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Suspension Bridge
Suspension Bridge
on
MODELLING, ANALYSIS AND DESIGN OF
SELF-ANCHORED SUSPENSION BRIDGE
Submitted in partial fulfillment for the award of the degree
of
BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING
by
GRANDHI VENKATA ROHIT 1011010072
GURU KESAV KUMAR K 1011010075
JHASTHI SATHISH RAO 1011010084
MIRZA ABDUL BASIT BEIGH 1011010112
APRIL 2014
PROJECT REPORT
on
MODELLING, ANALYSIS AND DESIGN OF
SELF-ANCHORED SUSPENSION BRIDGE
Submitted in partial fulfillment for the award of the degree
of
BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING
by
GRANDHI VENKATA ROHIT 1011010072
GURU KESAV KUMAR K 1011010075
JHASTHI SATHISH RAO 1011010084
MIRZA ABDUL BASIT BEIGH 1011010112
APRIL 2014
ii
BONAFIDE CERTIFICATE
further, that to the best of my knowledge the work reported herein does not
form part of any other project report or dissertation on the basis of which a
candidate.
DATE:
iii
ABSTRACT
iv
ACKNOWLEDGEMENT
v
TABLE OF CONTENTS
vi
2.3 SUMMARY OF LITERATURE REVIEW 12
3 OBJECTIVES AND SCOPE 13
3.1 OBJECTIVES 13
3.2 SCOPE 13
3.3 MATERIALS AND METHODOLOGY 14
4 RESULTS AND DISCUSSIONS 15
4.1 MODELLING 15
4.1.1 Deck 16
4.1.2 Pylon 16
4.1.3 Suspenders 17
4.1.4 Angle between Main Cable and Pylon 17
4.1.5 Longitudinal Elevation 18
4.1.6 Specifications of the Model 18
4.2 ANALYSIS OF STRUCTURE 19
4.2.1 Analysis of Loads 19
4.2.1.1 Dead Load 19
4.2.1.2 Live Load 19
4.2.1.3 Dynamic Loading 22
4.2.1.4 Longitudinal forces 23
4.2.1.5 Wind Load 23
4.2.1.6 Forces due to Curvature 24
4.2.2 Estimation of Loads 24
4.2.2.1 Calculation of live load 24
4.2.3 Analysis of Cable properties 25
4.2.3.1 Sag in the Main Cable 26
4.2.3.2 Cable Tension 27
4.2.3.3 Length of the Cable 28
4.3 DESIGN 29
4.3.1 Design of Deck 29
vii
4.3.1.1 Design of interior slab panel 30
4.3.1.2 Design of Slab 36
4.3.2 Design of Main Cables 38
4.3.3 Design of Hangers 43
4.3.4 Design of Longitudinal Girder 45
4.3.4.1 Dead Load of Main Girder 46
4.3.4.2- Dead Load Bending Moment and 47
Shear of Main Girder
4.3.4.3 Live Load Bending Moment 47
4.3.4.4 Sectional properties of Girder 48
4.3.4.6 Sections 49
At Support Section
Strength of Beam
viii
LIST OF TABLES
ix
LIST OF FIGURES
x
4.18 Pigeaud’s curve for moment coefficients 33
M2 for K = 0.5
4.19 Representation of dispersion of load on deck slab 35
4.20 Graph between Δσ, η to find allowable cable stress 41
4.21 Arrangement of class AA loads for maximum 45
eccentricity on deck
4.22 Dimensions of main girder 46
4.23 ILD for live load bending moment over deck 47
4.24 Placement of cables at center span section 50
4.25 Arrangement of cables at support section 51
xi
LIST OF SYMBOLS AND ABBREVIATIONS
xii
CHAPTER 1
OVERVIEW
1.1 OBJECTIVE
The objective of the project is to achieve the most optimised model of a
Self-Anchored Suspension Bridge using steel-concrete composites.
1.2 NECESSITY
The basic necessity of this type of bridge is to deal with the traffic
congestion on the NH-45 due to SRM University, B.S.Abdur Rahman University and
Vandalur Zoo. It would help to regulate the traffic flow which would be very helpful
in reduction of the congestion during the peak hours.
1.3 SCOPE
The scope of this project includes Modelling (Prototype and Virtual –
reduced scale), Analysis and Design of various components of Self-Anchored
Suspension Bridge structure like girder, deck, main cables, suspenders etc.
1.4 METHODOLOGY
The Methodology followed in working of this project has been very
comprehensive. After formation of the objective and site selection literature
survey was carried out. Literature survey included referring the earlier such work
done in journals, conferences and books. Thereafter the Indian Standard Codes
which were used during the work were taken into consideration so that a clear
view about the whole project could be available.
The analytical work was preceded by modelling of a prototype which was
scale reduced and it was instrumental in understanding the intricacies behind the
1
practical work Thus it provided the project with a unique experience of having
exposed to practical domain of understanding. The modelling was also done using
software packages and then analysed to get an optimised model which was
later on judiciously designed.
The flow chart for the methodology followed is shown in Figure 1.1
FORMATION OF OBJECTIVE
MODELLING OF THE
STRUCTURE
DESIGN OF STRUCTURAL
ELEMENTS AND
ASSEMBLING
OUTCOME
2
1.5 MAJOR DESIGN EXPERIENCE
Analysis and design of suspension bridge (prototype) components.
Deck
Girder
Main cable
Suspenders
3
construction techniques. The codes and standards used in this project are shown in
Table 1.1.
Table 1.1 Codes and Standards
CODES/STANDARDS CONTEXT
IRC 5:1998 Standard Specifications and Code of Practice for
Road Bridges (Section-1: General Features of
Design).
IRC 6:2010 Standard Specifications and Code of Practice for
Road Bridges (Section-2: Loads and Stresses).
IRC 18: 2000 Code of Practice for Composition of Bridge
Specifications and Standards.
IRC 21:2000 Code of Practice for Road Bridges (Section-III:
Cement Concrete).
IS 875: 1987 (Part III) Code of Practice for Design Wind Loads for
buildings.
4
Table 1.2 Application of earlier course work
SUBJECT SUBJECT TITLE CONTEXT
CODE
CE 0201 Mechanics of Solids Evaluation of bending moment and
shear forces
CE 0202 Strength of Materials Evaluation of deflection
CE 0301 Structural Analysis-I Influence line and rolling loads
This project involves the interaction with various private and government
agencies. There has to be a genuine interaction with the State Road Transport
Corporation authorities, National Highway authority (NHA).
5
The National Highway Authority (NHA) provides assistance by giving
the schematic maps, rules and regulations regarding the highway bridges
construction and the other necessary supplements for the construction. These play a
key role in the planning of the highway bridge construction.
These components have been used in this project. These form the
fundamental concepts of this project. Hence the work has been in accordance to set
standards so as to reach a sustainable outcome.
The software has been used for modelling and analysis. Modelling has
also done by fabricating a model of a scale reduced prototype. The AutoCAD 2010 is
used for drawing the plan and sectional drawings.
The software and equipments form a substantial part of this project work
and the main work of concern is modelling, analysis and design. These features are
instrumental in deciding these operations of the project work.
6
CHAPTER 2
INTRODUCTION
2.1 GENERAL
7
4. Self-Anchorages: Concrete blocks which anchor main cables and act as
end supports of a bridge.
Because the stiffening girder supports the cable tension, the girder must be
placed before the main cable can be erected.
The analysis should include influence of the large axial force in the deck.
The Sag of the main cable can be increased in order to reduce the value of
axial compression in the stiffening girder.
8
In general, the SAG: SPAN ratio is 1:5 to 1:8 for self-anchored suspension
bridge, considerably greater than typical suspension bridges which have
around 1:10 (Ref.1).
9
The cable is completely flexible and all dead loads are taken into the
cables.
Elastic Theory
Elastic theory gives the moment at any point on deck girder determined by
the Equation (2.1),
M = M’- h × y (2.1)
Where,
M’ live load moment of unsuspended girder
h horizontal component of cable tension produced by live load
y ordinate of main span cable curve
The elastic theory did not account for stiffening effect for the main cable
under tension, thus gave higher moments in the stiffening girder, thus the live load
moment produced in girder is reduced by the horizontal component of live load
tension in the cable. The economy of construction offered by deflection theory made
this theory absolute (Ref.1).
Where,
M’(x) bending moment resulting from the live load applied to a simple
beam of the same span length as the stiffening girder
n(x) deflection of the cable and the stiffening girder due to live load
Hw, Hp cable horizontal tension due to dead load and live load
10
The deflection accounted for the second order effects of cable stiffness and
correctly reduced the moment carried by the stiffening girder. The difference between
the two theories is whether cable deflections resulting from live load is considered.
Figure 2.2 shows forces and deflections due to load in a suspension bridge (Ref.2).
11
reaction forces. Based on results of this study, a span length of 500 metres is very well
possible (Ref.3).
The Literature Review for this project work has been comprehensive in
nature. So following is the summary of the literature review. Referring to the journals
following summary can be proposed.
12
CHAPTER 3
3.1 OBJECTIVES
3.2 SCOPE
This project has an extra ordinary scope due to its nature of self-
anchoring.This project includes
13
However the design has to be suitably optimized due to the fact
that if there is a slight mistake in the procedure of designing or execution
then it can lead to catastrophes.
As far as the material used in this project are concerned, in the execution
work materials used would be the concrete, steel, cables, bitumen, railings etc. But
all such things are not a subject of study in this work
With regard to model fabrication; the materials used are the plywood sheets,
aluminium C sections and Aluminium L sections, plastic wires, nuts, bolts etc. The
methodology of this report is a very comprehensive.
All these concepts have been studied in the course CE 0201 Mechanics of Solids.
The initial phase was the planning of the work. It was the most daunting
task of the project. Finally the site for the project was finalised. Following this the
model fabrication formed an integral part of the methodology because the model was
a scale reduced model and all calculations are similar to the real design of Self
Anchored Suspension Bridge.
After modelling the structure the analysis of various loads and the
behaviour of the bridge formed a part of the methodology.
14
CHAPTER 4
4.1 MODELLING
The deck modelling, elevation and section drawings have been done
using AutoCAD which has been studied in the course CE 0104 Computer aided
building drawing. The Figure 4.1 gives a practical exposure of various realistic
constraints even though it was in perspectives of small scale.
15
4.1.1 Deck
The 3D model of the deck is modelled using the AutoCAD 2010 and it is
shown in Figure 4.2.
4.1.2 Pylon
The model of the pylon of the prototype which is modelled has been
given in Figure 4.3.
16
4.1.3 Suspenders
The length of Suspenders for prototype has been modelled using Auto
CAD 2010 and is shown in Figure 4.4.
The angle between main cable and pylon was calculated to be equal to
56.550 and angle between side cable and pylon was calculated as 75.220 and is shown
in Figure 4.5.
17
4.1.5 Longitudinal Elevation:
18
4.2 ANALYSIS OF STRUCTURE
The Analysis of the Structure is the main feature of study of the project
before designing the bridge components.
The bridge is designed by analysing the forces and loads on the bridge
elements manually. Various types are listed below.
Dead Load
Live load
Impact load
Longitudinal force
Thermal force
Wind load
Forces due to curvature
The dead load is the weight of the structure and any permanent load fixed
thereon. The dead load is initially assumed and checked after design is completed.
Bridge design standards specify the design loads, which are meant to
reflect the worst loading that can be caused on the bridge by traffic, permitted and
expected to pass over it. In this study, tank loading of IRC Class A (Ref.5) has been
used for analysis.
19
The following conditions discuss the various possibilities of bridge
loadings and they have been described as below.
Case 1: Full length traffic loading of the bridge deck has been is shown
in Figure 4.7.
Case 2: Mid span traffic loading of the bridge deck has been is shown in
Figure 4.8.
Case 3: Side span traffic loading of the bridge deck on both ends is
shown in Figure 4.9.
20
Case 4: Only one side full length traffic loading of the complete bridge
deck has been shown in Figure 4.10. This is the most critical type of loading over
suspension bridge deck.
Case 5: The traffic loading is kept on two side spans and the main span in
an alternate way and it has been shown in Figure 4.11.
All these cases of the various loadings are discussed to derive the case
which is the most critical condition of loading so that if such a condition is ensured
to be safe then all the other cases are in the safe mode.
21
Case 6: Only one side traffic loading of the main span has been done and
it has been shown in Figure 4.12.
Fig 4.13 Impact percentage curve with span (in metres) on x-axis and impact
factor (in percentage) on y-axis
22
4.2.1.4 Longitudinal forces
Longitudinal forces are set up between vehicles and bridge deck when the
former accelerate or brake. The magnitude of the force F is given by Equation (4.1),
F= (4.1)
Where,
5. For the purpose of the design, wind loadings are adopted from the maps
and tables given in IS: 875 -Part III.
6. A wind load of 2.40 is adopted for the unloaded span of the highway
The wind load is a part of the dynamic load which is a part of study under
structure dynamics and it includes the earthquake design and the ductile detailing of
the structure. The study of dynamics is not in the scope of this project so the concept
of wind load has been given as for purpose of information.
23
4.2.1.6 Forces due to curvature
C= (4.2)
Where,
C- - centrifugal force
Load estimation for the deck slab is calculated by referring the code as
per IRC: 6: 2010 (Ref.6).
24
The Maximum tyre pressure = 24.6
• The tank load is 70 ton acts on lane as shown above. So, the axle load
acting on lane is 700 kN.
• The Impact Factor of live load is 30% for steel bridge and for span length
less than 10m (Ref.5-6).
The rolling loads which are distributed over the deck slab for analysis of
the deck are converted into the equivalent uniformly distributed loads (EUDL) The
EUDL gives an approximate and nearly an exact estimate of the load conversion
from rolling load into a uniformly distributed load.
25
The EUDL (Equivalent uniformly distributed load) for a UDL (Uniformly
distributed load shorter than span) is calculated by using Equation (4.3),
( ) (4.3)
Where,
- EUDL
A - length of UDL.
L - length of span.
W’ =
EUDL = 2395.42
26
4.2.3.2 Cable tension:
T= √VA2+H2 (4.4)
Where,
H= (4.5)
Where,
p - equivalent load
H= = 1034.15 × 103 kN
VA = VB = (4.6)
Where,
P - equivalent load
27
By substituting the obtained values in Equation (4.6) we get,
VA = VB = = 652.75 × 103 kN
T= 1222 × 106 kN
S=L+( ) (4.7)
Where,
S = 545 + = 581 m
Hence these parameters are the analytical output of this section of study
of the project work (Ref.7). All the parameters have been considered and the
standard SI units have been maintained uniformly.
Thus the optimised values of the parameters such as the sag to span ratio,
cable tension and the length of the cable to be used for the self-anchored suspension
bridge construction. All these parameters are used to design the safest possible
design of the bridge structure elements.
28
4.3 DESIGN
1. Deck
2. Main cable
3. Suspenders
4. Girder
For the design of post tensioned pre-stressed concrete bridge deck the
following design parameters were considered (Ref.9).
29
fci = 40 = Compressing strength of concrete at transfer
fck = 50
Permissible Stresses and Design Constraints as per IRC: 18: 2000 (Ref.12).
For M40 concrete, Fe415 steel as per IRC: 21:2000 (Ref.13), following
coefficients were assumed.
n = 0.4
Q= =
Since slab is pre stressed the thickness may be reduced and could be
termed as 50mm per meter span of slab.
Hence the dead load bending moment and shear force is used to design
the panels of slab such that the design is safe enough to respond to the worst
condition.
30
Dead weight of slab = 1 × 1 × 50 mm × 5 × 24 =6
The dimensions of the slab panel have been shown in Figure 4.15.
The Pigeaud’s Curve given in Figure 4.16 is used to find out the moment
coefficients of a completely loaded slab with uniform distributed load.
31
Ratios
= 1,
=1
K= = = 0.5 and = 2
By Pigeaud’s Curve, given in the Figure 4.17 and Figure 4.18 we get,
= 3.0, M2 = 0.01
M1, M2 = Moment coefficients in dead load bending moment in short, long span
directions respectively are found using Figure 4.17 and Figure 4.18.
32
Fig 4.18 Pigeaud’s Curve for Moment coefficients M2 for K=0.5
The dead load bending moments along long, short span directions are
obtained by referring the Equation (4.8) and Equation (4.9).
Where,
μ - Poisson’s Ratio
33
By substituting the obtained values in Equations (4.8), (4.9) we get,
In order to generate the maximum live load and the bending moment the
IRC class AA attached wheel (single) is placed on panel of slab. This has been
studied in the course CE0403-Transportation Engineering and (Ref.9).
Ratios,
K=
M1 = 0.1; M2 = 0.02
The short span and long span live load and bending moment are obtained by using
equation (4.8), (4.9).
As slab is continuous, design live load, bending moment an 80% of the actual and
considering impact factor of 25%
34
MBL = 1.25 × 0.8 × 35.45 = 35.35 kN-m
Span wise dispersion length of wheel load = 0.85 + 2 × (0.04 + 0.25) = 1.45 m
From IRC: 21:2000 (Ref.13) for = 2.08; K = 2.6 for continuous slab.
35
4.3.1.2 Design of slab:
This has been studied in the course CE 0303 Structural Design-II RCC
Structures (Ref.11).
d=√ (4.10)
Where,
B - Width of slab.
d= √ = 131.16 mm
The slab bridge deck comprising longitudinal and cross girders with the
deck slab may be considered as rigid grid structure for the purpose of analysis under
the concentrated live loads. Concentrated wheel load on the deck is shared between
the longitudinal girders depending upon the position of load, the number of girders
and their spacing (Ref. 6).
The bending moment calculated due to dead load and live load is used to
find out the moment co-efficient used in Pigeaud’s curve for the design.
36
Reinforcement:
Ast = (4.11)
Where,
- principal stress
d - depth of slab
Use 14 mm bars at 130 mm c/c, Area of steel provided = Ast = 1184 mm2
Effective depth available along long span using 10 mm diameter bars = 100 mm
The area of the reinforcement in longer direction gives the area of the
steel bars to be used and then the spacing of the bars so that the design can be safe.
Now following this calculation the check for shear stress check has to be done to
ensure complete safety.
37
Check for Shear Stress:
Design shear force = dead load shear + Live load shear = 64.3 kN (Ref.10).
V - Shear force
b - Width of slab panel
d - Depth of slab panel
1. The main cable is modelled with cable elements. These are beam
elements with a very low bending stiffness. Also no shear forces exist for
the cable. The cable element is subjected to its own weight and accounts
for the slackening effects in cables under self-weight load.
2. Due to the relative small center to center distance of the hangers, the
effect of elastic stretch and lengthening due to change of geometry can be
neglected.
38
3. The cable spans a very short distance between each hanger. Various types
of cable systems are shown below and the modulus of elasticity values
before and after pre-stressing as per IS: 9282: 2002 (Ref. 16) are
discussed in table 4.1.
Table 4.1 Modulus of Elasticity of Ropes and Strands as per IS: 9282:2002
The design of main cable shall conform to IS: 9282: 2002 Wire Ropes
and Strands for Suspension Bridges Specification (Ref.16).
η= (4.13)
Where,
q - Variable load
39
2. Assuming the maximum level of Δσ (principal stress).
3. Finding the maximum stress caused by the self-weight + permanent
loading and analyze the cable diameter (Ref.10).
= 147.9
Step 3: Total permanent load Gd = Factor of Safety (1.35) × Self weight (g)
The Main Cable has both horizontal and vertical components of force.
The horizontal and vertical components of force are the most important factors which
will determine the nature of response of the structure towards any stimulus from any
disturbance due to dead loads or even live loads. However, the dynamic loads such
as wind loads and earth quake loads have not been taken into account in this analysis.
The design of main cables is followed by the design of the other important elements
which are described in the sections below. Hence the horizontal components and
40
vertical components have been used to design the deck and the value of the
horizontal component of tension in the cable is given by Equation (4.14),
H= (4.14)
Where,
G - permanent load
Q - variable load
H = 91,688 kN.
So, the Horizontal component of Tension acting per cable is 45,844 kN.
The value of allowable cable stress is found by using graph given in Figure 4.20.
41
Step 4: The largest normal force Ncable is determined by equation (4.15),
Where,
H = 45,844 kN
A req = (4.16)
Where,
A req = =
= 1, 10,272 mm2
The effective cross area of the cable required which is calculated by using
Equation (4.16) is used to find out the diameter of the cable to be used for the bridge
elements and the value of the diameter is calculated as described below.
42
The diameter of cable is calculated by using Equation (4.17),
d =√ ( ) (4.17)
Where,
d - diameter of cable
Hence a cable of 400 mm is taken for consideration for laying main cable.
As per IRC 5 Class AA loading, the axle load under tank load condition is
700 kN (Ref.5).
Under Fatigue load model condition is 0.7 times variable axle loading (Qik).
Variable loading
The total Self weight (g) is sum of girder weight (assume), estimated
cable weight and asphalt layer, deck slab unit weight.
= = 0.3
43
2. Maximum level of Δσ = 200 is assumed
The value of the vertical force in hanger = 202.9 ×30 m = 6087 kN for
2 suspenders
The effective cross sectional area of cable required is calculated by Equation (4.18),
A required = (4.18)
Where,
= 5,072.5 mm2
The effective cross sectional area of cable required A req = 5,072.5 mm2
44
4.3.4 Design of Longitudinal Girder
This has been studied in the course CE 0304 Structural Design III-Pre
stressing of the deck.
RA = ( ) = 0.764 W1
RB = = 0.588 W1
W = 700 kN; W1 =
45
The following are the dead loads from deck:
Assuming a depth of 40 mm per meter span of the girder as has been shown
in Figure 4.22.
Self-weight per meter run of girder = 0.5 × 0.45 × 24 + 1.1 × 0.2 × 24 = 10.7
46
4.3.4.2 Dead Load Bending Moment and Shear of Main Girder
Fig 4.23 ILD for live load bending moment over deck
Bending moment for the outer girder = 1.1 × 0.382 ×5390 = 2268.878 kN-m
Reaction of W1 on girder B = 63 kN
47
Maximum reaction in girder B = 394.4 kN
= 615.15 mm
+[ ] (MI of web)
+[ ]
2
Zb = =
48
Section modulus of top section
Zt = = 2.33×108 mm2
fk = 50 ; ;
fci = 40
fct = 20
ftw = 16.5
Mq = 2268 kN-m
Mg = 4600 kN-m
4.3.4.6 Sections
49
Using 7 strands of 15.2mm diameter of cables
E = 687.4 mm
E 0- = -230 mm
50
The cables are arranged is parabolic profile providing are eccentricity of
150 mm towards top flange of beam at support section as shown in the Figure 4.25.
All the pre stressing design has been covered in the course CE 0304
Structural Design III - Pre stressing of the deck.
The stress levels are section of beam located at centre of span (Ref.13).
1.
2.
3. = 21.3
4.
5.
6.
51
7.
In top fibre, σt =
In bottom fibre, σb =
It is observed that stresses in top, bottom under both conditions is within permissible
limits.
MU = 0.9× db × AS × fP (4.19)
Where,
52
By substituting values obtained in Equation (4.19),
Hence OK.
Where,
B - width of web
Bf - width of flange
T - thickness of flange
= 13,800 kN-m
Where,
Vu = 2140 kN
53
According to IRC: 18: 2000 (Ref. 7) the ultimate shear strength of the
section uncracked in flexure, Vw corresponds to the occurrence of a maximum
principal tensile stress, at the centroid axis of section of ft = 0.24 and
In the calculation axis of Vw, the value of pre stress at the centroid axis
has to be taken as 0.8fy.
The ultimate shear strength of the section is then calculated and found by
using Equation (4.22),
Vw = 0.67 bd √ (4.22)
Where,
54
By substituting the values calculated we obtain the value of ultimate shear
strength by using Equation (4.22),
Vw =1069 kN
Use 10mm diameter stir ups and the spacing is given by Equation (4.23),
S= (4.23)
S= = 77.2 mm
= 1046.25 mm2
14 mm diameter bars (8 numbers) are placed in the compression flange of the beam.
After this part of part of the design of the project work the last part of the design
work is the design of the end block which anchors the pre stressing cables so as to
increase the pre tensioning capacity.
55
4.3.4.12 Design of End Blocks
Length of end block is in no case be less than 600 mm nor less than this
width. Generally, end blocks are provided at supports for a length of 1.5 m.
2ypo = 225 mm
2yo = 900 mm
Ratio ( ) = 0.25
56
CHAPTER 5
CONCLUSION
5.1 CONCLUSION
The optimised design of the expected Self Anchored Bridge has been
finalized in this project report. The process has been supplemented by prototype
modelling to get a clear idea about realistic design parameters of a structure such as
Self Anchored Suspension Bridge.
The realistic design constraints have been taken into very serious
consideration as they form the basis of working on any project. As a result the
methodology followed has been formulated accordingly.
The results and discussion give the complete modelling, analysis and
design of the project. The work done using various software packages has been
provided in the respective topics of the Result and Discussion Chapter. It also
includes extensive design of the deck slab, girder, cables which form the most
fundamental elements of this study. The pylons and foundation have not been
designed in this project work as they would require more duration of work than
planned so they can be carried on for further study of this work. However certain
aspects such as dynamics of bridge have not been able to be covered in this study due
to the reason that such topics are beyond the scope of this project.
57
REFERENCES
58
12. IRC: 18 (2000), Code of Practice for Composition of Bridge
Specifications and Standards.
13. IRC: 21 (2000), Standard Specifications and Code of Practice for
Road Bridges, Section III – Cement Concrete.
14. IRC: 22 (1986), Standard specifications and Code of Practice for
Road Bridges, Section VI-Composite Construction.
15. IS: 456 (2000), Plain and Reinforced Concrete - Code of Practice.
16. IS: 9282 (2002), Specification for Wire Ropes and Strands for
Suspension Bridges.
59