhead

(d) Framed pier (e) Cellular type

Fig. 12.5 Typical shapes of piers.

 Sustru ture 227

Wind torves
Wave fonees
Longiudinal fone owing to braking of vehicles
Seismie eitects
tones owing to collision, for piers in navigable waterways

12.2.2 Analysis of Piers

the pier should be
After top width, side batter and base width.
deciding the dimensions such as
the -maximum and
analysed tor atequacy of its dinmensions. This can be done by checking
minmum base pressures developed by the pier. While calculating these base pressures, all the

fonves enumerated above are considered.

EXAMPLE 12.1
Venty the stability of the abutment shown in Fig. 12.6. The other salient details are given
helow:
Matenal of the abutment: Concrete
Density of the soil: 18 kN/m'
Coefficient of triction: 0.6
Angle of repose of the soil: o = 30°
Live load on the bridge: IRC Class AA (Tracked)

0.6 m 0.8m
105.00 m
942.78 kN

103.20m

280
kN/m 296 kN/m

Pressure distribution at base

A214mj12q 100.00 m

Fig. 12.6 Section of the abutment

(Example 12.1).
 228 Design of Brudge Structures

Span of the bridge: 1S m

Angle of friction bctwecn the soil and concrete: o = 18°

The bridge deck consists of three tomgitudinal girders of 14 m depth witth a deck slab of
200 mm depth.

Analysis
The stability of the abutment is verilicd at bed level.

Self-weight of the abutment

24 ((0.6 x 5) + (0.8 x 3.2) + (0.5 x 1.2 x 3.2) + (0.5 x 1.2 x 5)|
= 251.52 kN

Dead load from superstructure

= (3 x 1.4 x 0.3 x 15 x 24) + I(24 x0.2) +. (22 x 0.08)1 x 8.7 x 15

453.60+856.08 1309.68 kN
Dead load per abutment = 1309.68/2 = 654.84 kN

Dead load per metre run of abutment = 654.84/8.7 = 75.26 kN {where 8.7 m is the width of
the deck

Reaction due to live load

Live load reaction is maximum when the wheel is nearer to the support such that the tip of the
wheel touches the support, letting the full portion of the wheel within the
span.
Live load reaction = 700f 15 - (3.6/2)]/15 = 616 kN

Total load
Total load = 251.52 + 75.26 + 6l6 = 942.78 kN

Earth pressure
Earth pressure is calculated using Coulomb's formula

30°, tan 6 = I.2/5, therefore, 0 = 13.50°

Total earth pressure = 0.5 x 18 x 5 x cos 13.50° k
where k is given by Jactive carth presure coefficient|

k cos (p- 0)
cos 0 cos (d+ 0) + sin (+ p)sin o
cos cos (d +p)coso
Upon substitution, k, = 0.853
 .
Substructures 229

Therefore
Earth pressure = 0.5 x I8 x 5 x cos 13.50° x 0.853 = 181.46 kNN

Horizonal component of earth pressure = 181 46 cos (8+ 0) = 181.46 cos (18 + 13.50)

I54.72 kN
Vertical component of earth pressure. = 181.46 sín 31.50 = 94.81 kN

V=94.81 942.78 =
1037.59 kN
H I54.72 kN =

Resultant =
y1037.59) + (154.72) =
1049.06 kN

Check against overturning

The earth pressure is assumed to act at a height of 0.42h = 0.42 x,5 = 2.1 m
Moments having overturning effect = 2.1 x 154.72 = 324.91 kN.m
Restoring moments
{0.6 x 5 x 2.3 x 24) + (0.5 x 1.2 x 3.2 x 24 x 0.8)
(0.8 x 3.2 x 24 x 1.6) + (0.5 x 1.2.x 5 x 24 x 3) + (942.78 x 1.6)
2025.20 kN-m
Factor of safety against overturning = 2025.20/324.91 = 6.23> 2. Therefore, the abutment is
safe against overturning.

Check against sliding

Factor of safety = (0.6 x 942.78)/154.72 = 3.65 > 2. Therefore, the abutment is safe against
sliding.
Maximum and minimum base pressures

Distance of the resultant from the toe :

2025.20324.91 = 1.62 m
1049.06
Eccenricity of the resultant from the centre of the base

e 3.2-1.62 =0.015<
2

Therefore
Maximu pressure Pmax 327
942.78
6x0.015-
3.27
296.24 kN/m

Minimum pressure Pmin 942.78 6x0.015= 280.37 kN/m*

3.27 3.27
Stresses are within limits as the compressive stress for concrete is 2000
kN/m?
The abutment cross-section and the pressure distribution at the base are shown in Fig. 12.6.
230 Design of Bridge Stru tures

EXAMPLE 12.2

Verify the adequacy of the dimensions for the pier shown in Fig. 12.7. The following detais
are available:

Top width of the pier: 1.6 m

ieight of the pier up to springing level: 10 m

c/e of bearings on cither side: 1.00 m
Side batter: I in. 12
High flood level: I m below the bearing level
Span of the bridge: 16 m

Loading on span: IRC Class AA

Road: Two-lane road with l m wide footpath on either side.
Superstructure: Consists of three longitudinal girders of 1.4 m depth with a deck slab of
200 mn depth. Rib width of girders = 300 mm

Material of the pier: Concrete MIS

1.6 m

1.0 m

12 12 10 m

AL
3.27 m

-154 53 MUm L
413.04 KNm
Fig. 12.7 Section of the pier and pressures at the base (Example 12.2).
 Substr u fury 231
Analysis
Base width at
bed level i 6+ (1/12) x (10 2) 3,21
Pier iength
requised 7.5+ (2x 1)-9.50 m
Self-weight of the pier
Arcaat top= (9.5 x I6) nx 0.8'/2)= 17.21
+ (2,x
Area at bottom =
(3.27 x 9.5) +(2 n x 16/2) 39.1| x
m
Self-weight =(1/2) x (17.21 + 39.1) x 10x 24= 6578.40 kN
Moment of inetia
with respect to X-X axIS
9.5 x 3.27' 2T 3.27
-33.29 m'
2 128

Dead load from the superstructure

This is due to
longitudinal girders and deck slab of the
superstructure.
Roughly. it is given by
=
(3x 1.4 x 16 x 0.3) 24 (24x 0.2 0.08
+ + x 22) x (9.5 x,16)
= 1480.96 kN

Therefore.
Load per metre
length of pier 1480.96/9.5 I55.89 kN =
=

Design dead load =6758.40 155.89 6914.29 kN

Stresses at bottom owing to dead load
6914.29/35.11 =
=
176.79 KN/m
Stresses owing to buoyancy
Owing to
buoyancy, the pier gets lifted. i.e. there is relief in
due to buoyancy are always negative.
a stress
value. Therefore, stresses

Width of the
pier at HFL = 1.6 + (2 x 0.1) = 18 m
Area of the pier at HFL (1.8
= x 9.5) + («x 0.9/2) = I8.37 m
Submerged volume of the pier =
{(18.37 +
39.11/21 9 =258.66 m x

Reduction in weight of the pier

owing to
båoyancy Weight of the displaced water
258.66x 10 25S86.6 kN
=

Stress at base =
2586.6/39.I1 66.13
= -

N/mm
Stress owing to live load
Reaction owing to live load (Class AA)
including impact = I.I x 700) =
770 kN
Maximum bending moment at base =
770x 0.5 =
385 kN/m
Maximum stress at base =
(770/39.11)(385 x 3.27 (33.29 +
x 2) 38.59 kN/m*
=

Minimum stress at base =

(770/39.11) - (385x 3.27)/33. 29 x 2) =0.779 0.8 kN/m*
=
232 Desugn of Bridge Stru tures

Stresses owing to longiüudinal Joree

Longiiudinal torce may be taken as 20% of IRC Class AA loading that is 0.2 x 70) = 40 kN
Moment owing to this force at base = 140 x 10 = 1400 kN.Im
Stresses at base = t (1400 x 3.27/(33.29 x 2) = t 68.75 kN/m

Stresses owing to water current

Velocity of water may be taken as 3 m/s

Water presure = 5.2 kar k is. a constant = 0.66 for semicircular cut and ease water)

= 5.2-x 0.66 x 3* = 30.88 kN/m2

Area of the wetted surface of pier = 9(1.8 + 3.27)/2 = 22.81 m
Force owing to water current = 30 88 x 22.81 704.37 kN
For the worst effect. the current direction is taken as 20°
Force perpendicular to pier = 704.37 cos 20°

661.89 kN
Moment at the base owing to this force = 661.89 x (2/3)) x 9 = 3971.34 kN-m
Stresses at the base owing to this force = + [3971.34/33.29] x (3.27/2) = +195.04 kN/m*

Summation of all the stresses

Maximum stress = l76.79 + 38.59 66.13 + 68.75 + 195.04 413.04 kN/m
Minimum stress = 176.19 - 0.8 - 66.13 68.75 195.04 = +153.93 kN/m

The stresses developed at the base are within limits.

Negative pressure indicates development of tension at the bottom. This is undesirable. To
abate this. the bottom and top widths of the pier may be slightly. altered.
The pier cross-section and pressure distribution at the base are shown in Fig. 12.7

DESIGN PROBLEM

Verify the stability of the abutment of a bridge with the following details:

Top width: 1.5 m

Height: 4m
Back batter: I in 6
Front face of the abutment is vertical
Material: Stone masonry
Uni weight of soil: 18 kN/m°
Angle of repose: 30°
Superstructure. T-beam bridge of span 15 m
Loading: IRC Class AA
Assume suitable dimensions for the components ol the superstructure.