Temesgen Dola

Analysis and Design of Pre- stressed Concrete Girder 2016
Railroad Bridge.
Addis Ababa Institute of Technology (AAIT)

School of Graduate Studies
School of Civil and Environmental Engineering

Stream: Rail way Engineering.
Analysis and Design of Pre-stressed Concrete (PSC) Girder Railway Bridge.
By: Temesgen Dola
An Independent Project Submitted to school of civil and environmental

Engineering in Partial Fulfillment of the Requirements for the Degree of
Masters of Engineering in Railway Engineering.
Advisor: - Dr. Abrham Gebre.
2016
Addis Ababa
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Railroad Bridge.
The undersigned have examined the project entitled “Analysis and Design of Pre-stressed
Concrete (PSC) Girder Railway Bridge’’ presented by Temesgen Dola, a candidate for the
degree of Master of Engineering and here by certify that it is worthy of acceptance.
Submitted by
Temesgen Dola _____________________ _____________________
Student Signature Date
Approved by
Dr. Abrham Gebre _____________________ _____________________
Advisor Signature Date
Dr. Asnake Adamu _____________________ ____________________

Examiner
Signature Date
____________________ _____________________ _____________________

Chairperson Signature Date
____________________ _______________ _________________

Dean, Graduate School Signature Date
ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page ii

Railroad Bridge.
ACKNOWLEDGEMENTS
First and foremost I would like to thank my Lord who has provided me guidance in all my life
endeavors.
I would like to give my deepest and sincerest thanks to my advisor, Dr. Abrham Gebre, for his
valuable guidance and support in all the phases from conceptualization to final completion of the
project. Thank you for always being there to help and support this project.
I would like to give my special thanks to ERC (Ethiopia Railway Corporation) and AAiT for
giving this golden chance for me.
I am indebted to thank all my instructors who have been sharing their untapped knowledge
throughout the program.
Deep appreciation goes to my colleague, thank you for your unselfish and timely help on our
discussions and overall guidance. Thanks are due also to all my friends for listening to me and
for your words of encouragement.
Last but not least I would like to thank friends who in one way or the other helped me in
accomplishing this paper.
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Railroad Bridge.
Abstract
A bridge is a structure that crosses over a river, bay, or other obstruction, permitting the smooth
and safe passage of vehicles, trains, and pedestrians.
Bridge construction today has achieved a worldwide level of importance. Bridges are the key
elements in any road network. Use of concrete girder is gaining popularity in railway bridge
engineering because of its better stability, serviceability, economy, aesthetic appearance and
structural efficiency. The structural behavior of box girder is complicated, which is difficult to
analyze in its actual conditions by conventional methods. In this project a simply supported Box
Girder Bridge made of pre stressed concrete is analyzed for moving loads following different
standards and specifications.
The Ethiopian Government has constructed Addis Ababa light rail transit (AALRT) project and
also has started the construction of national railway project for different corridors of the country
is under construction with CREC (China Railway Engineering Company) and another foreign
(international) contractors.
The railway bridge commonly contains two types of tracks which are ballasted and slab track.
This project principally emphases on the superstructure of bridge supporting track rails attached
to the bridge to support trains.
Thus, this project has attempted to develop the Micro soft Excel program to analyze and design
the Pre-stressed Concrete (PSC) Girder Railway Bridge for any span length.
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Table of Content Page
Acknowledgment …………………………………………………………………………………………iii
Abstract………...…………………………………………………………………………………………. iv
Table of contents ………………………………………………….……………………………………….v

Lists of Abbreviation……………………………………………………………………………………..vii
Lists of table……………………………………………………………………………………………….vii
Lists of figures……………………….…………………………………………………………………….viii
CHAPTER ONE
1.0. Introduction……………….…………………………………………………………..……...1
1.1. Statement of the problem…………………………….……………………………………...2

1.2. Objective of the project………………………………………………………………….………....2
1.2.1. General objective………………………………………………………………………….2
1.2.2. Specific objective………………………………………………………………………….2
1.3 Methodology and Procedure…………….……………………………………………………......3
1.4 Scope of the project ……………………….………………………………………………………3
1.5 Study area…………….………….………………………………………………………………...4
CHAPTER TWO
2.0 Literature review ……………………………………………………………………………..4
2.1 Pre-cast concrete ………………………………………………………………………….….10
2.2 Cast in place……. ………………………………………………………………..……….….10
2.3 Rail road bridges…………… ………………………….…………………………………….11
2.4 Bride design loads ………………………..……………………………………….………….14
2.5 Load combination ……………………………………………………………….…………...21
2.6 Design criteria: - strength, deflection and shears……………………………………..…....23
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CHAPTER THREE
3.0 Analysis and Design of pre-stressed concrete Bridge …………………………………….28
3.1 Section properties of pre-stressed pre cast girder…………………….……..….…….29
3.2 Section properties of pre-stressed girder…………………………………………….....30
3.3 Analysis procedure for different stages of loading .....................................................…….30
3.4 Design Consideration for shear.....................................................................................…….35
CHAPTER FOUR
4.0 Design flow chart…………………………………………………………………………....37
4.1 Design Example……………………………………………………………………………..40
4.2 Excel sheet Template for Analysis and Design of pre-stressed concrete Girder Railroad
…………………………………………………………………………………………………….…….60
CHAPTER FIVE
5.0 Conclusion and Recommendation ...………………….…………………………………..69
5.1 Conclusion…………………………………………………………………………………..69
5.2 Recommendation…………………………………………………………………………...70
6. References …………………………………………………………………………………………..71
7. Symbols ………………………………………………………………………………………….…..72
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List of abbreviations
AREMA = American Railway Engineering Maintenance of Way Association.
DL = Dead load.
EBCS = Ethiopian building code standard.
LL = Live load.
LRT= Light rail transit.
PSC = Pre-stressed concrete.
RC = Reinforced concrete.
SDL= Superimposed dead load.
ULS = Ultimate limits state.
ACI = American concrete institute.
List of tables
Table 2.1 = Maximum moments and shears of LL for one rail (one-half track load)
Table 2.2 = Group loading combinations –load factor design.
Table 2.3 = pre-stress losses
Table 4.1 = Dimensions of the girder bridge
Table 4.2 = Section Properties of Pre-cast Girder.
Table 4.3 = Section Properties of Composite Girder.
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Railroad Bridge.
List of figures
Figure 2.1 – Reinforced concrete
Figure 2.2 – Pre-tensioning of tendon
Figure 2.3 – Stages of Pre-tensioning
Figure 2.4 – Construction sequence for pre-tensioned concrete beam
Figure 2.5 – Stages of Post-tensioning
Figure 2.6 – Composite pre-cast pre-stressed girder
Figure 2.7 – Cooper E 80 live load
Figure 2.8 – Stress- strain curves for typical high strength steel
Figure 3.1 – The cross-section pre-stressed girder
Figure 4.1 – Cross section of a pre-stressed concrete girder Railway bridge.
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Railroad Bridge.
1.0 INTRODUCTION
BACK GROUND
A bridge is a structure that crosses over a river, bay, or other obstruction, permitting the smooth
and safe passage of vehicles, trains, and pedestrians. An elevation view of a typical bridge is A
bridge structure is divided into an upper part (the superstructure), which consists of the slab, the
floor system, and the main truss or girders, and a lower part (the substructure), which are
columns, piers, towers, footings, piles, and abutments. The superstructure provides horizontal
spans such as deck and girders and carries traffic loads directly. They support the horizontal
spans, elevating above the ground surface.
Pre-stress concrete is ideally suited for the construction of medium and long span bridges. Ever
since the development of pre-stressed concrete by Freyssinet in the early 1930s, the material has
found extensive application in the construction of long-span bridges, gradually replacing steel
which needs costly maintenance due to the inherent disadvantage of corrosion under aggressive
environment conditions. One of the most commonly used forms of superstructure in concrete
bridges is precast girders with cast-in-situ slab. This type of superstructure is generally used for
spans between 20 to 40 m. In this project the AREMA Rail Road Loading considered for design
of bridges, also factor which are important to decide the preliminary sizes of concrete box
girders. Also considered the IRRC: 18-2000 for “Pre stressed Concrete Road Bridges” and
“Code of Practice for Pre stressed Concrete” Indian Standard. Analyze the Concrete Box Girder
Rail Road Bridges for various spans, various depth and check the proportioning depth.
Box-girder and T-girder Bridge have been a dominant bridge type in most of world’s country for
railroad and highway for a long time because of their simple geometry, low fabrication cost, easy
erection or casting and smaller dead loads. At present the China Railway Engineering Company
(CREC) has been constructing the pre-stressed Box-girder bridge structures for Addis Ababa city
Light rail Transit (LRT) and for National Rail road projects.
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Railroad Bridge.
1.1. Statement of the problem

Railway overpasses are used to replace level crossings (at-grade crossings) as a safer alternative.
Using overpasses allows for unobstructed rail traffic to flow without conflicting with vehicular
and pedestrian traffic. Rapid transit systems use complete grade separation of their rights of way
to avoid traffic interference with frequent and reliable service. Flyovers are important
constructions that allow for more efficient and faster transport. They become a necessity when
roads are congested because of heavy traffic and people of one locality find it difficult to move
to another having to take diversions instead of getting a straight road that would save a lot of
time and effort.
For the last decade the Ethiopian economy has been rapidly growing; to have continued this
economic growth of the country fast and efficient transport system is a must. Due to this the
government of Ethiopian has currently constructing the LRT for Addis Ababa city and national
railway lines.
In Addis Ababa at the moment the main challenging problem to have continued this economic
development is the traffic congestion due to high population growth and also high number of
vehicles and pedestrian in the city. Constructing overpass (Rail Bridge) structure is the best
option to solve the traffic congestion at grade level, to reduce traffic accidents at grade level and
to overcome the topographic elevation difference. To construct such overpass (Rail Bridge)
structure needs effective design and analysis and also needs to develop potential software.
The main focus of this project is to do develop the Micro soft Excel program for analysis and
design of pre-stressed concrete rail Girder Bridge for any span length.
1.2. OBJECTIVE OF THE PROJECT
1.2.1. General Objective
The main objective of this project is to develop the Micro soft Excel program for analysis and
design of the pre-stressed concrete girder railway bridge for any span length.

Railroad Bridge.
1.2.2. Specific Objective

The specific objective of this project is:-
To analysis the pre-stressed concrete railway bridge by using Microsoft excel spread
sheet.
To develop the Microsoft excel to design the pre-stressed concrete girder railway bridge.
To determine the overall size (dimension) of the girder.
To come up with meaning full conclusion and recommendations for the future study.
1.3. METHODOLOGY
The methodology carrying out for this project will focusing on reviewing different journals from
the Internet in addition to the locally available books especially AREMA and A. Adamu, 2012.
Pre-stressed Concrete Railway Bridges, Addis Ababa, Ethiopia teaching materials on Pre-
stressed concrete Rail Bridge and other journals that are related to this project.
This project has tried to included Critical assessment of the different analysis and design
methods, will trying to determine depth of the girder and other cross sectional dimensions of the
girder which is most economical.
This project basically focused on developing analysis and design of simply supported pre
stressed precast-cast in-situ concrete railway bridges.
This project used micro soft Excel sheet, Auto CAD to draw the sections of the Girder and other
necessary soft wares. AALRT bridge site visit conducted to have better understanding of the
girder.
1.4. SCOPE OF THE PROJECT
The scope of this project has been limited to the preparation of analysis and design of pre-
stressed precast-cast in-situ concrete railway bridges Also this study considered only single
track, not covered dynamic analysis of bridge as well as track but the dynamic effect considered
through impact factor, study based on only superstructure, the bridge is assumed to have a linear
behavior, pre-stressed concrete is assumed to have an elastic behavior and to be un-cracked and

Railroad Bridge.
lateral forces, lateral accelerations or displacements are not considered, some load effects, such
as snow, water pressure, wind and centrifugal force are not considered.
1.5. STUDY AREA.

The study area of this project is conducted in view of the Addis Ababa light rail transit over pass
rail Road Bridge. The total length of AALRT is 34.25 km including elevated girder bridge and at
grade level tracks (north-south line 16.9 km and east-west line 17.35 km) two lines with double
track. I.e. north-south and east-west lines use common track of about 2.7km (from Meskel square
to St. Mariam) and it is standard gauge (1.435 meters).
CHAPTER -TWO
2. Literature Review
Concrete is very strong in compression but weak in tension. In an ordinary concrete beam the
tensile stress at the bottom are taken by standard steel reinforcement: But we still get cracking,
which is due to both bending and shear.
Fig 2.1 reinforced concrete

In pre-stressed concrete, because the pre-stressing keeps the concrete in compression, no
cracking occurs. This is often preferable where durability is a concern.
Pre-stress is defined as a method of applying pre-compression to control the stresses resulting
due to external loads below the neutral axis of the beam tension developed due to external load

Railroad Bridge.
which is more than the permissible limits of the plain concrete. The pre-compression applied
(may be axial or eccentric) will induce the compressive stress below the neutral axis or as a
whole of the beam resulting either no tension or compression.
Pre-stressed concrete is basically concrete in which internal stresses of a suitable magnitude and
distribution are introduced so that the stresses resulting from the external loads are counteracted
to a desired degree.
Methods of Pre-Stressing
There are two methods of pre-stressing:
Pre-tensioning: Apply pre-stress to steel strands before casting concrete; and
Post-tensioning: Apply pre-stress to steel tendons after casting concrete.
1. Pre-Tensioning In the pre-tensioning systems, the tendons are first tensioned between rigid
anchor-blocks cast on the ground or in a column or unit-mold types pre tensioning bed, prior to
the casting of concrete in the mold. The tendons comprising individual wires or strands are
stretched with constant eccentricity or a variable eccentricity with tendon anchorage at one end
and jacks at the other. With the forms in place, the concrete is cast around the stressed tendon.
The system is shown in Figure below.
Fig. 2.2 pre- tensioning of tendon.

Pre-tensioning is the most common form for precast sections. In Stage 1, the wires or strands are
stressed; in Stage 2, the concrete is cast around the stressed wires/strands; and in Stage 3, the
Railroad Bridge.
pre-stressed in transferred from the external anchorages to the concrete, once it has sufficient
strength.
Fig. 2.3 stages of pre-tensioning.

In pre-tensioned members, the strand is directly bonded to the concrete cast around it.
In pre tensioned concrete components, the pre-stressing steel is tensioned before the concrete is
placed, as illustrated in figure below. The pre-stressing tendons are typically un‐sheathed so that
the concrete bonds to the tendons. (A. Adamu, 2012. Pre-stressed Concrete Railway Bridges.
Addis Ababa, Ethiopia)

Railroad Bridge.
Fig. 2.4 Construction sequence for pre‐tensioned concrete beam

2. Post-Tensioned In this method, the concrete has already set but has ducts cast into it.
The strands or tendons are fed through the ducts (Stage 1) then tensioned (Stage 2) and
then anchored to the concrete (Stage3) (A. Adamu, 2012. Pre-stressed Concrete Railway
Bridges. Addis Ababa, Ethiopia)
Fig.2.5 Stages of post tensioning

Railroad Bridge.
In post‐tensioned concrete, the concrete is pre-stressing steel is tensioned after the concrete is
placed, as illustrated in figure below. The pre-stressing tendons are sheathed or placed in ducts
so that the concrete and tendons are unbounded. Ducts can be grouted after post‐tensioning to
protect the tendons from moisture and corrosion. (A. Adamu, 2012. Pre-stressed Concrete
Railway Bridges. Addis Ababa, Ethiopia)
In post-tensioning the concrete unit are first cast by incorporating ducts or grooves to house the
tendons. When the concrete attains sufficient strength, the high-tensile wires are tensioned by
means of jack bearing on the end of the face of the member and anchored by wedge or nuts. The
forces are transmitted to the concrete by means of end anchorage and, when the cable is curved,
through the radial pressure between the cable and the duct. The space between the tendons and
the duct is generally grouted after the tensioning operation.
Most of the commercially patented pre-stressing systems are based on the following principle of
anchoring the tendons:
1. Wedge action producing a frictional grip on the wire.
2. Direct bearing from the rivet or bolt heads formed at the end of the wire.
3. Looping the wire around the concrete.
Advantage of Pre-Stressed Concrete
 The use of high strength concrete and steel in pre-stressed members results in lighter and
slender members than is possible with RC members.
 In fully pre-stressed members the member is free from tensile stresses under working
loads, thus whole of the section is effective.
 In pre-stressed members, dead loads may be counter-balanced by eccentric pre-stressing.
 Pre-stressed concrete member possess better resistance to shear forces due to effect of
compressive stresses presence or eccentric cable profile.
 Use of high strength concrete and freedom from cracks, contribute to improve durability
under aggressive environmental conditions.

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 Long span structures are possible so that saving in weight is significant & thus it will be
economic.
 Pre-stressed members are tested before use.
 Pre-stressed concrete structure deflects appreciably before ultimate failure, thus giving
ample warning before collapse.
Disadvantages of Pre-Stressed Concrete
 The availability of experienced builders is short.
 Initial equipment cost is very high.
 Availability of experienced engineers is short.
 Pre-stressed sections are brittle.
 Pre-stressed concrete sections are less fire resistant.
Pre Stressing required Materials

The materials which are required for pre-stressing concrete girder are the followings:
i. Concrete
The main factors for concrete used in PSC are:
 Ordinary Portland cement-based concrete is used but strength usually greater than 50
N/mm2;
 A high early strength is required to enable quicker application of pre-stress;
 A larger elastic modulus is needed to reduce the shortening of the member;
 A mix that reduces creep of the concrete to minimize losses of pre-stress
ii.Steel
 The steel used for pre-stressing has nominal yield strength of between 1550 to
1800N/mm2.
The different forms the steel may take are:
Wires: individually drawn wires of 7 mm diameter;

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Strands: a collection of wires (usually 7) wound together and thus having a diameter that is
different to its area;
Tendon: A collection of strands encased in a duct – only used in post tensioning;
Bar: a specially formed bar of high strength steel of greater than 20 mm diameter.
iii. A Typical Tendon Anchorage
The anchorages to post-tensioned members must distribute a large load to the concrete, and
must resist bursting forces as a result. A lot of ordinary reinforcement is often necessary.
iv. Post-Tensioning Ducts
Post-tensioning ducts for longitudinal post-tensioning tendons in precast spliced I-girders
shall be made of rigid galvanized spiral ferrous metal to maintain standard girder concrete
cover requirements. The radius of curvature of tendon ducts shall not be less than 20 feet
except in anchorage areas where 12 feet may be permitted.
2.1. Precast Concrete

Pre-casting involves the casting of concrete away from the site of final position. It can also
be produced near the site. The member of precast element produced either in a permanent
plant or temporary arrangement and eventually erected at the final position. Pre-casting
permits better control in mass production. It is also economical. Precast concrete is a
construction product produced by casting concrete in a reusable form which is then cured in a
controlled environment, transported to the construction site and lifted into place. The precast
girder supports the cast in place part of the slab and standard precast girders may be grouped
together or spread apart to accommodate heavy or light loads, respectively. This precast is
post tensioned or pre tensioned is known as precast pre-stressed concrete.
2.2. Cast in place
Concrete cast in situ is poured into site-specific forms and cured on site. Cast in place
concrete require more formwork and false work per unit of product but save the cost of
transportation and erection, and it is better used for large and heavy members. The cast in

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place top slab ties the structure together and gives a uniform continuous surface. Therefore,
the combination of precast pre-stressed concrete and concrete cast in situ is called composite
precast pre-stressed - in situ concrete. As shown in following figure 4.6 below; by using
composite construction, it is possible to save much form work and false work as compared to
fully cast in place construction.
Figure 2.6:- composite precast pre-stressed Girder.
2.3. Railroad Bridges

General
 Railway tracks provides a permanent facility for movement of railway trains and
consist of:
 Rails
 Sleepers
 Ballast, and
 Fastening
(These track components are used in this study for dead load combination in addition
to self-weight of bridge and other loads).
 Rails are continuous girders (high carbon steel girder) which carry the axle loads and
serve the following functions:-

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 Provide smooth and uniform surface,

 Bear vertical loads as well as lateral stresses due to braking & thermal stresses
 Transmit the load to the formation through sleepers and ballast
 Rail sections weigh 25 to 55 kg/m and longer rails are preferred to reduce maintenance
cost of joints and also reduce discomfort. Though it is proposed to have about 19 m for
economic reasons, those available are about 12 m length.
 Gauge of Tracks – the clear horizontal distance between the inner faces (or running
faces) of rails of same track measured near their tips and may be one of the following
 Wide gauge 2.130 m
 Broad gauge 1.676 m
 Standard gauge 1.430 m
 Metro gauge 1.000 m
 Narrow gauge 0.850 m to 0.782 m
 Light Gauge 0.610 m (this study will use the standard gauge = 1.430m)
 Sleepers support two rails at gauge distances and may be of wooden, metallic or concrete
member and function to:
 Support rails firmly and to proper tilt
 Maintain proper gauge
 Transfer load safely to sub-grade or cross-structure (may be Bridge or Culvert)
through ballast packing
 Act as elastic medium between the rail section and ballast
 Keep rails at proper level at turn outs and crossings
 Ballast – hard and strong granular material packed under sleepers or spread over the
formation of a railway track which transfer load down over a large area of the earthwork,
and can be
 broken stones,
 bricks, slag or

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 sand, (this study will use the broken stones (granular)

Where, the size may be 2 to 5 cm is considered as best.
Large size do not provide good interlocking
Railroad Bridge Types
 Railroad bridges are nearly always simple-span structures. Listed below in groupings by
span length are the more common types of bridges and materials used by the railroad
industry for those span lengths.
 Short spans to 5 m Timber stringers
Concrete slabs
Rolled steel beams
 To 10 m Conventional and pre-stressed concrete box girders and beams
Rolled steel beams
 To 15 m Pre-stressed concrete box girders and beams
Rolled steel beams, deck and through girders
 Medium spans, 25 m to 40 m Pre-stressed concrete beams
Deck and through plate girders
 Long spans Deck and through trusses (simple, cantilever, and arches)
 Suspension bridges are not used by freight railroads due to excessive deflection.
Bridge Deck is that portion of a railway bridge that supplies means of carrying the track rails

Railroad Bridge.
Railroad bridges typically are designed as either open deck or ballast deck structures. Some
bridges, particularly in transit applications, use direct fixation of the rails to the supporting
structure.
Open Deck: Open deck bridges have ties supported directly on load-carrying elements of the
structure (such as stringers or girders). The dead loads for open deck structures can be
significantly less than for ballast deck structures. Open decks, however, transfer more of the
dynamic effects of live load into the bridge than ballast decks.
Open decks are less costly and are free draining, but their use over streets and highways requires
additional measures such as canopies, plates or wooden flooring to protect highway traffic from
falling objects, water or other materials during the movement of trains.
Ballast Deck Bridges have the track structure supported on ballast, which is carried by the
structural elements of the bridge. Typically, the track structure (rails, tie plates, and ties) is
similar to track constructed on grade. Ballast deck structures offer advantages in ride and
maintenance requirements.
In ballast deck designs, an allowance for at least 150 mm of additional ballast is prudent.
Specific requirements for additional ballast capacity may be provided by the railroad. In
addition, the required depth of ballast below the tie should be verified with the affected railroad.
Typical values for this range from 200 mm to 300 mm or more. The tie length used will have an
effect on the distribution of live-load effects into the structure. Ballast decks are also typically
waterproofed. The weight of waterproofing should be included in the dead load.
2.4. Bridge Design Loads
The following loads and forces shall be considered in the design of railway concrete structures
supporting tracks (AREMA, 2010):
D = Dead Load F = Longitudinal Force due to Friction or Shear Resistance at
Expansion Bearings
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L = Live Load
I = Impact
CF = Centrifugal Force EQ = Earthquake (Seismic)
E = Earth Pressure SF = Stream Flow Pressure
B = Buoyancy ICE = Ice Pressure
W = Wind Load on Structure OF = Other Forces (Rib Shortening, Shrinkage, Temperature
and/or Settlement of Supports)
WL = Wind Load on Live Load
LF = Longitudinal Force from Live Load
Each member of the structure shall be designed for that combination of such loads and forces
that can occur simultaneously to produce the most critical design condition as specified in
(AREMA 2010 Volume-2), Article 2.2.4.
Dead Load
(1) The dead load shall consist of the estimated weight of the structural member, plus that of the
track, ballast, fill, and other portions of the structure supported thereby.
(2) The unit weight of materials comprising the dead load, except in special cases involving
unusual conditions or materials, shall be assumed as follows (AREMA, 2010):-
• Track rails, inside guardrails and fastenings – 200 lb per linear foot of track. (3kN/m)
• Ballast, including track ties – 120 lb per cubic foot. (1900 kg/m3)
• Reinforced concrete – 150 lb per cubic foot. (2400 kg/m3)
• Earth filling materials – 120 lb per cubic foot. (1900 kg/m3)
• Waterproofing and protective covering – estimated weight. (AREMA)
Live Load
(1) The recommended live load for each track of main line structure is Cooper E 80 (EM 360)
loading with axle loads and axle spacing as shown in the following Figure 4.7. On branch lines
and in other locations where the loading is limited to the use of light equipment, or cars only, the
live load may be reduced, as directed by the engineer. For structures wherein the material in the

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primary load-carrying members is not concrete, the E loading used for the concrete design shall
be that used for the primary members.
(2) The axle loads on structures may be assumed as uniformly distributed longitudinally over a
length of 3 feet (900 mm), plus the depth of ballast under the tie, plus twice the effective depth of
slab, limited, however, by the axle spacing.
(3) Live load from single track acting on the top surface of a structure with ballasted deck or
under fills shall be assumed to have uniform lateral distribution over a width equal to the length
of track tie plus the depth of ballast and fill below the bottom of tie, unless limited by the extent
of the structure.
(4) The lateral distribution of live load from multiple tracks shall be as specified for single tracks
and further limited so as not to exceed the distance between centers of adjacent tracks.
The Cooper E80 load is currently the most common design live load. The 80 in E80 refers to the
80 kip (360 KN) weight of the locomotive drive axles. An E60 load has the same axle locations,
but all loads are factored by 60/80. Some railroads are designing new structures to carry E90 or
E100 loads.
The designated steel bridge design live load also includes an “Alternate E80” load, consisting of
four 100-kip (4500 KN) axles. This is also shown in the Figure below. This load controls over
the regular Cooper load on shorter spans.
FIGURE: 2.7. Cooper E8O live load

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(This project use cooper E80 & E60 live load for moment and shear force read from AREMA
table 15.1.1) in the following table 2.1
(5) In calculating the maximum live loads on a structural member due to simultaneous loading
on two or more tracks, the following proportions of the specified live load shall be used:
• For two tracks – full live load,
The following table is used to directly read (to determine) the Maximum bending moment and
Shear force due to live load of the train on the structure having different span lengths.
Table 2.1 Maximum moments, and shears of LL for one rail (one - half track load)

Railroad Bridge.

Railroad Bridge.
Impact: is the dynamic amplification of the live-load effects on the bridge caused by the
movement of the train across the span. The design impact values are based on an assumed train
speed of 60mph (96.56 km/h). It should be noted that the steel design procedure allows reduction
of the calculated impact for ballast deck structures. Different values for impact from steam and
diesel locomotives are used. The steam impact values are significantly higher than diesel impact
over most span lengths.
The impact shall be equal to the following percentages of the live load:
L < 4m, I =60
4m < L < 39m, I =
L > 39m, I =20
Where L is the span length in meters (for this study different span
length will be checked to determine the cost effective span length).

Railroad Bridge.
 For continuous structures, the impact value calculated for the shortest span shall be used
throughout.
 Impact may be omitted in the design for massive substructure elements which are not
rigidly connected to the superstructure.
 For steam locomotives with hammer blow, the impact shall be increased by 20%
Centrifugal Force: is the force a train moving along a curve exerts on a constraining object
(track and supporting structure) which acts away from the center of rotation. Although the
centrifugal action is applied as a horizontal force, it can produce overturning moment due to its
point of application above the track. Both the horizontal force and resulting moment must be
considered in design or evaluation of a structure. For all bridge types, the bearings and
substructure must be able to resist the centrifugal horizontal force.
The train speed required for the force calculation should be obtained from the railroad. The
centrifugal force corresponding to each axle load may be applied horizontally at a point 2.45m
above the top of rail measured along a line perpendicular to the line joining the tops of the rails
and equidistant from them.
This force shall be the percentage of the live load computed from the formulas below.
C = 0.000452S2 D
E = 0.0068S2 D-75
Where:
C= Centrifugal force in percentage of the live load

Railroad Bridge.
D= Degree of curve (based on 30m chord)
E= Actual super elevation in mm
S= Permissible speed in km/hr
Seismic Loads: In regions where earthquakes may be anticipated, structures may be designed to
resist earthquake motions by considering the relationship of the site to active faults, the seismic
response of the soils at the site, and the dynamic response characteristics of the total structure.
Railroad bridges have historically performed well in seismic events, due to the following factors:
 The track structure serves as an effective restraint (and damping agent) against bridge
movement.
 Railroad bridges are typically simple in their design and construction.
 Trains operate in a controlled environment, which makes types of damage permissible for
railroad bridges that might not be acceptable for structures in general use by the public.
Seismic force primarily affects bridge substructure components. The earth quake forces can be
described as a function of the acceleration coefficient, Soil type, the fundamental period. The
effect of earthquake in Ethiopia is grouped in to four different zones. Bridge in seismic zone 1-3
need not be analyzed for seismic loads, regardless of their importance and geometry. Seismic
analysis is not required for single-span Bridge, regardless of the seismic zone .Since the study
area is Addis Ababa (zone-2), and no need of design of seismic load in this zone.
2.5. Load Combinations:
A variety of loads can be applied to a structure at the same time. A bridge may experience dead
load, live load, impact, centrifugal force, wind, and stream flow simultaneously.
The following groups represent various combinations of loads and forces to which a structure
may be subjected. Each component of the structure, or the foundation on which it rests, shall be
proportioned for the group of loads that produce the most critical design condition.

Railroad Bridge.
Load Factor Design.

(1) The group loading combinations for LOAD FACTOR DESIGN are as shown in the
following table 2.2
Table 2.2 Group Loading Combinations – Load Factor Design
Group Item
I 1.4 (D+5/3(L+I) + CF + E+B+ SF)
IA 1.8(D + L + I + CF + E + B + SF)
II 1.4(D + E + B + SF + W)
III 1.4(D + L + I + CF + E + B + SF + 0.5W+ WL + LF+ F)
IV 1.4(D + L + I + CF + E + B + SF + OF )
V Group II + 1.4 (OF)
VI Group III + 1.4 (OF)
VII 1.0 (D+ E + B+ EQ)
VIII 1.4 (D+ L+ I + E + B + SF+ ICE )
IX 1.2 (D + E + B + SF + W + ICE)
Where;
D = Dead Load F = Longitudinal Force due to Friction or

Shear Resistance at Expansion
Bearings

Railroad Bridge.
L = Live Load
I = Impact
CF = Centrifugal Force, EQ = Earthquake (Seismic)
E = Earth Pressure, SF = Stream Flow Pressure
B = Buoyancy, ICE = Ice Pressure
W = Wind Load on Structure, OF = Other Forces (Rib Shortening,
Shrinkage, Temperature and/or
Settlement of Supports)
WL = Wind Load on Live Load
LF = Longitudinal Force from Live Load
For this project Load Factor Design load combination Group 1 = 1.4(D+5/3(L+I)) is applied. B/c
the combination has almost includes all types of loads on the girder.
2.6. Design Criteria: Strengths, Deflections and Shears
Material Properties
To satisfy the design objective of a structural member, the design strength for ULS of both
concrete and steel are required. The instantaneous and time dependent properties of concrete and
steel at typical in-service stress level are also required.
A) Concrete
High strength concrete are used, concrete grade larger than C-30 class I works high compressive
strength at a reasonably early age, & comparatively higher tensile strength as compared with
ordinary RC member, low shrinkage, minimum creep characteristics and high young‟s modulus
are necessary.
Concrete grade larger than C-40, for pre tensioned,
C-30, for post tensioned members.

Railroad Bridge.
The stress permitted in concrete at the stage of transfer and service loads are defined in
terms of the corresponding compressive strength of the concrete at each stage.
Allowable stresses in concrete.
At transfer
fct ≤ 0.6 fck(t) in compression due to bending.
ftt ≤ 0.21 fck(t)2/3 in tension due to bending.
Under working loads
fcw ≤ 0.50 fck in compression due to bending.
ftw ≤ 0.00 in tension for fully pre-stressing.
b) Pre-Stressing Steel
Three types of high strength steel termed as tendons are used with fpu ≥ 1000 MPa. For design
purpose the following idea stress – strain curve is adopted.
In design the stress in pre stressing steel at ULS limited to 0.9fpk/ϒs and strain u ≤ 0.01.

Railroad Bridge.
Figure 2.8 Stress-strain curves for typical high strength steel

Immediately after pre stress transfer
fpi ≤ 0.75fpk
Stress in tendons after all losses (under working)
fpe ≤ ƞ*(0.75fpk) = 0.6 fpk
Where, ƞ- is loss factor which is 0.78 or 0.82 for pre tension and post tension respectively.
Pre-Stress Losses
Lump Sum Estimate of Pre Stress Losses
For average steel and concrete properties, cured under average air condition, the following
values may be taken as representative of average losses.
Loss due to % of loss
Pre- tensioning Post - tensioning
Elastic shortening and bending concrete 4 1
Creep of concrete 6 5
Shrinkage of concrete 7 6
Steel relaxation 5 6
Total loss 22 18
Table 2.3 pre – stress losses.

Railroad Bridge.
These values are based on the assumption that over tensioning has been applied to overcome
friction and anchorage losses. An average of 22% loss in case of pretension and 18% in post-
tension may be assumed with condition of over tensioning has been applied to overcome friction
and anchorage losses.
Deflection
Deflections can take place: upwards due to pre stressing (-) & down wards due to transverse
loads (+). The deflection can be calculated using the ordinary deflection formulas because there
are no cracks Deflections due to loads: ordinary formula can be applied depending on:-
 The intensity of loading
 Restraint condition and span
Deflection due to Self-Weight or uniformly distributed Superimposed Load
Deflection due to Pre Stressing Force

i) Straight Tendons

Railroad Bridge.
ii) Parabolic Tendons (Central Anchors)
Shear Two major modes of shear cracks may be observed namely web shear and flexure
shear cracks.
Fig.2.10 Web and flexural shear crack.

Web Shear Crack: - it is governed by limiting value of the principal tensile stress as
developed in concrete. It is more likely to occur in highly pre stressed members with thin
webs.
Flexure Shear Cracks: - primarily initiated by flexural cracks and are developed when
the combined shear and flexural tensile stresses produce a principal tensile stress
exceeding the design tensile strength of concrete. When the shear force exceeds the
limiting value against diagonal compression the section must be changed.
When Vc > Vd, only minimum shear reinforcement shall be provided which may be
expressed as:-
The shear force sustained by stirrups may be computed as:-

Railroad Bridge.
CHAPTER - THREE
3.0. Analysis and Design of Pre-Stressed Concrete Bridge.
Conventions:- Concrete is homogeneous elastic material and within the range of working
stresses both materials concrete & steel behave elastically
Plane sections before bending remain plane.
Sign convention: - in the next computation
 (+) is for compression
 (-) is for tensile stress
An average of 22% loss in case of pretension and 18% in post-tension may be assumed with
condition of over tensioning has been applied to overcome friction and anchorage losses.
Standard track gauge
Fig. 3.1 The cross – section of pre-stressed girder.

For Slab track; slab is continuously casted over the girder and the rail is placed on it. But for
ballasted track the sleeper is spread over the ballast with in constant space and the rail placed
over it.

Railroad Bridge.
The minimum depth of slab track is 200mm

3.1. Section Properties of Pre-Stressed Precast Girder.
Centroid of trapezium (form top of trapezium):-
Second moment of inertia at center of trapezium is given as:-
Centroid of rectangle =
Second moment of inertia at center of rectangle =

Section modulus, Z is (Top and Bottom respectively)
Where, ӯ is measured from base or bottom of rectangle.

Railroad Bridge.
3.2. Section Properties of composite Girder

Centroid of composite structure is
Where, Ai - Area of components of composite structure

yi - Centroid of components of composite structure
A - Area of composite structure
The moment of inertia about the desired axis by the transfer of axis theorem is Ī + A x d2.
The entire section the desired moment of inertia becomes I = Σ Ī + ΣA x d2.
The moment of inertia for the composite area about the x- and y- axes is given as:-
3.3. Analysis Procedure for Different Stages of Loading

1. For precast
Bending stress analysis of a PC member has two cases and calculation may be made:
a)At transfer
 Self-weight
 Pre-stress force

Railroad Bridge.
Stresses Immediately after Pre Stressing
fut = Pi/Apc - Pi × e/Ztp + M(gp) /Ztp ≥ - ftt

flt = Pi/Apc + Pi × e/Zbp - M(gp) /Zbp ≤ fct
Where;
Pi = pre stressing force immediately after pre stressing
Apc = b×h, area of concrete,
Ztp = section modulus top,
Zbp = section modules bottom
Mgp = bending moment caused by the own weight of precast.
fct = permissible compressive stresses in concrete at the moment of pre stressing.
ftt = permissible tensile stresses in concrete at the moment of pre stressing.
b)Under Working (at Service)
 Self-weight
 Cast-in situ deck
 Pre-stressing force

Railroad Bridge.
Stresses after all Losses of Pre Stress
flw = Pe/Apc +Pe × e/Zbp – M(gp+gin-situ) /Zbp ≥ -ftw

fuw = Pe/Apc - Pe × e/Ztp + M(gp+gin-situ) /Ztp ≤ fcw
Where;
Pe - is the effective pre stressing force after all losses.
M (gp+gin) = Bending moment caused by maximum total load of precast and cast-in situ.
2. For Precast-Cast-in Situ Composite Structure

Under Working (at Service)
 Self-weight (precast plus cast-in situ deck)
 Superimposed dead load
 -stressing force
Stresses after all Losses of Pre Stress and the full Working Load acts on the Member
flw = Pe/Apc +Pe × e/Zbp – M(g1+g2 +q) /Zbc ≥ -ftw

But -ftw is zero for fully pre-stressed
fuw = Pe/Apc - Pe × e/Ztp + M(g1+g2 + q) /Ztc ≤ fcw
Railroad Bridge.
Where, Pe - is the effective pre stressing force after all losses.

M (g1+ g2+q) = bending moment caused by maximum total load (self-weight, superimposed
load and live load).
Ultimate Limit State of a Cross Section
Consider the PC member when stressed nearly to failure.
NP = AP × fpyd,
Where,
fpyd - is the design strength of tendon
fpyd = 0.9×fP
fP = fpk/ϒs,
Where, ϒs is partial safety factor
AP = area of tendons cross section.
ΣFx = 0 Np = Nc = y×b×fcd (summation of Force at horizontal = 0 )
, Z =d-y/2
ΣM = 0 (summation of moment = 0)
Mu = Nc × Z = Np × Z
Design moment must be less than ultimate moment (Md ≤ Mu)
Consider a simply-supported beam subjected to a uniformly distributed load of w kN/m
The maximum mid-span moment is given as:-

Railroad Bridge.
Situation 1:- Consider the beam with centroidal axial pre-stress (eccentricity equals zero)
Failure to occur, the moment caused by the load must bring a tensile stress greater than P/A .
Therefore, just prior to failure, we have:
Situation 2:- Consider the beam with centroidal axial pre-stress (eccentricity not equals to zero
pre-stress force at an eccentricity.
We have the following stress:-

Railroad Bridge.
Therefore, the failures we have are:
But Mc =
WII =
If we take e =d/6, then:
WII = = WI
So the introduction of a small eccentricity has doubled the allowable service load.
3.4. Design Consideration for Shear
i. Web Shear Crack: - it is governed by limiting value of the principal tensile stress as
developed in concrete. It is more likely to occur in highly pre stressed members with
thin webs.
Vcw = 0.67 * bw * h *

Railroad Bridge.
Where;
fcp is compressive pre stress at the centroid of a section
bw is the breath of web,
h is gross depth.
ii.Flexure Shear Cracks: - primarily initiated by flexural cracks and are developed when the
combined shear and flexural tensile stresses produce a principal tensile stress
exceeding the design tensile strength of concrete.
The section capacity in this case on the basis of experiments is given by
Vc = ß1 * 0.05* b * d * fctd
Where, ß1 = 1 + < 2.0
Md is the bending moment at the cross section where shear capacity is calculated. Mo = P(Z/Ac
+ e) , Z is section modulus where flexure shear likely to occur , P is pre-stressing force at the
cross section however, when the shear force exceed the limiting value against diagonal
compression the section must be changed. When Vc > Vd, only minimum shear reinforcement
shall be provided.

Railroad Bridge.
CHAPTER FOUR
4.0. DESIGN FLOW CHART
The following flow chart shows the typical steps for designing precast, pre-stressed concrete
girders. The example in the next section closely follows this flow chart.

Railroad Bridge.
Start
Assume girder size (section) based

Step-2
on span and girder spacing
Select materials
Step-3
Select material properties for concrete
steel
-Calculate section properties
-Calculate precast section properties Step-4
-Calculate composite section
Determine loads and perform structure

analysis
DL (super imposed load) Step-5

Precast load (self load)
Determine moment and shear force due

Step-6
to LL and super imposed loads
Check section modulus in No Select a different

different stages Ztp & girder size (sections)
Zbp, Ztc & Zbc
Determine
Ztp &load
Zbp,Combination
Ztc & Zbc
-Load factored design
Step-8
-Calculate factored moment
-Calculate factored shear force

Railroad Bridge.
Continued
Determine pre-stress force

Step 9
-Calculate required area of standards
Determine deflections at different stages. Step 10
Design for web shear

Step 11
Design for flexural
-Calculate factored applied

moment, Md
Step 12
-Calculate nominal flexural section
resistance MC
-Check reinforcement limits
Determine
No ФMC > Md?
additional
required Step 13
As
Yes
Design for shear
-Calculate factored applied shear

force, Vd
-Calculate concrete shear resistance Step 14

VC
-Calculate required shear

reinforcement
-Check spacing & reinforcement

Railroad Bridge.
Continued
Determine No
additional VC > Vd
Step 15
required
As
Yes
-Design for anchorage zone
Step 16
-Design for post-tensioned
anchorage zone reinforcement
Did the Girder Go to step -2

pass all design No
Yes Select different
checks & the
calculations? girder size (section)
Yes
End
Where; Ф is section capacity moment deduction factor.

Railroad Bridge.
4.1. DESIGN EXAMPLE
50m Span Bridge
A simple span precast post tensioned pre-stressed concrete girder bridge is to be designed
for a railway bridge with cast in-situ deck slab, cross section of which shown in Figure,
below. The cast in place concrete deck slab is of 300 mm thick, while the ballast below
the sleepers is 250 mm in thickness. Additional ballast above the bottom of the sleepers
may be assumed of 150 mm. The bridge is to serve for the Cooper E-80 Rail load
configuration and the following design data may be used.
Materials
Concrete C-50
Mild steel S-500
Pre-stressing Tendons fpk = 1800 MPa
Unit weight of plain concrete 24 kN/m3
Unit weight of RC 25 kN/m3
Unit weight of Steel 78.5 kN/m3
Unit weight of sand, gravel and ballast 19 kN/m3

Railroad Bridge.
b5
Figure: 4.1 Cross section of a Prestressed Concrete Girder Railway Bridge.
Table 4.1 Dimensions of the bridge.
Span length Standard Girder clear Live load Precast web b4(mm) h’(mm)
Rail gauge spacing b5(mm)
(mm) bg(mm) configuration bw(mm)
50,000 1435 2000 E-80 550 1200 200
The parameters are
C-50 Mpa, S- 500 Mpa, fpk = 1800 Mpa, ϒc = 24 Mpa, ϒRC = 25 Mpa, ϒsteel = 78.5 Mpa,
ϒballast = 19 Mpa.
 Concrete strength at transfer fck=50/1.25=0.8 *50 = 40Mpa
 Pre-stressing Tendons, f pk  1800Mpa
 Yield strength of tendons, fpi = 0.75 fpk = 0.75 * 1800= 1350Mpa

Railroad Bridge.
 Stress limit for Pre-stressing Tendons
 Before transfer, f pi  0.75 f pk  0.75 *1800  1350Mpa
 After all losses, f pe  0.82 fpi  0.8 *1350  1107Mpa
 fpe = 0.82 *1350Mpa = 1107Mpa
 fcd = (0.85 * fck)/1.5 = (0.85 * 40)/1.5 =
 fctd = fctk/ ϒc, fctk = 0.21 * fck2/3
 fctk = 0.21 * 402/3 = 2.46 Mpa
 fctd = fctk/ ϒc = 2.46/1.5 = 1.64 Mpa
Mild steel reinforcement, S-500
 Yield strength, fyk  500Mpa
 Modullus of elasticity , Es  200Gpa (AREMA Art. 2.23.4 b)
 Modulus of elasticity of cast in place concrete Ec  4700 f ck  4700 40  29725.41Mpa

or (AREMA Art. 2.23.4 a)
Ec   c * 0.043 f ck  24001.5 * 0.043 40  31,975.35Mpa
1.5
 For pre cast girder at transfer, Eci  4700 37.5  28781.5Mpa
 For pre cast girder at service, Ec  4700 40  29,725.41Mpa
Ec ( slab)
 Modular ratio between slab and girder, n  1
Ec ( girder )
For S-500(Mpa), fyk = 500Mpa.
fyd = fyk / ϒs = 500 / 1.15 = 434.78 Mpa

Railroad Bridge.
Permissible stresses immediately at transfer
fct = 0.6* fck = 0.6 *40 = 24MPa
Ftt = 0.21* fck 2/3 = 0.21 * 402/3 = 2.46 Mpa
Permissible stresses under working condition (after all losses)
fcw = 0.5 * fck = 0.5 * 40 = 20MPa
Ftw = 0.75 * 0.21* fck 2/3 = 0.75 * 0.21 * 402/3 = 1.84 Mpa
Permissible range of stresses at the top of the cross section
ftr = (fcw + ƞ ftt) ; Where, ƞ-is pre-stress loss factor = 0.85
ftr = (20+0.85 * 2.46) = 22Mpa
Permissible range of stresses at the bottom of the cross section
fbr = ƞ fct + ftw
fbr = 0.85* 24 +1.84 = 21.5 Mpa
Geometric properties
Span length L  50m
Depth of girder h  390cm
Clear spacing of girder S  2m
Center to center girder spacing S  2.55m
Deck thickness t s  30cm

Railroad Bridge.
Assume the required cross sectional dimensions
Recommended minimum depth of girder is h = 0.07S (AASHTO Art. Table 8.9.2)
Where, S is span length of girder in meter
For 50m span, h = 0.07*50m = 3.5m
bb 100cm
bt 80cm
bw 55cm
h1 45cm
h2 60cm
h3 200cm
h4 40cm
h5 45cm
Centroid of the pre-cast is calculated as:-
Let centroid of A1 =Ў1, A2 = Ў2, A3 = Ў3, A4 = Ў4, A5 = Ў5, A6 = Ў6 and A7 = Ў7
AP * Ўp = A1 * Ў1 + A2 * Ў2 + A3 * Ў3 + A4 * Ў4 + A5 * Ў5 + A6 * Ў6 + A7 * Ў
Ўp =

Railroad Bridge.
Moment of inertia of precast is calculated as:-
Let Di = is centroid of each area from pre-cast N.A
Ī = (Ī1+ Ī2+ Ī3+ Ī4+ Ī5 + Ī6 + Ī7) +A1 D12+ A2 D22+ A3 D32+ A4 D42+ A5 D52 + A6 D62 + A7D72
Īx = Σ Īi + ΣAi * di2
Section modulus of precast structure
Zbp = Ztp =
Section properties of pre-cast girder form Excel sheet is in the table below.
Ўi = hb (cm) Ix (cm4)
Ap centroid of each A*hb moment of
(cm2) area from bottom (cm3) inertia A*(hb-yb')^2
A1 4500 22.5 101,250 759,375 1.19E+08
A2 3300 75 247,500 990,000 39987204
A3 1350 65 87,750 270,000 19465528
A4 11000 205 2,255,000 36,666,667 4365412
A5 2200 325 715,000 293,333.3 43071494
A6 500 331.67 165,833.33 444,44.44 10744006
A7 3600 367.5 1,323,000 607,500 1.2E+08
∑ 26,450 4,895,333 39,586,875 3.6E+08

Railroad Bridge.
Table - 4.2. Section properties of pre-cast girder
pre-cast girder
Ap 26,450 cm2
Ўp 185.078 cm
396,007,336
Ip cm4
yt 204.92124 cm
Zbp 2139,669.2 cm3
Ztp 1932485.6 cm3

Railroad Bridge.
Effective flange width (AREMA Art. 17.10.1 b)
 1
one fourth of girder span length  4 * 50m  12.5m

The lesser of 6t s on each side of the effective web width  effective web width  4.1m
1
 clear dis tan ce on each side of the effective web width  effective web width  2.5m
2
Effective flange width, bD = 2.5m
Composite section properties
Modular ratio, n = 1
Transformed effective length, 2.5m*1 = 2.5m

Railroad Bridge.
Eccentricities (mm) 1750.8
Concrete area, Ac (mm^2) 3.379
self-weight (KN/M3) 84.475
I (moment of
inertia)=sum(Ii+Aidi^2) (m^4) 6.701579475
Ztc=I/yt 3.612376083
Zbc=I/yb 2.882613201
Regions width height Area Cgs from top Ai*Yi di Ii Ii+Ai*di^2
A1 1 0.45 0.450 3.955 1.77975 -2.100 0.00759375 1.991768
A2 0.55 0.6 0.330 3.43 1.1319 -1.575 0.0099 0.828327
A3 0.45 0.6 0.135 3.53 0.47655 -1.675 0.0027 0.381382
A4 0.55 2 1.100 2.13 2.343 -0.275 0.366666667 0.44975
A5 0.55 0.4 0.220 0.93 0.2046 0.925 0.002933333 0.191241
A6 0.25 0.4 0.050 0.86333 0.04316667 0.992 0.000444444 0.049632
A7 0.8 0.45 0.360 0.505 0.1818 1.350 0.006075 0.662342
A8 1.7 0.3 0.510 0.15 0.0765 1.705 0.003825 1.486707
A9 0.8 0.28 0.224 0.14 0.03136 1.715 0.001463467 0.66043
sum 3.379 6.26862667 6.701579
Yb 1.8552
yt = h-yb 2.3248
Table 4.3. Section properties of composite girder
Over all of composite section, hc  390  30  420cm
Distance from the centroid of composite section to top fiber of pre cast section, ytg  1.575m

Railroad Bridge.
Section modulus of Composite Girder
Z t c  3.612376m 3 = 3.6*109mm3
Z b c  2.8826m 3 = 2.9*109mm3
Ic
Z tg   4.2544m 3 = 4.3*109mm3
ytg
1. Determine maximum moment and shear force due to live load
From table 2.1 above, the maximum moment due to live load (Cooper E-80) for span length 50m
is 17,137.5KN-m and moment due to impact load (20% of live load) = 3,427.5KN-M. The
maximum moment due to live load
(Mq) = 17,137.5 KN-m + 3,427.5 KN-m = 20,565KN-m
The maximum shear force due to live load for span length 50m is 1,501.78KN and impact load
from live load is 20% of live load is = 300.36 KN.
The maximum shear force due to live load = 1,501.78KN + 300.36 KN = 1,802.14KN
2. Find maximum moment and shear force due to self -weight.
i. Pre-cast
Area of precast Ap = 2.65m2 (from above table)
 Self – weight = ϒp* Ap = 25KN/m3 * 2.65m2 = 66.25 KN/m

 Maximum moment = (Mgl) = = = 20,703.13 KN-m
 Maximum shear force = = = 1,656.25KN

Railroad Bridge.
ii.Composite structure
Area of composite section Ac= 3.38 m2
 Self – weight = ϒc* Ac = 25KN/m3 * 3.38m2 = 84.5KN/m
 Maximum moment = (Mgl) = = = 26,406.25 KN-m
 Maximum shear force = = = 2,112.5 KN
3. Find maximum moment and shear force due to superimposed load.
i. Track rail, inside guardrails and fastenings = 3kN/m (AREMA Art 2.2.3 b)
For one girder = 1.5kN/m/girder
ii. Ballast + track ties = 19kN/m3*0.4(5+5.3) = 78.28kN/m
For one girder = 39.14kN/m/girder (10.3= length on w/c ballast distribute. 0.4= thickness of
ballast.)
iii. Deck slab = 25kN/m3*0.3*2.5 = 18.75kN/m/girder
For the two girders = 37.5kN/m
iv. Concrete curb = 25kN/m3*1/2(0.188+0.3)0.75 = 7.338kN/m/girder
For both sides 7.338*2 =14.775kN/m
v. Earth filling materials (sand) = 19kN/m3*0.15m*(5+5.3)=29.36kN/m
vi. Waterproofing and protective covering = 0.15kN/m
vii.Catenary system = 0.02kN/m

Railroad Bridge.
viii. Future utilities = 5lbs/ft2/deck =0.05kN/m
From above; the total super imposed load on girder
=1.5 KN/m + 39.14 KN/m + 18.75KN/m + 7.338KN/m + 14.68 KN/m + 0.075KN/m +

0.01KN/m + 0.025KN/m = 81.52 KN/m
 Maximum moment = (Mg2) = = = 25,475 KN-m
 Maximum shear force = = = 2,038 KN
Checking of Section Modulus in Different Stages

ztp > (Mq+(1-ƞ) *Mg1)/ftr or ztc > (Mq+Mg2+(1-ƞ) *Mg1)/ftr
zbp > (Mq+(1-ƞ)* Mg1)/fbr or zbc > (Mq+Mg2+(1-ƞ) *Mg1)/fbr
Check section modulus at transfer
[Mq+ (1-ƞ) * Mg1] / ftr = [20,565+ (1- 0.85) ) × 20,703.13] *1,000,000 / 22 = 1.08 × 108 mm3
1.08 * 107 mm3 ≤ 1.93 *109 mm3 ---------Ok!
[Mq+ (1-ƞ) * Mg1] / fbr = [20,565+ (1- 0.85) * 20,703.13] * 1.000,000 / 21.5 = 1.1* 108 mm3
=1.1 * 108 mm3 ≤ 2.14 *109 mm3 ------Ok!
Check section modulus at working
[Mq + Mg2 + (1-ƞ) * Mg1]/ftr = [20,565+ 25,475 + (1-0.85) × 26,406.25] * 1,000,000/22
= 2.2*108 mm3 = 2.2*108 mm3 ≤ 3.6 × 109 mm3 ---------Ok!
[Mq + Mg2+ (1-ƞ) * Mg1]/fbr = [20,565+ 25,475 + (1-0.85) * 26,406.25]×1,000,000/21.5
= 2.3 ×*108 mm3 = 2.3 * 108 mm3 ≤ 2.9 × 109 mm3-------------Ok!

Railroad Bridge.
Load combination
For this project Load Factor Design load combination Group 1 = 1.4(D+5/3(L+I)) is applied. B/c
the combination has almost includes all types of loads on the girder.
 Self wt = 84.5 KN/m
 Dead Load on Girder = 81.52 KN/m
 Live load + Impact load = 65.81 KN/m
 Total Factored load = 1.4(DL+5/3(L+I)) = 385.98 KN/m; where D = 84.5+81.52 = 166.02
Factored shear force Vd  9,649.5KN
Factored bending moment Md  120,618.75kN.m
Initial pre - stressing force to be applied is calculated as:-

Minimum pre - stressing force to be applied on concrete is expressed as
e = ӯ-concrete cover-1/2 Ø where, Ø – is diameter of tendon it is assumed as 100mm.
e =1,850.8- 50 - 0.5 *100 = 1,750.8mm
flw = Pe/Acp +Pe * e/Zbp – M(g1+g2 +q) /Zbc ≥ -ftw , but -ftw is zero for fully pre-stressed,
Then Pe/Acp +Pe * e /Zbp = M (g1+g2+q) /Zbc
Pe = M (q+ g2+g1) *Zbc * Acp * Zbp / (Zbp +Acp * e))
Pe =
Pe = = 21,034KN
Pe = 21,034KN (Initial pre - stressing force).
P = Pe * ƞ = 21,034*0.85 = 17,878.90KN (effective pre-stressing force after all losses)

Railroad Bridge.
Determination of Number of high strength steel wires
Area of tendon = = 21,034/1107 = 19,000.90 mm2
Assume wire diameter is 7mm
Area of one wire = = = 38.47mm2
Number of high strength steel wires required (N) = = 19,000.90/38.47 = 494
N = 494 wires are required to pre-stress the concrete Girder.
Determination of Deflection
I. Deflection due to pre-stress (for parabolic tendons)
Ec=wc * 1.5 * 0.043 * (f'c) 1/2
wc = Unit weight of concrete is 25KN/m = 2500kg/m3
f'c = Characteristics compressive strength of concrete
fck =40Mpa,
Ec = 2500 * 1.5 * 0.043 * 400.5 *10-3
Ec= 33.99 GPa
Ip = 396,007,336* 104mm4

Railroad Bridge.
Δp = -61.59mm……………. (Up wards)!
II. Deflection due to beam self-weight at transfer:
Δg=23.67mm……………. (Down wards)!
III. Deflection due to uniformly distributed superimposed dead load:
Δs =29.12mm……………. (Down wards)!

IV. Deflection due to live load:
Weq is uniformly distributed live load and Impact. From above MLL+I = 20,565KN-m
Hence the value of distributed live load and impact is,
Weq = (8*MLL+I) /L2 = 8*20,565 / 50^2 = 65.81 KN/M

Railroad Bridge.
ΔLL+I =23.52mm
But, the maximum allowable deflection due to live load plus impact shall not exceed L/640.
Therefore, L/640 = 50,000/640 = 78.13mm, ΔLL+I = 23.52mm < 78.13mm……………..OK!!
VI. Deflection due to self-weight under working:
=30.19mm
VII. Long time deflection:
Long time deflection is due to creep and shrinkage of concrete and relaxation of stresses in steel.
Therefore, the total long time deflection is
Δl = Δc * (1+ Ф) – Δp [(1- ΔP/P) +Ф * (1- ΔP/P)]
Where;
Δc = Initial deflection due to transverse loads
Δl = Long time deflection
Δp = Initial deflection due to pre stress force
Ф= Coefficient which account creep, shrinkage etc. (Ф =2.0)
ΔP = P-Pe = loss of pre stressing force due to relaxation, shrinkage & creep.
Δc = Where; W = the sum of live load, composite self-weight and superimposed dead
load. W = 65.81 + 84.5 + 81.52 = 231.83 KN/m
Δc =82.82mm ……………. (Down wards)! This much deflection happened is due to large span
length of the Girder as result of large live load, impact and dead load moments.

Railroad Bridge.
ΔP = P - ƞ P = P-Pe,
Where; ƞ-is pre-stress loss factor = 0.85.
ΔP = P- ƞ Pe = 17,878.90 - 0.85×21,034 = 0 KN
Δl = Δc × (1+ Ф) – Δp(deflection due to pre-stress) * [(1- ΔP/P) + Ф * (1- ΔP/P)]
Δl = 82.82× (1+2) – 61.59× [(1- 0/17,878.90) + 2* (1- 0/17,878.90)]
Δl =63.69mm………. (Downwards)
Check web shear and design for flexural shear

Are governed by limiting value of the principal tensile stress.
I. Web shear:
fcp = Pe/Apc , but Pe= As × fpe , therefore; fcp =(As fpe)/Apc
fcp = Pe/Apc, = 21,034,000/2,645,000 = 7.95MPa
From above calculated values:
Factored shear force Vd = 9,649.5KN
bw = 550mm, h = 3,500mm
Vcw = (ŋ* bw * h * * (10-3)
= (0.85 * 550* 3,500 * * (10-3) = 6,489.13KN
Vd = 9,649.5KN > Vcw = 6,489.13KN………………Not okay!!!
Therefore it required to provide stirrups for shear. We have to determine the shear sustain rebar’s
Vs = av×d×fyd /s
II. Flexural shear:
Vc (section capacity) = β1 ×0.5×bw×d×fctd
Where, β1 = 1+ Mo / Mu

Railroad Bridge.
From above calculated value:-
Md (factored B.M) = 120,618.75KN-M
Acp = 2,645,000mm2, e = 1750.8mm, P = 24,745,880 N, Zbp = 2,139,669,200mm3
Mo = P (Zbp/Acp + e).
Mo = 17,878,900 * (2,139,669,200/2,645,000 + 1750.8) * 10-6 = 45,765.49KN-M
β1 = 1+ (Mo / Md) < 2.0
= 1 + (45,765.49 /120,618.75) = 1.38 < 2.0 ………..okay!!!!
Vc = β1 ×0.5×bw×d×fctd
β1 = 1.89, bw = 550mm, d = hc – cover- 1/2 diameter of tendon = 4200 – 50-0.5×100= 4,100mm
fctd = 1.64 MPa.
Vc = (1.89 ×0.5×550×4,100×1.64) × (10-3) = 3,494.79 KN
Vc = 3,494.79 KN < Vd = 9,649.5KN ……………..Not Okay!!
Therefore it requires to provide stirrups for shear. We have to determine the shear sustain rebar’s
Vs = av×d×fyd /s
Assume that spacing of stirrup is S =150mm, Vs = Vd -Vc =5,383.3- 3,494.79 =1,888.51 kN and
av = (Vs × S / d × fyd) = 1,888.51*1000 × 150 / (4,100× 434.78) = 157.83mm2.
Assume that stirrup diameter is Ø10.
A= = = 78.54mm2

Railroad Bridge.
Number of stirrups (N) = av/A = 157.83mm2/78.54mm2 = 3
VRd = 0.25 × fcd × bw ×d = 0.25×22.667×550×4100 × (10-3) =12,778.52 kN > Vd =5,383.3KN

……Ok! The section is adequate.
Bearing and anchorage zone design
21Mpa
Anchorage bearing stress  Min. '
(AREMA 17-16.2.4)
0.9 f ci
0.90f’ci=0.90*0.75*50=33.75
So take Anchorage bearing stress, fc= 33.75
For P=24,745.88 KN Aa=P/fc=24,745.88/33750=0.733 m2
= square of 830mm*830mm
Post tensioning anchorages and couplers (AREMA Art. 17.5.6)
Shall develop not less than 95% of the ultimate tendon strength and avoid located in high stress
areas.
Tendon anchorage zone (AREMA Art. 17.5.7)
Provide reinforcement at anchorage zone to prevent bursting, splitting and spalling. Post
tensioning anchorage should be checked the resistance of maximum jacking force.

Railroad Bridge.
4.2 Excel Template used for Analysis and Design of pre- stressed concrete Girder Railroad Bridge.
`
MICCRO SOFT EXCEL PROGRAM FOR DESIGN OF PRE-STRESSED CONCRETE GIRDER RAIL ROAD BRIDGE.
Sample Example : For 50m Span Bridge
A simple span precast post tensioned pre-stressed concrete girder bridge is to be designed for a railway bridge with
cast in-situ deck slab, cross section of which shown in Figure, below. The cast in place concrete deck slab is of 300
mm thick, while the ballast below the sleepers is 250 mm in thickness. Additional ballast above the bottom of the
sleepers may be assumed of 150 mm. The bridge is to serve for the Cooper E-80 Rail load configuration and the
following design data may be used.
b5
Materials
* Concrete C-50 50 50
* Mild steel S-500 500 500
* Pre-stressing Tendons fpk = 1800 MPa 1800
* Unit weight of plain concrete 24 kN/m3 24
* Unit weight of RC 25 kN/m3 (ϒp) 25
* Unit weight of Steel 78.5 kN/m3 78.5
* Unit weight of sand, gravel and ballast 19 kN/m3 19

Railroad Bridge.
Girder Dimensions
Span length (mm) Rail gauge (bg) Girder clear spacing Live load Pre-cast web(bw)
(b3) configuration b4 h'
50000 1435 mm E-80
As we can see; as we have insert the span length (first step) of a Girder all the necessary cross sectional dimensions, Areas, moment of inertia, Centeriod and
estimated minmum depth of the Girder are calculated once.
second step is fill all un input data;s (Track rail, inside guardrails and fastenings, Ballast + track ties, Deck slab, Concrete curb, Earth filling materials (sand) ,
Waterproofing and protective covering , * Catenary system , Future utilities, Wind load ) loads. Then moments and shear forces are calculated automatically. then we
are going to check the section capacity and deflection of the section at different stages.
The parameters are
C-50 Mpa, S- 500 Mpa, fpk = 1800 Mpa, ϒc = 24 Mpa, ϒRC = 25 Mpa, ϒsteel = 78.5 Mpa, ϒballast = 19 Mpa.
Concrete strength at transfer fck 40 Mpa

Yield strength of tendons, fpi = 0.75 fpk 1350 mpa
Stress limit for Pre-stressing Tendons
Before transfer,
fpi <= 0.75* fpk = 1350 Mpa
After all losses,
fpe < = 0.82 *fpi = 1107 Mpa
fcd = (0.85 * fck)/1.5 = 22.67 Mpa
fctd = fctk/ ϒc, fctk = 0.21 * fck^2/3 2.46 Mpa
fctd = fctk/ ϒc = 1.64 Mpa
Mild steel reinforcement, S-500

Yield strength, fyk = 500 Mpa
Modullus of elasticity ,
E s  200Gpa (AREMA Art. 2.23.4 b)
Modulus of elasticity of cast in place concrete (AREMA Art. 2.23.4a)

Ec = ϒ^1.5 * 0.043*squr fck = 31,975.35 Mpa
For pre cast girder at transfer,
Eci = 4700*squr fck 29,725.41 Mpa
For pre cast girder at service,
Eci = 4700*squr fck 29,725.41 Mpa
For S-500(Mpa), fyk = 500 Mpa

fyd = fyk / ϒs = 434.78 Mpa
Permissible stresses immediately at transfer

fct = 0.6* fck = 24 Mpa
Ftt = 0.21* fck 2/3 = 2.46 Mpa
Permissible stresses under working condition (after all losses)
fcw = 0.5 * fck = 20 Mpa
Ftw = 0.75 * 0.21* fck 2/3 = 1.84 Mpa
Permissible range of stresses at the top of the cross section
ftr = (fcw + ƞ ftt) ; Where, ƞ-is pre-stress loss factor = 0.85
ftr = 22.09 Mpa
Permissible range of stresses at the bottom of the cross section
fbr = ƞ fct + ftw 22.24 Mpa

Railroad Bridge.
Determine the required crossectional Dimenssions of the Girder
Recommended minimum depth of girder is h = 0.07S (AASHTO Art. Table 8.9.2)

Where, S is span length of girder in meter
h = 0.07S 3500 mm
in mm
bb 1050
bt 875
bw 350
h1 525
h2 350
h3 1400
h4 175
h5 350
Section properties
Moment of inertia of precast is calculated as:-
Let yb' (Di) = is centroid of each area from pre-cast N.A
Ī = (Ī1+ Ī2+ Ī3+ Ī4+ Ī5 + Ī6 + Ī7) +A1 D12+ A2 D22+ A3 D32+ A4 D42+ A5 D52 + A6 D62 + A7D72
Īxx = Σ Īi + ΣAi * di2
A (mm2) hb (mm) A*hb (mm3) Ix (mm4) A*(hb-yb')^2 A 1868125 mm2

A1 551250 262.5 144703125 12661523438 5.3325E+11 yb' 1246.038251 mm
A2 122500 700 85750000 1250520833 36524327064 Ixx 2.13709E+12 mm4
A3 245000 641.6666667 157208333.3 833680555.6 6.36876E+11 yt 2253.961749 mm
A4 490000 1575 771750000 80033333333 53025757711 Zbp 1715109340 mm3
A5 61250 2362.5 144703125 156315104.2 76347318715 Ztp 948149117.5 mm3
A6 91875 2391.666667 219734375 78157552.08 1.20583E+11
A7 306250 2625 803906250 3126302083 5.82345E+11
∑ 1868125 2327755208 98139832899 2.03895E+12

Railroad Bridge.
Section properties of Composite girder

Assume thickness of slab deck = (cm) 30
AREMA Art. 17.10.1 b)
 1
one fourth of girder span length  4 * 50m  12.5m

The lesser of 6t s on each side of the effective web width  effective web width  4.1m
1
 clear dis tan ce on each side of the effective web width  effective web width  2.5m
2
Effective flange width, bD = 2.5m
Regions width height Area Yi top Ai*Yi di Ii Ii+Ai*di^2

A1 1050 525 551250.000 3237.78 1784826225 -1339.259 1.3E+10 1.00139E+12
A2 350 350 122500.000 2800.28 343034300 -901.759 1.3E+09 1.00864E+11
A3 700 350 245000.000 2858.613333 700360266.7 -960.092 8.3E+08 2.26669E+11
A4 350 1400 490000.000 1225.28 600387200 673.241 8E+10 3.02128E+11
A5 350 175 61250.000 437.78 26814025 1460.741 1.6E+08 1.30849E+11
A6 525 175 91875.000 408.6133333 37541350 1489.908 7.8E+07 2.04025E+11
A7 875 350 306250.000 175.28 53679500 1723.241 3.1E+09 9.12554E+11
A8 -872.5 0.3 -261.750 0.15 -39.2625 1898.371 -1.9631 -943297974.9
A9 875 0.28 245.000 0.14 34.3 1898.381 1.60067 882943413.9
sum 1868108.250 3546642862 2.87842E+12
yb 1898.5211
yt=h-yb 1601.4789
Section Modulus
Ztc=I/yt 1797350837 mm4
Zbc=I/yb 1516137778 mm4

Railroad Bridge.
Determine maximum moment and shear force due to live load

these are un input data's (read from AREMA mauel) based on the span length of a Girder,
From AREMA manuel (2003) the Maximum Bending moment and shear force due to Live Load (LL) (Cooper E-80)
for different span length has tabulated and we can read the values from the table for required span length. Impact load
due to live load is 20% of LL and add to both Moment and shear force.
For 50m span Girder Mq = 17,137.5KN-m and Vq = 1,501.78KN

Mq - is Maximum moment due to live load and 20% of Mq is moment due to Imapact load; hence the maximum
moment due to LL = Mq +20%of Mq 20,565.00 KN-m
* Mq 17,137.50 KN-m
Vq - is Maximum shear force due to live load and 20% of Vq is shear force due to Imapact load; hence the maximum
shear force due to LL = Vq +20%of Vq 1,802.14 KN
* Vq 1,501.78 KN
Find maximum moment and shear force due to self -weight.
i. Pre-cast
Area of precast Ap= 1868125 m2
Self – weight = ϒp* Ap = 46703125 KN/m
Maximum moment (Mgl) = 1.45947E+16 KN-m
Maximum shear force = 1.16758E+12 KN
i. Composite structure
Area of composite section Ac= 1868108.250 m2
Self – weight = ϒc* Ac = 46702706.25 KN/m
Maximum moment (Mgl) = 1.45946E+16 KN-m
Maximum shear force = 2.33514E+12 KN

Railroad Bridge.
Find maximum moment and shear force due to superimposed load.

these are un input data's; they are depends on the design type, interest and materials used.
Let us fill the following un input loads (abrbtirarly)

The following superimposed loads are may applied on the girder bridge
* Track rail, inside guardrails and fastenings 1.5 KN/m
* Ballast + track ties 39.14 KN/m
* Deck slab 18.75 KN/m
* Concrete curb 7.34 KN/m
* Earth filling materials (sand) 14.68 KN/m
* Waterproofing and protective covering 0.075 KN/m
* Catenary system 0.01 KN/m
* Future utilities 0.02 KN/m
* Wind load 0 KN/m
Total superimposed load on Girder = 81.515 KN/m
Maximum moment (Mg2) = 25473437500 KN-mm
Maximum shear force = 2037875 KN
Checking of Section Modulus in Different Stages

ztp > (Mq+(1-ƞ) *Mg1)/ftr or ztc > (Mq+Mg2+(1-ƞ) *Mg1)/ftr
zbp > (Mq+(1-ƞ)* Mg1)/fbr or zbc > (Mq+Mg2+(1-ƞ) *Mg1)/fbr
Check section modulus at transfer ƞ = 0.85
ztp > (Mq+(1-ƞ) *Mg1)/ftr-----Okay!! 0 !!! Key - 0 = Not okay!! 1= Okay

zbp > (Mq+(1-ƞ)* Mg1)/fbr-----Okay!! 0 !!
**If this condition is not okay; Revise the Girder size
Check section modulus at working
ztc > (Mq+Mg2+(1-ƞ) *Mg1)/ftr---Okay!! 0 !!! Key - 0 = Not okay!! 1= Okay

zbc > (Mq+Mg2+(1-ƞ) *Mg1)/fbr…Okay 0 !!!
** If this condition is not okay; Revise the Girder size

Railroad Bridge.
Load combination
Load Factor Design load combination Group 1 = 1.4(D+5/3(L+I))
* Self wt = 46702706.25 KN
* Dead Load on Girder = 81.515 KN
* Live load + Impact load = Read from AREMA table for different sapn length for live
load E-80 0 KN
TOTAL 46702787.77 KN
Factored shear force
Vd 1.16757E+12 KN
Factored bending moment
Md 1.45946E+16 KN-m
Determine Initial pre - stressing force to be applied
Pe = 2.93011E+31 KN
Pe = is the intialpre-stressing force.

where; e = ӯ-concrete cover-1/2 Ø where, Ø – is diameter of tendon 1750.8 mm
P = Pe* ƞ 2.4906E+31 KN
P = is the effective pre-stressing force after all losses.
Determination of Number of high strength steel wires
* Area of tendon = 2.64689E+28 mm2
*diameter(d) of wire.(mm) 7 mm
* Area of one wire = 38.465 mm2
d- diameter of the wire.(mm)
Number of high strength steel wires required (N) = 6.88131E+26

Railroad Bridge.
Determination of Deflection
* Deflection due to pre-stress
-1.66177E+26 mm
Ec=wc * 1.5 * 0.043 * (f'c) 1/2 31,975.35 Mpa
* Deflection due to beam self-weight at transfer:
41294796.98 mm
* Deflection due to uniformly distributed superimposed dead load:
72.07537774 mm
* Deflection due to live load:
ΔLL+I = (5*Weq * L4)/(384*Ec * I) 5.81873E-05 mm

2
Weq = (8* Mq) /L 0.000065808 KN/m
L/640 > ΔLL+I……….Okay!!! 1 !!! Key - 0 = Not okay!! 1= Okay
* Deflection due to self-weight under working:
Δs = (5*W * L4)/(384*Ec * I) 41294426.73 mm
* Long time deflection:
Δl = Δc * (1+ Ф) – Δp [(1- ΔP/P) +Ф * (1- ΔP/P)]
where; W = 46702787.77 KN-m

Δc = 41294498.8 mm
ΔP = P - ƞ Pe = 0 KN
Δl = #REF! mm

Railroad Bridge.
Check web shear and design for flexural shear
I. Web shear:
Vcw = (ŋ* bw * h *
fcp = Pe/Apc , but Pe= As × fpe , therefore; fcp =(As fpe)/Apc
fcp = Pe/Apc 1.56848E+25 Mpa
Vcw = 8.64224E+18 KN
Vcw > Vd------Okay!
1 !!!
Key - 0 = Not okay!! 1= Okay
If not okay provide stirrups for shear
II. Flexural shear:

Vc = β1 ×0.5×b×d×fctd
Where, β1 = 1+ Mo / Mu < 2.0
Mo = P (Zbp/Acp + e).
Mo = 6.64713E+34 KN-m
β1 = 4.5545E+18
β1 < 2.0 0 !!!! Key - 0 = Not okay!! 1= Okay
Vc = β1 ×0.5×bw×d×fctd
Vc = 4.43792E+24 KN
Vc > Vd----Okay!!!! 1 Key - 0 = Not okay!! 1= Okay
If not okay provide stirrups for shear

Railroad Bridge.
CHAPTER FIVE
5.0. CONCLUSION AND RECOMMENDATIONS
5.1. CONCLUSION
Bridge design contains a number of design steps which involves tedious calculations due to the
presence of moving loads, dead (superimposed loads), lateral loads and needs choice of
parameters and decision. So due to the complexity and time consuming of the design; it will be
better if we use simple bridge design Micro soft excel programs to get better and accurate results
in a short time.
The following points have been summarized as conclusions for this project.
1. This Project has shown it is possible to produce our own Micro soft excel sheets
(programs) to facilitate our daily design works. Subsequently it is possible for preparing
such Micro soft excel sheets (programs) not only in the bridge but also in different
construction industry in the country.
2. This project work will contribute a little for the designers and consultants by showing how
to produce our own user Micro soft excel sheets (programs) to have got the required out
puts with in short period of time.
3. Since traditional methods for the analysis and design of bridge is tedious and time
consuming, using Computer programs (Micro soft excel) for bridge design offers
accuracy and flexibility that cannot be matched with traditional hand calculations.
4. This project will benefit the designers and bridge engineers a lot. For example, getting
quick results of dimension and reinforcement detail for different span length of pre-
stressed concrete girder Railway Bridge from the output of this product, one can do
economic comparison between different spans of bridges.

Railroad Bridge.
5.2. RECOMMENDATIONS
The following points have been summarized as conclusions for this project.
1. This project has principally deal with design of simply supported (super structure) pre-
stressed concrete Girder Rail Road Bridge. In the future I hope that this work is to be
developed into highly potential software which incorporates design of continuous spans
and also design of substructures with a more features by providing drawings and other
important outputs. Future research could include other bridge types, such as T- Girder
Bridge, Slab Bridge and others. Providing a collection of several different design
methods, each illustrated with real-life examples would be a valuable source of
information in teaching future bridge engineers.
2. It would be better to compare various design methods and thus generate a more extensive
view of bridge engineering. Relating currently existing design procedures with new
structural concepts would contribute to the knowledge in that current methods are
assessed and possibly adjusted to future challenges in bridge engineering.
3. The university should build up students and the engineers to contribute something valuable
for our country in the design of complex bridges for Railway and Highway.
4. Government should strength the technology transfer center for railway technology
incubation (especially on over pass super Rail road Brides).
5. Ethiopia Railway Corporation should engage the local contractors and consultants in
construction of such large over pass rail road bridges to gain experiences and in turn
which create high job opportunities for the citizens and decrease the foreign currency
burden on the country economy.
6. The ERC must involve and trained his Engineers (professionals) intensively to have
technological transfer and experience gaining in design and construction of such overpass
structures.

Railroad Bridge.
7. References
1. A. Adamu, 2012. Pre-stressed Concrete Railway Bridges. Addis Ababa, Ethiopia.
2. American Association of State Highway and Transportation Officials, 2010. LRFD Bridge
Design Specifications. Fifth Edition. AASHTO, Washington, D.C
3. American Railway Engineering and Maintenance-of-Way Association, 2010. Concrete

structure and foundation. AREMA, Derek wood Lane, Suite 210, Lanham, MD 20706 USA.
4. K. Amlan and D. Menon, 2012. Pre-stressed Concrete Structures. Indian Institute of

Technology Madras.
5. Z. Kitaw, 2005. Analysis and Design of Precast - Cast in Situ Concrete Composite Bridges.
Addis Ababa, Ethiopia.
6. Ministry of Work and Urban Development, (1995). Ethiopian Building Code Standard.
(EBCS-2), Addis Ababa Ethiopia
7. Modjeski and Masters consulting Engineers, 2003. Comprehensive design example for pre-
stressed concrete girder super structure bridge with commentary.
8. O. Ashenafi, 2015. Analysis and design of simply supported pre stressed Precast-cast in-situ
concrete composite railway bridges
9. Washington State Department of Transportation, 2014. Bridge Design Manual. (WSDOT).

Railroad Bridge.
8. Symbols which are used on Calculations

Apc = Area of precast concrete.
As = Area of tendon.
e = Eccentricity of pre-stressing force.
Es = Modulus of elasticity of steel.
Ec = Modulus of elasticity of concrete.
fbr = Permissible range of stresses at the bottom of the cross section.
fcd = The compressive design strength of concrete.
fck = The characteristic cylinder compressive strength of concrete.
fcp = Compressive pre-stress at the centroid of a section.
fct = Allowable compressive Stresses in concrete at transfer.
fctd = The tensile design strength of concrete.
fctk = Tensile strength of concrete.
fcu = The value of the cube strength of concrete.
fcw= Allowable compressive Stresses in concrete under working.
fd= The design strength for a given material.
fk = The characteristic strength for all materials has the notation.
fpe = Effective stress in tendons after loss.
fpi= Stress in tendon at transfer.
fpk= Characteristics strength of tendon.
ftr = Permissible range of stresses at the top of the cross section.
ftt = Allowable tensile stress in concrete at transfer.
ftw = Allowable tensile stress in concrete under working.
fy = Characteristic strength of reinforcing steel.
fyd = The tensile or compressive design strength of reinforcing steel.
Md = The factored bending moment.
Mg1 = Bending moment due to self –weight.

Railroad Bridge.
Mg2 = Bending moment due to superimposed load.

Mo = Bending moment due to eccentricity and pre-stressing force.
Mq2 = Bending moment due to the live load.
ƞ = Reduction factor for loss of pre-stress = 0.85.
P = Pre-stressing force at transfer on the cross section
Pe= Pre-stressing force under working condition (after all losses) on cross section.
Vc = Flexural Shear force.
Vcw = Web shear force
Vd = Design shear force (factored design shear force)
Weq = Equivalent uniform load.
Z = Section modulus.
Zbc = Section modulus, at bottom fiber for composite structure.
Zbp = Section modulus, at bottom fiber for precast structure.
Ztc = Section modulus, at top fiber for composite structure.
Ztp = Section modulus, at top fiber for precast structure.
Δ LL+I = Deflection due to live load and impact load.
Δg = Deflection due to self-weight load.
Δp= Deflection due to pre-stressing force.
Δs = Deflection due to superimposed load.

Railroad Bridge.
DEFINITIONS OF TERMINOLOGY ON THIS PROJECT

Rail = bar or pair of parallel bars of rolled steel making the railway along which railroad cars
or other vehicles can roll.
Sleeper = track tie usually made of concrete or wood that is laid across a railroad bed to
support the rails.
Live load= temporary load for short duration or a moving load. Bridge live loads are produced
by vehicles traveling over the deck of the bridge.
Dead load = type of load that is relatively constant over time, including the weight of the
structure itself and also known as permanent loads.
Ballast = Gravel or coarse stone used to form the bed of a railway track or the substratum of a
road.
Anchorage= device generally used to enable the tendon to impart and maintain pre-stress in
concrete.
Bars = tendon can be made up of a single steel bar. The diameter of a bar is much larger than
that of a wire.
Strands = Two, three or seven wires are wound to form a pre-stressing strand.
Tendons = group of strands or wires are wound to form a pre-stressing tendon.
Curb = rim, especially of joined stones or concrete, along a bridge or roadway, forming an edge
for a sidewalk.
Jacking force = temporary force applied to tendons by a jacking device to produce the tension in
pre-stressing tendons.
Jacking stress = maximum stress that occurs during the stressing of a precast concrete tendon.
Jacking plate = steel bearing plate used during jacking operations to transmit the load of the
jack to the pile.
Mild steel = Steel with less than 0.15% carbon.
Post-tensioning = method of pre-stressing concrete by tensioning the tendons against hardened
concrete. In this method, the pre-stress is imparted to concrete by bearing.

Railroad Bridge.
Pre-stressed concrete = basically concrete in which internal stresses of a suitable magnitude

and distribution are introduced so that the stresses resulting from the external loads are
counteracted to a desired degree.
Pre-stressing wire = single unit made of steel.
Pre-tensioning = method of pre-stressing concrete in which the tendons are tensioned before the
concrete is placed. In this method, the concrete is introduced by bond between steel& concrete.
Cable = group of tendons form a pre-stressing cable.

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Analysis and Design of Pre- stressed Concrete Girder 2016

Addis Ababa Institute of Technology (AAIT)

School of Civil and Environmental Engineering

Analysis and Design of Pre-stressed Concrete (PSC) Girder Railway Bridge.

By: Temesgen Dola

An Independent Project Submitted to school of civil and environmental

Advisor: - Dr. Abrham Gebre.

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page i

Dr. Asnake Adamu _____________________ ____________________

____________________ _____________________ _____________________

____________________ _______________ _________________

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page ii

giving this golden chance for me.

throughout the program.

for your words of encouragement.

accomplishing this paper.

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page iii

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page iv

Table of Content Page

Table of contents ………………………………………………….……………………………………….v

1.1. Statement of the problem…………………………….……………………………………...2

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page v

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page vi

AREMA = American Railway Engineering Maintenance of Way Association.

EBCS = Ethiopian building code standard.

LRT= Light rail transit.

PSC = Pre-stressed concrete.

SDL= Superimposed dead load.

ULS = Ultimate limits state.

ACI = American concrete institute.

Table 2.2 = Group loading combinations –load factor design.

Table 2.3 = pre-stress losses

Table 4.1 = Dimensions of the girder bridge

Table 4.2 = Section Properties of Pre-cast Girder.

Table 4.3 = Section Properties of Composite Girder.

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page vii

Figure 2.1 – Reinforced concrete

Figure 2.2 – Pre-tensioning of tendon

Figure 2.3 – Stages of Pre-tensioning

Figure 2.4 – Construction sequence for pre-tensioned concrete beam

Figure 2.5 – Stages of Post-tensioning

Figure 2.6 – Composite pre-cast pre-stressed girder

Figure 2.7 – Cooper E 80 live load

Figure 3.1 – The cross-section pre-stressed girder

Figure 4.1 – Cross section of a pre-stressed concrete girder Railway bridge.

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page viii

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page 1

1.1. Statement of the problem

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page 2

1.2.2. Specific Objective

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page 3

1.5. STUDY AREA.

Fig 2.1 reinforced concrete

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page 4

Fig. 2.2 pre- tensioning of tendon.

Fig. 2.3 stages of pre-tensioning.

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page 6

Fig. 2.4 Construction sequence for pre‐tensioned concrete beam

Fig.2.5 Stages of post tensioning

ADDIS ABABA UNIVERSITY; INSTITUTE OF TECHNOLOGY, Railway Engineering. Page 7

Dr. Asnake Adamu _

__________ _ ___________

____________ _ ___________